Learning Statement Reference Guide for Airman Knowledge Testing
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Aviation Safety Regulation
* Paul Stephen Dempsey McGill University Institute of Air & Space Law Some slides from Singapore CAA, France BEA, US FAA, ICAO and various websites. *The Chicago Convention of 1944 created the International Civil Aviation Organization [ICAO] and gave it quasi-legislative authority to promulgate standards and recommended practices [SARPs] as Annexes to the Chicago Convention. These standards are binding upon member States that fail to notify ICAO of the differences in their domestic law. * * Article 12 of the Convention requires every contracting State to keep its regulations uniform, to the greatest extent possible, with those established under the Convention. * Article 37 attempts to achieve uniformity in air navigation, by requiring that every contracting State cooperate in achieving the “highest practicable degree of uniformity in regulations, standards, procedures, and organization in relation to aircraft personnel, airways and auxiliary services in all matters in which uniformity will facilitate and improve air navigation.” * The sentence that follows provides, “[T]o this end [ICAO] shall adopt and amend from time to time . international standards and recommended practices and procedures” addressing various aspects of air navigation. * Therefore, ICAO’s 191 member States have an affirmative obligation to conform their domestic laws, rules, and regulations to the international leveling standards adopted by ICAO. * * Annex 1 (Personnel Licensing), Annex 6 (Operation of Aircraft), and Annex 8 (Airworthiness of Aircraft) require ICAO’s member States to promulgate domestic laws and regulations to certify airmen, aircraft, and aircraft operators as airworthy and competent to carry out safe operations in international aviation. * Subject to the notification of differences under Article 38 of the Convention, the legal regime effectively assumes that States are in compliance with these safety mandates. -
168 Subpart P—Aircraft Dispatcher Qualifications and Duty Time
§ 121.445 14 CFR Ch. I (1–1–12 Edition) § 121.445 Pilot in command airport (3) By completing the training pro- qualification: Special areas and air- gram requirements of appendix G of ports. this part. (a) The Administrator may deter- [Doc. No. 17897, 45 FR 41594, June 19, 1980] mine that certain airports (due to items such as surrounding terrain, ob- § 121.447 [Reserved] structions, or complex approach or de- parture procedures) are special airports § 121.453 Flight engineer qualifica- requiring special airport qualifications tions. and that certain areas or routes, or (a) No certificate holder may use any both, require a special type of naviga- person nor may any person serve as a tion qualification. flight engineer on an airplane unless, (b) Except as provided in paragraph within the preceding 6 calendar (c) of this section, no certificate holder months, he has had at least 50 hours of may use any person, nor may any per- flight time as a flight engineer on that son serve, as pilot in command to or type airplane or the certificate holder from an airport determined to require or the Administrator has checked him special airport qualifications unless, on that type airplane and determined within the preceding 12 calendar that he is familiar and competent with months: all essential current information and (1) The pilot in command or second in operating procedures. command has made an entry to that (b) A flight check given in accord- airport (including a takeoff and land- ance with § 121.425(a)(2) satisfies the re- ing) while serving as a pilot flight quirements of paragraph (a) of this sec- crewmember; or tion. -
Air Transport Industry Analysis Report
Annual Analyses of the EU Air Transport Market 2016 Final Report March 2017 European Commission Annual Analyses related to the EU Air Transport Market 2016 328131 ITD ITA 1 F Annual Analyses of the EU Air Transport Market 2013 Final Report March 2015 Annual Analyses of the EU Air Transport Market 2013 MarchFinal Report 201 7 European Commission European Commission Disclaimer and copyright: This report has been carried out for the Directorate General for Mobility and Transport in the European Commission and expresses the opinion of the organisation undertaking the contract MOVE/E1/5-2010/SI2.579402. These views have not been adopted or in any way approved by the European Commission and should not be relied upon as a statement of the European Commission's or the Mobility and Transport DG's views. The European Commission does not guarantee the accuracy of the information given in the report, nor does it accept responsibility for any use made thereof. Copyright in this report is held by the European Communities. Persons wishing to use the contents of this report (in whole or in part) for purposes other than their personal use are invited to submit a written request to the following address: European Commission - DG MOVE - Library (DM28, 0/36) - B-1049 Brussels e-mail (http://ec.europa.eu/transport/contact/index_en.htm) Mott MacDonald, Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom T +44 (0)20 8774 2000 F +44 (0)20 8681 5706 W www.mottmac.com Issue and revision record StandardSta Revision Date Originator Checker Approver Description ndard A 28.03.17 Various K. -
GENERAL AVIATION REPORT GUIDANCE – December 2013
GENERAL AVIATION REPORT GUIDANCE – December 2013 Changes from November 2013 version Annex C – Wick Airport updated to reflect that it is approved for 3rd country aircraft imports No other changes to November version Introduction These instructions have been produced by Border Force are designed and published for General Aviation1 pilots, operators and owners of aircraft. They help you to complete and submit a General Aviation Report (GAR) and inform you about the types of airport you can use to make your journey. The instructions explain: - What a General Aviation Report (GAR) is What powers are used to require a report Where aircraft can land and take off When you are asked to submit a General Aviation Report (GAR); When, how and where to send the GAR How to complete the GAR How GAR information is used Custom requirements when travelling to the UK The immigration and documentation requirements to enter the UK What to do if you see something suspicious What is a General Aviation Report (GAR)? General Aviation pilots, operators and owners of aircraft making Common Travel Area2 and international journeys in some circumstances are required to report their expected journey to the Police and/or the Border Force command of the Home Office. Border Force and the Police request that the report is made using a GAR. The GAR helps Border Force and the Police in securing the UK border and preventing crime and terrorism. What powers are used to require a report? An operator or pilot of a general aviation aircraft is required to report in relation to international or Channel Islands journeys to or from the UK, unless they are travelling outbound directly from the UK to a destination in the European Union as specified under Sections 35 and 64 of the Customs & 1 The term General Aviation describes any aircraft not operating to a specific and published schedule 2 The Common Travel Area is comprised of Great Britain, Northern Ireland, Ireland, the Isle of Man and the Channel Islands Excise Management Act 1979. -
AUTHOR Pilots and Flight Engineers. Aviation Careers Federal
DOCUMENT RESUME ED 242 987 CE 038 867 AUTHOR Zaharevitz, Walter TITLE Pilots and Flight Engineers. Aviation Careers Series. INSTITUTION Federal Aviation Administration (DOT). Washington, TC. Office of Aviation Policy. REPORT NO GA-300-122 PUB.DATE 180] NOTE 16p.; For related documents, -see CE 038 868-871. PUB TYPE Guides - Non-Classroom Use (055) EDRS PRICE MF01/PC01 Plus Postage: P DESCRIPTORS *Aerospace Ifidustry; *Aircraft Pilots; Transportation; Aviation Technology; Caeepc Development; *Career Education; *Employment Opportunities; Employmeht Projections; Employment Qualifications; engineers; *Occupational Information; PostseCondary Education; Secondery Education; Wages IDENTIFIERS *Kviation Occupations ABSTRACT' This booklet, one in a series on aviation- careers;. outl nes the v4riety of careers available for Airplane pilots and fli t engineers: The first part of the booklet provides general information about careers for pilots and summarizes, the information in a table..In the main pert of the booklet, the following 11 job categories are outlined: flight instructor, corporate pilot, air taxi or_charter pilot, commercial airplane ox helicopter pilot, patrol pilot, ferry pilot, agricultural pilot, test pilot, airline pilot or captain, airline co-pilot onkOirst officer, and flight'engineer or second officer. FOr each job classification, information on the e nature of the work, working conditions, where the 'jobs are, qualifications, wages, opportunities for training, and outlook for the future is provided: (KC) *********************************************************************** -
General Aviation Report (GAR) Guidance – January 2021
General Aviation Report (GAR) Guidance – January 2021 Changes to the 2019 version of this guidance: • Updated Annex C (CoA list of airports) Submitting a General Aviation Report to Border Force under the Customs & Excise Management Act 1979 and to the Police under the Terrorism Act 2000. Introduction These instructions are for General Aviation (GA) pilots, operators and owners of aircraft. They provide information about completing and submitting a GAR and inform you about the types of airport you can use to make your journey. The instructions explain: 1. What is General Aviation Report (GAR) 2. Powers used to require a report 3. Where aircraft can land and take off 4. When, how and where to send the GAR 5. How to submit a GAR 6. How to complete the GAR 7. How GAR information is used 8. Customs requirements when travelling to the UK 9. Immigration and documentation requirements to enter the UK 10. What to do if you see something suspicious 1. General Aviation Report (GAR) GA pilots, operators and owners of aircraft making Common Travel Area1 and international journeys in some circumstances are required to report or provide notification of their expected journey to UK authorities. The information provided is used by Border Force and the Police to facilitate the smooth passage of legitimate persons and goods across the border and prevent crime and terrorism. 2. Powers used to require a report An operator or pilot of a GA aircraft is required to report in relation to international or Channel Island journeys to or from the UK under Sections 35 and 64 of the Customs & Excise Management Act 1979. -
WM@ 93,@ 2,807,165 United States Patent O Ice Patented Sept
Sept. 24, 1957 w, KUZYK :TAL 2,807,165 CRUISE CONTROL METER Filed NOV. 5. 1953 m razona ovnnnvc Henn »119m sfuma »no ,.4 ' mmmcrcg, VILA-IHM. KUZYK DONALD. C. WHITTl-CY PCQ,WM@ 93,@ 2,807,165 United States Patent O ice Patented Sept. 24, 1957 2 1 and the Machmeter is also connected by a pipe 14 to a Pitot head (not shown) which senses the dynamic air 2,307,165 pressure, the latter being dependent upon the airspeed of the aircraft. The term “altitude” as used herein refers CRUISE CoNTRoL METER to the “pressure altitude” of the aircraft rather than to William Kuzyk, Weston, Ontario, and Donald Charles the absolute altitude in vfeet or another linear unit. Whittley, Etobicoke, Ontario, Canada, assignors, by Mounted in front of the scale 10b of the altimeter 10 mesne assignments, to Avro Aircraft Limited, Malton, is a transparent disc 15 held by a rotatable bezel ring 16. Ontario, Canada, a corporation The bezel ring 16 is enclosed by an annular rim 17. Application November 3, 1953, Serial No. 390,014 Along its inner edge the rim 17 has a peripheral flange 17a which is secured to the panel 12 and surrounds the Claims priority, application Canada December 16, 1952 scale 10b, and along its outer edge the rim 17 has a periph 4 Claims. (Cl. 73-178) eral flange 17b. The bezel ring 16 is rotatably supported within the rim 17 on spaced apart idler pinions 18 and a drive pinion 19, rollers 20 being provided between the This invention relates to aircraft instruments and par bezel ring 16 and the outer flange 17b of the rim. -
How Become an Airline Pilot Handout
Becoming an Airline Pilot Taken from the following article found here: http://www.wikihow.com/Become-an-Airline-Pilot 1) Get a four-year college degree. While a college degree is not required to fly for any of the regional airlines in the United States, a four year degree is required to fly for a major US airline. It's preferable to get a Bachelor of Science degree with an emphasis in aviation (but your degree doesn't necessarily have to be aviation related). Airline pilot training is intense and expensive. A college degree helps to demonstrate to the airline that you will be capable of completing their education program. 2) Look around your local area for a good flight school and flight instructor to begin working on your private pilot certificate. The FAA minimum flight time is 40 hours, but the average is around 60. Schools with FAA oversight can be more desirable if you want a highly regimented training program. 3) Get a First Class medical certificate from a Federal Aviation Administration medical examiner. It is better to apply for a first class medical the first time you apply for a medical certificate to be sure you will qualify for one before you have invested too much time and money into your new career choice. After you earn your private pilot license, begin working on your instrument rating and commercial certificate. An instrument rating requires 50 hours of cross country Pilot-in-Command (PIC) and 40 hours of actual or simulated instrument conditions. For the commercial certificate, you will need 250 hours total time, 100 hours PIC, 50 hours cross country, and 10 hours of dual instruction in a complex aircraft. -
No Left Turns
National Aeronautics and Space Administration Admiation JULY 2008 Volume 2 Issue 6 No Left Turns On July 19, 1989, after a catastrophic engine failure and loss of hydraulic flight controls, United Airlines Flight 232 crashed in an attempted emergency landing at Sioux Gateway Airport in Sioux City, Iowa. Mid-flight, the tail mounted engine on the McDonnell Douglas DC-10 ex- ploded, subsequently severing the plane’s hydraulic con- trol systems and leaving control of the aircraft nearly impossible. While the pilots were able to maneuver the plane to the closest runway, 111 of the 296 people on board died in the crash. Many safety and quality control questions emerged from this disaster, including flight control systems failure, jet engine construction processes and testing, pilot training, and flight procedures. BACKGROUND Figure 1: McDonnell Douglas DC-10 aircraft. nited Airlines Flight 232 was en route from Den- no additional provisions for manual control of the aircraft. ver, Colorado to Philadelphia, Pennsylvania with a This meant that at least one hydraulic system had to be Uplanned stop in Chicago, Illinois. The plane was a operational with hydraulic fluid and pressure in order to McDonnell Douglas DC-10 with three General Electric control the aircraft. engines, one on each wing and one mounted in the tail structure (Figure 1). The tail mounted engine (engine #2) WHAT HAPPENED? had no previously recorded problems and had been in- Engine Failure spected approximately one year prior to the crash. The Not long after the flight reached its cruising altitude of engine had already undergone five other inspections and 37,000 feet, at 3:16 pm on July 19, 1989, the crew and was 1,101 take-off/landing cycles below the mandatory passengers felt and heard the explosive rupture of the #2 engine lifetime maximum of 18,000 cycles. -
Flight Engineer Knowledge Test Guide
AC 63-1 FLIGHT ENGINEER KNOWLEDGE TEST GUIDE U.S. Department of Transportation Federal Aviation Administration 1 FLIGHT ENGINEER KNOWLEDGE TEST GUIDE 1995 U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Flight Standards Service 2 PREFACE The Flight Standards Service of the Federal Aviation Administration (FAA) has developed this guide to help applicants meet the knowledge requirements for the computer administered tests for flight engineer turbojet, turboprop, and reciprocating class certification. This guide contains information about the knowledge test eligibility requirements, test descriptions, testing and retesting procedures, and sample test questions with answers. As a convenience to the applicant, the eligibility requirements for the oral and flight tests are included. Appendix 1 provides a list of reference materials and subject matter knowledge codes, and computer testing designees. Changes to the subject matter knowledge code list will be published as a separate advisory circular. The sample questions and answers in this guide are predicated on Federal Aviation Regulations (FAR's) and references that were current at the time of publication. Questions and answers in the computer administered knowledge tests are updated when changes are made to these reference materials. The flight engineer test question bank and subject matter knowledge code list for all airmen certificates and ratings, with changes, may be obtained by computer access from FedWorld at (703) 321-3339. This bulletin board service is provided by the U.S. Department of Commerce, 24 hours a day, 7 days per week. For technical assistance regarding computer requirements for this service, contact the FedWorld help desk at (703) 487-4608 from 7:30 a.m. -
The Plight of Pilots and Flight Engineers in the Airline Industry
Hofstra Labor and Employment Law Journal Volume 2 | Issue 2 Article 4 1985 No Place to Go After 60: The liP ght of Pilots and Flight Engineers in the Airline Industry Amy Gibbons Follow this and additional works at: http://scholarlycommons.law.hofstra.edu/hlelj Part of the Law Commons Recommended Citation Gibbons, Amy (1985) "No Place to Go After 60: The lP ight of Pilots and Flight Engineers in the Airline Industry," Hofstra Labor and Employment Law Journal: Vol. 2: Iss. 2, Article 4. Available at: http://scholarlycommons.law.hofstra.edu/hlelj/vol2/iss2/4 This document is brought to you for free and open access by Scholarly Commons at Hofstra Law. It has been accepted for inclusion in Hofstra Labor and Employment Law Journal by an authorized administrator of Scholarly Commons at Hofstra Law. For more information, please contact [email protected]. Gibbons: No Place to Go After 60: The Plight of Pilots and Flight Engineer NOTES NO PLACE TO GO AFTER 60: THE PLIGHT OF PILOTS AND FLIGHT ENGINEERS IN THE AIRLINE INDUSTRY I. INTRODUCTION These are turbulent times for airline pilots and second officers due to the industry's deregulation in 1978.1 "Cut-throat" competi- tion 2 and brutal price wars have forced established airlines to cut costs by reducing their staffs and mandating the retirement of senior members at age sixty. As an alternative to retirement at this age, some pilots have tried to downbid3 to the position of flight engineers (also entitled second officers) .4 When their employers have refused to fulfill their downbid requests, the pilots have brought actions under the Age Discrimination in Employment Act (ADEA) of 1967. -
THE AIRCRAFT RULES, 1937 DEPARTMENT of INDUSTRIES and LABOUR NOTIFICATION New Delhi, the 23Rd March, 1937
THE AIRCRAFT RULES, 1937 DEPARTMENT OF INDUSTRIES AND LABOUR NOTIFICATION New Delhi, the 23rd March, 1937 Updated: February 17, 2011 No. V-26 - In exercise of the powers conferred by sections 5 and 7 and sub-section (2) of section 8 of the Aircraft Act, 1934 (XXII of 1934) and section 4 of the Indian Telegraph Act, 1885 (XIII of 1885), and in supersession of the Indian Aircraft Rules, 1920, with the exception of Part IX thereof, the Central Government is pleased to make the following rules, the same having been previously published, as required by section 14 of the former Act, namely :- TABLE OF CONTENTS PART I Preliminary (1 - 3B) PART II General Conditions of Flying (4 - 20) PART III General Safety Conditions (21 - 29D) PART IV Registration and Marking of Aircraft (30 - 37A) PART V Personnel of Aircraft (38 - 48) PART VI Airworthiness (49 - 62) PART VII Radio Telegraph Apparatus (63 - 64) PART VIII Aeronautical Beacons, Ground Lights and False Lights (65 - 66) PART IX Log Books (67 - 67B) PART X Investigation of Accidents (68 - 77A) PART X-A Investigation of Incidents (77B - 77D) PART XI Aerodromes (78 - 92) PART XII Rule 93 to 133 have been deleted PART XII-A Regulatory Provisions (133A) PART XII-B Engineering, Inspection and Normal Requirements for Organisations other than Operation (133B - 133C) PART XIII Air Transport Services and Aerial Work (134 - 153) PART XIII-A Engineering, Inspection and Manual Requirements - Owners or Operators (154 - 155A) PART XIV General (156 - 161) SCHEDULES PART I 1. Short title and extent - (1) These rules may be called the Aircraft Rules, 1937.