PCAA Air Law cheat sheet

Chicago Convention 1944 Article 1: every State has complete and exclusive sovereignty over the airspace above its territory, including territorial waters.

Article 5 (non-scheduled flights) and Article 6 (scheduled air services require special permission or authorization) are the two pillars for foreign commercial entry.

The nine freedoms of the air are not treaty text; only the first two (overflight and technical stop) arise from the International Air Services Transit Agreement.

ICAO Annexes 1-19 are Standards and Recommended Practices (SARPs); a Standard is a specification whose uniform application is recognized as necessary, a Recommended Practice is desirable but not mandatory.

Annex 1 Personnel Licensing, Annex 2 Rules of the Air, Annex 6 Operation of Aircraft, Annex 8 Airworthiness, Annex 14 Aerodromes, Annex 17 Security, Annex 18 Dangerous Goods, Annex 19 Safety Management.

Article 38 of the Convention obliges a State that finds it impracticable to comply with any international Standard to notify ICAO of the difference; differences are published in the State's AIP.

The 1944 International Air Services Transit Agreement (two freedoms) and the International Air Transport Agreement (five freedoms) are separate from the Chicago Convention itself.

ICAO adopts SARPs by the Council under Article 37 and Article 54(l); Annexes enter into force unless a majority of Contracting States register disapproval within the notified period.

The Pakistan Civil Aviation Act, 2023 replaced the Civil Aviation Ordinance, 1960 and established the Pakistan Civil Aviation Authority as the regulator with a separate safety oversight mandate.

The Act separates regulatory functions (PCAA) from service provision, so airport operations and air navigation services are handled by distinct entities rather than by the regulator itself.

PCAA rule-making follows the Civil Aviation Rules (CARs), which are aligned to ICAO Annexes; CARs are the binding instrument for licence, registration and operation approvals.

The Federal Government appoints the Director General of PCAA; the DG exercises delegated regulatory powers including issuance, suspension and revocation of licences and certificates.

Enforcement tools include administrative penalties, suspension or revocation of certificates, and prosecution; the Act provides for appeal against regulatory decisions.

The Minister-in-charge exercises policy oversight while technical decisions on certification rest with PCAA to preserve independence of the safety regulator.

Aircraft accident investigation is functionally separated from the regulator; investigation of accidents is the responsibility of the safety investigation authority, not PCAA.

PCAA publishes the Pakistan AIP, AIC and NOTAM; the AIP is the primary source of published regulatory differences and national procedures.

ICAO Annex 1 sets licence categories: PPL, CPL, ATPL, MPL, CP (flight engineer), and ratings for instrument, instructor, type; plus ATC, flight dispatcher, maintenance personnel.

CPL minimum age 18, ATPL minimum age 21, PPL minimum age 17; Class 1 medical required for commercial privileges, Class 2 for PPL.

ATPL aeronautical experience under Annex 1: 1,500 hours total flight time (reduced in approved integrated courses), including 250 hours as PIC or 100 hours PIC plus 150 hours under supervision.

CPL experience: 200 hours total flight time, or 150 hours in an approved integrated course, including 100 hours as PIC and 20 hours cross-country.

A licence is issued by the State of the licence holder; privileges may only be exercised if the licence is valid and the holder meets recent experience and medical fitness requirements.

Instrument rating requires demonstrated competency in IFR procedures; the rating is entered on the licence and specifies the privileges and any type limitations.

Language proficiency is recorded on the licence at ICAO Operational Level 4 or above, with re-assessment intervals of 3 years (Level 4), 6 years (Level 5) and no expiry at Level 6.

A validation or conversion of a foreign licence requires the State's own checking; Annex 1 permits validation for a limited period but not indefinite exercise of privileges.

Aircraft have the nationality of the State in which they are registered; an aircraft cannot be validly registered in more than one State (Chicago Convention Article 17-18).

Registration may be transferred from one State to another only at the request of the State of previous registry, and the transfer is recorded by the new State.

The certificate of registration states nationality and registration marks; marks consist of the national mark plus a registration mark assigned by the State.

A certificate of airworthiness (C of A) is issued by the State of Registry; it certifies the aircraft meets the airworthiness requirements of that State, based on Annex 8.

A certificate of airworthiness may be validated by another State for aircraft operating under Article 83 bis arrangements or for temporary operations.

Annex 8 type certification covers design; continued airworthiness is maintained through mandatory continuing airworthiness information, ADs, and maintenance programmes.

Article 83 bis allows the State of Registry to transfer, by agreement, certain oversight functions to the State of the Operator for aircraft leased, chartered or interchanged.

A special flight permit or ferry permit may be issued for an aircraft that does not currently meet airworthiness requirements, subject to operating limitations.

Annex 2 applies over the high seas and, unless otherwise notified, over the territory of Contracting States; national differences are published in the AIP.

Controlled airspace classes A to E; Class A permits IFR only, Class B to D permit IFR and VFR, Class E permits IFR and VFR with ATC clearance only for IFR.

Cruising level semicircular rule: magnetic tracks 000-179 use odd thousands (FL 290, 310...), tracks 180-359 use even thousands (FL 280, 300...) above the transition altitude.

Minimum vertical separation is 1,000 ft below FL 290 and 2,000 ft between FL 290 and FL 410 in RVSM airspace; RVSM approval is required to operate in that band.

VFR weather minima in controlled airspace generally require 5 km flight visibility and 1,500 m horizontal, 1,000 ft vertical distance from cloud, with higher minima above 10,000 ft.

A clearance is an authorization for an aircraft to proceed under specified conditions; it does not relieve the pilot from compliance with the rules of the air or from responsibility for terrain clearance.

Position reporting points, ATS surveillance, and SSR transponder requirements are established by the appropriate ATS authority; Mode C altitude reporting is required in most controlled airspace.

Read-back is mandatory for safety-related clearances including route, altitude, speed and runway instructions; failure to read back does not validate a misunderstood clearance.

Annex 14 sets aerodrome reference code from the aeroplane reference field length (code number 1-4) and wingspan/outer main gear wheel span (code letter A-F).

Runway strip, RESA (runway end safety area) and clearway dimensions are keyed to the runway code; RESA extends at least 90 m beyond the runway end, extended to 240 m where practicable.

Runway markings: threshold markings, designation numbers, centreline, TDZ markings and aiming point; displaced thresholds are marked with chevrons and a relocated threshold bar.

Aerodrome certification under Annex 14 requires the State to certify aerodromes used for international operations, with an aerodrome manual and a safety management system.

Obstacle limitation surfaces include the approach, take-off climb, inner horizontal, conical and transitional surfaces; obstacles penetrating them must be published and, where possible, removed or marked.

Aerodrome emergency planning requires an aerodrome emergency plan tested by full-scale exercise at intervals not exceeding two years.

Apron and ground operations: marshalling signals, aircraft stand clearances, jet blast and FOD control; vehicle drivers on the manoeuvring area require permission and radio/escort procedures.

Aerodrome lighting: approach lighting systems, PAPI, runway edge, threshold and end lights; PAPI glide path indication is normally set at 3 degrees for a standard approach.

Annex 6 Part I applies to international commercial air transport by aeroplanes; an AOC is issued by the State of the Operator after demonstrating compliance with the certification requirements.

AOC certification phases: pre-application, formal application, document evaluation, demonstration and inspection, and certification; the AOC specifies types of aircraft and areas of operation.

The operator must have an operations manual, a maintenance control manual, a safety management system, and a training and checking programme acceptable to the State.

Flight and duty time limitations and rest requirements are set by the State; the operator must have a scheme approved by the regulator under Annex 6.

A minimum equipment list (MEL) is derived from the master minimum equipment list (MMEL) and allows dispatch with specified equipment inoperative, subject to the stated conditions.

The operator retains responsibility for operational control; a flight dispatcher or operational control system must monitor each flight and share responsibility for flight watch.

Annex 6 requires an accident prevention and flight safety programme, now expressed as a safety management system with hazard identification and risk assessment.

Leasing arrangements (wet or dry) and code-share arrangements require regulatory approval; the State of the Operator remains responsible for safety oversight of its AOC holders.

Annex 17 defines unlawful interference as acts such as unlawful seizure of an aircraft, sabotage, hostage-taking, or attack on aviation facilities.

The Tokyo Convention 1963 addresses offences on board and powers of the aircraft commander; the Hague Convention 1970 addresses unlawful seizure; the Montreal Convention 1971 addresses sabotage.

The Montreal Convention 1999 (not the 1971 Montreal Convention) governs carrier liability for passenger and cargo; keep the two distinct on the exam.

The Beijing Convention and Protocol 2010 update the unlawful interference framework to cover new and emerging threats, including cyber and certain ground-based attacks.

National security programmes include the National Civil Aviation Security Programme (NCASP), airport security programmes, and operator security programmes, each approved by the regulator.

Screening of passengers and cabin baggage, access control to airside areas, and security-restricted area passes are core Annex 17 Standards; background checks apply to personnel with unescorted access.

The State must ensure that a threat is assessed and that appropriate security measures are applied; the operator must report acts of unlawful interference to the State.

Aircraft search and security inspection requirements apply before departure; catering, cargo and mail screening are subject to the NCASP and operator security programme.

Annex 13 defines an accident as an occurrence associated with aircraft operation in which a person is fatally or seriously injured, or the aircraft sustains damage or structural failure, or the aircraft is missing or inaccessible.

An incident is an occurrence, other than an accident, that affects or could affect the safety of operations.

The State of Occurrence must institute an investigation; the State of Registry, State of the Operator, State of Design and State of Manufacture may be entitled to participate as accredited representatives.

The sole objective of an investigation is the prevention of accidents and incidents; it is not to apportion blame or liability.

The investigation authority must be independent; the accident investigation report and safety recommendations are directed to the appropriate authorities, not to the operator alone.

The State of Occurrence must send a preliminary report to ICAO within 30 days of the accident; the final report is normally made public.

Safety recommendations and their responses are recorded and, where relevant, communicated to ICAO; the recipient should reply on action taken.

Serious incidents are investigated with the same objective as accidents; the State may delegate the investigation to another State by agreement.

Annex 18 requires States to establish dangerous goods regulations and to ensure operators comply; the ICAO Technical Instructions (TI) are the detailed rules.

The shipper is responsible for classification, packing, marking, labelling and documentation; the operator is responsible for acceptance checks and loading.

Dangerous goods are classified into nine classes; Class 1 explosives, Class 2 gases, Class 3 flammable liquids, Class 7 radioactive material, Class 9 miscellaneous.

The Shipper's Declaration for Dangerous Goods is the required transport document; it must be signed and must accompany the consignment.

Operator acceptance personnel must be trained and the training must be recorded; recurrent training is required, normally within 24 months.

Dangerous goods may not be carried in an aircraft cabin or as checked baggage except as permitted in the TI; carry-on items such as spare lithium batteries are restricted.

The pilot-in-command must be notified of dangerous goods carried; the NOTOC (notification to captain) lists the consignment and its location.

Hidden dangerous goods and undeclared dangerous goods must be reported; an operator must have procedures to deal with incidents involving dangerous goods.

Annex 9 (Facilitation) sets procedures for clearance of aircraft, passengers, crew, baggage and cargo, aiming to reduce delay and paperwork.

The CART (Convention on Customs and Fiscal Formalities) and the FAL forms standardize documentation; the general declaration, passenger manifest, cargo manifest and crew manifest are the core FAL forms.

Annex 16 Volume I covers aircraft noise; Volume II covers aircraft engine emissions; Volume III covers CO2 certification.

The Chapter 3 noise standard applies to subsonic jet aeroplanes; Chapter 4 and Chapter 14 progressively tighten the cumulative noise margin.

The ICAO Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) applies to international flights between participating States, based on a baseline of emissions.

Annex 16 Volume II engine emission standards cover smoke, unburned hydrocarbons, carbon monoxide and NOx; the NOx standard is expressed as a landing and take-off cycle limit.

Local air quality and noise restrictions may be imposed by airport authorities; operators must comply with published noise abatement procedures and night restrictions.

The State must ensure that environmental certification is reflected in the aircraft's airworthiness and noise certification documents, which are checked at registration and operation.

Facilitation and environmental obligations apply to the State, the operator and the aerodrome operator; each has distinct duties under Annex 9 and Annex 16.

The State publishes facilitation requirements and environmental restrictions in the AIP; operators must check the AIP for national differences before operating.

Passenger rights, denied boarding and delay handling are national rules, not ICAO SARPs; the operator's conditions of carriage set out the applicable commitments.

Noise certification documents must be carried on board or be available; a noise certificate is separate from the certificate of airworthiness.

Emissions trading and offsetting obligations follow the State's participation in CORSIA; the operator monitors and reports emissions under the State's programme.

Disinsection and quarantine procedures for arriving aircraft are facilitation matters; the State specifies the method and the operator must comply.

The environmental impact of airport operations is addressed in the aerodrome manual and the airport's environmental management programme.

A State may deny operation of a non-compliant noisy aircraft; the operator must confirm the noise chapter of each aircraft type before planning the route.

The ICAO Assembly meets at least once every three years and adopts resolutions; the Council is a permanent body of 36 Contracting States elected by the Assembly.

The Air Navigation Commission (ANC) is a technical body that recommends SARPs to the Council; the Secretariat administers the Annexes and the Universal Safety Oversight Audit Programme.

The Convention on International Civil Aviation was signed at Chicago on 7 December 1944 and entered into force on 4 April 1947.

Article 12 requires each Contracting State to keep its regulations uniform to the greatest possible extent with those established under the Convention.

Article 33 provides for recognition of certificates of airworthiness and licences issued by the State of Registry, provided the issuing State's requirements equal or exceed the minimum Standards.

The Warsaw System (1929 Warsaw Convention and later instruments) governed carrier liability before the 1999 Montreal Convention; the 1999 Convention is the current liability regime.

The Rome Convention 1952 addresses damage caused by foreign aircraft to third parties on the surface; it is separate from the liability regime for passengers and cargo.

A Contracting State may, under Article 9, restrict or prohibit flight over specified areas for military or public safety reasons, on a non-discriminatory basis.

The PCAA is headed by a Director General and organized into functional directorates including flight standards, airworthiness, air traffic services and aerodromes.

Licensing and certification decisions are made under delegated authority; an applicant may seek review of a decision through the statutory appeal mechanism.

The Civil Aviation Rules cover personnel licensing, aircraft registration, airworthiness, operations, aerodromes, air navigation services and security.

PCAA issues Air Operator Certificates, AMO approvals, aerodrome certificates and air navigation service provider approvals.

The regulator conducts audits and inspections; findings are classified and require corrective action within an agreed timescale.

The Act provides for the investigation of accidents by an independent authority and for the preservation of evidence and records.

The State Safety Programme (SSP) is the State's integrated set of regulations and activities to manage safety, aligned with ICAO Annex 19.

PCAA coordinates with ICAO through the State's Permanent Representative and files differences to Annexes through the AIP and the ICAO difference process.

A type rating is required for each aircraft type with a maximum certificated take-off mass above 5,700 kg or a turbojet, except where the State grants relief for specific types.

Instructor ratings require a minimum experience and a competency assessment; the instructor's privileges are limited to the ratings held.

The medical certificate is issued by a designated medical examiner (DME) or AME; the Class 1 certificate is normally valid for 12 months, reduced with age.

Recent experience for carrying passengers: three take-offs and three landings within the preceding 90 days in the same type, or in a simulator approved for the purpose.

A flight dispatcher licence requires training and examination in meteorology, navigation, ATC procedures and aircraft performance.

An AME licence (aircraft maintenance engineer) is issued with type ratings; the licence authorizes certification of maintenance within the ratings held.

Records of licences, ratings, medical certificates and training must be maintained and produced on request of the regulator.

A licence may be suspended or revoked for a breach of the rules, falsification, or failure to meet medical or competency requirements.

The register of aircraft is maintained by the State of Registry and records the owner, operator, nationality and registration marks, and the type and serial number.

Change of ownership or operator must be notified to the registry; the certificate of registration is reissued as required.

Aircraft registration may be cancelled on export, destruction, or at the request of the owner; cancellation is a precondition for re-registration elsewhere.

The State of Registry issues the certificate of airworthiness and is responsible for continuing airworthiness oversight, unless transferred by Article 83 bis.

Airworthiness directives are mandatory; compliance must be recorded in the aircraft maintenance records and the logbooks.

Maintenance must be performed by approved maintenance organizations or by licensed personnel, in accordance with an approved maintenance programme.

Aircraft weighing and balance, and the mass and balance schedule, are part of the airworthiness and operational approval.

A permit to fly may be issued for an aircraft that does not hold a valid certificate of airworthiness, for a specific flight and with limitations.

The transition altitude is published for each aerodrome; above it, the altimeter is set to standard pressure (1013.25 hPa) and flight levels are used.

Aircraft on the same track must maintain the prescribed separation; the ATC clearance includes route, level, speed and any restrictions.

Emergency procedures: the pilot may deviate from the rules to the extent necessary to meet an emergency, and must inform ATC as soon as practicable.

Right-of-way rules: converging aircraft at the same level give way to the one on the right; an aircraft on final approach has priority over one on the ground.

An IFR flight plan must be filed and activated; a VFR flight in controlled airspace requires an ATC clearance.

SSR codes are assigned by ATC; the emergency codes are 7500 (unlawful interference), 7600 (radio failure) and 7700 (general emergency).

Radio failure in IMC: follow the published lost communication procedure, squawk 7600 and continue to the destination or alternate as cleared.

An ATS unit must provide flight information, alerting and, where applicable, air traffic control services; the class of airspace determines the service provided.

Runway declared distances are TORA, TODA, ASDA and LDA; these are published in the AIP and used for performance calculations.

The aerodrome reference temperature affects runway length and performance; it is the mean daily maximum temperature of the hottest month.

Runway surface friction and braking action reports are provided to crews; a contaminated runway reduces the available performance.

Aerodrome signs are standardized: mandatory instruction signs (red), location signs (black/yellow), direction signs (yellow/black) and information signs.

The aerodrome manual contains the aerodrome data, operating procedures, emergency plan, and the safety management system description.

Aerodrome works and temporary obstacles must be notified by NOTAM and marked; the operator must coordinate with ATC and the aerodrome operator.

Ground handling includes fuelling, catering, baggage and pushback; the operator remains responsible for the safety of the turnround.

Wildlife hazard management and FOD control are aerodrome operator responsibilities, monitored through the safety management system.

The AOC holder must nominate accountable managers for flight operations, maintenance, ground operations and safety; each must meet experience and competency requirements.

The operations manual must contain the route and aerodrome qualifications, minimum equipment, fuel policy and emergency procedures.

The operator must have a quality system and a safety management system with a safety manager and a safety review board.

Line checks and proficiency checks are part of the operator's training and checking programme; records must be retained.

The operator must have an approved minimum equipment list and a configuration deviation list for each type.

The operator must ensure that flight crew hold the appropriate licences and ratings and that medical certificates are valid for the flight.

Code-share and wet-lease arrangements require the operator to ensure the other party meets equivalent safety standards.

The AOC is not transferable; a change of ownership or control requires notification and may require re-certification.

The NCASP is the State's framework; it is implemented through airport and operator security programmes approved by the regulator.

The security programme must include access control, screening, security of cargo and mail, and response to acts of unlawful interference.

Screening equipment and personnel must meet performance standards; screening operators require initial and recurrent training.

A security-restricted area pass is issued after background checks and is subject to withdrawal on breach of the conditions.

Airside vehicle permits and escort procedures control access to the manoeuvring area; drivers must be trained and authorized.

Aircraft operators must have a checklist for handling bomb threats and hijack situations, and must report acts of unlawful interference to the State.

The State must ensure that the person or persons who commit an act of unlawful interference are prosecuted or extradited under the applicable conventions.

Cyber threats to aviation are addressed in the State's security programme and in the operator's security management arrangements.

The State of Occurrence must protect the wreckage and evidence, and must take measures to preserve the site until the investigation authority takes control.

The investigation authority may require the operator, the manufacturer and the State of Registry to provide records, and may examine the flight recorders.

The preliminary report is sent to ICAO within 30 days; the final report should be sent as soon as possible, and normally within 12 months.

The report includes the findings, the causes and the safety recommendations; the recommendations are addressed to the authorities and organizations able to act on them.

A State receiving a safety recommendation should reply to the investigating State on the action taken or proposed.

The investigation authority may delegate the investigation to another State, or conduct it jointly, with the agreement of the States concerned.

An occurrence that is not an accident or a serious incident may be investigated for safety purposes, but the State may limit the scope.

The investigation is separate from any judicial or administrative proceedings; the investigation report is not intended to apportion blame.

The Technical Instructions are supplemented by the Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481).

Dangerous goods are forbidden in aircraft cabins and as checked baggage except for the limited quantities and articles permitted in the TI.

Lithium batteries are regulated by state of charge, watt-hour rating and packaging; spare batteries must be in carry-on baggage only.

The operator must have a dangerous goods acceptance checklist and must refuse a consignment that does not meet the requirements.

Dangerous goods incidents must be reported to the State and to ICAO; the report includes the nature of the incident and the action taken.

The operator must provide information to passengers on dangerous goods prohibitions, normally at check-in and on the ticket.

Training categories: shippers, packers, forwarders, acceptance staff, and crew; each category receives training appropriate to the duties.

Radioactive material shipments require additional approval and are subject to the IAEA regulations and the TI.

Annex 9 requires the State to establish a facilitation programme and to coordinate with customs, immigration, quarantine and police.

The FAL forms are the general declaration, the passenger manifest, the cargo manifest and the crew manifest; the general declaration is the primary document.

The State must provide for the clearance of passengers and baggage within a reasonable time, and for the facilitation of passengers with reduced mobility.

Noise certification is based on the measured noise levels at the approach, sideline and flyover points; the certificate states the noise chapter.

The operator must comply with the noise abatement procedures published for each aerodrome, including preferential runways and night restrictions.

Engine emissions are certified to Annex 16 Volume II; the operator must ensure the engines meet the applicable standard for the route.

CORSIA applies to operators of aeroplanes with a maximum certificated take-off mass above 5,700 kg engaged in international flights.

The State must ensure that environmental requirements are enforced through the aerodrome certificate and the AOC conditions.

The operator must ensure that the aircraft documents, including the noise certificate and the insurance certificate, are on board or available.

The State may require prior notification of flights and passenger data for facilitation and security purposes; the operator must comply with the applicable data rules.

Environmental charges and noise quotas at airports are set by the airport operator and published; the operator must plan within them.

Facilitation and environmental audits are part of the regulator's oversight; findings must be closed within the agreed timescale.

The operator's conditions of carriage and the applicable passenger rights rules govern delay, cancellation and denied boarding.

Disinsection requirements for arriving aircraft are published by the State; the operator must use the approved method.

The airport environmental management programme addresses noise, emissions, waste and water; the aerodrome manual describes the arrangements.

The State's AIP publishes facilitation and environmental differences from ICAO SARPs; the operator must check them before operation.