Académique Documents
Professionnel Documents
Culture Documents
c.International conventions
Convention Subject Withdrawal
Chicago (1944) ICAO establishment 60 days
Warsaw (1926) Documents of carriage and -
liability and limitations of the
operators vis-a-vis
passengers and goods
transported
Tokyo (1963) Convention on offences Inform ICAO
against penal law and certain
other acts committed on
board of aircrafts.
The aircraft commander,
when he has reasonable
grounds to believe that a
person on board has
committed or is about to
commit an offense against
penal law, may deliver such
person to the competent
authorities.
Montreal (1971) Damage to baggage, injuries 6 month
or death of passengers,
delays, …
Rome (1952) Convention on damage -
caused by foreign aircraft to
third parties on the surface.
(even from falling parts of
flying aircrafts are subject to
this convention)
d. Publications (AIP, AIRRAC, etc)
Type Description
AIC Aeronautical Information Circular – A notice containing information
concerning flight safety, air navigation, administration or legislative
matters and originated at the AIS of a state
AIRRAC An acronym for a system aimed at advance notification based on
common effective dates, of circumstances necessitating significant
changes in operating procedures.
A notice providing information on Rules of the Air, Air Traffic Services
and Air Navigation Procedures and distributed in advance of its
effective date.
Departure Routes
MOC at DEP end of RWY 0ft
Turning DEP track guidance for 10 km after turn completion
Straight DEP track within 15° alignment of RWY centreline (20 km guidance)
Climb Gradients in DEP procedures 2.4% 2-engines
2.7% 3-engines
3.0% 4-engines
Approach Procedures
Design dictated by terrain
Straight-in APCH angle 30°
Max permissible descent gradient 6.5%
Visual APCH separated from other traffic (by ATC!)
Circling
visual manoeuvre keeping the runway environment in sight while at MDA/H
Procedure Design Gradient for departure is 3.3% (2.5% + 0.8%)
Circling MDH can not be lower than OCH
Circling Approaches
Aircraft Category A B C D
MDH 400 ft 500 ft 600 ft 700 ft
Met visibility 1500 m 1600 m 2400 m 3600 m
ICAO visibility 1900 m 2800 m 3700 m 4600 m (E
(+ 1.000 – 100) 6500 m)
Approach speeds in kt 100 135 180 205 (240 E)
(starting from 100
always + 35)
IFR arrival in VMC PIC responsible for traffic avoidance
Initial APCH segment
In case no IAF/IF available Reversal procedures, Racetrack or Holding pattern
Reversal procedures:
Procedure Turn 45°/180° 45° turn for 1 min (Cat A, B), 1’15” (Cat C, D, E), 180° in opposite
direction
Procedure Turn 80°/260° 2 min for Cat A
Base Turn outbound track and timing/DME distance, turn to intercept inbound
Racetrack:
180°/180°
Dead reckoning segment DR track to intercept LLZ at 45°not more than 10NM in length
Final APCH segment
Alignment and descent for LDG
Step-down fix fix not to be passed below the specified crossing altitude
Significant wind changes 10kt Headwind, 5kt Crosswind, 2kt Tailwind
Non-precision APCH FAF
Precision APCH FAP
GP interception 1000 - 3000 ft above RWY ELEV, never deviate more than ½ course/glide
deflection
Max ½ scale deflection of LLZ indicator
Obstacle Clearance Surface assumes a LLZ accuracy of ½ scale
Distance wheels / GP antenna < 6m
Timed APCH procedure pass point inbound at notified time
90 m without FAF / 75 m with FAF MOC during non precision approach
Missed APCH
Climb gradient may be reduced to 2% if required (approval by authority required)
a. Holding area
1. Holding area includes the basic holding area and the entry area. The basic holding
area is the airspace required for a holding pattern at a specific level, allowing for
speed, wind, timing errors, holding fix characteristics
2. Entry area is the airspace required for the entry procedure
3. Additional buffer area extends 5 NM beyond the holding area. Significant obstacles in
the buffer area will dictate the minimum holding level. The minimum level will provide
a clearance of at least 984 ft. This extends to 1969 ft in high or mountainous areas.
b. Entry Procedures
i. All turns are to be made at a bank angle of 25° or a rate of 3° per second, which
ever requires the lesser bank
ii. Outbound timing begins over or abeam the fix, whichever occurs later. If the
abeam position cannot be determined, start timing when turn to outbound is
completed
iii. The outbound length is based on a DME distance. The outbound leg terminates
as soon as the limiting DME distance is attained.
iv. Holding area is divided into three heading entry sectors. Each sector has its own
specific entry procedure depending on the aircrafts heading as it closes towards
the fix.
v. Divide the airspace into two parts along the inbound leg of the hold, than at right
angle starting from the fix. Finally, tilt the line 20 degrees down to the side of the
holding pattern.
vi. There is a 5% zone of flexibility on either side of the sector boundaries.
vii. 1 – Parallel entry
viii. 2 – Offset or teardrop entry
ix. 3 – Direct entry
5. Supplemental Oxygen
6. Safety requirements
7. Licensing requirements
i. PPL valid for 5 years
ii. Class rating PPL valid for 2 years
iii. IFR rating is valid for 1 year
iv. Type rating is valid for 1 year
v. Operator proficiency is valid for 6 month
vi. Examiners authorisation is valid for no more than 3 years
vii. CFI for CPL must have at least 500 hrs in an a/c including 200 hrs as instructor
viii. CPL 250 hrs or 150 (integrated course)
Area Control Centre – issues clearances for purpose of achieving separation between
controlled flights
ETA – estimated time of arrival (for IFR overhead IAF)
EAT – expected approach time
o EAT's are issued by terminal control when holding is expected to be in excess
of a certain time; it's basically if you have comms failure whilst holding so you
and ATC both know when you will commence intermediate approach, but of
course it also assists the crew in fuel planning for diversions.
o It states that an EAT must be given if:
1. It is known that an arriving aircraft will be subjected to a delay of
5 min – REVISED EAT without delay
10 min - as soon as practicable/possible
30 min or more - by most expeditious means
o 2. It is anticipated that an aircraft will be required to hold for 30 minutes or
more.
Obligation of a state in the event of non compliance with International standard notify
Council and publish diffs in national AIP
Aircrafts flying to another state are admitted to that state temp free of customs duty
CoA renewed and valid with subject to the laws of the state of registry
Height of the marks under the wings for heavier than air aircraft 50 cm
Height of the marks on the fuselage for heavier than air aircraft 30 cm
Co-Pilot under Supervision full flight time towards higher grade of license
Flight time
Start the aircraft moves first time for the purpose of taking off
Ends when aircraft first stops after landing to disembark pax
Aircraft flying over territory of other state must follow the rules of the state it is over
flying
Formation flights pre arrangements among the PICs taking part and if the flight is to
be in CAS in accordance with the conditions laid out in ICAO Annex 2
Aerodrome close operations observe the traffic, conform with or avoid the pattern,
land and take-off into wind (standard turns are made to the LEFT)
RPL – Repetitive flight plan – for IFR flights regularly on the same day of consecutive
weeks, on at least 10 occasions
If pilot lands on other aerodrome than stated on flight plan inform ATC of destination
within 30 minutes
VFR operations can be suspended by the area control centre within whose CTA is
located
Aircraft intercepted by another 121.5 MHz and repeat on 243 MHz
Obstacle Clearance procedures are designed for aircraft up to and including Category D
Overall tolerance for VOR in instrument approach used as intersecting facility 4.5%
Approaching to land portion of the flight in which the aircraft descends below 1000 ft
above the relevant DH / MDH
ILS interception usually between 300 m (984 ft) and 900 m (2955 ft) (runway elevation)
Transition altitude
Calculated height should be rounded up to the nearest 1.000 ft
Shall be as low as possible but normally not less than 3.000 ft
Initial climb in uncontrolled airspace any desired value for altimeter setting permitted
Mode 2: covers approaches made to parallel runways where radar separation minima between
aircraft using adjacent (benachbarten) ILS or MLS are prescribed.
Mode 3: Covers independent parallel departures. This covers simultaneous departures for
aircraft departing in the same direction from parallel runways.
Mode 4: Covers segregated parallel operations. In this mode one runway is used for
approaches and one for departures.
Note: The nominal tracks of the departure procedure and the missed approach procedure shall
diverge by at least 30 degrees as soon as practicable.
Approach separation
Min separation is 5.0 NM and may be reduced to 3.0 NM and 2.5 NM on same LLZ
Minimum radar separation until ac is established on ILS course is 3 NM for independent
approaches
Transponder
- shall be operated all the times during flight, regardless of whether the aircraft is
within or outside airspace where SSR is used for ATS purposes
- if u/s prior to departure and repair impossible departure to nearest suitable airport
where repair can be done is allowed and ATC granted an exception
- Germany: 0-5.000 (3.500) ft should be 7000; above 5.000 (3.500) shall be 7000 ft
Change-over points
Change-over points are when you switch from a VOR behind you to a VOR ahead of you.
This 60 NM recommendation is defined in Annex 11 below :
2.12 Establishment of change-over points
2.12.1 Recommendation.- Change-over points should be established on ATS route segments defined by
reference to very high frequency Omnidirectional radio ranges where this will assist accurate navigation
along the route segments. The establishment of change-over points should be limited to route segments of
110 km (60 NM) or more, except where the complexity of ATS routes, the density of navigation aids or
other technical and operational reasons warrant the establishment of change-over points on shorter route
segments.
ATC preventing collisions between aircraft, between aircraft and obstacles on the manoeuvring area and
expediting and maintaining an orderly flow of air traffic
ATIS
Not on ILS
Updated immediately a significant change occurs
Cloud base below 5.000 ft or below the highest MSA, whichever is greater
Alerting Service is provided by the ATS unit responsible for the aircraft at the moment
Alerting Service and FIS often provided by the same ATS unit
Decision to initiate the alert phase operation air-traffic control centre and not air traffic coordination
centre
An ORGANISATION cannot be responsible for alerting; only a CENTRE can do this.
Organization of SAR Rescue coordination centre
Inform ATC in case of emergency deviation from route (do not choose 7700 as
answer in exam with possible answer to inform ATC too ;) )
Courtesy of Aviationexam.com
The first number of the min width starts always with the code number!!!
Approach and landing charts are VFR charts and thus not contain any visibility minima
Pre-flight briefing shall include met briefing, fuel and alternative actions if flight can not completed
successfully
Complete Position report: Ident, Pos, Time, FL, next pos and time over, ensuring
significant point (S/L rule applies here too )
Aircraft passing the level of another aircraft on the same track 15 min
Essential Traffic Controlled Traffic not separated from another controlled traffic
with the prescribed separation minima. In B VFR is essential traffic for other VFR
Take-Off in any direction possible until 5 minutes before an arriving (straight in)
aircraft is estimated to be over the instrument runway
Separation minima may be reduced when the PIC in the following aircraft has the
preceding aircraft in sight and is able to maintain own separation
Radar vectors not closer than 2.5 NM to the boundary of controlled airspace
Final Approach / Missed Approach (incl. speed changes and wind changes) (4 NM
applies only to speed changes and radar surveillance up to the threshold. All other
values are 2 NM )
- A surveillance radar approach must normally be terminated 2 nm before the
threshold.
- With the approval of the authority, it may be continued up to the runway
threshold when the accuracy of the radar permits. Under these circumstances the
controller must pass distance and level information at each ½ nm.
o Transmission should not be interrupted for more than 5 seconds within the
last 4 NM
- Speed control should not be applied within 4 nm of the threshold on final
approach.
- The FAF should not be more than 10 nm from the landing surface.
- The optimum descent gradient is 5% (3°), the minimum descent gradient is 4.3%
(2.5°) and the maximum descent gradient is 6.5% (3.5°).
- An aircraft making a radar approach should be advised to consider executing a missed
approach procedure if:
o It appears that a successful approach cannot be completed
o The aircraft is not visible on radar for a significant interval during the last 2 nm
of the approach.
o Clearance to land has not been received from the non-radar controller by 2 nm
from touchdown.
- ICAO Doc 4444
8.9.6.1.7 - Clearance to land or any alternative clearance received from the aerodrome
controller or, when applicable, the non-radar controller should normally be passed to
the aircraft before it reaches a distance of 4 km (2 NM) from touchdown.
- 4.6.3.6. Only minor speed changes not exceeding 40 km/h (20 kt) IAS should be used
for aircraft on intermediate or final approach
- 4.6.3.7. Speed control should not be applied to aircraft after passing 7 km (4 NM)
from the threshold on the final approach
- At the commencement of final approach, the following information shall be
transmitted to aircraft
o Significant changes in the mean surface wind direction and speed
1. Headwind: 10 kt (19 km/h)
2. Crosswind: 5 kt (9 km/h)
3. Tailwind: 2 kt (4 km/h)
o The latest information, if any, on windshear and/or turbulence in the final
approach area
o The current visibility representative in the direction of approach and landing
or, when provided, the current RVR value(s) and the trend, if practicable,
supplemented by slant visual range (Schrägsicht) value(s), if provided
AIP
Holding, Approach and Departure Procedures EN
Danger areas etc. ENR
Location indicators GEN
SAR GEN
Weather service (for enroute or areas) incl. SIGMET GEN
Charges for Air Navigation Services GEN
Runway vacated sign at the boundary to the ILS / MLS sensitive area
Courtesy of Aviationexam.com
Location Signs - are black with yellow inscription and a yellow border and do not
have arrows. They are used to identify a taxiway or runway location. Taxiways are
designated by letters. Runways are designated by numbers.
Direction Signs - have a yellow background with black inscription. The inscription
identifies the designation of the intersecting taxiway(s) leading out of an intersection
or exiting a runway. Arrow(s) point in direction of the intersecting taxiway.
High intensity obstancle lights (obstacle exceeds 150 m) flashing white (even for
day)
Low intensity obstancle lights fixed red
Low intensity obstancle lights on vehicles flashing yellow
Distance Requirements
60/120
120/30
120/30/90
Class A (> 20 pax seats or MTOM > 45.360 60 min
kg) no ETOPS max from adequate
aerodrome
Class B or C / no ETOPS max from adequate 120 min / 300 NM at OEI speed
aerodrome
Life rafts for all pax + assume the biggest 120 min / 400 NM (lesser one) off shore
raft fails with one engine inop
30 min / 100 NM (lesser one) off shore
for all other ac
One ELT + pyro when SAR esp. difficult 120 min OEI speed
30 min for all other ac
90 min for JAR 25 ac
COSPAS Sarsat satellite aided tracking system and space system for SAR of
vessels in distress
Distress signal parachute flare showing a red light or red pyrotechnics
Airside movement area of an airfield, the adjacent lands and buildings or parts of
them with controlled access
Crew Member Certificate provide identification for aircrew
Boarding of disruptive pax before all other pax, will take place after application
of appropriate security controls
State shall provide assistance for aircraft subject to unlawful interference nav
aids, air traffic services, and permission to land. Adequate measures for pax until
their journey can be continued
A turn executed by the ac during the initial approach between the end of the outbound track
and the beginning of the intermediate or final approach track Base Turn (back to base )
Precision approach Cat I lighting system light sources have a length of 300 m
Entire system extending 900 m at the extended center line
Runway edge lights required to show only where they are intended to provide during circling
Emergency Threatened by grave and imminent danger and requires immediate assistance
Parking bay unlawful interference 100 m
Investigation Do not help the judges
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b. Droppable containers
c. Light signals
To an aircraft in the air To an aircraft on the ground
Steady Green Cleared to land Cleared take-off
Flashing Green Continue approach / return to Cleared for taxi
landing field. This is not a
landing clearance!
Steady Red Continue traffic pattern. Stop
Another aircraft has priority
Flashing Red Do not land. Aerodrome Vacate runway / clear landing
unusable. area
Flashing White Land on this aerodrome and Return to initial position /
taxi to the apron. Await apron
landing clearance.
Red pyro Do not land for the moment.
Disregard any other
instructions or signals.