Phil.Croucher.-.The.ANO.(&.Rules.of.The.Air).In.Plain.English!

帅哥发表于 2008-12-16 21:25:39

The ANO (& Rules of The Air)
In Plain English!
Phil Croucher
Legal Bit (Small Print)
This book is sold as is without warranty of any kind, either express or implied,
including but not limited to the implied warranties of merchantability and fitness
for a particular purpose. Neither the Author, the Publisher nor their dealers or
distributors assume liability for any alleged or actual damages arising from its use.
In other words:
This is an English translation of official documentation, which changes, so there
could be technical inaccuracies. As a result, alterations will be made to this book
without reference to anyone, and it's not guaranteed to suit your purposes. The
author or publisher, and their distributors or dealers are not responsible for
situations arising from its use.
Updates are available for reduced cost direct from the publisher on proof of
original purchase.
Copyrights, etc.
This book copyright © 2003 Phil Croucher. ISBN 0-9681928-8-2. CAP 393 is
copyright the CAA 1981 and the ANO and Rules of the Air Crown Copyright.
This version current to Amendment 2/2002.
All rights reserved. Up to two pages of this publication may be used at any time
for non-profit purposes, such as training, if all other people in the class have a
copy. Otherwise, no part of it may be reproduced, stored in a retrieval system or
transmitted by any means, electronic, mechanical, photocopying, recording or
otherwise, without prior written permission from the author.
Published by:
About the Author
Phil Croucher holds JAR, UK, US and Canadian licences for aeroplanes and
helicopters, with around 7200 hours on 34 types of aircraft. He has at various times
been a Chief Pilot, Ops Manager and Training Captain for several companies. He
can be contacted at www.electrocution.com
Electrocution
www.electrocution.com
Table of Contents
Introduction 1
Tips For Reading Legal Stuff 2
Legal Stuff 3
Common Law 3
Negligence 4
Administrative Law 4
Interpretation 6
Precedent 6
Summary 6
UK Air Transport Law 7
The CAA 7
International Air Law 9
I - Registration and Marking 11
Art 3 - Aircraft to be registered 11
Art 4 - Registration in UK 11
Art 5 - Nationality & reg marks 12
II - Air Operators’ Certificates 13
Art 6 - Issue of air operators' certificates 13
Art 7 - Issue of police air operators' certificates 13
III - Airworthiness and Equipment 15
Arts 8 & 9 - Certificates of airworthiness 15
Art 10 - Certificate of maintenance review 16
Art 11 - Technical Log 16
Art 12 - Inspection, overhaul, repair, replacement and modification 16
Art 13 - Licensing of maintenance engineers 17
Art 14 - Equipment of aircraft 17
ii The ANO in Plain English
Art 15 - Radio equipment of aircraft 17
Art 16 - Minimum equipment requirements 18
Art 17 - Aircraft, engine and propeller log books 18
Art 18 - Aircraft weight schedule 18
Art 19 - Access and inspection for airworthiness purposes 18
IV - Aircraft Crew and Licensing 19
Art 20 - Composition of crew 19
Art 21 - Members of flight crew - requirement for licence 20
Art 22 - Grant, renewal and effect of flight crew licences 20
Art 23 - Maintenance of privileges of aircraft ratings in UK licences 21
Art 24 - Maintenance of ratings in JAR-FCL licences, UK licences with JAR-FCL
equivalents, UK BCPLs and Flight Engineer's Licences 21
Art 24A – Maintenance of privileges of ratings in National PPLs 21
Art 25 - Maintenance of privileges of other ratings 21
Art 26 - Miscellaneous licensing provisions 21
Art 27 - Validation of Licences 22
Art 28 - Personal flying log book 22
Art 29 - Instruction in flying 23
Art 30 - Glider pilot - minimum age 23
V - Operation of Aircraft 25
Art 31 - Operations manual 25
Art 32 - Police ops manual 25
Art 33 - Training manual 25
Art 34 - Public transport - operator's responsibilities 26
Art 35 - Loading - public transport aircraft and suspended loads 26
Art 36 - Public transport - operating conditions 27
Art 37 - Public transport at night or in IMC - non-UK s/e aeroplanes 28
Art 38 - UK Public Transport Aircraft - aerodrome operating minima 28
Art 39 – Non-UK public transport aircraft - operating minima 28
Art 40 - Non-public transport aircraft - aerodrome operating minima 28
Art 41 - Pilots to remain at controls 29
Art 42 - Wearing of survival suits by crew 29
Art 43 - Pre-flight action by commander of aircraft 29
Art 44 - Passenger briefing by commander 30
Art 45 - Public transport of passengers - additional duties 30
Art 46 - Operation of radio 30
Art 47 - Minimum navigation performance 31
Art 48 - Height keeping performance - aircraft registered in the UK 31
Art 49 - Height keeping performance – non-UK aircraft 31
Art 50 - Area navigation equipment - aircraft registered in the UK 31
Art 51 - Area navigation equipment – non–UK aircraft 31
Art 52 - Use of airborne collision avoidance system 31
Art 53 - Use of flight recording systems and preservation of records 31
Art 54 - Towing of gliders 32
Art 55 - Towing, picking up and raising of persons and articles 32
Table of Contents iii
Art 56 - Dropping of articles and animals 32
Art 57 - Dropping of persons 32
Art 58 - Issue of aerial application certificates 33
Art 59 - Carriage of weapons and of munitions of war 33
Art 60 - Carriage of dangerous goods 33
Art 61 - Method of carriage of persons 33
Art 62 - Exits and break-in markings 33
Art 63 - Endangering safety of an aircraft 34
Art 64 - Endangering safety of any person or property 34
Art 65 - Drunkenness in aircraft 34
Art 66 - Smoking in aircraft 34
Art 67 - Authority of commander and members of the crew of an aircraft 34
Art 68 - Acting in a disruptive manner 34
Art 69 - Stowaways 35
Art 70 - Flying Displays 35
VI - Fatigue & Protection from Cosmic Radiation 37
Art 71 - Application and interpretation of Part VI 37
Art 72 - Fatigue of crew - operator's responsibilities 37
Art 73 - Fatigue of crew - responsibilities of crew 38
Art 74 - Flight times - responsibilities of flight crew 38
Art 75 - Protection of air crew from cosmic radiation 38
VII - Documents and Records 39
Art 76 - Documents to be carried 39
Art 77 – Keeping/production of records of exposure to cosmic radiation 39
Art 78 - Production of documents and records 39
Art 79 - Power to inspect and copy documents and records 40
Art 80 - Preservation of documents, etc. 40
Art 81 - Revocation, suspension and variation of certificates, licences and other
documents 41
Art 82 - Revocation, suspension and variation of permissions, etc. granted under
article 113 or 115 41
Art 83 - Offences in relation to documents and records 41
VIII - Movement of Aircraft 43
Art 84 - Rules of the Air 43
Art 85 - Power to prohibit or restrict flying 43
Prohibited Airspace 44
Art 86 - Balloons, kites, airships, gliders & parascending parachutes 44
Art 87 - Regulation of small aircraft 45
Art 87A – Regulation of Rockets 45
IX - Air Traffic Services 47
Art 88 - Requirement for approval for provision of air traffic services 47
Art 89 - Manual of Air Traffic Services 47
Art 90 - Provision of air traffic services 47
Art 91 - Use of radio call signs at aerodromes 47
Art 92 - Licensing of air traffic controllers and students 47
iv The ANO in Plain English
Art 93 - Approval of courses and persons 48
Art 94 - Prohibition of unlicensed air traffic controllers and students 48
Art 95 - Incapacity of air traffic controllers 48
Art 96 - Prohibition of drunkenness etc. of controllers 48
Art 97 - Fatigue of air traffic controllers - controllers' responsibilities 48
Art 98 - Licensing of flight information service officers 48
Art 99 - Prohibition of unlicensed flight information service officers 48
Art 100 - Flight information service manual 48
X - Aerodromes, Aeronautical & Dangerous Lights 49
Art 101 - Aerodromes - public transport of passengers, flying instruction 49
Art 102 - Use of Government and CAA aerodromes 49
Art 103 - Licensing of aerodromes 50
Art 104 – Air traffic service equipment 50
Art 105 - Air traffic service equipment records 50
Art 106 - Charges at public aerodromes 50
Art 107 - Use of aerodromes y Contracting States and the Commonwealth 50
Art 108 - Noise and vibration caused by aircraft on aerodromes 50
Art 109 - Aeronautical lights 50
Art 109A – Lighting of en-route obstacles 50
Art 110 - Dangerous lights 51
Art 111 - Customs and Excise airports 51
Art 112 - Aviation fuel at aerodromes 51
XI – General 53
Art 113 - Carriage for valuable consideration, non-UK aircraft 53
Art 114 - Filing and approval of tariffs 53
Art 115 - Aerial photography, survey and aerial work, non-UK aircraft 53
Art 116 - Flights over any foreign country 53
Art 117 - Mandatory reporting 53
Art 118 - Power to prevent aircraft flying 54
Art 119 - Right of access to aerodromes and other places 54
Art 120 - Obstruction of persons 54
Art 121 - Enforcement of directions 54
Art 122 - Penalties 54
Art 123 - Extra-territorial effect of the Order 55
Art 124 - Aircraft in transit over certain UK territorial waters 55
Art 125 - Application of Order to British-controlled non-UK aircraft 55
Art 126 - Application of Order to the Crown and visiting forces, etc. 55
Art 127 - Exemption from Order 55
Art 128 - Appeal to County or Sheriff Court 55
Art 129 - Interpretation 56
Aerial work 56
Aerial work aircraft 56
Aerial work undertaking 56
Aerobatic manoeuvres 56
Aerodrome 56
Table of Contents v
Aerodrome control service 56
Aerodrome operating minima 56
Aerodrome traffic zone 56
Aeronautical beacon 56
Aeronautical ground light 56
Aeronautical radio station 56
Air traffic control unit 56
Air transport undertaking 57
Annual costs 57
Annual flying hours 57
Approach control service 57
Approach to landing 57
Appropriate aeronautical radio station 57
Appropriate air traffic control unit 57
Apron 57
Area control centre 57
Area control service 57
Area navigation equipment 57
Authorised person 57
Beneficial interest 58
Cabin crew 58
Captive balloon 58
Captive flight 58
Cargo 58
Certificate of Airworthiness 58
Certificate of maintenance review 58
Certificate of release to service issued under JAR-145 58
Certificate of release to service issued under the Order 58
Certificated for single pilot operation 59
Chief officer of police for any area of the UK 59
Class X airspace 59
Class rating 59
Cloud ceiling 59
Commander 59
Commonwealth 59
Competent authority 59
Conditional sale agreement 59
Congested area 59
Contracting State 59
Controllable balloon 59
Controlled airspace 59
Control area 59
Control zone 59
Co-pilot 59
Country 60
Crew 60
Danger area 60
vi The ANO in Plain English
Day 60
Decision height 60
Declared distances 60
Direct costs 60
Director 60
EEA Agreement 60
EEA State 60
Flight crew 60
Flight information service unit 60
Flight level 60
Flight plan 60
Flight recording system 60
Flight simulator 61
Flight visibility 61
Flying display 61
Free balloon 61
Free controlled flight 61
General lighthouse authority 61
Government aerodrome 61
Granted under JAR-FCL 61
Hire-purchase agreement 61
Instructor's rating 61
Instrument Flight Rules 61
Instrument Meteorological Conditions 61
International headquarters 61
JAA 61
JAA Full Member State 61
JAA licence 61
JAR 61
JAR-FCL licence 62
Land 62
Large Rocket 62
Legal personal representative 62
Licence 62
Licence for public use 62
Licensed aerodrome 62
Lifejacket 62
Log book 62
Manoeuvring area 62
Maximum total weight authorised 62
Medical attendant 62
Microlight aeroplane 62
Military aircraft 62
Military Rocket 62
Minimum descent height 63
Multi-crew co-operation 63
Table of Contents vii
Nautical mile 63
Night 63
Non-precision approach 63
Non-revenue flight 63
North Atlantic Minimum Navigation Performance Specification airspace 63
Notified 63
Obstacle limitation surfaces 63
Operator 63
Parascending parachute 63
Passenger 63
Period of duty 63
Pilot in command 63
Police officer 63
Precision approach 63
Prescribed 63
Pressurised aircraft 64
Private flight 64
Proficiency check 64
Public transport 64
Public transport aircraft 64
Record 64
Reduced vertical separation minimum airspace 64
Released flight 64
Relevant overseas territory 64
Replacement 64
Rocket 64
Rules of the Air 64
Runway visual range 64
Scheduled journey 64
Seaplane 64
Sector 64
Self Launching Motor Glider (SLMG) 64
Simple Single Engine Aeroplane 65
Skill test 65
SLMG 65
Small aircraft 65
Small balloon 65
Small Rocket 65
Special VFR flight 65
State of the operator 65
Technical Harmonisation Regulation 65
Telecommunications System 65
Tethered flight 65
Touring motor glider 65
Type rating 65
Uncontrollable balloon 65
UK licence 65
viii The ANO in Plain English
UK licence for which there is a JAR-FCL equivalent 65
UK licence for which there is no JAR-FCL equivalent 65
UK reduced vertical separation minimum airspace 65
Valuable consideration 66
Visiting force 66
Visual Flight Rules 66
Visual Meteorological Conditions 66
Art 130 - Public transport and aerial work 66
Valuable consideration 67
Art 131 - Saving 70
Art 132 - Exceptions for certain classes of aircraft 70
Art 133 - Approval of persons to furnish reports 70
Art 134 - Competent authority 70
Schedule 1 71
Orders Revoked 71
Schedule 2 73
Part A - Table of general classification of aircraft 73
Part B 74
1 - General 74
2 - Position and size of marks 74
3 - Width, spacing and thickness of marks 74
Part C 74
Aircraft dealer's certificate - conditions 74
Schedule 3 75
Part A 75
A Conditions 75
B Conditions 75
Part B 76
Schedule 4 77
Aircraft equipment 77
Table 78
Scale A 86
Scale AA 87
Scale B 87
Scale C 87
Scale D 87
Scale E 87
Scale EE 88
Scale F 88
Scale G 88
Scale H 88
Scale I 88
Scale J 88
Scale K 89
Table of Contents ix
Scale L1 89
Scale L2 91
Scale M 92
Scale N 92
Scale O 92
Scale P 93
Scale Q 93
Scale R 93
Scale S 93
Scale SS 93
Scale T 94
Scale U 94
Scale V 94
Scale W 94
Scale X 94
Scale Y 94
Scale Z 94
Schedule 5 95
Radio & radio navigation equipment to be carried in aircraft (Art 15) 95
All (not gliders) in UK 95
All in UK 95
All (not gliders) in UK 95
All UK aircraft 95
Scale A 96
Scale B 96
Scale C 96
Scale D 96
Scale E 96
Scale F 96
Scale G 96
Scale H 96
Scale J 96
Schedule 6 97
Aircraft, engine and propeller log books 97
Aircraft log book 97
Engine log book 97
Variable pitch propeller log book 97
Schedule 7 99
Areas for flight navs or nav equipment on public transport aircraft 99
Area A - Arctic 99
Area B - Antarctic 99
Area C - Sahara 99
Area D - South America 99
Area E - Pacific Ocean 100
Area F - Australia 100
Area G - Indian Ocean 100
x The ANO in Plain English
Area H - North Atlantic Ocean 100
Area I - South Atlantic Ocean 100
Area J - Northern Canada 100
Area K - Northern Asia 100
Area L - Southern Asia 100
Schedule 8 101
Flight crew - licences and ratings 101
Private Pilot's Licence 101
Basic Commercial Pilot's Licence 102
Commercial Pilot's Licence 102
Airline Transport Pilot's Licence 103
National Private Pilot's Licence (Aeroplanes) 103
Flight Navigator's Licence 104
Flight Engineer's Licence 104
Flight Radiotelephony Operator's Licence 104
Ratings 104
Certificates of test or experience 106
Maintenance of Validity of NPPL 108
Schedule 9 109
Air traffic controllers - ratings 109
Aerodrome Control Rating 109
Approach Control Rating 109
Approach Radar Control Rating 109
Area Radar Control Rating 109
Area Control Centre Rating 110
Schedule 10 111
Public transport - operational requirements 111
Part A - Operations Manual 111
Part B – Crew Training and Tests 111
Part C – Training Manual 112
Schedule 11 113
Documents to be carried by UK registered aircraft 113
Public transport 113
Aerial work 113
International private flights 113
Permission under article 16 113
Schedule 12 115
Penalties 115
Provisions in Article 122(5) 115
Other Legislation 118
Provisions in Article 122(6) 118
Schedule 13 121
Parts of Straits relating to aircraft in transit over UK territorial waters 121
Table of Contents xi
Straits of Dover 121
North Channel 121
Fair Isle Channel 122
Schedule 14 123
Aerodrome Manual 123
Rules of The Air 125
Interpretation 125
Air traffic control clearance 125
Anti-collision light 125
Apron 125
Ground visibility 125
Hang glider 125
IFR flight 126
Manoeuvring area 126
The Order 126
Runway 126
Simulated instrument flight 126
Special VFR flight 126
VFR flight 126
Section II - General 126
2 - Application of Rules to aircraft 126
3 - Misuse of signals and markings 126
4 - Reporting hazardous conditions 126
5 - Low flying 126
6 - Simulated instrument flight 127
7 - Practice instrument approaches 127
Section III – Lights and other signals to be shown or made 127
8 – General 127
9 - Display of lights by aircraft 127
10 - Failure of navigation and anti-collision lights 128
11 - Flying machines 128
12 - Gliders 128
13 - Free balloons 128
14 - Captive balloons and kites 128
15 - Airships 129
Section IV – General Flight Rules 129
16 - Weather reports and forecasts 129
17 - Rules for avoiding aerial collisions 130
18 - Aerobatic manoeuvres 131
19 - Right-hand traffic rule 131
20 - Notification of arrival and departure 131
21 - Flight in Class A airspace 131
22 - Choice of VFR or IFR 131
23 - Speed Limitation 131
Section V – Visual Flight Rules 131
24 - Application 131
xii The ANO in Plain English
25 - Flight within controlled airspace 131
26 - Flight outside controlled airspace 131
27 - VFR flight plan and air traffic control clearance 132
Section VI – Instrument Flight Rules 132
28 – Application 132
29 - Minimum height 132
30 - Quadrantal Rule and semi-circular Rule 132
31 - Flight plan and ATC clearance 132
32 - Position reports 133
Section VII – Aerodrome Traffic Rules 133
33 - Application of traffic rules 133
34 - Visual signals 133
35 - Movement of aircraft on aerodromes 133
36 - Access to and movement of persons and vehicles on the aerodrome 133
37 - Right of way on the ground 133
38 - Launching, picking up and dropping of tow ropes, etc. 133
39 – Flight in traffic zones 134
Section VIII – Special Rules 134
40 - Upper Heyford Mandatory Area 134
41 - Use of radio navigation aids 134
Section IX – Aerodrome Signals and markings – Visual and Aural Signals 134
42 - General 134
43 - Signals in the signals area 134
44 - Markings for paved runways and taxiways 135
45 - Markings on unpaved manoeuvring areas 135
46 - Signals visible from the ground 136
47 - Lights and pyrotechnic signals for control of aerodrome traffic 136
48 - Marshalling signals (from marshaller to aircraft) 137
49 - Marshalling signals (from pilot to marshaller) 137
50 - Distress, urgency and safety signals 137
51 - Warning Signals to aircraft in flight 137
Chicago Convention 1944 139
Index 149
By the same author: 157
JAR Professional Pilot Studies 157
Operational Flying 157
The Helicopter Pilot’s Handbook 157
The BIOS Companion 158
Introduction
What’s commonly called the ANO
(i.e. the big green book), actually
consists of many parts, including the
Rules of the Air and Air Navigation
(General) Regulations. This book (so
far) deals with Part 1, the Air
Navigation Order, and Part 2, The
Rules of the Air, which are officially
called Statutory Instrument 2000 No
1562 and 1991 No 2437. They are, of
necessity, written in legal language,
which is bad enough, but are also
difficult to get around. The value of
this book therefore lies not just in
making them easier to understand,
but in the comprehensive indexing.
The text has been severely edited, so let
me repeat some words from the
front, in case you missed them:
This book is not intended to be
authoritative. No liability can be
accepted by the author or publisher,
their distributors or dealers for
situations arising from its use. The
final authority lies in the regulations
themselves, so if you need legal
advice, go see a lawyer.
Mind you, even that might not help,
as you will get a different
interpretation of the rules from any
lawyer who is not an aviation
specialist - make sure your lawyer
understands aviation matters, because it’s
all too easy to accept the rules at face
value. Very often, the answer to a
problem is found by going a little
further back in the legislative chain
(subtle hint). For more on this, refer
to the next chapter.
The ANO itself consists of Articles
and Schedules, the latter being
amplifications of the former, so
where an Article would require an
aircraft to carry markings, the related
Schedule would spell out how they
are to be made and positioned.
As well as using standard aviation
phrases as shorthand, and a few
acronyms, it is assumed that all
activities will be carried out safely,
with any equipment required being
approved and serviceable, unless
allowed under an MEL or with CAA
permission, to save unnecessary
repetition (and a lot of typing), and
2 The ANO in Plain English
that the word 'approved' means
'approved by the CAA’. The word
'Convention' means the Chicago
Convention, as amended. Also,
remaining engines (when one fails)
will operate within maximum
continuous power conditions in the
C of A. Acronyms include (but are
not limited to):
AIP Aeronautical Information Publication
AGL Above Ground Level
AMSL Above Mean Sea Level
AOC Air Operator’s Certificate
APU Auxiliary Power Unit
ATC Air Traffic Control
ATPL Airline Transport Pilot’s Licence
CEO Chief Executive Officer
C of A Certificate of Airworthiness
C of R Certificate of Registration
CPL Commercial Pilot’s Licence
CRM Crew Resource Management
DOCs Direct Operating Costs
MTBF Mean Time Between Failure
NAMNPS North Atlantic Minimum Navigation
Performance Specification
PF Pilot Flying
PNF Pilot Not Flying
PPL Private Pilot’s Licence
SOPs Standard Operating Procedures
TCA Terminal Control Area
Tips For Reading Legal Stuff
Simply take the confusing passage
and split it up into separate lines
based on where commas appear in
the text.
Legal Stuff
Aviation is affected by many other
laws relating to commercial life that
need to be known to protect your
interests, which, when you think we
all started off with Ten
Commandments, makes you
wonder. The background to some is
international, but most come about
in the way that UK law is usually
created, the most distinguishing
feature of which is that not all of it is
written down. Luckily, most of what
concerns you is.
Common Law
Very briefly, but accurately enough
for our purposes, UK law
commences with the Common Law,
which derives its power from having
been around from "time
immemorial", a phrase which
technically means from before 1189,
and from not having been put into
abeyance by Act of Parliament.
Common Law is not written down,
but its principles are regarded as
common knowledge among the
population, based on the idea that
people have certain rights as a result
of being created by God (who is
supreme). During medieval times,
when people went off on Crusades,
etc., they would return to find the
King had declared their lands vacant
and taken them for himself, which
would include towns, animals, serfs,
and the rest, so, on June 15, 1215,
various Lords forced King John to
sign the Magna Carta at Runnymede,
which guaranteed the common man
his rights, hence Common Law. One
of these was the right to enter into
contracts, and be bound by them,
which becomes relevant with Public
Transport, mentioned in article 130,
but what’s more important is the
Common Law Right of Silence,
which means you're not obliged to
say anything to anyone on the very
reasonable premise of not being
expected to incriminate yourself.
New legal developments do not
propose to take this away, but allow
juries to take your silence, and
reasons for it, into account, which
may be commercial, or otherwise.
Statements (made by you), therefore,
could cause a problem. If given, they
should cover all relevant points, not
4 The ANO in Plain English
just answers to the investigator's
questions, which may only reflect
what he wants to hear. What is
actually relevant is naturally open to
argument, which is why you should
either have expert assistance or stay
silent. Where a jury is allowed to take
notice of your silence, you could
explain that you were not convinced
that such points were being covered.
Digression: As nothing generally
happens except by agreement (which
means a contract is formed), there is
an implication of confidentiality
between you and an interviewer,
meaning that anything discussed by
yourselves should not be relayed to
third parties—this includes within
the CAA, as they make copies of
everything.
Common Law cannot be altered by
Parliament or any other authority,
but it can be put into abeyance,
coming back into effect when that
provision is repealed or replaced.
Thus, the common law applies
unless it is expressly or necessarily
implied that it has been properly put
into abeyance by plain words in an Act
of Parliament.
Negligence
The Common Law imposes on every
citizen a duty of care to other
people. Unfortunately, there is no
standard as to how much is
reasonable but, in aviation cases, you
may find that your duty is absolute
and anything, however remote, will
be judged as foreseeable. Also, juries
generally consist of people who
haven’t a clue what aviation is all
about, and probably think that
planes or helicopters are a pain
anyway, so behave accordingly (they
will certainly be aware that aviation
companies must carry lots of
insurance, even though its existence
is not strictly relevant to a court).
Administrative Law
Parliament often makes laws about
subjects it knows nothing about, or
cannot keep up with, or which are
strictly for a local area (i.e. bye-laws),
so it may grant a suitably qualified
person or authority (e.g. the
Secretary of State or CAA, in our
case) the power to make laws on its
behalf, which saves a lot of time.
This is known as subordinate
legislation (or more commonly, and
wrongly, as delegated legislation). The
Canadians call it Administrative Law,
which is a better name. In UK, it is
mostly brought to the notice of the
public by statutory instruments, which is
where we come in, because that is
how the Air Navigation Order, and
most other laws that affect your
professional life, have been made
(the ANO is both a Statutory
Instrument and an Order in Council).
In contrast, CAA Charges Schemes
are subordinate legislation but not
statutory instruments, in the same
position as the appointment
documents of an Authorised Person,
discussed later.
The major point concerning this
type of law is that it can be invalid
under certain circumstances, whereas
an Act of Parliament cannot. When
this happens, it is known as being
ultra vires when it purports to deal
with subjects outwith its terms of
reference (ultra vires is Latin for
"outside the powers"). This could be
where some conditions concerning
its existence are not fulfilled, such as
the print size in the SI document
Legal Stuff 5
being not the same as specified. You
may think this is a technicality, but
this method of law-making must
have strict controls, for obvious
reasons, and every effort is made to
give the citizen the benefit of the
doubt, as it's not on to deprive
anyone of their rights because
somebody got the procedures
wrong. For example, there was a
gentleman who escaped a parking
ticket because the yellow lines he
was parked on were 2 inches thinner
than the size specified. In this way,
Parliament is supposed to keep a
tight control on any authority that
may be created by Act of Parliament,
because the end result could be that
Civil Servants end up making
unauthorised laws, and they aren't
elected. In fact, a lot of the ANO
consists of short paragraphs giving
people permission to do things.
In UK, to be enforceable,
subordinate legislation must also be
given judicial notice, so it can be
admissible evidence in a Court of
Law. It's worth noting that the Civil
Aviation Act 1982 does not appear
to grant this to its subordinate
legislation, which has the effect of
shifting the burden of proof of being
intra vires (or within its terms of
reference) to the maker of the law,
rather than to you to prove the
opposite, that is, that it may be ultra
vires. In the absence of provisions
requiring judicial notice to be taken
of it, subordinate legislation must be
pleaded (and proved by) the party
seeking to rely on it, but this virtually
never happens.
Although subordinate legislation
need not necessarily be brought to
Parliament’s notice (because there's
so much of it), the Act behind it
usually requires submission to some
sort of procedure, in our case
Affirmative or Negative Resolution. The
difference is simple; where
affirmative procedure is used, SIs do
not become law unless actually
approved by Parliament—in other
words, a vote of approval is
specifically given. Negative
procedure means they are law unless
rejected by Parliament within 40
days. For the Civil Aviation Act
1982, as to whether a particular
procedure is used or not depends on
Schedule 13, which expressly
provides for negative resolution,
except noise certification, which uses
affirmative.
The process is overseen by a
Committee which, unfortunately,
only has jurisdiction while the
Instrument lays before Parliament. It
meets every 14 days, so it is possible,
with judicious timing, for
Instruments to get the minimum
time for scrutiny, as there is no prepublicity – it just arrives on the table,
so to speak, at the same time as in
the shops and both Houses. As there
are not many members on the
committee, and they may need to
look at over 100 at a sitting, for all
practical purposes Instruments are
not read.
There is no general rule as to when
an Instrument may be unenforceable
because of the wrong procedure,
because each case turns on its own
circumstances. A penal statute (that
is, one involving penalties for its
contravention), however, must be
strictly observed, a classic case being
that of Ronald Biggs, who could not
be extradited from Trinidad because
the extradition treaty between
Trinidad and the UK had not been
laid before the Trinidad Parliament.
Since Civil Aviation subordinate
6 The ANO in Plain English
legislation purports to be
enforceable by criminal proceedings,
it occupies the same position. In a
remedial case, though, some latitude
would be allowed, such as where a
person was being refused a licence
which would enable a living to be
earnt because the law had not gone
through the proper procedure.
Interpretation
Expressions in subordinate
legislation have the same meanings
as those in the Acts behind it, unless
there is a clear statement otherwise.
In fact, interpretation must be done
in terms of:
·  a combination of the common
law rules for interpretation of
statute
·  the particular enabling Acts, and
·  the context of the regulation
using the Interpretation Act 1978 as a
guide, not the circumstances of the
case. This is because legislation may
have been badly drafted, leaving it
open to interpretations the enabling
Acts do not permit, from which
injustice could result (Commissioners'
Decision 1/74). As far as we are
concerned, the first interpretation is
made in the cockpit. You (as
Commander) have the final authority
as to the disposition of your aircraft
(Chicago Convention Annex 2
Chapter 2, as embodied in the Civil
Aviation Act 1982), while you are in
command, therefore your word is
law until overturned by judicial
review on an application made
within 3 months by a person with a
lawful interest.
In the case of doubt, interpretation
is always primarily a matter for the
High Court, because a magistrate’s
court tends to concern itself with
fact and not law (that is, whether a
case should be brought in the first
place), with the above methods of
guidance used as support in case of
ambiguity. Any judgements would
probably take place according with
the spirit of the law, that is, what, in
the judge's opinion, was the
presumed intention of those who
made it. If a literal interpretation
isn't absurd, then it applies regardless
of any inconvenience it may cause
(subject to the doctrine of
precedent).
Precedent
Law arises from judicial
interpretations as well, because
notice is taken of them later,
depending on the status of the court
in which they were made. Those
from the House of Lords (the
highest in the land) are binding on
lower courts, but not the other way
round—what a Crown Court may
think has no bearing on the House,
although it does in Magistrate's
Courts, which are lower. This judicial
precedent must be written down
somewhere, otherwise decisions
would get forgotten, hence the
expression case law. The idea is that,
once an issue is resolved, it does not
need to be reconsidered later when
facts are substantially similar.
Summary
So, to summarise, whether a law
affects you or not depends on:
·  The validity of the law itself
Legal Stuff 7
·  If it's valid, whether it's
enforceable
·  Whether it's been interpreted
correctly in the circumstances
·  Whether the court actually has
jurisdiction.
With reference to jurisdiction,
Section 99 (3) of the 1982 Act says
that (for the purposes of conferring
jurisdiction) any alleged offences
under the ANO or Section 81 do
not take place in an actual place, but
only in a deemed place, which means
that cases can be heard at selected
places, to give some flexibility where
a British registered aircraft acts
dangerously towards a Dutch ship in
international waters, where the
jurisdiction can therefore be given to
the place where the offender is
caught – the best example of this
was the Lockerbie trial, where a
Scottish Court was convened
abroad. This point is also useful to
you, in that it means you may not
have to go to the court nearest to the
place you're supposed to have
committed the offence, but could
choose by manoeuvre something
more convenient, like where your
solicitor lives, or where the juries are
more friendly.
Talking of Scottish Courts, be aware
that Scottish Law is based on Roman
Law and therefore different in many
ways from the rest of the UK.
UK Air Transport Law
Although you are usually concerned
with law that affects you as a pilot,
Air Transport Law in the UK is
made in the same way as any other,
by a mixture of Common Law, Acts
of Parliament and subordinate
legislation which sometimes
implement international agreements
(see later). Where the question of
interpretation arises, reference is
sometimes made to Road Transport
in comparison, especially for
production of licences.
The CAA
The Civil Aviation Authority was
created as a statutory body corporate
by section 1 (1) of the Civil Aviation
Act 1971, which is now Section 2(1)
of the Civil Aviation Act 1982.
Under this Act, which received
Royal Assent on 5 August 1971, the
Aerospace Minister for the time
being in office was made responsible
for the organisation and
development of Civil Aviation in its
many and varied aspects. Thus, the
CAA came into being in early 1972,
combining under one Authority
functions previously carried out by
various organisations such as the
Boards of Trade, Air Registration
and Air Transport Licensing . In
fact, up till the mid-30s, civil aviation
was controlled by the Air Ministry,
which naturally concentrated on
military needs. In 1936, the ARB was
formed from various interested
parties – it was actually a limited
company which had permission to
drop the word from its title. The
ARB subsequently became the
Airworthiness Division of the CAA.
As a corporate body (which only
consists of Board Members, or the
equivalent of shareholders in a
Limited Company, acting
collectively), the functions of the
CAA are specified in the statute
creating it. The 1971 Act was
repealed and replaced by The Civil
Aviation Act 1982, which was a
Consolidation Act, not debated in
Parliament (actual changes would
have been done by a Civil Aviation
8 The ANO in Plain English
(Amendment) Act, a subtle
difference).
The manner in which the CAA is to
perform its functions is given in
Section 4. The regulation of the
carriage of passengers for reward
takes place under Section 64. Section
60 authorises things to be done by
Air Navigation Order, which may
pass functions on to the CAA, but
this is not mandatory. Section 2 (4)
points out that the CAA is not to be
regarded as a servant or agent of the
Crown, but section 20 (2) allows it to
act on behalf of the Crown in clearly
specified cases.
There was an oversight in
establishing the CAA, in that the
ARB (a company limited by
guarantee, which carried out many of
its functions previously) was subject
to the jurisdiction of the
Parliamentary Commissioner,
whereas the CAA is not. This
increases the difficulties of getting
redress for wrongs committed.
Para 2 of Pt III of Schedule 13 to
the Civil Aviation Act, 1982 permits a
statutory instrument carrying the title
Air Navigation Order to make
incidental, supplementary or
transitional provisions. Here is a list
of functions that may be conferred
on the CAA by (or under) an Air
Navigation Order, from Sect 3 (c):
·  Registration of aircraft
·  Safety of air navigation and
aircraft (including airworthiness)
·  Control of Air Traffic
·  Certification of operators of
aircraft
·  Personnel Licensing
·  Noise Certification
·  Certification of airworthiness of
aircraft
·  Licensing of aerodromes
·  Approval of persons and
equipment
·  Approval of schemes for the
regulation of flight times
·  Validation of any certificate or
licence
Other functions were later added,
such as receiving of MORs.
However, there seems to be nothing
that permits an ANO to specify who
enforces it. There is also some
question as to whether the provision
for an ANO is actually made under
powers granted by Section 60, which
means it is not an ANO as defined,
and may not be enforceable. Note
also that, although the ANO may
prohibit you from engaging in Air
Navigation, certain activities are
nothing to do with the subject, as
they take place outside chocks
on/chocks of (or rotor start to
rundown). Filling in Tech Logs is
arguably one.
Anyway, as the above functions are
specified by subordinate legislation,
there is no power to be concerned
with anything not mentioned. There
are two reasons for this. The first is
that those activities would be ultra
vires anyway, and the second
concerns the CAA being funded by
charges schemes, that is, other peoples'
money. Funds utilised for anything
not authorised are improperly used,
technically being misappropriation of
funds. At first sight, it might seem
that the CAA could use its funds to
Legal Stuff 9
bring prosecutions, but the problem
is that prosecutions (criminal ones,
anyway) are brought by the Crown
(R v Fred Bloggs, for instance) so
these activities would have to be
specifically allowed under the terms
of sect 20 (2) of the Civil Aviation
Act 1982. The bringing of criminal
prosecutions has not been conferred
on the CAA by ANO, and it cannot
be because it is not listed in Section
3 of the Civil Aviation Act 1982 as a
conferrable function (see above).
Anyway, Section 2 (4) declares that
the CAA is not to be regarded as an
agent of the Crown.
Close inspection of Section 2 also
discloses that the CAA is a juristic
person (artificially created), meaning
that it is very definitely subject to the
ultra vires doctrine, so the burden of
proof falls upon that person to
prove its right to do anything, the
reverse position to the case of a
natural person, who is innocent until
proven guilty—the end result of this
is that an offence must be proved
beyond reasonable doubt in every respect
before a prosecution brought by a
juristic person can be upheld against
a natural one (i.e. you).
Any natural person (say an
investigator) laying information
before a court on behalf of a juristic
one (say, the CAA) must be duly
authorised. This is Rule 4 (1) of the
Magistrates Courts Rules 1981,
which is in fact an instruction to
officers of those courts to ensure
that such is the case. If he's found
out then (or later) not to be
authorised for any reason, then the
person who laid the information
could actually be considered to be
the prosecutor, which means the
wrong person is described on the
charge sheet and possibly without
proper authority to bring charges
anyway.
International Air Law
This is to reduce the possibility of a
phenomenon known as conflict of laws,
and the confusion that could arise
where, say, a claim for damages is
brought in a French court in respect
of injury to a Dane whilst travelling
on a ticket bought in Holland for a
journey from Germany to England
on an Italian plane.
International Law (Public or Private)
consists of internationally agreed
rules that courts of participating
states apply to cases with a foreign
connection, the private side of things
affecting individuals and the public
side affecting states. Public
International Law takes precedence
over Private, which in turn is
superior to State law, although
ultimately (short of war)
International Law is unenforceable
where the original consent
disappears.
Air Law has mainly evolved through
agreements between "high
contracting parties", through various
International Conventions or
Treaties, too numerous to mention
here. These form the basis of Public
International Law which in turn can
be incorporated into the law of
individual states, an example in the
UK being the UK Carriage by Air Act
1961 in relation to the Chicago
Convention of 1944 (in fact, the
Chicago Convention and its annexes
are also in Section 60 (2)(a) of the
Civil Aviation Act, 1982).
A Convention is an agreement that
many nations are at liberty to enter
into and the word Treaty is used to
indicate agreements between two (or
10 The ANO in Plain English
more) States that bind only
themselves. The Tokyo Convention
1963, for instance, relates to
offences committed on board
aircraft (but not to offences
committed by aircraft, as such).
Thus, Conventions can cover many
subjects, including the agreement of
standards for navigational equipment
and documentation, but they can
also establish governing bodies, such
as the International Civil Aviation
Organisation (ICAO).
ICAO is a worldwide body
convened by governments while the
International Air Transport Association
(IATA) is an equivalent body
established by the airlines. Although
IATA is a private organisation
comprising of virtually all the
scheduled airlines of the world, it
nevertheless has strong links with
ICAO and governments, and is
often used by many airlines as an
agent for inter-airline cooperation.
IATA has many committees, but the
most significant is Traffic, which
negotiates many arrangements
between states and airlines (you will
also come across it when dealing
with dangerous goods). Other airline
organisations exist, particularly
within Europe, which operate on a
similar basis. As well as certain
freedoms granted by Conventions
over the years (such as flying over
certain territories, taking tech stops
and collecting or discharging
passengers), other rights of
commercial entry are established by
bilateral agreements, which provide
for route(s) to be flown, estimate
traffic capacity, frequencies of
service and establish other precise
rules under which operator and crew
licensing are accepted by the
respective parties to the agreement.
I - Registration and
Marking
Art 3 - Aircraft to be registered
Aircraft flying in or over the UK
must be registered somewhere in the
Commonwealth, in a Contracting
State or a country which has a
suitable agreement. Exceptions are
kites or captive balloons, and
privately operated gliders operating
solely in the UK, that is, not engaged
on public transport or aerial work,
except instruction or flight testing in
club aircraft where the instructor and
victim, sorry, trainee, are members.
In addition, provided the flight takes
place only in the UK, an aircraft
without a C of A or permit to fly
may fly unregistered for:
·  experiments or testing
·  qualification for C of A or
permit to fly
·  demonstrations for sale or to
employees
·  training or testing of employees
·  maintenance flights
The operator and minimum crew
must be approved by the CAA and,
if not registered, the aircraft must be
suitably marked as per Articles 15,
17, 43, 46, 76 and 78. Only essential
cargo and persons may be carried.
Unless approved, you may not fly
over congested areas. See also: B
Conditions in Part A of Schedule 3.
Art 4 - Registration in UK
The CAA is the relevant authority,
and maintains the register, but an
aircraft will not necessarily be
included if it is registered elsewhere
and remains so, if an unqualified
person holds a share in it, it could be
more suitably registered in another
part of the Commonwealth, or the
public interest is affected.
These people are qualified owners:
12 The ANO in Plain English
·  the Crown in right of Her
Majesty's Government in UK
·  Commonwealth citizens
·  nationals of any EEA State
·  British protected persons
·  bodies incorporated in the
Commonwealth with principal
places of business in any part
·  undertakings formed in EEA
States with registered offices,
central admin or principal place
of business within the EEA
·  firms (see Partnership Act 1890)
doing business in Scotland.
The CAA may allow an aircraft
owned by an unqualified person
(living or having a place of business
in the UK) to be registered if
everything else is OK, provided it is
not used for public transport or
aerial work, but it may still be
registered to a qualified charterer.
Otherwise, registration normally
becomes void if an unqualified
person acquires a legal interest or
share, except where an undischarged
mortgage is involved, and the other
mortgagees disagree. An ‘interest in
an aircraft’ does not include one to
which you are entitled only by being
in a flying club, and the term
‘registered owner’ includes, for a
deceased person, his legal personal
representative, and the successor of
a dissolved body corporate.
You must apply in writing to the
CAA, and include any relevant
information as to ownership. Refer
to column 4 of the General
Classification of Aircraft in Part A of
Schedule 2 for its proper description.
The register must include:
·  certificate number
·  nationality mark, & registration
assigned by the CAA
·  constructor’s name and its
designation
·  serial number
·  name and address of owners
with a legal interest share, or
charterer
·  an indication that unqualified
people are involved
The registered owner should get a
certificate of registration, but not
necessarily dealers flying for testing,
demonstration, delivery or storage
(see also Part C of Schedule 2).They
should have a place in UK for
buying and selling aircraft.
You must inform the CAA in
writing of any changes in the original
particulars, the destruction of the
aircraft, its permanent withdrawal
from use, or termination of a demise
charter (see above). If you become
the owner of a UK registered
aircraft, you must inform the CAA
in writing within 28 days.
The CAA may amend the register, or
cancel a registration within 2 months
of being satisfied that there has been
a change in ownership, unless it is
not in the public interest.
Art 5 - Nationality & reg marks
Needed, except by aircraft permitted
to fly without being registered (refer
to Part B of Schedule 2). Such marks
should not indicate registration in
the wrong country, or that it is a
State aircraft without the State’s
permission.
II - Air Operators’
Certificates
Art 6 - Issue of air operators'
certificates
Except under a Police AOC (see
below), a UK registered aircraft may
not fly for public transport unless its
operator holds an air operators’
certificate granted by the CAA,
certifying that the holder is
competent to ensure that aircraft are
operated safely, based on previous
conduct and experience, equipment,
organisation, staffing, maintenance
and other arrangements. Such
certificates remain in force for the
period specified, unless revoked
under Article 81.
Art 7 - Issue of police air
operators' certificates
Flights by UK registered aircraft for
police authorities are considered to
be public transport, and therefore
need an AOC, granted under similar
conditions as above.
14 The ANO in Plain English
Notes
III - Airworthiness and
Equipment
Arts 8 & 9 - Certificates of
airworthiness
Aircraft flying in UK need a C of A
from the State of registration, except
(when only operating in UK) for
kites, or balloons on private flights,
privately operated gliders (that is, not
on public transport or aerial work,
except instruction or flight testing in
club aircraft where the instructor and
trainee are members), aircraft with a
permit to fly, or those working under
A and B Conditions in Part A of
Schedule 3, where, generally
speaking, the operator and minimum
crew must be approved by the CAA
and, if not registered, the aircraft
must be suitably marked, complying
with Articles 15, 17, 43, 46, 76 and
78. Only cargo and persons essential
to the flight may be carried. Unless
approved, you may not fly over
congested areas.
With UK registered aircraft, the
issue of a C of A depends on the
design, construction, workmanship
and materials (including engines) and
equipment for airworthiness,
together with the results of flying
trials, or other tests, which may be
dispensed with if a prototype has
had them done already.
The C of A specifies the appropriate
categories under Part B of Schedule
3, and is issued under the
assumption that the aircraft is flown
for the purposes indicated. It also
specifies the performance group for
Article 36(1). It remains in force for
the period specified, or until the
aircraft (or necessary equipment) is
overhauled, repaired or modified, or
equipment removed or replaced in
an unapproved fashion, or the
completion of mandatory servicing
or modifications.
A foreign C of A may be validated at
any time.
16 The ANO in Plain English
Art 10 - Certificate of
maintenance review
A UK registered aircraft with a
current C of A must be maintained
under an approved maintenance
schedule, including radios and
engines. Those with Transport
Category or aerial work certificates
also need a Certificate of
Maintenance Review, showing when
the last review was done and when
the next is due. The periods will be
specified in the C of A.
Certificates of Maintenance Review
must be issued in duplicate, only by
holders of an AME licence (either
under the ANO or a validated
foreign one), or people authorised by
the CAA for a particular case, who
must verify that maintenance has
been carried out under the
maintenance schedule, that
mandatory inspections and
modifications have been completed
as per the Certificate of Release to
Service, defects in the tech log have
been rectified or deferred, and
Certificates of Release to Service
have been issued.
One copy of the most recent
certificate must be carried in the
aircraft, except when taking off and
landing at the same aerodrome when
remaining in the UK, and the other
kept by the operator somewhere safe
for up to 2 years after its issue
(unless Article 80 disagrees).
Art 11 - Technical Log
Required by every UK registered
aircraft with a transport or aerial
work category C of A, unless it is
below 2730 kg MAUW and not
operated by an AOC holder, where
an approved alternative may be used.
It must be filled in at the end of
every flight, by the commander,
specifically noting the takeoff and
landing times, any known defects
that affect airworthiness or safe
operation (or nil defects) and anything
else required by the CAA from time
to time. Entries must be signed and
dated. Those relating to defect
rectification must be readily
identifiable with the defect
concerned. For a series of
consecutive flights on the same day
at the same aerodrome with the
same commander (except spraying),
the details may be filled in at the end
of the last flight unless a defect must
be reported.
Tech logs must be carried in the
aircraft (see Article 76), with copies
of the entries above kept on the
ground, except for helicopters and
aeroplanes weighing less than 2730
kg, where they may be carried on
board in an approved container, if it
is not reasonably practicable to do
otherwise. They must be preserved
for 2 years after the aircraft has been
destroyed or permanently withdrawn
from use, unless Article 80 disagrees,
or the CAA varies it.
Art 12 - Inspection, overhaul,
repair, replacement and
modification
For any UK registered aircraft
requiring a C of A, unless it comes
under JAR-145.
Except for special category aircraft
below 2730 kg, or private or special
category aircraft where the
owner/pilot does the work (in which
case suitable records must be kept
and equipment used), a Certificate of
III - Airworthiness and Equipment 17
Release to Service must be valid for
the aircraft itself, and any necessary
equipment or radios. The certificate
must certify that any inspection,
overhaul, repair, replacement,
modification or maintenance has
been done in an approved manner
with approved materials, and include
particulars. It may also only be
issued by the holder of an AME
licence under JAR or CAA (or
validated foreign). When abroad, you
can use a foreign engineer if the
MAUW is less than 2730 kg.
A UK or JAR ATPL holder, or UK
Flight Navigator, may adjust direct
reading magnetic compasses (this is
within the definition of ‘repair’).
If work is done where the standard
is low, or a certificate cannot be
issued, you can fly to the nearest
place you can safely get a certificate,
always ensuring you write and tell
the CAA about the whole affair
within 10 days.
Aircraft log books must be kept for
2 years after the aircraft has been
destroyed or permanently withdrawn
from use (but see also Article 80).
Art 13 - Licensing of
maintenance engineers
Applicants must be suitable and
qualified with knowledge,
experience, competence and skill in
aeronautical engineering, with proof
of experience. Subject to conditions
and type ratings, holders may issue
certificates of maintenance review,
certificates of release to service, and
certificates of fitness for flight under
'A Conditions'. They may not
exercise licence privileges if they
know or suspect that their physical
or mental condition renders them
unfit, or under the influence of
alcohol or drugs where their capacity
is impaired.
Licences are valid for the specified
period (not over 5 years), but are
renewable. They are invalid without
the holder’s signature in ink in the
appropriate place.
Foreign licences may be validated at
any time by the CAA.
Art 14 - Equipment of aircraft
Aircraft must be equipped under the
law of the country in which they
registered, and must be able to
display lights and markings, and
make signals, under this and any
subsequent orders.
UK registered aircraft need
equipment in Schedule 4, which
must be approved, except for certain
items, such as timepieces – see
paragraph 3. The CAA may vary this
at any time in particular cases. Public
transport aircraft must have, for each
passenger, a flight briefing card, with
the usual information on it.
Equipment must not be a danger in
itself, and emergency equipment
must be clearly marked for location.
This does not apply to radio
apparatus, except that in Schedule 4
(see below).
Art 15 - Radio equipment of
aircraft
Aircraft need radios and radio
navigation equipment under the law
of the country of registration, or the
State of the operator. Refer to
Schedule 5, which may be varied at
any time by the CAA.
18 The ANO in Plain English
Equipment and installation methods
must be approved for UK registered
aircraft, except unregistered gliders
under Art 3(2).
Modifications must not be made
without CAA approval.
Art 16 - Minimum equipment
requirements
With permission from the CAA,
some UK registered aircraft may
take off in particular circumstances
with certain items (including radios)
unserviceable. Such permission may
be specifically granted, or be
contained in an Ops Manual. Refer
also to articles 31 and 32, and subparagraph (xvii) of Part A of
Schedule 10.
Art 17 - Aircraft, engine and
propeller log books
UK registered aircraft must have log
books for the aircraft itself, each
engine and variable pitch propeller.
See Schedule 6 for what must be in
them. If the aircraft is below 2730
kg, the log books must be approved
by the CAA.
Entries must generally be made as
soon as practicable after the
occurrence, but no later than 7 days
after the expiration of the current
certificate of maintenance review.
However, those required by subparagraphs 2(d)(ii) or 3(d)(ii) of
Schedule 6 must be made at the time
(e.g. inspections, overhaul, etc).
Documents mentioned in log books
are regarded as part of them.
Log books must be kept until 2
years after the aircraft, engine or
variable pitch propeller has been
destroyed or has been permanently
withdrawn from use, but see also
Article 80.
Art 18 - Aircraft weight
schedule
Every flying machine and glider with
a C of A must be weighed, and its C
of G determined, as required by the
CAA. A weight schedule must be
prepared, showing either the basic
weight (e.g. empty with unusable fuel
and oil, and equipment in the weight
schedule) and the C of G for the
basic weight, or approved
alternatives.
Weight schedules must be kept for 6
months after the next weighing, but
see Article 80.
Art 19 - Access and inspection
for airworthiness purposes
Any person authorised to conduct
inspections, etc (in writing by the
CAA) may at any reasonable time
inspect any part of, or material
intended for any part of, an aircraft
or its equipment, or any document,
and may for that purpose go upon any
aerodrome or enter any aircraft
factory.
IV - Aircraft Crew and
Licensing
Art 20 - Composition of crew
Aircraft must carry crews as required
by the country of registration. Crews
on UK registered aircraft must be
adequate for safety and be at least as
specified in the C of A.
A UK registered public transport
machine over 5700 kg must have at
least two pilots, as must turbo jets,
pressurised turbo props, and multiengined turbo props able to carry
more than nine passengers below
5700 kg under IFR. Under the same
conditions, multi-engined turbo
props able to carry less than 10
passengers without pressurization or
multi-engined pistons may use an
autopilot instead (those under a
police AOC may fly single pilot, as
may the multi-engined turbo props
and pistons mentioned above)
A UK registered public transport
helicopter below 5,700 kg able to
carry 9 or less passengers under IFR
or at night must carry two pilots,
unless it has an autopilot with at
least altitude hold and heading
mode, or is under a police AOC.
A UK registered public transport
aircraft must either carry a flight
navigator or suitable navigation
equipment if it is planned to be more
than 500 nm from the point of takeoff and passing over part of any area
in Schedule 7. The flight navigator is
in addition to anyone carried under
this article for other duties.
A UK registered aircraft required by
Art 15 to have radios must carry a
flight radiotelephony operator.
The CAA may specify additional
crew members at any time.
A UK registered public transport
aircraft carrying more than 20
passengers, or capable of carrying 35
but carrying at least one, must carry
cabin crews. The ratio is one to
20 The ANO in Plain English
every 50 (or fraction of 50) seats,
unless varied by the CAA.
Art 21 - Members of flight crew
- requirement for licence
Flight crews need appropriate
licences. Having said that, within the
UK, the Channel Islands, and the
Isle of Man, you can operate radios
without a licence as the pilot of a
UK registered glider not flying for
public transport or aerial work and
not talking to ATC, or being trained
in a UK registered aircraft for flight
crew duties, when authorised by a
licence holder. The messages must
only be for instruction, or the safety
or navigation of the aircraft, on
frequencies exceeding 60 MHz
assigned by the CAA, which are
automatically maintained, and if the
transmitter has external switches.
For other licences, where an aircraft
is being towed, no-one else must be
on board unless they are authorised
or are a trainee. Ex-military pilots
(within the last 6 months) or flight
engineers/navigators upgrading to
pilot or adding types may also fly
without licences under supervision.
Military pilots may fly without
licences in the course of their duties.
You can also be a PIC for renewal of
a pilot's licence or inclusion or
variation of ratings if you are at least
16 with a valid medical certificate
(and comply with its conditions),
under the supervision of an
instructor and nobody else is carried.
It must also be a non-public
transport or aerial work flight,
although your instructor cab get
paid. On single-pilot aircraft, dual
controls must be fitted for the
instructor.
You can act as PIC of a helicopter or
gyroplane at night if you do not have
an IR and have not carried out at
least 5 takeoffs and landings at night
in the last 13 months, under an
instructor, with nobody else on
board, and not engaged on public
transport or aerial work, except
paying the instructor. The same
conditions apply to balloons if you
have not done 5 flights over 5
minutes.
A JAR licence is considered valid for
this article. A non-JAR foreign
licence does not allow you to be paid
for public transport or aerial work,
fly IFR, or give instruction.
You don’t need a licence to fly a
glider unless you are operating the
radio or you are engaged on public
transport or aerial work, other than
aerial work consisting of instructing
or testing in a club aircraft and the
people concerned are members.
You need permission from a
Contracting State if you fly in or
over it in a UK aircraft and your
(UK) licence is endorsed as not
meeting the full specification. You
also need permission from the CAA
if your foreign licence is suspect and
you fly in or over the UK.
Refer also to Article 26 (3)
concerning medical fitness and
pregnancy.
Art 22 - Grant, renewal and
effect of flight crew licences
Licences are granted under Part A of
Schedule 8, assuming you are over
the minimum age, are fit to hold
them and are qualified, having
provided suitable evidence. They are
not valid without the signature of the
IV - Aircraft Crew and Licensing 21
holder in ink. If not otherwise
indicated, licences remain valid for
your lifetime.
UK national licences and additional
ratings in them do not exist (unless
you already hold them) after certain
dates. Commercial licences for
aeroplanes disappear on 30th June
2002, and those for helicopters on
31st December 2002. Microlights and
SLMG licences go on 30st July, 2002.
Flying or assistant flying instructor
ratings for aeroplanes and
helicopters are also gone.
Art 23 - Maintenance of
privileges of aircraft ratings in
UK licences
The validity of UK licences with no
JAR-FCL equivalent (except BCPLs
and Flight Engineer's Licences) are
maintained under this article. UK
helicopter licences with a JAR-FCL
equivalent will stay valid until 30th
June 2000 and afterwards under
article 24.
Valid certificates of test or
experience are required before
exercising the privileges of any rating
or flight navigator's licence, except
for a PPL (Balloons and Airships). A
microlight, SLMG or UK PPL
(Gyroplanes) must have the C of E
in the personal log book. Refer also
to Section 1 of Part C of Schedule 8.
Art 24 - Maintenance of ratings
in JAR-FCL licences, UK
licences with JAR-FCL
equivalents, UK BCPLs and
Flight Engineer's Licences
Licences must bear a valid certificate
of revalidation for the rating under
Section 2 of Part C of Schedule 8.
The holder must also have
undertaken differences training
under paragraph 1.235 of JAR-FCL
1 (for aeroplanes) and paragraph
2.235 of JAR-FCL 2 (for
helicopters), with the particulars in
the personal flying log book under
the relevant paragraph.
Art 24A – Maintenance of
privileges of ratings in
National PPLs
Ratings must be valid under Section
3 of Part C of Schedule 8. PPL(A)
holders must have valid certificates
of test or experience if they wish to
rely on a SLMG or microlight rating.
Refer to Schedule 1 of Part C of
Schedule 8.
Art 25 - Maintenance of
privileges of other ratings
Certificates of test are required for a
flying or assistant flying instructor's
rating (gyroplanes), or an IMC rating
(aeroplanes). Certificates of
revalidation are required for an IR or
instructor’s rating (other than those
mentioned above).
Refer also to Sections 1 & 2 of Part
C of Schedule 8.
Art 26 - Miscellaneous
licensing provisions
If you fail a test required for articles
23, 24, or 25, you cannot use the
privileges of the relevant rating, even
if there is some time left on the
original.
Flight Crew Licences, other than
radio licences, are not valid without a
medical certificate, which is renewed
from time to time. You may not act
as a member of the flight crew of a
UK registered aircraft if you know
or suspect that your physical or
22 The ANO in Plain English
mental condition renders you
temporarily or permanently unfit to
act as such.
If you have a medical certificate, and
are injured enough to stop you
flying, or are ill enough for 21 days
or more, or think you are pregnant,
you must inform the CAA in writing
as soon as possible, or after the 21
days in the case of illness. Your
medical certificate will then be
suspended until a you get a medical
examination or are exempted.
This article doesn’t apply if you are
testing in a single-pilot aircraft for
articles 22(1), 22(3), 23(2), 24(2) or
25, with permission from the CAA,
even if the type is not included in
your licence or your log book,
licence, or whatever doesn’t contain
a C of E or revalidation.
Art 27 - Validation of Licences
The CAA can validate foreign non-
JAR licences at any time, including
those under the law of an EEA state
(see also Annex 1 to the Chicago
Convention). Such licences must be
based on equivalent licences under
Art 22. The Commission must be
asked for an opinion on licence
equivalency within three weeks of
receipt by the CAA of all necessary
information, or inform you of extra
requirements within three months, if
it doesn’t actually grant the
validation.
Otherwise, within three months of
receipt of the necessary information
for the application, either issue the
certificate of validation or inform
you of any additional requirements
or tests.
Art 28 - Personal flying log
book
A logbook is your personal and
private property, not having been
issued to you under the ANO
(actually, a Tech Log occupies the
same position). Also, according to
the relevant Article, only two classes
of people are required to keep a
personal flying log book:
·  Every member of the Flight
Crew of a UK registered
aircraft.
·  Regardless of registration, those
qualifying for licence purposes.
The Civil Aviation Act itself doesn't
mention Log Books, except to
mention fleetingly that an Air
Navigation Order is allowed to make
provision for things to be done to
"documents" other than licences,
which presumably includes them.
However, since the word "issue" is
mentioned in the same breath, and
log books aren't issued to you,
maybe it doesn't. In any case, filling
in logbooks is not within the
ordinary meaning of "air navigation".
Actually, the question of logbooks
can provide a useful illustration of
how interpretations of the law can
vary. The ANO says that everyone
required to keep one needs to
produce a personal flying logbook if
requested to do so within two years
of the last entry. Simple enough, at
first sight. But......
One of the defined classes of person
is "every member of the flight crew
of an aircraft registered in the UK".
The definition of "Flight Crew" (Art
129) includes:
IV - Aircraft Crew and Licensing 23
“…those members of the crew of the
aircraft who respectively undertake to act
as pilot, flight navigator, flight engineer
and flight radiotelephony operator of the
aircraft.”
Therefore, to be flight crew (and
subject to the requirement to
produce a logbook, or maybe
anything else for that matter) there
must be an undertaking at the
moment of the request for
production to act as such, so once
you've finished flying and are off
duty there is no longer one, and no
requirement to produce a logbook
when requested (in any case, there
doesn’t seem to be a requirement to
carry a log book in flight). In other
words, as you're only Flight Crew
between chocks away to chocks on
(or rotor start to rotor rundown)
that's when the requirement exists—
the request to produce should be
made between those times.
Looked at this way, the logbook
referred to could be merely a record
of undertakings to act as flight crew,
which is closed after each one and
must be produceable for two years.
In that case, a copy of the Tech Log
for each flight will do, provided it
has your name and address on it,
with any licence particulars and
employer’s name and address as
required by the ANO (in addition,
particulars of each relevant flight
must be entered at the end of each
one, or as soon as is reasonably
practicable, including the date,
points of departure and landing, time
spent in the relevant capacity, type
and registration marks of aircraft,
any special conditions (such as night
or instrument flying) and details of
any tests, to include type of
simulator, etc., most of which is in a
tech log anyway).
For this purpose, a helicopter is in
flight from when it first moves
under its own power (with the intent
of taking off) until the rotors are
next stopped.
Art 29 - Instruction in flying
You may not instruct any one
learning to fly for a licence or rating
unless you are qualified as PIC on
the aircraft concerned, and have an
instructor rating.
Art 30 - Glider pilot - minimum
age
You must be at least 16 to be PIC.
24 The ANO in Plain English
Notes
V - Operation of
Aircraft
Art 31 - Operations manual
Except for police AOCs (see below),
and training flights under an hour
beginning and ending at the same
aerodrome, the operator of every
UK registered public transport
aircraft must provide an up to date
operations manual for all operating
staff, with the relevant parts
accessible on each flight.
Ops manuals must contain necessary
information and instructions for
operating staff to do their jobs
properly, in particular items in Part
A of Schedule 10. Stuff in a flight
manual need not necessarily be
included (but can be convenient if
the aircraft is away and you need the
information). A copy must be
provided to the CAA at least 30 days
before flight of any relevant aircraft,
with amendments sent before or
immediately after they come into
effect. New aircraft may not fly until
amendments concerning them have
actually been submitted.
Operating staff means servants and
agents employed by the operator,
whether or not as crew, that ensure
that flights are conducted safely.
If equipment in Scale O in paragraph
5 of Schedule 4 (radar) becomes
unserviceable, the aircraft must be
operated for the rest of the flight as
per the ops manual.
Art 32 - Police ops manual
These come in two parts, and
perform the same functions under
the same conditions as those in
article 31. Part I must be approved
by the CAA. A copy of Part II must
be provided to the CAA under the
same conditions as in article 31.
Art 33 - Training manual
Except for police AOCs, the
operator of every UK registered
26 The ANO in Plain English
public transport aircraft must
provide an up to date training
manual for everyone who gives or
supervises the training, experience,
practice or periodical tests required
under article 34(3). It must contain
necessary information and
instructions for such people to do
their jobs properly, especially matters
in Part C of Schedule 10.
A copy must be provided to the
CAA at least 30 days before flight of
any relevant aircraft, with
amendments sent before or
immediately after they come into
effect. New aircraft may not fly until
amendments concerning the new
training have actually been
submitted.
Art 34 - Public transport -
operator's responsibilities
A UK registered public transport
aircraft must have its commander
designated by the operator, who
must also ensure, by every
reasonable means, that radio stations
and navaids for the route or
(planned) diversion are adequate for
safe navigation, and that points of
landing or takeoff are suitable in
terms of performance, manning and
equipment when takeoffs or landings
are expected to be made.
Unless article 6 says otherwise,
operators need not be concerned
about fire-fighting, search, rescue or
other services required only after an
accident.
Flight crews must have the training,
experience, practice and periodical
tests in Part B of Schedule 10
(emergency equipment), and be
competent, particularly with the
equipment in the aircraft for that
purpose. Records must be kept and
be produceable. Emergency
manoeuvres and procedures that
adversely affect aircraft flight
characteristics may not be performed
during any public transport flight.
Art 35 - Loading - public
transport aircraft and
suspended loads
Loading of UK registered public
transport aircraft, including
suspended loads, must be done
under the supervision of someone
who has received written
instructions as to its distribution and
being secured with regard to safety
and compliance with the C of A.
Such instructions must indicate the
APS weight (i.e. its weight from the
weight schedule and equipment
thought necessary) and the C of G at
that weight. This does not apply if
the MAUW does not exceed 1150
kg, or 2730 kg for a flight under 1
hour (on training flights or those
beginning and ending at the same
aerodrome), or the aircraft is a
helicopter under 3000 kg capable of
carrying up to 5 people.
Unless unchanged from a previous
flight (and the commander endorses
the load sheet as such for the next
flight), the supervising person must
prepare and sign an approved load
sheet in duplicate and submit it to
the commander.
Except for aeroplanes below 2730
kg, or helicopters if it isn’t
reasonably practicable, one copy of
the load sheet must be carried on
board when required by article 76
until the flights to which it relates
V – Operation of Aircraft 27
have been completed. One copy
(and the instructions referred to
above) must be kept for six months
elsewhere. Any loadsheets on board
must be carried in an approved
container.
Baggage in the passenger
compartment must be properly
secured and, in aircraft that can carry
more than 30 passengers (except
under a permission pursuant to
article 45(2)(d)) shall not be more
than the capacity of approved spaces
in the passenger compartment.
Art 36 - Public transport -
operating conditions
Except when training, a UK
registered public transport aircraft
must comply with requirements
concerning weight and performance
and flight in specified meteorological
conditions or at night. Information
concerning this will be found in the
C of A (i. e. the flight manual, which
forms part of it), failing which the
best information available to the
commander shall be used.
Except when taking off or landing, a
UK registered public transport
aircraft flying over water must do so
at a height that would enable it to
reach a place it can safely land if an
engine fails. An aeroplane in
Performance Group X must not be
over 60 minutes’ flying time (at
normal cruise speed with one engine
out) from the nearest shore, unless it
has more than two engines.
A Performance Group B helicopter
(i.e. one that must land if an engine
fails, that is, mostly single-engined)
can fly up to 20 seconds away from
where it can autorotate to a safe
landing spot, without suitable
flotation equipment. With flotation
gear, this time may be increased to
three minutes for a helicopter
operating under a normal AOC, and
twenty minutes for a police
helicopter carrying non-permitted
passengers. With only permitted
passengers (see below), the police
helicopter can fly for up to 10
minutes over water, but not further
away than 5 minutes from where it
can autorotate to a safe landing.
Group B helicopters need flotation
equipment along the Thames
between Hammersmith Bridge and
Greenwich Reach between ordinary
high water marks.
Flying time is calculated on flying in
still air at the over water speed in the
C of A.
A Group A2 helicopter must have
flotation equipment to fly over water
for more than 15 minutes. A police
helicopter carrying non-permitted
passengers can do this without it.
A Group A or A (Restricted) public
transport helicopter may operate in a
lesser class. When less than 5700 kg
MAUW and carrying less than 15
passengers, it can pretend to be a
Group A (Restricted), and when
below 2730 kg carrying less than 9
passengers, it can pretend to be
Class B.
A permitted passenger is one
essential to the operation, namely a
police officer, an employee of a
police authority, a medical attendant,
a pilot undergoing training or anyone
else approved by the CAA.
28 The ANO in Plain English
Art 37 - Public transport at
night or in IMC - non-UK s/e
aeroplanes
No! The definition of IMC in this
case is when the cloud ceiling or
visibility are less than, or forecast to
be less than at the relevant times,
1,000 feet and 1 nm at the departure
point, destination or alternate.
Art 38 - UK Public Transport
Aircraft - aerodrome operating
minima
The Ops Manual must contain the
minima of every aerodrome of
intended departure or landing and
every alternate, or at least the
method of calculating them if you
don’t know where you will be flying
to from day to day. If there isn’t a
manual, or it is impractical to include
aerodrome details, they (or the
instructions) must be furnished in
writing to the commander before
flight, with a copy left outside the
aircraft for at least three months.
The minima above must not permit
landing or takeoff in circumstances
prohibited by the relevant the
competent authority would prohibit
it, unless permitted in writing.
You may not start a flight when the
cloud ceiling or RVR at the
departure point is less than that
specified for take-off, or, according
to available information, you would
not be able to land at the destination
or alternate at the relevant ETAs
without descending below 1000 ft
above the aerodrome if the RVR is
less than specified for landing, or
continuing an approach by flying
below the relevant DH (or
descending below the relevant
MDH) without establishing and
maintaining the specified visual
reference.
If you would be required to fly under
IFR at your planned destination, you
must select an alternate, unless no
suitable aerodrome is available.
Art 39 – Non-UK public
transport aircraft - operating
minima
Such aircraft may not fly in or over
the UK without minima provided by
the operator for every intended
aerodrome of landing or take off,
and alternates. The minima
concerned must be no worse than
that calculated under the notified
method, or which comply with the
law of the country of registration,
whichever is more restrictive.
Written CAA approval is required
for such aircraft to conduct Category
II, IIIA or IIIB approaches and
landings, or takeoffs with RVR less
than 150 metres.
Cat II approach and landing means a
landing following a precision
approach using an ILS or MLS with
a DH between 100-200 feet, and an
RVR of at least 300 metres. Cat IIA
is the same, but with a DH below
100 feet, and an RVR of at least 200
metres. The DH for Cat IIB is below
50 feet (or none) and an RVR
between 75-200 feet.
Art 40 - Non-public transport
aircraft - aerodrome operating
minima
Unless authorised by your State of
Registry, you may not conduct a Cat
II, IIIA or IIIB approach and
V – Operation of Aircraft 29
landing (see Art 39(8)), or take off
with an RVR under 150 m. In UK,
such permission must come from
the CAA and be in writing, with
whatever conditions are thought to
be fit.
Neither may you, when descending
to a runway with a notified
approach, go below 1000 ft above
the aerodrome if the RVR is less
than required for landing, or fly
below the relevant DH (or MDH)
without establishing and maintaining
the specified visual reference.
If the conditions require an IFR
arrival, you must nominate an
alternate, unless a suitable one is not
available.
Art 41 - Pilots to remain at
controls
During flight, one pilot must remain
at the controls of UK registered
flying machines or gliders. If two are
required, both must be there during
takeoff or landing. With two or more
on public transport, the commander
must be there. Each pilot must wear
a safety belt with or without one
diagonal shoulder strap, or a safety
harness, except that, during take-off
and landing a safety harness shall be
worn if it is required by article 14 of
and Schedule 4.
Art 42 - Wearing of survival
suits by crew
May be required by article 14 and
Schedule 4, except for police
helicopters.
Art 43 - Pre-flight action by
commander of aircraft
The commander of a UK registered
aircraft must be reasonably satisfied
before takeoff that:
·  the flight can safely be made,
according to the latest
information available
concerning the route and
aerodrome, weather reports and
forecasts, and alternative
courses of action.
·  required equipment (including
radios) is in a fit condition, or
permission is granted otherwise.
·  the aircraft is fit for the
intended flight, and a certificate
of maintenance review is
current and will not expire
during it.
·  the load is of such weight, and
is distributed and secured to be
safely carried.
·  for flying machines or airships,
that enough fuel, oil and engine
coolant is carried, with a safe
margin, and, for public
transport, that the instructions
in the operations manual have
been complied with.
·  airships or balloons have
sufficient ballast.
·  with regard to performance in
the expected conditions, and
obstructions, a flying machine
can safely take off, reach and
maintain a safe height and make
a safe landing at the intended
destination.
30 The ANO in Plain English
·  any pre-flight check system has
been complied with by each
crew member.
Art 44 - Passenger briefing by
commander
Commanders of UK registered
aircraft (except police aircraft) must
take all reasonable steps to ensure
that, before takeoff, all passengers
are familiar with the position and use
of emergency exits, safety belts
(including shoulder straps), safety
harnesses, oxygen equipment,
lifejackets, the floor path lighting
system and all other devices required
by the ANO for individual use by
passengers in an emergency. During
an emergency, all passengers are
instructed in the emergency action
which they should take.
Art 45 - Public transport of
passengers - additional duties
Commanders of UK registered
public transport aircraft (except
police aircraft) must take all
reasonable steps to do the following:
In a landplane intending to fly more
than 30 minutes away from land, or
gliding distance if cabin crews are
carried (and there is a possibility of
having to land on water during
takeoff or landing, including
alternates), all passengers must be
shown how to use the lifejackets. If
the landing on water arises from
going to an alternate, the
demonstration may be delayed until
after the decision has been made to
go there. In a seaplane, ensure that
all passengers are shown how to use
the above equipment before takeoff.
Before the aircraft takes off, and
before it lands, ensure that the crew
are properly secured in their seats,
together with anyone carried under
article 20(7) (cabin crews), who must
be situated so they can help
passengers.
For takeoff and landing, and
turbulence, ensure that all passengers
over 2 years old are wearing seat
belts (including diagonal shoulder
straps) or safety harnesses and that
all passengers under 2 years are using
a child restraint device.
Ensure that baggage in the passenger
compartment is secured and, for
aircraft capable of seating more than
30 passengers, it is either stowed in
approved spaces or elsewhere with
written permission.
For unpressurised aircraft with a C
of A issued on or after 1st Jan 1989,
before FL 100, show passengers how
to use the oxygen. Above FL 120 all
passengers and cabin crews should
be using it, with all flight crew using
it above FL 100. Where the C of A
was issued before then, you have the
choice of the above or doing the
demonstration before FL 130, with
cabin crews and passengers using it
above that.
Art 46 - Operation of radio
Radios must be operated under the
terms of any licence issued by the
country of registration, or the State
of the operator, and by licensed
people at that, as instructed by ATC
or relative to the airspace. They must
not cause interference and may only
be used according to general
international aeronautical practice.
V – Operation of Aircraft 31
Where radios are required, a
continuous listening watch must be
kept by the a member of the flight
crew. You may change frequencies
when so directed. If there is no
objection, you can use a device to
listen for you.
Hand-held microphones may not be
used in UK registered public
transport aircraft in controlled
airspace below FL 150, or during
takeoff or landing.
Art 47 - Minimum navigation
performance
UK registered aircraft in NAMNPS
airspace must have suitable
navigation systems approved by the
CAA in writing.
Art 48 - Height keeping
performance - aircraft
registered in the UK
Unless otherwise authorised by
ATC, UK aircraft in reduced vertical
separation minimum airspace must
have suitable height keeping systems
approved by the CAA.
Art 49 - Height keeping
performance – non-UK aircraft
Unless otherwise authorised by
ATC, a non-UK registered aircraft in
reduced vertical separation minimum
airspace must have suitable height
keeping systems approved by the
country of registration.
Art 50 - Area navigation
equipment - aircraft registered
in the UK
UK registered aircraft in controlled
airspace (whether or not an area
navigation route) need suitable
approved area navigation equipment.
Art 51 - Area navigation
equipment – non–UK aircraft
The equipment mentioned in article
50 must be approved by the country
of registration.
Art 52 - Use of airborne
collision avoidance system
Refer to paragraph 1 of Schedule 5
to see if you need it. Procedures
must be in the Ops Manual if article
31 applies to you. Otherwise,
suitable ones may be used for UK
aircraft, and whatever is applicable
for foreign aircraft.
Art 53 - Use of flight recording
systems and preservation of
records
See paragraph 4(4), (5), (6) or (7) of
Schedule 4 to see if CVR or FDR is
required. If so, they must be in use
from the start of takeoff to the end
of landing, or from rotor start to
stop in a helicopter. The last 25
hours of an FDR must be preserved,
together with a record of at least one
representative flight in the last 12
months, to include a take-off, climb,
cruise, descent, approach to landing
and landing, plus a means of
identifying the record. For a
helicopter, you need the last 8 hours
of an FDR. If combined with a
CVR, then you can choose either the
last 8 hours, or the last 5 hours
against the duration of the last flight,
whichever is greater, plus the period
immediately preceding the last 5
hours or duration of the last flight
(whichever is the greater) or
whatever the CAA may dictate.
32 The ANO in Plain English
See also Article 80.
Art 54 - Towing of gliders
The C of A of a towing aircraft must
allow this. The combined length of
towing aircraft, tow rope and glider
must not be more than 150 metres.
The tow rope must be in good
condition and strong enough, and
the performance of the towing
aircraft good enough to take off
safely, reach and maintain a safe
height for separation and land safely
afterwards at the intended
destination.
Signals must be agreed and
communication established with
ground crew, together with
emergency signals between the
commander of the towing aircraft
and that of the glider, that the tow
should immediately be released by
the glider, and that it cannot be
released.
The glider must be attached to the
towing aircraft before take off.
Art 55 - Towing, picking up
and raising of persons and
articles
Except for radio aerials,
experimental instruments, signals,
apparatus or other required or
permitted article, in emergency or
saving life, or when flying under B
Conditions in Part A, the C of A of
the aircraft concerned must allow
this (but see article 54 for gliders).
Launching or picking up of tow
ropes, banners or similar articles
must be done at an aerodrome.
Except for gliders, towing may not
be done at night or when visibility is
less than one nautical mile. The
combined length of towing aircraft,
tow rope and whatever is being
towed must not be more than 150
metres.
A helicopter may not fly over a
congested area of a city, town or
settlement with a slung load. Only
essential people may be carried.
Art 56 - Dropping of articles
and animals
Articles and animals (whether or not
by parachute) shall not be dropped
(or projected or lowered) from an
aircraft in flight so as to endanger
persons or property, or at any time
to the surface, unless under an aerial
application certificate (see article 58),
for saving life, jettisoning in
emergency, as ballast in the form of
fine sand or water, navigation
purposes, tow ropes or banners at
aerodromes, public health, pollution
or weather purposes (with
permission) or wind drift indicators
for parachutists (also with
permission).
This does not include lowering an
article or animal from a helicopter to
the surface, assuming its C of A
allows it.
Art 57 - Dropping of persons
Except in emergency, or when
saving life, you are not allowed to
drop, be dropped or permitted to
drop to the surface or jump from an
aircraft flying over the UK except
under a police AOC or written
permission from the CAA. This
includes projecting and lowering. In
any case, it cannot be done while
causing danger to persons or
property.
V – Operation of Aircraft 33
It must be allowed by the C of A, or
be done under a police AOC.
If you have permission, you must
have a parachuting manual, as
amended, which serves the same
purpose as an ops manual.
Art 58 - Issue of aerial
application certificates
Needed for dropping of articles for
agriculture, horticulture, forestry or
training.
Applicants must be fit to hold the
certificate and be competent, with
regard to previous conduct and
experience, equipment, organisation,
staffing, etc., to secure a safe
operation. They must also supply an
aerial application manual for their
operating staff.
The aircraft and articles dropped
from it must not endanger persons
or property in the aircraft or
elsewhere. The certificate (subject to
article 81) will remain in force for
the period in the certificate.
Art 59 - Carriage of weapons
and of munitions of war
Not without permission from the
CAA, and the commander informed
in writing (unless under a police
AOC) by the operator before flight
of its type, weight, quantity and
location.
Sporting weapons or munitions of
war (including parts) in any case may
not be carried where passengers
have access, except for police
aircraft. They may only be carried on
board as checked baggage or
consigned as cargo, or in a place
inaccessible to passengers, and must
be unloaded. The operator must be
told about it beforehand and must
consent.
This does not include weapons taken
on board for the safety of the
aircraft.
Art 60 - Carriage of dangerous
goods
This just allows the Secretary of
State to make regulations, with the
provisions. They are on top of
anything in Article 59 (munitions of
war, sporting weapons).
Art 61 - Method of carriage of
persons
Except for police helicopters (with
special procedures in place), people
may not be carried in flight where
they are not supposed to be,
particularly on the wings or
undercarriage. Neither may they be
in or on anything towed, except for
pilots in gliders and flying machines.
However, temporary access may be
allowed for the safety of the aircraft
or any person, animal or goods in it,
and any part where cargo or stores
are carried, if designed for it.
Art 62 - Exits and break-in
markings
Every UK registered public
transport aeroplane or helicopter
carrying passengers must have every
exit and internal door in working
order, all of which must be kept free
from obstruction and able to be
opened during takeoffs, landings and
emergencies, unless not required by
passengers and approved by the
CAA, or are no hindrance. A door
between the flight crew
34 The ANO in Plain English
compartment and any adjacent one
to which passengers have access may
be locked or bolted if the
commander wishes.
Exits must be labelled as such in red
capital letters (and outlined in white
if necessary), and marked on or near
the inside surface (and externally, if
openable from the outside) with
instructions in English, together with
diagrams showing the right way to
use it, also in red, on a contrasting
background.
Break-in areas must be marked on
the outside, in red or yellow, and
outlined in white if necessary to
provide a contrast. If the corners are
over 2 m apart, 9 x 3 cm
intermediate lines must be inserted
to make the distance between any
mark less than 2 m. All markings
must be painted (or be equally
permanent) and be kept clean and
unobscured.
With approval from the CAA, you
may fly with one unserviceable exit
while carrying passengers, if it is
impractical to get it sorted, to a place
where it can be fixed. The exit itself
must be disabled and its emergency
markings covered up. There must
also be a red disc at least 23 cm
across with a horizontal white bar
across it saying 'No Exit' in red
letters.
Art 63 - Endangering safety of
an aircraft
You may not recklessly or
negligently act so as to endanger an
aircraft, or any person in it.
Art 64 - Endangering safety of
any person or property
You may not recklessly or
negligently cause an aircraft to
endanger people or property.
Art 65 - Drunkenness in
aircraft
You may not enter any aircraft when
drunk, or be drunk in any aircraft.
Flight crew members may not be
under the influence of drink or a
drug to such an extent as to impair
their ability to act as such.
Art 66 - Smoking in aircraft
Notices, visible from each passenger
seat, indicating when smoking is
prohibited must be exhibited in
every UK registered aircraft.
No smoking may take place in any
compartment of a UK registered
aircraft when it is prohibited there by
a notice exhibited by or on behalf of
the commander.
Art 67 - Authority of
commander and members of
the crew of an aircraft
Every person in an aircraft must
obey all lawful commands given by
the commander for securing its
safety and that of persons or
property in it, or the safety,
efficiency or regularity of air
navigation.
Art 68 - Acting in a disruptive
manner
No person in an aircraft may use
threatening, abusive or insulting
words towards crew members, or
behave in a threatening, abusive,
V – Operation of Aircraft 35
insulting or disorderly manner
towards them. Neither may they
intentionally interfere with the
performance of their duties.
Art 69 - Stowaways
No person may be secreted for
carriage in an aircraft without the
consent of either the operator or the
commander, or any other person
entitled to give it.
Art 70 - Flying Displays
Except for the military, or aircraft
races, organisers (i.e. flying display
directors) must get CAA permission
(in writing) for the display.
Applicants must be fit and
competent, with regard to previous
conduct and experience,
organisation, staffing and other
arrangements, to safely organise it.
Commanders of aircraft intending to
participate must take all reasonable
steps to check that such permission
has been obtained, the flight can
comply with any conditions given
with it, and that an appropriate pilot
display authorisation has been
granted. Applicants for
authorisations must be suitable as
above to safely fly in the display.
Usually, a JAA authorisation is valid,
but the CAA may change this.
There may be special conditions for
military aircraft in a civilian display.
36 The ANO in Plain English
Notes
VI - Fatigue &
Protection from
Cosmic Radiation
Art 71 - Application and
interpretation of Part VI
Articles 72 and 73 apply to any UK
registered aircraft engaged in public
transport or operated by an air
transport undertaking, except for
flying instruction given by or on
behalf of a flying club or school, or a
person who is not an air transport
undertaking.
Flight time means all time spent by a
person in flight as crew of a civil or
military aircraft, except those under
1600 kg, and either not flying for
public transport or aerial work, or
engaged on military experience
flights. Day means a continuous
period of 24 hours beginning at
midnight UTC.
A helicopter is in flight from when it
first moves under its own power for
taking off until the rotors are next
stopped, and a military air experience
flight is one by a military aircraft
under the RAF Air Cadet
Organisation providing air
experience to cadets.
Art 72 - Fatigue of crew -
operator's responsibilities
Each operator must have an
approved scheme to regulate flight
times for crews, either in the ops
manual, when one is required, or as a
document freely available to
whoever needs it.
An operator may schedule crew
members if he knows or has reason
to believe that they are suffering
from, or are likely to suffer from,
38 The ANO in Plain English
such fatigue while flying that may
endanger the aircraft or its
occupants. There must be an
accurate and up-to-date record for
that person covering the 28 days
immediately before the flight
showing all flight times and brief
particulars of the functions
performed. The record must be
preserved for 12 months after the
flight concerned.
Art 73 - Fatigue of crew -
responsibilities of crew
You may not be a crew member if
you know or suspect that you are
suffering from, or are likely to suffer
from, such fatigue as may endanger
the aircraft or its occupants. You
must ensure that your operator
knows your flight times for the
previous 28 days.
Art 74 - Flight times -
responsibilities of flight crew
Except for private flights in aircraft
below 1600 kg, or where your total
time since your last medical is less
than 25 hours (and the flight is not
for public transport or an air
transport undertaking), you may not
be a flight crew member if, at the
start of the flight, your previous
flight times exceed 100 hours in the
previous 28 days, or 900 hours in the
past year.
Art 75 - Protection of air crew
from cosmic radiation
Appropriate measures must be
undertaken to assess the exposure to
cosmic radiation in flight of air crew
liable to be subject to over 1
milliSievert per year, and take into
account that exposure for work
schedules with a view to reducing
the dosage. The workers concerned
must be informed of the risks.
Where pregnancy is involved, the
equivalent dose to the foetus must
be as low as reasonably achievable
and be unlikely to exceed 1
milliSievert during the remainder of
the pregnancy (however, you must
notify the company of the
pregnancy).
The definition in article 129 of
"crew" does not apply here. In this
article (and article 77), aircrew has the
same meaning as it does in article 42
of Council Directive
96/29/Euratom of 13th May 1996,
as do the terms highly exposed air crew
and milliSievert.
VII - Documents and
Records
Art 76 - Documents to be
carried
Aircraft must fly with documents
prescribed under the law of the
country of registration. However,
UK registered aircraft must carry
those under Schedule 11, except
when taking off and landing at the
same aerodrome within the UK,
where they may be left there.
Art 77 – Keeping/production of
records of exposure to cosmic
radiation
Must be kept in respect of air crew
as per article 75, together with their
names. They must be produced
within a reasonable period of a
request to do so by an authorised
person.
Art 78 - Production of
documents and records
You must, within a reasonable time
after a request from an authorised
person, produce the C of A and C of
R, flight crew licences, and any
documents mentioned in article 76
(i.e. in Schedule 11). This request
must obviously be made personally,
because you will need to check their
credentials, and because a request to
send your licence somewhere is
actually one to "surrender", which is
not the same thing according to the
1982 Act. The Act itself specifically
mentions "custody", "production"
and "surrender" as three separate
things, so the intention clearly is to
regard them as such. A "reasonable
time" is as long as it takes to reach
inside your navbag in an immediate
post- or pre-flight situation, or
within five days of the original
request, like for driving licences.
40 The ANO in Plain English
As the Civil Aviation Act only allows
provision by the ANO for access to
aerodromes and places where aircraft have
landed for the inspection of
documents, it’s arguable that
requests for production are invalid if
done at your home, for example. A
constable, of course, can go
anywhere within the limits settled by
the Act and the ANO. In practice,
anyone wanting to see your licences
will actually come and visit you if
you are willing to allow it, but you
may be entitled to payment for your
time, like any consultant, provided
you give advance notice that there
will be a charge.
An operator of a UK registered
aircraft must, within a reasonable
time, etc. etc., produce:
·  Radio licence, C of A and C of
R (Schedule 11 A, B & G)
·  the aircraft, engine and variable
pitch propeller log books
·  the weight schedule
·  for public transport or aerial
work aircraft, loadsheet and
relevant parts of ops manual
(Schedule 11 D and H)
·  for aircraft with a transport or
aerial work category C of A,
certificate of maintenance
review and tech log (Schedule
11 E and F)
·  records of flight times, duty and
rest periods, and any associated
with them
·  any operations manuals
·  the record made by any FDR
Holders must produce any licences
within a reasonable time after a
request from an authorised person,
including validations and medical
certificates.
A personal flying log book must be
produceable within a reasonable time
after a request from an authorised
person for 2 years after the date of
last entry.
Art 79 - Power to inspect and
copy documents and records
An authorised person may inspect
and copy any certificate, licence, log
book, document or record he is
empowered to require.
Art 80 - Preservation of
documents, etc.
Operators must still preserve
documents even if they cease to be
operators. This duty falls upon a
personal representative in the case of
death (or, presumably, successor if a
company is dissolved). Where
another person becomes the
operator, the certificates of
maintenance review and release to
service, log books, weight schedule
and any record made by FDR must
be transferred.
Log books relating to engines or
variable pitch propellers transferred
to other operators must go with
them.
Crew duty records must accompany
the people concerned if they go to
another operator flying UK
registered public transport aircraft.
VII – Documents & Records 41
Art 81 - Revocation,
suspension and variation of
certificates, licences and other
documents
The CAA may provisionally suspend
or vary any certificate, licence,
approval, permission, exemption,
authorisation or other document
applicable under the ANO and, after
due inquiry, revoke, suspend or vary
them (an inquiry is not needed flight
for flight manuals or performance
schedules). Such documents must be
surrendered within a reasonable
time. They become invalid anyway
during any breach of their
conditions, unless otherwise
specified inside them.
See article 82 concerning documents
issued under articles 113 or 115.
Art 82 - Revocation,
suspension and variation of
permissions, etc. granted
under article 113 or 115
The Secretary of State may revoke,
suspend or vary any permit to which
this article applies (that is, foreign
aircraft on public transport or aerial
work), but only after notifying the
permit-holder, and after due
consideration, unless it is urgent, but
those conditions must still be
complied with as soon as practicable
afterwards.
In particular, the Secretary of State
may exercise the above powers if the
person to whom the permit was
granted has committed a breach of
any conditions, stops being a
designated person to hold it, or any
international agreements that were
the basis of the permit are no longer
in force (or the foreign government
has committed a breach), or the
relevant authorities have acted
otherwise than in good faith (maybe
by acting unfairly towards a holder
of UK Air Transport Licence or a
route licence).
Any breach of conditions renders
the permit invalid. Permits must be
surrendered on demand.
Art 83 - Offences in relation to
documents and records
You may not, with intent to deceive,
use a forged, or otherwise altered
document (or copy), or one to which
you are not entitled. Neither may
you allow it to be used by anyone
else, or tell lies in order to get one.
You may not intentionally damage,
alter or render illegible any log book
or other record required to be
maintained, or knowingly make false
entries in or material omissions from
them, or destroy them while they are
meant to be preserved. The same
goes for loadsheets.
Written entries must be in ink or
indelible pencil. All statements must
be correct.
No unauthorised certificates under
JAR-145 may be issued.
42 The ANO in Plain English
Notes
VIII - Movement of
Aircraft
Art 84 - Rules of the Air
This article gives the Secretary of
State permission to make The Rules
of the Air, concerning how aircraft
may move or fly, including giving
way to military aircraft, lights or
signals to be shown or made, lighting
and marking of aerodromes and
anything else concerning safety.
This paragraph also makes it an
offence not to obey the Rules, unless
you are trying to avoid immediate
danger, or are complying with the
laws of any country you may be in,
or doing anything with a military
aircraft in the normal course of your
duties (e.g. under JSP 318 or Flying
Orders to Contractors issued by the
Secretary of State).
If you disobey the Rules to avoid
immediate danger, you must report it
within 10 days to the competent
authority of the country where the
incident happened or, if over the
high seas, to the CAA. However, the
Rules don’t absolve you from any
neglect in using lights or signals or
any precautions required by ordinary
aviation practice, or by any special
circumstances.
Art 85 - Power to prohibit or
restrict flying
The Secretary of State may restrict or
prohibit flying for the intended
gathering or movement of a large
number of persons, the holding of
an aircraft race, contest or flying
display, national defence or any
other reason affecting the public
interest. Regulations may also be
made prohibiting, restricting or
imposing conditions on flight by any
aircraft over the UK or near an
offshore installation, and any UK
registered aircraft, in any other
airspace for which Her Majesty's
Government provides aerial
navigation services.
44 The ANO in Plain English
As soon as you become aware that
you are in any restricted airspace
established for national defence or in
the public interest, you must leave by
the shortest possible route, and not
descend, unless otherwise instructed.
You must obey any instructions
given by ATC or whoever is
responsible for safety inside the
airspace, including Danger Areas.
Prohibited Airspace
This may only be created by the
ANO itself; the 1982 Act permits
aircraft to be stopped from flying
over such areas as may be specified
therein. It also allows the ANO to
provide for exemptions, so, unless
specified in the ANO, or exempt
under the terms given in it,
prohibited airspace does not exist.
Mere "notification" of its existence
may not be enough.
Art 86 - Balloons, kites,
airships, gliders &
parascending parachutes
This only applies to aircraft in UK.
Without permission from the CAA,
a captive or tethered balloon may
not fly within 60 metres of any
vessel, vehicle or structure, except
with the permission of any person in
charge of them, with the top of the
balloon not more than 60 metres
above ground level. A captive
balloon may not fly within an
aerodrome traffic zone during its
notified operating hours. Neither can
a kite above 30 metres from ground
level and, in any case, above 60
metres. A glider or parascending
parachute may not be launched by
winch and cable or by ground tow to
more than 60 metres above ground
level, with the latter not being
allowed to fly within an aerodrome
traffic zone during its notified
operating hours.
An uncontrollable balloon needs
CAA permission to fly in airspace
notified for this paragraph. A
controllable balloon in free
controlled flight can only fly in such
airspace, or within an aerodrome
traffic zone during its notified
operating hours during the day in
VMC. In tethered flight, it needs
permission from ATC.
Captive balloons must be securely
moored and not left unattended
unless it has a means of automatic
deflation if it breaks free.
An airship over 3000 cubic metres
may only be moored at a notified
aerodrome, except with written
permission from the CAA. An
airship under 3000 cubic metres,
unless moored on a notified
aerodrome, may not be moored
within 2 km of a congested area, or
in an aerodrome traffic zone, except
with written permission from the
CAA. An airship in the open must
be securely moored and not left
unattended.
You must give the CAA 28 days’
notice in writing to release groups of
small balloons over 1000 in size
simultaneously (i.e. within 15
minutes) at a single site (inside 1
square km) within an aerodrome
traffic zone during its notified
operating hours. For between 2,000-
10,000, or over that, you need
written permission.
VIII – Movement of Aircraft 45
Art 87 - Regulation of small
aircraft
Articles or animals (whether or not
on a parachute) may not be dropped
from small aircraft so as to endanger
persons or property.
Whoever is in charge of a small
aircraft weighing more than 7 kg
without fuel, but including articles or
equipment installed in or attached to
it, must reasonably satisfy himself
that the flight can safely be made,
and obtain permission from ATC to
fly in Class A, C, D or E airspace, or
within an aerodrome traffic zone
during the notified hours of watch
of ATC (unless their permission has
been obtained). Flight may not take
place above 400 ft agl, unless with
the permission previously
mentioned, or for aerial work other
than under a permission issued by
the CAA.
Art 87A – Regulation of
Rockets
This is for small rockets with a total
impulse from the engines over 160
Newton-seconds, and large ones,
except activities under the Outer Space
Act 1986, and military stuff.
All flights must safely be made, and
the airspace used be free from
obstacles, including aircraft in flight.
Flight in controlled airspace must be
cleared by ATC. Flights in
aerodrome traffic zones (see table in
Rule 39 (1)) must be approved by
ATC, FISU or air/ground radio
station in that order. Aerial work
flights must be approved by the
CAA, as must flights by large
rockets.
46 The ANO in Plain English
Notes
IX - Air Traffic Services
Art 88 - Requirement for
approval for provision of air
traffic services
ATC services must be given under
an approval from the CAA.
Art 89 - Manual of Air Traffic
Services
ATC service must be provided under
the terms of a manual of air traffic
services for that place, which must
be produced to the CAA within a
reasonable time after a request for it,
together with any amendments.
Art 90 - Provision of air traffic
services
Except for Government
aerodromes, the person in charge of
an aerodrome with equipment for
providing holding, let-down or
approach aid by radio or radar, must
inform the CAA in advance of when
it is in operation, and when an
approach control service is provided.
Art 91 - Use of radio call signs
at aerodromes
Aerodromes with means two-way
radio communication may not use
call signs improperly.
Art 92 - Licensing of air traffic
controllers and students
Students must be at least 18, and air
traffic controllers must be at least 20.
Licences remain valid for the time
specified, or for life. They must be
signed with ink. Refer to Schedule 9
for ratings to be included. Privileges
may only be exercised if they are.
A certificate of competence must
specify the place or sector and type
of equipment with which the service
is to be provided, and that the
person signing it is satisfied that the
holder has passed an appropriate test
at the place or for the sector with the
equipment, together with the date. It
is valid for 13 months, but becomes
invalid if not used for 90 days. A
student’s licence is only valid under
direct supervision.
48 The ANO in Plain English
Art 93 - Approval of courses
and persons
The CAA may approve training
courses, authorise people to conduct
examinations or tests and approve
people to provide training or
instruction.
Art 94 - Prohibition of
unlicensed air traffic
controllers and students
To act as an air traffic controller, you
must have the appropriate licence or
be properly supervised. If you don’t
have one, in the course of your
employment, you can be instructed
by someone who does, and who is
entitled to give instructions. In any
case, you can give instructions in the
interests of safety, and you don’t
need a licence in the military.
Art 95 - Incapacity of air traffic
controllers
If you get injured or fall ill, enough
to incapacitate you for more than 20
days, or believe that you are
pregnant, you must inform the CAA
in writing as soon as possible. The
licence is still invalid at the end of
the period of disability, so you need
a medical or an exemption before
you can work again.
Art 96 - Prohibition of
drunkenness etc. of
controllers
When exercising the privileges of an
air traffic controller's licence, you
may not be under the influence of
drink or a drug which impairs your
capacity.
Art 97 - Fatigue of air traffic
controllers - controllers'
responsibilities
You may not act as an air traffic
controller if you know or suspect
that you are suffering from or are
likely to suffer from, such fatigue as
may endanger the safety of aircraft.
Art 98 - Licensing of flight
information service officers
You must be at least 18. The licence
is specified for one place, and is
invalid if you don’t use it for 90 days,
or if it isn’t signed in ink.
Art 99 - Prohibition of
unlicensed flight information
service officers
You may not act as a FISO without
a licence.
Art 100 - Flight information
service manual
There must be a flight information
service manual for that aerodrome
or area control centre, produceable
to the CAA within a reasonable time
after a request for it, with
amendments.
X - Aerodromes,
Aeronautical &
Dangerous Lights
Art 101 - Aerodromes - public
transport of passengers,
flying instruction
Except for police aircraft, in UK,
public transport aircraft over 2730
kg carrying passengers, or those
engaged on instruction or testing,
may only take off or land at licensed
aerodromes, or those owned or
managed by the Government or
CAA, with permission. This also
applies to aircraft under 2730 kg,
helicopters, gyroplanes and gliders
(except club aircraft carrying club
members) on instruction or testing,
or public transport journeys which
are scheduled, or are at night.
Aircraft under 2730 kg on flights
starting and ending at the same
aerodrome are also affected.
Places where public transport
helicopters carrying passengers take
off and land at night (except as
mention above) need lighting
enough to identify the area,
determine the landing direction,
make a safe approach and landing,
and takeoff.
Art 102 - Use of Government
and CAA aerodromes
This article gives the CAA
permission to allow aerodromes
owned or managed by it or the
Government to be used for public
transport of passengers or
instruction.
50 The ANO in Plain English
Art 103 - Licensing of
aerodromes
A licence may be granted on the
basis that the applicant is competent,
the aerodrome is safe and the
aerodrome manual is adequate. A
licence for public use means it is
available to all persons on equal
terms and conditions, in which case
the times during which it is open for
public transport or flying instruction
must be notified. The licence does
not become invalid if article 101(2) is
contravened.
An aerodrome manual must be
submitted with every application,
and relevant parts must be made
available to all operating staff.
Amendments must be furnished to
the CAA before or immediately after
they come into effect.
Art 104 – Air traffic service
equipment
Except for any run by the CAA or
Secretary of State, this must be
approved by the CAA. If the
aerodrome licence is for public use,
times of operation must be notified.
Art 105 - Air traffic service
equipment records
Except for equipment run by the
Secretary of State, written records
must be kept and preserved for at
least 1 year. They must be produced
within a reasonable time after a
request from an authorised person.
ATC units must have recording
apparatus complying with Part B of
Schedule 15 that works when the
station is open.
Art 106 - Charges at public
aerodromes
The licensee of an aerodrome with a
licence for public use must inform
the Secretary of State of any charges
made.
Art 107 - Use of aerodromes y
Contracting States and the
Commonwealth
An aerodrome in the UK open to
public use by UK registered aircraft
(whether or not licensed) must be
available to aircraft registered in
other Contracting States or any part
of the Commonwealth to use it on
the same terms and conditions.
Art 108 - Noise and vibration
caused by aircraft on
aerodromes
The Secretary of State prescribes
conditions under which noise and
vibration may be caused. See Sect
77(2) of the Civil Aviation Act 1982.
Art 109 - Aeronautical lights
Except with CAA permission, you
may not interfere with aeronautical
beacons in the UK. Permission will
only be available with the consent of
a general lighthouse authority if they
are near a lighthouse.
Neither may you interfere with
aeronautical ground lights.
Art 109A – Lighting of enroute obstacles
Any building, structure or erection
150m or more above ground level,
except near a licensed aerodrome or
with permission, must have medium
X – Aerodromes, Aeronautical & Dangerous Lights 51
intensity steady red lights (e.g. type C
under the Chicago Convention) visible
in all directions as near as possible to
the top, and equally to ground level
at intervals not above 52 m. Any
failed lights must be replaced as
soon as practicable.
Art 110 - Dangerous lights
Lights may not glare or be mistaken
for aeronautical ground lights.
Where the light may be visible from
waters within the area of a general
lighthouse authority, the CAA may
only exercise powers to alter such
lights with their permission.
Art 111 - Customs and Excise
airports
Any aerodrome may be deemed as
such, or not, as the case may be.
Art 112 - Aviation fuel at
aerodromes
Installations must not render fuel
unfit for use in aircraft. They must
be appropriately marked and
sampled, with written records kept
for at least 12 months. This does not
apply to fuel removed from one
aircraft and meant for use in another
from the same operator.
52 The ANO in Plain English
Notes
XI – General
Art 113 - Carriage for valuable
consideration, non-UK aircraft
Such aircraft may not take on board
or discharge passengers or cargo in
UK where valuable consideration is
given or promised for their carriage,
except with permission from the
Secretary of State, unless exercising
traffic rights under Council
Regulation 2408/92.
Art 114 - Filing and approval
of tariffs
Where a permission granted under
article 113 contains a tariff
provision, the operator or charterer
must file with the CAA the tariff it
proposes to apply on flights to
which it relates.
Art 115 - Aerial photography,
survey and aerial work, non-
UK aircraft
May not be done by aircraft
registered in a Contracting State
other than the UK, or in a foreign
country, without permission
Secretary of State.
Art 116 - Flights over any
foreign country
UK registered aircraft (or any
aircraft, if the operator is in UK)
flying over foreign countries may not
be used for anything prejudicial to
security, public order or public
health in that country. You are not
guilty if you did not know or suspect
anything untoward was happening.
In such cases, you must comply with
any directions from the appropriate
aeronautical authorities unless the
lives of the people on board would
be endangered but, again, you do not
contravene this if you neither knew
nor suspected that directions were
being given by them.
Art 117 - Mandatory reporting
Operators and commanders of UK
registered public transport aircraft,
foreign aircraft with a UK operator,
or those with a C of A powered by
turbine engines, anyone involved in
54 The ANO in Plain English
manufacturing, repairing or
overhauling such aircraft (or
equipment), or who signs certificates
of maintenance review or release to
service for them, air traffic
controllers, managers of licensed
aerodromes, or who fixes ground
equipment for ATC, must report
incidents affecting their work to the
CAA, unless they think that
someone else has done it. False
reports must not be made.
A reportable occurrence is any
incident or relating to such an
aircraft, or defect, which, if not
corrected, would endanger the
aircraft, its occupants or anyone else.
This does not include accidents or
serious incidents notified to the
Chief Inspector of Air Accidents
under section 75 of the Civil
Aviation Act 1982.
Related recordings from FDRs or
CVRs must be kept for 14 days, or
as directed, unless it is not
reasonably practicable to do so when
outside the UK.
Art 118 - Power to prevent
aircraft flying
If articles 3, 5, 6, 8, 20, 21, 35, 53, 59
or 60 are likely to be broken, or any
others, including regulations under
JAR-145, or an aircraft may be unfit
for flight, the aircraft may be
grounded by the CAA or an
authorised person. Such people may
enter upon and inspect any aircraft.
The same goes for articles 113, 115
or 116 and the Secretary of State, or
an authorised person.
Art 119 - Right of access to
aerodromes and other places
The CAA and any authorised person
have the right of access at all
reasonable times to any aerodrome
or place where an aircraft has landed,
for inspection purposes (of the
aerodrome or any aircraft or
document on it), or to detain any
aircraft. They may also go into
buildings where ATC services are
being carried out, or air traffic
services equipment may be.
Having said all that, access to
Government aerodromes or those
owned or managed by the CAA
must have permission first.
Art 120 - Obstruction of
persons
You may not intentionally obstruct
anyone exercising powers or
performing duties under the ANO.
Art 121 - Enforcement of
directions
Anyone who, without reasonable
excuse, fails to comply with
directions given under the ANO is
very, very naughty.
Art 122 - Penalties
The operator, commander and
charterer (for article 113) may be
liable for contraventions of the
ANO, including public transport,
unless it can be proved that they
were done without their consent or
connivance, and that all due
diligence was performed to prevent
them, or they could not have been
reasonably avoided.
XI - General 55
Usually fines on summary conviction
will not exceed Level 3 on the
standard scale. However, Part A of
Schedule 12 rates Level 4, and Part B
gets you the maximum on summary
conviction and a fine or two years’
porridge (or both) on conviction.
Art 123 - Extra-territorial effect
of the Order
The ANO applies to UK registered
aircraft or crew wherever they are, or
foreign equivalent in the UK (when
near offshore installations, they
apply to everybody). With respect to
UK aircraft, they also apply to
Commonwealth citizens, British
protected persons or Irish citizens.
This article does not affect section
3(1) of the British Nationality Act
1948 (which limits the criminal
liability of certain persons who are
not citizens of the UK and colonies).
Art 124 - Aircraft in transit
over certain UK territorial
waters
A non-UK aircraft flying over the
strait mentioned in Schedule 13 (i.e.
Straits of Dover) solely for
continuous and expeditious transit
(i.e. from one side to another on the
high seas) is only affected by article
15 and Schedule 5 (to the extent
necessary for monitoring the
appropriate distress radio frequency),
article 84(1)(a), (b) and (d), article
84(2), (3) and (4), and any
regulations made under them, article
127 and Part A of Schedule 12.
Art 125 - Application of Order
to British-controlled non-UK
aircraft
Non-UK aircraft are regarded as UK
aircraft for the ANO and any order
issued by them, if the aircraft is
managed by someone qualified to
manage a UK aircraft.
Art 126 - Application of Order
to the Crown and visiting
forces, etc.
The ANO applies to aircraft working
for The Queen just as much as it
does to other aircraft, whichever
Department using them being
regarded as the operator, although
military aircraft are generally exempt.
Articles 63, 64, 65 and 85, plus
article 84 apply to civilian pilots
operating a military aircraft, but not
in the course of normal military
duty, unless already under JSP 318 or
Flying Orders to Contractors
(Aviation Publication 67).
Naval, military and air force
authorities, members of the same,
together with international
headquarters (and members), and
property held or used for it, are
exempt from the ANO to the same
extent as British forces.
Art 127 - Exemption from
Order
Except for articles 75, 77, 82, 113,
114, 115, 116 or 128, the CAA may
exempt anyone from the ANO.
Art 128 - Appeal to County or
Sheriff Court
You may appeal to a county court
about any CAA decision concerning
56 The ANO in Plain English
licensing, except where deficiencies
in knowledge, experience,
competence, skill, physical or mental
fitness are concerned. In Scotland,
you would go and talk to the Sheriff
within 21 days of the decision, which
really means from when it issued a
statement concerning its reasons for
the decision. The CAA may make
further appeals on points of law.
Art 129 - Interpretation
Aerial work
See article 129.
Aerial work aircraft
an aircraft (not public transport)
flying for aerial work.
Aerial work undertaking
an undertaking whose business
includes doing aerial work.
Aerobatic manoeuvres
include loops, spins, rolls, bunts, stall
turns, inverted flying, etc.
Aerodrome
any area of land or water designed,
equipped, set apart or commonly
used for the landing and departure
of aircraft (including vertically),
assuming it has not been abandoned.
Aerodrome control service
an air traffic control service for
aircraft on the manoeuvring area or
apron of an aerodrome where the
service is being provided, or which is
flying in, or near, the aerodrome
traffic zone by visual reference to
the surface.
Aerodrome operating minima
the cloud ceiling and RVR for takeoff, and the DH or MDH, RVR and
visual reference for landing, which
are minimum acceptable for the
operation of that aircraft at that
aerodrome.
Aerodrome traffic zone
a 2 nm circular airspace round an
aerodrome notified for rule 39,
unless within that of a controlling
aerodrome, with the longest runway
less than 1850 metres, from the
surface to 2000 ft agl or msl when
offshore. If the longest runway is
greater than 1850 metres, the radius
of the circle becomes 2.5 nm.
Offshore, it is 1.5 nm.
Aeronautical beacon
an aeronautical ground light visible
continuously or intermittently to
designate a particular point on the
surface of the earth.
Aeronautical ground light
a light provided as an aid to air
navigation, other than one on an
aircraft.
Aeronautical radio station
a radio station on the surface,
transmitting or receiving signals to
assist aircraft.
Air traffic control unit
a person appointed by the CAA or
anyone else maintaining an
aerodrome or place, to give
instructions, advice or information
by radio to aircraft in the interests of
safety, but not including flight
information service officers.
General 57
Air transport undertaking
one whose business includes flights
for public transport of passengers or
cargo.
Annual costs
an estimate for the year beginning
the previous 1st of January, of the
costs of keeping, maintaining and
operating the aircraft, excluding
direct costs and those incurred
without a view to profit.
Annual flying hours
an estimate of the hours flown, or to
be flown, by an aircraft from the
previous 1st of January.
Approach control service
an ATC service for aircraft not
receiving an aerodrome control
service, that is nevertheless flying in,
or near an aerodrome traffic zone,
whether or not with visual reference.
Approach to landing
that portion of a flight below 1000 ft
above the relevant DH or MDH.
Appropriate aeronautical radio
station
one serving the area in which an
aircraft is for the time being.
Appropriate air traffic control unit
either that serving the area where an
aircraft is, or the area it intends to
enter and with which it must
communicate before entering.
Apron
part of an aerodrome used for
stationing aircraft for the
embarkation and disembarkation of
passengers, loading and unloading of
cargo, and for parking.
Area control centre
an air traffic control unit providing
an area control service to aircraft
within a notified flight information
region, not receiving an aerodrome
control or approach control service.
Area control service
an air traffic control service for
aircraft not flying in or near an
aerodrome traffic zone except for
one notified as being subject to an
area control service.
Area navigation equipment
equipment on an aircraft enabling it
to navigate on any desired flight path
in the coverage of appropriate
ground-based navigation aids, or
within the limits of that equipment,
or a combination of the two.
Authorised person
any constable, or person authorised
by the Secretary of State (article
118), or the CAA. That is, one given
authority by the CAA to perform
certain functions on its behalf.
Paragraph 15 of Schedule 1 to the
Civil Aviation Act 1982 permits the
CAA to authorise any member or
employee of it to do so. Because of
the constraints of subordinate
legislation, the activities of
Authorised Persons must necessarily
be restricted to those within the
CAA's responsibility, that is, those in
Section 3 of the enabling Act.
CAA Resolution 21, dated 5 June
1975, notes that a quorum for
authorising anyone to perform
functions on its behalf is one
member (a quorum is a minimum
number of people). Therefore, a
minimum of one member of the
Board of the CAA must form a
58 The ANO in Plain English
Board Meeting to do this. Thus, the
appointment of an Authorised
Person must be made by at least one
person authorised to authorise, so to
speak, be it a Board Member or
somebody duly delegated. If the card
carried by the AP does not carry any
proper indication that the authorised
was in fact so authorised then it may
not be valid (this may sound like a
cheap point, but as the CAA is not a
natural person in its own right, its
range of action is limited without
proper procedures).
To enable it to be produced in Court
as part of a case, that is, to be
admissible evidence, a document must
be properly authenticated.
Paragraphs 16 and 17 of Schedule 1
(of the 1982 Act) provide that a
document received in evidence
should have the seal of the CAA on
it, and that the seal itself is not valid
unless authenticated by the signature
of the Secretary of the CAA (or
somebody duly authorised by the
Board). In the light of this, unless a
document carried by an alleged AP
has such a seal and signature on it,
and is dated because it is subordinate
legislation, there may be no proof
(acceptable to a court, anyway) that
he is in fact an AP, and therefore
probably should not have wasted
your time asking all those questions
in the beginning.
A constable is an Authorised Person,
but don't forget to ask for his
warrant card or note his collar
number (every policeman has one,
including detectives, so don't let
them tell you otherwise). A
policeman in full uniform is properly
appointed, but if he's not wearing a
hat, or his buttons are undone, his
authority is in question (a motorist
was stopped by two policemen
without hats, and the charges were
thrown out). He may be from plain
clothes, of course, but "constable" in
the normal sense doesn't usually
mean "detective".
Beneficial interest
those arising under contract and
other equitable interests.
Cabin crew
people on public transport flights
performing safety functions for
passengers, but who are not
members of the flight crew.
Captive balloon
one which, when in flight, is
attached by a restraining device to
the surface.
Captive flight
flight by an uncontrollable balloon
which is attached to the surface by a
restraining device.
Cargo
includes mail and animals
Certificate of Airworthiness
includes any validation and flight
manual, performance schedule or
other document, incorporated by
reference
Certificate of maintenance review
see article 10(1)
Certificate of release to service
issued under JAR-145
means just that.
Certificate of release to service
issued under the Order
see article 12(7)
General 59
Certificated for single pilot operation
refers to an aircraft not required to
carry more than one pilot because of
its current C of A, that last in force,
that of an identical aircraft, or a
permit to fly.
Chief officer of police for any area of
the UK
for Scotland, the Chief Constable for
any area and, for Northern Ireland,
the Chief Constable of the RUC.
Class X airspace
airspace respectively notified as such,
where X refers to the classification.
Class rating
for aeroplanes, see paragraph 1.220
of JAR-FCL 1.
Cloud ceiling
the vertical distance from the
elevation of an aerodrome to the
lowest part of any cloud visible from
it sufficient to obscure more than
one-half of the sky.
Commander
the member of the flight crew so
designated by the operator, or
whoever is for the time being the
pilot in command. In other words,
the person who gets it in the neck at
the subsequent Board of Inquiry.
Commonwealth
UK, Channel Islands, Isle of Man,
countries in Schedule 3 to the British
Nationality Act 1981, and all
territories forming part of HM’s
dominions or where HM has
jurisdiction.
Competent authority
in relation to UK, the CAA, and to
any other country authority
responsible under its law for
promoting the safety of civil
aviation.
Conditional sale agreement
see section 189 of the Consumer
Credit Act 1974
Congested area
for a city, town or settlement, any
area substantially used for residential,
industrial, commercial or recreational
purposes (which includes a golf
course).
Contracting State
any State (including UK) party to the
Chicago Convention.
Controllable balloon
a balloon, not a small one, capable of
free controlled flight.
Controlled airspace
that notified as Class A, Class B,
Class C, Class D or Class E.
Control area
controlled airspace further notified
as a control area extending upwards
from a notified altitude or flight
level.
Control zone
controlled airspace further notified
as a control zone extending upwards
from the surface.
Co-pilot
a pilot subject to the direction of
another one in the aircraft.
60 The ANO in Plain English
Country
includes a territory.
Crew
a member of the flight crew, or
someone on the flight deck,
appointed to give or to supervise the
training, experience, practice and
tests required under article 34(3), or
a cabin crew member.
Danger area
airspace notified as such within
which activities dangerous to flight
may take place as and when notified.
Day
the time from half an hour before
sunrise until half an hour after sunset
(both times exclusive), sunset and
sunrise being determined at surface
level.
Decision height
the height in a precision approach at
which a missed approach must be
initiated if the required visual
reference to continue has not been
established.
Declared distances
has the meaning which has been
notified.
Direct costs
for a flight, the costs actually and
necessarily incurred in connection
with it without a view to profit but
excluding anything paid to the pilot.
Director
see section 53(1) of the Companies
Act 1989.
EEA Agreement
the Agreement on the European
Economic Area signed at Oporto on
2nd May 1992 as adjusted by the
Protocol signed at Brussels on 17th
March 1993.
EEA State
a State which is a contracting party
to the EEA Agreement.
Flight crew
those members of the crew who
undertake to act as pilot, flight
navigator, flight engineer and flight
radiotelephony operator.
Flight information service unit
a person appointed by the CAA or
any other person maintaining an
aerodrome to give information by
radio to aircraft flying or intending
to fly within the aerodrome traffic
zone, and grant or refuse permission,
under Rule 35 or 36(2). For an area
control centre, the former applies.
Flight level
one of a series of levels of equal
atmospheric pressure, separated by
notified intervals and expressed as
hundreds of feet indicated at that
level on an ISA pressure altimeter.
Flight plan
such information as may be notified
for an air traffic control service unit
being information provided or to be
provided to that unit, relative to an
intended flight or portion of a flight
of an aircraft;
Flight recording system
a system with a flight data recorder,
cockpit voice recorder, or both.
General 61
Flight simulator
apparatus which simulates flight
conditions on the ground.
Flight visibility
the visibility forward from the flight
deck when in flight.
Flying display
flying activity deliberately performed
for an exhibition or entertainment at
an advertised event open to the
public.
Free balloon
one which, which, when in flight, is
not attached by a restraining device
to the surface.
Free controlled flight
flight where a balloon is not attached
to the surface by a restraining device
(other than a tether less than 5
metres long used during takeoff),
and during which height is
controllable by a device attached to
the balloon operated by the
commander or by remote control.
General lighthouse authority
see section 193 of the Merchant
Shipping Act 1995.
Government aerodrome
an aerodrome in UK occupied by a
Govt Department or visiting force.
Granted under JAR-FCL
granted by an authority being a Full
Member of JAA under a procedure
assessed as satisfactory after an
inspection by a licensing and a
medical standardisation team.
Hire-purchase agreement
see section 189 of the Consumer
Credit Act 1974.
Instructor's rating
a flying instructor's rating, assistant
flying instructor's rating, flight
instructor rating (aeroplane) or
(helicopter), type rating instructor
rating (multi-pilot aeroplane) or
(helicopter), a class rating instructor
rating (single pilot aeroplane), an
instrument rating instructor rating
(aeroplane) or (helicopter).
Instrument Flight Rules
as per the Rules of the Air.
Instrument Meteorological
Conditions
weather stopping flight under Visual
Flight Rules.
International headquarters
as designated by Order in Council
under section 1 of the International
Headquarters and Defence
Organisations Act 1964.
JAA
Joint Aviation Authorities, an
associated body of the European
Civil Aviation Conference.
JAA Full Member State
a State being a full member of the
JAA.
JAA licence
a licence granted under JAR-FCL.
JAR
a Joint Aviation Requirement of the
JAA with a number or letters.
Reference to a numbered or lettered
JAR is one to such a requirement as
62 The ANO in Plain English
adopted by JAA or, where a JAR has
been annexed to the Technical
Harmonisation Regulation, in the
form it has been thus annexed and
has effect under that Regulation.
JAR-FCL licence
a licence included in Section 2 of
Part A of Schedule 8.
Land
as a verb, includes alighting on
water.
Large Rocket
One with a total impulse from the
engines over 10,240 Newtonseconds.
Legal personal representative
the executor, administrator, or other
representative, of a deceased person.
Licence
includes certificates of competency
or validity issued with it, or required
to be held in connection with it (e.g.
a medical) by the law of the country
it is granted.
Licence for public use
see article 103(3).
Licensed aerodrome
aerodrome licensed under the ANO.
Lifejacket
includes any device designed to
support a person individually in or
on the water.
Log book
includes records kept either in a
book, or other approved means.
Manoeuvring area
that part of an aerodrome used
takeoff and landing of aircraft and
movement on the surface, excluding
the apron and any part used for
maintenance.
Maximum total weight authorised
the maximum total weight of an
aircraft and contents, at which it may
take off anywhere, in the most
favourable circumstances under the
C of A.
Medical attendant
a person carried to attend to any
person in need of medical attention,
or to be available to attend to them.
Microlight aeroplane
an aeroplane with a maximum total
weight of 390 kg or below (450 for a
two-seater, 330 for a single seat
amphibian or floatplane, and 495 for
a two-seat amphibian or floatplane),
and either an associated wing loading
of up to 25 kg per square metre or a
stalling speed of 35 kts CAS at
MAUW, and designed to carry up to
two people.
Military aircraft
the naval, military or air force
aircraft of any country, and any
being constructed for them under a
contract entered into by the
Secretary of State, or for which there
is a certificate that the aircraft is to
be treated as such.
Military Rocket
the naval, military or air force
rockets of any country, and any
being constructed for them under a
contract entered into by the
Secretary of State, or for which there
General 63
is a certificate that the aircraft is to
be treated as such.
Minimum descent height
the height in a non-precision
approach below which descent may
not be made without the required
visual reference.
Multi-crew co-operation
the functioning of the flight crew as
a team led by the PIC.
Nautical mile
the International Nautical Mile, that
is, 1852 metres.
Night
the time from half an hour after
sunset until half an hour before
sunrise (both times inclusive), sunset
and sunrise being determined at
surface level.
Non-precision approach
an instrument approach using nonvisual aids for guidance in azimuth
or elevation but not a precision
approach.
Non-revenue flight
a flight that a PPL holder
(aeroplanes, helicopters or gliders)
may undertake under paragraph
(2)(a) and (b) of the privileges in
Section 1 of Part A of Schedule 8.
North Atlantic Minimum Navigation
Performance Specification airspace
airspace prescribed as such.
Notified
set forth with the authority of the
CAA in a document published by or
under an arrangement entered into
with the CAA and entitled 'United
Kingdom Notam' or 'Air Pilot', for
the time being in force.
Obstacle limitation surfaces
see CAP 168, Licensing of
aerodromes.
Operator
the person at the relevant time who
has the management of an aircraft.
Parascending parachute
one towed by cable causing it to
ascend.
Passenger
a person other than a member of the
crew.
Period of duty
the period between the start and end
of a shift in which an air traffic
controller performs, or could be
called upon to perform, any
functions specified for a rating in the
licence.
Pilot in command
a person in charge of the piloting of
an aircraft without being under the
direction of any other pilot in it.
Police officer
a member of a police force or the
RUC, including reserves, and special
constables, all of whom must have a
warrant card.
Precision approach
instrument approach using ILS, MLS
or PAR in azimuth and elevation.
Prescribed
prescribed by regulations made by
the Secretary of State under the
ANO.
64 The ANO in Plain English
Pressurised aircraft
one that can maintain in any
compartment a pressure greater than
the outside atmosphere.
Private flight
a flight which is not for aerial work
or public transport.
Proficiency check
see paragraph 1.001 of JAR-FCL 1
for aeroplanes, and 2.001 in JAR-
FCL 2 for helicopters.
Public transport
see article 130.
Public transport aircraft
one flying, or intended by an
operator to fly, for public transport.
Record
see section 73 of the Civil Aviation
Act 1982.
Reduced vertical separation
minimum airspace
any airspace between FL 290 and
410 (inclusive) within which a
vertical separation minimum of 1000
feet or 300 metres is applied.
Released flight
flight by an uncontrollable balloon
not attached to the surface by a
restraining device.
Relevant overseas territory
any colony and country or place
outside Her Majesty's dominions in
which Her Majesty has jurisdiction.
Replacement
the removal and replacement of a
part (whether the same or not), and
whether or not any work is done on
it, but not including parts designed
to be removable solely for checking
another part, or loading cargo.
Rocket
a device propelled by the ejection of
expanding gases from self-contained
propellant, not dependent on the
intake of outside substances,
including anything designed to drop
off in flight.
Rules of the Air
see article 84(1).
Runway visual range
the distance in the direction of takeoff or landing over which runway
lights or surface markings may be
seen from the touchdown zone by
human observation or instruments
near the touchdown zone.
Scheduled journey
one of a series of journeys
undertaken between the same two
places and which together amount to
a systematic service – other
conditions may apply in other areas
of transport law, such as being open
to all classes of passenger, which
rules out offshore operations.
Seaplane
see section 97 of the Civil Aviation
Act 1982.
Sector
part of the airspace controlled from
an area control centre or other place.
Self Launching Motor Glider (SLMG)
Something like a non power-driven
glider with one or more power units,
that takes off under its own power.
General 65
Simple Single Engine Aeroplane
For the (National) PPL(A), an
aeroplane with one piston engine
under 2000 kgs Max All Up Weight,
not a microlight or a SLMG.
Skill test
see paragraph 1.001 of JAR-FCL 1
for aeroplanes and 2.001 in JAR-
FCL 2 for helicopters. For pilots,
may involve something concerning
sex and booze.
SLMG
Self Launching Motor Glider.
Small aircraft
any unmanned aircraft, other than a
balloon or a kite, weighing not more
than 20 kg without fuel, but
including articles or equipment
installed in or attached to it at the
start of its flight.
Small balloon
one not exceeding 2 metres in any
linear dimension, including baskets,
etc. attached to it.
Small Rocket
One with a total impulse from its
engine(s) not above 10,240 Newtonseconds.
Special VFR flight
refer to the Rules of the Air.
State of the operator
the location of the principal place of
business, or permanent residence if
there is none.
Technical Harmonisation Regulation
Council Regulation (EEC) No 3922/
91, on the harmonisation of
technical requirements and
administrative procedures in civil
aviation.
Telecommunications System
and public telecommunications
system. See sections 4 and 9 (1) of
the Telecommunications Act 1984.
Tethered flight
flight by a controllable balloon
within limits imposed by a
restraining device.
Touring motor glider
see paragraph 1.001 of JAR-FCL 1.
Type rating
for aeroplanes, see paragraph 1.215
of JAR-FCL 1. For helicopters,
2.215 of JAR-FCL 2.
Uncontrollable balloon
a balloon, not being a small one, not
capable of free controlled flight.
UK licence
one included in Section 1 of Part A
of Schedule 8.
UK licence for which there is a JAR-
FCL equivalent
PPL, CPL, ATPL (see Section 1 of
Part A of Schedule 8).
UK licence for which there is no
JAR-FCL equivalent
any licence in Section 1 of Part A of
Schedule 8 not mentioned above.
UK reduced vertical separation
minimum airspace
UK airspace notified as such for
article 48.
66 The ANO in Plain English
Valuable consideration
any right, interest, profit or benefit,
forbearance, detriment, loss or
responsibility accruing, given,
suffered or undertaken pursuant to
an agreement, of more than a
nominal nature.
Visiting force
see the Visiting Forces Act 1952.
Visual Flight Rules
as prescribed by the Rules of the Air.
Visual Meteorological Conditions
that permitting flight under VFR.
A (piloted) aircraft is in flight from
when it first moves under its own
power (with the idea of taking off)
until it next comes to rest after
landing. For pilotless flying
machines, or gliders, it starts from
when it first moves for takeoff.
Airships are flying between
detachments and attachments
(separation from the surface for
balloons, to include the restraining
device for captive ones).
The expressions in the 'General
classification of aircraft' Part A of
Schedule 2 have the meanings
assigned to them.
Art 130 - Public transport and
aerial work
Public, or Commercial, Air
Transport is defined in the ANO as
being where valuable consideration
is given (or promised) for the carriage
of passengers or cargo on a flight (it
actually says in the aircraft on that flight,
but you know what I mean). Aerial
work is anything else for which
valuable consideration is given,
including instruction, but, if only the
pilot gets paid, it is a private flight.
In addition, it covers anyone or
anything that may be carried free on
that flight, not being employees of
any air transport undertaking that
may be operating it (although it
looks as if it's worded otherwise,
company directors and anyone
working on behalf of the CAA, such
as Authorised Persons and TREs,
are employees for this purpose).
Thus, if you carry a passenger (say, a
friend) on a check flight who is not
an employee or a director of your
Company, it will be regarded as
Public, or Commercial, Air
Transport, even though valuable
consideration is not promised or
given. If the valuable consideration
allows a particular person to fly an
aircraft, then that is also Public
Transport (unless it's being bought
on HP or a conditional sale
agreement, or is a single-seater below
910 kg). Presumably this is meant to
cover self-fly hire, or maybe trial
lessons, since the phrase used is "fly
the aircraft" rather than "fly in the
aircraft". If valuable consideration is
not given, or the aircraft is a club
glider with club members on board,
it is a private flight.
However, these clauses are the only
ones to affect the average
professional. Otherwise, in broad
terms, you are allowed to win prizes
in air races (up to certain limits) and
recover direct costs and a pro rata
contribution to the amount of hours
flown every year if you go to air
shows and the like. If a payment is
made to a (registered) charity (with
CAA permission) that allows
someone (maybe a prizewinner) to
General 67
fly, that is a private flight. Equal
contributions to the direct costs of a
flight borne by the pilot if up to four
persons (including the pilot) fly in an
aircraft are exempt, but direct costs
do not mean HP payments,
insurance, hangarage.....
There must also have been no
advertising for that flight, except in
the confines of a flying club, in
which case all passengers (over 18)
must be members. It also helps if the
pilot is seen not to be employed as
such (this situation is what anyone
else would call "cost-sharing"). A
similar situation exists where a pilot
reclaims direct expenses paid out on
behalf of an employer. There are
other exemptions, such as joint or
company owned aircraft (that is,
chargebacks between companies or
subsidiaries). Remunerated
parachute dropping (and positioning
for it) is regarded as aerial work.
In fact, a flight is private for racing,
contests or flying displays,
positioning for them or returning
from them to the usual base, if the
valuable consideration does not
exceed the direct costs and a
contribution to annual costs, based
on the time flown, or prizes not
above £500 per race or contest,
except with permission in writing
from the CAA. Such prizes do not
constitute remuneration for services
as a pilot. The same applies to a
registered charity, not the operator
of the aircraft, and with permission
in writing from the CAA.
The flight is also private if the only
valuable consideration is a
contribution to the direct costs of
the flight otherwise payable by the
PIC (i.e. expenses) , with no more
than 4 persons carried and bearing
equal portions of the cost, and no
advertising or promotion done
before hand, except inside a flying
club, and the people concerned are
all members.
Valuable consideration
Let's have a closer look at the words
"valuable consideration" as an
example of not-so-good drafting.
The word "consideration" means
money or something of money's
worth that is more than merely
nominal. It is legal expression
referring to something that is used to
bind a contract, even the chocolate
wrappers sent in to a manufacturer
to obtain a free gift.
The word "consideration" by itself
would have been enough, but
somebody saw fit to add "valuable"
in front of it, which changes the
position somewhat, because now
everybody has to rush around trying
to decide what that particular word
means and subsequently how
valuable should consideration be to
qualify for the ANO?
The actual definition there comes
from the 19th Century, which reads:
"any right, interest, profit or benefit,
forbearance, detriment, loss or
responsibility accruing, given, suffered or
undertaken pursuant to an agreement,
which is of more than a nominal
nature."
Try this instead:
"Money or money's worth, which is more
than merely nominal (i.e. chocolate
wrappers), including the release of
debts, meaning money or anything
capable of being turned into money,
68 The ANO in Plain English
possibly including some services which
cannot."
The real problem with this, though,
lies with insurance. You may (or may
not) know that there is no such thing
as a "contract" of insurance, because
you are betting; in this case, that you
crash your aircraft before a certain
date. The insurance people, of
course, are betting that you don't (or
is it the other way round?). The
trouble is that insurance companies
are well known not to pay if they can
get away with it, so if they can prove
that you were doing illegal public
transport, you may well find that
your insurance is invalid as well, not
to mention being caught for thirdparty liability in some cases. Anyway,
back to the subject. The ANO (Art
6) says that an Air Operator's Certificate
is needed for all flights that may
come under the definition of public
transport:
"an aircraft registered in the United
Kingdom shall not fly on any flight for
the purpose of public transport, otherwise
than under and in accordance with the
terms of an air operator's certificate
granted to the operator…."
Article 6 was originally Article 3A of
the ANO 1960, and was inserted as
an afterthought to it to cover AOCs
that would be unenforceable during
the time gap until section 1 (2) (a) of
the coming Civil Aviation
(Licensing) Act 1960 came into force
on 30 March 1961. This section was
later repealed by the 1972 Act, so
from that time the ANO could no
longer legally make provisions for an
AOC with enforceable terms. In
other words, an AOC is not made by
statutory instrument.
The 1982 Act says that only
statutory instruments can establish
enforceable terms; in other words,
no enforceable law (that is, by
criminal proceedings) can be made
below the level of a statutory
instrument, which of course an AOC
is not. AOC terms are laid down by
the CAA, which cannot issue SIs.
By the way, the term "operator"
above has been held by leading
counsel to include the pilot (any
person with the management for the
time being of an aircraft is regarded
as being the operator). Reference to
Road Transport Acts shows that if it
had been intended that a "driver"
was not to be an "operator", then
the proper wording was available for
aviation.
Actually, the imposition of public
transport conditions is only
permitted by the enabling Act (of the
ANO) where the aircraft is used for
a commercial, industrial or gainful
purpose (specifically Sect 60 (3) (f)).
What it says is that:
"An Air Navigation Order may
contain provision as to the conditions
under which passengers and goods may
be carried by air and under which
aircraft may be used for other
commercial, industrial or gainful
purposes".
Quite a mouthful, but the use of the
word "other" in conjunction with
the Rules of Interpretation of Statute
infers that "conditions" may only be
imposed when aircraft are being
used for gainful, etc. purposes. As
these rules are meant to be
enforceable by criminal proceedings,
they become penal situations, and as
such must be strictly construed in
accordance with the enabling statute.
General 69
So what may be relevant as to what
is or is not Commercial Air
Transport is not the presence of any
consideration, but, if there is,
whether the aircraft is being used for a
commercial, industrial or gainful
purpose. Therefore, all you really
have to do is pin down who the user
is and see what his use of the aircraft
is to see whether Commercial Air
Transport or Aerial Work conditions
might apply.
Since, in most circumstances, light
aircraft are chartered to a sole user,
most "charter" flights could in fact
be called private flights (if it were
not for the ANO) unless the aircraft
is actually being used during flight for
commercial, industrial or gainful
purposes.
The user (that is, the hirer) is using
the aircraft for his own purposes
(unless buying and selling is going on
in the back) and the "operator" is the
pilot. Whoever hires out the aircraft
to the user could be held to be their
agent in respect of maintenance and
all the other things needed to keep
the aircraft flying. If passengers are
being carried for separate fares, on
the other hand, then the aircraft is
being used in that way by the person
with the right to the money
collected.
But beware! The terms of an AOC
could be enforceable if made as the
terms of an Air Transport Licence.
If an aircraft is being used for the
carriage for reward (er, sorry,
valuable consideration) of passengers
or cargo, the CAA may apply air
transport licensing even if the
aircraft is not being used for
anything resembling Commercial Air
Transport or commercial or other
gainful purposes.
All that being said, what about the
situation where you're asked to do a
job and you're not sure what's going
on? Do you feel up to actually asking
for a certificate to say a flight is not
Commercial Air Transport? This is
plainly impractical, so you need to
know a few ins and outs to protect
yourself (please note the intention is
not to enable you to fly illegally!).
A workable CAT flight (ANO
definition) must have the following:
·  An Air Operator's Certificate
issued to "the operator"
·  The crew must have current
licences (e.g. CPL/ATPL) and
be type rated, base/line
checked, etc. in accordance with
the operator's Operations
Manual (indeed, the whole flight
must be conducted under it).
·  The aircraft must have a
(current) Transport Category C
of A, Certificates of
Maintenance Review and
Release to Service, Technical
Log (with Deferred Defect
Sheet), Passenger Briefing
Leaflets and all legally required
equipment (Fire extinguishers,
placards, etc.).
You may be able to get around these
requirements by ensuring that the
person hiring the aircraft does so
with a separate contract than the one
he hires you with, and you'll be
better off if you can also prove that
you weren't paid, or at least you were
an employee of the hirer's organisation (if you do this, you may have
to show that the enabling Act only
70 The ANO in Plain English
permits an Air Navigation Order to
make different pilot licensing
provisions according to whether the
person concerned is actually
employed or merely engaged in a
flight crew capacity). You could also
get base and line checked by a
proper company and put it through
their books, but don't forget you
must use their Ops Manual and
other documentation.
Finally, you could resort to drastic
measures and form a company for a
short time with nothing in its
memorandum and articles of
association about gainful use of
aircraft or hiring them out by the
hour. There is a Common Law rule
that you cannot buy or hire from
yourself—this is the basis upon
which co-ownership groups and
non-profit members clubs are run in
every walk of life. However, the
ANO says that any agreement
between any such organisations, or
members of them (this also means
within the same group), in respect of
a situation where valuable
consideration would normally be
expected, would be considered as if
it had been given anyway. This is
notwithstanding any rule of law as to
such transactions; in other words,
the Common Law purports to be
specifically overridden, yet it is not
clear from the enabling Act that the
ANO is permitted to do this, that is,
put Common Law into abeyance.
An unincorporated non-profit
members' club can be created for a
specific purpose or occasion and
exist for one flight or a day only,
being dissolved once it has served its
purpose. They should pay for their
own operating costs to avoid the
inference of valuable consideration.
For instance, it should not be too
difficult for some parachutists to
form a club for the day to hire an
aircraft. However, the paperwork
must be sound and, as I said, these
are drastic measures, so try and get
legal advice here.
Art 131 - Saving
Subject to articles 103 and 107, the
ANO doesn’t give you the right to
land anywhere without the owner’s
permission.
The CAA do not have to accept
renewal applications more than 60
days before the current one expires.
Art 132 - Exceptions for
certain classes of aircraft
Other than articles 58, 64, 85(1), 86,
87, 118(1)(b), 129(1), (2) and (5), the
ANO does not apply to small
balloons or aircraft, kites under 2 kg
and parachutes, including
parascenders.
Art 133 - Approval of persons
to furnish reports
The CAA may approve a person as
qualified to furnish reports to it and
may accept them.
Art 134 - Competent authority
The CAA is the authority
responsible in the UK for carrying
out its functions under JAR-145.
The Secretary of State is the
competent authority under article 15
of Council Directive
96/29/Euratom of 13th May 1996
for article 42 of the Directive.
Schedule 1
Article 2
Orders Revoked
The Air Navigation (No. 2) Order 1995 S.I. 1995/1970
The Air Navigation (Amendment) Order 1996 S.I. 1996/1301
The Air Navigation (Second Amendment) Order 1997 S.I. 1997/287
The Air Navigation (Third Amendment) Order 1998 S.I. 1998/753
The Air Navigation (Fourth Amendment) Order 1999 S.I. 1999/1123
The Air Navigation (Fifth Amendment) Order 1999 S.I. 1999/2059
The Air Navigation (Cosmic Radiation) Order 2000 S.I. 2000/1104
72 The ANO in Plain English
Notes
Schedule 2
Part A - Table of general classification of aircraft
Articles 4(6) and 129(4)
Col. 1 Col. 2 Col. 3 Col. 4
Non-power driven Free/Captive Balloon
Lighter than air
Power driven Airship
Aircraft
Non-power driven Glider, Kite
Heavier than air
Power driven
(flying machines)
Glider
Kite
Aeroplane (Landplane)
Aeroplane (Seaplane)
Aeroplane (Amphibian)
Aeroplane (Self-launching
Motor Glider)
Powered Lift (Tilt Rotor)
Rotorcraft (Helicopter,
gyroplane)
74 The ANO in Plain English
Part B
Article 5(2) - Nationality and registration marks of UK registered aircraft
1 - General
The nationality mark is the letter 'G' in Roman capitals, without ornament, and the
registration mark a group of four letters (of equal height and colour) assigned by
the CAA upon registration, with a hyphen between the two groups.
Marks must be displayed to their best advantage, according to features of the
aircraft, and must always be clean and visible. They must also be on a fire-proof
metal plate in a prominent position on the fuselage, wing (microlight), or basket or
envelope (balloon).
2 - Position and size of marks
On heavier than air aircraft (including kites), the first choice for marks is on the
lower surface of the port wing, unless they stretch across both, if possible
equidistant from the leading and trailing edges, with the tops towards the leading
edge. They must be at least at least 50 cm, or as large as possible.
They can also be either on the outboard sides, between the wings and tail, or on the
vertical tail surface, at least 30 cm tall, or as large as possible, with a margin of at
least 5 cm along each side. If there’s a choice, use the largest area for the 30 cm
letters. On helicopters, with no room on the side, they can be underneath, central,
with the tops towards the nose, at least 50 cm tall, or as large as possible.
On airships, try for each side, horizontally near the maximum cross-section or on
the lower vertical stabiliser. On free balloons, in two places on diametrically
opposite sides. Both must be at least 50 cm tall, and freely visible.
3 - Width, spacing and thickness of marks
The width of standard letters (e.g. other than I, M and W), and the length of the
hyphen must be two thirds of the height. M and W must be somewhere between
two thirds and the height itself. I must be one sixth of the height.
The lines making up letters and hyphens must be one sixth of the height of the
letters. Spaces must be equal to a quarter or half of the width of a standard letter,
all being equal.
Part C
Article 4(8)
Aircraft dealer's certificate - conditions
The operator must be the registered owner, also the holder of an aircraft dealer's
certificate.
Aircraft may only fly in UK for testing, demonstration for sale, positioning for the
same, or inspections, delivery, or storage. They must also be fit for flight.
Schedule 3
Articles 3(2), 8(2), and 55(7)
Part A
A Conditions
If an aircraft doesn’t have a C of A in the first place, it may qualify for its issue or
renewal (or validation), or for carrying out functional checks of previously
approved modifications. It may also travel to or from maintenance or storage.
If it has a C of A which has lapsed or become invalid (see article 9), it may to where
inspection or maintenance is to take place (which may require written permission),
or carry out a functional check, test or in-flight adjustment in connection with it.
The aircraft must be one for which a C of A or validation has previously been in
force, and with no modifications requiring approval, or is identical with one for
which a C of A is or has been in force. It must carry the minimum flight crew, with
no passengers or cargo, except those essential to the operation (but at least those
necessary for safety).
The aircraft and its engines must be certified as fit for flight by a UK AME. It may
not fly over any congested area of a city, town or settlement, except for takeoff or
landing.
B Conditions
An aircraft without a C of A from its country of registration, or one unregistered
without a UK C of or permit to fly may fly for experimentation purposes,
qualification for a C of A, demonstration or display for sale or to employees, testing
or training, or travelling to and from maintenance.
If not UK registered, the aircraft must be marked as approved, and comply with
articles 15, 17, 43, 46, 76 and 78 as if it were.
76 The ANO in Plain English
Necessary flight crew for safety must be carried. The PIC must be approved.
No cargo, or people other than flight crew may be carried, except employees
carrying out essential duties or being trained or tested, manufacturers’
representatives, approved people reporting on behalf of the CAA, those carrying
out technical evaluations.
There must be no flight over any congested area of a city, town or settlement,
unless approved.
Part B
Article 9
Categories of C of A Purposes for which the aircraft may fly
Transport Category (Passenger) Any purpose
Transport Category (Cargo) Any purpose other than public transport of
passengers
Aerial Work Category Any purpose other than public transport
Private Category Any purpose other than public transport or
aerial work
Special Category Any purpose, other than public transport,
specified in the C of A but not including the
carriage of passengers unless expressly
permitted
Schedule 4
Articles 12(6) and 14(2)
Aircraft equipment
Every UK registered aircraft in the first column of the Table below, flying in the
circumstances in the second, needs the equipment in the third, although there
should be no duplication if the circumstances are mixed. Equipment necessary for
airworthiness will be taken into account. These items do not need to be approved:
·  The equipment in Scale A (ii).
·  First aid equipment and handbook, in Scale A.
·  Time-pieces, in Scale F.
·  Torches, in Scales G, H, K and Z.
·  Whistles, in Scale H.
·  Sea anchors, in Scales J and K.
·  Rocket signals, in Scale J.
·  Equipment for mooring, anchoring or manoeuvring on water, in Scale J.
·  Paddles, in Scale K.
·  Food and water, in Scales K, U and V.
·  First aid equipment, in Scales K, U and V.
·  Stoves, cooking utensils, snow shovels, ice saws, sleeping bags, Arctic
suits, in Scale V.
·  Megaphones, in Scale Y.
78 The ANO in Plain English
Table
Description Circumstances of flight Scale
1. Gliders other than public transport or
aerial work, and at night
public transport, aerial work
at night
doing aerobatics
A (ii)
A, B(i) & (ii), D, F(i)
C and G
B (iii)
2. Aeroplanes
other than public transport
at night
under IFR
outside controlled airspace
in Class A, B or C airspace
within Class D & E airspace
doing aerobatics
public transport
under IFR except outside
controlled airspace under 1150
kg, and at night for aeroplanes
over 1150 kg
over water beyond gliding
distance from land
where an emergency during
take-off or landing forces a
landing onto water
over water
perf group A, C, X, or none,
unable to climb at 1:200 at
5000 ft over 400 nm or 90
minutes from aerodrome
other aeroplanes, over 30
minutes from emergency
aerodrome
manoeuvring on water
A (i) and (ii) and B (i)
C and D
D
E with E (iv) twice & F
E and F
B (iii)
A, B (i) & (ii), D & F (i)
E with E (iv) twice & F
C and G, E with E (iv)
duplicated and F
H
H
H and K
H and K
H, J and K
Schedule 4 79
Description Circumstances of flight Scale
over 10 000 ft amsl
C of A before 1st Jan 1989
C of A after 1st Jan 1989
weather indicates ice
doing aerobatics
crew of more than one person
public transport of passengers
pressurised aircraft
over substantially uninhabited
land, tropical conditions
over substantially uninhabited
land, polar conditions
over 49 000 ft
L1 or L2
L2
M
B (iii)
N
Q and Y(i), (ii) and (iii)
R
U
V
W
3. Turbo jets over
5700 kg, or
pressurised aircraft
over 11 400 kg
public transport O
4. Turbine-engined
aeroplanes over
5700 kg, and
piston-engined
ones over 27 000
kg except in (5) or
(6), with an air
transport
undertaking under
a Transport
Category C of A,
or those for which
application has
been made and not
withdrawn or
refused, under 'A
Conditions' or
Special Cat C of A
on any flight P
80 The ANO in Plain English
Description Circumstances of flight Scale
5. Aeroplanes with
a Transport
Category C of A
and those for
which application
has been made,
and not withdrawn
or refused, under
A Conditions, or
with a Special
Category C of A,
except in 6, with a
type certificate on
or after 1st April
1971 between
5700 kg and 11
400 kg; or
with a type
certificate on or
after 1st April
1971 between 11
400 kg and 27 000
kg, or
with a type
certificate on or
after 1st April
1971 between 27
000 kg and 230
000 kg, or
with type
certificate in UK
on or after 1st
January 1970 over
230 000 kg
on any flight S(i)
S(ii)
S(iii)
S(iii)
6. Aeroplanes with
a Transport
Category C of A,
and those for
which application
has been made,
and not withdrawn
or refused, under
on any flight S(iv)
Schedule 4 81
Description Circumstances of flight Scale
A Conditions, or
with a Special
Category C of A,
with first C of A
on or after 1st
June 1990 under
5700 kg, with 2 or
more turbine
engines able to
carry over 9
passengers, or
with first C of A
on or after 1st
June 1990 between
5700 kg and 27
000 kg, or
with first C of A
on or after 1st
June 1990 over 27
000 kg.
S(v)
S(vi)
7. Aeroplanes with
Aerial Work or
Private C of A,
with first on or
after 1 June 1990
over 27 000 kg.
on any flight S(vi)
8. Aeroplanes with
type certificate on
or after 1st April
1971 over 27 000
kg with Transport
Category C of A,
or
with UK type
certificate on or
after 1st Jan 1970
over 230 000 kg
with C of A as
above, or
on any flight T
82 The ANO in Plain English
Description Circumstances of flight Scale
over 27 000 kg
with type
certificate on or
after 1st April
1971 (or 1st Jan
1970 over 230 000
kg) for which an
application has
been made, and
not withdrawn or
refused for such a
C of A under A
Conditions or with
Special Cat C of A.
9. Turbojets or
turbo props over
15,000 kg or which
may carry over 30
passengers, except:
with first C of A
on/after 01/01/01
with first C of A
before 01/01/01
public transport before 1 Jan
2005
public transport on or after 1st
January 2005
public transport on or after 1
January 2005
X(i)
X(ii)
X(ii)
10. Turbojets or
turbo props
between 5700 kg
and 15,000 kg or
which may carry
between 9 and 30
passengers, except:
with GPWS
installed before 1st
April 2000
public transport on or after 1st
Oct 2001, except police aircraft
public transport on or after 1st
Jan 2005, except police aircraft
X(ii)
X(ii)
11. Turbojets or
turbo props over
5700 kg carrying 9
passengers, with a
C of A, except:
with GPWS
installed before 1st
other than public transport on
or after 1st Oct 2001
other than public transport on
X(ii)
X(ii)
Schedule 4 83
Description Circumstances of flight Scale
installed before 1st
April 2000
or after 1st Jan 2005
12. Turbojets over
22 700 kg, or over
5700 kg with first
C of A after 30th
April 1972, except
with identical
evacuation
facilities to one
with C of A first
applied for before,
or
which carry more
than 19
passengers, or
over 5700 kg with
C of A first
applied for after
30th April 1972,
except those with
identical
evacuation to one
with C of A first
applied for before,
or
turbojets over 22
700 kg, or with
first type certificate
on or after 1st
January 1958 and
which may carry
more than 19
passengers
public transport of passengers
by night
public transport of passengers
by night
public transport of passengers
Z (i) and (ii)
Z (i)
Z (iii)
13. Turbojets, or
turboprops over
5700 kg with first
UK C of A on or
after 1 Apr 1989
on any flight AA
84 The ANO in Plain English
Description Circumstances of flight Scale
14. Aeroplanes
with Transport
Category
(Passenger) C of A
public transport of passengers Y (iv)
15. Helicopters
and Gyroplanes
outside public transport
by day under VFR with visual
ground reference
by day under IFR or without
visual ground reference
outside controlled airspace
within controlled airspace
at night
with visual ground reference
without ground reference
outside controlled airspace
within controlled airspace
public transport
by day under VFR with visual
ground reference
by day under IFR or without
visual ground reference
by night with visual ground
reference
with one pilot
where two pilots are required
by night without visual ground
reference
A (i) and (ii) and B (i)
D
E with E (ii) twice
E with E (ii) and E(iv)
twice and F with F (iv)
for all weights
C, E, G (iii) and G (v)
C, E with E (ii) twice G
(iii) and G (v)
C, E with both E (ii) and
E (iv) duplicated, F with
F (iv) for all weights, G
(iii) and G (v)
A, B (i) and (ii), F (i) and
F (iv) for all weights
D
E with E (ii) and E (iv)
twice, F (ii), F (iii), F (v)
C, E with E(ii) twice and
either E(iv) twice or a
radio altimeter, F(ii),
F(iii), F(v) and G
C, E, F (ii), F (iii), F (v)
and G for each station
Schedule 4 85
Description Circumstances of flight Scale
over water
A2 or B beyond auto distance
from emergency landing
possible forced landing on
water during takeoff or
landing
A2 over 10 mins from land
over 3 minutes
A2 over 10 minutes from
land (planned) or over 10
minutes from land on
offshore exploitation, or
mineral exploration
(including gas), or under a
police AOC, with sea
temperature under plus 10°C
or at night
manoeuvres on water
over 10 000 ft amsl
with first C of A before 1st
January 1989
with first C of A after 1st
January 1989
when weather indicates ice
with flight crew more than one
public transport of passengers
over substantially uninhabited
land, tropical conditions
over substantially uninhabited
land, polar conditions
C, E with E (ii) and E (iv)
twice, F (ii), F (iii), F (v)
and G
E and H
H
E, H, K and T
EE
I
H, J and K
L1 or L2
L2
M
N
Y(i), (ii) and (iii)
U
V
86 The ANO in Plain English
Description Circumstances of flight Scale
16. Helicopters
and Gyroplanes
over 5700 kg with
first C of A was
applied for after
30th April 1972,
except identical
ones with first C
of A applied for
before then, or
which carry over
19 passengers, or
with a Transport
Category C if A
(Passenger or
Cargo) or which
has been applied
for which
application has
been made and not
withdrawn or
refused and under
A Conditions, or
with a Special
Category C of A
between 2730 and
7000 kg or may
carry over 9
passengers, or
both, or
are over 7000 kg
by night, public transport of
passengers
by night, public transport of
passengers
on any flight
Z (i) and (ii)
Z (i)
SS(i) or (iii)
SS(ii) or (iii)
Scale A
Spare fuses which can be replaced in flight, 10% of the number of each rating or
three, whichever is greater.
Maps, charts, codes, etc., and navigational equipment, as well as any other required
by the ANO, for the intended flight and any reasonably expected diversion.
Good quality first aid equipment, to include roller and triangular bandages,
adhesive plaster, absorbent gauze, cotton wool (or wound dressings), burn
dressings, safety pins, haemostatic bandages or tourniquets, scissors, antiseptic,
analgesic and stimulant drugs, splints (in aeroplanes over 5700 kg), a handbook on
first aid.
Schedule 4 87
For flying machines on public transport of passengers where the sill of external
doors intended for disembarkation is over 1.82 metres from the ground, or would
be if the undercarriage collapse, break or fail to function, devices to allow
passengers to reach the ground safely in an emergency.
Scale AA
An altitude alerting system with preselectable altitude settings. If it becomes
unserviceable, the aircraft may continue to fly until it first lands at a place it can
reasonably be practicable to be repaired or replaced.
Scale B
For aircraft below 2730 kg, for every pilot's seat and those alongside, either a safety
belt with one diagonal shoulder strap or a safety harness. With permission, the
diagonal strap may be omitted.
Over 2730 kg, either a safety harness for every pilot's seat and those alongside, or,
with permission, a safety belt with one diagonal shoulder strap.
For every seat in use, a safety belt with or without one diagonal shoulder strap, or a
safety harness. On top of that, a restraint device for every child under two.
A safety harness for each cabin crew seat on all public transport flights.
For aeroplanes with a first C of A on or after 1st February 1989 below 5700 kg that
carry less than 9 passengers, a safety belt with one diagonal shoulder strap, or safety
harness for each passenger seat.
If the commander cannot see all the passengers' seats, there must be a means of
indicating to them that seat belts should be fastened.
A safety harness for every seat in use, except for aerobatics consisting only of erect
spinning, where the CAA may permit a safety belt with one diagonal shoulder
strap.
Scale C
Equipment for displaying lights required by the Rules of the Air, and electrical
equipment, supplied from the main source, to provide light for the flight crew to
carry out their duties. In addition. unless there is a radio, devices for making visual
signals requesting a landing.
Scale D
For a helicopter or gyroplane, a slip indicator. Otherwise, a turn and a slip
indicator, or gyroscopic bank and pitch indicator and direction indicator.
A sensitive pressure altimeter adjustable for any likely sea level barometric pressure.
Scale E
For a helicopter or gyroplane, a slip indicator. Otherwise, a slip indicator and either
a turn indicator or an additional gyroscopic bank and pitch indicator.
88 The ANO in Plain English
A gyroscopic bank and pitch indicator, gyroscopic direction indicator and sensitive
pressure altimeter adjustable for any likely sea level barometric pressure.
Scale EE
A radio altimeter with an audio warning below a preset height, and a visual warning
at a selectable height. A police helicopter can have a radalt with both selectable.
Scale F
A timepiece showing hours, minutes and seconds, a means of indicating whether
power to the gyroscopic instrument is adequate, a rate of climb and descent
indicator, OAT gauge and 2 airspeed indicators (over 5700 kg).
Scale G
Except for helicopters or gyroplanes, 2 single filament landing lights, or one dual
filament with them separately energised.
A Lighting system for every passenger compartment.
One electric torch for each member of the crew, or one for each flight crew
member and at least one for each attendant next to each floor level passenger exit,
readily accessible.
Except for helicopters or gyroplanes, a means of observing ice on aircraft above
5700 kg.
For performance group A2 helicopters or gyroplanes, either 2 adjustable landing
lights (one for forward and below, the other for the sides), or one landing light,
except above 5700 kg, where you need one dual filament (separately energised), or
2 single filament lights, one for forward and below, and one for the sides, and 2
parachute flares.
For group B helicopters or gyroplanes, either one landing light and 2 parachute
flares, or, when over 5700 kg, one dual filament light with separately energised
filaments or 2 single lights and 2 parachute flares.
Scale H
A lifejacket for each person on board, with a whistle (except for children under
three) and waterproof torch.
Scale I
A survival suit for each member of the crew.
Scale J
Additional flotation equipment, for one-fifth of the people on board, accessible
from outside. Also, parachute distress rockets as specified in the Rules of the Air
and complying with Part III of Schedule 15 to the Merchant Shipping (Life-Saving
Appliances) Regulations 1980, and a sea anchor and anything else necessary for
mooring, anchoring or manoeuvring on water, appropriate to size, weight and
handling characteristics.
Schedule 4 89
Scale K
Liferafts big enough to carry everyone on board. For helicopters or gyroplanes that
can carry more than 20 people, this must be split into at least two items. Each
liferaft must contain a means for maintaining buoyancy, a sea anchor, life-lines, a
means of attaching one liferaft to another, paddles or other means of propulsion, a
means of protecting the occupants from the elements, a waterproof torch, marine
type pyrotechnic distress signals, a means of making sea water drinkable (or ½ litre
of fresh water for each 4 people), 100 grammes of glucose toffee tablets per 4
people and first aid equipment. Most should be in a durable container.
Refer to this table to find the number of survival beacons against life rafts carried.
Column 1 Column 2
Not more than 8 liferafts 2 survival beacons
For every additional 4 or proportion of 1 extra
Helicopter or gyroplane beacons must be automatically deployed and activated in a
crash.
Scale L1
Part I
For every pressurised aircraft (i.e. can maintain pressure greater than 700
hectopascals), enough oxygen for continuous use under the conditions in the table
in Part II, below. In addition, above FL 350, oxygen in a portable container for 2
passengers at the same time. Otherwise, enough for continuous use by all crew
(other than flight crew), and 10% of passengers, for any period over 30 minutes
between FL 100 and 130, and continuous use by the flight crew above FL 100.
There must also be enough for continuous use by all on board above FL 130.
Naturally, apparatus must be suitable. See item (vi) of Part A of Schedule 10 for
calculating quantities.
Part II
Col 1 Col 2 Col 3 Col 4
FL Descendability Supply period Persons provided
Above FL 100 The greater of 30
minutes, or
period at A
below
In addition to any
passengers below,
all crew
Either at or below
FL 150 or can
continue to destn as
at X below
The greater of 30
minutes, or the
period at A,
below
10% of
passengers
90 The ANO in Plain English
Col 1 Col 2 Col 3 Col 4
FL Descendability Supply period Persons provided
FL 100-300 Above FL 150 and
is not so capable
The greater of 10
minutes or period
at B below
All passengers
and in addition
The greater of 30
minutes or period
at C below
10% of
passengers
Can continue to
destination as at Y
below
The greater of 30
minutes or the
period at A below
15% of
passengers
Between FL
300 and 350
Unable The greater of 10
minutes or the
period at B below
All passengers
and in addition
The greater of 30
minutes or period
at C below
15% of
passengers
Above FL 350 10 minutes or the
period at B
below, whichever
is greater
All passengers
and in addition
Greater of 30
minutes or the
period at C below
15% of
passengers
A Time above FL 100 after a failure to maintain a pressure greater than
700 hectopascals.
B Time above FL 150, as above.
C Time between FL 100 and 150, as above.
Schedule 4 91
X The machine can use emergency descent in the flight manual (above
minimum altitudes in the ops manual) to FL 150 within 6 minutes, and
continue to the intended destination or where a safe landing can be made.
Y As for X, but can descend to FL 150 within 4 minutes.
Scale L2
Oxygen and associated equipment for Parts I and II. Calculate reasonable duration
as per the ops manual before flight, or the actual time, taking account of
depressurisation above FL 100, failure of one or more engines, minimum safe
altitude, fuel and performance.
Part I - Unpressurised aircraft
Between FL 100 and 120
Supply Duration
Flight Crew When above FL 100
Cabin crews and 10% of
passengers
Any continuous time over 30
mins between FL 100 and 120.
Above flight level 120
Supply Duration
Flight Crew When above FL 120
Cabin crews and
passengers
When above FL 120
Part II - Pressurised aircraft
Between FL 100 and 250
Supply Duration
Flight Crew The greater of 30 mins, or when
cabin pressure is above 10,000'.
Cabin crews and 10% of
passengers
When machine can perform as at
A below, the greater of 30 mins
time above 10,000 feet. If not,
then whenever pressure is
between 10000 and 12000 ft.
Cabin crews and
passengers
When machine can perform as at
A below, the greater of 30 mins
92 The ANO in Plain English
Supply Duration
passengers A below, the greater of 30 mins
time above 10,000 feet. If not,
the greater of the time over
12000 feet, or ten minutes.
Above flight level 120
Supply Duration
Flight Crew the greater of 2 hours, or when
cabin pressure altitude is over
10,000'.
Cabin crews When cabin pressure is above
10000 feet, plus 15 minutes
portable supply.
10% of passengers When cabin pressure is between
10000 and 12000 feet.
30% of passengers When cabin pressure is between
12000 and 15000 feet.
All passengers The greater of time over 15000
feet or ten minutes.
2% of passengers or 2,
whichever is greater, being
first aid oxygen available
for simultaneous use.
Whenever, after decompression,
the cabin pressure altitude
exceeds 8000'
A You can use the emergency descent in the flight manual (above
minimum altitudes in the ops manual) to FL 120 within 5 minutes, and
continue to the destination or where a safe landing can be made.
Scale M
Equipment to stop ice screwing with the controls, engines, lifting surfaces, etc.
Scale N
An intercom for the flight crew, including microphones (not hand-held).
Scale O
A radar capable of giving warning to the pilots of coniums and other hazardous
weather.
Schedule 4 93
It may be unserviceable before or during flight, and give warning to only one pilot,
if it is only flying to where it can reasonably be repaired, or when weather indicates
the items above are unlikely, or can be seen and avoided.
Scale P
A flight data recorder that can record, against a time-scale, the indicated airspeed
and altitude, vertical acceleration, magnetic heading, pitch (if possible), engine
power (if possible), flap position and roll attitude (if possible). An aeroplane below
11,400 kg may use the above or a 4-channel CVR, which must be on board anyway
on turbine-powered aeroplanes above 11,400 kg.
Both items must tend to preserve the record in an accident. The aircraft can take
off without them if they are unserviceable, with permission.
Scale Q
An aeroplane over 5700 kg and first registered on or after 1st June 1965 must have
a door between the flight crew compartment and any where passenger have access.
It must have a lock or bolt capable of being worked from inside.
Scale R
For aeroplanes over 5700 kg, equipment to protect the eyes, nose and mouth of the
flight crew for at least 15 minutes and, in addition, with more than one flight crew
and no cabin crew, portable equipment able to do the same. Below 5700 kg, the
equipment above or, when below FL 250 and able to descend as per A below,
equipment for the eyes only.
Over 5700 kg, portable equipment to protect the eyes, nose and mouth of all cabin
crews for at least 15 minutes. The same for aeroplanes below 5700 kg, except
below FL 250 and able to descend as per A below.
A The machine can use the emergency descent in the flight manual (above
minimum altitudes in the operations manual) to FL 100 within 4 minutes, and
continue to the intended destination or where a safe landing can be made.
Scale S
Either a 4 channel CVR, or FDR that can record, against a time scale, data to
determine accurately the flight path, attitude and basic lift, thrust and drag forces,
maybe use of VHF transmitters, high lift devices, etc. There are several choices.
Both items must tend to preserve the record in an accident. The aircraft can take
off without them if they are unserviceable, with permission.
Scale SS
A 4 channel CVR that can record at least the last 30 minutes, and a FDR that can
record the last 8 hours of required information. The items can be combined. A
helicopter or gyroplane can take off without them if they are unserviceable, with
permission. Records must tend to be preserved in an accident.
94 The ANO in Plain English
Scale T
An underwater sonar location device, except for helicopters or gyroplanes under
Scale SS.
Scale U
1 survival beacon, marine distress signals, 100 grammes of glucose toffee tablets
and 1/2 litre of fresh water in durable containers for each 4 people on board, first
aid equipment.
Scale V
1 survival beacon, marine distress signals, 100 grammes of glucose toffee tablets
and 1/2 litre of fresh water in durable containers for each 4 people on board, first
aid equipment, 1 stove that can use aircraft fuel for every 75 people on board, 1
cooking utensil in which snow or ice can be melted, 2 snow shovels, 2 ice saws,
single or multiple sleeping-bags for one-third of all people on board and 1 Arctic
suit for each crew member.
Scale W
Cosmic radiation detection equipment calibrated in millirems per hour, capable of
indicating the action and alert levels of radiation dose rate. You can take off
without them if they are unserviceable, with permission, and the forecasts indicate
they will not be required anyway.
Scale X
A GPWS and Terrain Awareness and Warning System. If unserviceable, the aircraft
may continue to fly until first landing where it is reasonably practicable for it to be
repaired.
Scale Y
If the aircraft can carry between 19 and 100 passengers, one portable batterypowered megaphone readily available for the crew. Between 99 and 200 passengers,
2 megaphones. Over 199, try for 3.
If it can carry more than 19 passengers, a public address system and an interphone
between the flight crew and cabin crews.
Scale Z
An emergency lighting system for the passenger compartment, notwithstanding
failure of the lighting systems in paragraph (ii) of Scale G, and one for the outside.
An emergency floor path lighting system in the passenger compartment
notwithstanding the failure of the systems in paragraph (ii) of Scale G.
If the equipment above becomes unserviceable you may continue under
arrangements approved by the CAA.
Schedule 5
Radio & radio navigation equipment to be carried in aircraft (Art 15)
Aircraft and circumstances Scale
A B C D E F G H J
All (not gliders) in UK
under IFR, controlled airspace
in controlled airspace
approach notified aerodrome
A*
A*
E*
F*
#
G*
All in UK
at or above FL 245
in notified airspace
A*
A*
All (not gliders) in UK
at or above FL 245
in notified airspace
at or above FL 100
E*
E*
E*
F*
All UK aircraft
PT, IFR, approach
public transport, IFR
m/e, public transport, VFR
s/e, public tpt, VFR, visual
s/e, public transport, VFR
IFR, contr airspace, other
A
A
A
A
A
A*
B
C
C
D H
H
H
All UK aircraft, or all in UK, turbojet
or prop over 15000 kg or carrying
over 30 pax
J
96 The ANO in Plain English
For combinations of circumstances, equipment need not be duplicated.
* Unless ATC otherwise permits. # non-public transport aircraft in Class D and E
airspace do not need DME
Scale A
Radio equipment for direct two-way communication with appropriate radio
stations.
Scale B
Radio navigation equipment for the intended route.
Scale C
Radio equipment for receiving appropriate meteorological broadcasts.
Scale D
Radio navigation equipment that can receive signals from aeronautical surface
stations on for guidance from where a visual landing can be made at the aerodrome
of landing.
Scale E
Secondary surveillance radar equipment.
Scale F
Radio and navigation equipment for the intended route, including ADF, DME and
VOR.
Scale G
ILS.
Scale H
Navigation equipment for the route, including ADF, DME, 2 VOR and a 75 MHz
marker beacon. Approved alternatives may be used. If not more than one item is
unserviceable when about to begin a flight, the aircraft may still take off if it is not
reasonably practicable for repair or replacement beforehand, it has not made more
than one flight since the item was last serviceable, and the commander thinks the
flight can be made safely.
Scale J
An airborne collision avoidance system.
Schedule 6
Article 17
Aircraft, engine and propeller log books
Aircraft log book
Must contain constructor’s name, type of aircraft, serial number, date of
construction, nationality and registration marks, name and address of operator, date
of each flight and duration (or number of flights and total duration), particulars of
maintenance, defects and action taken, overhauls, repairs, replacements and
modifications.
Engine log book
Must contain constructor’s name, type of engine, serial number, date of
construction, nationality and registration marks of aircraft, name and address of
operator, date of each flight and duration (or number of flights and total duration)
or aggregate, particulars of maintenance, defects and action taken, overhauls,
repairs, replacements and modifications.
Variable pitch propeller log book
Must contain constructor’s name, type of propeller, serial number, date of
construction, nationality and registration marks of aircraft, name and address of
operator, date of each flight and duration (or number of flights and total duration)
or aggregate, particulars of maintenance, defects and action taken, overhauls,
repairs, replacements and modifications.
98 The ANO in Plain English
Notes
Schedule 7
Article 20(4)
Areas for flight navs or nav equipment on public transport aircraft
Area A - Arctic
All North of 68° North, but
excluding that enclosed by rhumb
lines joining:
68° North 00° East/West
73° North 15° East
73° North 30° East
68° North 45° East
68° North 00° East/West
Area B - Antarctic
All South of 55° South.
Area C - Sahara
All enclosed by rhumb lines joining:
30° North 05° West
24° North 11° West
14° North 11° West
14° North 28° East
24° North 28° East
28° North 23° East
30° North 15° East
30° North 05° West
Area D - South America
All enclosed by rhumb lines joining:
04° North 72° West
04° North 60° West
08° South 42° West
18° South 54° West
100 The ANO in Plain English
18° South 60° West
14° South 72° West
05° South 76° West
04° North 72° West
Area E - Pacific Ocean
All enclosed by rhumb lines joining:
60° North 180° East/West
20° North 128° East
04° North 128° East
04° North 180° East/West
55° South 180° East/West
55° South 82° West
25° South 82° West
60° North 155° West
60° North 180° East/West
Area F - Australia
All enclosed by rhumb lines joining:
18° South 123° East
30° South 118° East
30° South 135° East
18° South 123° East
Area G - Indian Ocean
All enclosed by rhumb lines joining:
35° South 110° East
55° South 180° East/West
55° South 10° East
40° South 10° East
25° South 60° East
20° South 60° East
05° South 43° East
10° North 55° East
10° North 73° East
04° North 77° East
04° North 92° East
10° South 100° East
10° South 110° East
35° South 110° East
Area H - North Atlantic Ocean
All enclosed by rhumb lines joining:
55° North 15° West
68° North 28° West
68° North 60° West
45° North 45° West
40° North 60° West
40° North 19° West
55° North 15° West
Area I - South Atlantic Ocean
All enclosed by rhumb lines joining:
40° North 60° West
18° North 60° West
05° South 30° West
55° South 55° West
55° South 10° East
40° South 10° East
02° North 05° East
02° North 10° West
15° North 25° West
40° North 19° West
40° North 60° West
Area J - Northern Canada
All enclosed by rhumb lines joining:
68° North 130° West
55° North 115° West
55° North 70° West
68° North 60° West
68° North 130° West
Area K - Northern Asia
All enclosed by rhumb lines joining:
68° North 56° East
68° North 160° East
50° North 125° East
50° North 56° East
68° North 56° East
Area L - Southern Asia
All enclosed by rhumb lines joining:
50° North 56° East
50° North 125° East
40° North 110° East
30° North 110° East
30° North 80° East
35° North 80° East
35° North 56° East
50° North 56° East
Schedule 8
Articles 22, 23, 24, 25 and 26
Flight crew - licences and ratings
Private Pilot's Licence
You must be over 17. No max validity for UK licences. JAR ones last for 5 years.
Privileges
You can fly as PIC or P2 of an aeroplane, helicopter or gyroplane of any type or
class (just type for helicopters) within a rating in the licence, but not for public
transport or aerial work, except instructing, if you are an instructor, or testing,
which must be in a machine owned, or operated under a flying club where you and
the victim are members. Towing gliders and dropping parachutists may also be
done. No pay may be received, except by instructors in microlights or selflaunching motor gliders, under the conditions above.
Unless you have an IR or IMC rating, you may not be PIC outside controlled
airspace when the vis is below 3 km, under Special VFR in a control zone below 10
km, except on an approved route, or out of sight of the surface. You may not be
PIC or P2 IFR in Class D or E airspace, and you need an IR for PIC in IFR in
Class A, B or C airspace.
A night rating or qualification is required to be PIC at night.
To carry passengers, you must do, in the previous 90 days, 3 takeoffs and landings
(included in 3 circuits for helicopters) as sole manipulator in the same type or class.
With no IR, at least 1 takeoff and landing must be at night. For gyroplanes, you
need at least 5 take offs and landings when the centre of the sun was at least 12°
below the horizon in the last 13 months, or 5 5-minute flights in free balloons, for
balloons.
102 The ANO in Plain English
Basic Commercial Pilot's Licence
You must be at least 18. The maximum validity is 10 years.
Privileges
You can do whatever a PPL can do, and be PIC on a type or class on which you
are qualified and is specified in a rating in your licence, on any purpose except
public transport if you have less than 400 hours PIC of aeroplanes other than selflaunching motor gliders or microlights, and the aircraft is over 2300 kg, and the
flights begin an end at the same aerodrome, within 25 nm. If you are over 60, you
need dual controls and a second pilot qualified as PIC under 60. You may not fly at
all as pilot of any description on public transport when over 65.
You may not do scheduled journeys, but you can do aerial work in the shape of
instructing or testing, in an aeroplane owned, or operated under a flying club where
you and the victim are members.
On aeroplanes, unless you have an IR or IMC rating, you may not be PIC outside
controlled airspace when the vis is below 3 km, under Special VFR in a control
zone below 10 km, except on an approved route, or out of sight of the surface.
You may not be PIC or P2 IFR in Class D or E airspace, and you need an IR for
PIC in IFR in Class A, B or C.
A night rating or qualification is required to be PIC at night.
You can only do all the above in an aeroplane that you can fly as PIC on a private
flight, on aerial work or a public transport flight as above.
You can be a co-pilot of any aeroplane in a type rating in your licence, but you
must have over 400 hours PIC on aeroplanes other than self-launching motor
gliders and microlights, and it is certificated for single pilot operation.
Commercial Pilot's Licence
You must be at least 18. The maximum validity is 10 years (5 for JAR).
Privileges
You can do the same as a PPL with IMC and night ratings (night only for
helicopters and gyroplanes), and be PIC on a Special VFR flight (even below 3 km
vis), or when taking off or landing where the flight visibility below cloud is less
than 1800 metres.
You can be PIC on a type or class on which you are qualified and is specified in a
rating in your licence, on any purpose. However, you must have an IR for
scheduled journeys. Without an IR, on helicopters, you must do them (and any
public transport flights) in VMC. For gliders, you can fly any glider below 680 kg.
Over that, the type needs to be on your licence.
For JAR licences, you can be PIC or P2 of any machine included in a type rating on
non-public transport flights, PIC for public transport on machines certificated for
single pilot operation, or P2 of any aeroplane in Part XII.
Schedule 8 103
To carry passengers, you must do least 3 take-offs and landings (with circuits, in a
helicopter) in an aeroplane of the same type or class, or approved simulator, in the
previous 90 days. Without an IR, one of those landings must have been at night, if
you want to fly at night. The takeoffs and landings are included in 3 circuits for
helicopters. For gyroplanes, you need at least 5 take offs and landings when the
centre of the sun was at least 12° below the horizon in the last 13 months. You
need 3 5-minute flights in free balloons for balloons. To be a co-pilot, you must
been a pilot during take-off and landing in the last 90 days.
You need an IR to fly aeroplanes over 2300 kg on public transport, except flights
beginning and ending at the same aerodrome, inside 25 nm. You also need one for
IFR in Class A, B or C airspace. For helicopters, machines must be certificated for
single pilot operation on public transport.
If you are over 60, you need dual controls and a second pilot qualified as PIC under
60. You may not fly at all as pilot of any description on public transport when over
65.
You can do aerial work in the shape of instructing or testing, in an aeroplane
owned, or operated under a flying club where you and the victim are members.
You can only do the above in an aeroplane that you can fly as PIC on a private
flight, on aerial work or a public transport flight as above.
You can be a co-pilot on any type included for any purpose.
Airline Transport Pilot's Licence
You must be at least 21. The maximum validity is 10 years.
Privileges
As for the CPL, without the restriction on single-pilot machines.
National Private Pilot's Licence (Aeroplanes)
You must be at least 17. There is no maximum validity period.
Privileges
You can fly as PIC of any simple single-engined aeroplane, microlight or SLMG
specified, or otherwise falling within any rating on the licence. Outside the UK,
however, you must comply with Art 21(10)(a), and have permission from any
contracting states, except for an SLMG if you have an appropriate medical and
SLMG rating.
The only aerial work you can do is towing another aeroplane or glider in a club
aircraft, if you and any passengers are club members, or any other organization
approved by the CAA.
You cannot fly a simple single-engined aeroplane outside controlled airspace in
under 5 km visibility, or a microlight or SLMG under 3 km. Neither may you fly
under Special VFR in a control zone under 10 km, out of sight of the surface, at
night, or when needing to be IFR.
104 The ANO in Plain English
To carry passengers, within the previous 90 days, you must have done 3 takeoffs
and landings as sole manipulator of the controls of a similar aircraft. In any case,
the total number of persons is 4.
Unless you have appropriate differences training, the simple aeroplane may not
have a retractable or tricycle undercarriage, a tailwheel, a supercharger or
turbocharger, a variable pitch propeller, a cabin pressure system or a max
continuous cruising speed over 140 kts. The training must be recorded in your log
book.
Microlights may not have 3-axis controls or flexwing controls if your previous
experience has been with the other type, unless you have difference training and
record it in your logbook.
Flight Navigator's Licence
You must be at least 21. The maximum validity is 10 years.
Privileges
You can be a flight nav in any aircraft.
Flight Engineer's Licence
You must be at least 21. The maximum validity is 10 years.
Privileges
You can be a flight engineer in any aircraft included in your licence.
Flight Radiotelephony Operator's Licence
You must be at least 16. The maximum validity is 10 years.
Privileges
You can use the radios in any aircraft if the frequency is maintained automatically,
using external switching devices.
Ratings
Aircraft ratings
You can fly aircraft specified in a rating.
IMC rating (aeroplanes)
Enables a PPL or BCPL (aeroplanes) holder to be PIC inside the bad visibility
restrictions of both licences, in the UK, except on a special VFR flight in a control
zone with a vis less than 3 km, or taking off or landing where the flight visibility
below cloud is less than 1800 metres.
Instrument rating
You can be PIC or P2 under IFR in controlled airspace.
Schedule 8 105
Microlight class rating
You can be PIC of a microlight under an NPPL(A) or UK PPL(A).
Night rating
Allows a PPL or BCPL holder to be PIC at night. There is a special one for
gyroplane PPLs.
Night qualification
As above, but includes JAR PPLs.
Simple Single Engine Aeroplane (NPPL)
You can be PIC of any such aircraft under 2000 kg, except SLMGs or microlights.
SLMG Class
You can be PIC of an SLMG.
Towing rating (flying machines)
Allows you to act as pilot of a flying machine while towing a glider in flight on
public transport or aerial work.
Flying instructor's rating
You can give instruction in the types and classes specified.
Assistant flying instructor's rating
You can give instruction in the types and classes specified, but only under
supervision during take-off and landing where the instruction begins and ends, who
holds a pilot's licence endorsed with a flying instructor's rating. You may not allow
first solos or first solo cross-country flights.
Flight instructor rating
You can give instruction in the types and classes specified.
Flight instructor rating - Restricted privileges
The licence is restricted until you have done at least 100 hours flight instruction
and supervised at least 25 solo flights, and have been recommended. That is, you
can do (under supervision) instruction for PPLs, or those parts of integrated
courses for single-engine aeroplanes, excluding approval of first solo flights and
cross country flights, and night flying instruction.
Type rating instructor rating (multi-pilot aeroplane)
Instruct licence holders for a multi-pilot aeroplane type rating, inc multi-crew.
Type rating instructor rating (helicopter)
You can instruct licence holders for type ratings, including multi-crew.
106 The ANO in Plain English
Class rating instructor rating (single-pilot aeroplane)
Instruct licence holders for type or class ratings on single-pilot aeroplanes.
Instrument rating instructor
You can instruct for instrument or IMC ratings (aeroplanes).
Certificates of test or experience
One required by article 23(2) must conform to this table:
Case Class of licence Description of flight Certificate required
A Microlight SLMG
PPL (Gyros)
Any within
privileges
Certificate of test or
experience
B CPL (H & G)
CPL (Balloons)
CPL (Gliders)
CPL (Airships)
ATPL (H & G)
Carry passengers
when pilot receives
remuneration
Certificate of test
C CPL (H & G)
CPL (Balloons)
CPL (Gliders)
CPL (Airships)
ATPL (H & G)
Public Transport Certificate of test
D CPL (H & G)
CPL (Balloons)
CPL (Gliders)
CPL (Airships)
ATPL (H & G)
Aerial Work Certificate of test or
experience
E CPL (H & G)
CPL (Balloons)
CPL (Gliders)
CPL (Airships)
ATPL (H & G)
Within privileges
of PPL
Certificate of test or
experience
F Flight Navigator Under art 20(4) Certificate of experience
Schedule 8 107
Certificate of test
One required by article 23(2) or 25(1) must be signed by a person authorised by the
CAA and certify the functions to which it relates, that the person signing it is
satisfied that the relevant person passed an appropriate test, the type of aircraft or
flight simulator and the date.
A C of T for a Commercial Pilot's Licence (Balloons) is valid for 13 months, as is
one for cases A, B and E (above). Cases C and D last for 6 months, or the two
together 13 months, with an interval of at least 4 months between them. An IMC
rating lasts for 15 months, and an AFI rating lasts for 3 years.
Certificate of experience
One required by article 23 by a pilot or flight engineer must be signed by a person
authorised by the CAA and certify the functions to which it relates, that the person
signing it is satisfied that the relevant person has the appropriate experience inside
the relevant period (as per C of T), the type of aircraft or flight simulator and the
date. A flight nav must produce charts, nav logs, etc.
A C of E for a CPL (Balloons) lasts for 13 months. Others last for 6 after signature
for Case D, or 13 months for any other case.
Certificate of revalidation
As required by article 24(2) or 25(2). Type and multi-engine class ratings for
aeroplanes are valid for one year from the date of issue, or the date of expiry if
revalidated within the three months before expiry. See paragraph 1.245(a) and (b)
of JAR-FCL 1 for revalidation.
Single-pilot single-engine class ratings are valid for 2years from date of issue, or
date of expiry if revalidated within the three months preceding the expiry. See
paragraph 1 .245(c)(1) of JAR-FCL 1 for single-pilot single-engine piston
aeroplanes (land) and/or touring motor gliders.
For single-engine turbo-props (land), you must pass a proficiency check with an
authorised examiner in the relevant class within the three months before expiry.
The same goes for seaplanes, but you can also do 12 hours (including 6 PIC) on sea
or land plane and 12 water take-offs and landings, and either complete a training
flight of at least 1 hour with an instructor or pass a proficiency check or skill test
for any other class or type rating within the 12 months preceding expiry.
Type ratings for helicopters are valid for one year from the date of issue, or the
date of expiry if revalidated within the three months preceding the expiry. See
paragraph 2.245(b) of JAR-FCL 2 for requirements.
If a type rating or multi-engine class rating has expired, you must meet the
requirements above and refresher training requirements as determined by the CAA.
See Appendix 3 to paragraph 1.240 of JAR-FCL 1 for single-pilot single-engine skill
tests.
Flight engineer ratings are valid for 1 year from date of issue, or the date of expiry
if revalidated within the three months preceding the expiry. Revalidation requires a
108 The ANO in Plain English
proficiency check with an authorised examiner on the relevant type within the three
months preceding the expiry.
Revalidation Requirements
Rating JAR-FCL
Instrument rating (aeroplane) 1.185
Instrument rating (helicopter) 2.185
Flight instructor (aeroplane)
Flying instructor (aeroplanes)
Assistant flying instructor (aeroplanes)
1.355
Flight instructor (helicopter)
Flying Instructor (Helicopters)
Assistant flying instructor (helicopters)
2.355
Type rating instructor (multi-pilot aeroplane) 1.370
Type rating instructor (helicopter) 2.370
Class rating instructor (single pilot
aeroplane)
1.385
Instrument rating instructor (aeroplane) 1.400
Instrument rating instructor (helicopter) 2.400
Maintenance of Validity of NPPL
Within the 12 months preceding any flight, you must have either flown 6 hours
in an aircraft within the class rating (4 hours being PIC), and done at least 1
hours' training with an instructor in the last 24 months, or within the 3 months
before the expiry, done a General Skills test.
Schedule 9
Article 91(3)
Air traffic controllers - ratings
If you have two ratings, you can generally only use one at any time. However, you
can use the aerodrome and approach control ratings together, and the approach,
approach radar and area radar control ratings, except that the first cannot be used
with the second if it is a surveillance approach terminating less than 2 nm from the
intersection of the glide path with the runway.
The following ratings may be included in an air traffic controller's licence (other
than a student’s) granted under article 92. See paragraph 4 of 92 for exceptions.
Aerodrome Control Rating
You may act as a controller for an aerodrome control service but not with any
radar equipment that needs a radar control rating.
Approach Control Rating
You can act as a controller for an approach control service without radar.
Approach Radar Control Rating
You can act as a controller for an approach control service with surveillance radar
or PAR up to 40 nm from the ATZ.
Area Radar Control Rating
You can act as a controller for an area control service (not an area control centre)
with surveillance radar.
110 The ANO in Plain English
Area Control Centre Rating
You can act as a controller at an area control centre for an area control service with
or without surveillance radar equipment.
Schedule 10
Article 31, 33 & 34
Public transport - operational requirements
Part A - Operations Manual
Must include the number of crew and their respective duties, flight time scheme,
technical particulars of aircraft, fuel and oxygen calculation and usage, checklists,
radio usage, flight procedures, met reports, minimum altitudes, aerodrome minima,
emergency flight procedures, use of cosmic radiation detection equipment (over
49000 feet), dangerous goods, use of airborne collision avoidance systems.
Part B – Crew Training and Tests
Crew must have been tested within the past 13 months by or on behalf of the operator as
to knowledge and use of emergency and life saving equipment, including practical
stuff.
Pilots, IFR or not, must be tested as to normal (in flight, every 13 months) and
emergency manoeuvres on the aircraft concerned (in flight or in a sim every 6
months). Those at the controls during takeoff or landing under IFR must also be
112 The ANO in Plain English
tested on the various approach systems likely to be used every 6 months, and must
carry out at least three takeoffs and landings every three months. The 6 month tests
may have two done in 13 months, with more than 4 months between them.
Helicopter pilots without an IR flying at night in VMC must be tested on normal
procedures every 13 months and elements of instrument flying every 6 months.
Flight engineers must be tested as to normal (in flight, every six months) and
emergency manoeuvres on the aircraft concerned (in flight or in a sim). The 6
month test may have two done in 13 months, if there is more than 4 months
between them.
Flight navigators and radio operators must be tested on duties likely to be
encountered every 13 months.
PICs must demonstrate adequate knowledge of any routes, aerodromes, alternates,
terrain, local weather, search and rescue procedures and navigational facilities every
13 months. Just flying them will do.
Records must show, on any date, any tests taken, including particulars over the past
two years. They must be produced to an authorised person on demand.
Part C – Training Manual
Must contain information on how training, practice and periodical tests are to be
carried out, minimum qualifications and experience of training personnel and
crews, type of tests required, syllabuses and type of aircraft.
Schedule 11
Articles 76 and 78
Documents to be carried by UK registered aircraft
Public transport
A, B, C, D, E, F, H and, for international air navigation, G and I.
Aerial work
A, B, C, E, F and, for international air navigation, G and I.
International private flights
A, B, C, G and I.
Permission under article 16
J.
114 The ANO in Plain English
A Radio licence
B C of A (article 31 aircraft don’t need the flight manual)
C flight crew licences
D one copy of the load sheet
E one copy of each certificate of maintenance review
F tech log
G C of R
H Relevant parts of the operations manual
I Interception procedures
J Permission under article 16 (unless in the ops manual, with
permission)
Schedule 12
Article 122
Penalties
Provisions in Article 122(5)
Article Subject matter
3 Aircraft flying unregistered
5 Aircraft flying with false or incorrect markings
10(1)(a) Flight without appropriate maintenance
10(1)(b) Flight without a certificate of maintenance review
11 Failure to keep a technical log
12 Flight without certificate of release to service issued under ANO
13(7) and (8) Exercise of privileges of AME licence whilst unfit
14 Flight without required equipment
116 The ANO in Plain English
15 Flight without required radio equipment
16 Minimum equipment requirements
17 Failure to keep log books
18 Requirement to weigh aircraft and keep weight schedule
20 Crew requirement
21 Requirement for appropriate licence
23(2) Requirement for appropriate certificate of test or experience
24(2) and (3) Requirement for appropriate certificate of revalidation
25(1) and (2) Requirement for appropriate certificate of test or revalidation
26(1) Prohibition of flight after failure of test
26(2)(a) Flight without valid medical certificate
26(3) Flight in unfit condition
29 Instruction in flying without appropriate licence and rating
31 Operations manual requirement
32 Police operations manual requirement
33 Training manual requirement
34 Operator's responsibilities in connection with crew
35 Requirements for loading aircraft
36 Operational restrictions on aircraft
37 Public transport at night or in IMC by non-UK s/e aeroplanes
38 Aerodrome operating minima - UK public transport aircraft
39 Aerodrome operating minima - foreign public transport aircraft
40 Aerodrome operating minima - non-public transport aircraft
41 Requirement for pilot to remain at controls
43 Pre-flight action by commander of aircraft
44 Requirement for passenger briefing
45 Additional duties of commander, public transport of passengers
46 Radio stations to be licensed and operation of same
47 Requirement for minimum navigation performance equipment
48 Height keeping performance equipment – UK registered aircraft
Schedule 12 117
49 Height keeping performance equipment – non-UK aircraft
50 Area navigation equipment – UK registered aircraft
51 Area navigation equipment – non-UK aircraft
52 Requirement for an airborne collision avoidance system
53 Use of flight recording systems and preservation of records
54 Towing of gliders
55 Towing, picking up and raising of persons and articles by aircraft
56 Dropping of articles and animals from aircraft
57 Dropping of persons
58 Requirement for aerial application certificate
61 Carriage of persons in or on aircraft not designed for it
62 Requirement for exits and break-in markings
66 Prohibition of smoking in aircraft
67 Requirement to obey lawful commands of aircraft commander
68 (a) and (b) Acting in a disruptive manner
69 Prohibition of stowaways
70 Flying displays
72(3) Operator's obligation to obtain flight time records of flight crew
73(2) Crew member's obligation to inform operator of flight times
74 Flight time limitations
84 Breach of the Rules of the Air
85 Flight in contravention of restriction of flying regulations
86 Balloons, kites, airships, gliders and parascending parachutes
87 Flight by small aircraft
90 Provision of air traffic services
91 Use of radio call signs at aerodromes
94 Requirement for licensing of air traffic controllers
99 Requirement for licensing of flight information service officers
100 Requirement for aerodrome information service manual
101 Requirement for licensed aerodrome
118 The ANO in Plain English
103(5) Contravention of conditions of aerodrome licence
104 Use of aeronautical radio stations
105 Requirement to keep aeronautical radio station records
109 Use of aeronautical lights
110(1) Prohibition of dangerous lights
110(2) Failure to extinguish or screen dangerous lights
112(1) and (3) Management of aviation fuel at aerodromes
117 (except (4)) Requirement to report occurrences
120 Obstruction of persons performing duties under the Order
Other Legislation
Article Subject matter
JAR - 145.1(a) Flight without a certificate of release to service under JAR – 145
Provisions in Article 122(6)
Article of order Subject matter
6 Public transport without an AOC
7 Flight without police AOC
8 Flight without a C of A
59 Prohibition of carriage of weapons and munitions of war
60 Prohibition of carriage of dangerous goods
63 Endangering safety of aircraft
64 Endangering safety of persons or property
65 Prohibition of drunkenness in aircraft
68(c) Intentional interference
72(1) Operator's obligation to regulate flight times of flight crew
72(2) Operator's obligation not to allow flight in under fatigue
73(1) Crew's obligation not to fly in dangerous state of fatigue
75 Protection of air crew from cosmic radiation
77 Keeping and production of records of exposure to cosmic
radiation
Schedule 12 119
83 (except (3)) Use of false or unauthorised documents and records
88 Provision of an air traffic control service without an approval
96 Prohibition of drunkenness etc of controllers
97 Controller's obligation not to act in a dangerous state of fatigue
112(4) Use of aviation fuel which is unfit for use in aircraft
113 Restriction of flights for valuable consideration by non-UK
aircraft
115 Aerial photography, aerial survey and aerial work by non-UK
aircraft
116 Operators' or commanders' obligations over any foreign country
117(4) Making false reports
118 Flight in contravention of direction not to fly
120 The ANO in Plain English
Notes
Schedule 13
Article 124
Parts of Straits relating to aircraft in transit over UK territorial waters
Straits of Dover
South of a rhumb line joining:
51°08'23" North : 1°23'00" East
51°22'41" North : 1°50'06" East
East of a rhumb line joining:
50°54'33" North : 0°58'05" East
50°43'15" North : 0°51'39" East
North Channel
North of a rhumb line joining:
54°13'30" North : 5°39'28" West
54°09'02" North : 5°18'07" West
West of a rhumb line joining:
54°26'02" North : 4°51'37" West
54°38'01" North : 4°51'16" West
East of a rhumb line joining:
55°40'24" North : 6°30'59" West
55°29'24" North : 6°40'31" West
122 The ANO in Plain English
or
55°24'54" North : 6°44'33" West
55°10'15" North : 6°44'33" West
Fair Isle Channel
North of a rhumb line joining:
59°10'54" North : 2°01'32" West
59°33'27" North : 2°38'35" West
South of a rhumb line joining:
59°51'06" North : 0°52'10" West
59°51'06" North : 1°46'36" West
Schedule 14
Article 103
Aerodrome Manual
Must include the name and status of whoever is in charge of day to day operation
plus other senior staff, and when they might be expected to take over.
Also, the system of aeronautical information service, how it is promulgated,
procedures for the control of access to the manoeuvring area and apron,
procedures under article 117 and the removal of disabled aircraft, fuel storage
(article 112), a 1:2500 map showing runways, lighting, etc.
If there is a notified instrument approach procedure, information to allow charts to
be made, obstacles, distance calculation, surfaces, air traffic management,
inspections, low visibility operations, bird hazard control, use of lighting system
and emergency procedures.
124 The ANO in Plain English
Notes
Rules of The Air
The Rules of the Air Regulations
1991 (SI 1991 No 2437)
Interpretation
Air traffic control clearance
Authorisation by an air traffic
control unit to proceed under
conditions specified.
Anti-collision light
On helicopters, a flashing red light,
otherwise, flashing red or white, in
both cases showing in all directions
so the aircraft can be seen more
easily.
Apron
part of an aerodrome provided for
stationing aircraft when embarking
and disembarking passengers,
loading and unloading cargo and
parking.
Ground visibility
The horizontal visibility at ground
level.
Hang glider
One with a noose on the front.
Actually, a glider that can be carried,
foot launched and landed solely by
the energy and use of a pilot's legs.
126 The ANO in Plain English
IFR flight
One conducted under IFR as per
Section VI.
Manoeuvring area
Part of an aerodrome for the take
off and landing of aircraft, and
movement on the surface, excluding
the apron and any part for
maintenance.
The Order
The Air Navigation Order 1989.
Runway
An area provided for the take off or
landing runs of aircraft.
Simulated instrument flight
Where mechanical or optical devices
are used to reduce the field of vision
or the range of visibility from the
cockpit.
Special VFR flight
A flight in a control zone in IMC or
at night, where ATC allows the flight
despite requirements for IFR,
remaining clear of cloud and in sight
of the surface.
VFR flight
A flight under Visual Flight Rules
(see Section V).
Section II - General
2 - Application of Rules to aircraft
The Rules apply to all aircraft within
the UK and, for rule 5, near an
offshore installation, plus all UK
registered aircraft anywhere else.
3 - Misuse of signals and markings
Signals or markings may only be
used in the context given in the
Rules. In other words, they may not
be used in a confusing manner. You
may not make signals used by the
military.
4 - Reporting hazardous conditions
On meeting hazardous conditions,
or as soon as possible afterwards,
you must tell ATC as quickly as
possible.
5 - Low flying
You may not fly over any congested
area of a city, town or settlement
below a height that allows you to
land clear and without danger to
persons or property on the surface if
a donkey stops (in a helicopter, you
just need to alight without danger,
not necessarily clear). If you’re
towing a banner, you must take that
into consideration as well.
Alternatively, you can proceed at
1500 feet above the highest fixed
object within 600 metres, whichever
is higher, unless on a notified route,
landing or taking off, on Special
VFR or you are a police aircraft. In
the area bounded by straight lines
joining the following points,
however, a helicopter must be able
to alight clear:
Kew Bridge (N5129.18
W00017.17)
The Eastern extremity of Brent
Reservoir (N5134.30 W00014.02)
Gospel Oak Station (N5133.27
W00008.97)
The South East corner of
Springfield Park (N5134.12
W00003.20)
Bromley-by-Bow Station
(N5131.47 W00000.65)
Rules of The Air 127
The South West corner of Hither
Green (N5126.72 W00000.63)
Herne Hill Station (N5127.18
W00006.07)
Wimbledon Station (N5125.23
W00012.27)
The North West corner of
Castelnau Reservoir (N5128.87
W00014.03)
Kew Bridge (N 5129.18
W00017.17)
excluding any of the bed of the
Thames between ordinary high water
marks on each bank.
Unless you are a police aircraft, you
may not fly over, or within 3000 feet
of, any open air assembly of more
than 1000 people witnessing or
participating in any organised event,
except with permission in writing
from the CAA and the organisers, or
below a height that allows you to
land clear if an engine fails. Banners
should not be dropped within 3000
feet. This doesn’t count if you are
taking part in an aircraft race or
contest, or a flying display (if you get
nabbed for this, it’s a good defence
to prove that the flight was in any
case made at a reasonable height and
was unconnected with the assembly).
You may not fly closer than 500 feet
to any person, vessel, vehicle or
structure, unless you are operating a
police aircraft, or landing or taking
off under normal aviation practice,
hill soaring with a glider, working
under an aerial application
certificate, or picking up or dropping
tow ropes, banners or similar articles
at an aerodrome. However, be aware
that this is under discussion.
Nothing in this rule stops you flying
as necessary for saving life, or
applies to any captive balloon or
kite. Neither does it stop any aircraft
flying under normal aviation
practice, when taking off from,
landing or practising approaches at,
or checking navigational aids or
procedures at, a Government
aerodrome, one owned or managed
by the CAA or a licensed aerodrome,
in the customarily used airspace.
6 - Simulated instrument flight
You must have (functioning) dual
controls and a safety pilot whose
vision is adequate forward and to
each side, or you will have to carry a
competent observer as well.
7 - Practice instrument approaches
In UK, you may not carry out
instrument approach practice in
VMC unless ATC has been
informed and a competent observer
is carried if the conditions are not
being simulated.
Section III – Lights and other
signals to be shown or made
8 – General
If more than one light is needed to
comply with the Rules, only one
should be visible at a time. Where a
light must show through specified
angles horizontally, the light should
be visible from 90° above and
below. Lights showing in all
directions must be visible from any
point horizontally and vertically.
9 - Display of lights by aircraft
By night, only lights in these Rules
may be shown, to avoid confusion.
By day, anti-col lights must be used
128 The ANO in Plain English
in flight, if fitted (a red one must be
used with engines running when
stationary). Anti-col lights may be
switched off on offshore helicopters
(if the procedure is in the ops
manual) as a signal that it is safe to
approach or depart with passengers
or cargo.
At night, a flying machine on a UK
aerodrome must display normal
lights, or any in Rule 11(2)(c), unless
stationary on the apron or
maintenance park. Lights may be
reduced or switched off if they affect
crew duties or dazzle anyone
outside.
10 - Failure of navigation and anticollision lights
On the ground, if a light cannot be
immediately repaired or replaced, the
aircraft may not depart. In flight, you
must land as soon as you can safely
do so, unless otherwise authorised
by ATC. If an anti-col light fails by
day, you may continue, but the light
must be fixed at the earliest possible
opportunity.
11 - Flying machines
At night, a UK registered flying
machine over 5700 kg, or has a first
type on or after 1st April 1988, must
show a steady green light of at least
five candela to starboard through
110° from ahead horizontally, with a
steady red on the other side, and a
steady white of at least three candela
through 70° each side of dead astern
horizontally. If more than 2 metres
from the wing tip, another may be
put at the tip.
Where the type certificate is dated
before then, and the aircraft is below
5700 kg, as above, plus an anticollision light or flashing white light
of at least twenty candela showing in
all directions, flashing alternately to
the main lights.
Otherwise any of the above may be
used.
12 - Gliders
At night, either a steady red light of
at least five candela, showing in all
directions, or lights under Rule 11(2)
and (3).
13 - Free balloons
At night, a steady red light of at least
five candela showing in all
directions, suspended between 5 and
10 metres below the basket, or, if
there isn’t one, below the lowest
part.
14 - Captive balloons and kites
When over 60 metres agl, two steady
lights, one white, 4 metres above the
red, both at least five candela and
showing in all directions, with the
white light between 5 and 10 metres
below the basket or the lowest part
of the balloon or kite. On the
mooring cable, at intervals less than
300 metres from the lights above,
Rules of The Air 129
groups of two lights as above, with
one below the cloud base if the
bottom one is hidden by cloud.
On the surface, a group of three
flashing lights arranged horizontally
in an approximately equilateral
triangle, around the item to be
marked, with sides at least 25 metres.
One side must be approximately at
right angles to the horizontal
projection of the cable and delimited
by two red lights - the third must be
green.
A captive balloon by day over 60
metres agl must have tubular
streamers on its mooring cable every
200 metres measured from the
basket or lowest part. They must be
at least 40 centimetres in diameter
and 2 metres long, marked with
alternate bands of red and white 50
centimetres wide. A kite in similar
circumstances can have the
streamers above, or every 100 metres
measured from the lowest part, at
least 80 centimetres long and 30
centimetres wide, marked with
alternate bands of red and white 10
centimetres wide.
15 - Airships
At night, or while picking up
moorings (even if under command,
that is able to execute manoeuvres),
a steady white light of at least five
candela showing 110° either side of
dead ahead, a steady green light of at
least five candela showing to
starboard through 110° from dead
ahead horizontally, a steady red on
the other side, and a steady white of
at least five candela showing through
70° either side of dead astern
horizontally, plus an anti-collision
light. If not under command, has
stopped engines or is being towed,
the white lights mentioned above,
two red ones, each at least five
candela and showing in all directions
below the control car, with one at
least 4 metres above the other and at
least 8 metres below the car, and, if
making way (but not otherwise), the
green and red lights referred to
above.
While moored to a mast in the UK
by night, white light of at least five
candela showing in all directions at
or near the rear. Otherwise, a white
light of at least five candela showing
through 110° either side of dead
ahead horizontally, and a white one
of at least five candela showing
through 70° either side of dead
astern.
By day, not under command, with
engines stopped, or being towed,
two black balls below the control
car, one at least 4 metres above the
other and at least 8 metres below the
car.
Section IV – General Flight
Rules
16 - Weather reports and forecasts
Immediately before flight, the
commander must examine current
reports and forecasts for the
proposed flight path, if reasonably
practicable to obtain, to check for
IMC conditions.
An aircraft unable to communicate
(by radio) with ATC at the
destination may not begin a flight to
one in a control zone if arrival would
be when ground visibility is less than
5 nm or the cloud ceiling is less than
1500 feet, unless with permission
from ATC.
130 The ANO in Plain English
17 - Rules for avoiding aerial
collisions
General
Even with clearance, commanders
are responsible for avoiding
collisions.
Aircraft may not be flown so close
to others that a danger of collision is
created, and may not fly in
formation unless the commanders
aircraft have agreed amongst
themselves.
Aircraft giving way must avoid
passing over or under the other
aircraft, or crossing ahead of it,
unless passing well clear. Aircraft
with the right of way must maintain
course and speed.
A glider and a whatever is towing it
are regarded as one aircraft under
the commander of the towing
machine.
Convergence
Flying machines must give way to
airships, gliders and balloons.
Airships must give way to gliders
and balloons.
Gliders must give way to balloons.
When two aircraft are converging at
around the same altitude, the one
with the other on its right must give
way, but mechanically driven aircraft
must give way to aircraft that are
towing.
Approaching head-on
If there is a danger of collision, each
must alter course to the right.
Overtaking
Aircraft being overtaken have right
of way, and the overtaking aircraft,
whether climbing, descending or in
horizontal flight, must keep out of
the way by altering course to the
right until well past and clear, even if
their relative positions change.
Gliders in UK may go right or left.
Near aerodromes
A flying machine, glider or airship
near what the commander knows (or
ought reasonably to know) to be an
aerodrome, or moving on one, must,
unless told otherwise by ATC,
conform to the circuit or keep clear.
All turns must be made to the left
unless ground signals say otherwise.
Order of landing
Except where ATC dictate
otherwise, or in emergency, aircraft
landing or on finals have right of
way over others in flight or on the
ground or water. Where several are
involved in landing, the lowest has
right of way, as long as it does not
cut in front of another on finals, or
overtake it. During such an
emergency at night, even if you have
permission to land, you may not do
so until you get further clearance.
Landing and take off
You must take-off and land in the
direction indicated by the ground
signals, or into wind if there are
none, unless good aviation practice
demands otherwise.
A flying machine or glider must not
land on a runway if it is not clear of
other aircraft unless ATC say
otherwise. When not using a runway,
you must leave clear on your left any
aircraft which have landed, are
already landing or are about to take
off. You must make any turns to the
Rules of The Air 131
turn left after checking that you will
not interfere with other traffic.
A flying machine about to take off
must leave clear on its left any
aircraft that have already taken off or
are about to.
After landing you must move clear
of the landing area as soon as
possible, unless told otherwise by
ATC.
18 - Aerobatic manoeuvres
These may not be done over the
congested area of any city, town or
settlement, or within controlled
airspace without permission from
ATC.
19 - Right-hand traffic rule
An aircraft in the UK in sight of the
ground and following a road, railway,
canal or coastline, or any other line
of landmarks, must keep them on its
left, except under instructions from
ATC inside controlled airspace.
20 - Notification of arrival and
departure
If you have told ATC about your
arrival anywhere, you must ensure
they are also told about any changes
in destination or arrival time over 45
minutes. You must take all
reasonable steps to inform
whoever’s in charge of an aerodrome
of your landing or taking off. When
going more than 40 km away in UK,
in an aircraft over 5700 kg, or over
any ATC boundary, you must file a
flight plan for SAR purposes.
21 - Flight in Class A airspace
Except for gliders under whatever
conditions are specified, a VMC
flight must be treated as an IFR one
(see Rules 31 and 32), but you may
not convert to VFR as provided for
in rule 31(3).
22 - Choice of VFR or IFR
In UK, there is no VFR at night,
except Special VFR in a control
zone.
23 - Speed Limitation
You may not fly more than 250 kts
IAS below FL 100, except in Class
A, B & C airspace, or Class D with
permission from ATC. Displays or
exhibitions are also exempted (see
article 56), as are A and B
Conditions.
Section V – Visual Flight Rules
24 - Application
In controlled airspace
See rules 25 and 27.
Outside controlled airspace
See rules 26 and 27.
25 - Flight within controlled airspace
Class B airspace
At or above FL 100, you must
remain clear of cloud and with
visibility at least 8 km (5 km when
below FL 100).
Class C, D or E airspace
At or above FL 100, you must
remain at least 1500 metres
horizontally and 1000 feet vertically
from cloud in visibility at least 8 km
(5 km below FL 100).
26 - Flight outside controlled
airspace
At or above FL 100, you must
remain at least 1500 metres
132 The ANO in Plain English
horizontally and 1000 feet vertically
from cloud in visibility at least 8 km
(5 km below FL 100), or at or below
3000 feet amsl, clear of cloud and in
sight of the surface, with at least 5
km visibility. A helicopter below 140
kts IAS may remain clear of cloud
and in sight of the surface with at
least 1500 metres visibility, or, if the
speed is reasonable, just keep clear
of cloud in sight of the surface.
27 - VFR flight plan and air traffic
control clearance
Except for gliders, and unless
otherwise authorised by ATC, before
entering Class B, C or D airspace
during their notified hours of watch,
you must file a flight plan and get
clearance before you do so. During
the time in there, you must keep a
continuous listening watch on the
appropriate frequencies and comply
with any instructions.
Gliders flying by day in such
controlled airspace must remain at
least 1500 metres horizontally and
1000 feet vertically from cloud in
visibility of at least 8 kilometres. The
same applies for mechanically driven
aircraft without radio equipment, but
the visibility becomes 5 km, and with
previous permission.
Section VI – Instrument Flight
Rules
28 – Application
In controlled airspace
See rules 29, 31 and 32.
Outside controlled airspace
See rules 29 and 30.
29 - Minimum height
You must be at least 1000' above the
highest obstacle within 5 nm, unless
taking off or landing, you are on a
route that allows it, you have
otherwise been authorised, or you
are below 3000' amsl, clear of cloud
and in sight of the surface.
30 - Quadrantal Rule and semicircular Rule
Above 3000 feet amsl, or above the
appropriate transition altitude,
whichever is higher, you must fly at a
level appropriate to your magnetic
track (see table below), using 1013.2
mb or 29.92 inches in UK, or
whatever the competent authority
dictates wherever else you are, unless
otherwise instructed by ATC or
established traffic pattern.
Below 24 500 feet
Magnetic Track Cruising Level (ft)
Less than 90° Odd thousands
90° but less than 180° Odd thousands +500
180° but less than 270° Even thousands
270° but less than 360° Even thousands +500
Above 24 500 feet
Magnetic Track Cruising Level
Less than 180° 25 000, 27 000, or 29
000 feet, or higher at
intervals of 4000
180° but less than 360° 26 000, 28 000 or 31
000 feet, or higher at
intervals of 4000
31 - Flight plan and ATC clearance
Before taking off or flying in
controlled airspace, you must file a
flight plan and get clearance based
on it. You must follow all the
relevant procedures and instructions,
unless you can stay in constant
Rules of The Air 133
VMC, and request ATC to cancel
the flight plan. If you have to depart
from any established procedures
when avoiding imminent danger, you
must inform ATC as soon as
possible. If you haven’t asked ATC
to close the flight plan when you
leave the airspace, you must tell
them when you land inside it, or
leave.
32 - Position reports
In controlled airspace, you must
report to ATC the time, your
position and level at whatever
reporting points or intervals of time
as may be established, or as directed.
Section VII – Aerodrome
Traffic Rules
33 - Application of traffic rules
The rules here which apply to flying
machines also apply to other aircraft.
34 - Visual signals
You must observe and obey all
visual signals, except Marshalling
Signals if you think it unsafe.
35 - Movement of aircraft on
aerodromes
You may not taxi on the apron or
manoeuvring area without the
permission of either the person in
charge or ATC.
36 - Access to and movement of
persons and vehicles on the
aerodrome
A person or vehicle may not go onto
any part of an aerodrome (except
where there is a public right of way)
without permission from the person
in charge, in particular manoeuvring
areas without permission from ATC.
37 - Right of way on the ground
Pilots must ensure that their aircraft
do not collide with other aircraft or
vehicles.
Flying machines and vehicles must
give way to aircraft which are taking
off or landing. Vehicles, and flying
machines not taking off or landing,
must give way to vehicles towing
aircraft. Vehicles not towing aircraft
must give way to aircraft.
When two flying machines are
approaching head-on, or nearly, each
must alter its course to the right.
When on converging courses, the
one with the other on its right must
give way, and avoid crossing ahead
unless passing well clear of it.
A flying machine being overtaken
has right of way, and the overtaking
machine must keep out of the way
by altering course to the left until
past and clear.
Vehicles must overtake to the right,
and keep left when passing other
vehicles approaching head-on or
nearly so.
38 - Launching, picking up and
dropping of tow ropes, etc.
Tow ropes, banners or similar
articles towed by aircraft must not be
launched at an aerodrome except
under ATC instructions, or those of
the person in charge. Neither must
they be picked up without such
instructions, unless in a designated
area under rule 45(7). Picking up and
dropping off must be done in the
direction appropriate for landing.
134 The ANO in Plain English
39 – Flight in traffic zones
Column 1 Column 2
Government aerodrome at notified times
Aerodrome with ATC or
flight information unit
during notified
hours of watch
licensed aerodrome with
two-way radio
during notified
hours of watch
You may not fly, take off or land
inside an ATZ without permission
from the relevant ATC or flight
information unit, or air/ground
radio station. You must keep a
continuous listening watch on the
appropriate radio frequencies, or
look out for visual signals. You must
communicate your position and
height on entering the zone and
immediately before leaving.
Section VIII – Special Rules
40 - Upper Heyford Mandatory Area
Unless authorised by ATC at Upper
Heyford, you may not (during the
hours of watch) enter or leave, or
takeoff and land within, without
informing them of your intentions.
At the relevant times, you must
maintain a continuous listening
watch on the appropriate
frequencies, unless you are in a
balloon, microlight or hang glider
without a radio, in which case you
must contact them before taking off.
Hang gliders must also keep away
from the area bounded by the
following coordinates, from the
surface to 3500 feet amsl:
N5157.45 W00121.88
N5158.90 W00109.17
N5154.97 W00108.02
N5153.52 W00120.72
N5157.45 W00121.88
A listening watch need not be
maintained by aircraft departing
from RAF Bicester inside airspace
bounded by these coordinates from
the surface to 3500 feet amsl:
N5156.17 W00057.12
N5157.15 W00057.42
N5153.58 W00128.50
N5152.58 W00126.72
N5156.17 W00057.22
41 - Use of radio navigation aids
You may not use a radio navaid
without complying with whatever
restrictions are associated with it,
without permission from ATC,
unless complying with rule 31.
Section IX – Aerodrome
Signals and markings – Visual
and Aural Signals
42 - General
There is a 10% error margin either
side of any dimensions mentioned
here, except those under rule 46(6),
or distances at which markings must
be placed. ATC can vary things at
any time.
43 - Signals in the signals area
A square visible from all directions
bordered by a white strip 30
centimetres wide, with internal sides
of 12 metres.
A white landing T signifies a landing
direction parallel with the shaft and
towards the cross arm. A white disc
60 centimetres in diameter next to
the cross arm in line with the shaft
(i.e. over the top of the T) signifies
that landing and taking off do not
necessarily take place in the same
direction.
Rules of The Air 135
A white dumb-bell signifies that
movements of aeroplanes and gliders
on the ground is confined to paved,
metalled or similar hard surfaces. If
it has a black strip 60 centimetres
wide across each disc at right angles
to the shaft, aeroplanes and gliders
taking off or landing must do so on
a runway, but ground movement is
not confined to hard surfaces. A red
letter L on the dumb-bell means that
light aircraft can take off and land
either on a runway or the area
referred to in rule 45(6).
A red and yellow striped arrow, with
the shaft one metre wide along the
whole or 11 metres of two adjacent
sides of the signals area, and
pointing clockwise means that a
right-hand circuit is in force.
A red panel 3 metres square with a
yellow strip along one diagonal 50
centimetres wide, signifies that the
manoeuvring area is in poor
condition and pilots must exercise
special care when landing.
A red panel 3 metres square with a
yellow strip, 50 centimetres wide,
along each diagonal, means that the
aerodrome is unsafe for aircraft and
landing is prohibited.
A white letter H means that
helicopters may only takeoff and
land within the area referred to in
rule 45(5).
A white double cross that glider
flying is in progress.
44 - Markings for paved runways
and taxiways
Two or more white crosses on a
runway or taxiway, with their arms at
45° to the centre line, not more than
300 metres apart means that the
section of the runway or taxiway
marked by them is unfit for aircraft.
A white broken line and a
continuous line, signify a holding
position, beyond which you may not
go without permission from ATC.
The broken line should be away
from you. if it isn’t, you’re on the
runway!
Orange and white markers, not more
than 15 metres apart, signify the
boundary of that part of a paved
runway, taxiway or apron which is
unfit for aircraft.
45 - Markings on unpaved
manoeuvring areas
Markers with orange and white
stripes 50 centimetres wide, with an
orange stripe at each end, alternating
with flags 60 centimetres square with
equal orange and white triangular
areas, indicate the boundary of an
area unfit for aircraft – the white
crosses in rule 44 indicate the area.
Any two successive orange and
white flags must not be more than
90 metres apart. When they are 45
metres apart, they signify the
boundary of an aerodrome,
including on structures. Their
pattern must be visible from inside
and outside the aerodrome, and the
marker not more than 15
centimetres from the top.
White flat rectangular markers 3m
long and 1m wide at intervals of 90
metres, flush with the surface of an
unpaved runway or stopway, indicate
the boundary.
A white letter H indicates an area for
the taking off and landing of
helicopters only. A white double
cross indicates an area for the taking
136 The ANO in Plain English
off and landing of gliders only. A
white letter L indicates part of the
manoeuvring area for the taking off
and landing of light aircraft only.
A yellow cross with two arms 6
metres long by 1 metre wide at right
angles, indicates an area where tow
ropes, banners and similar articles
towed by aircraft may only be picked
up and dropped.
A white landing T as mentioned in
Rule 43 at the left side of the runway
when viewed from the direction of
landing indicates the runway to be
used, or the direction for take off
and landing if there isn’t one.
46 - Signals visible from the ground
A black ball 60 cm in diameter
suspended from a mast means that
the directions of take off and landing
are not necessarily the same. Either
that or a balls-up (only joking!).
A checkered flag or board, 1-2
metres by 90 centimetres with twelve
equal squares (4 horizontally and 3
vertically), alternately coloured red
and yellow, signifies that aircraft may
move on the manoeuvring area and
apron only under ATC instructions.
Two red balls 60 centimetres in
diameter, one above the other, 60
centimetres apart and suspended
from a mast, signify that glider flying
is in progress.
Black arabic numerals in two-figure
groups and, on parallel runways, the
letter or letters L (left), LC (left
centre), C (centre), RC (right centre)
and R (right), a yellow background,
indicate the direction for take off or
the runway in use.
A black letter C against a yellow
background indicates where you can
report to ATC or the person in
charge of the aerodrome.
A rectangular green flag between 60
and 66 centimetres square flown
from a mast indicates a right-hand
circuit is in force.
47 - Lights and pyrotechnic signals
for control of aerodrome traffic
From an aerodrome
Light or
pyrotechnic
To aircraft
in flight
To aircraft or
vehicle on
ground
From
aircraft in
flight
Continuous
red light
Give way
to other
aircraft,
keep
circling
Stop
Red pyro,
or flare
Don't land;
await
permission
Immediate
assistance
requested
Red flashes Don't land;
aerodrome
not
available
Move clear of
landing area
Green
flashes
Return,
await
permission
to land
Move on the
manoeuvring
area (and
apron for
aircraft)
Continuous
green light
You may
land
You may
take off (not
a vehicle)
Continuous
green light,
flashes or
pyrotechnic
By night:
May I
land? By
day: May I
land in a
different
direction
from T?
White
flashes
Land here
after
receiving
continuous
green,
then, after
green
flashes,
proceed to
the apron.
Return to
starting point
on the
aerodrome.
I am
compelled
to land.
White
pyros.
Switching
on and off
nav or
landing
lights
I am
compelled
to land
Rules of The Air 137
48 - Marshalling signals (from
marshaller to aircraft)
See table in rule 49. By day, signals
must be given by hand or circular
bats, and by night by torches or
illuminated wands (except some not
given at night anyway), save that the
signals in paragraphs (v) and (w)
shall not be given at night).
49 - Marshalling signals (from pilot
to marshaller)
Description Meaning
Raise arm and hand with fingers extended
horizontally in front of face, then clench fist.
Brakes
engaged.
Raise arm with fist clenched horizontally in
front of face, then extend fingers.
Brakes
released.
Arms extended palms facing outwards,
move hands inwards to cross in front of
face.
Insert chocks.
Hands crossed in front of face, palms facing
outwards, move arms outwards.
Remove
chocks.
Raise a number of fingers on one hand as
to which engine to start, numbered for the
marshaller facing the aircraft, from right to
left, e.g. No. 1 is the port outer.
Ready to start
engines.
50 - Distress, urgency and safety
signals
The following signals, together or
separately before a message, mean
that an aircraft is threatened by grave
and imminent danger and requests
immediate assistance:
·  the word "MAYDAY" on the
radio
·  the visual signal SOS (...---...)
·  a series of pyrotechnics at short
intervals each showing a single
red light
·  a red parachute flare
·  sound other than radio SOS (...-
--...), or a continuous sounding
with anything
The following signals, together or
separately, before a message, mean
that an aircraft has difficulties which
compel a landing, but immediate
assistance is not required:
·  a series of white pyrotechnics
·  repeated switching of landing
lights on and off, or nav lights,
not in rule 11
The following signals, together or
separately, mean there is an urgent
message to transmit concerning the
safety of a ship, aircraft, vehicle or
other property, or of a person on
board or within sight of the aircraft:
·  by radio, the word "PAN PAN"
·  the visual signal XXX (-..--..--..-)
·  by sound (not radio) the signal
XXX (-..--..--..-)
51 - Warning Signals to aircraft in
flight
In UK, a series of projectiles
discharged from the ground at
intervals of 10 seconds, each
showing, on bursting, red and green
lights or stars, mean that you are in
or about to enter an active danger
area, or one to which regulations
article 74 apply, so push off.
138 The ANO in Plain English
Notes
Chicago Convention 1944
Note: State means Contracting State.
Terms and conditions of special
authorisations must be observed for
them to be valid. Aircraft belong to a
contracting State.
Otherwise known as the Convention
on International Civil Aviation, the
parties to it recognised that, after the
chaos of World War II, the future
development of international civil
aviation would be a major help in
creating and preserving friendship
and understanding among the
nations and peoples of the world,
whilst recognising that its abuse can
become a threat to general security.
The idea was to avoid friction and
promote cooperation between
nations and peoples to foster peace,
by agreeing to develop international
civil aviation in a safe and orderly
manner, and establish international
air transport services on the basis of
equality of opportunity, operated
soundly and economically.
Differences between UK and ICAO
procedures are in the Air Pilot.
Article 1 - Sovereignty
Every State has complete and
exclusive sovereignty over the airspace
above its territory.
Article 2 - Territory
Territory means adjacent land areas
and waters under a State's sovereignty,
suzerainty, protection or mandate.
Article 3 – Civil & State Aircraft
The Convention applies only to civil
aircraft - state aircraft (e.g. military,
customs and police) are excluded
(state aircraft must be authorised to
fly over the territory of another
State, or land on it).
Any regulations for state aircraft
must have due regard for the safety
of navigation of civil aircraft.
Article 4 - Abuse
Civil aviation should not be abused,
that is, used for any purpose
inconsistent with the Convention.
Article 5 – Non-scheduled Flight
Aircraft of other contracting States
not on scheduled international air
140 The ANO in Plain English
services (i.e. general aviation aircraft)
may, subject to the Convention
make flights into or non-stop in
transit, and to stop for non-traffic
purposes (refuel, emergency) without
prior permission from the State
concerned. However, you may have
to follow prescribed routes for safety
or security reasons.
Assuming they are engaged in such
services, they may also take on or
discharge passengers, cargo or mail,
subject to any State regulations (see
also Article 7).
Article 6 - Scheduled Air Services
These require special permission or
other authorization.
Article 7 - Cabotage
States can refuse aircraft permission
to take on passengers, mail and
cargo carried for hire, destined for
another point within its territory.
They also undertake not to grant
exclusivity to any other State or
airline, or to obtain it for themselves.
Article 8 - Pilotless aircraft
Special authorization is required.
Any flight of such aircraft near civil
aircraft must obviate danger to them.
Article 9 - Prohibited areas
Each contracting State may, out of
military necessity or public safety,
restrict or prohibit uniformly aircraft
of other States from flying over
certain areas of its territory, with no
distinctions being made. The areas
concerned must not interfere with
air navigation, and be communicated
to interested parties as soon as
possible.
In exceptional circumstances or
emergencies, or in the interest of
public safety, and with immediate
effect, States may also temporarily
restrict or prohibit flying over their
territory, if no distinctions are made.
Any aircraft entering the areas above
may be required to land as soon as
practicable at a designated airport.
Article 10 - Landing at customs airports
Except where aircraft are allowed to
cross the territory of a State without
landing, aircraft entering State
territory must, if required, land at a
designated airport to clear customs,
and depart from similarly designated
airports. Information about such
airports will be given out under the
terms of Part II.
Article 11 - Applicability of regulations
Except where the Convention says
otherwise, State laws and regulations
must be applied without national
distinctions, and be complied with
while inside State territory.
Article 12 - Rules of the air
Aircraft inside a State's territory or
carrying its nationality mark
(wherever they may be), must obey
its regulations, which will be uniform
as far as possible, with ICAO rules.
Over the high seas, this convention
applies. Each State also undertakes
to ensure the prosecution of anyone
violating regulations.
In other words, State rules take
precedence over ICAO where they
conflict. However, the Authority in
the State of registration will most
likely require to be informed.
Chicago Convention 1944 141
Article 13 - Entry and clearance
Regulations about entry, clearance,
immigration, passports, customs,
and quarantine, and as to the
admission to or departure from State
territory of passengers, crew or cargo
of aircraft, must be complied with.
Article 14 - Spread of disease
Effective measures to prevent the
spread (by air navigation) of cholera,
typhus, smallpox, yellow fever,
plague, and other communicable
diseases as applicable, will be taken,
without prejudice to existing
conventions to which contracting
States may be parties.
Article 15 - Airport and similar charges
Every airport open to public use by a
State's national aircraft shall be
uniformly open to aircraft of other
States (but see also Article 68).
The conditions apply to all air
navigation facilities, including radio
and meteorological services, for
public use.
Charges for their use may not be
higher than those paid by a State's
own aircraft of the same class in
similar operations. No charges shall
be made purely in respect of transit,
entry or exit.
Article 16 - Search of Aircraft
The appropriate authorities of each
States may, without unreasonable
delay, search aircraft of other States
when landing or departing, and to
inspect documentation.
Article 17 - Nationality of aircraft
The State of Registry is the State in
whose Register an aircraft is entered.
Article 18 - Dual registration
An aircraft cannot be registered in
more than one State at once, but its
registration may be changed from
one State to another.
Article 19 - National laws - registration
Registrations or transfers must be
made under State regulations. The
Certificate of Registration must be
carried at all times.
Article 20 - Display of marks
Aircraft engaged in international air
navigation must bear the appropriate
nationality and registration marks.
Article 21 - Report of registrations
States undertake to supply to other
States, or to ICAO, information
concerning the registration and
ownership of any aircraft registered
there, including those habitually
engaged in international air
navigation. ICAO may then make it
available to States.
Article 22 - Facilitation of formalities
Each contracting State agrees to
adopt all practicable measures,
through the issuance of special
regulations or otherwise, to facilitate
and expedite navigation by aircraft
between the territories of contracting
States, and to prevent unnecessary
delays to aircraft, crews, passengers
and cargo, especially in the
administration of the laws relating to
immigration, quarantine, customs
and clearance.
Article 23 - Customs and immigration
Procedures must be as established
under this Convention, although
nothing shall stop the establishment
of customs-free airports.
142 The ANO in Plain English
Article 24 - Customs duty
Subject to Customs regulations,
aircraft on flights to, from or across
the territory of another State are
admitted temporarily free of duty.
Fuel, oil, stores and spares, etc. on
board and destined to be leaving
again are exempt from duties,
inspection fees or similar charges.
This does not apply to any quantities
or articles unloaded, except under
customs regulations, which may
require that they be kept under
customs supervision.
Spares and equipment imported for
aircraft of other States engaged in
international air navigation shall be
admitted free of duty, subject to
regulations which may require them
to be kept under supervision.
Article 25 - Aircraft in distress
States must provide measures of
assistance to aircraft in distress in its
territory as practicable, and permit,
subject to control by its own
authorities, the owners of the aircraft
or authorities of the State of
registration to provide such
assistance as necessary. Each State,
when searching for missing aircraft,
will collaborate.
Article 26 - Investigation of accidents
If an accident happens in the
territory of another State, involving
death or serious injury, or serious
technical defect (in aircraft or
navigation facilities), the State in
which the accident occurs will
institute an inquiry, under ICAO
procedures, as far as its own laws
permit. The State of registration can
appoint observers, and the State
holding the inquiry shall
communicate the report and findings
to that State.
Article 27 - Seizure on patent claims
While engaged in international air
navigation, any authorized entry of
aircraft of a State into the territory of
another State, or authorized transit
across its territory (with or without
landings) shall not entail any seizure
or detention or any claim against the
owner or operator, or any other
interference by the State or any
person in it, on the basis that the
construction, mechanism, parts,
accessories or operation of the
aircraft is an infringement of any
patent, design, or model duly granted
or registered in that State (no
security deposit shall be required in
the State entered).
This includes spares and equipment
for the aircraft and the right to use
and install the same in its repair in
the territory of any State, as long the
part or equipment is not sold or
distributed internally in or exported
commercially from the State entered.
The benefits of this Article only
apply to States that are parties to the
International Convention for the Protection
of Industrial Property (as amended), or
have patent laws which recognize
and protect inventions by nationals
of the parties to this Convention.
Article 28 - Air navigation facilities
Each State undertakes, as far as
practical, to provide, in its territory,
airports, radio and meteorological
services, and other air navigation
facilities for international air
navigation, under standards and
practices in this Convention.
Chicago Convention 1944 143
They also undertake to adopt and
put into operation communications
procedures, codes, markings, signals,
lighting and other operational
practices under this Convention, and
to collaborate in international
measures to publish aeronautical
maps and charts.
Article 29 - Documents carried
Before entering the sovereign
airspace of a foreign State with the
intention of landing there, the
aircraft must be airworthy, with all
relevant documents on board:
·  Certificate of registration
·  Certificate of Airworthiness
·  Flight Crew Licenses
·  Journey Log Book
·  Aircraft Radio Station License
·  Passenger List (names, places of
embarkation and destination)
·  Cargo Manifest and detailed
declarations of the cargo
Article 30 - Aircraft radio equipment
In or over the territory of other
States, aircraft may only carry radio
transmitting apparatus if a license to
install and operate it has been issued
by the appropriate authorities of the
State of registration. Its use is under
the regulations of that State.
Radio apparatus may only be used by
members of the flight crew with
appropriate licenses, issued by the
appropriate authorities of the State
of registration.
Article 31 - Certificates of airworthiness
Every aircraft on international
navigation shall be provided with a
certificate of airworthiness issued or
rendered valid by the State in which
it is registered.
Article 32 - Licenses of personnel
Pilots and other members of the
crew of aircraft engaged in
international navigation must have
certificates of competency and
licenses issued or rendered valid by
the State of Registration.
States may refuse to recognize, for
flight above its own territory, such
certificates and licenses.
Article 33 - Recognition of certificates
Crew licences must be issued by the
State of registration. They are
recognised by other States as long as
they exceed ICAO requirements
(this also applies to Certificates of
Airworthiness).
Article 34 - Journey log books
Aircraft engaged in international
navigation must have a journey log
which contains particulars of the
aircraft, its crew and each journey, as
per this Convention.
Article 35 - Cargo restrictions
Unless authorised, no munitions or
implements of war may be carried in
or above the territory of a State in
aircraft engaged in international
navigation. What are, or are not,
munitions of war, shall be decided
by that State, with due consideration
to ICAO recommendations.
Each State reserves the right, for
public order and safety, to regulate
or prohibit the carriage in or above
144 The ANO in Plain English
its territory of articles other than
those above, provided that no
distinctions are made, and that no
restrictions are imposed which may
interfere with the carriage and use of
apparatus for operations or
navigation, or the safety of the
personnel or passengers.
Article 36 - Photographic apparatus
Photographic apparatus may be
prohibited.
Article 37 - Adoption of standards
States will collaborate in securing the
highest practicable uniformity in
regulations, standards, procedures,
and organization in relation to
aircraft, personnel, airways and
auxiliary services, where it facilitates
and improves air navigation.
To this end, ICAO shall adopt and
amend international standards and
practices dealing with:
·  Communications systems and
air navigation aids, including
ground marking
·  Characteristics of airports and
landing areas
·  Rules of the air and air traffic
control practices
·  Licensing of operating and
mechanical personnel
·  Airworthiness of aircraft
·  Registration and identification
of aircraft
·  Collection and exchange of
meteorological information
·  Log books
·  Aeronautical maps and charts
·  Customs and immigration
·  Aircraft in distress and
investigation of accidents
and anything else it thinks fit.
Article 38 - Departure from standards
Any State that cannot comply with
international standards, or bring its
own regulations into line with them,
or which adopts different regulations
or practices, must tell ICAO.
Article 39 - Endorsement of certificates
Aircraft or parts which fail to satisfy
any standards of airworthiness or
performance, must have the details
on its airworthiness certificate.
Similarly, people with licenses that
do not satisfy the conditions in the
international standard must have the
particulars endorsed on them.
Article 40 - Validity of certificates
People or aircraft with inadequate
licences or certificates must have
permission from the relevant States
to participate in international
navigation. Registration or use of
such aircraft or part, in any State
other than that in which it was
originally certificated, shall be at the
discretion of the State into which it
is imported.
Article 41 & 42 - Existing standards
This Chapter does not apply to
aircraft and equipment of types
which had a prototype submitted for
certification within three years of the
adoption of an international
standard for such equipment.
Neither does it apply to people with
licenses originally issued within a
year after the initial adoption of an
Chicago Convention 1944 145
international standard, but they shall
in any case apply to all people whose
licenses remain valid five years after
the date of adoption.
Article 43 - ICAO
The International Civil Aviation
Organization is formed by the
Convention. It is made up of an
Assembly, a Council, and various
other bodies as may be necessary.
Article 44 - Objectives
To develop the principles and
techniques of international air
navigation and foster the planning
and development of international air
transport so as to:
·  Ensure the safe and orderly
growth of international civil
aviation throughout the world
·  Encourage the arts of aircraft
design and operation for
peaceful purposes
·  Encourage the development of
airways, airports, and air
navigation facilities for
international civil aviation
·  Meet the needs of the world for
safe, regular, efficient and
economical air transport
·  Prevent economic waste caused
by unreasonable competition
·  Ensure that the rights of
contracting States are fully
respected and that every
contracting State has a fair
opportunity to operate
international airlines
·  Avoid discrimination between
States
·  Promote safety of flight in
international air navigation
·  Promote generally the
development of all aspects of
international civil aeronautics.
Articles 45-67 – Admin Matters
This is quite boring, even for an
exam – it just covers stuff like what
the Council should get up to and
what they give themselves
permission do at each meeting, so I
left it out.
Article 68 - Routes and airports
Each State may, subject to this
Convention, designate routes to be
followed within its territory by any
international air service and the
airports it may use.
Article 69 - Improvement of facilities
If the Council thinks that airports or
other air navigation facilities,
including radio and meteorological
services, of a State are not up to
speed for the safe, regular, efficient,
and economical operation of
international air services, present or
contemplated, the Council shall
consult with the State concerned,
and other States affected, to find
how the situation may be remedied,
and make recommendations for that
purpose. No contracting State shall
be guilty of an infraction of this
Convention if it fails to carry out
these recommendations.
Article 70 - Financing of facilities
A contracting State, in the
circumstances arising under the
provisions of Article 69, may
conclude an arrangement with the
Council for giving effect to such
recommendations. The State may
146 The ANO in Plain English
elect to bear all of the costs involved
in any such arrangement. If the
States does not so elect, the Council
may agree, at the request of the
State, to provide for all or a portion
of the cost.
Article 71 - Provision of facilities
If a State requests it, the Council
may agree to provide and maintain
any or all of the airports and other
facilities instead, including radio and
meteorological services, and may
specify just and reasonable charges
for their use.
Article 72 - Acquisition or use of land
Where land is needed for facilities
financed in whole or in part by the
Council at the request of a
contracting State, that State shall
either provide the land itself,
retaining title if it wishes, or facilitate
the use of the land by the Council on
just and reasonable terms and in
accordance with the laws of the State
concerned.
Article 73 - Expenditure
Within the funds available under
Chapter XII, the Council may make
expenditures for this Chapter from
general funds. The Council shall
assess the capital funds in previously
agreed proportions over a reasonable
time to the States whose airlines use
the facilities. The Council may also
assess to States that consent any
working funds required.
Article 74 - Technical assistance
When the Council, at the request of
a State, advances funds or provides
airports or facilities, the arrangement
may provide for technical assistance,
and the payment, from the facilities,
of their operating expenses, and of
interest and amortization charges.
Article 75 - Taking over of facilities
A State may at any time discharge
any obligation into which it has
entered under Article 70, and take
over airports and other facilities
provided under Articles 71 and 72,
by paying to the Council a
reasonable amount. The State may
appeal.
Article 76 - Return of funds
Funds obtained by the Council
through reimbursement under
Article 75 and from receipts of
interest and amortization payments
under Article 74 shall, for advances
originally financed by States under
Article 73, be returned to the States
originally assessed in the proportion
of their assessments.
Article 77 - Joint organizations
The Convention does not prevent
two or more States from constituting
joint air transport organizations or
international operating agencies and
from pooling their air services on
any routes or in any regions, but they
are still subject to this Convention,
including registration of agreements
with the Council.
Article 78 - Function of Council
The Council may suggest to States
that they form joint organizations to
operate air services on any routes or
in any regions.
Article 79 - Participation
A State may participate in joint
operations or pooling arrangements,
either through its government or an
airline designated by it. The
Chicago Convention 1944 147
companies may, at the discretion of
the State, be state-owned or partly
state-owned or privately owned.
Article 80 – Paris/Habana Conventions
Each State denounces the
Convention on the Regulation of
Aerial Navigation signed at Paris on
October 13, 1919 or the Convention
on Commercial Aviation signed at
Habana on February 20, 1928, if it is
a party to either (this Convention
supersedes them).
Article 81 - Registration of agreements
All agreements in existence on the
coming into force of this
Convention, between States and
airlines, shall be registered.
Article 82 - Abrogation of arrangements
The States accept this Convention as
abrogating all obligations and
understandings between them which
are inconsistent with its terms, and
undertake not to enter into any. A
State (or airline) which, before
becoming a member of the
Organization has under taken any,
shall take steps to procure its release
from them.
Article 83 - New arrangements
Subject to the above, States may
make arrangements consistent with
this Convention, to be registered
with the Council and made public as
soon as possible.
Article 84 - Settlement of disputes
Disputes are decided by the Council,
except parties to the dispute.
Appeals may be made to an ad hoc
arbitral tribunal (but see Article 86)
or the Permanent Court of
International Justice. Appeal shall be
notified to the Council within sixty
days of receipt of notification of the
decision of the Council.
Article 85 - Arbitration procedure
If Article 84 doesn't work, an
arbitrator may be appointed.
Article 86 - Appeals
Decision by the Council on whether
an airline is in conformity with this
Convention shall remain in effect
unless reversed on appeal.
Otherwise, decisions are suspended
until the appeal is decided. The
decisions of the Permanent Court of
International Justice and an arbitral
tribunal shall be final and binding.
Article 87-88 - Non-conformity
Each State undertakes not to allow
an airline to use its airspace if the
Council has decided that it is not
conforming to a final decision
rendered as above.
For a State, the Assembly shall
suspend its voting power.
Article 89 - War and emergencies
In case of war, this Convention shall
not affect the freedom of action of
any States affected. The same applies
to any State declaring a state of
national emergency and notifying the
fact to the Council.
Article 90 - Annexes
Just gives the Council permission to
adopt Annexes..
Article 91-95 – More Admin
Even more boring – just stuff about
the paperwork (in the USA).
Article 96 - Definitions
For this Convention the expression:
148 The ANO in Plain English
·  Air service means any
scheduled air service
performed by aircraft for the
public transport of
passengers, mail or cargo.
·  International air service means an
air service which passes
through the air space over the
territory of more than one
State.
·  Airline means any air
transport enterprise offering
or operating an international
air service.
·  Stop for non-traffic purposes
means a landing for any
purpose other than taking on
or discharging passengers,
cargo or mail (fuel, tech stop).
SIGNATURE
DONE at Chicago the seventh day
of December 1944, in the English
language. A text in English, French,
and Spanish, each as authentic as the
other, shall be open for signature at
Washington, DC. Both texts shall be
deposited in the archives of the US
Government, and certified copies
shall be transmitted by it to the
States concerned.
Index
2
2730 kg, 16, 18, 26, 27, 49, 87
5
5700 kg, 19, 27, 79, 80, 82, 83, 86,
87, 88, 93, 128
9
910 kg, 66
A
A (Restricted), 27
A and B Conditions, 15
A Conditions, 17, 75, 79, 80, 81, 86
'
'A Conditions', 17, 79
A
Act of Parliament, 3, 4, 5
admissible evidence, 58
advertising, 67
aerial application certificate, 32,
117, 127
aerial work, 11, 12, 15, 16, 20, 37,
40, 41, 45, 53, 56, 64, 66, 67, 76,
78, 101, 102, 103, 105, 119
Aerial Work, 69
aerobatics, 78, 87
aerodrome, 16, 18, 25, 26, 28, 29,
32, 39, 44, 45, 47, 48, 49, 50, 51,
54, 56, 57, 59, 60, 61, 62, 78, 95,
96, 102, 103, 109, 111, 117, 118,
125, 126, 127, 128, 129, 130,
133, 134, 135, 136
Aerodrome Control Rating, 109
aerodrome traffic zone, 44, 56, 57,
60, 129
aeroplanes, 2, 16, 21, 26, 28, 59,
63, 64, 65, 78, 79, 86, 87, 93,
102, 103, 104, 105, 106, 107,
108, 116, 135, 157
agriculture, 33
Air Ministry, 7
Air Navigation Order, 4, 8, 22, 68,
70
Air Operator's Certificate, 68, 69
air operators' certificates, 13
Air Registration Board, 7
Air Taxi, 157
Air Traffic, 8
air traffic controller, 48, 63, 109
Air Transport Licence, 69
150 The ANO in Plain English
Air Transport Licensing Board, 7
aircraft maintenance engineer's
licence, 16, 17
Airline, 2
airships, 29, 44, 74, 117, 130
airworthiness, 8, 15, 16, 18, 77
altimeter, 60, 84, 87, 88
altitude, 19, 30, 59, 87, 91, 92, 93,
130, 132
ANO, 1, 4, 7, 8, 9, 22, 23, 40, 44,
66, 67, 68, 69, 70
AOC, 2, 68, 69
AOC holder, 16
approach, 28, 29, 31, 47, 49, 57,
60, 63, 95, 109, 112, 123, 127,
128, 130
Approach Control Rating, 109
Approach Radar Control Rating,
109
ARB, 7, 8
Area Control Centre Rating, 110
area navigation, 31
Area Radar Control Rating, 109
assembly, 127
assistant, 21, 61
ATC, 2, 20, 30, 31, 44, 45, 47, 50,
54, 57, 96, 126, 127, 128
ATPL, 2, 17, 65, 69
Authorised Person, 4, 57, 58
autopilot, 19
B
B Conditions, 11, 32, 75
ballast, 29, 32
balloon, 44, 58, 59, 61, 64, 65, 74,
127, 129, 134
balloons, 11, 15, 20, 29, 44, 66, 70,
74, 101, 103, 117, 128, 130
bank, 87, 88, 127
banners, 32, 127, 133, 136
Base Check, 66
basic weight, 18
BCPLs, 21
Board of Trade, 7
bye-laws, 4
C
C of A, 2, 11, 15, 16, 18, 19, 26,
27, 30, 32, 33, 39, 40, 53, 59, 62,
69, 75, 76, 78, 79, 80, 81, 82, 83,
84, 86, 87, 114, 118
C of E, 21, 22, 107
C of G, 18, 26
C of R, 2, 39, 40, 114
CAA, 4, 7, 8, 9, 57, 58, 66, 68, 69
cabin attendant, 60, 87, 93
cabin attendants, 19, 30, 93, 94
cargo, 11, 15, 33, 53, 57, 64, 66,
69, 75, 76, 125, 128
CARs, 1
Cat IIA, 28
Cat IIB, 28
Category II, 28
certificate of competence, 47
Certificate of experience, 107
certificate of maintenance review,
16, 18, 29, 40, 114, 115
certificate of registration, 12
certificate of release to service, 16,
17, 115, 118
certificate of revalidation, 21, 116
Certificate of revalidation, 107
Certificate of test, 106, 107
certificates of maintenance review,
17, 40, 54
certificates of release to service, 16,
17
Certificates of test, 21, 106
Channel Islands, 20, 59
charity, 66, 67
charterer, 12, 53, 54
Chicago Convention, 6, 9
Chief Inspector of Air Accidents,
54
Chief Pilot, 2
circuits, 101, 103
Civil Aviation Act, 5, 6, 7, 8, 9, 22,
40, 50, 54, 57, 64
Civil Aviation Act 1971, 7
Civil Aviation Act 1982, 5, 6, 7, 9,
57
Index 151
Civil Aviation Authority, 7
climb, 31, 78, 88
cloud, 28, 56, 59, 102, 104, 126,
129, 131, 132
cloud ceiling, 28, 56, 129
collar number, 58
commander, 16, 26, 27, 28, 29, 30,
32, 33, 34, 35, 54, 61, 87, 96,
116, 117, 129, 130, 131, 133,
134, 137
Commercial, 2, 21, 66, 69, 102,
106, 107
Commercial Air Transport, 66, 68,
69
Common Law, 3, 4, 7, 70
Commonwealth, 11, 12, 50, 55, 59
Competent authority, 59, 70
conditional sale, 66
congested area, 32, 44, 75, 76, 126,
131
congested areas, 11, 15
constable, 40, 58
contests, 67
Contracting State, 11, 20, 53, 59
controlled airspace, 31, 59, 78, 84,
95, 101, 102, 104, 131, 132, 133
controls, 5, 29, 92, 111, 116
coolant, 29
cosmic radiation, 38, 39, 111, 118
Cosmic Radiation, 71
cotton wool, 86
CPL, 2
credentials, 39
Crew Training, 111
Crown Court, 6
cruise, 27, 31
Customs and Excise, 51
CVR, 31, 93
CVRs, 54
D
defect rectification, 16
defects, 16, 97
Deferred Defect, 69
delivery, 12, 74
demise charter, 12
demonstration, 12, 30, 74, 75
departure, 23, 28, 56, 131
descent, 29, 31, 63, 88, 91, 92, 93
destination, 28, 29, 32, 90, 91, 92,
93, 129
detective, 58
DH, 28, 29, 56, 57
direct costs, 57, 66, 67
disability, 48
distress, 55, 88, 89, 94
drink, 34, 48
drug, 34, 48
dual controls, 20, 102, 103, 127
E
EEA, 12, 22, 60
emergency, 17, 26, 30, 32, 34, 78,
83, 84, 87, 91, 92, 93, 94, 111,
112, 123
enforceable terms
contracts, 68
engines, 2, 15, 16, 27, 40, 53, 75,
80, 91, 92, 128, 129, 137
ETA, 28
exemptions, 44, 67
exit, 33, 34, 88
F
Fatigue, 37, 38, 48
FDR, 31, 40, 93
FDRs, 54
first aid, 86, 89, 92, 94
fitness for flight, 17
FL 100, 30, 89, 90, 91, 93, 95
flight briefing card, 17
flight crew, 20, 21, 22, 23, 30, 31,
33, 38, 39, 58, 59, 60, 63, 70, 75,
76, 84, 87, 88, 89, 92, 93, 94,
114, 117, 118
flight crews, 19
flight data recorder, 60, 93
flight information service manual,
48
152 The ANO in Plain English
flight manual, 25, 27, 58, 91, 92,
93, 114
flight navigator, 19, 21, 23, 60
Flight Navigator, 17, 104, 106
Flight plan, 60, 132
flotation equipment, 27, 88
flying club, 12, 37, 67, 101, 102,
103
flying display, 35, 43
flying machines, 29, 33, 66, 73, 87,
105, 130, 133
Flying Orders to Contractors, 43,
55
forces, 55, 78, 93
foreign, 9, 15, 16, 17, 20, 22, 31,
41, 53, 55, 116, 119
forestry, 33
fuel, 29, 45, 51, 62, 65, 91, 94, 111,
118, 119, 123
G
glider, 18, 20, 32, 44, 65, 66, 102,
105, 125, 127, 130, 132, 135,
136
gliders, 11, 15, 18, 29, 32, 33, 44,
49, 63, 66, 95, 101, 102, 107,
117, 130, 135, 136
gliding distance, 30, 78
Government aerodromes, 47, 54
Greenwich Reach, 27
gyroplane, 20, 73, 87, 89, 93, 101
Gyroplanes, 21, 84, 86, 106
H
Hammersmith Bridge, 27
helicopter, 19, 20, 21, 23, 26, 27,
31, 32, 37, 61, 87, 88, 93, 101,
105, 108, 126, 132, 157
helicopters, 2, 4, 16, 21, 26, 27,
29, 33, 49, 63, 64, 65, 74, 88, 89,
94, 101, 102, 103, 107, 108, 125,
128, 135, 157
Her Majesty's Government, 12, 43
high water, 27, 127
horticulture, 33
House of Lords, 6
HP, 66, 67
I
IATA, 10
ICAO, 10
ice, 77, 78, 84, 88, 92, 94
IFR, 19, 20, 28, 78, 84, 95, 101,
102, 103, 104, 111, 126, 131
illness, 22
ILS, 28, 63, 96
indelible pencil, 41
inspections, 16, 18, 74, 123
instruction, 9, 11, 15, 20, 37, 48,
49, 50, 66, 105
instructor, 11, 15, 20, 21, 23, 61,
101, 105, 106, 107, 108, 157
Instrument rating, 104, 106, 108
insurance, 67, 68
intercom, 92
International Law, 9
Interpretation, 6, 56, 68, 125
IR, 20, 21, 101, 102, 103, 112
Isle of Man, 20, 59
J
JAR, 16, 17, 20, 21, 22, 41, 54, 58,
59, 61, 62, 64, 65, 70, 101, 102,
105, 107, 108, 118
JAR-145, 16, 41, 54, 58, 70
JAR-FCL 2, 21, 64, 65
jettisoning, 32
Joint Airworthiness Requirements,
157
JSP 318, 43, 55
judicial notice, 5
jurisdiction, 5, 7, 8
K
kites, 11, 15, 44, 70, 74, 117, 128
Index 153
L
landing, 16, 23, 26, 27, 28, 29, 30,
31, 39, 49, 56, 57, 62, 64, 66, 75,
78, 84, 87, 88, 91, 92, 93, 94, 96,
101, 102, 103, 104, 105, 111,
126, 127, 130, 131, 133, 134,
135, 136, 137
landing light, 88
landplane, 30
Launching, 32, 133
let-down, 47
licence, 6, 8, 22
licence privileges, 17
liferaft, 89
lights, 17, 43, 50, 51, 64, 87, 88,
118, 127, 128, 129, 136, 137
load sheet, 26, 114
log books, 17, 18, 22, 40, 97, 116
lowering, 32
M
Magistrates Courts Rules, 9
magnetic compasses, 17
maintenance, 69
maintenance schedule, 16
Manoeuvring area, 62, 126
markings, 1, 17, 33, 34, 64, 115,
117, 126, 134
MDH, 28, 29, 56, 57
medical certificate, 20, 21, 22, 116
medical fitness, 20
megaphone, 94
megaphones, 94
meteorological, 27, 96
microlight, 21, 74, 134
microlights, 101, 102
microphones, 31, 92
military, 7, 20, 35, 37, 43, 48, 55,
62, 126
minima, 28, 56, 111, 116
MLS, 28, 63
modifications, 15, 16, 75, 97
MORs, 8
multi-engine, 107
multi-engined, 19
munitions of war, 33, 118
N
NAMNPS, 2, 31
national defence, 43, 44
nationality mark, 12, 74
navaids, 26
navigation, 8, 17, 20, 22, 26, 31,
32, 34, 43, 56, 57, 95, 96, 113,
116, 117, 128, 134, 137
Navigation, 2
night, 19, 20, 23, 27, 28, 32, 49, 78,
83, 84, 86, 101, 102, 103, 105,
112, 116, 126, 127, 128, 129,
136, 137
Night qualification, 105
Night rating, 105
Noise, 8, 50
O
obstruction, 33
of flight information service
officers, 48, 117
offshore, 43, 55, 56, 64, 84, 126,
128
oil, 18, 29
operations manual, 25, 29, 91, 92,
93, 114, 116
Operations Manual, 69, 111
operations manuals, 40
Operations Manuals, 157
Operations Staff, 157
operator, 10, 11, 13, 15, 16, 17, 18,
19, 23, 25, 26, 28, 30, 33, 35, 37,
38, 40, 51, 53, 54, 55, 59, 60, 64,
65, 67, 68, 69, 74, 97, 111, 117,
127
Ops, 70
Ops Manager, 2
Ops Manual, 18, 28, 31, 70, 157
Ops manuals, 25
Order in Council, 4
over water, 27, 78, 84
owner/pilot, 16
Oxygen, 91
154 The ANO in Plain English
P
P2, 101, 102, 104
parachute, 32, 44, 45, 63, 67, 88,
137
parachute dropping, 67
parachuting manual, 33
parachutists, 32, 70, 101
passengers, 8, 10, 19, 27, 30, 33,
34, 49, 53, 57, 58, 66, 67, 68, 69,
75, 76, 78, 80, 82, 83, 84, 86, 87,
89, 90, 91, 92, 94, 95, 101, 103,
116, 125, 128, 157
Penalties, 54, 115
performance, 15, 26, 27, 29, 31, 32,
35, 41, 58, 88, 91, 116, 117, 157
performance group, 15, 88
permission, 2, 1, 5, 7, 12, 18, 20,
22, 27, 29, 30, 32, 33, 35, 41, 43,
44, 45, 49, 50, 51, 53, 54, 60, 66,
67, 70, 75, 87, 93, 94, 114, 127,
129, 133, 136
permit to fly, 11, 15, 59, 75
personal flying log book, 22
Personal flying log book, 22
personal log book, 21
PIC, 20, 23, 63, 67, 76, 101, 102,
103, 104, 105, 107
pitch, 18, 40, 87, 88, 93, 97
Pleasure Flying, 157
polar, 78, 84
police, 13, 19, 25, 27, 29, 30, 32,
33, 49, 59, 63, 82, 84, 88, 118
Police AOC, 13
police helicopter, 27
policeman, 58
pollution, 32
positioning, 67
PPL, 2, 157
pregnancy, 20, 38
pregnant, 22, 48
pressurised, 19, 78, 79, 89
private flight, 66, 67, 102, 103
production of licences, 7
prohibit flying, 43
Prohibited Airspace, 44
projecting, 32
prototype, 15
public health, 32, 53
public order, 53
public transport, 11, 12, 13, 15, 19,
20, 25, 26, 27, 28, 29, 30, 31, 33,
37, 38, 40, 41, 49, 50, 53, 54, 56,
57, 58, 64, 68, 76, 78, 79, 82, 83,
84, 86, 87, 95, 96, 99, 101, 102,
103, 105, 116
Public Transport, 68, 157
Q
Quadrantal, 132
R
racing, 67
radar, 25, 47, 92, 96, 109, 110
radiation, 94
radio navigation equipment, 17, 95
radio operators, 112
radios, 17, 18, 20, 29, 31, 104
Radios, 16, 30
radiotelephony, 19, 23, 60, 137
records, 16, 31, 39, 40, 41, 50, 51,
62, 117, 118, 119
reduced vertical separation
minimum airspace, 31, 65
registered owner, 12, 74
registration mark, 12, 74
revalidation, 21, 22, 107, 116
Right of Silence, 3
Road Transport Law, 7
rotor start, 8, 23, 31
rotors, 23, 37
Rules of the Air, 2, 1, 43, 61, 64,
65, 66, 87, 88, 117, 125
RVR, 28, 29, 56
S
safety, 19, 20, 26, 29, 30, 33, 34,
43, 44, 48, 56, 58, 59, 75, 76, 86,
87, 118, 127, 137
safety harness, 29, 87
Index 155
saving life, 32, 127
Secretary of State, 4, 33, 41, 43, 50,
53, 54, 57, 62, 63, 70
security, 53
semi-circular, 132
shoulder strap, 29, 87
signals, 17, 32, 43, 56, 77, 87, 89,
94, 96, 126, 127, 130, 133, 134,
135, 136, 137
signature, 17, 20, 58, 107
simulator, 23, 61, 103, 107
single pilot, 19, 59, 61, 102, 103,
108
slip, 87
SLMG, 21, 64, 65, 103, 105, 106
smoking, 34, 117
sonar, 94
SOPs, 2
special category, 16
Special VFR, 65, 101, 102, 126
State aircraft, 12
Statements, 3
Statutory Instrument, 4
storage, 12, 74, 75, 123
subordinate legislation, 4, 5, 6, 7, 8,
57, 58
surrender, 39
survival beacon, 94
survival suit, 88
T
takeoff, 16, 26, 29, 30, 31, 49, 61,
62, 75, 84, 101, 111
taking off, 16, 23, 27, 28, 37, 39,
66, 102, 104, 127, 133, 135, 136
tech log, 16, 23, 40, 114
Tech Log, 23
Technical Log, 69
territorial waters, 55, 121
testing, 11, 12, 15, 20, 22, 49, 74,
75, 101, 102, 103
Thames, 27, 127
timepiece, 88
timepieces, 17
torch, 88, 89
tow rope, 32
tow ropes, 32, 127, 133, 136
Towing, 32, 101, 105, 117
training, 2, 11, 21, 25, 26, 27, 33,
48, 60, 75, 107, 112
Training Captain, 2
training flights, 25, 26
training manual, 26
Training manual, 25, 116
transit, 55
transmitter, 20
Transport Canada, 1, 2
Transport Category, 16, 69, 76, 79,
80, 81, 84, 86
TREs, 66
trial lessons, 66
tropical, 78, 84
turbo jets, 19
turbo props, 19, 82
turn, 9, 87, 131, 157
two pilots, 19, 84
U
UK registered aircraft, 12, 13, 15,
16, 17, 18, 19, 20, 21, 22, 29, 30,
31, 34, 37, 39, 40, 43, 50, 53, 55,
74, 77, 113, 116, 117, 126
undercarriage, 33, 87
unincorporated non-profit
members' club, 70
unusable fuel, 18
V
valuable consideration, 53, 66, 67,
69, 70, 119
variable pitch propeller, 18, 40
variable pitch propellers, 40
VHF, 93
vibration, 50
visibility, 28, 32, 61, 102, 104, 123,
125, 126, 129, 131, 132
W
warrant card, 58
156 The ANO in Plain English
water, 30, 32, 56, 62, 77, 78, 84,
88, 89, 94, 107, 130
weapons, 33, 118
weather reports, 29
weight schedule, 18, 26, 40, 116
wings, 33, 74
wound dressings, 86
By the same author:
JAR Professional Pilot Studies
Study Material for the Commercial written exams, for aeroplanes and helicopters.
Operational Flying
A book that has little to do with flying, but everything to do with being a pilot,
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A book that deals with all those secret settings in your computer’s BIOS, plus tons
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All available from www.electrocution.com

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Phil.Croucher.-.The.ANO.(&.Rules.of.The.Air).In.Plain.English!