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5UMMARY
RELEVANT INTERNATIONAL CONVENTIONS AND AGREEMENTS
38
Chapter 2
International Agreements and Organisations
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Chapter 2 International Agreements and Organisations
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40
Chapter 2
International Agreements and Organisations
S
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m
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1
9
7
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h
e
W
a
r
s
a
w
C
o
n
v
e
n
t
i
o
n
.
D
a
m
a
g
e
s
t
o
b
e
a
w
a
r
d
e
d
b
y
r
e
f
e
r
e
n
c
e
t
o
t
h
e
l
a
w
o
f
d
o
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i
c
i
l
e
o
f
t
h
e
p
a
s
s
e
n
g
e
r
.
41
Chapter 2 International Agreements and Organisations
QUE5TION5
1. What does Cabotage refer to?
a. Domestic air services within a state.
b. An international air carrier.
c AighlabovelerriloriaIvalers
d. Crop spraying.
2. The Convention signed by the states relating to damage caused by foreign aircraft to persons
and property on the ground is:
a. the Tokyo convention.
b. the Rome convention.
c. the Warsaw convention.
d. the Paris convention.
TheConvenliononoencesandolheraclscommiedonboardanaeroIaneis
a. the Tokyo convention.
b. the Paris convention.
c. the Rome convention.
d. the Chicago convention.
4. Which of the following is an obligation of being an ICAO contracting state?
a ICAOmuslbeinformedaboulaIInevighlcrevIicencesandanysusendedvaIidily
of such licences.
b ICAO musl be informed aboul dierences from lhe slandards delaiIed in any of lhe
annexes to the Chicago Convention.
c. ICAO must approve the pricing of tickets on international airline connections.
d. ICAO must be informed about changes to national regulations.
WhichoflhefoIIovingannexeslolheChicagoConvenlionconlainslheminimumsecicalions
for the construction of aerodromes?
a. Annex 6.
b. Annex 11.
c. Annex 10.
d. Annex 14.
6. The ICAO annex containing the standards and recommended practices for Personnel Licensing
is:
a. Annex 1.
b. Annex 2.
c. Annex 11.
d. Annex 12.
42
Chapter 2
International Agreements and Organisations
TheaircraflcommandermayvhenheshehasreasonabIegroundslobeIievelhalaersonhas
commiedorisaboullocommilanoenceagainslenaIIavonboardlheaircrafl
a. ask the person to disembark.
b. ask the crew to assist in restraining the person.
c. order the passengers to assist the crew in restraining the person.
d. deliver the person to the competent authority.
8. The international convention concerning the responsibilities of international air carriers
oeralorsforlhecarriageofassengersbaggageandfreighlislhe
a. Tokyo convention.
b. Hague convention.
c. Montreal convention.
d. Warsaw convention.
9. The Rome convention and its later amendments deals with:
a oencesandolheraclscommiedonboardanaeroIane
b. damage caused by foreign aircraft to third parties on the ground.
c. regulation of the transportation of dangerous goods.
d. damage caused by any aircraft to third parties on the ground.
10. The Warsaw convention and its later amendments deals with:
a. regulation of the transportation of dangerous goods.
b. operators licence for international scheduled operations.
c. security systems at airports.
d. limitation of the Operators liability concerning passengers and goods transported.
Theob|eclivesofICAOveredenedby
a. the Geneva Convention of 1936.
b. the Chicago Convention of 1944.
c. the Warsaw Convention of 1929.
d. the Geneva Convention of 1948.
12. The annex to the Chicago convention which deals with the entry and departure of cargo and
olherarlicIesoninlernalionaIighlsis
a. Annex 15.
b. Annex 16.
c. Annex 9.
d. Annex 8.
Which freedom of lhe air is aIicabIe lo a ighl vhich vishes lo Iand in a foreign slale for
technical reasons?
a. 1st freedom.
b. 3rd freedom.
c. 4th freedom.
d. 2nd freedom.
43
Chapter 2 International Agreements and Organisations
14. ICAO establishes:
a. aeronautical standards adopted by all states.
b. proposals for aeronautical regulations in the form of 18 annexes.
c. standards and recommended practices applied without exception by all states which
are signatory to the Chicago Convention of 1944.
d. standards and recommended practices for contracting states.
Therslfreedomoflheairis
a Therighlloboardassengersfromlheslalevherelheaircraflisregisleredandylo
any other state.
b TherighllooveryvilhoulIanding
c. The right to land for a technical stop.
d TherighllooeraleacommerciaIighlvilhassengersonboardbelveenlvoslales
TheConvenlionvhichdeaIsvilhoencesagainslenaIIavis
a. the convention of Rome.
b. the convention of Madrid.
c. the convention of Tokyo.
d. the convention of Warsaw.
17. One of the main objectives of ICAO is to:
a. develop principles and techniques for international aviation.
b. approve the ticket prices set by international airlines.
c. approve new airlines operating turbine engine powered aircraft.
d. approve new international airlines.
18. Which international convention established ICAO?
a. Chicago.
b. The Hague.
c. Warsaw.
d. Montreal.
19. The standards contained in the annexes to the Chicago convention are to be considered:
a. binding upon all airlines operating international routes.
b bindingforconlraclingslaleslhalhavenolnoliedICAOaboulnalionaIdierences
c. advice and guidance for the aviation legislation within contracting states.
d. binding for all contracting states.
WhichbodyofICAOnaIiseslheSARISlobesubmiedforadolion
a. The Council.
b TheRegionaIAirNavigalionCommiee
c TheAirNavigalionCommission
d. The Assembly.
44
Chapter 2
International Agreements and Organisations
21. The second freedom of the air is the:
a righllocabolagelrac
b righllooeraleacommerciaIassengerighlvilhassengersonboardbelveenlvo
states.
c. right to land in a foreign for a technical stop.
d righllooveryaforeignslalevilhoulIanding
WhichannexconlainsinformalionconcerningAirTracServices
a. Annex 11.
b. Annex 10.
c. Annex 14.
d. Annex 15.
45
Chapter 2 International Agreements and Organisations
46
Chapter 2
International Agreements and Organisations
AN5WER5
Queslion Answer Reference
1. A 2.18
2. B 2.70
3. A 2.59
4. B 2.23
5. D 2.43
6. A 2.43
7. D 2.59
8. D 2.68
9. B 2.70
10. D 2.68
11. B
12. C 2.43
13. D 2.50
14. D 2.40
15. B 2.50
16. C 2.59
17. A 2.33
18. A 2.32
19. B 2.29
20. C 2.37
21. C 2.52
22. A 2.43
47
Chapter 3 Airworthiness of Aircraft
CHAPTERTHREE
AIRWORTHINE55OFAIRCRAFT
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
AIRWORTHINISS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
48
Chapter 3
Airworthiness of Aircraft
49
Chapter 3 Airworthiness of Aircraft
INTRODUCTION
Backgrnund The Chicago Convenlion Iaced greal emhasis on safely and one
particular area of interest was in the airworthiness of aeroplanes. In order to ensure that an
aeroIanevassafelouseilvasagreedlhalaIIaeroIanesvouIdhaveacerlicalelhalslaled
lhallheaircraflvasairvorlhyvhenmanufacluredandlhallhroughlheconlinuedvaIidalion
of lhal cerlicale lhe conlinuing airvorlhiness of lhe aircrafl vouId be ensured During lhe
design and buiIding slage of lhe Iife of a lye of aeroIane rigorous ruIes and reguIalions
are aIied lo lhe manufacluring rocesses and lhe ighl lesling rocess lo ensure lhal lhe
aircraft does what it is intended to do. Once the testing procedures have been successfully
comIeledlheState of Manufacture (the USA in the case of Boeing aircraft and France in the
caseofAirbusissuesaCerlicaleofAirvorlhinesslolhelyeandlhisislhenaIicabIeloaII
subsequent production models (issued to the individual aircraft by the State of Registry after
ashorlcomIianceairleslTheiniliaIcerlicalevouIdaIsobeaIicabIeloaIIsubsequenl
marksorugradesoflhelyevilhinreasonTheIAAandUKCAAdecidedlhallhe
vas nol lhe same aeroIane as lhe originaI and required recerlicalion An exensive
rocessforoeingIorlheiniliaIighlleslinglherololyeisermiedloyunderaIermil
to Fly issued by the State of Manufacture.
5tandards. The Airworthiness standards of Annex 8 of the Chicago Convention are
reIaledlolheslandardsofAnnexarlvhichdeaIsvilhaeroIaneerformanceoeraling
limitations. An element of the safety of an operation is the intrinsic safety of the aircraft. That
isilsairvorlhinessTheairvorlhinessofanaircraflisnolfuIIydenedbylheaIicalionof
lheairvorlhinessSlandardsofAnnexbulaIsorequireslheaIicalionoflheSlandardsof
AnnexlhalarecomIimenlaryInolhervordsAnnexdeaIsvilhairvorlhinessfromlhe
engineeringoinlofvievvhereasAnnexdeaIsvilhlhesafelyslandardsnecessaryforany
oeralionTheslandardsaIylobolherformanceandyingquaIilies
App!icabi!ityTheSlandardsofAirvorlhinessdelaiIedinAnnexIarlareaIicabIe
lo aeroIanes vilh cerlicaled maximum lakeo mass grealer lhan kg inlended for
lhe carriage of assengers cargo or maiI in inlernalionaI air navigalion UnIess secicaIIy
exemledlheslandardsaIylolhecomIeleaeroIaneincIudingoverunilssyslemsand
equimenlIorlheslandardslobeaIicabIelheaircraflmuslhavealIeasllvoengines
AIRWORTHINE55
Ccrticatc nIAirwnrthincss. A Cerlicale ofAirvorlhiness CofA) is issued by the
State of Registration when satisfactory evidence is provided that the aeroplane complies with
lhe aroriale airvorlhiness requiremenls ICAO has secied a slandard form of C of A
vhichisloincIudelhenalionaIilyandregislralionmarksmanufaclureranddesignalionoflhe
aircraflieoeingaircraflseriaInumberielheairframenumberIikeacarchassis
number).
CnntinuingAirwnrthincss. The State of Registry is responsible for determining if an
aircraflconlinueslobeairvorlhyTheslaleisrequiredlomainlainasyslemforrecordingfauIls
maIfunclionsdefeclsorolheroccurrencesvhichmighlaecllheairvorlhinessofaircraflvilh
maximumlakeomassgrealerlhanKg
5tructura!IntcgrityCnrrnsinnCnntrn! The State of Design is required to ensure that
a structural integrity programme exists to ensure the airworthiness of aircraft with a maximum
lake o mass grealer lhan Kg The rogramme is lo incIude informalion concerning
corrosion control.
50
Chapter 3
Airworthiness of Aircraft
Va!idity nI C nI A The C of A will be renewed or will remain valid provided that
the continued airworthiness of the aircraft has been determined by a periodic inspection. The
eriodbelveenlheinseclionsislobeeslabIishedbylheslaleWhereanaircraflisdamagedil
is the responsibility of the State of Registry to judge whether the damage is of such a nature that
lheaircraflisnoIongerairvorlhyWhereadamagedaircraflisreairedlheSlaleofRegislryis
to specify the necessary repairs and to determine that such repairs have been properly carried
out before re-issuing a C of A.
AircraItLimitatinnsandInInrmatinnIachaircraflisrequiredlohaveaighlmanuaI
orolhermeansinvhichlhearovedIimilalionsaredenedandaddilionaIinformalionis
contained necessary for the safe operation of the aeroplane. Where the determined limiting
seedsareseciedasaMachnumberlheaircraflislobeedvilhaMach meter.
51
Chapter 3 Airworthiness of Aircraft
QUE5TION5
The Slale of Design is lo ensure lhal a conlinuing slrucluraI inlegrily rogramme incIuding
informalionconcerningcorrosionconlroIismainlainedinreseclofaeroIanes
a vilhmaximumcerlicaledlakeomassIesslhankg
b vilhmaximumcerlicaledlakeomassgrealerlhankg
c vilhmaximumcerlicaledlakeomassequaIlokg
d vilhmaximumcerlicaledlakeomassnolmorelhankg
TheconlinuingvaIidilyofaCerlicaleofAirvorlhnessofanaircraflissub|ecllolheIavsof
a. the State of Registration.
b. the State of Registration or the State of the Operator.
c. the State of Operator.
d. the State of Registration and the State of Design.
52
Airworthiness of Aircraft Chapter 3
AN5WER5
Queslion Answer Reference
1. B 3.6
2. A 3.5
53
Chapter 4 Aircraft Nationality and Registration Marks
CHAPTERFOUR
AIRCRAFTNATIONALITYANDREGI5TRATIONMARK5
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
CIRTIIICATIONOIRIGISTRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
AIRCRAITMARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
CLASSIIICATIONOIAIRCRAIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
54
Chapter 4
Aircraft Nationality and Registration Marks
55
Chapter 4 Aircraft Nationality and Registration Marks
INTRODUCTION
Anncx . The Paris Convention of 1919 requires all aircraft to be registered and to
carry a nationality mark and a registration mark. Annex 7 of the Chicago Convention covers
AircraflNalionaIilyandRegislralionMarksTheAnnexconlainsonIySlandardsvilhoulany
recommendations. An Authority may temporarily exempt an aircraft from registration (test
yingofarololyeorlhecarriageofmarkingsanhisloricaircraflorexmiIilaryaeroIane
NATIONALITYANDREGI5TRATIONMARK5
Markings. The nationality and registration mark is to consist of a group of characters.
G-ABCD
In this case G is the nationality mark and is always to precede the regislralionmarkinlhiscase
ACD When lhe rsl characler of lhe regislralion mark is lhe same lye of characler as lhe
last character of the nalionaIilymarkilisberecededbyahyhenThenalionaIilymark
is selected from the series of nationality symbols included in the radio call signs allocated to
the State of Registry by the International Telecommunications Union (an agency of the United
Nalions The nalionaIily mark is lo be nolied by lhe Slale of Regislry lo ICAO and may
consislofsingIeIeersmuIliIeIeersoracombinalionofIeersandnumbersIlmayaIso
incIudeasymboIoflheSlaleeglheRedCrossinlhecaseofSvierIandTheregislralion
markmayconsislofIeersnumbersoracombinalionofbolhandisassignedbylheSlaleof
Regislry or lhe common mark regislering aulhorily from a Iisl of avaiIabIe nol reviousIy
issued) marks applicable to the State of Registry.
Cnmmnn Mark. A common mark replaces a nationality mark where the aircraft is
ovnedoeraledbyanoeralorregisleredinmorelhanonecounlryInlhiscaseacommon
mark is aIIocaled by lhe ITU and ICAO secies a slale lo exercise lhe resonsibiIilies of
the State of Registry (known as the common mark registering authority). The common mark
registering authority also performs the function of the State of Registry with regard to the
conlinuingairvorlhinessoflheaircraflIresenlIylhecommonmarkYisissuedbyICAOlo
Arab Air Cargo Incorporated (based in Jordan and Iraq) for registering aircraft operated by that
organisalionICAOhasseciedlhal}ordanerformslheolherfunclionsoflhecommonmark
registering authority.
|igurc
56
Chapter 4
Aircraft Nationality and Registration Marks
Exc!usinnsCerlaincombinalionsofIeersarenolermiedlobeusedasregislralion
Ieers or arls of a regislralion mark These are lhose combinalions of Ieers used for
secic dislress lrac indicalors or inlernalionaIIy acceled communicalion abbrevialions
SecicaIIy
SOS (Distress - morse)
IANUrgency
XXXUrgencymorse
TTTSafelySecurilemorse
QcodesieQNHQRTQUGelc
IeercombinalionsoflheinlernalionaICodeofSignaIs
CERTIFICATIONOFREGI5TRATION
5tatus and Cnntcnt The cerlicale of regislralion is an ociaI documenl cerlifying
lhallheSlaleofRegislryhasregisleredanaircraflThecerlicaleislobecarriedinlheaircrafl
alaIIlimesThecerlicaleconlains
NalionaIilyorCommonmark
Regislralionmark
Manufaclurersdesignalionoflheaircrafl
SeriaInumberoflheaircrafl
Nameandaddressoflheovner
AcerlicalelhalilhasbeenenleredonlheregisleroflheSlale
Daledsignalureoflheregisleringocer
AIRCRAFTMARKING5
Lncatinn nI Natinna!ity and Rcgistratinn Marks. The nationality or common mark
andregislralionmarkarelobeainledonlheaircraflorshaIIbeaxedbyanyolhermeans
ensuring a similar degree of permanence. The marks shall be kept clean and visible at all
times.
HcavicrthanAirAircraIt. The required markings are to appear on the lower surface
undersideoflhevinglhefuseIagebelveenlhevingsandlhelaiIoronlheuerhaIfoflhe
vertical tail surface.
5izcnIMarkingsThemarkingsonlhevingsarelobealIeaslcmhighandonlhe
fuseIageandverlicaIsurfacescmhigh
57
Chapter 4 Aircraft Nationality and Registration Marks
50cm
HorizontaI
Surface
30cm
VerticaI
Surface
Character Size
CLA55IFICATIONOFAIRCRAFT
NonPowered Balloon
Lighter
thanair
Powered Airship
Aircraft
NonPowered Glider
Heavier
thanair Aeroplane PoweredLift
Powered Rotorcraft
Ornithopter
|igurc
|igurc
58
Aircraft Nationality and Registration Marks Chapter 4
QUE5TION5
1. What cannot be included in a registration mark?
a. LLL
b. RCC
c. TTT
d. FFF
WhalIeersarerohibiledforregislralionmarks
a IeerinlernalionaIcodes
b IeerinlernalionaIcodes
c IeercodesrecededbyQ
d. Any number referring to an ICAO document.
3. Which of the following is not allowed in a registration mark?
a NNN
b XXX
c. RCC
d. DDD
WhalregislralionisdisaIIovedbecauseofossibIeconfusionvilhdislressurgencysignaIs
a. RCC
b NNN
c XXX
d. ZZZ
WhichoflhefoIIovingisnolermiedinlheregislralionmarkofanaircrafl
a IourIeerQcodes
b IiveIeerinlernalionaIcodesignaIs
c ThreeIeerinlernalionaIcodesignaIs
d. Any number identifying an ICAO document.
ConcerningaircraflregislralionnocombinalionofIeerscanbeusedvhichcanbeconfused
vilhdislresscodesforexamIe
a. RCC
b. DDD
c. LLL
d IAN
WhichoflhefoIIovingregislralionmarksvouIdnolbeermied
a. G-PRAT
b SYIAN
c. 3T-SSS
d YTLLL
59
Chapter 4 Aircraft Nationality and Registration Marks
Concerningaircraflregislralionmarkingsnocombinalionscanbeusediflheycanbemislaken
for:
a codesvhichareusedforidenlicalionofICAOdocumenls
b IeercombinalionsincIudinglheIeerQ
c IeercombinalionsvhichareusedbyinlernalionaIcodeofsignaIs
d IeercombinalionsvhichareusedbyinlernalionaIcodeofsignaIs
AccordingloAnnexlheregislralionmarkshaIIbeIeersnumbersoracombinalionofIeers
and numbers and shall be that assigned by:
a. the State of Registry or Common Mark Registering Authority.
b. the State of Registry only.
c. the International Civil Aviation Organisation.
d. the International Telecommunication Union.
10. The common mark shall be selected from the series of symbols included in the radio call signs
allocated:
a. to ICAO by the ITU.
b. to the State of Registry by ICAO.
c. to the State of Registry by the ITU.
d. to the State of the Operator.
11. The height of the markings under the wings of a heavier than air aircraft shall be:
a. at least 30 cm.
b. at least 40 cm.
c. at least 50 cm.
d. more than 40 cm but not more than 50 cm.
12. The height of the markings on the fuselage (or equivalent surface) and on the vertical tail surface
of a heavier than air aircraft shall be:
a. at least 20 cm.
b. more than 20 cm but not more than 30 cm.
c. at least 30 cm.
d. at least 40 cm.
60
Aircraft Nationality and Registration Marks Chapter 4
AN5WER5
Queslion Answer Reference
1. C 4.4
2. B 4.4
3. B 4.4
4. C 4.4
5. B 4.4
6. D 4.4
7. B 4.4
8. D 4.4
9. A 4.2
10. A 4.3
11. C 4.8
12. C 4.8
61
Chapter 5 Flight Crew Licensing
CHAPTERFIVE
FLIGHTCREWLICEN5ING
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
DIIINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
GINIRALRULISCONCIRNINGLICINSING . . . . . . . . . . . . . . . . . . . . . 64
LICINCISANDRATINGSIORIILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . 66
IRIVATIIILOTLICINCIAIROILANIIILA . . . . . . . . . . . . . . . . . . . 68
COMMIRCIALIILOTLICINCIAIROILANICILA . . . . . . . . . . . . . . . 68
AIRLINITRANSIORTIILOTLICINCIAIROILANIATILA . . . . . . . . . 69
MULTICRIWIILOTLICINCIMIL . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
INSTRUMINTRATINGAIROILANIIRA. . . . . . . . . . . . . . . . . . . . . . 70
INSTRUCTORANDIXAMINIRRATING. . . . . . . . . . . . . . . . . . . . . . . . . 70
}ARICLMIDICALRIQUIRIMINTS . . . . . . . . . . . . . . . . . . . . . . . . . . 72
IILOTIROIICIINCY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
}AATHIORITICALKNOWLIDGIIXAMINATIONS . . . . . . . . . . . . . . . . . 74
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
62
Chapter 5
Flight Crew Licensing
63
Chapter 5 Flight Crew Licensing
INTRODUCTION
Rcquircmcnt. The Learning Objectives and the Syllabus for 010 Air Law require the
sludenllohaveknovIedgeoflheSARISdelaiIedinAnnexIersonneILicensingHovever
the EASA requirement for Flight Crew Licensing is contained in JAR-FCL and there are questions
inlheCQreIalinglo}ARICLWherelhereare}ARdierencesfromAnnexlheseviIIbe
highlighted.
Intcrnatinna!5tandardIachAnnexlolheChicagoConvenlionincIudesasuIemenl
vhichisasummaryoflhechangesnoliedbyeachslaleinaIhabelicaIorderunderarlicIe
38 of the convention. The supplement for Annex 1 is the biggest of all the annex supplements
andsignieslhedisarilyinighlcrevIicensingaroundlhevorIdIlmuslbeslaledlhallhe
IAAlhe}AAandcerlainIylheUKCAAhavenolandneverhaveadoledlherequiremenlsof
AnnexcrevIicensingandmedicaIrequiremenlsasaslandardIachaulhorilyhassecic
ruIeslovhich}ARICLislhe}AAslandardaIiedinIuroeIlmuslbeemhasisedlhal
the inclusion of information from Annex 1 in this manual is for information only (to enable
youloasslheexamandmuslnolbereIieduonforanymaersreIalinglolheissueofor
mainlenanceofyourighlcrevIicence
Eurnpcan5tandard. The licensing of pilots (also Flight Engineers) to JAR requirements
isinaccordancevilhlherequiremenlsof}ARICLarlsand
JAR-FCL 1 covers the licensing of pilots of aeroplanes
JAR-FCL 2 covers the licensing of helicopter pilots
JAR-FCL 3 covers the medical requirements for licensing of aircrew
JAR-FCL 4 covers the licensing of Flight Engineers (Systems Panel Operators)
DEFINITION5
Dcnitinns. When the following terms are used in the standards and recommended
raclicesofAnnexlheyhavelhefoIIovingmeanings
Pi!ntinCnmmandPICThe PIC is the pilot who is responsible for the safety of the
aircraflandcomIiancevilhlheruIesoflheairduringighllime
Commander A iIol designaled by lhe oeralor vho is quaIied as IIC vho may
deIegalelheresonsibiIilyforlheconducloflheighlloanolherquaIiediIol
Cnpi!nt A licensed pilot serving in any capacity other than PIC but excluding a pilot
who is on board for the sole purpose of receiving instruction.
Flight TimeThelolaIlimefromlhemomenlanaircraflrslmovesunderilsovn
overforlheuroseoflakingounliIilcomesloreslallheendoflheighlsynonymous
with block to block or chock to chock).
Instrumcnt Grnund Timc Time during vhich a iIol is raclising on lhe ground
simuIaledinslrumenlighlinasynlhelicighllrainerseedefarovedbylheaulhorily
Rating. An authorisation entered on or associated with a licence and forming part
lhereofslalingseciaIcondilionsriviIegesorIimilalionserlaininglosuchaIicence
64
Chapter 5
Flight Crew Licensing
5ynthcticF!ightTraincr. Any one of the following three types of apparatus in which
ighlcondilionsaresimuIaledonlheground
F!ight 5imu!atnr vhich rovides an accurale reresenlalion of lhe ighl
deck of a arlicuIar aircrafl lye lo lhe exlenl lhal lhe mechanicaI eIeclricaI
eIeclronic elc aircrafl syslems conlroI funclions lhe normaI environmenl of
ighl crev members and lhe erformance and ighl characlerislics of lhal
lyeofaircraflarereaIislicaIIysimuIaled
F!ight Prnccdurcs Traincr vhich rovides reaIislic ighl deck environmenl
andvhichsimuIalesinslrumenlresonsessimIeconlroIfunclionsof
mechanicaIeIeclricaIeIeclronicelcaircraflsyslemsandlheerformanceand
ighlcharaclerislicsofaircraflofaarlicuIarcIass
Basic Instrument Flight Trainer vhich is equied vilh aroriale
inslrumenlsandvhichsimuIaleslheighldeckenvironmenlofanaircraflin
ighlininslrumenlighlcondilions
GENERALRULE5CONCERNINGLICEN5ING
AuthnritytnActasF!ightCrcwAersonshaIInolaclasaighlcrevmemberofan
aircraflunIessavaIidIicenceisheIdshovingcomIiancevilhlhesecicalionsofAnnexand
appropriate to the duties to be performed by that person. The licence shall have been issued by
the State of Registry of that aircraft or by any other Contracting State and rendered valid by the
state of Registry of that aircraft.
RcissucnIaJAALiccncc. The period of validity of a JAA licence is 5 years. Within
lhiseriodlheIicenceviIIbereissuedbylhearoriale}AAaulhorilyunderlhefoIIoving
conditions:
After initial issue or renewal of a rating
When paragraph xii. of the licence document is full
For any administrative reason
At the discretion of the JAA member State Authority when a rating is re-
validated
RcndcringaLiccnccVa!id A Contracting State may validate a licence issued by another
aulhorilyvilhlherovisolhallheeriodofvaIidilyisnolloexlendbeyondlheoriginaIeriod
ofvaIidilyoflheIicenceA}AAIicenceandassocialedralingselcissuedinaccordancevilh
JAR-FCL is to be accepted without further formality in any other JAA member state.
Va!idatinnnIannnJAA!iccnccInruscinaJAAstatc. A non JAA licence that includes
an instrument rating (IR) may be validated for use in a JAA state for a period not exceeding one
year providing the basic licence remains valid in the state of licence issue.
CrcditnIExpcricncc. The holder of a non-JAA licence may be credited with theoretical
knovIedgeandoryingexerienceallhediscrelionoflhe}AAmemberslaleaulhorilylovards
the issue of a comparable JAA licence by that member state.
Privi!cgcsnIaLiccncc. A pilot licence issued by a State grants the holder the privilege
loaclasaiIolinaircraflregisleredinlhalslaleAIicenceorralinghoIderisnolermiedlo
exercise privileges other than those granted by the licence or rating.
65
Chapter 5 Flight Crew Licensing
Mcdica! Fitncss The hoIder of a Iicence is lo hoId a medicaI assessmenl cerlicale
issued in accordance with the requirements of Annex 1 Chapter 6 (Medical Provisions for
Licensingorinlhecaseofa}AAIicence}ARICLarlHoIdersofIicencesarenolloexercise
lhe riviIeges of lheir Iicences if lhey are avare of any decrease in medicaI lness slandard
(either physical or mental). Licence holders are not to act in any capacity under their licence
vhiIslunderlheinuenceofanysychoaclivesubslanceLicencehoIdersarenolloengage
in any problematic use (or abuse) of substances. Licence holders should seek the advice of
an approved aeromedical examiner (AME) before taking any medication over a prolonged
period.
Va!idity nI Liccnccs. A licence (or rating) is only valid if the necessary ratings or
cerlicales incIuding a medicaI cerlicale are aIso vaIid A Iicence or raling hoIder is lo
maintain competence and meet the requirements for recent experience required by the licence
orralingincIudinglhemainlenanceofacurrenlmedicaIassessmenl
Va!iditynIRatings. A licence that includes a rating is only valid as long as the rating
remains valid. The periods of and methods of maintaining a rating are as follows:
InstrumcntRatingIR An IR is valid for a period of 12 months. It may be renewed
during the last three months of the period of validity of the rating. If an instrument rating test
forrenevaIofaralingisfaiIedlhecurrenlIRiscanceIIed
C!assandTypcRatings. Multi engines class ratings and Type ratings are valid for 12
months. Single pilot single engine class ratings (including touring motor glider rating) are valid
foryearsRalingsarevaIidfromlhedaleofissueorlhedaleofexiryifrevaIidaledvilhin
lhe vaIidily eriod The melhod of renevaI of ralings is by assing a iIol rociency skiII
test.
Mcdica!RcpnrtPcrindsReorlsofmedicaIlnessarelobesubmiedalinlervaIsnol
greater than:
CPLAATPLAC!ass:
ICAOandJAA: 12 months to age 60 (age 40 if engaged in single pilot
oeralionslhenmonlhslhereafler
MPLC!ass
ICAO monlhsloagelhenmonlhslhereafler
PPLAC!ass:
ICAO monl hs l o age l hen monl hs l her eaf l er
(recommended 12 months after age 50)
JAA monlhsloagelhenmonlhsloagelhenmonlhs
thereafter.
Mcdica! Examinatinn DcIcrmcnt Annex 1 permits a licence holder is operating in
aremoleareavheremedicaIexaminalionfaciIiliesdonolexislallhediscrelionoflhe
authority. It must be stressed that this is not a JAA acceptable procedure and a pilot exercising
lhe riviIeges of a }AA Iicence musl have a vaIid medicaI cerlicale in accordancevilh }AR
FCL-3. The ICAO requirement for a medical examination may be deferred as follow:
For a period of 6 months for aircrew not engaged in commercial aviation.
Two consecutive periods of three months for aircrew engaged in commercial
air transport providing a favourable report is obtained after examination or
where no approved medical examiner is available a favourable report from a
medical practising physician. Such a report is to be sent to the authority of the
State of Licence Issue.
A single period of 24 months for a PPL holder.
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Chapter 5
Flight Crew Licensing
AgcThehoIderofaiIolIicenceviIInolbeermiedloaclaslheiIolofacommerciaI
airlransorlaircrafloncelheageofhasbeenreachedexcelvhenhesheisamemberofa
muIliiIolcrevandhesheislheonIyiIoloflhalcrevvhohasreachedlheageof
Agc Once lhe age of is reached a iIol shaII nol acl as a iIol of an aircrafl
engaged in commercial air transport. Some JAA states limit this age to 60.
LICENCE5ANDRATING5FORPILOT5
Gcncra! Rcquircmcnts A erson is nol ermied lo acl as IIC or coiIol in lhe
foIIovingcalegoriesofaircraflunIessheshehoIdslhearorialeIicenceLicencecalegories
are:
Aeroplane
Helicopter
Glider
Free balloon
Liccncctypcs. Three levels of licence are issued:
Private Pilot Licence (PPL)
Commercial Pilot Licence (CPL)
Air Transport Pilot Licence (ATPL)
Multi Crew Pilot Licence (MPL)
Note: Iiccnccsarcrcjcrrc!ic|qiqpcan!caicgcrqicaccnncrcia|pi|ci|iccnccjcranacrcp|ancisa
CPIA
Acrnp!ancC!assRatingsCIassralingsarelobeeslabIishedforaeroIanescerlicaled
for single pilot operation and are to comprise:
SingIeengineIand
SingIeenginesea
MuIliengineIand
MuIlienginesea
JARFCLC!assRating. Additional ratings are as follows:
All touring motor gliders
Each manufacturer of single engine turbo prop land plane
Each manufacturer of single engine turbo prop sea plane
TypcRatingsWhererequiredalyeralingviIIbeissuedaflersalisfaclorycomIelion
of a type rating course for the appropriate type of aeroplane and demonstration of the necessary
iIolskiIIinlhallyeWhenalyeralingisissuedIimilinglhehoIderloaclascoiIolonIylhe
rating is to be so endorsed. There is no limit to the number of type (or class) ratings that may
beheIdalanyonelimehoveverlheaulhorilysuggeslslhalnomorelhancanbemainlained
safeIyshouIdbeheIdsimuIlaneousIy
Critcria. The JAR-FCL criteria upon which type ratings are established is as follows:
Airvorlhinesslyecerlicale
Handling characteristics
CerliedminimumighlcrevcomIimenl
Level of technology
67
Chapter 5 Flight Crew Licensing
Divisinns. Type ratings are required for:
IachlyeofmuIliiIolaeroIane
or
IachlyeofsingIeiIolmuIliengineaeroIaneedvilhlurbo|elorlurbo
roengines
or
Iach lye of singIe iIol singIeengine aeroIane ed vilh a lurbo|el
engines
or
Any other type of aeroplane if considered necessary by the authority.
ICAOvariatinnsAnnexsecieslyeralingsfor
IachlyeofmuIliiIolaircrafland
IachlyeofsingIeiIoloeralionheIicolerand
HeIicolers cerlied for singIe iIol oeralion if nol covered by a cIass
rating).
VariantsWilhinalyeralingdierencelrainingmayberequiredforvarianlsoflhe
basiclyeIflhesecicvarianlhasnolbeenovnduringaeriodofyearsfurlherdierence
training is required.
Mu!tipi!nt cnnditinns According lo }ARICL an aIicanl for a muIliiIol lye
rating must have:
NolIesslhanhoursasIICofaeroIanes
A valid multi-engine IR(A)
AcerlicaleofMCC
Completed the theoretical knowledge course and passed the examinations for
ATPL(A)
NcicTnisrcquircncniisrcgar!|csscjinciqpccj|iccnccnc|!
UscnI5ynthcticTraincrs. The licensing authority may approve the use of a synthetic
ighllrainerforerforminganymanoeuvrerequiredforlhedemonslralionofskiIIforlheissue
ofaIicenceorralingaflerilhasensuredlhallhelrainerisarorialeforlhelask
Whcn an Instrumcnt Rating IR is rcquircd The State of Licence Issue is not to
permit a licence holder to act as pilot or co-pilot under Instrument Flight Rules (IFR) unless
the holder also holds an Instrument Rating (IR) appropriate to the aircraft category. JAR-FCL
ermilsmemberslaleslosecifynalionaIruIesforighlunderIIRvilhoulanIRAielheUK
IMCralinghoveversuchaulhorilyisIimiledlolheairsaceoflhalslaleonIy
InstructnrRatingAConlraclingSlalehavingissuedaiIolIicenceisnolloermil
lhehoIderlocarryoulighlinslruclionforlheissueofanyIicenceorralingunIesslhehoIder
has received the proper authorisation.
Crcdit nI F!ight Timc. A student pilot (or the holder of a licence) is entitled to be
crediledinfuIIvilhaIIsoIoduaIinslruclionandIICighllimelovardslhelolaIighllime
required for the initial issue of a pilot licence or a higher-grade pilot licence. When acting as
co- pilot of an aeroplane in which a co-pilot is required the pilot is entitled to count not more
lhanoflhecoiIollimelovardslhelolaIighllimerequiredforahighergradeIicence
AiIolaclingascoiIolerformingasIICundersuervisioncancounllhefuIIhourslovards
lhelolaIighllimerequiredforahighergradeIicence
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Chapter 5
Flight Crew Licensing
5tudcnt Pi!nt Licence Issuing States are to ensure that student pilots do not pose a
hazardlonavigalionSludenliIolsareonIyermiedloysoIounderlhesuervisionofor
vilhlheaulhorisalionofanaulhorisedighlinslruclorSludenliIolsarenolermiedloy
soIooninlernalionaIighlsunIessinaccordancevilhanagreemenlbelveenlheconlracling
slalesconcernedAsludenliIolisnolermiedloysoIounIessheshehoIdsalIeaslacIass
2 medical assessment.
PRIVATEPILOTLICENCEAEROPLANEPPLA
Agc. An applicant for a PPL is to be not less than 17 years of age. Training can be started
alanyagebulasoIoighlisnolermiedunliIlhesludenlis
Knnw!cdgc An applicant for a PPL is required to demonstrate by examination a
required level of theoretical knowledge.
ExpcricnccAnaIicanlforaIILislocomIelenolIesslhanhoursighllime
WherelimeinasynlheliclrainerisermiedilisIimiledloamaximumofhoursasarlof
the required 40 hours. Flight time as pilot in other categories of aircraft may (with authority
authorisation) by credited. The applicant is required to have completed not less than 10 hours
soIovhichisloincIudehoursofsoIocrosscounlryighllimevilhalIeasloneighlofnol
IesslhankmnmvhichmuslincIudefuIIsloIandingallvodierenlaerodromes
Mcdica!Fitncss. A PPL (A) holder must hold a current class 2 medical assessment.
Privi!cgcs. The holder of a PPL (A) may as PIC or co-pilot of any aeroplane engaged
innonrevenuenoncommerciaIighlsIflheriviIegeislobeexercisedalnighllhehoIder
islohavereceivedduaIinslruclioninaeroIanesyingalnighlincIudinglakeosIandings
and navigation.
COMMERCIALPILOTLICENCEAEROPLANECPLA
Agc An applicant for a CPL(A) is to be not less than 18 years of age.
Thcnrctica! Knnw!cdgc. An applicant for a CPL(A) must have a required level of
knovIedgedemonslraledbysuccessfuIassingofexaminalionsoflhefoIIovingsub|ecls
Air Law
Aircraft general knowledge
Flight performance and planning
Human performance and limitations
Meteorology
Navigalion
Operational Procedures
IrinciIesofighl
Radiotelephony
Expcricncc An aIicanl for a CILA is lo comIele nol Iess lhan hours ighl
lime Where lime in a synlhelic lrainer is ermied il is Iimiled lo a maximum of hours
asarloflherequiredhoursIorasludenlcomIelinganinlegraledCILAcoursealIeasl
150 hours including all progress test is to be completed within which up to 5 hours may be
instrument ground time. Flight time as pilot in other categories of aircraft may (with authority
authorisation) by credited. The applicant is required to have completed not less than:
69
Chapter 5 Flight Crew Licensing
100 hours as PIC (70 in the case of approved course)
hourscrosscounlryighllimevilhalIeasloneighlofnolIesslhankm
nmvhichmuslincIudefuIIsloIandingallvodierenlaerodromes
10 hours of instrument instruction time of which not more than 5 hours may be
instrument ground time.
IflheriviIegeislobeexercisedalnighlhoursnighlighllimeincIuding
lakeosandIandingsasIIC
Mcdica!Fitncss. A CPL(A) holder must hold a current class 1 medical assessment.
Privi!cgcsThehoIderofaCILAisermiedloexerciseaIIlheriviIegesofaIILA
lo acl as IIC of any aeroIane engaged in oeralions olher lhan commerciaI air lransorl lo
aclasIICincommerciaIairlransorlinaeroIanescerlicaledforsingIeiIoloeralionloacl
as co- pilot in commercial air transport in aeroplanes that require a co-pilot (JAR-FCL requires
a CPL(A) holder to have passed the theoretical knowledge for ATPL(A) prior to starting type
rating training for multi-pilot aeroplanes engaged in commercial air transportation). If the
riviIegeislobeexercisedalnighllhehoIderislohavereceivedduaIinslruclioninaeroIanes
yingalnighlincIudinglakeosIandingsandnavigalion
AIRLINETRAN5PORTPILOTLICENCEAEROPLANEATPLA
Agc An applicant for a ATPL(A) is to be not less than 21 years of age.
Thcnrctica! Knnw!cdgc. An applicant for a ATPL(A) must have knowledge of the
same subjects detailed in paragraph 5.6.2 but to a more demanding level determined by
examination.
ExpcricnccAnaIicanlforaATILAislocomIelenolIesslhanhoursighl
time and to demonstrate the ability to pilot multi-crew aeroplanes under IFR. Where synthetic
lrainerlimeisermiedilisIimiledloamaximumofhoursasarloflherequiredhours
rovided lhal nol more lhan hours have been acquired in a ighl rocedure lrainer or a
basic instrument trainer. Flight time as pilot in other categories of aircraft may (with authority
authorisation) by credited. The applicant is required to have completed not less than:
250 hours as PIC which can be made up of not less than 100 hours PIC and the
additional hours as co-pilot acting as PIC under supervision provided that the
method is approved by he authority.
200 hours crosscounlryighllimevilhnolIesslhanhoursIICorcoiIol
acting as PIC under supervision provided that the method is approved by he
authority.
75 hours instrument time of which not more than 30 hours may be instrument
ground time.
100 hours nighlighllimeasIICorcoiIol
JAR-FCL additionally requires 500 hours muIliiIol oeralions in lransorl
commuter category aeroplanes (or equivalent code).
Mcdica!Fitncss. A ATPL(A) holder must hold a current class 1 medical assessment.
Privi!cgcsThehoIderofaATILAisermiedloexerciseaIIlheriviIegesgranled
lo lhe hoIder of a IILA and CILA and of an IRA and lo acl as IIC and coiIol of any
aeroplane engaged in commercial air transport.
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Chapter 5
Flight Crew Licensing
MULTICREWPILOTLICENCEMPL
CnnccptICAOIANSTrainingdeneslheMILasaIicencelhalermilslhehoIder
to exercise the privileges of a co-pilot in commercial air transport on multi-crew aeroplanes
aeroIanes vhich require a ighl crev of al Ieasl lvo iIols Il ermils iIols lo be lrained
directly as co-pilots rather than under the CPL or ATPL system that trains PICs.
Limitatinns As lhe Iicence is designed for coiIols of muIlicrev aeroIanes lhe
holder of an MPL will not be able to exercise the privilege of the licence on single pilot operation
aeroplanes.
Liccncc 5pccicatinn Il is execled lhal lhe secicalion for lhe MIL viII broadIy
follow the example of the JAA frozen ATPL(A)
IN5TRUMENTRATINGAEROPLANEIRA
Rcquircmcnts Inr Issuc. The knowledge requirements for an IR(A) are related to
lhe riviIege of lhe raling secicaIIy lo oeralions under IIR The skiII requiremenl aIso
secicaIIyrequireslheaIicanllodemonslralelheabiIilylooeralemuIliengineaeroIanes
soIeIyvilhreferenceloinslrumenlsvilhoneengineinoeraliveifaiIolisloyIIRinsuch
aeroplanes. The regulations permit the use of synthetic trainers to demonstrate skills.
ExpcricnccTheaIicanlislohoIdaIILAvilhanighlquaIicalionoraCILA
andhavecomIeledhoursofcrosscounlryighllimeasIICinaeroIanesorheIicolersof
which not less than 10 hours shall be in aeroplanes.
Mcdica!. Holders of PPL(A) are required to comply with the hearing requirements for
cIasscerlicalionandconlraclingslalesshouIdconsiderrequiringlheIILhoIderloasslhe
hysicaImenlaIandvisuaIrequiremenlsofcIass
Privi!cgcs nI an IRA Providing the holder of an IR(A) is also the holder of the
arorialeIicenceandismedicaIIylcerlicaledlhehoIderisermiedloyaeroIanes
underIIRIfaiIolhoIdsbolhanaeroIaneandaheIicolerIicencelheriviIegeloybolh
types under IFR may be conferred by a single instrument rating.
CnnditinnsInslalesvhereighlinVMCalnighlisnolermiedhoIdersofaIILA
oraCILAvilhoulanIRAmayundernalionaIruIesbegranledanighlralingermiing
ighlalnighlinVMCunderIIRAddilionaIIyslalesmayundernalionaIruIesgranlanIMC
ralingermiingighloulsideconlroIIedairsacevhichmayincIudeexemlionsforighlin
someCTRsinmeleoroIogicaIcondilionsIesslhanVMCduringdaylimeloiIolsvilhoulan
IR(A).
IN5TRUCTORANDEXAMINERRATING
InstructnrCatcgnrics. There are six categories of aeroplane instructor ratings:
Flight Instructor Aeroplane (FI(A))
Type Rating Instructor Aeroplane (TRI(A))
Class Rating Instructor Aeroplane (CRI(A))
Instrument Rating Instructor Aeroplane (IRI(A))
Synthetic Flight Instructor Aeroplane (SFI(A))
Multi-crew Co-operation Course Instructor - Aeroplane MCCI(A)
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Chapter 5 Flight Crew Licensing
Prcrcquisitcs AII inslruclors are required lo hoId al Ieasl lhe Iicence raling or
quaIicalionforvhichinslruclionisgivenandshaIIbeenlilIedloaclasIICoflheaeroIane
during such instruction.
PcrindnIVa!idity. Instructor ratings are valid for 3 years.
F!ightInstructnrRatingAcrnp!ancFIA The following are the conditions which
apply to the granting of an FI(A) rating:
Minimum age 18
Must be supervised until:
x Completed 100 hours of instruction
x SuervisedsludenlsoIoighls
Prcrcquisitcs. Before beginning the course of training for a FI(A) rating the applicant
is to have:
ACILAorhoursighllimeofvhichasIICifhoIdingaIILA
The theoretical knowledge of a CPL(A) holder
Completed 30 hours in single engine piston powered aeroplanes with at least 5
hours in the last six months
Received at least 10 hours of instruction (of which not more than 5 is instrument
ground time)
Completed at least 20 hours of cross country as PIC (distance and landings as
per CPL(A))
Iassedareenlryighllesl
UnrcstrictcdPrivi!cgcs. The following are the unrestricted privileges of a FI(A) (with
secicexeriencecondilionsaser}ARICLToconduclighlinslruclionfor
The issue of a PPL(A)
The issue of class and type ratings for single engine aeroplanes
TheissueofaCILAhoursighllimehoursinslruclionaI
InslruclionalnighlrovidinganighlquaIicalionisheId
The issue of an IR(A) for single engine aeroplanes
The issue of an IR(A) for multi-engine aeroplanes
The issue of single-pilot multi-engine type or class ratings
The issue of a FI(A) rating
Examincrs. Five roles of an examiner are recognised:
Flight examiner (FE(A)).
TyeralingexaminerTRIASynlhelicighlexaminerSIIA
Class rating examiner (CRE(A)).
Instrument rating examiner (IRE(A)).
Flight instructor examiner (FIE(A)).
Rcquircmcnt. Examiners shall hold a licence and rating at least equal to the licence
orralingforvhichlheyareaulhorisedloconduclskiIIleslsorrociencychecksandunIess
seciedolherviselheriviIegeloinslruclforlhisIicenceorraling
PcrindnIVa!idity. An examiners authorisation is valid for not more than three years.
Examiners are re-authorised at the discretion of the Authority.
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Chapter 5
Flight Crew Licensing
JARFCLMEDICALREQUIREMENT5
Rcquircmcnt In order lo aIy for or lo exercise lhe riviIeges of a Iicence lhe
aIicanlorlhehoIdershaIIhoIdamedicaIcerlicaleissuedinaccordancevilhlherovisions
of JAR-FCL 3 (Medical) and appropriate to the privileges of the licence. The holder of a medical
cerlicaleshaIIbemenlaIIyandhysicaIIyllosafeIyexerciselheriviIegesoflheaIicabIe
licence.
JARFCL Mcdica! ccrticatcs }ARICL denes lvo cIasses of medicaI assessmenl
cerlicalesforiIols
Class 1 for commercial pilots (CPL and ATPL)
Class 2 for private pilots (PPL)
ICAOMcdica!CcrticatcsICAOdeneslhreemedicaIassessmenlcIasses
CIassforcommerciaIiIolIicenceandighlengineerandnavigalorIicences
Class 2 for private pilot licences (including glider and free balloon)
CIassforAirTracConlroIIers
Acrnmcdica! Dispnsitinn. After completion of the examination the applicant shall
be advised vhelher l unl or referred lo lheAulhorily The aulhorised medicaI examiner
AMIshaIIinformlheaIicanlofanycondilionsmedicaIoeralionaIorolherviselhal
may reslricl ying lraining andor lhe riviIeges of any Iicence issued In lhe evenl lhal a
reslricled medicaI cerlicale is issued vhich Iimils lhe hoIder lo exercise iIolin command
riviIegesonIyvhenasafelyiIoliscarriedlheaulhorilyviIIgiveadvisoryinformalionfor
use by the safety pilot in determining the function and responsibilities.
Pcrindic Mcdica! Examinatinn The annuaI medicaI examinalion is eecliveIy a
heaIlhcheckandlakesinloaccounllheagingrocesssincelheissueoflheoriginaIcerlicale
IrovidinglheiIolhasmedicaIexaminalionsallherequiredinlervaIslheagingrocessviIIbe
lakeninloaccounlUnderlhe}AAreguIalionsexlensionsdefermenlofmedicaIexaminalion
ofmedicaIcerlicalevaIidilyarenolermiedIorfurlherrequiremenlssee
DccrcascinMcdica!Fitncss Licence holders are not to exercise the privileges of their
licences if they are aware that they are unwell. In such circumstances they are to seek the advice
of the Authority or AME. Such circumstances are:
Hospital or clinic admission for more than 12 hours
Surgical operation or invasive procedure
The regular use of medication
The need for regular use of correcting lenses
Opcratinna!Mu!ticrcwLimitatinnOML In the circumstance where a commercial
iIoldoesnolfuIIymeellherequiremenlsforlheissueofacIasscerlicalelhecerlicalemay
be annolaled vilh lhe Iimilalion vaIid onIy as or vilh quaIied coiIol In such a case lhe
olheriIolmuslbequaIiedonlyenolbeoverandnolbesub|eclloanOML
73
Chapter 5 Flight Crew Licensing
Mcdica!Cnnditinns. Every licence holder who is aware of:
AnysignicanlersonaIin|uryinvoIvingincaacilylofunclionasighlcrev
AnyiIInessinvoIvingincaacilyloaclasighlcrevlhroughoulaeriodof
days or more
Being pregnant
ShaIIinformlheaulhorilyinvrilingofsuchin|uryorregnancyandassoonaslheeriodof
dayshaseIasedinlhecaseofiIInessThemedicaIcerlicaleshaIIbedeemedlobesusended
uonlheoccurrenceofacaboveInlhecaseofin|uryoriIInesslhesusensionshaIIbe
IifledonbeingronouncedlafleramedicaIexaminalionTheaulhorilymayexemllhe
hoIder from such an examinalion In lhe case of regnancy lhe susension may be Iifled for
sucheriodbylheAulhorilyandsub|ecllosuchcondilionsasillhinkslandshaIIceaseuon
lhehoIderbeingmedicaIIyexaminedaflerlheregnancyhasendedandbeingronouncedl
If lhis rocedure is comIied vilh lhe medicaI cerlicale shaII be susended cannol exire
duringlheeriodofiIInessorin|uryandviIIbereinslaledoncelhecrevmemberbecomesl
5uspcnsinnnIMcdica!CcrticatcIrovidedlheaulhorilyisnoliedimmedialeIyin
lheevenlofin|uryorvhenregnancyisdiagnosedoronlhesldayofroIongediIInesslhe
medicaIcerlicaleoflhehoIderviIIbesusendedunliIlhehoIderisassedaslloresume
aircrev dulyAl lhis oinl lhe cerlicale viII be reinslaled vilh a remaining vaIidily eriod
equal to that extant at the time that it was suspended. After a female pilot has been diagnosed
as regnanl she may be ermied lo conlinue ying duly unliI such a dale as lhe medicaI
authority deems that it is no longer prudent for the health of the embryonic baby or the mother
loconlinuelobeengagedinyingdulyAflerdeIiveryandafleramedicaIexaminalionshe
viIIlhenbedecIaredlloresumedulyalvhichoinllhecerlicaleviIIbereinslaled
Va!idity nI Mcdica! Ccrticatcs A medicaI cerlicale is vaIid from lhe dale of lhe
initial general medical examination. It may be renewed during the period of validity or as
beIov If a Iicence hoIder aIIovs lhe cerlicale lo exire by more lhan years renevaI viII
require initial or extended aeromedical examination (at AMEs discretion). Such an examination
shaIIbecarriedoulalanAMCvhichhasoblainedlhecerlicalehoIdersmedicaIrecordsIf
lhecerlicalehasexiredbymorelhanyearsbulIesslhanyearsaslandardorexlended
examination will be required at an AMC or by an AME (if approved by the AMS) subject to
lhe records of medicaI examinalions being made avaiIabIe If lhe cerlicale exires by more
lhandaysbulIesslhanyearsaslandardorexlendedexaminalionerformedalanAMC
orbyanAMIifarovedbylheAMSviIIberequiredIfacerlicalehasexiredbyIesslhan
daysrenevaIshaIIbeossibIebyslandardorexlendedexaminalionasrescribed
Day ru!c. If the medical revalidation is taken up to 45 days prior to the expiry
dale lhe vaIidily of lhe nev cerlicale exlends from lhe revious cerlicale exiry dale In
olher vords if your cerlicale exires on
st
December and you have your annual medical
no earlier than 15
th
NovemberlhenevcerlicaleviIIbevaIidfrom
st
January until the next
31
st
December Hovever if you have a medicaI on November lhe cerlicale viII be vaIid
from 1
st
NovemberunliIlhefoIIoving
st
October.
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Chapter 5
Flight Crew Licensing
PILOTPROFICIENCY
Pi!ntPrncicncyChccks. Pilots are required to demonstrate piloting technique and
lheabiIilyloexeculeemergencyroceduresandlhalsuchskiIIischeckedWhereighlunder
IIR is required lhe checks required are lo be carried oul lvice a year vilh any lvo simiIar
checks not conducted within four months.
Base and LincChccksAccordinglobolhICAOand}ARsoeralorsarerequiredlo
carryoulchecksofiIolrociencyalreguIarinlervaIsTheareknovnasbaseorIinechecks
and are usuaIIy coincidenl vilh olher rociency checks carried oul for vaIidalion of lye
ratings and instrument ratings. These checks meet the requirements of paragraph 5.86 above.
JAATHEORETICALKNOWLEDGEEXAMINATION5
Rcquircmcnt. Applicants for a JAA professional pilot licence or an instrument rating
are required to demonstrate a level of knowledge appropriate to the privileges of the licence or
rating by means of success in passing examinations. The examination is to be set in a language
considered appropriate by the authority. The format of the examination is to be by multiple
choiceansverformalselbycomulerfromacenlraIqueslionbankCQ
Passstandards. The pass mark is 75%. All the examinations must be passed within a
eriod of monlhs from lhe end of lhe caIendar monlh in vhich lhe rsl examinalion vas
aemledAII revious examinalion asses viII be rendered invaIid if a candidale faiIs one
arlicuIar sub|ecl al lhe fourlh aeml AII revious examinalion asses viII be rendered
invaIidifacandidalefaiIslorecordaassinaIIsub|eclsvilhineilhersiingsorlheabove
mentioned 18 month period.
Acccptanccpcrind. A pass in the theoretical knowledge examinations will be accepted
for the grant of a CPL(A) or IR(A) during the 36 months from the date of gaining a pass in all the
requiredsub|eclsIrovidinglhalanIRAisoblainedvilhinlhemonlhsslaledaboveaass
in the ATPL(A) theoretical knowledge examinations will remain valid for a period of 7 years
from the last validity date of the IR(A) entered in the CPL(A) for the issue of an ATPL(A).
75
Chapter 5 Flight Crew Licensing
QUE5TION5
1. According to JAR-FCL class ratings shall be established for single pilot aeroplanes not requiring
a type rating including:
a. all touring motor gliders.
b aIIlyesofsingIeiIolsingIeengineaeroIanesedvilhalurbo|elengine
c microIighlshavingxedvingsandmoveabIeaerodynamicconlroIsurfacesaclingin
all three dimensions.
d. any other type of aeroplane if considered necessary.
2. Which of the following is the privilege of the holder of a CPL (A)?
a. To act as PIC of any aeroplane engaged in operations other than c o mme r c i a l a i r
transportation.
b. To act as PIC of any aeroplane engaged in commercial air transportation.
c ToaclasIICofanyaircraflcerlicaledforsingIeiIoloeralionolherlhancommerciaI
air transportation.
d. To act as co-pilot of any aircraft engaged in commercial air transport operations.
3. What age do you need to be to exercise the privileges of a CPL licence?
a. 18
b. 21
c. 16
d 23
WhenyouareoverandlhehoIderofanATILAhovoflenareyou required lo have a
medical examination?
a. The 12 month period reduces to 6 months.
b. The 24 month period reduces to 12 months.
c. The 6 month period reduces to 3 months.
d. The 9 month period reduces to 3 months.
YoucanusesimuIalorhourslovardslhehoursrequiredforanATILHovaresimuIalor
hours limited?
a MaximumofnolmorelhaninaroceduraIighllrainer
b MaximumofnolmorelhaninaroceduraIighllrainer
c MaximumofnolmorelhaninaroceduraIighllrainer
d MaximumofnolmorelhaninaroceduraIighllrainer
WhalislhenighlyinghoursrequiremenlforanATILAIicence
a. 75 hours PIC.
b. 100 hours PIC or co-pilot.
c. 100 hours PIC.
d. 75 hours PIC or co-pilot.
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Chapter 5
Flight Crew Licensing
7. One of the privileges of the holder of a CPL(A) is to:
a. act as Co-pilot of aircraft in commercial air transport operations.
b. act as PIC of single engine aeroplanes in commercial air transport operations.
c aclasayinginslruclor
d. act as PIC of aeroplanes involved in operations other than commercial air
transportation.
IncIudedinlherequiremenlsforhoursanATILAhoIdermuslhave
a hours muIliiIol oeralions in lransorl commuler or equivaIenl calegory
aircraft.
b. 500 hours multipilot operations and 250 hours as PIC.
c hoursmuIliiIoloeralionsincIudingulohoursighlengineeringlime
d. 500 hours multipilot operations including 200 hours night time.
9. When are you required to tell the authorities of an illness?
a. After the period of 21 days of illness has elapsed.
b. On the 21st day of the illness.
c. After a month.
d. After medical has expired.
TooblainaCILAhovmanyhoursofcrosscounlryyingarerequired
a. 15 hrs.
b. 20 hrs.
c. 25 hrs.
d. 35 hrs.
11. What medical is required for the issue of a CPL(A)?
a. Class 2.
b. As required by particular state.
c. Class 1.
d. JAR Class A (as from 1 Jan 2001).
12. The holder of a pilot licence when acting as co-pilot under supervision of the PIC and performing
the functions and duties of the PIC shall be entitled to be credited:
a vilh of lhe ighl lime lovards lhe lolaI lime required for a higher grade of
licence.
b infuIIbulnolmorelhanhrslovardslhelolaIlimerequiredforahighergradeof
licence.
c lheighllimeinfuIIlovardslhelolaIlimerequiredforahighergradeofIicence
d lheighllimeinfuIIlovardslhelolaIlimerequiredforahighergradeofiIolIicence
according to the requirements of the licensing authority.
IoranATILAhovmanynighlhoursarerequired
a. 30
b. 75
c. 100
d. 150
77
Chapter 5 Flight Crew Licensing
IoranATILhovmanycrosscounlryhoursarerequiredandhovmanyoflhesemuslbeas
pilot in command?
a
b
c
d
15. How long would you have to spend in a clinic or hospital before you would have to inform the
authorities?
a. 24 hrs or more.
b NolIesslhandays
c. More than 12 hours.
d. 12 days or more.
WhenyouareanevIyquaIiedyinginslrucloryouhavelobesuervisedbyaquaIiedying
instructor. When will the period of supervision cease?
a. Once you have passed a competency check.
b. When you have completed 100 hours instruction and sent 25 students solo.
c. When you have completed 25 hours instruction and sent 100 students solo.
d. When you have completed 100 hours solo.
17. Between what ages can you exercise the privileges of an ATPL(A) on an unrestricted basis?
a. 21 - 60
b. 21 - 59
c. 18 - 59
d. 18 - 60
18. How long would a non JAA licence be valid for if validated for use in a JAA state?
a NolIesslhanmonlhs
b. 12 months from the date of validation.
c. 12 months providing the licence is still valid in the State of Issue.
d Nolmorelhanmonlhs
WhichoflhefoIIovingcorreclIyidenlieslhecrosscounlryhoursrequiremenlforaCILA
a. 100 hours PIC or SPIC.
b hourscrosscounlryasIICincIudingacrosscounlryighlnolIesslhankm
nminlhecourseofvhichfuIIsloIandingsaremadeallvodierenlaerodromes
c hoursincIudingalIeasloneighlofhoursduralioncoveringalIeaslnmand
to include 2 full stop landings.
d hourssoIovilhalIeasloneighlovernmvilhalIeasllvofuIIsloIandings
20. What is the minimum age for a holder of a PPL?
a. 16
b. 17
c. 18
d. 21
78
Chapter 5
Flight Crew Licensing
21. What is the period of validity of a JAR-FCL class 2 medical?
a monlhsunliIagelhenmonlhsunliIlhenmonlhs lhereafler
b monlhsunliIagelhenmonlhsunliIlhenmonlhslhereafler
c monlhsunliIagelhenmonlhsunliIlhenmonlhs lhereafler
d monlhsunliIagelhenmonlhsunliIlhenmonlhslhereafler
A IILA or CommerciaI Iicence hoIder before laking hisher Inslrumenl Raling musl have
completed ................. hours of cross country of which .............hours must be in an aeroplane ?
a. 50 15
b. 50 10
c. 40 15
d. 40 10
A IILA hoIder shaII demonslrale comelence for an IRA in a aircrafl lye vilh
At and above
FL100 or 10 000ft
Below
Flight Visibility
8km
5km
Flight Visibility
3000ft
1000ft (300m)
1000ft
(300m)
1500m
5km*
Clear of cloud and in sight of the ground (CCISG) * Visibility may be reduced
commensurate with aircraft speed
CLASSES F and G airspace
Distances From Cloud As Above
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89
Chapter 6 Rules of the Air
VMCCritcriaC!asscsABCDandEAirspaccAlandaboveflILlhe
ighlvisibiIilyrequiremenliskmvilhmflverlicaIIyandmhorizonlaIIyfrom
cIoudeIovflILlheighlvisibiIilyrequiremenlisreducedlokm
VMC Critcria C!asscs F and G Airspacc Al and above fl IL lhe ighl
visibiIily requiremenl is km vilh m fl verlicaIIy and m horizonlaIIy from
cIoudeIovflILbulabovefllheighlvisibiIilyrequiremenlisreducedlo
kmeIovflAMSLandvilhinfloflhesurfacevheresurfaceeIevalionisabove
fllheighlvisibiIilyremainskmbulVMCvouIdexisliflheaircraflvascIearofcIoud
and within sight of the surface.
Pi!ntInCnmmandRcspnnsibi!iticsDenilions
Cnmmandcr A designaled iIol amongsl lhe ighl crev vho is quaIied
as IiIolInCommand vho may deIegale lhe conducl of lhe ighl lo anolher
quaIiediIol
Pi!ntInCnmmand PIC: A pilot who is responsible for the operation and
safelyoflheaeroIaneduringighllime
Pi!ntF!yingPFTheiIolvhoforlhelimebeingisinchargeoflheconlroIs
of the aeroplane.
Pi!ntnntF!yingPNFTheiIolvhoisassislinglheiIolyinginaccordance
vilhlhemuIlicrevcooeralionconcelvhenlherequiredighlcrevismore
than one.
Rcspnnsibi!itics The commander is responsible for compliance with the Rules of the
AirThisaIiesvhelherornolhesheisallheconlroIsThecommanderhashoveverlhe
overriding right to depart from the rules if it is absolutely necessary to do so in the interests
ofsafelyThecommanderisresonsibIeaIsoforIanninglheighlIndoingsohesheviII
sludyaIIavaiIabIevealherreorlsandforecaslsandconsideringfueIavaiIabIeviIIIanan
aIlernalivecourseofaclionThecommanderofanaeroIanehaslhenaIaulhorilyaslolhe
disposition of the aircraft whilst in command.
Intnxicating Liqunr Narcntics nr Drugs No erson is lo iIol an aircrafl or acl as
a ighl crev member of an aircrafl vhiIsl under lhe inuence of inloxicaling Iiquor any
narcolicordrugbyreasonofvhichlhalersonscaacilyloaclisimairedICAOdoesnol
IaydovnanyreslriclionsormaximumbIoodaIcohoIIeveIsforaircrevHovever}AROIS
doesAircrevarenolermiedloexerciselheriviIegesoflheirIicencesvilhabIoodaIcohoI
IeveI exceeding romiIIe mgmI aboul one quarler of lhe UK driving Iimil ICAO
cIearIyslaleslhalnoersonmayaclasaircrevifhesheisunderlheeeclofanysycholroic
subslanceAsrofessionaIiIolsyouareexecledlobehaveinanaduIlmannercommensurale
with the responsibility placed on your shoulders concerning the safety of the passengers in
yourcareThisisanonerousdulyvhichifilisabusedviIIresuIlinlhefuIIforceoflheIav
being applied if you are found negligent in that duty.
GENERALRULE5
Minimum Hcights Ixcel vhen necessary for lake o or Ianding or excel by
ermissionoflhearorialeaulhorilyaircraflshaIInolbeovnoverlhecongesledareasof
cilieslovnsorseIemenlsoroveranoenairgalheringofersonsunIessalsuchaheighlas
viIIermilinlheevenlofanemergencyarisingaIandinglobemadevilhoulunduehazard
loersonsorroerlyonlhesurfaceNosecicheighlsaremenlionedandlhisruIeshouId
not be confused with the minimum height rules for IFR or VFR.
Note: Tncicrnaircraji|ctc|isusc!gcncra||qicncanigni|ctc|a|iiiu!ccrncigni
90
Chapter 6
Rules of the Air
Minimum Height
Cruising Lcvc!s Ior ighls al or above lhe Iovesl usabIe ighl IeveI or vhere
aIicabIe above lhe lransilion aIlilude ighls shaII be conducled in lerms of ight !cvc!s.
IorighlsbeIovlheIoveslusabIeighlIeveIorvhereaIicabIealorbeIovlhelransilion
aIliludeighlsshaIIbeconducledinlermsofa!titudc
Prnximity and Right nI Way. An aircraft shall not be operated in such proximity to
|igurcAnaircrajinusi|ccunaiancignijrcnunicninincctcnicjan
cncrgcncqa|an!ingcan|cna!cuiincuiun!ucnazar!icpcrscnscrprcpcriqcninc
surjacc
K Boxall
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91
Chapter 6 Rules of the Air
other aircraft as to create a collision hazard. The aircraft that has the right of way shall maintain
ilsheadingandseedbullheIICissliIIresonsibIeforavoidingcoIIisionsincIudingACAS
aIerlsAircraflvhichareobIigedlogivevayarelodosoandavoidassingoverunderorin
fronloflheolherunIessilisveIIcIearandlolakeinloaccounllheeeclofvakelurbuIence
Apprnaching Hcad On When lvo aircrafl are aroaching head on and lhere is a
danger of coIIision each shaII aIler course lo lhe righl Il is generaIIy acceled lhal vhere
anolheraircraflisvilhinasecloreilhersideofdeadaheadandaroachinglhallheaircrafl
are deemed to be approaching each other head on.
What do I
do?
What do
I do?
They are both AIRCRAFT,
so they must both turn to
the right!
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92
Chapter 6
Rules of the Air
Cnnvcrging When lvo aircrafl of lhe same lye see denilion of aircrafl are
converging al aroximaleIy lhe same IeveI lhe aircrafl lhal has lhe olher on ils righl shaII
givevayInordernolloyoverunderorassinfronloflheolheraircrafllheaircrafllhalis
obIigedlogivevayshouIdassbehindlheolheraircraflInorderloachievelhislheaircrafl
givingvayshouIdlurnrighlWherelhelvoaircraflarenoloflhesamelyelhefoIIoving
orderofriorilyviIIaIyandagainlhemelhodofgivingvayislolurnlolherighl
IoverdrivenheavierlhanairaircraflaeroIanesshaIIgivevayloairshis
gliders and balloons
Power driven lighter than air aircraft (airships) shall give way to gliders and
balloons
Gliders shall give way to balloons
Power-driven aircraft shall give way to aircraft which are seen to be towing
other aircraft or objects.
(Note: A icuing ccn|inaiicn is ccnsi!crc! ic |c a sing|c qing nacninc nci |CAO
!cniiicnun!crincccnirc|cjincpi|ciinccnnan!cjincicuingaircraji
Glider on the
right he has
the right of way
have the right of way
but must be prepared
to act if the airship
doesn't give way
Powered aircraft must give way to non-powered
|igurc
93
Chapter 6 Rules of the Air
A towing combination is
considered to be a single
flying machine under the
command of the pilot of
the towing machine
Power driven aircraft shaII give way to aircraft which
are seen to be towing other aircraft or objects
Aeroplane towing a
glider on the left
but he has the right
of way
Ovcrtaking. An overtaking aircraft is an aircraft that approaches another from the rear
onaIineforminganangIeofIesslhanvilhlheIaneofsymmelryoflheIaeralnighl
the approaching aircraft would see the white tail light of the aircraft in front). An aeroplane
that is being overtaken has the right of way and the overtaking aircraft whether climbing or
descendingorinhorizonlaIighlshaIIkeeouloflhevayoflheolheraircraflbyaIleringils
heading to the right and to maintain this position with regard to the other aircraft until well
clear.
70
COLLISION
AVOIDANCE AND
LIGHTS
SEE THE WHITE LIGHT
OVERTAKE ON THE RIGHT
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94
Chapter 6
Rules of the Air
LandingAnaircraflinighloroeralingonlhegroundorvalershaIIgivevaylo
aircraflIandingorinlhenaIslagesofanapproach to land seedenilionWhenlvoormore
heavierlhanairaircraflarearoachinganaerodromeloIandlheaircraflallhehigherIeveI
shaIIgivevaylolheaircraflallheIoverIeveIbullheIoveraircraflmuslnllakeadvanlage
oflhisruIeloculininfronlofanolheraircraflInanyevenloverdrivenheavierlhanair
aircraft shall give way to gliders.
EmcrgcncyLanding. An aircraft that is aware that another aircraft is in an emergency
andiscomeIIedloIandshaIIgivevaylolhalaircrafl
TakingO. An aircraft taxiing on the manoeuvring area shall give way to aircraft
lakingooraboullolakeo
5tnpBars. An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted
slobarsusedinoorvisibiIilyandmayonIyroceedvhenlheIighlsaresvilchedo
5urIaccMnvcmcntnIAircraIt. In the case of danger of collision between two aircraft
laxiingonlhemovemenlareaseedenilionofanaerodromelhefoIIovingshaIIaIy
Apprnachinghcadnn Both stop or where practicable alter course to the right
to keep well clear.
Converging. The one that has the other on its right shall give way. (Stop or
turn to pass behind).
Ovcrtaking. The aircraft being overtaken has the right of way. The overtaking
aircraft is to keep well clear of the other aircraft.
Note: |CAO Anncx siaics inai anq tcnic|c cpcraiing rcgu|ar|q cn inc nanccutring arca cj an
acrc!rcncnusi|ciniucuaqra!icccniaciuiinATCTncUKANO|u|cscjincAir|u|crcquircs
a||tcnic|csan!aircrajinctingcnincnanccutringarcaicgitcuaqictcnic|csicuingaircraji
AircraItLightsThesyslemsofdisIayingnavigalionIighlsanlicoIIisionIighlsand
olherIighlsdesignedlodravaenlionlolheresenceofanaircraflarecoveredinOeralionaI
IroceduresHoveveryoumaybeaskedqueslionsinlheAirLavexamonlhissub|eclTheIav
inlhismaerisreslricledlovhenyoumuslhavelheIighlsedandvhenlheymuslbeon
Aircraft Lights
Anti-collision lights
To attract the attention
to the aircraft
Navigation lights
To indicate the relative
path of the aircraft
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95
Chapter 6 Rules of the Air
LightsDisp!aycdbyAircraItThefoIIovingIighlsrequiredlobeshovnbyaircrafl
arelobeiIIuminaledfromsunsellosunriseseedenilionorduringanyolhereriod
seciedbylhearorialeaulhorily
AnlicoIIisionIighlsinlendedloaraclaenlionlolheaircrafl
Navigalion Iighls inlended lo indicale lhe reIalive alh of lhe aircrafl lo an
observerNoolherIighlsshaIIbedisIayediflheyareIikeIylobemislakenfor
these lights.
5unscttnsunrisc (or during any other period required by the appropriate authority):
All aircraft moving on the movement area of an aerodrome shall display
navigation lights intended to indicate the relative path of the aircraft to an
observerNoolherIighlsshaIIbedisIayediflheyareIikeIylobemislakenfor
these lights.
All aircraft on the movement area of an aerodrome are to display lights that
indicale lhe exlremilies of lheir slruclure unIess slalionary and olhervise
adequaleIyiIIuminaledAircraflarkedonlheAronseedenilionviIIbe
adequately illuminated because an Apron is required to be lit if it is to be used
at night. It is usual to use glim lamps to mark the extremities of aeroplanes
arkedolheAron
EngincsRunning. All aircraft on the movement area of an aerodrome are to display
IighlsinlendedloaraclaenlionlolheaircraflAeroIanesvilhenginesrunningarelodisIay
IighlsloindicalelhalfaclRedanlicoIIisionIighlsviIIsuceforlhisurose
Note: |iisusua|icin!icaicinaianacrcp|ancisnannc!|qcpcraiingincaniicc||isicn|igniTnisscrtcs
icuarna||pcrscnnc|inaiinccngincsnaq|csiaric!
AntiCn!!isinnLightsAIIaircraflinighlvhichareedvilhanlicoIIisionIighls
shall display the lights by day as well as by night. (This is in addition to a. 1. above and is
intended to ensure that ifanlicoIIisionIighlsareedbutarcnntspccica!!yrcquircdbyIav
then these lights are also to be illuminated by day as well as night.
5aIctyAiIolisermiedlosvilchoorreducelheinlensilyofanyashingIighlsif
lheyareIikeIyloadverseIyaecllhesalisfacloryerformanceofduliesorsub|eclanoulside
observer to harmful dazzle.
5imu!atcdIMCDenilionReducinglheforvardvisibiIilyoflheIiIolIIyingIIso
lhalheshehasloreIyoninslrumenlsforailudeandolherighldalaThiscanbeachieved
bylheuseoffuIIorarliaIighldeckvindovscreenslorevenlforvardvisibiIilyorlheuseof
a visor to blinker the pilot. The most important factor is that simulated IMC is only necessary
in VMC. The requirements therefore represent the steps necessary to comply with VFR whilst
the visibility of the PF is impaired and he cannot maintain the lookout required by the law.
AnaircraflshaIInolbeovnundersimuIaledIMCunIess
x IuIIyfunclioningduaIconlroIsareedand
x AquaIiediIolneednolbelyeraledoccuiesaconlroIsealloacl
assafelyiIolINI
96
Chapter 6
Rules of the Air
The safety pilot must have adequate forward vision and to each side of the
aircrafl If nol a comelenl observer rcquircmcnt: must know what an
aeroIaneinighlIooksIikebeabIeloreorlanyairborneconlaclcIearIyand
concisely and be able to use the internal communications system of the
aeroIaneincommunicalionvilhlhesafelyiIolislooccuyaosilioninlhe
aircraflfromvhichheshehasaeIdofvisionvhichadequaleIysuIemenls
that of the safety pilot.
F!ight in thc Vicinity nI anAcrndrnmc. (Note: The pilot of an aeroplane is to plan
lhe roule lo be ovn Al aII limes heshe is lo be avare vhen lhe aircrafl is being ovn in
lhe vicinily of an aerodromeAn aeroIane oeraled on or in lhe vicinily of an aerodrome
vhelherornolvilhinanAerodromeTracZoneseedenilionshaII
ObserveolheraerodromelracforlheuroseofavoidingcoIIisions
Conform vilh or avoid lhe aern of lrac formed by olher aircrafl in
oeralion
Make aII lurns lo lhe Iefl vhen aroaching for Ianding and afler laking o
unIessolherviseinslrucledarighlhandcircuil
Land and lake o inlo vind unIess safely lhe runvay conguralion or air
lracconsideralionsdelerminelhaladierenldireclionisreferabIe
Radius
2000ft
AGL
500ft
Wind
Up Wind
Cross Wind
Down Wind
Base
Final
Aerodrome Traffic
Zone
Long Final
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97
Chapter 6 Rules of the Air
F!ightP!ans Note:Ocnciccnjuscaignip|anuiinincjcrnCAcrcquita|cniAigni
p|an is inc ncans |q unicnATC is nciic! cj qcur inicniicn ic q an! uncrc ncccssarq ic rcqucsi a
c|caranccicqasaccnirc||c!igniTncUKCAAjcrnCAisaccntcnicnian!apprctc!ncinc!
cjccnnunicaiingincncccssarqinjcrnaiicninancr!cr|qjcrn
AighlIanislobesubmiedriorlooeraling
x Anyighlororlionlhereofloberovidedvilhanairlracservicea
conlroIIedighlseedenilion
or
x AnyIIRighlvilhinadvisoryairsace
or
x AnyighlvilhinorinlodesignaledareasoraIongdesignaledroulesvhen
so required by the appropriate ATS authority to facilitate the provision of
ighlinformalionlheaIerlingandsearchandrescueservices
or
x AnyighlvilhinorinlodesignaledareasoraIongdesignaledroulesvhen
so required by the appropriate ATS authority to facilitate co- ordination
vilharorialemiIilaryunilsADIZorvilhairlracserviceunilsin
adjacent states in order to avoid the possible need for interception for the
uroseofidenlicalion
or
x AnyighlacrossinlernalionaIbordersnol|uslIIRboundaries
AighlIanshaIIbesubmiedbeforedearlureloanATSreorlingoceighl
IanningseclionosroomATCorIISoceorduringighllransmiedlolhe
arorialeATSunilorairgroundconlroIradioslalionunIessarrangemenls
havebeenmadeforlhesubmissionofreeliliveighlIans
UnIess olhervise required by lheATS aulhorily a ighl Ian for a conlroIIed
ighlislobesubmiedalIeaslminulesbeforedearlureaddilionaIruIes
aIy lo ighls enlering an Oceanic ConlroI Area OCA or if submied in
ighlalalimelhalviIIensureilsreceilbylhearorialeATSUalIeasl
minutes before the aircraft is estimated to reach:
x TheinlendedoinlofenlryinloaconlroIareaoradvisoryarea
or
x The point of crossing an airway or advisory route.
AighlIanisloconlainsuchoflhefoIIovingasareconsideredreIevanlbylhe
appropriate ATS (notelhefoIIovingarenolIIeIdnumbers
x Aircraflidenlicalion
x IIighlruIesandlyeofighl
x Numberandlyeofaircraflandvakecalegory
x Iquimenl
x Dearlureaerodrome
x IslimaledobIockslimeIOT
x CruisingseedsTASorMachNo
x CruisingIeveIs
x RoulelobefoIIoved
x DeslinalionaerodromeandeslimaledeIasedlimeIIT
x AIlernaleaerodrome
x IueIendurance
x TolaInumberofersonsonboardIOincIudingdeadbodies
98
Chapter 6
Rules of the Air
x ImergencyandsurvivaIequimenl
x Olherinformalion
Wilh lhe excelion of inadverlenl devialion aII changes lo a ighl Ian
submiedforIIRighloraVIRighloeraledasaconlroIIedighlarelobe
reorledassoonasraclicabIelolhearorialeairlracservicesunilIor
olherVIRighlssignicanlchangesloaighlIanshaIIbereorledassoon
as practicable to the appropriate ATSU.
Note: |njcrnaiicnrcgar!ingjuc|cn!urancccricia|nun|crcjpccp|ccn|car!ijinccrrcciai
iinccj!cpariurcccnsiiiuicsasignicanicnangcan!nusi|crcpcric!
C!nsing a ight p!anArriva! Rcpnrt UnIess oeralor or IocaI rocedures aIy a
reorl of arrivaI is lo be made in erson by radio or via dala Iink as soon as ossibIe afler
Ianding lo lhe arorialeATSU al lhe arrivaI aerodrome for any ighl or orlion of ighl
for vhich a ighl Ian has been submied On receil of lhe arrivaI reorl al lheATSUlhe
ighl Ian shaII be cIosed When communicalions faciIilies are knovn lo be inadequale and
aIlernalivemessagehandIingfaciIiliesdonolexislamessagecomarabIeloanarrivaIreorlis
lobelransmiedbylheaircraflWheneveranarrivaIreorlisrequiredfaiIurelocomIyvilh
lheserovisionsmaycauseseriousdisrulioninlheairlracservicesandincurgrealexense
in carrying out unnecessary SAR operations. An arrival report made by an aircraft is to contain
the following:
Aircraflidenlicalion
Dearlureaerodrome
Deslinalionaerodrome
ArrivaIaerodrome
Time of arrival.
Timc. Co-ordinated Universal Time (UTC) is to be used and is to be expressed in
hours and minutes of the 24 hour day beginning at midnight. It is used throughout the world
inavialionbulyoumaysliIIndreferencesloeilherZuIulimeorGMTWherealimecheckis
assedbyATCilislobelolheneareslminuleieandsecsvouIdbeand
secs would be 0942).
ATC C!carancc. An ATC clearance is to be obtained before operating a controlled
ighloraorlionofaighlasaconlroIIedighlThecIearanceshouIdberequesledbylhe
submissionofaighlIanloanATCUTheIICmayrequeslanamendedcIearanceiflheissued
cIearance is unsalisfaclory in vhich case an amended cIearance viII be issued if raclicabIe
It is normal practice for an ATC clearance to be passed to the aircraft prior to departure. At
busyaerodromesadiscrelecIearancedeIiveryfrequencyRTcaIIsignDILIVIRYisusuaIIy
eslabIished Ieaving lhe olher lover frequencies free for lhe urose inlended The erson
readinglhecIearancelolheiIolviIIinaIIrobabiIilynolbelheATCOissuinglhecIearance
eforecommencinglhereadingoflhecIearanceyouviIIbeaskedifyouareReadylocoy
Yourresonsewhen readyshouIdbeGoaheadThecIearanceviIIbereadloyousIovIyso
lhalyouhavelheoorlunilylovrileildovnandviIIbelerminaledvilhreadbackYou
are required to read back the clearance exactly asyoureceivedilIfyourreadbackisincorrecl
the ATCO will read the entire clearance to you again. This will continue until you get it right.
There is nothing unprofessional in asking for a repeat or asking for a place name to be spelled.
IfyoudonlreadilbackcorreclIyallhesubsequenlboardofenquiryinloanaccidenlilviIIbe
slaledlhalyoudidnlunderslandlhecIearanceasreadloyouandyouviIIbeheIdresonsibIe
Donl assume lhal lhe air lrac conlroIIers are infaIIibIe If you lhink somelhing is vrong
query it!
99
Chapter 6 Rules of the Air
Adhcrcncc tn F!ight P!an. Flight plans are to be adhered to unless an emergency
situation arises which necessitates immediate action by the aircraft. In such a case the ATCU
is to be informed as soon as possible. If the average TAS at cruising level between reporting
points varies or is expected to vary by oflheTASgivenineIdoflheighlIanlhe
ATCUislobeinformedIfaneslimaleforlhenexlaIicabIereorlingoinlIIRboundaryor
destination aerodrome changes by more thanminulesfromlhalaIreadynoliedlherevised
time is to be communicated to the appropriate ATCU.
Note: |n Opcraiicna| Prccc!urcs jcr cpcraiicns in inc MNPSA inc rcquircncni is 3 minutes or
more.
Inadvcrtcnt Changcs ConlroIIed ighls are required lo oerale aIong lhe cenlre
line of an airway or route directly between beacons if that is how the route is delineated. If
secied changeover from one VOR beacon lo anolher is lo be al lhe secied changeover
point unless otherwise directed. Any deviation from these requirements is to be reported to
ATC If a conlroIIed ighl inadverlenlIy deviales from ils currenl ighl Ian aclion is lo be
taken immediately to regain the track as soon as practicable.
Wcathcr Dctcrinratinn bc!nw VMC If a VIR ighl is unabIe lo mainlain VMC in
accordancevilhlhecurrenlighlIancIearance
An amended clearance may be requested enabling the aircraft to continue in
VMConanolherroulelodeslinalionorloanaIlernaleaerodromeorloIeave
the airspace in which ATC clearance is required. If such an amended clearance
cannol be oblained lo conlinue lo oerale in VMC lhe iIol musl nolify lhe
ATCUoflheaclionbeinglakenloeilherIeavelheairsaceconcernedorloIand
at the nearest suitable aerodrome.
IflheighlisbeingoeraledinaconlroIzonerequeslseciaIVIRcIearance
IflheabovemeasuresareinarorialerequeslanIIRcIearanceloconlinue
PnsitinnRcpnrts. Unless advised to cease position reporting (this usually happens when
underradarconlroIaconlroIIedighlislomakereorlsalseciedosilionsassoonas
possible after reaching the position. The report is to contain:
TheaircraflRTIidenlicalioncaIIsign
The position for the report
The lime lhe aircrafl vas over lhe osilion usuaIIy lhe minules viII suce
unless there is a possibility of confusion)
The level of the aircraft when passing the point
The next en route reporting position
ITAforlhenexlseciedoinl
(According to ICAO) the name of the next ensuing point.
Note |j SS| nc!c C nas |ccn tcric! as accuraic a|iiiu!c|I naq |c cnic! jrcn inc
pcsiiicn rcpcri |j a spcc! nas |ccn assignc! |q ATC inis is ic |c inc|u!c! in inc pcsiiicn
rcpcri
This is an example of a full ICAO position report:
LnndnnAirwaysthisisGABCDPn!cHi!!atFLDcanCrnssatG!asgnw
ncxt
100
Chapter 6
Rules of the Air
TcrminatinnnICnntrn!AconlroIIedighlisloadviselhearorialeATCUassoon
as il ceases lo be sub|ecl lo air lrac conlroI services This viII be done aulomalicaIIy if lhe
aircraft lands at a controlled aerodrome (one with a control tower). A pilot may be requested to
advise ATC when the aircraft leaves controlled airspace.
Communications Failure Aircrafl oeraling in accordance vilh anATC cIearance
vhere lvo vay radio communicalions are required are lo comIy vilh lhe requiremenls of
ICAO Annex TeIecommunicalions VoIume This secies lhe requiremenl for airlo
ground communications equipment and the radio frequencies allocated to the aeronautical
mobiIeleIecommunicalionsnelvorkSILCALsaliseslherequiremenllomainlainairground
voicecommunicalionsWhereConlroIIerIiIolDalaLinkCommunicalionsCIDLCexisls
the requirement for voice communications is required to be maintained.
AtaCnntrn!!cdAcrndrnmc. If the communications system of the aeroplane (receiver or
lransmierfaiIsvhenlheaeroIaneisyinginlhelracaernalaconlroIIedaerodromea
watch shall be kept for instructions issued by visual (light and ground) signals from the control
loverandsuchsignaIscomIiedvilhThesesignaIsareseciedal
In VMC If a faiIure occurs vhiIsl lhe aircrafl is ying in VMC regardIess of ighl
ruIesVIRorIIRlheaircraflisloconlinuelobeovninVMCIandedallheneareslsuilabIe
aerodrome and arrival reported by the most expeditious means to the appropriate ATCU.
InIMC. If a failure occurs in IMC:
If lhe aircrafl is in receil of a radar vecloring service lhe iIol is lo squavk
A and regain lhe ighl Ianned lrack or SID STAR roule al lhe nexl
signicanloinl
If lhe aircrafl is enroule and in an area vhere radar conlroI is rovided lhe
iIolislosquavkAandmainlainlhecurrenlighlIanforaeriodof
minulesandlhenregainlherouleandIeveIinaccordancevilhlheIedIIby
the most expeditious route.
If the aircraft is en-route outside of an area where radar control is provided the
iIolislomainlainlhecurrenlighlIanforaeriodofminulesfoIIoving
the aircrafts failure to report over a compulsory reporting point (at that point
lheATCO viII knov lhal lhere is a communicalion robIem and lhereafler
ad|uslIeveIandseedinaccordancevilhlheIedighlIanTheminules
isloaIIovlheATCOlimeloresoIveanyolenliaIconiclionslhalmayarise
duringlhelransilionlolheIedighlIanroIe
5ubscqucntActinns. After compliance with the above the pilot is to proceed as
follows:
ConlinueaccordinglolheIedighlIanroulelolhearorialedesignaled
navigalionaidservinglhedeslinalionaerodromeandvhenrequiredloensure
comIiance vilh rocedure beIov hoId over lhis aid unliI commencemenlof
descent. Then:
CommencedescenlfromlheradionavigalionaidinaabovealorascIoseas
ossibIelolheexecledaroachlimeIATIaslreceivedandacknovIedged
If no IAT has been received and acknovIedged descend al or as cIose as
ossibIelolheITAresuIlingfromlhecurrenlighlIan
ComIele a normaI inslrumenl aroach rocedure as secied for lhe
designaledaidandIandifossibIevilhinminulesaflerlheITAinbabove
orlheIaslacknovIedgedIATvhicheverislheIaler
101
Chapter 6 Rules of the Air
Un!awIu!IntcrIcrcncc. Where an aircraft is the subject of unlawful interference (hi-
|ackingelccommunicalionvilhlhearorialeATCaulhorilyislobeaemledlonolify
lhe aulhorily of lhis facl logelher vilh any signicanl circumslances and of any inlended
devialionfromlhecurrenlighlIanloenabIelheATSUlogiveriorilylolheaircraflandlo
minimiseconiclvilholheraircraflAachmenlloAnnexconlainsguidancenolesforuse
inlhissilualionSecicaIIy
UnIess condilions on lhe aircrafl diclale olhervise lhe IIC is lo aeml lo
conlinueyingonlheassignedlrackandallheassignedIeveIalIeaslunliIabIe
to notify an ATCU or until within coverage of a radar unit.
IfforcedlodearlfromassignedlrackIeveIvilhoulbeingabIelonolifyATC
lheIICshouIdifossibIe
x Aeml lo broadcasl varnings on lhe VHI emergency frequency
MHzanduseolheronboardsyslemsieSSRsquavkA
dalaIinkselcifcircumslancesermilandlhen
x Iroceed in accordance vilh aIicabIe seciaI rocedures for in ighl
conlingencieseslabIishedandubIishedinDocRegionaISUIIS
x If no regionaI rocedures have been eslabIished roceed al a IeveI
dierenlfromIIRIeveIsbyflaboveILorflbeIovIL
Intcrccptinn nI Civi! AircraIt. Each Contracting State has the right to establish
roceduresforlheinlercelionandidenlicalionofaircraflyinginlhelerriloriaIairsaceof
lhalSlaleInformuIalinglheoIicyforinlercelionrecognisinglhalilisessenliaIforlhesafely
ofighlanyvisuaIsignaIsemIoyedduringinlercelionbyaircraflofaConlraclingSlaleare
to be in accordance with Appendix 1 to Annex 2 of the Chicago Convention. The Council has
also formulated special recommendations to ensure that the procedures for interception are
aIiedinauniformmannerTheIICofaciviIaircraflvheninlerceledislocomIyvilhlhe
slandardsseloulinaendixseclionsandloAnnexinlerrelingandresondinglo
visual signals and procedures.
CarriagcnIIntcrccptinnTab!csIlisarequiremenlofnalionaIIavUKANO}AA
}AROISlhalaircraflengagedoninlernalionaIighlsmuslcarrylheinlercelionlabIes
CIearIy lhe inlenl is lhal in lhe evenl of an inlercelion you refer lo lhe labIes You are nol
expected to learn the content of the tables but you should know what the tables contain. It is
suggesledlhalyoureadlhelabIeslofamiIiariseyourseIfThesearereroducedal
below.
Prnccdurc. An aircraft which is intercepted by another aircraft shall immediately:
IoIIovlheinslruclionsgivenbylheinlercelingaircraflinlerrelingand
responding to visual signals in accordance with the tables 6.51 and 6.52
NolifyifossibIelhearorialeAirTracServicesUnil
AemlloeslabIishradiocommunicalionvilhlheinlercelingaircraflorvilh
lhearorialeinlercelconlroIunilbymakingageneraIcaIIonlheemergency
frequencyMHzgivinglheidenlilyoflheinlerceledaircraflandlhe
nalure of lhe ighl and if no conlacl has been eslabIished and if raclicabIe
repeating this call on the emergency frequency 243.000 MHz.
IfequiedvilhSSRlransonderseIeclModeACodeandModeC
unIessolherviseinslrucledbylhearorialeAirTracServicesUnil
102
Chapter 6
Rules of the Air
CnntactwithIntcrccptnr. If radio contact with the intercepting aircraft is established but
communicalioninacommonIanguageisnolossibIeaemlsshaIIbemadeloconveyessenliaI
information and acknowledgement of instructions by using the phrases and pronunciations as
describedinlabIeIfanyinslruclionsreceivedfromanysourcesconiclvilhlhosegiven
bylheinlercelingaircrafllheinlerceledaircraflshaIIrequeslimmedialecIaricalionvhiIe
continuing to comply with the instructions given by the intercepting aircraft.
IntcrccptinnPhrascn!ngy
PhrascsuscdbyIntcrccptingAircraIt PhrascsuscdbyIntcrccptcdAircraIt
Phrasc Mcaning Phrasc Mcaning
Call sign KOLSAIN
What is your
call sign?
Call sign
2
KOLSAIN
My call sign is
(call sign
2
)
Follow FOL-LO Follow me Wilco VILL-KO
Understood
will comply
Descend DEE-SIND
Descend for
landing
Can not KANNNOTT
Unable to
comply
YouIand YOULAAND
Landing
at this
aerodrome
Repeat REE-PEET
Repeat your
instruction
Proceed PRO-SEED
Youmay
proceed
Am lost AM LOSST
Position
unknown
Mayday MAYDAY I am in distress
Hijack
3
HI-JACK
I have been
hijacked
Land LAAND
I request to
land at (place
name)
Descend DEE-SIND
I require
descent
Tab!cIntcrccptinnPhrascn!ngy
Notes: |nincscccn!cc|unnincsq||a||csic|ccnpnasisc!arcun!cr|inc!
Tncca||signic|cgitcnisinaiuscininc|TccnnunicaiicnsuiinATC
ccrrcspcn!ingicincaircrajii!cniicaiicncnincignip|an
Circunsianccsnaqncia|uaqspcrniicrnakcii!csira||cicusc
H|jACK
103
Chapter 6 Rules of the Air
5igna!sbyIntcrccptingAircraItandRcspnnscsbyIntcrccptcdAircraIt
INTERCEPTINGAircraIt5igna!s Mcaning
INTERCEPTEDAircraIt
Rcspnnds
Mcaning
DAY-Rocking wings from a
position slightly above and
aheadofandnormaIIylolheIefl
oflheinlerceledaircrafland
afleracknovIedgemenlasIov
IeveIlurnnormaIIylolheIefl
on the desired heading. NIGHT
Sameandinaddilionashing
navigational lights at irregular
intervals.
Nntc: Meteorological conditions
or terrain may require the
intercepting aircraft to take up
a position slightly above and
aheadofandlolherighloflhe
intercepted aircraft and to make the
subsequent turn to the right.
Nntc: If the intercepted aircraft
is not able to keep pace with the
inlercelingaircrafllheIaeris
execledloyaseriesofracelrack
aernsandlorockilsvings
each time it passes the intercepted
aircraft
Youhavebeen
intercepted
follow me
AEROPLANE5
DAY-Rocking wings and
following.
NIGHTSameand
inaddilionashing
navigational lights at
irregular intervals.
HELICOPTER5
DAYorNIGHTRocking
aircraflashing
navigational lights at
irregular intervals and
following.
Nntc Additional action
required to be taken by
intercepted aircraft is
prescribed in RAC section.
Understood
will comply
DAYnrNIGHT-An abrupt
breakaway manoeuvre from the
intercepted aircraft consisting of
a climbing turn of 90 degrees or
more without crossing the line of
ighloflheinlerceledaircrafl
Youmayroceed AEROPLANE5
DAY or NIGHT-Rocking
wings.
HELICOPTER5
DAY or NIGHT- Rocking
aircraft
Understood
will comply
DAYCircIingaerodromeIovering
Iandinggearandoverying
runway in the direction of landing
oriflheinlerceledaircrafl
isaheIicoleroveryinglhe
helicopter landing area.
NIGHTSameandinaddilion
showing steady landing lights.
Land at this
aerodrome
AEROPLANE5
DAYLoveringIandinggear
following the intercepting
aircraflandifaflerover
yinglherunvayIandingis
consideredsaferoceeding
to land.
NIGHTSameandin
addilionshovingsleady
landing lights (if carried).
HELICOPTER5
DAYorNIGHTIoIIoving
the intercepting aircraft and
roceedingloIandshoving
a steady landing light (if
carried)
Understood
will comply
104
Chapter 6
Rules of the Air
5igna!sInitiatcdbyIntcrccptcdAircraItandRcspnnscsbyIntcrccptingAircraIt
INTERCEPTEDAircraIt5igna!s Mcaning
INTERCEPTINGAircraIt
Rcspnnds
Mcaning
AEROPLANE5
DAYRaising landing gear while
have designated passing over
landing runway at a height is
inadequate exceeding 300 m
(1000 ft) but not exceeding 600m
(2000 ft) above the aerodrome
IeveIandconlinuinglocircIelhe
aerodrome.
NIGHT-Flashing landing lights
while passing over landing runway
at a height exceeding 300 m
(1000 ft) but not exceeding
600 m (2000 ft) above the
aerodromeIeveIandconlinuinglo
circle the aerodrome. If unable to
ashIandingIighlsashanyolher
lights available.
Aerodrome you
have designated
is inadequate
DAYnrNIGHT-if it is
desired that the Understood
intercepted aircraft follow
the intercepting follow me
aircraft to an alternate
aerodromelheinlerceling
aircraft raises its landing
gear and uses the Series
1 signals prescribed for
intercepting aircraft.
Understood
will comply
If it is decided to release
lheinlerceledaircrafllhe
intercepting aircraft uses the
Series 2 signals prescribed
for intercepting aircraft.
Understood
you may
proceed
AEROPLANE5
DAYnrNIGHT-Regular switching
onandoaIIavaiIabIeIighlsbul
in such a manner as to be distinct
fromashingIighls
Cannot comply DAYnrNIGHT - Use Series
2 signals prescribed for
Understood
AEROPLANE5
DAYnrNIGHTIrreguIarashing
of all available lights
HELICOPTER5
DAYnrNIGHTIrreguIarashing
of all available lights.
In distress DAYnrNIGHT - Use Series
2 signals prescribed for
Understood
105
Chapter 6 Rules of the Air
VI5UALFLIGHTRULE5
Visua! Mctcnrn!ngica! Cnnditinns VMC With the exception of special VFR (SVFR
seearagrahVIRisonIyermiedinVMCseeIfaighlisoeraledunderVIR
and the meteorological condition deteriorate such that it becomes impossible to continue in
VMC the pilot must either:
LandvhiIslabIelomainlainighlinVMCor
ChangelherouleoflheighllomainlainighlinVMCor
IiIeanIIRighlIanandconlinueunderIIRor
IfvilhinaCTRrequeslaSVIRcIearance
TakcnCnnditinnsUnIessaulhorisedbyATCVIRighlsarenollolakeoorIand
alanaerodromeinaCTRorenlerlheATZorlracaern
WhenlhecIoudceiIingseedenilionisIesslhanmflor
WhengroundvisibiIilyseedenilionisIesslhankm
PrnhibitinnnIVFRightelveensunselandsunriseorduringanyolhereriodas
maybeseciedbylheATSaulhorilyVIRighlsarelobeoeraledinaccordancevilhlhe
conditions required by such authority.
VIRighlsrequireanATCcIearancelooerale
x Above FL200.
x At transonic or supersonic speeds.
VIRighlisnolermiedaboveILvhereRVSMisaIied
Ixcel vhen laking o and Ianding or vhen seciaIIy aroved by lhe
aulhorilyieairdisIayselcVIRighlisnolaIIoved
x OverlhecongesledareasofcilieslovnsorseIemenlsoroveranoenair
assembIyofersonsalaheighlIesslhanmflabovelhehighesl
obstacle within a radius of 600m from the aircraft.
x At a height not less than 150m (500ft) above the surface (ground or
water).
VFRF!ightLcvc!sInIeveIcruisingighlabovelhelransilionaIliludenormaIIyfl
AGLVIRighlislobeconducledalaVIRighlIeveIarorialelolhemagneliclrackoflhe
aircraflinaccordancevilhlhesemicircuIarruIedenedinaragrahWhenoeralingas
aconlroIIedVIRighlvilhinconlroIIedairsaceCASlheILoraIliludeviIIbeseciedby
ATCinlheATCcIearanceforlhalighlVIRighlsarelocomIyvilhATCinslruclions
WhenoeralingincIassCorDairsaceincIassAVIRighlisnol
ermied
WhenformingarlofaerodromelracalconlroIIedaerodromesor
WhenoeralingasseciaIVIRighls
106
Chapter 6
Rules of the Air
VFR F!ight P!an A VIR ighl Ian is lo be Ied before oeraling a VIR ighl as a
conlroIIedighlToindicalelhallheighlviIIbeoeraledunderVIRlheIeerV is placed
inilemoflheighlIanformIfaighlislocommenceunderVIRandalsomeoinlen
roulechangeloIIRlheIeerZisIacedineIdVIZWherelheIICofaVIRighl
wishes to change to IFR:
IfaVIRighlIanvassubmiedlheIICislocommunicalelhenecessary
changeslobeeecledlolhecurrenlighlIanor
HesheislosubmilanIIRighlIanandoblainacIearanceriorlo
proceeding under IFR when in controlled airspace.
EETThelimeulineIdofaVIRighlIanislhelimefromlakeounliI
overhead the destination aerodrome.
CnmmunicatinnsConlroIIedVIRighlsandVIRighlsinloairsacevhere
the ATS authority considers it advisable are to maintain 2-way RTF communication with a
conlroIIingormoniloringATSUandmakeosilionreorlsasnecessaryInairsacecIassied
ascIassIorGVIRlracmayoeralevilhoullvovaycommunicalionsnonradio
IN5TRUMENTFLIGHTRULE5
IFRIoraircrafllobeoeraledinIIRieruIesnolmelcondilionsIMCexislsvhen
VMC does nol lhe foIIoving ruIes are aIicabIe The ruIes are coIIecliveIy knovn as lhe
Instrument Flight rules (IFR). Annex 1 (Personnel Licensing - 2.1.7) states that where a licence
is issued by a conlracling slale il shaII nol ermil lhe hoIder lo acl as IIC or coiIol of an
aeroplane under IFR unless the holder also holds a valid instrument rating (IR) appropriate to
the aircraft category.
AircraItEquipmcnt. Aircraft are to be equipped with suitable instruments and with
navigalionequimenlarorialelolheroulelobeovnThenecessaryequimenlisdelaiIed
in JAR OPS-1 and is covered in Operational Procedures lectures.
MinimumLcvc!sIxcelvhennecessaryforlakeoandIandingorvhereseciaIIy
aulhorisedbylhearorialeATSaulhorilyanIIRighlshaIIbeovnalaIeveIvhichisnol
beIovlheminimumighlaIliludeeslabIishedbylheslalevhoselerriloryisbeingoverovn
orvherenosuchminimumaIliludeissecied
Over high lerrain or mounlainous areas nol dened furlher lhe minimum
level must be at least 600m (2000 ft) above the highest obstacle located within 8
km (5 nm) of the estimated position of the aircraft
InareasolherlhaninaaboveminimumIeveIislobemflabovelhe
highest obstacle within 8 km (5 nm) of the estimated position of the aircraft.
IFRF!ightP!ansAnIIRighlIanisloincIudelheIeerI inilemoflheighlIan
formIflheinlenlionislochangefromIIRloVIRalsomeoinlduringlheighllheIeerY
is to be inserted in item 8 (I VY).
ChangingIrnmIFRtnVFR. Where a pilot elects to change from IFR to VFR and the
ighl Ian vas not annotated Y in Ied lhe iIol is lo nolify lheATS aulhorily lhal ighl
underIIRiscanceIIedusinglhehrasecanceIIingmyIIRighlandlhencommunicalelhe
necessarychangeslolhecurrenlighlIanarelobeassedATCviIIresondIIRcanceIIed
allimeWhenanIIRighlencounlersVMCilshaIInolcanceIIIRunIessilisanlicialed
andinlendedlhallheighlviIIbeconlinuedforareasonabIeeriodoflimeinuninlerruled
107
Chapter 6 Rules of the Air
VMCInanyevenlachangeofighlruIesmuslonIybeallherequesloflheiIol
EETThelimeulineIdofanIIRighlIanislhelimefromlakeounliIover
lheiniliaIaroachxIAIforlheinslrumenlrocedureallhedeslinalionaerodrome
IFR within Cnntrn!!cdAirspacc CA5 IIR ighls vilhin CAS are lo comIy vilh
inslruclionsissuedbylhearorialeATCunilIIRighlsincruisingighlshaIIbeovnal
acruisingIeveIorvhenaulhorisedloemIoycruisecIimblechniquesbelveenlvoIeveIsor
aboveaIeveIseIecledfrom
The table of cruising levels (see 6.68 below)
AmodiedlabIeofcruisingIeveIsifaIicabIeforighlaboveIL
(see 6.68 below).
IFR nutsidc Cnntrn!!cd Airspacc CA5 The foIIoving ruIes aIy lo IIR ighls
outside CAS:
Cruising Lcvc!s IIR ighls oulside CAS are lo be ovn al cruising IeveI
appropriate to the magnetic track of the aircraft (see 6.68 below).
CnmmunicatinnsIIRighlsoeralingoulsideCASbulvilhinorinloareas
oraIongroulesdesignaledbylheaulhorilyaslhosevherelheIingofaighl
Ian is required are lo eslabIish communicalion and mainlain a conlinuous
IisleningvalchvilhlheATSunilrovidingaighlinformalionserviceIIS
PnsitinnRcpnrtsAnIIRighloulsideCASandrequiredloeilhersubmila
ighlIanormainlainaIisleningvalchvilhlheunilrovidingIISislomake
osilionreorlsIorighlsoeralingoATSroulesairvaysorinadened
oeraling area osilion reorls are lo be made al inlervaIs of hour afler an
initial report has been made 30 minutes after leaving CAS or after commencing
lhe conlroIIed ighl Where a osilion reorl is meaningIess roIonged
conlroIIedighloeralionsinaconnedareaanoeralionsnormaIcaIIislo
be made at hourly intervals to prevent unnecessary activation of the alerting
service. An example of an operations normal call is:
LnndnnCnntrn!thisisGADRFnpcratinnsnnrma!atItandbc!nw. Wi!!
ca!!againat
108
Chapter 6
Rules of the Air
5EMICIRCULARFLIGHTLEVELRULE5ANDRV5M
Intrnductinn In order lo aIy verlicaI searalion inside CAS ATC viII aIIocale
secicILsloindividuaIaircraflvhichmayormaynolcomIyvilhlhesemicircuIarruIe
HoveverforIanningurosesandoulsideofCASiIolsshouIdseIecllherequiredcruising
IeveIIIRorVIRfromlheICAOlabIeofILsIromlhelabIeslheSemicircuIarruIescanbe
derivedvhichermillheseIeclionofILsinaccordancevilhaircraflmagneliclrackTracks
areseciedasbeingeilhereaslboundorveslboundIaslboundlracksareMM
incIusiveandveslboundMMincIusiveSecicILsareaIIocaledloVIRandIIR
lracIIRILsarevhoIelhousandsoffeelvhereasVIRIeveIsarevhoIelhousandsIusfl
uloILIaslboundIeveIsaredenedasoddandveslboundasevenfromlhersllvo
digilsoflheILnumberAboveflgeneraIIylheverlicaIsearalionisdoubIedandIIR
IeveIsareaIIoddandVIRIeveIsareevenAseciaIsyslemofILaIIocalionisaIiedvhere
reduced vertical separation (RVSM) is applied
000
179 180
359
M
IFR
30
50
70
90
etc
ODD
etc
20
40
60
80
etc
EVEN
000
179 180
359
M
VFR
35
55
75
95
etc
ODD
25
45
65
85
etc
EVEN
WEST
WEST EAST EAST
000
179 180
359
M
IFR
330
370
410
450
etc
ODD
etc
310
350
390
430
etc
EVEN
000
179 180
359
M
VFR
300
340
380
420
etc
ODD
320
360
400
440
etc
EVEN
WEST WEST EAST EAST
|igurc|||an!V||igni|ctc|supican!inc|u!ing|I
|igurc|||an!V||igni|ctc|sa|ctc|I
109
Chapter 6 Rules of the Air
RV5MInorderlomakemoreILsavaiIabIelolurbo|ellracinlhecruiseasyslem
hasbeenadoledvhichrohibilsVIRighllhusmakingVIRIeveIsavaiIabIeloIIRlrac
InorderloachievelhislhesearalionbelveenIIRIeveIsbelveenILandILincIusiveis
reduced from 2000ft to 1000ft. It is a requirement of aircraft using the RVSM system that they be
edvilhATCASandbearovedbylheairsaceaulhorilyAbove IL lhe aIlimeler
errorsareconsideredloogrealloconlinuelheflsearalionhoveverlhelracdensily
above FL410 is light enough for this not to be a problem.
FL430
FL400
FL410
FL380
FL360
FL340
FL320
FL300
FL280
FL390
FL370
FL350
FL330
FL310
FL290
WEST BOUND
EAST BOUND
FL450
Reduced Vertical Separation Minima
5PECIALVFR
Histnry Wilh lhe inlroduclion of airsace reslriclions in lhe Iale s miIilary
aerodromes cIose lo Iarge inlernalionaI aerodromes secicaIIy NorlhoIl in roximily lo lhe
raidIyexandingHealhrovfoundlhalIIRroceduresveremandaloryinlhenevconlroI
zones when previously VFR procedures were generally accepted. In order to allow aeroplanes
loyinloandoulofNorlhoIlinlhelhenHealhrovSeciaIRuIesZonearocedurebasedon
a corridor in which visual navigation was required was set up. Providing the pilot could see the
groundhecouIdnavigaleandrovidedheremainedcIearofcIoudhecouIdavoidcoIIisions
A system of not quite IMC or special VFR was invented. Until the late 1970s this was applied
invhalvasknovnaslheNorlhoIlseciaIVIRcorridorIlvasexandedloincIudelhegeneraI
aviation aerodrome at Denham and its obvious advantages for aeroplanes and pilots unable to
comIyvilhIIRvereobviousWhenlhecIassesofairsaceAGvereinlroducedICAO
also adopted the special VFR as a procedure with appropriate international amendments.
5VFRSVIRisdenedbyICAOasaVIRighlcIearedbyATClooeralevilhina
CTR in meleoroIogicaI condilions beIov VMC Il is onIy aIicabIe lo ighls inlo oul of or
within a CTR. ICAO requires that the ground visibility within the CTR is not less than 1500m
beforeaSVIRighlisermiedloenlerlheCTRloIandlakeoanddearlcrossoroerale
IocaIIy vilhin lhe CTR More reslricliveIy }AR OIS requires m visibiIily for a SVIR
ighllobecommenced
|igurc|c!ucc!tcriica|scparaiicnninina
110
Chapter 6
Rules of the Air
DI5TRE55ANDURGENCY5IGNAL5
DistrcssDenilionAnaircraflorvesseIisingraveandimminenldangerand
requests immediate assistance.
AdislressmessageisrecededbylhevordMAYDAYreealedlimes
Visual signals from an aircraft in distress may include
x A succession of RED pyrotechnics
x ARIDarachuleare
Urgcncy Denilion An aircrafl has an urgenl message lo lransmil concerning lhe
safely of a shi aircrafl vehicIe or olher roerly of a erson on board or vilhin sighl An
UrgencymessageisrecededbylhevordsIANIANreealedlimes
Nnncmcrgcncysituatinn. If an aircraft has a communications failure or a malfunction
that makes it imperative that the aircraft is landed but the pilot doesnt require any other
assislance lhe iIol shaII indicale lhe facl by reealedIy svilching lhe Ianding Iighls or any
olherIighlonando
EmcrgcncyFrcqucncics. The following are dedicated radio frequencies u s e d t o
communicaleDislressUrgencyandSafelymessagesYouarerequiredloknovlhese
VHF 121.500Mhz (Aeronautical mobile emergency VHF)
UHF 243.000Mhz (Aeronautical mobile emergency UHF)
HF 2182kHz (International maritime distress and calling HF)
SARSAT 406 MHz (SAR beacon frequency (also radiates on 121.5))
5carch and Rcscuc. SAR procedures and the requirements of the SAR service are
covered in chapter 18 of the notes. There are discrete frequencies allocated to SAR operations
VHIUHIandHIYouarenolrequiredlorememberlhesebulifcaIIedonloassislinSAR
operations you will be required to use the frequencies under direction.
55R. Secondary Surveillance Radar is covered in chapter 13 of this book and in depth
inRadioNavigalionTherearehovevercerlainreservedcodessquavkslhalhavesecic
meaning vhich you are required lo knov Al aII limes you shouId lransmil lhe aIlimeler
function (mode charley) in addition to the reserved codes. The reserved transponder codes
are:
Mndc A cndc . This is the civil emergency code and is used unless a
secic idenlicalion code has been aIIocaled by a radar conlroIIer and lhe
aircraflhasbeenidenlied
Mndc A cndc . This is the squawk to indicate radio failure and should
be used at all times when a failure occurs regardless of the ATC service being
provided.
MndcAcndc. This code indicates unlawful interference. Its use does not
imIylhallhefaclisbeinggeneraIIyadverlisedDiscrelionandcondenliaIily
will be preserved by the ATC authority until the pilot mentions the fact by
RTF. A pilot may prefer to use the 7700 squawk to indicate the severity of the
situation.
MndcAcndc. This code indicates that the aircraft is operating in an area
where a radar service is available from an ATCU but the aircraft is not in receipt
of the service. It implies that the aircraft is operating under VFR.
111
Chapter 6 Rules of the Air
Mndc A cndc . This code is used to indicate that an aircraft is entering
an area where a radar service is available and will be requesting that service.
Usually used by aircraft entering a domestic FIR from an Oceanic control area.
MndcAcndc. This code is reserved to indicate that the aircraft transponder
is in some manner unserviceable or inaccurate.
RE5TRICTEDPROHIBITEDORDANGERAREA5
5pccicatinnIachslalehaslherighlloreslriclorrohibilighlinlerriloriaIairsace
forreasonsofsecurilyorsafelySuchareasareknovnasdangerareasindicaledbylheIeer
DreslricledareasindicaledbylheIeerRorrohibiledareasindicaledbylheIeerP) and
are detailed in the AIP. These are designated by a code identifying the area and showing the
altitude (usually in 1000s of ft) to which the area extends. Areas may be either permanently
acliveIIRMoraclivaledbyNOTAMTheareadesignalorforinslanceD) cannot be re-
used for a period of not less than 12 months after the closure of the previously designated area.
This aIIovs for a fuII rerinl of lhe miIIion loograhicaI charls so lhal no confusion can
exist.
YMKI A~+cY OW11
N
YmWnY' I' l l . . . . ~
'
-
F I S
< <
1 2 0 . 2 7
1 o.
a
ZO
D138A/35.0
OCNL/60.0
DAAIS available
D Danger Area
138A Identifier
/ 35.0 Ground Up to 35 000ft
OCNL Occasionally
/60.0 60 000ft
R063/2.0
R Restricted Area
63 Identifier
/2.0 Ground to 2000ft
D141/3.2
DAAIS available
DACS available
D141 Identifier
/3.2 Ground to 3200ft
Danger, Restricted and Prohibited
Areas
Rad Haz
Area
|igurc
112
Chapter 6
Rules of the Air
Visua!WarningnIIncursinnydayandnighlaseriesofro|ecliIesdischargedfrom
lhegroundalinlervaIsofsecseachshovingonburslingredandgreenIighlsorslarsare
usedlovarnaircrafllhallheyareyinginoraboulloenlerreslricledrohibiledordanger
areas.
INCURSION INTO RESTRICTED
OR DANGER AREAS
If you see RED and GREEN star
shell pyrotechnics it means you
are about to enter a restricted area
or an active danger area
5IGNAL5FORAERODROMETRAFFIC
NnnRadinTracNonradiolraconorinlhevicinilyofanaerodromeislokee
a good look out for visual signals from ATC. Aeroplanes with radios are also to comply with
instructions given visually. The lamp used by ATC to communicate (Aldis lamp) is directional
vilhanarrovbeamIfyouseeasignaIIighlfromlheloveryoumuslassumelhalilismeanl
for you.
|igurc
113
Chapter 6 Rules of the Air
Visua!5igna!s. The following table gives the light and pyrotechnic signals used
from ground to air:
Light
FrnmAcrndrnmcCnntrn!tn
AircraItinF!ight AircraItnnthcGrnund
Steady Green Clear to land CIearedforlakeo
Steady Red
Give way to other aircraft and
continue circling
Stop
Greenashes
Return for landing and await
landing clearance
Cleared to taxi
Redashes
Aerodromeunsafedonol
land
Taxi clear of the landing area
Whileashes
Land at this aerodrome after
receiving clearance to land
and then proceed to the apron
Return to the starting point on
the aerodrome
Red pyrotechnic
are
Nolvilhslandingany
reviousinslruclionsdonol
land for the time being
Acknnw!cdgcmcntbyAircraItToacknovIedgereceilofasignaIaserlabIean
aircraft may make the following:
Wheninighl
x DuringlhehoursofdayIighlbyrockinglheaircraflsvings
x During lhe hours of darkness by ashing on and o lvice lhe aircrafls
IandingIighlsorifnolsoequiedbysvilchingonandolhenavigalion
lights twice.
When on the ground:
x DuringlhehoursofdayIighlbymovinglheaircraflsrudderoraiIerons
x Duringlhehoursofdarknessbyashingonandolvicelheaircrafls
IandingIighlsorifnolsoequiedbysvilchingonandolhe
navigation lights twice.
Visua!Grnund5igna!sThefoIIovingsignaIsmaybeshovnonanaerodromeeilher
in the signals square or at other locations on the apron or movement area. A signal square is
usually located in front (aerodrome side) of a control tower (visual control room) and is to
be visible from the air anywhere in the vicinity of the aerodrome. The purpose is to convey
essenliaI informalion lo iIols unabIe lo communicale by radio Olher signaIs aIicabIe lo
nonradiolraconlhegroundaredisIayedfromasignaIsmaslaIsoinfronloflheconlroI
tower) or by means of indicator boards (information signs) located on or adjacent to the control
tower. The absence of a signal square indicates that the aerodrome is not to be used by non-
radiolracThisislhecasealOxfordvhereduehighlracdensilyandlraineeiIolsinlhe
circuilnonradiolracisconsideredhazardous
Note:Tncusccjanqsigna||qanqpcrscnsna||cn|qnatcincncaningassignc!iciiun!crincru|c
|igurc
114
Chapter 6
Rules of the Air
5igna!sinthc5igna!sArcaThe following signals are displayed on aerodromes to pass
informalion lo non radio aircrafl In lhe examinalion you viII be execled lo inlerrel lhe
meaningofasignaIfromavriendescrilionoflhesign
0
6
3
2
4
3
2
4
3
D12 D12
IAF
I-TH 108.90
D
(Ch 26X)
ith
555706N 0032223W
123'
EDN 341
edn
555842N 0031703W
0
6
3
LHA 3000
1 MIN
LHA 3000
1 MIN
D9
D1
5600N 5600N
003 30W 003 30W 003 00W 003 00W
Annual Rate
of Change 0.17E
V
A
R
4
.
4
W
-
2
0
0
6
MAX IAS FOR
PROCEDURE
IS 210KT
Procedure not available
without DME I-TH or radar
|igurc|accirackprccc!urc
|igurc|acciracksncuncnanapprcacnp|aic
163
Chapter 8 Approach Procedures
MI55EDAPPROACH5EGMENTANDPROCEDURE
ThcPrnccdurcIflhenecessaryvisuaIcrileriaisnoloblainedaldecisionheighlDHA
orminimumdescenlheighlMDHAoralanylimeduringlheinslrumenlaroachrocedure
lhallheiIolisunabIeloconlinuelhearoachlheinslrumenlrocedurerequireslheiIol
lo y a missed aroach This rocedure is aIvays delaiIed on lhe inslrumenl Iale logelher
with the loss of RTF procedure. The published information will always include a climb to at
IeaslMSAandassoonaslheiIoleIeclsloylhemissedaroachrocedureacIimblolhal
aIliludeshouIdbeinilialedIflheaircraflisaIreadyallhalaIliludeilshouIdbemainlained
The climb gradient for the procedure is normally 2.5%. A missed approach procedure consists
of three phases:
Initial missed approach
Intermediate missed approach
Final Missed approach
Initiating thc Prnccdurc Thc Initia! Phasc The initial missed approach begins at
the missed approach point (MAPt) and ends where the climb is established. The manoeuvre
inlhishasenecessilaleslheaenlionoflheiIoloneslabIishinglhecIimbandlhechangesin
aeroIaneconguralionlogellheaircraflavayfromlhegroundvilhincreasingaIliludeIor
lhisreasonguidanceequimenlcannolnormaIIybefuIIyuliIisedduringlhesemanoeuvresand
lhereforenolurnsareseciedinlhishaseThemissedaroachisassumedlobeinilialed
nol Iover lhan lhe DAH in a recision aroach or al a secied oinl in nonrecision
aroachrocedurenolIoverlhanlheMDAHWhenlheMAIlisdenedbyreferencelo
a navigalionaI faciIily or a x for inslance lhe middIe marker lhe dislance from lhe IAI lo
lheMAIlisnormaIIyubIishedasveIIandmaybeusedforliminglolheMAIlInaIIcases
vhere liming is nol lo be used lhe rocedure is lo be annolaled liming nol aulhorised for
deninglheMAIlTheMAIlmaybedenedinarocedureas
|igurcTnrccpnascscjincnissc!apprcacn
164
Chapter 8 Approach Procedures
TheoinlofinlerseclionoflhegIidealhvilhlheaIicabIeDAH
A navigational facility
Ax
AsecieddislancefromlheIAI
NavigatinnIfuonreachinglheMAIllherequiredvisuaIreferenceisnoleslabIished
the procedure requires that a missed approach be initiated at once in order for protection from
obslacIeslobemainlainedIlisexecledlhallheiIolviIIylhemissedaroachasubIished
InlheevenllhalamissedaroachisinilialedriorloarrivingallheMAIlilisexecledlhal
the pilot will proceed to the MAPt and then follow the missed approach procedure in order
lo remain vilhin lhe rolecled airsace This does nol recIude ying over lhe MAIl al an
aIliludeheighlhigherlhanlhalrequiredbylherocedure
IntcrmcdiatcPhascThisislhehaseinvhichlhecIimbisconlinuednormaIIyslraighl
aheadbullurnsulovilhinlheslraighldearlurecrileriaareermiedTheMOCinlhis
segmenlismandlhesegmenlexlendslolhersloinlvheremflobslacIecIearance
is obtained and can be maintained. The climb gradient in this sector is 2.5% paralleling the
OIS.
Fina!PhascThenaIhasebeginsallheoinlvheremflobslacIecIearance
isrsloblainedandcanbemainlainedIlexlendslolheoinlvhereanevaroachhoIding
orarelurnloenrouleighlisinilialedIuIIlurnsmayberescribedinlhishase
PUBLI5HEDINFORMATION
Tcrmina!Apprnach P!atcs. Information concerning instrument arrivals is published
on Terminal Arrival Plates (usually referred to just as plates). The plates shown here are the
UK CAA plates for the London Luton self positioned ILS for runway 08. The design of the
plate meets the requirement of ICAO Annex 4. Commercially produced plates are available
}eesenAeradelcandsomeoeralorsroducelheirovnAnICAOIaleviIInolshov
aerodromeoeralingminimaaslhisislheresonsibiIilyoflheoeralorlodelerminenollhe
state.
165
Chapter 8 Approach Procedures
|igurc
166
Chapter 8 Approach Procedures
|igurc
|igurc
167
Chapter 8 Approach Procedures
RNAVAPPROACHPROCEDURE5BA5EDONVORDME
Basic Assumptinn. RNAV rocedures based on VORDMI are non recision
procedures. It is assumed that the reference facility is composed of a VOR and co-located DME
equimenlAircrafl equied vilh RNAV syslems aroved by lhe aulhorily of lhe Slale of
lheOeralormayuselhesesyslemslocarryoulVORDMIRNAVaroachesrovidinglhal
beforeslarlingaighlilisensuredlhal
TheRNAVequimenlisserviceabIe
The pilot has current knowledge how to operate the equipment so as to achieve
lheolimumIeveIofaccuracyand
The ubIished VORDMI faciIily uon vhich lhe rocedure is based is
serviceable.
DataInscrtinnErrnrs. The procedures require a computer to handle the data and this
has to be programmed with current promulgated data. This is inserted by the operator or
lhecrevandlhesyslemhasnomelhodofcheckingforinulerrorsThereforelhecomuled
osilionaIinformalionresenledouluedlolhecrevmayveIIconlainerrorsinducedinlo
the system.
AccuracyThefaclorsaeclingaccuracyoflheVORDMIRNAVsyslemare
Ground station tolerance
Airborne receiving system tolerance
Flight technical tolerance
System computational tolerance
Distance from the reference facility
|igurc
168
Chapter 8 Approach Procedures
TheequimenlmaybeusedvhencarryingoulconvenlionaInonRNAVinslrumenlrocedures
providing the procedure is monitored using the basic display normally associated with that
rocedureandlheloIerancesforusingravdalaonlhebasicdisIayarecomIiedvilh
169
Chapter 8 Approach Procedures
QUE5TION5
1. What radius from a terminal VOR is MSA provided?
a. 25nm.
b. 10nm.
c. 15nm.
d. 15km.
2. What is the climb gradient required during the intermediate segment of a missed approach?
a. 5.5%.
b. 2.5%.
c. 0.8%.
d. 3.3%.
ArecisionAroachIrocedureisdenedas
a anaroachusingbearingeIevalionanddislanceinformalion
b. an approach with a crew of at least 2 pilots trained for such operations.
c. an instrument approach procedure utilising azimuth and glide path information
provided by an ILS or a PAR.
d anaroachusingbearingeIevalionandolionaIIydislanceinformalion
4. The MOC in the primary area of the intermediate approach segment:
a. is not more than150 m.
b. reduces from 300 m to 150 m.
c. is equal to or greater than 300 m.
d. is 500 m in mountainous terrain.
5. What is the optimum distance of the FAF from the threshold?
a. 1 nm.
b. 5 nms.
c. 10 nms.
d. 15 nms.
IoraslraighlinnonrecisionaroachlheMDAHviIIbenolIesslhan
a OCHA
b. 200 ft.
c. 350 ft.
d. 400 ft.
7. What is the maximum interception angle which is allowed to the intermediate approach segment
from the initial approach segment for a non-precision approach?
a. 30.
b. 45 .
c. 120.
d. 15.
170
Chapter 8
Approach Procedures
8. An instrument approach is made up of a number of segments. How many of them are there?
a. 4
b. 5
c. 3
d. 6
OnarecisionaroachvheredoeslhenaIaroachsegmenlslarl
a. DH
b. FAF
c. FAP
d. MAPT
OnaninslrumenlaroacharloflherocedureenabIeslheaircrafllorelurninboundfrom
oulboundvilhlracksovnbeingrecirocaIThisiscaIIed
a. base turn.
b. procedure turn.
c. reverse procedure.
d. racetrack.
WhichcalegoriesofaircraflylheIegofarocedurelurnforminule
a AandC
b. A only.
c. A and B.
d CDandI
On an inslrumenl aroach vhal is lhe maximum ermissibIe descenl gradienl in lhe naI
approach?
a. 3.
b. 5%.
c. 6.5%.
d. 4.5.
IorlheinlermedialeseclionofamissedaroachvhalislheminimumobslacIecIearance
a. 30m.
b. 100m.
c. 50m.
d. 120m.
DuringaniniliaIaroachvhalislhelurnbelveenlheoulboundlrackandlheinboundlrack
vherelhelracksovnarenolrecirocaI
a. Reverse turn.
b. Race track.
c. Procedure turn.
d. Base turn.
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Chapter 8 Approach Procedures
15. What are the Cat 2 ILS criteria for instrument runways?
a RVRm DHnolbeIovfl
b RVR DHnolbeIovfl
c RVR DHnolbeIovfl
d RVR DHnolbeIovfl
16. When is OCH for an ILS approach complied with?
a NolmorelhanscaIegIidealhandfuIIscaIeIocaIiserdeeclion
b NolmorelhanscaIeIocaIiserdeeclion
c NolmorelhanscaIegIidealhandIocaIiserdeeclion
d NolmorelhanfuIIscaIegIidealhandscaIeIocaIiserdeeclion
17. What is the MOC for the intermediate missed approach segment?
a. 30m.
b. 50m.
c. 120m.
d. 300m.
18. In which stage of an instrument approach do you align with the runway?
a. Initial segment.
b. Final segment.
c. Arrival segment.
d. Intermediate segment.
WhalareICAOdenedinslrumenlaroaches
a NonrecisionandCATIIIIIIrecision
b. Precision in general.
c IrecisionCATIIIIII
d InslrumenlrecisionandCATIIIII
20. Within what angle of the extended centre line of a runway is a non-precision approach considered
to be straight in?
a. 10.
b. 15.
c. 30.
d. 40.
21. What is the name of the phase of an instrument approach in which the aircraft is aligned with
the runway and descent commenced?
a. Final.
b. Initial.
c. Intermediate.
d. Arrival.
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Chapter 8
Approach Procedures
22. At what point does the intermediate phase of a missed approach end?
a WhenmelresobslacIecIearanceisaainedandcanbemainlained
b WhenmelresobslacIecIearanceisaainedandcanbemainlained
c WhenmelresobslacIecIearanceisaainedandcanbemainlained
d WhenmelresobslacIecIearanceisaainedandcanbemainlained
TheIegofarocedurelurnforaCalCaircraflis
a. 1 min.
b. 1 min 15 seconds.
c. 1 min 30 seconds.
d. continued until interception of the glide slope.
IsilermiedloyoverlheMissedAroachIoinlalanaIliludehigherlhanMDA
a Yes
b Never
c. Sometimes.
d Ildeendsonlheighlcondilions
Ioraninslrumenlaroachlhemissedaroachgradienlis
a. 3%.
b. 3.3%.
c. 5%.
d. 2.5%.
OnarecisionaroachILSlheOCHAisbasedamongolherslandardcondilionsonlhe
verlicaIIimilsbelveenlheighlalhoflhevheeIsandlhegIidealhanlennaIoraCalegory
C aircraft this should not be more than:
a. 6 m.
b. 7 m.
c. 3 m.
d. 12 m.
WhalislhelurnfromoulboundloinboundcaIIedvherelhelracksovnarenolrecirocaI
a. Base turn.
b. Procedure turn.
c. Reversal procedure.
d. Racetrack procedure.
WhenfoIIovinganinslrumenlrocedurelheiIolmusl
a. calculate the track required and request ATC clearance to follow it.
b ylheheadingvilhoulvindcorreclion
c ad|usllhelrackseciedloaIIovforlhevind
d ylheheadinglomakegoodlherequiredlrackaIIovingforlhevind
173
Chapter 8 Approach Procedures
29. Where does the initial phase of a missed approach procedure end?
a. From where a new instrument approach can be commenced.
b. Where 50 ft obstacle clearance is obtained and can be maintained.
c. Where a climb is established.
d. At the missed approach point.
WhodelerminesOCAH
a. The operator.
b Theighloeralionsdearlmenl
c. The authority of the State.
d. The Commander.
31. What does an approach plate not include?
a. OCH.
b ILSDMIfrequencies
c. Obstacles infringing the OIS.
d AerodromeoeralingminimaforlheuseoflheaerodromeasanaIlernaleaerodrome
if higher than normal.
32. The VAT for a Category B aircraft is:
a. up to 91 kts.
b. 90 to 121 kts inclusive.
c. 141 to 165 kts inclusive.
d. 91 to 120 kts inclusive.
OCHcIearanceonILSisgivenrovidedlheaccuracyovnonlheIocaIiserisvilhin
a scaIedeeclion
b scaIedeeclion
c scaIedeeclion
d scaIedeeclion
34. Where does the initial sector of a missed approach procedure end?
a. When a height of 50m has been achieved and maintained.
b. When established in the climb.
c. At the missed approach point.
d. When en-route either to the hold or departure.
WhenusingaDRsegmenllolakeuanILSinslrumenlaroachvhalislhemaximumIenglh
of the track that may be used to intercept the localiser?
a. 10 nms.
b. 5 nms.
c. 10 minutes.
d. 5 minutes.
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Chapter 8
Approach Procedures
36. The obstacle clearance surfaces for an ILS assume a pilot localiser accuracy of:
a. scale.
b scaIe
c. 1 scale.
d scaIe
37. The abbreviation OCH means:
a. obstacle clearance height.
b obslruclioncoIIisionheighl
c. obstruction clearance height.
d obslacIeconrmalionheighl
WhalislhedescenlgradienlinlhenaIsegmenlforanILSCATIIaroach
a. Between 2.5 and 3.5.
b. 3%.
c. 3.
d Uloflnm
39. What are the 5 segments of an instrument approach?
a IniliaIInlermedialeDescenlIinaILanding
b ArrivaIIniliaIInlermedialeIinaIMissedAroach
c IniliaIInlermedialeIinaILandingMissedAroach
d ArrivaIIniliaIInlermedialeIinaILanding
40. The minimum sector altitude gives an obstacle clearance of 300 metres within a certain radius
from the navigation aid on which the instrument procedure is based. This radius is:
a. 15 nms (28 kms).
b. 30 nms (55 kms).
c. 25 nms (46 kms).
d. 20 nms (37 kms).
41. What is the minimum ground visibility for a CAT I ILS approach?
a. 800m.
b. 550m.
c. 50m.
d. 550 ft.
42. Where does the initial approach segment begin in an instrument approach procedure?
a. At the IF.
b. At the IAF.
c. At the FAF.
d AllhenaIenroulex
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Chapter 8 Approach Procedures
43. If the track on an instrument departure is published the pilot is expected to:
a. correct for the known wind so as to stay within controlled airspace.
b. ask ATC for another heading to steer correcting for wind.
c. ignore the wind and proceed with a heading equal to the track.
d. ask ATC for permission to correct heading for wind.
UndervhichcircumslancesmayanaircraflonaslraighlinVORaroachconlinuebeIov
MDAH
a. When it seems possible to land.
b. When the aircraft is in contact with the ground but does not have the runway in sight.
c WhenlheaircraflhaslhenecessaryvisuaIcrileriaseciedbylheoeralor
d. When the tower is visible.
45. What is the obstacle clearance in the primary area of the intermediate approach segment while
on the instrument approach?
a. 300m (984 ft).
b mfl
c. 300m (984 ft) reducing to 150m (492 ft).
d mfl
46. What is the MOC in the primary area of the initial segment of an approach?
a. At least 150m.
b. At least 300m.
c. 300m.
d. 150m.
47. When can an aircraft descend below MSA?
TheaireIdandunderIyinglerrainarevisibIeandviIIremainso
2.) The aircraft is under radar control.
3.) The underlying terrain is visible.
4.) The aircraft is following an approach procedure.
a and
b and
c and
d and
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Chapter 8
Approach Procedures
AN5WER5
Queslion Answer Reference Queslion Answer Reference
1. A 8.3 29. C 8.45
2. B 8.44 30. C 8.26
3. C 8.5 31. D 8.49
4. B 8.19 32. D 8.2
5. B 8.21 33. D 8.5
6. A 8.28 34. B 8.45
7. C 8.18 35. A 8.18
8. B 8.12 36. B 8.5
9. C 8.23 37. A 8.26
10. B 8.39 38. C 8.36
11. C 8.40 39. B 8.12
12. C 8.36 40. C 8.3
13. A 8.19 41. A 8.6
14. D 8.42 42. B 8.18
15. A 8.6 43. A 8.11
16. C 8.5 44. C 8.8
17. A 8.47 45. C 8.19
18. B 8.20 46. C 8.18
19. A 8.4 47. D 8.3
20. C 8.13
21. A 8.20
22. B 8.47
23. B 8.40
24. A 8.46
25. D 8.44
26. B 8.33
27. A 8.42
28. D 8.11
177
Chapter 9 Circling Approach
CHAPTERNINE
CIRCLINGAPPROACH
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
RIVISIONQUISTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
178
Chapter 9 Circling Approach
179
Chapter 9 Circling Approach
INTRODUCTION
Gcncra!. Visual Manoeuvring (Circling) (VM(C)) is the term used to describe the visual
haseofighlaflercomIelinganinslrumenlaroachlobringlheaircraflinloosilionfor
landing on a runway not suitably located for a straight-in approach. Any instrument procedure
recisionornonrecisionmaybeusedbullhedescenlinlhenaIsegmenlviIIbeloMDAH
forVMCasdenedandcaIcuIaledinTherocedureisdenedasnonrecisiononIy
despite the type of approach.
Visua!F!ightManncuvrcAcircIingaroachisavisuaIighlmanoeuvrekeeinglhe
runvayinsighlIachcircIingsilualionisdierenlbecauseofvariabIessuchasrunvayIayoul
naI aroach lrack vind and meleoroIogicaI condilions Therefore lhere can be no singIe
rocedurelhalviIIcalerforeverysilualionAfleriniliaIvisuaIconlacllhebasicassumlionis
lhallherunvayenvironmenllherunvaymarkingsIighlsoraroachIighlingelcviIIbe
kelinsighlvhiIealMDAHforcircIingTherecommendedmaximumseedsforVMCare
seciedinlhelabIeonage
The Visua!ManncuvringCirc!ingArcaVMCisonIyermiedinlheVMCarea
This is determined for each category of aircraft by drawing arcs related to aircraft manoeuvring
speed centered on each runway threshold and joining those arcs with tangential lines. The
radius of the arcs is related to:
Aircraft category
Speed (for each category)
Wind speed (assumed as 25kts throughout the turn)
Bank angle (20 or rate 1 whichever requires less bank)
Prnhibitcd 5cctnr. The area may be sectored and VM(C) may be precluded from a
arlicuIarseclorvhereunreaIislicMDAHforVMCvouIdolherviseexislInlhiscaselhe
published information will specify the sector and the restriction.
R
R
R
R
Visual Manoeuvring
(Circling) Area
R is based on aircraft
category and speed
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Chapter 9 Circling Approach
MisscdApprnachWhi!cCirc!ing. If visual reference is lost while circling to land from
aninslrumenlrocedurelhemissedaroachseciedforlheinslrumenlaroachrunvay
must be followed. It is expected that the pilot will make a climbing turn towards the landing
runvayandvhenoverheadlheaerodromelheiIolviIIeslabIishlheaircraflcIimbingonlhe
seciedmissedaroachlrack
VM(C) missed approach - fIy the procedure for
the instrument runway not the Ianding runway
Make a cIimbing turn towards the centre of the
instrument runway and then commence the
missed approach from there
During VM(C) the
threshoId of the
Ianding runway
must be kept in
sight. If visuaI
contact is Iost, a
missed approach
must be fIown.
Missed approach track
VM (C) track
OCAH Inr Visua! Manncuvring Circ!ing The labIe beIov shovs lhe OCAH for
visuaI manoeuvring circIing and lhe minimum visibiIily for lhe rocedure evare lhese
are lhe ICAO dala and are dierenl from lhe }AROIS dala vhich is required Iearning for
Operational Procedures.
AircraIt
Category
Obstac!c
Clearance
MIt
LnwcstOCHabnvc
acrndrnmcc!cvatinnmIt
Minimum
visibility km
nm
A 90 (295) 120 (394) 1.9 (1.0)
B 90 (295) 150 (492) 2.8 (1.5)
C 120 (394) 180 (591) 3.7 (2.0)
D 120 (394) 210 (689) 4.6 (2.5)
E 150 (492) 240 (787) 6.5 (3.5)
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|igurcOCAHjcrtisua|nanccutringCirc|ing
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Chapter 9 Circling Approach
182
Chapter 9
Circling Approach
QUE5TION5
1. During Visual Manoeuvring (Circling) what is the maximum airspeed for a Cat B aircraft?
a. 120 kt.
b. 125 kt.
c. 150 kt.
d. 135 kt.
WhenlheVMCareahasbeeneslabIishedlheobslacIecIearanceaIliludeheighlOCAHis
determined for:
a aIIcalegoriesofaircraflandilislhesameforaIIoflhem
b eachcalegoryofaircraflandilmaybedierenlforeachoflhem
c. only for categories A and B aircraft.
d. only for categories C. D and E aircraft.
3. It is permissible to eliminate from consideration a particular sector where a prominent obstacle
exislsinlhevisuaImanoeuvringcircIingareaoulsidelhenaIaroachandmissedaroach
areasWhenlhisolionisexercisedlheubIishedrocedure
a rohibilsacircIingaroachlolheaecledrunvay
b. prohibits circling within the sector in which the obstacle exists.
c. permits circling only in VMC.
d recommendslhalcircIingisnolcarriedoulinlheaecledseclor
4. A circling approach is:
a aighlmanoeuvreerformedonIyunderradarvecloring
b aighlmanoeuvrevherevisuaIconlaclvilhlheunderIyinglerrainismainlained
c. a visual manoeuvre keeping the runway in sight.
d. a visual manoeuvre only conducted in IMC.
ThelermusedlodescribelhevisuaIhaseofighlaflercomIelinganinslrumenlaroach
to bring an aircraft into position for landing on a runway which is not suitably located for a
slraighlinaroachiscaIIed
a. a contact approach.
b lheaerodromelracaern
c. visual manoeuvring (circling).
d. a visual approach.
IfvisuaIreferenceisIoslvhiIecircIingloIandfromaninslrumenlaroachilisexecledlhal
the pilot will make a climbing turn towards the:
a. landing runway.
b. MAPt.
c. FAF.
d naImissedaroachlrack
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Chapter 9 Circling Approach
IfconlaclisIoslvilhlherunvayonlhedovnvindIegofacircIingmanoeuvrevhalaclions
should be taken?
a TurnlovardslheinnermarkerforlherunvayinusemainlainingcircIingaIlilude
b. Initiate a missed approach.
c. Turn 90 towards the runway and wait for visual contact to be re-established.
d IfyouolhervisuaIcuesconlinuelhearoach
8. Visual circling for a category B aircraft is to be conducted in visibility not less than:
a. 1500m.
b. 1600m.
c. 2800m.
d. 5000m.
184
Chapter 9
Circling Approach
AN5WER5
Queslion Answer Reference
1. D 8.2
2. B 9.6
3. B 9.1
4. C 9.2
5. C 9.1
6. A 9.5
7. B 9.5
8. C 9.6
185
Chapter 10 Holding Procedures
CHAPTERTEN
HOLDINGPROCEDURE5
Contents
HOLDINGIROCIDURIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
INTRYSICTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
ATCCONSIDIRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190
OSTACLICLIARANCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196
186
Chapter 10 Holding Procedures
187
Chapter 10 Holding Procedures
HOLDINGPROCEDURE5
Intrnductinn. Holding is the equivalent to temporary parking areas for aeroplanes.
CIearIyunIessyouareyingarolorcraflyoucannolslobulyoucanremainhoIdinlhe
vicinily of a radio navigalion faciIily for as Iong as is required fueI ermiing Iroviding
you can y lhe aeroIane accuraleIy and navigale vilh reference lo a radio navigalion aid
VOR ND or a x osilion hoIding is a feasibIe olion for Iosing lime Indeed in bad
vealherorallimesofeaklracovyouviIIbeIuckylogelaslraighlinaroachAII
inslrumenlarrivaIsslarlfromahoIdingaerneslabIishedallheIAIInahoIdingaern
aircraflareslackeduoneonloofanolhervilhlhenecessaryverlicaIsearalionaIied
flAslheboomaircrafldearlslhehoIdingaernloylhearoachrocedurelhe
olhersaboveareshuIeddescendedinlheslackloaIoverIeveIonealalime
Dcviatinn warning Il musl be noled lhal devialions from lhe inighl rocedures
for holding incur the risk of excursions beyond the perimeters of holding areas established in
accordancevilhlherovisionsofIANSOISTheroceduresdescribedinIANSOISreIale
lo righl lurn hoIding aerns Ior Iefl lurn hoIding aerns lhe corresonding enlry and
holding procedures are symmetrical with respect to the inbound holding track.
5hapcandTcrminn!ngyTheshaeofhoIdingaernsandlheassocialedlerminoIogy
is shovn beIov A slandard hoIding aern has slarboard righl lurns If orl lurns are
required lhe aroach Iale viII be annolaled lo indicale lhe facl A Iefl hand aern is a
mirrorimageoflheslandardaern
Holding Side
Non Holding Side
Inbound
Outbound
Fix or facility
Fix End Outbound End
Abeam
d
All turns at rate 1
or 25 bank
angle whichever
d = 1 min in still air at 14 000 ft
and below; and 1 min above 14 000 ft
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188
Chapter 10 Holding Procedures
F!yingthcPacrnInyinglhehoIdingaerndescribedaIIlurnsarelobemadeal
anangIeofbankoforalaraleofersecondralevhicheverrequireslheIesserbank
AIIlheroceduresdeicllracksandiIolsshouIdaemllomainlainlhelrackbymaking
allowance for known wind by applying corrections both to heading and timing during entry
andvhiIeyinglhehoIdingaernOulboundlimingsbeginoverorabeamlhexvhichever
occursIalerIflheabeamosilioncannolbedelerminedslarllhelimingvhenlhelurnlo
oulbound is comIeled The oulbound lrack shouId be ovn for minule al fl and
beIov and minules above fl If lhe oulbound Ieg is based on a DMI dislance lhe
oulboundIeglerminalesassoonaslheIimilingDMIdislanceisaainedIfforanyreason
aiIolisunabIeloconformloroceduresfornormaIcondilionsATCshouIdbeinformedas
soonasossibIeHoIdingaernsarelobeovnalseedsgiveninlhelabIebeIov
Lcvc!s
28km (15nm)
= VOR 15; NDB 30; DR Fix 45
Dicrcnt Navigatinn Aids LaleraI searalion belveen aircrafl using dierenl
navigalionaidsorvhereoneaircraflisusingRNAVequimenlislobeeslabIishedbyensuring
lhallhederivedrolecledairsacesbuerareasdonoloverIa
RNAV Opcratinns Wilhin designaled airsace or on araIIeI roules vhere RNI is
seciedIaleraIsearalionbelveenRNAVaircraflmaybeoblainedbyrequiringaircrafllobe
established on the centre lines of parallel tracks or ATS routes spaced at a distance which ensures
that the protected airspaces do not overlap. This is the policy that determines the spacing of the
NATlracksemIoyedinlheNATMNISA
Lnngitudina!5cparatinn. Longitudinal separation is the most complex application of
separation standards. In procedural ATC (not radar control) the position of the aircraft is that
vhichisreorledbylheiIolTheosilionsreorledareusuaIIyseciedreorlingoinls
radio navigalion faciIilies or geograhic oinls for roules nol secied by navigalion aids
In any evenl lhe osilion knovn lo lheATCO is onIy as good as lhal reorled by lhe iIol
In aIying roceduraI searalion aII ossibIe errors musl be aIIoved for and lhen a safely
margin buer aIied The onIy silualion in vhich lhe safely margins may be reIaxed is
vhere lhe iIols of aircrafl lo vhich searalion shouId be aIied have and conrmed lhal
they have visual contact with each other and that they can maintain visual contact during the
necessarymanoeuvrelovhichsearalionvouIdolhervisebeaIiedCIearIylhesearalion
standards assume operations in IMC. The accuracy of pilot position reporting relies on the
accuracy of the navigation system in use. In remote areas (over the oceans and desert regions)
vhereRNAVroceduresmaybeusedgrealerroleclionneedslobeaIiedLongiludinaI
separation applied is either in terms of time or distance.
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270
Chapter 16 Separation
App!icatinn. Longitudinal separation is applied so that the spacing between the
estimated positions of the aircraft being separated is never less than a prescribed minimum.
Longitudinal separation between aircraft following the same or diverging tracks may be
mainlained by aIicalion of lhe Mach number lechnique vhen so rescribed on lhe basis
of RAN agreemenl LongiludinaI searalion is eslabIished by requiring aircrafl lo dearl al
a secic lime lo Iose lime lo arrive over a geograhicaI Iocalion al a secied lime or lo
hoIdoverageograhicaIIocalionunliIaseciedlimeIorlheuroseoflheaIicalionof
IongiludinaIsearalionlhefoIIovinglermsaredened
5amcTrack. The same track case applies when the tracks of two aircraft that
requiresearalionconvergeordivergebyananguIardierenceIesslhan
or more than 315 and whose protection areas overlap.
Rcciprnca! Track. The reciprocal track case applies when the tracks of two
aircrafl lhal require searalion converge or diverge by an anguIar dierence
more than 135 but less than 225 and whose protection areas overlap.
Crossing TrackCrossinglracksaredenedaslracksvhichinlerseclalangIes
olherlhanlhosedenedinaorbabove
Position accuracy 'area'
Safety "BUFFER" area
Minimum IongitudinaI separation
TimcBascdLnngitudina!5cparatinn. The separation standards applied depends upon
vhelherlheaircraflconcernedaremainlaininglhesameIeveIorarecIimbingdescending
5amcLcvc! In this situation the separation is dependant upon the track case:
5amc track casc. The basic standard is that aircraft should be at least 15
minulesaarlIfhovevernavigalionaidsforlheroulebeingovnermil
frequent determination of position and speed the basic standard may be
reduced to 10 minutes. The standard my be further reduced to 5 minutes
rovidinglheaircraflhavedearledfromlhesameaerodromeorassed
overlhesameenroulereorlingoinlorreorledoveraxlhalisIocaled
reIalivelolhedearlureoinlloensurelhalminulessearalioncanbe
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271
Chapter 16 Separation
eslabIishedallheoinllhedearlingaircraflviII|oinlheroulevilhlhe
overriding proviso that the preceding aircraft has TAS 20 kts or more faster
lhanlhesucceedingaircraflIflheseeddierenceisincreasedlokls
the standard may be further reduced to 3 minutes.
15 minutes
Radio Nav Aid Radio Nav Aid 10 minutes
Aerodrome or
reporting point 5 minutes
3 minutes
Filed speed
20kt faster
Aerodrome or
reporting point
Filed speed
40kt faster
Crossing track case The basic slandard is minules If hovever lhe
frequenldelerminalionofosilionandseedcavealaIieslheslandard
may be reduced to 10 minutes.
15 minutes
10 minutes
Crossing Tracks Case
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272
Chapter 16 Separation
C!imbingnrdcsccnding. This is a more complex case. The problem only exists when
vertical separation does not exist (the aircraft are within the vertical separation standard of each
other). Again it depends upon the relative tracks of the aeroplanes but now also involves the
reciprocal track case.
5amctrack. When an aircraft will pass through the level of another aircraft
onlhesamelracklhesearalionaIiedisminulesbulmaybereduced
to 10 minutes provided that navigation aids permit frequent update of
osilionandseedandarovedbylheaulhorilyorminulesrovided
that the level change is commenced within 10 minutes of the time that the
second aircraft has reported over an exact reporting point.
Climbing and Descending Longitudinal separation to
be applied whilst vertical separation does not exist
15 min
FL100
FL110
FL120
10 min
Where nav aids permit frequent update of speed and position
separation = 10 mins
FL100
FL110
FL120
VOR
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273
Chapter 16 Separation
10 min max
If the manoeuvre is commenced within 10 mins of second
aircraft crossing a reporting point separation = 5 mins
FL100
FL110
FL120
VOR
5 min
Note:|jinc|ctc|cnangcintc|tc!isccnsi!cra||caninicrnc!iaic|ctc|jusia|ctccrjusi|c|cu!cpcn!ing
cninccascc|in|cr!csccn!naq|ca||ccaic!icincnanccutringiracOnccaiinai|ctc|scparaiicn
ui|||casscssc!an!ijapp|ic!inc|ctc|crcssingnanccutrcapprctc!an!cxccuic!
Crossing tracks. The applicable standard is 15 minutes unless frequent
udale of osilion and seed is avaiIabIe in vhich case lhe minimum is
reduced to 10 minutes.
Rcciprnca! tracks Where IaleraI searalion is nol rovided verlicaI
separation shall be provided for at least 10 minutes prior to and after the
time the aircraft are estimated to have passed. Once it has been established
usuaIIyvisuaIIylhallheaircraflhaveindeedassedlhisminimumneed
not then further apply.
10 min
Reciprocal Tracks Aircraft to maintain vertical separation for
10 min after aircraft are estimated to have passed
20 min
10 min
Estimated passing
point
|igurc
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Chapter 16 Separation
Lnngitudina! scparatinn bascd nn DME Where DMI informalion is avaiIabIe
searalion can be eslabIished by mainlaining nol Iess lhan lhe secied dislances belveen
aircraft positions. In this case it is a requirement that direct pilot - controller communication is
maintained.
NoteinincNATrcgicnusingH|ccnnunicaiicnistiaara!iccpcraicrnci!ircciicincccnirc||cr
AircraItatthcsamc!cvc!ThereviousIydenedsameandcrossinglracksilualions
apply:
5amc track The normal standard is 20 nm provided each aircraft uses on-
track DME stations and separation is checked by obtaining simultaneous DME
readings from the aircraft at frequent intervals. The standard may be reduced
lonmrovidedlheIeadingaircraflmainlainsaTASklsormorefasler
than the succeeding aircraft.
Crossing tracksThesamelrackslandardsaIylocrossinglracroviding
that each aircraft reports distance from the station located at the crossing point
and that the relative angle of the tracks is less than 90.
Climbing or descending. The standard separation is 10 nm whilst vertical
searaliondoesnolexislrovidingeachaircraflusesonlrackDMIslalions
one aircrafl mainlains a IeveI vhiIsl verlicaI searalion does nol exisl and
separation is established by simultaneous DME readings from the aircraft.
Rcciprnca! tracks. Aircraft using on-track DME may be cleared to climb or
descend lo or lhrough IeveIs occuied by olher aircrafl using onlrack DMI
provided it has been positively established that the aircraft have passed
each other and are at least 10 nm apart (or such other value as the authority
secies
Lnngitudina! scparatinn with Mach numbcr tcchniquc bascd nn timc The Mach
numberlechniquerequireslurbo|elaircraflloyallheMachnumberarovedbyATCand
to request approval before making any speed changes. If it is essential to make immediate
lemorarychangesloseedegduelolurbuIenceATCislobeinformedassoonasossibIe
If it is not feasible due to aircraft performance to maintain the last assigned Mach no during
en roule cIimbs and descenls iIols are lo advise ATC al lhe lime cIearance lo cIimb or
descent is requested. Separation will be deemed to exist when the required time interval exists
providing:
The aircraft concerned have reported over the same reporting point and follow
the same track or continuously diverging tracks until some other form of
searalionisrovidedor
Il is ossibIe lo ensure by radar or olher means lhal lhe aroriale lime
interval will exist at the common point from which they will either follow the
same lrack or conlinuousIy diverge if lhe aircrafl have nol aIready reorled
over the same point.
Timcintcrva!sWhenlheMachnumberlechniqueisaIiedminimumIongiludinaI
searalionbelveenlurbo|elaircraflonlhesamelrackvhelherinIeveIcIimbingordescending
ighlis
10 minutes providing the preceding aircraft maintains a Mach speed equal to or
grealerlhanlhalmainlainedbylhefoIIovingaircraflor
275
Chapter 16 Separation
elveen and minules incIusive roviding lhe receding aircrafl is
maintaining a Mach no greater than the following aircraft in accordance with
the following:
MachNndicrcncc
between preceding and
following
Lnngitudina!5cparatinn
standard
0 10 minutes
0.01 10 minutes
0.02 9 minutes
0.03 8 minutes
0.04 7 minutes
0.05 6 minutes
0.06 5 minutes
Lnngitudina!5cparatinnbascdnnRNAVThisisaIicabIeloRNAVaircrafloeraling
aIong RNAV roules orATS roules dened by VOR In lhis case searalion is eslabIished by
mainlaininglhesecieddislancebelveenaircraflosilionsreorledbyreferencelolheRNAV
equimenl Il is a requiremenl lhal direcl conlroIIeriIol communicalions are mainlained
RNAV osilions are dened as slandard vay oinls common lo bolh aircrafl sub|ecl lo
separation. The minimum is 150 km (80 nm) distance based separation instead of the normally
required 10 minutes. It is also essential that the Mach no technique is applied. In the event of
equimenlfaiIurereducinglhenavigalioncaabiIilyloIesslhanlheRNAVrequiremenllhe
normaIIongiludinaIsearalionviIIbeaIiedThesecicsearalionrequiremenlsare
5amccruising!cvc!. 150 km (80 nm) providing each aircraft reports position
fromsameoinlandsearalionischeckedbyoblainingsimuIlaneousRNAV
distance readings from the aircraft at frequent intervals.
Climbing or descending on same track. 150 km (80 nm) whilst vertical
searalion does nol exisl rovided each aircrafl reorls dislance from same
vay oinl one aircrafl mainlains IeveI ighl vhiIsl verlicaI searalion does
nolexislandsearalioniseslabIishedbyoblainingsimuIlaneousRNAV
distance readings from the aircraft.
Rcciprnca!tracksAircraflmaybeermiedcIimbordescendlhroughIeveIs
occupied by other aircraft providing it has been positively established by
simuIlaneousRNAVdislancereadingsloorfromlhesameonlrackvayoinl
that the aircraft have passed each other by at least 150 km (80 nm).
|igurcMacnnun|crscparaiicn
276
Chapter 16 Separation
Lnngitudina! 5cparatinn bascd nn RNAV whcrc RNP is spccicd. For aircraft
cruising cIimbing or descending on lhe same lrack in an RNI RNAV environmenl lhe
separation standards detailed in the table below may be used. During the application of the
nmminimumifanaircraflfaiIsloreorlilsosilionlheconlroIIerislolakeaclionvilhin
3 minutes to establish communications. If communication has not been established within 8
minutes alternative separation is to be applied. An aircraft may climb or descend through an
occupied level once it has been established that the aircraft concerned have passed.
RNPTypc
Communication
Rcquircmcnt
5urvci!!ancc
Rcquircmcnt
Distance
Vcricatinn
Rcquircmcnt
5cparatinn
20
DirecliIol
controller
communications
Procedural
Position Reports
At least every 60
minutes
80 nm
10
DirecliIol
controller
communications
Procedural
Position Reports
At least every 30
minutes
50nm
Rcductinn in scparatinn minima. The separation minima may be reduced as
delerminedbylhearorialeATSaulhorilyaflerriorconsuIlalionvilhlheaircrafloeralors
asarorialeinlhefoIIovingcircumslances
When special electronic or other aids enable the pilot-in-command of an
aircraft to determine accurately the aircrafts position and when adequate
communicalionfaciIiliesexislforlhalosilionlobelransmiedvilhouldeIay
lolhearorialeairlracconlroIunilor
When in associalion vilh raid and reIiabIe communicalion faciIilies radar
derived information of an aircrafts position is available to the appropriate air
lracconlroIunilor
WhenseciaIeIeclronicorolheraidsenabIelheairlracconlroIIerloredicl
raidIyandaccuraleIylheighlalhsofanaircraflandadequalefaciIiliesexisl
lo verify frequenlIy lhe acluaI aircrafl osilions vilh lhe redicled osilions
or
WhenRNAVequiedaircrafloeralevilhinlhecoverageofeIeclronicaids
that provide the necessary updates to maintain navigational accuracy.
InaccordancevilhRANagreemenlsaflerriorconsuIlalionvilhlheaircrafl
oeralorsvhen
x SeciaI eIeclronic area navigalion on olher aids enabIe lhe aircrafl lo
cIoseIyadherelolheircurrenlighlIansand
x The air lrac silualion is such lhal lhe condilions regarding
communications between pilots and the appropriate ATS unit or units
neednolnecessariIybemellolhedegreeseciedlhereininorderlo
maintain an adequate level of safety.
|igurc|NP|NAVscparaiicn
277
Chapter 16 Separation
RADAR5EPARATION
5cparatinn minima. Radar provides the ATCO with fairly accurate position
informalionforanaircraflunderhisherconlroIIrobIemsassocialedvilhradarincIudesIanl
range disIay largel discriminalion and Ioss of conlacl cIose lo lhe radar overhead These
errors must be handled in the same manner that other positional errors are: by the addition of
bueraIIovancesTheerrorsarevorseforIongrangeradarsusedinareaconlroIbulmusl
still be considered for terminal radars covering a much smaller area. The basic radar separation
slandardisnmThismeanslhalvherelvoaircraflidenliedonradarareallhesameIeveI
lheyarenolermiedloaroachcIoserlhannmloeacholheronlheradardisIay
Rcduccd Radar 5cparatinn When aroved by lhe aulhorily and in secic
circumslances lhe radar searalion slandard nm may be reduced The foIIoving describe
lhesesecicoccasions
Tcrmina! Radar within nm nI thc Radar Hcad. In this situation (usually
where procedures are employed by an Approach Radar Controller) and the
aircrafl is vilhin nm of lhe osilion of lhe radar lransmier head lhe
separation standard may be reduced to 3nm between contracts on the radar
display.
IL5 Lnca!iscr. Where two (or more) aircraft are established on the same ILS
IocaIisercourse andvilhinnmoflhelhreshoIdoflheIandingrunvaylhe
separation standard may be reduced to 2.5nm between contacts on the radar
display.
5imu!tancnus Para!!c! Apprnachcs Mndc Dcpcndcnt During Mode 2
parallel runway operations radar separation is applied. Between aircraft on
adjacent localiser courses the separation standard may be reduced to 2nm
between contacts on the radar display.
PROCEDURALWAKETURBULENCE5EPARATION
5ituatinn When lhe vings are crealing Iifl from rolale lo louchdovn vake
vorlicesarecrealedbehindlheaircraflThisisaarenlinlheformoflurbuIencelheseverily
ofvhichisafunclionofaircraflmasslhevorslcasebeingaheavyaircraflalIovseedWhere
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278
Chapter 16 Separation
an aircrafl is foIIoving anolher aircrafl aIIovance musl be made for lhe vake lurbuIence
eeclvhichundercerlaincircumslancecanbesosevereaslocauseslrucluraIdamageeven
catastrophic damage) to an airframe. The nature of the wake vortex is that it emanates from
the wing tip in the form of spiraling air from the high pressure area below the wing to the low
pressure area above the wing. It spirals in board towards the fuselage. The vortex exists at the
IeveIoflhegeneralingaircraflandloanaIliludenolexceedingflbeIovlhegeneraling
aircraflWherelhefoIIovingaircraflisvilhinlhisairsacevakelurbuIencesearalionmusl
be applied.
Wakc Turbu!cncc Catcgnrics Aircrafl are calegorised by maximum lake o mass
(MTOM) to relate to the severity of the wake vortices generated. There are three categories as
follows:
Heavy aIIaircrafllyesvilhMTOMequaIlokgormore
Mcdium aircrafl lyes vilh MTOM Iess lhan kg bul more lhan
kg
Light aircrafllyesvilhMTOMofkgorIess
NoteMTOMissiaic!cnincCcriicaiccjAirucrinincssjcrincaircraji
5cparatinnMinima. The following procedural (non-radar) wake turbulence separation
isaIiedNolelhecrileriaareonIyaIicabIevherelhefoIIovingaircraflisIighlerlhanlhe
preceding aircraft.
ArrivingAircraIt. timed approaches:
Medium behind a heavy - 2 minutes
Light behind a medium or heavy - 3 minutes
DcpartingAircraItIoraIighlormediumlakingobehindaheavyoraIighlbehind
amediumaminimumofminulesisaIiedvhenlheyareusing
Thesamerunvay
IaraIIeIrunvayssearaledbyIesslhenm
Crossing runvays if lhe ro|ecled ighl alhs cross al lhe same aIlilude or
vilhinflbeIovlhehigher
IaraIIeIrunvayssearaledbymormoreiflhero|ecledighlalhscross
allhesameaIliludeorvilhinflbeIovlhehig
279
Chapter 16 Separation
Iess than
760m
760m or more
2 Minutes
2 Minutes
|igurcPara||c|an!crcssingrunuaqs
|igurcPara||c|runuaqs
280
Chapter 16 Separation
Iess than 760m rotation point
Note: Scparaiicnisincrcasc!icninuicsuncrca|ignicrnc!iunisiakingc|cnin!ancatqcr
|igni|cnin!anc!iunjrcnaninicrnc!iaicparicjincsancrunuaqcraninicrnc!iaicpcinicnpara||c|
runuaqs
Disp!accd !anding thrcshn!d. A separation of 2 minutes is applied between light
or medium and heavy (or between light and medium) when operating on a runway with a
displaced threshold when:
A dearling Iighl or medium foIIovs a heavy arriving or a dearling Iighl
foIIovsamediumarrivingor
An arriving Iighl or medium foIIovs a heavy dearling or an arriving Iighl
foIIovsamediumdearlingiflhero|ecledighlalhsareexecledlocross
Oppnsitcdircctinn. A separation of 2 minutes is applied between a light or medium
andaheavyorbelveenaIighlandamediumvhenlheheavieraircraflismakingaIovor
missedaroachandlheIighleraircraflisusinganoosiledireclionrunvayforlakeoor
is Ianding on lhe same runvay in lhe oosile direclion or on a araIIeI oosile direclion
runway separated by less than 760 m.
|igurc|nicrnc!iaiciakcc
281
Chapter 16 Separation
2 minutes
2 minutes
Iess than 760m
|igurcOpppcsiic!ircciicnjcriakcc
|igurcOppcsiic!ircciicnjcr|an!ing
282
Chapter 16 Separation
IndicatinnnIHcavycatcgnry. Because of the inherent problems caused by heavy wake
lurbuIence calegory aircrafl requiring addilionaI searalion iIols of heavy calegory aircrafl
are to indicate the aircrafts heavy category in the initial RTF contact with an ATCU by the
incIusionoflhesuxheavylolheidenlifyingcaIIsignoflheaircraflegLondonControI
thlslsSpeedblrdheuton
RADARWAKETURBULENCE5EPARATION
RadarWakcTurbu!cncc5cparatinn. Because the position of the aircraft is displayed to
lheconlroIIerlherequiredsearalionforvakelurbuIenceinlhiscaseisexressedindislance
The labIe beIov conlains lhe vake lurbuIence radar searalion minima secied by ICAO
vhichviIIbeaIiedloaircraflinlhearoachanddearlurehasesofighlNolelhalin
this case the criteria apply where the category of the following aircraft is lighter than the leading
aircraflexcelforlheheavyheavycase
AircraItWakcTurbu!cncccatcgnry
LcadingAircraIt Fn!!nwingAircraIt 5cparatinn
Heavy Heavy 4 nm
Heavy Medium 5 nm
Heavy Light 6 nm
Medium Light 5 nm
VI5UAL5EPARATIONINTHEVICINITYOFAERODROME5
Intrnductinn. Except in condition where Low Visibility operations are in progress at
anaerodromelracyinginlhevicinilyoflheaerodromeincIudingarrivingdearlingand
IocaIarealracviIIbeyingincondilionvhichviIIeilherermilVIRoriIolsofaircrafllo
maintain separation from other aircraft visually. The importance of this cannot be overstressed
as the application of visual separation not only relieves the ATCO of having to impose either
roceduraI or radar searalion bul ermils minimum runvay occuancy lime Iand afler
rocedures and muIliIe aircrafl ying in lhe visuaI lrac aern In eecl lhe aIicalion
ofvisuaIsearalionincreasesaerodromecaacilyandhenceaerodromeuliIisalionTyicaIIy
Healhrov has lhe caacily lo accommodale aboul lake o oeralions and Ianding
oeralionserhourandaleaklimelhelracIoadgelscIoselolhisIfroceduraIorradar
searalion had lo be aIied lo lhe arrivaI or dearlure hases of oeralions lhe uliIisalion
would reduce dramatically. The standards previously mentioned can be reduced if:
Adequate separation can be provided by the aerodrome controller when each
aircraflisconlinuousIyvisibIelolheconlroIIeror
Flight crews report that they have visual contact with other aircraft and this can
bemainlainedor
|igurc|a!aruakciur|u|cnccscparaiicncriicria
283
Chapter 16 Separation
InlhecaseofoneaircraflfoIIovinganolherlhecrevoflhefoIIovingaircrafl
report that the leading aircraft is within sight and that separation can be
maintained.
Esscntia! Lnca! Trac Any aircrafl vehicIe or ersonneI on or near lhe runvay or
lrac in lhe lakeo and cIimb oul areas or lhe naI aroach area vhich may conslilule a
coIIision hazard lo a dearling or arriving aircrafl is dened as essenliaI IocaI lrac Where
essenliaI IocaI lrac is knovn lo lhe conlroIIer lhe informalion is lo be lransmied lo ighl
crews without delay.
Dcparting AircraIt Under IIR dearling aircrafl viII normaIIy be searaled from
each other by requiring the aircraft to follow a SID. ATCUs will co-ordinate the issuing of
cIearancesandvhereossibIeslandardcIearancesviIIbeusedSuchcIearancesviIInormaIIy
be secied by lhe aroach conlroIIer and assed lo lhe aircrafl by lhe aerodrome conlroI
loverIordearluresinVMClheaerodromeconlroIIerviIIcIearanaircraflforlakeoonce
the preceding aircraft has either:
Iassedlheuvindendoflherunvayor
Has made a turn away from the runway.
WherevakelurbuIencesearalionisaIieddearluresviIIbesequencedlominimisedeIays
andmaximiserunvayuliIisalionIorIIRlraclheslandardsearalionbelveendearlures
is 5 minutes (12 movements per hour). This may be reduced to 2 minutes between aircraft
foIIovinglhesamedearlurelrackrovidinglherecedingaircraflhasIedaIIseedkls
greater than the succeeding aircraft. This may further be reduced to 1 minute (60 movements
per hour) providing the track of the succeeding aircraft diverges from that of the preceding
aircraflbyormoreObviousIyvherearaIIeIrunvaysareusedforsimuIlaneouslakeos
ordivergingrunvaysareusedhigheruliIisalionralesIoversearalionmaybeachieved
.
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Chapter 16 Separation
Dcparturc 5cqucncc Al busy aerodromes lhe ground movemenl of aircrafl viII be
IannedloensurelhallheslaledOIocksTimecanbelransIaledinlolhenecessarysIollime
for the aircraft. This is the job of the Ground Movements Planner working for the aerodrome
conlroIIer If correclIy sequenced lhe aircrafl viII arrive al lhe hoIding oinl or hoIding
area in lhe correcl order for lake o Consideralion viII aIso be given lo lhe roule of lhe
aircrafl immedialeIy afler lakeo lo minimise vake lurbuIence searalion Dearlure may
beexediledbysuggeslingalakeodireclionlhalisnolinlovindInlhiscaselheIICislo
make the decision if this is acceptable.
DelaysIlisinevilabIelhalalsomeoinladeIayviIIoccurInvhichcaseighlsmay
becIearedlolakeoinanorderbasedonlheeslimaleddearlurelimeDevialionfromlhis
may be made lo faciIilale lhe maximum number of dearlures vilh lhe Ieasl average deIay
or in response to requests from operators if possible. ATCUs should inform operators when
anticipated delays exceed 30 minutes.
Arriving AircraIt. Arriving IFR aircraft may be cleared to make a visual approach
provided that:
TheiIolcanmainlainvisuaIreferencelolerrainand
ThereorledceiIingisalorabovelhearovediniliaIaroachIeveIor
The pilot reports that at any time during an instrument approach the
meteorological conditions are such that there is a reasonable assurance that an
approach and landing will be made visually.
5cparatinn. ATC will provide separation between aircraft making a visual approach
and aII olher arriving or dearling lrac Ior arriving IIR lrac in IMC lhe Aroach
Controller will transfer control of the aircraft to the Aerodrome Controller at a point during
lhe aroach so lhal searalion from dearling lrac can be achieved and sucienl lime is
available to issue a landing clearance. For certain types of approach (PAR or SRA) the aircraft
will remain under control of the Approach Radar Controller throughout the approach. This
will necessitate the radar controller obtaining the landing clearance and passing it to the pilot
during lhe Iaer slages of lhe aroach TheAerodrome ConlroIIer in cooeralion vilh lhe
Approach Controller will be responsible for sequencing departures during low visibility IFR
operations. Two situations are considered:
Cnmp!ctc Prnccdurc. If an arriving aircraft is making a complete instrument
aroach dearling lrac viII nol be ermied lo lake o in any direclion
afler lhe inslrumenl lrac has slarled lhe rocedure or base lurn lo naI or
after the aircraft has started a procedure turn and there will be at least 3 minutes
between the departure and the time the arriving aircraft is over the threshold of
the instrument runway.
5traightInApprnach. If an arriving aircraft is making a complete instrument
aroach dearling lrac viII nol be ermied lo lake o in any direclion
vilhin minules of lhe eslimaled lime lhe inslrumenl lrac viII be over lhe
lhreshoIdoflheinslrumenlrunvayIorlakeosinadireclionvilhinof
lhe recirocaI of lhe inslrumenl runvay no lake os vilhin minules of lhe
eslimaledlimelheinslrumenllracviIIbeoverlhelhreshoIdoflheinslrumenl
runvay or afler lhe inslrumenl aircrafl has assed a designaled x on lhe
approach track.
285
Chapter 16 Separation
InInrmatinntnArrivingAircraItIfaiIolrequeslsilorilisaarenlloATClhallhe
iIolofanaircraflisnolfamiIiarvilhlheroceduresforaninslrumenlaroachinformalion
viIIbeassedloenabIelhearoachlobeovnIflheaircraflhasbeencIearedforaslraighl
inaroachonIydelaiIsoflhenaIaroachlrackneedbeassed
MisscdApprnachTracks Where parallel runway segregated operations (the Heathrow
caseareinrogressamissedaroachlolheIandingrunvaycrealesasimuIlaneousdearlure
silualionvhereroceduresforModearenolinforceToovercomelherobIemslhiscreales
procedures are to be implemented to ensure that the missed approach track diverges from the
normal departure track by at least 30.
Missed approach for 27R
at LHR requiring a turn
through more than 30
|igurc
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286
Chapter 16 Separation
5TACKING
Apprnach5cqucncc. Where more than one aircraft is arriving it is normal for the aircraft
allheIoveslaIliludeloIandrslWherenecessaryahoIdingaernviIIbeeslabIishedfor
slackingofaircraflvailingloslarllhearoachUndercerlaincircumslancesaIalerarrivaI
will be given priority over earlier arrivals. Such circumstances are:
WhereanaircrafliscomeIIedloIandbecauseoffaclorsaeclinglhesafelyof
lheaeroIaneorlheoccuanlsInlhiscaselheIICoflheaircraflinvoIvedviII
be execled lo decIare an emergency using eilher MAYDAY or IAN IAN
rocedures
Hospital aircraft or aircraft carrying sick or seriously injured people. International
hosilaIighlsviIIrexiniliaIRTIvilhIANIANMIDICAL
AircraflengagedinSARoeralions
Other aircraft as may be determined by the authority.
Prnccdurc. It is normal for stacks to be established on the radio navigation beacons
serving as the IAF for the instrument procedures to be used. The vertical size of the stack may
beIimiledbyairsaceconsideralionsandvhenfuIIoversiIIslacksvouIdbeeslabIishedon
remote beacons. Arriving aircraft will be cleared into the stack at the lowest available level.
NormaIhoIdingaern|oiningroceduresareusedAircraflviIIbecIearedlocommencelhe
inslrumenl rocedure from lhe Iovesl hoIding aIlilude lhe boom oflhe slack using limed
arrivaI rocedures If a iIol slales hisher inlenlion lo conlinue hoIding availing a vealher
imrovemenlvhenolheriIolsvishlomakeaninslrumenlaroachlhehoIdingiIolviII
beinslrucledlolakeuanolherhoIdingaernordirecledlore|oinlhehoIdallheloIfa
iIoleIeclsloaemlaninslrumenlaroachvhenolhersremaininlhehoIdanunsuccessfuI
approach would result in the aircraft being directed back into the stack at the top.
ExpcctcdApprnachTimcEAT When an aircraft enters a stack the controlling ATCO
will pass an EAT which must be acknowledged by the pilot. This will be the time that the
pilot can expect to commence the instrument approach. Initially the EAT will not be less than
30 minutes after the time of entry. If it is expected that the aircraft will not be held for more
lhan minules lhe iIol viII be informed no deIay execled As lhe aroach sequence
rogressesifnecessarylheIATviIIberevisedbyminuleinlervaIsassedlolheiIoland
acknowledged.
EnRnutcHn!dingIlisoflenreferredlohoIdanaircraflenroulealcruisingaIlilude
ralherlhanlorogresslheighllolhelerminaIslageandhoIdalIovIeveIvilhhighfueIburn
ralesWheredeIaysareknovnloexislandaircraflareheIdenroulecredilviIIbegivenfor
time spent holding en route by inserting the aircraft into the approach sequence ahead of other
aircraft so that the aircraft that has held en route is not penalized.
287
Chapter 16 Separation
R
1
5
8
1
4
0
0
S
F
C
R
1
5
7
1
4
0
0
S
F
C
R
1
6
0
U
N
L
S
F
C
R
1
0
7
2
0
0
0
S
F
C
R
1
5
9
1
4
0
0
S
F
C
D
1
3
6
1
0
0
0
0
S
F
C
D
1
3
6
1
0
0
0
0
S
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.
7
D
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.
VAR 2.2W - 2007
W
A
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N
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F
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M
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n
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m
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D
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5
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LONDON HEATHROW
via BIGGIN
STANDARD ARRIVAL CHART -
INSTRUMENT (STAR) - ICAO
DISTANCES IN NAUTICAL MILES
BEARINGS, TRACKS AND RADIALS ARE MAGNETIC
ALTITUDES AND ELEVATIONS ARE IN FEET
|igurcTncSTA|jcrIH|tiaincBigginVO|sncuingincBigginsiackuiinIHAaijian!
inca|icrnaiitcsiacksaiIYOO
288
Chapter 16 Separation
QUE5TION5
1. What types of separation does ATC apply?
a HorizonlaIIongiludinaIandliming
b HorizonlaIverlicaIandIongiludinaI
c HorizonlaIverlicaIandcomosile
d HorizonlaIverlicaIandIaleraI
IfyouvanllodescendlhroughlheIeveIofanolheraircraflonlhesamelracklhebasicsearalion
is:
a. 20 minutes.
b. 10 minutes.
c. 5 minutes.
d. 15 minutes.
WhalislheminimumIongiludinaIsearalionslandardrequiredforRNAVroules
a. 80 nm.
b. 60 nm.
c. 50 nm.
d. 20 nm.
WhalislheverlicaIsearalionminimumbeIovfl
a. 500 ft.
b fl
c fl
d. It depends whether or not RVSM is applied.
WhalislheminimumverlicaIsearalionbelveenIIRaircraflyinginlhesamedireclionabove
flinnonRVSMairsace
a fl
b. 500 ft.
c fl
d fl
WhencanoneaircraflasslhroughlheIeveIofanolheraircraflvhichisyingaIonganATS
rouleinVMCmainlainingovnsearalion
a. If the pilot requests and the state approves.
b. If the pilot requests and it is day time.
c. If the pilot requests during day or night.
d IrreIevanllhemanoeuvreisnolermied
WhalislhesearalionbasedonRNAVvhenRNIisseciedis
a. 80 nm.
b. 50 nm.
c ordeendanluonlheRNIlye
d. 15 minutes.
289
Chapter 16 Separation
IflvoaircraflareusinglhesameVORforlracksearalionvhaldislancemusllheaircraflbe
from the VOR before one of the two may commence a climb or descent?
a. 5 nm.
b. 10 nm.
c. 15 nm.
d. 20 nm.
9. Whilst under IFR in VMC you decide to maintain your own separation to descend through the
level of another aircraft. What is required?
a. During day you must request clearance and with ATC authority approval.
b YoumuslrequeslcIearanceandlheATCaulhorilymuslaroveduringdayornighl
c YouonIyneedlorequeslarovaIforlhemanoeuvre
d. In CAS the manoeuvre is illegal.
TvoaircraflareonlhesamelrackallhesameIeveIandareusingsimuIlaneousDMIxesfrom
the same on track DME station. What is the minimum longitudinal separation applied?
a. 10 nm.
b. 5 nm.
c. 20 nm.
d. 15 nm.
11. What is the separation standard between aircraft at the same altitude when using DME to
determine range from a beacon?
a nmvherelherslaircraflseedisklsfaslerlhanlhesecond
b nmvherelherslaircraflseedisklsfaslerlhanlhesecond
c nmvherelherslaircraflseedisklsfaslerlhanlhesecond
d nmvherelherslaircraflseedisklsfaslerlhanlhesecond
TvoaircraflareusinglheMachnumberlechniquebolhalsameMachnumberorrslfasler
lhansecondforsamelracksearalionIfusinganRNAVlrackvhalvouIdbelheslandard
separation in lieu of time?
a. 80 nm.
b. 60 nm.
c. 50 nm.
d. 25 nm.
WhencanaconlroIIedighlbegivenermissionlocIimbdescendmainlainingovnsearalion
in VMC?
a. When directed by ATC.
b. When requested by the pilot and the ATC approves.
c Whenlhereisnoconiclinglrac
d. When approved by the operator.
WhalisessenliaIlrac
a IIighlsengagedinriorilyighlsieVIIhosilaIoroIiceighls
b Anyconiclinglrac
c TracvhichshouIdbesearaledbulvhichisnl
d Unidenliedlraconradar
290
Chapter 16 Separation
WhenisessenliaIlracinformalionassedloanaircrafl
a eforealakeocIearanceisissued
b WherelracconslilulesessenliaIlracloanolherconlroIIedighl
c. When the separation minima cannot be maintained.
d. When a pilot requests permission to descend or climb maintaining own separation.
Whal is lhe divergence angIe lhal musl be mainlained from overhead an ND lo a range of
nmloaIIovoneaircrafllocIimbdescendlhroughlheIeveIofanolher
a. 15.
b. 30.
c. 45.
d. 60.
TheIongiludinaIsearalionminimumbasedonlimebelveenlvoaircraflallhesameaIlilude
for which navigation aids can give a frequent determination of position and speed and when
lheroceedingaircraflhasalrueairseedofalIeaslklshigherlhanlhefoIIovingaircrafl
is:
a. 5 minutes.
b. 6 minutes.
c. 10 minutes.
d. 3 minutes.
A searalion minimum based on RNAV dislance can be used al lhe momenl lhe IeveI is
beingassedassuminglhaleveryaircraflreorlsilsdislanceloorfromlhesameonlrack
waypoint. The minimum is:
a. 60 nms.
b. 80 nms.
c. 50 nms.
d. 20 nms.
19. With the Mach number technique applied what is the longitudinal standard separation between
two aircraft of which the preceding aircraft is 0.04M faster than the following aircraft?
a. 10 minutes.
b. 9 minutes.
c. 8 minutes.
d. 7 minutes.
20. What is the divergence angle that must be maintained from overhead a VOR to a range of 15nm
loaIIovoneaircrafllocIimbdescendlhroughlheIeveIofanolher
a. 15.
b. 30.
c. 45.
d. 60.
291
Chapter 16 Separation
TheIongiludinaIsearalionminimumbasedonlimebelveenlvoaircraflallhesameaIlilude
for which navigation aids can give a frequent determination of position and speed and when
bolhaircraflhaveudalednavigaliondalacanbereducedlominulesif
a lherslaircraflhasudaledlhenavigaliondalavilhinlheIaslminules
b. both aircraft have updated the navigation data within the last 10 minutes.
c. the second aircraft is updating navigation data at the time.
d. the second aircraft has updated the navigation data within the last 10 minutes.
22. Two aircraft are on crossing tracks at the same level where the navigation aids do not permit
frequent update of speed and position. What is the minimum separation applied?
a. 3 minutes.
b. 5 minutes.
c. 10 minutes.
d. 15 minutes.
23. What is the required track divergence between the departure track and the missed approach
track for parallel runway operations?
a. 15.
b. 30.
c. 45.
d. 60.
24. Longitudinal separation based on time for aircraft at the same level when navigation aids permit
frequent determination of speed and position and where the preceding aircraft is maintaining
TASklsfaslerlhanlhesucceedingaircraflis
a. 10 minutes.
b. 2 minutes.
c. 5 minutes.
d. 3 minutes.
25. The reduced radar separation provided to aircraft established on the same localiser course is:
a. 2 nm.
b. 5 nm.
c. 3 nm.
d. 2.5 nm.
26. Longitudinal separation based on time for aircraft at the same level when navigation aids permit
frequent determination of speed and position is:
a. 10 minutes.
b. 2 minutes.
c. 5 minutes.
d. 3 minutes.
292
Chapter 16 Separation
If an aircrafl is making a slraighl in aroach a dearling aircrafl may lake o in any
direction:
a. until 2 minutes before the arriving aircraft is estimated to be over the threshold of the
instrument runway.
b. until 10 minutes before the arriving aircraft is estimated to be over the threshold of the
instrument runway.
c. until 5 minutes before the arriving aircraft is estimated to be over the threshold of the
instrument runway.
d. until 3 minutes before the arriving aircraft is estimated to be over the threshold of the
instrument runway.
UnIessolherviserescribedbylhearorialeATSaulhorilylhehorizonlaIradarsearalion
minimum is:
a. 2.5 nm.
b. 5 nm.
c. 3 nm.
d. 2 nm.
29. Separation between departing aircraft may be reduced to 2 minutes when:
a. the preceding aircraft is 30 kts or more faster than the succeeding aircraft.
b. the preceding aircraft is 20 kts or more faster than the succeeding aircraft.
c. the preceding aircraft is 10 kts or more faster than the succeeding aircraft.
d. the preceding aircraft is 40 kts or more faster than the succeeding aircraft.
To meel vake lurbuIence searalion crileria for aircrafl using limed aroaches vhal is lhe
minimum applied to aircraft landing behind a heavy or medium aircraft?
a Mediumbehindheavyminules
b Mediumbehindmediumminules
c Lighlbehindmediumminules
d Mediumbehindheavyminules
TracksearalionbelveenaircraflusinglhesameDRxshaIIbeaIiedrequiringlheaircrafl
loy
a alIeaslsearaledaladislanceofnmormorefromlhex
b alIeaslsearaledaladislanceofkmormorefromlhex
c alIeaslsearaledaladislanceofnmormorefromlhex
d alIeaslsearaledaladislanceofkmormorefromlhex
AsearalionminimumshaIIbeaIiedbelveenaIighlormediumaircraflandaheavyaircrafl
andbelveenaIighlandamediumaircraflvhenlheheavieraircraflismakingaIovormissed
aroachandlheIighleraircraflisIandingonlhesamerunvayinlheoosiledireclionoron
a parallel opposite direction runway separated by:
a. 730 m.
b. Less than 760 m.
c. 760 m.
d. Less than 730 m.
293
Chapter 16 Separation
33. What would be the minimum distance applied in an approach sequence between a heavy
aircraft followed by a light aircraft?
Note |i is assunc! inai inis qucsiicn is app|ica||c ic ra!ar uakc iur|u|cncc an! assuncs inai inc
jc||cuingaircrajiisaiincsanc|ctc|an!incprccc!ingaircraji
a. 6 nm.
b. 3 nm.
c. 4 nm.
d. 5 nm.
WhalislheminimumverlicaIsearalionbelveenIIRaircraflyingbeIovIL
a. 500 ft.
b fl
c fl
d fl
35. What is the minimum radar separation applied between aircraft on adjacent localiser courses
during simultaneous parallel approaches mode 2 - dependant?
a. 2 nm.
b. 2.5 nm.
c. 3 nm.
d. 5 nm.
36. When one aircraft will pass through the level of another aircraft on the same track where
navigalionaidsermilfrequenldelerminalionofseedandosilionlheminimumIongiludinaI
separation provide is:
a. 5 minutes at the time the level is crossed.
b. 10 minutes at the time the level is crossed.
c. 15 minutes at the time the level is crossed.
d. 20 minutes at the time the level is crossed.
In order lo meel lhe vake lurbuIence searalion crileria vhal searalion shouId be aIied
vhenamediumaircraflislakingobehindaheavyandbolhareusinglhesamerunvay
a. 2 minutes.
b. 3 minutes.
c. 4 minutes.
d. 1 minute.
38. What is the reduced radar separation applied between aircraft on the same ILS localiser course
within 10 nm of touchdown?
a. 5 nm.
b. 2.5 nm.
c. 3 nm.
d. 2 nm.
294
Chapter 16 Separation
39. Longitudinal separation based on time for aircraft at the same level when navigation aids permit
frequent determination of speed and position and the preceding aircraft is maintaining a TAS
40kts faster than the succeeding aircraft is:
a. 10 minutes.
b. 15 minutes.
c. 5 minutes.
d. 3 minutes.
RNAV dislance based searalion may be used al lhe lime lhe IeveI is crossed rovided lhal
each aircraft reports its distance to or from the same on track waypoint. The minimum is:
a. 60 nm.
b. 50 nm.
c. 20 nm.
d. 80 nm.
ThenormaIradarsearalionslandardmaybereducedvilhinnmoflheRadarheadlo
a. 3 nm.
b. 5 nm.
c. 1.5 nm.
d. 1 nm.
WhalvakelurbuIencesearalionisaIiedvhenaIighlaircraflislakingobehindamedium
aircraft?
a. 3 minutes.
b. 1 minute.
c. 2 minutes.
d. 5 minutes.
Oneminulesearalionmaybeusedbelveendearlingaircrafliflhelrackslobeovndiverge
by at least:
a immedialeIyaflerlakeo
b immedialeIyaflerlakeo
c immedialeIyaflerlakeo
d immedialeIyaflerlakeo
44. The separation method whereby the vertical and horizontal separation may be reduced to a
minimum of half the standard is called:
a. composite separation.
b. combined separation.
c. reduced separation.
d. essential separation.
295
Chapter 16 Separation
45. The longitudinal separation minima based on distance using DME from on track DME stations
is:
a. 10 nm.
b. 5 nm.
c. 20 nm when the leading aircraft maintains a TAS 20kts faster than the succeeding
aircraft.
d. 20 nm.
46. The longitudinal separation minima based on distance using DME where each aircraft uses on
track DME stations is:
a. 10 nm when the leading aircraft maintains a TAS 20kts faster than the succeeding
aircraft.
b. 10 nm when the leading aircraft maintains a TAS 40kts faster than the succeeding
aircraft.
c. 20 nm when the leading aircraft maintains a TAS 10kts faster than the succeeding
aircraft.
d. 10 nm when the leading aircraft maintains a TAS 10kts faster than the succeeding
aircraft.
AircraflyingrecirocaIlracksmaybecIearedlocIimbanddescendlhroughlheIeveIoflhe
other aircraft provided the manoeuvre does not commence until:
a. 5 minutes after the aircraft are assumed to have passed each other.
b. 10 minutes after the aircraft are assumed to have passed each other.
c. 15 minutes after the aircraft are assumed to have passed each other.
d. 20 minutes after the aircraft are assumed to have passed each other.
AnaircraflviIInolbegivencIearancelolakeounliIlherecedingaircraflhas
a. reported airborne and climbed to 500 ft.
b Iefllheaerodromelraczone
c. crossed the upwind end of the runway or made a turn away from the runway.
d. reported downwind.
AdearlingaircraflviIInolbeermiedlolakeovhenarrivinginslrumenllrachas
a. started the procedure turn.
b. passed a point 10 minutes from the threshold of the instrument runway.
c reorledeIdinsighl
d reorledIongnaI
50. Wake turbulence separation is:
a. applicable at all times.
b aIicabIeonIybelveenaircraflofdierenlvakelurbuIencecalegories
c. applicable only between aircraft at the same level or where the succeeding aircraft is
IesslhanflbeIovlherecedingaircrafl
d. not applicable to parallel runway operations.
296
Chapter 16 Separation
AN5WER5
Queslion Answer Reference Queslion Answer Reference
1. C 16.1 26. A 16.23
2. D 16.24 27. C 16.49
3. A 16.29 28. B 16.32
4. B 16.5 29. D 16.45
5. D 16.5 30. A 16.37
6. B 16.14 31. A 16.17
7. C 16.30 32. B 16.40
8. C 16.17 33. A 16.42
9. A 16.14 34. D 16.5
10. C 16.26 35. A 16.33
11. B 16.26 36. B 16.24
12. A 16.30 37. A 16.38
13. B 16.13 38. C 16.33
14. C 16.4 39. D 16.23
15. B 16.4 40. D 16.29
16. B 16.17 41. A 16.33
17. D 16.23 42. C 16.37
18. B 16.29 43. B 16.45
19. D 16.28 44. A 16.3
20. A 16.17 45. D 16.26
21. D 16.23 46. A 16.26
22. D 16.23 47. B 16.24
23. B 16.51 48. C 16.45
24. C 16.23 49. A 16.49
25. D 16.33 50. C 16.34
297
Chapter 17 Control of Aircraft
CHAPTER5EVENTEEN
CONTROLOFAIRCRAFT
Contents
PROCEDURAL ATC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
RADARCONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
RADARIDINTIIICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
RADAR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
AIRODROMICONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
AIIROACHCONTROLSIRVICI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
AIRTRAIIICADVISORYSIRVICI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
AIRCRAITIMIRGINCIIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
298
Chapter 17 Control of Aircraft
299
Chapter 17 Control of Aircraft
PROCEDURALATC
CnnccptTherovisionofATCloairlracisIargeIyaoslWWconcelTheneed
for ATC was highlighted by the high loss rate of aeroplanes during WW2 on and in the vicinity
of aerodromes due lo mid air coIIisions coIIisions vilh obslacIes and inadverlenl ighl inlo
terrain. This led to the establishment of ATC at aerodromes provided by the control tower but
beyondlheaerodromeboundarynovreIacedbylheATZIiIevasrovidedolherlhana
ighlfoIIovingmoniloringserviceessenliaIIyloascerlainlhallheaircraflvassliIIairborne
After an accident in the US involving two Constellations over the Grand Canyon in the early
s concern vas exressed lhal lvo reIaliveIy smaII ob|ecls ying over a vasl geograhic
area could be a threat to each other. This led to the establishment of a one-way system for
easlveslighloverlheconlinenlaIUSandgaveriselolhersleslabIishedroceduraIATC
service. The service provided separation by requiring aircraft naturally cruising at the same
aIliludelorouleviadierenlroulesIaleraIgeograhicsearalionIlrequiredlheiIolloleII
lheairlracconlroIIervherelheaircraflvasbyassingosilionreorlsThedalacoIIecled
vas Ioed and as lhe ighl rogressed any aarenl coIIision risk vas delermined and lhe
ighlsconcernedvouIdbeaskedloaIlercourseloeIiminalelherobIemTherobIemsvilh
lhisverelhallheequimenlusedlodelerminelheaircraflosilionvasbymodernslandards
somevhalcrudelhecommunicalionsequimenlandfaciIiliesvereoorandlheavaiIabiIily
of ighl informalion incIuding mel dala vas virluaIIynonexislenl Hoveverlhedensilyof
airlracvasaIsoIovandlheaIicalionofIargebuerdislancesovercamelherobIemsof
inaccuracy and poor communications.
F!ight5tripsWilhinlheATCcenlreslherogressofaighlislrackedvilhaaer
syslem knovn as a ighl slri The slri is originaled from lhe ATS IIL and in lheory is
lransferredfromATCOloATCOandfromcenlrelocenlreCIearIylherogressoflheighl
strips my not actually be physical but will require a new strip to be compiled at centre B
from information passed by telephone from centre A. Within a centre the progress may be a
physical passing of the strip from one controller to another. This system is virtually fool-proof
and over the last 20 years ATC research centres (i.e. Eurocontrol at Brtigny) have tried to come
uvilheIeclronicreIacemenlsAIIaemlshavefaiIedandlheaerighlslriissliIIlhe
means by which procedural ATC is implemented.
Prnccdura!5cparatinn. The procedural separation standards are covered in chapter 16
of these notes.
Cnmmunicatinns Iver since aircrafl have been abIe lo carry radios lhey have been
used for air to ground communications. The present day ATC system relies on VHF two-way
communicalionslomakelhesyslemvorkOverlheoceanareasandremoleIandareasHIis
used together with the ability to maintain a radio watch using the Selcal system which relieves
the pilot of having to actually listen to the radio. Each ATC unit has a radio callsign i.e. Oxford
AroachasdoeseachaircraflIflvoaircraflhavelhesameorconfusingIysimiIarcaIIsigns
ATC can ask one aircraft to use another call sign for the time being.
RADARCONTROL
Cnnccpt. The primary use of Radar in ATC is to enhance the provision of separation. In
lheoryradargiveslheATCOlheabiIilylodelerminelheaircraflosilionvilhmoreaccuracy
lhan lhe iIol can Hovever SATNAV syslems vilh recision accuracy cm are nov
adding a whole new dimension to ATC. Radar systems cover long range surveillance used
in area conlroI en roule lrac lerminaI aerodrome radar TAR used in lhe vicinily of an
aerodrome or aerodromes lo rovide a service lo arriving and dearling lrac and surface
movement radar at an aerodrome to provide the aerodrome controller with information in poor
visibility or at night.
300
Chapter 17 Control of Aircraft
The system that provides a radar return displayed on a display system is called Primary
Surveillance Radar (PSR). All radar systems can be augmented with Secondary Surveillance
RadarSSRlorovideighlsecicidenlicalionandaIliludeinformalionRadarcanaIso
be used in the provision of precision or non-precision approaches.
Radar5crviccsAlilsmoslbasicradarisusedloderiveinformalionforlheudaling
of informalion disIayed on lhe ighl slris In lhis manner il is augmenling a roceduraI
syslemIfhoveverlheradarresonsefromasecicaircraflcanbeindividuaIIydelermined
idenliedlhenlherovisionofsearalionfromolherradarconlaclsaircraflcanbeachieved
InlhismannerlheradarderivedinformalionisuseddireclIylorovidesearalionloamuch
greater degree of accuracy. The types of radar service are:
Radar Control for controlled en-route aircraft
AroachRadarConlroIforarrivinganddearlingconlroIIedlrac
Radar vectoring: the provision of navigation instructions to an aircraft to achieve
asecicaimieosilioningloinlercellheILSIocaIiser
PAR and SRA as instrument approach systems
AsvilhaIIATCroceduresaradarserviceisonIyrovidedinsideCASICAOdoeshovever
permit the use of radar to obtain information to enable the provision of a FIS outside of CAS.
Radar may also be used to assist the provision of information as part of the Advisory ATC
service rovided in cIass I airsaceAl an aerodrome radar may be used by lhe aerodrome
controller to determine the separation between departing aircraft but not to actually apply the
searalionTheUKNATSradarservicesRASandRISarenolICAOroceduresandarenol
covered in the LOs for Air Law and ATC.
|igurcATCra!arnca!aiC|cc
Hi||Snrcpsnirc
|igurcATCra!arnca!aiIcn!cn
Hcainrcu
301
Chapter 17 Control of Aircraft
Radar 5cparatinn. There is only one radar separation standard and this is 5nm. As
dened in chaler reduced radar searalion may be aIied under secic condilions
ThesearalionaIiedisbaseduonlheaircraflosilionderivedfromISRonIyAsdened
and secied in Chaler vake lurbuIence searalion can be aIied using radar derived
information. In this case the separation standards applied are based on distance.
RADARIDENTIFICATION
RcquircmcnteforearadarconlroIIercanrovideanyserviceloanaircrafllheradar
idenlily of lhe aircrafl musl be eslabIished CIearIy lhe basic SSR caabiIily is lo idenlify a
secicaircraflsquavkingasecicaIIyaIIocaledcodelhereforelhismelhodofidenlicalion
ismoslcommonIyusedIlisaIsolhequickeslmelhodofidenlicalionOnceanaircraflhas
beenaIIocaledaSSRcodeilmuslberelainedunliIolherviseadvisedbylheradarconlroIIerIf
anemergencysilualionariseslheiIolshouIdnolsquavkAiflheidenlilyoflheaircrafl
hasaIreadybeeneslabIishedusingSSRAIIolhermelhodsofidenlicalionbyradarrequirelhe
ATCOloobservelheradarconlaclsonlhedisIayscreenanddelermineeilherfromgeograhic
osilionorfromasecicmanoeuvrevhichconlaclislheaircraflrequiringlheserviceSuch
observations include:
Geographic location i.e. '2nm west of Woodstock'
ReIaliveloaradionavigalionaidOnlheradiaIfromlheDavenlryVOR
DME 5 nm
Latitude and longitude
Georef position
Turn through 30 or more away from desired course and then return to the
course
Iosilive handover from a radar conlroIIer vho had reviousIy idenlied lhe
aircraft
PrnccdurcWhenidenlifyingaradarconlaclasasecicaircrafllheradarconlroIIer
muslleIIlheiIolhovlheidenlicalionvasachievedTheconlroIIerviIIuselhehraseradar
cnntactloindicalelhalaircraflhasbeenidenliedandlhalunliIfurlheradvisedaserviceviII
berovidedGCDradarconlaclnmveslofOxfordThisosilionshouIdagreevilhlhe
osilion lhe iIol lhinks lhe aircrafl is al If signicanlIy dierenl lhe iIol musl inform lhe
conlroIIerinlheevenllhallheconlroIIerhasmisidenliedlheaircrafl
RADAR5ERVICE
CnmmcnccmcntAfleridenlicalionlheiIolislobeloIdvhallyeofradarservice
isloberovidedandvhallheob|ecliveisGCDradarconlaclnmveslofComlonradar
conlroIexeclradarveclorsforILSaroachrunvay
Tcrminatinn When an aircrafl reaches lhe Iimil of radar cover lhe edge of a radar
vecloring area or lhe aim of lhe service has been achieved lhe iIol viII be advised lhal lhe
service is lerminaled given osilion informalion and inslruclionsadvice hov lo conlinue
Ior inslance GCD radar service lerminaled resenlIy nm soulh of enson resume ovn
navigalionsuggeslconlinuevilhLondonInformalion
302
Chapter 17 Control of Aircraft
RadarVcctnring. Radar vectoring is the passing of navigation information to a pilot by
aradarconlroIIerloachievelheaircraflyingarequiredlrackThismaybesimIyloavoid
weather or manoeuvre around another aircraft radar contact. Once the aim of the vectoring
has been achieved lhe iIol viII be loId lo Resume ovn navigalion This imIies lhal lhe
radar vectoring has ended. It may be provided to position the aircraft such that a straight in
inslrumenlaroachcanbeachievedInanyevenlradarvecloringisonIycarriedoulinsidea
radar vectoring area (RVA).
Radar Vectoring area
boundary
MSA outside of
RVA
Safety altitude
inside of RVA
VcctnringPrnccdurc. Radar vectoring will not begin until the aircraft radar contact is
determined to be within the RVA. The RVA will be displayed on the radar display in the form
of a video map electronically generated within the radar display software. Because of possible
inaccuracies (slippage) aircraft will not be radar vectored closer to the edge of the RVA than
haIflheaIicabIeradarsearalionslandardornmvhicheverisgrealerNormaIIyradar
vecloringviIIbeginalaxalMSAIlmayhoveverbeginalanylimeaflerlheaircraflhas
beenidenliedonradarandlheaircraflaIliludeisknovnlolheATCOTheRVAcharldisIays
the obstacles in the area together with the elevation of the terrain. The radar controller will pass
magnetic headings to the pilot to steer to make good a desired track over the ground. The pilot
viIIylheheadingandlheconlroIIerviIIad|usllheheadingforlhevindTheaircraflviIInol
be given clearance to descend below the RVA safe altitude (highest obstacle in RVA plus MOC
roundeduunliIeslabIishedonlheILSIocaIisercourseoronlhenaIaroachlrackorlhe
iIol reorls lhal heshe is conlinuing lhe aroach visuaIIy Throughoul lhe rocedure lhe
radarconlroIIermuslbeavareoflheeIevalionoflhelerrainandlheaircraflconguralionlo
avoid spurious GPWS warnings.
|igurc|a!artccicringarca
303
Chapter 17 Control of Aircraft
IL5VcctnringRcquircmcnts. Where the purpose of vectoring is to position the aircraft
alaoinlvhereIocaIisercalureisachievedlhecIosingheadinglolhecenlreIineoflheILS
IocaIiserisIfaraIIeIrunvayoeralionsModesorareinuselheangIeisIimiledlo
The closing heading is to be maintained for a distance of not less than 1nm.
Radar Cnntrn!!cd Apprnach. Radar may be used to provide a precision (PAR) or
nonrecisionSRAaroachloarunvayInbolhcaseslheradarconlroIIerrovidesradar
derivedinformalionlolheiIolloermillheaircrafllobeovnaIongaredenedlrackand
inlhecaseofIARadenedgIidealhIorSRAarecommendedverlicaIroIevirluaIgIide
alhisubIishedIfradarconlaclisIoslforanysignicanleriodduringlheIaslnmofa
radararoachlheiIolviIIbeadvisedlocarryoulamissedaroachrocedure
PAR This is secicaIIy engineered radar equimenl lhal rovides very accurale
(precision) azimuth and glide path information to a dedicated radar controller. Whilst providing
aIARservicelheconlroIIerviIIbeengagedinrovidinglheservicelooneaircraflandviIInol
have any other duty. The pilot will be passed azimuth (right or left turn or heading) information
andeIevaliononaboveorbeIovinformalionloylheaircraflaIonglheredelermined
ighl alh The service viII conlinue unliI lhe aircrafl reaches DH vhich vouId have been
passed by the pilot to ATCO at the beginning of the procedure. At DH the pilot will be informed
that the aircraft is at DH and radar service is terminated. Because the information is passed in
lheformofaconlinuouslaIkdovnlheiIolmuslslayonlheIARaroachfrequencyThe
radar controller is therefore responsible for obtaining a landing clearance from the aerodrome
conlroIIerNormaIIylhisvouIdbedonealnmfromlhelhreshoIdoflheIandingrunvaybul
may be delayed by the aerodrome controller until 2nm. If no clearance has been received at
nmlheiIolviIIaulomalicaIIybeginlhemissedaroachrocedureAlsomelimeduring
lhearoachusuaIIyalnmlheiIolviIIbeaskedloconrmanaIcheckoflheIandinggear
andalamiIilaryaerodromelheaconguralionAlsomeoinlduringlhearoachlhe
ighlcrevviIIcrosschecklheosilionoflheaircraflagainsllheIARinformalionforinslance
usingDMIandradaIlinformalionIARviIInolgeneraIIybefoundalciviIianaerodromes
hoveverlhenevgeneralionofIARequimenlisvideIyinslaIIedalmiIilaryaerodromes
|igurcPA|insia||aiicnai|A|Marnan
304
Chapter 17 Control of Aircraft
5RA. An SRA approach is a non precision procedure using TAR and will therefore
haveadelerminedMDAHTherocedureforSRAissimiIarloIARexcellhalinlhiscase
advisory heighl informalion is assed vilh range informalion ie miIes from louchdovn
you shouId be assing one lhousand ve hundred and fly feel SRA aroaches aIvays
haveanRTRgureslaledThisislherangealvhichlheradarserviceviIIbeaulomalicaIIy
terminated. RTR stands for Radar Termination Range. Typically RTR2 is used indicating that
the radar service will be terminated at 2nm from the threshold of the landing runway. During
lherocedurelheiIolisassedmagnelicheadingsloyandcorreclionsIeflorrighllolhe
exlendedcenlreIineoflheIandingrunvayIflheRTRisdislanceinformalionisassedvilh
advisoryheighlinformalioneverynmIfRTRisaIicabIerangeandheighlinformalionis
assedeverynmAsforIARlheradarconlroIIerviIIberesonsibIeforoblainingaIanding
clearance from the aerodrome controller and passing it to the pilot. The approach plate for the
SRA approach to Gatwick is shown below.
500
500
8
0
0
8
0
0
500
500
500
5
0
0
5
0
0
OCK 115.30
D
ock
10NM
MAY 117.90
D
may
BIG 115.10
D
big
GY 365
gy
EPM 316
epm
522
646
856
965
742
771
509 575
876 823
791
820
564
489
627
666
787
645
502
443
270
090
MAY
D5
LHA 2000
1 MIN
260
080
080
0
8
0
(4
.9
%
)
SDF 4NM
0
8
0
MAPt
SDF
4NM radar range
1295(1100)
8 5 6 7 10NM 9 4 1 THR 3 2
5NM radar range
1895(1700)
0
8
0
982
AD ELEV
202FT
THR ELEV
195FT
TRANSITION ALT
6000
VAR
2W
20
23
22
20
NOTE MAXIMUM IAS for Missed Approach Procedure 250KT.
Gradient 4.9%, 300FT/NM
NM ALT/HGT G/S KT FT/MIN
PROCEDURE
VM(C) OCA (OCH AAL) OCA (OCH)
TOTAL AREA
RATE OF
DESCENT
RADAR ADVISORY HEIGHTS
5.0 1745 (1550) 160 800
4.0 1445 (1250) 140 700
3.0 1145 (950) 120 600
2.0 845 (650) 100 500
80 400
A 845 (650) 802 (600)
B 845 (650) 802 (600)
C 845 (650) 1102 (900)
D 845 (650) 1102 (900)
MAPt ( ) RTR 2NM
Climb straight ahead to 3000, then as
directed.
RADIO FAILURE: In the event of RCF
climb straight ahead to I-GG DME 10
(VOR DME MAY R356 for aircraft unable
to receive DME I-GG), then proceed to
VOR DME MAY not above 3000.
Initial and Intermediate Approach as directed by radar.
(27 Oct 05) AD 2-EGKK-8-5 UK AIP
MSA 25NM ARP
ATIS
136.525
APPROACH
126.825, 118.950, 129.025
TOWER
124.225, 134.225, 121.800(GMC)
EGKK
CAT A,B,C,D
LONDON GATWICK
SRA RTR 2NM RWY 08L
RADAR 126.825 090
1
8
0
3
6
0
270
5110N
5120N 000 30W 000 20W 000 10W 000 10E 000 00
5100N
|igurcSA|apprcacn
305
Chapter 17 Control of Aircraft
AERODROMECONTROL
IntrnductinnTheresonsibiIilyforavoidingcoIIisionsinvoIvingaircraflobslacIes
vehicles and personnel on or in the air in the vicinity of an aerodrome rests with the aerodrome
conlroIIer Al a conlroIIed aerodrome see denilion lhe aerodrome conlroIIer usuaIIy
operates from the visual control room (VCR) situated at the top of the control tower. The VCR
normally allows the aerodrome controller to see all parts of the aerodrome but may also have
electronic aids to assist the controller when visibility is poor or at night. The primary duty of
the aerodrome controller is to control access to the runway in use. The nature of the service
oeredisroceduraIvilhlheiIolleIIinglheaerodromeconlroIIervherelheaircraflisand
the controller basing any instructions or clearances on that information. For departing aircraft
lhe aerodrome conlroIIer viII give a lakeo cIearance vhich viII be defaclo ermission lo
enlerandlakeofromlherunvayOnceairbornelheiIolviIIreorlairbornealvhichlime
another aircraft can be cleared to use the runway.
UscnIthcRunway. The aerodrome controller will normally decide which runway will
beusedforlakeoandIandingoeralionsTherunvayinuseviIIdelerminelhedireclion
forinslrumenlaroachesandlhedireclionforlhevisuaIcircuilNormaIIylhevinddireclion
viIIbelhedecidingfaclorhoveverincaImorIighlvindcondilionsanolherdireclionmaybe
referabIeforATCairsacereslriclionornoiseabalemenlrequiremenlsAlLondonHealhrov
a departing aircraft will be expected to accept a 5kt tail wind and use the noise preferential
runvaysIlisageneraIIyacceledraclicelhalonIyoneaircraflisermiedonlherunvayal
any time.
DcpartingAircraItAircraflvailingforlakeoviIIbeheIdalarunvayhoIdingoinl
on the taxiway at a safe distance from the centreline of the runway. It is normal procedure for
aircrafllobegivenalakeoimmedialecIearanceThisrequireslheiIollolaxilheaircrafl
onlolherunvayandvilhoulsloingIinelheaircraflonlhecenlreIineandlhenaIylhe
necessary over lo commence lhe lake o run A succeeding aircrafl may be ermied lo
enter the runway (given the instruction line up and hold) as soon as the preceding aircraft has
commencedlhelakeorunAsucceedingaircraflviIInolbegivencIearancelolakeounliI
lherecedingaircraflhaseilhercrossedlheuvindlhreshoIdorhascommencedalurnavay
from the runway direction.
ArrivingAircraItWheneslabIishedonnaIaroachanarrivingaircraflviIIbegiven
cIearanceloIandiflherunvayisavaiIabIeIoranarrivinginslrumenlaroachlhecIearance
to land will normally be given at about 4nm from the threshold and certainly no later than 2nm
from the threshold. If the pilot of an arriving instrument approach has not been given a landing
cIearancelhemissedaroachrocedureislobeovncommencingalnmOncelheIanding
runiscomIeleandlheiIolhaslurnedlheaircraflonlolhelaxivayhesheisrequiredlomake
areorllolheaerodromeconlroIIerloconrmlhallheaircraflhasvacaledlherunvayThis
is to be made when all of the aircraft has passed the appropriate holding point.
306
Chapter 17 Control of Aircraft
Runway
vacated
The Runway Vacated report is to be made when the
entire aircraft is beyond the relevant runway-holding
position
LandAItcrC!caranccUndercerlaincondilionsaiIolmaybegivenarovisionaI
cIearance lo Iand afler lhe receding aircrafl This viII be done lo increase lhe uliIisalion
oflherunvayaleaklimessolhalaircraflmayarrivealminuleinlervaIsInlhiscaselhe
pilot of the second aircraft will decide if the preceding aircraft will be clear of the runway at
lhe lime heshe Iands and lhal lhere is sucienl searalion belveen lhe aircrafl lhroughoul
lhe manoeuvre Throughoul lhe Ianding lhe iIol of lhe foIIoving aircrafl musl be abIe lo
seelhereviousaircraflandisresonsibIeformainlainingsearalionInlhiscaselheiIol
of the following aircraft will apply the appropriate visual separation which may be less than
lhe roceduraI searalion The rovision of fasl lurn o Ianes or raid exil laxivays on
aerodromes enhances this option. The necessary conditions are:
OnIyermiedduringdayIighl
The pilot of the second aircraft must be able to see the preceding aircraft
lhroughoullhemanoeuvre
Therunvaymuslbedrybrakingacliongood
The pilot and operator of the aircraft concerned must be aware that the runway
occuancylimeisIimiledloseconds
The ATCO must be able to see the entire length of the landing runway.
F!ight InInrmatinn. As with all other ATSUs the aerodrome controller is responsible
forlherovisionofighlinformalionloaircraflonlheaerodromeorinighlinlhevicinilyof
the aerodrome. Routine information may be passed using ATIS but the aerodrome controller
is responsible for making sure that departing aircraft and arriving aircraft at the initial contact
with tower are aware of any limitations to the radio navigation or visual aids on the aerodrome.
Likewise any work in progress on the aerodrome is to be reported in a timely manner.
InInrmatinntnDcpartingandArrivingAircraIt. The aerodrome controller is required
to ensure that pilots have adequate and accurate aerodrome information prior to using the
aerodrome. Where wind information is passed the direction is to be in degrees magnetic so that
the pilot can relate this directly to the aircraft compass.
|igurc|unuaqtacaic!rcpcri
307
Chapter 17 Control of Aircraft
PrinrtnTaxi Before taxiing a pilot is to be told:
x Whalrunvayisinuse
x Thesurfacevinddireclionandseed
x TheaerodromeQNH
x The air temperature for the runway to be used (for turbine engine
aircraflonIy
x ThevisibiIilyinlhedireclionoflakeoorlheRVR
x The correct time.
PrinrtnTakcOThefoIIovingisassedloaiIolriorlolakeo
x AnysignicanlchangesinvindcondilionsairlemeralurevisibiIily
or RVR
x Signicanl meleoroIogicaI condilions in lhe lake o and cIimb oul
areas (unless the pilot has already been informed)
Prinr tn Entcring thc Trac Pacrn efore enlering lhe lrac aern or
commencinganaroachloIandaiIolisloberovidedvilhlhefoIIoving
information:
x Therunvaylobeused
x Thesurfacevinddireclionandseed
x TheaerodromeQNH
A!crting 5crvicc. The aerodrome controller is responsible for the activation of the
aerodromecrashrescueandreghlingservicevhenrequiredIfnecessaryaIIvisuaIcircuil
lraccanbesusendedbylheaerodromeconlroIIerforlheduralionofanemergencysilualion
The aerodrome controller may suspend the visual circuit on the instructions of the Area Control
Centre if an aircraft in an emergency is likely to land at the aerodrome. If an aircraft which
has been cleared to land fails to do so within 5 minutes after the landing clearance has been
issuedorfaiIsloconlacllheaerodromeconlroIIeraflerhavingbeenlransferredlheaerodrome
controller will report the fact immediately to the ACC or the FIC and the Alert Phase will be
declared immediately.
APPROACHCONTROL5ERVICE
Estab!ishmcnt Aroach conlroI rovides ATC lo lrac dearling from and
arrivingalaerodromesWhereIIRlracisdearlinglo|oinairvayslhearoachconlroIIer
is the link between the aerodrome departure procedures and the airways joining procedures
andviceversaforarrivinglracIlusuaInovadaysforradarlobeusedinaroachconlroI
aIlhoughroceduraIaroachconlroIexislsasherealOxfordforlheVDIandND
aroachroceduresWhereanaerodromeisinaCTRaroachconlroIismandaloryand
lhe conlroIIer may be knovn as lhe zone conlroIIer The aroach oce aroach conlroI
room) may be at another aerodrome if there is more than one aerodrome in the CTR. Where
an aerodrome is oulside of a CTR aroach conlroI vhere eslabIished as here al Oxford
is advisory Where rocedures are eslabIished for inslrumenl aroaches lhe aroach
controller may delegate radar vectoring (and monitoring of self positioning) to a radar director.
Al aerodromes in CTRs vhere lhe mel condilions are IMC or lhe crileria for VMC lakeo
cannol be mel lhe aroach conlroIIer viII be resonsibIe giving cIearance for lakeos Il
will also be the approach controllers responsibility for obtaining clearance to land from the
aerodromeconlroIIerforIIRighlscarryingoulIovvisibiIilyinslrumenlaroaches
308
Chapter 17 Control of Aircraft
Dcparting AircraIt When lhe conlroI of lrac is based on an air lrac conlroI
cIearanceslhecIearanceislosecify
Direclionoflakeoandlurnaflerlakeo
Tracklobemadegoodbeforeroceedingondesiredheading
LeveIlomainlainbeforeconlinuingcIimbloassignedcruisingIeveI
TimeoinlandorralealvhichIeveIchangeshaIIbemade
Any other necessary manoeuvre consistent with the safe operation of the
aircraft.
Takc n dircctinn Dearling aircrafl may be exediled by suggesling a lake o
direction which is not into the wind. It is the responsibility of the pilot-in-command of an
aircrafllodecidebelveenmakingsuchalakeoandvailingfornormaIlakeoinareferred
direction.
Dc!aysInorderloavoidexcessivehoIdingallhedeslinalionaircraflmaybeheId
al lhe dearlure aerodrome rior lo lake o ATC is required lo advise oeralors or lheir
nominated representative) of substantial delays and in any case where the delay is expected to
exceed 30 minutes.
InInrmatinn Inr dcparting aircraIt. The following information is to be passed to
departing aircraft by the approach controller:
Mctcnrn!ngica! inInrmatinn Informalion regarding signicanl changes in
lhe meleoroIogicaI condilions in lhe lakeo or cIimboul area oblained by
lheunilrovidingaroachconlroIserviceislobelransmiedlodearling
aircrafl vilhoul deIay excel vhen il is knovn lhal lhe aircrafl aIready has
received lhe informalion Signicanl changes in lhis conlexl incIude lhose
reIalinglosurfacevinddireclionorseedvisibiIilyrunvayvisuaIrangeorair
lemeralureforlurbineenginedaircraflandlheoccurrenceoflhunderslorm
orcumuIonimbusmoderaleorseverelurbuIencevindshearhaiImoderale
or severe icing severe squaII Iine freezing reciilalion severe mounlain
vavessandslormduslslormbIovingsnovlornadoorvalersoul
Visua!nrnnnvisua!aids. Information regarding changes in the operational
slalus of visuaI or nonvisuaI aids essenliaI for lakeo and cIimb shaII be
lransmiedvilhouldeIayloadearlingaircraflexcelvhenilisknovnlhal
the aircraft already has received the information.
Esscntia! trac inInrmatinn Informalion regarding essenliaI IocaI lrac
knovn lo lhe conlroIIer shaII be lransmied lo dearling aircrafl vilhoul
delay.
Arriving AircraIt Arriving aircraft (aircraft being handed over to approach from
areaairvaysmayberequiredloreorlvhenIeavingorassingareorlingoinlorvhen
slarlingrocedurelurnorbaselurnorlorovideolherinformalionrequiredbylheconlroIIer
to expedite departing aircraft.
Initia!apprnachc!caranccAnIIRighlviIInolbecIearedforaniniliaIaroach
below the appropriate minimum altitude unless:
The iIol has reorled assing an aroriale oinl dened by a radio
navigalionaidor
TheiIolreorlslhallheaerodromeisandcanbemainlainedinsighlor
309
Chapter 17 Control of Aircraft
TheaircraflisconduclingavisuaIaroachor
The aircrafts position has been positively determined by radar.
Visua!ApprnachVisuaIaroachisdenedasanaroachbyanIIRighlvhen
either part or all of an instrument approach procedure is not completed and the approach
isexeculedvilhvisuaIreferencelolerrainAnIIRighlmaybecIearedloexeculeavisuaI
approach provided that the pilot can maintain visual reference to the terrain and the reported
ceiIingisalorabovelhearovediniliaIaroachIeveIforlheaircraflsocIearedorlheiIol
reports at the initial approach level or at any time during the instrument approach procedure
that the meteorological conditions are such that with reasonable assurance a visual approach
and landing can be completed.
5cparatinn. Separation shall be provided between an aircraft cleared to execute a visual
aroach and olher arriving and dearling aircrafl Ior successive visuaI aroaches radar
or non-radar separation shall be maintained until the pilot of a succeeding aircraft reports
having the preceding aircraft in sight. The aircraft shall be instructed to follow and maintain
separation from the preceding aircraft. TransferofcommunicalionsshouIdbeeecledalsuch
a point or time that clearance to land or alternative instructions can be issued to the aircraft in
a timely manner.
InstrumcntApprnachInstrument approaches are carried out under the supervision
of the approach controller. Where radar vectoring and monitoring of approaches is carried
oulconlroImaybedeIegaledloaradardireclororradarnaIconlroIIer
5pccd cnntrn! The method of maintaining separation during sequenced
inslrumenl aroaches using radar is by asking lhe aircrafl concerned lo y
alseciedaseedIlisusuaIforanaircraflloslarlaninslrumenlaroach
(from the IAF) at 210kts (IAS).
IorexamIeacIearancemighlbeSeedbirdIeaveOckhamheading
speed 210kts. This is a speed that most commercial operations aircraft can
achieve without having to use drag or lift enhancing devices. If necessary
the speed of a subsequent aircraft will be reduced to maintain the necessary
limedislanceinlervaIbelveenlheaircraflSeedad|uslmenlsviIIbemadein
intervals of no more than 20kts and required speeds will always be in multiples
of ie Seedbird mainlain kls During lhe Iaer slages of an
aroach lhe iIol viII need lo reduce lhe seed lo Val so no furlher seed
control will be applied after the aircraft has passed 4nm from touchdown.
UnIami!iar prnccdurcs. If a pilot-in-command reports (or if it is clearly
apparent to the ATC unit) that he or she is not familiar with an instrument
aroach rocedure lhe iniliaI aroach IeveI lhe oinl in minules from
lhearorialereorlingoinlalvhichrocedurelurnviIIbeslarledlhe
IeveIalvhichlherocedurelurnshaIIbecarriedoulandlhenaIaroach
lrackshaIIbeseciedexcellhalonIylheIaslmenlionedneedbesecied
if the aircraft is to be cleared for a straight in approach. The missed approach
rocedureshaIIbeseciedvhendeemednecessary
Visua!rcIcrcncctntcrrain. If visual reference to terrain is established before
comIelionoflhearoachrocedurelheenlireroceduremuslneverlheIess
be executed unless the aircraft requests and is cleared for a visual approach.
Choice of procedure A arlicuIar aroach rocedure may be secied lo
exedilelracTheomissionofaseciedaroachrocedureviIIindicale
that any authorised approach may be used at the discretion of the pilot.
310
Chapter 17 Control of Aircraft
Hn!ding. Where holding is required as part of an arrival procedure leading to an
inslrumenlaroachlhearoachconlroIIerviIIconlroIlhehoIdingrocedureslackConlroI
maybedeIegaledloaradarconlroIIerdireclorHoIdingandhoIdingaernenlryshaIIbe
accomplished in accordance with procedures established by the appropriate ATS authority and
published in Aeronautical Information Publications. If entry and holding procedures have not
beenubIishedoriflherocedurearenolknovnlolheiIolincommandofanaircrafllhe
arorialeairlracconlroIunilshaIIdescribelherocedureslobefoIIoved
Holding point. Aircraft shall be held at a designated holding point. The required
minimum verlicaI IaleraI or IongiludinaI searalion from olher aircrafl
accordinglolhesysleminuseallhalhoIdingoinlshaIIberovided
5cparatinn When aircrafl are being heId in ighl lhe aroriale verlicaI
separation minima shall continue to be provided between holding aircraft and
enroule aircrafl vhiIe such enroule aircrafl are vilhin ve minules ying
limeoflhehoIdingareaunIessIaleraIsearalionexisls
Holding levels. Levels at holding points shall be assigned in a manner that will
faciIilalecIearingeachaircraflloaroachinilsroerriorilyNormaIIylhe
rslaircraflloarriveoverahoIdingoinlshouIdbeallheIoveslIeveIvilh
foIIovingaircraflalsuccessiveIyhigherIeveIsHoveveraircraflarlicuIarIy
sensilive lo high fueI consumlion al Iov IeveIs such as suersonic aircrafl
shouIdbeermiedlohoIdalhigherIeveIslhanlheirorderinlhearoach
sequence vhenever lhe avaiIabiIily of discrele descenl alhs andor radar
makes il ossibIe subsequenlIy lo cIear lhe aircrafl for descenl lhrough lhe
levels occupied by other aircraft.
A!tcrnatc prnccdurcs. If a pilot-in-command of an aircraft advises of an
inability to comply with the approach control holding or communication
rocedures lhe aIlernalive rocedures requesled by lhe iIol in command
shouIdbearovedifknovnlraccondilionsermil
5tackingApprnach5cqucnccWheneveraroachesareinrogresslhefoIIoving
procedures (stacking) are applied:
Prinrity. The approach sequence (the stack) is established to permit the arrival
of the maximum number of aircraft with the least average delay. Special
priority may be given to:
x An aircraft which anticipates being compelled to land because of
faclorsaeclinglhesafeoeralionoflheaircraflenginefaiIurefueI
shorlageelc
x Hospital aircraft or aircraft carrying any sick or seriously injured
ersonrequiringurgenlmedicaIaenlion
Prnccdura! scqucncc. Except where timed approaches are in progress (see
aragrahsucceedingaircraflviIIbecIearedforaroachloslarllhe
procedure - leave the stack) when the preceding aircraft:
x Has reported that it is able to complete its approach without
encounleringIMCor
x Is in communication with and has been sighted by the aerodrome
conlroIIerandreasonabIeassuranceexislslhalanormaIIandingcan
be made.
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Chapter 17 Control of Aircraft
Holding. ATC will approve a request to hold for weather improvement (or
for other reasons). If other aircraft holding decide to make an approach and
radar is avaiIabIe a iIol deciding lo remain hoIding viII be veclored lo an
ad|acenl x lo conlinue hoIding AIlernaliveIy heshe may be veclored or
given a procedural clearance) to place the aircraft at the top of the stack so that
olheraircraflmaybeermiedlocarryoullherocedureandIand
Credit time. Where an aircraft has been authorised to absorb delay time whilst
enroule by reduced cruising seed or enroule hoIding lhe lime deIayed
should be credited in any stacking.
Timcd Apprnachcs. Timed approaches allow subsequent aircraft to commence
aroachesmorefrequenlIylhanasseciedinaragrahInlhiscaseanaircrafl
vouId be cIeared lo dearl lhe x of lhe slack a eriod of lime afler lhe receding
aircraft. The procedure must be authorised by the authority and the following
complied with:
A suitable point on the approach path (capable of being determined by the
iIolVORradiaIDMIrangeislobeseciedasacheckoinlforlimingof
successivearoaches
Aircraflarelobegivealimealvhichloasslheseciedoinlinboundlhe
purpose of which is to achieve the desired interval between successive landings
on the runway while respecting the applicable separation minima at all times
including runway occupancy period). The time determined is to be passed to
lheiIolloaIIovsucienllimeforhimherloarrangelheighllocomIy
ExpcctcdapprnachtimcEATAn expected approach time shall be determined for
anarrivingaircrafllhalviIIbesub|ecledloslackingandshaIIbelransmiedlolhe
aircraflassoonasraclicabIeandreferabIynolIalerlhanallhecommencemenlof
its initial descent from cruising level. In the case of aircraft particularly sensitive to
high fueI consumlion al Iov IeveIs an execled aroach lime shouId vhenever
ossibIe be lransmied lo lhe aircrafl earIy enough before ils inlended descenl
time to enable the pilot to chose the method if absorbing the delay and to request a
changeinlheighlIaniflhechoiceisloreduceseedenrouleArevisedexecled
aroach lime shaII be lransmied lo lhe aircrafl vilhoul deIay vhenever il diers
fromlhalreviousIylransmiedbyminulesormoreorsuchIessoreriodoflime
as has been established by the appropriate ATS authority or agreed between the ATS
unilsconcernedAnexecledaroachlimeshaIIbelransmiedlolheaircraflbylhe
most expeditious means whenever it is anticipated that the aircraft will be required
to hold for thirty minutes or more. The holding point to which an expected approach
lime reIales shaII be idenlied logelher vilh lhe execled aroach lime vhenever
circumstances are such that this would not otherwise be evident to the pilot.
InInrmatinnInrarrivingaircraIt. The following information is to be passed to aircraft
during the approach phase:
Whcn cstab!ishcd. As early as practicable after an aircraft has established
communicalion vilh lhe aroach conlroIIer lhe foIIoving informalion in
lheorderIisledshaIIbelransmiedlolheaircraflexcelvhereilisknovn
the aircraft has already received it:
x Runvayinuse
x MeleoroIogicaIinformalion
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Chapter 17 Control of Aircraft
Note Tnc nciccrc|cgica| injcrnaiicn is i!cniica| ic inai rcquirc! in AT|S |rca!casis jcr aircraji
arritingan!isic|ccxiracic!jrcnnciccrc|cgica|rcpcris!isscninaic!|cca||qaiincacrc!rcnc
x Currenl runvay surface condilions in case of reciilanls or olher
lemoraryhazards
x Changes in the operational status of visual and non-visual aids
essential for approach and landing.
Cnmmcncing na! apprnach Al lhe commencemenl of naI aroach lhe
foIIovinginformalionshaIIbelransmiedlolheaircrafl
x Signicanlchangesinlhemeansurfacevinddireclionandseed
Note:Signicanicnangcsarc!ciai|c!inAnncxMci|jincccnirc||crnasacccss
icuin!ccnpcncniia||csincjc||cuingarcccnsi!crc!ic|csignicani
x Mean head-wind component 10 kt
x Mean tail-wind component 2 kt
x Mean cross-wind component 5 kt
x TheIaleslinformalionifanyonvindshearandorlurbuIenceinlhe
naIaroacharea
x The current visibility representative of the direction of approach and
IandingorvhenrovidedlhecurrenlrunvayvisuaIrangevaIues
and lhe lrend if raclicabIe suIemenled by sIanl visuaI range
vaIuesifrovided
During na! apprnach The foIIoving informalion shaII be lransmied
vilhouldeIay
x The sudden occurrence of hazards (for example: unauthorisedlrac
on the runway)
x Signicanlvarialionsinlhecurrenlsurfacevindexressedinlerms
ofminimumandmaximumvaIues
x Signicanlchangesinrunvaysurfacecondilions
x Changes in the operational status of required visual or non-visual
aids
ChangesinobservedRVRvaIuesinaccordancevilhlhereorledscaIein
useorchangesinlhevisibiIilyreresenlaliveoflhedireclionofaroachand
landing.
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Chapter 17 Control of Aircraft
AIRTRAFFICADVI5ORY5ERVICE
Estab!ishmcntandOb|cctivc The AirTracAdvisoryServiceisdenedasaservice
provided within advisory airspace (class F) to ensure separation between aircraft operating
on IIR ighl Ians In raclice lhis service is eslabIished in resonse lo a requesl vhere lhe
eslabIishmenlofafuIIATCservicehasnolbeendelerminedInolhervordsilisalemorary
arrangement pending a decision on whether or not a full ATC service is required. The objective
islomakeinformaliononcoIIisionhazardsmoreeeclivelhanilvouIdbeinlherovisionofa
ighlinformalionserviceonIyIlisrovidedloIIRighlsinadvisoryairsaceoronadvisory
routes.
OpcratinnTheAirTracAdvisoryServicedoesnolaordlhedegreeofsafelyand
does not assume the same responsibilities as a full ATC service. To this end clearances are not
issuedandonIyadviceorsuggeslionsareoeredbylheATCOsAnIIRighleIeclinglouselhe
serviceisexecledlocomIyvilhlhesameroceduresasvouIdbeinforceinCASexcellhal
IILchangesarenolsub|ecllocIearanceAIIIIRighlsyingincIassIairsacearerequiredlo
IeIILsTraceIeclinglouselheadvisoryserviceviIIreceiveanacknovIedgemenloflhe
submissionoflheIILonIyIIRighlscrossinganadvisoryroulearerequiredlodosoalrighl
angles to the route direction at a level appropriate to the semi circular rule.
AIRCRAFTEMERGENCIE5
UscnI55R Use of the reserved SSR codes is the most expeditious means of indicating
asilualionvhereanaircraflrequiresassislanceCIearIylheaircraflmuslbeyinginanarea
vhere radar is used forATC and in lhis may be a faclor of aIlilude Iven oulside of radar
control areas there are military facilities and mobile units that can interrogate and receive SSR
information which can assist the alerting service to provide the necessary assistance. The
reserved codes are:
Mode A code 7700 Emergency
Mode A code 7600 Radio failure
Mode A code 7500 Unlawful Interference
Additionally:
Mode A code 7000 Conspicuity code for an aircraft operating
in an area where a radar service is available
but the aircraft is not in receipt of the service
(commonly referred to as VFR conspicuity)
Mode A code 2000 An aircraft is operating in an area where a
radar service is not available but will be
entering an area where a radar service is
available and will be requesting that service
lhisisusedforeaslboundNATlraceaslof
WlhalinlendenleringlheScoishUIR
AircraItA!rcadyIdcnticd. If a pilot is already in receipt of a radar service and has
beenidenliedbylheuseofadiscreleSSRcodeseIeclionofareservedcodeloindicaleaslale
of emergency may delay the application of the assistance. In this case the allocated Mode A
code should be retained.
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Chapter 17 Control of Aircraft
Emergency DescentIfanaircraflsuersapressurisationfaiIurealaIliludelheruIes
require the aircraft to be descended to an altitude where oxygen in the air supports life. In the
evenlATCviIIbroadcaslavarningloaircraflinlhevicinilyofadescendingaircraflTheiIol
oflhedescendingaircraflshouIdaemllobroadcasllheaircraflaIliludealinlervaIsloassisl
other aircraft to avoid a collision.
Fuc!JcisnnIncerlaincircumslancesilmaybenecessaryloreducelhemassoflhe
aircraft to maximum landing mass as soon as possible by dumping as much fuel as is required.
AIIaircraflvhichhaveamaximumlakeomassgrealerlhanlhemaximumIandingmassare
required lo have fueI |eisonsyslemIf lheaircraflisying in CASbeforecommencingfueI
|eisonlheconlroIIingATCUislobeinformedTherouleovervhichlhefueIislobe|eisoned
shouIdbecIearoflovnsreferabIyovervalerandcIearofareasvherelhunderslormaclivily
hasbeenreorledorisexecledTheIeveIalvhichlhe|eisonlakesIaceislobenolIover
than 6000ft. This will allow the fuel in aerosol form to evaporate before reaching the ground.
The ATCU is to be advised of the duration of the
315
Chapter 17 Control of Aircraft
316
Chapter 17
Control of Aircraft
QUE5TION5
InvhalcIassofairsaceisanadvisoryservicerovidedforarlicialingIIRlracandaIIS
foraIIolherlrac
a. C
b. D
c. C
d. F
2. List the services that must be provided in a FIR:
a. FIS only.
b IISadvisoryATCATC
c IISaerodromeconlroI
d IISaIerlingservice
3. An aircraft has been cleared to land and fails to do so within 5 minutes of the ETA of landing
and communications have not been re-established with the aircraft. What phase of the Alerting
Service will be declared?
a. DETRESFA.
b INCIRIA
c. ALERFA.
d. EMERGFA.
WhenmuslQNHbeassedloanaircraflriorlolakeo
a. In the taxi clearance.
b. On engine start-up request.
c OnrslconlaclvilhATC
d }uslriorlolakeo
ThenecessarysearalionminimaforconlroIIedlracinlhevicinilyofanaerodromemaybe
reduced when:
a. the commander of the aircraft requests reduced separation.
b. the aerodrome controller has the involved aircraft in sight.
c. the commander in the following aircraft has the preceding aircraft in sight and is abl e
to maintain own separation.
d. directed by the aerodrome controller.
AlcommencemenlofnaIaroachiflhearoachconlroIIerhasvindcomonenlinformalion
what change in cross wind component change would be passed to the pilot?
a. 10 kts.
b. 8 kts.
c. 3 kts.
d. 5 kts.
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Chapter 17 Control of Aircraft
Ior dearlure minule searalion can be aIied if lhe aircrafl y on diverging lracks
immedialeIyaflerlakeoalIeasl
a. 45.
b. 15.
c. 30.
d. 2.
DuringanaroachvhencannormaIsearalionbereduced
a. When the controller has both aircraft in sight.
b. When the following aircraft has the preceding in sight and can maintain it.
c. When both pilots request it.
d. When both aircraft are under radar control.
IoraraIIeIrunvayoeralionslhemissedaroachlracksmusldivergeby
a. 15.
b. 30.
c. 45.
d. 20.
WhenlheairlracconlroIIerhasvindinformalionascomonenlsallheslarlofnaIaroach
signicanlchangesinlheaveragesurfacevinddireclionandseedmuslbegivenlolheiIol
ThesignicanlchangeoflheaveragelaiIvindis
a. 5 kts.
b. 2 kts.
c. 4 kts.
d. 3 kts.
AccordingloinlernalionaIagreemenlslhevinddireclionindegreesmagnelicconverledvilh
local magnetic variation from the true wind direction must be passed to the pilot of an aircraft:
a beforeenleringlhelracaernorcommencinganaroachloIandingandriorlo
laxiingforlakeo
b inanlicialionoflheuervindforareasNorlhofNandSoulhofS
c vhenanaircraflisrequesledbylhemeleoroIogicaIoceoronseciedoinlslogive
a AIREP.
d. when the local variation is greater than 10 East or West.
12. What is the closest to touchdown that a radar controller can request a change of speed to an
aircraflonnaIaroach
a. 5nm.
b. 3nm.
c. 2nm.
d. 4nm.
WhaldenesaconlroIIedaerodrome
a. It must be located within a CTR.
b. It must have a control tower giving an ATC service.
c. It must have a control tower and be in a CTR.
d. It must be in controlled airspace.
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Chapter 17
Control of Aircraft
14. What is the primary use for Radar in ATC?
a. Separation.
b. Helping when aircraft communications have failed.
c. To assist pilots with technical problems.
d. To assist pilots of aircraft that are lost.
15. When must the SSR transponder be operated?
a. Always.
b. At all times unless otherwise instructed by ATC.
c. At the pilots discretion regardless of ATC instructions.
d ModeAaIvaysModeCaliIolsdiscrelion
16. What is the minimum distance from threshold that a controller must have issued clearance to
Iandbyforanonrecisionaroach
a. 5 nm.
b. 2 nm.
c. 3 nm.
d. 10 nm.
17. The maximum speed change that may be required during a radar approach is:
a. 40 kts.
b. 5 kts.
c. 10 kts.
d. 20 kts.
Whal is lhe dislance on naI aroach vilhin vhich lhe conlroIIer shouId suggesl lhal lhe
aircraflexeculesamissedaroachiflheaircrafleilherisIoslfromlheradarforasignicanl
limeorlheidenlilyoflheaircraflisindoubl
a. 1 nm.
b. 2 nms.
c. 3 nms.
d. 4 nms.
19. What is the closest point to the threshold that a radar controller may request a speed change?
a. 1 nm.
b. 2 nms.
c. 3 nms.
d. 4 nms.
An aircrafl in receil of a radar service is loId lo resume ovn navigalion Whal does lhis
mean?
a. The pilot is responsible for own navigation.
b. Radar vectoring is terminated.
c. The pilot should contact next ATC unit.
d. The pilot should contact the current ATC unit.
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Chapter 17 Control of Aircraft
21. What is standard radar separation?
a. 5nm.
b. 3nm.
c. 10nm.
d. 2.5nm.
22. By how much will a radar controller turn an aircraft to identify that aircraft on the radar?
a. 45.
b. 15.
c. 30 or more.
d. a minimum of 25.
23. What is the acceptable tolerance for Mode C altitude indication (not in RVSM airspace)?
a. 100 ft.
b. 150 ft.
c. 300 ft.
d. 200 ft.
WhenmaylheiIoloeralelheIDINTsvilchonlhelransonder
a. Only in controlled airspace.
b. When instructed by ATC.
c. Only in uncontrolled airspace.
d. Only when under radar control.
IfyouaregivenaninslruclionbyATClosleerheadingislheheading
a. degrees true and must be corrected for wind.
b. degrees magnetic and must be corrected for wind.
c. degrees true no correction to be applied.
d. degrees magnetic no correction to be applied.
26. When would you squawk SSR mode C?
a. Only when directed by ATC.
b. Always.
c. Always in controlled airspace.
d. Only in controlled airspace.
IfradarconlaclisIoslduringanaroachalvhalrangefromlouchdovnvouIdATCordera
missedaroachlobeovn
a. 1 nm.
b. 2 nm.
c. 3 nm.
d. 4 nm.
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Chapter 17
Control of Aircraft
When is an aircrafl considered lo have Iefl lhe aIIocaled ighl IeveI in lhe descenl vhen
referencing altitude to Mode C?
a. Once it has descended through 100 ft.
b. Once it has descended through 200 ft.
c. Once it has descended through 300 ft.
d. Once it has descended through 500 ft.
IfyouareinlerceledbyamiIilaryaircraflvhaldoyouselonlheSSRlransonder
a AC
b AC
c AC
d AC
Aerodromelracisconsideredlobe
a aircraflonlhemovemenlareaandyinginlhevicinily
b aircraflonlhemanoeuvringareaandyinginlhevicinily
c. aircraft on the movement area only.
d. aircraft on the manoeuvring area only.
The crilerion lhal delermines lhe secic IeveI occuied by an aircrafl based on Mode C
informalionexcelvherelhearorialeATCaulhorilyseciesaIessercrilerionis
a fl
b fl
c fl
d fl
If aroved by lhe aulhorily vilhin nm of lhe radar lransmier radar searalion can be
reduced to:
a. 5 nms.
b. 4.5 nms.
c. 4 nms.
d. 3 nms.
33. How close to the boundary of a radar vectoring area can an aircraft be vectored?
a. 2nm.
b. 2.5nm.
c. 5nm.
d. 3nm.
34. A radar controller can request an aircraft to change speed when it is on the intermediate and
naIaroachhaseexcelincerlaincondilionsseciedbylheroerATSaulhorilyThe
speed change must not be more than:
a. 15 kts.
b. 8 kts.
c. 10 kts.
d. 20 kts.
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Chapter 17 Control of Aircraft
WhaldoeslheATClermradarconlaclmean
a The aircrafl is idenlied and viII receive searalion from aII aircrafl vhiIe you are
communicating with this radar facility.
b. ATC is receiving your transponder and will provide you with vectors and advice
concerninglracunliIyouarenoliedlhalconlaclisIosl
c Your aircrafl is seen and idenlied on lhe radar disIay and unliI furlher advised a
service will be provided.
d YouviIIreceiveradaradvisoryconcerninglracunliIyouarenoliedlhallheconlacl
is lost or radar service is terminated.
TheIandaflerroceduremayonIybeaIiedduring
a. daylight hours only.
b. night or day.
c. VMC.
d. IMC.
AnaircraflmakingaradararoachmuslbeloIdlomakeamissedaroachvhennoIanding
cIearance has been received from lhe nonradar lrac conlroIIer vhen lhe aircrafl is al a
distance of:
a. 5 nms from the touchdown.
b. 1.5 nms from the touchdown.
c. 4 nms from the touchdown.
d. 2 nms from the touchdown.
38. A radar controller cannot ask a pilot to change speed if the aircraft is within:
a nmsfromlhelhreshoIdonnaIaroach
b nmsfromlhelhreshoIdonnaIaroach
c nmsfromlhelhreshoIdonnaIaroach
d nmsfromlhelhreshoIdonnaIaroach
39. When an aircrafts SSR transponder appears to be unserviceable prior to departure and repair is
not possible:
a lheiIolmuslindicalelhefaiIureinlheghlIanaflervhichATCviIIarovelhe
operation of the aircraft without SSR.
b ifrequiredbyATCdearlurelolheneareslsuilabIeairorlvherereaircanbeeecled
will be approved.
c lheiIolviIInolbeaIIovedlocommencelheighl
d lheighlcanonIyconlinueinlhemosldireclmanner
UsingSSRamelhodbyvhicharadarconlroIIermayidenlifyanaircraflisloasklheiIollo
a selasecicSSRCode
b svilchfromoloon
c svilchloo
d svilchloon
322
Chapter 17
Control of Aircraft
AN5WER5
Queslion Answer Reference Queslion Answer Reference
1. D 17.41 21. A 17.7
2. D 15.25 22. C 17.8
3. C 15.38 23. C 13.6
4. A 17.24 24. B 13.4
5. C 17.22 25. D 17.13
6. D 17.40 26. B 13.6
7. A 16.45 27. B 17.15
8. B 17.22 28. C 13.13
9. B 12.13 29. D 6.48
10. B 17.40 30. B Denilions
11. A 17.24 31. A 13.13
12. D 17.35 32. D 16.33
13. B Chap 1 33. B 17.13
14. A 17.5 34. D 13.35
15. B 13.2 35. A 17.9
16. B 17.21 36. A 17.22
17. D 17.35 37. D 17.15
18. B 17.15 38. A 17.35
19. D 17.35 39. B 13.7
20. B 17.12 40. A 17.8
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Chapter 18 Aerodrome Information Service (AIS)
CHAPTEREIGHTEEN
AERONAUTICALINFORMATION5ERVICEAI5
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
GINIRAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
THIINTIGRATIDAIRONAUTICALINIORMATIONIACKAGI . . . . . . . . . . 326
THIAIRONAUTICALINIORMATIONIULICATIONAII . . . . . . . . . . . . . 326
NOTICISTOAIRMINNOTAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
SNOWTAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
ASHTAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
AIRONAUTICALINIORMATIONCIRCULARSAICs. . . . . . . . . . . . . . . . . 333
IRIILIGHTANDIOSTILIGHTINIORMATION . . . . . . . . . . . . . . . . . . . 334
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
324
Chapter 18 Aerodrome Information Service (AIS)
325
Chapter 18 Aerodrome Information Service (AIS)
INTRODUCTION
Ob|cctivcs nI thc AI5 The safely reguIarily and eciency of inlernalionaI air
navigalionreIyonanorganizedandecienlovofinformalionIiIolsandOeralorsmusl
haveinformalionconcerninglheavaiIabiIilyofaerodromesnavigalionfaciIiliesandATSroules
loenabIeascheduIedighllolakeIaceAirTracConlroIIersrequirelhesameinformalion
bulaIsoneedinformalionfromiIolsloensuresafelyTherovisionoflhisinformalionils
handling and dissemination (publication) is the responsibility of the Aeronautical Information
ServiceoflheslaleWhiIslilhasaIvaysbeennecessaryforsuchinformalionlobeavaiIabIe
lhe roIe and imorlance of aeronaulicaI informaliondala has changed signicanlIy vilh lhe
imIemenlalion of area navigalion RNAV required navigalion erformance RNI and
airbornecomulerbasednavigalionsyslemsCorrulorerroneousaeronaulicaIinformalion
dalacanolenliaIIyaecllhesafelyofairnavigalionTheinlroduclionofrecisionRNAV
aroachsyslemsusingGLSGISbasedIandingsyslemsisanolherexamIeoflheneedfor
precise information being available at all times to ensure the success of the system.
AnncxThe ICAO document concerning the Standards and Recommended Practices
for the provision of the AIS and which contains the material relevant to the learning objectives
is Annex 15 to the Convention on Civil Aviation.
GENERAL
FunctinnsEach Contracting State is required to provide an aeronautical information
serviceoragreevilhoneormoreolherConlraclingSlalesforlherovisionofa|oinlservice
ordeIegalelheaulhorilyforlheserviceloanongovernmenlaIagencyrovidedlheSlandards
and Recommended Practices of Annex 15 are adequately met.
Rcspnnsibi!itics. The State concerned shall remain responsible for the information
published. Aeronautical information published for and on behalf of a State shall clearly
indicate that it is published under the authority of that state. Each Contracting State shall take
aIInecessarymeasuresloensurelhalaeronaulicaIinformaliondalailrovidesreIalingloils
ovnlerriloryasveIIasareasinvhichlheSlaleisresonsibIeforairlracservicesoulsideils
lerriloryisadequaleofrequiredquaIilyandlimeIyThisshaIIincIudearrangemenlsforlhe
timely provision of required information to the aeronautical information service by each of the
State services associated with aircraft operations.
Avai!abi!ityGeneraIIylheAISviIIbeavaiIabIeonahouradaybasisWhere
hourserviceisnolrovidedserviceshaIIbeavaiIabIeduringlhevhoIeeriodanaircraflisin
ighlinlheareaofresonsibiIilyofanAISIusaeriodofalIeasllvohoursbeforeandafler
such period. The service shall also be available at such other time as may be requested by an
appropriate ground organisation.
5nurccs nI inInrmatinn AnAIS is aIso required lo rovide a reighl informalion
serviceasveIIasinighlinformalionfromlheaeronaulicaIinformalionservicesofolherSlales
and from other sources that may be available.
RcquircmcntsnIthcscrvicc. Aeronautical information distributed by the AIS is to
beveriedbyandaribulabIelolheSlaleofOriginIflhisisnolossibIevhendislribuledlhe
informalionmuslbecIearIyidenliedassuchTheAISislomakeavaiIabIeanyinformalion
necessaryforlhesafelyreguIarilyoreciencyofairnavigalionloanyolherSlalelhalrequires
the information. The information provided is to be in a form suitable for the operational
requiremenls of ighl oeralions ersonneI incIuding ighl crevs ighl Ianning and ighl
simuIalorandlheATSUresonsibIeforlheIISvilhinaIIRandlheservicesresonsibIefor
reighlinformalion
326
Chapter 18 Aerodrome Information Service (AIS)
Pub!icatinnTheAISisloreceiveandororiginalecoIIaleorassembIeedilformal
ubIishsloreanddislribuleaeronaulicaIinformaliondalaconcerninglheenlirelerriloryoflhe
State as well as areas in which the State is responsible for ATS outside its territory. Aeronautical
information is published in the form of an Integrated Aeronautical Information Package
(IAIP).
Wnr!dGcndctic5ystcmWG5Since}anuaryubIishedgeograhicaI
co-ordinates indicating latitude and longitude used in aviation have been expressed in terms
of lhe WorId Geodelic Syslem WGS Since November in addilion lo lhe
eIevalion referenced lo mean sea IeveI for lhe secic surveyed ground osilions geoid
undulation (gravity variations caused by the varying radius of the Earth referenced to the WGS-
eIIisoidforlhoseosilionsseciedinlheAIIADseclionisaIsorequiredlobeubIished
ThishasimIicalionsforlheorbilsofsaleIIilesusedinSalNavsyslems
THEINTEGRATEDAERONAUTICALINFORMATIONPACKAGE
DcnitinnandcnntcntsThe Integrated Aeronautical Information Package is a system
of dissemination of information essential to aviation operations and safety. It consists of the
following elements:
Aeronautical Information Publication (AIP - including amendment service)
Supplements to the AIP
NOTAMandreighlinformalionbuIIelinsPIBs)
Aeronautical Information Circulars (AICs)
Checklists and Summaries
THEAERONAUTICALINFORMATIONPUBLICATIONAIP
Usc. The AIP (previously called the Air Pilot in the UK) is designed to allow information
ofageneraIIyslalicnalurelobeubIishedifraclicabIeinaformlhalcanbeusedinighl
ieinslrumenlaroachIalesorSIDIalesTheAIIisrequiredlobelhedenilivereference
for permanent information and for information concerning long duration temporary changes.
This means that aircrew and operators can rely on the information published to be accurate and
ulodaleTheAIIdoesnolconlainaerodromeoeralingminimavhicharedenedbylhe
operator i.e. visual criteria to continue an instrument approach.
Cnntcnts. The AIP consists of three parts:
IarlGeneraIGIN
IarlInrouleINR
Part 3 - Aerodrome Data (AD)
PartGEN. Part 1 contains information of a regulatory and administrative nature.
Il consisls of ve seclions Il is imorlanl lhal lo knov lhal dierences lo lhe ICAO SARIS
and IANS nolied by lhe slale ubIishing lhe AII are delaiIed fuIIy al GIN lhis is lhe
usual method of referral to the AIP contents). The complete content of part 1 (by headings)
is as follows but the learning objectives only require the student to recall the location of the
information in bold italics:
GEN Ireface Record AII amendmenls Record of AII SuIemenls
327
Chapter 18 Aerodrome Information Service (AIS)
CheckIislofAIIagesLislofhandamendmenlsloIarlTabIeofConlenls
loIarl
GENNalionaIreguIalionsandrequiremenlsDesignaledaulhoriliesInlry
lransil and dearlure of aircrafl Lntr trunslt und depurture of pussengers
creu und curgo Alrcruft lnstruments equlpment und lght documents
SummaryofnalionaIreguIalionsandinlernalionaIagreemenlsconvenlions
DlerencesfromlCAOStundurdsundRecommendedPructlces
GEN TabIes and Codes Measuring syslem aircrafl markings
hoIidays Abbrevialions used in AIS ubIicalions Charl symboIs lCAO
IeerLocutlonlndlcutorsLislofRadioNavigalionAidsConversionlabIes
SunriseSunsellabIesRaleofCIimbTabIe
GEN Services - AeronuutlcuIlnformutlonSertlcesAeronaulicaICharlsAir
Trac Services Communicalions Services MeteoroIoglcuI Sertlces Search
and Rescue.
GEN Charges for aerodromeheIiorl and air navigalion services
AerodromeheIiorlchargesAirnavigalionservicecharges
PartEnRnutcENRThisarlconlainsinformalionforIanningighlsIlaIso
conlains informalion of a roceduraI adminislralive nalure lo aIIov nolicalion of ighls
(submission of a FPL) and compliance with ATC requirements. It consists of seven sections.
ENRIrefaceLislofhandamendmenlsloIarlTabIeofConlenlsofIarl
2.
ENR General rules and procedures - GeneruI ruIes VlsuuI lght ruIes
lnstrument lght ruIes ATS airsace cIassicalion HoIdlng Approuch und
Depurture procedures Radar services and rocedures AItlmeter selng
proceduresRegionaISuIemenlaryroceduresAirTracovmanagemenl
IIighl IIanning Addressing of ighl Ian messages lnterceptlon of cltlI
aircraftUnIuufuIlnterferenceAlrtruclncldentsOshoreoeralions
ENR Alrtrucsertlcesulrspuce - Detailed description of Flight Information
Regions IIR Uer IIighl Informalion Regions UIR TerminaI ConlroI
AreasTMAolherreguIaledairsace
ENR ATS routes DelaiIed descrilion of Lover ATS roules Uer ATS
roules Area navigalion roules HeIicoler roules Olher roules Inroule
hoIdingMlnlmumlghtAItltude.
ENR Radio Navigalion aidssyslems Radio navigalion aids en roule
SeciaI navigalion syslems Namecode designalors for signicanl oinls
Aeronautical ground lights - en-route.
ENR Nutlgutlon uurnlngs Prohlblted restrlcted und dunger ureus
MiIilary exercise and lraining areas Olher aclivilies of a dangerous nalure
AirnavigalionobslacIesenrouleAeriaIsorlingandrecrealionaIaclivilies
Bird migration and areas of sensitive fauna.
ENR En-route charts - En-route Chart ICAO and index charts.
328
Chapter 18 Aerodrome Information Service (AIS)
Part Acrndrnmcs. This part consists of four sections containing information
concerningaerodromesandheIiorlsIachaerodromeenlryconlainsseciedinformalion
inaccordancevilhaselscheduIeIorinslanceADforIGLLHealhrovconlainsdelaiIsof
oeralionaIhoursoflheaerodromeADforIGTKOxfordconlainslhesameinformalion
applicable to that aerodrome. The contents are:
AD Ireface Lisl of hand amendmenls lo Iarl TabIe of Conlenls lo
Part 3.
AD AerodromeHeIiorls Inlroduclion AeronaulicaIheIicoler
avaiIabiIily Rescue and re ghling services and snov Ian Index lo
aerodromesandheIiorlsGrouingofaerodromesheIiorls
AD Aerodromes - Detailed information about aerodromes (including
helicopter landing areas if located at the aerodromes) listed under 24 sub-
seclions incIuding informalion concerning Arons laxivays and check
Iocalions surface movemenl guidance and conlroI syslems and markings
radionavigalionandIandingaidscharlsreIalingloanaerodromerefueIIlng
facilities.
AD Heliports - Detailed information about heliports (not located at
aerodromesIisledundersubseclions
AIPAmcndmcnts AII changes lo lheAII or nev informalion on a rerinled age
isidenliedbyadislinclivesymboIorannolalionInlheUKlhisisaverlicaIbIackIineinlhe
age margin ad|acenl lo lhe amendednev dala TheAII is amended or reissued al reguIar
intervals as are necessary to keep the data up to date. The normal method of amendment is by
replacement pages. Permanent changes to the AIP are published as AIP amendments. Each AIP
amendmenl is aIIocaled a conseculive seriaI number and each amended age incIuding lhe
coversheelshovslheubIicaliondale
AIRACOeralionaIIysignicanlchangeslolheAIIareubIishedinaccordancevilh
AeronaulicaI Informalion ReguIalion and ConlroI rocedures and shaII be cIearIy idenlied
bylheacronymAIRACIachAIRACAIIamendmenlageincIudinglhecoversheelmusl
disIay an eeclive dale AIRAC is based on a series of common eeclive dales al inlervaIs
of 28 days (started 10 Jan 91). AIRAC information is distributed by the AIS unit at least 42
daysinadvanceoflheeeclivedaleandlheinformalionnoliedmuslnolbechangedforal
IeaslanolherdaysaflerlheeeclivedaleunIesslhecircumslancenoliedisofalemorary
nature and would not persist for the full period. Whenever major changes are planned and
vhereaddilionaInoliceisdesirabIeaubIicaliondaledaysinadvanceoflheeeclivedale
should be used.
AIP5upp!cmcnts. Temporary changes of long duration (three months or longer) and
informalionofshorlduralionvhichconlainsexlensivelexlandorgrahicsareubIishedas
AIP supplements. Each AIP Supplement is allocated a serial number which shall be consecutive
and based on the calendar year. AIP Supplement pages are kept in the AIP as long as all or some
oflheirconlenlsremainvaIidWhenanAIISuIemenlissenlinreIacemenlofaNOTAM
ilisloincIudeareferencelolheseriaInumberoflheNOTAMAcheckIislofAIISuIemenls
currently in force is issued at intervals of not more than one month (i.e. monthly or more
frequenlAIISuIemenlagesshouIdbecoIouredinorderlobeconsicuousreferabIyin
yellow.
329
Chapter 18 Aerodrome Information Service (AIS)
NOTICE5TOAIRMENNOTAM
Dcnitinn NOTAM are nolices dislribuled by means of leIecommunicalions
conlaininginformalionconcerninglheeslabIishmenlcondilionorchangeinanyaeronaulicaI
faciIilyservicerocedureorhazardlhelimeIyknovIedgeofvhichisessenliaIloersonneI
concernedvilhighloeralions
Originatinn NOTAM are lo be originaled and issued romlIy vhenever lhe
informalion lo be dislribuled is of a lemorary nalure and of shorl duralion or vhen
oeralionaIIysignicanlermanenlchangesorlemorarychangesofIongduralionaremade
al shorl nolice excel vhen exlensive lexl andor grahics is essenliaIIy incIuded in vhich
case lhe informalion is ubIished as an AII suIemenl NOTAM are required vhenever
informalionisofdirecloeralionaIsignicance
AIRAC nnticatinn. When an AIP amendment or an AIP Supplement is published
inaccordancevilhAIRACroceduresseeNOTAMarelobeoriginaledgivingabrief
descrilion of lhe conlenls lhe eeclive dale and lhe reference number lo lhe amendmenl
suIemenlThisNOTAMshaIIcomeinloforceonlhesameeeclivedaleaslheamendmenl
or supplement.
Nnticcandva!idityNOTAMshouIdremaininforceasareminderinlhereighl
informalionbuIIelinunliIlhenexlcheckIislsummaryisissuedWheneverossibIealIeasl
hoursadvancenoliceisdesirabIeloermillimeIycomIelionoflhenolicalionrocess
and lo faciIilale airsace uliIizalion Ianning NOTAM nolifying lhe unserviceabiIily of aids
loairnavigalionfaciIiliesorcommunicalionservicesshouIdgiveaneslimaleoflheeriodof
unserviceability or the time at which restoration of service is expected.
Exc!udcd macr NOTAM shouId nol incIude informalion of non oeralionaI
imorlanceincIudingarliaIfaiIuresofIighlingorgroundsyslemsroulinemainlenanceany
work in progress on runways not in use or if the equipment can be rapidly removed from the
dulyrunvaylemoraryobslruclionsIocaIareaarachulingandlheIackofaronmarshaIIing
servicesandroadlracconlroI
Distributinn NOTAM are lo be dislribuled lo addressees lo vhom lhe informalion
is of direcl oeralionaI signicance and vho vouId nol olhervise have al Ieasl seven days
riornolicalionTheaeronaulicaIxedleIecommunicalionnelvorkAITNleIerinleris
vheneverraclicabIeemIoyedforNOTAMdislribulionWhenNOTAMaresenlbymeans
olher lhan lhe AITN a six digil dalelime grou indicaling lhe dale and lime of Iing lhe
NOTAMandlheidenlicalionoflheoriginalorisusedrecedinglhelexl
NOTAMChcck!istsAcheckIislofcurrenlNOTAMisissuedalinlervaIsofnolmore
lhanonemonlhThecheckIislisloreferlolheIaleslAIIAmendmenlAIISuIemenlandlhe
internationally distributed AICs.
5ummaryAmonlhIyrinledIainIanguagesummaryofNOTAMinforceincIuding
lheindicalionsoflheIaleslAIIAmendmenlscheckIislofAIISuIemenlsandAICissuedis
to be sent by the most expeditious means to recipients of the IAIP.
330
Chapter 18 Aerodrome Information Service (AIS)
5NOWTAM
Dcscriptinn Informalion concerning snov ice and slanding valer on aerodrome
avemenlareasislobereorledbySNOWTAM
Cnntcnts nI a 5NOWTAM. Appendix 2 to Annex 15 details the requirements of a
SNOWTAMTheinformalionconlainedisasfoIIovsIfaeIdisnolaIicabIelhenilisIefl
bIankandnolhingislransmied
A. The ICAO aerodrome locator code e.g. EGLL (Heathrow)
ThedalelimeofobservalionUTC
C. Runway designators (e.g. 27R)
D. Cleared runway length if less than published length (m)
I CIearedrunvayvidlhifIesslhanlheubIishedvidlhmifoselLorR
F. Deposits over total runway length:
x NiICIearanddry
x Damp
x Wet or water patches
x Rime or frost covered
x Dry snow
x Wet snow
x Slush
x Ice
x Compacted or rolled snow
x Frozen ruts or ridges
G. Mean depth (mm) for each third of total runway length
H. Friction measurement on each third of runway and friction measuring device
FrictinnCnccicnt Estimated surface friction Code
0.4 and above Good 5
0.39 0.36 Medium to good 4
0.35 0.3 Medium 3
0.29 0.26 Medium to poor 2
0.25 and below Poor 1
Reading unreliable Unreliable 9
|igurcSurjaccjriciicnrcpcriingcc!cs
331
Chapter 18 Aerodrome Information Service (AIS)
J. Critical snow banks (m)
K RunvayIighlsifobscuredyesfoIIovedbyLRorLR
L IurlhercIearanceifIannedinselIenglhvidlhlobecIearedoriflofuII
dimensions insert FULL)
M. Further clearance expected to be completed by (UTC)
N Taxivay
I TaxivaysnovbanksifcminserlYesfoIIovedbydislanceaarlm
Q Aron
S NexlIannedobservalionmeasuremenlisformonlhdayhourUTC
T. Plain language remarks
5NOWCLO. A term used in a VOLMET Broadcast to indicate that an aerodrome is
closed due to snow or snow clearance in progress.
Whcc! Braking On Wct Runways. The inherent friction characteristics of a runway
surfacedelerioraleonIysIovIyoveraeriodoflimebullhefriclionofarunvaysurfaceand
lhuslhebrakingaclioncanvarysignicanlIyoverashorleriodinvelcondilionsdeending
onlheacluaIdelhofvaleronlherunvayAIsoIonglermsixmonlhIyseasonaIvarialionsin
friction value may exist. The consequence of combination of these factors is that no meaningful
oeralionaIbenelcanbederivedfromconlinuaIIymeasuringlhefriclionvaIueofarunvayin
wet conditions. In the context of these paragraphs a wet runway covers a range of conditions
from Damp to Flooded as described below. It does not include ice or runways contaminated
vilhsnovsIushorvalerassocialedvilhsIushIavedrunvaysofmandIongeralCiviI
aerodromesIicensedforubIicusehavebeencaIibraledloensurelhallhefriclioncharaclerislics
of a runvay surface are of a quaIily lo rovide good braking aclion in vel condilions The
resenceofvaleronarunvayviIIbereorledonRTusinglhefoIIovingdescrilions
|igurcSncuc|carancc
Photo: Mercedes Benz
332
Chapter 18 Aerodrome Information Service (AIS)
Description Mcaning
Dry The surface is dry
Damp The surface shows a change of colour due to moisture
Wct
Thesurfaceissoakedbulnosignicanlalchesof
standing water are visible.
WatcrPatchcs
SignicanlalchesofslandingvalerarevisibIe
Flooded Extensive standing water is visible.
Intcrprctatinn. When a runway is reported as DAMP or WET pilots may assume that
an acceptable level of runway wheel braking friction is available. When a runway is reported as
havingWATIRIATCHISorbeingILOODIDbrakingmaybeaecledbyaquaIaningand
arorialeoeralionaIad|uslmenlsshouIdbeconsideredWaleralchesviIIbeusedifal
IeasloflherunvayIenglhiscoveredvilhslandingvalerWhenarunvayisnoliedas
IiabIelobesIieryvhenvellakeosorIandingsinvelcondilionsshouIdonIybeconsidered
when the distances available equal or exceed those required for a very slippery or icy runway
as determined from information in the aeroplanes Flight Manual. At military aerodromes in
lheUKrunvaysurfacecondilionsviIIbedescribedinIainIanguageandvhereabraking
aclionmeasuringdevicehasbeenusedbrakingaclionviIIbedescribedasgoodmediumor
poor.
A5HTAM
PurpnscVoIcanicashcIoudresenlsasignicanlhazardlolurbineengineaeroIanes
Timely warning of the presence of ash clouds or the possibility of an ash cloud existing is vital
to safe operations in areas where volcanic activity is common. Information concerning an
oeralionaIIy signicanl change in voIcanic aclivily a voIcanic erulion andor voIcanic ash
cloud is reported by means of an ASHTAM.
Dcscriptinn. The ASHTAM provides information on the status of activity of a volcano
vhenachangeinilsaclivilyisorisexecledlobeofoeralionaIsignicanceThisinformalion
is provided using the volcano level of alert colour code. In the event of a volcanic eruption
roducing ash cIoud of oeralionaI signicance lheASHTAM aIso rovides informalion on
lheIocalionexlenlandmovemenloflheashcIoudandlheairroulesandighlIeveIsaecled
The maximum period of validity of an ASHTAM is 24 hours. A new ASHTAM must be issued
whenever there is a change in the alert level.
|igurc|unuaqsurjacc!cscripiicn
333
Chapter 18 Aerodrome Information Service (AIS)
A5HTAMCn!nurCndcThelabIebeIovdelaiIslhevoIcanoaIerlcodeusedineIdI
of an ASHTAM:
Colour DcscriptinnnIVn!canicActivity
Rcd
Volcanic eruption in progress. IyrocIaslic ash IumecIoud
reorledaboveILorvoIcanodangerouserulionIikeIy
vilh yrocIaslic ash IumecIoud execled lo rise above IL
250
Orangc
VoIcanic erulion in rogress IyrocIaslic ash IumecIoud nol
reaching nor execled lo reach IL or voIcano dangerous
erulionIikeIyvilhyrocIaslicashIumecIoudnolexecledlo
reach FL250
Yc!!nw
Volcano known to be active from time to time and volcanic
aclivily has recenlIy increased signicanlIy voIcano nol
currently considered dangerous but caution should be
exercisedorafleravoIcanicerulioniechangeinaIerllo
yellow from red or orange) volcanic activity has decreased
signicanlIy voIcano nol currenlIy considered dangerous
but caution should be exercised.
Grccn
Volcanic activity considered to have ceased and volcano
reverted to its normal state.
AERONAUTICALINFORMATIONCIRCULAR5AICs
Dcscriptinn. AICs are a method whereby information that doesnt qualify for inclusion
in lheAII or is nol suilabIe for NOTAM is disseminaled lo aII inleresled arliesAnAIC is
originated whenever it is desirable to promulgate: a long-term forecast of any major change in
IegisIalionreguIalionsroceduresorfaciIiliesinformalionofaureIyexIanaloryoradvisory
nalureIiabIeloaeclighlsafelyorinformalionornolicalionofanexIanaloryoradvisory
nalureconcerninglechnicaIIegisIaliveorureIyadminislralivemaers
Gcncra! spccicatinns nIAICs AICs are issued in rinled form and bolh lexl and
diagrams may be included. The originating State can select the AICs that are to be given
international distribution. AICs are allocated a serial number which should be consecutive and
basedonlhecaIendaryearWhenAICsaredislribuledinmorelhanoneserieseachseriesis
searaleIyidenliedbyaIeerIlisnormaIfordierenlialionandidenlicalionofAICloics
according to subjects to use a colour coding system (i.e. the paper on which the information is
ubIishedisdislinguishedbyloicbydierenlcoIourAcheckIislofAICcurrenlIyinforceis
issuedalIeaslonceayearvilhdislribulionasforlheAICAICsinlheUKareubIishedon
Thursdays every 28 days.
|igurcASHTAMcc|curcc!c
334
Chapter 18 Aerodrome Information Service (AIS)
Cn!nurcndingnIUKAICs. In the UK the following colour coding scheme for AICs is
adopted.
Colour Mcaning
Pink MaersreIalinglosafely
Yc!!nw OeralionaImaersincIudingATSfaciIiliesandrequiremenls
Whitc Adminislralivemaersieexamdalesandfees
MauvcPurp!c
UK airspace reservations imposed in accordance with applicable
regulations
Grccn Maps and Charts
PREFLIGHTANDPO5TFLIGHTINFORMATION
PrcightinInrmatinnAlanyaerodromenormaIIyusedforinlernalionaIairoeralions
aeronaulicaI informalion essenliaI for lhe safely reguIarily and eciency of air navigalion
andreIalivelolherouleslagesoriginalingallheaerodromemuslbemadeavaiIabIeloighl
oeralionsersonneIincIudingighlcrevsandservicesresonsibIeforreighlinformalion
AeronaulicaI informalion rovided for reighl Ianning uroses al lhe aerodromes musl
incIudereIevanleIemenlsoflheInlegraledAeronaulicaIInformalionIackageandmasand
charlsThedocumenlalionmaybeIimiledlonalionaIubIicalionsandvhenraclicabIelhose
of immedialeIy ad|acenl slales rovided a comIele Iibrary of aeronaulicaI informalion is
available at a central location and means of direct communications are available between the
aerodrome AIS unit and that library.
AcrndrnmcinInrmatinn. Additional current information relating to the aerodrome of
departure shall be provided concerning the following:
Construction or maintenance work on or immediately adjacent to the
manoeuvringarea
Roughorlionsofanyarloflhemanoeuvringareavhelhermarkedornol
(For example: broken parts of the surface of runways and taxiways)
IresenceanddelhofsnoviceorvaleronrunvaysandlaxivaysincIuding
lheireeclonsurfacefriclion
SnovdrifledoriIedonorad|acenllorunvaysorlaxivays
Iarkedaircraflorolherob|eclsonorimmedialeIyad|acenllolaxivays
IresenceofolherlemoraryhazardsincIudinglhosecrealedbybirds
|igurcCc|curcc!ingcjA|Cs
335
Chapter 18 Aerodrome Information Service (AIS)
Failure or irregular operation of part or all of the aerodrome lighting system
incIudingaroachlhreshoIdrunvaylaxivayobslruclionandmanoeuvring
areaunserviceabiIilyIighlsandaerodromeoversuIy
IaiIureirreguIaroeralionandchangesinoeralionslalusofILSincIuding
markers SRI IAR DMI SSR VOR ND VHI aeronaulicaI mobiIe
channeIsRVRobservingsyslemandsecondaryoversuIy
IresenceandoeralionsofhumanilarianreIiefmissionssuchaslhose
underlakenunderlheausicesoflheUniledNalionslogelhervilhany
associaledroceduresandorIimilalionsaIiedlhereof
PIBsA recailuIalion of currenl NOTAM and olher informalion of urgenl characler
shaII be made avaiIabIe lo ighl crevs in lhe form of Iain Ianguage reighl informalion
bulletins (PIB).
PnstightinInrmatinn. States shall ensure that arrangements are made to receive at
aerodromesheIiorlsinformalionconcerninglheslaleandoeralionofairnavigalionfaciIilies
noledbyaircrevsandshaIIensurelhalsuchinformalionismadeavaiIabIelolheaeronaulicaI
information service for such distribution as the circumstances necessitate.
336
Chapter 18 Aerodrome Information Service (AIS)
337
Chapter 18 Aerodrome Information Service (AIS)
QUE5TION5
WhalIeveIofaIerlvouIdbeinserledineIdIofanASHTAMfoIIovingavoIcanicerulionin
which a pyroclastic ash cloud extends above FL250?
a. Red alert.
b. Orange alert.
c YeIIovaIerl
d. Green alert.
InvhichseclionoflheAIIvouIdyoundinformaliononhoIdingaroachanddearling
procedures?
a GIN
b INR
c. SAT.
d. AD.
3. An integrated aeronautical information package consists of:
a AIIandamendmenlservicesuIemenllolheAIINOTAMIreighlInformalion
uIIelinsIIsAICscheckIislsandsummaries
b AII and amendmenl service NOTAM Ireighl Informalion uIIelins IIs and
AICsAIRACcheckIislsandsummaries
c AIIandamendmenlservicesuIemenllolheAIINOTAMAIRACAICscheckIisls
and summaries.
d AIISuIemenlsAIRACNOTAMandreighlbuIIelins
4. In what section of the AIP are details of SIGMET found?
a GIN
b INR
c. AD.
d. COMMS.
5. Where in the AIP is a list of Location Indicators to be found?
a GIN
b. COMMS.
c. AD.
d. AGA.
AcheckIislforNOTAMisissued
a. every 5 days.
b. every 28 days.
c. every 18 days.
d. at intervals of not more than one month.
7. AIP approach charts do not give information for Instrument Approach Procedures for:
a OCAH
b. visibility minima.
c. obstacles protruding above the obstacle free zone.
d. DME frequencies.
338
Chapter 18
Aerodrome Information Service (AIS)
8. AIP supplements with extensive text and graphics cover a short period. What is a long period
in this respect?
a. 1 yr.
b. 2 months.
c. 3 months.
d. 6 months.
9. AIRAC is:
a. a breakdown service.
b oeralionaIIysignicanlchangeslolheAII
c amedicaIevacualionighl
d. an Army Air Corps publication.
10. What information is not on an aerodrome approach plate?
a. DME frequency.
b. OCA.
c. Dominant obstacles.
d. Operating minima if the aerodrome is being used as an alternative.
11. Where in the AIP is information concerning re-fuelling facilities and services found?
a INR
b. SUPP.
c. AD.
d GIN
Where in lhe AII vouId you nd informalion concerning rohibiled reslricled or danger
areas?
a INR
b. SUPP.
c. AD.
d GIN
13. In what part of the AIP are the details of SIGMET found?
a GIN
b INR
c. AD.
d. AIRAC.
Whalislhecoecienlofbrakingiflhebrakingaclionisreorledasmedium
a. Between.1.0 and 0.25.
b. Between 0.25 and 0.3.
c. Between 0.30 and 0.35.
d. Between 0.35 and 0.4.
339
Chapter 18 Aerodrome Information Service (AIS)
RegardinglheAISvhalislhelimeIimilforacheckIislofcurrenlNOTAMlobeissued
a. 7 days.
b. 14 days.
c. 28 days.
d. One month.
AcheckIisloflheacliveNOTAMmuslbeubIishedonlheAITNalinlervaIsof
a. not more than 28 days.
b. not more than 15 days.
c. not more than 1 month.
d. not more than 10 days.
OeralionaIIysignicanlchangeslolheAIIshaIIbeubIishedinaccordancevilh
a. AICs.
b. AIP Supplements.
c. AIRAC procedures.
d lriggerNOTAMS
18. A nolice conlaining informalion concerning ighl safely air navigalion adminislralion or
IegisIalivemaersandoriginaledallheAISofaslaleiscaIIed
a. Aeronautical Information Publication (AIP).
b. Aeronautical Information Circular (AIC).
c. AIRAC.
d NOTAM
340
Chapter 18
Aerodrome Information Service (AIS)
AN5WER5
Queslion Answer Reference
1. A 18.34
2. B 18.14
3. A 18.10
4. A 18.13
5. A 18.13
6. D 18.25
7. B 18.11
8. C 18.18
9. B 18.17
10. D 18.11
11. C 18.15
12. A 18.14
13. A 18.13
14. C 18.28
15. D 18.25
16. C 18.25
17. C 18.17
18. B 18.35
341
Chapter 19 Aerodromes - Physical Characteristics
CHAPTERNINETEEN
AERODROME5PHY5ICALCHARACTERI5TIC5
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
AIRODROMIRIIIRINCICODI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
GLOSSARYOITIRMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
AERODROME DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
TAXIWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
AIRONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
342
Chapter 19 Aerodromes - Physical Characteristics
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AERO INFO DATE 10 JUN 08
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343
Chapter 19 Aerodromes - Physical Characteristics
INTRODUCTION
AcrndrnmcsTheIaceonlhesurfaceoflheIarlhvhereaeroIanesaircrafllakeo
andIandisknovnasanaerodromeAerodromesmaybenolhingmorelhanaeIdusedforIighl
rivaleyingadenedslriofoenvaleravaleraerodromeorlhecomIexandfascinaling
areasofreaIeslaleveassocialevilhIacesIikeHealhrovGalvickChicagoOHare}IKelc
The one thing they all have in common is that they are all provided especially for the use of
aeroplanes. In this chapter of the notes discussion will be limited to the physical construction of
land aerodromes with emphasis on the aerodromes used for international commercial aviation.
There is videIy diering lerminoIogy used vilh reference lo aerodromes moslIy coIIoquiaI
andusuaIIyincorreclininlerrelalionIorinslanceanaireIdisexaclIylhalaeIdusuaIIy
unprepared) which is occasionally used as a landing ground for aeroplanes. An airport is a
orlaIenlryinloaslaleforeoIeandcargovhicharrivesbyair|uslasaseaorlislhesame
for arrival by ship. The accepted and legally correct term is an aerodrome.
Anncx. The annex to the Conference on International Civil Aviation that is concerned
vilh aerodromes is Annex In common vilh olher annexes il conlains slandards and
recommendedraclicesSARIsandslalescannolifydierencesloAnnexunderarlicIe
oflheconvenlionInaccordancevilharlicIeoflheconvenlionAnnexisonIyconcerned
with aerodromes that are open to the public. Each contracting state is required to ensure that
such aerodromes comIy vilh lhe requiremenls of lhe annex In lhe Uniled Kingdom lhe
authority responsible for ensuring compliance is the CAA. In the UK there are 4 types of
aerodrome:
Public use licensed aerodrome (open for general use on an equal basis)
Ordinary (private) licensed aerodrome (use by licence holder and others with
licence holders permission only)
Unlicensed aerodrome (limited use only)
GovernmenlovnedMiIilaryDIRAelc
UscbyCnmmcrcia!AirTranspnrt. The learning objectives of the course are directed
lovardslheuseofaerodromesbycommerciaIairlransorlCATThedierenlialionbelveen
ubIicandrivaleordinaryisimmaleriaIIfanaerodromeislobeusedforCATlheservices
faciIiliesmarkingsIighlingandaircraflhandIingcaabiIilymuslcomIyvilhlherequiremenls
of the state for the issue of a licence. The use of an unlicensed aerodrome is not precluded
for CAT bul lhe absence of a Iicence means lhal any inslrumenl rocedures associaled vilh
inslrumenlaroacheshavenolbeencerliedassafeforuseforCATIlislhereforeimIicil
that the use of an unlicensed aerodrome for CAT is restricted to visual operations only.
Intcrnatinna! Airpnrts Iach slale has lhe righl lo imose immigralion heaIlh and
customs and excise controls on persons and cargo entering that state. An aerodrome at which
such procedures and facilities for those controls are established and operated is known as
an InlernalionaI Aerodrome The Iace name of lhe aerodrome is usuaIIy suxed vilh lhe
word international to denote the fact. For instance Los Angeles International. In the UK
such aerodromes are dened as cusloms aerodromes aIlhough lhe lerm inlernalionaI is
becomingcommonIaceieirminghamInlernalionaIAslhesludenlviIIrecaIIlheMonlreaI
ConvenlionisonIyconcernedvilhaclsofunIavfuIinlerferencecommiedalaninlernalionaI
aerodrome.
344
Chapter 19 Aerodromes - Physical Characteristics
Basic!aynut All aerodromes complying with the SARPs of Annex 14 have a movement
areaamanoeuvringareaandanaronThereaIeslaleofanaerodromeisgeneraIIycovered
by the requirements of the licence but certain safety features associated with large aerodromes
may fall outside the control of the licensing authority and be devolved to the local civil planning
aulhorily Ior inslance lhe ereclion of a slorey bIock of als haIf a miIe from lhe end of
runvayRalHealhrovvouIdnolbeermiedbylheIocaIIanningaulhorilyAlaconlroIIed
aerodrome there must be an ATC control tower which has a visual control room (VCR). If the
aerodromeaccelsnonradiolraclheremuslbeasignaIsareaIaidoulonlhegroundsolhal
ilisvisibIefromlheairvilhinadeneddislanceandheighlfromlheaerodromeTheomission
signaI square imIies lhal lhe aerodrome cannol accel nonradio lrac The signaIs used
have already been covered in the Rules of the Air. The physical construction of an aerodrome
will depend upon the requirements of the aeroplanes using it and the required availability
(utilisation) of the aerodrome and its services.
MnvcmcntArcaThisisdenedaslhalarlofanaerodromeinlendedforlhesurface
movemenlofaircraflincIudinglhemanoeuvringareaaronsandanyarloflheaerodrome
rovidedforlhemainlenanceofaircraflIecliveIylhisisaIIlhereaIeslaleoflheaerodrome
IlmayincIudegrassareasvherelheseareseciedforaircraflusebulcIearIydoesnolincIude
buildings and other constructed facilities.
ManncuvringArcaThisisdenedaslhalarlofanaerodromerovidedforlhelake
oandIandingofaircraflandforlhemovemenlofaircraflonlhesurfaceexcIudinglhearon
and any part of the aerodrome used for the maintenance of aircraft. The manoeuvring area will
incIuderunvaysgrassandavedlhelaxivaysgrassandavedandanydenedslovay
orrelakeoareasbeforelhelhreshoIdofarunvay
Aprnn The aron is a IegaIIy dened orlion of lhe aerodrome vhere assengers
mail and cargo are loaded on to an aeroplane. It is commonly called the ramp in the US. It
is also the place where the pilot is required to check the accuracy of the altimeter(s). At busy
commerciaIaerodromesATCdeIegaleslhesafemovemenlofaircraflonlhearonlolheAron
Management Service. This is usually provided by an organisation contracted to the aerodrome
aulhorily seciaIising in lhe rovision of baggage handIing refueIIing and marshaIIing and
associated transportation requirements.
Acrnnautica! Part This again is a IegaI denilion of lhal orlion of lhe aerodrome
lhislimeincIudingbuiIdingsandfaciIiliesvhicharenolaccessibIevilhoulsecurilyconlroIA
commonly used term is air-side.
AERODROMEREFERENCECODE
Usc The reference code vhich is used for aerodrome Ianning and conslruclion
urosesisasimIemelhodofinlerreIalinglhesecicalionsconcerninglhecharaclerislics
of aerodromes so as lo rovide aerodrome faciIilies lhal are suilabIe for lhe aeroIanes lhal
are intended to operate at the aerodrome. It is not intended to be used for determining the
runway length or pavement strength requirements for aeroplanes or to specify a minimum or
maximumIenglhforarunvayInlhediscussionofaerodromecharaclerislicsreferenceviIIbe
madelolhecodeeIemenlsvherelheIearningob|eclivesrequireilHisloricaIIyqueslionshave
been asked in the exam concerning the code elements.
345
Chapter 19 Aerodromes - Physical Characteristics
E!cmcnts. The code is composed of two elements which are related to aeroplane
performance characteristics and dimensions. Element 1 is a number based on the aeroplane
reference eId Ienglh see beIov and eIemenl is a Ieer based on lhe aeroIane
wing span and the outer main gear wheel span (the distance between the outside wheels of
lhe undercarriage A arlicuIar secicalion is reIaled lo lhe more aroriale of lhe lvo
eIemenlsoflhecodeorloanarorialecombinalionoflhelvocodeeIemenlsThecodeIeer
or number selected for design purposes is related to the critical aeroplane characteristics for
vhichlhefaciIilyisrovidedInaerodromedesignandoeralionslheaeroIanesvhichlhe
aerodromeisinlendedloservearerslidenliedandlhenlhelvoeIemenlsoflhecodeThe
foIIovinglabIedeneslheaerodromecode
AcrndrnmcRcIcrcnccCndc
CndcE!cmcnt Code Element 2
Code
Numbcr
AcrndrnmcRcIcrcncc
Fic!dLcngth
Code
Lccr
Wing5pan
OutcrMainGcar
Whcc!5pan
Less than 800m A
Up to but not
including 15m
Up to but not including
4.5m
2
mormore
but less than 1 200m
B
mormorebulIess
than 24m
4.5m up to but not
including 6m
mormore
but less than 1 800m
C
mormorebulIess
than 36m
6m up to but not
including 9m
1 800m or more D
mormorebulIess
than 52m
9m up to but not
including 14m
E
mormorebulIess
than 65m
9m up to but not
including 14m
F
65m up to but not
including 80m
14m up to but not
including 16m
Acrnp!ancRcIcrcnccFic!dLcngthThisisdenedaslheminimumeIdIenglhlake
odislancerequiredforlakeoalmaxcerlicaledlakeomassalseaIeveIvilhslandard
almoshericcondilionssliIIairandrunvaysIoeasshovninlhearorialeAIMrescribed
by the certifying authority or equivalent data from the aeroplane manufacturer.
|igurcAcrc!rcncrcjcrcncccc!c
346
Chapter 19 Aerodromes - Physical Characteristics
GLO55ARYOFTERM5
Knnw!cdgc Rcquircmcnt. The learning objectives require the student to be able to
recaIIlhedenilionsconlainedinlhefoIIovinglabIeMosloflhemviIIaIreadybefamiIiar
and the remainder will be used in the ensuing discussions concerning aerodromes.
Term Dcnitinn
Aerodrome
Any area of Iand or valer designed equied sel aarl or
commonIy used for aording faciIilies for lhe Ianding and
dearlureofaircraflandincIudesanyareaorsacevhelher
onlhegroundonlheroofofabuiIdingoreIsevherevhich
is designed equied or sel aarl for aording faciIilies for
the landing and departure of aircraft capable of descending or
cIimbing verlicaIIy bul shaII nol incIude any area lhe use of
vhichforaordingfaciIiliesforlheIandinganddearlureof
aircraft has been abandoned and has not been resumed.
Aerodrome elevation The elevation of the highest point of the landing area.
Aerodrome Reference
point (ARP)
The geographical location of the aerodrome and the centre of
ilslraczonevhereanATZiseslabIished
Aircraft stand taxi lane
A portion of an apron designated as a taxiway and intended to
provide access to aircraft stands only.
Apron taxiway
A portion of a taxiway system located on an apron and
intended to provide a through taxi route across the apron.
Clearway
AnareaallheendoflhelakeorunavaiIabIeandunderlhe
conlroI of lhe aerodrome Iicensee seIecled or reared as a
suitable area over which an aircraft may make a portion of its
iniliaIcIimbloaseciedheighl
Crosswind component
The velocity component of the wind measured at or corrected
to a height of 33 feet above ground level at right angles to the
direclionoflakeoorIanding
Instrument approach
runway
A runway intended for the operation of aircraft using non-
visual aids providing at least directional guidance in azimuth
adequate for a straight-in approach.
Instrument approach strip
AnareaofsecieddimensionsvhichencIosesaninslrumenl
runway.
Landing area
That part of the manoeuvring area primarily intended for the
Iandingorlakeoofaircrafl
Main runway TherunvaymoslusedforlakeoandIanding
NoninslrumenlvisuaI
runway
A runway intended for the operation of aircraft using visual
approach procedures.
Obstacle
AII xed vhelher lemorary or ermanenl and mobiIe
ob|eclsorarlslhereoflhalareIocaledonanareainlended
for the surface movement of aircraft or that extend above a
denedsurfaceinlendedloroleclaircraflinighl
347
Chapter 19 Aerodromes - Physical Characteristics
Obstacle Free Zone
A volume of airspace extending upwards and outwards from
aninnerorlionoflheslrilosecieduerIimilsvhichis
kelcIearofaIIobslruclionsexcelforminorseciedilems
Precision approach
runway
A runway intended for the operation of aircraft using visual
and non-visual aids providing guidance in both pitch and
azimuth adequate for a straight-in approach. These runways
are divided into three categories.
Rapid exit taxiway
Highseedlurno
A taxiway connected to a runway at an acute angle and
designed lo aIIov Ianding aeroIanes lo lurn o al higher
speeds than are achieved on other exit taxiways thereby
minimising runway occupancy times.
Runway
AdenedreclanguIarareaonaIandaerodromerearedfor
lheIandingandlakeorunofaircraflaIongilsIenglh
Runway End Safety Area
(RESA)
An area dened aboul lhe exlended runvay cenlreIine and
adjacent to the end of the strip primarily intended to reduce the
risk of damage to an aeroplane undershooting or overrunning
the runway.
Shoulder
An area adjacent to the edge of a paved surface so prepared as
to provide a transition between the pavement and the adjacent
surface for aircraft running of the pavement.
Stop way
A dened reclanguIar area al lhe end of lhe lakeo run
available prepared and designated as suitable area in which
an aircraft can be stopped in the case of a discontinued take-
o
Strip
An area of secied dimensions encIosing a runvay and
taxiway to provide for the safety of aircraft operations.
TakeoRunvay
A runvay equied lo aIIov lakeos in secied vealher
minima.
Taxiway
AdenedalhonaIandaerodromeeslabIishedforlhelaxiing
of aircraft and intended to provide a link between one part of
the aerodrome and another.
Taxiway holding position
A designated position at which taxiing aircraft and vehicles
may be required to hold in order to provide adequate clearance
from a runway.
Taxiway Intersection A junction of two or more taxiways.
Threshold
The beginning of that portion of the runway usable for
landing.
Usability
The percentage of occasions on which the crosswind
comonenl is beIov a secied vaIue The usabiIily may
be delermined for any combinalion of lakeo and Ianding
directions available at an aerodrome.
348
Chapter 19 Aerodromes - Physical Characteristics
AERODROMEDATA
AcrndrnmcRcIcrcnccPnintARP. An aerodrome reference point must be established
foranaerodromeIlisdenedaslhedesignaledgeograhicaILalandLongIocalionoflhe
aerodromeandislobereorledlolheaeronaulicaIinformalionservicesaulhorilyindegrees
minutes and seconds. The ARP should be located near the initial or planned geometric centre
oflheaerodromeandviIInormaIIyremainvherersleslabIishedInreaIilyilisusuaIIylhe
centre of the longest runway.
Prcighta!timctcrchcck!ncatinnOneormorereighlaIlimelercheckIocalions
are required for an aerodrome. These should be located on an apron to enable an altimeter
check to be made prior to obtaining taxi clearance and thus eliminate the need for stopping
forlhaluroseaflerIeavinglhearonNormaIIyanenlirearoncanserveasasalisfaclory
aIlimeler check Iocalion The eIevalion of a reighl aIlimeler check Iocalion is given as lhe
averageeIevalionroundedlolheneareslmelreorfooloflheareainvhichilisIocaledThe
eIevalionofanyorlionofareighlaIlimelercheckIocalionmuslbevilhinmfloflhe
average elevation for that location.
AcrndrnmcandRunwayE!cvatinns. The aerodrome elevation and geoid undulation
at the aerodrome elevation position (the highest point of the landing area) is measured to the
neareslhaIfmelreorfoolIorrecisionrunvaysilislobemeasuredlolheneareslmor
foot. Note: The geoid is the gravitational level of mean sea level extending continuously through
lheconlinenlsIlisirreguIardueloIocaIgravilalionaIdislurbanceshencegeoidunduIalions
Pavcmcnt strcngths Where aved areas runvays laxivays arons are used by
aircrafl vilh maximum lake o mass grealer lhan kg lhe slrenglh of lhe avemenl is
reorled by lhe aircrafl cIassicalion number avemenl cIassicalion number ACNICN
syslemAnaircraflcansafeIyuseaavedareaiflheICNisequaIloorgrealerlhanlheACN
PCNTheIavemenlCIassicalionNumberICNisusedloindicalelheslrenglhofa
runwaytaxiway or apron. It is of primary importance for the apron as this is where the aircraft
massviIIbegrealeslICNisonIyusedforavedareas
ACNTheAircraflCIassicalionNumberACNisasingIeuniquenumberexressing
lhereIaliveeeclofanaircraflonaavedareareIalingloavemenllyeandlhicknessIlis
a number on a continuous scale increasing from 0 with no upper limit. Each aircraft has an
ACN
AircraIt !css than Kg. The strength of the pavement for use by aircraft with
maximummassequaIloorIesslhankgiscaIcuIaledfromlhemaximumaIIovabIemass
or the maximum tyre pressure.
Dcc!arcddistanccs. The following distances must be calculated to the nearest metre or
foot for a runway intended for the use by international commercial air transport:
TakeorunavaiIabIeTORA
TakeodislanceavaiIabIeTODA
AcceIeraleslodislanceavaiIabIeASDA
Landing distance available (LDA).
TORADenilionThedislancebelveenlheoinlalvhichanaeroIanecan
commence lhe lakeo run lo lhe nearesl oinl in lhe direclion of lake o al vhich
the surface is incapable of bearing the mass of the aeroplane under normal operating
conditions.
349
Chapter 19 Aerodromes - Physical Characteristics
TODADenilionThedislancefromlheslarlofTORAlolheneareslobslacIe
inlhedireclionoflakeoro|eclingabovelhesurfaceoflheaerodromeandcaabIeof
aeclinglhesafelyofanaeroIaneinighluloamaximumdislanceofxTORA
UsuaIIyTODAisTORAIuscIearvayifacIearvayexisls
A5DADenilionThedislancefromlheslarloflhelakeorunlolhenearesl
oinlinlhedireclionoflakeoalvhichlheaircraflcannolroIIoverlhesurfaceandbe
brought to rest in an emergency without risk of accident. ASDA used to be called EDA
(Emergency Distance Available). Usually ASDA consists of TORA plus the stop way if
available.
LDADenilionThedislancefromlheoinlvhereanaeroIanecancommence
its landing to the point where the surface is incapable of bearing the mass of the aircraft
undernormaIoeralingcondilionsUsuaIIylhisislhefuIIIenglhoflherunvaybul
may include a paved stop way (if available) where the threshold is displaced.
2
6
0
8
TORA/TODA/ASDA/LDA
2
6
0
8
CLEARWAY
TORA/ASDA/LDA
TODA
2
6
0
8
STOPWAY
TORA/TODA/LDA
ASDA
2
6
0
8
LDA
TORA/TODA/ASDA
|igurcOcc|arc!!isianccs
350
Chapter 19 Aerodromes - Physical Characteristics
CnnditinnnIthcMnvcmcntArcaandRc!atcdFaci!itics. Information on the condition
of the movement area and the operational status of related facilities must be provided to the
aroriale aeronaulicaI informalion service unils and simiIar informalion of oeralionaI
signicance lo lhe air lrac service unils lo enabIe lhose unils lo rovide lhe necessary
information to arriving and departing aircraft. The information must be kept up to date and
changes in conditions reported without delay. The condition of the movement area and the
oeralionaIslalusofreIaledfaciIiliesarelobemoniloredandreorlsonmaersofoeralionaI
signicanceoraeclingaircraflerformancegivenarlicuIarIyinresecloflhefoIIoving
Conslruclionormainlenancevork
Roughorbrokensurfacesonarunvayalaxivayoranaron
SnovsIushoriceonarunvayalaxivayoranaron
Waleronarunvayalaxivayoranaron
Snovbanksordriflsad|acenlloarunvayalaxivayoranaron
AnliicingordeicingIiquidchemicaIsonarunvayoralaxivay
OlherlemoraryhazardsincIudingarkedaircrafl
IaiIureorirreguIaroeralionofarloraIIoflheaerodromevisuaIaidsand
Failure of the normal or secondary power supply.
RUNWAY5
Gcncra! Runvays are lhe arls of lhe manoeuvering area used for lakeo and
IandingofaircraflIxcelinremoleareasrunvaysviIIaIvaysberearedandusuaIIyaved
(concrete and tarmac). A runway should be straight and not have excessive slopes. It is usual
to be able to use the concrete strip in either direction hence one concrete strip will provide two
runvaysIlaIIcasesrunvayrequiremarkingsainledonlhesurfacevhichviIIgivelheiIol
indications about the use of the runway and also assist the pilot to land the aircraft. It is true
losaylhalnolvorunvaysareidenlicaIandarloflheIearningcurveforaiIolnevloan
airline is to become familiar with the aerodromes and the runways used during the operation.
AlaconlroIIedaerodromelherunvaybeIongslolheaerodromeconlroIIerTheiIolviIIbe
givenermissionloenlerbacklrackcrosslakeofromandIandonaseciedrunvayThe
ATCO will always specify the runway and the pilot always reads back the runway designator in
RTIcommunicalionsIorinslanceATCOGAGcIearlakeorunvayiIolCIearlake
orunvayGAInissuinglhisinslruclionlheATCOisIendinglheiIollherunvayand
after use it is returned to the ATCO.
Usabi!ityManyfaclorsaecllheorienlalionosilionandnumberofrunvaysalan
aerodromeOneimorlanlconsideralionislheusabiIilyfaclorvilhregardlolhevindvhich
couId be aecled by lhe aIignmenl of lhe runvay The number and orienlalion of runvays
should be such that the usability factor of the aerodrome is not less than 95% for the aeroplanes
lhallheaerodromeisinlendedloserveIlisnormaIraclicelolakeoandIandinlovind
TypcsnIRunwayRunvaysaredenedbylheuselovhichlherunvayisulralher
lhanbyhysicaIcharaclerislicsAnaireIdadenedareaofgrassonvhichrunvaysmaybe
markedoulorlhedireclionofIandingisindicaledmayhaveseveraIornodenedrunvays
vhereasanairorlaoinlofenlryorexilfromacounlrybyairmayhaveseveraIdened
paved runways. The types of operations carried out on or to a runway determine the runway
lyeTheservicerovidedmarkingssignsandhysicaIcharaclerislicsofarunvayarelye
dependant.
Visua!RunwayAnoninslrumenlvisuaIrunvayisusedvherelakeoandIanding
crileriaaredelerminedvisuaIIyThecrileriaareusuaIIydenedbyreferencelogroundvisibiIily
orRVRcIoudceiIinganddaynighlconsideralionsThemarkingsoflherunvayviIIcIearIy
indicate this fact.
351
Chapter 19 Aerodromes - Physical Characteristics
InstrumcntRunway. An instrument runway is one to which instrument departure and
aroach rocedures are aIied Ior dearling lrac lhe inslrumenl dearlure rocedure
viIIbedenedinlheformofaSIDIorarrivinglracinslrumenlrunvaysaresubdivided
into:
IrecisionrunvaysusingILSGLSMLSorIARaroaches
NonrecisionusingVORNDSRAorILSinazimulhonIyaroaches
TakcORunwayAlakeorunvayisarunvaylhalcanbeusedonIyforlakeosThis
is usually due to terrain preventing an instrument approach or precluding a missed approach.
AlakeorunvayisusuaIIyonIyinonedireclionlherecirocaInolbeingused
LncatinnnIRunwayThrcshn!d. The threshold of a runway should normally be located
at the extremity of a runway unless operational considerations justify the choice of another
IocalionIflhelhreshoIdisdisIacedfromlhebeginningoflheavedslrilheIocalionoflhe
threshold is shown by a transverse white stripe across the runway surface and arrows leading
to the position of the threshold. Reasons for displacing a threshold may include unserviceable
runvaycondilionsRISAradioaIlimeleroeralingareagIidealhangIeobslacIecIearance
etc...
Lcngth nI Runways. The actual length of a runway should be adequate to meet the
operational requirements of the aeroplanes for which the runway is intended and should be not
Iess lhan lhe Iongesl Ienglh caIcuIaled lo correcl for IocaI condilions eIevalion lemeralure
runvaysIoehumidilyandsurfacecharaclerislicsThereisnorequiremenllocalerforlhe
vorsl case aeroIane al crilicaI mass Where a secondary runvay is conslrucled lhe Ienglh
criteria are applied in order to obtain a usability factor of 95%. Runway length is reported in
melreshoveverxeddislancemarkersdislancelogosignsaIonglheedgeofrunvaysare
insofflbularedenedinlermsofmslarlingmfromlhelhreshoIdIoraconcrele
slriloaccommodaleinslrumenlaroachesfromeilherendilmuslbealIeaslmbelveen
thresholds.
WidthnIRunwaysCIearIylhevidlhofarunvayshouIdnolbeIesslhanlhalrequired
for the aeroplanes using the aerodrome. During the construction of an aerodrome this can be
easily achieved but with the introduction of big aeroplanes (i.e. the A380) previously acceptable
runways may be rendered inadequate. The primary factors in deciding the width of a runway
arevingsanandoulermaingearvheeIsanThelabIebeIovsecieslhevidlhofrunvays
in terms of the aerodrome reference code:
Width of Runways
Code
number
CodeIeer
A B C D E F
1(a) 18m 18m 23m - - -
2(a) 23m 23m 30m - - -
3 30m 30m 30m 45m - -
4 - - 45m 45m 45m 60m
NoleaIorarecisionrunvayvmvherecodeisand
|igurcWi!incjrunuaqs
352
Chapter 19 Aerodromes - Physical Characteristics
Runway 5trips A runvay slri is dened as an area incIuding lhe runvay and
slovay if rovidedin vhichobslacIesarekelloaminimumAnylhalare lhere muslbe
conslrucled so as lo resenl lhe minimum danger lo aircrafl in olher vords lhey musl be
frangible (collapse upon impact). The purpose of the runway strip is to reduce the risk of
damageloaircraflrunningoarunvayandloroleclaircraflyingoverilduringlakeoor
landing operations.
Lcngth nI Runway 5trips A runway strip should extend before the threshold and
beyond the end of the runway or stop way for a distance of at least:
mvherelhecodenumberisor
mforacodeinslrumenlrunvayand
30m for a code 1 non-instrument runway.
WidthnIRunway5tripsArunvayslrivhereverraclicabIeisloexlendIaleraIIy
oneachsideoflhecenlreIineoflherunvayandilsexlendedcenlreIinelhroughoullheIenglh
oflherunvayslriloadislancedenedinlhelabIebeIov
WidthnIRunway5trip
TypcnIRunway
Runwaycndcnumbcr
2
Prccisinn 75m 75m 150m 150m
Nnnprccisinn 75m 75m 150m 150m
Nnninstrumcnt 30m 40m 75m 75m
GradingnIRunway5trips. That portion of a strip of an instrument runway within a
dislanceofalIeaslmvherelhecodenumberisalorandmvherelhecodenumberis
orfromlhecenlreIineoflherunvayandilsexlendedcenlreIineshouIdrovideagraded
area for aeroplanes which the runway is intended to serve in the event of an aeroplane running
olherunvayThesurfaceoflhalorlionofaslrilhalabulsarunvayshouIderorslovay
muslbeushvilhlhesurfaceoflherunvayshouIderorslovay
Ob|ccts nn a Runway 5trip No xed ob|ecls olher lhan visuaI aids IAIIs are
ermied on a runvay slri vilhin m of lhe cenlre Iine for code I recision CAT III
IIIrunvaysmcodeorrecisionCATIIIIIIrunvaysormcodeorCATINo
mobiIeob|eclsareermiedonlhisarlofarunvayslriduringIandingorlakeoAnob|ecl
vhichissilualedvilhinlheslaleddimensionsisloberegardedasanobslacIeandasfarasis
raclicabIeremoved
|igurcWi!incjrunuaqsirips
353
Chapter 19 Aerodromes - Physical Characteristics
Runway End 5aIcty Arca RE5A This is an area of land usually at each end of a
runway strip either side of the extended centreline which doesnt form part of the runway
for oeralionaI erformance or Ianning uroses vhich is free from obslruclions and sel
asideincaseanaeroIaneovershoolsoverrunslheendoflherunvayIlisrimariIyinlended
to reduce the risk of damage to the aeroplane. RESAs should be provided for all code 3 and 4
runways and for code 1 and 2 instrument runways. The RESA should be at least twice the width
of the runway and extend from the end of the runway strip for a distance not less than 90m.
Hoveverforacodeorrunvayilisrecommendedloexlendformandformfor
code 1 and 2.
2
6
0
8
45/60m
150m
Clear
way
Clear way: 75m either
side of rwy cl
than 0.5 TORA
Stop
way
Runway Strip Code 4
Width = 150m; Length = 60m beyond rwy or stopway
RESA: Symmetrical about rwy
Width => 2 x rwy width
Length => 90m (code 4 = 240m)
RESA
Rad Alt Op Area: 300m
from threshold. Width
60m
Stop
way
60m
60m
cl.
No longer
ClearwaysThisisadenedreclanguIarareaonlhegroundunderlheconlroIoflhe
aroriale aulhorily seIecled or reared as a suilabIe area over vhich an aeroIane may
makeaorlionofilsiniliaIcIimbloaseciedheighlTheoriginofacIearvayshouIdbeallhe
endoflhelakeorunavaiIabIeTORATheIenglhshouIdnolexceedhaIflheIenglhofTORA
and the width should extend laterally to a distance of at least 75m on each side of the extended
centre line of the runway.
5tnpwaysAslovayisadenedreclanguIarareaonlhegroundallheendoflakeo
runavaiIabIeTORArearedasasuilabIeareainvhichanaircraflcanbesloedinlhecase
ofanabandonedre|ecledlakeoIlislohavelhesamevidlhaslherunvayvilhvhichilis
associated.
|igurc|unuaqsiripCc!c
354
Chapter 19 Aerodromes - Physical Characteristics
Radin A!timctcr Opcrating Arca. The radio altimeter operating area should be
eslabIishedinlherelhreshoIdareaofarecisionaroachrunvayIorCATIIIIIoeralions
the use of rad alt is mandatory to determine DH. For CATII the minimum DH is 100ft (system
minimaandforaflnmgIidealhlhisoinlvouIdbealmnmfromlheaiming
oinlUsuaIIylheaimingoinlismdovnlherunvaybeyondlhelhreshoIdlhereforelhe
DHoinlvouIdbembeforelhelhreshoIdIorCATIIIlheDHisIesslhanflsoaradaIl
operating area for CATII would be suitable for CATIII also. The area should extend before the
lhreshoIdforadislanceofalIeaslmTheareashouIdexlendIaleraIIyoneachsideoflhe
exlendedcenlreIineoflherunvayloadislanceofmexcellhalvhenseciaIcircumslances
sovarranllhedislancemaybereducedlonoIesslhanmifanaeronaulicaIsludyindicales
lhalsuchreduclionvouIdnolaecllhesafelyofoeralionsofaircraflThesurfaceoflherad
alt operating area should be level with no undulations of more than 7%.
TAXIWAY5
Intrnductinn. A major limitation to the use of an aerodrome is the capability of the
laxivays lo accommodale dierenl sizes of aeroIanes CIearIy a narrov laxivay cannol
coevilhaIargeaeroIaneHovevervidlhisnollheonIyconsideralionTheslrenglhofa
taxiway needs to be equal to that of the runway and the surface of taxiways is more vulnerable
lodamagelhanarunvayconslanlIoadingandunIoadinglurningandsloingTaxivays
mayincIudelurnseseciaIIycIoselorunvaysTaxivaysmaycross|oininlerseclandrequire
signs and markings lo enabIe iIols lo reach lheir deslinalion on lhe aerodrome Taxivays
eseciaIIy araIIeI lo runvays musl nol be confused vilh runvays Al some aerodromes
GalvickforexamIelhearaIIeIlaxivayisaIsolhesecondaryrunvayConsideralionshave
to be given to the points on taxiways where aeroplanes are held prior to entering the runway
for lakeo and aIso orlions of laxivays cIose lo lhe runvay vhere lhe resence of a Iarge
aeroplane (a large lump of electromagnetically friendly metal) may interfere with ILS or MLS
lransmissionsormorefundamenlaIIyisanobslacIelooeralionsInbasiclermsaccordinglo
AnnexlaxivaysshouIdberovidedloermillhesafeandexedilioussurfacemovemenl
of aircraft.
Gcncra!!aynutSucienlenlranceandexillaxivaysforarunvayareloberovided
to expedite to movement of aeroplanes to and from the runway including the provision of rapid
exillaxivaysfasllurnoIanesvherelracvoIumesarehighWherelheendofarunvay
isnolservedbyalaxivayilmaybenecessarylorovideaddilionaIavemenlallheendof
the runway for turning aeroplanes. Such areas may be usefully situated along the runway to
reduce taxi times.
TaxiingnIAcrnp!ancs. Taxiways are required to have a painted centreline which may
be lit if the aerodrome is to be used at night. When taxiing an aeroplane it is vitally important
that the nose wheel of the aeroplane is kept on the centreline especially during turns. Pilots
usually gain this skill by experience but special procedures may be used in extreme cases i.e.
Concorde where the nose wheel was so far aft of the nose of the aeroplane that pilots used
marksonlhevindscreensloxlhelaxivayedgelhuskeeinglhenosevheeIinosilionon
the centre line.
355
Chapter 19 Aerodromes - Physical Characteristics
Rapid Exit Taxiways Raid exil laxivays commonIy caIIed fasl lurn o Ianes are
rovidedvherelracdensilyishighTheyareusedloaIIovaeroIaneslolurnooflheduly
runvayalaseedhigherlhanvouIdbeermiedalarighlangIelurnonloanormaIlaxivay
TheyareIocaledaIongrunvaysandaredesignedandconslrucledlocalerforlurnoseedsof
kmhklsforcodeorrunvaysandkmhklsoncodeandrunvaysinvel
condilions Oeralors viII secify lhe maximum seed for dry runvaylaxivay oeralions
ThelaxivayisloincIudeaslraighlseclionaflerlhelurnocurveloaIIovanexilingaircrafl
to come to a full stop clear of the intersecting taxiway. The intersecting angle with the runway
shouIdnolbegrealerlhannolIesslhanandreferabIy
MinimumRcquircmcntsAsreviousIymenlionedvidlhislhemoslimorlanlfaclor
inlaxivaydesignandconslruclionThelabIebeIovsecieslheminimumrequiremenlsfor
clearance of the outermost main wheels when the nose wheel is on the centre line of the taxiway.
The shoulders of taxiways which are used by turbine aeroplanes are to be prepared to prevent
erosionby|elbIaslandlheingeslionofsurfacemaleriaIinlolhe|elenginesTaxivayslris
simiIarlorunvayslrisarerovidedrimariIylodeIinealelhearealobecIearedofob|ecls
vhichmaybeobslacIesInlhelabIevheeIbasereferslolhedislancefromlhefronloflhenose
wheel to the trailing edge of the main gear. Wheel to edge clearance refers to the distance from
lheouleredgeoflhemaingearlyreslolhedenededgeoflhelaxivay
Whcc!tnTaxiwayEdgcC!carancc
CndcLccr Clearance
A 1.5m
B 2.25m
C
3m if the taxiway is intended to be used by
aeroIanes vilh vheeI base Iess lhan m
otherwise 4.5m
D 4.5m
E 4.5m
F 4.5m
|igurcWncc|icc!gcc|carancc
356
Chapter 19 Aerodromes - Physical Characteristics
WidthnItaxiways The straight portion of a taxiway should have a width of not less
lhanlhalseciedinlhelabIebeIov
TaxiwayWidth
CndcLccr
A 7.5m
B 10.5m
C
15 m if the taxiway is intended to be used by
aeroIanes vilh a vheeI base Iess lhan m
otherwise 18 m
D
18 m if the taxiway is intended to be used by
aeroplanes with an outer main gear span of
Iesslhanmolhervisem
E 23m
F 25m
Taxiways
WheeI to taxiway edge
cIearance = Code
D/E/F 4.5m
Code D = 18m if a/c has
outer main gear span
Iess than 9m otherwise
D/E/F = 23m
Rapid exit taxiways/fast turn off Ianes: may be used at max speed determined
by operator (not more than 50kts in wet conditions - code 3 or 4)
Code C = 15m if a/c has a
wheeI base Iess than
18m otherwise width =
18m
|igurcWi!incjiaxiuaqs
|igurcTaxiuaqs
357
Chapter 19 Aerodromes - Physical Characteristics
Taxiway curvcs. Changes in direction of taxiways should be as few and small as
possible. The radii of the curves should be compatible with the manoeuvring capability and
normal taxiing speeds of the aeroplanes for which the taxiway is intended. An example of
videninglaxivaysloachievelhevheeIcIearanceseciedisiIIuslraledbeIov
Nose wheeI
foIIowing centre
Iine
Path foIIowed by
starboard main
gear
Required wheeI to
edge cIearance
Taxiway curve
widening area
3
rd of the runway
whichever is least) where the lights are yellow. When the runway edge lights are intended to
rovidecircIingguidancelheyshaIIshovaIIroundomnidireclionaI
Runway Thrcshn!d and Wing Bar Lights Runway threshold lights are provided for
a runway equipped with runway edge lights (except on a non-instrument or non-precision
approach runway where the threshold is displaced and wing bar lights are provided). When
lhelhreshoIdisallheexlremilyofarunvaylhelhreshoIdIighlsareIacedinarovalrighl
angles to the runway axis as near to the extremity of the runway as possible. For a displaced
lhreshoIdlheIighlsareinlheformofabarreevingbareilhersideofhedisIacedlhreshoId
RunvaylhreshoIdandvingbarIighlsarelobexedunidireclionaIIighlsshovinggreenin
the direction of approach to the runway.
Runway End Lights Runway end lights are provided for a runway equipped with
runvay edge Iighls Runvay end Iighls are xed unidireclionaI Iighls shoving red in lhe
direction of the runway. Runway end lights are placed in a line at right angles to the runway
axisasnearlolheendoflherunvayasossibIeandshouIdconsislofalIeaslsixIighlsThe
Iighls shouId be eilher equaIIy saced belveen lhe rovs of runvay edge Iighls or
symmetrically disposed about the runway centre line.
Runway Ccntrc Linc Lights Runvay cenlre Iine Iighls are rovided on Cal IIIII
precision approach runways. They should be provided on a Cat I precision approach runway
where the width between the runway edge lights is greater than 50m. Runway centre line lights
areloberovidedonarunvayinlendedlobeusedforlakeovilhanoeralingminimum
beIov an RVR of lhe order of m Runvay cenlre Iine Iighls are xed variabIe inlensily
vhileOverlheIaslmfromlherunvayendlheIighlsshovaIlernaleredandvhilefrom
mlomfromlherunvayendandaIIredfrommlolherunvayend
Runway Tnuchdnwn Znnc Lights Touchdown zone lights are provided in the
louchdovnzoneofaCalIIIIIrecisionaroachrunvayTouchdovnzoneIighlsexlendfrom
the threshold for a distance of 900m where the runway is 1800m or more in length. The lights
arearrangedinlheformofslriseilhersideoflhecenlreIinelhevidlhoflheslrisislobe
lhesamevidlhaslhelouchdovnzonemarkingsTouchdovnzoneIighlsarexedvariabIe
inlensilyunidireclionaIshovingvhile
5tnpwayLights Stopway lights are provided for a stopway intended for use at night
vilh lhe Iighls Iaced aIong lhe fuII Ienglh of lhe slovay Slovay Iighls shaII be xed
variabIeinlensilyunidireclionaIIighlsshovingredinlhedireclionoflherunvay
401
Chapter 21 Aerodrome Lighting
TAXIWAYLIGHTING
App!icatinn Taxiway lighting provides pilots with guidance and information during
lhelaxiloandfromlherunvayIlconsislsofcenlreIineIighlsedgeIighlsguardIighlsand
stop lights at holding points.
TaxiwayEdgcLighting Taxiway edge lighting is provided along the edges of holding
baysdeanliicingfaciIiliesaronselcIlisinlendedforusealnighlonlaxivaysnolrovided
vilhlaxivaycenlreIineIighlingIfhoveversucienlaIlernaliveiIIuminalionisavaiIabIeie
stadium lighting) then the edge lights may be dispensed with. Where a runway forms part of
aslandardlaxirouleinlendedforusealnighlandnolaxivaycenlreIineIighlingexislsedge
Iighls are lo be rovided Taxivay edge Iighls are xed variabIe inlensily omnidireclionaI
blue.
TaxiwayCcntrcLincLightsTaxivaycenlreIineIighlsarerovidedonanexillaxivay
taxiway and apron intended for use in runway visual range conditions less than a value of
minsuchamanneraslorovideconlinuousguidancefromlherunvaycenlreIinelolhe
point on the apron where aircraft commence manoeuvring for parking. These lights need not be
rovidedvherelhereisaIovvoIumeoflracandlaxivayedgeIighlsandcenlreIinemarking
provide adequate guidance. Taxiway centre line lights shall be provided on a runway forming
part of a standard taxiway route and intended for taxiing in runway visual range conditions less
lhanavaIueofmTaxivaycenlreIineIighlsarexedvariabIeinlensilyshovinggreensuch
that the light is visible only from the aeroplanes on or in the vicinity of the taxiway. Within the
ILSMLScrilicaIsensilivearealhecenlreIineIighlsareaIlernalinggreenandyeIIovWhere
aircraflmayfoIIovlhesamecenlreIineinbolhdireclionsaIIlhecenlreIineIighlsshaIIshov
green to aircraft approaching the runway.
5tnpBars Stop bars are a row of red lights showing in the direction of taxiing aircraft
and when illuminated require the aircraft to stop and not proceed until cleared by ATC. One
ormoreslobarsasarorialeshouIdberovidedalalaxivayinlerseclionorlaxihoIding
osilionvhenilisdesiredlosuIemenlmarkingsvilhIighlsandlorovidelracconlroI
by visual means. A stop bar shall be provided at every taxi-holding position serving a runway
when it is intended that the runway will be used in runway visual range conditions less than
avaIueofmWherelhenormaIslobarIighlsmighlbeobscuredfromaiIolsvievfor
examIe by snov or rain or vhere a iIol may be required lo slo lhe aircrafl in a osilion
cIose lo lhe Iighls lhal lhey are bIocked from viev by lhe slruclure of lhe aircrafl a air of
elevated lights should be added to each end of the stop bar.
402
Chapter 21 Aerodrome Lighting
Figure 15.4 Taxiway Lighting
|igurcArangcncniscjrunuaqan!iaxiuaq|igniing
403
Chapter 21 Aerodrome Lighting
RunwayGuardLights These are used to warn pilots and drivers of vehicles that they
are about to enter an active runway. They are installed at the entrance to runways used in RVR
condilionsIesslhanmvhereaslobarisnoledandinRVRcondilionsofm
vhere lrac densily is high There are lvo conguralions of runvay guard Iighls knovn as
ConguralionAandConguralionTheIighlsareashingyeIIovandshovinlhedireclion
of taxiing aircraft.
|igurc|unuaqan!guar!|ignis
404
Chapter 21 Aerodrome Lighting
405
Chapter 21 Aerodrome Lighting
QUE5TION5
1. How many bars are there on a full Calvert approach light system?
a. 5
b. 4
c. 3
d. 2
2. What length should the approach lighting system for a CAT I Calvert design be?
a. 900m.
b. 600m.
c. 1200m.
d. 400m.
3. What colour are runway end lights?
a. Unidirectional red.
b. Unidirectional white.
c. Omni directional red.
d. Omni directional white.
4. What is the colour of threshold lighting?
a. Omni directional green.
b UnidireclionaIgreenshovinginlhedireclionoflhearoach
c UnidireclionaIvhileshovinginlhedireclionoflhearoach
d. Red uni-directional.
OnaCalIIighlingsyslemvhalislheIenglhoflhesingIedoubIeandlrebIeIighlsegmenlson
the centre-line of the approach lighting system?
a. 150m.
b. 200m.
c. 250m.
d. 300m.
Whal coIour Iighls are runvay edge Iighls nol incIuding caulionary areas or redisIaced
thresholds?
a. White or yellow.
b. White.
c. Red.
d. Blue.
AnaerodromeidenlicalionbeacononaIandbasedaerodromeis
a. blue.
b. white.
c. green.
d. red.
406
Chapter 21
Aerodrome Lighting
8. What colour is an aerodrome beacon for a land aerodrome?
a. Flashing green.
b. Flashing green and white.
c. Steady green.
d. Flashing red.
9. What is the colour of threshold lights?
a. Steady white.
b. Flashing white.
c. Steady green.
d. Flashing green.
10. What is the length of the approach lighting for a CAT I system?
a. 300m.
b. 600m.
c. 900m.
d. 1200m.
Whalisabarree
a. 3 or more single lights close together which appear at a distance to be a short bar.
b. Frangible approach lights.
c. Lead in lights.
d. Frangible lights.
12. When the lights of an aerodrome are required to be on (night-time etc.) they can only be switched
orovidingilisossibIelosvilchlhemon
a nolmorelhanhourbeforelheITAofanarrivingighl
b nolmorelhanminulesbeforelheITAofanarrivingighl
c nolmorelhanminulesbeforelheITAofanarrivingighl
d nolmorelhanminulesbeforelheITAofanarrivingighl
13. Taxiway edge lights are:
a xedshovingbIue
b xedshovinggreen
c xedshovingyeIIov
d ashingshovingbIue
ArecisionaroachCalegoryIIighlingsyslemlhecenlreIineandlhebarreeIighlshavelo
be:
a ashinggreenIighlsforvhichlheinlensilyoflheIighlisad|uslabIe
b xedvhileIighlsforvhichlheinlensilyoflheIighlisad|uslabIe
c ashingvhileIighlsforvhichlheinlensilyoflheIighlisad|uslabIe
d xedgreenIighlsforvhichlheinlensilyoflheIighlisad|uslabIe
407
Chapter 21 Aerodrome Lighting
WhaldenesaCaIverllyerunvayaroachIighlingsyslem
a. 3 crossbars with 3 lighting segments providing centreline lighting.
b. 3 crossbars with 2 lighting segments providing centreline lighting.
c. 5 Crossbars with 2 lighting segments providing centreline lighting.
d. 5 Crossbars with 3 lighting segments providing centreline lighting.
OnlheIAIIsyslemlheiIolcanseeduringlhearoachlvovhileIighlsfurlheslfromlhe
runway and two red lights closest to the runway. The aircraft is:
a. under the approach glide path.
b. sbove the approach glide path.
c. precisely on the glide path.
d. on or close to the approach glide path.
TheabbrevialionIAIIslandsfor
a. Precision Approach Path Index.
b. Precision Approach Power Indicator.
c. Precision Approach Path Indicator.
d. Precision Approach Power Index.
18. What is the light indication of a land-based aerodrome beacon?
a GreenaIlernalingvilhvhileashesorvhileashesonIy
b WhileashesonIy
c GreenashesonIy
d. Same as an Aerodrome Identity Beacon.
19. Runway Guard lights are:
a ashingred
b ashingyeIIov
c ashinggreen
d. steady red.
408
Chapter 21
Aerodrome Lighting
AN5WER5
Queslion Answer Reference
1. A 21.12
2. A 21.15
3. A 21.24
4. B 21.23
5. D 21.15
6. A 21.22
7. C 21.10
8. B 21.9
9. C 21.23
10. C 21.15
11. A 21.13
12. A 21.6
13. A 21.29
14. B 21.11
15. D 21.12
16. D 21.19
17. C 21.18
18. A 21.9
19. B 21.32
409
Chapter 22
Aerodrome Services and
Obstacle Marking
CHAPTERTWENTYTWO
AERODROME5ERVICE5ANDOB5TACLEMARKING
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
VISUALAIDSIORDINOTINGOSTACLIS . . . . . . . . . . . . . . . . . . . . . . . 411
VISUALAIDSIORDINOTINGRISTRICTIDUSIARIAS. . . . . . . . . . . . . . . 415
IMIRGINCYANDOTHIRSIRVICIS . . . . . . . . . . . . . . . . . . . . . . . . . . 416
OTHER AERODROME SERVICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
410
Chapter 22
Aerodrome Services and
Obstacle Marking
411
Chapter 22
Aerodrome Services and
Obstacle Marking
INTRODUCTION
The marking andor Iighling of obslacIes is inlended lo reduce hazards lo aircrafl
by indicating the presence of obstacles. It does not necessarily reduce operating limitations
vhich may be imosed by obslacIes The resonsibiIily for markingIighling of obslacIes on
or near aerodromes must be determined between the aerodrome licensee and the owners of
the structures. Licensees are responsible for the marking and lighting of all obstacles on the
movement area irrespective of ownership. During the establishment of instrument approach
anddearlureroceduresobslacIesareidenliedloaIIovlhecaIcuIalionofoeralingminima
andobslacIecIearanceheighlaIliludeThelrealmenlofobslacIesinlhischalerisconcerned
vilh lhe idenlicalion and marking of obslacIes on and in lhe vicinily of aerodromes vhich
maybecoIIisionhazardsloIocaIyingandenrouleoeralionsObslacIesinsideandoulside
lhe aerodrome boundary may resuIl in Iimilalions on lhe dislance avaiIabIe for lakeo and
landing and on the range of meteorological conditions in which operations can be undertaken.
For these reasons certain areas of local airspace must be regarded as integral parts of the
aerodrome environment. The degree of freedom from obstacles in these areas is as important in
the granting and retention of an aerodrome licence as the more obvious physical requirements
of the runways and their associated runway strips.
Obstac!c Idcnticatinn 5urIaccs OI5. Aerodrome obstacles are those obstacles
that protrude through the OIS out to a distance of 15km from the aerodrome. The obstacles are
determined by survey and are detailed in the aerodrome entry in the AIP. The OIS is a complex
Iane slarling vilh lhe cIeared slri eilher side of lhe runvay Irom lhe cIeared slri lhe
innerlransilionIaneexlendsfromsurfacelomandexlendsoullomfromlheedges
oflheslrieyondlhislheoulerlransilionIaneIiflslheOISlomandexlendslolhefuII
15km.
1
5
K
m
ARP
150m
AD elevation
Obstacles
Not Obstacles
Obstacle Identification Surface (OIS)
15Km
OIS for take-off climb surfaces extends to 3000m from the end of the runway
|igurcO|siac|ci!cniicaiicnsurjaccsO|S
412
Chapter 22
Aerodrome Services and
Obstacle Marking
VI5UALAID5FORDENOTINGOB5TACLE5
Rcquircmcnt Inr marking!ighting The marking andor Iighling of obslacIes
is intended to reduce hazards to aircraft by indicating the presence of the obstacles. Fixed
obslacIes shouId be marked and if lhe aerodrome is used al nighl Iil The marking may be
omiedvhenlheobslacIeisIilbyhighinlensilyobslacIeIighlsbyday
Obstac!c nn thc Mnvcmcnt Arca. Vehicles and other mobile objects excluding
aircraflonlhemovemenlareaofanaerodromeareobslacIesandshaIIbemarkedandiflhe
vehicIesandaerodromeareusedalnighlorincondilionsofIovvisibiIilyIilAircraflservicing
equipment and vehicles used only on aprons may be exempt. Elevated aeronautical ground
lights within the movement area shall be marked so as to be conspicuous by day.
Marking nI nb|cctsAII xed ob|ecls lo be marked shaII vhenever raclicabIe be
coIoured bul if lhis is nol raclicabIe markers or ags shaII be disIayed on or above lhem
OrangeorredcoIoursshouIdbeusedexcelvheresuchcoIoursmergevilhlhebackground
AgainslsomebackgroundsilmaybefoundnecessarylouseadierenlcoIourfromorangeor
redlooblainsucienlconlrasl
Vchic!cs and Mnbi!c Ob|ccts When mobiIe ob|ecls are marked by coIour a singIe
consicuous coIour referabIy red or yeIIovish green for emergency vehicIes and yeIIov
for service vehicles should be used. Aerodrome operators are responsible for ensuring that
vehicIesonlhemovemenlareaofanaerodromeareIilandormarkedasrequiredirreseclive
ofovnershiTheseincIudemainlenancevehicIesATCvehicIesIoIIovMevehicIesaircrafl
loving vehicIes refueIIers elc Whenever a ermied vehicIe is on lhe movemenl area lhe
IighlsarelobesvilchedonVehicIeobslacIeIighlsareIovinlensilyashingyeIIovTheIighls
seciedarelobeedallhehighesloinloflherimemoverTraiIersarelobeIilvilhIov
intensity steady red lights at the highest point. Objects with limited mobility (air bridges etc.)
are to be lit with low intensity steady red lights.
|igurcMarkingcjc|jccis
413
Chapter 22
Aerodrome Services and
Obstacle Marking
Emcrgcncy Vchic!cs Aerodrome ambuIances oIicesecurily re and rescue
aIiances shouId in addilion lo lhe requiremenls of aragrah aIso carry bIue ashing
lights for use whilst responding to an emergency. Vehicles which are not normally based on the
aerodromeciviIianrerescuevehicIesvhencaIIeduonforassislanceareloshovashing
blue lights and are to be escorted by vehicles with radio communication with ATC.
Lighting nI nb|ccts. The presence of objects which must be lit shall be indicated by
IovmediumorhighinlensilyobslacIeIighlsoracombinalionofsuchIighls
NcicHigninicnsiiqc|siac|c|ignisarcinicn!c!jcr!aquscasuc||asnigniusc
45m
90m
135m
150m
Low intensity
RED
Medium intensity
RED
If not clearly visible
by day High
Intensity white
On high structures, 3
lights at 45m intervals
from the top
Over 150m High
Intensity White by day
Or WHITE
Low Int
RED by
night
|igurc|ncrgcncqtcnic|cs
|igurcMcinc!scjc|siac|c|igniing
414
Chapter 22
Aerodrome Services and
Obstacle Marking
Lnw Intcnsity Lights Lovinlensily obslacIe Iighls on xed ob|ecls shaII be xed
red Iighls and have inlensily sucienl lo ensure consicuily considering lhe inlensily of lhe
adjacent lights and the general level of illumination against which they would normally be
viewed. Low intensity obstacle lights on objects with limited mobility such as aerobridges shall
besleadyredTheinlensilyoflheIighlsshaIIbesucienlloensureconsicuilyconsidering
the intensity of the adjacent lights and the general levels of illumination against which they
would normally be viewed. Where the use of low- intensity obstacle lights would be inadequate
oranearIyseciaIvarningisrequiredlhenmediumorhighinlensilyobslacIeIighlsshouIdbe
used.
McdiumIntcnsityLightsMediuminlensilyobslacIeIighlsshaIIbeashingredIighls
excellhalvhenusedincon|unclionvilhhighinlensilyobslacIeIighlslheyshaIIbeashing
vhile Iighls The ash frequency shaII be belveen and er minule Mediuminlensily
obslacIe Iighls Iocaled on an ob|ecl shouId ash simuIlaneousIy Medium inlensily obslacIe
IighlsshouIdbeusedeilheraIoneorincombinalionvilhIovinlensilyobslacIeIighlsvhere
the object is an extensive one or its height above the level of the surrounding ground is greater
than 45m.
High Intcnsity Lights High inlensily obslacIe Iighls shaII be ashing vhile Iighls
High inlensily obslacIe Iighls Iocaled on an ob|ecl shouId ash simuIlaneousIy al a rale
belveenanderminuleHighinlensilyobslacIeIighlsIocaledonalovershouIdash
sequenliaIIyrsllhemiddIeIighlsecondlheloIighlandIasllheboomIighlHighinlensily
obstacle lights should be used to indicate the presence of an object if its height above the level
of the surrounding ground exceeds 150m and an aeronautical study indicates such lights to be
essential for the recognition of the object by day.
Ta!! Ob|ccts. Where an object is
indicated by low or medium intensity obstacle
Iighls and lhe lo of lhe ob|ecl is more
than 45m above the level of the surrounding
ground or the elevation of tops of nearby
buildings (when the object to be marked is
surrounded by buildings) additional lights
shall be provided at intermediate levels.
These additional intermediate lights shall
besacedasequaIIyasraclicabIebelveen
the top lights and ground level or the level of
losofnearbybuiIdingsasarorialevilh
the spacing not exceeding 45m.
LightingnIAircraIt. The lighting of aircraft is detailed at Chapter 6 Rules of the Air.
This subject is covered in detail in the OP syllabus. It should be noted that aircraft parked on
the manoeuvring area are obstacles and should be lit either by the aircraft navigation lights or
by ancillary lighting (anti-collision) that determines the extremities of the aeroplane.
|igurcTa||c|jccis
415
Chapter 22
Aerodrome Services and
Obstacle Marking
EnrnutcObstac!cs. Objects located beyond 15 km radius of the aerodrome are normally
consideredlobeobslacIesloaircraflinighlonIyiflheyexceedminheighlIrominenl
objects of less height may be regarded as obstacles if they are on or adjacent to routes regularly
used by helicopters. En-route obstacles are usually lit by steady red lights at night and high
inlensilyashingvhileIighlsbydayInvironmenlaIconsideralionsmayrecIudelheuseof
high intensity lights.
VI5UALAID5FORDENOTINGRE5TRICTEDU5EAREA5
C!nscdrunwaysandtaxiways. A closed marking shall be displayed on a runway or
laxivay or orlion lhereof vhich is ermanenlIy cIosed lo lhe use of aII aircrafl A cIosed
marking shouId be disIayed on a lemorariIy cIosed runvay or laxivay or orlion lhereof
excel vhen lhe cIosing is of shorl duralion and adequale varning by air lrac services is
rovidedOnarunvayacIosedmarkingshaIIbeIacedaleachendoflherunvayororlion
lhereofdecIaredcIosedandaddilionaImarkingsshaIIbesoIacedlhallhemaximuminlervaI
between markings does not exceed 300m. On a taxiway a closed marking shall be placed at
least at each end of the taxiway or portion thereof closed. The marking shall be white when
disIayed on a runvay and shaII be yeIIov vhen disIayed on a laxivay Nole When an
areaislemorariIycIosedfrangibIebarriersormarkingsuliIizingmaleriaIsolherlhanainl
or other suitable means may be used to identify the closed area). When a runway or taxiway
or orlion lhereof is ermanenlIy cIosed aII normaI runvay and laxivay markings shaII be
obIileraledLighlingsonacIosedrunvayorlaxivayororlionlhereofshaIInolbeoeraled
except as required for maintenance purposes.
Nnn!nadbcaringsurIaccsShouIdersforlaxivayshoIdingbaysandaronsandolher
non-load bearing surfaces which cannot readily be distinguished from load-bearing surfaces
andvhichifusedbyaircraflmighlresuIlindamagelolheaircraflshaIIhavelheboundary
between such areas and the load bearing surface marked by a taxi side stripe marking.
Susumu Tokunaga
|igurcC|csc!runuaq
416
Chapter 22
Aerodrome Services and
Obstacle Marking
Prcthrcshn!d arca. When the surface before a threshold is paved and exceeds 60m
inIenglhandisnolsuilabIefornormaIusebyaircrafllheenlireIenglhbeforelhelhreshoId
should be marked with a chevron marking. The chevron marking should point in the direction
of the runway.
EMERGENCYANDOTHER5ERVICE5
RcscucandFircFightingRFF. The principal objective of a RFF service is to save lives.
IorlhisreasonlherovisionofmeansofdeaIingvilhanaircraflaccidenlorincidenloccurring
al or in lhe immediale vicinily of an aerodrome assumes rimary imorlance because il is
within this area that there are the greatest opportunities of saving lives. This must assume at all
limeslheossibiIilyofandneedforexlinguishingarevhichmayoccureilherimmedialeIy
foIIoving an aircrafl accidenl or incidenl or al any lime during rescue oeralions The mosl
imorlanlfaclorsbearingoneecliverescueinasurvivabIeaircraflaccidenlarelhelraining
receivedlheeeclivenessoflheequimenlandlheseedvilhvhichersonneIandequimenl
designaledforrescueandreghlingurosescanbeulinlouseRequiremenlslocombal
buiIding andfueIfarmresorlodeaIvilhfoamingofrunvaysarenollakeninloaccounl
IubIicorrivaleorganisalionssuilabIyIocaledandequiedmaybedesignaledlorovide
lhe RII service Il is inlended lhal lhe re slalion housing lhese organisalions be normaIIy
IocaledonlheaerodromeaIlhoughanoaerodromeIocalionisnolrecIudedrovidedlhe
response time can be met.
Lcvc!nIprntcctinntnbcprnvidcd. The level of protection provided at an aerodrome
for RII shaII be aroriale lo lhe aerodrome calegory IxcelionaIIy vhere lhe number of
movements of the aeroplanes in the highest category normally using the aerodrome is less
lhan in lhe busiesl conseculive lhree monlhs lhe IeveI of roleclion rovided may be
(from 1 January 2000) not less than one category below the determined category. The
aerodromecalegoryshaIIbedelerminedfromlhelabIebeIovbasedonlheIongeslaeroIanes
normaIIyusinglheaerodromeandfuseIagevidlhIfaflerseIeclinglhecalegoryaroriale
to the longest aeroplanes over-all length that aeroplanes fuselage width is greater than the
maximum width for that category then one category higher is used. During anticipated periods
of reduced aclivily lhe IeveI of roleclion avaiIabIe musl be no Iess lhan lhal needed for lhe
highest category of aeroplane planned to use the aerodrome during that time irrespective of the
number of movements.
Category Acrnp!ancOvcra!!Lcngth
Maximum
Fusc!agcWidth
1 0m up to but not including 9m 2m
2 9m up to but not including 12m 2m
3 12m up to but not including 18m 3m
4 18m up to but not including 24m 4m
5 24m up to but not including 28m 4m
6 28m up to but not including 39m 5m
7 39m up to but not including 49m 5m
8 49m up to but not including 61m 7m
9 61m up to but not including 76m 7m
10 76m up to but not including 90m 8m
|igurc|||caicgcrics
417
Chapter 22
Aerodrome Services and
Obstacle Marking
Rcspnnsc timc. The operational objective of the RFF service should be to achieve
resonselimesoflvominulesandnolexceedinglhreeminuleslolheendofeachrunvayas
veIIasloanyolherarloflhemovemenlareainolimumcondilionsofvisibiIilyandsurface
condilionsResonselimeisconsideredlobelhelimebelveenlheiniliaIcaIIlolheRIIservice
andlhelimevhenlherslresondingvehicIeisinosilionloaIyfoamalaraleofalIeasl
oflhedischargeraleseciedTomeellheoeralionaIob|ecliveasnearIyasossibIein
less than optimum conditions of visibility it may be necessary to provide guidance for RFF
vehicles.
Emcrgcncyacccssrnads. Emergency access roads should be provided on an aerodrome
vhere lerrain condilions ermil lheir conslruclion so as lo faciIilale achieving minimum
resonselimesIarlicuIaraenlionshouIdbegivenlolherovisionofreadyaccessloaroach
areas u lo m from lhe lhreshoId or al Ieasl vilhin lhe aerodrome boundary Where a
fenceisrovidedlheneedforconvenienlaccesslooulsideareasshouIdbelakeninloaccounl
NoleAerodromeserviceroadsmayserveasemergencyaccessroadsvhenlheyaresuilabIe
located and constructed.
FircstatinnsAIIRIIvehicIesshouIdnormaIIybehousedinareslalionSaleIIilere
slalionsshouIdberovidedvheneverlheresonselimecannolbeachievedfromasingIere
slalionThereslalionshouIdbeIocaledsolhallheaccessforRIIvehicIesinlolherunvay
area is direcl and cIear requiring a minimum number of lurns Iroviding lhe resonse lime
canbemellhereslalionneednolbevilhinlheaerodromeconnes
OTHERAERODROME5ERVICE5
AprnnManagcmcnt5crviccWhenvarranledbylhevoIumeoflracandoeraling
condilions an aroriale Aron Managemenl Service nol lo be confused vilh Ground
ConlroIshouIdberovidedonanaronbyanaerodromeATSunilbylheaerodromeoeraling
aulhorily or by a cooeralive combinalion of lhese CommerciaI oeralions roviding lhe
AronManagemenlServiceaIsoroviderefueIIingdeicingbaggageandcargohandIingand
passenger transportation where busses are used. When the aerodrome control tower does not
arlicialeinlhearonmanagemenlserviceroceduresshouIdbeeslabIishedlofaciIilale
the orderly transition of aircraft between the apron management unit and the aerodrome
conlroIloverTyicaIIyvhenlheighlisreadylodearllheiIolviIIcaIIGroundConlroI
and requesl engine slarl This serves nol onIy as a requesl lo acluaIIy slarl lhe engines bul
aIso lo nolifyATC lhal adminislraliveIy and from an engineering oinl of viev lhe ighl is
ready to commence. At this point the tug would be coupled to the aeroplane and the crew
chief vouId be on exlernaI inlercom The iIol vouId lhen requesl ush back and vhen
approved the aircraft will move out on to the taxiway. At the same time the engines will be
slarledandvhenlheighldeckcrevissalisedlhalaIIifveIIlhelugviIIbedisconnecled
and the nose-wheel steering reconnected. When this has been completed the crew chief will
conrmlhalaIIaneIsaresecureandlhalheisnovunIugginghisinlercomIeadAnaron
management service shall be provided with radiotelephony communications facilities. Where
Iov visibiIily rocedures are in eecl ersons and vehicIes oeraling on an aron shaII be
restricted to the essential minimum. An aircraft stand shall be visually monitored to ensure
that the recommended clearance distances are provided to an aircraft using the stand. The
purpose of the apron management service is to:
ReguIalemovemenlvilhlheob|ecliveofrevenlingcoIIisionsbelveenaircrafl
andbelveenaircraflandobslacIes
ReguIaleenlryofaircraflinloandcoordinaleexilofaircraflfromlhearon
vilhlheaerodromeconlroIloverand
418
Chapter 22
Aerodrome Services and
Obstacle Marking
Ensure safe and expeditious movement of vehicles and appropriate regulation
of other activities.
EmcrgcncyVchic!cs. An emergency vehicle responding to an emergency shall be given
riorilyoveraIIolhersurfacemovemenllracAvehicIeoeralingonanaronshaII
Give vay lo an emergency vehicIe an aircrafl laxiing aboul lo laxi or being
ushedorlovedand
Give way to other vehicles in accordance with local regulations.
GrnundscrvicingtnaircraIt. Fire extinguishing equipment suitable for at least initial
inlervenlioninlheevenlofafueIreandersonneIlrainedinilsuseshaIIbereadiIyavaiIabIe
duringlhegroundservicingofanaircraflandlhereshaIIbeameansofquickIysummoninglhe
rescueandreghlingserviceinlheevenlofareorma|orfueIsiIIWhenaircraflrefueIIing
oeralions lake Iace vhiIe assengers are embarking on board or disembarking ground
equipment shall be positioned so as to allow:
Theuseofsucienlnumberofexilsforexediliousevacualionand
A ready escape route from each of the exits to be used in an emergency.
419
Chapter 22
Aerodrome Services and
Obstacle Marking
420
Chapter 22
Aerodrome Services and
Obstacle Marking
QUE5TION5
1. What is the colour of a low intensity obstacle light?
a. Blue.
b. Steady red.
c YeIIov
d. Flashing red.
LovinlensilyobslruclionIighlsonxedob|eclsandsIovmovingob|eclsare
a ashinggreen
b ashingyeIIov
c. steady red.
d. steady blue.
MediuminlensilyobslacIeIighlingviIInormaIIyconsislofashingredIighlsexcellhallhey
maybeashingvhilevhenused
a. in conjunction with high-intensity obstacle lighting.
b. in conjunction with low-intensity obstacle lighting.
c. in conjunction with runway obstacle lighting.
d. in conjunction with the approach path obstacle lighting.
4. OIS stands for:
a. Obstacle Interference Slope.
b ObslacIeIdenlicalionSurface
c. Obstacle Inner Surface.
d ObslacIeIdenlicalionSIoe
5. What colour lights are vehicles moving routinely on the aerodrome required to show?
a. Flashing yellow.
b. Flashing red.
c. Flashing blue.
d. Steady red.
6. What colour are emergency vehicles painted that are used on the manoeuvring area of an
aerodrome?
a. Green.
b. Dayglo orange.
c AsingIeconsicuouscoIourreferabIyredoryeIIovishgreen
d. White and red chequered.
7. An en-route obstacle is located:
a. within 15 kms radius of an aerodrome.
b. outside 5 nms from the boundary of any controlled airspace.
c. beyond 15 kms radius of an aerodrome.
d inanyIocalionlhalmighlbeencounleredduringlhecruisehaseofaighl
421
Chapter 22
Aerodrome Services and
Obstacle Marking
8. An object of limited mobility (an air bridge for example) is lit by:
a. low intensity steady red lights.
b IovinlensilyashingredIighls
c. medium intensity steady red lights.
d mediuminlensilyashingredIighls
MuslanaerodromereslalionbeIocaledvilhinlheconnesofanaerodrome
a Norovidinglheresonselimecanbemel
b Yes
c No
d Norovidingilisvilhinminulesdrivinglimeoflheaerodrome
The IeveI of rescue and re ghling RII faciIilies is deendenl uon lhe calegory of lhe
aerodrome. What factors determine this category?
a AeroIane reference eId Ienglh ving san and ouler main gear vheeI san of lhe
largest aircraft using that aerodrome.
b. The length of the longest runway and the area to be covered.
c. The overall length and the fuselage width of the longest aircraft normally using that
aerodrome.
d. The length of the longest runway and total area of hard standings (including access
roads).
11. The aerodrome category for RFF is based on:
a. the overall length of the longest aeroplane.
b. the longest aeroplane maximum width only.
c. the overall length of the longest aeroplane normally using the aerodrome and its
maximum fuselage width.
d. the overall length of the longest aeroplane normally using the aerodrome and its
maximum fuselage weight.
12. High Intensity Obstacle lights should be:
a ashingvhile
b ashingred
c xedred
d xedorange
422
Chapter 22
Aerodrome Services and
Obstacle Marking
AN5WER5
Queslion Answer Reference
1. B 22.9
2. C 22.9
3. A 22.10
4. B 22.2
5. A 22.6
6. C 22.6
7. C 22.2
8. A 22.6
9. A 22.22
10. C 22.19
11. C 22.19
12. A 22.11
423
Chapter 23 Facilitation
CHAPTERTWENTYTHREE
FACILITATION
Contents
AIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
INTRYANDDIIARTURIOIAIRCRAIT. . . . . . . . . . . . . . . . . . . . . . . . . 425
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
424
Chapter 23 Facilitation
425
Chapter 23 Facilitation
AIM
Artic!c . The Standards and Recommended Practices on Facilitation contained in
AnnexarelheoulcomeofArlicIeoflheConvenlionvhichrovideslhallheInlernalionaI
CiviIAvialion Organisalion shaII adol and amend from lime lo lime as may be necessary
international standards and recommended practices and procedures dealing with customs and
immigralionroceduresandolhermaersconcernedvilhlhesafelyreguIarilyandeciency
of air navigation as may from time to time appear appropriate. The policy with respect to
the implementation by States of the Standards and Recommended Practices on Facilitation
is slrenglhened byArlicIe of lhe Convenlion vhich exresses lhe obIigalion acceled by
each Conlracling Slale lo adol aII raclicabIe measures lhrough lhe issuance of seciaI
reguIalionsorolherviselofaciIilaleandexedilenavigalionbyaircraflbelveenlhelerrilories
of Conlracling Slales and lo revenl unnecessary deIays lo aircrafl crevs assengers and
cargoeseciaIIyinlheadminislralionoflheIavsreIalingloimmigralionquaranlinecusloms
andcIearanceandbyArlicIeoflheConvenlionvhichexresseslheunderlakingofeach
Conlracling Slale so far as il may nd raclicabIe lo eslabIish cusloms and immigralion
roceduresaeclinginlernalionaIairnavigalioninaccordancevilhlheraclicesvhichmay
be established or recommended from time to time pursuant to this Convention.
Dncumcntatinn. The documentation required by States for the entry and departure
of aircrafl crev and assengers have evoIved from lhe same documenlalion required for
shipping and much of the terminology has been retained. The rapid movement of aircraft and
lhe hiIosohy of exediling lhe movemenl of aircrafl has Ied lo rocedures vhere lhe oId
documenlsarenovoulofdaleandvheresliIInecessaryhavebeenreIacedbyeIeclronicdala
systems and digital transmission systems.
ENTRYANDDEPARTUREOFAIRCRAFT
Gcncra!. Government regulations and procedures applicable to the clearance of aircraft
shall be no less favourable than those applied to other forms of transportation. Contracting
SlalesshaIIadolroceduresforlhecIearanceofaircraflincIudinglhosenormaIIyaIiedfor
avialion securily uroses as veII as lhose aroriale for narcolics conlroI vhich viII be
applied and carried out in such a manner as to retain the advantage of speed inherent in air
transport.
DncumcntsNodocumenlsolherlhanlhoserovidedforinAnnexshaIIberequired
by the public authorities from operators for the entry and departure of aircraft. Where a
Contracting State introduces electronic data interchange (EDI) techniques for a clearance
funclion aulhorilies shouId aIso execule a Ian for migralion lo comIele reIiance on lhe
electronic system for the exchange of required information with a view towards phasing out the
requirement for preparation and exchange of paper documents. If a state permits a traveller to
enter that state without a visa (i.e. under the US visa waiver scheme) the state of departure will
not require the traveller to obtain any other document relating to the travellers identity other
than the passport.
Gcncra!Dcc!aratinn. A general declaration is an internationally recognised form which
conlainsdelaiIsoflheaircraflRegislralionMarkandnalionaIilylheighlnumberdaleand
IaceofdearlureanddeslinalionIlaIsoconlainsdelaiIsoflheighlroulingandlhenumber
of crew and passengers boarding and disembarking at the various locations. It contains a health
decIaralionandacerlicalesignedbylheIICoranaulhorisedagenlIlislheevenluaIaimlo
eIiminalefromlhegeneraIdecIaralionanyreferenceloassengersConlraclingSlalesviII
not require the presentation of the General Declaration when this information can be
readily obtained in an alternative and acceptable manner.
426
Chapter 23 Facilitation
A Contracting State which continues to require the presentation of the General Declaration
shaIIaccelilvhensignedbyeilherlheaulhorisedagenlorlheiIolincommandbulmay
vhen necessary require lhe heaIlh seclion lhereof lo be signed by a crev member vhen lhe
General Declaration itself has been signed by a non-crew member. Where Contracting States
require the presentation on entry and departure of aircraft of information relating to crew
memberssuchinformalionshaIIbeIimiledlolhenumberofcrevonboardWherelheGeneraI
DecIaralionconlinuesloberequiredlhisinformalionshaIIberovidedinlhecoIumnheaded
TolaInumberofcrev
General Declaration C155
*Outward/Inward
Operator ...........................................................................................................................................................................................................
Flight prefix
Marks of nationality and registration .......................................................... and number .............................................. Date ....................
Departure from ........................................................................................... Arrival at ...................................................................................
(Place) (Place)
Flight Routing
(Place column always to list origin, every en-route stop and destination)
Place Total number of crew Number of passengers on this stage
......................................................................................................................................... Departure Place:
......................................................................................................................................... Embarking........................................................
......................................................................................................................................... Through on same flight ...................................
.........................................................................................................................................
......................................................................................................................................... Arrival Place:
......................................................................................................................................... Disembarking...................................................
......................................................................................................................................... Through on same flight ...................................
Declaration of Health For official use
Persons on board with illnesses other than airsickness or the effects of accidents
(including persons with symptoms or signs of illness such as rash, fever, chills,
diarrhoea) as well as those cases of illness disembarked during the flight.
.........................................................................................................................................
.........................................................................................................................................
Any other conditions on board which may lead to the spread of disease
.........................................................................................................................................
.........................................................................................................................................
Details of each disinsecting or sanitary treatment (place, date, time, method) during
the flight. If no disinsecting has been carried out during the flight give details of
most recent disinsecting.
.........................................................................................................................................
.........................................................................................................................................
Signed if required ............................................................................................................
Crew member concerned
I declare that all statements and particulars contained in this General Declaration, and in any supplementary forms required to be
presented with this General Declartion are complete, exact and true to the best of my knowledge and that all through passengers
*will continue/have continued on this flight
Signature .........................................................................................................................
Authorised agent or Pilot-in-command
Further supplies of this form can be obtained from any Collector of Customs and Excise
*Delete as necessary
C155 PT (January 2001)
Data Protection Act 1998
HM Customs and Excise collects information in order to administer the taxes for which it is responsible (such as VAT, insurance
premium tax, excise duties, air passenger duty, landfill tax), and for detecting and preventing crime.
Where the law permits we may also get information about you from third parties, or give information to them, for example in order
to check its accuracy, prevent or detect crime or protect public funds in other ways. These third parties may include the police,
other government departments and agencies.
|igurcGcncra|!cc|araiicn
427
Chapter 23 Facilitation
ManiIcstsInaddilionlolheGeneraIDecIaralionIassengerandCargomanifeslsare
additional internationally recognised documents that detail names of passengers and the nature
of goods embarked on the aeroplane. When a Contracting State has eliminated the Passenger
Manifesl and no Ionger requires lhe GeneraI DecIaralion excel for uroses of aeslalion
il shaII accel al lhe olion of lhe oeralor eilher a GeneraI DecIaralion or an aroriale
aeslalion signed by lhe aulhorised agenl or iIolin command on one age onIy of lhe
CargoManifeslTheaeslaliononlheCargoManifeslcanberovidedbymeansofarubber
stamp.
PasscngcrBaggagc. Contracting States shall not require the presentation of a list of the
number of ieces of accomanied baggage Oeralors carrying baggage shaII uon requesl
from lhe aulhorilies rovide lhem vilh any avaiIabIe informalion vhere il is nol olhervise
been provided for customs clearance purposes by the passenger.
Ora!Dcc!aratinn. An oral (spoken) declaration is acceptable concerning the content of
crew and passenger baggage. A random inspection of baggage is acceptable.
Cnmp!ctinn nI Dncumcnts Documenls may be lyevrien roduced in eIeclronic
dalaformorhandvrienininkorindeIibIeenciIrovidingilisinaIegibIeform
AdvanccdNnticatinnnIArrivaIWherenonscheduIeighlsaremadebyanaircrafl
registered in an ICAO contracting state which wish to land in another contracting state for non
lrac uroses nd freedom ighl lhe submission of a ighl Ian is considered sucienl
advancednolicalionlolheSlaleofLandinglhallheighlislobeconducledHoveverlhe
aulhorilyofSlaleofLandingviIIaccellhalighlrovidinglheighlIanisreceivedalIeasllvo
hours in advance of the arrival and that landing occurs at a previously designated international
airorlWheresuchaddresseesarerequiredlobenoliedcuslomsimmigralionoIiceelc
lheighlIanislobeaddressedlolhearorialeaulhoriliesoflheslaleconcerned
Crcw and nthcr Opcratnrs Pcrsnnnc!. Contracting States shall ensure that when
inseclion of crev members and lheir baggage is required on arrivaI or dearlure such
inspection shall be carried out as expeditiously as possible. Contracting States shall provide
facilities which will enable crew members of their airlines to obtain without delay and without
chargecrevmemberscerlicalesCMCvaIidforlhecrevmemberslermofemIoymenl
Note: Tnc CMC uas !ctc|cpc! as a car! jcr usc jcr i!cniicaiicn purpcscs |q |cin igni crcu an!
ca|inacn!anis|catinginccrcu|iccnccsicscrtcincirprinarqpurpcsccjacsiingicincprcjcssicna|
qua|icaiicnscjincignicrcu
InlhecaseofairIineighlcrevandcabinaendanlsvhorelainlheircrevmembercerlicales
inlheirossessionvhenembarkinganddisembarkingremainallheairorlvherelheaircrafl
has sloed or vilhin lhe connes of cilies ad|acenl lherelo and dearl on lhe same aircrafl
or lheir nexl reguIarIy scheduIed ighl each Conlracling Slale shaII accel a crev member
cerlicalesforlemoraryadmissionlolheSlaleandshaIInolrequireaassorlorvisa
Note|iisincinicnicjinisprctisicninaiacrcuncn|crccriicaicsna|||crcccgnizc!asasaiisjacicrq
i!cniiiq!ccuncnictcnijincnc|!crisncianaiicna|cjincSiaiccj|cgisirqcjincaircrajicnunicnnc
scrtcs|iisnci!csirc!ic!isccuragcCcniraciingSiaicsjrcnissuingsucncrcuncn|crccriicaicsic
rcsi!cnia|icncrcuncn|crsijincqarcui||ingic!csc
NoteTncinp|cncniaiicncjinispcrniisrapi!an!ccicni!ispcsiiicncjpcrscnnc||qair|incsTnc
ju|||cncicannci|c!critc!jrcnincscprctisicnsuni|cscncSiaicsuiinnc|!acccpiancccjincn
428
Chapter 23 Facilitation
Nnnschcdu!cdOpcratinns. Each Contracting State shall extend privileges of temporary
admissionloighlcrevandcabinaendanlsofanaircrafloeraledforremuneralionorhire
bul nol engaged in scheduIed inlernalionaI air services sub|ecl lo lhe requiremenl lhal such
ighlcrevandcabinaendanlsmusldearlonlheaircraflonilsrslighlouloflhelerrilory
of the State.
429
Chapter 23 Facilitation
QUE5TION5
1. The documents which allow an aircraft entry to a country:
a muslbelyevrien
b canbehandvrieninbIockcailaIsininkorindeIibIeenciI
c. are accepted at the discretion of the state of arrival.
d muslbelyevrienorsenlineIeclronicdalaformal
2. Can an oral declaration concerning the passenger or crew baggage be acceptable?
a Never
b Yes
c. Only crew baggage.
d. Only passenger baggage.
3. The General Declaration is signed by the:
a. the Pilot in Command only.
b. the Pilot in Command or the Agent.
c anyighlcrevmember
d. the Operator.
Whereanaircraflregisleredinaconlraclingslaleismakingaighloverforeign lerrilory for
noncommerciaIurosesorisIandingfornonlracurosesadvancednolicalionislobe
given to the foreign state. The information is to be received:
a. at least 2 hours in advance of arrival.
b. at least 4 hours in advance of arrival.
c. at least 1 hour in advance of arrival.
d. at least 12 hours in advance of the planned ETA.
5. The ICAO Annex which deals with the entry and departure of persons and their baggage for
inlernalionaIighlsis
a. Annex 6.
b. Annex 15.
c. Annex 9.
d. Annex 8.
IncasesvhereavisilorlraveIIingbyairhoIdsavaIidassorlandnovisaisrequiredofhim
contracting states:
a. shall not require the traveller to obtain any other identity document before boarding
the aeroplane.
b. may require the traveller to obtain any other identity document before boarding the
aeroplane.
c incerlaincasesmayrequireaddilionaIidenlicaliondocumenls
d. none of the above answers is correct.
430
Chapter 23
Facilitation
AN5WER5
Queslion Answer Reference
1. B 23.9
2. B 23.8
3. B 23.5
4. A 23.10
5. C 23.1
6. A 23.4
431
Chapter 24 Search and Rescue
CHAPTERTWENTYFOUR
5EARCHANDRE5CUE
Contents
DIIINITIONSANDARIVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 433
ISTALISHMINTANDIROVISIONOISARSIRVICI. . . . . . . . . . . . . . . . . 433
COOIIRATIONITWIINSTATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
OIIRATINGIROCIDURIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440
432
Chapter 24 Search and Rescue
433
Chapter 24 Search and Rescue
DEFINITION5ANDABBREVIATION5
DcnitinnsThefoIIovingdenilionsarerequiredknovIedge
Item Dcnitinn
Alert phase
A situation wherein apprehension exists as to the safety of an
aircraft and its occupants.
Distress phase
A situation wherein there is a reasonable certainty that an aircraft
and its occupants are threatened by grave and imminent danger
or require immediate assistance.
Emergency phase
Agenericlermmeaningaslhecasemaybeuncerlainlyhase
alert phase or distress phase.
Operator
A erson organisalion or enlerrise engaged in or oering lo
engage in an aircraft operation.
Pilot-in-command (PIC)
The pilot responsible for the operation and safety of the aircraft
duringighllime
Rescue co-ordination
centre (RCC)
AunilresonsibIeforromolingecienlorganisalionofSAR
service and for co-ordinating the conduct of SAR operations
within a SAR region.
State of Registry The State on whose register the aircraft is entered.
Uncertainty phase
A situation wherein uncertainty exists as to the safety of an
aircraft and its occupants.
E5TABLI5HMENTANDPROVI5IONOF5AR5ERVICE
Basis nI Estab!ishmcnt. Contracting States shall arrange for the establishment
and provision of SAR services within their territories. Such services shall be provided on a
hourbasisInrovidingassislanceloaircraflindislressandlosurvivorsofaircraflaccidenls
Contracting States shall do so regardless of the nationality of such aircraft or survivors.
Estab!ishmcnt nI 5AR Rcginns Contracting States shall delineate the SAR regions
within which they will provide SAR service. Such regions shall not overlap. Boundaries of
SARregionsshouIdinsofarasisreasonabIyraclicabIebecoincidenlvilhlheboundariesof
corresondingighlinformalionregions
Estab!ishmcnt and Dcsignatinn nI 5AR 5crvicc Units. Contracting States shall
establish a rescue co-ordination centre (RCC) in each SAR region. Contracting States should
eslabIishrescuesubcenlresvheneverlhisvouIdimrovelheeciencyofSARservicesThe
organisation of SAR services is the responsibility of the RCC and any sub centres established.
In areas where public telecommunications facilities would not permit persons observing
an aircraft in emergency to notify the rescue co-ordination centre concerned directly and
romlIy Conlracling Slales shouId designale suilabIe unils of ubIic or rivale services as
alerting posts.
434
Chapter 24 Search and Rescue
COOPERATIONBETWEEN5TATE5
Rcquircmcnt. Contracting States shall co-ordinate their SAR organisations with
lhose of neighbouring Conlracling Slales Conlracling Slales shouId in so far as raclicabIe
develop common SAR procedures to facilitate co-ordination of SAR operations with those of
neighbouringSlalesSub|ecllosuchcondilionsasmayberescribedbyilsovnaulhoriliesa
Contracting State shall permit immediate entry into its territory of rescue units of other States
for the purpose of searching for the site of aircraft incidents and rescuing survivors of such
accidents. The authorities of a Contracting State which wishes its rescue units to enter the
lerrilory of anolher Conlracling Slale for SAR uroses shaII lransmil a requesl giving fuII
delaiIs of lhe ro|ecled mission and lhe need for il lo lhe rescue coordinalion cenlre of lhe
State concerned or to such other authority as has been designated by that State. The authorities
of Contracting States shall:
ImmedialeIyacknovIedgelhereceilofsucharequesland
AssoonasossibIeindicalelhecondilionsifanyundervhichlhero|ecled
missionmaybeunderlaken
AgrccmcntwithOthcr5tatcs. Contracting States should enter into agreements with
neighbouringSlalesseingforlhlhecondilionsforenlryofeacholhersrescueunilsinlolheir
respective territories. These agreements should also provide for expediting entry of such
units with the least possible formalities. Each Contracting State should authorise its rescue co-
ordination centres to:
requeslfromolherrescuecoordinalioncenlressuchassislanceincIuding
aircraflvesseIsersonneIorequimenlasmaybeneeded
granlanynecessaryermissionforlheenlryofsuchaircraflvesseIs
ersonneIorequimenlinloilslerriloryand
makelhenecessaryarrangemenlsvilhlhearorialecuslomsimmigralion
or other authorities with a view to expediting such entry.
Assistancc tn Othcr 5tatcs. Each Contracting State should authorise its rescue co-
ordinalioncenlreslorovidevhenrequesledassislanceloolherrescuecoordinalion
cenlresincIudingassislanceinlheformofaircraflvesseIsersonneIorequimenl
OPERATINGPROCEDURE5
InInrmatinn Cnnccrning Emcrgcncics. Contracting States should encourage any
person observing an accident or having reason to believe that an aircraft is in an emergency
to give immediately all available information to the appropriate alerting post or to the rescue
co-ordination centre concerned. Any authority or any element of the SAR organisation having
reason to believe that an aircraft is in an emergency shall give immediately all available
informalion lo lhe rescue coordinalion cenlre concerned Rescue coordinalion cenlres shaII
immedialeIy uon receil of informalion concerning aircrafl in emergency evaIuale such
information and determine the extent of the operation required. When information concerning
aircrafl in emergency is received from olher sources lhan air lrac service unils lhe rescue
co-ordination centre shall determine to which emergency phase the situation corresponds and
shall apply the procedures applicable to that phase.
435
Chapter 24 Search and Rescue
FirstAircraIt nn 5ccnc If lhe rsl aircrafl lo reach lhe scene of an accidenl is nol a
SAR aircraft the PIC of that aircraft shall take charge of on-scene activities of all other aircraft
subsequenlIyarrivingunliIlhersldedicaledSARaircraflreacheslhesceneoflheaccidenlIf
inlhemeanlimelheaircraflisunabIeloeslabIishcommunicalionvilhlhearorialerescue
coordinalioncenlreorairlracservicesunililshaIIbymuluaIagreemenlhandoverloan
aircraft capable of establishing and maintaining such communications until the arrival of the
rslSARaircrafl
Dircctinn nI 5urIacc CraIt. When it is necessary for an aircraft to direct a surface
crafl lo lhe Iace vhere an aircrafl or surface crafl is in dislress lhe aircrafl shaII do so by
lransmiingreciseinslruclionsbyanymeansalilsdisosaIAIIshisalseamainlainaradio
watch on the HF Maritime Distress and calling frequency 2 182 Khz (2.182 Mhz). In coastal
valers aII shiing mainlains a valch on VHI IM Chan Aircrafl do nol normaIIy carry
VHI IM lransmiers bul may be abIe lo reIay lhrough Coasl Guard unils or coaslaI radio
stations. If no radio communication can be established the aircraft shall use the appropriate
signaIloaracllheaenlionoflhevesseIIflheIICcanidenlifylhevesseIbynameandorl
of regislralion ainled on lhe slern lhe RCC can ass messages lo lhe vesseI lhrough lhe
maritime communications system.
Cnmmunicatinn with 5urvivnrs. When it is necessary for an aircraft to convey
informalionlosurvivorsorsurfacerescueunilsandlvovaycommunicalionisnolavaiIabIe
ilshaIIifraclicabIedrocommunicalionequimenllhalvouIdenabIedireclconlacllobe
eslabIished or convey lhe informalion by droing lhe message When a ground signaI has
beendisIayedlheaircraflshaIIindicalevhelherlhesignaIhasbeenundersloodornolorif
lhisisnolraclicabIebyuseoflhearorialesignaI
|igurc|A|Ninrc!M|Ausc!jcr|cngrangcSA|
Ian Older
436
Chapter 24 Search and Rescue
5igna!s with 5urIaccAircraIt The following manoeuvres performed in sequence by
an aircraft mean that the aircraft wishes to direct a surface craft towards an aircraft or a surface
craft in distress (repetition of such manoeuvres has the same meaning):
Circling the surface craft at least once
Crossing the projected course of the surface craft close ahead at low altitude
and:
x Rockinglhevingsor
x OeningandcIosinglhelhroIeor
x Changing the propeller pitch.
Heading in the direction in which the surface craft is to be directed.
AssistanccNnLnngcrRcquircdIfassislanceisnoIongerrequiredbyanaircrafllhe
aircraft should indicate the fact by crossing the wake of the surface craft close astern at a low
aIliludeandrockinglhevingsoroeningandcIosinglhelhroIeorchanginglheroeIIer
pitch.
5AR5igna!sThesignaIsdelaiIedbeIovshaIIvhenusedhavelhemeaningindicaled
therein. They shall be used only for the purpose indicated and no other signals likely to be
confusedvilhlhemshaIIbeusedUonobservinganyoflhesignaIsaircraflshaIIlakesuch
action as may be required by the interpretation if the signal.
GrnundAir Visua! 5igna! Cndc In order to communicate basic messages and
inslruclions from ground arlies lo aircrafl an inlernalionaIIy agreed syslem of signaIs has
beeneslabIishedTherearelvoselsSignaIsfromcrashsurvivorssignaIsfromsearchleams
GrnundAirVisua!5igna!CndcInrUscby5urvivnrs. The following signals may be
seloulinsomeformmarkedinsnovoiIonsandburnedgrassinoenareasloaskforheI
Mcssagc 5ymbn!
Rcquircassistancc V
2 Rcquircmcdica!assistancc X
Nnncgativc N
Ycsarm Y
Prncccdinginthisdircctinn
AirtnGrnund5igna!s. To indicate that the ground signals have been understood (lack
oflhesignaIindicaleslhallhegroundsignaIisnolundersloodduringlhehoursofdayIighl
rocklheaircraflsvingsduringlhenormaIhoursofdarknessashingonandolvicelhe
aircrafls Ianding Iighls or if nol so equied by svilching on and o lvice ils navigalion
lights.
|igurcGrcun!Airsigna|sjrcnsurtitcrs
437
Chapter 24 Search and Rescue
438
Chapter 24
Search and Rescue
QUE5TION5
IfyouobserveadislressIighlonlhegroundalnighlyoushouId
a ashIandingIighlsornavigalionIighlslvice
b yoverasIovasossibIelhenashIighls
c yincircIesabovelhenashIighls
d yalrianguIaraern
WhaldoeslheSARsignaIXonlhegroundmean
a. We need help.
b. We are OK.
c. We need medical assistance.
d. We have gone away.
AircraflNoislherslaircraflallhesceneofaSARincidenlbulhasnomeans of conlacling
lheRCCbulNoaircrafldoesandarrivesshorlIyaflervardsIinaIIyNoaircraflaseciaIisl
SAR aircraft) arrives on the scene. What is the transfer of command sequence?
a Noassumescommandlhroughoul
b NofoIIovedbyNofoIIovedbyNo
c NolhenbydiscrelionorhandoverloNonaIIyNoonarrivaI
d NoonIy
4. For what period are SAR services to be provided by a Contracting State?
a. During the hours of operation of an FIR.
b. On a 24 hour basis.
c hours before unliI hours afler lhe rsl ighl arrives and lhe Iasl dearling ighl
within an FIR.
d. During the hours of both commercial and military air operations within the FIR.
Three aircrafl are al lhe scene of an accidenlAircrafl arrives rsl bul cannol conlaclATC
Aircraft 2 arrives second and has good communications with ATC. Aircraft 3 arrives last and is
an SAR aircraft. Who assumes responsibility?
a. Aircraft 1 and 2 wait for aircraft 3 to arrive.
b. Aircraft 2 because he has good communications with ATC.
c. Aircraft 2 until aircraft 3 arrives.
d. Aircraft 1 until aircraft 2 arrives who then passes control to aircraft.
6 Which of the following means Require assistance?
a Y
b X
c. R
d. V
439
Chapter 24 Search and Rescue
WhensighlingadislressareduringdaylimeyoushouId
a. circle once.
b ashIandingIighlsornavigalionIighls
c. rock wings.
d sendlheIeerRinMorsebyIighlslolhedovnedaircrafl
WhoisresonsibIeforlheorganisalionofanecienlSARservice
a. FIC and RCC.
b. RCC and rescue sub-centres.
c IICRCCandACC
d. ICAO through regional navigation plans.
WhaldoeslheSARgroundsignaI> mean?
a. We have gone south.
b. We need assistance.
c. We need medical assistance.
d Yes
440
Chapter 24
Search and Rescue
AN5WER5
Queslion Answer Reference
1. A 24.17
2. C 24.16
3. C 24.9
4. B 24.2
5. D 24.9
6. D 24.16
7. C 24.17
8. B 24.4
9. B 24.16
441
Chapter 25 Security
CHAPTERTWENTYFIVE
5ECURITY
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
ORGANISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
IRIVINTATIVISICURITYMIASURIS . . . . . . . . . . . . . . . . . . . . . . . . . 444
MANAGIMINTOIRISIONSITOACTSOIUNLAWIULINTIRIIRINCI. . . . 445
IURTHIRSICURITYINIORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . 446
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
442
Chapter 25 Security
443
Chapter 25 Security
INTRODUCTION
DcnitinnsThefoIIovingdenilionsareexaminabIe
Item Dcnitinn
Airside
The movemenl area of an airorl ad|acenl lerrain and buiIdings or
orlionslhereofaccesslovhichisconlroIIedusedlobecaIIedlhe
aeronautical part).
Screening
The application of technical or other means which are intended to
idenlifyandordeleclveaonsexIosivesorolherdangerousdevices
articles or substances which may be used to commit an act of unlawful
interference.
Security
Safeguarding civil aviation against acts of unlawful interference. This
objective is achieved by a combination of measures and human and
material resources.
Security restricted
area
Thoseareasoflheairsideofanairorlvhichareidenliedasriorily
riskareasvhereinaddilionloaccessconlroIolhersecurilyconlroIs
are applied. Such areas will normally include all commercial aviation
passenger departure areas between the screening point and the
aircrafl lhe ram baggage makeu areas incIuding lhose vhere
aircraft are being brought into service and screened baggage and cargo
are resenl cargo sheds maiI cenlres airside calering and aircrafl
cleaning premises.
Unidenlied
baggage
aggage al an airorl vilh or vilhoul a baggage lag vhich is nol
ickedubyoridenliedvilhaassenger
Anncx. The Annex to the Chicago which contains the SARPs for Security is Annex
17. Information applicable to the implementation of security policy is also contained in other
ICAOubIicalionsandlheaenlionofsludenlsisdravnloaragrahforrevision
OBJECTIVE5
Gcncra!. The aim of aviation security shall be to safeguard international civil aviation
oeralionsagainslaclsofunIavfuIinlerferenceSafelyofassengerscrevgroundersonneI
andlhegeneraIubIicshaIIbelherimaryob|ecliveofeachConlraclingSlaleinaIImaers
related to safeguarding against acts of unlawful interference with international civil
aviation.
Organisatinn Iach Conlracling Slale shaII eslabIish an organisalion deveIo Ians
and imIemenl rocedures vhich logelher rovide a slandardized IeveI of securily for lhe
oeralionofinlernalionaIighlsinnormaIoeralingcondilionsandvhicharecaabIeofraid
expansion to meet any increased security threat.
Faci!itatinn. Each Contracting State should whenever possible arrange for the security
measuresandrocedureslocauseaminimumofinlerferencevilhordeIaylolheacliviliesof
international civil aviation.
444
Chapter 25 Security
ORGANI5ATION
Natinna!Organisatinn. Each Contracting State shall establish a national civil aviation
security programme the objective of which will be to safeguard international civil aviation
oeralionsagainslunIavfuIinlerferencelhroughreguIalionsraclicesandroceduresvhich
lakeaccounloflhesafelyreguIarilyandeciencyofighlsThisviIIincIudelhedesignalion
of an aroriale aulhorily lo coordinale aII securily aclivilies lo imIemenl lhe securily
rogramme lo ensure lhe rogramme meels lhe needs of inlernalionaI lrac lo eslabIish
airorlsecurilycommieesloensurelhalconlingencyIansareinIaceforaclsofunIavfuI
inlerference and lo ensure lraining rogrammes are imIemenled The rogramme may be
extended to cover domestic air service. A copy of the programme is to be given to ICAO.
Airpnrt Dcsign The slale is required lo ensure lhal airorl design requiremenls
including architectural and infrastructure related requirements necessary for the implementation
of security measures are integrated into the design and construction of new facilities and
alterations to existing facilities at airports.
Intcrnatinna! Cnnpcratinn The mosl eeclive means of combaling inlernalionaI
terrorism is to act within a co-ordinated framework and to common standards. Each contracting
state is therefore required to co-operate with other States in order to adapt their respective national
civiI avialion securily rogrammesas necessary lo make avaiIabIe lo olherSlales on requesl
a vrien version of lhe aroriale arls of ils nalionaI civiI avialion securily rogramme
loincIudeinilsbiIaleraIagreemenlsonairlransorlacIausereIaledloavialionsecurilylo
ensurelhalrequeslsfromolherslalesforseciaIsecurilymeasuresinreseclofasecicighl
orseciedighlsbyoeralorsofsucholherSlalesasfarasmayberaclicabIearemelloco
operate with each other in the development and exchange of information concerning training
rogrammesandlocooeralevilholherSlalesinlheeIdofresearchanddeveIomenlofnev
securilyequimenlvhichviIIbeersalisfyinlernalionaIciviIavialionsecurilyob|eclives
PREVENTATIVE5ECURITYMEA5URE5
PrnhibitcdOb|cctsIachconlraclingslaleshaIIeslabIishmeasureslorevenlveaons
explosives or any other dangerous devices which may be used to commit an act of unlawful
inlerference lhe carriage or bearing of vhich is nol aulhorised from being inlroduced by
any means vhalsoever on board an aircrafl engaged in inlernalionaI civiI avialion Nole In
aIyinglhisslandardseciaIaenlionmuslbeaidlolhelhrealosedbyexIosivedevices
conceaIed in or using eIeclric eIeclronic or baery oeraled ilems carried as hand baggage
andorincheckedbaggage
Law EnInrccmcnt Occrs. Contracting States should ensure that the carriage of
veaons on board aircrafl by Iav enforcemenl ocers and olher aulhorised ersons acling
inlheerformanceoflheirduliesrequiresseciaIaulhorisalioninaccordancevilhlheIavs
of lhe Slales invoIved The iIolincommand is nolied as lo lhe number of armed ersons
andlheirsealIocalionAddilionaIIyaIIenrouleslalesasveIIaslhedearlureanddeslinalion
slalesandlheaerodromeaulhoriliesmuslarovelhelransilofarmedsecurilyersonneI
Passcngcrs and Thcir Baggagc. Each contracting state is required to ensure that
adequate measures exists to control the transfer and transit of passengers and their cabin
baggage to prevent unauthorised article being taken on board aircraft engaged in international
civil aviation. States are also to ensure that there is no possibility of mixing or contact between
assengers sub|ecled lo securily conlroI and olher ersons nol sub|ecled lo securily conlroI
aflerlhesecurilyscreeningalairorlshasbeenaIiedIfmixingdoesoccurlheassengers
and their baggage will be re-screened before boarding an aeroplane.
445
Chapter 25 Security
Deportees and Pcrsnns in Custndy. States are required to establish procedures to
ensure that the operator and the PIC are informed when deportees and persons in custody are
travelling so that the appropriate security measures can be enforced. Operators are to ensure
that procedures are detailed for the carriage of deportees and persons in custody. JAR OPS
increases this responsibility to include other olenliaIIydisruliveassengerslheseincIude
person who have been declared as inadmissible.
ChcckcdBaggagcandOthcrGnnds. States are required to establish measures to ensure
that operators do not transport the baggage of passengers who are not on board the aeroplane
unIesslhebaggageisslovedinsearalecomarlmenlsfromlheassengersandilhasbeenlhe
subject of other security control measures.
AcccssSlalesarerequiredloeslabIishroceduresandidenlicalionsyslemslorevenl
unauthorised access by persons or vehicles to the airside of an aerodrome serving international
civiIavialionandolherareasofimorlancelolhesecurilyoflheaerodromeieATC
etc..).
MANAGEMENTOFRE5PON5ETOACT5OFUNLAWFULINTERFERENCE
5aIctynIPasscngcrsandCrcw. Each Contracting State shall take adequate measures
for the safety of passengers and crew of an aircraft which is subjected to an act of unlawful
interference until their journey can be continued.
Air Trac Cnntrn! Iach Conlracling Slale resonsibIe for roviding air lrac
services for an aircraft which is the subject of an act of unlawful interference shall collect all
erlinenl informalion on lhe ighl of lhal aircrafl and lransmil lhal informalion lo aII olher
SlaleresonsibIeforlheAirTracServicesunilsconcernedincIudinglhoseallheairorlof
knovnorresumeddeslinalionsolhallimeIyandarorialesafeguardingaclionmay
belakenenrouleandallheaircraflsknovnIikeIyorossibIedeslinalionIachConlracling
State should ensure that information received as a consequence of action taken is distributed
IocaIIylolheAirTracServicesunilsconcernedlhearorialeairorladminislralionslhe
operator and others concerned as soon as practicable.
Prnvisinn nIAssistancc. Each Contracting State shall provide such assistance to an
aircraflsub|ecledloanaclofunIavfuIseizureincIudinglherovisionofnavigalionaidsair
lracservicesandermissionloIandasmaybenecessilaledbylhecircumslances
DctcntinnnnthcGrnundIachConlraclingSlaleshaIIlakemeasuresasilmaynd
raclicabIeloensurelhalanaircraflsub|ecledloanaclofunIavfuIseizurevhichhasIanded
in its territory is detained on the ground unless its departure is necessitated by the overriding
dulyloroleclhumanIiferecognizinglheimorlanceofconsuIlalionsvhereverraclicabIe
belveen lhe Slale vhere lhal aircrafl has Ianded and lhe Slale of lhe oeralor of lhe aircrafl
and nolicalion by lhe Slale vhere lheaircraflhas Ianded lo lheSlales ofassumedor slaled
destination. The state is required to make provision for the comfort and safety of the crew and
passengers until they can continue their journey.
Opcratnr 5ccurity Prngrammc. Each contracting state is required to ensure that air
lransorloeralorshaveeslabIishedimIemenledandmainlainavriensecurilyrogramme
that meets the requirements of the national aviation security programme for that State. Where
codesharingisimIemenledlheoeralorisloensureconrmlhalilsarlnerairIinecomIies
with the operator security programme.
446
Chapter 25 Security
FURTHER5ECURITYINFORMATION
OthcrAnncxcsandDncumcnts. The content of other ICAO Annexes and Documents
relates directly to security. The student is required to revise the following.
ExtractsIrnmAnncxRu!csnIthcAir
Un!awIu! intcrIcrcncc. An aircraft which is being subjected to unlawful
inlerference shaIIendeavourlonolifylhearorialeATSuniloflhisfacl
anysignicanl circumslances associaled lherevilh and any devialion from
lhecurrenlighlIan necessilaled by lhe circumslances in order lo enabIe
lheATSunillogiveriorilylo lheaircraflandlominimiseconiclvilholher
aircraft. The following procedures are intended as guidance for use by aircraft
when unlawful interference occurs and the aircraft is unable to notify an ATS
unit of this fact.
ActinnbyPICUnIessconsideralionsaboardlheaircrafldiclaleolherviselhe
iIolincommandshouIdaemlloconlinueyingonlheassignedlrackand
at the assigned track and at the assigned cruising level at least until able to
notify an ATS unit or within radar coverage.
Departure from assigned track. When an aircraft subjected to an act of unlawful
interference must depart from its assigned track or its assigned cruising level
vilhoul being abIe lo make radioleIehony conlacl vilh ATS lhe iIolin
commandshouIdvhereverossibIe
x AemllobroadcaslvarningsonlheVHIemergencyfrequencyand
olherarorialefrequenciesunIessconsideralionsaboardlheaircrafl
diclale olhervise Olher equimenl such as onboard lransonders
dala Iinks elc shouId aIso be used vhen il is advanlageous lo do so
andcircumslancesermiland
x IroceedinaccordancevilhaIicabIeseciaIroceduresforinighl
conlingencies vhere such rocedures have been eslabIished and
promulgated
x If nol aIicabIe regionaI rocedures have been eslabIished roceed
alaIeveIvhichdiersfromlhecruisingIeveIsnormaIIyusedforIIR
ighlinlheareabymflifaboveILorbymflif
below FL290.
ExtractsIrnmAnncxOpcratinnnIAircraItPartIIntcrnatinna!Cnmmcrcia!Air
Transpnrt
5ccuritynIthcightcrcwcnmpartmcnt. In all aeroplanes which are equipped
vilhaighlcrevcomarlmenldoorlhisdoorshaIIbecaabIeofbeingIocked
It shall be lockable from within the compartment only.
Acrnp!ancscarchprnccdurcchcck!ist. An operator shall ensure that there is
on board a checklist of the procedures to be followed in searching for a bomb
in case of suspected sabotage. The checklist shall be supported by guidance on
the course of action to be taken should a bomb or suspicious object be found
andinformaliononlheIeaslriskbombIocalionseciclolheaeroIane
447
Chapter 25 Security
Training programmes. An operator shall establish and maintain a training
programme which enables crew members to act in the most appropriate
manner to minimize the consequences of acts of unlawful interference. An
operator shall also establish and maintain a training programme to acquaint
appropriate employees with preventive measures and techniques in relation
loassengersbaggagecargomaiIequimenlsloresandsuIiesinlended
for carriage on an aeroplane so that they contribute to the prevention of acts of
sabotage or other forms of unlawful interference.
Rcpnrting acts nI un!awIu! intcrIcrcncc. Following an act of unlawful
inlerferencelheiIolincommandshaIIsubmilvilhouldeIayareorlofsuch
an act to the designated local authority.
LcastRiskbnmbLncatinnSeciaIisedmeansofaenualinganddireclinglhe
blast should be provided for use at the least-risk bomb location.
Carriagc nI Wcapnns. Where an operator accepts the carriage of weapons
removed from assengers lhe aeroIane shouId have rovision for sloving
such weapons in a place so that they are inaccessible to any person during
ighllime
ExtractsIrnmAnncxFaci!itatinn
Transit and TransIcr nI Passcngcrs and Crcw. Contracting States should
ensurelhalhysicaIfaciIiliesalairorlsarerovidedvherelhevoIumeand
nalureoflhelracsorequirevherebycrevandassengersindirecllransil
onlhesameaircraflorlransferringloolherighlsmayremainlemorariIy
vilhoul being sub|ecl lo inseclion formaIilies excel for avialion securily
measuresorinseciaIcircumslancesNoleThisrovisionisnolinlendedlo
prevent the application of appropriate narcotics control measures.
Inadmissib!c Pcrsnns. Where a person is returned to the Operator for
repatriation to the State of Departure or any other State to which the person
isadmissibIeiflhalersonisinadmissibIelolheSlaleofDeslinalionnolhing
will prevent the operator from seeking compensation from the passenger in the
State of Departure.
Deportees. Contracting States removing deportees from their territory are to
assume all obligations and costs associated with the removal.
Extracts Irnm thc prnccdurcs Inr air navigatinn scrviccs Ru!cs nI thcAir andAir
Trac5crviccsDOC
Emcrgcncy Prnccdurcs. The various circumstances surrounding each
emergency situation preclude the establishment of exact detailed procedures
to be followed. The procedures outlined herein are intended as a general guide
loairlracservicesersonneIAirlracconlroIunilsshaIImainlainfuIIand
comIelecoordinalionandersonneIshaIIuselheirbesl|udgemenlin
handIingemergencysilualionsToindicalelhalilisinaslaleofemergency
an aircraft equipped with an SSR transponder might operate the equipment as
follows:
x ModeACode
or
x Mode A Code lo indicale secicaIIy lhal il is being
subjected to unlawful interference.
448
Chapter 25 Security
PrinrityAnaircraflknovnorbeIievedlobeinaslaleofemergencyincIuding
being subjected to unlawful interference shall be given priority over other
aircraft.
Un!awIu! intcrIcrcncc Air lrac services ersonneI shaII be reared lo
recognize any indication of the occurrence of unlawful interference with an
aircraft.
Vcricatinn nI spccia! 55R cndcs. Whenever unlawful interference with an
aircraflissusecledandvhereaulomalicdislincldisIayofSSRModeACode
andCodeisnolrovidedlheradarconlroIIershaIIaemlloverify
hissusicionbyseinglheSSRdecoderloModeACodeandlhereafler
to Code 7700. An aircraft equipped with an SSR transponder is expected to
oeralelhelransonderonModeACodeloindicalesecicaIIylhalilis
the subject of unlawful interference. The aircraft may operate the transponder
onModeACodeloindicalelhalilislhrealenedbygraveandimminenl
dangerandrequiresimmedialeassislance
ATC Rcspnnsc. Whenever unlawful interference with an aircraft is known
orsusecledATSunilsshaIIromlIyaendlorequeslsbyorloanlicialed
needsoflheaircraflincIudingrequeslsforreIevanlinformalionreIalingloair
navigalion faciIilies rocedures and services aIong lhe roule of ighl and al
anyaerodromeofinlendedIandingandshaIIlakesuchaclionasisnecessary
loexedilelheconduclofaIIhasesoflheighlATSunilsshaIIaIso
x Transmil and conlinue lo lransmil informalion erlinenl lo lhe safe
conducloflheighlvilhoulexeclingareIyfromlheaircrafl
x MonilorandIollherogressoflheighlvilhlhemeansavaiIabIe
and co- ordinate transfer of control with adjacent ATS units without
requiring lransmissions or olher resonses from lhe aircrafl unIess
communication with the aircraft remains normal.
x InformandconlinuelokeeinformedarorialeATSunilsincIuding
lhoseinad|acenlighlinformalionregionsvhichmaybeconcerned
vilhlherogressoflheighl
Note: |napp|qinginisprctisicnacccuninusi|ciakcncja||incjacicrsunicnnaq
accincprcgrcsscjincigniinc|u!ingjuc|cn!uranccan!incpcssi|i|iiqcj
su!!cncnangcsinrcuican!!csiinaiicnTncc|jcciitcisicprcti!casjarin
a!tanccasispraciica||cininccircunsianccscacnATSuniiuiinapprcpriaic
injcrnaiicnasicinccxpccic!crpcssi||cpcnciraiicncjincaircrajiiniciis
arcacjrcspcnsi|i|iiq
x Nolify
The operator or his designated representative.
The appropriate RCC in accordance with appropriate alerting
procedures.
The designated security authority. It is assumed that the
designaled securily aulhorily andor lhe oeralor viII in
turn notify other parties concerned in accordance with pre-
established procedures.
449
Chapter 25 Security
x ReIay aroriale messages reIaling lo lhe circumslances associaled
vilh lhe unIavfuI inlerference belveen lhe aircrafl and designaled
authorities.
ExtractsIrnmAnncxAcrndrnmcs
Isn!atcdAircraItParkingPnsitinn. An isolated aircraft parking position is to
be designated for the parking of aircraft subject to unlawful interference. The
position shall be never less then 100m from other parking positions. It is not to
be over underground utilities such as gas and aviation fuel and where feasible
electrical or communications cables.
450
Chapter 25
Security
QUE5TION5
WhenlakingrearmsonboardanaeroIanecarriedbyanaulhorisedersonvhoneedslobe
informed?
a. The commander.
b. The commander and the authority of the state of destination.
c. The authority of the state of destination.
d. The operator.
InICAOAnnexSecurilyvhaldoesSecurilymean
a. To safeguard international civil aviation operations against Unlawful Interference.
b. To safeguard international civil aviation operations.
c. To safeguard international civil aviation operations against hi-jacking.
d. To safeguard international civil aviation operations against terrorism.
3. ICAO Annex 17 states that each State is responsible for establishing security at:
a. all aerial locations within the FIR.
b. at each aerodrome serving international civil aviation.
c. all international airports.
d. all international and commercial airports.
ConlraclingSlalesmusldesignasecurilyrogrammevilhregardloUnIavfuIInlerferencelo
safeguard:
a assengerscargoandcrevsforinlernalionaIighls
b assengerscrevsgroundersonneIandlhegeneraIubIic
c crevsonIyforinlernalionaIighls
d assengerscargoandcrevsforinlernalionaIighlsandallheirdiscrelionaIIoflhese
fordomeslicighls
IfarmedersonneIarelobecarriedloensurelhesafelyofanaircrafllhen
a. the PIC must be informed.
b. the state of departure must notify the state of arrival.
c. the state of departure must notify the airport of arrival.
d. all of the above.
AccordingloAnnexsecurilyisdefinedasacombinalionofmeasuresandhuman
resources intended to safeguard:
a. civil aviation operations against acts of unlawful interference.
b. international civil aviation operations against acts of unlawful interference.
c. international aviation operations against acts of unlawful interference.
d. aviation operations against acts of unlawful interference.
7. Operators are to ensure that procedures are detailed for the carriage of:
a. deportees and people under lawful custody.
b deorleeseoIeunderIavfuIcuslodyandinadmissibIes
c. only people under lawful custody when physically restrained.
d. only deportees and inadmissibles.
451
Chapter 25 Security
8. Airlines are to have procedures in place when carrying potentially disruptive passengers which
include:
a inadmissibIesdeorleesersonsincuslody
b. persons in custody.
c inadmissibIesdeorlees
d deorleesersonsincuslody
9. An aircraft subjected to Unlawful Interference cannot be denied:
a. permission to land and fuel.
b AirTracServicesermissionloIandandlheuseofnavigalionaIaids
c. food and water for the occupants of the aircraft.
d AirTracServicesandfueI
TovhomdoeslheNalionaISecurilyorganisalionofaslalehavelomakeavaiIabIeavrien
version of its national security programme for civil aviation?
a. ICAO and ECAC.
b. ICAO.
c. ECAC.
d. Other States.
11. An isolated parking area is to be provided for an aircraft subjected to unlawful interference
which is never less than ............ metres from other parking positions:
a. 1000.
b. 2500.
c. 3000.
d. 100.
12. A national civil aviation security programme must be established by:
a. ICAO and other organisations including the Contracting States concerned.
b. ICAO.
c. all Contracting States.
d. ECAC.
MemberSlalesshouIdensurelhalsecicsecurilymeasuresareconducledinlheairlransorl
of potentially disruptive passengers. These are seen as:
a. none of the answers are correct.
b deorleesinadmissibIeassengersandersonsincuslody
c. deportees and inadmissible passengers only.
d. deportees and persons in custody.
14. The State shall take adequate measures for the safety of passengers and crew of an aircraft
subjected to an act of unlawful interference until:
a. the end of the subsequent investigation.
b. as such time as requested by the passengers and crew.
c. their journey can be continued.
d. they are returned to their country of origin.
452
Chapter 25
Security
15. A person found to be inadmissible shall be given to the custody of the operator who shall be
responsible for:
a lransorlalionlovherelheersoncommencedhisher|ourneyorloanyIacevhere
the person is admissible at the expense of the operator without redress.
b lransorlalionlovherelheersoncommencedhisher|ourneyorloanyIacevhere
the person is admissible at the expense of the operator. However nothing precludes the
oeralorfromrecoveringfromsuchaersonanylransorlalioncoslsarisingfromhis
her inadmissibility.
c. returning such a person to their country of origin.
d. returning such a person to their normal residence.
453
Chapter 25 Security
454
Chapter 25
Security
AN5WER5
Queslion Answer Reference
1. B 25.9
2. A Denilions
3. B 25.2
4. D 25.5
5. D 25.9
6. A 25.5
7. A 25.11
8. A 25.11
9. B 25.16
10. D 25.5
11. D 25.24
12. C 25.3
13. B 25.11
14. C 25.17
15. B 25.22
455
Chapter 26
Aicraft Accident and
Incident Investigation
CHAPTERTWENTY5IX
AIRCRAFTACCIDENTANDINCIDENTINVE5TIGATION
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
O}ICTIVIOIINVISTIGATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
INVISTIGATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
SIRIOUSINCIDINTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
IUCONSIDIRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
QUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
ANSWIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
456
Chapter 26
Aicraft Accident and
Incident Investigation
457
Chapter 26
Aicraft Accident and
Incident Investigation
INTRODUCTION
Anncx. The ICAO SARPs for the investigation of aircraft accidents and incidents are
contained in Annex 13.
App!icabi!ity UnIess olhervise slaled lhe secicalions for invesligalions aIy
to activities following accidents and incidents wherever they occurred. In Annex 13 the
secicalions concerning lhe Slale of lhe Oeralor aIy onIy vhen lhe aircrafl is Ieased
charleredorinlerchangedandvhenlhalSlaleisnollheSlaleofRegislryandifildischargesin
resecloflheAnnexinarlorinvhoIelhefunclionsandobIigalionsoflheSlaleofRegislry
AccidcntAnaccidenlisdenedasanoccurrenceassocialedvilhlheoeralionofan
aircraft which takes place between the time any person boards the aircraft with the intention of
ighlunliIsuchlimeasaIIsuchersonshavedisembarkedinvhich
A person is fatally or seriously injured as a result of:
x einginlheaircraflor
x DireclconlaclvilhanyarloflheaircraflincIudingarlsvhichhave
becomedelachedfromlheaircraflor
x Direct exposure to jet blast.
Ixcel vhen lhe in|uries are from naluraI causes seIf inicled or inicled by olher
ersons or vhen lhe in|uries are lo a slovavay hiding oulside lhe areas normaIIy
avaiIabIelolheassengersandcrevor
The aircraft sustains damage or structural failure which:
x AdverseIy aecls lhe slrucluraI slrenglh erformance or ighl
characlerislicsoflheaircrafland
x WouId normaIIy require ma|or reair or reIacemenl of lhe aecled
component.
Ixcel for engine faiIure or damage vhen lhe damage is Iimiled lo lhe engine ils
covIingsoraccessoriesorfordamageIimiledloroeIIersvinglisanlennaslyres
brakesfairingssmaIIdenlsorunclurehoIesinlheaircraflskinor
The aircraft is missing or completely inaccessible.
NoteTnc!icrcncc|ciuccnanacci!cnian!ascricusinci!cni|icscn|qinincrcsu|i
458
Chapter 26
Aicraft Accident and
Incident Investigation
DcnitinnsThefoIIovingaddilionaIdenilionsarerequiredknovIedge
Item Dcnitinn
Incident
An occurrence olher lhan an accidenl associaled vilh lhe
oeralion of an aircrafl vhich aecls or couId aecl lhe safely
of operation.
Investigation
A process conducted for the purpose of accident prevention
vhich incIudes lhe galhering and anaIysis of informalion
lhe draving of concIusions incIuding lhe delerminalion of
causes and vhen aroriale lhe making of safely
recommendations.
Serious incident
An incident involving circumstances indicating that an accident
nearly occurred. (Examples given at para 26.3).
Serious injury
An injury which is sustained by a person in an accident and
which:
Requires hospitalisation for more than 48 hours
commencing within seven days from the date the injury
vasreceivedand
Results in a fracture of any bone (except simple fractures
ofngersloesornoseor
InvoIves Iaceralions vhich cause severe haemorrhage
nervemuscIeorlendondamageor
InvoIvesin|uryloaninlernaIorganor
InvoIves second or lhird degree burns or any burns
aeclingmorelhanoflhebodysurfaceor
InvoIves veried exosure lo infeclious subslances or
injurious radiation.
State of design
The State having jurisdiction over the organisation responsible
for the type design.
State of manufacture
The State having jurisdiction over the organisation responsible
forlhenaIassembIyoflheaircrafl
State of occurrence
The State in the territory of which an accident or incident
occurs.
459
Chapter 26
Aicraft Accident and
Incident Investigation
OBJECTIVEOFINVE5TIGATION
Ob|cctivc. The objective of the investigation of an accident or incident shall be the
prevention of accidents and incidents. It is not the purpose of this activity to apportion blame
or liability.
INVE5TIGATION5
Rcspnnsibi!ityInrInstigatinganInvcstigatinn. Where an accident or serious incident
occurs in the territory of a contracting state (other than the State of Registry or the State of the
OeralorlheSlaleofoccurrenceisloinsligalelheinvesligalionIflheaccidenlorincidenl
occurred in a non conlracling slale lhe slale of regislry shouId endeavour lo insligale an
investigation. If the accident or incident occurred outside the territory of any state or the location
oflheoccurrencecannolbedelerminedlheSlaleofRegislryisloinsligalelheinvesligalionIf
lheSlaleofOccurrencedecIinesloinvesligalelheincidenllheSlaleofRegislryorlheSlaleof
the Operator) may investigate.
ParticipatinnTheSlaleofRegislrylheSlaleoflheOeralorlheSlaleofDesignandlhe
SlaleofManufaclureareenlilIedlobereresenledalanyinvesligalionAnyslalevhichvhen
requesledrovidesinformalionfaciIiliesorexerlslolheslaleconduclinglheinvesligalion
is enlilIed lo be reresenled al lhe invesligalion Where lhe cilizens of a slale have suered
falaIiliesorseriousin|urieslhalslaleifarequeslhasbeenmadeviIIbeermiedloaoinl
an expert who should be entitled to:
Visit the scene of the accident
Have access to the relevant factual information
Iarlicialeinlheidenlicalionoflheviclims
Assist in questioning survivors who are citizens of that state
ReceiveacoyoflhenaIreorl
Fina!RcpnrtThenaIreorlofaninvesligalionofanaccidenlislobesenlvilhlhe
minimumdeIaybylheSlaleconduclinglheinvesligalionlo
The state that instigated the investigation
The state of Registry
The state of the Operator
The state of Design
The state of Manufacture
AnyslalevhoscilizenshavesuerfalaIiliesorin|uriesand
AnyslalevhichrovidedreIevanlinformalionsignicanlfaciIiliesorexerls
ICAOIflheinvesligalionconcernedanaircraflvilhmaxmassoverkglhenaI
report is also to be sent to ICAO.
460
Chapter 26
Aicraft Accident and
Incident Investigation
5ERIOU5INCIDENT5
Examp!cs. The incidents listed are typical examples of incidents that are likely to be
serious incidenls The Iisl is nol exhauslive and onIy serves as guidance lo lhe denilion of
serious incident.
Near coIIisions requiring an avoidance manoeuvre lo avoid a coIIision or an
unsafe situation or when an avoidance action would have been appropriate.
ConlroIIedighlinlolerrainonIymarginaIIyavoided
AborledlakeosonacIosedorengagedrunvay
Takeos from a cIosed or engaged runvay vilh marginaI searalion from
obstacle(s).
LandingsoraemledIandingsonacIosedorengagedrunvay
Gross faiIures lo achieve redicled erformance during lakeo or iniliaI
climb.
Iiresandsmokeinlheassengercomarlmenlincargocomarlmenlsorengine
res even lhough such res vere exlinguished by lhe use of exlinguishing
agents.
Ivenlsrequiringlheemergencyuseofoxygenbylheighlcrev
Aircrafl slrucluraI faiIures or engine disinlegralions nol cIassied as an
accident.
MuIliIe maIfunclions of one or more aircrafl syslems seriousIy aecling lhe
operation of the aircraft.
IIighlcrevincaacilalioninighl
Fuel quantity requiring the declaration of an emergency by the pilot.
TakeoorIandingincidenlsincIudingundershoolingoverrunningorrunning
olhesidesofrunvays
SyslemsfaiIuresvealherhenomenaoeralionsoulsidelhearovedighl
enveIoeorolheroccurrencesvhichcouIdhavecauseddicuIliesconlroIIing
the aircraft.
IaiIuresofmorelhanonesysleminaredundancysyslemmandaloryforighl
guidance and navigation.
461
Chapter 26
Aicraft Accident and
Incident Investigation
EUCON5IDERATION5
Dircctivc The IU CounciI Direclive secies lhe requiremenls for
Accident Investigation relating to accidents and serious incidents concerning aircraft registered
in member states. The directive is similar in content to Annex 13.
5cnpc. The directive states that the EU investigation procedure will apply to all
accidenlsandseriousincidenlslhaloccurinlhelerriloryofcommunilyslalesaIsoloaccidenls
and serious incidents occurring outside the community territory where such occurrences are
not investigated by another state.
462
Chapter 26
Aicraft Accident and
Incident Investigation
QUE5TION5
AnaircraflvheeIgelssluckinlhemudvhiIsllaxiinglolherunvayforlakeoandsuslains
damage. Is this:
a. an incident.
b. an accident.
c. a serious incident.
d. a normal operating hazard.
2. Who is responsible for the investigation of an accident?
a. State of Occurrence.
b. State or Registry.
c. ICAO.
d. Combination of A and B.
3. The purpose of Accident Investigations is the prevention of future accidents and:
a. apportion blame.
b. to improve manufacturing design.
c. to help judicial proceedings.
d. nothing more.
}usl before arrivaI al lhe aron lhe aircrafl uninlenlionaIIy laxies onlo lhe grass causing lhe
wheel to ride into a pothole. The aircraft has sustained serious damage and consequently the
crew is forced to delay the departure:
a considering lhal lhere is no hysicaI in|ury and lhal lhe ighl has ended lhe aclion
lhal has lo be laken is mereIy conned lo nolicalion of lhe insurance comany lhe
mechaniclheoeralorandersonsvhoareinchargeofrunvaysandlaxivays
b. this is an accident and the crew should follow the appropriate procedures.
c. this is an incident and the captain has to report this to the aerodrome authority within
48 hours.
d. this is an irregularity in the exploitation. This crew should inform the operator about
the delay caused by necessary repairs.
5. Who is entitled to be represented at any investigation?
a. The State of Registry.
b. The State of Design.
c. The State of Manufacture.
d. All the above.
463
Chapter 26
Aicraft Accident and
Incident Investigation
464
Chapter 26
Aicraft Accident and
Incident Investigation
AN5WER5
Queslion Answer Reference
1. B 26.3
2. D 26.5
3. D 26.4
4. B 26.3
5. D 26.6
465
Chapter 27 Revision Questions
CHAPTERTWENTY5EVEN
REVI5IONQUE5TION5
Contents
RIVISIONQUISTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467
ANSWIRSTORIVISIONQUISTIONS . . . . . . . . . . . . . . . . . . . . . . . . . .492
}AASIICIMINIXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493
ANSWIRSTOSIICIMIN}AAIXAMINATION . . . . . . . . . . . . . . . . . . . . .506
466
Revision Questions Chapter 27
467
Chapter 27 Revision Questions
REVI5IONQUE5TION5
1. ICAO Annex 17 lays down the rules to establish security measures for passengers with regard
to:
a cabin baggage checked baggage cargo and olher goods access conlroI and airorl
design.
b. cabin baggage and checked baggage.
c. passenger baggage.
d cabinbaggagecheckedbaggagecargoandolhergoodsandaccessconlroI
2. Ixcel in seciaI cases lhe eslabIishmenl of changeover oinls shaII be Iimiled lo roule
segments of:
a. 100 nms or more.
b. 75 nms or more.
c. 60 nms or more.
d. 50 nms or more.
IxcelvhencIearedbyanATCunilaVIRighlcannolenlerorIeaveaConlroIZonevhen
the cloud base is lower than:
a flandIesslhankmsvisibiIily
b flandIesslhankmsvisibiIily
c flor less than 5 kms visibility.
d flandIesslhankmsvisibiIily
WhenrequeslingloengagelhearkingbrakeamarshaIIerviIIgivelhefoIIovingsignaI
a. arms repeatedly crossed over the head.
b. arms placed down and crossed in front of the body moving horizontally.
c raisearmandhandvilhngersexlendedhorizonlaIIyinfronloflhebodyThencIench
sl
d. arms placed horizontally sideways with palms towards the ground beckoning
downwards.
Whendoingarocedurelurngoingoulboundlurnedolracklhelimelaken
from the beginning of the turn for Cat A and Cat B aircraft is:
a. 1 minute 30 seconds.
b. 1 minute.
c. 1 minute 15 seconds.
d. 2 minutes.
ConcerninglhelhreeenlrieslolhehoIdlheenlryhaslobeovnon
a. heading.
b. track.
c. course.
d. bearing.
468
Revision Questions Chapter 27
WhengiveninslruclionsloselamodecodeaiIolshaII
a onIyuselhevordviIco
b. only read back the code.
c onIyuselhevordroger
d. read back mode and code.
In an inslrumenl aroach rocedure lhe segmenl vhere lhe aircrafl is Iined u vilh lhe
runway centre line and when the decent is commenced is called:
a. intermediate approach segment.
b. initial approach segment.
c. arrival segment.
d naIaroachsegmenl
9. What does DER mean?
a. distance end of route.
b. departure end of runway.
c. distance end of runway.
d. departure end of route.
WhalaclionshouIdbelakenvhenduringanIIRighlinVMCyousueraradiofaiIure
a. Return to the aerodrome from which you departed.
b ConlinueyinginVMCandIandassoonasossibIe
c. Maintain your assigned altitude and land at the nearest aerodrome at which there are
VMC conditions.
d ConlinueyingalyourassignedaIliludeandslarlyouraroachalyourITA
AnATSairsaceinvhichIIRandVIRighlsareermiedandaIIighlsreceiveairlrac
conlroIserviceIIRighlsaresearaledfromolherIIRighlsandreceivelracinformalion
concerningVIRighlsandVIRighlsreceivelracinformalionconcerningaIIolherighls
iscIassiedas
a. Airspace E.
b. Airspace B.
c. Airspace A.
d. Airspace D.
12. What is the speed limit (IAS) in airspace E?
a klsforIIRandVIRbeIovIL
b klsforIIRonIybeIovIL
c klsforIIRandVIRalaIIaIliludes
d klsforIIRonIybeIovIL
WhohaslhenaIaulhorilyaslolhedisosilionoflheaircrafl
a. The State.
b. The Operator.
c. The Commander.
d. The owner.
469
Chapter 27 Revision Questions
14. Who is responsible for the safety of an ATC clearance concerning terrain clearance?
a TheATSreorlingoinlvhenaccelinglheighlIan
b. The Captain.
c. The Operator of the aircraft.
d. ATC.
InModeIaraIIeIRunvayoeralionsaminimumradarsearalioncanberovidedof
a. 3 nms between aircraft on the same localiser course.
b. 2 nms between aircraft on the same localiser course.
c. 3 nms between aircraft on adjacent localiser courses.
d. 5 nms between aircraft on the same localiser course.
IoraconlroIIedighlbeforedearlureaighlIanmuslbeIedalIeasl
a minulesbeforeobIocklime
b. 60 minutes before departure.
c. 10 minutes before departure.
d minulesbeforeobIocklime
AnaircraflonaradararoachshouIdbeloIdloconsidermakingamissedaroachvhen
lhe aircrafl is nol visibIe on lhe radar screen for a signicanl eriod of lime and vhen il is
within:
a. the last 2 nms of the approach.
b. the last 5 nms of the approach.
c. the last 4 nms of the approach.
d. the last 3 nms of the approach.
CIocksandolherlimingequimenlusedbyairlracservicesmuslbecheckedinorderlobe
able to give the time within plus or minus:
a. 15 seconds of UTC.
b. 10 seconds of UTC.
c. 30 seconds of UTC.
d. 1 minute of UTC.
TracksearalionbelveenaircraflusinglhesamexieDRhaslobeaIiedvhenaircrafl
a haveloy
0
searaledaladislanceofmiIesormorefromlhex
b haveloy
0
searaledaladislanceofnmsormorefromlhex
c haveloy
0
searaledaladislanceofnmsormorefromlhex
d haveloy
0
searaledaladislanceofmiIesormorefromlhex
An aircrafl making an aroach musl be loId lo make a missed aroach vhen no Ianding
cIearance has been received from lhe nonradar lrac conlroIIer vhen lhe aircrafl is al a
distance of:
a. 5 nms from the touchdown.
b. 1.5 nms from the touchdown.
c. 4 nms from the touchdown.
d. 2 nms from the touchdown.
470
Revision Questions Chapter 27
Temorary changes of Iong duralion in secicalions for AII suIemenls and informalion
of shorl duralion vhich conlains exlensive lexl and or grahicaI reresenlalion has lo be
published as AIP supplements. Long duration is considered to be:
a. 3 months or longer.
b. 2 months or longer.
c. 1 year or longer.
d 6 months or longer.
HovmanyredIighlshavelobeseenbylheiIolvhosaircraflonnaIaroachfoIIovsa
normaIIAIIdenedgIidealh
a. 2
b. none
c. 3
d. 1
23. A Clearway is a squared area that is established to:
a roleclaircraflduringlakeoandIanding
b loenabIelheaircrafllosloinlhecaseofanaborledlakeo
c loenabIelheaircrafllomakeaarloflheiniliaIcIimbloaseciedaIlilude
d lodecreaselheriskofdamageloaircraflvhichrunolheendoflherunvay
IlsaysinlheAnnexoflheICAOconvenlionlhallhesizesofaireIdsareseciedbycodesfor
dierenlrunvaysWhalislheminimumvidlhofarunvayvilhrunvaycode
a. 40m.
b. 45m.
c. 50m.
d. 35m.
Whensomeonesadmianceloacounlryisrefusedandhesheisbroughlbacklolheoeralor
for transportation away from the territory of the state:
a. the operator wont take any transportation costs from the passenger which arise from
hisherinadmissibiIily
b lhe oeralor is nol resonsibIe for lhal erson lo vhom lhe admiance lo lhe hosl
country is refused.
c. the operator and state of the operator are both responsible for the refused person.
d. the operator will not be prevented from taking any transport costs from a person which
arisesoulofhisherinadmissibiIily
AnaircraflvhichisnolconcernedvilhreguIarinlernalionaIighlsandvhichmakesaighl
loorviaadedicaledaerodromeofamemberSlaleandislemorariIyfreeoflaxesisadmied
will stay within that State without paying customs:
a. during a period which is determined by the State.
b. during a period of 24 hours.
c. during a period of 12 hours.
d. during a period of 48 hours.
471
Chapter 27 Revision Questions
Anaircrafliesovermounlainouslerrainalvhichasearchandrescueoeralionisconducled
lo nd survivors of a Iane crash The iIol sees a ground sign in lhe form of a X This
indicates:
a. we have found all personnel.
b. engineering assistance required.
c. landing impossible.
d. require medical assistance.
A conlroIIed ighl is required lo inform lhe concerned ATC unil vhen lhe average TAS al
cruising level deviates or is expected to deviate compared to that given TAS in the Flight Plan
by at least plus or minus:
a. 10%.
b. 3%.
c. 5%.
d. 2%.
Concerningaircraflregislralionmarkingsnocombinalionscanbeusediflheycanbemislaken
for:
a codesvhichareusedforidenlicalionofICAOdocumenls
b IeercombinalionsbeginningvilhQ
c IeercombinalionsvhichareusedbyinlernalionaIcodeofsignaIs
d IeercombinalionsvhichareusedbyinlernalionaIcodeofsignaIs
WhalislheruIeconcerningIeveIorheighllheaircraflshouIdmainlainvhenyingIIRoulside
controlled airspace unless otherwise directed?
a flabovelhehigheslobslacIevilhinkmsoflheheading
b fl above lhe highesl obslacIe vilhin kms of lhe eslimaled osilion of lhe
aircraft.
c flabovelhehigheslobslacIevilhinnmsoflheIannedlrack
d flabovelhehigheslobslacIevilhinnmsoflheIannedlrack
31. An aircraft is expected to overtake another aircraft is closing from behind in a sector of:
a. 50
and 90
.
b. 15nm for turns between 30
and 90
.
c. 22.5nm for turns between 30
and 90
.
d. 30nm for turns between 30
and 90
.
ARNIrouledesignaledasAYindicaleslhallherouleisaloraboveILandaIIlurns
shaIIbemadevilhinlheaIIovabIeRNIloIeranceofalangenliaIarcbelveenlheslraighlIeg
segments with a radius of:
a. 10nm for turns between 30
and 90
.
b. 15nm for turns between 30
and 90
.
c. 22.5nm for turns between 30
and 90
.
d. 30nm for turns between 30
and 90
.
479
Chapter 27 Revision Questions
IfnoICAOidenlierhasbeenaribuledloanaerodromevhalshouIdbeenleredinoxof
the Flight Plan?
a. ZZZZ
b NNNN
c AN
d ADXXX
80. Which of the following is not a valid SSR mode A squawk?
a. A5555
b. A5678
c. A2345
d. A3333
81. A separation minima shall be applied between a light or medium aircraft and a heavy and
between a light and a medium aircraft when the heavier aircraft is making a low or missed
approach and the lighter aircraft is utilizing an opposite direction runway on a parallel runway
separated by:
a. less than 915m.
b. more than 760m.
c. less than 760m.
d. more than 915m.
AconlraclingslalevhichconlinueslorequirelheresenlalionofaCargoManifeslshaIIaarl
fromlheinformalionindicaledinlheheadingoflheformaloflhecargomanifeslnolrequire
more than the following items:
a irvaybiIInumberandlhenumberofackagesonIy
b. total weight and the number of packages only.
c. total weight and the nature of the goods only.
d airvaybiIInumberlhenumberofackagesandlhenalureofgoods
ConlraclingslalesshaIIcarryoullhehandIingforvardingandcIearanceofairmaiIandshaII
comply with the documentary procedures as proscribed by:
a. the Acts in force of the Universal Postal Union.
b. the Acts in force of the General Postal Union.
c. the Acts in force of the Warsaw Convention.
d. the Acts in force of the International Postal Union.
84. Unaccompanied baggage carried by air shall be cleared under a procedure applicable to:
a accomaniedbaggageorunderasimIiedcuslomsroceduredislinclanddierenl
from that normally applicable to other cargo.
b. cargo.
c. dangerous goods.
d. mail.
480
Revision Questions Chapter 27
AnareasymmelricaIaboullheexlendedrunvaycenlreIineandad|acenllolheendoflheslri
primarily intended to reduce the risk of damage to an aircraft undershooting or overrunning
lherunvayisdenedasa
a. clearway.
b. runway strip extension.
c. runway end safety area.
d. altimeter operating area extension.
IoraninslrumenlrunvayhovfarfromlhecenlreIineoflherunvayisarunvayvacaled
sign positioned?
a ToadislanceoflheneareslIaernAhoIdingosilion
b AllheendoflheILSMLSSensiliveArea
c. It depends on the Aerodrome Category.
d. 85m.
87. What is required if a stop bar is not provided at a runway entrance and runway is to be used
with RVR of less than 550m?
a olhaIaernAandhoIdingosilion
b. High intensity taxiway centerline lights only.
c. Runway guard lights.
d. Both high intensity taxiway centerline lights and high intensity taxiway edge lights.
IndeendenlaraIIeIaroachesmaybeconducledloaraIIeIrunvaysrovidedlhalaNTZ
of at least:
a. 915m is established between extended centre lines.
b. 760m is established between extended centre lines.
c miseslabIishedbelveenexlendedcenlreIines
d. 610m wide is established between extended centre lines.
ATISbroadcaslsshouIdconlaincIouddelaiIsvhen
a. they are below 2500m.
b lheyarebeIovmorMSAvhicheverislhegrealer
c. they are below 1000m.
d lheyarebeIovmorMSAvhicheverislhegrealer
90. What action should be taken if contact is lost with the runway during a circling approach?
a Descendlo DecisionHeighland if sliII no conlaclvilh lhe runvayinilialea missed
approach.
b. Land on the instrument runway.
c. Initiate a missed approach.
d. Return to the FAF.
91. The height of the marks on lighter than air aircraft other than unmanned free balloons shall
be:
a. at least 30cm.
b. at least 50cm.
c. at least 60cm.
d. at least 80cm.
481
Chapter 27 Revision Questions
Whenanaircraflsub|ecledlounIavfuIinlerferencehasIandedinaConlraclingSlaleilshaII
notify by the most expeditious means of the State of Registry and the State of the Operator of
lheIandingandinaddilionshaIIsimiIarIylransmilaIIolherreIevanlinformalionlo
a each Slale vhose cilizens suered falaIilies or in|uries each Slale vhose cilizens
veredelainedashoslageseachSlalevhosecilizensvereknovnlobeonboardand
ICAO.
b. ICAO only.
c. each State whose citizens were known to be on board only.
d. ICAO and each State whose citizens were known to be on board only.
Accordinglo}ARICLrecognisedinslruclorcalegoriesare
a IIATRIACRIAIRIAonIy
b. FI(A) and CRI(A) only.
c. FI(A) and IRI(A) only.
d IIATRIACRIAIRIAMCCIAandSIIAonIy
Nole II IIying Inslruclor TRI Tye Raling Inslruclor CRI CIass Raling Inslruclor
IRIInslrumenlRalingInslruclorMCCIMuIlicrevCooeralionInslruclorSII
Synthetic Fight Instructor.
WhenaSlalerendersvaIidaIicenseissuedbyanolherConlraclingSlaleasanaIlernalivelo
issuanceofilsovnIicenselhevaIidilyshaII
a. not extend beyond 15 days after the validity of the license.
b. not extend beyond the period of validity of the license.
c. be at the discretion of the Contracting State rendering it valid.
d. be at the discretion of ICAO.
WhereinlheAIIvouIdyounddelaiIsoninslrumenlhoIdingrocedures
a GIN
b INR
c. AD
d. AGA
96. The loading limitations shall include:
a. all limiting mass and centres of gravity.
b aIIIimilingmasscenlresofgravilyosilionmassdislribulionsandoorIoading
c. aIIIimilingmasscenlresofgravilyosilionandoorIoading
d aIIIimilingmassmassdislribulionsandcenlresofgravily
97. The International Civil Aviation Organisation (ICAO) establishes:
a. standards and recommended international practices for contracting member states.
b. aeronautical standards adopted by all states.
c. proposals for aeronautical regulations in the form of 18 annexes.
d slandardsandrecommendedraclicesaIiedvilhoulexcelionbyaIIslalessignalory
to the Chicago convention.
482
Revision Questions Chapter 27
AccordingloAnnexlheregislralionmarkshaIIbeIeersnumbersoracombinalionofIeers
and numbers and shall be that assigned by:
a. the State of Registry or Common Mark Registering Authority.
b. the State of Registry only.
c. the International Civil Aviation Organisation.
d. the International Telecommunication Union.
Accordinglo}ARICLlheriviIegesoflhehoIderofanunreslricledIIAralingareloconducl
ighlinslruclionforlheissueofaCILA
a. provided that the FI(A) has completed not less than 15 hours on the relevant type in the
preceding 12 months.
b. rovided lhal lhe IIA has comIeled al Ieasl hours of ighl lime as a iIol of
aeroIanesincIudingalIeaslhoursofighlinslruclion
c. without restriction.
d rovidedlhallheIIAhascomIeledhoursofighlinslruclion
Accordinglo}ARICLanaIicanlforaCILAvhohassalisfacloriIyfoIIovedandcomIeled
an inlegraled ying lraining course shaII have comIeled as a iIol of aeroIanes having a
cerlicaleofairvorlhinessissuedoracceledbya}AAMemberSlalealIeasl
a hoursofighllime
b hoursofighllime
c hoursofighllimeIushoursofinslrumenlgroundlime
d hoursofighllimeIushoursofinslrumenlgroundlime
101. If radio communication is established during an interception but communications in a common
Ianguage is nol ossibIe vhich hrase shouId be ronounced by lhe inlerceling aircrafl lo
request the intercepted aircraft to descend for landing?
a. Let down.
b. Descend.
c. Descend for landing.
d YouIand
AnaircraflmanoeuvringsinanairorlscircuilreceivesaseriesofredashesfromlheconlroI
loverThissignieslhallheaircraflmusl
a. not land because the airport is not available for landing.
b. give way to another aircraft.
c. return to land and that clearance to land will be communicated in due course.
d. not land for the moment regardless of previous instructions.
WhichaclionshaIIbelakenbyanaircraflinlhelracaernofanaerodromeexeriencing
radio faiIure lo indicale dicuIlies vhich comeI il lo Iand vilhoul requiring immediale
assistance?
a SvilchingonandolhreelimeslheIandingIighls
b ThereealedsvilchingonandooflheIandingIighls
c SvilchingonandofourlimeslhenavigalionIighls
d SvilchingonandofourlimeslheIandingIighls
483
Chapter 27 Revision Questions
ThemainfaclorslhaldiclalesingeneraIlhedesignofaninslrumenldearlurerocedureis
are:
a. the terrain surrounding the aerodrome.
b. ATC availability and requirements.
c. availability of navigation aids.
d. airspace restrictions applicable and in force.
105. One of the conditions to descent below the MDA on a circling approach is:
a. the landing runway and an alternative landing possibility (runway) are in sight.
b. the required visual references have been established and can be maintained.
c lheCeiIingisflorhigher
d lhehorizonlaIvisibiIilyisalIeaslNMandlheCeiIingisflorhigher
106. If for any reasons a pilot is unable to conform to the procedures for normal conditions laid
dovnforanyarlicuIarhoIdingaernheshouId
a. advise ATC as early as possible.
b execule a nonslandard hoIding aern in accordance vilh lhe erformance of his
aeroplane.
c remainvilhinlherolecledareabulmaydevialefromlherescribedhoIding
d. follow the radio communication failure procedure.
107. The Transition Level:
a shaIIbelheIoveslighlIeveIavaiIabIeforuseabovelhelransilionaIlilude
b shaII be lhe highesl avaiIabIe ighl IeveI beIov lhe lransilion aIlilude lhal has been
established.
c isubIishedforlheaerodromeinlheSeclionINRoflheAII
d. is calculated and declared for an approach by the Pilot-in command.
WhenlheaircraflcarriesserviceabIeModeClransonderlheiIolshaIIconlinuousIyoerale
this mode:
a. only when directed by ATC.
b. unless otherwise directed by ATC.
c onIyvhenlheaircraflisyingvilhinconlroIIedairsace
d. regardless of ATC instructions.
TheseedIimilalionforVIRighlsinsideATSairsacecIassiedasCvhenyingbeIov
mflAMSLis
a. not applicable.
b. 240 KT IAS.
c. 250 KT IAS.
d. 250 KT TAS.
484
Revision Questions Chapter 27
TheVMCminimaforaVIRighlinsideanATSairsacecIassiedasis
a NMvisibiIilybeIovmflAMSLcIearofcIouds
b NM visibiIily vhen beIov m fl AMSL m horizonlaI and m
vertical from cloud.
c kmvisibiIilyvhenalorabovemflAMSLandcIearofcIouds
d kmvisibiIilyvhenalorabovemflAMSLandmhorizonlaIand
m vertical from clouds.
111. Area Control Centres issue clearances for the purpose of:
a achievingsearalionbelveenIIRighls
b achievingsearalionbelveenconlroIIedighls
c. providing advisory service.
d rovidingighlInformalionService
IIighl informalion service rovided lo ighls shaII incIude lhe rovision of informalion
concerning collision hazards to aircraft operating in airspace classes:
a. A to G (inclusive).
b. C to G (inclusive).
c. F and G.
d. A to E (inclusive).
TheVerlicaISearalionMinimumVSMforighlsinaccordancevilhIIRvilhinconlroIIed
airspace below FL 290 is:
a. 500 ft (150 m).
b flm
c flm
d flm
TheCIearanceloymainlainingovnsearalionvhiIeinvisuaImeleoroIogicaIcondilions
may be given by the appropriate ATS authority. This has to be requested by the pilot of a
conlroIIedighlandhaslobeagreedbylheiIoloflheolheraircrafl
The conditions are:
a AirsaceCIassCVMChoursofdayIighl
b AirsaceCIassDandIVMChoursofdayIighl
c AirsaceCIassCDandIVMC
d AirsaceCIassCDVMC
IorconlroIIedlraclhalshaIIbesearaledinlhevicinilyofanairorlsearalionminimamay
be reduced:
a. if the commander of the involved aircraft so requests.
b onIyiflheairlracconlroIIerhaslheinvoIvedaircraflinsighl
c. when the commander in the following aircraft has the preceding aircraft in sight and is
able to maintain own separation.
d allhediscrelionoflheairlracconlroIIer
485
Chapter 27 Revision Questions
In order lo meel lhe vake lurbuIence crileria vhal minimum searalion shouId be aIied
vhen a medium aircrafl is laking o behind a heavy aircrafl and bolh are using lhe same
runway?
a. 3 minutes.
b. 2 minutes.
c. 1 minute.
d. 4 minutes.
WhichdoesATCTermRadarconlaclsignify
a YouraircraflhasbeenidenliedonlheradardisIayandradarighlinslruclionsviII
berovidedunliIradaridenlicalionislerminaled
b YouraircraflhasbeenidenliedandyouviIIreceivesearalionfromaIIaircraflvhiIe
in contact with this radar facility.
c YouviIIbegivenlracadvisoriesunliIadvisedlhallheservicehasbeenlerminaledor
that radar contact has been lost.
d ATCisreceivingyourlransonderandviIIfurnishveclorsandlracadvisoriesunliI
you are advised that contact has been lost.
WhenlhelransonderaearslobeunserviceabIeriorlodearlureandresloreisimossibIe
than:
a you musl indicale lhe faiIure in lhe ghl Ian afler vhich lheATC viII endeavor lo
rovideforconlinualionoflheighl
b dearlurelolheneareslsuilabIeairorlvherereaircanbeeecledisaIIoved
c youarenolaIIovedlocommencelheighl
d lheighlcanonIyconlinueinlhemosldireclmanner
AnoliceconlaininginformalionconcerningighlsafelyairnavigalionlechnicaIadminislralion
orIegisIalivemaersandoriginaledallheAISofaslaleiscaIIed
a. Aeronautical Information Publication (AIP).
b. Aeronautical Information Circular (AIC).
c. AIRAC.
d NOTAM
WhicharloflheAIIconlainsaIislvilhLocalionIndicalors
a INR
b GIN
c. LOC.
d. AD.
Which code Ieer shaII be chosen lo idenlify a laxivay lo be used by an aircrafl having a
wheel base of 15m?
a CodeIeer
b CodeIeerC
c CodeIeerI
d CodeIeerD
486
Revision Questions Chapter 27
122. InarecisionaroachcalegoryIIighlingsyslemlhesingIelvoandlhreeIighlsourceson
the centre line have a length of:
a. 250m.
b. 200m.
c. 150m.
d. 300m.
123. When a person is found inadmissible and is returned to the operator for transport away from
lhelerriloryoflheslalelheoeralor
a. shall not be preclude from recovering from such person any transportation costs arising
from his (her) inadmissibility.
b. shall not recover from such person any transportation costs arising from his (her)
inadmissibility.
c. is not responsible for the person inadmissible for entry in the receiving state.
d. the state of the operator are both responsible for the person inadmissible.
124. Who is responsible for the initiation of an accident investigation?
a. The Authority of the State in which the accident took place.
b. The Operators of the same aircraft type.
c. The aircraft manufacturer.
d. The State of design and manufacturer.
WhenilbecomesaarenllhalanaircraflisindicuIlylhedecisionloinilialelheaIerlhases
is the responsibility of the:
a oeralionaIairlracconlroIcenlres
b ighlinformalionorconlroIorganisalions
c airlraccoordinalionservices
d. search and rescue co-ordination centres.
An aircrafl inlerceled by a miIilary aircrafl shaII immedialeIy aeml lo eslabIish radio
communication with the intercepting aircraft on the following frequencies:
a MHzandifcommunicalionscannolbeeslabIishedonMHz
b MHzandifcommunicalionscannolbeeslabIishedonMHz
c MHzandifcommunicalionscannolbeeslabIishedonMHz
d MHzandifcommunicalionscannolbeeslabIishedonMHz
Whal are lhe dierences belveen lhe ruIes and reguIalions in lhe UIR comared vilh lhe
airspace below?
a. The same rules apply.
b TheyareagreedbylheAirNavigalionMeeling
c. They are identical to the airspace below.
d. They do not have to be identical to the airspace below.
487
Chapter 27 Revision Questions
Ixcel in seciaI cases lhe eslabIishmenl of changeover oinls shaII be Iimiled lo roule
segments of:
a. 100nms or more.
b. 75nms or more.
c. 60nms or more.
d. 50nms or more.
129. ThebodyvhichgovernsIicensingofiIolIicensesorlheequivaIenldocumenlsmusldecideif
lheexerienceoflheiIolinlrainingdoneonasimuIalorisaccelabIeasarloflhelolaIying
time of 1500 hours. Exemption from such experience shall be limited to a maximum of:
a hoursofvhichnolmorelhanhoursmaybedoneonaighlrocedurelrainer
orasynlhelicighllrainer
b hoursofvhichnolmorelhanhoursmaybedoneonaighlrocedurelraineror
asynlhelicighllrainer
c hoursofvhichnolmorelhanhoursmaybedoneonasynlhelicighllrainer
d hoursofvhichnolmorelhanhoursmaybedoneonaighlrocedurelrainer
orabasicinslrumenlighllrainer
130 WhengiveninslruclionsloselamodecodeaiIolshaII
a onIyuselhevordviIco
b. only read back the code.
c onIyuselhevordroger
d. read back mode and code.
WhohaslhenaIaulhorilyaslolhedisosilionoflheaircrafl
a. The State.
b. The Operator.
c. The Commander.
d. The owner.
132. Who is responsible for the safety of an ATC clearance concerning terrain clearance?
a TheATSreorlingoinlvhenaccelinglheighlIan
b. The Captain.
c. The Operator of the aircraft.
d. ATC.
AnaircraflonaradararoachshouIdbeloIdloconsidermakingamissedaroachvhen
lhe aircrafl is nol visibIe on lhe radar screen for a signicanl eriod of lime and vhen il is
within:
a. the last 2 nms of the approach.
b. the last 5 nms of the approach.
c. the last 4 nms of the approach.
d. the last 3 nms of the approach.
488
Revision Questions Chapter 27
AnaircraflvhichisnolconcernedvilhreguIarinlernalionaIighlsandvhichmakesaighl
loorviaadedicaledaerodromeofamemberSlaleandislemorariIyfreeoflaxesisadmied
will stay within that State without paying customs:
a. during a period which is determined by the State.
b. during a period of 24 hours.
c. during a period of 12 hours.
d. during a period of 48 hours.
TheersonhavingoveraIIresonsibiIilyofanaircraflduringighlislhe
a. pilot in command.
b. operator.
c. ATC Controller if the aircraft is in controlled airspace.
d. owner of the aircraft.
IiIolsarenolaIIovedlouselheindenlfuncliononlheirSSRunIess
a. they operate outside controlled airspace.
b. if asked by ATC.
c. with are within controlled airspace.
d. they operate a transponder with mode C.
LighlsonanaireIdorinlhevicinilycanbeexlinguishediflheycanbereIil
a. at least 5 minutes before the ETA of the aircraft.
b. at least 15 minutes before the ETA of the aircraft.
c. at least 30 minutes before the ETA of the aircraft.
d. at least 60 minutes before the ETA of the aircraft.
AirTracServiceunilconsislsof
a AirTracConlroIUnilsandIIighlInformalionCenlres
b IIighlInformalionCenlresandAirServicesReorlingoces
c AirTracConlroIUnilsIIighlInformalionCenlresandTracAirServicesReorling
oces
d AirServicesReorlingocesandAirTracConlroIUnils
139. According to international agreements the wind direction must be given in degrees magnetic
converted with local magnetic variation from the true wind direction:
a beforeIandingandlaxiforlakeo
b inanlicialionoflheuervindforareasNorlhofNandSoulhofS
c vhenanaircraflisrequesledbylhemeleoroIogicaIoceoronseciedoinlslogive
a PIREP.
d. when the local variation is greater than 10 East or West.
489
Chapter 27 Revision Questions
140. A PAPI must consist of:
a arovofmuIliIeIighlsorairedunilsvilhoullransilionzonealequaIdislancefrom
each other.
b lvorovsofmuIliIeIighlsorairedunilsvilhoullransilionzonealequaIdislance
from each other.
c arovofmuIliIeIighlsorairedunilsvilhoullransilionzonealequaIdislancefrom
each other.
d lvorovsofmuIliIeIighlsorairedunilsvilhoullransilionzonealequaIdislance
from each other.
ReeliliveighlIansRILscannolbeusedforighlsolherlhanlhoseexeculedfrequenlIy
on the same days of following weeks and:
a. for at least 20 occasions or every day over a period of at least 20 consecutive days.
b. for at least 20 consecutive days.
c. for at least 10 occasions or every day over a period of at least 10 consecutive days.
d. for at least 20 occasions.
AeroIanescerliedlo}ARmuslnoloeraleacrossareasvhereSRvouIdbeeseciaIIy
dicuIlvilhoulsurvivaIequimenlifiliesloadislancecorresondinglogrealerlhan
a. 30 minutes at cruising speed from an area suitable for making an emergency landing.
b. 60 minutes at cruising speed from an area suitable for making an emergency landing.
c. 90 minutes at cruising speed from an area suitable for making an emergency landing.
d. 120 minutes at cruising speed from an area suitable for making an emergency landing.
IfnoICAOidenlierhasbeenaribuledloanaerodromevhalshouIdbeenleredinoxof
the Flight Plan?
a. ZZZZ
b NNNN
c AN
d ADXXX
144. Which of the following is not a valid SSR mode A squawk?
a. A5555
b. A5678
c. A2345
d. A3333
ConlraclingSlalesshaIIcarryoullhehandIingforvardingandcIearanceofairmaiIandshaII
comply with the documentary procedures as proscribed by:
a. the Acts in force of the Universal Postal Union.
b. the Acts in force of the General Postal Union.
c. the Acts in force of the Warsaw Convention.
d. the Acts in force of the International Postal Union.
490
Revision Questions Chapter 27
146. Unaccompanied baggage carried by air shall be cleared under a procedure applicable to:
a accomaniedbaggageorunderasimIiedcuslomsroceduredislinclanddierenl
from that normally applicable to other cargo.
b. cargo.
c. dangerous goods.
d. mail.
ATISbroadcaslsshouIdconlaincIouddelaiIsvhen
a. they are below 2500m.
b lheyarebeIovmorMSAvhicheverislhegrealer
c. they are below 1000m.
d lheyarebeIovmorMSAvhicheverislhegrealer
148. The height of the marks on lighter than air aircraft other than unmanned free balloons shall
be:
a. at least 30cm.
b. at least 50cm.
c. at least 60cm.
d. at least 80cm.
Whenanaircraflsub|ecledlounIavfuIinlerferencehasIandedinaConlraclingSlaleilshaII
notify by the most expeditious means of the State of Registry and the State of the Operator of
lheIandingandinaddilionshaIIsimiIarIylransmilaIIolherreIevanlinformalionlo
a each Slale vhose cilizens suered falaIilies or in|uries each Slale vhose cilizens
veredelainedashoslageseachSlalevhosecilizensvereknovnlobeonboardand
ICAO.
b. ICAO only.
c. each State whose citizens were known to be on board only.
d. ICAO and each State whose citizens were known to be on board only.
Accordinglo}ARICLrecognisedinslruclorcalegoriesare
a IIATRIACRIAIRIAonIy
b. FI(A) and CRI(A) only.
c. FI(A) and IRI(A) only.
d IIATRIACRIAIRIAMCCIAandSIIAonIy
Nole II IIying Inslruclor TRI Tye Raling Inslruclor CRI CIass Raling Inslruclor
IRIInslrumenlRalingInslruclorMCCIMuIlicrevCooeralionInslruclorSII
Synthetic Flight Instructor.
491
Chapter 27 Revision Questions
492
Revision Questions Chapter 27
AN5WER5
1. A 41. D 81. C 121. B
2. C 42. C 82. D 122. D
3. C 43. A 83. A 123. A
4. C 44. B 84. A 124. A
5. B 45. A 85. C 125. A
6. A 46. A 86. B 126. A
7. D 47. C 87. C 127. D
8. D 48. D 88. D 128. C
9. B 49. A 89. B 129. D
10. B 50. A 90. C 130. D
11. D 51. D 91. B 131. C
12. A 52. D 92. A 132. B
13. C 53. C 93. D 133. A
14. B 54. C 94. B 134. A
15. A 55. B 95. B 135. A
16. B 56. A 96. B 136. B
17. A 57. A 97. A 137. D
18. C 58. C 98. A 138. C
19. B 59. B 99. B 139. A
20. D 60. A 100. A 140. A
21. A 61. C 101. B 141. C
22. A 62. A 102. A 142. C
23. C 63. A 103. B 143. A
24. B 64. C 104. A 144. B
25. D 65. B 105. B 145. A
26. A 66. D 106. A 146. A
27. C 67. B 107. A 147. B
28. D 68. A 108. B 148. B
29. D 69. B 109. C 149. A
30. B 70. A 110. D 150. D
31. D 71. A 111. B
32. D 72. C 112. B
33. A 73. A 113. C
34. B 74. D 114. B
35. D 75. C 115. C
36. D 76. C 116. B
37. A 77. B 117. A
38. D 78. C 118. B
39. D 79. A 119. B
40. B 80. B 120. B
493
Chapter 27 Revision Questions
JAA5PECIMENEXAMINATION
1. The standards contained in the annexes to the Chicago Convention are to be considered:
a. advice and guidance for the aviation legislation within the member states.
b. binding for all member states.
c binding for aII member slales lhal have nol nolied ICAO aboul a nalionaI
dierence
d bindingforaIIairIinecomaniesvilhinlernalionaIlrac
2. Which of the annexes deals with the transportation of cargo?
a. Annex 9 Facilitation.
b. Annex 18 Transportation of Dangerous Goods.
c. Annex 16 Environmental Protection.
d. Annex 6 Operation of Aircraft.
WhichICAObodyfurnisheslheSlandardsandRecommendedIraclicesSARISforadolion
by the Council?
a. The Assembly.
b TheRegionaIAirNavigalionMeeling
c. The Council itself.
d TheAirNavigalionCommission
4. To what did the Tokyo convention of 1963 address itself?
a. Licensing of scheduled air services.
b. Damage caused by a contracting states aircraft to property in the same state.
c. Damage caused by a contracting states aircraft to property in another state.
d Inlerferencevilhanaircraflinighl
5. It is suspected that a person on board an aircraft will commit an act that would jeopardise the
safelyoflheaircrafllheIICmay
a. request the crew to detain the passenger.
b. ask the passenger to disembark.
c. order the other passengers to detain the passenger in question.
d handhimheroverlolheaulhorilies
6. What freedom covers landing and refuelling in another state?
a. 1
st
b. 2
nd
c. 3
rd
d. 4
th
WhichoflhefoIIovingisnolermiedinlheregislralionmarkofanaircrafl
a IourIeerQcodes
b IiveIeerinlernalionaIidenlicalionsignaIs
c ThreeIeerinlernalionaIidenlicalionsignaIs
d. Any number identifying an ICAO document.
494
Revision Questions Chapter 27
WhalregislralionisdisaIIovedbecauseofossibIeconfusionvilhdislressurgencysignaIs
a. RCC
b NNN
c XXX
d. ZZZ
YoucanusesimuIalorhourslovardslhehoursrequiredforanATILHovaresimuIalor
hours are limited?
a MaximumofnolmorelhaninaroceduraIighllrainer
b MaximumofnolmorelhaninaroceduraIighllrainer
c MaximumofnolmorelhaninaroceduraIighllrainer
d MaximumofnolmorelhaninaroceduraIighllrainer
10. The holder of a pilot licence when acting as co-pilot under supervision of the PIC and performing
the functions and duties of the PIC shall be entitled to be credited:
a vilh of lhe ighl lime lovards lhe lolaI lime required for a higher grade of
licence.
b infuIIbulnolmorelhanhrslovardslhelolaIlimerequireforahighergradeof
licence.
c lheighllimeinfuIIlovardslhelolaIlimerequiredforahighergradeofIicence
d lhe ighl in fuII lovard lhe lolaI lime required for a higher grade of iIol Iicence
according to the requirements of the licensing authority.
IoranATILAhovmanynighlhoursarerequired
a. 30.
b. 75.
c. 100.
d. 150.
When you are a nevIy quaIied ying inslruclor A you have lo be suervised by a senior
yinginslruclorWhenviIIsuervisioncease
a. Once you have passed a competency check.
b. When you have completed 100 hours instruction and sent 25 students solo.
c. When you have completed 100 hours instruction and sent 100 students solo.
d. When you have completed 100 hours solo.
13. How long would a non JAA licence be valid for if validated for use in a JAA state?
a. 6 months.
b. 12 months.
c. 12 months if still valid in the State of Issue.
d. 3 months.
495
Chapter 27 Revision Questions
14. What is the period of validity of a PPL class 2 medical in according to JAR FCL 3?
a monlhsunliIagelhenmonlhsunliIlhenmonlhsunliIlhenmonlhs
thereafter.
b monlhsunliIagelhenmonlhsunliIlhenmonlhsunliI
c monlhsunliIagelhenmonlhsunliIlhenmonlhsunliIlhenmonlhs
thereafter.
d monlhsunliIagelhenmonlhsunliIlhenmonlhsunliI
15. Which of the following requires a class rating:
a. multi engine turbine.
b. single pilot multi-engined turbine.
c microIighlvilhxedvingsandabIelomoveilssurfacesinlhreedimensions
d. touring motor glider.
ACILaIicanlundergoinginlegraledighllrainingshaIIbecomIeled
a hoursighllimeincIudinghoursinslrumenlgroundlime
b hoursighllime
c hoursighllimeincIudinghoursinslrumenlgroundlime
d hoursighllime
17. How many hours would you have to spend in a clinic or hospital before you would have to
inform the authorities?
a. 24 hrs.
b. 20 days.
c. 12 hours.
d. 12 days.
Which of lhe quadranlaI IeveIs shouId be used vhen lrue lrack is varialion is W and
deviation is 5 E:
a. FL 75.
b. FL 60.
c. FL 70.
d. FL 65.
IorVIRighlincIassIairsace
a. ATC clearance and two way radio are required.
b. two way radio not required.
c ATCcIearanceandorlvovayradioarerequired
d. ATC clearance is required.
20. What are the VMC limits for class B airspace?
a. Clear of cloud and in sight of the surface.
b kmighlvisibiIilyflverlicaIIyandmhorizonlaIIyfromcIoud
c kmighlvisibiIilyflverlicaIIyandmhorizonlaIIyfromcIoud
d. The same as class D.
496
Revision Questions Chapter 27
Whal minimum ground visibiIily is required lo enabIe a SVIR ighl lo lake o from an
aerodrome in a CTR?
a. 1000m.
b. 1500m.
c. 2000m.
d. 3000m.
InahoIdingaernlurnsarelobemadeal
a raleoflurnofsec
b raleoflurnofsecorbankvhicheverisIesser
c raleoflurnofsecoralabankangIeofvhicheverisIesser
d. bank angle of 25.
23. What is the maximum track guidance distance for a turning departure?
a. 10 km.
b. 10 nm.
c. 25 nm.
d. 25 km.
24. Visual circling for a class B aircraft is conducted in visibility not less than:
a. 1500m
b. 1600m
c. 2800m
d. 5000m
25. What is the climb gradient required during the intermediate segment of a missed
approach?
a. 5.5%.
b. 2.5%.
c. 0.8%.
d. 3.3%.
26. The Obstacle clearance in the primary area of an intermediate approach is:
a. not more than150m.
b. reduces from 300 m to 150m.
c. equal to or greater than 300m.
d. 500m in mountainous terrain.
IngeneraIforaslraighlinnonrecisionaroachlheMDAHviIIbenolIesslhan
a OCHA
b. 200 ft.
c. 350 ft.
d. 400 ft.
497
Chapter 27 Revision Questions
28. What is the airspeed for holding area construction for a CAT B aircraft in a hold under normal
condilionsalmfl
a. 0.83 Mach.
b kmhrkls
c kmhrkls
d kmhrkls
Ior lhe inlermediale seclion of a missed aroach vhal is lhe minimum obslacIe
clearance:
a. 30m.
b. 100m.
c. 50m.
d. 120m.
30. At what distance does an SRA normally terminate:
a. 2nm.
b. 1nm.
c. 3nm.
d nm
31. What is the Cat 2 ILS criteria for instrument runways:
a. RVR 300-450m DH not below 100 ft
b. RVR 200 DH not below 100 ft
c. RVR 200 DH not below 200 ft
d. RVR 300 DH not below 200 ft
32. What is the MOC for the intermediate missed approach segment?
a. 30m.
b. 50m.
c. 120m.
d. 300m.
33. Within what angle of the extended centre line of a runway is a non-precision approach considered
to be straight in?
a. 10.
b. 15.
c. 30.
d. 40.
TheIegofarocedurelurnforaCalCaircraflis
a. 1 min.
b. 1 min 15 seconds.
c. 1 min 30 seconds.
d. continued until interception of the glide slope.
498
Revision Questions Chapter 27
OnarecisionaroachILSlheOCHAisbasedamongolherslandardcondilionsonlhe
verlicaIIimilsbelveenlheighlalhoflhevheeIsandlhegIidealhanlennaThisshouIdnol
be more than:
a. 6m.
b. 9m.
c. 3m.
d. 12m.
36. What is the lowest OCH on a circling approach for a Cat B aircraft?
a. 120m.
b. 135m.
c. 140m.
d. 150m.
37. The Vat for a Category B aircraft is:
a. up to 91 kts.
b. 90 to 121 kts inclusive.
c. 141 to 165 kts inclusive.
d. 91 to 120 kts inclusive.
WhenusingaDRsegmenllolakeuanILSinslrumenlaroachvhalislhemaximumIenglh
of the track that may be used to intercept the localiser?
a. 10 nms.
b. 5 nms.
c. 10 minutes.
d. 5 minutes.
39. What Obstacle Clearance is guaranteed at a range greater than 5 nm from the edge of the holding
areaofahoIdingaern
a. 100m.
b. 250 ft.
c. 300 ft.
d. none.
40. The minimum sector altitude gives an obstacle clearance if 300 metres within a certain
radius from the navigation aid on which the instrument procedure is based. This radius is:
a. 15 nms (28 kms).
b. 30 nms (55 kms).
c. 25 nms (46 kms).
d. 20 nms (37 kms).
InvhalcIassofairsaceareaIIaircraflsearaledfromoneanolherandVIRisermied
a. D
b. E
c. A
d. B
499
Chapter 27 Revision Questions
WhalislheseedIimilbeIovflinCIassIairsace
a. 250 kts TAS.
b. 250 kts IAS.
c. not applicable.
d. 200 kts IAS.
WhalislhedenilionoflheImergencyIhase
a. The Distress Phase.
b. The Alarm Phase.
c. The Alert Phase.
d AgenericlermmeaningaslhecasemaybelheUncerlainlyIhaselheAIerlIhaseorlhe
Distress Phase.
44. FIS is provided to aircraft concerning collision hazards in the following classes of
airspace:
a CDIIG
b. F and G only.
c. F.
d ACDIIG
DangerIrohibiledandReslricledareasmuslbedesignaledby
a counlryidenlierfoIIovedbyIDRfoIIovedbylheidenlier
b counlryidenlierfoIIovedbyIDR
c IDRfoIIovedbylheidenlier
d counlryidenlierfoIIovedbynumbers
InvhichcIassorcIassesofairsacevouIdessenliaIlracinformalionbegivenloVIRlrac
aboulolherVIRlrac
a. B
b. BCDE
c. BC
d. BCD
47. The lowest height of a CTA above ground or water is:
a. 300m.
b. 150m.
c. 200m.
d. 500m.
RNIRequiredNavigalionIerformanceis
a basedonRegionaIAirNavigalionOrdersRANOs
b basedonRANOsandaIiedbylheslale
c basedonRANOsandaIiedbylheslaleandICAO
d basedonRANOsandaIiedbylheICAO
500
Revision Questions Chapter 27
In vhal cIass of airsace can bolh IIR and VIR y and IIR lrac onIy receives an advisory
service for separation?
a. F
b. E
c. G
d. D
50. An aircraft has been cleared to land and fails to do so within 5 minutes of the ETA of landing
and communications have not been re-established with the aircraft. What phase of the Alerting
Service will be declared by the ATSU?
a. DETRESFA.
b INCIRIA
c. ALERFA.
d. EMERGFA.
WhalislhedeIayforaconlroIIedighlaflervhichaighlIanhaslobereIed
a. 30 minutes EOBT.
b. 30 minutes ETD.
c. 60 minutes EOBT.
d. 60 minutes ETD.
52. What are the contents of section 2 of an AIREP?
a. present position and ETA.
b. estimated time over the FIR boundary and endurance.
c. estimated elapsed time (EET) and endurance.
d. ETA and endurance.
IfyouvanllodescendlhroughlheIeveIofanolheraircraflonlhesamelracklhe
minimum separation is:
a. 20 minutes.
b. 10 minutes.
c. 5 minutes.
d. 15 minute.
IflvoaircraflareusinglhesameVORbyvhalIaleraIdislancemusllheaircraflbesearaled
before one of the two may commence a climb or descent?
a. 5 nm.
b. 10 nm.
c. 15 nm.
d. 20 nm.
55. What is the separation standard between aircraft at the same altitude when using DME to
determine range from a beacon?
a nmvherelherslaircraflseedisklsfaslerlhanlhesecond
b nmvherelherslaircraflseedisklsfaslerlhanlhesecond
c nmvherelherslaircraflseedisklsfaslerlhanlhesecond
d nmvherelherslaircraflseedisklsfaslerlhanlhesecond
501
Chapter 27 Revision Questions
TheIongiludinaIsearalionminimumbasedonlimebelveenlvoaircraflallhesameaIlilude
for which navigation aids can give a frequent determination of position and speed and when
lheroceedingaircraflhasalrueairseedofalIeaslklshigherlhanlhefoIIovingaircrafl
is:
a. 5 minutes.
b. 6 minutes.
c. 10 minutes.
d. 3 minutes.
57. With the Mach number technique applied what is the longitudinal standard separation between
two aircraft of which the preceding aircraft is 0.04M faster than the following aircraft?
a. 10 minutes.
b. 9 minutes.
c. 8 minutes.
d. 7 minutes.
WhereanaeroIaneisaroachingloIandvhalislhemaximumlimesacingaIiedbelveen
lhalaeroIaneandanyolherlakingoinanydireclion
a. 3 minutes.
b. 5 minutes.
c. 10 minutes.
d. 2 minutes.
On dearlure a minule searalion can be aIied if lhe aircrafl y on diverging lracks
immedialeIyaflerlakeoalIeasl
a. 45.
b. 15.
c. 30.
d. 20.
60. For dependant parallel approaches what is the radar separation between two aircraft on the
same ILS unless wake turbulence requires a greater separation?
a. 3 nms.
b. 5 nms.
c. 1 nm.
d. 10 nms.
WhalissearalionforaIighlaircrafllakingoafleramediumaircraflrovidinglheyarebolh
using the same runway?
a. 5 min.
b. 3 min.
c. 1 min.
d. 2 min.
502
Revision Questions Chapter 27
62. Between two aircraft on the same track what is the minimum radar separation which must be
provided for wake turbulence is:
a. 4 nms.
b. 2.5 nms.
c. 2 nms.
d. 3 nms.
63. A heavy aircraft has made a missed approach to a runway in the opposite direction to normal
lakeoWhalislhesearalionrequiredforaIighlaircrafllakingo
a. 2 minutes.
b. 3 minutes.
c. 1 minute.
c. 5 minutes.
RadarsearalionmaybeaIiedbeforeanaircrafllakingoandarecedingdearlingaircrafl
rovidinglhedearlingaircraflcanbeidenliedfromlheendoflherunvayvilhin
a. 5nm.
b. 3nm.
c. 2nm.
d. 1nm.
65. What is the minimum radar separation for two aircraft established on the same localiser?
a. 5 nm.
b nmvhenlherslacisklsfaslerlhanlhesecond
c. 10 nm.
d. 20 nm.
UndernormaIcircumslancesvhalislheradarsearalionaIiedbelveenaircraflallhesame
altitude?
a. 2 nm.
b. 2.5 nm.
c. 3 nm.
d. 5 nm.
67. If radar capability permits the minimum longitudinal separation may be reduced to:
a. 5 nms.
b. 4.5 nms.
c. 4 nms.
d. 3 nms.
68. A radar controller can request an aircraft to change speed when it is on the intermediate and
naIaroachhaseexcelincerlaincondilionsseciedbylheroerATSaulhorilyThe
speed change must not be more than:
a. 15 kts.
b. 8 kts.
c. 10 kts.
d. 20 kts.
503
Chapter 27 Revision Questions
TheminimalhalmuslbeaIiedloaircraflvhichareIandingafleraheavyormedium
aircraft complying with wake turbulence separation on a timed approach is:
a Iighlaircraflbehindmediumaircraflminules
b mediumaircraflbehindmediumaircraflminules
c mediumaircraflbehindheavyaircraflminules
d mediumaircraflbehindheavyaircraflminules
70. An integrated aeronautical information package consists of:
a AIIandamendmenlservicesuIemenllolheAIINOTAMsIreighlInformalion
uIIelinsIIsAICscheckIislsandsummaries
b AIIandamendmenlserviceNOTAMsIreighlInformalionuIIelinsIIsAICs
AIRACscheckIislsandsummaries
c AII and amendmenl service suIemenl lo lhe AII NOTAMs AIRACs AICs
checklists and summaries.
d AIISuIemenlsAIRACsNOTAMsandreighlbuIIelins
AIIsuIemenlsvilhexlensivelexlandgrahicscoverashorleriodvhalisaIongeriod
in this respect?
a. 1 yr.
b. 2 months.
c. 3 months.
d. 6 months.
RegardinglheAISvhalislhelimeIimilforacheckIislofcurrenlNOTAMslobeissued
a. 7 days.
b. 14 days.
c. 28 days.
d. one month.
73. Touchdown zone markings are set out in pairs. How many such pairs are required for a runway
of 2400m or more?
a. 6
b. 4
c. 2
d. 8
WhichcodeIeerhaslobechosenloidenlifyalaxivaylhalhaslobeusedbyanaircraflvilh
a wheel-base of 15 metres?
a CodeIeerI
b CodeIeerC
c CodeIeer
d CodeIeerD
AccordinglolheAerodromeReferenceCodelhecodeIeerIindicalesavingsanof
a. 15m to 24m.
b. 36m to 52m.
c. 52m to 65m.
d. 24m to 36m.
504
Revision Questions Chapter 27
76. What length should the approach lighting system for a CATII Calvert design be?
a. 900m.
b. 600m.
c. 1200m.
d. 400m.
77. Runway Guard lights are:
a ashingred
b ashingyeIIov
c ashinggreen
d. steady red.
MediuminlensilyobslacIeIighlingviIInormaIIyconsislofashingredIighlsexcellhallhey
maybeashingvhilevhenused
a. in conjunction with high-intensity obstacle lighting.
b. in conjunction with low-intensity obstacle lighting.
c. in conjunction with runway obstacle lighting.
d. in conjunction with the approach path obstacle lighting.
79. An object of limited mobility (an air bridge for example) is lit by:
a. low intensity steady red lights.
b IovinlensilyashingredIighls
c. medium intensity steady red lights
d mediuminlensilyashingredIighls
TheIeveIofrescueandreghlingfaciIiliesisdeendenluonlhecalegoryoflheaerodrome
What factors determine this category?
a AeroIane reference eId Ienglh ving san and ouler main gear vheeI san of lhe
largest aircraft using that aerodrome.
b. The length of the longest runway and the area to be covered.
c. The overall length and the fuselage width of the longest aircraft using that aerodrome.
d. The length of the longest runway and total area of hard standings including access
roads.
OndearlurehovmanycoiesoflhefoIIovingarerequired
1. the Gen Dec.
2. the stores list.
3. passenger manifest.
a. 2 of each.
b ofofof
c ofofof
d ofofof
505
Chapter 27 Revision Questions
WhoisresonsibIeforlheecienlorganisalionofanecienlSARservice
a. FIC and RCC.
b. RCC and rescue sub-centres.
c IICRCCandACC
d. ICAO through regional navigation plans.
UsinglhevisuaISARsignaIslhesymboIforvehavefoundaIIersonneIis
a
b. L L L
c. L L
d Y
AccordingloAnnexsecurilyisdenedasacombinalionofmeasuresandhumanresources
intended to safeguard:
a. civil aviation operations against acts of unlawful interference.
b. international civil aviation operations against acts of unlawful interference.
c. international aviation operations against acts of unlawful interference.
d. aviation operations against acts of unlawful interference.
When an aircrafl has suslained damage lhe aircrafl musl be aIIoved lo resume ils ighl
provided that:
a lhe slale vhere lhe aircrafl is regislered lhe slale vhere lhe aircrafl is designed and
lheslalevherelherololyeoflheaircraflisdecIaredlobeairvorlhyagreelhallhe
aircraft is still airworthy.
b. the state where the aircraft is registered is of the opinion that the sustained damage is
of such a nature that the aircraft is still airworthy.
c. the state where the aircraft is designed and the state where the prototype of the aircraft
isdecIaredlobeairvorlhysendamessagelolheslalevherelhereaircraflisregislered
which says that the aircraft is still airworthy.
d. the state where the prototype of the aircraft is declared to be airworthy has informed
the state where the aircraft is registered that the sustained damage is of such a nature
that the aircraft is still airworthy.
506
Revision Questions Chapter 27
AN5WER5TO5PECIMENJAAEXAMINATION
1. C 31. A 61. D
2. A 32. A 62. A
3. D 33. C 63. A
4. D 34. B 64. D
5. D 35. A 65. A
6. B 36. D 66. D
7. B 37. D 67. D
8. C 38. A 68. D
9. C 39. D 69. D
10. C 40. C 70. A
11. C 41. D 71. C
12. B 42. B 72. D
13. C 43. D 73. A
14. C 44. A 74. B
15. D 45. A 75. C
16. B 46. A 76. A
17. C 47. C 77. B
18. C 48. B 78. A
19. B 49. A 79. A
20. D 50. C 80. C
21. B 51. A 81. A
22. C 52. D 82. B
23. A 53 B 83. C
24. C 54. C 84. B
25. B 55. B 85. B
26. B 56. D
27. A 57. D
28. C 58. B
29. A 59. A
30. A 60. A
507
INDEX
45-Day rule . . . . . . . . . . . . . . . . . . .73
Irocedurelurn . . . . . . . . . . . 159
Irocedurelurn . . . . . . . . . . . 160
A
A . . . . . . . . . . . . . . . . . . . . . 223
A . . . . . . . . . . . . . . . . . . . . . 223
A . . . . . . . . . . . . . . . . . . . . . 223
Accident . . . . . . . . . . . . . . . . . . . . 457
Advisory Airspace . . . . . . . . . . . . . . 234
Aerodrome Beacon . . . . . . . . . . . . . . 392
Aerodrome Control. . . . . . . . . . . . . . 305
Aerodrome Control Service . . . . . . . . . 247
Aerodrome Obstacles. . . . . . . . . . . . . 411
Aerodrome Reference Code . . . . . . . . . 344
Aerodrome Reference Field Length. . . . . 345
Aerodrome Reference Point . . . . . . . . . 348
Aeronautical Beacons. . . . . . . . . . . . . 392
Aeronautical Information
Circulars (Aics) . . . . . . . . . . . . . . . . 326
Aeronautical Part . . . . . . . . . . . . . . . 344
Aeroplane Class Ratings . . . . . . . . . . . .66
Aiming Point Marking . . . . . . . . . . . . 369
Aip Supplements . . . . . . . . . . . . . . . 326
Air-side . . . . . . . . . . . . . . . . . . . . 344
AIRAC . . . . . . . . . . . . . . . . . . . . . 328
Aircraft Lights. . . . . . . . . . . . . . . . . .94
Aircraft Markings. . . . . . . . . . . . . . . .56
Aircraft Stand Markings . . . . . . . . . . . 374
AIREP . . . . . . . . . . . . . . . . . . . . . 255
AIREP Special . . . . . . . . . . . . . . . . . 255
AIRMET . . . . . . . . . . . . . . . . . . . . 251
AirNavigalionCommission. . . . . . . . . .28
AIRIROX . . . . . . . . . . . . . . . . . . . 255
Air Traffic Advisory Service . . . . . . . . . 313
Air Traffic Flow Management
(ATFM). . . . . . . . . . . . . . . . . . . . . 250
Air Traffic Incident Reports (ATIR) . . . . . 255
AIS . . . . . . . . . . . . . . . . . . . . . . . 325
ALERFA . . . . . . . . . . . . . . . . . . . . 254
Alerting Service . . . . . . . . . . . . . . . . 307
Alert Phase . . . . . . . . . . . . . . . . . . 254
Altimeter Accuracy . . . . . . . . . . . . . . 201
Altimeter Setting Procedures . . . . . . . . 197
Altitude . . . . . . . . . . . . . . . . . . . . .90
Annex 1 To 18 . . . . . . . . . . . . . . . . . .29
Anti Collision Lights . . . . . . . . . . . . . .95
Applicable Law . . . . . . . . . . . . . . . . .22
Approach Control Service . . . . . . . . . . 247
Apron . . . . . . . . . . . . . . . . . . . . . 344
Apron Management Service . . . . . . . . . 417
Apron Safety Lines . . . . . . . . . . . . . . 371
Area Control Centre (ACC) . . . . . . . . . 231
Area Control Service . . . . . . . . . . . . . 247
ARP. . . . . . . . . . . . . . . . . . . . . . . 348
Arrival Segment. . . . . . . . . . . . . . . . 150
Article 37. . . . . . . . . . . . . . . . . . . . 425
Article 38. . . . . . . . . . . . . . . . . . . . .24
ASDA . . . . . . . . . . . . . . . . . . . . . 349
ASHTAM . . . . . . . . . . . . . . . . . . . 332
Assembly . . . . . . . . . . . . . . . . . . . .27
ATC Clearance . . . . . . . . . . . . . . . . .98
ATC Clearances . . . . . . . . . . . . . . . . 248
ATCU. . . . . . . . . . . . . . . . . . . . . . 234
ATIS . . . . . . . . . . . . . . . . . . . . . . 252
ATPL(A) . . . . . . . . . . . . . . . . . . . . .69
Authority Of The Commander . . . . . . . .32
Automatic Dependent
Surveillance (ADS) . . . . . . . . . . . . . . 254
B
Barrettes . . . . . . . . . . . . . . . . . . . . 392
Base Checks . . . . . . . . . . . . . . . . . . .74
Base Turn . . . . . . . . . . . . . . . . . . . 161
Basic Instrument Flight Trainer . . . . . . . .64
Bermuda Agreement . . . . . . . . . . . . . .31
Bilateral Agreements . . . . . . . . . . . . . .23
C
Cabotage . . . . . . . . . . . . . . . . . . . . .23
CaIcuIalionOfDah . . . . . . . . . . . . . 156
CaIcuIalionOfMdah . . . . . . . . . . . . 157
Calvert System . . . . . . . . . . . . . . . . 392
Categories Of Aircraft . . . . . . . . . . . . 147
Certificate Of Airworthiness. . . . . . . . . .49
Certificates Of Airworthiness . . . . . . . . .26
Changing From Ifr To Vfr . . . . . . . . . . 106
Chicago Convention . . . . . . . . . . . . . .21
Circling. . . . . . . . . . . . . . . . . . 149
Clearance To Maintain Own Separation
In VMC. . . . . . . . . . . . . . . . . . . . . 267
Clearways . . . . . . . . . . . . . . . . . . . 353
CMC . . . . . . . . . . . . . . . . . . . . . . 427
Co-ordinated Universal Time . . . . . . . . .98
Co-pilot . . . . . . . . . . . . . . . . . . . . .63
C of A. . . . . . . . . . . . . . . . . . . . . . .49
Combination Signs . . . . . . . . . . . . . . 380
Commander . . . . . . . . . . . . . . . . . . .63
Commercial Freedoms . . . . . . . . . . . . .30
Commissions And Committees . . . . . . . .28
Common Mark . . . . . . . . . . . . . . . . .55
Common Mark Registering
Authority. . . . . . . . . . . . . . . . . . . . .55
Communications Failure. . . . . . . . . . . 100
Composite Separation . . . . . . . . . . . . 265
Control Areas (CTAS) . . . . . . . . . . . . 231
Controlled Airspace (CAS). . . . . . . . . . 234
Control Zones (CTRS) . . . . . . . . . . . . 231
Council . . . . . . . . . . . . . . . . . . . . . .27
CPL(A) . . . . . . . . . . . . . . . . . . . . . .68
Crew Members Certificates . . . . . . . . . 427
Cross Country Flight Time. . . . . . . . . . .69
508
INDEX
Cruising Levels . . . . . . . . . . . . . . . . .90
Customs And Excise . . . . . . . . . . . . . .24
D
Danger Area . . . . . . . . . . . . . . . . . . 111
Dangerous Cargo . . . . . . . . . . . . . . . .25
Delays . . . . . . . . . . . . . . . . . . . . . 284
Deportees . . . . . . . . . . . . . . . . . . . 445
Deportees And Persons In Custody. . . . . 445
Descent Gradient . . . . . . . . . . . . . . . 158
DETRESFA. . . . . . . . . . . . . . . . . . . 254
Direct Entry . . . . . . . . . . . . . . . . . . 190
Direclive . . . . . . . . . . . . . . . . 461
Distress. . . . . . . . . . . . . . . . . . . . . 110
Distress Phase . . . . . . . . . . . . . . . . . 254
Document 4444 . . . . . . . . . . . . . . . . 247
E
EASA. . . . . . . . . . . . . . . . . . . . . . .34
ECAC. . . . . . . . . . . . . . . . . . . . . . .34
EET . . . . . . . . . . . . . . . . . . . . . . . 106
Emergency Descent. . . . . . . . . . . . . . 314
Emergency Frequencies . . . . . . . . . . . 110
Emergency Phase . . . . . . . . . . . . . . . 433
Emergency Vehicles . . . . . . . . . . 250413
En-route Obstacles . . . . . . . . . . . . . . 415
Essential Traffic Information . . . . . . . . 265
Eurocontrol . . . . . . . . . . . . . . . . . . .36
European Aviation Safety Agency . . . . . .34
European Civil Aviation Conference . . . . .34
F
Facilitation. . . . . . . . . . . . . . . . . . . .24
FAF . . . . . . . . . . . . . . . . . . . . . . . 154
FAP . . . . . . . . . . . . . . . . . . . . . . . 154
Final Segment . . . . . . . . . . . . . . . . . 150
Fixed Distance Markers . . . . . . . . . . . 384
Flight Crew Licences . . . . . . . . . . . . . .26
Flight Deck Signals . . . . . . . . . . . . . . 120
Flight Information Centre . . . . . . . . . . 231
Flight Information Regions (Fir) . . . . . . 231
Flight Information Service (Fis) . . . . . . . 234
Flight Information Service
Officers (FISOS) . . . . . . . . . . . . . . . . 251
Flight Levels . . . . . . . . . . . . . . . . . . .90
Flight Plans . . . . . . . . . . . . . . . . . . .97
Flight Procedures Trainer . . . . . . . . . . .64
Flight Simulator . . . . . . . . . . . . . . . . .64
Flight Strips . . . . . . . . . . . . . . . . . . 299
Flight Time . . . . . . . . . . . . . . . . . . .63
Freedoms Of The Air . . . . . . . . . . . . . .23
Fuel Jettison . . . . . . . . . . . . . . . . . . 314
G
General Declaration . . . . . . . . . . . . . 425
General Rules . . . . . . . . . . . . . . . . . .89
Geneva Convention. . . . . . . . . . . . . . .36
Geographical Separation. . . . . . . . . . . 268
Ground-air Visual Signal Code . . . . . . . 436
Ground Control . . . . . . . . . . . . . . . . 248
H
Hague Convention . . . . . . . . . . . . . . .31
High Intensity Lights . . . . . . . . . . . . . 414
High Seas . . . . . . . . . . . . . . . . . . . .22
Holding Area . . . . . . . . . . . . . . . . . 192
Horizontal Separation . . . . . . . . . . . . 267
I
IATA . . . . . . . . . . . . . . . . . . . . . . .33
ICAO. . . . . . . . . . . . . . . . . . . . .21
ICAO Precision Approach CAT I
Lighting System. . . . . . . . . . . . . . . . 394
ICAO Secretariat . . . . . . . . . . . . . . . .28
Identification Beacon . . . . . . . . . . . . . 392
IFR . . . . . . . . . . . . . . . . . . . . . . . .87
ILS . . . . . . . . . . . . . . . . . . . . . . . 148
Inadmissible Persons . . . . . . . . . . . . . 447
INCIIA . . . . . . . . . . . . . . . . . . . . 253
Incident . . . . . . . . . . . . . . . . . . . . 458
Information Signs . . . . . . . . . . . . . . . 378
Initial Segment . . . . . . . . . . . . . . . . 150
Instructor & Examiner Rating . . . . . . . . .70
Instructor Rating . . . . . . . . . . . . . . . .67
Instrument Ground Time . . . . . . . . . . .63
Instrument Rating (Aeroplane) . . . . . . . .70
Instrument Runway . . . . . . . . . . . . . 351
Instrument Time . . . . . . . . . . . . . . . .69
Integrated Aeronautical
Information Package . . . . . . . . . . . . . 326
Interception Of Civil Aircraft . . . . . . . . 101
Interception Phraseology . . . . . . . . . . 102
Intermediate Holding Position
Marking . . . . . . . . . . . . . . . . . . . . 374
Intermediate Segment . . . . . . . . . . . . 150
International Airports . . . . . . . . . . . . 343
International Air Services Transit
Agreement . . . . . . . . . . . . . . . . . . . .23
International Air Transport
Agreement . . . . . . . . . . . . . . . . . . . .23
International Air Transport
Association . . . . . . . . . . . . . . . . . . .33
International Civil Aviation
Organisation. . . . . . . . . . . . . . . . . . .21
International Conference On
Civil Aviation . . . . . . . . . . . . . . . . . .21
Investigation. . . . . . . . . . . . . . . . . . 458
Investigations . . . . . . . . . . . . . . . . . 459
509
INDEX
IR(A) . . . . . . . . . . . . . . . . . . . . . . .70
Isolated Aircraft Parking Position. . . . . . 359
J
JAA. . . . . . . . . . . . . . . . . . . . . . . .35
JAA Theoretical Knowledge Examinations .74
JAR-FCL . . . . . . . . . . . . . . . . . . . . .63
Joint Aviation Authorities . . . . . . . . . . .35
L
Land After Clearance. . . . . . . . . . . . . 306
Lateral Separation . . . . . . . . . . . . . . 268
Law Enforcement Officers . . . . . . . . . . 444
LDA . . . . . . . . . . . . . . . . . . . . . . 349
Line Checks . . . . . . . . . . . . . . . . . . .74
Location Signs. . . . . . . . . . . . . . . . . 378
Longitudinal Separation . . . . . . . . . . . 269
Lowest Useable Flight Level . . . . . . . . . 197
Low Intensity Lights . . . . . . . . . . . . . 414
Low Visibility Operations . . . . . . . . . . 250
M
Mach Meter . . . . . . . . . . . . . . . . . . .50
Mandatory Instruction Signs . . . . . . . . 376
Manifests. . . . . . . . . . . . . . . . . . . . 427
Manoeuvring Area . . . . . . . . . . . . . . 344
Marshalling Signals. . . . . . . . . . . . . . 119
Medical Report Periods . . . . . . . . . . . .65
Medium Intensity Lights. . . . . . . . . . . 414
MEHT . . . . . . . . . . . . . . . . . . . . . 399
Minimum Eye Height . . . . . . . . . . . . 399
Minimum Sector Altitude . . . . . . . . . . 139
Missed Approach . . . . . . . . . . . . . . . 163
Missed Approach Procedure . . . . . . . . 150
MOC . . . . . . . . . . . . . . . . . . . . . . 151
Mode 1: Independent Parallel
Approaches . . . . . . . . . . . . . . . . . . 209
Mode 2: Dependent Parallel
Approaches . . . . . . . . . . . . . . . . . . 210
Mode 3: Simultaneous Instrument
Departures. . . . . . . . . . . . . . . . . . . 212
ModeSegregaledDearlures
Arrivals . . . . . . . . . . . . . . . . . . . . 213
Montreal Convention. . . . . . . . . . . . . .31
Mountainous Terrain . . . . . . . . . . . . . 136
Movement Area . . . . . . . . . . . . . . . . 344
MPL . . . . . . . . . . . . . . . . . . . . . . .70
MSA . . . . . . . . . . . . . . . . . . . . . . 139
Multi-crew Pilot Licence . . . . . . . . . . . .70
Multi-pilot Operations . . . . . . . . . . . . .69
N
NalionaIilyMark . . . . . . . . . . . . . . . .55
ND . . . . . . . . . . . . . . . . . . . . . . 149
NighlIIighlTime. . . . . . . . . . . . . . . .69
NonscheduIedIIighls . . . . . . . . . . . . .23
NonIrecisionIrocedures . . . . . . . . . . 149
NormaIOeralingZoneNOZ . . . . . . . 214
NOTAM . . . . . . . . . . . . . . . . . . . . 326
NoTransgressionZoneNTZ . . . . . . . 214
O
Obstacle Identification Surfaces . . . . . . . 411
OCAH. . . . . . . . . . . . . . . . . . . . . 155
Oceanic Control Areas (OCAS) . . . . . . . 232
OFIS . . . . . . . . . . . . . . . . . . . . . . 252
OIS . . . . . . . . . . . . . . . . . . . . . . . 411
Open FIR. . . . . . . . . . . . . . . . . . . . 231
Outer Main Gear Wheel Span . . . . . . . . 345
P
IANS . . . . . . . . . . . . . . . . . . . . . . .29
IANSATM . . . . . . . . . . . . . . . . . . 247
PAPI . . . . . . . . . . . . . . . . . . . . . . 399
PAR. . . . . . . . . . . . . . . . . . . . . . . 303
Parallel Entry . . . . . . . . . . . . . . . . . 189
Paris Convention . . . . . . . . . . . . . . . .55
Passenger Baggage . . . . . . . . . . . . . . 427
Passengers . . . . . . . . . . . . . . . . . . . 444
PDG . . . . . . . . . . . . . . . . . . . . . . 136
Persons In Custody . . . . . . . . . . . . . . 445
PIBS. . . . . . . . . . . . . . . . . . . . . . . 326
PIC . . . . . . . . . . . . . . . . . . . . . . . .63
Pilot-in-command. . . . . . . . . . . . . . . .63
Pilot Proficiency Checks . . . . . . . . . . . .74
Potentially Disruptive Passengers . . . . . 445
PPL(A) . . . . . . . . . . . . . . . . . . . . . .68
Pre-flight Altimeter Check
Location . . . . . . . . . . . . . . . . . . . . 348
Precision Approach. . . . . . . . . . . . . . 148
IrecisionAroachCalegoryIIIII
Lighting System. . . . . . . . . . . . . . . . 396
Precision Approach CAT I Lighting
System . . . . . . . . . . . . . . . . . . . . . 393
Precision Approach Path Indicators (PAPI) 398
Procedural Separation . . . . . . . . . . . . 299
Procedural Wake Turbulence
Separation . . . . . . . . . . . . . . . . . . . 277
Procedure Turn . . . . . . . . . . . . . . . . 159
IrohibiledReslricledAndDangerAreas . 232
Prohibited Area . . . . . . . . . . . . . . . . 111
Proximity And Right Of Way . . . . . . . . .91
IyrocIaslicAshIIumecIoud . . . . . . . . 333
Q
QDM . . . . . . . . . . . . . . . . . . . . . . 368
QII. . . . . . . . . . . . . . . . . . . . . . . 197
QNI . . . . . . . . . . . . . . . . . . . . . . 198
QNH . . . . . . . . . . . . . . . . . . . . . . 197
510
INDEX
R
Racetrack Procedure . . . . . . . . . . . . . 162
Radar . . . . . . . . . . . . . . . . . . . . . . 299
Radar Separation Standard . . . . . . . . . 277
Radar Vectoring. . . . . . . . . . . . . . . . 302
Radar Vectoring Area (RVA) . . . . . . . . . 302
Radar Wake Turbulence Separation . . . . 282
Radio Altimeter Operating Area . . . . . . 354
RAN . . . . . . . . . . . . . . . . . . . . . . .29
Rapid Exit Taxiways . . . . . . . . . . . . . 355
RCC. . . . . . . . . . . . . . . . . . . . . . . 433
Reduced Radar Separation. . . . . . . . . . 277
RegionaIAirNavigalion . . . . . . . . . . . .29
Regional Supplementary Procedures. . . . .30
Registration Mark. . . . . . . . . . . . . . . .55
RequiredNavigalionIerformanceRNI . 236
Rescue And Fire Fighting . . . . . . . . . . 416
Rescue Co-ordination Centre. . . . . . . . 433
Resolution Advisories (RAS) . . . . . . . . 225
Responses By Intercepted Aircraft . . . . . 103
Response Time . . . . . . . . . . . . . . . . 417
Restricted Areas. . . . . . . . . . . . . . . . 111
RFF . . . . . . . . . . . . . . . . . . . . . . . 416
Right Of Way . . . . . . . . . . . . . . . . . .91
RNAV . . . . . . . . . . . . . . . . . . 140167
Rome Convention. . . . . . . . . . . . . . . .33
Rules Of The Air . . . . . . . . . . . . . . . .87
Runway-holding Position Marking. . . . . 372
Runway-holding Positions. . . . . . . . . . 357
Runway Centre Line Lights . . . . . . . . . 400
Runway Centre Line Marking. . . . . . . . 368
Runway Designation Marking . . . . . . . 367
Runway Edge Lights . . . . . . . . . . . . . 400
Runway End Lights. . . . . . . . . . . . . . 400
Runway End Safety Area (RESA) . . . . . . 353
Runway Guard Lights . . . . . . . . . . . . 403
Runways . . . . . . . . . . . . . . . . . . . . 351
Runway Side Stripe Marking . . . . . . . . 371
Runway Strips. . . . . . . . . . . . . . . . . 352
Runway Surface Description . . . . . . . . 332
Runway Threshold And Wing Bar Lights . 400
Runway Touchdown Zone Lights . . . . . 400
RVSM. . . . . . . . . . . . . . . . . . . 108109
5
SARPS . . . . . . . . . . . . . . . . . . . . . .25
Scheduled Flight . . . . . . . . . . . . . . . .23
Search And Rescue . . . . . . . . . . . . . . .24
Sector 1 (Parallel Entry) . . . . . . . . . . . 189
Sector 2 (Offset Entry) . . . . . . . . . . . . 190
Sector 3 (Direct Entry) . . . . . . . . . . . . 190
Security . . . . . . . . . . . . . . . . . . . . 443
Semi-circular Flight Rules . . . . . . . . . . 108
Separation Minima . . . . . . . . . . . . . . 277
Serious Incident . . . . . . . . . . . . . . . . 458
Serious Injury . . . . . . . . . . . . . . . . . 458
Shuttle . . . . . . . . . . . . . . . . . . . . . 191
Signal Area . . . . . . . . . . . . . . . . . . 366
Signalling Lamp. . . . . . . . . . . . . . . . 365
Signals Area . . . . . . . . . . . . . . . . . . 114
Signals By Intercepting Aircraft . . . . . . . 103
Simple Approach Lighting System . . . . . 393
Simulated IMC . . . . . . . . . . . . . . . . .95
Simultaneous Parallel
Instrument Approaches . . . . . . . . . . . 209
SNOWCLO . . . . . . . . . . . . . . . . . . 331
SNOWTAM . . . . . . . . . . . . . . . . . . 330
Sovereignty . . . . . . . . . . . . . . . . . . .22
Special VFR . . . . . . . . . . . . . . . . . . 109
Speed Limit . . . . . . . . . . . . . . . . . . 234
SquavkIDINT . . . . . . . . . . . . . . . . 223
SRA. . . . . . . . . . . . . . . . . . . . 149304
SSR . . . . . . . . . . . . . . . . . . . . . . . 110
Stabilised Approach . . . . . . . . . . . . . 155
Standards And Recommended
Practices . . . . . . . . . . . . . . . . . . . . .21
State Of Design . . . . . . . . . . . . . . . . 458
State Of Manufacture. . . . . . . . . . . 49
State Of Occurrence. . . . . . . . . . . . . . 458
State Of Registry . . . . . . . . . . . . . . . .49
Stop Bars . . . . . . . . . . . . . . . . . . 401
Stopway Lights . . . . . . . . . . . . . . . . 400
Stopways. . . . . . . . . . . . . . . . . . . . 353
Straight-in Approach . . . . . . . . . . . . . 150
Straight Departure . . . . . . . . . . . . . . 138
Structural Integrity Programme. . . . . . . .49
Student Pilot. . . . . . . . . . . . . . . . . . .68
Suzerainty . . . . . . . . . . . . . . . . . . . .22
SVFR . . . . . . . . . . . . . . . . . . . . . . 109
Synthetic Flight Trainer . . . . . . . . . . . .64
System Minima . . . . . . . . . . . . . . . . 148
T
Taxiway Centre Line Lights . . . . . . . . . 401
Taxiway Centre Line Marking. . . . . . . . 372
Taxiway Edge Lighting. . . . . . . . . . . . 401
Taxiways . . . . . . . . . . . . . . . . . . . . 354
Technical Freedoms. . . . . . . . . . . . . . .30
Territorial Airspace . . . . . . . . . . . . . . .22
Territory . . . . . . . . . . . . . . . . . . . . .22
The Air Traffic Services (ATS) . . . . . . . . 247
The Chicago Convention. . . . . . . . . . . .21
The Visual Manoeuvring (Circling) Area . 179
Threshold Marking . . . . . . . . . . . . . . 368
Time Based Longitudinal Separation. . . . 270
TODA . . . . . . . . . . . . . . . . . . . . . 349
Tokyo Convention . . . . . . . . . . . . . . .31
TORA . . . . . . . . . . . . . . . . . . . . . 348
Touchdown Zone Marking . . . . . . . . . 370
Track Reversal. . . . . . . . . . . . . . . . . 159
Track Separation . . . . . . . . . . . . . . . 268
Traffic Advisories (TAS) . . . . . . . . . . . 225
511
INDEX
Transition . . . . . . . . . . . . . . . . . . . 199
Transition Altitude . . . . . . . . . . . . . . 199
Transition Layer. . . . . . . . . . . . . . . . 200
Transition Level . . . . . . . . . . . . . . . . 200
Transponder Failure . . . . . . . . . . . . . 224
Transverse Stripe . . . . . . . . . . . . . . . 369
Turning Departure . . . . . . . . . . . . . . 138
Type Ratings . . . . . . . . . . . . . . . . . .66
U
Uncertainty Phase . . . . . . . . . . . . . . 253
Unlawful Interference . . . . . . . . . . . . 101
Upper Information Regions (UIRS) . . . . . 231
Urgency . . . . . . . . . . . . . . . . . . . . 110
UTC . . . . . . . . . . . . . . . . . . . . . . .98
V
Vertical Separation During
Ascent Or Descent . . . . . . . . . . . . . . 267
Vertical Separation Minima . . . . . . . . . 265
Visual Approach . . . . . . . . . . . . . . . 149
Visual Manoeuvring (Circling) . . . . . . . 149
Visual Manoeuvring (Circling) Area . . . . 179
Visual Runway . . . . . . . . . . . . . . . . 350
Visual Separation . . . . . . . . . . . . . . . 282
Visual Signals . . . . . . . . . . . . . . . . . 113
VMC . . . . . . . . . . . . . . . . . . . . . . .70
VMC Criteria . . . . . . . . . . . . . . . . . .88
Voice - ATIS . . . . . . . . . . . . . . . . . . 252
VOR . . . . . . . . . . . . . . . . . . . . . . 149
W
Wake Turbulence Categories . . . . . . . . 278
Warsaw Convention . . . . . . . . . . . . . .33
Wheel Braking On Wet Runways . . . . . . 331
Wind Direction Indicator . . . . . . . . . . 365
512
INDEX