CAA NZ ATPL Air Law cheat sheet

Chicago Convention 1944: Article 1 recognises complete and exclusive sovereignty of each State over the airspace above its territory; Article 5 permits non-scheduled transit without prior permission, subject to the State's right to require landing.

ICAO Standards and Recommended Practices (SARPs) sit in 19 Annexes; a Standard is a specification whose uniform application is recognised as necessary for safety, a Recommended Practice is desirable but not mandatory.

Article 6: scheduled international air services require special permission or other authorisation; Article 9 allows States to restrict or prohibit flight over specified zones for military or public safety reasons.

Article 12: rules of the air over the high seas follow the Annex 2 Standards without exception, and each Contracting State must ensure prosecution of infringements by its own aircraft.

Article 20 requires display of nationality and registration marks; Article 29 lists the documents every aircraft on international navigation must carry (certificate of registration, certificate of airworthiness, crew licences, journey log, radio licence, passenger list, cargo manifest).

Article 32 (a) requires crew licences issued or rendered valid by the State of Registry; Article 33 obliges recognition of certificates and licences issued by other States provided they equal or exceed the minimum ICAO Standards.

Article 26: an accident to an aircraft of a Contracting State in another State's territory, causing death or serious injury or indicating serious technical defect, triggers an inquiry by the State of Occurrence conducted in accordance with Annex 13.

Differences from any Annex must be filed with ICAO under Article 38; notified differences appear in each State's AIP and determine whether a foreign licence or certificate is accepted in that State.

Civil Aviation Act 1990: the Minister sets policy and may issue ordinary rules; the Director of Civil Aviation is the statutory decision-maker for individual aviation documents and enforcement, and the CAA is the administrative body.

Section 29 empowers ordinary rules; section 30 covers emergency rules made without prior consultation, effective for up to 90 days; rules are disallowable instruments but are not subject to the Regulations (Disallowance) Act process in the usual way.

CAR Part 1: definitions govern all Parts - 'aircraft' includes anything that derives support in the atmosphere from reactions of the air; 'pilot in command' is the pilot responsible for the operation and safety of the aircraft.

Rule 12.1 (Part 12) sets out the general obligation to comply with rules and the power of the Director to suspend or revoke an aviation document where safety is affected.

Applicability is usually stated in the first rule of each Part (e.g. Part 91 applies to all aircraft except those operating under Part 121, 125, 129 or 135 or otherwise specified).

Part 19 covers transition rules, and Part 21 covers certification of products and parts; a rule change is signalled by NPRM and consultation, with the final rule published in the NZ Gazette.

Definitions of 'operating crew', 'flight time' and 'duty time' sit in Part 1 and are the basis for all flight and duty limitation calculations under Part 121/125/135.

A breach of a rule is an offence under section 43/44 of the Act; penalties include fines and imprisonment, and the Director may also take administrative action (variation, suspension, revocation) without prosecution.

ATPL(A) requires a CPL or ATPL, a current Class 1 medical, and demonstrated knowledge, experience and skill under Part 61; the licence is not valid unless the medical certificate is current.

ATPL(A) experience minima include 1,500 hours total flight time as a pilot, of which specified components cover cross-country, night and instrument time; night and instrument requirements must be met before the licence is issued.

Class 1 medical validity: shorter intervals apply to older applicants and to single-pilot commercial operations; the certificate is not valid beyond the expiry date, and the licence privileges lapse with it.

An instrument rating is required for IFR flight; recency for IFR requires recent instrument experience (approaches and instrument time) within the preceding period, otherwise a proficiency check or renewal is required.

Type ratings are required for aircraft specified by the Director; a rating is endorsed on the licence and is aircraft-type specific, and a difference-training endorsement may also be required.

Privileges of ATPL(A): may act as PIC or co-pilot of aircraft in commercial air transport and may exercise all privileges of CPL and PPL.

A pilot must not exercise licence privileges while suffering from fatigue, illness, or after consuming alcohol (breath/blood limits apply) or impairing drugs; the medical certificate can be varied with limitations (e.g. corrective lenses, safety pilot).

Licence renewal and recent experience: if recency is not maintained, the pilot must complete a competency assessment or flight review with an appropriately qualified instructor or examiner before carrying passengers.

Certificate of airworthiness (C of A) is issued under Part 21 when the aircraft conforms to its type design and is in a condition for safe operation; the C of A is valid subject to maintenance and airworthiness directives being complied with.

New Zealand registration marks: aircraft carry a nationality mark 'ZK' and a registration mark; the registration is recorded by the Director, and change of ownership must be notified.

Maintenance is performed under Part 43 by appropriately rated persons or organisations; a maintenance release (or equivalent certification) is required before flight after maintenance.

Instruments and equipment: VFR and IFR equipment lists are in Part 91 subpart F; IFR requires gyroscopic instruments, altimeter(s), attitude indicator, heading indicator, and a means of navigation appropriate to the route.

Transponder and altitude reporting: an SSR transponder with Mode C is required in controlled airspace and for IFR operations; ELT is required for most aircraft and must be inspected and battery-replaced per the manufacturer's schedule.

Airworthiness directives (ADs) are mandatory; compliance must be recorded, and an aircraft with an uncomplied AD is not airworthy.

A special flight permit (ferry permit) may be issued to allow flight of an aircraft that does not meet all airworthiness requirements, subject to operating limitations.

Weight and balance: the aircraft must be operated within the certified weight and centre-of-gravity limits; loading calculations are the pilot in command's responsibility and must be available before flight.

Part 91 general operating rules apply to all aircraft not covered by an air operator certificate; Part 121 (large aeroplanes), 125 (medium) and 135 (helicopters and small aeroplanes) add specific requirements.

Flight time limitations: maximum duty and flight time limits, minimum rest periods and cumulative limits apply; a pilot must not exceed the specified flight time in any 24-hour period, 7-day, 28-day or 90-day period as set out in the operator's exposition.

Documents to be carried: certificate of registration, certificate of airworthiness, licences, maintenance release, aircraft radio station licence, and the journey log; for international flights also passenger and cargo manifests.

Fuel requirements: enough fuel to complete the flight to the destination, then to an alternate if required, plus final reserve fuel (typically 30 minutes holding for IFR, 45 minutes for turbine-engined aircraft under instrument conditions per the applicable rule).

Take-off and landing performance must be computed for the actual weight, altitude, temperature, wind and runway condition; the aircraft must be able to stop or climb as required in the event of an engine failure.

Crew duty includes pre-flight and post-flight duties, and standby may count as duty; the operator must publish duty limits in the exposition and the pilot must not accept a duty that exceeds them.

A flight must not depart unless the pilot in command has satisfied themselves of the aircraft's airworthiness, the weather, fuel, and the competence of crew; the PIC has final authority over the flight.

Operational flight plan and dispatch: under Parts 121/125/135 the operator provides flight following and dispatch; the PIC and dispatcher share responsibility for the release of the flight.

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 and the overtaking aircraft keeps clear.

Cruising levels: IFR in controlled airspace uses the semicircular rule based on magnetic track - 000-179 degrees uses odd thousands, 180-359 uses even thousands; VFR uses the same system plus 500 ft.

Position reporting: reports are required at compulsory reporting points, on entering or leaving controlled airspace, and when requested; the standard report includes aircraft identification, position, time, altitude and next position with ETA.

Clearances: a clearance is an authorisation to proceed under specified conditions; the PIC must read back runway, altitude, heading and frequency instructions, and must not deviate except in an emergency, in which case ATC must be advised as soon as practicable.

Radio: a continuous listening watch is required on the appropriate frequency in controlled airspace; radio failure procedures follow the designated squawk (7600) and the last acknowledged clearance.

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

Speed limits: 250 knots below 10,000 ft (unless the airspace or aircraft type provides otherwise), and 200 knots in control zones and within 4 NM of the aerodrome at low level unless authorised.

Separation: ATC provides separation between IFR flights in controlled airspace and between all flights in Class C and D; in Class G, separation is the pilot's responsibility and traffic information only is provided.

Airspace classes in New Zealand: Class C (controlled, IFR and VFR separated, clearance required), Class D (controlled, IFR separated from IFR, VFR receives traffic information), Class G (uncontrolled).

Control zones (CTR) and control areas (CTA) surround controlled aerodromes; entry requires an ATC clearance, and the pilot must establish two-way radio communication before entering.

Special use airspace: restricted areas, military operating areas, danger areas and mandatory broadcast zones; entry into a restricted area is prohibited unless authorised by the administering authority.

Aerodrome operating minima: take-off minima depend on runway lighting and RVR; landing minima depend on the approach type (precision vs non-precision), the lowest decision altitude/height and the required RVR or visibility.

Low visibility operations: Category I, II and III approaches require specific aircraft equipment, crew qualification and aerodrome approval; the operator's minima cannot be lower than those published for the aerodrome.

Aerodrome data: runway declared distances (TORA, TODA, ASDA, LDA) and the aerodrome elevation and reference temperature are used for performance calculations.

ATS units: tower provides aerodrome control, approach provides approach control, and centre provides area control; ATIS provides recorded aerodrome and approach information.

Mandatory broadcast zones require position reports on the designated frequency, and unattended aerodromes require the pilot to broadcast intentions and monitor the aerodrome frequency.

Accident notification: the operator and the pilot in command must notify the CAA and the Transport Accident Investigation Commission (TAIC) as soon as practicable after an accident; the notification includes the aircraft, location, injuries and nature of the occurrence.

TAIC is the independent investigation body; it investigates accidents and serious incidents and publishes reports with safety recommendations, but does not determine blame or liability.

The CAA investigates incidents and occurrences that are not within TAIC's mandate, and may take enforcement action; the two roles are separate.

Notifiable occurrences include accidents, serious incidents, runway incursions, air proximity reports, and specified technical defects; the operator must report within the timeframes in the rules.

Preservation of evidence: the pilot must not move the wreckage or disturb the site except to rescue persons, prevent further damage or protect the public, and must preserve records and recordings.

CAA powers: the Director may inspect, audit, suspend, revoke or vary aviation documents, issue infringement notices, and prosecute offences under the Act.

Offences and penalties: operating without a required document, breaching a rule, or failing to report can attract fines and, for serious offences, imprisonment; penalties are set out in the Act and the rules.

Occurrence reporting is non-punitive in intent - the purpose is safety improvement - but deliberately concealing a notifiable occurrence is itself an offence.

Dangerous goods are carried under Part 92 and the ICAO Technical Instructions; the shipper is responsible for classification, packing and documentation, and the operator is responsible for acceptance checks.

Dangerous goods are forbidden in passenger baggage except in limited quantities permitted by the Technical Instructions (e.g. toiletries, medicinal articles, and certain portable electronic devices with restrictions).

The pilot in command must be informed of dangerous goods on board, and the information must include the proper shipping name, class, quantity and location.

Security: Part 140 covers aviation security; screening of passengers and baggage is required at security-designated airports, and the operator must have a security programme.

Unlawful interference: squawk 7500, follow the operator's and ATC's procedures, and the aircraft is treated as an emergency; the PIC retains authority.

Noise: aircraft must meet the noise certification standards in Part 21 and the applicable Annex 16 chapter; the aerodrome may impose noise abatement procedures and curfews.

Emissions and environmental requirements: engine emissions certification and fuel venting standards apply; the operator must comply with any local environmental restrictions published in the AIP.

Carriage of weapons and dangerous articles is prohibited unless authorised; the operator must ensure passengers are screened and prohibited items are removed.

Weather minima: the pilot must obtain a forecast and actual weather before flight; IFR flight requires an alternate unless the destination forecast meets the specified criteria for the period of arrival.

METAR and TAF are the standard reports and forecasts; SPECI is issued when conditions change significantly, and the pilot must use the current information for take-off and landing decisions.

Search and rescue: the operator must have a procedure for alerting the RCCNZ when an aircraft is overdue, and the pilot must file a flight plan or SAR time for flights over water or remote areas.

ELT activation: an ELT transmitting on 406 MHz alerts the Cospas-Sarsat system; accidental activation must be reported to ATC or RCCNZ to avoid a false alert.

Customs and immigration: international flights must land at a designated airport of entry and clear customs and immigration; the pilot must provide passenger and crew manifests.

Border procedures: the aircraft must not depart until clearance is obtained, and the pilot must comply with biosecurity requirements, including reporting of any goods subject to restriction.

Flight plans: an international flight plan must be filed before departure, and the pilot must notify ATC of any change to the flight plan or of arrival.

Overdue aircraft: if an aircraft fails to arrive within the specified time, the operator must notify the RCCNZ, which coordinates the search and rescue response.

Fuel planning: the pilot must carry enough fuel for the trip, plus contingency, alternate and final reserve; the final reserve is not available for normal planning and is protected for holding.

Contingency fuel is typically a percentage of the trip fuel or a fixed time, and the operator's exposition defines the exact calculation for each operation.

Performance: take-off and landing distances must be within the declared distances; the aircraft must be able to clear obstacles by the specified margins in the net take-off flight path.

Landing performance must account for the runway condition (dry, wet, contaminated) and the approved landing distance factors; a contaminated runway reduces the available stopping performance.

Weight and balance: the aircraft must be loaded within the certified maximum weights and the centre-of-gravity envelope; the load sheet is a required document for commercial flights.

Alternate aerodrome requirements: an alternate must be selected when the destination forecast is marginal, and the alternate must be suitable for the aircraft type and the expected approach.

Fuel for a diversion must be calculated to the alternate plus holding, and the pilot must monitor fuel throughout the flight and declare a fuel emergency if the final reserve is at risk.

Performance-limited take-off weight is the lower of the field-length-limited, climb-limited, obstacle-limited and tyre-speed-limited weights, adjusted for temperature, pressure altitude and wind.