6.6VMC Criteria Classes A, B, C, D and E Airspace. At and above 10 000 ft (FL100) the flight visibility requirement is 8 km with 300 m (1000 ft) vertically, and 1500 m horizontally from cloud. Below 10 000 ft (FL100) the flight visibility requirement is reduced to 5 km.

6.7VMC Criteria Classes F and G Airspace. At and above 10 000 ft (FL100) the flight visibility requirement is 8 km with 300 m (1000 ft) vertically, and 1500 m horizontally from cloud. Below 10 000 ft (FL100) but above 3000 ft, the flight visibility requirement is reduced to 5 km. Below 3000 ft AMSL and within 1000 ft of the surface (where surface elevation is above 3000 ft) the flight visibility remains 5 km but VMC would exist if the aircraft was clear of cloud

and within sight of the surface.

6.8Pilot-in-command Responsibilities. Definitions:

•Commander: A designated pilot amongst the flight crew who is qualified as pilot-in- command who may delegate the conduct of the flight to another qualified pilot.

•Pilot-in-command (PIC): A pilot who is responsible for the operation and safety of the aeroplane during flight time.

•Pilot Flying (PF): The pilot, who for the time being, is in charge of the controls of the aeroplane.

•Pilot not Flying (PNF): The pilot who is assisting the pilot flying in accordance with the multi-crew co-operation concept, when the required flight crew is more than one.

6.9 Responsibilities. Before beginning a flight, the pilot-in-command shall become familiar with all information appropriate to the intended operation. Pre-flight action for flights away from an aerodrome and for all IFR flights, shall include a careful study of available current weather reports and forecasts, taking into consideration fuel requirements and an alternative course of action if the flight cannot be completed as planned. The commander of an aeroplane has the final authority as to the disposition of the aircraft whilst in command.

Note: The Rules of the Air may only be broken if absolutely necessary in the interests of flight safety.

6.10 Intoxicating Liquor, Narcotics or Drugs. No person is to pilot an aircraft, or act as a flight crew member of an aircraft, whilst under the influence of intoxicating liquor, any narcotic or drug, by reason of which that person’s capacity to act is impaired. ICAO does not lay down any restrictions or maximum blood/alcohol levels for aircrew. However, JAR OPS- 1 does. Aircrew are not permitted to exercise the privileges of their licences with a blood/ alcohol level exceeding 0.2 promille (20 mg/100 ml) about one quarter of the UK driving limit. ICAO clearly states that no person may act as aircrew if he/she is under the effect of any psychotropic substance. As professional pilots, you are expected to behave in an adult manner commensurate with the responsibility placed on your shoulders concerning the safety of the passengers in your care. This is an onerous duty which, if it is abused, will result in the full force of the law being applied if you are found negligent in that duty.

General Rules

6.11 Minimum Heights. Except when necessary for take-off or landing, or except by permission of the appropriate authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air gathering of persons, unless at such a height as will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface. No specific heights are mentioned and this rule should not be confused with the minimum height rules for IFR or VFR.

Note: The term “aircraft level” is used generally to mean flight level, altitude, or height.

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6.17Landing. An aircraft in flight, or operating on the ground (or water), shall give way to aircraft landing or in the final stages of an approach to land (see definition). When two or more heavier than air aircraft are approaching an aerodrome to land, the aircraft at the higher level shall give way to the aircraft at the lower level, but the lower aircraft must not take advantage of this rule to ‘cut in’ in front of another aircraft. In any event, power driven heavier than air aircraft shall give way to gliders.

6.18Emergency Landing. An aircraft that is aware that another aircraft is in an emergency and is compelled to land, shall give way to that aircraft.

6.19 Taking Off. An aircraft taxiing on the manoeuvring area shall give way to aircraft taking off or about to take off.

6.20Stop Bars. An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars (used in poor visibility) and may only proceed when the lights are switched off.

6.21Surface Movement of Aircraft. In the case of danger of collision between two aircraft taxiing on the movement area (see definition) of an aerodrome, the following shall apply:

•Approaching head on. Both stop or where practicable alter course to the right to keep well clear.

•Converging. The one that has the other on its right shall give way. (Stop or turn to pass behind).

•Overtaking. The aircraft being overtaken has the right of way. The overtaking aircraft is to keep well clear of the other aircraft.

Note: ICAO (Annex 2) states that any vehicle operating regularly on the manoeuvring area of an aerodrome must be in two-way radio contact with ATC. The UK ANO (Rules of the Air - Rule 37) requires all vehicles and aircraft moving on the manoeuvring area to give way to vehicles towing aircraft.

6.22 Aircraft Lights The systems of displaying navigation lights, anti-collision lights and other lights designed to draw attention to the presence of an aircraft, are covered in Operational Procedures. However, you may be asked questions in the Air Law exam on this subject. The law in this matter is restricted to when you must have the lights fitted and when they must be on.

6.23 Lights Displayed by Aircraft. The following lights, required to be shown by aircraft, are to be illuminated from sunset to sunrise (see definition) or during any other period specified by the appropriate authority:

•Anti-collision lights intended to attract attention to the aircraft

•Navigation lights intended to indicate the relative path of the aircraft to an observer. No other lights shall be displayed if they are likely to be mistaken for these lights.

6.24Sunset to Sunrise (or during any other period required by the appropriate authority):

•All aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer. No other lights shall be displayed if they are likely to be mistaken for these lights.

•All aircraft on the movement area of an aerodrome are to display lights that indicate the extremities of their structure, unless stationary and otherwise adequately illuminated. (Aircraft parked on the Apron (see definition) will be adequately illuminated because an Apron is required to be lit if it is to be used at night. It is usual to use ‘glim’ lamps to mark the extremities of aeroplanes parked off the Apron).

6.25 Engines Running. All aircraft on the movement area of an aerodrome are to display lights intended to attract attention to the aircraft. Aeroplanes with engines running are to display lights to indicate that fact. Red anti-collision lights will suffice for this purpose.

Note: It is usual to indicate that an aeroplane is manned by operating the anti-collision light. This serves to warn all personnel that the engines may be started.

6.26Anti-collision Lights. All aircraft in flight which are fitted with anti-collision lights shall display the lights by day as well as by night. (This is in addition to 6.23, bullet point 1 above and is intended to ensure that if anti-collision lights are fitted but are not specifically required by law, then these lights are also to be illuminated by day as well as night.)

6.27Safety. A pilot is permitted to switch off or reduce the intensity of any flashing lights if they are likely to adversely affect the satisfactory performance of duties, or subject an outside observer to harmful dazzle.

6.28Simulated IMC. (Definition: Reducing the forward visibility of the Pilot Flying (PF) so that he/she has to rely on instruments for attitude and other flight data). This can be achieved by the use of full or partial flight deck window screens to prevent forward visibility or the use of a visor to ‘blinker’ the pilot. The most important factor is that simulated IMC can only be carried out in VMC. The requirements therefore represent the steps necessary to comply with VFR whilst the visibility of the PF is impaired and he cannot maintain the lookout required by the law.

•An aircraft shall not be flown under simulated IMC unless:

•Fully functioning dual controls are fitted, and

•A qualified pilot (need not be type rated) occupies a control seat to act as safety pilot (PNF).

•The safety pilot must have adequate forward vision and to each side of the aircraft. If not, a competent observer (requirement: must know what an aeroplane in flight looks like, be able to report any airborne contact clearly and concisely and be able to use the internal communications system of the aeroplane) in communication with the safety pilot, is to occupy a position in the aircraft from which he/she has a field of vision which adequately supplements that of the safety pilot.

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•A flight plan shall be submitted before departure to an ATS reporting office (flight planning section, ops room, ATC or FIS office) or, during flight, transmitted to the appropriate ATS unit or air-ground control radio station, unless arrangements have been made for the submission of repetitive flight plans.

•Unless otherwise required by the ATS authority, a flight plan for a controlled flight is to be submitted at least 60 minutes before departure (additional rules apply to flights entering an Oceanic Control Area - OCA), or if submitted in flight, at a time that will ensure its receipt by the appropriate ATSU at least 10 minutes before the aircraft is estimated to reach:

• The intended point of entry into a control area or advisory area; or

•The point of crossing an airway or advisory route.

•A flight plan is to contain such of the following as are considered relevant by the appropriate ATS (note: the following are not FP field numbers):

•Aircraft identification;

•Flight rules and type of flight;

•Number and type of aircraft and wake category;

•Equipment;

•Departure aerodrome;

•Estimated off blocks time (EOBT);

•Cruising speed(s) (TAS or Mach No.);

•Cruising level(s);

•Route to be followed;

•Destination aerodrome and estimated elapsed time (EET);

•Alternate aerodrome;

•Fuel endurance;

•Total number of persons on board (POB) including dead bodies;

•Emergency and survival equipment;

•Other information.

•With the exception of inadvertent deviation, all changes to a flight plan submitted for IFR flight or a VFR flight operated as a controlled flight, are to be reported as soon as practicable to the appropriate air traffic services unit. For other VFR flights, significant changes to a flight plan shall be reported as soon as practicable to the appropriate ATSU.

Note: Information regarding fuel endurance or total number of people on board, if incorrect at time of departure constitutes a significant change and must be reported.

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clearance is unsatisfactory in which case, an amended clearance will be issued if practicable. It is normal practice for an ATC clearance to be passed to the aircraft prior to departure. At busy aerodromes a discrete clearance delivery frequency (RT call sign ‘DELIVERY’) is usually established leaving the other tower frequencies free for the purpose intended,. The person reading the clearance to the pilot will, in all probability, not be the ATCO issuing the clearance. Before commencing the reading of the clearance you will be asked if you are “Ready to copy?” Your response when ready, should be “Go ahead”. The clearance will be read to you slowly so that you have the opportunity to write it down, and will be terminated with “read back”. You are required to read back the clearance exactly as you received it. If your read back is incorrect, the ATCO will read the entire clearance to you again. This will continue until you get it right. There is nothing unprofessional in asking for a repeat or asking for a place name to be spelled. If you do not read it back correctly, at the subsequent board of enquiry into an accident, it will be stated that you did not understand the clearance as read to you, and you will be held responsible. Do not assume that the air traffic controllers are infallible. If you think something is wrong - query it!

6.37 Clearances and route of flight. The route of flight shall be detailed in each clearance when deemed necessary. The following phrases can be used :

“Cleared by flight planned route” meaning any route or portion of a route which is identical to that flight planned.

“Cleared via (designation) departure “ meaning a Standard Instrument Departure route (SID) published in the AIP.

“Cleared via (designation) arrival“ meaning a Standard Instrument Arrival route (STAR) published in the AIP.

6.38 Adherence to Flight Plan. Flight plans are to be adhered to unless an emergency situation arises which necessitates immediate action by the aircraft. In such a case the ATCU is to be informed as soon as possible. If the average TAS at cruising level between reporting points varies or is expected to vary by +/- 5% of the TAS given in field 7 of the flight plan, the ATCU is to be informed. If an estimate for the next applicable reporting point, FIR boundary or destination aerodrome changes by more than 3 minutes from that already notified, the revised time is to be communicated to the appropriate ATCU.

Note: In Operational Procedures for operations in the MNPSA, the requirement is 3 minutes or more.

6.39 Inadvertent Changes. Controlled flights are required to operate along the centre line of an airway or route directly between beacons if that is how the route is delineated. If specified, changeover from one VOR beacon to another is to be at the specified changeover point unless otherwise directed. These are normally every 60 NM. Any deviation from these requirements is to be reported to ATC. If a controlled flight inadvertently deviates from its current flight plan, action is to be taken immediately to regain the track as soon as practicable.

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6.40 Weather Deterioration below VMC. If a VFR flight is unable to maintain VMC in accordance with the current flight plan clearance:

•An amended clearance may be requested enabling the aircraft to continue in VMC (on another route) to destination or to an alternate aerodrome, or to leave the airspace in which ATC clearance is required. If such an amended clearance cannot be obtained to continue to operate in VMC, the pilot must notify the ATCU of the action being taken to either leave the airspace concerned, or to land at the nearest suitable aerodrome.

•If the flight is being operated in a control zone, request special VFR clearance.

•If the above measures are inappropriate, request an IFR clearance to continue.

6.41 Position Reports. Unless advised to cease position reporting (this usually happens when under radar control), a controlled flight is to make reports at specified positions as soon as possible after reaching the position. The report is to contain:

•The aircraft RTF identification call sign

•The position for the report

•The time the aircraft was over the position (usually the minutes will suffice unless there is a possibility of confusion)

•The level of the aircraft when passing the point

•The next en route reporting position

•ETA for the next specified point

•(According to ICAO) the name of the next ensuing point.

Note: If SSR mode “C” has been verified as accurate, altitude/FL may be omitted from the position report. If a speed has been assigned by ATC, this is to be included in the position report.

This is an example of a full ICAO position report:

“London Airways this is GABCD, Pole Hill at 35, FL170, Dean Cross at 46, Glasgow next”

6.42Termination of Control. A controlled flight is to advise the appropriate ATCU as soon as it ceases to be subject to air traffic control services. This will be done automatically if the aircraft lands at a controlled aerodrome (one with a control tower). A pilot may be requested to advise ATC when the aircraft leaves controlled airspace.

6.43Communications Failure. Aircraft operating in accordance with an ATC clearance, where two way radio communications are required, are to comply with the requirements of ICAO Annex 10 (Telecommunications) Volume 2. This specifies the requirement for air-to- ground communications equipment and the radio frequencies allocated to the aeronautical mobile telecommunications network (SELCAL satisfies the requirement to maintain air-ground voice communications). Where Controller-Pilot Data Link Communications (CPDLC) exists, the requirement for voice communications is required to be maintained.

6.44Confirmation of Communication Failure. ATC will confirm that an aircraft is subject to a communications failure by requesting it to execute a specific manoeuvre which can be observed by radar or transmit a signal in order to indicate acknowledgement. In any case ATC will transmit blind instructions to the aircraft on frequencies on which the aircraft is believed to be listening.

6.45At a Controlled Aerodrome. If the communications system of the aeroplane (receiver or transmitter) fails when the aeroplane is flying in the traffic pattern at a controlled aerodrome, a watch shall be kept for instructions issued by visual (light and ground) signals from the control tower, and such signals complied with.

6.46Separation of aircraft. Once ATC confirms that an aircraft has a communication failure, separation shall be maintained between the aircraft and other traffic based on the presumption that the aircraft will be carrying out the procedures specified below depending on whether the conditions are either VMC or IMC.

6.47In VMC. If a failure occurs whilst the aircraft is flying in VMC (regardless of flight rules - VFR or IFR), the aircraft is to continue to be flown in VMC, landed at the nearest suitable aerodrome and arrival reported by the most expeditious means to the appropriate ATCU.

6.48In IMC. If a failure occurs in IMC:

•When being radar vectored proceed in the most direct manner to rejoin the current flight plan route and no later than the next significant point squawking A7600 and taking into consideration the applicable minimum flight altitude.

•If the aircraft is en route and in an area where radar control is provided, the pilot is to squawk A7600 and maintain the current flight plan for a period of 7 minutes and thereafter adjust speed and level in accordance with the filed flight plan.

•If the aircraft is en route outside of an area where radar control is provided, the pilot is to maintain the current flight plan for a period of 20 minutes following the aircraft’s failure to report over a compulsory reporting point (at that point the ATCO will know that there is a communication problem), and thereafter adjust level and speed in accordance with the filed flight plan. The 20 minutes is to allow the ATCO time to resolve any potential conflictions that may arise during the transition to the filed flight plan profile.

6.49Subsequent Actions. After compliance with the above the pilot is to proceed as follows:

•Continue according to the filed flight plan route to the appropriate designated navigation aid serving the destination aerodrome and, when required to ensure compliance with procedure below, hold over this aid until commencement of descent. Then:

•Commence descent from the radio navigation aid as above at, or as close as possible to, the expected approach time (EAT) last received and acknowledged. If no EAT has been received and acknowledged, descend at, or as close as possible to, the ETA resulting from the current flight plan.

•Complete a normal instrument approach procedure as specified for the designated aid; and land, if possible, within 30 minutes after the ETA as above or the last acknowledged EAT, whichever is the later.

•Report to ATC as soon as possible after landing.

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6.50 Unlawful Interference. Where an aircraft is the subject of unlawful interference (hijacking etc.), communication with the appropriate ATC authority is to be attempted to notify the authority of this fact together with any significant circumstances and of any intended deviation from the current flight plan, to enable the ATSU to give priority to the aircraft and to minimize conflict with other aircraft. Attachment B to Annex 2 contains guidance notes for use in this situation. Specifically:

•Unless conditions on the aircraft dictate otherwise, the PIC is to attempt to continue flying on the assigned track and at the assigned level at least until able to notify an ATCU or until

within coverage of a radar unit.

•If forced to depart from assigned track/level, without being able to notify ATC, the PIC should, if possible:

•Attempt to broadcast warnings on the VHF emergency frequency (121.500MHz), and use other on-board systems (i.e. SSR - squawk A/7500, data links etc...) if circumstances permit, and then:

•Proceed in accordance with applicable special procedures for in-flight contingencies established and published in Doc 7030 - Regional SUPPS;

•If no regional procedures have been established, proceed at a level different from IFR levels by 1000 ft above FL290, or 500 ft below FL290.

6.51Interception of Civil Aircraft. Each Contracting State has the right to establish procedures for the interception and identification of aircraft flying in the territorial airspace of that State. There could be a number of reasons for interception among which would be an aircraft flying in the State’s airspace without authorization or penetration by an aircraft of a notified sensitive/prohibited area. In formulating the policy for interception, recognizing that it is essential for the safety of flight, any visual signals employed during interception by aircraft of a Contracting State, are to be in accordance with Appendix 1 to Annex 2 of the Chicago Convention. The Council has also formulated special recommendations to ensure that the procedures for interception are applied in a uniform manner. The PIC of a civil aircraft, when intercepted is to comply with the standards set out in appendix 2 (sections 2 and 3) to Annex 2, interpreting and responding to visual signals and procedures.

6.52Carriage of Interception Tables. It is a requirement of national law that aircraft engaged on international flights must carry the interception tables. Clearly, the intent is that in the event of an interception you refer to the tables. You are not expected to learn the content of the tables but you should know what the tables contain. It is suggested that you read the tables to familiarize yourself. These are reproduced at 6.57/6.58 below.

6.53Procedure. An aircraft which is intercepted by another aircraft shall immediately:

•Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in accordance with the tables 6.57 and 6.58.

•Notify, if possible, the appropriate Air Traffic Services Unit.

•Attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.500 MHz, giving the identity of the intercepted aircraft and the nature of the flight; and