General rules and flight plans

Avoidance and minimum heights

Right of way never removes the duty to avoid a collision.

Collision and aerodrome discipline

Do not operate in proximity that creates a collision hazard. The right-of-way aircraft generally maintains heading and speed, but remains obliged to avoid collision. Aircraft converging at approximately the same level give way to the aircraft on their right, subject to the powered-aircraft, airship, glider, balloon and towing priorities taught in the existing right-of-way chapter. Head-on aircraft alter right; an overtaking aircraft keeps clear by altering right.

On and near an aerodrome, observe other traffic, conform with or avoid the traffic pattern, and make turns to the left when approaching to land and after take-off unless otherwise instructed or published. Stop at runway holding positions unless authorised; a lit stop bar must not be crossed, even with a conflicting clearance, until resolved and the applicable procedure permits movement.

Protect people below

Except as necessary for take-off or landing, or with appropriate permission, do not fly over congested areas or open-air assemblies unless at a height permitting an emergency landing without undue hazard. VFR’s ordinary numerical rule is at least 1,000 ft above the highest obstacle within 600 m over those areas, and otherwise 500 ft above ground or water or the highest obstacle within 150 m, subject to specified exceptions.

Simulated instrument flight requires dual controls and a qualified safety pilot occupying a control seat, with adequate forward and lateral vision or a competent observer assisting where needed. A view-limiting device does not suspend collision avoidance.

Aircraft lights and visual signals

Use colour, direction, phase of flight and whether a signal is steady or flashing.

Recognise the aircraft orientation

Navigation lights show red on the left, green on the right and white aft. The red and green sectors each extend 110 degrees from ahead around their side; the aft white sector spans 140 degrees. Anti-collision lights attract attention, while navigation lights indicate relative orientation. Display the required lights at night; anti-collision lighting has additional day requirements and may be reduced when it causes harmful dazzle.

For a light-gun signal, steady green means cleared to land in flight and cleared for take-off on the ground. Steady red means give way and continue circling in flight, and stop on the ground. Flashing green means return for landing in flight and cleared to taxi on the ground. Flashing red means aerodrome unsafe, do not land in flight, and taxi clear of the landing area on the ground. Flashing white means land and proceed to the apron in flight, and return to the starting point on the ground.

Marshalling and acknowledgment

Marshalling signals use a standard observer viewpoint. The marshaller’s arms extended vertically indicate normal stop; crossed wands or arms overhead indicate emergency stop. Wingwalker, turn, slow down, chocks, engine-start and engine-cut signals are distinct. Engine cut uses the characteristic cutting motion across the throat; it is not a turn instruction.

An aircraft acknowledges a visual signal by the prescribed action: wing rocking in flight by day where appropriate, flashing lights at night, and moving ailerons/rudder on the ground by day as specified. Read the full SERA Appendix 1 signal catalogue through the linked source; practise the original signal viewer, including the in-flight/ground distinction.

When and how to file

A flight plan informs ATS; it is not the clearance.

Submission triggers

A flight plan is required for a flight or portion receiving ATC, IFR in advisory airspace, specified routes/areas for services or identification, international border crossing unless the States prescribe otherwise, and night flight leaving the vicinity of an aerodrome. A limited plan may support a controlled-airspace crossing.

Under current SERA.4001, file no more than 120 hours before EOBT. Flights potentially subject to ATFM need submission at least three hours before EOBT; other relevant flights ordinarily need 60 minutes before departure, with the specified domestic VFR provision. An airborne submission must reach the appropriate unit at least ten minutes before the relevant control/advisory entry or crossing. The Network Manager handles the specified SES IFR filing/distribution route.

Changes and closure

Report all changes for IFR and controlled VFR; other VFR flights report significant changes. Current SERA.4015 requires amendment or replacement for a delay exceeding EOBT by 30 minutes controlled or one hour uncontrolled; IFR delays over 15 minutes must also be communicated to the Network Manager. Equipment/capability changes require the appropriate modification. These are different thresholds for different recipients.

Close the flight plan with an arrival report as soon as possible after landing when required, except where local ATS observation and arrangements make one unnecessary. Where no suitable communication exists at destination, use the prescribed arrangement or transmit immediately before landing where applicable. An unclosed plan can trigger an unnecessary SAR response.

Clearances, reports and deviations

Keep the accepted route and ATS picture consistent with the actual flight.

Obtain, understand, read back

Obtain clearance before a controlled flight or controlled portion. State the relevant flight-plan information and request the needed clearance; seek amendment if it is unsuitable. A clearance limit defines how far the authorisation extends. Read back safety-critical elements, especially route clearances, runway instructions, levels, headings, speeds, SSR codes, altimeter settings and applicable transition information.

Unless authorised otherwise, make required position reports at designated points, on request and as specified. The normal voice report includes identification, position, time, level, next position and time, and ensuing significant point. Use the current clearance and assigned reference for the level.

When the plan stops matching

Correct an inadvertent track deviation promptly. Notify ATS when the average TAS at cruising level varies by plus or minus 5 percent from the flight plan. Correct a next-point/FIR/destination time estimate differing by more than two minutes, or another prescribed period, as soon as possible. Do not silently continue with data known to be wrong.

If controlled VFR cannot continue in VMC, request an amended clearance enabling VMC continuation to destination or an alternate, or permission to leave the controlled airspace, or request IFR when qualified and equipped. If no clearance can be obtained, continue in VMC and notify the necessary action. Communications failure and unlawful interference have dedicated procedures and indications; 7601 is specifically for an IFR pilot choosing VMC continuation after communications failure, not a universal VFR code.

Altitude and flight level in the rules

The pressure datum is part of the reported level.

Common references

At or below the applicable transition altitude, use altitude referenced to QNH. At or above the transition level, use flight levels referenced to 1013.2 hPa. During a climb through the transition layer use flight levels; during descent use altitude. The layer prevents routine cruising with incompatible references.

Away from aerodromes, the lowest usable flight level and published transition procedures govern the reference. A flight level is a surface of constant pressure related to standard pressure; FL080 does not promise 8,000 ft true altitude. The hemispherical cruising-level table uses magnetic track, not heading, subject to ATC clearances and published exceptions.

Why the change matters

Two aircraft must compare vertical positions using a common datum before a claimed separation has meaning. A lower QNH means the same flight level has a lower QNH-referenced altitude. The local transition level can therefore change with pressure while the published transition altitude stays fixed.

Use the dedicated altimetry chapter to practise the climb and descent sequence. Do not copy one country’s 18,000-ft transition altitude into European examples; the AIP and ATC provide the relevant values.

Can you apply the rules?

Four original questions. Choose from the facts, then review the explanation.