1.
Freedoms of the air
Freedom Description
1 The privilege of flying across the territory of
a contracting state without landing
2 The privilege of landing for non-traffic
purposes (e.g. a technical landing)
3 The privilege to put down in another state,
passengers, cargo and mail taken on in the
state of airline registration
4 The privilege to take on in another state,
passengers, cargo and mail destined for the
state of airline registration
5 The privilege for an airline registered in one
state and en-route to or from that state, to
take on passengers, mail and cargo in a
second state.
6 The privilege to fly from a foreign country to
another one while stopping in its own
country
7 The privilege to fly between two foreign
countries while not offering flights to ones
own country
8 The privilege to fly between two or more
airports in a foreign country while continuing
service to ones own country
9 The privilege to traffic within a foreign
country without continuing to ones own
country
CABOTAGE Agreement on domestic air services / right of
a state to restrict shipping of cargo and
passengers between ports (airports) within
that country to ships (aircrafts) in that state
only
2. ICAO Basics & Annexes
i. Basics
1.Headquarter in Montreal
2.Established 1944 by Chicago convention
3.Council and Assembly elected every 3 years
4.Permanent body composed of 33 contracting states
5.Air Navigation Commission has most duties
6.SARPS - Standards and Recommended practices for contracting member
states
a. Finalized by the Air Navigation Commission for submission to
adoption
b. Binding for the member states that have not notified ICAO about a
national difference – 60 days notice
c.ICAO must be informed about differences from the standards in any
of the annex to convention
Example
Germany to Spain, overflying
France
Frankfurt to New York JFK,
with an aircraft that needs to
be refuelled in enroute
Carrying passengers and mail
from Germany to Russia as a
German airline
Carrying passengers and mail
from Russia to Germany as a
German airline
A German airline flies to the
Maldives, picks up passengers
in Dubai, the continues to
Colombo and finally flies to the
Maldives
A German airline flies
passengers from Poland to
Paris via Hamburg
A German airline that offers
flights between Canada and
the US without offering any to
Germany
E.g. Cathay Pacific flight from
Hongkong to Penang via Kuala
Lumpur
All EU airlines may use the
privilege within EU countries
Flight of an German registered
airline within the US (departure
and destination within the US)
is an unlawful act. Except the
EU. See above.
 b. Annexes
Annex Subject Reminder
1 Personnel Licensing Pilots are the number 1 
2 Rules of the air 2 sets of rules; VFR and IFR
3 Meteorological services 3°C / 1000 ft for the DALR
4 Aeronautical charts 4 cardinal points
5 Dimensional units -
6 Operation of aircraft DC 6 aircraft
7 Nationality and registration marks The league of 7 nations
8 Airworthiness 8 looks like a propeller
9 Facilitation -
10 Aeronautical communication Call 100 for the operator
11 Air Traffic Control Services (ATC) 1:1 personal services
12 Search and Rescue (SAR) The one before accident investigation
13 Accident investigation 13 as unlucky number
14 Aerodromes 14 aerodromes around Heathrow
15 Aeronautical Information Services (AIS) 15 looks like IS
16 Environmental protection 16 age of consent – end of protection
17 Security 17 ft security fence required
18 Dangerous Goods The one after security – 8 looks like
DG for dangerous goods when
turned)

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.

AIP Aeronautical Information Publication – consists of

GEN – Aeronautical services, symbols, SAR, met services
ENR – airspaces, holding, approach, departure, area charts, …
AD – aerodromes, arrival charts, …
AIP Supplements Temporary changes of long duration (3 month or longer) and
information of short duration which contains extensive text and/or
graphics shall be published as AIP Supplements

3. Approach, Departure & Holdings

ARRIVAL INITIAL INTERMEDIATE FINAL MISSED
MSA 300m MOC 1.000 ft MOC reducing 3° (5%) optimum Initial
Within 25 NM from 1.000 to 500 2.5° (4.3%) min Positive climb
ft in primary area 3.5° (6.5%) max 30 m MOC
Final
IAF IF FAF/FAP MAP

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

c. Departing the hold

i. When a clearance is received specifying a time of departure from the holding
point, the pilot should adjust the pattern within the limits of the holding procedure)
to leave the holding point at the time specified
d. Timing and Speeds
Level in FL Normal Cond. Turbulent Cond. Timing
Up to 140 170 kt (CAT A & B) 170 kt (CAT A &B) 1 minute
230 kt 280 kt
140 – 200 240 kt 280 kt (0,8 Mach) 1,5 minutes
200 – 340 265 kt 280 kt (0,8 Mach) 1,5 minutes
> 340 0,83 Mach 0,83 Mach 1,5 minutes
e. Obstacle Clearance
Distance beyond the boundary area Minimum obstacle clearance
0 – 1 NM 984 ft (300 m)
1 – 2 NM 492 ft (150 m)
2 – 3 NM 394 ft (120 m)
3 – 4 NM 295 ft (90 m)
4 – 5 NM 197 ft (60 m)
4. Separation
Type Action / NAV-Type Description
Vertical Cruise Designated airspace
- Below FL 410 1000 ft
- Above FL 410 2000 ft
Non designated airspace
- Below FL 290 1000 ft
- Above FL 290 2000 ft
Climb or descent 15 minutes when vertical
separation does not exist
10 minutes when nav aids permit
Lateral VOR – cruise 15° and 15 NM away from facility
NDB – cruise 30° and 15 NM away from facility
DR – cruise 45° and 15 NM away from
intersection
RNAV – cruise 15°
DME – climb or descent 10 NM
Longitudinal DME – cruise Same track or crossing tracks with
angle of less than 90°
20 NM
10 NM if preceding aircrafts TAS
>= TAS + 20 kt
DME – climb or descent Aircraft using on track DME may
be cleared to climb or descend
through the levels occupied by
other aircraft using on-track DME
provided that
- It has been positively
established that the
aircraft haven passed
each other
- The aircraft are at least
10 NM apart, or another
value set by the ATC
authority
Timing - cruise Aircraft on same track and level
- 15 min in normal
circumstances
- 10 min if nav aid permits
frequent determination of
position and speed
- 5 min if preceding aircraft
is 20kt or more faster
than the following and the
aircraft have departed
from the same
aerodrome or reported
over the same reporting
point
- 3 min if preceding aircraft
is 40kt or more faster
than the following and the
aircraft have departed
from the same
aerodrome or reported
over the same reporting
point
Mach Number
RNP RNAV Longitudinal RNAV / RNP
separation minima
 - 80 NM - RNP 20 –
verified every hour
- 50 NM - RNP 50 –
verified every 30 minutes
- Otherwise 80 NM when
same on-track waypoints
Radar Separation 5 NM standard
3 NM when conditions allow
2,5 NM on localizer approach
Departure Time based 1 min – if tracks diverge by 45° or
more
2 min – speed difference of 40 kt
5 min – otherwise
< 1 min – taking off in different
directions
Wakes Radar Heavy Medium Light
Heavy 4 NM 5 NM 6 NM
Classifications MTOM in tons Medium 3 NM 3 NM 5 NM
Heavy >= 136 Light 3 NM 3 NM 3 NM
Medium > 7 to >136 Non-Radar Heavy Medium Light
Light <= 7 Arrival Heavy 2 min 2 min 3 min
Medium 3 min
B 757  Heavy, even below 136 tons! Non-Radar Heavy Medium Light
Opposite direction Heavy 2 min 2 min
Medium 2 min
Non-Radar Heavy Medium Light
Departure same runway Heavy 2 min 2 min
Medium 2 min
Non-Radar Heavy Medium Light
Departure intersection t/o Heavy 3 min 3 min
Medium 3 min
No-Radar Heavy Medium Light
Displaced Threshold Heavy 2 min 2 min
Medium 2 min

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)

Aerodrome reference point  designated geographical location of the aerodrome

MEHT - Minimum Eye height

The Minimum Eye Height over Threshold (MEHT), which is notified in AIP, is a reference
value, calculated with respect to the promulgated approach angle for each PAPI. It is the
lowest eye height over the runway threshold at which an on-slope indication will be seen.

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.

Definition of Incident / Accident

PIC becomes inop  return  serious incident

Accident or serious incident in non contracting state

 State of registry should attempt to conduct investigation in cooperation with state of
occurrence
 State of registry should itself conduct an investigation with such information as available
 When location of accident cannot definitely established as being in the territory of any
state State of registry shall conduct investigation
Long Duration in terms of AIP supplements  3 months or longer

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

Montreal convention  makes acts of violence on board, destruction of aircraft in flight

and destroying or damaging any air navigation facility punishable

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

Duration of currency of medical assessment  begin on date of medical assessment is

issued

Report hospital or clinic stay in excess of 12 hours

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

ATC flight plan delay (EOBT) uncontrolled 60 minutes controlled 30 minutes

ATC flight plan submit 60 min prior to departure or in flight 10 mi prior to entry
ATC flight plan for a flight subject to flow management  3 hours in advance

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

Unable to comply  CANNOT

Descend for landing  DESCEND – DEE-SEND

Obstacle Clearance procedures are designed for aircraft up to and including Category D

Establishing Aerodrome Operating Minima

o Operator must establish operating minima for each approach at each airfield
o Establishment must take into account:
 Type, performance and handling characteristic of aeroplane
 Composition of flight crew, their competence and experience
 Dimension and characteristics of runways
 Available visual and non visual ground aids
 Nav equipment available on aeroplane
 Obstacles in approach and missed approach sector and OCA/OCH
 Means to determine met conditions
 Obstacles in the climb-out areas
 NOT the frequency of met reports …

Objects located beyond 15 km radius of the aerodrome are normally considered to be

obstacles in flight (enroute obstacles) if they exceed 150 m in height

Overall tolerance for VOR in instrument approach used as intersecting facility  4.5%

ASR – aerodrome surveillance radar  +/- 3.1 km fix tolerance

Descend below MSA:

- When commencing a published instrument approach procedure
- When performing a visual approach
- When radar vectored, the controller having radar minimum altitudes

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)

Holding pattern  adjust heading and time to hold the track

Offset holding entry  divergence from reciprocal outbound track  30°

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

Parallel Runway Operations

Mode 1: covers approaches made to parallel runways where radar separation minima between
aircraft using adjacent ILS or MLS are not prescribed.
There must be a no-transgression zone (NTZ) of at least 610 m (2000 ft) width established
equidistant between the extended runway centerlines. The NTZ must also be depicted on the
radar display.
If an aircraft drifts into NTZ if independent parallel approaches are in force the controller is
required to issue an appropriate control instruction to maneuver the threatened aircraft on the
adjacent ILS approach
The NTZ extends from the threshold of the nearer runway to the point at which 1.000 ft
vertical separation is reduced between aircraft

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.

Operations may be mixed or even semi-mixed.

In semi-mixed operations one runway is used exclusively for departures, while the other
runway accepts a mixture of approaches and departures. Alternatively, one runway is used for
approaches while the other accepts a mixture of approaches and departures.
Mixed operations allow simultaneously parallel approaches and departures on both runways.

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

S/L flight for at least 2 NM before intercepting ILS glide

AC same LLZ minimum is 2.5 NM
Final vector for ILS interception not greater than 30° (usually) / 45° (ICAO 4444)

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

RNP is prescribed by states on the basis of regional air navigation agreements

Designators for ATS routes and RNP types
For flight planning purposes, a prescribed RNP type is not considered an integral part of the ATS
route designator. The RNP types are as follows:
- Y: at and above FL200; all turns on the route between 30° and 90° shall be made within a
radius of 22.5 nm.
- Z: at and below FL190; all turns on the route between 30° and 90°shall be made within a
radius of 15 nm.
- F: on the route or a portion thereof advisory service only is provided (like airspace
FOXTROTT)
- G: on the route or a portion of it, a flight information service only is available. (like airspace
GOLF)

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.

FIR  Flight Information Service and Alerting Service

ATS  Area Control Centre, Flight Information Centre, Approach Control Office, Aerodrome Control
Tower, Air Traffic Services reporting office

Lower Level of control area  200 m / 700 ft

CTR  extends 5 NM

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 ;) )

Alert Phase  apprehension exists …

30 – 5 – 0 rule
30 minutes comm.  INCERFA
5 minutes land  ALERFA
0 fuel  DETRESFA
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Max outer wheel span is appr. Wing span divided by 3!

Courtesy of Aviationexam.com

The first number of the min width starts always with the code number!!!

Code letter D taxiway  18 m

Runway designator in 10° to the nearest 10°

Continuous airworthy shall be determined by the state of registry

Established ILS / VOR  half scale deflection

Established NDB  +/- 5° (like an half scale deflection of an VOR)

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

AC descend 150 / 140 / report when 130

CPL holder act as PIC in any ops other than commercial

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Double white cross aerodrome used by gliders

Right hand arrow  right hand traffic pattern
IFR flight plan becomes automatically a VFR flight plan as soon as the commander
cancels the IFR flight (cancel my IFR flight)

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

Minimum horizontal radar separation  5 NM (may be reduced to 3 and 2.5 NM)

Wake separation  always 2 minutes unless intersection or landing of light behind

any bigger
 Less than 760 m

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

PSR radar  identification possible 1 NM from threshold

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

Fixed Distance Markings  300 m from threshold

Aiming point marking
An aiming point marking must be provided at the approach end of a paved instrument runway where
the code number is 2, 3 or 4.
The aiming point marking shall commence no closer to the threshold than the distance indicated
below:
Runway Length Distance from Threshold
Less than 800 m 150 m
Between 800 and 1200m 250 m
Between 1200 m and 2400 m 300 m
More than 2400 m 400 m
If the runway is equipped with a visual approach slope indicator system, the beginning of the aiming
point marking must coincide with origin of the visual approach slope.
Number of stripes:
18 m / 4 - 23 m / 6 - 30 m / 8 – 45 m / 12 – 60 m – 16
Dividing the width by 4 gives an approximate answer for the entire number of stripes.
Take care. The questions may ask for the number of stripes on one side, which is half of
the numbers above!

Aerodrome ident beacon  flashing green

Precision Calvert CAT II/III Lighting System

o 900 m row of centerline lights (30 m intervals)
o 2 side rows of lights, extends 270 m from threshold (30 m intervals)
o 5 Crossbars 150 m and 300 m from threshold (and further 150 m steps)
o Side row barretts (supplemental) in inner segment are in red

PAPI eye-to-wheel height  16 m

Only ILS / MLS azimuth (centerline guidance LLZ) antenna allowed protruding CAT II/III
lighting system
Runway lead in lights  at least 3 white flashing lights in sequence towards the runway
Runway Guard lights  used for RVR conditions of less than 550 m where no stop bars
installed

Threshold lights  Green uni-directional

Threshold ident lights  flashing white

Runway vacated sign  at the boundary to the ILS / MLS sensitive area
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Mandatory Instruction Signs - have a red background with a white inscription.

These signs denote an entrance to a runway, a critical area, or a prohibited area. The
pilot is expected to comply with the requirements of the sign.

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

one life jacket for each pax > 50 NM off shore

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

VFR not below 1.500 ft ceiling and 5 km ground visibility

Special VFR not allowed to be conducted below 1.500 m visibility
Special VFR not allowed to be commenced below 3.000 m visibility

Annex 8 Part III  MTOM > 5.700 kg

Responsibility for determining the continuing airworthiness  the state of registry

Danger area  dangerous to specified times

MDH for non-precision approaches cannot be lower than the Obstacle Clearance Height
(OCH)

Air Navigation Commission consists of 15 members appointed by the Council

Right to damage is lost after 2 years
CPL holder act as PIC in any aeroplane other than commercial operations (NOT only single
pilot operations)
Right of way is heading and speed (the controller gives always headings and not tracks)
Steady red light  do not land – further circle and give way to another ac
Red flashes in flight  Airfield unsafe
Red Flare  (Pyro) Notwithstanding any previous instructions, do not land for the time being
Green flashes in flight  Return for landing
RPL’s are for IFR flights only

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  )

To maintain track in holding adjust heading and time!!!

Read back code and mode!
RNP by states on the basis of regional air navigation agreements

Visual in airspace C  ATC will apply separation to other traffic

Integrated aeronautical information package: includes checklists and summaries and pre-flight
information bulletin (PIB)
No taxi holding position  no closer than 50 m holding to runway
Aiming point > 800 m required

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

Instruction Fly heading 030  fly heading 030 magnetic

Communication Failure Procedures
 IFR flight in VMC - continue in VMC and land at the nearest suitable aerodrome,
and report its arrival by the most expeditious means to the appropriate ATC unit
 IFR in IMC
 No radar guidance in use – maintain last speed, level, … for 20 minutes
 Radar guidance in use – maintain last speed, level, … for 7 minutes
 Radar vectored – proceed to flight-planned route
 Perform an STAR
Airspaces:

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 DAMP  Breaking action acceptable

 WET  Surface is soaked but there is no standing water
 Inadmissible Persons  the operator shall not be precluded (ausschließen) from recovering
from such
persons any transportation costs arising from his (her) inadmissibility.
 Minimum heights  VFR 1000 ft above highest obstacle within 600 m / IFR 1000 ft
within 8 km / general the altitude which permits the aircraft to land safely in the event of an
engine failure
 Heavier than air aircraft  any aircraft deriving its lift in flight chiefly from aerodynamic
forces
 Introduction of RNAV, RNP and computers has had a significant effect on the role of
aeronautical information
 Oral declaration of baggage for crew and pax allowed unless dutiable or restricted goods
are carried
 Gyroplane is a rotorcraft
 Authority must be informed about illness after 21 consecutive days of illness (not if it is
expected to be 21)
 Type Ratings for any type of aircraft whenever considered necessary by the authority
 Overtake 70 degrees
 Green flashes in the air continue to land
 Speed limitations in airspaces are IAS
 Flight plan IFR  VFR Y / VFR  IFR Z
 IFR Clearance should be read back completely as required by regulation
 Pilot should not deviate from centreline more than half scale of the localizer indicator
 Rome out of aircraft, Tokyo in Aircraft
 The obligation of a carrier to transport any person away from the territory of a Contracting
State shall terminate from the moment such person has been definitely admitted in other
Contracting State of destination
 Rectangular area selected or prepared as suitable area to make initial climb  Clearway
 Area symmetrical about the extended runway centreline and adjacent to the end of the strip
…  Runway End of Safety Area (RESA)
 License valid rendered not exceeding one year if basic license remains valid
 Validity of license rendered valid shall not extend beyond the period of validity of the
license (NOT other than use for private flights  choose the one without this sentence)
 SE class rating 2 years

Operationally relevant changes to AIP  published in accordance to AIRAC

Red: Medical supplies and first aid equipment

Blue: Food and water
Yellow: Blankets and protective clothing
Black: Miscellaneous equipment such as cooking utensils etc.

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.

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