GCAA PPL Air Law cheat sheet

Primary law: UAE Federal Law No. 20 of 1991 on Civil Aviation; the GCAA (General Civil Aviation Authority) is the competent civil aviation authority for the UAE.

CARs (Civil Aviation Regulations) are issued by the GCAA and are modelled on ICAO Annexes; each CAR part carries a number (e.g. CAR Part II for licensing, CAR Part IV for airworthiness).

The GCAA rulemaking process publishes proposed amendments as NPA (Notice of Proposed Amendment); final texts are issued as CARs and advisory material as Advisory Circulars.

UAE is an ICAO Contracting State and a signatory to the Chicago Convention (1944); differences from ICAO Standards are filed and published in the UAE AIP.

Powers of inspectors: GCAA inspectors may enter, inspect, and detain aircraft, and may suspend or revoke licences, certificates, and approvals for non-compliance.

Penalties: violations of the Federal Law and CARs can attract fines, licence action, and imprisonment; enforcement is independent of the operator's own SMS.

The AIP (Aeronautical Information Publication), NOTAMs, and AICs are the official sources of regulatory and operational information; AIP amendments are issued under the AIRAC cycle (28 days).

Regulatory hierarchy: Federal Law > CARs > Advisory Circulars/guidance; guidance material is not binding but describes an acceptable means of compliance.

Record-keeping: licence and aircraft records must be retained and produced on request; falsification of records is itself an offence.

PPL(A) minimum age 17; PPL(H) minimum age 17; Class 2 medical certificate required for PPL privileges (Class 1 for CPL/ATPL).

PPL(A) experience before skill test: at least 45 hours total, of which at least 25 hours dual and 10 hours solo, including 5 hours solo cross-country.

PPL privileges: act as PIC of aircraft in the appropriate category, carry passengers only if 3 take-offs and 3 landings in the preceding 90 days on the same type/class; no remuneration for flying.

PPL does not permit flying for hire or reward, nor acting as PIC of an aircraft carrying passengers for commercial purposes, nor flying in IMC unless an IR/IMC rating is held.

Recency: 3 take-offs and 3 landings within the preceding 90 days to carry passengers; night currency requires 1 take-off and 1 landing at night within 90 days.

Ratings: class rating (single-engine piston, multi-engine piston), type rating for complex/high-performance aircraft, instrument rating, instructor rating; each has its own validity.

Medical validity: Class 2 typically 24 months for holders under 40 and 12 months for holders aged 40 and over, subject to the GCAA medical examiner's determination.

Logbook: entries must be signed by the pilot and certified by the instructor for dual flights; totals must support the licence and rating applications.

Licence issue, reissue, and rating endorsement are through the GCAA licensing system (eLicensing); foreign licences may be validated or converted under published conditions.

Right-of-way: converging aircraft of the same category - the one on the right has right-of-way; head-on - both turn right; overtaking - the overtaken aircraft has right-of-way.

Right-of-way order: balloons, gliders, airships, then aeroplanes/helicopters; aircraft landing or in final approach has right-of-way over aircraft on the ground or in flight.

VMC minima below 3,000 ft AMSL in Class G: flight visibility 5 km, distance from cloud 1,500 m horizontally and 300 m (1,000 ft) vertically; at or above 10,000 ft: 8 km visibility.

Minimum safe altitude: 1,000 ft above the highest obstacle within 600 m (2,000 ft) in congested areas, or 500 ft elsewhere, except for take-off and landing.

Cruising levels: magnetic track 000–179° uses odd thousands (FL 010, 030...); 180–359° uses even thousands (FL 020, 040...); quadrantal rule in feet below transition altitude.

Speed limits: 250 kt IAS below 10,000 ft; 200 kt within 10 NM of a Class C/D aerodrome; 230 kt in Class C/D airspace below 10,000 ft; 250 kt in Class C above 10,000 ft.

Position reporting: compulsory at compulsory reporting points; report aircraft identification, position, time, altitude/level, next position and ETA.

Lights: anti-collision lights on from engine start to shutdown; navigation lights on at night and in reduced visibility; landing lights when operating on/near aerodromes.

Special VFR and clearances: a clearance is required to enter controlled airspace; read back all clearances involving runway, altitude, heading, and frequency.

Class A: IFR only, all aircraft separated by ATC. Class B: IFR and VFR, all separated. Class C: IFR and VFR, IFR separated from all, VFR separated from IFR and provided traffic information about other VFR.

Class D: IFR and VFR, IFR separated from IFR, VFR given traffic information; VFR requires ATC clearance. Class E: IFR and VFR, IFR separated from IFR; VFR not separated. Class F: advisory; Class G: uncontrolled.

UAE airspace: Emirates FIR (OMAE) with control areas and terminal control areas around major aerodromes; Class A above FL 150, Class C/D in terminal areas, Class G in some low-level areas.

Clearance readback: read back runway, hold-short, altitude, heading, speed, frequency, and transponder code; prefix 'roger' does not satisfy a readback requirement.

ATC clearance does not relieve the pilot of responsibility for terrain clearance, wake turbulence separation, or compliance with the Rules of the Air.

Transponder: Mode C altitude reporting required in controlled airspace; squawk 7600 (radio failure), 7700 (emergency), 7500 (unlawful interference).

Lost communications: in VMC, continue VFR and land at the nearest suitable aerodrome and inform ATC; in IMC, follow the last acknowledged clearance/route and maintain the last assigned level for a specified period.

Position reporting and SSR codes are assigned by ATC; a clearance to enter controlled airspace must be obtained before entry, not after.

Radio failure in controlled airspace: set transponder to 7600 and follow the published lost-communication procedure for the airspace.

UAE nationality marks: 'A6' prefix; registration marks are A6- followed by three letters (e.g. A6-ABC); marks must be displayed on the fuselage/wings per CAR Part IV.

Certificate of Registration is issued by the GCAA; change of ownership, address, or deregistration must be notified to the GCAA.

Certificate of Airworthiness (C of A) is issued by the GCAA; validity is maintained through the approved maintenance programme and continuing airworthiness requirements.

Maintenance: annual inspection or approved maintenance programme; Airworthiness Directives (ADs) must be complied with and records retained.

Documents to be carried: Certificate of Registration, Certificate of Airworthiness, crew licences, medical certificates, journey log/aircraft log, and the aircraft radio station licence.

Aircraft must be equipped per CAR Part IV for the type of operation (VFR/IFR, day/night); MEL (Minimum Equipment List) governs dispatch with inoperative items.

Mass and balance: the aircraft must be operated within certified mass and CG limits; loading data must be computed before flight and retained.

Registration marks must be kept clean and visible; no person may operate an aircraft with expired C of A or without a valid radio licence.

Continuing airworthiness is managed by a CAMO or approved organisation; the C of A is not valid if maintenance is not performed per the approved programme.

Pre-flight: the PIC must satisfy himself that the aircraft is airworthy, fuel and oil are sufficient, mass and balance is within limits, and documents are on board.

Fuel planning: VFR day reserves include a final reserve of 30 minutes at holding speed (45 minutes for IFR/night); contingency fuel as required.

Minimum equipment: the aircraft must be equipped for the intended flight; MEL or approved deferred defect procedure applies to inoperative items.

Passenger briefing: seats, belts, exits, oxygen, and emergency equipment must be briefed before take-off; smoking and electronic device rules apply.

Flight time limitations: PPL operations are subject to GCAA FTL rules for commercial operations; private flights must still respect fatigue and duty limits where applicable.

Take-off and landing minima: VFR only when the reported visibility and cloud base allow compliance with VMC minima; PIC is responsible for the go/no-go decision.

Emergency: the PIC may deviate from rules to the extent necessary in an emergency, but must report the deviation to the GCAA if requested.

Carriage of dangerous goods on private flights is restricted; only permitted items per ICAO Technical Instructions may be carried, and the PIC must be informed.

Aircraft operated under a PPL may not be used for commercial air transport; cost-sharing is permitted only under the conditions in the CARs.

Phraseology: use standard ICAO phraseology; read back clearances involving runway, altitude, heading, frequency, and transponder code.

VHF frequencies: 118.000–136.975 MHz; emergency frequency 121.5 MHz; ground/emergency services use 121.5 for ELT homing.

Call signs: use the aircraft registration or the assigned call sign; state the call sign at the start of each transmission.

Radio failure: squawk 7600; in VMC continue VFR and land at the nearest suitable aerodrome; in IMC follow the published lost-comm procedure.

Transponder codes: 7700 emergency, 7600 radio failure, 7500 unlawful interference; Mode C altitude reporting required in controlled airspace.

Position reports: include identification, position, time, altitude/level, next position and ETA; report at compulsory reporting points.

Distress (MAYDAY) and urgency (PAN PAN) calls: state the call, station addressed, identification, nature of distress, position, level, and intentions.

Radio licence: the aircraft radio station licence must be on board and valid; the pilot must hold the appropriate radio telephony qualification.

Occurrence reporting: accidents and serious incidents must be reported to the GCAA (Aircraft Accident Investigation Section) as soon as practicable; the AAI investigates per CAR Part VII.

Mandatory occurrence report (MOR) categories include runway incursions, TCAS RA, loss of separation, engine failure, and serious weather encounters.

The purpose of occurrence reporting is safety improvement, not blame; just culture principles protect reporters except in cases of gross negligence or wilful misconduct.

Security: the aircraft must be protected from unlawful interference; cockpit door locking and access control apply to commercial aircraft; PPL operators must secure the aircraft and keys.

Unlawful interference: squawk 7500, follow the published hijack procedure, and comply with ATC instructions; do not transmit sensitive information on open frequencies.

Security screening: passengers and baggage on commercial flights are screened; private flights are subject to the security requirements of the aerodrome operator.

Reporting timelines: accidents must be notified immediately by the quickest means; serious incidents within 24 hours; other occurrences as specified in the CARs.

Preservation of evidence: following an accident, the PIC must not move the aircraft or its wreckage except to save life or prevent further danger, unless authorised.