Air Law

At ATPL level, air law is about commanding a transport aircraft within an airline: the ATPL itself, the operator's approvals, special operations such as RVSM, PBN and EDTO, and the international conventions that define the commander's authority and the airline's liability.

1. The airline transport pilot licence

The ATPL allows you to be pilot-in-command of multi-pilot aircraft in commercial air transport. Typical EASA ATPL(A) requirements:

• Minimum age 21, a Class 1 medical, a CPL with instrument rating and multi-crew co-operation training.
• At least 1,500 hours of flight time, including 500 hours in multi-pilot operations, 500 hours as PIC (or PIC under supervision), 200 hours cross-country, 75 hours of instrument time and 100 hours at night.
• The ATPL theory exams (14 subjects in the EASA system) and a skill test on a multi-pilot aircraft.

Many pilots pass the ATPL theory early and hold a "frozen ATPL" as first officers until they have the hours.

2. The commander

• The commander is responsible for the safety of the aircraft, the crew, the passengers and the cargo, and has the final authority over the conduct of the flight.
• The commander may deviate from rules, procedures and ATC instructions in an emergency when safety requires it – and must report it afterwards.
• Under the Tokyo Convention (1963), the commander may restrain a person who endangers the flight or good order on board, disembark them and hand them to the authorities, and may ask crew and passengers for help. The commander is not liable for actions taken in good faith.

3. International conventions

Convention	Subject
Chicago (1944)	ICAO, sovereignty, the Annexes
Tokyo (1963)	Offences on board, commander's powers
The Hague (1970)	Unlawful seizure of aircraft (hijacking)
Montreal (1971)	Unlawful acts against the safety of civil aviation (sabotage)
Montreal (1999)	Airline liability to passengers and for baggage and cargo, replacing the Warsaw system
Rome (1952)	Damage caused to third parties on the ground

4. Operator approvals

• The AOC and its operations specifications define what the airline may do.
• Specific approvals are needed for special operations: low-visibility operations (CAT II/III, LVTO), RVSM, PBN (RNP AR), EDTO/ETOPS, dangerous goods, and electronic flight bags.
• The operator's safety management system (SMS, Annex 19) identifies hazards and manages risk, supported by occurrence reporting and flight data monitoring.
• Continuing airworthiness: an approved maintenance organisation keeps the aircraft airworthy; the certificate of release to service confirms that maintenance was done.

5. RVSM

Reduced vertical separation minimum airspace between FL290 and FL410 uses 1,000 ft vertical separation instead of 2,000 ft, giving more usable levels. Requirements:

• An RVSM-approved aircraft and operator.
• Two independent altimetry systems, an altitude alerting system, an automatic altitude-keeping system (autopilot) and an altitude-reporting transponder.
• The two primary altimeters should agree within 200 ft; any failure of the required equipment must be reported to ATC, which may then apply 2,000 ft separation.

6. Extended diversion time operations (EDTO / ETOPS)

Twin-engine aircraft flying further than a set time from an adequate airport (usually 60 minutes at the one-engine-inoperative speed) need an EDTO approval, such as 120, 180 or more minutes. The approval covers the aircraft's reliability, maintenance, crew training, en-route alternates with suitable weather, and fuel planning for a depressurisation or engine failure at the critical point.

7. Airspace and ATS

• Flight information regions (FIRs) divide the world's airspace; each state provides ATS in its FIRs. The Levant FIRs include Amman (OJAC), Damascus (OSTT), Beirut (OLBB) and Baghdad (ORBB).
• Separation standards: typically 5 NM radar separation en route (3 NM near airports), 1,000 ft vertical below FL290 and in RVSM, 2,000 ft above FL410.
• Air traffic flow management issues slots (CTOT – calculated take-off time) to match traffic to capacity.

8. Security and dangerous goods

• The flight-deck door is locked in flight; access follows the operator's security procedures.
• Unlawful interference: squawk 7500 if possible, follow the security procedures and do not compromise the safety of the flight.
• Dangerous goods are carried only under the ICAO Technical Instructions; the NOTOC tells the commander what and where they are. Undeclared items such as lithium batteries cause many incidents – cabin crew and pilots follow fire procedures for them.

Flying it at Levant

Long Levant flights cross several FIRs and RVSM airspace – check that you fly the right levels (odd or even by direction in the RVSM band), and on twin-engine long-haul routes look at the en-route alternates on the OFP. On IVAO, follow the FIR's published procedures and the controller's instructions as you would in real airline operations.

Check yourself

1. How many hours of flight time does an ATPL(A) require? At least 1,500 hours.
2. Which convention covers offences committed on board? The Tokyo Convention (1963).
3. Between which levels does RVSM apply? FL290 to FL410.
4. What equipment does RVSM require? Two independent altimeters, altitude alerting, an autopilot with altitude hold and an altitude-reporting transponder.
5. What does a CTOT tell you? The calculated take-off time given by flow management.

Simulation training material summarising ICAO and EASA rules. Real-world operations follow the current regulations of the authority concerned.