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SKMA 3812
What is Law ?
1. The system of rules that a particular
country or community recognizes as
regulating the actions of its members
and may enforce by the imposition of
penalties.
2. A body of rules of conduct of binding legal
force and effect, prescribed, recognized, and
enforced by controlling authority.
3. a system of rules that are enforced through
social institutions to govern behaviour.
Air Law
(Legislation/Regulation)
Aviation law is the branch of law that concerns
flight, air travel, and associated legal and
business concerns.
Reference:
Introduction to Air Law
By I.A.Ph. Diedericks-Verschoor, 1997
sovereignty sv()rn(t)/
(noun)
Cabotage /kbtd/
Second Freedom of the Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State or States to land in its territory for non-traffic
purposes (also known as a Second Freedom Right).
Third Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to put down, in the territory of the first State,
traffic coming from the home State of the carrier (also known as a Third Freedom Right).
Fourth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to take on, in the territory of the first State,
traffic destined for the home State of the carrier (also known as a Fourth Freedom Right).
Fifth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to put down and to take on, in the territory of
the first State, traffic coming from or destined to a third State (also known as a Fifth Freedom
Right).
ICAO characterizes all "freedoms" beyond the Fifth as "so-called" because only the first five
"freedoms" have been officially recognized as such by international treaty.
Sixth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, of transporting, via the home State of the carrier, traffic moving between two other
States (also known as a Sixth Freedom Right). The so-called Sixth Freedom of the Air, unlike
the first five freedoms, is not incorporated as such into any widely recognized air service
agreements such as the "Five Freedoms Agreement".
Seventh Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State, of transporting traffic between the territory
of the granting State and any third State with no requirement to include on such operation
any point in the territory of the recipient State, i.e the service need not connect to or be an
extension of any service to/from the home State of the carrier.
Eighth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, of transporting cabotage traffic between two points in the territory of the granting
State on a service which originates or terminates in the home country of the foreign carrier
or (in connection with the so-called Seventh Freedom of the Air) outside the territory of the
granting State (also known as a Eighth Freedom Right or "consecutive cabotage").
Ninth Freedom of The Air - the right or privilege of transporting cabotage traffic of the
granting State on a service performed entirely within the territory of the granting State (also
known as a Ninth Freedom Right or "stand alone" cabotage).
Source: Manual on the Regulation of International Air Transport (Doc 9626, Part 4)
9 Freedoms (Right) of Air
Simple Explanation
1. To fly across the territory of either state without landing.
2. To land in either state for non-traffic purposes, e.g., refuelling without boarding or
disembarking passengers.
3. To land in the territory of the first state and disembark passengers coming from the home state
of the airline.
4. To land in the territory of the first state and board passengers travelling to the home state of
the airline.
5. To land in the territory of the first state and board passengers travelling on to a third state
where the passengers disembark, e.g., a scheduled flight from the United States to France could
pick up traffic in the UK and take all to France (sometimes termed beyond rights).
6. To transport passengers moving between two other states via the home state of the airline,
e.g. a scheduled flight on an American airline from the United Kingdom lands in the U.S. and then
goes on to Canada on the same aircraft.
7. To transport passengers between the territory of the granting State and any third State
without going through the home state of the airline, e.g. a scheduled flight on an American airline
from the UK to Canada that does not connect to or extend any service to/from the U.S..
8. To transport cabotage traffic between two points in the territory of the granting State on a
service which originates or terminates in the home state of the foreign carrier or (in connection
with the so-called Seventh Freedom) outside the territory of the granting State (also known as
consecutive cabotage), e.g. an American airline flies from the U.S., lands passengers in London
and then boards passengers to fly to Manchester.
9. To transport cabotage traffic of the granting State on a service performed entirely within the
territory of the granting State (also known as stand alone cabotage), e.g. a British airline operates
a service between Perth and Sydney in Australia).
Open Skies
Open skies is an international policy concept that calls for the
liberalization of the rules and regulations of the international
aviation industryespecially commercial aviationin order to
create a free-market environment for the airline industry. Its
primary objectives are:
to liberalize the rules for international aviation markets and
minimize government intervention as it applies to passenger,
all-cargo, and combination air transportation as well as
scheduled and charter services; and
to adjust the regime under which military and other state-
based flights may be permitted.
For open skies to become effective, a bilateral (and
sometimes multilateral) Air Transport Agreement must be
concluded between two or more nations.
A bilateral air transport agreement is a contract to liberalize
aviation services, usually commercial civil aviation,
between two contracting states. A bilateral air services
agreement allows the airlines of both states to launch
commercial flights that covers the transport of passengers
and cargoes of both countries. A bilateral agreement may
sometimes include the transport of military personnel of
the contracting states.
In a bilateral agreement, the contracting states may allow
the airlines of the contracting parties to bring passengers
and cargoes to a third country or pick up passengers and
cargoes from the host country to the home country of the
airline or to a third country in which the contracting states
has existing open skies agreement.
Alliances
Code Sharing
Merger
Acquisition
Amendments by
Hague Protocol 1955, Montreal Agreement 1966 & 1975,
Guatemala Protocol 1971
Other Conventions
Chicago Convention
Montreal Convention
Warsaw Convention
(Hague Protocol)
Tokyo Convention
http://www.skybrary.aero/index.php/Unruly_
Passengers
Rights of the commander
http://www.citizensinformation.ie/en/travel_a
nd_recreation/air_travel/airline_liability.html
Legal Documents
Certificate of Airworthiness
Air Operators Certificate
Flight Crew Licenses
Loadsheet
Certificate of Registration
Radio License
Maintenance Logbook
Manuals (Operations, Maintenance-Repair)
Charges $$
Airport Charges (Passenger)
Fuel Surcharge
War Surcharge
Landing (Runway)
Parking (Taxiway, tarmac)
Security
Services (Water, Cleaning)
Catering
Maintenance (including External power charges)
Follow me car
ATC Service (Overfly)
Nationality & Registration Mark
MAS B777-200 (9V-MRO)
MAS Wings C-GFVT
Article 20 of the Chicago Convention on International Civil requires all
signatory countries register aircraft over a certain weight with a national
aviation authority. Upon registration, the aircraft receives its unique
"registration", which must be displayed prominently on the aircraft.
typically display their registration numbers on the aft fuselage just forward
of the tail the registration is often referred to as the "tail number (Fin-
number).
https://www.youtube.com/watch?v=kM14zbBR9wc
Visual Flight Rules (VFR)
Aircraft control (ATC)
Fixed Wing Intercept Procedure
https://www.caa.co.uk/docs/33/20130121SSL11.pdf
Helicopter Intercept Procedure
https://www.faasafety.gov/files/notices/2010/Oct/Intercept_Procedures.pdf
Airport (Runway) Signs and Markings
Approach & Runway Lighting
Taxiway lightings
Runway/Taxiway Signage
Aerodrome Signal & Markings
Aerodrome Signal & Markings
Emergency Distress Frequencies
(Locator Beacons/Transmitters)
121.5 Mhz
243 Mhz
406 Mhz
Ground to Air Signal
Light aimed towards aircraft
(Signaling) due communication failure
Used during two way radio communication failure
Airport Identification (Beacon) Lights
An aerodrome beacon or rotating beacon is a beacon
installed at an airport or aerodrome to indicate its
location to aircraft pilots at night.
Airport and heliport beacons are designed in such a
way to make them most effective from one to ten
degrees above the horizon
An omnidirectional flashing xenon strobe, or
aerobeacon rotating at a constant speed which
produces the visual effect of flashes at regular
intervals.
Federal Aviation Administration (FAA)
Airport Beacon Standards
Flashing rates
24 to 30 per minute for beacons marking airports, landmarks, and points on Federal
airways
30 to 45 per minute for beacons marking heliports
Color combinations
1. White and Green Lighted land airport
2. Green alone* Lighted land airport
3. White and Yellow Lighted water airport
4. Yellow alone* Lighted water airport
5. Green, Yellow, and White Lighted heliport
6. White, White, Green* Military Airport
7. White, Green, Red Hospital and/or Emergency Services Heliport
In Canada, the regulations are different. Lighted aerodromes are equipped with white
single flash beacons operating at a frequency of 20 to 30 flashes per minute. Heliports
with beacons exhibit the morse letter H (4 short flashes) at a rate of 3 to 4 groups per
minute
Aerial view
(Airport Signs, Markings And Procedures)
https://www.youtube.com/watch?v=Ql6F9RFbjMA
Aircraft Lighting
Aircraft Maintenance Regulations
Aircraft maintenance checks are periodic mandatory
inspections that must to be carried out according to
the maintenance schedules on all commercial/civil
aircraft after a certain amount of time or usage;
Airlines and other commercial or private aircraft
operators must follow a continuous inspection program
approved by local airworthiness authorities to maintain
the airworthiness of their aircraft.
Military aircraft follow specific maintenance
programmes by the aircraft manufacturer which may
or may not be similar to those of commercial/civil
operators.
Types of Aircraft Checks
Check A
Check B
Check C
Check D
Check A
Performed approximately every 250 flight
hours or 200300 cycles. It needs about 2050
man-hours. Usually performed overnight at an
airport gate. The actual occurrence of this
check varies by aircraft type, the cycle count
(takeoff and landing is considered an aircraft
"cycle"), or the number of hours flown since
the last check. The occurrence can be delayed
by the airline if certain predetermined
conditions are met.
Check B
Performed approximately every 6 months. It
needs about 120-150 man-hours, depending on
the aircraft, and is usually completed within 13
days at an airport hangar. A similar occurrence
schedule applies to the B check as to the A
check. However, B checks may also be
incorporated into successive A checks, i.e.:
Checks A-1 through A-10 complete all the B
check items.
Check C
Performed approximately every 2024 months or a specific
amount of actual flight hours (FH) or as defined by the
manufacturer. This maintenance check is much more
extensive than a B check, requiring a large majority of the
aircraft's components to be inspected. This check puts the
aircraft out of service and until it is completed, the aircraft
must not leave the maintenance site. It also requires more
space than A and B checks. It is, therefore, usually carried out
in a hangar at a maintenance base. The time needed to
complete such a check is generally 12 weeks (depending on
the aircraft type) and the effort involved can require up to
6,000 man-hours. The schedule of occurrence has many
factors and components as has been described, and thus
varies by aircraft category and type.
Check D
This is by far the most comprehensive and demanding check for an aicraft. It is also known as a
"heavy maintenance visit" (HMV). This check occurs approximately every 6 years. It is a check that,
more or less, takes the entire airplane apart for inspection and overhaul (strip). If required, the
paint may need to be completely removed for further inspection on the fuselage metal skin. Such a
check can usually demand up to 50,000 man-hours and it can generally take up to 2 months to
complete, depending on the aircraft and the number of technicians involved. It also requires the
most space of all maintenance checks, and as such must be performed at a suitable maintenance
base. Given the elevated requirements of this check and the tremendous effort involved in it, it is
also by far the most expensive maintenance check of all, with total costs for a single visit ending up
well within the million-dollar range.
Because of the nature and the cost of such a check, most airlines especially those with a large
fleet have to plan D checks for their aircraft years in advance. Often, older aircraft being phased
out of a particular airline's fleet are either stored or scrapped upon reaching their next D check,
due to the high costs involved in comparison to the aircraft's value. On average, a commercial
aircraft undergoes 23 D checks before being retired. Some maintenance, repair and overhaul
(MRO) shops claim that it is virtually impossible to perform a D check profitably at a shop located
within their facility. As such, only a few of these shops offer D checks.]
Given the time requirements of this check, many airlines also use the opportunity in order to make
major cabin modifications on the aircraft, which would otherwise require an amount of time that
would have to put the aircraft out of service without the need for an inspection. This may include
new seats, entertainment systems, carpeting, etc.
Maintenance document
Malaysian Airworthiness Regulations (MAR)
Aircraft Maintenance Manual (AMM)
Service bulletins (SB)
Airworthiness/Safety Directives (AD)
Minimum Equipment List (MEL)
Job/Task Cards
Improper/miss to follow SOP can lead to
accidents
Violation
https://www.youtube.com/watch?v=Ohao3VditPA&list
=PLE5116BB7B6A3F117
(6 Videos)