Objective

• To get familiar with:

• Historical background
• Legislation and regulation related to aviation
• Regulatory part of FCL and operational procedures
• ATM
• Safety and security
 Content
• International agreements and organizations
• Airworthiness of Aircraft
– Aircraft Nationality and Registration Marks
• Personnel Licensing
• Rules of the Air
– Procedures in Flight Operations
• Air Traffic Services
– Procedures for Air Traffic Management
– Area Control Service
– Approach Control Service
– Aerodrome Control Service
– Radar Services
 Content cont’d
• Aeronautical Information Services
• Aerodromes
– Aerodrome Lightning and Signs
– Aerodrome Obstacles and Emergency Services
• Facilitation
• Search and Rescue
• Security
• Aircraft Accident and Incident Investigation
 The Convention on International Civil Aviation – Chicago Convention

Historic background:

WWII was a breaking point for the aeronautical industry.

Aircraft became strategic and tactical weapon with great destroying power.

Towards the end of the WWII both sides engaged in the conflict started to consider the role
of the aviation in the peace time.
 The Convention on International Civil Aviation – Chicago Convention

Conferences and Conventions before the :

- Paris Conference 1919 – First scheduled international flights. Defined the airspace
soveregnity, aplicability of rules of the air and nationality of the aicraft. Organized by ICAN –
International Commision for Air Navigation (1903, Berlin).

- Warsaw Convention 1929 – Regulations regarding the documentaton related to the

transport of pasangers, cargo and mail. It also determined the financial liability and
responsibility of the carrier.
- Rome Convention 1933 – Detemined the liability of the carrier for the damage caused on
the ground.
The Convention on International Civil Aviation – Chicago Convention

President of the USA invited 55 representatives of the allied states on 11th

September 1944 to Chicago.

International conference which lasted from 1st November to 7th December an

international instrument which regulated the open issues of the civil aviation of the
new era was created.

Chicago Convetion is the primary source of the international aviation law. It is

currently applicable to arround 190 states worldwide.
The Convention on International Civil Aviation – Chicago Convention

Introduction:
For commercial aviation to operate, it is necessary for states to afford the airlines of other states the right to fly
into and across their territory for both traffic and non-traffic purposes. Agreements are necessary to achieve
this:

– Multilateral Agreements or conventions are entered into by a number of different states (most obvious one Chicago
Convention).

– Bilateral Agreements are agreements between two states. The two most important of these are the International Air
Transport Agreement and the International Air Services Transit Agreement.
 Chicago Convention – PART I: Air Navigation
Article 1: Sovereignty – The contracting States recognize that every State has complete and
exlusive sovereignty over the airspace above its territory.

Article 2: Territory – The territory of a State shall be deemed to be the land areas and territorial
waters adjacent thereto under the sovereignty, suzerainty, protection or mandate of such
State.

Article 3: Civil and State Aircraft – This convention shall be applicable only to civil aircraft, and
shall not be applicable to State aircraft:

• Aircraft used in millitary, customs and police services shall be deemed to be State aircraft.

• No State aircraft of a contracting State shall fly over the territory of another State or land thereon without
authorization by special agreement or otherwise.

• The contracting States undertake, when issuing regulations for their State aircraft, that they will have due
regard for the safety of navigation of civil aircraft.
 Chicago Convention – PART I: Air Navigation
Article 4: Misuse of civil aviation – Each contracting State agrees not to use civil
aviation for any purpose inconsistent with the aims of this Convention.

Article 5: Right on non-scheduled flight – Each contracting State agrees that all
aircraft of other contracting States, being aircraft not engaged in scheduled
international air services shall have the right to make flights into or in transit
non-stop across its territory and to make stops for non-traffic purposes
without necessity of obtaining prior permission.

The 2 technical freedoms of the air:

• The freedom of innocent passage. The right to fly across the territory of a state without
landing.

• Freedom of facilities. The right to use (land in) foreign territory to refuel or carry out
maintenance. This does not give any traffic rights.
 Chicago Convention – PART I: Air Navigation

Article 6: Scheduled air services – No scheduled international air service may be

operated over or into the territory of a contracting State, except with the special
permission or other authorization of that State.

Article 7: Cabotage – Each contracting State shall have the right to refuse permission
to the aircraft of other contracting States to take in its territory passengers, mail
and cargo carried for remuneration or hire and destined for another point within
its territory.

Article 10: Landing at customs airport - Except in a case where, under the terms of
this Convention or a special authorization, aircraft are permitted to cross the
territory of a contracting State without landing, every aircraft which enters the
territory of a contracting State shall, if the regulations of that State so require, land
at an airport designated by that State for the purpose of customs and other
examination. On departure from the territory of a contracting State, such aircraft
shall depart from a similarly designated customs airport.
 Chicago Convention – PART I: Air Navigation
Article 11: Applicability of air regulations - Subject to the provisions of this
Convention, the laws and regulations of a contracting State relating to the
admission to or departure from its territory of aircraft engaged in international
air navigation, or the operation and navigation of such aircraft while within its
territory, shall be applied to the aircraft of all contracting States without
distinction as to nationality.

Article 12: Rules of the air - Each contracting State undertakes to adopt measures
to insure that every aircraft flying over or maneuvering within its territory and
that every aircraft carrying its nationality mark, wherever such aircraft may be,
shall comply with the rules and regulations relating to the flight and maneuver
of aircraft there in force.

Article 16: Search of aircraft - The appropriate authorities of each of the

contracting States shall have the right, without unreasonable delay, to search
aircraft of the other contracting States on landing or departure, to inspect the
certificates and other documents prescribed by this Convention.
 Chicago Convention – PART I: Air Navigation

Article 17: Nationality of aircraft - Aircraft have the nationality of the State in which they are
registered.

Article 28: Air navigation facilities and standard systems - Each contracting State undertakes,
so far as it may find practicable, to:

• Provide, in its territory, airports, radio services, meteorological services and other air navigation
facilities to facilitate international air navigation.

• Adopt and put into operation the appropriate standard systems of communications procedure, codes,
markings, signals, lighting and other operational practices and rules.

• Collaborate in international measures to secure the publication of aeronautical maps and charts.
 Chicago Convention – PART I: Air Navigation
Article 29: Documents carried in aircraft - Every aircraft of a contracting State, engaged in
international navigation, shall carry the following documents:

• Its certificate of registration;

• Its certificate of airworthiness;

• The appropriate licenses for each member of the crew;

• Its journey log book;

• If it is equipped with radio apparatus, the aircraft radio station license;

• If it carries passengers, a list of their names and places of embarkation and destination;

• If it carries cargo, a manifest and detailed declarations of the cargo.

 Chicago Convention – PART I: Air Navigation

Article 33: Recognition of certificates and licenses - Certificates of airworthiness and

certificates of competency and licenses issued or rendered valid by the contracting State in
which the aircraft is registered, shall be recognized as valid by the other contracting States.

Article 35: Cargo restrictions

• No munitions of war or implements of war may be carried in or above the territory of a
State in aircraft engaged in international navigation, except by permission of such State.

• Each contracting State reserves the right, for reasons of public order and safety, to regulate
or prohibit the carriage in or above its territory.

Article 36: Photographic apparatus - Each contracting State may prohibit or regulate the use of
photographic apparatus in aircraft over its territory.
 Chicago Convention – PART I: Air Navigation

Article 37: Adoption of international standards and procedures - Each contracting State undertakes to
collaborate in securing the highest practicable degree of uniformity in regulations, standards,
procedures, and organization in relation to aircraft, personnel, airways and auxiliary services in all
matters in which such uniformity will facilitate and improve air navigation.
 Chicago Convention – PART II: ICAO
Name and composition - An organization to be named the International Civil Aviation Organization is
formed by the Convention. It is made of an Assembly, a Council, and such other bodies as may be
necessary.

Objectives

• Insure the safe and orderly growth of international civil aviation throughout the world;

• Encourage the arts of aircraft design and operation for peaceful purposes;

• Encourage the development of airways, airports, and air navigation facilities for international civil
aviation;

• Meet the needs of the peoples of the world for safe, regular, efficient and economical air transport;

• Prevent economic waste caused by unreasonable competition;

 Chicago Convention – PART II: ICAO
Objectives (continued)

• Insure that the rights of contracting States are fully respected and that every contracting
State has a fair opportunity to operate international airlines;

• Avoid discrimination between contracting States;

• Promote safety of flight in international air navigation;

• Promote generally the development of all aspects of international civil aeronautics.

The headquarters of ICAO is in Montreal, Canada.

Chicago Convention – PART II: ICAO
 Chicago Convention – PART II: ICAO
Organization and duties of ICAO Regional Offices: ICAO maintains 7 regional offices:
• Bangkok
• Cairo
• Dakar
• Lima
• Mexico City
• Nairobi
• Paris

The main function of regional offices is maintaining, encouraging, assisting, expediting and following-
up the implementation of air navigation plans.
 Chicago Convention – PART II: ICAO
Each regional office is accredited to a group of Contracting States making up 9 recognised
geographic regions:

• Africa – Indian Ocean

• Caribbean
• Europe
• Middle East
• North America
• North Atlantic
• Pacific
• South America
• Asia
Chicago Convention – PART II: ICAO
ICAO publications: Annexes to the Convention
• Annex 1 Personnel Licensing
• Annex 2 Rules of the Air
• Annex 3 Meteorological Service for International Air Navigation
• Annex 4 Aeronautical Charts
• Annex 5 Units of Measurement to be Used in Air and Ground Operations
• Annex 6 Operation of Aircraft
• Annex 7 Aircraft Nationality and Registration Marks
• Annex 8 Airworthiness of Aircraft
• Annex 9 Facilitation
• Annex 10 Aeronautical Telecommunications
• Annex 11 Air Traffic Services
• Annex 12 Search and Rescue
• Annex 13 Aircraft Accident and Incident Investigation
• Annex 14 Aerodromes
• Annex 15 Aeronautical Information Services
• Annex 16 Environmental Protection
• Annex 17 Security: Safeguarding International Civil Aviation Against Acts of Unlawful
• Interference
• Annex 18 The Safe Transport of Dangerous Goods by Air
• Annex 19 Safety Management System
• Annex 20…to be adopted…to unify international air transport regulatory matters (fees, taxes, charges…)
 Chicago Convention – PART II: ICAO
ICAO publications (continued):

• Standards and Recommended Practices (SARPs) – are adopted by the ICAO Council under
the provisions of Chicago Convention.

– Standard: Any specification for physical characteristics, configuration, material,

performance, personnel or procedure, the uniform application of which is recognized as
necessary for the safety or regularity of International Navigation. In the event of non-
compliance then notification to the council is compulsory. The word ‘SHALL’ defines a
standard.
 Chicago Convention – PART II: ICAO
ICAO publications (continued):

– Recommended Practice: Any specification for physical characteristics, configuration,

material, performance, personnel or procedure, the uniform application of which is
recognized as desirable for the safety or regularity of International Navigation. In the
event of non-compliance then notification to the council is not compulsory. The word
‘SHOULD’ defines a recommended practice.
 Chicago Convention – PART II: ICAO
ICAO publications (continued):

• Procedures for Air Navigation Services (PANS) – These are procedures that have been
adopted by the council for worldwide use. They can contain:

– New procedures, or those which are too complicated or detailed for inclusion in an
Annex.
– Operating procedures that have not attained a status for adoption as SARPs.
 Chicago Convention – PART II: ICAO
ICAO publications (continued):

• Regional Supplementary Procedures (SUPPS): similar status to the PANS but are for
application in their respective regions.

• Technical Manuals: Amplify SARPs and PANS, designed to assist in the use of the relevant
documents.

• Air Navigation Plans: Detail the requirements for facilities and services for international air
navigation in the respective ICAO Air Navigation Regions.

• ICAO Circulars: Any information taht is specific interest to contracting States is transmitted
by these documents.
The International Air Services Transit Agreement (ICAO doc. 7500)
These bilateral agreements established what are known as the ‘Five Freedoms of the Air’:

Technical freedoms:

1. The freedom of innocent passage. The right to fly across the territory of a state without landing.

2. Freedom of facilities. The right to use (land in) foreign territory to refuel or carry out maintenance. This
does not give any traffic rights.

Commercial freedoms

3. The right to carry revenue traffic from the operator state (A) to a treaty partner state (B).

4. The right to carry revenue traffic from a treaty partner state (B) to the operator state (A).

5. The right to carry revenue traffic between any points of landing on flights between 3 or more treaty partner nations
(A to B to C). This is the most important freedom as it effectively facilitates international traffic operations.
The International Air Services Transit Agreement (ICAO doc. 7500)

Supplementary freedoms:

6. A combination of Freedoms 3 and 4. Revenue traffic flown between two treaty partner states (A to
C) through the carrier state (B).

7. Revenue traffic flown between two nations (A and B) by the carrier of a third nation (C) without the
flight originating, terminating or landing in state C.

8. Cabotage (within the EEC), the right to carry revenue traffic between two points within a treaty
(EEC) nation by the carrier of another EEC nation, whilst allowing the treaty organisation (EEC) to
apply cabotage to non-treaty nations.

9. Code Sharing, the combining of two or more scheduled flights under one operation. This preserves
the schedules but economises on aircraft nad effectively increases passenger loading.
The International Air Services Transit Agreement (ICAO doc. 7500)
 Convention on Unlawful Acts Committed on Board Aircraft, Tokyo 1963

This Convention shall apply in respect of:

• Offences against penal law;

• Acts which, whether or not they are offences, may or do jeopardize the safety of the aircraft or
of persons or property therein or which jeopardize good order and discipline on board.

• This Convention shall apply in respect of offences committed or acts done by a person on board
any aircraft registered in a Contracting State, while that aircraft is in flight or on the surface of
the high seas or of any other area outside the territory of any State.

• For the purposes of this Convention, an aircraft is considered to be in flight from the moment
when power is applied for the purpose of takeoff until the moment when the landing run ends.
 Convention on Unlawful Acts Committed on Board Aircraft, Tokyo 1963

Pilot in Command:

If a person commits, or is about to commit, an unlawful act on board an aircraft, the aircraft
commander may impose reasonable measures, including restraint, considered necessary:

– To protect the safety of the aircraft, persons or property on board.

– To maintain good order and discipline.

– To enable handing a person to the competent authotities.

To carry out his task the aircraft commander may require the assistance of other crew
members. Passengers may also be asked to assist, if necessary.
Convention for the Suppression of Unlawful Seizure of Aircraft, Hague 1970,
Montreal 1971

The Convention for the Suppression of Unlawful Seizure of Aircraft defines the act of unlawful
seizure and the measures to be taken by contracting states to enforce severe punishment upon
perpetrators, Hague 1970.

Montreal Convention (1971) compliments the Hague Convention. Any person commits an
offence if he unlawfully and intentionally:

• Performs an act of violence against a person on board an aircraft in flight if that act is likely to endanger
the safety of that aircraft; or

• Destroys an aircraft in service or causes damage to such an aircraft which renders it incapable of flight or
which is likely to endanger its safety in flight; or

• Places or causes to be placed on an aircraft in service, by any means whatsoever, a device or substance
which is likely to destroy that aircraft, or to cause damage to it which renders it incapable of flight, or to
cause damage to it which is likely to endanger its safety in flight; or
Convention for the Suppression of Unlawful Seizure of Aircraft, Hague 1970,
Montreal 1971

• destroys or damages air navigation facilities or interferes with their operation, if any such act is likely to
endanger the safety of aircraft in flight; or

• communicates information which he knows to be false, thereby endangering the safety of an aircraft in
flight.

Any person also commits an offence if he:

• attempts to commit any of the offences mentioned in paragraph 1 of this Article; or

• is an accomplice of a person who commits or attempts to commit any such offence.

 Convention on Supperssion of Unlawful Acts of Violence at Airports,
Montreal 1971

This extended the Montreal Convention to include offences committed at aerodromes serving
international civil aviation, including the intentional use of any device, substance or weapon:

• Likely to cause serious injury or death.

• To destroy or seriously damage the facilities of an airport.

• To destroy or damage aircraft not in service at the airport.

• To disrupt the services at an airport.

Convention for the Unification of Certain Rules Relating to International Carriage
by Air, Warsaw 1929

Passenger Ticket shall be issued for each flight containing:

– The place and date of issue.

– An indication of the place of departure and destination.

– The agreed stopping places.

– The name and address of the carrier or carriers.

– A statement that the carriage is subject to the rules relating to the liability established by
this convention.
Convention for the Unification of Certain Rules Relating to International Carriage
by Air, Warsaw 1929

Passenger Ticket:

The absence, irregularity or loss of the passenger ticket does not affect the existence or the
validity of the contract of carriage, which shall none the less be subject to the rules of this
Convention.

Nevertheless, if the carrier accepts a passenger without a passenger ticket having been
delivered he shall not be entitled to avail himself of those provisions of this Convention
which exclude or limit his liability.
Convention for the Unification of Certain Rules Relating to International Carriage
by Air, Warsaw 1929

Baggage check:

For luggage, other than small personal objects that passenger take themselves, the carrier
must issue a luggage ticket.

The luggage ticket is made out in duplicate, one for the passenger and the other for the
carrier.
Convention for the Unification of Certain Rules Relating to International Carriage
by Air, Warsaw 1929

Contents of air waybill or cargo receipt:

The air waybill or the cargo receipt shall include:

– An indication of the places of departure and destination;

– If the places of departure and destination are within the territory of a single State Party,
one or more agreed stopping places being within the territory of another State, an
indication of at least one such stopping place; and

– An indication of the weight of the consignment.

 Convention for the Unification of Certain Rules for International Carriage
by Air, Montreal 1999

Liability of the carrier:

The Treaty also imposed limitations on the liability of the operator. However, where gross
negligence can be proved, the limit of liability is removed. Currently, the limit of liability for
death of a passenger is 100 000 US dollars.
Convention for the Unification of Certain Rules for International Carriage by Air,
Montreal 1999

Death and injury of passengers:

• The carrier is liable for damage sustained in case of death or bodily injury of a
passenger upon condition only that the accident which caused the death or injury took
place on board the aircraft or in the course of any of the operations of embarking or
disembarking.
 Convention for the Unification of Certain Rules for International Carriage by Air,
Montreal 1999
Loss or delay of the checked baggage:

• If the carrier admits the loss of the checked baggage, or if the checked baggage has not arrived at the
expiration of twenty-one days after the date on which it ought to have arrived, the passenger is entitled
to enforce against the carrier the rights which flow from the contract of carriage.

Timely notice of complaints:

• In the case of damage, the person entitled to delivery must complain to the carrier forthwith after the
discovery of the damage, and, at the latest, within seven days from the date of receipt in the case of
checked baggage and fourteen days from the date of receipt in the case of cargo.

• In the case of delay, the complaint must be made at the latest within twenty-one days from the date on
which the baggage or cargo have been placed at his or her disposal.
 EC regulation 261/2004: delay, cancellation, denied of boarding

• Before denying passengers boarding involuntarily, the airline is required to first seek volunteers to give up
their reservation in return for whatever benefit is negotiated between the airline and the volunteers.
• If insufficient volunteers are obtained, the airline may then proceed to involuntarily deny passengers the
right to board their flight.

Cash compensation is a payment of:

• € 250, for a flight of less than 1500 km.

• €400, for flight within the EU of greater than 1500 km in distance, or any other flight of greater than
1500 km but less than 3500 km in distance.

• €600, for a flight not within EU of greater than 3500 km in distance .

 EC regulation 261/2004: delay, cancellation, denied of boarding
Cancellation:

The airline is also required to pay cash compensation as described below, unless one of the following conditions applies:

• the airline notifies the passengers at least two weeks prior to departure

• the airline notifies the passengers between one and two weeks prior to departure, and re-routes passengers so that they can:
– depart no more than two hours earlier than scheduled, and
– arrive no more than four hours later than scheduled

• the airline notifies the passengers less than one week prior to departure, and re-routes passengers so that they can:
– depart no more than one hour earlier than scheduled, and
– arrive no more than two hours later than scheduled

• the cancellation was caused by extraordinary circumstances that could not have been avoided by any reasonable measure.

• The airline must also provide an explanation to passengers of alternative transport.

 EC regulation 261/2004: delay, cancellation, denied of boarding

Delay:

If an airline expects a flight to be delayed, passengers are entitled to refreshments and

communication if the expected delay is more than:

• two hours, in the case of a type 1 flight

• three hours, in the case of a type 2 flight
• four hours, in the case of a type 3 flight
Operators liabilities towards persons and goods on the ground, Rome
1933/1952

The operator shall not be responsible:

• if it has been deprived of the use of the aircraft by an act of the public authority

• for damage caused as a direct result of an act of war or armed conflict;

• for damage caused by sabotage or the illegal possession of the aircraft.

• When the aircraft is used by a party other than its operator, both parties are jointly and
severally liable under these provisions. The limits of liability are established in relation to
the weight of the aircraft.
Convention for the Unification of Certain Rules Relating to the Precautionary Arrest of
Aircraft, Rome 1933

• For the purposes of this Convention precautionary arrest includes every act, whatever its
designation, whereby an aircraft is arrested, in pursuit of a private interest, by the agency of
judicial or public administrative authorities, for the benefit either of a creditor, or of the owner or
other person entitled to a right in rem over the aircraft, where the party on whose behalf the
arrest is effected does not rely upon an immediately enforceable judgment already obtained by
ordinary process, or upon any right of seizure equivalent thereto.

• Where the law governing the case gives a creditor, who takes or keeps possession of an aircraft
without the consent of the operator, a right to retain it, the exercise of that right is, for the
purposes of this Convention, assimilated to precautionary arrest and is subject to the rules
contained in this Convention.
 International Air Transport Association IATA

IATA is a body whose members are composed of airlines (more than 230
airlines).

The function of IATA include the establishment of uniform fares, uniform

ticketing arrangements, and other procedures.
 European Civl Aviation Conference ECAC

ECAC’s mission is:

PROMOTION OF THE CONTINUED DEVELOPMENT OF A SAFE, EFFICIENT AND

SUSTAINABLE EUROPEAN AIR TRANSPORT SYSTEM.

JAA is an associated body to ECAC.

 Joint Aviation Authorities JAA
The main JAA objectives are:

– To ensure through co-operation common high levels of safety within the member states.

– Through the application of uniform safety standards, to contribute to fair and equal
competition within the member states.

– To aim for cost effective safety and minimum regulatory burden so as to contribute to
the European industries international competitiveness.
Joint Aviation Authorities JAA
 Joint Aviation Authorities JAA

Intention:

It is the intention to eventually form the European Aviation Authority. This is in

keeping with the aims of the EU and the Council of Europe. Once established, the
EAA will be the regulatory body responsible for civil aviation in Europe.

Until then, the National Aviation Authorities will provide the regulatory framework
and the necessary manpower.
 Joint Aviation Authorities JAA
JAA publications:

– JAR-OPS
– JAR-FSTD
– JAR-STD
– JAR-MMEL/MEL
– JAR-FCL
– JAR-23
– JAR-25
– JAR-AWO
– JAR-VLA,...
 European Aviation Safety Agency EASA

To promote the highest common standards of safety and environmental protection in civil aviation.

The Agency develops:

– Common safety and environmental rules.

– Monitors the implementation of standards.

– Provides the necessary technical expertise, training and research.

– works hand in hand with the national authorities which continue to carry out many operational tasks, such
as certification of individual aircraft or licensing of pilots.
EASA Regulations
 Eurocontrol

EUROCONTROL's aim is to ensure that your European flight will be safe, punctual and that it won't
cost too much - either for you, or for the planet.

Strategy

EUROCONTROL’s strategy in enabling a better performing, safer and more sustainable European ATM
system follows two axes:

• the implementation of the Single European Sky, and

• ATM Network improvement and the delivery of efficient pan-European functions and air traffic
control services.
 Airworthiness of Aircraft

ICAO Annex 8 contains standards for airworthiness required for aircraft to meet the
performance and operational requirements of Annex 6 (Operation of Aircraft).

Annex 8 is published in five parts.

Part 3 is applicable to aircraft engaged in commercial air transport with a MTOM greater
than 5700 kg.
 Certificate of Airworthiness (C of A)

The C of A for an aircraft is issued by the State of Registration (or approved representatives).

A state can withhold a C of A if the aircraft is known, or suspected, to have dangerous

features not specifically covered by the airworthiness requirements.

An aircraft is not permitted to fly without a valid C of A.

The minimum number of flight crew necessary to operate the aeroplane should be listed in
C of A.
 Certificate of Airworthiness (C of A)
For the initial C of A to be issued the following are required:

– An approved design of aircraft.

– Records kept to establish the identification of the aircraft with its approved design.

– An inspection of the aircraft during the course of construction to determine that it

conforms to the approved design.

– An inspection of the aircraft to establish that its construction and assembly are
satisfactory.

– Flight tests as deemed necessary to show compliance with the airworthiness

requirements.
 Certificate of Airworthiness (C of A)

Continuing Airwothiness of Aircraft:

The continuing airworthiness of an aircraft shall be determined by the State of

Registry in relation to the requirements in force for that aircraft.

The State of Registry shall also develop or adopt requirements to ensure the
continuing airworthiness of an aircraft throughout its life.
 Certificate of Airworthiness (C of A)
Validity of C of A:

A C of A shall be renewed, or shall remain valid, subject to the laws of the State of Registry.

The State of Registry shall require that the continuing airworthiness of the aircraft shall be
determined by periodical inspections.

Temporary Loss of Airworthiness:

Any failure to maintain an aircraft in an airworthy condition, will result in the suspension of
the C of A until the aircraft is restored to an airworthy condition.
Aircraft Nationality, Common and Registration Marks
 Aircraft Nationality, Common and Registration Marks

Location of Nationality and Common Registration Marks:

• Wings: On heavier-than-air aircraft the marks shall appear once on the lower surface of the wing
and shall be at least 50 cm in normally viewed vertical size.

• Fuselage and Vertical Tail Surfaces: On heavier-than-air aircraft the marks shall appear on each
side of the fuselage between the wings and the tail surface and shall be at least 30 cm in normally
viewed vertical size.
 Aircraft Nationality, Common and Registration Marks

Nationality mark:
The nationality mark is selected from the nationality symbols included in the radio
call signs allocated to the State of Registry by the International Telecommunications
Agency.

Prohibited combinations:

– The five letter combinations used in international Code of Signals.

– The three letter combinations beginning with Q used in the Q code.
– SOS, XXX, PAN and TTT.
 Flight Crew Licensing

JAR-FCL is published in 4 parts:

– JAR-FCL 1 – Aeroplanes
– JAR-FCL 2 – Helicopters
– JAR-FCL 3 – Medical Requirements
– JAR-FCL 4 – Flight Engineers
 Flight Crew Licensing
Authority to act as a flight-crew member (JAR-FCL):

A person shall not act as a flight-crew member of a civil aeroplane registred in a JAA
member state unless that person holds a valid licence and rating complying with the
requirements of JAR-FCL.

The licence shall have been issued by:

– A JAA member state, or

– Another ICAO contracting state and rendered valid in accordance with JAR-FCL.
 Flight Crew Licensing
Licences issued by JAA member state:

Where a person, organization, or a service has been licenced by the authority of

a JAA member state in accordance with the JAR-FCL, such licence shall be
accepted without formality by other JAA member states.

Licences issued by Non-JAA member state:

A licence issued by a non-JAA state may be rendered valid for use on aircraft
registered in a JAA member state, at the discretion of the authority of that JAA
member state. Validation of a professional pilot’s licence shall not exceed one
year from the date of validation, provided that the basic licence remains valid.
 Flight Crew Licensing

Validity of Licence:

The licence must remain valid by maintaining competency, maintaining necessary

ratings, meeting recent experience requirements and holding a valid medical.

The validity of licence is determined by the validity of the ratings and medical.

The licence will be issued for a maximum period of 5 years.

 Flight Crew Licensing
Licence holders aged 60 years or more:

Age 60 – 64: The holder of a pilot licence who has reached the age of 60 shall
not act as a pilot of an aeroplane engaged in commercial air transport operations
except:

– As a member of a multi-pilot crew, provided that

– The holder is the only pilot in the flight crew who has reached age 60.

Age 65: The holder of a pilot licence who has reached the age of 65 shall not act
as a pilot of an aeroplane engaged in commercial air transport operations.
 Flight Crew Licensing
State of licence issue:

An applicant shall demonstrate the satisfactory completion of all

requirements for licence issue to the authority of the state under whose
authority the training and testing for the licence were carried out.
The state shall thereafter be referred to as the state of licence issue.

Normal residency:

Is a place where a person usually lives for at least 185 days in each
calendar year.
 Commercial Pilot Licence CPL
Requirements:

Modular course: 200 hours of flight time

The applicant must have completed:

– 100 hours as PIC

– 20 hours of cross-country flight time as PIC. This must include a cross-country flight of at least
300 NM during which include full stop landings at two aerodromes different from the original
departure.

– 10 hours of instrument instruction time

– 5 hours of night flight time

Commercial Pilot Licence CPL
 Airline Transport Pilot Licence ATPL
Requirements:

– 1500 hours of flight time (max. 100 hours flight simulator time may be included in this figure).

– 500 hours in multi-pilot operations, JAR-25 or JAR-23 aeroplanes.

– 250 hours as PIC or at least 100 hours PIC and 150 hours as co-pilot performing under the
supervision of the PIC the duties and functions of a PIC.

– 200 hours cross-country flight of which at least 1000 hours shall be as PIC or as co-pilot
performing under the supervision of the PIC the duties and functions of a PIC.

– 75 hours instrument flight time of which not more than 30 hours may be instrument ground
time.

– 100 hours of night flight as PIC or co-pilot.

Airline Transport Pilot Licence ATPL
 Instrument Rating IR
Privileges:

To pilot a multi (IR/ME) or single engined (IR/SE) aeroplane under IFR to a minimum decision height
of 200 ft.

Experience:

The pilot must:

– Hold a PPL(A) with a Night Qualification or a CPL(A).

– Have completed at least 50 hours of cross country flight time as PIC in aeroplanes or helicopters
of which at least 10 hours shall be in aeroplanes.
 Instrument Rating IR
IR Re-validation:

– An IR(A) is valid for 1 year.

– Revalidation is achieved by successful completion of another instrument rating exam.

– Instrument rating exam may be carried out during the last 3 moths of validity of the
current IR.
 Class Ratings

JAR-FCL:

– All single engine piston aeroplanes (land and sea) – SEP

– All multi engined piston aeroplanes (land and sea) – MEP

– Each manufacturer of single engined turbo-prop aeroplanes (land and sea) – SET

– All touring motor gliders

 Type Ratings
The following aeroplanes require type ratings:

– Each type of multi-pilot aeroplane.

– Each type of single pilot multi engine aeroplane fitted with turbo prop or turbojet
engines

– Each type of single pilot single engine aeroplane fitted with a turbojet engine

– Any other type of aeroplane the authority considers necessary

 Class and Type Ratings
Revalidation of Type/Class Ratings:

Type ratings and multi engine class ratings are revalidated by succesful completion of skill
tests or proficiency checks, which may be carried out in a flight simulator.

Revalidation of Type Ratings:

Annex 6 requires a pilot to demostrate competency at two skill tests durnig any 12 month
period with the proviso that the period between the tests is not less than 4 months.
 Recent experience

A pilot shall not operate an aeroplane carrying passengers as the PIC or co-pilot unless he
has carried out:

– At least 3 take-offs and 3 landings as pilot flying in the same type/class or flight
simulator in the preceding 90 days, and

– If the flight is at night, and the holder does not hold a valid IR, 1 of the take-offs and 1 of
the landings must be carried at night
 JAR-FCL 3: Medical Requirements
Medical fitness:

An applicant for a licence must hold a medical assessment applicable for the type of licence
being applied for.

An initial issue medical assessment in accordance with Annex 1 or JAR-FCL is required for
flight-crew members.

Re-validation of assessment is achieved by periodic examination, which is generally less

demanding than the initial assessment.
 JAR-FCL 3: Medical Requirements
Periods of Validity of Medical Assessment:

ATPL: A class 1 medical is required. The validity of the medical is 12 months. This reduces to 6
months after the licence holder passes their 40th birthday.

CPL: A class 1 medical is required.

PPL: A minimum of class 2 medical is required. The validity of the medical is 5 years. This
reduces to 2 years after the licence holder passes their 40th birthday.
 JAR-FCL 3: Medical Requirements
Notification:

Every holder of a medical certificate who is aware of any significant personal injury or illness
involving incapacity to function as a member of a flight crew throughout a period of 21 days
or more, or being pregnant, is to inform the authority in writing immediately of injury or
pregnancy, and as soon as the period of 21 days has elapsed in the case of illness.
 Rules of the Air
Territorial Application of the RoA:

Wherever an aircraft is flying in the world, the rules of the air of the State of Registry of that
aircraft apply to that aircraft.

When flying over the territory of antoher state, the rules of the air of that state have
priority over the rules of the air of the State of Registry.

When an aircraft is flying outside of the airspace of the State of Registry and outside of the
airspace of any other state, the rules of the air as defined in ICAO Annex 2 apply.
 Rules of the Air

Compliance with the RoA:

When an aircraft is in flight or on the movement area of an aerodrome it must

comply with the RoA.

When in flight it must comply with either IFR or the VFR.

 Rules of the Air

Responsibility for Compliance with the RoA:

The PIC, whether at the controls or not, is responsible for the operation of the
aircraft in accordance with the RoA.

The PIC may depart from the RoA in the interests of safety.
 Rules of the Air

Pre-Flight Action:

The PIC of an aircraft must plan the flight after having pre-briefed himself with all
available information appropriate to the flight.

Flights away from the vicinity of an aerodrome, and all IFR flights shall include a
meteorological brief, fuel requirements and alternative actions if the flight cannot
be completed as planned.
 Rules of the Air

Authority of the PIC:

The PIC of an aircraft shall have final authority over the disposition of an aircraft
while in command.

If for safety reasons the PIC decides to ignore the RoA or not comply with an ATC,
he/she must report non-compliance as soon as possible. A report is to be submitted
to the authority within 10 days.
 Rules of the Air

Use of Intoxicating Liquor, Narcotics, or Drugs:

No person is permitted to pilot an aircraft, or act as flight crew while under the
influence of intoxicating liquor, narcotics, or drugs.
 Avoidance of Collisons

Always maintain a good look-out to detect potential collisions, regardless of the type
of flight.

Right of way:
Right of way means the right to proceed without alteration of course. The aircraft
that has the right of way is required to maintain its heading and speed, and observe
the other aircraft whilst the collision risk exists.
Avoidance of Collisons
Avoidance of Collisons
Avoidance of Collisons
 Avoidance of Collisons

Converging Exceptions:

– Power-driven heavier-than-air aircraft shall give way to airships, gliders, and

ballons.

– Airships shall give way to gliders and ballons.

– Gliders shall give way to ballons.

– Power-driven aircraft shall give way to aircraft which are seen to be towing other
aircraft or objects.
 Avoidance of Collisons

Landing: An aircraft in flight, or operating on the ground, shall give way to aircraft
landing or in the final stages of an approach to land.

Approaching to land: When two or more heavier-than-air aircraft are approaching

an aerodrome to land aircraft at higher level shall give way to aircraft at the
lower level.

Emergency Landing: An aircraft that is aware that other aircraft is compelled to

land shall give way to that other aircraft.

Taking-off: An aircraft taxiing on the manoeuvring area of an aerodrome shall give

way to aircraft taking-off or about to take-off.
 Lights to be Displayed by Aircraft
From sunset to sunrise or during any other period prescribed by the authority, all aircraft in
flight or on the movement area must display:
– Anti collision lights.

– Navigation lights intended to indicate relative path of the aircraft to an observer.

– Unless stationary, and otherwise adequately illuminated, all aircraft on the movement area
of an aerodrome shall display lights intended to indicate the extremities of their structure
and to attract attention to the aircraft.

– All aircraft operating on the movement area of an aerodrome whose engines are running
shall display lights which indicate that fact.
 Simulated Instrument Flight

An aircraft shall not be flown under SIF conditions unless it has fully functioning dual
controls and a qualified pilot occupies a control seat to act as safety pilot for the
person who is flying under SIF conditions.
 Operation on and in the vicinity of an AD
Pilots operating on, or in the vicinity of an aerodrome are to:

– Observe other aerodrome traffic for the purpose of avoiding collision.

– Conform with, or avoid, the pattern of traffic formed by other aircraft in operation.

– Make all turns to the left, when approaching for landing or taking-off unless otherwise
instructed.

– Land and take-off into the wind unless safety, the runway, or an air traffic consideration
determines that a different direction should be used.
Marshalling Signals
Marshalling Signals
Marshalling Signals
Marshalling Signals
Marshalling Signals
Marshalling Signals
Signals from the pilot to marshaller
Aerodrome Signals
Minimum Heights
Altitude / Flight Level (FL)
 Flight plan FPL
FPLs are required to be filed before:

– Any flight or portion of a flight requiring an ATC service.

– Any IFR flight in advisory airspace.

– Any flight into authority designated areas or along designated routes where the
appropriate ATC service is required to provide FIS, alerting service, and SAR.

– Where authority has determined that a FPL shoud be filled to facillitate coordination
between civilian and military authorities.

– Any flight across international borders.

 Flight plan FPL
When to file a FPL:

60 minutes: For a flight provided with an ATC service, the FPL is to be filed at least 60 minutes
before departure (VFR in Slovenia, at least 30 minutes)

10 minutes: For the filing of a FPL in flight, the FPL is to be filed at least 10 minutes before the
aircraft is estimated to reach:
– The intended point of entry into area where ATC is to be provided, or
– The point of crossing an airway or advisory route.
 Flight plan FPL
When to file a FPL (continued):

Air Traffic Flow Management ATFM: FPL is to be filed not less than 3 hours before departure.
This period is also required for filing FPLs for flight in Oceanic Control Areas.

Delays after Filing: In the event of a delay of 30 minutes in excess of the EOBT for a controlled
flight or a delay of 60 minutes for an uncontrolled flight the flight plan should be amended
or a new flight plan submitted and the old one cancelled.
 Flight plan FPL

Inadvertent Changes:

– Deviation from Track: Adjust heading to regain the desired track as soon as
practicable.

– Variation in TAS: If TAS at cruising level changes by 5% or more from that given in
the FPL, inform ATC.

– Changes in ETA: If ETA changes by more than +/- 3 minutes, the ETA is to be
revised to ATC.
 Flight plan FPL

ATC Clearances:

Commencement of a controlled flight may only be commenced after the receipt of

an ATC clearance.

If an ATC clearance received is not satisfactory or cannot be complied with, the PIC
may request amended clearance.
 Flight plan FPL
Position Reports:

Unless specifically exempted by the ATC, a pilot of a controlled flight is to make position
reports at the designated reporting points.
If no reporting points are specified, position reports are to be made at intervals determined
by the ATC.

A position report includes: aircraft ident, position, time at that position, altitude or FL
(mode C, omit altitude report), and next position and ETA.
 Com Failure
Squawk: 7600
VMC: Maintain VMC and land at the nearest suitable airport.

IMC:
– Maintain the last assigned speed and level, for a period of 20 minutes after the failure to report
over the last compulsory reporting point; then

– Proceed in accordance with FPL to the navigation aid serving the destination aerodrome and hold
at that aid; and

– Descend from the aid at the last recieved and acknowledged EAT, or where no EAT has been
issued, at the ETA from the FPL, then

– Fly normal instrument approach, and

– Land within 30 miutes of the ETA.

 Com Failure

Com Fail during SID:

Maintain the level to which you were cleared for a period of 7 minutes and then
continue with your flight in accordance with the FPL.

If you were vectored away from the route specified then continue in the most direct
manner to the route specified in the FPL.
 Unlawful Interference

Unlawful Interference:

An aircraft subject to unlawful interference is to attempt to communicate the fact to

the ATC together with details of any deviation from the FPL necessited by the
situation.

The SSR system should be set to 7500 unless 7700 is more appropriate.
 VFR
When permitted by the class of airspace and in VMC a pilot may elect to fly under the VFR.
In determining the existence of VMC, the pilot is the sole arbiter.

VMC is determined by a required forward visibility from the flight deck and required vertical and
horizontal distances from cloud.
 VFR
Take-off and Landing: Except when a clearance is given from ATC, VFR flights cannot take-off or
land or fly traffic patterns when:

– The ceiling is less than 1500 ft.

– The visibility is less than 5 km.

SVFR: is only applicable to flights into, out of or within CTR. The aeroplane must be clear of
cloud and in sight of the ground. JAR-OPS requires ground visiblity of 3000 m to take-off and
1500 m in case of landing, and a cloud ceiling of 1000 ft.
 VFR
Limits: Unless authorized by the ATC, VFR flights are not operated above FL200 or at transonic
and supersonic speeds.

Minimum Heights: A VFR flight shall not be flown:

– Over congested areas of cities or over an open air assembly of persons, at a height less than 1000
ft above the highest obstacle within a radious of 600 m from the aircraft.

– Elsewhere, at a height less than 500 ft above the ground or water.

 VFR
VFR Flight Levels:
 VFR
Weather Deterioration below VMC: If it becomes evident that a controlled VFR flight
will not remain in VMC, the pilot is to:

– Request an amended clearance to continue to the destination aerodrome by

another route in VMC, or

– Land at the nearest useable aerodrome, or

– If operating in a CTR, request SVFR clearance, or

– File an IFR FPL.

 IFR

In order to fly in IMC a commercial pilot must elect to fly under IFR. Before electing to fly
under IFR, the commercial pilot must be satisfied that the aircraft is properly equipped for
IFR and that any commercial pilot permitted to fly the aeroplane has an IR.
 IFR

Minimum Levels: Except when necessary for take-off and landing, an IFR flight is to be flown at
a level which is not below the minimum flight altitude established by the state.

An IFR flight shall be flown at a level which is at least 1000 ft above the highest obstacle
within 5 nm of the estimated position of the aircraft, in mountainous terrain this is
increased to 2000 ft.
 IFR
Cruising Levels:

Non-RVSM airspace RVSM airspace

 Interception of Civil Aircraft

If the authority of a state has suspicions that a flight is not what is supposed to be, or has
entered the airspace of a state without permission, it may invoke a process of interception.

Procedures:

– Follow instructions given by intercepting aircraft.

– Notify, if possible the ATC.
– Attempt to establish radio communication with intercepting aircraft on 121.500 MHz or 243 MHz.
– It is recommended that an aircraft being intercepted squawks 7700.
 Interception of Civil Aircraft
Interception Phraseology:
Interception of Civil Aircraft
Interception of Civil Aircraft
Interception of Civil Aircraft