UL 1

Table of Contents

TITLE 1 - DEFINITIONS AND ABBREVIATIONS
TITLE 2 - APPLICATION OF THE OPERATING RULES SFD
TITLE 3 - GENERAL RULES
TITLE 4 - RULES FOR VISUAL FLIGHT
TITLE 5 - SPECIFIC OPERATING PROCEDURES SFD
TITLE 6 - SIGNALS
TITLE 7 - AEROTOW OPERATION
TITLE 8 - RULES FOR PARACHUTE FLIGHTS
SUBPART 9 - RULES OF THE AIR FOR ULTRALIGHTS

 

Title 1. Definitions and abbreviations

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

Another person on board SFD
An additional person on board SFD is defined as a person without a relevant flight rating.

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

(a) the greatest distance at which a black object of suitable dimensions, placed close to the ground, can be reliably seen and distinguished against a light background; and
(b) the greatest distance at which lights of approximately 1000 cd can be reliably seen against an unlit background.

Runway (RWY)
A defined rectangular area at a land-based airport, intended for the take-off and landing of aircraft.

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

Reporting point
A fixed geographical location relative to which the position of an aircraft may be reported.

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

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

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

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

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

Aircraft
A device capable of deriving forces carrying it through the atmosphere from reactions of the air that are not reactions to the earth's surface.
Note: The term 'aircraft' as used in the context of this regulation may also have the meaning of pilot, commander, plane or flight.

Airplane book
A record of the operation and maintenance of an aircraft.

Aeronautical Information Manual (AIP)
A manual issued by a State or an authorised organisation, containing aeronautical information of a permanent nature, relevant to air traffic.

Airport
A defined area on land or water (including buildings, facilities and equipment) intended, either wholly or in part, for the arrival, departure and ground movement of aircraft.

Airport operations
All traffic on the operational area of an airport or airfield SFD and all aircraft flying in the vicinity of airports and airfields SFD.

Airport Traffic Zone (ATZ)
A defined airspace used to protect airport operations.
Note: An ATZ is established at aerodromes where no air traffic control service is provided. It is defined horizontally by a circle (or part thereof) with a radius of 3 NM (5,5 km) from the aerodrome reference point and vertically by the ground surface and an altitude of 4000 ft (1200 m), unless otherwise specified by the CAA. Where Class C or D controlled airspace, or TRA/TSA planned in the AUP, or other temporarily restricted airspace published by AIP SUP or NOTAM, or prohibited airspace, vertically or horizontally encroaches on the area so defined, the boundaries of the ATZ shall be the limits of these areas.

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

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

Flight visibility
The forward visibility from the cabin of the aircraft in flight.

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

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

Note 2: The terms 'height' and 'altitude' used in Note 1 refer to pressure and not to geometric heights above ground or sea level.

Flight Information Region (FIR)
An airspace of defined dimensions within which flight information and alert services are provided.

Flight Information Service (FIS)
A service provided to provide advice and information for the safe and efficient conduct of flights.

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

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

Flight Information Centre (FIC)
A station established to provide flight information and emergency services.

Flight permit
An authorisation issued to the commander of an aircraft to conduct or continue a flight under the conditions specified by the air traffic control unit.

Poznámka 1: Výraz “letové povolení” se obvykle zkracuje na “povolení”, použije-li se v příslušných souvislostech.
Poznámka 2: Zkrácenému výrazu “povolení” může předcházet “pojíždění”, “vzletu”, “odletu”, “traťové”, “přiblížení” nebo “přistání”, k označení příslušné části letu, ke které se povolení vztahuje.

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

Flight operation
All aircraft in flight or moving on the aerodrome operating area.

Maximum take-off weight
The greatest weight at which an aircraft complies with the airworthiness code.

Visibility Meteorological Conditions (VMC)
Meteorological conditions, expressed in terms of visibility, distance from cloud and base height of the lowest significant cloud layer, which are equal to or better than prescribed minima.

Permission limit
The point at which the aircraft has been granted a flight clearance.

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

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

Note: The airport of departure may also be the alternate airport of destination for the flight.

Signal area
An area at an aerodrome used for the placement of ground signals.

Dangerous space
An airspace of defined dimensions within which activities hazardous to the flight of an aircraft may take place at a particular time.

Uncontrolled airport
An airport at which ATC service is not provided.

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

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

Regional Management Service
Air traffic control service for controlled flights in controlled areas.

Regional Control Centre
A unit established to provide air traffic control services to controlled flights in controlled areas under its jurisdiction.

Limited space
Airspace of defined dimensions over the land areas or international waters of a State in which the flight of an aircraft is restricted in accordance with specified conditions.

Pilot SFD
A pilot of a sport flying device is a person who holds a valid pilot's licence and sport flying devices controls.

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

Valid flight plan
A flight plan incorporating changes, if any, made by subsequent approvals.

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

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

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

Movement area
The part of an aerodrome intended for the take-off, landing and taxiing of aircraft, consisting of the operating area and apron(s).

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

Coming
Aircraft movements on the surface of an aerodrome using its own power, except for take-off and landing.

In-flight taxiing
Helicopter movements over the surface of an aerodrome with ground effect at speeds generally less than 37 km/h (20kt).

Note: Actual altitudes may vary and some helicopters may require taxiing in flight above 8 m (25 ft) AGL to reduce ground effect turbulence or to allow issuance of an undercargo clearance.

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

Training area for MPK competition flying
A horizontally and vertically defined area designated for specific MPK sport activities approved by the Chief Inspector of MPK Operations.

Operating area
That part of an aerodrome intended for the take-off, landing and taxiing of aircraft, excluding aprons.

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

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

Approach control service
An air traffic control service for controlled flights of arriving and departing aircraft.

Landing area
The part of the movement area intended for landing or take-off of aircraft.

Ground visibility
The visibility at an aerodrome as reported by an authorised observer or automatic systems.

Traffic avoidance advice
Advice provided by an air traffic services unit specifying manoeuvres to assist a pilot to avoid a collision.

Radiotelephony
A method of radio communication designed for the exchange of information by voice.

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

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

Poznámka: Výraz “řízené letiště” naznačuje, že letištnímu provozu se poskytuje služba řízení letového provozu. To však nemusí nutně znamenat existenci řízeného okrsku.

Controlled flight
Any flight that is subject to a permit to fly.

Controlled precinct (CTR)
A controlled airspace extending from the surface of the earth to a specified height.

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

Air Traffic Control Service
A service provided for the purpose of:

a) prevent collisions:

a. between aircraft and
b. On the operating area between aircraft and obstacles; and

(b) maintain a rapid and orderly flow of air traffic.

AFIS habitat
A unit providing aerodrome flight information and alert services at an uncontrolled aerodrome and ATZ.

Air Traffic Services Stations
A term comprising an air traffic control unit, flight information centre or air traffic services announcement centre.

Stations providing information to known traffic
A station providing information to all known aircraft constituting traffic at an aerodrome and ATZ that is not categorised as air navigation services or air services.

Air traffic control stations
A term comprising a regional control centre, an approach control station and an aerodrome control tower.

sport flying devices (SFD)
Means a maximum two-seat aircraft or sport parachute designed to be flown for personal use or for the use of others for recreation, individual personal transportation, sport or pilot training, not conducted for profit, except for pilot training, hang glider and parachute flights with a passenger, and sport parachute jumps with a passenger.

Types of sport flying equipment are mainly:

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

Pressure altitude
Atmospheric pressure expressed in terms of the altitude corresponding to this pressure in a standard atmosphere.

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

Aircraft Commander
The pilot designated by the operator or, in the case of general aviation, by the owner to be in command and charged with the safe conduct of the flight.

Towing (hereinafter aerotow or tow)
is a flight in which SFD tows a glider for the purpose of taking off and then climbing to an altitude and area suitable for the intended operation of the glider or for transporting it to a planned landing site other than the aerodrome of take-off.

Runway holding point
A designated area intended to protect a runway, obstacle plane or critical/sensitive area in which taxiing aircraft and mobile assets must stop and hold unless otherwise authorised by the aerodrome control tower.

Airborne flight
is a flight for the purpose of dropping a parachutist or paraglider.

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

Forbidden area
Airspace of defined dimensions over the land areas or territorial waters of a State in which aircraft flights are prohibited.

Special VFR flight
A VFR flight cleared by ATC to fly in a controlled area in meteorological conditions worse than VMC.

Abbreviations:
AAL Above airport level
ACC Area Control Centre
AFIS Aerodrome Flight Information Service
AGL Above ground level
AIP Aeronautical Information Manual
ALT Altitude
AMC Airspace Management Centre
AMSL Above Mean Sea Level
ARP Aerodrome Reference Point
ATC Air Traffic Control (General)
ATZ Airport Traffic Zone
CAVOK Visibility, cloud cover and current weather better than prescribed values or conditions
CTA Controlled area
CTR Controlled Aerodrome District
ELEV Altitude above sea level
ELT Emergency Position Transmitter
FIR Flight Information Region
FIS Flight Information Service
FL Flight Level
FT (ft) Footprint (unit of measurement)
GEN General, General
GND Earth
GNSS, GPS Global Positioning System
IAS Indicated airspeed
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
INFO Information
KT (kt) Knot, knot
LK D Danger area
LK P Prohibited area
LK R Restricted area
LK TRA Temporarily Reserved Airspace
LK TSA Temporarily restricted airspace
MACC Military Area Air Traffic Control Centre
MSL Mean Sea Level
MTOM, MTOW Maximum take-off weight
NOF International Office NOTAM
NOTAM A notice disseminated by telecommunication means containing information on the establishment, status or
change in any aeronautical facility, service or procedure, or of a hazard, the timely
knowledge of which is essential to personnel engaged in air traffic
QFE Atmospheric pressure relative to aerodrome (or runway threshold) height
QNE Standard pressure 1013,25 hPa (also STD or SPS)
QNH Atmospheric pressure reduced to mean sea level under standard atmosphere conditions,
used to set the altimeter pressure scale to indicate altitude
RWY Track
REG QNH Regional (area) QNH - a prediction of the minimum QNH value in an area during a specified
time period
SR Sunrise
SS Sunset
SSR Secondary Surveillance Radar
STD Standard, standard
TAS True airspeed
TGL Touch-and-go landing
TMA Terminal Management Area
UTC Coordinated Universal Time
CAA Civil Aviation Authority
VFR Visual Flight Rules
VMC Meteorological conditions for visual flight.

 

Title 2. Application of traffic rules SFD

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

2.2 Responsibility for compliance with traffic rules SFD

2.2.1 The pilot in command, whether or not he/she is flying the aircraft, is responsible for the flight in accordance with the Rules of the Air, except that the pilot in command may deviate from these Rules in absolutely necessary circumstances in the interests of safety.

2.2.2. Pre-flight preparation

Before commencing a flight, the pilot-in-command shall acquaint himself with all available information relevant to the intended flight. Pre-flight preparation for flights outside the aerodrome circuit shall include a careful study of available current weather reports and forecasts, taking into account fuel requirements, and the determination of an alternative procedure in the event that the flight cannot be completed as planned.

2.3 Duties of the pilot in command/SFD:

(a) Comply with the provisions of the regulations and procedures relating to the operation of SFD, airspace allocation and flying rules.
(b) Be familiar with the operational and technical data of SFD and its operational limitations and comply with them in operation,
(c) Know the technical condition of SFD.
(d) Carry out inspections in accordance with the flight and operations manual.
(e) Maintain a logbook of hours flown and a maintenance record SFD.
(f) Be familiar with the operating rules of the aerodrome used.

2.3.1. A pilot or student pilot is obliged to follow the instructions of the Operations Inspector, Technical Inspector or persons exercising state supervision according to the law when operating a sport flying device and to present the documents specified for the operation SFD upon their request.

2.3.2. In the event of an aeroplane accident involving serious injury or death to any person or substantial damage to the aeroplane or property, the pilot-in-command shall be responsible for making a report by the quickest possible route to the nearest competent authority or body.

2.3.3. During an off-aircraft flight, carry a map with valid and appropriate information for the route of the intended flight.

2.4 Immediately before, during and immediately after the flight, the pilot or student pilot shall carry the following valid documents:

(a) Identity card
(b) Pilot's or student's ID
(c) a valid technical licence SFD
d) Certificate of liability insurance SFD (hereinafter referred to as "liability insurance")

2.5 Authority of the pilot in command/SFD

The pilot in command/SFD has the final decision to conduct the flight.

2.6 Prohibition to fly the aircraft/SFD and to act as a crew member

The pilot of the aircraft/SFD and crew members shall not commence flight if their ability is impaired, in particular by an alcoholic beverage, intoxicant, drug, fatigue, nausea, accident or illness. Before and during the flight, the pilot of the aircraft/SFD and crew members are prohibited from consuming alcoholic beverages, narcotics, drugs impairing the ability to perform the duties of a crew member. This provision shall also apply to other crew members of the aircraft/SFD, even if they are not engaged in activities related to the operation of the aircraft/SFD.

 

Title 3. General rules

3.1 Negligent or careless handling of the aircraft/SFD

The aircraft must not be handled in a careless or imprudent manner that would endanger the life or property of others. Except when necessary for take-off or landing, or when authorised by the competent authority, an aircraft shall not be flown over densely built-up areas (towns, villages and other inhabited places) or over a gathering of persons in the open air unless it is at an altitude which, in the event of an emergency, would permit landing without endangering persons or property on the ground.

3.2 Shovelling and spraying

Nothing shall be dropped or sprayed from SFD in flight, except under 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. Towing

SFD shall not tow another aircraft or other object except under prescribed conditions.

3.4. Aerobatic flight

Aerobatic flights are not allowed with the motorized SFD . The following shall be considered aerobatic flight:

(a) deliberate manoeuvres with the aircraft in flight involving sudden changes of attitude, unusual positions or unusual changes of speed,
(b) deflection of the aeroplane up or down more than 30° about the transverse axis,
(c) a yaw of the aeroplane more than 60° to the right or left about the longitudinal axis.

Note: In the case of MPK, aerobatic operations are not considered to be turnovers greater than those specified in (b) and (c). In the case of ULH, aerobatic operations are not considered to be turns greater than those specified in (b).

3.5 Group flights

Aircraft shall not conduct a group flight except by prior agreement between the commanders of the aircraft participating in the flight. When conducting a group flight in controlled airspace, the conditions prescribed by the appropriate ATS authority(ies) shall be complied with. These conditions include the following:

(a) with regard to navigation and position reporting, the group shall be considered as a single aircraft;
(b) spacing between aircraft on a given flight shall be the responsibility of the group leader and the commanders of the other aircraft in the group. This responsibility shall include the phases when the aircraft are manoeuvring for the purpose of reaching their own
spacing of the group during assembly and dispersal;
(c) each aircraft shall maintain a distance not exceeding 1 km (0,5 NM) laterally and longitudinally and 30 m (100 ft) vertically from the group leader.

3.6 Prohibited and Restricted Areas

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

3.7 Avoiding collisions

3.7.1. Distance between aircraft
An aeroplane shall not fly at a distance from another aeroplane which creates a risk of collision.

3.8 Right of Priority

The aircraft/SFD, which has right of way, shall maintain course and speed.

3.8.1 An aeroplane/SFD which is required by the following rules to give way to another aeroplane shall avoid it by overflying, underflying or overflying until it is a sufficient distance away, taking into account the effect of turbulence in the hold behind the aeroplane.

3.8.2. Frontal approach
When two aircraft are approaching head-on or approximately head-on and there is a risk of collision, each aircraft shall avoid changing course to the right.

3.8.3. Converging lines
When the tracks of two aeroplanes/SFD, at approximately the same level, the aeroplane/SFD approaching from the right shall have priority, except as follows:

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

3.9. Preflight

A preceding aircraft/SFD is one that approaches another from behind on a track making an angle of less than 70 degrees with the longitudinal axis of the other aircraft/SFD . The preceding aircraft/SFD has the right of way and the preceding aircraft/SFD , whether climbing, descending or in level flight, shall avoid changing course to the right. No subsequent change in the relative positions of the two aeroplanes/SFD shall relieve the preceding aeroplane/SFD of the obligation to avoid until the aeroplane/SFD has passed at a sufficient distance.

3.9.1. Glider preflight
A glider overtaking another glider may avoid changing course to the right or left

3.10. Landing

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

3.10.2 When two or more heavier aircraft/SFD are approaching an aerodrome for the purpose of landing, the aircraft/SFD at the higher level shall give way to the aircraft/SFD at the lower level, but the aircraft/SFD at the lower level shall not use this rule to pass an aircraft/SFD which is in the final stage of the approach for landing or to overtake such aircraft/SFD . However, powered aircraft/SFD heavier air shall give way to gliders.

3.10.3. Emergency landing
An aeroplane/SFD which knows that another aeroplane/SFD is forced to make an emergency landing shall give way to that aeroplane/SFD .

3.11. Take-off

An aircraft/SFD taxiing on the apron of an aerodrome shall give way to an aircraft/SFD taking off or about to take off.

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

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

(a) when two aeroplanes/SFD are approaching head-on or approximately head-on, both shall stop or, if practicable, swerve to the right so as to ensure sufficient distance between them,
(b) when the paths of two aeroplanes converge/SFD, the rightmost aeroplane/SFD shall have right of way,
(c) an aeroplane/SFD, overtaken by another aeroplane/SFD shall have the right of way and the overtaking aeroplane/SFD shall maintain a sufficient distance from the overtaken aeroplane/SFD.

3.13. Direction of take-off and landing

Take-off and landing SFD shall be performed upwind unless runway configuration or safety dictates otherwise.

3.14. Operations at and near the airport

Aircraft moving on and near the airport must:

(a) observe other airport traffic to avoid collision;
(b) merge into or avoid the traffic generated by other aircraft in service;
(c) follow published procedures and, in a controlled area, ATC instructions;
(d) with the exception of balloons, execute all left turns on approach to landing and after take-off, unless information or instructions from ATC state otherwise;
(e) Except for balloons, land and take off into 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 aerodrome shall use the following runway for take-off and landing:

(a) during airport operating hours:

• according to information obtained from an AFIS unit or from a unit providing information to known traffic;
• the pilot shall seek approval from the AFIS or KIC for a change of runway if the designated runway in use is not satisfactory. The pilot of an aircraft in distress shall declare his/her intention to use a runway other than the runway 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; and/or
• as previously agreed with the airport operator; and/or
• according to the information published in the relevant publication of the Aeronautical Information Service (LIS).

3.14.2 At an uncontrolled aerodrome and ATZ, whether AFIS is provided or information is provided to known traffic, an aircraft equipped with a working radio shall report on the appropriate frequency allocated and published for each aerodrome its position, altitude and intended flight or ground activity in the manner and to the extent specified below. Other aircraft located at an uncontrolled aerodrome in an ATZ and/or RMZ shall be within earshot on the appropriate frequency and shall use this information to avoid collisions. Aircraft shall report:

a) Departing aircraft:

• taxi initiation and post take-off activity;
• intent to cross the runway or taxi back along the runway (even inactive);
• entrance to the runway;
• take-off; (Helicopter pilots making a staging take-off and glider pilots on the runway at the take-off point shall report only readiness for take-off),
• instead of leaving the circuit;
• instead of leaving the ATZ or RMZ;

b) Incoming aircraft:

• the aerodrome of departure (unless it is the same as the aerodrome of landing),
• the position of the aircraft before entering the ATZ or RMZ;
• the location of the intended entrance to the airport circuit;
• position downwind;
• position before the last turn (base leg);
  (At the request of an AFIS unit or a unit providing information to known traffic, they may
  pilots shall omit reporting downwind positions and report other positions in the ATZ before the last turn, if applicable
  and/or RMZ. Downwind and pre-curve positions are not reported when the aircraft is making a straight
  approach.)
• position on final approach - final;
• missed approach (repeating the circuit);
• intent to cross the runway or taxi back along the runway (even inactive);
• runway clearance at night or if the next known traffic is in the final approach phase - final;

(c) Aircraft passing through an ATZ or RMZ:

• the location and altitude of the intended entry into and exit from the ATZ and/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 an aircraft in an ATZ or RMZ shall be expressed in altitude according to the altimeter setting at the aerodrome QNH. An aircraft arriving at an ATZ outside aerodrome operating hours shall set the altimeter at regional QNH. The vertical position of an aircraft passing through an ATZ or RMZ may be expressed in altitude according to the altimeter setting at regional QNH.

3.14.2.2.2 A pilot of an aircraft not equipped with a radio, intending to arrive at or depart from an uncontrolled aerodrome, shall coordinate the arrival or departure in advance with the AFIS unit, the known traffic information unit or the aerodrome operator.

3.14.2.3 The pilot of an aircraft not equipped with a radio, intending to conduct a local activity at an uncontrolled aerodrome, shall coordinate such activity with the AFIS unit, the known traffic information unit or the aerodrome operator before commencing the activity.

3.14.2.4 A pilot conducting a flight activity, in particular aerial work, or similar activities regulated by European Union law (Commission Regulation (EU) No 965/2012, as amended) from another location in the ATZ or interfering with the ATZ during aerodrome operating hours shall agree and coordinate the intended activity with the AFIS unit, the known traffic information unit or the aerodrome operator before commencing the activity, unless otherwise specified in the relevant coordination agreement.

3.14.2.5 The pilot of a non-radio-equipped UAV intending only to fly through an ATZ shall not be required to coordinate such a passage in advance with an AFIS unit, a known traffic information unit or the aerodrome operator unless the RMZ is simultaneously activated. However, he/she shall avoid the aerodrome circuit during this passage.

3.14.2.6.In case the pilot has not received information about RMZ activation, he/she shall establish communication with the appropriate AFIS controller before entering the RMZ.

3.14.2.7 The provisions governing flight activity in an activated RMZ shall take precedence over the provisions governing flight activity in an ATZ.

3.14.2.8 The pilot of a powered paraglider using an aerodrome area outside the runway for take-off and/or landing shall give way to landing and take-off aircraft/SFD.

3.15. None of these rules relieves the pilot in command of the responsibility to take precautions, including collision avoidance manoeuvres.

3.16. Controlled flights

Every controlled VFR flight shall be subject to a permit to fly.

A permit to fly VFR controlled flight or part thereof must be requested:

(a) when conducted in Class C and D airspace;
(b) when part of an aerodrome operation at controlled aerodromes; or
(c) when conducted as a special VFR flight

A permit to fly shall be issued on the basis of a flight plan submitted to an air traffic services unit. Aircraft commanders who have not submitted an FPL shall apply for a flight clearance on the basis of flight data transmitted to the appropriate ATS unit by frequency or telephone.

3.16.1. Transmission of VFR flight data
VFR flight data shall be transmitted to the appropriate ATS unit on the frequency or by telephone, on application for a clearance, on arrival and overflight, at least 3 minutes before entering a CTR or Class D TMA and, on departure from a controlled aerodrome or a position in a CTR, at least 3 minutes (10 minutes for VFR flights without FPL from LKPR) before commencing taxi or take-off from a heliport, unless otherwise specified in the coordination agreement.

3.16.2. Termination of proceedings
With the exception of a landing at a controlled aerodrome, a controlled flight shall report as soon as possible to the appropriate ATC unit that it is no longer subject to the provision of an air traffic control service.

3.16.3. Connections
An aircraft conducting a controlled flight shall maintain continuous listening on the appropriate aircraft-to-ground voice communication channel and establish two-way communication with the appropriate ATC unit as required, unless otherwise specified by the appropriate ATS authority for aircraft that are part of an aerodrome operation at a controlled aerodrome.

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

Note: In the event that ATS has not acknowledged departure from the controlled area, the pilot must land at the nearest airport or apron SFD and announce the departure by telephone.

3.17. Flight data for obtaining a permit to fly

3.17.1. VFR departures

• Aircraft identification
• Aircraft type*
• Parking number or location, or other airport or area in CTR
• Destination airport or landing point*
• Output point

3.17.2. VFR arrivals and overflights

• aircraft identification,
• aircraft type, *
• airport or place of departure, *
• aerodrome or landing site or area of operation in CTR (as appropriate), *
• current position and flight level,
• calculated time of entry into CTR,
• exit point (for passing aircraft), *
• confirmation of ATIS information with QNH repetition,
• application for a permit to fly.

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

3.18. Time

Coordinated Universal Time UTC shall be used, expressed in hours, minutes and, if required, seconds of a 24-hour day beginning at midnight. (UTC = UTC + 1 hour; NEST = UTC + 2 hours)

 

Title 4. Rules for visual flight

4.1 VMC visibility and cloud distance minima

Except for special VFR flights, VFR flights shall be conducted so that the aircraft/SFD flies at the same or greater visibility and distance from clouds than specified in the table.

4.2 Flights SFD may only be operated during the daytime, i.e. between the beginning of civil dawn and the end of civil dusk, or such other similar time as may be specified by the competent authority.

4.3 Authorisation of VFR flights

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

4.3.2. VFR flights over FL 195 (5800m)

4.3.2.1 VFR flights above FL 195 (5800m) up to and including FL 285 (8477m) shall be conducted:

(a) within a temporarily restricted or limited area; or
b) in accordance with the permit and conditions issued by the Air Navigation Control of the Czech Republic or directly by ACC Praha.

4.3.2.2.2 VFR flights above FL 285 shall be conducted only within a temporarily restricted or limited area.

4.4. Flight heights

Except for take-off and landing, or except by permission issued by the competent authority, no VFR flight shall be conducted outside the MPK competition flying training area:

a) nad hustě zastavenými oblastmi měst, vesnic a jiných obydlených míst nebo nad shromážděním osob na volném prostranství ve výšce nižší než 300 m (1000 ft) nad nejvyšší překážkou v okruhu 600 m od letadla,
b) kdekoli jinde, než je stanoveno v písm. a), ve výšce nižší než 150 m (500 ft) nad zemí nebo vodou nebo 150 m (500 ft) nad nejvyšší překážkou v okruhu 150 m (500 ft) od letadla.
c) ve výšce, která by neumožnila provést nouzové přistání v případě poklesu nebo úplné ztráty výkonu pohonné jednotky.
Poznámka: prostory pro nácvik a soutěžní létání MPK stanovuje příslušný úřad.

4.5. VFR flights operating on or into routes or within controlled areas shall continuously monitor the aircraft-to-ground voice communication on the appropriate communication frequency of the air traffic services unit providing the flight information service and report their position to it as required.

4.6 VFR flights shall be conducted in constant visibility of the ground when comparative navigation is available. A flight over cloud outside Class G airspace may be conducted when the total cloud cover below the aircraft/SFD is not greater than 4/8.

4.7 Special VFR flights

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

4.7.2 Except when clearance is obtained from an ATC unit, VFR flights shall not take off or land at an aerodrome within a controlled perimeter or enter an aerodrome traffic circuit or perimeter:

(a) when the base of the lowest significant cloud cover is less than 450 m (1 500 ft); or
(b) when the ground visibility is less than 5 km.

4.8. Table of travel levels to FL 145:

GROUND TRACK

4.8.1 Except when otherwise specified in the permit to fly or otherwise determined by the competent ATS authority, en route powered flights SFD at cruising levels above 900 m (3000 ft) above ground or water, or above a higher value determined by the competent ATS authority, shall be conducted at the cruising level corresponding to the flight path as specified in the table of cruising levels.

4.9 Procedures for setting the altimeter

4.9.1. General

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

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

4.9.2. Transfer Altitude (TA)

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

Outside of TMAs in mountainous areas where the terrain is higher than 4000 ft (1200 m) AMSL, the conversion altitude increases to an altitude equivalent to 1000 ft (300 m) AGL.

4.9.3. Transmission level (TL)

4.9.4 The transfer level is the lowest usable flight level located at least 1000 ft (300 m) above the transfer altitude.

4.9.5. Transfer layer

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

The airspace between the conversion altitude and the conversion level. Horizontal cross-country flight in the transfer layer is not permitted except for specifically 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

Vertical positions of aircraft shall be expressed:

(a) flight levels at or above the transfer level;
(b) altitudes when flying at or below the transfer altitude;
(c) altitudes above the ground for 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) climb flight levels; and
(b) descent altitudes.

4.11. Change from altitude to flight level and vice versa

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

(1) at the climb altitude conversion altitude; and
2) in the conversion level during descent.

4.12. Description of the altimeter setting area

When flying at or below the conversion altitude, the QNH must be set as follows:

(a) QNH of a controlled aerodrome

- in the CTR, the TMA and the ATZ, the upper boundary or part of which is the lower boundary of the TMA,

- below the lower limit of the TMA which is defined by altitude (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:* This refers to flights in airspace below the lower limit of the TMA which, if the pressure is set incorrectly, could inadvertently cause unwanted TMA disturbance or inappropriate display pressure altitude data on ATS surveillance systems.

(b) REG QNH or QNH of the nearest uncontrolled aerodrome

- in other cases.

4.12.1 Information for pilots

4.12.1.1 Information on aerodrome QNH, temperature and transfer level in the terminal control area shall be provided in ATIS broadcasts or transmitted by the appropriate ATS unit. REG QNH shall be indicated in weather broadcasts and shall be available on request at ATS units.

4.12.1.2. QNH values are given in hectopascals. QNH in millimetres Hg is available on request. Minimum flight altitudes are given on the relevant charts.

4.12.1.3.VFR flights up to an altitude of 5000 ft (1500 m) AMSL or up to 1000 ft (300 m) above ground level (AGL), if this level is higher than 5000 ft (1500 m) AMSL, must have the altimeter set to QNH in accordance with paragraph 4.12.

 

Title 5. Specific operating procedures SFD

5.1 General provisions

5.1.1. The function of commander SFD may only be performed by a person who holds a valid licence of the appropriate category.

5.1.2. Only SFD may be used for flight, which:

(a) meet safety and environmental protection requirements,
(b) is registered in the register of sport flying machines,
(c) has a valid technical airworthiness certificate,
(d) it is insured against liability for damage caused by operation.

5.1.3. Each person on board SFD must be restrained in their seat belt at all times during the flight.

5.1.4 Every person on board SFD without a cabin must wear a protective helmet in flight. In the case of replicas and imitations of historic aircraft, the protective helmet may be replaced by other suitable headgear. If the helmet or wind visor does not protect the eyes, goggles must be worn at all times during the flight.

5.1.5. Each person on board SFD shall wear clothing of a type and be so dressed that no part of the clothing can be released by the air current in flight.

5.2 Actions of the SFD crew after an aviation emergency

5.2.1. SFD crew members who are involved in an aeronautical emergency, as well as other persons involved in air traffic operations, shall, if circumstances and medical condition permit, take the following measures without delay:

a) to save the lives and health of the crew SFD and all other persons,
(b) to prevent environmental damage,
c) to save material and property,
d) to secure witness documentation relating to the incident
e) to secure the debris SFD from further damage by improper handling, theft, etc.

5.2.2. the crew SFD involved in, or having knowledge of, an Airprox shall notify the competent authorities involved in the investigation of Airprox.

5.3. Two-seater SFD

5.3.1. If the second seats are used by persons other than the pilot, instructor or inspector, the pilot SFD must have an instructor rating in the appropriate category SFD or have flown a minimum of 50 flight hours in the appropriate type SFD*; including 5 hours of solo flight time in the type used SFD.

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

5.3.2 Before flying with another person on board, the pilot SFD shall have made at least 3 take-offs and landings in the last 90 days on the type to be flown.

5.4 Starting the engine

5.4.1 The SFD engine may only be started if there is sufficient clearance near the propeller.

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

(a) SFD must be manned by a pilot or student pilot,
(b) the wheels of the SFD landing gear shall be wedged or SFD shall be held on each side by at least one person,
(c) the engine may only be started by an instructed person; that person must not be wearing loose articles of clothing which could be caught by the propeller,
(d) the ignition of the engine may only be switched on or off by the pilot on the explicit instruction of the person starting the engine.

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

5.4.4 During engine start SFD the pilot must not endanger persons or property behind SFD with the propeller airflow.

5.4.5 The rotor of a UL helicopter may be set in motion by the engine only when a ULH pilot retrained for the type or a student qualified to fly solo in that type is in the cockpit. This person may not leave the UL helicopter until the rotor has come to a complete stop.

5.4.6 Signals used between pilot and assistant during manual engine start.

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. Airspace classified as C, D, and E is controlled airspace.

5.5.1.1 Class C airspace includes:

- TMA PRAHA;
- airspace above FL 95 to FL 660.

5.5.1.2 Airspace Class D includes:

- CTR/TMA of all airports except TMA PRAHA;

5.5.1.3 Class E airspace includes:

- Area outside CTR/TMA above 1000 ft AGL up to FL 95.

5.5.1.4 Airspace Class G includes:

- except CTR airspace from the ground to 1000 ft AGL.

5.5.2. Notice to airspace users

5.5.2.1 Flights of military jet aircraft at speeds greater than 250 KT (460 km/h):

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

 

Title 6. Signals

6.1 Light and pyrotechnic signals

6.2 Signal area

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

Note: Such signals may be necessary when the aerodrome does not have an aerodrome control tower or aeronautical information service station or when aerodromes are used by aircraft without radio equipment. Ground-based visual signals may be useful in the event of a failure of two-way radio communication with the aircraft. Such information that may be communicated by ground visual signals should normally be available in an AIP or NOTAM.

6.3 Ground visual signals

 

6.4 Signals for apron control

6.5 Intervention against civil aircraft

6.5.1. Activity of the aircraft being acted against

6.5.1.1 An aircraft being interfered with by another aircraft shall immediately:

(a) obey the instructions of the intervening aircraft, evaluate visual signals and respond to them in accordance with the procedures in the table "Signals initiated by the intervening aircraft and responses by the aircraft being intervened against;
(b) if possible, notify the appropriate air traffic services unit;
(c) attempt to establish radio contact with the intervening aircraft or the appropriate unit controlling the intervention by means of a general distress call on 121,5 MHz, indicating its identification and the nature of the flight;
(d) when equipped with an SSR transponder, set Mode A, Code 7700, unless otherwise instructed by the appropriate air traffic services unit;
(e) when 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 instructions received by radio from any source differ from those given by the intervening aircraft by visual signals, the aircraft being intervened against shall request an immediate explanation while continuing to follow the visual instructions given by the intervening aircraft.

6.5.1.3 If the instructions received by radio from any source differ from the instructions transmitted by radio by the intervening aircraft, the aircraft being intervened against shall request an immediate explanation while continuing to follow the instructions transmitted by radio by the intervening aircraft.

6.5.2. Signals used in case of intervention

6.5.2.1 Signals initiated by the interfering aircraft and responses by the interfered aircraft

 

6.5.2.2 Signals initiated by the aircraft being interfered with and responses by the interfering aircraft

 

Title 7. Aerosol operation

7.1 General provisions

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

7.1.2 The skipper of a towing SFD shall be responsible for using only a towing SFD approved for the purpose, equipped with an approved towing device, a rear-view mirror and a towing rope at least 40 m long, with at least one mechanical lock of the specified strength.

7.1.3 The commander of the towing SFD shall familiarise himself with the limitations of the towed glider as specified in his flight manual and, if applicable, with the method of take-off of the towed glider. At all times from the time of departure for take-off until the glider is shut down, the towing SFD commander is responsible for the safe conduct of the entire aerotow and for compliance with the rules of the air. The glider commander is responsible for the safe operation of the glider in tow.

7.1.4 The skipper of a towing vessel SFD shall be qualified as a towmaster.

7.1.5 The pilot of the glider is responsible for assessing the suitability of the area other than the aerodrome and for briefing persons on the area, including any helper at the wing of the glider.

7.1.6 Aircraft commanders shall conduct aerotrains in accordance with the procedures and limitations specified in the flight manual of the aircraft used.

7.1.7 Aerotows where the towed aircraft is SFD may be performed:

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

7.1.8 Aerotows where the towed aircraft is not SFD may be performed:

a) from airports,
(b) from maintained areas intended for take-off and landing (so-called reserve military areas, approved areas for SFD) with minimum dimensions of 550 x 35 m only after forced landings. Such aerotows may only be performed by a ULL commander with a minimum of 50 aerotow take-offs and landings, of which a minimum of 25 aerotow take-offs and landings on the type of ULL used, unless more stringent conditions have been imposed by the ULL operator.

7.2 Signals used during aerotow take-offs.

If signalling is used for aerotow take-off, one of the following signalling methods shall be used.

7.2.1. Manual signalling

Recommended dimensions of the flag are 50 x 50 cm. Exceptionally, hand signals without flags can be used.

7.2.2. Signalling by radio link. Only the phrases "stop", "tense" and "tension" issued by the ground radio station or by the glider pilot by the on-board radio station shall be used as signals to the towing commander SFD .

7.3 Rules for glider lifts

7.3.1. The skipper of a tow SFD with a glider in tow may enter a rising current in which another glider(s) is circling only in the same sense of circling. He/she may only fly over a circling glider in the event of an altitude separation greater than 1000 ft (300 m) in the same sense of circling. The commander of the towing SFD shall keep a constant watch on the surrounding gliders. If a dangerous approach to other gliders occurs, he/she must leave the updraft immediately. In no case shall the towing SFD commander, in an attempt to steady the towed glider, create a dangerous situation for other gliders.

7.3.2 The commander of the towing SFD shall perform all manoeuvres during flight (manipulation of the engine throttle, changes of direction or altitude) smoothly so that the glider pilot can react to them in time and safely.

7.3.3 The commander of a towing SFD shall reduce engine power very slowly during the transition to descent while simultaneously taking SFD into a gentle descent at a constant airspeed. The descent with the glider in tow shall be made at a constant airspeed.

7.3.4 The signal for shutdown is given by the commander of the towing SFD by a distinct alternate pitching of the aircraft about the longitudinal axis of the aircraft. The glider pilot may also switch off at his own discretion. The commander of the towing SFD may not commence descent until he is safely satisfied that the glider is switched off. Landing with the glider in tow is prohibited except in an emergency when the towline of the tow SFD or glider cannot be disengaged.

7.3.5 The commander of a towing SFD shall not make abrupt changes in direction and altitude when descending with the rope, and shall observe surrounding traffic (including parachutists) during the descent to avoid unsafe collision with other traffic and shall not cross vertically or horizontally the route of the aerodrome circuit in operation at its height.

7.3.6 If the commander SFD drops the towline, he shall do so in the clear area of the aerodrome or the take-off and landing area SFD. A rope dropping approach shall be made in the direction of the RWY when he/she has passed information of this intention to ATC or AFIS (if provided) and in accordance with the instructions or information issued.

7.3.7 A landing with a tow rope may be made provided that the free end of the rope does not touch the ground for the first time until the apron of the RWY on which the landing is made and unless landing with a rope is prohibited by the aerodrome operator. The end of the rope shall be a minimum height of 10 m above all natural and artificial obstacles, including persons and animals. For the purposes of this and other provisions of this Regulation, a 5 m high obstacle is defined as any unenclosed road (roads, paths, railways, watercourses, etc.) or accessible purpose built area (car parks, playgrounds, water areas, etc.).

7.3.8. The skipper SFD shall carry out the rope ride in such a way that the rope moves past obstacles and persons at a safe distance. In the event of even a short shutdown SFD with the rope attached in an area where aircraft or other mobile equipment may taxi, the rope shall be pulled to the aircraft within a maximum distance of 5 m from the towing device, so that no loops are formed in the rope.

7.3.9. Flights with the glider in tow must be performed at a minimum height of 1000 ft / 300 m above the ground.

7.4 Emergency cases

7.4.1 If, during the phase from the start of the take-off to the lifting of the towing SFD off the ground, the towline is intentionally or unintentionally disconnected from the glider or from the towing SFD, procedures shall be implemented to prevent the glider from striking the towing SFD. If the remaining length of the RWY/area is sufficient to abort the take-off, the towing SFD commander shall, after a sufficient time delay, gradually reduce speed and deviate slightly, if possible, from the original direction of take-off to an obstacle-free area. The glider pilot shall immediately initiate action for a safe stop or landing, as appropriate, using full extension of the air brakes followed by mechanical landing gear brakes, follow the towing aircraft and, if possible, turn from the original heading into clear airspace. In the event that a collision with the towing aircraft cannot otherwise be avoided, it shall turn off with the aid of a wing to the ground. If, after the towline has been released, the remaining length of RWY/area for safe
the towing commander SFD shall continue the take-off and the glider shall land without risk of collision with the towing aircraft, using the procedures described above to avoid collision with obstacles at the end of the RWY/area (winch, vegetation behind the aerodrome, etc.).

7.4.2 If, in the phase from the start of take-off until the towing SFD is lifted off the ground, the power unit loses thrust and thereby reduces speed beyond control, or if any other fault occurs preventing the continuation of take-off, the commander of the towing SFD shall steadily turn into the clear area as soon as possible to make room for the glider. The glider commander shall proceed in a similar manner as above. The towline shall be released immediately by both the towing SFD commander and the glider pilot.

7.4.3 If the towline is disconnected after the tow SFD has been lifted off the ground, the commander of the tow SFD shall continue the take-off and the glider pilot shall make a forced landing on the remaining part of the aerodrome or on the ground.

7.4.4. If the loss of thrust of the propulsion unit or any other defect preventing the continuation of the flight occurs only in the phase after the towing SFD has been lifted off the ground, the commander of the towing SFD shall immediately switch off the towing rope and, taking into account the nature of the defect, perform a forced landing. If possible (there is no total loss of power unit thrust and the aircraft is controllable) and appropriate to the situation, he/she will direct SFD the glider to the aerodrome before shutting down the glider.

7.4.5 Forced landing of a towed SFD or glider with a tether is prohibited except in cases of extreme emergency. If the towline remains attached to the glider and the flight altitude is sufficient, the pilot of the glider shall fly over the aerodrome, drop the towline into an open part of the aerodrome and make a landing. If it is necessary to drop the towline outside the aerodrome, or before landing, the pilot of the glider shall select a position and height of flight such that persons and property on the ground are not endangered and the specified minimum height of the end of the towline above obstacles is maintained when flying with the towline dangling.

7.4.6. If the pilot of the glider does not switch off the towline even after repeated signals, the commander of the tow SFD will fly the glider over the aerodrome and switch off the glider there. The glider pilot shall attempt to disengage the towline over the clear area of the aerodrome. If after repeated attempts to disengage the towline fails, the glider pilot shall land the glider with the towline hanging so that the specified minimum height of the end of the towline above obstacles is maintained.

7.4.7. In case of an emergency situation, when after repeated attempts the towline cannot be disconnected neither at the towing SFD nor at the glider, landing with the glider in tow is recommended. The commander of the towing SFD will make a gradual descent and approach to land, taking into account the glider's ability to follow the flight path safely. The glider pilot must keep a close eye on the tow SFD and keep the line taut. The towing SFD commander shall reduce the approach speed gradually after landing using the power unit throttle to prevent the glider from approaching the aircraft. To do this, he/she shall land so that the usable RWY length is sufficient for the extended range. If the aerodrome in question is not suitable for dealing with such an emergency situation in terms of approach obstacles and RWY length, the commander of the towing SFD should select another suitable aerodrome for the landing. After landing, the glider pilot must apply heavy mechanical landing gear braking and full airbrake deflections to prevent the glider from approaching the towing aircraft and crossing the towline.

7.4.8. If the pilot of the glider fails to take off in the phase until the towing SFD is lifted off the ground (causing a dangerous yaw), he must disengage the towing line. The towing SFD commander shall also resolve the dangerous situation himself if the glider pilot does not turn off the towline in time.

7.5 Restrictions

7.5.1 No person other than the skipper SFD shall be on board SFD during the tow.

7.5.2 A tow by SFD into wave and rotor flow is prohibited. In the event of an unplanned entry into a wave or rotor flow area, the skipper SFD shall leave the area as soon as possible.

7.5.3. Towing of more than one glider by SFD is prohibited.

7.5.4. Banner tows are prohibited.

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

7.5.6. Glider lifts from the ground by ULL are prohibited.

 

Title 8. Rules for parachute flights

8.1 General provisions

8.1.1 The pilot in command of an airborne aircraft shall hold an airborne pilot rating.

8.1.2. Only SFD approved for this purpose may be used for parachute flights. The flight manual of such an approved sport flying device shall be provided with an addendum - operating conditions for parachute flights.

8.1.3 The equipment SFD for parachute flights shall include a knife which is firmly connected by a cord to the airframe and is accessible to both crew members.

8.1.4 The pilot in command of an airborne aircraft shall be equipped with a rescue parachute which shall be properly attached to the body throughout the flight or SFD shall be equipped with a rescue system.

8.1.5 During parachute flights only a parachutist with the appropriate qualification may be on board SFD in addition to the commander of the parachute aircraft.

8.1.6. Jumps from SFD can only be made on manual opening.

8.1.7. It is prohibited to conduct simultaneous airdrops from several aircraft/SFD from different levels in one airdrop area.

8.2 Duties of the airborne commander SFD

8.2.1 A commander SFD intending to conduct an airdrop flight in Class C or D controlled airspace shall obtain a clearance from the appropriate ATC unit for this activity. If cleared, the commander shall report the start and end of the drop to the appropriate ATC unit, unless otherwise specified by the appropriate ATC unit.

8.2.2. SFD commander intending to conduct an airborne flight in Class E airspace shall, not later than 5 minutes prior to the commencement of the activity, report by telephone to the ATS unit providing ATS in the area or by radio on the appropriate frequency of that unit the commencement of the airborne flight. Upon completion of the drops, they shall immediately announce their termination in the same manner.

8.2.3. The commander's duties referred to in the articles above may be fulfilled by agreement by the appropriate AFIS unit or by a unit providing information to known traffic and subsequently informing it by radio. Without the provision of this information, the commander shall consider the above duties as not fulfilled.

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

(a) Familiarize yourself with the drop plan and determine the parachutist's embarkation point,
(b) in flight, observe surrounding traffic, instructions or information from the appropriate ATC or AFIS unit or unit providing information to known traffic, observe and respond appropriately to landing area signals, if practicable. When informed of a jump ban or its lifting, or of a change in ground wind speed, pass this information to the parachutist,
(c) for SFD with a push-propulsion arrangement, the engine shall be shut off before the jump and the parachutist shall wait until the propeller stops,
(d) abort or stop the jump if any situation threatening the safety of the jump or the safety of airborne or ground operations occurs and immediately inform the appropriate ATC, FIC or AFIS unit or unit providing information to known traffic;
(e) in the event of an emergency situation, give final instructions for the emergency abandonment of the aircraft;
(f) monitor the surrounding air traffic, including the descending parachutist, during the climb, after completion of the drop and subsequent descent to landing to avoid a collision or unsafe approach. Descent shall be conducted at a safe distance from the parachutist's intended area of descent,
(g) When taxiing to/from the parachute embarkation point (or temporary staging area during a break before the next drop, if this is close to the parachute embarkation point), observe and respect the instructions of the signaller, if appointed.

Signals on the touchdown area

8.3.1 The landing area shall be marked in the daytime by four orange rectangles with a minimum dimension of 5 x 1 m, arranged in the shape of a cross, with a free square with a minimum dimension of 1 x 1 m in the centre. The marking of the landing area shall be placed close to the intended landing site for parachutists.

8.3.2. The signal for the prohibition or interruption of jumps is the removal of part of the marking see picture. Resumption of jumps is signalled by restoring the original markings. This signalling does not replace the information transmitted by radio to the pilot of the parachute aircraft.

 

Title 9. Flight Rules for UL Gliders

9.1 Take-offs of gliders by aerotow

The rules for aerotowing are set out in TITLE 7 of these Regulations.

9.2. Flying in thermals

9.2.1. Flying in a common exit stream.

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

9.2.1.2 The purpose of the circle is determined by the pilot of the glider who started the circle first.

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

9.2.1.4 If the glider pilot is unable to comply with the above conditions during centering, he/she shall leave the common output stream.

9.2.1.5 If a glider is climbing faster than the glider nearest to the higher glider, its pilot shall adjust the flight so as not to lose sight of the other glider, maintaining a separation which does not create a risk of collision.

9.2.1.6. Circulation in two output streams

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

9.2.1.8. Flying in clouds, long wave and rotor flow is prohibited with UL gliders

9.3. Flying on the slope

9.3.1 The glider shall be flown at a safe distance from the slope and at a safe height.

9.3.2 Gliders shall fly along the slope and always turn 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. When two gliders are approaching head-on or approximately head-on and there is a risk of collision, the left-hand slope glider shall avoid by changing course to the right.

9.3.4 The pilot of the faster glider shall always overtake the slower glider so that the overtaker is further away from the slope than the overtaken. When overtaking, the glider being overtaken has priority.

9.3.5 In accordance with the general requirements of this Regulation, a site-specific directive may be developed to clarify and/or supplement the slope flying policy and rules. In such a case, the operator of the aerodrome or area SFD from which the slope flights are conducted shall be responsible for preparing the directive and submitting it for approval and publication. Where flights are operated from more than one location, coordination between them shall be ensured in the use of the common slope area.

9.3.6 A pilot intending to conduct a flight in the airspace in question is obliged to familiarise himself with the relevant directive in advance and, in the interest of safety, to comply with it.

9.4 Equipping crews with rescue parachutes or a rescue system

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

9.4.2. For safety reasons, it is recommended to use rescue parachutes or rescue systems in all flights of UL gliders.

9.4.3 Every person equipped with a rescue parachute shall have it properly attached to his/her body throughout the flight for prompt use in case of emergency and shall be properly familiarised in advance with the use of the parachute and the method of exiting the cabin of the UL glider.