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Content

TITLE 1. – DEFINITIONS AND ABBREVIATIONS
TITLE 2. - APPLICATION OF THE RULES OF OPERATION OF THE SFD
TITLE 3. – GENERAL RULES
TITLE 4. - RULES FOR VISIBILITY FLIGHT
TITLE 5. – SPECIFIC PROCEDURES FOR THE OPERATION OF SFD
TITLE 6. – SIGNALS
TITLE 7. – AEROLINE OPERATION
TITLE 8. - RULES FOR LANDING FLIGHTS
TITLE 9. - FLIGHT RULES FOR UL GLIDES

 

Chapter 1. Definitions and abbreviations

Travel level
The level maintained by the aircraft during a significant portion of the flight.

Another person on board SFD
The next person on board the SFD is considered to be a person without the appropriate aviation qualification.

Visibility
For aeronautical purposes, visibility is considered the greater of:

a) the greatest distance at which it is possible to reliably see and distinguish a black object of suitable dimensions, located near the ground, against a light background; and
b) the greatest distance at which it is possible to reliably distinguish light with a luminosity of approximately 1000 cd on an unlit background.

Runway (RWY)
A defined rectangular space at a land airport, intended for take-offs and landings of aircraft.

Surface
A general term used to express the vertical position of an aircraft meaning either height, altitude or flight level.

Hotspot
A fixed geographic location relative to which an aircraft's position may be reported.

Traffic information
Information issued by an air traffic services station to alert the pilot of other known or observed air traffic that may be in the vicinity of the aircraft's position or intended track and intended to assist the pilot in avoiding a collision.

Terminal Controlled Area (TMA)
A controlled area established usually where air traffic service routes converge in the vicinity of one or more major airports.

Short
The direction in which the longitudinal axis of the aircraft points, expressed in degrees from north (geographical, magnetic, compass or network).

Instrument flight (IFR flight)
Flight conducted in accordance with instrument flight rules

Visual flight (VFR flight)
Flight conducted in accordance with visual flight rules.

Aircraft
A device capable of deriving the forces carrying it in the atmosphere from reactions of the air which are not reactions against the earth's surface.
Note: The term "aircraft" used in the context of this regulation may also mean pilot, commander, aircraft or flight.

Airplane book
Proof of aircraft operation and maintenance.

Aeronautical Information Manual (AIP)
The handbook issued by the state or an authorized organization contains aviation information of a permanent nature, important for air traffic.

Airport
A defined area on land or water (including buildings, plant and equipment) designated either in whole or in part for the arrival, departure and ground movements of aircraft.

Airport traffic
All traffic on the operating area of ​​the airport or SFD take-off and landing areas and all aircraft flying in the vicinity of airports and SFD take-off and landing areas.

Airport Operations Zone (ATZ)
A defined airspace that serves to protect airport traffic.
Note: The airport traffic zone is established at airports where the air traffic control service is not provided. It is defined horizontally by a circle (or part thereof) with a radius of 3 NM (5,5 km) from the airport reference point and vertically by the earth's surface and an altitude of 4000 ft (1200 m), unless the ÚCL stipulates otherwise. If controlled airspace of class C or D, or planned TRA/TSA space in the AUP, or other temporarily reserved airspace that has been published in the form of an AIP SUP or NOTAM, or a prohibited space, constitutes an ATZ border the boundaries of these spaces.

Airport Flight Information Service (AFIS)
A flight information service at a designated airport provided for the safe and efficient conduct of airport operations.

Airport control tower
A station established to provide air traffic control services to airport traffic.

Airport management service
Air traffic control service for airport traffic.

Airplane
A powered heavier-than-air aircraft, deriving lift in flight mainly from aerodynamic forces on surfaces that remain stationary relative to the aircraft under given flight conditions.

Flight visibility
Forward visibility from the aircraft cabin in flight.

Flight level
A level of constant atmospheric pressure, relative to a specified basic pressure datum of 1013,2 hectopascals [hPa] and separated from other such levels by specified pressure intervals.
Note 1: The barometric altimeter is calibrated to the standard atmosphere:

when set to QNH, it shows altitude;
when set to QFE, shows the height above the QFE reference point;
when set to QNE (pressure 1013,2 hPa) it can be used to indicate flight levels.

Note 2: The terms "altitude" and "altitude" as used in Note 1 refer to pressure and not geometric heights above terrain or sea level.

Flight Information Area (FIR)
Airspace of specified dimensions in which flight information service and emergency service are provided.

Flight Information Service (FIS)
A service provided for the purpose of providing advice and information for the safe and efficient operation of flights.

Air Traffic Service (ATS)
A term including flight information service, emergency service, flight advisory service and air traffic control service (area control service, approach control service or airport control service).

Flight and Operations Manual
Documentation containing aircraft data, technical description, operating procedures and limitations, operating, maintenance and repair instructions.

Flight Information Center (FIC)
Station established to provide flight information service and emergency service.

Flight permit
Authorization issued by the commander of the aircraft to conduct a flight or to continue the flight under the conditions determined by the air traffic control unit.

Note 1: The term “permit to fly” is usually abbreviated to “permit” when used in the appropriate context.
Note 2: The abbreviated term “clearance” may be preceded by “taxi”, “take-off”, “departure”, “enroute”, “approach” or “landing”, to indicate the relevant part of the flight to which the clearance applies.

Flight plan
Prescribed information relating to the intended flight of an aircraft or part thereof provided by an air traffic control unit.

Flight operations
All aircraft in flight or moving on the operating area of ​​the airport.

Maximum take-off weight
The largest weight at which the aircraft complies with airworthiness regulations.

Visual Meteorological Conditions (VMC)
Meteorological conditions expressed by visibility, distance from cloud cover, and base height of the lowest prominent cloud layer that are equal to or better than the prescribed minimums.

Permit limit
The point to which the aircraft was cleared to fly.

Altitude
The vertical distance of a surface, point, or object considered to be a point, measured from mean sea level (MSL).

Alternate airport
An airport to which an aircraft may proceed when landing at the airport of intended landing or continuing to that airport is not possible or desirable.

Note: The departure airport can also be an alternate destination airport for a given flight.

Signage area
An area at an airport used to display ground signs.

Dangerous space
An airspace of defined dimensions in which activities dangerous to the flight of an aircraft may take place at a certain time.

Uncontrolled airport
Airport where ATC service is not provided.

Night
The time between the end of civil twilight and the beginning of civil dawn, or such other period of time between sunset and sunrise as may be determined by the competent authority.

Note: Civil twilight ends in the evening when the center of the solar disk is 6° below the horizon and civil dawn begins in the morning when the center of the solar disk is 6° below the horizon.

Regional management service
Air traffic control service for controlled flights in controlled areas.

Regional control center
A station established to provide an air traffic control service to controlled flights in controlled areas under its authority.

Limited space
Airspace of defined dimensions above the land areas or international waters of a state in which aircraft flight is restricted in accordance with established conditions.

SFD pilot
A pilot of a sports flying device is a person who holds a valid pilot's license and controls a sports flying device.

Valid map
A valid map is a map containing valid aeronautical information.

Valid flight plan
Flight plan including changes, if made by later issued clearances.

Filed Flight Plan (FPL)
A flight plan as submitted to the ATS unit by the pilot or designated representative without subsequent changes.

SFD take-off and landing area
A defined area on land or water (including buildings, facilities and equipment) designated either in whole or in part for SFD arrivals, departures and ground movements.

Emergency service
A service provided for the purpose of notifying relevant organizations of aircraft to be provided with search and rescue services and assisting such organizations as required.

Motion surface
The part of the airport intended for the take-off, landing and taxiing of aircraft, consisting of the operating area and the check-in area(s).

Taxiway (TWY)
A defined strip at a land airport, established for the taxiing of aircraft and intended to connect one part of the airport with another.

Driving
Movements of aircraft on the airport surface using their own power, except for take-off and landing.

Taxiing in flight
Movements of helicopters above the ground effect aerodrome surface at speeds typically below 37 km/h (20 kt).

Note: Actual altitude may vary and some helicopters may require in-flight taxiing above 8 m (25 ft) AGL to reduce ground effect turbulence or to allow underslung load clearance.

Runway Threshold
The beginning of that part of the runway that is usable for landing.

Space for practicing MPK competitive flying
A horizontally and vertically defined space intended for specific MPK sports activities approved by the chief inspector of MPK operations.

Operating area
The part of the airport designated for the take-off, landing and taxiing of aircraft, with the exception of aprons.

Conversion altitude
The altitude at or below which the vertical position of the aircraft is controlled by altitudes.

Conversion level
Is the lowest usable flight level above 5000 ft AMSL.

Approximate driving service
Air traffic control service for controlled flights of arriving and departing aircraft.

Landing area
Part of the movement surface, intended for landing or take-off of aircraft.

Ground visibility
Airport visibility reported by an authorized observer or automated systems.

Advice to avoid traffic
Advice provided by an air traffic services station specifying maneuvers to assist the pilot in avoiding a collision.

radiotelephone
A method of radio communication intended for the exchange of information by voice.

Controlled area
Controlled airspace extending upward from a specified height above the ground.

Controlled airport
An airport at which an air traffic control service is provided to airport traffic.

Note: The term “controlled airport” indicates that an air traffic control service is provided to airport traffic. However, this does not necessarily mean the existence of a managed precinct.

Controlled flight
Any flight subject to a flight permit.

Controlled Precinct (CTR)
Controlled airspace, extending from the surface of the earth to a specified height.

Controlled airspace
A defined airspace in which an air traffic control service is provided in accordance with the airspace classification.

Air traffic control service
Service provided for the purpose of:

a) prevent precipitation:

a. between aircraft a
b. on the operating area between aircraft and obstacles a

b) maintain a fast and orderly flow of air traffic.

AFIS site
A station that provides airport flight information and emergency service at an uncontrolled airport and in ATZ.

Air traffic services station
A term including air traffic control station, flight information center or air traffic services reporting room.

Location of providing information to known traffic
A site providing information to all known aircraft operating at the airport and in the ATZ, which is not included in the category of flight navigation services or air services.

Air traffic control station
A term including area control center, approach control station and aerodrome control tower.

Sports Flying Device (SFD)
Is a maximum two-seater aircraft or sport parachute, intended to be flown for personal use or the use of others for recreation, individual passenger transport, sport or pilot training, which is not carried out for profit, except for pilot training, hang glider and paraglider flights with passenger and sport parachute jumps with a passenger.

Types of sports flying equipment are mainly:

a) ultralight glider - UK
b) ultralight aircraft – ULL
c) motorized paraglider - MPK
d) motorized paraglider with an engine on the landing gear - MPG
e) motorized paraglider with the engine on the pilot's back - PPG
f) ultralight helicopter - ULH
g) ultralight motorized autogyrocraft – ULV
h) motorized hang glider – MZK
i) hang glider – ZK
j) paraglider – PK
k) sport parachute – P
l) ultralight balloon – UB.

Pressure Altitude
Atmospheric pressure expressed by the altitude that corresponds to this pressure in a standard atmosphere.

Track
The projection of an aircraft's flight path onto the surface of the earth, the direction of which at any point is usually expressed in degrees, measured from north (geographical, magnetic or network).

Aircraft commander
A pilot designated by the operator or, in the case of general aviation, the owner, to be in command and charged with conducting a safe flight.

Towing (hereafter air towing or towing)
is a flight in which the SFD tows the glider for take-off and subsequent climb to an altitude and space suitable for the intended operation of the glider or its transportation to a place of planned landing, which is different from the take-off airport.

Track waiting area
A designated location intended to protect a runway, obstacle plane, or critical/sensitive area at which taxiing aircraft and mobile assets must stop and wait unless otherwise authorized by the aerodrome control tower.

Airborne flight
is a flight to drop a parachutist or paraglider.

Height
The vertical distance of a surface, point, or object considered to be a point, measured from a specified plane.

Restricted area
Airspace of defined dimensions above land areas or above the territorial waters of a state in which aircraft flights are prohibited.

Special VFR flight
A VFR flight that has been cleared by air traffic control to fly in a controlled area in meteorological conditions worse than VMC.

Abbreviations:
AAL Above airport level
ACC Regional Control Center
AFIS Airport Flight Information Service
AGL Above ground level
AIP Aviation Information Manual
ALT Altitude
AMC Airspace Management Office
AMSL Above mean sea level
ARP Airport reference point
ATC Air Traffic Control (General)
ATZ Airport Operations Zone
CAVOK Visibility, clouds and current weather better than prescribed values ​​or conditions
CTA Controlled area
CTR Controlled Airport Precinct
ELEV Height above sea level
ELT Emergency position transmitter
FIR Flight Information Area
FIS Flight Information Service
FL Flight Level
FT (ft) Foot (unit of measurement)
GEN General, generally
GND Earth
GNSS, GPS Global Positioning System
IAS Indicated Airspeed
ICAO International Civil Aviation Organization
IFR Flight rules for instrument flight
INFO Information
KT (kt) Wick, knot
LK D Dangerous area
LK P Prohibited area
LK R Limited space
LK TRA Temporarily reserved airspace
LK TSA Temporary reserved airspace
MACC Military Regional Air Traffic Control Center
MSL Mean sea level
MTOM, MTOW Maximum take-off weight
NOF International NOTAM Office
NOTAM A notice disseminated by means of telecommunications, containing information about the establishment, status or
change of any aircraft equipment, service or procedures or about the dangers of which timely
knowledge is essential for personnel involved in flight operations
QFE Atmospheric pressure relative to airport (or runway threshold) altitude
QNE Standard pressure 1013,25 hPa (also STD or SPS)
QNH Atmospheric pressure reduced to mean sea level under standard atmosphere conditions,
used to adjust the altimeter pressure scale to display altitude
RWY Runway
REG QNH Regional (area) QNH – forecast of the minimum QNH value in the area during the specified period
time period
SR Sunrise
SS Sunset
SSR Secondary surveillance radar
STD Standard, standard
TAS True airspeed
TGL Touch-and-go landing
TMA Terminal Controlled Area
UTC Coordinated Universal Time
ÚCL Office for Civil Aviation
VFR Visual Flight Rules
VMC Meteorological conditions for flying in visibility.

 

Chapter 2. Application of SFD operation rules

2.1 The rules of SFD operation are binding for everyone who uses SFD on the territory of the Czech Republic. 

2.2. Responsibility for compliance with SFD operation rules

2.2.1. The pilot-in-command, whether or not in control of the aircraft, is responsible for the flight in accordance with the rules of the air, except where the pilot-in-command may deviate from these rules in circumstances absolutely necessary in the interest of safety.

2.2.2. Pre-flight preparation

Before commencing a flight, the pilot-in-command is obliged to familiarize himself with all available information relating to the intended flight. Pre-flight preparation for flights outside the aerodrome circuit must include a careful study of available current meteorological reports and forecasts, considering the fuel requirement and determining an alternate procedure in the event that the flight cannot be completed as planned.

2.3. Obligations of the pilot-in-command/SFD:

a) Comply with regulations and procedures related to SFD operation, airspace allocation and flight rules.
b) Know the operational and technical data of the SFD and its operational limitations and observe them in operation,
c) Know the technical condition of SFD.
d) Conduct inspections in accordance with the flight and operations manual.
e) Keep an overview of hours flown and a record of SFD maintenance in the aircraft book.
f) Know the operating rules of the airport used.

2.3.1. When operating a sports flying device, a pilot or student pilot is obliged to follow the instructions of the traffic inspector, technical inspector or persons exercising state supervision in accordance with the law and, at their request, submit the documents specified for the operation of the SFD.

2.3.2. In the event of an aircraft accident resulting in serious injury or death of a person or substantial damage to the aircraft or property, the pilot-in-command is responsible for submitting a report as quickly as possible to the nearest competent authority or body.

2.3.3. When flying outside the airport, carry a map with valid and appropriate information for the route of the intended flight.

2.4. Immediately before the flight, during the flight and immediately after the end of the flight, the pilot or student pilot is obliged to carry the following valid documents:

a) Identity card
b) Pilot's license or pupil's document
c) valid SFD technical license
d) certificate of liability insurance for damages caused by SFD operation (hereinafter referred to as "liability insurance")

2.5. Authority of the pilot-in-command/SFD

The aircraft commander/SFD has the right to make the final decision on the execution of the flight.

2.6. Prohibition to drive an aircraft/SFD and act as a crew member

The pilot of the aircraft/SFD and the crew members may not start the flight if their ability is reduced in particular due to the influence of alcoholic beverages, narcotics, medicine, fatigue, nausea, injury or illness. Before the flight and during the flight, the pilot of the aircraft/SFD and the crew members are prohibited from consuming alcoholic beverages, narcotics, drugs that reduce the ability of the crew member to perform their duties. This provision also applies to other aircraft/SFD crew members, even if they do not perform activities related to aircraft/SFD control.

 

Chapter 3. General rules

3.1 Careless or careless handling of the aircraft/SFD

The aircraft must not be handled in a careless or careless manner that endangers the life or property of others. Except when necessary for take-off or landing, or except when authorized by the competent authority, aircraft shall not fly over densely built-up areas (cities, villages and other populated areas) or over open air gatherings unless at an altitude , which would allow landing without endangering people or property on the surface of the earth in the event of an emergency.

3.2. Dropping and spraying

Nothing may be dropped or sprayed from the SFD in flight, except in compliance with the conditions prescribed by the competent authority or in accordance with the relevant notified information, advice and/or permission issued by the relevant air traffic services unit.

3.3. Tow

SFD may not tow another aircraft or other object, except in compliance with prescribed conditions.

3.4. Acrobatic flight

Aerobatic flights may not be performed with a motorized SFD. Aerobatic flight is considered to be:

a) deliberately performed maneuvers with the aircraft in flight, including sudden changes in position, unusual position or unusual changes in speed,
b) deflection of the aircraft around the transverse axis up or down by more than 30°,
c) deviation of the aircraft around the longitudinal axis to the right or left by more than 60°.

Note: In the case of MPK, turns greater than those specified in points b) and c) are not considered acrobatic operations. In the case of ULH, turns greater than those specified in point b) are not considered aerobatic operations.

3.5. Group flights

Aircraft may not operate a group flight, except by prior agreement between the commanders of the aircraft participating in the flight. When group flying in controlled airspace, the conditions prescribed by the relevant ATS authority(ies) must be observed. These terms include the following:

(a) for the purposes of navigation and position reporting, the group shall be considered as a single aircraft;
b) the group leader and the commanders of the other aircraft in the group are responsible for the spacing between aircraft during a given flight. This responsibility also includes the phases when aircraft maneuver to achieve their own needs
of the gap in the group when it gathers and breaks up;
c) each aircraft must maintain a distance not exceeding laterally and longitudinally 1 km (0,5 NM) and vertically 30 m (100 ft) from the group leader.

3.6. Prohibited and restricted areas

An aircraft/SFD may not fly in a prohibited or activated restricted area that has been properly published, except in compliance with the conditions of the restriction or with the consent of the state over whose territory these areas are established.

3.7. Avoiding collisions

3.7.1. Distance between planes
An aircraft must not fly at such a distance from another aircraft that it would create a risk of collision.

3.8. Right of way

The aircraft/SFD having the right of way must maintain course and speed.

3.8.1. An aircraft/SFD required to give way to another aircraft under the following rules must avoid it by overflying, underflying or overflying it until it is within sufficient distance, taking into account the effect of turbulence in the flow behind the aircraft.

3.8.2. Front zoom
If two aircraft are approaching head-on or approximately head-on and there is a risk of collision, each aircraft must avoid by changing course to the right.

3.8.3. Converging tracks
When the tracks of two aircraft/SFD converge, at approximately the same level, the aircraft/SFD approaching from the right has priority, except as follows:

a) motor aircraft/SFD of heavier air must give priority to airships, gliders and balloons,
b) airships must give priority to gliders and balloons,
c) gliders must give way to balloons,
d) motorized aircraft/SFD must give priority to aircraft that have other aircraft/SFD or objects in tow.

3.9. Preflight

The leading aircraft/SFD is the one approaching the other from behind along the track, forming an angle of less than 70 degrees with the longitudinal axis of the other aircraft/SFD. The preceding aircraft/SFD has priority and the preceding aircraft/SFD, regardless of whether it is climbing, descending or in level flight, must be avoided by changing course to the right. Any subsequent change in the relative positions of the two aircraft/SFD does not release the preceding aircraft/SFD from the obligation to avoid until the aircraft/SFD has passed at a sufficient distance.

3.9.1. Passing gliders
A glider overtaking another glider may avoid by changing course to the right or left

3.10. Landing

3.10.1. An aircraft/SFD in flight or moving on the ground must give way to an aircraft/SFD that is landing or in the final phase of the approach to land.

3.10.2. When two or more heavier air aircraft/SFD are approaching an aerodrome to land, the higher level aircraft/SFD must give way to the lower level aircraft/SFD, but the lower level aircraft/SFD may not use this rule to put in front of an aircraft/SFD that is in the final phase of the landing approach or to overtake such an aircraft/SFD. However, powered aircraft/SFD of heavier air must give priority to gliders.

3.10.3. Emergency landing
An aircraft/SFD that is aware that another aircraft/SFD is forced to make an emergency landing must give way to that aircraft/SFD.

3.11. Take-off

An aircraft/SFD taxiing on the airport's operating area must give way to an aircraft/SFD that is taking off or about to take off.

3.12. Aircraft/SFD movements on the earth's surface

In the event of a risk of collision between two aircraft/SFD taxiing on the airport movement area, the following shall apply:

a) if two aircraft/SFD are approaching head-on or approximately head-on, both must stop or, if practicable, avoid to the right so as to ensure sufficient distance between them,
b) if the paths of two aircraft/SFD converge, priority is given to the aircraft/SFD traveling from the right,
c) an aircraft/SFD overtaken by another aircraft/SFD has priority and the overtaking aircraft/SFD must maintain a sufficient distance from the overtaken aircraft/SFD.

3.13. Takeoff and landing direction

SFD take-off and landing are performed against the wind direction, unless the runway configuration or safety dictates otherwise.

3.14. Traffic at and near the airport

An aircraft moving at and near an airport must:

a) observe other airport traffic in order to avoid a collision;
b) join or avoid air traffic formed by other aircraft in operation;
c) follow published procedures and ATC instructions in the controlled area;
d) with the exception of balloons, make all turns to the left on approach to landing and after take-off, unless information or instructions from ATC provide otherwise;
(e) except for balloons, land and take off against the direction of the wind unless safety, runway configuration or air traffic interests dictate that another direction is preferred.

3.14.1. Flights to uncontrolled airports

3.14.1.1. An aircraft arriving at or departing from an uncontrolled airport is required to use a runway for take-off and landing according to the following:

a) during airport operating hours:

• according to the information obtained from the AFIS station or from the station providing information to known traffic;
• the pilot must ask the AFIS station or the known traffic information station for approval to change the runway if the designated runway in use does not suit him. The pilot of an emergency aircraft must announce an intention to use a runway other than the one in use if circumstances permit.

b) outside airport operating hours:

• upwind unless safety, runway configuration or air traffic interests dictate that another direction is preferred; or
• according to the previous agreement with the airport operator; or
• according to information published in the relevant Air Information Service (LIS) publication.

3.14.2. An aircraft that is equipped with a functional radio station must, at an uncontrolled airport and in ATZ, regardless of whether AFIS is provided or information is provided to known traffic, report its position, altitude and intended flight on the appropriate frequency assigned and published for each airport or ground activity in the manner and to the extent specified below. Other aircraft located at an uncontrolled airport in the ATZ or RMZ must be listening on the appropriate frequency and must use this information to avoid collisions. Aircraft must report:

a) Departing aircraft:

• initiation of taxiing and post-takeoff operations;
• intention to cross the runway or return to the runway (even inactive);
• runway entry;
• take-off; (Helicopter pilots taking off from a stand and glider pilots at a runway take-off point only report readiness for take-off),
• circuit exit location;
• place of leaving ATZ or RMZ;

b) Arriving aircraft:

• the airport of take-off (if it is not the same as the airport of landing),
• the position of the aircraft before entering the ATZ or RMZ;
• the place of intended entry into the airport circuit;
• downwind position;
• the position before the last turn (base leg);
  (At the request of the AFIS station or the station providing information to known traffic, they can
  pilots to omit reporting downwind positions and possibly report other positions in ATZ before the last turn
  or RMZ. Positions downwind and before the final turn are not reported if the aircraft is flying straight
  approach.)
• position on final approach - final;
• failed approach (repeat circuit);
• intention to cross the runway or return to the runway (even inactive);
• clearance of the runway at night or if other known traffic is in the final approach phase - final;

c) Aircraft flying through ATZ or RMZ:

• location and altitude of the intended entry into the ATZ or RMZ and exit from the ATZ or RMZ; or
• distance, geographical direction from the airport, route and altitude to be flown within the ATZ or RMZ.

3.14.2.1. The vertical position of the aircraft in the ATZ or RMZ must be expressed by the altitude according to the altimeter setting at the airport QNH. An aircraft arriving at the ATZ outside airport operating hours sets the altimeter to the regional QNH. The vertical position of an aircraft flying through the ATZ or RMZ can be expressed by the altitude according to the altimeter setting on the regional QNH.

3.14.2.2. A pilot of an aircraft not equipped with a radio station, who intends to arrive at or depart from an uncontrolled airport, is obliged to coordinate the arrival or departure in advance with the AFIS station, with the station providing information to known traffic or with the airport operator.

3.14.2.3. A pilot of a non-radio equipped aircraft intending to conduct a local operation at an uncontrolled aerodrome must coordinate such operation with the AFIS unit, the known traffic information unit or the aerodrome operator before commencing the operation.

3.14.2.4. A pilot performing flight activities, especially aerial work, or similar activities regulated by European Union law (Commission Regulation (EU) No. 965/2012, as amended and supplemented) from another location in the ATZ or interfering with the ATZ during airport operating hours, must to agree and coordinate the intended activity with the AFIS unit, with the unit providing information to known traffic or with the airport operator before its commencement, unless otherwise stipulated in the relevant coordination agreement.

3.14.2.5. The pilot of a non-motorized aircraft not equipped with a radio station, who only intends to fly through the ATZ, is not obliged to coordinate this passage in advance with the AFIS station, the station providing information to known traffic or with the airport operator, if the RMZ is not simultaneously activated there. However, he is obliged to avoid the airport circuit during this fly-by.

3.14.2.6. If the pilot has not received information about the activation of the RMZ, he must establish a connection with the relevant AFIS dispatcher before entering the RMZ.

3.14.2.7. Provisions governing flight activity in activated RMZ take precedence over provisions governing flight activity in ATZ.

3.14.2.8. A pilot of a motorized paraglider using an airport area outside the runways for take-off and/or landing must give priority to landing and take-off aircraft/SFD.

3.15. None of these rules relieves the pilot-in-command of the responsibility to take action, including maneuvers to avoid a collision.

3.16. Controlled flights

Every controlled VFR flight must be subject to a flight permit.

A flight permit for a controlled VFR flight or part thereof must be requested:

a) if they are performed in the airspace of classes C and D;
b) if it forms part of airport operations at managed airports, or
c) if they are operated as a special VFR flight

A flight permit is issued on the basis of a flight plan submitted to the air traffic services unit. Commanders of aircraft who have not submitted an FPL shall request flight clearance based on flight data transmitted to the appropriate ATS unit by frequency or telephone.

3.16.1. Transmission of VFR flight data
VFR flight data is transmitted to the appropriate ATS unit on the frequency or by telephone, when requesting permission to fly, on arrival and transit, at least 3 minutes before entering a Class D CTR or TMA, and on departure from a controlled aerodrome or location in a CTR, at least 3 minutes (for VFR flights without FPL from LKPR 10 minutes) before starting taxiing or taking off from the heliport, unless otherwise stipulated by the coordination agreement.

3.16.2. Termination of proceedings
With the exception of landing at a controlled airport, a controlled flight must report to the appropriate ATC unit as soon as possible that it ceases to be subject to the provision of air traffic control services.

3.16.3. Connection
An aircraft conducting controlled flight must maintain continuous listening on the appropriate aircraft-to-ground voice communication channel and, as necessary, establish two-way communication with the appropriate air traffic control unit, unless otherwise determined by the appropriate ATS authority for aircraft that are part of airport operations at the controlled airport.

3.16.4. Loss of connection
The aircraft must attempt to establish contact with the appropriate air traffic control unit using all other available means. In addition, an aircraft that is part of aerodrome operations at a controlled aerodrome must follow such instructions as may be given by means of visual signals.

Note: If the ATS has not confirmed the departure from the controlled area, the pilot must land at the nearest airport or SFD area and report the departure by telephone.

3.17. Flight data to obtain a flight permit

3.17.1. VFR departures

• Aircraft identification
• Aircraft type*
• Stand number or place, possibly another airport or area in CTR
• Destination airport or place of landing*
• Exit point

3.17.2. VFR arrivals and overflights

• aircraft identification,
• aircraft type, *
• airport or place of departure, *
• airport or place of landing, or area of ​​activity in CTR (as appropriate), *
• current position and flight level,
• calculated time to enter CTR,
• exit point (for passing aircraft), *
• confirmation of ATIS information with QNH repeat,
• flight permit application.

* Marked data are not transmitted if a flight plan has been submitted.

3.18. Time

Coordinated Universal Time (UTC) is used, expressed in hours, minutes, and if desired, seconds of a 24-hour day beginning at midnight. (CET = UTC + 1 hour; EST = UTC + 2 hours)

 

Chapter 4. Rules for flying in visibility

4.1 Minimum VMC visibility and distance from cloud cover

Except for special VFR flights, VFR flights must be conducted in such a way that the aircraft/SFD is flown at the same or greater visibility and distance from clouds than specified in the table.

4.2. SFD flights may only be carried out during the day, i.e. between the beginning of civil dawn and the end of civil dusk, or in any other similar period of time that may be determined by the competent authority.

4.3. Permission for VFR flights

4.3.1. Unless otherwise approved by the appropriate authority, VFR flights shall not be conducted above FL 195 (5800 m), except as noted below,

4.3.2. VFR flights above FL 195 (5800m)

4.3.2.1. VFR flights above FL 195 (5800m) to FL 285 (8477m) inclusive, must be conducted:

a) inside a temporarily reserved or restricted area, or
b) in accordance with the permit and conditions issued by the Air Traffic Control of the Czech Republic, sp, or directly by ACC Prague.

4.3.2.2. VFR flights above FL 285 must be conducted only within a temporarily reserved or restricted area.

4.4. Flight altitudes

With the exception of take-off and landing, or with the exception of a permit issued by the competent authority, outside the MPK competition flight training areas, VFR flight may not be performed:

a) over densely populated areas of cities, villages and other populated places or over gatherings of persons in open space at a height of less than 300 m (1000 ft) above the highest obstacle within a radius of 600 m from the aircraft,
b) anywhere else than specified in letter a), at a height of less than 150 m (500 ft) above ground or water or 150 m (500 ft) above the highest obstacle within 150 m (500 ft) of the aircraft.
c) at a height that would not allow an emergency landing in the event of a descent or complete loss of power of the propulsion unit.
Note: the areas for training and competition flying of the MPK are determined by the competent authority.

4.5. VFR flights that are conducted along or within controlled areas must continuously monitor aircraft-to-ground voice communications on the appropriate communication frequency of the air traffic services unit providing the flight information service and report their position to it as necessary.

4.6. VFR flights must be conducted in constant ground visibility, when it is possible to conduct a flight according to comparative navigation. A cloud flight outside Class G airspace may be conducted if the total cloud cover below the aircraft/SFD is not more than 4/8.

4.7. Special VFR flights

4.7.1. Special VFR flights may only be carried out in a controlled area, outside the clouds with constant visibility of the ground with a minimum ground and flight visibility of 1500 m (800 m for helicopters).

4.7.2. Except when permission is obtained from an air traffic control unit, VFR flights may not take off from or land at an aerodrome in a controlled area or enter an operating area or area of ​​an aerodrome:

(a) if the base of the lowest significant cloud is below 450 m (1 ft); or
b) if ground visibility is lower than 5 km.

4.8. Table of cruise levels to FL 145:

GEOGRAPHIC TRACK

4.8.1. With the exception of flights where otherwise specified in the flight permit or determined otherwise by the competent ATS authority, en-route powered SFD flights at cruising levels above 900 m (3000 ft) above the ground or water or above a higher value determined by the competent ATS authority must be carried out in cruising level that corresponds to the flight path as set out in the cruise level table.

4.9. Procedures for setting the altimeter

4.9.1. In general

4.9.1.1. These procedures apply to all flights. Exceptions and conditions may be established by the appropriate ATS station.

4.9.1.2. These procedures describe a method of maintaining the appropriate vertical separation between aircraft and maintaining the required ground clearance during all phases of flight. This method is based on the following provisions:

4.9.2. Conversion Altitude (TA)

The transition altitude is the altitude at or below which the aircraft's vertical position is controlled by altitudes. The conversion altitude throughout the Prague FIR is 5000 ft (1500 m) AMSL, except as noted below.

Outside the TMA in mountainous areas where the terrain is higher than 4000 ft (1200 m) AMSL, the conversion altitude is increased to an altitude corresponding to 1000 ft (300 m) AGL.

4.9.3. Transfer Level (TL)

4.9.4. The transition level is the lowest applicable flight level, located at least 1000 ft (300 m) above the transition altitude.

4.9.5. Transfer layer

The air space between the transfer altitude and the transfer level is called the transfer layer. Horizontal flight in the transfer layer is not permitted except for specially authorized activities.

The air space between the reference altitude and the reference level. Horizontal track flight in the transfer layer is not permitted except for specially permitted activities (see AIP CR ENR 1.7.2.1). The minimum thickness of the transfer layer is set at 1000 ft (300 m).

4.10. Expressing the vertical position of the aircraft

The vertical positions of aircraft must be expressed:

a) flight levels for flight at or above the transition level;
b) altitudes when flying at or below the transfer altitude;
c) altitudes in en-route flight up to 1000 ft (300 m) above the ground;

When passing through the transfer layer, the vertical position of the aircraft must be expressed:

a) flight levels during climb; and
b) altitudes during descent.

4.11. Change from altitude to flight level and vice versa

The change from altitude to flight level and vice versa is done:

1) at the transfer altitude during climb; and
2) in the transmission level during descent.

4.12. Description of the altimeter setting area

When flying at or below transfer altitude, the QNH shall be set as follows:

a) QNH of the controlled aerodrome

– in the CTR, TMA and in the ATZ, whose upper border or part of it is the lower border of the TMA,

– below the lower limit of the TMA which is defined by the altitude above sea level (AMSL)*.

Note 1:* The lower limit of a TMA defined by altitude (AMSL) is always relative to the QNH of the controlled aerodrome to which the TMA belongs.

Note 2:* These are flights in airspace below the lower limit of the TMA, which, if the pressure is set incorrectly, could inadvertently cause an unwanted violation of the TMA or an inappropriate display pressure altitude data on ATS surveillance systems.

b) REG QNH or QNH of the nearest uncontrolled airport

– in other cases.

4.12.1. Information for pilots

4.12.1.1. Information on aerodrome QNH, temperature and transfer level in the terminal controlled area is provided in ATIS broadcasts or transmitted by the appropriate ATS unit. REG QNH is listed in meteorological broadcasts and is available from ATS stations on request.

4.12.1.2. QNH values ​​are given in hectopascals. QNH in millimeters of Hg is provided upon request. Data on minimum flight altitudes are given on the relevant maps.

4.12.1.3. VFR flights up to 5000 ft (1500 m) AMSL or 1000 ft (300 m) above ground level (AGL) if higher than 5000 ft (1500 m) AMSL must have QNH set on the altimeter in accordance with section 4.12.

 

Chapter 5. Specific procedures for SFD operation

5.1. General provisions

5.1.1. Only a person who holds a valid driver's license of the relevant category can perform the function of SFD commander.

5.1.2. Only SFDs that:

a) meets the requirements of safety and environmental protection,
b) is registered in the register of sports flying devices,
c) has a valid technical airworthiness certificate,
d) liability insurance for damages caused by operation was arranged for him.

5.1.3. Each person on board the SFD must be restrained in place by seat belts for the entire duration of the flight.

5.1.4. Every person on board a non-cabin SFD must wear a safety helmet in flight. In the case of replicas and imitations of historic aircraft, the protective helmet may be replaced by other suitable headgear. If a helmet or wind shield does not protect the eyes, safety glasses must be worn during the entire flight.

5.1.5. Each person on board the SFD must have clothing of a type and be dressed in such a way that no part of the clothing can be dislodged by the air current in flight.

5.2. The activity of the SFD crew after an extraordinary aviation event

5.2.1. SFD crew members who have become participants in an extraordinary aviation event, as well as other persons who are participants in air traffic, if their circumstances and health condition allow, are obliged to take the following measures immediately:

a) to save the lives and health of the SFD crew and all other persons,
b) to prevent ecological damage,
c) to save material and property,
d) to provide witnesses with documentation related to the event
e) to secure SFD debris from further damage by unprofessional handling, theft, etc.

5.2.2. an SFD crew that has become a participant in an extraordinary aviation incident or has learned about it is obliged to notify the competent authorities dealing with the investigation of extraordinary aviation incidents.

5.3. Two-digit SFD

5.3.1. If the second seats are used by persons other than the pilot, instructor or inspector, the SFD pilot must have the qualification of an instructor of the relevant SFD category or have flown at least 50 flight hours on the relevant type of SFD*; of which 5 hours of separate flight time on the type of SFD used.

*Note: The 50 flight hours period does not apply to pilots with at least a PPL qualification.

5.3.2. Before flying with another person on board, the SFD pilot must have completed at least 3 take-offs and landings in the last 90 days on the type with which the flight will be performed.

5.4. Starting the engine

5.4.1. The SFD engine can only be started if there is sufficient free space near the propeller.

5.4.2. When starting the SFD motor manually, the following conditions must be met:

a) SFD must be occupied by a pilot or student pilot,
b) the wheels of the SFD chassis must be wedged, or the SFD must be held by at least one person on each side,
c) the engine can only be started by a trained person; this person must not wear loose parts of clothing that could be caught by the propeller,
d) the pilot can only turn the engine ignition on or off at the unequivocal instruction of the launcher.

5.4.3. The pilot must not start the SFD engine with the trigger unless he is satisfied that there is sufficient space in front of the airplane to stop any unwanted movement of the SFD.

5.4.4. During start-up of the SFD engine, the pilot must not endanger persons or property behind the SFD with the propeller's airflow.

5.4.5. The autogyro of a UL helicopter may be set in motion by the engine only if there is a ULH pilot retrained for the given type in the cabin behind the controls, or a student authorized to fly independently on this type. This person may leave the UL helicopter only after the autogyro has come to a complete stop.

5.4.6. Signals used between pilot and co-pilot when manually starting an engine.

5.5. ATS airspace classification

5.5.1. The airspace is divided into four classification classes C, D, E and G, which are comparable to those recommended by ICAO. Space classified as C, D, and E is controlled airspace.

5.5.1.1. Class C airspace includes:

– DARK PRAGUE;
– airspace above FL 95 to FL 660.

5.5.1.2. Class D airspace includes:

– CTR/TMA of all airports with the exception of TMA PRAGUE;

5.5.1.3. Class E airspace includes:

– space outside CTR/TMA above 1000 ft AGL to FL 95.

5.5.1.4. Class G airspace includes:

– with the exception of CTR, airspace from the ground to 1000 ft AGL.

5.5.2. Notice for airspace users

5.5.2.1. Military jet flights at speeds above 250 KT (460 km/h):

In the airspace where a speed limit of 250 KT (460 km/h) applies, military jet aircraft will not in all cases comply with the above speed limit, taking into account their flight characteristics and the nature of the tasks performed.

 

Chapter 6. Signals

6.1. Light and pyrotechnic signals

6.2. Signage area

A signal area is established at an airport or SFD take-off and landing area only when it is intended for the use of ground visual signals to communicate with the aircraft in flight.

Note: Such signs may be necessary if the aerodrome does not have an aerodrome control tower or aeronautical information service station or when the aerodrome uses aircraft without radio equipment. Ground visual cues can be useful in the event of a failure of two-way radio communication with the aircraft. Such information as may be conveyed by ground visual signals should normally be available in AIP or NOTAM.

6.3. Ground visual signals

 

6.4. Control signals on the apron

6.5. Action against civilian aircraft

6.5.1. The action of the aircraft being acted upon

6.5.1.1. An aircraft engaged by another aircraft must immediately:

a) comply with the instructions of the intervening aircraft, evaluate visual signals and respond to them in accordance with the procedures according to the table "Signals initiated by the intervening aircraft and responses of the aircraft against which it is being interceded;
b) if possible, notify the relevant air traffic services unit;
c) attempt to establish radio contact with the intervening aircraft or with the appropriate encroachment control station by means of a general call on the emergency frequency 121,5 MHz, indicating his identification and the nature of the flight;
d) if equipped with an SSR transponder, set mode A, code 7700, unless otherwise instructed by the appropriate air traffic services unit;
e) if equipped with ADS-B or ADS-C, set the appropriate emergency function, if available, unless otherwise instructed by the appropriate air traffic services unit.

6.5.1.2. If radio instructions received from any sources differ from those given by the intervening aircraft by visual signals, the aircraft being interfered with must request an immediate explanation while continuing to follow the visual instructions given by the intervening aircraft.

6.5.1.3. If radio instructions received from any sources differ from those radioed by the intervening aircraft, the aircraft being interfered with must request an immediate explanation while continuing to follow the instructions radioed by the intervening aircraft.

6.5.2. Signals used in case of encroachment

6.5.2.1. Signals initiated by the encroaching aircraft and responses by the aircraft being encroached upon

 

6.5.2.2. Signals initiated by the aircraft being intercepted and responses by the intercepting aircraft

 

Chapter 7. Airlift operation

7.1. General provisions

7.1.1. The commander of the towed SFD is responsible before take-off for the overall assessment of the take-off situation based on the assessment of the length, width, slope and bearing capacity of the surface, the weight of the towed glider and the towed SFD, wind direction and speed, air temperature, obstacles in the direction of take-off, etc.

7.1.2. The commander of the towing SFD is responsible for the use of an approved SFD equipped for this purpose only, equipped with an approved towing device, a rear-view mirror and for the use of a towing rope at least 40 m long, with at least one mechanical safety device of the specified strength.

7.1.3. The commander of the towed SFD must become familiar with the limitations of the towed glider listed in his flight manual and, if necessary, familiarize himself with the towed glider takeoff methodology. During the entire time from the moment of start-up for take-off until the moment of turning off the glider, the towing SFD commander is responsible for the safe execution of the entire aerotowing and for observing the rules of flying. The glider master is responsible for the safe control of the glider in tow.

7.1.4. The towing SFD commander must hold a towing qualification.

7.1.5. The glider pilot is responsible for assessing the suitability of the area, which is not an airport, and for instructing the people on the area, including any assistant at the wing of the glider.

7.1.6. Aircraft commanders must perform tows in accordance with the procedures and limitations specified in the flight manual of the aircraft used.

7.1.7. Aerotowing, when the towed aircraft is SFD, may be performed:

a) from airports,
b) SFD take-off and landing areas

7.1.8. Aerotowing, when the towed aircraft is not SFD, may be performed:

a) from airports,
b) from maintained areas intended for take-offs and landings (so-called reserve military areas, approved areas for SFD) with minimum dimensions of 550 x 35 m only after forced landings. Such air tows can only be performed by a ULL commander with experience of at least 50 take-offs and landings during air tows, of which at least 25 take-offs and landings during air tows on the type of ULL used, unless the ULL operator has set stricter conditions.

7.2. Signals used during tow take-offs.

If signaling is used during take-off in an aerotow, one of the signaling methods listed below must be used.

7.2.1. Manual signaling

The recommended dimensions of the flag are 50 x 50 cm. Exceptionally, hand signaling without flags can be used.

7.2.2. Signaling using radio link. Only the phrases "halt", "tension" and "tensioned" are used as signals to the commander of the towed SFD, issued by the ground radio station or the glider pilot by the onboard radio station.

7.3. Rules for glider tows

7.3.1. The commander of a towed SFD with a glider in tow can fly into an updraft in which another glider/gliders are circling, only in the same direction of circling. A circling glider can only be flown in if the altitude separation is greater than 1000 ft (300 m) in the same direction of circling. The commander of the towing SFD must constantly monitor the surrounding gliders. If there is a dangerous approach to other gliders, they must leave the updraft immediately. Under no circumstances may the commander of the towed SFD create a dangerous situation for other gliders in an attempt to center the towed glider.

7.3.2. The commander of the towing SFD must perform all maneuvers during the flight (manipulation of the engine intake, changes in direction or flight altitude) smoothly so that the glider pilot can react to them in a timely and safe manner.

7.3.3. The commander of the trailing SFD when transitioning into a descent must very gradually reduce the engine power while simultaneously converting the SFD into a gentle descent at a constant flight speed. Descending flight with the glider in tow must be performed at a constant speed.

7.3.4. The signal to turn off is given by the commander of the towing SFD by distinct alternating tilting of the aircraft around the longitudinal axis of the aircraft. The glider pilot can also shut down at will. The descent can only be started by the towing SFD commander when he is sure that the glider is turned off. Landing with a glider in tow is prohibited except in emergency cases, when the tow rope cannot be switched off on the towing SFD or on the glider.

7.3.5. The towing SFD commander must not make sudden changes in flight direction and height when descending with a rope, and during descent he must monitor the surrounding traffic (including parachutists) in order to avoid dangerous convergence with other traffic, and he must not cross vertically or horizontally the route of the operated airport circuit at his height.

7.3.6. If the SFD commander throws the tow rope, he must do so in the free space of the airport or SFD take-off and landing area. An airstrike for the purpose of dropping a rope is carried out in the direction of the runway, if information about this intention has been given to ATC or AFIS (if provided) and according to the instructions or information issued.

7.3.7. Landing with a tow rope is possible provided that the free end of the rope touches the ground for the first time only in the leading edge of the runway on which the landing is being made and if landing with a rope is not prohibited by the airport operator. Above all natural and man-made obstacles, including people and animals, the end of the rope must be at a minimum height of 10 m. For this and other provisions of this regulation, an obstacle 5 m high is understood as any unclosed communication (roads, paths, railways, waterways, etc.) or accessible purpose-built areas (parking lots, playgrounds, water bodies, etc.).

7.3.8. Driving with the rope must be carried out by the SFD commander in such a way that the rope moves around obstacles and people at a safe distance. In the event of even short-term decommissioning of the SFD with the attached rope in the area where aircraft or other mobile vehicles can travel, the rope must be pulled to the aircraft within a maximum distance of 5 m from the towing device, in such a way that loops do not form on the rope.

7.3.9. Overflights with the glider in tow must be made at a minimum altitude of 1000 ft / 300 m above the ground.

7.4. Emergency cases

7.4.1. If, during the phase from the start of take-off until the towing SFD is lifted off the ground, the towing rope from the glider or from the towing SFD is intentionally or unintentionally disconnected, procedures must be implemented to prevent the glider from hitting the towing SFD. If the remaining length of the runway/area is sufficient to abort the take-off, the towing SFD commander, after a sufficient time delay, gradually reduces the speed and deviates slightly, if possible, from the original take-off direction into an obstacle-free area. The glider pilot immediately initiates action for a safe stop or possibly landing using full airbrakes extension followed by mechanical landing gear brakes, follows the towing aircraft and, if possible, veers off course into clear space. In the event that a collision with the towing aircraft cannot be avoided otherwise, it must swerve with the help of placing the wing on the ground. If the remaining length of the runway/surface is safe after the tow rope is turned off
gradual interruption of the take-off is insufficient, the pilot of the towing SFD continues the take-off and the glider makes a landing without the risk of collision with the towing aircraft and uses the procedures described above to avoid collision with obstacles at the end of the runway/area (wincher, vegetation behind the airport, etc.).

7.4.2. If, in the phase from the start of take-off to the lifting of the towing SFD from the ground, there is a loss of thrust of the drive unit and thus an uncontrollable reduction in speed, or if there is another defect preventing the continuation of the take-off, the commander of the towing SFD smoothly swerves into the free space as soon as possible in order to create space for a glider. The glider commander proceeds similarly as stated above. Both the commander of the towing SFD and the pilot of the glider must switch off the towing rope immediately.

7.4.3. If the tow rope is turned off after lifting the tow SFD from the ground, the tow SFD commander continues the takeoff and the glider pilot makes a forced landing on the remaining part of the airport or in the terrain.

7.4.4. If there is a loss of thrust of the propulsion unit or another defect preventing the continuation of the flight only in the phase after lifting the towing SFD from the ground, the commander of the towing SFD immediately turns off the towing rope and, taking into account the nature of the defect, performs a forced landing. If possible (it is not a complete loss of power unit thrust and the aircraft is controllable) and appropriate given the situation, the SFD will direct the SFD to the airport before shutting down the glider.

7.4.5. Forced landing of a towed SFD or glider with a rope is prohibited except in cases of extreme emergency. If the tow rope remains on at the glider and if the flight height is sufficient, the glider pilot will fly over the airport, throw the tow rope to an open part of the airport and make a landing. If it is necessary to discard the tow rope outside the airport, possibly before landing, the glider pilot must choose such a place and height of flight so that there is no danger to people and property on the ground, and when flying with a hanging rope, the specified minimum height of the end of the tow rope above obstacles is observed.

7.4.6. If the glider pilot does not turn off the towing rope even after repeated signals, the towing SFD commander will fly over the airport with the glider and turn off the glider there. The glider pilot tries to switch off the hanging rope above the free space of the airport. If the rope fails to turn off even after repeated attempts, the glider pilot lands with the hanging rope in such a way that the specified minimum height of the end of the tow rope above the obstacles is observed.

7.4.7. In the event of an emergency situation, when after repeated attempts it is not possible to switch off the towing rope, neither with the towing SFD nor with the glider, it is recommended to land with the glider in tow. The towing SFD commander will perform a gradual descent and approach to landing, taking into account the glider's ability to follow the flight path safely. The glider pilot must carefully monitor the trailing SFD and keep the rope taut. After landing, the towing SFD commander must reduce the approach speed gradually to prevent the glider from approaching the aircraft using the power unit clearance. For this purpose, it must land in such a way that the usable length of the runway is sufficient for extended range. If the airport in question is unsuitable for dealing with such an emergency situation in terms of obstacles in the approach area for landing and the length of the runway, the towing SFD commander should choose another suitable airport for landing. After landing, the glider pilot must use intensive mechanical landing gear braking and full deflection of the air brakes to prevent the glider from approaching the towing aircraft and overrunning the towline.

7.4.8. If the glider pilot does not manage to take off in the phase until the towing SFD is lifted off the ground (causing a dangerous yaw), he must switch off the towing rope. In the same way, the commander of the towing SFD will solve the dangerous situation himself, if the glider pilot does not switch off the towing rope in time.

7.5. Limitations

7.5.1. During towing, no person other than the master of the SFD may be on board the SFD.

7.5.2. Towing by SFD into wave and autogyro flow is prohibited. In case of unplanned entry into the area of ​​wave or autogyro flow, the SFD commander must leave this area as quickly as possible.

7.5.3. The towing of more than one glider by SFD is prohibited.

7.5.4. Banner lifts are prohibited.

7.5.5. Glider tows outside the PK with the wing on the ground are prohibited.

7.5.6. Towing of a glider from terrain performed via ULL is prohibited.

 

Chapter 8. Rules for airborne flights

8.1. General provisions

8.1.1. The pilot-in-command of the landing aircraft must hold a dropper rating.

8.1.2. Only SFDs approved for this purpose may be used for airborne flights. The flight manual of such an approved sports flying device must be provided with an addendum - operating conditions for conducting parachute flights.

8.1.3. Part of the equipment of the SFD during airborne flights must be a knife, which is firmly connected by a cord to the fuselage of the aircraft and is accessible to both crew members.

8.1.4. The commander of the landing aircraft must be equipped with a rescue parachute, which must be properly attached to the body during the entire flight, or the SFD must be equipped with a rescue system.

8.1.5. During airborne flights, in addition to the commander of the airborne aircraft, only a parachutist with the appropriate qualifications can be on board the SFD.

8.1.6. Ski jumps from SFD can only be performed with manual opening.

8.1.7. It is prohibited to carry out landings simultaneously from multiple aircraft/SFD from different levels in one landing area.

8.2. Duties of the commander of the airborne SFD

8.2.1. A SFD commander intending to conduct an airborne flight in Class C or D controlled airspace must obtain a flight clearance from the appropriate ATC station for this activity. In the case of an issued permit, the pilot-in-command must report the start and end of the landing to the relevant ATC station, unless the relevant ATC station has decided otherwise.

8.2.2. The SFD commander intending to conduct a landing flight in class E airspace must report the start of landings by telephone to the station providing ATS in the given area or by radio on the relevant frequency of this station no later than 5 minutes before the start of the activity. After the airdrops are over, they will immediately announce their termination in the same way.

8.2.3. The duties of the pilot-in-command listed in the articles above can be fulfilled by agreement by the relevant AFIS station or the station providing information to known traffic and subsequently inform him by radio. Without the transmission of this information, the pilot-in-command must consider the above obligations not fulfilled.

8.2.4. The SFD commander is responsible for the preparation and progress of the flight in accordance with the relevant regulations and also has the following duties:

a) familiarize yourself with the airdrop plan and determine the place where the paratroopers board,
b) in flight, monitor the surrounding traffic, instructions or information from the relevant ATC or AFIS station or the station providing information to known traffic, monitor the signal on the landing pad, if feasible, and react accordingly. If he receives information about a ban on jumps or its revocation, or information about a change in ground wind speed, he passes this information to the parachutist,
c) in the case of SFD with a push arrangement of the propulsion unit, the engine must be turned off before jumping and the parachutist must wait until the propeller stops,
d) abort or stop jumps if any situation occurs that threatens the safety of jumps or operations in the air or on the ground, and immediately inform the relevant ATC, FIC or AFIS unit or the unit providing information to known traffic;
e) in the event of an emergency situation, issue an instruction to leave the aircraft in an emergency;
f) during the climb, after the landing and the subsequent descent to the landing, monitor the surrounding flight traffic, including the descending parachutist, in order to avoid a collision or a dangerous approach. Descent should be carried out at a safe distance from the expected area of ​​descent of the parachutist,
g) when taxiing to/from the parachutists' embarkation point (or the place of temporary standing during a break before the next landing, if this place is close to the paratroopers' embarkation point), follow and respect the signalman's instructions, if one is established.

8.3. Signals on the landing pad

8.3.1. During the day, the landing area is marked with four orange rectangles of min. measuring 5 x 1 m, assembled in the shape of a cross, with a free square of min. measuring 1 x 1 m in the middle. The marking of the landing area is placed near the planned place for the paratroopers to land.

8.3.2. The signal for the ban or interruption of jumps is the removal of part of the marking, see the picture. The resumption of jumps is signaled by the restoration of the original markings. The indicated signaling does not replace the information transmitted by radio to the pilot of the landing aircraft.

 

Chapter 9. Flight rules for UL gliders

9.1. Take-offs of gliders using an aerofoil

The rules for towing in an aerotow are set out in TITLE 7 of this regulation.

9.2. Flying in thermals

9.2.1. Flying in a common output stream.

9.2.1.1. Pilots flying in a common exit stream must maintain the same sense (direction) of circling and safe separation.

9.2.1.2. The direction of circling is determined by the pilot of the glider who started circling first.

9.2.1.3. The duty of the pilot circling below is to keep the glider circling in front of him at the same level or at a higher level in his field of vision.

9.2.1.4. If the glider pilot is unable to comply with the stated conditions during centering, he must leave the common exit stream.

9.2.1.5. If a glider climbs faster than the closest glider, its pilot must adjust the flight so as not to lose sight of the other glider, maintaining a separation that does not create a collision hazard.

9.2.1.6. Circulation in two output currents

9.2.1.7. If gliders are circling in two exit streams, their paths must not cross and must maintain a safe distance between them.

9.2.1.8. Flying in cloud, long wave and autogyro flow is prohibited with UL gliders

9.3. Flying on a slope

9.3.1. The glider must fly at a safe distance from the slope and at a safe height.

9.3.2. Gliders must fly along the slope and always make turns away from the slope.

9.3.3. A pilot flying with a right-hand slope has priority over a pilot with a left-hand slope. If two gliders are approaching head-on or nearly head-on and there is a risk of collision, the glider with a left-hand slope must avoid by changing course to the right.

9.3.4. The pilot of the faster flying glider must always overtake the slower glider in such a way that the overtaking one is further away from the slope than the one being overtaken. When pre-flying, the glider being pre-flown has priority.

9.3.5. In accordance with the general requirements of this regulation, a directive can be drawn up for a specific location that specifies and/or supplements the principles and rules of flying on a slope. In such a case, the operator of the airport or SFD area from which the flights on the slope are carried out is responsible for processing the directive and submitting it for approval and publication. If flights are conducted from several locations, coordination must be ensured between them in the use of the common flying area on the slope.

9.3.6. A pilot who intends to fly in the airspace in question is obliged to familiarize himself with the relevant directive in advance and to respect the directive in the interest of safety.

9.4. Equipping crews with rescue parachutes or a rescue system

9.4.1. Pilots and other persons on board a UL glider or powered UL glider must be equipped with a parachute or rescue system for all flights above 1000 ft (300 m) AGL and for all flights using updrafts.

9.4.2. For increased safety, it is recommended that parachutes or rescue systems be used on all UL glider flights.

9.4.3. Each person equipped with a rescue parachute must have it properly attached to the body during the entire flight for ready use in case of emergency and must be properly familiarized in advance with the use of the parachute and the method of exiting the UL glider cabin.