PPC AIR LAW Study Notes.
PPC AIR LAW Study Notes.
STUDY NOTES
AIR LAW
Table of Contents
Accident An occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes
place between the time any person boards the aircraft with the intention of flight until such time as all such persons
have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move
with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system
is shut down, in which:
a) a person is fatally or seriously injured as a result of: —being in the aircraft, or —direct contact with any part of the
aircraft, including parts which have become detached from the aircraft, or —direct exposure to jet blast, except when
the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways
hiding outside the areas normally available to the passengers and crew; or
b) the aircraft sustains damage or structural failure which: —adversely affects the structural strength, performance or
flight characteristics of the aircraft, and would normally require major repair or replacement of the affected
component, except for engine failure or damage, when the damage is limited to a single engine, (including its
cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels,
landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor damages to
main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike (including holes in the
radome); or
Advisory airspace An airspace of defined dimensions, or designated route, within which air traffic advisory service is
available.
Aerodrome A defined area on land or water (including any buildings, installations and equipment) intended to be
used either wholly or in part for the arrival, departure and surface movement of aircraft.
Aerodrome control tower A unit established to provide air traffic control service to aerodrome traffic.
Aerodrome elevation The elevation of the highest point of the landing area.
Aerodrome traffic zone (ATZ) An airspace of defined dimensions established around an aerodrome for the
protection of aerodrome traffic.
Aeronautical Information Publication (AIP) A publication issued by or with the authority of a State and containing
aeronautical information of a lasting character essential to air navigation.
Aeroplane A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on
surfaces which remain fixed under given conditions of flight. Note — Also referred to as "airplane".
Aircraft — category Classification of aircraft according to specified basic characteristics, e.g. airplane, helicopter,
glider, free balloon.
Airworthiness directive (AD) A legally enforceable rule that applies to aircraft registered in the Kingdom of Saudi
Arabia. ADs are designed to be applicable to specific types of aircraft or engines, propellers, and articles that are part
of the aircraft type design, even if an individual product or article has been changed by modifying, altering, or
repairing it in the area addressed by an airworthiness directive.
Airworthy The status of an aircraft, engine, propeller or part when it conforms to its approved design and is in a
condition for safe operation.
Automatic terminal information service (ATIS) The automatic provision of current, routine information to arriving
and departing aircraft throughout 24 hours or a specified portion thereof:
Blind transmission A transmission from one station to another station in circumstances where two-way
communication cannot be established but where it is believed that the called station is able to receive the
transmission.
Calibrated Airspeed (CAS) The calibrated airspeed is equal to the airspeed indicator reading corrected for position
and instrument error. (As a result of the sea level adiabatic compressible flow correction to the airspeed instrument
dial, CAS is equal to the true airspeed (TAS) in Standard Atmosphere at sea level.)
Ceiling The height above the ground or water of the base of the lowest layer of cloud below 6 000 metres (20 000
feet) covering more than half the sky.
Class As used with respect to the certification, ratings, privileges, and limitations of airmen, means a classification of
aircraft within a category having similar operating characteristics. Examples include: single engine, multiengine, land,
water, gyroplane, helicopter, airship, and free balloon.
Clearway A defined rectangular area on the ground or water under the control of the appropriate authority, selected
or prepared as a suitable area over which an airplane may make a portion of its initial climb to a specified height.
Complex airplane An airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, including
airplanes equipped with an engine control system consisting of a digital computer and associated accessories for
controlling the engine and propeller, such as a full authority digital engine control; or, in the case of a seaplane, flaps
and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital
computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine
control.
Congested area In relation to a city, town or settlement, any area which is substantially used for residential,
commercial or recreational purposes.
Control area (CTA) A controlled airspace extending upwards from a specified limit above the earth.
Control zone A controlled airspace extending upwards from the surface of the earth to a specified upper limit.
Controlled aerodrome An aerodrome at which air traffic control service is provided to aerodrome traffic. Note— The
term “controlled aerodrome” indicates that air traffic control service is provided to aerodrome traffic but does not
necessarily imply that a control zone exists.
Crew member A person assigned by an operator to duty on an aircraft during a flight duty period.
Critical altitude The maximum altitude at which, in standard atmosphere, it is possible to maintain a specified power
or a specified manifold pressure at a specified rotational speed. Unless otherwise stated, the critical altitude is the
maximum altitude at which it is possible to maintain one of the following at the maximum continuous rotational speed:
a) With respect to engines for which this power rating is the same at sea level and at the rated altitude, the maximum
continuous power.
b) With respect to engines for which the maximum continuous power rating is governed by a constant manifold
pressure, the maximum continuous rated manifold pressure.
Cross-country A flight between a point of departure and a point of arrival following a pre-planned route using
standard navigation procedures. For aircrew licenses refer to part 1 for logging cross-country time.
Danger area An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at
specified times.
Declared distances
a) Take-off run available (TORA). The length of runway declared available and suitable for the ground run of an
airplane takingoff.
b) Take-off distance available (TODA). The length of the take-off run available plus the length of the clearway, if
provided.
c) Accelerate-stop distance available (ASDA). The length of the take-off run available plus the length of the stopway,
if provided.
d) Landing distance available (LDA). The length of runway which is declared available and suitable for the ground run
of an airplane landing.
Estimated off-block time The estimated time at which the aircraft will commence movement associated with
departure.
Flap extended speed (VFE) The highest speed permissible with wing flaps in a prescribed, extended position.
Flight Time – Airplane The total time from the moment an airplane first moves for the purpose of taking off until the
moment it finally comes to rest at the end of the flight.
Flight visibility The visibility forward from the cockpit of an aircraft in flight.
High-performance airplane An airplane with an engine capable of producing more than 150 kW.
Instrument meteorological conditions (IMC) Meteorological conditions expressed in terms of visibility, distance
from cloud, and ceiling, less than the minima specified for visual meteorological conditions.
Incident An occurrence, other than an accident, associated with the operation of an aircraft which affects or could
affect the safety of operation.
Instrument A device using an internal mechanism to visually or aurally show the attitude, altitude, or operation of an
aircraft or aircraft part. It includes electronic devices for automatically controlling an aircraft in flight.
Landing distance available (LDA) The length of runway which is declared available and suitable for the ground run
of an airplane landing.
Landing gear extended speed (VLE) The maximum speed at which an aircraft can be safely flown with the landing
gear extended.
Landing gear operating speed (VLO) The maximum speed at which the landing gear can be safely extended or
retracted.
Large airplane An airplane of a maximum certificated take-off mass of over 5 700 kg.
Load factor The ratio of a specified load to the weight of the aircraft, the former being expressed in terms of
aerodynamic forces, inertia forces, or ground reactions.
Magnetic Bearing The horizontal direction to or from any point, usually measured clockwise from true north,
magnetic north, or some other reference point through 360 degrees.
Magnetic variation The angular difference between True North and Magnetic North.
Meteorological report A statement of observed meteorological conditions related to a specified time and location.
(ie. A METAR)
Maneuvering areaThat part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding
aprons.
Movement area That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of
the maneuvering area and the apron(s).
Nautical mile (NM) The length equal to 1 852 meters exactly.
Night The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other
period between sunset and sunrise, as may be prescribed by the appropriate authority.
NOTAM A notice distributed by means of telecommunication containing information concerning the establishment,
condition or change in an aeronautical facility, service, procedure or hazard, the timely knowledge of which is
essential to personnel concerned with flight operations.
Pilot-in-command 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.
Preventive maintenance Simple or minor preservation operations, transit inspection/pre-flight inspection including
fluid charging and the replacement of small standard parts not involving complex assembly operations.
Prognostic chart A forecast of a specified meteorological element(s) for a specified time or period and a specified
surface or portion of airspace, depicted graphically on a chart.
Prohibited area An airspace of defined dimensions, above the land areas or territorial waters of a State, within which
the
flight of aircraft is prohibited.
Readback A procedure whereby the receiving station repeats a received message or an appropriate part thereof
back to the transmitting station so as to obtain confirmation of correct reception.
Restricted area An airspace of defined dimensions, above the land areas or territorial waters of a State, within which
the flight of aircraft is restricted in accordance with certain specified conditions.
Runway incursion Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person
on the protected area of a surface designated for the landing and take-off of aircraft.
Safety management system (SMS) A systematic approach to managing safety, including the necessary
organizational structures, accountability, responsibilities, policies and procedures.
Solo Flight That flight time during which a person undergoing training toward a pilot certificate is the sole occupant
of the aircraft or that flight time during which the person performs the duties of a PIC of a gas balloon or an airship
requiring more than one pilot flight crew member.
Special VFR flight A VFR flight cleared by air traffic control to operate within a control zone in meteorological
conditions below VMC.
Stopway A defined rectangular area on the ground at the end of take-off run available prepared as a suitable area in
which an aircraft can be stopped in the case of an abandoned take-off.
Surveillance radar Radar equipment used to determine the position of an aircraft in range and azimuth.
Take-off distance available (TODA) The length of the take-off run available plus the length of the clearway, if
provided.
Take-off run available (TORA) The length of runway declared available and suitable for the ground run of an
airplane taking off.
Taxiing Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.
Terminal control area A control area normally established at the confluence of ATS routes in the vicinity of one or
more major aerodromes.
Threshold The beginning of that portion of the runway usable for landing.
Touchdown zone The portion of a runway, beyond the threshold, where it is intended landing airplanes first contact
the runway.
Track The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is
usually expressed in degrees from North (true, magnetic or grid).
Traffic advisory (TA) An indication given to the flight crew that a certain intruder is a potential threat.
True airspeed (TAS) The speed of the airplane relative to undisturbed air.
Ultimate load The limit load multiplied by the appropriate factor of safety.
Vectoring Provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS
surveillance system.
VFR flight A flight conducted in accordance with the visual flight rules.
Visual meteorological conditions (VMC) Meteorological conditions expressed in terms of visibility, distance from
cloud, and ceiling*, equal to or better than specified minima.
Vso A stalling speed or minimum steady flight speed in the landing configuration.
SUBPART B – ABBREVIATIONS
VR Rotation speed
SUBPART A - GENERAL
43.5 Persons Authorized to Perform Maintenance, Preventive Maintenance, Rebuilding, and Alterations
The holder of a pilot certificate may perform preventive maintenance on any aircraft owned or operated by that pilot and not
used under GACAR Part 121 or 135.
Updates of databases in installed avionics meeting the conditions of this paragraph are not
considered maintenance and may be performed by pilots provided the operator certificate has procedures that are
followed.
43.7 Approval for Return to Service After Maintenance, Preventive Maintenance, Rebuilding, or Alteration.
No person may approve for return to service any aircraft, airframe, aircraft engine, propeller, or appliance that has
undergone maintenance, preventive maintenance, rebuilding, or alteration
unless—
• The maintenance record entry required has been made.
• A person holding at least a private pilot certificate may approve an aircraft for return to service after
performing preventive maintenance
43.11 Content, Form, and Disposition of Maintenance, Preventive Maintenance, Rebuilding, and Alteration
Records
Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations:
(1) Removal, installation, and repair of landing gear tires.
(2) Replacing elastic shock absorber cords on landing gear.
(3) Servicing landing gear shock struts by adding oil, air, or both.
(4) Servicing landing gear wheel bearings, such as cleaning and greasing.
(5) Replacing defective safety wiring or cotter keys.
(6) Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates,
cowlings, and fairings.
(7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In
the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the
balloon manufacturer’s instructions) not requiring load tape repair or replacement.
(8) Replenishing hydraulic fluid in the hydraulic reservoir.
(9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced
control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any
primary structure or operating system is not required.
(10) Applying preservative or protective material to components where no disassembly of any primary structure or
operating system is involved and where such coating is not prohibited or is not contrary to good practices.
(11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the
repairing does not require disassembly of any primary structure or operating system, interfere with an operating
system, or affect the primary structure of the aircraft.
(12) Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and
reinforcements not changing the contour to interfere with proper airflow.
(13) Replacing side windows where that work does not interfere with the structure or any operating system such
as controls or electrical equipment.
(14) Replacing safety belts.
(15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of
any primary structure or operating system.
(16) Troubleshooting and repairing broken circuits in landing light wiring circuits.
(17) Replacing bulbs, reflectors, and lenses of position and landing lights.
(18) Replacing wheels and skis where no mass and balance computation is involved.
(19) Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.
(20) Replacing or cleaning spark plugs and setting of spark plug gap clearance.
(21) Replacing any hose connection except hydraulic connections.
(22) Replacing prefabricated fuel lines.
(23) Cleaning or replacing fuel and oil strainers or filter elements.
(24) Replacing and servicing batteries.
(25) Replacement or adjustment of nonstructural standard fasteners incidental to operations.
(26) The installations of anti-misfuelling devices to reduce the diameter of fuel tank filler openings provided the
specific device has been made a part of the aircraft type certificate data by the aircraft manufacturer, the aircraft
manufacturer has provided approved instructions for installation of the specific device, and installation does not
involve the disassembly of the existing tank filler opening.
(27) Removing, checking, and replacing magnetic chip detectors.
APPENDIX D TO GACAR PART 43 – ALTIMETER SYSTEM TEST AND INSPECTION
This outlines what is reqruied for the person doing the altimeter system test and inspection as required by
GACAR 91.451. This inspection must be done every 24 months.
This outlines what is required for the person doing the transponder system test and inspection as required by
GACAR 91.453. This inspection must be done every 24 months.
This regulation is found in Part 91 but ties into required inspections, unless the manufacture specfies a different
inspection period. This inspection must be done every 12 months for the ELT.
47.29 Application
After the application is signed, the temporary registration lasts 90 days. If an extension is required one can be received
from GACA until the original CR is recieved.
The certificate must be returned within 21 days to GACA or 60 days in the case of death.
Within 30 days after any change in a registered owner’s mailing address, the registered owner must notify GACA in
writing of the change.
Chapter 3 – PART 61: Certifcation: Pilots
Note: This is not a comprehensive list of regulations. For the full list, consult GACAR Part 61. These regulations were
chosen to guide you through important rules in regards to the private pilot level of understanding.
SUBPART A – GENERAL
(1) Exercise the privileges of a certificate, rating or endorsement, if the certificate or rating is expired.
(4) Exercise the privileges of a medical certificate if the medical certificate is expired according to the duration standards
set forth in GACAR § 61.9.
(1) Exercise the privileges of an airman certificate, rating, endorsement, or authorization issued under this part unless that
person meets the appropriate airman and medical recency requirements of this part, including the flight review and
recency of experience requirements of GACAR §§ 61.17, 61.19, and 61.21, specific to the operation or activity.
(a) Airman certificate. No person may exercise the privileges of a certificate unless that person has in his physical
possession or readily accessible in the aircraft—
(c) Inspection of certificate. Each person who holds an airman certificate, medical certificate, English language proficiency
certificate, authorization, or license required by this part must present it for inspection upon a request from—
The medical certificate must be in that person’s physical possession or readily accessible in the aircraft.
A Class 1 medical certificate Any Age Operations requiring a commercial 12th month after the month of the
pilot certificate date of examination shown on the
medical certificate.
A Class 1 or Class 2 medical Any Age Operations requiring a student pilot 60th month after the month of the
certificate certificate date of examination shown on the
medical certificate.
Under age 40 Operations requiring a private pilot 60th month after the month of the
certificate date of examination shown on the
medical certificate.
Age 40 or older Operations requiring a private pilot 24th month after the month of the
certificate date of examination shown on the
medical certificate.
You may not exercice the priviliges of your airman certificate if you know of any medical condition that would make you
unable to meet the requirments of your medical certificate.
You may not exercise the priviliges of your airman certificate if you are taking medication that would make you unable to
meet the requirments of your medical ceriticate.
You may not exercise the priviliges of your airman certificate if you know of a physical deficiency that would make you
unable to meet the requirments of your medical ceriticate.
Suspension or denial of license or rating will occur if violating any law in regards to psychoactive substances.
Any flight experience in saudi must be logged regardless of the kind of flight.
Review this regulation on how to log flight time based on the characterstics of the flight (ie. Day, instrument, PIC,
simulation etc.)
A student pilot may only log PIC time when they are the sole occupant of the aircraft, has an endorsemnt to do so and is
undergoing training.
Passangers may not be carried by day unless in the last 90 days 3 takeoffs and landings have been completed, that
person is the sole manipulator of the controls and it was done in an aircraft of the same category, class and type (if a type
rating is required). Tail wheel aircraft require full stops.
Passangers may not be carried by night unless in the last 90 days during night, 3 full stop take off and landings have
been completed, that person is the sole manipulator of the controls and the flight was completed in an aircraft of the same
category, class and type (if a type rating is required).
This recency can be done in a simultor, but only those aproved for landings and used by a Part 142 operator. (ie. Full
motion simulator).
61.19 Second in Command
A person may serve as SIC of an aircraft type certificated for more than one required flight crew member or in operations
requiring an SIC flight crew member only if that person holds—
(1) At least a private pilot certificate with the appropriate category and class rating;
(2) An instrument rating or privilege that applies to the aircraft being flown if the flight is under IFR; and
Within the previous 12 months you must complete 3 takeoffs and landings to a full stop, engine out procedures and CRM
training to act as SIC.
No person may act as PIC unless in the preceeding 24 months has done a flight review by an authorized instructor and
obtained a logbook endorsement. This is a minium of 1 hour of ground training and 1 hour of flight training to satisfy the
instructor that the person can operate safely.
This rule does not apply to solo student pilots who are properly endorsed.
The written exams are required to obtain a licence or rating. An endorsement is required to certify the candidate has
completed the required ground training. Don’t cheat on the test. Bring identification to the test.
The practical test is another word for the flight test for a certificate or rating. The knowledge test must have been
completed within 24 months to be eligble to take the practical test. You need to be endorsed for the pratical test; training
received within the last 2 months, meets the areonautical experience requiremnts for the certificate or rating saught and
that the cadidate is prepared for the test. A signed 8710 form completed correctly is required. Bring photo identifaction
that proves your age to take the test.
All items must be completed to pass the test, any areas of operation failed, fails the practical test. The examiner or
candidate has the right to discontinue the test at any time for concerns of faliure or safety.
If discontinued or disapproved (failed) the candidate may receive credit for areas completed for the next time the test is
attempted. Retain the documentation given to you to present again on the next attempt.
You have 60 days to reattempt, or all areas of operations must be covered again.
The candidate must retrain with an authorized instructor on the areas they were not proficient and receive the appropriate
endorsements for a retest.
In the event a change of name or address occurs, you must notify GACA of the change within 30 days or shall not use the
privileges of your certificate.
SUBPART B – ELIGIBILITY FOR, AND ISSUANCE OF CERTIFICATES
You must present proof that you can speak, listen, understand and write in the English language to at least an ICAO level
4 level prior to being elegible for a certificate or rating.
A student pilot is exempted from this requirement, however their instructor must endorse their logbook that they can speak
and understand English to a safe level to operate the aircraft solo.
Once you have completed your practical test and are elegible for a certifcate you will receive a tempory certificate until a
true hard copy is issued to you. This temporay certificate lasts up to 120 days.
Within 3 months prior to the expiry you may apply for a new certificate. Pay the appropriate fee. Submit an application
form as well as proof of your language proficiency. If you fail to renew your certificate within 2 years of expiry, you
will have to satisfy the requirements for the original issue of that certificate!
SUBPART C – AIRCRAFT RATINGS
Additional aircraft category, class and type ratings for pilots that they wish to have added to their certificate may be done
so by following the regulations of 61.83.
A person who acts as a PIC of any of the following aircraft must hold a type rating for that aircraft:
No person may act as PIC of a complex airplane unless he has logged ground and flight training and received a one-
time endorsement certifying them for proficiency in complex aircraft.
No person may act as PIC of a high-performance airplane unless he has logged ground and flight training and received
a one-time endorsement certifying them for proficiency in high-performance airplanes
No person may act as PIC of a pressurized aircraft, unless he has received and logged ground training and obtained an
endorsement certifyin them that they completed the training.
No person may act as PIC of a pressurized aircraft that has a service ceiling or maximum operating altitude, whichever
is lower, above 25 000 ft (7 600 m) mean sea level (MSL) unless he has received and logged training and obtained an
endorsement certifying them proficient in the operation of pressurized aircraft.
No person may act as PIC of a tailwheel airplane unless he has received and logged flight training from an authorized
instructor in a tailwheel airplane and received an endorsement certifying they are profiecient in the operation of tailwheel
airplanes.
The limitations specified above do not apply to to those taking a practical test or student pilot certificate holders.
SUBPART D – STUDENT PILOTS
A person must hold at least a Class 2 medical certificate when exercising the privileges of a student pilot certificate
A student pilot may not operate an aircraft in solo flight unless that student pilot has received—
1) An endorsement from an authorized instructor on his student pilot certificate for the specific make and model
of aircraft to be flown
2) An endorsement in the student’s logbook by an authorized instructor, who gave the training within the last 90
day period
3) An endorsement in the student’s logbook by an authorized instructor which attests to the student's ability to
speak and understand the English language
A student pilot may not operate an aircraft in solo flight at night unless he has received—
The student pilot certificate will expire 60 months after the date on their medical certificate if they are younger than 40
years of age.
The student pilot certifcaite will expire 24 months after the date on their medical ceritifcate if they are 40 years of age or
older.
The student pilot must be endorsed appropriatly prior to conducting a solo cross country flight.
61.117 Operations in Class B Airspace and at Aerodromes Located Within Class B Airspace
The student must receive ground and flight training as well as endorsement (90 day validitiy) prior to operating within
class B airspace.
SUBPART E – PRIVATE PILOTS
1) may act as PIC of aircraft for each category, class, and type (if a type rating is required) for which he is rated
2) cannot act as PIC for compensation or hire
3) may be reimbursed for operating expenses related to search and rescue
4) if logged at least 200 hours may demonstrate an aircraft to a prospective buyer
5) Cannot act as SIC (second in command) for an aircraft certified as 2 crew for compesation or hire
APPENDIX B TO GACAR PART 61 – SOLO FLIGHT REQUIREMENTS
Areonautical Knowledge Test
This test must be given by the flight instructor prior to solo release on the content specified:
The student must have training logged manuevers required by Appendix B such as taxiing, takeoffs, landings, stalls, etc
prior to solo flight as endorsed by the instructor.
Prior to flying cross country, the student pilot must complete navigation techniques as outlined in Appendix B such as use
of charts, emergancy procedures, the traffic pattern, etc.
1) At least 20 hours of flight training on the areas of operation indicated in part 141 Apendix A
a) At least 3 hours of cross country
b) At least 3 hours of night cross country
i) 1 cross country over 100 NM total distance
ii) At least 10 takeoffs and 10 landings to a full stop at in the traffic pattern
c) At least 3 hours of instrument time
d) At least 3 hours of flight test prepartion training
2) At least 10 hours of solo flight
a) 5 hours of solo cross country
b) 1 cross country of 150NM total distance, with full stop landing at 3 points and 1 segment must be at least 50NM
between airports
c) At least 3 takeoffs and landings at a controlled airport solo to a full stop
*APPENDIX A TO GACAR PART 141 – AREONAUTICAL EXPERIENCE REQUIREMENTS FOR PRIVATE PILOTS*
35 hours of flight time mimimum required is the large change before the candidate is able to conduct the practical test.
The structured method of the 141 Pilot course allows for the pilot to earn their certification in less time.
Chapter 4 – PART 91: General Operating Rules
Note: This is not a comprehensive list of regulations. For the full list, consult GACAR Part 91. These regulations were
chosen to guide you through important rules in regards to the private pilot level of understanding.
SUBPART A – GENERAL
91.1 Applicability
These rules generally apply to most aircraft that are operating within the airspace of KSA including the waters 3NM from
the KSA coast.
The pilot in command (PIC) is the final authority and directly responsible for the operation, safety and security of
the aircraft, and the safety of all crew members, passangers and cargo on board.
If an in flight emergancy occurs, the PIC may diviate from any rule to the extent required for the emergancy. However if a
rule is deviated, it must be reported to GACA upon request.
1) Will not commence if any crewmember is incapacitaed from performing their duties
2) Will not continue beyond the nearest suitable areodrome when flight crewmembers capacity to perform funcions is
reduced due to things such as fatigue, sickness or lack of oxygen
3) Will not continue to the aerodrome of intended landing, if it is of the opinion of the PIC the flight cannot be continued
safely, otherwise it will be treated as an emergancy and may continue
The PIC is responsible to ensure that facilities, navigation/communication facilities are available if required for the safety
of the flight.
Each PIC is responsible to notify the appropriate authority by the quickest available means in the event of any accident
invovling the aircraft resulting in serious injury (check Part 1) or death, substantial damage to the aircraft or property.
No person may operate a civil aircraft unless it is in an airworthy condition. The PIC of a civil aircraft is responsible for
determining whether that aircraft is in condition for safe flight. The PIC must discontinue the flight when unairworthy
mechanical, electrical, or structural conditions occur.
A flight logbook must be mainted that contains the items as per 91.8 such as the registration and place of departure.
The PIC must ensure the following documents are carried onboard a Saudi registered aircraft at all times:
1) Certificate of Registration
2) Certificate of Airworthiness
3) Radio Station License
4) Passenger List
5) Cargo Manifest
6) Flight Logbook
7) Lease agreement
8) Search and Rescue services and procedures (including Air to ground signal codes 91.303)
9) Interception Procedures (91.303)
10) List of survival equipement carried onboard
11) Aircraft Flight Manual (91.303)
12) Aircraft Checklist (91.303)
13) Required Charts (91.303)
14) Over-Flight and landing permit (91.43)
91.11 Empty Mass and Center of Gravity: Currency Requirement
No person may operate a Saudi Arabian registered aircraft unless the current empty mass and balance has been
established within the preceding 36 months.
No one may interfere with the duties of a crewmember. If unlawful interferance (ie. threats, intimidation) occurs, the PIC
must inform ATS (air traffic servies) and land as soon as practical.
Do not operate the aircraft in the air or on the ground recklessly or carelessly. Use common sense.
Do not drop anything from the aircraft unless ensured it will not create a hazard to persons or property.
Do not operate the aircraft under the influence of psychoactive substances. Do not allow anyone onboard under the
influence of those substances unless under the care of a physician.
Do not allow the use of portable electronic devices during IFR flight or if an air operator certificate is held. Certain
eletronics are allowed (ie. Hearing aids).
This must be done in consultation with GACA and an authorization received as well in accordance with ICAO Doc. 9284
(how to transport D.G via air).
91.29 Marshaling Signals
Follow the signals of a trained ground guide that is wearing a safety vest. They will use lighted wands at night to assist
you with ground movements or tasks.
SUBPART B – FLIGHT RULES
91.43 Preflight Action
Before beginning a flight the PIC must be familiar with all information convering the flight as follows:
The flight should not commence until the PIC is satisified that:
Before takeoff the PIC must ensure the passangers have been breifed orally (english/arabic) on:
1. Smoking rules
2. Use of seatbelts
3. Placement of seatbacks for takeoff and landing (upright position)
4. Location of fire extinguishers
5. Location and how to operate passanger doors and emergancy exits
6. Locaton of survival equipment
7. Ditching procedures (water landing) and flotation device use
8. Normal and emergancy use of oxygen equipement
If the passangers are already familiar, then a breifing is not required. In an emergancy, an emergancy breifing must be
provided on the actions to be taken.
During takeoff and landing crew must occupy their seats with seatbelts fastened.
Enroute the crew can leave their station for any assigned duties for the safe operation of the aircraft.
91.49 Use of Safety Belts, Shoulder Harnesses, and Child Restraint Systems
Any person on board must be at their seat with safety harness fastened during ground movment, takeoff, landing or any
time directed by the PIC.
An infant (less than 2 years of age) may be carried without the use of a safety harness or seat by a person who is
occupying a seat.
The floor can be used as a seat in the event they are on board for the purpose of parachuting.
When aircraft are converging at approximately the same altitude these rules apply:
a glider, which has right of A glider has the same control and
steerability as a powered airplane, but
way over ...
is slower, and can only climb if the pilot
sacrifices airspeed or finds an area of
rising air. A glider cannot execute a go
around if another aircraft cuts in front.
All power-driven aircraft must yield to
the glider.
all heavier than air, engine- All helicopters and airplanes, from
ultralights to jumbo jets, are heavier-
driven aircraft.
than-air, power-driven aircraft. They
are all in the same right of way
category, with no priority based on
engine type or speed or size. Common
sense should tell you to stay out of the
way of an aircraft much faster than
yours, and to avoid running over
aircraft much slower than yours.
General Right of Way Rules in the Air
• When same category aircraft are convergring course, the one on the right has the right of way
• When approaching head-on each PIC must alter heading to the right.
• When being overtaken, the aircraft being overtaken (flying slower) has the right of way
• When landing, the aicraft on final approach has the right of way over those in flight or on the surface, though you
cannot use this rule to force an aircraft off the runway that has already landed
• When approaching to land, the aircraft at the lower altitude has the right of way, but you cannot use this rule to cut
in front of an aircraft
• When two aircraft are facing head on, each must stop and alter direction to the right
• When two are converging course, the one on the right has the right of way
• When being overtaken (faster aircraft), the aircraft being overtaken has the right of way
• All aircrat taxxing must hold at all stop and hold short at all lighted stop bars until lights are off
In all cases, the aircraft that has the right of way, must maintain its heading and speed.
1. Below 10,000 feet ASL, no faster than 250 KIAS (knots indicated air speed)
2. Below 2,500 feet AGL within 4 NM of the Class C or D airport, no faster than 200 KIAS
3. Operations within Class B must be no faster than 200 KIAS
4. Traffic Pattern Speed:
a. Turbine aircraft no faster than 200 KIAS
b. Reciproacting aicraft no faster than 156 KIAS
5. The minimum speed to maintain safe flight can be used if it exeeds these speeds.
Except for taking off and landing, no person may operate below these altitudes:
1. At an altitude that if your engine fails, you cannot do an emergancy landing without causing a hazard to those
below
2. Over congested areas, not below 1,000 ft above the highest obstacle within 2,000 ft of you
3. Non congested areas, not below 500 ft above any person, vessel or structure, expect open water or sparsely
populated areas.
• Takeoff and initial climb and enroute: 500 feet or AFM limit, which ever is greater
• Approach: 50 feet above TDZE (touch down zone elevation) or AFM limit, which ever is greater
• Go-around: 500 feet or AFM limit, which ever is greater
Below 15,000 feet MSL (mean sea level): the current setting of a station within 100NM, otherwise, the current reported
setting of an appropriate station otherwise the elevation of the areodrome before departure.
1. You must follow the plan you have provided unless in an emergancy or a revision has been provided to ATC.
2. Stay on the centerline of the route defined by navigation facilities or points defining the route
3. Communicate deviations to ATC.
4. Can offset the route by 1 or 2NM to the right for seperation if approved in the AIP and no clearance required.
Defined as a strategic lateral offset.
5. On a route utilizing VOR, changeover must be made to the next station as close to the changover point as
possible.
6. Change in TAS (True Air Speed) of +/- 5% or greater, ATS must be notified.
7. If the next ETA is different by 2 minutes or greater, ATS must be notified.
8. If weather deterioates and VMC cannot be maintained, notify ATC for an alternative clearance to maintain VMC;
otherwise, notify ATC of the action taken to remain VMC; otherwise, request special VFR flight, if in a control
zone; otherwise, request IFR.
91.95 Communications
Distress: A condition of being threatened by serious and/or imminent danger and of requiring immediate
assistance.
Urgency: A condition concerning the safety of an aircraft or other vehicle, or of some person on board or
within sight, but which does not require immediate assistance.
91.107 ATC Light Signals
continue circling.
When in flight—
(ii) During darkness: By flashing the aircraft’s landing lights or, if not so equipped, by switching its navigation lights on and
off twice.
(ii) During darkness: By flashing the aircraft’s landing lights twice or, if not so equipped, by switching its navigation lights
on and off twice.
If any degredation of navigation, communications, altimetry, flight control or other systems or aircraft performance ATS
must be notified.
If the PIC determines there is an irregularity with ground facilities or navigation in flight, notify ATS.
If you are unaware of your position when operating on the ground, stop the aircraft and notify ATS.
If you are unawre of your position but know you are on a runway, if able exit the runway by via a taxiway then stop the
aircraft and notify ATS.
91.145 Flight Restrictions in the Proximity of the Custodian of the Two Holy Mosques and Other Parties
No person may operate an aircraft over or in the vicinity of any area to be visited or traveled by the Custodian of the Two
Holy Mosques, or other public figures contrary to the restrictions established by the President and published in a NOTAM.
91.147 Temporary Restriction on Flight Operations During Abnormally High Barometric Pressure Conditions
When any information indicates that barometric pressure on the route of flight currently exceeds or will exceed 1,050 hPa
, no person may operate an aircraft or initiate a flight contrary to the requirements established by the President and
published in a NOTAM.
VISUAL FLIGHT RULES
You must carry enough fuel to fly to the destination assuming normal cruise speed then;
The reports and forecast must indicate the minimums here prior to commencing a flight VFR;
prohibited) prohibited)
or
• 1 000 ft AGL,
whichever is higher
• You may operate in Class G below 1000 ft AGL at flight visibilites not less than 1,500 meters as long as you can
operate at speeds to avoid traffic or when low traffic volume will allow it
• You cannot takeoff or land or enter the traffic pattern VFR in a Class B, C, D or E unless ground visibility is at
least 5 km or flight visibility in the traffic pattern is 5 km.
• While operating in Class E, you are considered to be in the airspace directly below it
Special VFR can be used to operate at a controlled areodrome when weather conditions are IMC to minimum 1,500
meters flight visibility;
Except while in a holdng pattern of 2 minutes or less, or while turning, when cruising VFR while above 3,000 ft AGL
maintain the following;
On a magnetic course of 0° through 179°, any On a magnetic course of 180° through 359°,
odd thousand foot MSL altitude +500 ft (such as any even thousand foot MSL altitude +500 ft
3 500 ft, 5 500 ft, or 7 500 ft) (such as 4 500 ft, 6 500 ft, or 8 500 ft).
NIGHT
No person may operate an aircraft at night in KSA airspace while VFR without authorization from GACA.
USE OF EQUIPMENT
From above 10,000 ft up to including 13,000 ft unless supplemental oxygen is used for those durations above 30 minutes
at those altitudes.
7700 Emergency
Anti-collision lights must be turned on at all times when the engine is running while on the surface.
Anti-collision light can be turned of if they adversly affect the performance of duties or provide harmful glare to outside
observers. (ie close proximity to ground staff or other aircraft).
MISCELANEOUS
Thunderstorms, without hail, that are obscured, Any other condition which, in the opinion of the
embedded, widespread or in squall lines PIC, may affect the safety or markedly affect the
efficiency of other aircraft operations
• Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals
• Notify, if possible, the appropriate Air Traffic Service unit
• Contact the aircraft on 121.5
• Set code 7700, unless instructed otherwise
• If any confusion on what the intercepting aircraft requests, get immediate clarification while continuing to
comply with the visual signal/radio instruction
The interception signals referenced in GACAR § 91.259 are as follows:
91.263 Fuel Dumping
When operating an aircraft within controlled airspace that needs to dump fuel, the PIC must advise ATC prior to
commencing the fuel dump operation
Each PIC must monitor the amount of usable fuel remaining on board to ensure it is not less than the fuel required to
proceed to an aerodrome where a safe landing can be made with the planned final reserve fuel remaining.
The PIC must request delay information from ATC when unanticipated circumstances may result in landing at the destination
aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel
required to operate to an isolated aerodrome.
The PIC must advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a
specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing
with less than the planned final reserve fuel.
The PIC must declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the
calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made
is less than the planned final reserve fuel.
SUBPART C – AIRCRAFT INSTRUMENTS, EQUIPMENT AND CERTIFICATE REQUIREMENTS
The certificate of airworthiness must be on display so that it is legible to the crew or passangers.
A seat for each person over Temperature gauge First aid kit
the age of 2 years
• Starting a fire
• Providing shelter
• Providing or purifying water
• Visually signaling distress
Not required if operating 25NM from an aerodrome of departure that has the ability to maintain communication for the
duration of the flight.
Not required if operating in a geographic area where, and at a time of where when survival of the persons on board is not
jeopardized.
Aircraft operated under controlled flight under VFR (CVFR) or IFR requires:
Instruments and equipment specified for VFR flight plus:
An approved aviation red or Illumination for all instruments Lights in all passenger
aviation white anticollision light and equipment that is essential compartments
system for the safe operation
Operation of aircraft on flights over water beyond gliding distance from shore requires:
One life preserver equipped with a means of electric illumination to assist in the locating of persons or equivalent
individual flotation device for each person on board, stowed in a position easily accessible from the seat.
Minimum requirements for supplemental oxygen supply for non-pressurized aircraft in non-commercial
operations:
All required crew members Entire flight time at pressure altitudes above 13,000 ft
and exceeding 30 minutes at pressure altitudes above
10,000 ft
• For the purpose of this table “passengers” means passengers actually carried and includesinfants under the age
of 2.
Minimum requirements for supplemental oxygen supply for pressurized aircraft in non-commercial operations
All required crew members Entire flight time when the cabin pressure
altitude exceeds 13,000 ft and entire flight time
when the cabin pressure altitude exceeds
10,000 ft but does not exceed 13,000 ft after the
first 30 minutes at those altitudes, but in no case
less than 10 minutes for flights operated at flight
altitudes above 25,000 ft, or which, if operated
at flight altitudes below 25,000 ft cannot
descend safely within 4 minutes to a flight
altitude of 13,000 ft or less.
• The supply provided must take account of the cabin pressure altitude and descent profile for the routes
concerned
• The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the
aircraft’s maximum certificated operating altitude to 13,000 ft in 10 minutes
• For the purpose of this table “passengers” means passengers actually carried and includes infants under the age
of 2
91.309 Inoperative Instruments and Equipment
No person may take off an aircraft with inoperative instruments or equipment installed unless:
No person may take off an aircraft in operations conducted with inoperative instruments and equipment without
an approved MEL provided
• Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness
regulations
• Indicated as required on the aircraft’s equipment list or on the Kinds of Operations Equipment List
• Required by GACAR § 91.303
• Required to be operational by an AD and
• Removed from the aircraft, the flightdeck control placarded, and the maintenance recorded
• Deactivated and placarded “Inoperative.”
A determination is made by a pilot, or by a person, who is certificated and appropriately rated to perform maintenance on
the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft.
In any case, an aircraft with inoperable instruments or equipment may be operated under a special flight permit. This is
a document that allows you to operate with any limitations imposed by GACA to fly the aircraft if needed. The conditions
of the permit depend on what instruments or equipement are defective and what kind of flight will take place.
SUBPART D – SPECIAL FLIGHT OPERATIONS
No person may conduct a special aviation event unless the event is specifically authorized by the President
SUBPART E – MAINTENANCE, PREVENTIVE MAINTENANCE AND ALTERATIONS
No person may operate any aircraft that has undergone maintenance unless:
If any maintainence has occurred which may have changed the flight characterists of the aircraft, it must be flown by at
least a private pilot to check it is satisfactory and records made in the aircraft log.
91.449 Inspections
No person may operate an aircraft unless,within the preceding 12 months unless it had an annual inspection.
No person may operate an aircraft unless,within 100 hours of time in service unless an annual inspection or 100 hour
inspection has been completed.
The 100 hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the
inspection can be done. The excess 10 hours must be subtracted from the next 100 hour inspection interval.
No person may operate an airplane in controlled airspace under IFR unless within the preceding 24 months the static
pressure system has been tested and inspected.
No person may use an ATC transponder unless, within the preceding 24 months, the ATC transponder has been tested
and inspected.
All work done should generally be kept on file for 1 year or transferred with the aircraft when sold.
For major components that have ended operating life, records should be kept on file for 90 days.
You must assist with search and resuce operations if requested and able to do so.
When the following signals are observed, assist in the best way possible
Ground-air visual signal code for use by survivors:
GEN 0. - Preface
GEN 3. Services
ENR 0. - Preface
AD 0. - Preface
AD 2. Aerodromes
AD 3. Heliports
We will focus on Part 2 for relevant knowledge for the private pilot level of understanding. Be sure to familiarize yourself
with the AIP and all its topics.
GENERAL
WAKE TURBULENCE SEPARATION CRITERIA
Landing Aircraft:
Arriving Aircraft:
A minimum of 2 minutes will be applied between a Light or Medium aircraft taking off behind a Heavy aircraft from
d. Parallel runways more than 760 M apart, if projected flight paths will cross.
Separation will be increased to 3 minutes when a Light or Medium aircraft takes off behind a heavy aircraft from:
A minimum of 2 minutes will be applied between a Light or Medium aircraft and a Heavy aircraft that is making a low or
missed approach when:
a. Departing in a direction opposite to the direction of the runway used for the low approach; or
b. Landing on the same runway or on parallel runway that less than 760 M apart.
A minimum of 2 minutes will be applied between a Light or Medium aircraft and a Heavy aircraft when operating on a
runway with a displaced landing threshold when:
b. An arriving aircraft will follow departing Heavy aircraft, if the projected flight paths will cross.
b. Aircraft landing behind an arriving heavy aircraft and between light aircraft landing behind an arriving Medium on
the same runway, parallel runways less 760 M apart, or crossing runways where projected flight paths will cross;
c. Known VFR aircraft about heavier aircraft wherever the potential for wake turbulence is considered to exist;
d. Taxiing aircraft and vehicles maneuvering behind a taxiing heavy aircraft; and
For the purpose of expediting traffic, clearance for an immediate take off may be issued to an aircraft before it has entered
the runway. On acceptance of such clearance, the aircraft is expected to enter the runway and commence the take off run
without stopping.
LANDING CLEARANCE
If landing clearance has not been received approaching short final, a landing clearance shall be requested from the tower.
Pilots not in receipt of landing clearance shall commence a missed approach not later than the runway landing threshold.
VFR AIRCRAFT
Aircraft entering the control zone or aerodrome traffic zone at a controlled aerodrome will normally be cleared to enter the
traffic circuit. Aircraft so cleared shall proceed to enter the traffic pattern on the downwind leg, unless otherwise cleared to
enter directly on the base leg or on a straight-in to final approach.
Aircraft that will enter the traffic circuit from the opposite side of the pattern shall, unless otherwise instructed, arrange
flight to cross over mid-field from the non-active side and, taking due account of other traffic, join on the downwind leg and
report when entering the downwind leg.
An ATC unit may authorize SVFR for aircraft intending to fly within or enter or leave a control zone, provided that the
reported ground visibility is not less than 1500 M. Remember you must request this.
POSITION REPORT
Pilots operating in the traffic pattern at a controlled aerodrome shall report their position at the following locations:
c. If requested, when established on the final approach, or if landing clearance has not already been received.
Aerodromes provided with aerodrome control service will be closed from 30 minutes prior to ETA and for 30 minutes after
ATA for arriving VIP flights. Additionally, these aerodromes will be closed for 30 minutes prior to ETD for departing VIP
flights.
UNCONTROLLED AERODROMES
Aerodrome flight information service (AFIS) is the term used to describe the provision of information useful for the safe
efficient conduct of aerodrome traffic at those aerodromes where the provision of aerodrome control service is not
justified. Accordingly, AFIS units have been established at certain aerodromes to provide flight information service and
alerting service to aerodrome traffic.
It is therefore the responsibility of pilots using the service provided by this unit to maintain proper separation in conformity
with the rules of the air. When operating in the vicinity of an aerodrome where AFIS is provided, pilots must, on the basis
of the information received from the AFIS unit, combined with their own knowledge and observations, decide on the
course of action to be taken to ensure separation from other aircraft, ground vehicles and obstacles.
Aircraft should, unless exempted by the appropriate ATS authority, be capable of two-way radio communications with the
AFIS unit on the prescribed frequency. It is essential that pilots establish and maintain two-way radio communication with
the AFIS unit and that they report their positions, levels, all significant manoeuvres and intentions to the AFIS unit. The
efficiency of the AFIS is dependent upon the information received.
Arriving and departing aircraft in the vicinity of an aerodrome .Where AFIS is established, should generally establish
communications within 20 NM of that aerodrome. In no case should communications be established later than ten (10)
NM prior the ATZ for arriving aircraft and be continued until not less than five (5) NM beyond the ATZ in the case of
departing aircraft.
ADVISORY CIRCULAR
Subject Date AC Number
Non-Towered Aerodrome and Uncontrolled Feb-03-2022 091-02
Airspace Flight Operations
Aerodromes Without Operating Control Aerodromes without control towers or Aerodromes with control
Towers: towers that are not operating. These Aerodromes are commonly
referred to as non-towered or part-time-towered Aerodromes.
Another term commonly used is “Uncontrolled Aerodrome.”
2.1 Introduction/Background.
2.1.1 While the stipulated regulations for flight operations in an uncontrolled aerodrome have already been in place, GACA
has noticed, through its analysis of safety data, that a recent increase of unsafe air traffic occurrences was primarily caused
by the noticeable increase in air traffic in the uncontrolled aerodromes and the occasional lack of adherence to the
stipulated regulations by some of the aircraft operators.
2.1.2 In order to promote safety, GACA has issued this AC to stress the necessity to follow GACA stipulated rules when
operating at an aerodrome without an operating control tower. This AC provides frequency information, good operating
practices, and procedures for pilots to follow while operating at such aerodromes. Moreover, the observance of a standard
traffic pattern and the use of TIBA procedures as detailed in this AC will improve the safety and efficiency of aircraft
operations while operating in aerodrome without an operating control tower.
2.1.3 Regulatory provisions relating to traffic patterns are found in GACAR parts 91, 93, and 97. The aerodrome traffic
patterns described in part 93 relate primarily to those aerodromes where there is a need for unique traffic pattern
procedures not provided in part 91. Additionally, Part 97 addresses instrument approach procedures (IAP).
Part 91 requires that pilots of airplanes approaching to land, make all turns to the left at aerodromes without operating
control towers.
3.1 Left Traffic. Use of standard traffic patterns (left turns) for all aircraft and the (TIBA) procedures published in the KSA
AIP by radio-equipped aircraft are required at all aerodromes without operating control towers unless indicated otherwise
by visual markings, light gun signals, aerodrome publications, or published approach procedure. It is recognized that other
traffic patterns (right turns) may already be in common use at some aerodromes or that special circumstances or conditions
exist that may prevent use of the standard traffic pattern. Right-hand patterns are noted at aerodromes on an aeronautical
chart with an “RP” designator and the applicable runway next to the aerodrome symbol.
3.2 Collision Avoidance. The pilot in command’s (PIC) primary responsibility is to see and avoid other aircraft and to help
them see and avoid his or her aircraft. Keep lights and strobes on. The use of any traffic pattern procedure does not alter
the responsibility of each pilot to see and avoid other aircraft.
3.3 Preflight Actions. As part of the preflight familiarization with all available information concerning a flight, each pilot
should review all appropriate publications (e.g., Chart Supplements, the KSA AIP, and NOTAMs), for pertinent information
on current traffic patterns at the departure and arrival aerodromes.
3.4 Traffic Flow. It is recommended that pilots use visual indicators, such as the segmented circle, wind direction indicator,
landing direction indicator, and traffic pattern indicators that provide traffic pattern information. If other traffic is present in
the pattern, arriving or departing aircraft should use the same runway as these aircraft. Transient aircraft may not know
local ground references, so pilots should use standard pattern phraseology, including distances from the aerodrome.
3.5 Straight-In Landings. GACA encourages pilots to use the standard traffic pattern when arriving or departing a non-
towered aerodrome or a part-time-towered aerodrome when the control tower is not operating, particularly when other
traffic is observed or when operating from an unfamiliar aerodrome. However, there are occasions where a pilot can
choose to execute a straight-in approach for landing when not intending to enter the traffic pattern, such as a visual
approach executed as part of the termination of an instrument approach. Pilots should clearly communicate on the (TIBA)
frequency and coordinate maneuvering for and execution of the landing with other traffic so as not to disrupt the flow of
other aircraft. Therefore, pilots operating in the traffic pattern should be alert at all times to aircraft executing straight-in
landings, particularly when flying a base leg prior to turning final.
3.6 Instrument Flight Rules (IFR) Traffic. Pilots conducting instrument approaches should be particularly alert for other
aircraft in the pattern so as to avoid interrupting the flow of traffic and should bear in mind they do not have priorityover other
VFR traffic. Pilots are reminded that circling approaches require left-hand turns unless the approach procedureexplicitly
states otherwise. The reference is GACAR § 91.121(b).
3.6.1 Non-instrument-rated pilots might not understand radio calls referring to approach waypoints, depicted headings, or
missed approach procedures. IFR pilots often indicate that they are on a particular approach, but that may not be enough
information for a non-IFR-rated pilot to know your location. It is better to provide specific direction and distancefrom the
aerodrome, as well as the pilot’s intentions upon completion of the approach. For example, instead of saying,
“PROCEDURE TURN INBOUND V-O-R APPROACH 36,” it should be “6 MILES SOUTH … INBOUND V-O-R
APPROACH RUNWAY 36, LOW APPROACH ONLY” or “6 MILES SOUTH… INBOUND V-O-R APPROACH
RUNWAY 36, LANDING FULL STOP.”
3.7 No-Radio Aircraft. Pilots should be aware that procedures at aerodromes without operating control towers generallydo
not require the use of two-way radios; therefore, pilots should be especially vigilant for other aircraft while operatingin the
traffic pattern. Pilots of inbound aircraft that are not capable of radio communications should determine the runway in use
prior to entering the traffic pattern by observing the landing direction indicator, the wind indicator, landing and departing
traffic, previously referring to relevant aerodrome publications, or by other means.
3.8 Wake Turbulence. All aircraft generate wake turbulence. Therefore, pilots should be prepared to encounter
turbulence while operating in a traffic pattern and especially when in the trail of other aircraft. Wake turbulence can damage
aircraft components and equipment. In flight, avoid the area below and behind the aircraft generating turbulence,especially
at low altitude where even a momentary wake encounter can be hazardous. All operators should be aware of the potential
adverse effects that their wake, rotor, or propeller turbulence has on light aircraft and ultralight vehicles.
3.9 Other Approaches to Land. Pilots should be aware of the other types of approaches to land that may be used at an
aerodrome when a pilot indicates they are doing so, which may or may not be initiated from the traffic pattern. The more
common types of these include a short approach, low approach, or overhead approach.
3.9.1 A short approach is executed when the pilot makes an abbreviated downwind, base, and final legs turning inside of
the standard 45-degree base turn. This can be requested at a towered aerodrome for aircraft spacing but is more
commonly used at a non-towered aerodrome or a part-time-towered aerodrome when the control tower is not operating,
when landing with a simulated engine out or completing a power-off 180-degree accuracy approach commercial-rating
maneuver.
3.9.2 A low approach is executed when an aircraft intends to overfly the runway, maintaining runway heading but not
landing. This is commonly used by aircraft flying practice instrument approaches.
3.9.3 An overhead approach is normally performed by aerobatic or high-performance aircraft and involves a quick 180-
degree turn and descent at the approach end of the runway before turning to land.
2. Pilots use the correct aerodrome name, as identified in appropriate aeronautical publications, when exchanging
traffic information to reduce the risk of confusion.
3. To help identify one aerodrome from another, the correct aerodrome name should be spoken at the beginning
and end of each self-announce transmission.
4. Pilots clarify intentions if a communication sent by either their aircraft or another aircraft was potentially not
received or misunderstood.
5. Pilots limit communications on (TIBA) frequencies to safety-essential information regarding arrivals, departures,
traffic flow, takeoffs, and landings. (TIBA) frequency should not be used for personal conversations.
4.1.3 Self-Announce Position and/or Intentions. “Self-announce” is a procedure whereby pilots broadcast their aircraft
call sign, position, altitude, and intended flight activity or ground operation on the designated (TIBA) frequency. This
procedure is used almost exclusively at aerodromes that do not have an operative control tower or an AFIS on the
aerodrome. If an aerodrome has a control tower that is either temporarily closed or operated on a part-time basis, and
there is no operating AFIS on the aerodrome, pilots should use the published (TIBA) frequency to self-announce position
and/or intentions when entering within 20 miles of the aerodrome.
4.1.6 Practice Instrument Approaches. Pilots conducting practice instrument approaches should be particularly alert
for other aircraft that may be departing in the opposite direction or on a base leg or final approach to the runway associated
with the approach. Conducting any practice instrument approach, regardless of its direction relative to other aerodrome
operations, does not take priority over other VFR aircraft. Pilots should be ready to communicate on (TIBA) frequency,
discontinue the approach, and enter a traffic pattern as needed, based on the traffic saturation of the aerodrome and/or the
current runway in use, to maintain aircraft separation and aviation safety. Pilots are reminded that circling approaches,
practice or actual, require left-hand turns unless the approach procedure explicitly states otherwise. The regulatory
reference is GACAR § 91.121(b).
4.1.7 Disagreements. Do not correct other pilots on frequency (unless it is safety critical), particularly if you are aware
that you are correcting a student pilot. If you disagree with what another pilot is doing, operate your aircraft safely,
communicate as necessary, clarify their intentions and, if you feel you must discuss operations with another pilot, wait until
you are on the ground to have that discussion. Keep in mind that while you are communicating, you may block transmissions
from other aircraft that may be departing or landing in the opposite direction to your aircraft due to IFR operations, noise
abatement, obstacle avoidance, or runway length requirements. An aircraft might be using a runway different from the one
favoring the prevailing winds. In this case, one option is to simply point out the current winds to the other pilots and indicate
which runway you plan on using because of the current meteorological conditions.
5.1 Traffic Pattern Design. GACA encourages pilots to establish traffic patterns as recommended in this AC. Further,
left traffic patterns should be established, except where obstacles, terrain, and noise-sensitive areas dictate otherwise (see
Appendix A, Traffic Patterns).
5.2 Determination of Traffic Pattern. Prior to entering the traffic pattern at an aerodrome without an operating control
tower, aircraft should avoid the flow of traffic until established on the entry leg. For example, the pilot can check wind and
landing direction indicators while at an altitude above the traffic pattern, or by monitoring the communications of other traffic
that communicate the runway in use, especially at aerodromes with more than one runway. When the runway in use and
proper traffic pattern direction have been determined, the pilot should then proceed to a point well clear of the pattern before
descending to and entering at pattern altitude.
5.3 Traffic Pattern Entry. Arriving aircraft should be at traffic pattern altitude and allow for sufficient time to view the
entire traffic pattern before entering. Entries into traffic patterns while descending may create collision hazards and should
be avoided. Entry to the downwind leg should be at a 45-degree angle abeam the midpoint of the runway to be used for
landing. The pilot may use discretion to choose an alternate type of entry, especially when intending to cross over midfield,
based upon the traffic and communication at the time of arrival.
Note: Aircraft should always enter the pattern at pattern altitude, especially when flying over midfield and entering the
downwind directly. A midfield crossing alternate pattern entry should not be used when the pattern is congested.
Descending into the traffic pattern can be dangerous, as one aircraft could descend on top of another aircraft already in the
pattern. All similar types of aircraft, including those entering on the 45-degree angle to downwind, should be at the same
pattern altitude so that it is easier to visually acquire any traffic in the pattern.
5.2 Descent and Base Turn. The traffic pattern altitude should be maintained until the aircraft is at least abeam the
approach end of the landing runway on the downwind leg. The base leg turn should commence when the aircraft is at a
point approximately 45 degrees relative bearing from the approach end of the runway.
5.3 Runway Preference. Landing and takeoff should be accomplished on the operating runway most nearly aligned
into the wind. However, if a secondary runway is used (e.g., for length limitations), pilots using the secondary runway should
avoid the flow of traffic to the runway most nearly aligned into the wind.
5.4 Takeoff and Go-Around. Airplanes on takeoff should continue straight ahead until beyond the departure end of
the runway. Aircraft executing a go-around maneuver should continue straight ahead, beyond the departure end of the
runway, with the pilot maintaining awareness of other traffic so as not to conflict with those established in the pattern. In
cases where a go-around was caused by an aircraft on the runway, maneuvering parallel to the runway may be required to
maintain visual contact with the conflicting aircraft.
5.5 Turning Crosswind. Airplanes remaining in the traffic pattern should not commence a turn to the crosswind leg
until beyond the departure end of the runway and within 300 feet below traffic pattern altitude. Pilots should make the turn
to downwind leg at the traffic pattern altitude.
5.6 Departing the Pattern. When departing the traffic pattern, airplanes should continue straight out or exit with a 45-
degree left turn (right turn for right traffic pattern) beyond the departure end of the runway after reaching pattern altitude.
Pilots need to be aware of any traffic entering the traffic pattern prior to commencing a turn.
5.7 Airspeed Limitations. Airplanes should not be operated in the traffic pattern at an indicated airspeed of more than
200 knots.
5.8 Right-of-Way. Throughout the traffic pattern, right-of-way rules apply as stated in GACAR § 91.61; any aircraft in
distress has the right-of-way over all other aircraft. In addition, when converging aircraft are of different categories, a balloon
has the right-of-way over any other category of aircraft; a glider has the right-of-way over an airship, airplane, or rotorcraft;
and an airship has the right-of-way over an airplane or rotorcraft.
Note: Parachute operations are subject to GACAR Part 105. Parachute operators, besides being required to coordinate
their operations with the aerodrome manager before they take place and utilizing proper radio notification during operations,
should make a conscious effort to avoid creating a hazard to air traffic by minimizing disruptions to other aircraft and
aerodrome operations.