CONTROLLED AIRPORT:

has an operating control tower and is sometimes referred to as tower

point.
ATC is responsible for providing the safe, orderly flow of air traffic
Pilot are required to maintain two-way radio communication with air
traffic and to acknowledge and comply with their instructions
A pilot ay deviates from an air traffic instruction in an emergency but
must advise ATC

UNCONTROLLED AIRPORT:
or non-tower airport, control of VFR traffic is not exercised.
Two-way radio communications are not required,
A CTAF is a frequency designated for the purpose of carrying out airport
advisory practices while operating to or from an airport with an
operating tower.
A CTAF may be a UNIVERSAL INTEGRATED COMMUNITY(Unicom) ,
Multicom, Flight Service Station, or tower frequency.
On request UNICOM stations may provide pilots with weather, wind
runway in use and other information.
The CTAF for MANILA is 121.9 MHz the deviation as soon as possible.
Primary Radar

Radar is a device which provides information on range, azimuth, and/or

elevation of objects in the path of the transmitted pulses. It measures
the time interval between transmission and reception of radio pulses
and correlates the angular orientation of the radiated antenna beam or
beams in azimuth and/or elevation. Range is determined by measuring
the time it takes for the radio wave to go out to the object and then
return to the receiving antenna. The direction of a detected object from
a radar site is determined by the position of the rotating antenna when
the reflected portion of the radio wave is received.

ATC Radar Beacon System (ATCRBS)

The need to be able to identify aircraft more easily and reliably led to
another wartime radar development, the identification friend or
foe(IFF) system, which had been created as a means of positively
identifying friendly aircraft from enemy. This system, which became
known in civil use as secondary surveillance radar (SSR), or in the USA
as the air traffic control radar beacon system (ATCRBS), relies on a piece
of equipment aboard the aircraft known as a "transponder." The
transponder is a radio receiver and transmitter pair which receives on
1030 MHz and transmits on 1090 MHz. The target aircraft transponder
replies to signals from an interrogator (usually, but not necessarily, a
ground station co-located with a primary radar) by transmitting a coded
reply signal.
The transponder is the airborne portion of the secondary surveillance
radar system and a system with which a pilot should be familiar. The
ATCRBS cannot display the secondary information unless an aircraft is
equipped with a transponder. A transponder is also required to operate
in certain controlled airspace
A transponder code consists of four numbers from 0 to 7 (4,096
possible codes). There are some standard codes, or ATC may issue a
four-digit code to an aircraft. When a controller requests a code or
function on the transponder, the word “squawk” may be used.

Important Transponder Codes

1200 VFR
7700 General emergency
7500 Hijack
7600 Lost communications

Aviation transponder interrogation modes

Aeronautical Charts:
Provides specific information on airports
Airport Information publiication:
They are organized by regions and are revised annually.
It contains the telephone numbers of CAAP Stations, FSS Stations,
preferred flight rules, VFR waypoints, Nav aids land and hold short
operations for selected airports, airport diagrams for selected towered
airports, Enroute Flight advisory service, parachute jumping areas etc.
Notice to Airmen(NOTAMS)
Provide time-critical information on airports and changes that affect the
national airspace system and are of concern to IFR operations.
Categories of NOTAMS: NOTAM D – distant available at FSS/AFSS
NOTAM L – Local
FLIGHT DATA CENTER NOTAM
NOTAM D and FDC NOTAM are issued every 28 days
*Prior to any flight , pilots should check for any NOTAMS that could
affect their intended flight
Ourairports.com
( Not CAAP provided.) ( Updated by members.)
World aeronautical charts
- Covering land areas of the world,
at a size and scale convenient for navigation by moderate speed
aircraft.
-Scale of 1:1,000,000 (1 inch = 13.7 nautical miles or approximately 16
statute miles).
-These charts are revised annually except several Alaskan charts and
the Mexican/Caribbean charts which are revised every 2 years.

Sectional charts
scale of 1:500,000 (1 inch = 6.86 nautical miles or approximately 8 sm.
provide an abundance of information, including airport data,
navigational aids, airspace, and topography. A pilot should also check
the chart for other legend information, which includes air traffic control
frequencies and information on airspace.
These charts are revised semiannually except for some areas outside
the conterminous United States where they are revised annually.
Visual flight rule (VFR) terminal area charts
- are helpful when flying in or near Class B airspace. They have a
scale of 1:250,000 (1 inch = 3.43 nautical miles or approximately 4
statute miles).
- provide a more detailed display of topographical information and are
revised semiannually, except for several Alaskan and Caribbean charts.
-May also provide Visual Approach Routes, with altitude information.
(Usually found on the back side of the map)
NOTAMS
is a notice filed with an aviation authority to alert aircraft pilots of
potential hazards along a flight route or at a location that could affect
the safety of the flight.
NOTAMs are unclassified notices or advisories distributed by means of
telecommunication that contain information concerning the
establishment, conditions or change in any aeronautical facility, service,
procedure or hazard, the timely knowledge of which is essential to
personnel and systems concerned with flight operations.
NOTAMs are created and transmitted by government agencies and
airport operators under guidelines specified by Annex 15: Aeronautical
Information Services of the Convention on International Civil Aviation
(CICA).
NOTAM have a consistent format as follows:
Location information, NOTAM number, subject reported, date and time
Date and time of the commencement of any change
Date and time of the cessation of any change
Hours of activation
A plain language messages
The lower limit of airspace that its effects
The upper limit of airspace that its effects
B5114/19 NOTAMR B5082/19
Q) RPHI/QMXLC/IV/M /A /000/999/1511N12034E005
A) RPLC B) 1911220914 C) 1911271000
E) TWY D (BTN NORTH RAMP TO TWY F5)CLSD DUE WIP
(PAVEMENT REPAIR).
CREATED: 22 Nov 2019 09:14:00
SOURCE: EUECYIYN

B5063/19 NOTAMN
Q) RPHI/QNMAS/IV/BO /AE/000/999/1446N12014E025
A) RPLB B) 1911190542 C) 1912180800 EST
E) DVOR/DME SBA 113.5MHZ/CH82X U/S FM RADIAL R275 TO R295
DUE TO OBSTRUCTION.
CREATED: 19 Nov 2019 05:42:00
SOURCE: EUECYIY
(Aeronautical information publication)
It is defined by the International Civil Aviation Organization as a
publication issued by or with the authority of a state and containing
aeronautical information of a lasting character essential to air
navigation. It is designed to be a manual containing thorough details of
regulations, procedures and other information pertinent to flying
aircraft in the particular country to which it relates. It is usually issued
by or on behalf of the respective civil aviation administration.

RIGHT OF WAY
When two or more aircraft are approaching an airport for the purpose
of landing - the aircraft at the lower altitude has the right-of-way, but it
shall not take advantage of this rule to cut in front of another which is
on final approach to land or to overtake that aircraft.

A balloon has the right-of-way over any other category of aircraft.

A glider has the right-of-way over an airship, powered parachute,
weight-shift-control aircraft, airplane, or rotorcraft.
An airship has the right-of-way over a powered parachute, weight-shift-
control aircraft, airplane, or rotorcraft.
However, an aircraft towing or refueling other aircraft has the right-of-
way over all other engine-driven aircraft.

Aircraft Navigation Lights – Airplane Lighting

During night hours, no person shall operate an aircraft unless it has
lighted position lights. These are referred to as Navigation Lights or
commonly known as Position Lights. Aircraft Navigation lights don’t
actually help the pilot navigate. They are used to help pilots to locate
and determine the relative position of other aircraft nearby in the air.

Port Wine is Red. Therefore, Port Nav Light is Red.

“Port” is 4 letters long, and “Left” is 4 letters long. Therefore, Port is
Left.
Port = Red = Left
By process of elimination: Starboard = Green = Right
Aircraft Navigation Lights – Position Lights
Each light has a different color, and each light has an assigned place on
the airplane. These universally defined colors and locations of the lights
on an aircraft help pilots to determine if other aircraft are approaching
or flying away, and their direction of flight. At nighttime, other aircraft
would not be visible if they did not have lights. The aircraft navigation
lights help pilots to determine if other aircraft are coming or going, and
their relative position and direction.
Steady, Colored Lights
The Left-wing tip has a steady red light, and the right-wing tip has a
steady green light. The tail has a steady white light mounted as far aft
as possible. These navigation or position lights are steady (non-flashing)
lights, and they must be visible from 2 miles.

VFR Cruising Altitude or Flight Level

Except while holding in a holding pattern of 2 minutes or less, or while
turning, each person operating an aircraft under VFR in level cruising
flight more than 3,000 feet above the surface shall maintain the
appropriate altitude or flight level prescribed below, unless otherwise
authorized by ATC:
When operating below 18,000 feet MSL
On a magnetic course of zero degrees through 179 degrees, any odd
thousand-foot MSL altitude +500 feet (such as 3,500, 5,500, or 7,500)
On a magnetic course of 180 degrees through 359 degrees, any even
thousand-foot MSL altitude +500 feet (such as 4,500, 6,500, or 8,500)

Since airplanes are directly affected by wind during takeoffs and

landings. Runways are not arbitrarily placed by builders. If there is one
runway at an airport, it is normally positioned so that you can take odd
and land in the direction of the prevailing wind.
The numbers that you can see on runways also not arbitrarily but
correspond to a magnetic north reference. The runway`s magnetic
direction is rounded off to the nearest 10°, with the last zero omitted. A
runway with a magnetic heading of 268° is rounded of 270° and, with
the zero dropped, becomes Runway 27.
At some airports, there may be two or three parallel runways with the
same runway number. If there are two parallel runways, one is labelled
the left runway and the other is the right. If there is a third parallel
runway, the one in the middle is the center runway eg, 36, 36C, 36R.
TRAFFIC PATTERN
Are established to ensure that air traffic flows into and out of an airport
in an orderly manner
Upwind – you will fly a straight course which is aligned with the runway
Crosswind leg – if you remain in the traffic pattern after takeoff you will
turn onto the crosswind leg to transition to the downwind leg.
Downwind leg – is flown to the parallel landing runway, but in a
direction opposite to the intended landing direction
Base leg- provides transition from downwind to your final approach to
landing
Final approach- you begin the final approach at the completion of the
base-to-final turn and continue on a descending flight path to the point
of touchdown
Normally. Entering the traffic pattern at a 45° angle to the midpoint to
downwind is recommended

WIND DIRECTION INDICATOR

In most cases, you will want to take off and land into the wind. At a
controlled airport, there are various methods of obtaining current
airport information, including surface winds and the active runway, or
runway in use, in addition, a controller will assign you a runway for
takeoff or landing,
at an uncontrolled airport you must take the final decision as to which
runway to use.
WIND SOCK
Windsocks are used to tell wind speed and the direction of the wind
speed itself. Windsocks typically are used at airports to indicate the
direction and strength of the wind to pilots
Per FAA standards, a properly-functioning windsock will orient itself to
a breeze of at least 3-knot (5.6 km/h; 3.5 mph) and will be fully
extended by a wind of 15-knot (28 km/h; 17 mph).
Per Transport Canada standards: a 15-knot (28 km/h; 17 mph) wind will
fully extend the wind sock, a 10-knot (19 km/h; 12 mph) wind will cause
the wind sock to be 5° below the horizontal, a 6-knot (11 km/h; 6.9
mph) wind will cause the wind sock to be 30° below the horizontal.
SEGMENTED CIRCLE
To indicate the direction you should turn in the traffic pattern for a
given runway. The segmented circle use L-shaped extensions which
consist of landing strip indicators in conjunction with traffic pattern
indicatorsFirst it helps to identify the location of the wind direction
indicator.
TETRAHEDRON
A device normally located on uncontrolled airports and used as a
landing direction indicator. The small end of a tetrahedron
points in the direction of landing. At controlled airports, the
tetrahedron, if installed, should be disregarded because
tower instructions supersede the indication
WIND TEE
a large T-shaped weathervane placed on a landing field, as to show
wind direction for aircraft.
RUNWAY MARKINGS
• Runway Designators.
• Runway numbers and letters are determined from the approach
direction.
• The runway number is the whole number nearest one-tenth the
magnetic azimuth of the centerline of the runway, measured
clockwise from the magnetic north.
• The letters, differentiate between left (L), right (R), or center (C),
parallel runways, as applicable:
• 1. For two parallel runways "L" "R."
• 2. For three parallel runways "L" "C" "R."

Runway Side Stripe Marking.

Runway side stripes delineate the edges of the runway. They provide a
visual contrast between runway and the abutting terrain or shoulders.
Side stripes consist of continuous white stripes located on each side of
the runway
Runway Shoulder Markings.
Runway shoulder stripes may be used to supplement runway side
stripes to identify pavement areas contiguous to the runway sides that
are not intended for use by aircraft. Runway Shoulder stripes are
Yellow.
Runway Threshold Markings.
Runway threshold markings come in two configurations. They
either consist of eight longitudinal stripes of uniform dimensions
disposed symmetrically about the runway centerline, or the
number of stripes is related to the runway width. A threshold
marking helps identify the beginning of the runway that is
available for landing. In some instances, the landing threshold
may be relocated or displaced

NUMBER OF RUNWAY THREESHOLD STRIPES

• For runways built, refurbished or repainted after January 2008,
the number of bars in the Threshold Markings indicates the width
of the runway, as is described in Section 3 of the AIM. Older
runways may still use an outdated scheme.
• The rule for Configuration A markings requires scaling the width
of the stripes and their spacings (and the outboard spacings from
the runway edges) proportionally, keeping the length fixed.
• For a runway 150 feet wide the Configuration A stripes are 12 ft
wide with 3 ft spacings (and an 8 ft spacing from the inboard
stripe to the centerline, leaving 10 ft between the outboard and
runway edge).
AIRPORT SIGNAGE

When you begin your flight training, the airport environment can seen
confusing. However just as you learn how to interpret traffic signals,
road signs, and highway markings, you will soon become familiar with
the visual aids at an airport that help you maintain orientation and keep
traffic flowing smoothly.
Major airports usually have complex taxi routes, multiple runways, and
widely dispersed parking areas. In addition, vehicular traffic in certain
areas may be quite heavy. As a result, most airfield signs are
standardized to make it easy for you to identify taxi routes, mandatory
holding positions, and boundaries for critical areas.

The International Civil Aviation Organization ICAO is a specialized

agency of the United Nations whose objective is to develop standard
principles and techniques for international air navigation and to
promote development of civil aviation
Specifications for airport signs include size, height, location and
illumination requirements
TAXIWAY MARKINGS
The links between the airport parking areas and the runways are the
taxiways. They are easily identified by a continuous yellow centerline
stripe. At some airports, taxiway edge markings are used to define the
edge of the taxiway and are normally used to separate the taxiway
from pavement that is not intended for aircraft use. Runway holdings
position markings, or hold lines, which are located wherever the
taxiway intersects runway, keep aircraft clear of the runway in use.
At an uncontrolled airport – stop , check for traffic and cross the hold
line only after ensuring that no one is on an approach to land
At a controlled airport you may be asked to hold short of the runway
for landing traffic. you should proceed only after you are cleared to do
so by the controller
At airports equipped with an ILS it is possible for aircraft near the
runway to interfere with the ILS signal, therefore a HOLD line may be
placed farther from the runway to prevent any interference

DISPLACED THREESHOLD
-The portion of the runway so displaced may be used for takeoff but
not for landing. Landing aircraft may use the displaced area on the
opposite end for roll out.
-Most often the offset threshold is in place to give arriving aircraft
clearance over an obstruction while still allowing departing aircraft the
maximum amount of runway available.
-introduced if a beginning section of the runway is no longer able to
sustain the continuous impact from landing aircraft. Aircraft are
expected to land beyond the displaced threshold.
Departing aircraft are permitted to use the displaced section of the
runway for takeoffs or landing rollouts because those aircraft are not
impacting the runway with the force of a landing aircraft.
BLASTPOD/STOPWAY
-Constructed just before the start of a runway where jet blast produced
by large planes during the takeoff roll could otherwise erode the
ground and eventually damage the runway.
-Constructed at the end of runways as emergency space to slowly stop
planes that overrun the runway on a landing gone wrong, or to slowly
stop a plane on a rejected takeoff or a takeoff gone wrong.
-Not as strong as the main paved surface of the runway and are marked
with yellow chevrons.
Planes are not allowed to taxi, take off or land on blast pads, except in
an emergency.

RAMP AREA
The area where aircraft are parked and tied down is called the apron, or
ramp area.
The airport terminal and maintenance facilities are often located near
the ramp area. You should be alert for the fuel trucks driving on the
ram or in the process of refueling aircraft.
Marshaling hand signals
Used by ground personnel to communicate with pilots without using
radio.
VOR receiving checkpoint marking
The VOR receiver checkpoint marking allows the pilot to check aircraft
instruments with navigational aid signals. It consists of a painted circle
with an arrow in the middle; the arrow is aligned in the direction of the
checkpoint azimuth
The associated sign contains the VOR station identification letter and
course selected (published) for the check, the words “VOR check
course,” and DME data (when applicable)

RUNWAY INCURSION AVOIDANCE

- Any occurrence at an airport involving an aircraft, vehicle, person,
or object on the ground that creates a collision hazard or results
in loss of separation with an aircraft taking off or intending to take
off, landing, or intending to land.
- Runway incursions are primarily caused by errors associated with
clearances, communication, airport surface movement, and
positional awareness. There are several procedures that you can
follow and precautions that you can take to avoid a runway
incursion.
- During your preflight planning, study the airport layout by
reviewing the airport diagram and taxi routes.
- Complete as many checklist items as possible before taxi or while
holding short.
- Strive for clear and unambiguous pilot-controller communication.
Read back (in full) all clearances involving active runway crossing,
hold short, taxi into position, and hold instructions.
- While taxiing, know your precise location and concentrate on your
primary responsibilities. Don't become absorbed in other tasks, or
conversation, while the aircraft is moving.
- If unsure of your position on the airport, stop and ask for
assistance. At a controlled airport, you can request progressive
taxi instructions.
- When possible, while in a run-up area or waiting for a clearance,
position your aircraft so you can see landing aircraft.

• Monitor the appropriate radio frequencies for information

regarding other aircraft cleared onto your runway for takeoff or
landing. Be alert for aircraft which may be on other frequencies or
without radio communication.
• After landing, stay on the tower frequency until instructed to
change frequencies.
• To help others see your aircraft during periods of reduced visibility
or at night, use your exterior taxi/landing lights, when practical.
• Report deteriorating or confusing airport markings, signs, and
lighting to the airport operator or FAA officials. Also report
confusing or erroneous airport diagrams and instructions.
• Make sure you understand the required procedures if you fly into
or out of an airport where LAHSO is in effect
LAHSO
• Land and hold short operations, or LAHSO, help air traffic
controllers facilitate simultaneous operations on intersecting
runways—two aircraft landing simultaneously, or one aircraft
landing while another takes off. Mostly, in some larger and busy
airport.
• Student pilots operating as pilot in command cannot accept a
LAHSO clearance. For everyone else, preparation for a LAHSO
begins before you hear that announcement on the AWOS.

AIRPORT LIGHTING
Your flying experiences will soon take you from flying only in the
daytime to the new challenge of night flying. You will notice that
airport lighting is similar from one airport to the next. To maintain
continuity, airports that are lighted for nighttime operations use
FAA-approved lighting systems and colors.
AIRPORT BEACONS
• At night, airport beacons are used to guide pilots to lighted
airports. Airport beacons may be of the older rotating type, or the
newer flashing variety which produces the same effect. These
airport(and heliport) beacons are most effective from one to ten
degrees above the horizon; however, you normally can see them
at altitudes well above the ten degree angle. If you maintain
sufficient altitude, beacons can be seen at great distances in good
visibility conditions.
• The airport beacon is on from dusk till dawn. The beacon is not
operating during the day unless the ceiling is less than 1000ft and
the ground visibility is less than 3 statute miles which is the
normal VFR weather minimums.

VISUAL GLIDESLOPE INDICATOR

• Visual glideslope indicators are light systems which indicate your
position in relation to the desired glide path to the runway.
• The indicator lights are located on the side of a basic or
instrument runway and can be used for day or night approaches.
• One of the most frequently used installations is the visual
approach slope indicator (VASI).
VISUAL APPROACH SPEED INDICATOR
• VASI configurations vary and may have either 2 or 3 bars.
• Two-bar systems have near and far bars and may include 2, 4, or
12 light units. The most common is the 2 bar system.
• The VASI glide path provides safe obstruction clearance within
10° of the extended runway centerline out to 4nautical miles from
the threshold.
• You should not begin a descent using VASI until your aircraft is
aligned with the runway.
• When landing at a controlled airport that has a VASI, regulations
require you to remain on or above the glide path until a lower
altitude is necessary for a safe landing.
TRI-COLOR VASI
A tri-color VASI uses a single light unit to project a three-color visual
path. It has some similarity to the two-bar VASI because you will see a
red light if you are too low.
PULSUATING VASI
Some airports may have a pulsating visual approach slope indicator
(PVASI) which projects a two-color visual approach path into the final
approach area.
A pulsating red light indicates below glide path; above glide path is
usually pulsating white; and the on-glide path indication is a steady
white light.
The useful range is about 4 miles during the day and up to 10 miles at
night.
PRECISION APPROACH PATH INDICATOR
A precision approach path indicator (PAPI) is a visual aid that provides
guidance information to help a pilot acquire and maintain the correct
approach (in the vertical plane) to an airport or an aerodrome. It is
generally located beside the runway approximately 300 meters beyond
the landing threshold of the runway.
APPROACH LIGHT SYSTEM
• Some airports have approach lighting systems (ALS) to help
instrument pilots transition to visual references at the completion
of an instrument approach.
• These light system scan begin as far away as 3,000 feet along the
extended runway centerline, and normally include a combination
of steady and flashing lights.
• The most complex systems are for precision instrument runways
and usually have sequenced flashing lights that look like a ball of
light traveling toward the runway at high speed.
• For non precision instrument runways, the approach lighting is
simplier and, for VFR runways, the system may consist only of
visual glideslope indicators.
RUNWAY EDGE LIGHT
• Runway edge lights consist of a single row of white lights
bordering each side of the runway and lights identifying the
runway threshold.
• Runway edge lights can be classified according to three intensity
levels.
• High intensity runway lights (HIRLs) are the brightest runway
lights available.
• Medium intensity runway lights (MIRLs)
• low intensity runway lights (LIRLs) are, as their names indicate,
dimmer in intensity.
• At some airports, you will be able to adjust the intensity of the
runway lights from your cockpit by using your radio transmitter.
• At others, the lights are preset or are adjusted by air traffic
controllers.at the threshold of a non-precision approach runway
when additional threshold conspicuity is necessary or where it is
not practicable to provide other approach lighting aids; and
where a runway threshold is permanently displaced from the
runway extremity or temporarily displaced from the normal position
and additional threshold conspicuity is necessary.
Runway threshold identification lights shall be located symmetrically
about the runway centre line, in line with the threshold and
approximately 10 meters outside each line of runway edge lights.
Runway threshold identification lights should be flashing white lights
with a flash frequency between 60 and 120 per minute.
The lights shall be visible only in the direction of approach to the
runway.

RUNWAY CENTERLINE
- Consists of a single light installed at uniform intervals along the
runway centerline to provide a continuous lighting reference from
threshold to threshold.
- The lights start from 75 ft (25 m) from the landing threshold and
extend to within 75 ft of the end of the runway—the lights themselves
are spaced at 50-ft (15 m) intervals.
- The white lights begin to alternate with red for the next 2000 ft (600
m), and for the last 1000 ft (300 m) of the runway, all centerline lights
are red.

DISPLACED THREESHOLD
If a runway has a displaced threshold, there is a set of green lights on
each side of the white threshold line to indicate the beginning
If the threshold is not displaced the beginning of the runway pavement
has a row of green lights across it. These lights are two sided that
means if you are taking off or landing on the opposite end, they would
appear red to mark the end of the usable portion of the runway.
Sometimes high intensity white strobe lights are placed on each side
of the runway to mark the threshold, they are called Runway End
Identifier Lights and can be used in conjunction with the green
threshold lights.

TAXIWAY LIGHTS
• As you taxi off the active runway, blue lights, lining both
edges of the taxiway, guide you from the runway to the ramp
area.
• Because they can be seen from any direction, they are said to be
omnidirectional lights.
• At some airports, green taxiway centerline lights also may be
installed. These lights are located along the taxiway centerline in
both straight and curved portions of the taxi-way.
• They also may be located along designated taxiing paths in
portions of runways and ramp areas.
IN RUNWAY LIGHTING
• Some precision approach runways have flush-mounted centerline,
touchdown zone, and taxiway turnoff lighting.
• Viewed from the threshold, the runway centerline lighting system
(RCLS) is white until the last 3,000 feet of the runway. From the
3,000-foot point to the 1,000-foot point, alternating red and white
lights appear, with the last 1,000 feet of lights changing to red
only.
• This system helps instrument pilots determine the amount of
runway remaining in very low visibility situations.
• Touchdown zone lighting (TDZL) consists of two rows of
transverse light bars on either side of the runway centerline
starting at 100 feet from the threshold and extending 3,000 feet
or to the midpoint of the runway, whichever is less.

PILOT CONTROLLED LIGHTING

• Pilot-controlled lighting is the term used to describe systems that
you can activate by keying the aircraft's microphone, or mike, on a
specified radio frequency.
• Keep in mind that other types of airport lighting may be pilot
controlled,
not just approach and runway lighting. For example, VASI and
REIL lights may be pilot controlled at some locations.
• To activate three-step pilot-controlled lighting, you should key
your mike seven times on the specified frequency to turn all the
lights on at maximum intensity. If conditions dictate a lower
intensity, key your mike five times for medium-intensity lighting
and three times for the lowest intensity.
OBSTRUCTION LIGHTING
A light indicating the presence of an object which is dangerous to an
aircraft in flight. The obstruction light is to be mounted at the highest
point of the wind cone assembly to avoid being obscured by any other
part when viewed from above.
High-intensity lighting devices attached to tall structures as collision
avoidance measures. Such devices make structures more visible to
aircraft, and are usually used at night, although they may be used
during the day. These lights need to be of sufficient brightness to be
visible for miles around the structure

AIRSPACE CLASSIFICATION
Class A: All operations must be conducted under IFR. All aircraft
are subject to ATC clearance. All flights are separated from each
other by ATC.
Class B: Operations may be conducted under IFR, SVFR, or VFR. All
aircraft are subject to ATC clearance. All flights are separated from
each other by ATC.
Class C: Operations may be conducted under IFR, SVFR, or VFR. All
aircraft are subject to ATC clearance (country-specific variations
notwithstanding). Aircraft operating under IFR and SVFR are
separated from each other and from flights operating under VFR,
but VFR flights are not separated from each other. Flights
operating under VFR are given traffic information in respect of
other VFR flights.
• Class D: Operations may be conducted under IFR, SVFR, or VFR. All
flights are subject to ATC clearance (country-specific variations
notwithstanding). Aircraft operating under IFR and SVFR are
separated from each other, and are given traffic information in
respect of VFR flights. Flights operating under VFR are given traffic
information in respect of all other flights.
• Class E: Operations may be conducted under IFR, SVFR, or VFR.
Aircraft operating under IFR and SVFR are separated from each
other, and are subject to ATC clearance. Flights under VFR are not
subject to ATC clearance. As far as is practical, traffic information
is given to all flights in respect of VFR flights.
• Class G: Operations may be conducted under IFR or VFR. ATC has
no authority, but VFR minimums are to be known by pilots. Traffic
Information may be given as far as is practical in respect of other
flights.

ELT (EMERGENCY LOACATOR TRANSMITTER)

ELTs are emergency transmitters that are carried aboard most
general aviation aircraft in the U.S. In the event of an aircraft
accident, these devices are designed to transmit a distress signal
on 121.5, 243.0-megahertz frequencies (and for newer ELTs, on
406 MHz).
HOW DO THEY WORK?
● Modern beacons contain three crucial elements: a five-watt radio
transmitter working at a frequency of 406 megahertz, a 0.25-watt
radio transmitter working at 121.5 MHz and a global positioning
system (GPS) receiver.
● Beacons can be triggered manually or automatically — such as
when they become submersed in water or experience a strong
impact.
● When the beacon is activated, it sends out a radio signal.
(Depending on the specific model, it may also emit an audio
and/or visual signal.)
● Upon activation, both of the radio transmitters in the beacon turn
on. Above the Earth, a weather satellite detects the 406-MHz
signal. Part of the information conveyed in the signal is the
device’s serial number, which can tell marine patrols back on
Earth who owns the beacon. If the beacon has on-board GPS, the
satellite can also determine the device’s exact geographic
location.
● The information is shared by Cospas-Sarsat, the international
satellite-based search-and-rescue detection and distribution
system. (Cospas-Sarsat was established by Canada, France, the
U.S. and the former Soviet Union in 1979, and began operation in
1982.)
ELT INSPECTION
Given its important function, the ELT must be inspected once a year.
Additionally, its battery must be replaced after one hour of continuous
use, or after reaching 50 percent of its useful life.
You can test your 121.5 MHz ELT within the first five minutes of every
hour by manually switching it on (assuming the installation includes a
panel-mounted switch) and listening on the frequency.