ZL 1

Rules of operation of sports flying devices Parachute gliders, hang gliders

Text as of: 22. 05. 2011

Change sheet

CONTENT

TITLE 1. – DEFINITIONS AND ABBREVIATIONS
TITLE 2. - APPLICATION OF THE PK / ZK OPERATION RULES
TITLE 3. – GENERAL RULES
TITLE 4. – CONDITIONS OF FLIGHTS IN THE AIR SPACE OF THE CR
TITLE 5. – SPECIFIC PROCEDURES FOR THE OPERATION OF SFD

Chapter 1. DEFINITIONS AND ABBREVIATIONS

Acrobatics
Deliberately performed maneuvers with an aircraft in flight, involving sudden changes in position, unusual position or unusual changes in speed.

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.

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

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.

Glider
An unpowered 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.

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).

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.

Flying on a slope
Flight within the reach of the downslope flow near the windward side of the hill.

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 Operations Zone (ATZ)
A defined airspace that serves to protect airport traffic.

Note: The airport traffic zone is established at airports where 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
of the airport reference point and vertically through the earth's surface and 4000 ft (1200 m) above sea level, unless 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.

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 1013,25 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 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.

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.

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

WINDER
Winch or unwinder for PK/ZK lifts. It is a ground aid that allows a towed PK/ZK to take off using the force transmitted to the PK/ZK by a towing rope.

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.

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.

Conversion altitude
The altitude at or below which aircraft flights are controlled at altitudes.

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

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

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.

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

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.

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 - ULK
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.

Tow
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.

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.

Abbreviations:
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
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
FIR Flight Information Area
FIS Flight Information Service
FL Flight Level
FT (ft) Foot (unit of measurement)
GND Earth
GNSS, GPS Global Positioning System
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, condition or change of any aviation facility, service or procedure, or about the dangers of which
timely knowledge is essential for air traffic personnel
QFE Atmospheric pressure relative to airport (or runway threshold) altitude
QNH Atmospheric pressure reduced to mean sea level under standard atmosphere conditions, used to set the altimeter pressure scale to display altitude
SR Sunrise
SS Sunset
STD Standard, standard
TMA Terminal Controlled Area
UTC Coordinated Universal Time
ÚCL Office for Civil Aviation
VFR Visual Flight Rules
VMC Meteorological conditions for flying in visibility
PK Paraglider.
PL Parachute flying (flying on PK).
ZK Hang glider
ZL Hang gliding (flying on ZK).

Chapter 2. APPLICATION OF PK / ZK OPERATION RULES

2.1. The rules of operation of PK / ZK are binding for everyone who uses PK / ZK in the territory of the Czech Republic.

2.2. Responsibility for compliance with PK/ZK operating rules

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

2.2.2. Pre-flight preparation
Before commencing a flight, the pilot is obliged to familiarize himself with all available information relating to the intended flight.

2.3. Duties of a pilot

a) Comply with regulations and procedures relating to the operation of PK/ZK, the division of airspace and the rules of flying.
b) Know the operational and technical data of PK/ZK and its operational limitations and observe them in operation,
c) Know the technical condition of PK/ZK,
d) Conduct inspections in accordance with the flight and operations manual,

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 performing state supervision according to law and, upon their request, submit the documents specified for the operation of PK/ZK.

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

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 technical license,
d) certificate of liability insurance for damages caused by operation (hereinafter referred to as "liability insurance").

Note: in the case of a pupil in PK/ZK training, the documents according to letter b), c) and d) is obliged to have a relevant instructor with him.

2.5. Authority of the pilot-in-command

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

2.6. Prohibition to drive PK/ZK

A pilot may not start a flight if his ability is reduced, especially due to the influence of alcoholic beverages, narcotics, medicine, fatigue, nausea, injury or illness. Before the flight and during the flight, the pilot and crew members are prohibited from consuming alcoholic beverages, narcotics, drugs that reduce the crew member's ability to perform their duties.

2.7. Observation of surroundings

The pilot must constantly observe his surroundings before the flight in the take-off area, during the flight and after the flight at the landing site in order to detect the danger of a collision in time.

Chapter 3. GENERAL RULES

3.1. Careless or careless handling of PK / ZK

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

3.2. Dropping and spraying

Nothing may be dropped or sprayed from the PK/ZK in flight, except ballast loads, so that its fall does not endanger the life or property of others or except in compliance with the conditions prescribed by the competent authority or in accordance with the relevant notified information, advice and/or permit issued by the relevant station air traffic services.

3.3. Acrobatic flight

PK/ZK aerobatic flight must not be performed at a height lower than 150 m GND, over built-up places (cities, villages and other inhabited places) or over gatherings of people in open space or in the area of ​​increased occurrence of PK/ZK flights, except when authorized competent authority.

3.4. Prohibited and restricted areas

PK/ZK 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.

3.5. Observance of operating rules

The pilot is obliged to comply with the operating rules of the take-off and landing area, if they have been established by the operator.

3.6. Avoiding collisions

3.6.1. Distance between PK/ZK

PK/ZK must not fly at such a distance from another aircraft that it would create a risk of collision.

3.6.2. Right of way

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

3.6.3. An aircraft/ PK/ZK which is obliged to give way to another aircraft according to the following rules must avoid it by overflying, underflying or overflying it until it has reached a sufficient distance, taking into account the effect of turbulence in the flow behind the aircraft.

3.6.4. Priority to life saving flights

A helicopter performing a life-saving intervention always has priority over PK/ZK. PK/ZK pilots are obliged to avoid the area of ​​the interfering helicopter at a safe distance and, if they are in this area, they must leave it immediately.

3.6.5. Priority for emergency aircraft

A pilot who is aware that another aircraft is in distress must give priority to that aircraft.

3.6.6. Acrobatics

A pilot performing acrobatic maneuvers is required to give way to all aircraft.

3.6.7. Front zoom

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

3.6.8. Converging tracks

If the tracks of two aircraft/PK/ZK converge at approximately the same level, the aircraft/PK/ZK 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.

3.6.9. Passing gliders

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

3.6.10. Start PK/ZK

PK/ZK start or raising the PK canopy above the ground must not be started if this would create a risk of collision with another glider.

3.7. Landing

3.7.1. Motorized aircraft/heavier air SFDs must give way to gliders when approaching for landing.

3.7.2. If more PK/ZK are approaching the landing area, their pilots must in time create sufficient height gaps between the individual PK/ZK so that they can land in the sequence created in this way.

3.7.3. If more PK/ZK are approaching one landing area, the pilot of the PK/ZK flying higher must give priority to the PK/ZK flying lower. However, this does not relieve the responsibility of the pilot flying below the PK/ZK to allow the pilots in the final phase of the landing approach to maintain sufficient separation and make a safe landing by descending sufficiently.

3.7.4. After landing, pilots must quickly clear the landing area for PK/ZK so that other PK/ZK can land on it.

3.8. Rules of flying on a slope

3.8.1. Space tracking

When flying on a slope, the pilot must pay maximum attention to the surrounding air traffic. He is obliged to know the position of gliders flying at the same level in front of him and in the opposite direction.

3.8.2. Flight path

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

3.8.3. Right of way

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.

3.8.4. Passing gliders

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.

3.8.5. Risky maneuvers

While flying on a slope, the pilot must not perform sharp turns and maneuvers, as a result of which he would endanger other air traffic participants, or which would force them to make sharp evasive maneuvers.

3.8.6. Blocking the starting point

The pilot must not block the launch of other gliders by flying in close proximity to the launch site for no reason, unless flight safety requires it.

3.8.7. The need to leave the climb

If the pilot cannot follow the rules of flying on a slope, he must leave the slope area.

3.9. Updraft circling rules

3.9.1. Space tracking

When circling in an updraft, the pilot must know the position of all gliders circling at the same level as him, flying closest below him and closest above him.

3.9.2. Circling in the updraft

Pilots arriving in an updraft in which at least one glider is already circling must join on a tangent track in the same direction of circling and must not endanger other gliders.

3.9.3. Faster climbing gliders

A pilot who is approached by another glider must adjust his gyration to give priority to the faster climbing glider.

3.9.4. Risky maneuvers

When circling in an updraft, the pilot must not perform such turns and maneuvers that would endanger other air traffic participants or restrict other gliders circling in the updraft.

3.9.5. Preference

A pilot flying in downslope flow has priority.

3.9.6. The need to leave the climb

If the PK/ZK pilot cannot follow any of the previous rules, he must leave the updraft.

Chapter 4. CONDITIONS OF FLIGHTS IN THE AIR SPACE OF THE CR

4.1. Minimum VMC visibility and distance from clouds

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. PK/ZK 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 another similar period of time that may be determined by the competent authority.

4.3. Flight altitudes

With the exception of take-off and landing, or with the exception of a permit issued by the competent authority, a VFR flight shall not be conducted:

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, except when flying on a slope.

4.4. 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.

4.5. VFR flights must be conducted in constant ground visibility, when it is possible to conduct a flight according to comparative navigation. Flight above cloud cover outside Class G airspace may be performed if not total sky coverage of clouds below the aircraft/SFD greater than 4/8.

4.6. Special VFR flights

4.6.1. 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.

4.6.2. 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.

4.7. Procedures for setting the altimeter

4.7.1. In general

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

4.7.1.2. 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:

4.7.2. 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.

4.7.3. Transfer Level (TL)

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

4.7.5. 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).

4.8. Expression of vertical position

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.

4.8.1. Once clearance for the approach has been issued and the descent to land has begun, the vertical position of the aircraft may be expressed as altitude altitude (QNH), provided that horizontal flight above the reference altitude is not expected.

4.9. 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.

4.10. Description of the altimeter setting area

When flying at or below the transfer altitude, the following pressure must be set on the altimeters for the following compartments:

“QNH of the designated aerodrome” in relation to the TMA means:

In the event of multiple TMAs overlapping, the pilot flying below the TMA will use the QNH belonging to the airport whose TMA is the lowest.

Note: ^* During the operating hours of the AFIS site or the site providing information to known traffic.

4.10.1. 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. The regional QNH is indicated in meteorological broadcasts and is available from ATS stations upon request.

4.10.2. 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.

4.10.3. 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 4.10.

4.11. Flight in ATZ

A pilot performing a flight activity in the ATZ must agree and coordinate the intended activity with the AFIS station, with the known traffic information station or the airport operator before starting it, unless otherwise specified in the AIP or airport regulations.

4.11.1. 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 allocated 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.

4.11.2. Aircraft flying through ATZ or RMZ must report:

• 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.

4.11.2.1. The vertical position of the aircraft in the ATZ or RMZ must be expressed by the altitude according to the altimeter setting to the airport QNH. An aircraft that arrives in the ATZ outside of 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.

4.11.2.2. 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.

4.11.2.3. 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.

4.11.2.4. 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.

4.11.2.5. 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.

4.11.2.6. 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.

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

4.12. Action against civilian aircraft

4.12.1. An aircraft that is being intercepted by another aircraft must immediately comply with the instructions of the intervening aircraft,

4.12.2. Signals used in case of encroachment

4.13. ATS airspace classification

4.13.1. 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.

4.13.1.1. Class C airspace includes:

DARKNESS OF PRAGUE;
airspace above FL 95 to FL 660.

4.13.1.2. Class D airspace includes:

CTR/TMA of all airports except TMA PRAGUE;

4.13.1.3. Class E airspace includes:

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

4.13.1.4. Class G airspace includes:

excluding CTR airspace from the ground to 1000 ft AGL and relevant published areas.

4.13.2. 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 5. SPECIFIC PROCEDURES FOR THE OPERATION OF SFD

5.1. General provisions

5.1.1. The function of pilot-in-command can only be performed by a person who holds a valid license of the relevant category.

5.1.2. Only PK/ZK can be used for the flight which:

a) meets the requirements of safety and environmental protection,
b) has a valid technical airworthiness certificate,
c) liability insurance for damages caused by operation was arranged for him.

5.2. Protective means

The pilot and another person on board are required to wear a safety helmet and be fastened in a harness.

5.3. Altimeter

When flying at a height greater than 300 m AGL, the pilot, except for the student in training, must be equipped with an altimeter.

5.4. Rescue parachute

When flying at a height higher than 50 m AGL in the case of a PK, and 300 m AGL in the case of a ZK, the PK/ZK must be equipped with an emergency parachute.

5.5. Action after an aviation emergency

5.5.1. Pilots who have become participants in an extraordinary aviation event, as well as other persons who are participants in air traffic, if their circumstances and state of health allow, are obliged to take the following measures immediately:

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

5.5.2. Pilots who have been involved in or become aware of an extraordinary aviation incident are obliged to inform the competent authorities dealing with the investigation of extraordinary aviation incidents.

5.6. Air tows ZK

5.6.1. The ZK pilot must hold a lift qualification.

5.6.2. The towing SFD must be approved by the LAA CR for this purpose.

5.6.3. The towing rope must be 50 to 100 m long of low-elastic material with a circular cross-section and connected to the SFD with a maximum 1500 N burst fuse.

5.6.4. The ZK pilot is responsible for the switch and the burst fuse fixed at a maximum of 1200 N and at the same time 120% of the pilot's weight in the harness.

5.6.5. Before the start, the ZK pilot first attaches himself to the ZK and only then to the tow rope.

5.6.6. The ZK pilot follows the tow operator's instructions during rope tensioning, take-off and aerofoil.