Rules of the air: general rules
Learning objectives
- State the right-of-way rules in the air for head-on, converging, overtaking and landing situations, and who gives way to whom by aircraft type.
- Explain the rules for taxiing: holding positions, stop bars, head-on and converging taxiing, and what to do when unsure of your position.
- State the rules for lights, operation on and near an aerodrome, formation flight and simulated instrument flight.
- Identify the general rules on negligent flying, minimum heights, special activities, restricted airspace, time and when a flight plan is required.
The idea
The sky is big, but aeroplanes tend to meet where they all want to be: near airfields, on popular routes, at similar levels. The general rules of the air are a shared script so that two pilots who have never spoken do the same predictable thing. Mostly they say who moves and who holds still. Underneath sits a rule that matters more than any priority: nobody may count on right-of-way to stay out of trouble, because the pilot who has it must still do whatever best avoids a collision.
Protecting people and property
No aircraft may be operated in a negligent or reckless manner that endangers the life or property of others.
Over congested areas of cities, towns or settlements, or over an open-air assembly of persons, an aircraft must fly high enough to make a landing, if an emergency arises, without undue hazard to people or property on the surface. The exceptions are when it is necessary for take-off or landing, or when the competent authority gives permission. This "glide-clear" requirement sits on top of the VFR minimum heights, whose figures are taught on page 010-05-03.
Over congested areas and open-air assemblies, fly high enough to land in an emergency without undue hazard to people or property on the surface. The VFR minimum heights apply in addition.
"Take-off" and "landing" here include touch-and-go, go-around and missed approach at an aerodrome or operating site whose obstacle-clearance assessment the competent authority has approved.
Cruising levels are expressed as flight levels at or above the lowest usable flight level (or, where applicable, above the transition altitude), and as altitudes below the lowest usable flight level (or, where applicable, at or below the transition altitude). Altimeter settings are taught on page 050-01-06.
Dropping, towing, jumping, aerobatics
Four activities need more than the pilot's own decision. In each case the rule is the same shape: only in accordance with Union (or national) legislation and any relevant information, advice and/or clearance from the appropriate ATS unit.
- Dropping or spraying from an aircraft in flight.
- Towing of an aircraft or other object, such as a banner or a glider.
- Parachute descents, other than emergency descents.
- Aerobatic flights.
Aerobatic flight means manoeuvres intentionally performed involving an abrupt change in attitude, an abnormal attitude, or an abnormal variation in speed, that are not necessary for normal flight or for instruction for licences or ratings other than the aerobatic rating. So stall and spin training for your PPL does not count as aerobatic flight under this definition.
Unmanned free balloons have their own rules: they must be operated so as to minimise hazards to persons, property or other aircraft. They are not taught further here.
Prohibited, restricted and danger areas
A prohibited area is airspace of defined dimensions, above a State's land areas or territorial waters, in which flight is prohibited. A restricted area is the same, but flight is restricted in accordance with certain specified conditions. A danger area is airspace of defined dimensions in which activities dangerous to flight may exist at specified times.
No aircraft may fly in a prohibited area, or in a restricted area whose particulars have been duly published, except in accordance with the conditions of the restriction or with the permission of the Member State over whose territory the area is established.
Note what the rule names: prohibited and restricted areas only. It does not itself forbid entry into a danger area. A danger area warns of hazards, and the decision to enter is yours unless other rules or the area's published conditions say otherwise.
Before entering a danger area, check its activity times (AIP or NOTAM) and, where offered, its activation status from the ATS unit. Avoid it when active unless you know the activity is no hazard to you.
Avoiding collisions
Nothing in SERA relieves the pilot-in-command of the responsibility to take whatever action, including following an ACAS resolution advisory, will best avert a collision. Having right-of-way never removes this duty. No aircraft may be operated so close to another as to create a collision hazard.
Right-of-way basics
The aircraft that has right-of-way must maintain its heading and speed. An aircraft that knows another aircraft's manoeuvrability is impaired must give way to it. An aircraft that must keep out of the way of another must not pass over, under or in front of it unless it passes well clear and takes account of wake turbulence.
The four encounters
Head-on, or nearly so, with danger of collision. Each aircraft alters heading to the right.
Converging at about the same level. The aircraft that has the other on its right gives way.
Overtaking. An overtaking aircraft approaches another from the rear on a line forming an angle of less than 70° with the other's plane of symmetry. That is the position from which, at night, it could see neither of the other's left (port) nor right (starboard) navigation lights. The aircraft being overtaken has right-of-way. The overtaking aircraft, whether climbing, descending or level, keeps out of the way by altering heading to the right, and stays responsible until entirely past and clear, whatever later changes in relative position. A sailplane overtaking another sailplane may alter course to the right or to the left.
Landing. An aircraft in flight or on the ground or water gives way to aircraft landing or in the final stages of an approach to land. With two or more heavier-than-air aircraft approaching to land, the higher gives way to the lower. The lower one must not use this rule to cut in front of, or overtake, an aircraft in the final stages of approach. An aircraft aware that another is compelled to land gives way to it.
Describe this figure
Four top-view panels show aeroplanes. Head-on: both dashed arrows curve right. Converging: B crosses from A's right, so A gives way and B keeps heading and speed. Overtaking: B is behind A inside a wedge of 70 degrees either side of A's tail, and turns right to pass; A has right-of-way. Landing: the higher aircraft gives way; the lower has priority but must not cut in.
The figure has four small top-view panels with aeroplane silhouettes. In the head-on panel, two aircraft nose to nose both have curved arrows turning right. In the converging panel, aircraft B approaches from aircraft A's right: A is marked "give way" in red, B "maintain heading and speed" in green. In the overtaking panel, B sits behind A inside a shaded wedge of less than 70° each side of A's tail, and B's path curves right to pass clear. In the landing panel, two aircraft are on approach: the higher gives way, and a note on the lower says "don't cut in".
Who gives way to whom by type
The converging rule has exceptions based on manoeuvrability. Power-driven heavier-than-air aircraft give way to airships, sailplanes and balloons. Airships give way to sailplanes and balloons. Sailplanes give way to balloons. Power-driven aircraft give way to aircraft seen to be towing other aircraft or objects. In the landing case, power-driven heavier-than-air aircraft also give way to sailplanes.
Describe this figure
A ladder has four rungs with icons: power-driven aeroplane, airship, sailplane, balloon. Each gives way to every rung below it, and everything above gives way to the balloon. Two dotted boxes add cases: power-driven aircraft also give way to an aircraft seen towing, and everyone gives way to an aircraft compelled to land or with impaired manoeuvrability.
The pictogram is a vertical ladder from least to most manoeuvrable: power-driven heavier-than-air aircraft at the top, then airships, sailplanes, balloons. Each rung gives way to every rung below it. A side tag adds "and to any aircraft seen towing". The footer says that aircraft in distress, aircraft compelled to land and any aircraft of impaired manoeuvrability are given way to as well.
Describe this figure
Your aeroplane sits at the centre of a ring, nose up, with a marker B for the other aircraft. Nearly dead ahead, both turn right. On your right, at about the same level, you give way. On your left, you keep course. Behind you, within 70 degrees of your tail, the other aircraft overtakes and turns right. With JavaScript you set the bearing, the type and the level, the marker moves, and a message names who gives way and the SERA.3210 rule. Airships, sailplanes, balloons and towing aircraft, and aircraft compelled to land or with impaired manoeuvrability, make you give way.
Try the right-of-way trainer: you place a second aircraft around your own and choose its type, and it tells you who gives way and what to do.
On the ground
When taxiing, the same ideas apply, with stopping added as an option. Two aircraft taxiing on the movement area with danger of collision act as follows:
- Head-on: each stops, or where practicable alters course to the right to keep well clear.
- Converging: the one that has the other on its right gives way.
- Overtaking: the overtaken aircraft has right-of-way and the overtaking one keeps well clear.
An aircraft taxiing on the manoeuvring area gives way to aircraft taking off or about to take off.
Holding positions and stop bars
A runway-holding position is a designated position protecting a runway, an obstacle limitation surface or an ILS/MLS critical or sensitive area, where taxiing aircraft and vehicles stop and hold unless the tower authorises otherwise. On the radio it is called the "holding point". Runway-holding positions also exist at aerodromes without ATC, where no tower authorisation is possible.
At a controlled aerodrome, an aircraft taxiing on the manoeuvring area must stop and hold at all runway-holding positions unless the tower has issued an explicit clearance to enter or cross the runway.
An aircraft taxiing on the manoeuvring area must stop and hold at all lighted stop bars, and may proceed, subject to the holding-position rule, when the lights are switched off.
Guidance adds that a lit stop bar must not be crossed.
Describe this figure
The plan shows a runway across the top and a taxiway joining it from below. Across the taxiway are a painted runway-holding position and a row of stop-bar lights, with an aeroplane waiting before them. Captions say "Stop and hold: explicit clearance to enter or cross" and "Lit stop bar: never cross". An inset shows two aeroplanes taxiing head-on; each stops or turns right.
The plan shows a taxiway meeting a runway, with a painted holding position and a stop bar, and the captions "stop and hold: explicit clearance needed to enter or cross" and "lit stop bar: never cross". An inset shows two aircraft taxiing head-on, both stopping or turning right.
On the manoeuvring area the tower controls persons and vehicles as necessary. Emergency vehicles going to an aircraft in distress have priority over all other surface traffic, and other vehicles give way to aircraft landing, taking off or taxiing. Aerodrome markings are taught on page 010-09-03.
Lost on the ground
If you are unsure of your position on the manoeuvring area of an aerodrome with ATS, immediately stop the aircraft and at the same time tell the ATS unit, including your last known position. If you are unsure of your position but aware you are on a runway, immediately tell the ATS unit with your last known position; if a suitable taxiway is nearby, vacate the runway as quickly as possible unless instructed otherwise; then stop.
At an aerodrome with air traffic services: if unsure of your position on the manoeuvring area, stop and tell ATS, with your last known position. If you know you are on a runway: tell ATS, vacate quickly via a suitable nearby taxiway unless instructed otherwise, then stop.
Lights
At night, every aircraft in flight must display anti-collision lights, which attract attention, and navigation lights, which show its relative path to an observer. Other lights likely to be mistaken for these must not be displayed. Anti-collision lights and navigation lights each have a purpose, but SERA gives no colours or angles here, so this page does not either.
At night on the movement area, aircraft moving show navigation lights. Aircraft show lights marking the extremities of their structure as far as practicable, unless stationary and otherwise adequately lit. Aircraft taxiing or being towed show lights to attract attention. Aircraft with engines running show lights that indicate that.
By day, an aircraft in flight that is fitted with anti-collision lights must display them. On the movement area, an aircraft taxiing or towed and fitted with anti-collision lights, or fitted with "engines running" lights, must display them.
The pilot may switch off or reduce the intensity of any flashing lights if they adversely affect the performance of duties or subject an outside observer to harmful dazzle, for example strobes in cloud.
| Situation | At night | By day |
|---|---|---|
| In flight | Anti-collision lights, to attract attention, and navigation lights, to show your path to an observer. No other lights that could be mistaken for them. 3215(a) | Anti-collision lights, if fitted. 3215(c) |
| Taxiing or being towed, on the movement area | Navigation lights while moving; lights marking the extremities of the structure, as far as practicable; lights to attract attention. 3215(b)(1)–(3) | Anti-collision lights, if fitted. 3215(d) |
| Engines running, on the movement area | Lights that show the engines are running. 3215(b)(4) | "Engines running" lights, if fitted. 3215(d) |
| Stationary, on the movement area | Lights marking the extremities of the structure, as far as practicable, unless the aircraft is otherwise adequately lit. 3215(b)(2) | No light requirement listed in SERA.3215. |
| The pilot may switch off or reduce the intensity of any flashing light that hinders the performance of duties or dazzles an outside observer, for example strobes in cloud (SERA.3215(e)). Landing lights and airframe floodlights may be used as well, to make the aircraft more conspicuous (GM1 SERA.3215(a);(b)). | ||
Describe this figure
The table has four rows (in flight, taxiing or towed, engines running, stationary) and columns for night and day. At night, an aircraft in flight shows anti-collision and navigation lights; one taxiing shows navigation, extremity and attention lights; one with engines running shows lights that indicate it; a stationary one shows extremity lights unless otherwise adequately lit. By day, anti-collision or "engines running" lights are shown if fitted, and no light requirement is listed for a stationary aircraft. A footer says flashing lights may be switched off or reduced if they dazzle, and landing lights may be added.
The table has four rows: in flight, taxiing or towed, engines running, and stationary on the movement area. It has two columns, night and day. By day, anti-collision lights and "engines running" lights are required only if fitted, and the stationary row has no day requirement. A footer notes that the pilot may switch off or reduce flashing lights that dazzle, and that landing lights and floodlights may be added for conspicuity.
Which lights your aircraft has, such as strobes, beacon or landing and taxi lights, and how they are switched, is aircraft-specific. The day requirement only applies if the lights are fitted. Check your aircraft's POH/AFM.
Landing lights and airframe floodlights may be used in addition to anti-collision lights to make the aircraft more conspicuous, for example in the circuit and near busy points by day.
Simulated instrument flight
Simulated instrument flight is allowed only if fully functioning dual controls are installed and a qualified safety pilot occupies a control seat, with adequate vision forward and to each side. Alternatively, a competent observer in contact with the safety pilot supplements the view. The safety pilot holds a licence entitling them to act as PIC and is ready to take control at any time.
On and near an aerodrome
On or near an aerodrome, an aircraft must:
- watch other aerodrome traffic to avoid collision;
- conform with or avoid the aerodrome traffic circuit of others;
- make all turns to the left when approaching to land and after take-off, unless otherwise indicated or instructed by ATC (balloons excepted);
- land and take off into wind, unless safety, runway configuration or traffic considerations make another direction preferable.
"Unless otherwise indicated" covers right-hand circuits, which are shown by a ground signal or published for the aerodrome in the AIP or on charts. The right-hand arrow signal is taught on page 010-05-04.
Formation flight
Formation flight is allowed only by pre-arrangement among the pilots-in-command taking part and, in controlled airspace, under conditions set by the competent authority. Those conditions include one PIC designated as flight leader, the formation operating as a single aircraft for navigation and position reporting, and separation within the formation being the responsibility of the flight leader and the other PICs, including during join-up, breakaway and transitions. Another of the conditions, for other than State aircraft, is that each aircraft stays within 1 km (0.5 NM) laterally and longitudinally and 30 m (100 ft) vertically of the flight leader.
Describe this figure
The figure has a top view and a side view of a formation, with the leader inside a dotted box. Dimension lines show 1 km (0.5 NM) in front and to the side, and the same on every side. In the side view they show 30 m (100 ft) above and below the leader. The wingman is inside the box.
The diagram shows the flight leader inside a box of plus and minus 1 km (0.5 NM) lateral and longitudinal and plus and minus 30 m (100 ft) vertical, with the wingman inside it.
Time and flight plans
Coordinated Universal Time (UTC) must be used, expressed in hours and minutes, and seconds when required, of the 24-hour day beginning at midnight. A time check must be obtained before operating a controlled flight and at other times during the flight as necessary. Before an aircraft taxis for take-off, the tower must give the pilot the correct time unless other arrangements exist, and ATS units give the time on request, at least to the nearest minute.
A flight plan must be submitted before operating:
- any flight or portion of a flight to be provided with ATC service;
- any IFR flight in advisory airspace;
- any flight in or into areas or routes designated by the competent authority to facilitate flight information, alerting and search and rescue, or coordination with military units or adjacent States' ATS units, to avoid possible interception for identification;
- any flight across international borders, unless the States concerned prescribe otherwise;
- any flight planned to operate at night, if leaving the vicinity of an aerodrome.
A flight whose flight plan covers the whole flight, or the remaining portion to destination, must make an arrival report at the earliest possible moment after landing to the ATS unit at the arrival aerodrome. It is not required after landing at an aerodrome with ATS if radio communication or visual signals show that the landing was observed. Where there is no ATS unit, report by the quickest means to the nearest ATS unit. Flight plan detail is taught on page 030-11-01, and the alerting service on page 010-07-04.
In the real world
On 25 August 2014, west of Périgueux in France, at about 1 800 ft, a Cessna 172 with three passengers on a sightseeing flight at about 80 kt and a military Alphajet flying at roughly 420 kt in a pair passed within a few metres of each other. Neither crew saw the other early enough. The BEA found that "see and avoid" failed because of the very high closing speed, with the lack of onboard detection equipment as a contributing factor. The Cessna's transponder was on, and its pilot reported that the navigation and strobe lights were on. Right-of-way rules only work if you see the other aircraft in time. Read the BEA report.
Exam traps
"If I have right-of-way I can hold my course whatever happens." You must hold heading and speed, but you are still responsible for avoiding a collision.
"Converging: give way to the aircraft on my left." You give way to the aircraft on your right.
"When overtaking, I have right-of-way because I am faster." The overtaken aircraft has right-of-way. You pass by altering heading to the right, and stay responsible until entirely past and clear.
"A glider must give way to my powered aeroplane." Power-driven heavier-than-air aircraft give way to sailplanes, airships and balloons, and to aircraft seen towing.
"The lower aircraft on final may slip in front." The lower one has priority, but must not cut in front of or overtake an aircraft in the final stages of approach.
Explain it back
You are on a base leg and a sailplane is converging from your left. Behind you on final is a Cessna that is higher than you, while a tug with a glider on tow crosses ahead. Explain in your own words who gives way to whom, and what you would do first.
Self-check
-
Your aeroplane and another power-driven aeroplane are converging at about the same level. The other aeroplane is on your right. What do you do?mcq · easy
Show answer
When converging at about the same level, the aircraft that has the other on its right gives way, so you give way. The first option reverses the rule. The third confuses converging with head-on, where both turn right, not left. The fourth invents a climb rule, and you must not pass over, under or in front of the other aircraft unless you pass well clear.
Reference: SERA.3210(c)(2)
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You are approaching an aircraft from directly behind and slightly to one side, within 70° of its plane of symmetry, and you are faster. Which action is correct?mcq · medium
Show answer
You are overtaking, so the other aircraft has right-of-way. You keep out of the way by altering heading to the right, and you stay responsible until you are entirely past and clear. Passing on the left is wrong for the same reason. Holding course assumes the priority belongs to you. Passing under the other aircraft is not allowed unless you pass well clear, and the right-of-way does not move to you.
Reference: SERA.3210(c)(3); SERA.3210(c)
-
You are in a power-driven aeroplane and see a sailplane converging at about your level. The sailplane is on your left. Who gives way?mcq · medium
Show answer
Power-driven heavier-than-air aircraft give way to sailplanes, whichever side the sailplane is on. The first option applies the geometry only. The second ignores the type rule. The fourth gets the logic backwards: the more manoeuvrable aircraft is the one that gives way.
Reference: SERA.3210(c)(2)(i)
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You are taxiing at a tower-controlled aerodrome and reach a runway-holding position with the stop bar lights switched off. You have no clearance to enter the runway. What do you do?mcq · medium
Show answer
You must stop and hold at all runway-holding positions unless the tower has issued an explicit clearance to enter or cross the runway. Unlit stop bar lights only remove the stop bar, not the holding-position requirement. Crossing because the runway looks empty is not allowed without that clearance. The last option makes the holding position depend on the lights.
Reference: SERA.3210(d)(2); SERA.3210(d)(3)
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You and a friend plan a formation flight of two light aeroplanes, neither a State aircraft. What must be arranged in advance, and how close must each aircraft stay to the flight leader?short · hard
Show answer
Formation flight needs pre-arrangement among the pilots-in-command taking part, and in controlled airspace it also needs conditions set by the competent authority, including a designated flight leader. For other than State aircraft, each aircraft stays within 1 km (0.5 NM) laterally and longitudinally and 30 m (100 ft) vertically of the flight leader. Separation within the formation is the responsibility of the flight leader and the other pilots-in-command.
Reference: SERA.3135(a)-(d)
Key concepts
Written with ASD-STE100 writing principles: short sentences, one topic per sentence, active voice, one word for one meaning.
Right-of-way and collision avoidance
Right-of-way never removes the duty of the pilot-in-command (PIC) to take the action that best avoids a collision. This duty includes following an ACAS resolution advisory.
Rule: SERA.3201
Head-on and converging aircraft
Approaching head-on, each aircraft must alter its heading to the right. Converging at about the same level, the aircraft that has the other on its right gives way. These rules have exceptions: power-driven aircraft give way to airships, sailplanes and balloons, and to aircraft that tow other aircraft or objects.
Rule: SERA.3210(c)(1), (c)(2)
Overtaking
An overtaking aircraft approaches from behind, at an angle of less than 70° to the other aircraft's plane of symmetry. The aircraft being overtaken has right-of-way, and it keeps its heading and speed. The overtaking aircraft must turn right and stays responsible until it is entirely past and clear.
Rule: SERA.3210(a), (c)(3)
Landing and taxiing priority
An aircraft in flight or on the ground gives way to aircraft that land or are in the final stages of an approach. Of two aircraft approaching to land, the higher gives way to the lower. An aircraft taxiing on the manoeuvring area gives way to aircraft that take off or are about to take off.
Rule: SERA.3210(c)(4), (c)(4)(i), (c)(5)
Do not: cut in front of, or overtake, an aircraft in its final approach.
Congested areas and minimum heights
Over congested areas and open-air assemblies of persons, an aircraft must fly high enough to land in an emergency without undue hazard on the surface. The exceptions are take-off, landing, and a permission from the competent authority. The VFR minimum heights apply in addition to this requirement.
Rule: SERA.3105; SERA.5005(f)
Runway-holding positions, stop bars and lost on the aerodrome
At a controlled aerodrome, a taxiing aircraft must stop and hold at every runway-holding position without an explicit runway clearance.
Do not: cross a lit stop bar.
Do: if you are unsure of position on the manoeuvring area, stop at once and tell ATS the last known position.
Do: if you are on a runway and unsure of position, tell ATS, vacate if a taxiway is near, then stop.
Rule: SERA.3210(d)(2), (d)(3); SERA.3212(a), (b)
Lights at night and by day
At night, every aircraft in flight must display anti-collision lights and navigation lights. By day, an aircraft in flight that has anti-collision lights must display them.
Rule: SERA.3215(a), (c), (d)
Do not: display other lights that are likely to be mistaken for these lights.
Aerodrome traffic circuit
Near an aerodrome, an aircraft must watch other aerodrome traffic and conform with, or avoid, the aerodrome traffic circuit. An aircraft must make all turns to the left after take-off and on approach to land, unless otherwise indicated or instructed by ATC. Each take-off and each landing must be into wind, unless safety, runway configuration or traffic make another direction preferable.
Rule: SERA.3225(a)–(d)
Flashcards
Print them: A6 landscape cards (PDF, front and back) · 4 cards per A4 landscape sheet (PDF, cut lines) · Key figures deck (PDF, 4 figures)
Print double-sided, flip on the short edge.
010-05-02-01Does having right-of-way remove the duty to avoid a collision?
No. The PIC must still take the action that best avoids a collision, including following an ACAS resolution advisory.
010-05-02-02Two aircraft approach head-on. What does each one do?
Each aircraft alters its heading to the right.
010-05-02-03Two aircraft converge at about the same level. Who gives way?
The aircraft that has the other on its right.
010-05-02-04Does a power-driven aeroplane give way to a sailplane?
Yes. Power-driven aircraft give way to airships, sailplanes and balloons, and to aircraft that tow other aircraft or objects.
010-05-02-05What angle from the rear defines an overtaking aircraft?
Less than 70°, measured from the other aircraft's plane of symmetry.
010-05-02-06When overtaking, who has right-of-way and what must it keep?
The overtaken aircraft. It keeps its heading and speed. The overtaking aircraft turns right.
010-05-02-07Does an aircraft in flight give way to an aircraft that is landing?
Yes. An aircraft in flight or on the ground gives way to an aircraft landing or in the final stages of an approach.
010-05-02-08Two aircraft approach to land. What happens?
The higher gives way to the lower. Do not cut in front of, or overtake, an aircraft in its final approach.
010-05-02-09Who gives way to an aircraft that is taking off?
An aircraft taxiing on the manoeuvring area.
010-05-02-10At a controlled aerodrome, when may a taxiing aircraft enter or cross a runway?
Only with an explicit clearance from the tower. Otherwise, stop and hold at every runway-holding position.
010-05-02-11Can you cross a lit stop bar?
No. Stop and hold at a lit stop bar. Proceed only when its lights are switched off, and with any clearance that applies.
010-05-02-12Unsure of position on the manoeuvring area. What do you do?
Stop at once and tell ATS, with the last known position.
010-05-02-13Unsure of position on a runway. What is the order of actions?
1 Tell ATS, with the last known position. 2 Vacate if a suitable taxiway is nearby. 3 Stop.
010-05-02-14What lights must an aircraft in flight display at night?
Anti-collision lights and navigation lights. Do not display other lights that could be mistaken for them.
010-05-02-15What must an aircraft in flight display by day?
Its anti-collision lights, if it is fitted with them.
010-05-02-16Near an aerodrome, which way must you turn after take-off and on approach to land?
To the left, unless otherwise indicated or instructed by ATC. Balloons are excepted.
010-05-02-17Which direction must take-off and landing use at an aerodrome?
Into wind, unless safety, runway configuration or traffic make another direction preferable.
010-05-02-18What height must an aircraft keep over a congested area or an open-air assembly of persons?
High enough to land in an emergency without undue hazard on the surface. The VFR minimum heights apply in addition.
010-05-02-19For formation flight in controlled airspace, other than State aircraft, what are the maximum distances from the leader?
One of the conditions, the distances are 1 km (0.5 NM) laterally and longitudinally, and 30 m (100 ft) vertically.
010-05-02-20What is the precision of an ATS time check?
At least to the nearest minute.
Sources
- Commission Implementing Regulation (EU) No 923/2012 (SERA): Article 2; SERA.3101; SERA.3105; SERA.3110; SERA.3115; SERA.3120; SERA.3125; SERA.3130; SERA.3135; SERA.3140; SERA.3145; SERA.3201; SERA.3205; SERA.3210; SERA.3212; SERA.3215; SERA.3220; SERA.3225; SERA.3230; SERA.3401; SERA.4001; SERA.4020; SERA.5005; SERA.5015; GM1 SERA.3105; GM2 SERA.3105; GM3 SERA.3105; GM1 SERA.3201; GM1 SERA.3210; GM1 SERA.3215; GM1 SERA.3220; GM1 SERA.3401; Appendix 1; Appendix 2 — via EASA Easy Access Rules for Standardised European Rules of the Air (SERA), August 2025, with the related AMC/GM.
- BEA, serious incident: near-collision between a Cessna 172 (F-HPGX) and an Alphajet west of Périgueux, 25 August 2014 (report F-GX140825, October 2015): bea.aero.
This page is educational. It does not replace instruction at your ATO or your aircraft's POH/AFM. Rules change: check the regulation in force.