PILOT-IN-COMMAND

AUTHORITY OF PILOT-IN-COMMAND

For the first,what is the PILOT-IN-COMMAND(PIC)?

The pilot designated by the operator, or in the case of general aviation, the owner, as being in command

and charged with the safe conduct of a flight.

THE PILOT-IN-COMMAND OF AN AIRCRAFT SHALL HAVE FINAL AUTHORITY AS TO THE DISPOSITION OF THE AIRCRAFT WHILE IN COMMAND.

THE PILOT IN COMMAND OF AN AIRCRAFT IS DIRECTLY RESPONSIBLE FOR, AND IS THE FINAL AUTHORITY AS TO, THE OPERATION OF THAT AIRCRAFT.

IN AN IN-FLIGHT EMERGENCY REQUIRING IMMEDIATE ACTION, THE PILOT IN COMMAND MAY DEVIATE FROM ANY RULE TO THE EXTENT REQUIRED TO MEET THAT  EMERGENCY.

EACH PILOT IN COMMAND WHO DEVIATES FROM A RULE SHALL, UPON THE REQUEST OF THE DIRECTOR, SEND A WRITTEN REPORT OF THAT DEVIATION TO THE DIRECTOR.

OPERATION ON AND IN THE VICINITY AERODROME (ANNEX 2 )

A) Observe other aerodrome traffic for the  purpose of avoiding collision ;
B)Conform with or avoid the pattern or  traffic formed by other aircraft in operation
C)Make all turns to the left,when approaching for a landing and after taking off,unless otherwise instructed ;
D)Land and take off into the wind unless safety,the runway configuration,or air traffic cinsideration determine that a diffrent directiohn is pregerable

CIRCUIY PATTERN IN AERODROME

WAKE TURBULANCE

Wake turbulence category :
Wake turbulence separation minima shall be based on a grouping of aircraft types into three categories according to the maximum certificated take-off mass as follows:
a) HEAVY (H) — all aircraft types of 136 000 kg or more;
b) MEDIUM (M) — aircraft types less than 136 000 kg but more than 7 000 kg; and
c) LIGHT (L) — aircraft types of 7 000 kg or less

Heavy aircraft 

 Medium aircraft

 

 Light Aircraft 

 

PROCEDURE FOR ARRIVING AIRCRAFT

Procedures For Arriving Aircraft
When it becomes evident that delays will be encountered by arriving aircraft, operators or designated representatives shall, to the extent practicable, be notified and kept currently informed of any changes in such expected delays.
Arriving aircraft may be required to report when leaving or passing a significant point or navigation aid, or when starting procedure turn or base turn, or to provide other information required by the controller, to expedite departing and arriving aircraft.
An IFR flight shall not be cleared for an initial approach below the appropriate minimum altitude as
specified by the State concerned nor to descend below that altitude unless:
       A)The pilot has reported passing an appropriate point defined by a navigation aid or as a waypoint; or
       B)The pilot reports that the aerodrome is and can be maintained in sight; or
the aircraft is conducting a visual approach; or
       C)The controller has determined the aircraft’s position by the use of an ATS surveillance system, and a lower minimum altitude has been specified for use when providing ATS surveillance services.

INSTRUMENT RUNWAY

      Instrument runway. One of the following types of runways intended for the operation of aircraft using
instrument approach procedures:
     1.Non-precision approach runway. An instrument runway served by visual aids and a non-visual aid providing at least directional guidance adequate for a straight-in approach.
     2.Precision approach runway, category I. An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height not lower than 60 m (200 ft) and either a visibility not less than 800 m or a runway visual range not less than 550 m.
      3.Precision approach runway, category II. An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range not lower than 350 m.
      4. Precision approach runway, category III. An instrument runway served by ILS and/or MLS to and along the surface of the runway and:
               A.    intended for operations with a decision height lower than 30 m (100 ft), less                   than 200 m.
    B.  intended for operations with a decision height lower than 15 m (50 ft), or no decision height and a runway visual range less than 200 m but not less than 50 m.
      C.intended for operations with no decision height and no visual range limitations.

SPECIAL VFR(VISUAL FLIGHT RULES )

The terms aircraft permit to flight with Special visual flight rules :
1.Traffic Condition Permit

2.The operation of SVFR will not delay a/c operate or about to operate IFR

3.ceiling is not less than 700 m (2000 ft)

4.cloud information is such that a/c can be flown clear of cloud and insight of the ground or water

5.horizontal visibilty not less than 1600 m for t/o and 3200 m for landing

PRIORITY OF LANDING

Priority for landing
  If an aircraft enters an aerodrome traffic circuit without proper authorization, it shall be permitted to land if
its actions indicate that it so desires. If circumstances warrant, aircraft which are in contact with the controller may be
instructed by the controller to give way so as to remove as soon as possible the hazard introduced by such unauthorized
operation. In no case shall permission to land be withheld indefinitely.
  In cases of emergency it may be necessary, in the interests of safety, for an aircraft to enter a traffic circuit
and effect a landing without proper authorization. Controllers should recognize the possibilities of emergency action and
render all assistance possible.
  Priority shall be given to:
 a) an aircraft which anticipates being                 compelled to land because of factors               affecting the safe operation of the
     aircraft (engine failure, shortage of fuel,       etc.);
 b) hospital aircraft or aircraft carrying any        sick or seriously injured persons                      requiring urgent medical attention;
 c) aircraft engaged in search and rescue .         operations; and
 d) other aircraft as may be determined by          the appropriate authority.