010-VAR-Operations-of-Aircraft CAAV
010-VAR-Operations-of-Aircraft CAAV
010-VAR-Operations-of-Aircraft CAAV
Part 10
Operations of Aircraft
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Appendices .......................................................................................................................................... 63
Appendix 1 to 10.023: Inoperative Instruments & Equipment ............................................................. 63
Appendix 1 to 10.033: Contents of Journey Log ................................................................................... 63
Appendix 1 to 10.068: ACAS II Training ................................................................................................. 63
Appendix 1 to 10.075: Logging of Flight Time ...................................................................................... 64
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Attachments ....................................................................................................................................... 75
Attachment 1 to Part 10: Summary of Amendments ............................................................................. 75
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Vietnam Aviation Regulations Part 10
SUBPART A: GENERAL
10.001 APPLICABILITY
(a) This Part prescribes the requirements of Vietnam for:
(1) Operations conducted by airman certified in Vietnam while operating aircraft registered in Vietnam.
(2) Operations of foreign registered aircraft by Vietnam AOC holders.
(3) Operations of aircraft within Vietnam by airman or AOC holders of a foreign State.
(b) This Part is applicable to operators of aircraft in:
(1) Aerial work;
(2) Commercial air transport; or
(3) General Aviation.
(c) This Part is applicable to pilots and other persons performing duties required by these regulations.
2:2.1.1 (d) For operations outside of Vietnam, all Vietnam pilots and operators shall comply with these requirements
unless compliance would result in a violation of the laws of the foreign State in which the operation is
conducted.
(e) Where the a particular requirement is applicable only to a particular segment of aviation operations, it will
be identified by a reference to those particular operations, such as “commercial air transport” or “turbo-jet
aeroplanes.”
10.003 DEFINITIONS
(a) All definitions applicable to this Part are contained in Part 1 (Appendix 1 to 1.007) of these regulations.
10.005 ACRONYMS
(a) The meanings of acronyms in this Part are contained in Part 1 (Appendix 1 to 1.008) of these regulations.
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(d) An aircraft with inoperative required instruments or equipment may be operated only under a Special Flight
Permit issued by the CAAV under Part 4.
See Appendix 1 to 10.023 for specific limitation on inoperative instruments and equipment.
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(b) A pilot may not act as PIC of an aircraft that is carrying another person, or is operated for remuneration or
hire, unless that pilot holds a category, class, and type rating (if a class and type rating is required) that
applies to the aircraft.
10.060 WHEN AIRCRAFT TYPE RATING IS REQUIRED
(a) Except as provided in paragraph (b), no person may operate any of the following civil aircraft as PIC unless
that person's licence has been endorsed for the aircraft type:
(1) Large aircraft, other than airships.
(2) Turbine-engined aeroplanes.
(3) Helicopters and powered-lift;
(4) Aircraft certificated for operation with a minimum crew of at least two pilots.
(5) Any aircraft considered necessary by the CAAV.
(b) CAAV may give a special authorization in writing to authorise a pilot to operate an aircraft requiring a class
and/or type rating in place of issuing that rating in accordance with this Part provided:
(1) CAAV has determined that an equivalent level of safety can be achieved through the operating
limitations on the authorisation;
(2) The applicant shows that compliance with this Section or Part 7 is impracticable for the flight or series
of flights;
(3) The operations:
(i) Are for the purpose of training, testing or specific special purpose non-revenue, non-passenger
carrying flight (e.g. ferry flight);
(ii) Are within Vietnam, unless, by previous agreement with the appropriate civil authorities, the
aircraft is flown to an adjacent State for maintenance;
(iii) Are not for compensation or hire unless the compensation or hire involves payment for the use
of the aircraft for training or taking a skill or proficiency test; and
(iv) Involve only the carriage of flight crew members considered essential for the flight.
(4) The authorization is limited in validity to the time need to complete the specific flight or series of flights.
10.063 INSTRUMENT RATING REQUIRED
(a) No person may operate a civil aircraft as the PIC in the following situations unless that person's pilot licence
has been endorsed with an instrument or airline transport pilot (not limited to VFR) rating for the category,
class and, if required, type of aircraft:
(1) In flight conditions where the proximity to clouds and minimum visibility is less than those prescribed
for VFR (Visual Flight Rules),
(2) In IMC (instrument meteorological conditions);
(3) On an ATS clearance for operations in IFR (Instrument Flight Rules); or
(4) Conducting Special VFR Operations at night in Class G airspace.
(b) No person may perform the duties of a co-pilot in any of the situations described in paragraph (a) when an
co-pilot is required, unless that person's pilot licence has been endorsed with an instrument rating for the
category of aircraft.
10.065 SPECIAL AUTHORISATION REQUIRED FOR CATEGORY II/III OPERATIONS
(a) Except as shown in paragraph (b), no person may act as a pilot crew member of a civil aircraft in a
Category II/III operation unless:
(1) In the case of a PIC, he or she holds a current Category II or III letter of authorisation for that type
aircraft.
(2) In the case of an co-pilot, he or she is authorised by the State of Registry to act as co-pilot in that
aircraft in Category II/III operations.
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(b) A letter of authorisation is not required for individual pilots of an AOC holder that has operations
specifications approving Category II or III operations, however, all pilots shall meet the appropriate
qualifications for operations of Category II or III.
10.067 ADDITIONAL TRAINING REQUIREMENTS FOR PILOT IN COMMAND
(a) Complex Aircraft. No person may act as PIC of a complex aeroplane, high-performance aeroplane, or a
pressurised aircraft capable of flight above 7500 m (25,000 ft) MSL, or an aircraft that the CAAV has
determined requires aircraft type-specific training, unless the person has:
(1) Received and logged ground and flight training from an authorised instructor in the applicable
aeroplane type, or in an approved flight simulator or approved flight training device that is
representative of that, and has been found proficient in the operation and systems of that aeroplane;
and
(2) Received a one-time endorsement in the pilot’s logbook from an authorised instructor who certifies the
person is proficient to operate that aircraft.
(b) Additional training required for operating tail wheel aeroplanes. No person may act as PIC of a tail wheel
aeroplane unless that person has:
(1) Received and logged flight training from an authorised instructor in a tail wheel aeroplane on the
manoeuvres and procedures prescribed in paragraph (b)(2), and
(2) Received an endorsement in the person’s logbook from an authorised instructor who found the person
proficient in the operation of a tail wheel aeroplane, to include at least normal and crosswind takeoffs
and landings, wheel landings (unless the manufacturer has recommended against such landings),
and go-around procedures.
10.068 SPECIAL TRAINING REQUIREMENTS
(a) The pilot-in-command of an aeroplane equipped with an airborne collision avoidance system (ACAS II) 6-II:2.7.2.2
shall ensure that each flight crew member has been appropriately trained to competency in the use of 6-II:3.9.4.1.2
(a) Each person shall enter the following information for each flight or lesson logged:
(1) General:
(i) Date.
(ii) Total flight time.
(iii) Location where the aircraft departed and arrived, or for lessons in an approved flight simulator
or an approved flight training device, the location where the lesson occurred.
(iv) Type and identification of aircraft, approved flight simulator, or approved flight training device,
as appropriate.
(v) The name of a safety pilot, if required.
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(c) No person may act as PIC for an aeroplane subject to Part 23 of these regulations unless, with the previous 6-II:3.9.4.4
7 calender months, they have completed an instrument proficiency check acceptable to the CAAV.
10.083 PILOT CURRENCY: GENERAL AVIATION OPERATIONS 1:1.2.5.1
(a) No person may act as pilot of an aircraft type certified for more than one pilot or subject to the applicability 1:1.2.5.1
of Part 23 unless, since the beginning of the preceding 12 calendar months, he or she has passed a 6-II:3.9.4.4
prescribed proficiency check in the specific type of aircraft with an authorised representative of the CAAV..
(b) No person may act as PIC of an aircraft type certified for a single pilot unless, since the beginning of the 24
calendar months, he or she has passed a flight review with an authorised representative of the CAAV.
(c) The proficiency check shall include the maneuvers and procedures listed in the appropriate Skill Test
Standards prescribed by the CAAV.
Note: Section 10.083 does not apply to pilots engaged in commercial air transport operations.
Those requirements are outlined in Part 14.
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(b) A private pilot may not act as a required crew member of an aircraft carrying passengers or property for 1:R2.1.8.2
compensation or hire or for the purpose of flight instruction. 1:2.3.2.1
1:2.7.2.1
(c) A private pilot may act as a required crew member of an aircraft in connection with any business or
employment if the:
(1) Pilot holds the required category, class and type ratings;
(2) Flight is only incidental to that business or employment; and
(3) Flight is not for commercial air transport purposes as defined by these regulations.
(d) A private pilot may receive remuneration or valuable consideration for only the sharing of expenses for a
flight, provided that a private pilot may not pay less than the pro-rata share of the operating expenses of a
flight with passengers, provided the expenses involve only fuel, oil, aerodrome expenditures, or rental fees.
(e) Before exercising the private pilot privileges at night, the licence holder shall have received dual instruction
in aircraft within the appropriate category of aircraft in night flying, including take-off, landing and
navigation.
(f) A private pilot with a glider category rating may serve as the PIC:
(1) If the license holder has documented operational experience in the launching method used; and
(2) If passengers are to be carried, a minimum of 10 hours of total flight time as the pilot of a glider.
(g) A private pilot with a lighter-than-air category rating may serve as PIC only on the type (gas or hot-air) of
balloon for which he has documented operational experience.
10.100 STUDENT PILOT: GENERAL LIMITATIONS
(a) A student pilot may not act as PIC of an aircraft:
(1) That is carrying a passenger;
(2) That is carrying property for compensation or hire
(3) That is operated for compensation or hire;
(4) In furtherance of a business;
(5) On an international flight, unless by special or general arrangement between the States concerned;
(6) With a flight or surface visibility of less than 9 km (5 sm) during daylight hours;
(7) When the flight cannot be made with visual reference to the surface; or
(8) In a manner contrary to any limitations placed in the pilot’s logbook by an authorised instructor.
(b) A student pilot may not act as a required pilot flight crew member on any aircraft for which more than one
pilot is required by the aircraft type certificate or by the Part under which the flight is conducted, except
when receiving flight training from an authorised instructor on board an airship, and no person other than a
required flight crew member is carried on the aircraft.
10.103 STUDENT PILOT SOLO FLIGHT LIMITATIONS
(a) A student pilot may not operate an aircraft in solo flight unless that pilot has been trained and satisfactorily
demonstrated the knowledge and proficiency requirements of:
(1) Section 7.177 for solo flight; and
(2) For solo cross-country flights, Section 7.179, and
(3) Been so endorsed in his or her logbook by a flight instructor.
(b) A student pilot may not operate an aircraft in solo flight unless that student pilot has received within the 90
calendar days preceding the date of the flight an endorsement from an authorised instructor for the specific
make and model aircraft to be flown made:
(1) On his or her student pilot licence; and
(2) In the student’s logbook.
(c) A student pilot may not operate an aircraft in solo flight at night.
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(d) A student pilot may not operate an aircraft in solo cross-country flights of more than 40 km (25 sm) unless
the flight planning has been reviewed by a flight instructor and pilot’s logbook has been endorsed by the
instructor for the flight(s) as provided in Section 7.179.
10.105 FLIGHT INSTRUCTOR PRIVILEGES & LIMITATIONS
(a) A flight instructor is authorised within the limitations of that person’s flight instructor licence and ratings, and
pilot licence and ratings, to give training and endorsements that are required for, and relate to:
(1) A student pilot licence, including the supervision of solo flights;
(2) A pilot licence;
(3) A flight instructor licence;
(4) A ground instructor licence;
(5) An aircraft category, class or type rating;
(6) An instrument rating;
(7) A flight review, operating privilege, or recency of experience requirement;
(8) A skill test; and
(9) A knowledge test.
Note 1: See Appendix 1 to 10.105 for the record keeping requirements to be followed by flight
instructors.
Note 2: See Appendix 2 to 10.105 for the limitations imposed on flight instructors.
(b) Except as provided in this Section, no person other than the holder of a flight instructor licence with
appropriate rating may:
(1) Give training required to qualify a person for solo flight and solo cross-country flight;
(2) Endorse an applicant for a pilot, flight instructor, or ground instructor licence or rating issued under
this part;
(3) Endorse a pilot logbook to show training given; or
(4) Endorse a student pilot licence and logbook for solo operating privileges.
(c) Provided that the flight instructor
(1) Holds at least the licence and rating for which instruction is being given, in the appropriate aircraft
category;
(2) Holds the licence and rating necessary to act as the pilot-in-command of the aircraft on which the
instruction is given; and
(3) Has the authorization of the CAAV as either:
(i) A valid flight instructor license; or
(ii) An endorsement of flight instructor privileges entered on the holder’s pilot licence.
(d) In order to carry out instruction for the multi-crew pilot licence, the flight instructor shall have also met all the
instructor qualification requirements.
(e) The following license holders shall not give flight instruction unless their license is endorsed by the CAAV
for this purpose:
(1) The holder of a commercial pilot licence with a lighter-than-air rating, provided the training is given in
a lighter-than-air aircraft;
1:2.1.8.1 (2) The holder of an airline transport pilot licence with appropriate ratings, provided the training is
conducted in accordance with an approved training programme approved under Part 14;
1:2.1.8.1 (3) A person who is qualified in accordance with Part 9, provided the training is conducted in accordance
with an approved training programme; or
(4) The holder of a ground instructor licence in accordance with the privileges of the licence.
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(2) The aircraft is ready to move for the purpose of taking off until the moment if finally comes to rest at the
end of the flight with the primary propulsion units shut down and any propellers or rotor blades have
stopped turning.
(b) The PIC of an aircraft shall have final authority as to the operation of the aircraft while he or she is in 2:2.4
command.
(c) The PIC of an aircraft shall, whether manipulating the controls or not, be responsible for the operation of the 2:2.3.1
aircraft in accordance with the rules of the air, except that the PIC may depart from these rules in
emergency circumstances that render such departure absolutely necessary in the interests of safety.
(d) Nothing in these regulations shall relieve the pilot-in-command of an aircraft from the responsibility of taking
such action, including collision avoidance manoeuvres based on resolution advisories provided by ACAS
equipment, as will best avert collision
10.113 DESIGNATION & ASSIGNMENT OF CREW MEMBERS
Pilot in Command
(a) The PIC shall be designated, in writing or computer assignment, by: 6-I:4.2.10.1
(1) AOC holders for commercial air transport operations; 6-II:3.9.1.1
6-IIIA:2.2.9.1
(2) Aerial work operators; and
(3) Operators subject to the requirements of Part 23 of these regulations.
Other Flight Crew Members
(b) The PIC shall ensure that qualified flight crew members are assigned to each required flight crew position
and are at their station before initiating the pre-start checklists.
Cabin Crew Members
(c) The PIC shall ensure that qualified cabin crew members are assigned to each required cabin crew position
and are at their station before initiating the pre-start checklists, but may delegate that responsibility to the
senior cabin crew member where more than 2 cabin crew members are required.
Operator Responsibilty
(d) No operator may assign a crew member that is not qualified to perform the necessary duties and functions
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(b) Each flight crew member shall remain at his or her station during all other phases of flight unless:
(1) Absence is necessary for the performance of his or her duties in connection with the operation; 6-I:4.4.4.2
6-II:4.15.2
(2) Absence is necessary for physiological needs, provided one qualified pilot remains at the controls at 6-IIIA:2.4.4.2
all times; or 6-IIIB:2.15.2
(3) The crew member is taking a rest period and a qualified relief crew member replaces him or her at the
duty station.
Note: See Appendix 1 to 10.125 for specific requirement pertaining to qualified relief crew
members.
(b) Each pilot crew member shall have at his or her station an aircraft checklist containing at least the pre-
takeoff, after takeoff, before landing and emergency procedures.
(c) Each pilot crew member shall have at his or her station current and suitable charts to cover the route of the
proposed flight and any route along which it is reasonable to expect that the flight may be diverted.
(d) Each pilot crew member wearing sunglasses will ensure that any sunglasses worn during the exercise of 1:R6.2.4.3.1
airman privileges are non-polarizing and of a neutral gray tint.
10.130 REQUIRED CORRECTIVE LENSES
(a) Each flight crew member assessed as fit to exercise the privileges of a licence subject to the use of suitable 1:6.3.3.2
correcting lenses, shall use those lenses or have them immediately available when performing as a 1:6.4.3.2
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(c) If near correction for distances other than those tested for the medical certificate are necessary for visual
flight deck tasks relevant to the types of aircraft in which the applicant is likely to function, the applicant shall
obtain and use such lenses in the medical evaluation.
10.133 COMPLIANCE WITH CHECKLISTS
6-I:4.5.2 (a) The PIC and the operator shall ensure that the flight crew:
6-II:3.4.2.5
6-II:3.4.5.1 (1) Has checklists for each phase of flight and emergencies available in the cockpit;
6-IIIA:2.5.2 (2) Uses these checklists prior to, during and after each phase of flight and emergencies;
(3) Complies with the approved checklist procedures in detail when operating the aircraft.
6-I:4.2.5 (b) All members of the flight crew shall use the checklists prior to, during and after all phases of operations and
6-IIIA:2.2.5
in an emergency to ensure compliance with the:
(1) operating procedures contained in the aircraft operating manual; and
(2) the flight manual; or
(3) other documents associated with the certificate of airworthiness; and
(4) otherwise in the operations manual.
(c) The design and utilization of checklists shall observe Human Factors principles.
10.135 SEARCH & RESCUE INFORMATION
6-I:3.1.7 (a) For all international flights, the PIC shall have on board the aircraft essential information concerning the
6-II:R3.5
6-IIIA:1.1.6 search and rescue services in the areas over which they intend to operate the aircraft.
6-II:2.1.1.3
6-IIIB:R1.5 (a) Operators subject to the requirements of Parts 12 or 23 of these regulations shall ensure that the pilot-in-
6-II:3.3.1.3
command has available on board the aeroplane all the essential information concerning the search and
rescue services in the area over which the aeroplane will be flown.
(b) This information shall contain the air-ground signals for search and rescue.
10.137 PRODUCTION OF AIRCRAFT & FLIGHT DOCUMENTATION
(a) The PIC shall, within a reasonable time of being requested to do so by a person authorised by the CAAV,
produce to that person the documentation required to be carried on the aircraft.
10.140 LOCKING OF FLIGHT DECK COMPARTMENT DOOR: COMMERCIAL AIR TRANSPORT
6-I:13.2.3 (a) The PIC shall ensure that the flight deck compartment door (if installed) is locked during passenger-
carrying commercial air transport operations from the time all external doors are closed following
embarkation until any such door is opened for disembarkation except when necessary to permit access and
egress by authorised persons and to provide for emergency evacuation.
(b) No person shall unlock the flight deck compartment door in flight unless they have used the means of
monitoring the door area to identify persons requesting entry.
10.143 ADMISSION TO THE FLIGHT DECK: COMMERCIAL AIR TRANSPORT
(a) No person may admit any person to the flight deck of an aircraft engaged in commercial air transport
operations unless the person being admitted is:
(1) An operating crew member;
(2) A representative of the authority responsible for certification, licencing or inspection, if this is required
for the performance of his or her official duties; or
(3) Permitted by and carried out in accordance with instructions contained in the Operations Manual.
(b) The PIC shall ensure that:
(1) In the interest of safety, admission on the flight deck does not cause distraction and/or interference
with the flight’s operations; and
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(2) All persons carried on the flight deck are made familiar with the relevant safety procedures.
10.145 ADMISSION OF INSPECTOR TO THE FLIGHT DECK
(a) Whenever, in performing the duties of conducting an inspection, an inspector from the CAAV presents an
Aviation Safety Inspector’s Credential issued by the CAAV to the PIC, the PIC shall give the inspector free
and uninterrupted access to the flight deck of the aircraft.
10.147 DUTIES DURING CRITICAL PHASES OF FLIGHT: COMMERCIAL AIR TRANSPORT
(a) No flight crew member may perform any duties during a critical phase of flight except those required for the
safe operation of the aircraft.
(b) No PIC may permit a flight crew member to engage in any activity during a critical phase of flight which
could distract or interfere with the performance of their assigned duties.
10.150 FLIGHT DECK COMMUNICATIONS
(a) Each required flight crew member shall use a boom or throat microphone to communicate with each other 6-II:R6.20
and air traffic service below the transition area or 3,000 m (10,000 ft), whichever is lower. 6-IIIA:4.16
6-IIIB:R4.12
10.153 MANIPULATION OF THE CONTROLS: COMMERCIAL AIR TRANSPORT
(a) No PIC may allow an unqualified person to manipulate the controls of an aircraft during commercial air
transport operations.
(b) No person may manipulate the controls of an aircraft during commercial air transport operations unless he
or she is qualified to perform the applicable crew member functions and is authorised by the AOC holder.
10.155 RESPONSIBILITY FOR REQUIRED DOCUMENTS
(a) The PIC shall ensure that all documents required for the specific flight operations by Section 10.050, 6-I:4.5.5
10.051 and/or 10.055 are carried on board the aircraft. 6-IIIA:2.5.5
(b) For all international flights, the PIC shall ensure the completion of: 6-I
6-II:2.8.2.1
(1) Journey log book, including the particulars of the each journey; and 6-II:3.4.5.4
(2) General declaration and its safekeeping and delivery.
10.157 COMPLETION OF THE AIRCRAFT TECHNICAL LOGBOOK: COMMERCIAL AIR
TRANSPORT
(a) The PIC shall ensure that all portions of the technical logbook are completed at the appropriate points
before, during and after flight operations.
10.160 REPORTING MECHANICAL IRREGULARITIES
(a) The PIC shall ensure that all known or suspected defects to the aircraft occurring during flight time are: 6-I:4.5.4
6-IIIA:2.5.4
(1) For general aviation operations, entered in the aircraft logbook and disposed of in accordance with the
MEL or other approved or prescribed procedure.
(2) For commercial air transport operations and aerial work operations, entered in the aircraft
maintenance records section of the technical log of the aircraft at the appropriate points before, during
and at the end of that flight time.
(b) No person may allow or participate in the operation of an aircraft unless these defects are properly
corrected or deferred in accordance with an approved MEL or Manufacturer’s technical data prior to the
flight.
10.163 REPORTING OF FACILITY & NAVIGATION AIR INADEQUACIES
(a) Each crew member shall report, without delay, any inadequacy or irregularity of a facility or navigational aid 6-I:4.1.2
observed in the course of operations to the person responsible for that facility or navigational aid. 6-IIIA:2.1.2
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(b) The operator shall ensure that any inadequacy of facilities observed in the course of operations is reported
to the authority responsible for those facilities, without undue delay.
10.165 REPORTING OF WEATHER & HAZARDOUS CONDITIONS
OPS 4.271
3:5.1 (a) The flight crews should record and report on routine meteorological observation during departure and en-
3:5.2 route and climb-out phases of the flight and special and other non-routine observations during any phase of
the flight.
(b) When making a meteorological report in flight, a pilot should follow the procedures for recording and
reporting such observations in a consistent manner.
6-I:4.4.3 (c) The PIC shall report to the appropriate ATC facility, without delay and with enough detail to be pertinent to
6-II:R4.12-13
the safety of other aircraft, any hazardous flight conditions encountered en route, including those
6-IIIA:2.4.3
6-IIIB:R2.12-13 associated with:
(1) Meteorological conditions;
OPS 4.273 (2) Volcanic activity; and
3:5.9
(3) Any other report prescribed by the CAAV.
10.167 REPORTING OF INCIDENTS
(a) PIC of a commercial air transport operation with a maximum gross weight of up to 5700 kg, or helicopter up
to 3180 kg must submit incidents and accidents report according to prescribed in Annex 01 and 04 to
Decree 75/2007/ND-CP on May 09th, 2007 of the Government for investigation of civil aircraft's incidents
and accidents; and
(b) Air traffic report. The PIC shall submit, without delay, an air traffic incident report whenever an aircraft in
flight has been endangered by:
(1) A near collision with another aircraft or object;
(2) Faulty air traffic procedures or lack of compliance with applicable procedures by ATC or by the flight
crew;
(3) A failure of ATC facilities;.
(c) Birds. In the event a bird constitutes an in-flight hazard or an actual bird strike the PIC shall, without delay:
(1) Inform the appropriate ground station whenever a potential bird hazard is observed; and
(2) Submit a written bird strike report after landing.
(d) Unlawful Interference. The PIC shall submit a report to the local authorities and to the CAAV, without delay,
following an act of unlawful interference with the crew members on board an aircraft.
(e) Voluntary Incident Report. All crew members should report incidents that occur during flight operations that,
in their estimation, were potentially hazardous.
10.169 DANGEROUS GOODS INCIDENT OR ACCIDENT
(a) The PIC shall inform the appropriate ATC facility, if the situation permits, when an in-flight emergency
occurs, involving dangerous goods on board.
(b) An PIC who is involved in a dangerous goods incident and/or accident must provide the CAAV all the
necessary information to allow the CAAV take necessary accident mitigation action.
(c) A written report shall be prepared and sent by the operator (or his authorized representative) to the CAAV
within 24 hours of the occurrence.
10.170 ACCIDENT NOTIFICATION
(a) The PIC shall notify the nearest appropriate authority, by the quickest available means, of any accident
involving his or her aircraft that results in serious injury or death of any person, or substantial damage to the
aircraft or property.
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(b) The PIC shall submit a report to the CAAV of any accident which occurred while he or she was responsible
for the flight.
(c) In the event that the pilot is incapacitated, the operator of the aircraft shall make this accident notification
and complete the accident report.
10.173 OPERATION OF FLIGHT DECK VOICE & FLIGHT DATA RECORDERS
(a) The PIC shall ensure that whenever an aircraft has flight recorders installed, those recorders are operated
continuously from the instant:
(1) For a flight data recorder, the aircraft begins its takeoff roll until it has completed the landing roll, and
(2) For a flight deck voice recorder, the initiation of the pre-start checklist until the end of the securing
aircraft checklist.
(b) The PIC may not permit a flight data recorder or flight deck voice recorder to be disabled, switched off or 6-I:6.3.11.1
erased during flight, unless necessary to preserve the data for an accident or incident investigation. 6-II:6.10.7.2
(c) In event of an accident or incident, the PIC shall act to preserve the flight recorder records and recorded 6-I:6.3.11.8
data and ensure their retention in safe custody pending their disposition as determined by the investigating 6-IIIB:4.9.7.2
Authority.
(d) The flight recorders shall not be reactivated before their disposition is determined by the investigating 6-II:6.10.7.2
Authority. 6-IIIB:4.9.7.2
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(b) Helicopters. Unless specifically authorised by the CAAV, no person will allow a helicopter to be refuelled 6-IIIA:R2.3.7
when: 6-IIIB:R2.18.1-2
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(d) All carry-on baggage is adequately and securely stowed for takeoff and landing.
(e) All cargo carried in the passenger cabin is restrained through the use of straps or nets attached to the
airframe.
(f) All crew members understand and are capable of performing their assigned emergency duties related to
emergency evacuation and passenger safety.
10.200 PASSENGER BRIEFING
6-I:4.2.11.1 (a) The PIC shall ensure that crew members and passengers are made familiar, by means of an oral briefing or
6-II:4.3.1
by other means, with the location and use of the following items, if appropriate:
6-IIIA:2.2.10.1
6-IIIB:2.3.1 (1) Seat belts;
(2) Emergency exits;
(3) Life jackets;
(4) Oxygen dispensing equipment; and
(5) Other emergency equipment provided for individual use, including passenger emergency briefing
cards.
(b) The PIC shall ensure that all persons on board are aware of the locations and general manner of use of the
principal emergency equipment carried for collective use.
(c) For commercial air transport operations, the briefing shall contain all subjects approved by the CAAV for the
specific operations conducted as included in the pertinent Operations Manual.
(d) When cabin crew members are required in a commercial air transport operation, the PIC may delegate this
responsibility, but shall ascertain that the proper briefing has been conducted prior to takeoff.
10.203 INFLIGHT EMERGENCY INSTRUCTION
(a) In an emergency during flight, the PIC shall ensure that all persons on board are instructed in such
emergency action as may be appropriate to the circumstances.
(b) When cabin crew members are required or assigned, the PIC may delegate this responsibility, but shall
ascertain that the proper briefing has been conducted.
10.205 PASSENGER OXYGEN: MINIMUM SUPPLY & USE
(a) The PIC shall ensure that breathing oxygen and masks are available to passengers in sufficient quantities
for all flights at such altitudes where a lack of oxygen might harmfully effect passengers.
6-I:4.3.8.1 (b) No person may commence a flight that is intended for operations above an altitude of 700 hpa unless the
6-II:2.2.4.6
minimum supply of stored breathing oxygen carried on board the aircraft is:
6-II:3.4.3.6
6-IIIA:2.3.8 (1) For non-pressurized aircraft:
(i) Sufficient for 10 per cent of the passengers for any period in excess of 30 minutes that the
pressure in compartments occupied by them will be between 700 hPa and 620 hPa
(ii) Sufficient for any period that the atmospheric pressure in compartments occupied by them will
be less than 620 hPa.
(2) For pressurized aircraft:
(i) Sufficient to supply all passengers, as is appropriate to the circumstances of the flight being
undertaken, in the event of loss of pressurization, for any period that the atmospheric
pressure in any compartment occupied by them would be less than 700 hPa; and
(ii) In addition, when an aeroplane is operated at flight altitudes at which the atmospheric pressure
is less than 376 hPa; or
(iii) Which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa
and cannot descend safely within four minutes to a flight altitude at which the atmospheric
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pressure is equal to 620 hPa, there shall be no less than a 10-minute supply for the occupants
of the passenger compartment.
Note: The requirements for oxygen storage and dispensing apparatus are prescribed in Part 6.
(c) The PIC shall require all passengers to use oxygen continuously at cabin pressure altitudes above 620 hpa.
10.207 ALCOHOL OR DRUGS
(a) No person may permit the boarding or serving of any person who appears to be intoxicated or who
demonstrates, by manner or physical indications, that the person is under the influence of drugs (except a
medical patient under proper care).
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(2) Normally this transmission shall be made to the aeronautical station serving the ATS unit in charge of
the flight information region in which the aircraft is operated.
(e) Pilots shall include the following elements of information in their arrival reports:
(1) Aircraft identification;
(2) Departure aerodrome;
(3) Destination aerodrome (only in the case of a diversionary landing);
(4) Arrival aerodrome; and
(5) Time of arrival.
Note: Whenever an arrival report is required, failure to comply with these provisions may cause
serious disruption in the air traffic services and incur great expense in carrying out unnecessary
search and rescue operations
particular flight.
10.233 ADEQUACY OF OPERATING FACILITIES
(a) No person may commence a flight unless it has been determined by every reasonable means available that 6-I:4.1.1
the ground and/or water areas and facilities available and directly required for such flight and for the safe 6-II:4.1
6-IIIA:2.1.1
operation of the aircraft, are adequate, including communication facilities and navigation aids. 6-IIIB:2.1
Note: “Reasonable means” denotes use, at the point of departure, of information available to the
PIC either through official information published by the aeronautical information services or readily
obtainable in other sources.
(b) The PIC shall include, during pre-flight preparation for a flight away from the vicinity of the place of 2:2.3.2
departure, and for every flight under the instrument flight rules: 6-II:4.5
(1) A careful study of available current weather reports and forecasts taking into consideration fuel
requirements; and
(2) The planning of an alternative course of action to provide for the eventuality that the flight cannot be
completed as planned.
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(1) Meteorological conditions at the estimated time of use will be below the operator’s established
aerodrome operating minima for that operation; or
(2) Meteorological information is not available.
Standard Instrument approach available
(d) No person may commence an IFR flight in an aircraft without at least one destination alternate aerodrome
listed in the flight plan unless available current meteorological information indicates that the following
meteorological conditions will exist from 1 hour before to 1 hour after the estimated time of arrival at the
destination with a standard instrument approach:
(1) For an aeroplane:
(i) A cloud base of at least 300 meters (1,000 ft) above the minimum associated with a standard
instrument approach procedure for that aerodrome; and
(ii) Visibility of at least 4.5 km more than the minimum associated with the procedure.
(2) For a helicopter: 6-IIIB:2.6.2.2
(i) A cloud base of at least 120 meters (400 ft) above the minimum associated with a standard
instrument approach procedure for that aerodrome; and
(ii) Visibility of at least 1.5 km more than the minimum associated with the procedure.
No standard instrument approach available 6-I:4.3.4.3
6-II:4.6.2.2
(e) No person may commence an IFR flight in an aircraft without at least one destination alternate aerodrome 6-IIIA:2.3.4.1
listed in the flight plan unless available current meteorological information indicates that the following 6-IIIB:2.6.2.2
meteorological conditions will exist from two hours before to two hours after the estimated time of arrival at
the destination with a standard instrument approach:
(1) A cloud base of at least 300 meters (1,000 feet) above the lowest minimum en-route altitude within
10 km of the aerodrome; and
(2) Visibility of 8 kilometres at the aerodrome.
10.246 ADDITIONAL REQUIREMENTS FOR ISOLATED AERODROMES
(a) No person may commence an flight into an isolated aerodrome, unless a determination of the point of no
return has been made and that PNR has been included in the flight plan remarks.
(b) No person may continue a flight to an isolated aerodrome past the point of no return unless a current
assessment of meteorological conditions, traffic and other operational conditions indicate that a safe
landing can be made at the estimated time of use.
10.247 IFR ALTERNATE AERODROME SELECTION CRITERIA 6-II:4.2 Note
will be at or above:
(1) For a precision approach procedure, a ceiling of at least 180 m (600 ft) and visibility of not less than 3
km (2 sm); or
(2) For a non-precision approach procedure, a ceiling of at least 240 m (800 ft) and visibility of not less
than 3 km (2 sm).
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(1) For aircraft with two engines, one hour of flight time at a one-engine-inoperative cruising speed,
determined from the aircraft operating manual, calculated in ISA and still-air conditions using the
actual take-off mass; or
(2) For aircraft with three or more engines, two hours of flight time at an all-engine operating cruising
speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using
the actual take-off mass; or
(3) For airplanes engaged in extended diversion time operations (EDTO) where an alternate aerodrome
meeting the distance criteria of a) or b) is not available, the first available alternate aerodrome located
within the distance of the operator’s approved maximum diversion time considering the actual take-off
mass.
10.255 EN-ROUTE ALTERNATE AERODROMES
(a) No person may commence a flight without suitable en-route alternates along the route at which the aircraft
would be able to land after experiencing an abnormal or emergency condition.
(b) Where required for extended diversion time operations by aeroplanes with two turbine engines, en-route
alternate aerodromes shall be selected and specified in the operational and air traffic services (ATS) flight
plans.
10.257 MAXIMUM EN-ROUTE DIVERSION TIME TO AN ALTERNATE AERODROME
(a) No person may operate an aircraft beyond the point where it could divert to a suitable alternate aerodrome
that is within:
(1) 60 minutes in cruising flight; or
(2) A threshold time approved by the CAAV.
(b) Operators conducting operations beyond 60 minutes from a point on a route to an en-route alternate
aerodrome shall ensure that:
(1) For all airplanes:
(i) En-route alternate aerodromes are identified; and
(ii) The most up-to-date information is provided to the flight crew on identified en-route alternate
aerodromes, including operational status and meteorological conditions;
(2) For airplanes with two turbine engines, the most up-to-date information provided to the flight crew
indicates that conditions at identified en-route alternate aerodromes will be at or above the operator’s
established aerodrome operating minima for the operation at the estimated time of use.
(c) In addition to the requirements in paragraph (b), all operators shall ensure that the following are taken into
account and provide the overall level of safety intended by the provisions for:
(1) Operational control and flight dispatch procedures;
(2) Operating procedures; and
(3) Training programs.
10.260 EXTENDED DIVERSION TIME OPERATIONS
(a) Unless specifically approved by the CAAV (EDTO Approval), no person may operate, and no person may 8.6.2.11
authorize operations of an airplane with two or more turbine engines over a route which contains a
diversion time from any point on the route, calculated in ISA and still air conditions at the one-engine
inoperative cruise speed for airplanes with two turbine engines and at the all-engine operating cruise speed
for airplanes with more than two turbine engines, to an en-route alternate aerodrome exceeds the threshold
time established for such operations by the CAAV.
(b) The maximum diversion time, for an operator of a particular airplane type engaged in extended diversion
time operations shall be approved by the CAAV before such operations.
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(c) No pilot may continue, and no person may authorize a flight to continue, beyond the threshold time unless
the identified en-route alternate aerodromes have been re-evaluated for availability and the most up to date
information indicates that, during the estimated time of use:
(1) Conditions at those aerodromes will be at or above the operator’s established aerodrome operating
minima for the operation; and
(2) If any conditions are identified that would preclude a safe approach and landing at that aerodrome
during the estimated time of use, the PIC shall determine and implement an alternative course of
action.
6-I:4.3.6.1 10.263 MINIMUM FUEL SUPPLY: GENERAL CONSIDERATIONS
6-IIIA
6-I:4.3.6.4
6-IIIB:2.8.1 (a) No person may commence a flight without carrying enough usable fuel on the aircraft, to complete the
6-IIIA:2.3.6.4
planned flight safely and to allow for contingencies and deviations from the planned operation.
6-IIIB:2.8.4
(b) The amount of usable fuel to be carried shall, as a minimum, be based on:
(1) The following data:
(i) Current aircraft-specific data derived from a fuel consumption monitoring system, if available; or
(ii) If current aircraft-specific data is not available, data provided by the aircraft manufacturer; and:
(2) The operating conditions for the planned flight including:
(i) Anticipated aircraft mass;
(ii) Notices to Airmen;
(iii) Current meteorological reports or a combination of current reports and forecasts;
(iv) Air traffic services procedures, restrictions and anticipated delays;
(v) Procedures prescribed in the operations manual for loss of pressurization en route, where
applicable;
(vi) Failure of one power-unit en route;
(vii) The effects of deferred maintenance items and/or configuration deviations; and
(viii) Any other conditions that may delay landing of the aircraft or increase fuel and/or oil
consumption.
10.265 VFR FUEL & OIL REQUIREMENTS
6-I:4.3.6.4 VFR: Aeroplanes
6-II:4.8
(a) No person may commence a flight in an aeroplane under VFR unless, (considering the wind, forecast
weather conditions and contingencies), the amount of fuel to be carried permits flight:
(1) To the first point of planned landing; and
(2) Assuming normal cruising altitude, to have a final reserve fuel after that:
(i) For day operations, at least 30 minutes.
(ii) For night operations, at least 45 minutes.
6-IIIA:2.3.6.1 VFR: Helicopters
6-IIIB:
(b) No person may commence a flight in a helicopter under VFR unless (considering the wind, forecast
weather conditions and contingencies) there is enough fuel carried:
(1) To fly to the first point of planned landing; and
(2) Have a final reserve fuel to fly after that for:
(i) A period of 20 minutes at best range speed; and
(ii) Still have an additional amount of fuel equal to 10% of the total flight time calculated to provide
for the increased consumption on the occurrence of potential contingencies.
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(c) The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having
committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to
that aerodrome/heliport may result in landing with less than planned final reserve fuel.
(d) The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY
MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest
aerodrome/heliport where a safe landing can be made is less than the planned final reserve fuel.
10.273 AIRCRAFT LOADING, MASS & BALANCE 6-I:4.3.1(d-e)
6-II:4.4.1(d-e)
(a) No person may commence a flight unless all loads carried are properly distributed and safely secured, 6-IIIA:2.3.1(d-e)
taking into consideration the effect of the mass on centre of gravity and floor loading limitations. 6-IIIB:2.4(d-e)
(b) No person may commence a flight unless the calculations for the mass of the aircraft and centre of gravity
location indicate that the flight can be conducted safely and in accordance with the aircraft limitations,
taking into account the flight conditions expected.
Note: When load masters, load planners or other qualified personnel are provided by the operator,
the PIC may delegate these responsibilities, but shall ascertain that proper loading procedures are
followed.
(c) Unless otherwise authorised by the CAAV, the computations for the mass and balance shall be based on
the AFM or RFM method for determination of the C.G. and the mass values used for these computations
shall be based on the:
(1) Aircraft empty weight derived through a periodic weighing of the aircraft;
(2) Actual weights of the required crew, their equipment and baggage;
(3) Actual weights of the passengers, their baggage and cargo; and
(4) Actual weight of the usable fuel boarded.
(d) For commercial air transport operations, no person may commence a flight unless these mass and balance
computations are accomplished by qualified persons and are in conformance with the additional mass and
balance requirements of Part 17.
10.275 AIRCRAFT PERFORMANCE LIMITATIONS 6-I:5.1.1
6-II:5.1
(a) The detailed and comprehensive performance code of the State of Registry shall be the basis for any 6-IIIA:3.1.1
determination of aircraft performance. 6-IIIB:3.1
(b) No person may commence a flight unless the calculations for the performance of the aircraft in all phases of 6-II:2.2.3.1
6-I:4.3.1(f)
flight indicate that the flight can be conducted safely taking into account the flight conditions expected and 6-II:4.4.1(f)
6-II:2.2.3.2
6-IIIA:2.3.1(f)
6-II:2.3.1.1
in accordance with the aircraft’s designed operating limitations, contained in the flight manual, or its 6-IIIB:2.4(f)
6-II:2.3.1.3
equivalent, will not be exceeded. This information should be based on the manufacturer’s or other data, 6-II:3.4.3.1
acceptable to the CAAV, and should be included in the operations manual. 6-II:3.5.2.2
6-II:3.5.2.4
(c) No person may commence a flight unless the performance data is available for use inflight and, when 6-IIIA:3.2.3
applying that performance data, thee calculations shall account for the aircraft configuration, environmental 6-IIIA:3.2.3
conditions, and the operation of any system or systems that may have an adverse effect on performance.
(d) No person may commence a flight that, given the aircraft’s weight and assuming normal engine operation, 6-I:R4.2.3.3
cannot safely clear all obstacles during all phases of flight, including all points along the intended en route 6-II:R4.4.2
6-IIIA:R2.2.3.3
path or any planned diversions.
(e) No person may commence a flight without ensuring that the maximum allowable weight for a flight does not
exceed the maximum allowable takeoff or landing weight, or any applicable en route performance or
landing distance limitations considering the:
(1) Condition of the takeoff and landing areas to be used;
(2) Gradient of runway to be used (land planes only);
(3) Pressure altitude;
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(c) The PIC shall carry a copy of the documents specified in paragraph (a) on the aircraft to the destination
aerodrome.
(d) These documents will be retained by the AOC holder for at least 3 months using the location and 6-I:4.3.2
methodology approved by the CAAV.
Note: These documents are in addition to those specified in Subpart B for all aircraft operations.
Note: The CAAV may approve a different retention location where all documents can be available
for subsequent review.
(b) All persons involved in the operation of an aircraft either in flight or on the movement area of an aerodrome
shall ensure that it is operated in compliance with the applicable regulations and, in addition, when in flight,
either with the:
(1) Visual flight rules; or
(2) Instrument flight rules.
(c) The holders of airman licenses issued by Vietnam shall comply with these rules when flying outside 2:2.2
Vietnam, except where these rules may differ with the other State, in which case compliance with the rules
of the State or region being overflown is required.
10.293 NEGLIGENT OR RECKLESS OPERATIONS OF THE AIRCRAFT
(a) No person may operate an aircraft in a negligent or reckless manner so as to endanger life or property of 2:3.1.1
others.
10.295 COMPLIANCE WITH LOCAL REGULATIONS 6-I:3.1.2
6-IIIA:1.1.2
(a) All pilots shall be familiar with the laws, regulations and procedures pertinent to the performance of their
duties, prescribed for the:
(1) Areas to be traversed,
(2) The aerodromes to be used; and
(3) The air navigation facilities relating to them.
(b) All other members of the crew shall be familiar with the laws, regulations and procedures as are pertinent to
the performance of their respective duties in the operation of the aircraft.
10.297 OPERATION OF AIRCRAFT ON THE GROUND
Taxiing on the Movement Area
(a) No person may taxi an aircraft on the movement area of an aerodrome unless the person at the controls:
(1) Has been authorised by the owner, the lessee, or a designated agent;
(2) Is fully competent to taxi the aircraft;
(3) Is qualified to use the radio if radio communications are required;
(4) Has received instruction from a competent person in respect of aerodrome layout, and where
appropriate, information on routes, signs, marking, lights, ATS signals and instructions, phraseology
and procedures, and is able to conform to the operational standards required for safe aircraft
movement at the aerodrome; and
(5) When required, displays the required exterior lighting.
(b) No person may taxi an aircraft on the manoeuvring area of a controlled aerodrome without clearance from 2:3.6.1.4
the aerodrome control tower and shall comply with any instructions given by that unit
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Helicopter Rotors
6-IIIA:2.2.3.2 (c) No person shall cause a helicopter rotor to be turned under power unless there is a qualified pilot at the
6-IIIB:2.17
controls.
(d) The operator shall provide appropriately specific training and procedures to be followed for all personnel,
other than qualified pilots, who are likely to carry out the turning of a rotor under power for purposes other
than flight.
Taxiing Under Guidance of Signalman
(e) No person shall guide an aircraft unless trained, qualified and approved by the appropriate authority to
carry out the functions of a signalman
(f) No pilot shall taxi an aircraft under the guidance of a signalman unless:
(1) The standard marshalling signals to aircraft are provided in a clear and precise manner using the
signals as prescribed by the CAAV.
Note: Refer to AC 10-003 for the standard aircraft marshalling signals that correspond to those
specified in ICAO Annex 2. Appendix 1.
(2) The signalman Is wearing a distinctive fluorescent identification vest to allow the flight crew to identify
that he or she is the person responsible for the marshalling operation; and
(3) The signalman and all participating ground staff are using daylight-fluorescent wands, table-tennis
bats or gloves for all signalling during daylight hours and illuminated wands at night or in low visibility
10.300 RIGHT OF WAY RULES: AERODROME SURFACE MOVEMENT
2:3.2.2.7.1 (a) In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome the
following shall apply:
(1) When two aircraft are approaching head on, or approximately so, each pilot shall stop or where
practicable alter the course aircraft to the right so as to keep well clear;
(2) When two aircraft are on a converging course, the pilot which has the other aircraft on his right shall
give way;
(3) An aircraft which is being overtaken by another aircraft shall have the right-of-way and the pilot of the
overtaking aircraft shall keep well clear of the other aircraft.
2:3.2.2.7.2 (b) The pilot of an aircraft taxiing on the manoeuvring area shall stop and hold at all runway-holding positions
unless otherwise authorised by the aerodrome control tower.
2:3.2.2.7.3 (c) The pilot of an aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may
proceed further when the lights are switched off.
2:3.2.2.6 (d) The pilot of an aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft:
2:3.2.2.5.1 (1) Taking off or about to take off.
(2) Landing or in the final stages of an approach to landing.
10.303 RIGHT OF WAY RULES: WATER SURFACE OPERATIONS
2:3.2.6.1 (a) General. Each person operating an aircraft on the water shall, insofar as possible, keep clear of all vessels
and avoid impeding their navigation, and shall give way to any vessel or other aircraft that is given the right-
of-way by any rule of this Section.
2:3.2.6.1.1 (b) Converging. When aircraft, or an aircraft and a vessel, are on crossing courses, the aircraft or vessel to the
other's right has the right-of-way.
2:3.2.6.1.2 (c) Approaching head-on. When aircraft, or an aircraft and a vessel, are approaching head-on, or nearly so,
each shall alter its course to the right to keep well clear.
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(d) Overtaking. Each aircraft or vessel that is being overtaken has the right-of-way, and the one overtaking 2:3.2.6.1.3
shall alter course to keep well clear.
(e) Landing and taking off Aircraft landing on or taking off from the water shall, in so far as practicable, keep 2:3.2.6.1.4
well clear of all vessels and avoid impeding their navigation.
(f) Special circumstances. When aircraft, or an aircraft and a vessel, approach so as to involve risk of collision,
each aircraft or vessel shall proceed with careful regard to existing circumstances, including the limitations
of the respective craft.
10.305 NIGHT OPERATIONS
(a) No person may operate the following aircraft in night operations within the airspace of Vietnam: 1:2.13.2.2
(1) Gliders, or
(2) Free Balloons.
(b) No person may operate single-engine aircraft in night cross-country operations within in airspace of
Vietnam.
10.307 USE OF AIRCRAFT LIGHTS
(a) If an aircraft has red rotating beacon lights installed, the pilot shall switch those lights on prior to starting
engines and display those lights at all times the engines are running.
(b) No person may operate an aircraft in the movement area of an aerodrome, on the water or in flight between 2:3.2.3.1
the period from sunset to sunrise, or any other period prescribed by the appropriate authority, unless it 2:3.2.3.2
displays:
(1) Anti-collision lights intended to attract attention to the aircraft; and
(2) Navigation lights intended to indicate the relative path of the aircraft to an observer.
Note:An aircraft is understood to be operating when it is taxiing or being towed or is stopped 2:3.2.3 Note 2
temporarily during the course of taxiing or being towed.
(c) The pilots of all aircraft in flight and fitted with anti-collision lights shall display such lights during all 2:3.2.3.3
operations from takeoff to landing.
(d) A pilot shall be permitted to switch off or reduce the intensity of any required flashing lights if they do or are 2:3.2.3.5
likely to:
(1) Adversely affect the satisfactory performance of duties; or
(2) Subject an outside observer to harmful dazzle.
(e) Lights fitted for other purposes, such as landing lights, taxi lights, airframe floodlights, and logo lights may 2:3.2.3.1 Note
also be used to enhance aircraft conspicuity and attract attention to the aircraft, but no person may not
display any lights that are likely to be mistaken for the navigation or anti-collision lights.
(f) No person may park an aircraft at night in, or in a dangerous proximity to, a movement area of an 2:3.2.3.3-4
aerodrome, unless the aircraft displays:
(1) Navigation and anti-collision lights,
(2) Lights that illuminate the extremities of the aircraft’s structure; or
(3) Is in an area that is marked by obstruction lights.
(g) No person may anchor an aircraft at night unless that aircraft: 2:3.2.6.2
(1) Has lighted anchor lights; or
(2) Is in an area where anchor lights are not required on vessels.
10.310 PRE-TAKEOFF INSPECTIONS
(a) No person may takeoff an aircraft unless they have completed an inspection of the aircraft, in accordance
with a published checklist, of the:
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(1) Exterior for airworthiness; including the quantity and quality of the fuel on board;
(2) Passenger cabin readiness and required equipment;
(3) Interior flight deck equipment, instruments and documents on the aircraft; and
(4) Pre takeoff setup of the flight deck instruments and controls.
10.313 TAKEOFF & LANDING
(a) No person shall cause an aircraft to takeoff or land at an aerodrome or heliport within Vietnam that is not
licenced by the Government or, unless the prior permission for use has been received, a non-licenced
aerodrome, if the purpose of the flight operation is:
(1) commercial air transport with passengers,
(2) flight instruction, or
(3) solo flight by a student pilot.
(b) No person shall cause an aircraft to takeoff or land at an aerodrome or heliport at night within Vietnam for
the purpose of commercial air transport carrying passengers, unless there is adequate lighting to:
(1) Determine the landing direction, and
(2) Make a safe approach and landing.
(c) No person shall cause an aircraft with a certificated passenger capacity of more than 20 passengers to
takeoff or land at an aerodrome or heliport within Vietnam for the purpose of commercial air transport
carrying passengers, unless there is:
(1) Current runway analysis for obstacle clearance and stopping distance;
(2) Established communications with a qualified person on the surface to determine the:
(i) Prevailing approach and landing conditions; and
(ii) Status of runway surface
(d) No person may cause a helicopter to takeoff or land at an elevated:
(1) Heliport in a congested area unless it is operating in Performance Class 1.
(2) Heliport or helideck unless it is operating in Performance Class 1 or 2.
10.315 TAKEOFF CONDITIONS
(a) No person may takeoff an aircraft, unless:
(1) According to the available information, the weather at the aerodrome and the condition of the runway
intended to be used will allow for a safe takeoff and departure; and
(2) The RVR or visibility in the takeoff direction of the aircraft is equal to or better than the applicable
minimum.
(b) No person may takeoff an aircraft unless, in determining the length of the runway required and available,
the loss, if any, of runway length due to alignment of the aeroplane prior to takeoff has been determined.
10.317 AERODROME OPERATING MINIMA
(a) No person may operate an aircraft to or from an aerodrome (or heliport) using an operating minima lower
than those specified by the State in which the aerodrome is located, except with specific approval of that
CAAV.
6-IIIA:2.4.1.1 (b) No person may continue a flight towards the aerodrome of intended landing, unless the latest available
information indicates that at the expected time of arrival, a landing can be effected at that aerodrome, or at
least one alternate aerodrome, in compliances with the operating minima applicable to that flight.
6-IIIA:2.4.1.2 (c) Except in case of emergency, no person may continue an approach to land at any aerodrome beyond a
point at which the limits of the operating minima specified for that aerodrome would be infringed.
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(c) No person may takeoff or land an aircraft at a mass that exceeds the maximum demonstrated for that 6-I:5.2.7
aircraft to comply with the noise certification standards, unless authorised by the competent authority of the 6-II5.1
6-IIIB:3.1
State for a specific aerodrome or runway where there is no noise disturbance problem.
(d) The operator of a helicopter should ensure that take-off and landing procedures take into account the need
to minimize the effect of helicopter noise.
10.323 FLIGHT INTO KNOWN OR EXPECTED ICING 6-I:4.3.5.3
6-II:4.6.5
(a) No person may takeoff an aircraft or continue to operate an aircraft en route when the icing conditions are 6-IIIA:2.3.5.3
expected or encountered, without ensuring that the aircraft is certified for icing operations and has sufficient 6-IIIB:2.2
operational de-icing or anti-icing equipment. 6-IIIB:2.6.5
(b) No person may takeoff an aircraft in suspected or known ground icing conditions unless the aeroplane has 6-II:2.2.3.4.4
been inspected for icing and, if necessary, has been given appropriate de-icing/anti-icing treatment.
(c) No person may takeoff an aircraft when frost, ice or snow is adhering to the wings, control surfaces, 6-I:4.3.5.4
propellers, engine inlets or other critical surfaces of the aircraft which might adversely affect the 6-IIIA:2.3.5.4
the AOC holder by the CAAV are followed to ensure ground de-icing and anti-icing is accomplished.
10.325 AIRCRAFT OPERATING LIMITATIONS
(a) No person may operate a civil aircraft without complying with the operating limitations specified in the 6-I:5.2.3
approved AFM or RFM, markings and placards, or as otherwise prescribed by the certifying authority for the 6-II:4.1.1f
State of Registry.
10.327 OPERATING NEAR OTHER AIRCRAFT OR IN FORMATION
(a) No person may operate an aircraft in such proximity to another aircraft as to create a collision hazard. 2:3.2.1
(b) No person may operate an aircraft in formation flight except by pre-arrangement with the PIC of each
aircraft in the formation and, in controlled airspace, in accordance with the conditions prescribed in Section
10.410.
(c) No person may operate an aircraft carrying passengers for hire in formation flight.
10.328 CLIMB & DESCENT PRECAUTIONS
(a) Unless otherwise specified in an air traffic control instruction, the flight crew shall use a rate less than 8 m/
sec or 1 500 ft/min (depending on the instrumentation available) throughout the last 300 m (1 000 ft) of
climb or descent to the assigned level to avoid unnecessary airborne collision avoidance system (ACAS II)
resolution advisories in aircraft at or approaching adjacent altitudes or flight levels.
10.330 RIGHT-OF-WAY RULES: AIRCRAFT IN FLIGHT
(a) General.
(1) Each pilot shall maintain vigilance so as to see and avoid other aircraft; 2:3.2 Note
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2:3.2.2.1 (2) When a rule of this Section gives another aircraft the right-of-way, the pilot shall give way to that
aircraft and may not pass over, under, or ahead of it unless well clear and takes into account the effect
of wake turbulence;
2:3.2.2 (3) The pilot of the aircraft with the right-of-way should maintain heading and speed except as necessary
to avoid collision;
2:3.2.2 (4) Nothing in these rules shall relieve the PIC of an aircraft from the responsibility of taking such action,
including collision avoidance manoeuvres based on resolution advisories proved by ACAS
equipment, as will best avert collision.
(b) In distress. An aircraft in distress has the right-of-way over all other air traffic.
2:3.2.2.3(a-c) (c) Converging:
(1) When aircraft of the same category are converging at approximately the same altitude (except head-
on, or nearly so), the aircraft to the other's right has the right-of-way.
(2) If the converging aircraft are of different categories:
(i) A balloon has the right-of-way over any other category of aircraft;
(ii) A glider has the right-of-way over an airship, aeroplane, or rotorcraft; and
(iii) An airship has the right-of-way over an aeroplane or rotorcraft.
2:3.2.2.3d (d) Towing or refuelling. An aircraft towing or refuelling other aircraft has the right-of- way over all other
engine-driven aircraft, except aircraft in distress.
2:3.2.2.2 (e) Approaching head-on. When aircraft are approaching each other head-on, or approximately so, and their is
a danger of collision, each pilot of each aircraft shall alter heading to the right.
2:3.2.2.4 (f) Overtaking:
(1) Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft,
whether climbing descending or in horizontal flight, shall alter heading to the right to pass well clear.
(2) No subsequent change to the relative position of the two aircraft shall absolve the pilot of the
overtaking aircraft from this obligation until it is entirely past and clear.
(3) An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of
less than 70 degrees with the plane of symmetry of the latter.
For example, in such a position with reference to the other aircraft at night it should be unable to see
either of the aircraft left (port) or right (starboard) navigation lights.
(g) Landing:
(1) Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in
flight or operating on the surface.
Note: The PIC may not take advantage of this rule to force an aircraft off the runway surface which
has already landed and is attempting to make way for an aircraft on final approach
2:3.2.2.5.1 (2) The pilot of an aircraft in flight shall give way to aircraft landing or in the final stages of an approach to
land.
2:3.2.2.5.3 (3) The pilot of an aircraft that is aware that another is compelled by emergency to land shall give way to
that aircraft.
2:3.2.2.5.2 (4) When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing:
(i) The pilot of an aircraft at the higher level shall give way to aircraft at the lower level,
(ii) But the pilot of the lower aircraft shall not take advantage of this rule to cut in front of or overtake
the higher aircraft which is in the final stages of an approach to land.
(iii) Nevertheless, the pilot of a power-driven heavier-than-air aircraft shall give way to gliders.
10.332 CRUISING LEVELS
(a) The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:
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(1) Flight levels, for flights at or above the lowest usable flight level or, where applicable, above the
transition altitude;
(2) Altitudes, for flights below the lowest usable flight level or, where applicable, at or below the transition
altitude.
(b) Unless otherwise specified by the appropriate ATS facility, the cruising levels provided in Appendix 1 to
10.332 shall be used when selecting a cruising level appropriate to the aircraft track for VFR or IFR flight.
10.333 ALTIMETER SETTINGS 2:3.1.3
(a) Each person operating an aircraft shall maintain the cruising altitude or flight level by reference to an
altimeter set:
(1) Below the transition altitude to:
(i) The current reported QNH altimeter setting of a station along the route and within 160 km
(100 nm) of the aircraft;
(ii) The current reported QNH altimeter setting of a nearby station, if there is not a station along the
route; or
(iii) In the case of an aircraft not equipped with a radio, the elevation of the departure aerodrome or
an appropriate altimeter setting available before departure; or
(2) At or above the prescribed transition altitude to the QFE altimeter setting of 1013.2 hPa (29.92” Hg).
10.335 MINIMUM SAFE ALTITUDES: GENERAL 6-I:4.2.6.2
6-IIIA:2.2.6.2
(a) Except when necessary for takeoff or landing, no person may operate an aircraft below the following
altitudes:
(1) Anywhere. An altitude allowing, if a power unit fails, continuation of flight or an emergency landing
without undue hazard to persons or property on the surface.
(2) Over congested areas. Over any congested area of a city, town, or settlement, or over any open-air 2:3.1.2
assembly of persons, an altitude of 600m (2,000 feet) above the highest obstacle within a horizontal 2:4.6a
radius of 900m (3,000 feet) of the aircraft.
(3) Over other than congested areas. An altitude of 150m (500 feet) above the surface. 2:4.6b
(4) Helicopters. Pilots of helicopters are not subject to the proximity restrictions provided they operate in a
manner that Is not hazardous to persons and property on the surface; and Complies with any routes
or altitudes for the area that are prescribed for helicopters by the CAAV.
10.337 MINIMUM SAFE VFR ALTITUDES: COMMERCIAL AIR TRANSPORT OPERATIONS 6-I:4.2.6.2
(a) No person may operate an aeroplane in commercial air transport during the day, under VFR, at an altitude
less than 300 m (1,000 ft) above the surface or within 300 m (1,000 ft) of any mountain, hill, or other
obstruction to flight.
(b) No person may operate an aeroplane in commercial air transport at night, under VFR, at an altitude less
than:
(1) 600 m (2,000 feet) above the highest obstacle within a horizontal distance of 8 km (5 sm) from the
centre of the intended course, or,
(2) In designated mountainous areas, less than 900 m (3,000 feet) above the highest obstacle within a
horizontal distance of 8 km (5 sm) from the centre of the intended course.
10.340 MAXIMUM AIRSPEEDS
(a) Unless otherwise authorised by ATS, no person may operate an aircraft at an airspeed greater than:
(1) 340 kph (180 knots) in the aerodrome traffic area.
(2) 400 kph (210 knots) while in an assigned holding pattern, unless authorised by ATS clearance for a
higher airspeed.
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(3) 475 kph (250 knots) between the surface and 3,000 m (10,000 ft). MSL.
10.343 INSTRUMENT APPROACH OPERATING MINIMA
6-I:4.2.7.1 (a) No person may operate to or from an aerodrome using operating minima lower than those which may be
established for that aerodrome by the State in which it is located, unless that State specifically approves
that operation.
10.344 HELIPORTS IN CONGESTED HOSTILE ENVIRONMENT
6-IIIA:3.1.4 (a) Except as specifically approved by the CAAV, no person may operate a helicopter to or from a heliport in a
congested hostile environment unless the operation conforms to requirements for Performance Class 1.
10.345 DIVERSION DECISION
(a) Except as provided in paragraph (b), the PIC shall land the aircraft at the nearest suitable aerodrome at
which a safe landing can be made whenever an engine of an aircraft fails or is shut down to prevent
possible damage.
(b) If not more than one engine of an aeroplane having three or more engines fails, or its rotation is stopped,
the PIC may proceed to an aerodrome if he or she decides that proceeding to that aerodrome is as safe as
landing at the nearest suitable aerodrome after considering the:
(1) Nature of the malfunction and the possible mechanical difficulties that may occur if flight is continued;
(2) Altitude, weight, and usable fuel at the time of engine stoppage;
(3) Weather conditions en route and at possible landing points;
(4) Air traffic congestion;
(5) Kind of terrain; and
(6) Familiarity with the aerodrome to be used.
2:3.2.4 10.347 SIMULATED INSTRUMENT FLIGHT
(a) No person may operate an aircraft in simulated instrument flight unless:
(1) That aircraft has fully functioning dual controls;
(2) The other control seat is occupied by a safety pilot who is qualified for the category and class
appropriate to the aircraft and operation being flown, and
(3) The safety pilot has adequate vision forward and to each side of the aircraft, or a competent observer
in communication with the safety pilot shall occupy a position on the aircraft from which provides
adequately supplement to the vision of the safety pilot.
10.350 INFLIGHT SIMULATION: COMMERCIAL AIR TRANSPORT
6-I:4.2.4 (a) No person may engage in simulated instrument flight conditions by artificial means during commercial air
6-IIIA:2.2.4
transport operations.
(b) No person may cause or engage in simulate an abnormal or emergency situations during commercial air
transport operations.
10.353 DROPPING, SPRAYING, TOWING
(a) Except under conditions prescribed by the CAAV in Part 11, no pilot may take the following actions:
2:3.1.4 (1) Dropping, dusting or spraying from an aircraft;
2:3.1.5 (2) Towing of aircraft or other objects; or
2:3.1.6 (3) Allowing parachute descents, except emergency descents
(b) Even when approved by the CAAV, coordination shall be established with ATS and, where necessary, a
clearance will be obtained.
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(b) The holders of airman licenses issued by Vietnam shall comply with these rules when flying outside 2:2.2
Vietnam, except where these rules may differ with the other State, in which case compliance with the rules
of the State or region being overflown is required.
10.393 ATC CLEARANCES
(a) Each PIC shall obtain an ATC clearance prior to operating a controlled flight, or a portion of a flight as a 2:3.6.1.1
controlled flight.
(b) Each PIC shall request an ATC clearance through the submission of a flight plan to an ATS facility.
(c) Whenever an aircraft has requested a clearance involving priority, each PIC shall submit a report explaining 2:3.6.1.2
the necessity for such priority, if requested by the appropriate ATS facility.
(d) No person operating an aircraft on a controlled aerodrome may taxi on the manoeuvring area or any
runway without clearance from the aerodrome control tower.
10.395 ADHERENCE TO ATC CLEARANCES
(a) When an ATC clearance has been obtained, no PIC may deviate from the clearance or, if applicable, the 2:3.6.1.1
2:3.6.2.1.1
current flight plan, except in an emergency, unless he or she obtains an amended clearance. 6-IIIA:N2.4.7
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Note: A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight
or those manoeuvres which are subject to air traffic control. A clearance may cover only part of a
current flight plan, as indicated in a clearance limit or by reference to specific manoeuvres such as
taxiing, landing or taking off.
Note: Paragraph (a) does not prohibit a pilot from cancelling an IFR clearance when operating in
VMC conditions or cancelling a controlled flight clearance when operating in airspace that does not
required controlled flight.
2:3.6.2.1 (b) When operating in airspace requiring controlled flight, no PIC may operate contrary to ATC instructions,
except in an emergency.
2:3.6.1.1 (c) Each PIC who deviates from an ATC clearance or instructions in an emergency, shall:
2:3.6.2.1.3
(1) Notify ATC of that deviation as soon as circumstances permit; and
(2) State that this action has been taken under emergency authority.
10.397 COMMUNICATIONS & COMMUNICATIONS FAILURE
2:3.6.5.1 Listening Watch
2:4.9
(a) Each person operating an aircraft on a controlled flight under VFR or IFR shall maintain a continuous air-
ground voice communication watch on the appropriate communication channel or, and establish two-way
communication as necessary with, the appropriate ATS unit, except as may be prescribed by the
appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.
2:3.6.5.1 Note SELCAL or similar automatic signalling devices may be used to satisfy the requirement to maintain
a continuous listening watch.
2:3.6.5.1 Note The requirement for an aircraft to maintain air-ground voice communication watch remains in effect
after CPDLC has been established.
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(iii) The aircraft’s failure to report its position over a compulsory reporting point; whichever is later,
and thereafter adjust level and speed in accordance with the filed flight plan;
(f) When being radar vectored or having been directed by ATC to proceed offset using area navigation
(RNAV) without a specified limit, rejoin the current flight plan route no later than the next significant point,
taking into consideration the applicable minimum flight altitude;
(g) Proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving
the destination aerodrome and, when required to ensure compliance with (h) below, hold over this aid or fix
until commencement of descent;
(h) Commence descent from the navigation aid or fix specified in (g) at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time has been
received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the
current flight plan; estimated time of arrival specified in (g) or the last acknowledged expected approach
time, whichever is later.
(i) Complete a normal instrument approach procedure as specified for the designated navigation aid or fix;
and land, if possible, within 30 minutes after the estimated time of arrival specified in e) or the last
acknowledged expected approach time, whichever is later.
10.400 ROUTE TO BE FLOWN
(a) Unless otherwise authorised or directed by the appropriate ATC facility, the PIC of a controlled flight shall,
in so far as practicable:
(1) When on an established ATC route, operate along the defined centre line of that route; or 2:3.6.2.1.1a
(2) When on any other route, operate directly between the navigation facilities and/or points defining that 2:3.6.2.1.1b
route.
(b) The PIC of a controlled flight operating along an ATC route defined by reference to VORs shall change over 2:3.6.2.1.2
for primary navigation guidance from the facility behind the aircraft to that ahead of it at, or as close as
operationally feasible to, the change-over point, where established.
Note: These requirements do not prohibit manoeuvring the aircraft to pass well clear of other air
traffic or the manoeuvring of the aircraft in VFR conditions to clear the intended flight path both
before and during climb or descent.
(c) The PIC of a controlled flight shall notify the appropriate ATC facility of any deviations of paragraph (a) or
(b).
10.403 INADVERTENT CHANGES
(a) A PIC shall take the following action in the event that a controlled flight inadvertently deviates from its
current flight plan:
(1) Deviation from track. If the aircraft is off track, the PIC shall adjust the heading of the aircraft to regain 2:3.6.2.2a
track as soon as practicable.
(2) Variation in true airspeed. Each PIC shall inform the appropriate ATC facility if the average true 2:3.6.2.2b
airspeed at cruising level between reporting points varies from that given in the flight plan or is
expected to vary by plus or minus 5 per cent of the true airspeed.
(3) Change in time estimate. Each PIC shall notify the appropriate ATC facility and give a revised 2:3.6.2.2c
estimated time given as soon as possible if the time estimate for a reporting point, flight information
region boundary, or destination aerodrome, whichever comes first, is found to be in excess of three
minutes from that notified to ATC, or such other period of time as is prescribed by the appropriate ATC
authority or on the basis of air navigation regional agreements.
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2:3.6.2.2.1 (4) ADS agreement. Additionally, when an ADS agreement is in place, the air traffic services unit (ATSU)
shall be informed automatically via data link whenever changes occur beyond the threshold values
stipulated by the ADS event contract.
10.405 ATC CLEARANCE: INTENDED CHANGES
(a) Requests for flight plan changes shall include the following information:
2:3.6.2.3a (1) Change of cruising level. Aircraft identification, requested new cruising level and cruising speed at this
level, and revised time estimates, when applicable, at subsequent flight information region
boundaries.
2:3.6.2.3b (2) Change of route:
(i) Destination unchanged. Aircraft identification, flight rules; description of new route of flight
including related flight plan data beginning with the position from which requested change of
route is to commence; revised time estimates, and any other pertinent information.
(ii) Destination change. Aircraft identification; flight rules; description of revised route of flight to
revised destination aerodrome including related flight plan data, beginning with the position
from which requested change of route is to commence; revised time estimates; alternate
aerodrome(s); any other pertinent information.
10.407 POSITION REPORTS
2:3.6.3.1 (a) Each pilot of a controlled flight under VFR or IFR shall report to the appropriate ATC facility, as soon as
2:4.9 possible, the time and level of passing each designated compulsory reporting point, together with any other
required information, unless exempted from this requirement by the appropriate ATC authority.
2:3.6.3.1 (b) Each pilot of a controlled flight shall make position reports in relation to additional points or intervals when
requested by the appropriate ATC facility.
2:3.6.3.1.1 (c) Pilots of controlled flights providing position information to the appropriate air traffic services unit via data
link communications shall only provide voice position reports when requested.
2:3.1.8 10.410 FORMATION FLIGHTS IN CONTROLLED AIRSPACE
(a) No person may operate an aircraft in formation flight except by pre-arrangement with the PIC of each
aircraft in the formation and, for formation flight in controlled airspace, in accordance with the conditions
prescribed by the appropriate ATS authorisation. These conditions shall include the following:
(1) The formation operates as a single aircraft with regard to navigation and position reporting;
(2) Separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots-in-
command of the other aircraft in the flight and shall include periods of transition when aircraft are
manoeuvring to attain their own separation within the formation and during join-up and breakaway;
and
(3) A distance not exceeding 1 km (0.5 NM) laterally and longitudinally and 30 m (100 ft) vertically from
the flight leader shall be maintained by each aircraft.
10.413 OPERATIONS ON OR IN THE VICINITY OF A CONTROLLED AERODROME
2:4.8 (a) No person may operate an aircraft to, from, through, or on an aerodrome having an operational control
tower unless air-ground communications are maintained between that aircraft and the control tower.
(b) On arrival, each PIC shall establish communications required by paragraph (a) prior to 8 km (5 sm) from the
aerodrome when operating from the surface up to and including an altitude of 750 m (2,500 ft).
(c) On departure, each PIC shall establish communications with the control tower prior to taxi.
(d) Takeoff, landing, taxi clearance. No person may, at any aerodrome with an operating control tower, operate
an aircraft on a runway or taxiway or takeoff or land an aircraft, unless an appropriate clearance has been
received by ATC.
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Note: A clearance to “taxi to” the takeoff runway is not a clearance to cross or taxi on to that runway.
It does authorise the PIC to cross other runways during the taxi to the assigned runway. A
clearance to “taxi to” any other point on the aerodrome is a clearance to cross all runways that
intersect the taxi route to the assigned point.
(e) [This requirement relocated to Section 10.397]
10.415 TERMINATION OF CONTROL
(a) The pilot of a controlled flight shall, except when landing at a controlled aerodrome, advise the appropriate 2:3.6.4
ATC unit as soon as it ceases to be subject to air traffic control service.
10.417 UNLAWFUL INTERFERENCE
(a) To enable ATS to give priority to an aircraft and minimize conflict with other aircraft, The pilot shall, when 2:3.7
and if possible, notify the appropriate ATS facility when an aircraft is being subjected to unlawful
interference, including:
(1) Any significant circumstances associated with the unlawful interference, and
(2) Any deviation from the current flight plan necessitated by the circumstances.
(b) If an aircraft is subjected to unlawful interference, the pilot-in-command shall attempt to land as soon as
practicable at the nearest suitable aerodrome or at a dedicated aerodrome assigned by the appropriate
authority unless considerations aboard the aircraft dictate otherwise.
10.420 TIME CHECKS
(a) Each PIC shall use Coordinated Universal Time (UTC), expressed in hours and minutes of the 24-hour day 2:3.5.1
beginning at midnight, in flight operations.
(b) Each PIC shall obtain a time check prior to operating a controlled flight and at such other times during the 2:3.5.2
flight as may be necessary. Such time checks will be obtained from an ATS unit unless other arrangements
have been made.
(c) Wherever time is utilized in the application of data link communications, it shall be accurate to within 1 2:3.5.3
second of UTC.
10.423 UNIVERSAL SIGNALS
(a) Upon observing or receiving any of the designated universal aviation signals, prescribed by the CAAV, 2:3.4.1
each person operating an aircraft shall take such action as may be required by the interpretation of the
signal.
Note: Refer to AC 10-001, AC 10-002 and AC 10-003 for specific guidance regarding the universal
aviation signals. This guidance corresponds to that provided in ICAO Annex 2, Appendix 1.
(b) Universal signals shall have only the meanings designated. 2:3.4.2
(c) Each person using universal signals in the movement of aircraft shall only use them for the purpose 2:3.4.2
indicated.
(d) No person may use signals likely to cause confusion with universal aviation signals. 2:3.4.2
(b) The holders of airman licenses issued by Vietnam shall comply with these rules when flying outside 2:2.2a
Vietnam, except where these rules may differ with the other State, in which case compliance with the rules
of the State or region being overflown is required.
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(c) Exception: Paragraph (a) does not apply when otherwise authorised by ATC, when operating in a holding
pattern or during manoeuvring in turns.
10.445 ATC CLEARANCES FOR VFR FLIGHTS
(a) Each pilot of a VFR flight shall obtain and comply with ATC clearances and maintain an air-ground 2:4.8
communications watch before and during operations:
(1) Within Class B, C and D airspace;
(2) As part of aerodrome traffic at controlled aerodromes;
(3) Under Special VFR;
(4) Crossing international borders; and 2:4.9
(5) On other routes as required by ATS or the national authority.
10.447 VFR FLIGHTS REQUIRING ATC AUTHORISATION
(a) Unless authorised by the appropriate ATC authority, no pilot may operate in VFR flight: 2:4.4
(b) The holders of airman licenses issued by Vietnam shall comply with these rules when flying outside 2:2.2b
Vietnam, except where these rules may differ with the other State, in which case compliance with the rules 6-I:4.4.8.2
6-II:R4.16.2
and procedures of the State or region being overflown is required.
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(2) For commercial air transport operations, a descent rate will allow touchdown to occur within the
touchdown zone of the runway of intended landing;
(3) The flight visibility is not less than the visibility prescribed in the standard instrument approach being
used; and
(4) At least one of the following visual references for the intended runway is distinctly visible and
identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend below 30 m (100 ft) above the
touchdown zone elevation using the approach lights as a reference unless the red terminating
bars or the red side row bars are also distinctly visible and identifiable.
(ii) The threshold;
(iii) The threshold markings;
(iv) Threshold lights;
(v) The runway end identifier lights;
(vi) The visual approach slope indicator;
(vii) The touchdown zone or touchdown zone markings;
(viii) The touchdown zone lights;
(ix) The runway or runway markings; or
(x) The runway lights.
Note: These visual references do not apply to Category II and III operations. The required visual
references under Category II and III operations are provided in the AOC holder’s operations
specifications or a special authorisation prescribed by the CAAV.
(b) No pilot may continue a precision approach to landing unless in compliance with operational procedures
that ensure the aircraft will cross the threshold by a safe margin with the aircraft in landing configuration and
attitude.
10.500 EXECUTION OF A MISSED APPROACH PROCEDURE
(a) Each pilot operating a civil aircraft shall immediately execute an appropriate missed approach procedure
when either of the following conditions exist::
(1) Whenever the required visual reference criteria is not met in the following situations:
(i) When the aircraft is being operated below MDA; or
(ii) Upon arrival at the missed approach point, including a DH where a DH is specified and its use is
required, and at any time after that until touchdown.
(2) Whenever an identifiable part of the aerodrome is not distinctly visible to the pilot during a circling
manoeuvre at or above MDA, unless the inability to see an identifiable part of the aerodrome results
only from a normal bank of the aircraft during the circling approach.
10.503 CHANGE FROM IFR FLIGHT TO VFR FLIGHT
(a) An pilot electing to change from IFR flight to VFR flight shall notify the appropriate ATC facility specifically 2:5.1.3.1
that the IFR flight is cancelled and then communicate the changes to be made to his or her current flight
plan.
(b) When acceptable to ATC, a pilot operating under IFR encountering VMC may cancel the IFR flight plan if 2:5.1.3.2
the VMC conditions were anticipated and it is intended that the flight will be continued for a reasonable
period of time in uninterrupted VMC.
10.505 [REQUIREMENT MOVED TO 10.397]
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2:3.6.5.2.2 APPENDICES
APPENDIX 1 TO 10.023: INOPERATIVE INSTRUMENTS & EQUIPMENT
(a) This Appendix authorises flight operations with inoperative instruments and equipment installed in
situations where no master minimum equipment list (MMEL) is available and no MEL is required for the
specific aircraft operation under this Part.
(b) The inoperative instruments and equipment may not be:
(1) Part of the VFR-day instruments and equipment prescribed in Part 6;
(2) Required on the aircraft’s equipment list or the operations equipment list for the kind of flight operation
being conducted;
(3) Required by Part 6 for the specific kind of flight operation being conducted; or
(4) Required to be operational by an airworthiness directive.
(c) To be eligible for these provisions, the inoperative instruments and equipment shall be:
(1) Determined by the PIC not to be a hazard to safe operation;
(2) Deactivated and placarded Inoperative; and
Note: If deactivation of the inoperative instrument or equipment involves maintenance, it must be
accomplished and recorded in accordance with Part 4.
(3) Removed from the aircraft, the flight deck control placarded and the maintenance recorded in
accordance with Part 4.
(d) The following instruments and equipment may not be included in the MEL:
(1) Instruments and equipment that are either specifically or otherwise required by the certification
airworthiness requirements and which are essential for safe operations under all operating conditions.
(2) Instruments and equipment required for operable condition by an airworthiness directive, unless the
airworthiness directive provides otherwise.
(3) Instruments and equipment required for specific operations.
Note: The required instruments and equipment for specific operations are listed in Part 6.
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(ii) Received a comprehensive pre-flight briefing by a pilot who has been trained in the use of
ACAS II in accordance with the ACAS II training guidelines.
APPENDIX 1 TO 10.075: LOGGING OF FLIGHT TIME
(a) Logging of solo flight time. Except for a student pilot acting as PIC of an airship requiring more than one
flight crew member, a pilot may log as solo flight time only that flight time when the pilot is the sole occupant
of the aircraft.
(b) Logging PIC flight time:
(1) A private or commercial pilot may log PIC time only for that flight time during which that person is:
(i) The sole manipulator of the controls of an aircraft for which the pilot is rated; or
(ii) Acting as PIC of an aircraft on which more than one pilot is required under the type certification
of the aircraft or the requirements under which the flight is conducted; or
(iii) Performing the duties of PIC under the supervision of a check airman designated by the CAAV,
or
(iv) A sole occupant.
(2) A qualified airline transport pilot may log as PIC time all of the flight time while acting as PIC of an
operation requiring an airline transport pilot licence.
(3) An authorised instructor may log as PIC time all flight time while acting as an authorised instructor.
(4) A student pilot may log PIC time when the student pilot:
(i) Is the sole occupant of the aircraft or is performing functions of the PIC of an airship requiring
more than one flight crew member
(ii) Has a current solo flight endorsement; or
(iii) Is undergoing training for a pilot licence or rating.
(c) Logging co-pilot flight time. A person may log co-pilot flight time only for that flight time during which that
person:
(1) Is qualified in accordance with the requirements of this Part for co-pilot and occupies a pilot station of
an aircraft:
(i) Certificated to be operated with a co-pilot; or
(ii) Engaged in operations of a aircraft certificated for a single pilot, but these type of operation
requires a co-pilot;
(2) Holds the appropriate category, class, and instrument rating (if an instrument rating is required for the
flight) for the aircraft being flown in operations requiring a co-pilot.
(3) Is involved in multi-crew operations that have been approved by the CAAV.
(d) Logging instrument flight time.
(1) A person may log instrument flight time only for that flight time when the person operates the aircraft
solely by reference to instruments under actual or simulated instrument flight conditions.
(2) An authorised instructor may log instrument flight time when conducting instrument flight instruction in
actual instrument flight conditions.
(3) For the purposes of logging instrument flight time to meet the recency of instrument experience
requirements, the following information shall be recorded in a person’s logbook:
(i) The location and type of each instrument approach accomplished; and
(ii) The name of the safety pilot, if required.
(4) An approved flight simulator or approved flight training device may be used by a person to log
instrument flight time, provided an authorised instructor is present during the simulated flight.
(e) Logging flight instruction time.
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(1) A person may log flight instruction time when that person receives training from an authorised
instructor in an aircraft, approved flight simulator, or approved flight training device.
(2) The flight instruction time shall be logged in a logbook and shall:
(i) Be endorsed in a legible manner by the authorised instructor; and
(ii) Include a description of the training given, the length of the training lesson, and the instructor’s
signature, licence number, and licence expiration date.
APPENDIX 2 TO 10.075: CREDITING OF FLIGHT TIME
(a) A student pilot or the holder of a pilot licence shall be entitled to be credited in full with all solo, dual
instruction and pilot-in-command flight time towards the total flight time required for the initial issue of a pilot
licence or the issue of a higher grade of pilot licence.
(b) The holder of a pilot licence, when acting as co-pilot at a pilot station of an aircraft certificated for operation
by a single pilot but required by the CAAV to be operated with a co-pilot, shall be entitled to be credited with
not more than 50 per cent of the co-pilot flight time towards the total flight time required for a higher grade of
pilot licence.
(c) The holder of a pilot licence may have the flight time specified in (b) credited in full towards the total flight
time required if the aircraft is equipped (second instrument panel) to be operated by a co-pilot and the
aircraft is operated in a multi-crew operation.
(d) The holder of a pilot licence, when acting as co-pilot at a pilot station of an aircraft certificated to be
operated with a co-pilot, shall be entitled to be credited in full with this flight time towards the total flight time
required for a higher grade of pilot licence.
(e) The holder of a pilot licence, when acting as pilot-in-command under supervision, shall be entitled to be
credited in full with this flight time towards the total flight time required for a higher grade of pilot licence.
APPENDIX 1 TO 10.105: FLIGHT INSTRUCTOR RECORDS
(a) Each holder of a flight instructor shall comply with the following record keeping requirements:
(1) Sign the logbook of each person to whom that instructor has given flight training or ground training;
(2) Maintain a record in a logbook or a separate document that contains the following:
(i) The name of each person whose logbook or student pilot licence that instructor has endorsed
for solo flight privileges, and the date of the endorsement; and
(ii) The name of each person that instructor has endorsed for a knowledge test or practical test,
and a record of the kind of test, the date, and the results; and
(3) Retain the records required by this Section for at least 3 years.
APPENDIX 2 TO 10.105: FLIGHT INSTRUCTOR LIMITATIONS & QUALIFICATIONS
(a) Each holder of a flight instructor licence shall observe the following limitations and qualifications:
(1) Hours of training. In any 24-consecutive-hour period, a flight instructor may not conduct more than 8
hours of flight training.
(2) Required ratings. A flight instructor may not conduct flight training in any aircraft for which the flight
instructor does not hold:
(i) A pilot licence and flight instructor licence with the applicable category and class rating; and
(ii) If appropriate, a type rating, and.
(iii) For instrument flight training or for training for a type rating not limited to VFR, an appropriate
instrument rating on his or her flight instructor licence and pilot licence.
(b) Limitations on endorsements. A flight instructor may not endorse a:
(1) Student pilot’s licence or logbook for solo flight privileges, unless that flight instructor has:
(i) Given that student the flight training required for solo flight privileges required by this subpart;
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(ii) Determined that the student is prepared to conduct the flight safely under known circumstances,
subject to any limitations listed in the student’s logbook that the instructor considers necessary
for the safety of the flight;
(iii) Given that student pilot training in the make and model of aircraft or a similar make and model
of aircraft in which the solo flight is to be flown; and
(iv) Endorsed the student pilot’s logbook for the specific make and model aircraft to be flown.
(2) Student pilot’s licence and logbook for a solo cross-country flight, unless that flight instructor has
determined that:
(i) The student’s flight preparation, planning, equipment, and proposed procedures are adequate
for the proposed flight under the existing conditions and within any limitations listed in the
logbook that the instructor considers necessary for the safety of the flight; and
(ii) The student has the appropriate solo cross-country endorsement for the make and model of
aircraft to be flown.
(3) Student pilot’s licence and logbook for solo flight in a Class B airspace area or at an aerodrome within
Class B airspace unless that flight instructor has:
(i) Given that student ground and flight training in that Class B airspace or at that aerodrome; and
(ii) Determined that the student is proficient to operate the aircraft safely.
(4) Logbook of a pilot for a flight review, unless that instructor has conducted a review of that pilot in
accordance with the requirements; or
(5) Logbook of a pilot for an instrument proficiency check, unless that instructor has tested that pilot in
accordance with the requirements.
(c) Training in a multi engine aeroplane or helicopter. A flight instructor may not give training required for
the issuance of a licence or rating in a multi engine aeroplane or a helicopter, unless that flight instructor
has at least 5 flight hours of PIC time in the specific make and model of multi engine aeroplane or
helicopter, as appropriate.
(d) Training first-time flight instructors. The qualifications of the flight instructor for training first-time flight
instructor applicants.
(1) No flight instructor may provide instruction to another pilot who has never held a flight instructor
licence unless that flight instructor:
(i) Holds a current ground or flight instructor licence with the appropriate rating, has held that
licence for at least 24 months, and has given at least 40 hours of ground training; or
(ii) Meets the prescribed eligibility requirements;
(iii) For training in preparation for an aeroplane, rotorcraft, has given at least 200 hours of flight
training as a flight instructor; and
(iv) For training in preparation for a glider rating, has given at least 80 hours of flight training as a
flight instructor.
(e) Prohibition against self endorsements. A flight instructor may not make any self-endorsement for a
licence, rating, flight review, authorisation, operating privilege, practical test, or knowledge test that is
required by this Part.
(f) Category II and Category III instructions: A flight instructor may not give training in Category II or
Category III operations unless the flight instructor has been trained and tested in Category II or Category III
operations as applicable.
APPENDIX 1 TO 10.115: REQUIREMENTS OF ISSUANCE OF CREW MEMBER CERTIFICATE
(a) Operators have responsibility to make a list of flight crews and cabin crews to CAAV for approval and
inssuace of crew member certificate
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(b) For crew members, subject to pilot license by CAAV, CAAV shall compare with the pilot profile kept at the
CAAV to grant crew member certificates
(c) For cabin crews, operators will make a list of training results, qualification check in satisfying the
requirements of safety aviation for the cabin crews as a basis for CAAV to grant crew member certificate.
(d) The application for issuance of crew member certificate includes:
(1) A written request of the aircraft operator together with a list of persons proposed flight crew member
certificate.
(2) The declaration proposal of crew member certificate (with photo) (sample attached);
(3) Two 3x4 photos.
(e) Within 3 working days after receipt of crew list and the attached documents, CAAV shall review and
announce the adequacy and validity of the documents
(f) Within 7 working days after the application is determined to be valid, CAAV shall complete the procedures
for issuing crew member certificate for the subjects satisfying the requirements.
(g) The flight crew member certificate is valid for 36 months from date of issue. When expired, operators must
carry out the re-order procedures as for the first time.
APPENDIX 1 TO 10.120: USE OF PSYCHOACTIVE SUBSTANCES
(a) Whenever there is a reasonable basis to believe that a person may not be in compliance with 10.120 and
upon the request of the CAAV, that person shall furnish the CAAV or authorise any clinic, doctor, or other
person to release to the CAAV, the results of each blood test taken for presence of alcohol or narcotic
substances up to 8 hours before or immediately after acting or attempting to act as a crew members.
(b) Any test information provided to the CAAV under the provisions of this section may be used as evidence in
any legal proceeding.
APPENDIX 1 TO 10.125: FLIGHT CREW MEMBERS AT DUTY STATIONS
(a) A required flight crew member may leave the assigned duty station if the crew member is taking a rest
period, and relief is provided:
(1) For the assigned PIC during the en route cruise portion of the flight by a pilot who holds an airline
transport pilot licence and an appropriate type rating, and who is currently qualified as PIC or co-pilot,
and is qualified as PIC of that aircraft during the en route cruise portion of the flight; and
(2) In the case of the assigned co-pilot, by a pilot qualified to act as PIC or co-pilot of that aircraft during
en route operations.
APPENDIX 1 TO 10.195: REFUELLING/DEFUELLING WITH PASSENGERS ONBOARD
(a) Operators must have a procedure of refuelling/defuelling with passenger embarking, onboard or
disembarking to comply with following requirements:
(1) A person with appropriate certificates must be present at the specified location during refuelling/
defuelling with passenger onboard. This person must be capable of operating the emergency
procedures related to fire prevention, fire fighting, communication and evacuation guidelines;
(2) A 2-way communication must be established by the communication system inside the aircraft or other
appropriate method between persons on the ground who are monitoring the refuelling/defuelling and
persons in the aircraft;
(3) The flight crew members, staff and passengers must be informed of the conduct of the refuelling/
defuelling;
(4) The aircraft „FASTEN SEAT BELTS? signs are turned OFF;
(5) The aircraft „NO SMOKING? signs are turned ON;
(6) Passengers must be instructed to unfasten the seat belts and extinguish smoking;
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(7) There are enough people who are certified on the plane in preparation for the emergency evacuation;
(8) If there is smell of fuel inside the plane, or any other harm occurs while refuelling/defuelling, it must be
stopped immediately;
(9) The area below the emergency exit and slide must be clear;
(10) Having requirements for the evacuation of passengers safely and quickly.
APPENDIX 1 TO 10.257: DETERMINATION OF FLIGHT PLANNING SPEED: ETDO
(a) An AOC holder shall determine a speed for the calculation of the maximum distance to an adequate
aerodrome for each two-engined aeroplane type or variant operated, not exceeding Vmo based upon the
true airspeed that the aeroplane can maintain with one-engine-inoperative under the following conditions:
(1) International Standard Atmosphere;
(2) Level flight:
(i) For turbine engined powered aeroplanes at:
(A) FL 170; or
(B) At the maximum flight level to which the aeroplane, with one engine inoperative, can climb,
and maintain, using the gross rate of climb specified in the AFM, whichever is less.
(ii) For propeller driven aeroplanes
(A) FL 80; or
(B) At the maximum flight level to which the aeroplane, with one engine inoperative, can climb,
and maintain, using the gross rate of climb specified in the AFM, whichever is less.
(3) Maximum continuous thrust or power on the remaining operating engine;
(4) An aeroplane mass not less than that resulting from:
(i) Take-off at sea-level at maximum take-off mass until the time elapsed since take-off is equal to
the applicable threshold prescribed in paragraph (a);
(ii) All engines climb to the optimum long range cruise altitude until the time elapsed since take-off
is equal to the applicable threshold prescribed in sub paragraph (a); and
(iii) All engines cruise at the long range cruise speed at this altitude until the time elapsed since
take-off is equal to the applicable threshold prescribed in paragraph (a).
(b) An AOC holder shall ensure that the following data, specific to each type or variant, is included in the
Operations Manual:
(1) The one-engine-inoperative cruise speed determined in accordance with paragraph (b); and
(2) The maximum distance from an adequate aerodrome determined in accordance with paragraphs (a)
and (b).
Note: The speeds and altitudes (flight levels) specified above are only intended to be used for
establishing the maximum distance from an adequate aerodrome.
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Aerodrome with
Precision Approach Cat Non-Precision Approach Circling minima or, if not available, non-precision
1(ILS, MLS) Minima approach minima plus 200 ft/1000m
Note 1: Runways on the same aerodrome are considered to be separate runways when they are
separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it
will not prevent the planned type of operations on the other runway and each of the landing surfaces
has a separate approach based on a separate aid.
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* Except when, on the basis of regional air navigation agreements, a modified table of cruising levels
based on a nominal vertical separation minimum of 1 000 ft (300 m) is prescribed for use, under
specified conditions, by aircraft operating above FL 410 within designated portions of the airspace.
** Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to
those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by
a network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart
in which the direction towards the North Pole is employed as the Grid North.
*** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and
from 270 to 089 degrees is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified.
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RVSM – METRES
(b) in areas where metres are used for altitude and where, in accordance with regional air navigation
agreements, a vertical separation minimum of 300 m is applied between 8 900 m and 12 500 m inclusive:
* Except when, on the basis of regional air navigation agreements, a modified table of cruising levels
based on a nominal vertical separation minimum of 1 000 ft (300 m) is prescribed for use, under
specified conditions, by aircraft operating above FL 410 within designated portions of the airspace.
** Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to
those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by
a network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart
in which the direction towards the North Pole is employed as the Grid North.
*** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and
from 270 to 089 degrees is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified.
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Non-RVSM – FEET
(c) In other areas where feet are the primary unit of measurement for altitude:
* Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to
those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by
a network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart
in which the direction towards the North Pole is employed as the Grid North.
** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and
from 270 to 089 degrees is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified.
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Non-RVSM – METRES
(d) In other areas where metres are the primary unit of measurement for altitude:
* Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to
those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by
a network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart
in which the direction towards the North Pole is employed as the Grid North.
** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and
from 270 to 089 degrees is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified.
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Flight visibility 8 km at and above 3 050 m (10 000 ft.) AMSL 5 km**
5 km below 3 050 m (10 000 ft.) AMSL
* When the height of the transition altitude is lower than 3 050 m (10 000 ft.) AMSL, FL 100 should be
used in lieu of 10 000 ft.
*** The VMC minima in Class A airspace are included for guidance to pilots and do not imply acceptance
of VFR flights in Class A airspace.
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ATTACHMENTS
ATTACHMENT 1 TO PART 10: SUMMARY OF AMENDMENTS
This attachment contains a summary of all amendments that have been made to the original version of this
Part:
Location Revision Description of Amendment
10.003 [1]2014 Deleted definitions and revised to indicate to reader that the definitions
applicable to VARs are now consolidated in Part 1, Appendix 1 to 1.007.
10.005 [1]2014 Deleted acronyms and revised to indicate to reader acronyms applicable to
the VARS are now consolidated in Part 1, Appendix 1 to 1.008.
10.010 [1]2014 Reformatted and revised to add requirement that the CofR should not be
expired.
10.015(a) [1]2014 Replaced with expanded requirements for unexpired CofA and compliance
with a system of airworthiness approved by the State of Registry.
10.015(b) [1]2014 Replaced “PIC” with “Each person…” to assign responsibility for
airworthiness of aircraft prior to takeoff to each person associated with the
aircraft.
10.017(a) [1]2014 Inserted additional requirements relating to operational limitations.
10.023(b)(2) [1]2014 Deleted the words “for commercial air transport operations…”
10.023(c)(3) [1]2014 Inserted reference to Part 23 in this requirement.
10.033(a)(3) [1]2014 Moved the requirement for an Aircraft Journey Log to this location and
added a note referencing Appendix 1 to 10.033 for the contents of the log.
10.033 (a)(4-7) [1]2014 Reformatted (a)(3-6) to (a)(4-6)
10.033(a)(6) [1]2014 Revised text to more closely align with ICAO SARP reference.
10.035(a)(1) [1]2014 Removed aircraft journey log from this Section.
10.035(a)(1-13) [1]2014 Reformatted sub-paragraphs (a)(2-14) as (a)(1-13).
10.039 [1]2014 Inserted new Subpart C applicability
10.040(a) [1]2014 Reformatted and revised to better align with ICAO SARP.
10.040(b) [1]2014 Replaced F/O with “co-pilot” to use more appropriate ICAO term.
10.040(c) [1]2014 Inserted new paragraph referencing the flight engineer station crew
requirement.
10.040(d) [1]2014 Deleted requirement for flight navigators as no longer required.
10.040(d) [1]2014 Reformatted original paragraph (c) as (d) and corrected text.
10.045(c) [1]2014 Added new paragraph (c) to include flight engineer crew requirement
10.045(d) [1]2014 Reformatted original paragraph (c) to (d).
10.051 [1]2014 Insert new Section to incorporate language proficiency requirements.
10.053(a)(1) [1]2014 Edited to add the word “and” after word pilots.
10.053(a)(3) [1]2014 Deleted this reference to “flight navigators.” This license no longer issued by
CAAV.
10.053(c-d) [1]2014 Relocated these requirements to Part 8, Section 8.007.
10.055(a) [1]2014 Reformatted to align text with ICAO SARP.
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10.060(a)(1-4) [1]2014 Revised the listing of required type ratings to more closely align to ICAO
SARP.
10.0060(b) [1]2014 Revised the text to more closely align to ICAO SARP.
10.0060(b)(3)(i) [1]2014 Revised the text to more closely align to ICAO SARP.
10.060(b)(4) [1]2014 Revised the text to more closely align to ICAO SARP
10.068 [1]2014 Inserted new Section regarding crew ACAS training.
10.075 [1]2014 Moved text to Appendices to 10.075 and replaced Section to align with
ICAO SARP.
10.077(b) [1]2014 Inserted new paragraph (b) regarding co-pilot currency in large and turbine
aircraft.
10.077(c-d) [1]2014 Reformatted original (b-c) as (c-d).
10.077(d) [1]2014 Revised paragraph (d) include the requirements of (c).
10.080(c) [1]2014 Inserted new paragraph to include instrument proficiency check for Part 23
pilots.
10.083(a) [1]2014 Revised text to more closely align with ICAO SARP.
10.083(b) [1]2014 Deleted original paragraph (b). Requirement replaced by (a)
10.083(b) [1]2014 Reformatted original (c-d) to (b-c)
10.083(b) [1]2014 Revised to allow an authorized representative of the CAAV to conduct
check.
10.083(c) [1]2014 Revised text to require the use of Skill Test Standards for checking.
10.083(d) [1]2014 Delete the original paragraph (d). This was made obsolete by revising (a)
and (b)
10.090(a)(1) [1]2014 Revised to align with ICAO SARP re ATPL privileges.
10.0090(b) [1]2014 Inserted new paragraph relating to multi-crew privileges.
10.092 [1]2014 Inserted new Section consolidating the multi-crew privileges.
10.093(b)) [1]2014 Deleted original paragraph (b) to move text to Section 10.092.
10.093(a-c)) [1]2014 Completely revised the CPL privileges to align with ICAO SARP.
10.095(b)) [1]2014 Deleted original paragraph (b) to move text to Section 10.092.
10.095(b-c)) [1]2014 Inserted new (b-c) regarding CPL multi-engine and instrument privileges.
10.097(g) [1]2014 Deleted original paragraph (g) to move text to Section 10.092.
10.097(e-g) [1]2014 Inserted substantially revised text re PPL privileges.
10.100(a)(5) [1]2014 Revised to allow student pilot international flight under special conditions.
10.105(a)(1) [1]2014 Revised to require supervision of student pilot solo flight.
10.105(a)(5) [1]2014 Revised to expand flight instructor privileges to aircraft class and type.
10.105(a)(8) [1]2014 Replaced term “practical” with “skill” test.
10.105(c) [1]2014 Reformatted original paragraph (c) to paragraph (e)
10.105(c) [1]2014 Inserted new paragraph (c) containing instructor provisions from ICAO
SARP.
10.105(d) [1]2014 Inserted new paragraph (d) for multi-crew instructor qualification.
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10.105(e) [1]2014 Reworded to require CAAV endorsement for certain license holders prior to
flight instruction.
10.107(a) [1]2014 Reworded to incorporate the requirements of the original (a) and (b)
paragraphs.
10.107(b) [1]2014 Deleted original (b) paragraph.
10.107(b) [1]2014 Reformatted the original paragraph (c) as paragraph (b).
10.107(c) [1]2014 Inserted new requirement to give CAAV the option regarding flight engineer
type rating entry.
10.110(d) [1]2014 Inserted new requirement that pilots are responsible for avoiding imminent
collisions identified by ACAS.
10.113 [1]2014 Replaced this Section with expanded requirements for crew assignments
and responsibilities.
10.114 [1]2014 Inserted new Section specifying responsibility for operational control.
10.133(a) [1]2014 Revised checklists requirements to align with ICAO SARP.
10.133(c) [1]2014 Inserted requirement that checklists comply with human factors principles.
10.135(b) [1]2014 Inserted new paragraph (b) to assign responsibility for search and rescue
materials to the operators.
10.135(c) [1]2014 Reformatted original paragraph (b) to (c) to accommodate additional
requirements.
10.140(b) [1]2014 Inserted new requirement regarding the unlocking of the cockpit door.
10.155(b) [1]2014 Revised to include requirement for journey log
10.160(a) [1]2014 Revised to expand when entries should be made to the aircraft technical log.
10.163(b) [1]2014 Inserted new requirement for operators to ensure reporting of facility
outages.
10.167(d) [1]2014 Relocated the dangerous goods reporting to new Section 10.169.
10.167(d) [1]2014 Reformatted the original unlawful inference report from paragraph (e) to (d)
10.167(e) [1]2014 Inserted new voluntary incident reporting regulation.
10.169 [1]2014 Inserted new Section to expand the dangerous goods reporting
requirements.
10.170(c) [1]2014 Inserted new paragraph (c) requiring operator report if pilot incapacitated.
10.175(b) [1]2014 Revised the wording to provide more specific requirements relating to
operations.
10.175(c)(1) and [1]2014 Inserted the pressure references of the ICAO SARPS and put the
(2) corresponding altitudes in parenthesis.
10.176 [1]2014 Inserted new Section requiring the wearing of survival suits under certain
conditions.
10.177(a)(1) [1]2014 Revised text to align with ICAO SARP text.
10.177(a)(3) [1]2014 Revised text to align with ICAO SARP text.
10.178 [1]2014 Inserted new Section specifying regulation for Electronic Flight Bags.
10.180(b)(c) [1]2014 Inserted new dangerous goods requirements to comply with ICAO SARP.
10.183 [1]2014 Inserted new Section with security requirements for all flights.
10.185 [1]2014 Inserted new Section with specific emergency equipment requirements.
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10.195(a)(1) [1]2014 Added additional text to align with the ICAO SARP text.
10.197(d) [1]2014 Added additional text to align with the ICAO SARP text.
10.197(e) [1]2014 Added additional text to align with the ICAO SARP text.
10.197(f) [1]2014 Inserted new requirement that crew be capable of performing duties relating
to emergency evacuation and public safety.
10.200(c)(d) [1]2014 Converted both of the original notes to specific regulatory requirements.
10.205(b) [1]2014 Replaced the original text with more expanded text specifically detail
pressures requiring use for oxygen.
10.205(c) [1]2014 Revised text relating to cabin altitude to include pressure and altitude.
10.210(a)(10) [1]2014 Revised to align text with ICAO SARP listing.
10.210(a)(11) [1]2014 Inserted alternate aerodrome separately to align with ICAO SARP listing.
10.210(a)(12-15) [1]2014 Reformatted original (a)(11-14) as (a)(12-15)
10.217(a)(b) [1]2014 Inserted ICAO SARP planned re-clearance text and relocated original (a)(b).
10.217(c)(d) [1]2014 Reformatted original (a)(b) as (c)(d) to retrain requirement for AOC approval
for special routing.
10.230(a)(1) [1]2014 Inserted specific certificate titles in parenthesis to align with ICAO SARP
text.
10.235 [1]2014 Revised Section title to align with ICAO SARP text.
10.243 [1]2014 Revised Section title to align with ICAO SARP text.
10.243(b) [1]2014 Insert new ICAO SARP that provides more specific requirement for IFR
weather limits.
10.243(c)(d) [1]2014 Reformatted original (b) and (c) as (c) and (d).
10.245(a) [1]2014 Inserted new sub-header and additional ICAO SARP requirements
10.245(b) [1]2014 Inserted additional SARP text specifying when alternate is not required.
10.245(c) [1]2014 Inserted new sub-header
10.245(d) [1]2014 Reformatted original (a) to (d) and added a sub-header.
10.245(e) [1]2014 Reformatted original (b) to (e) and added a sub-header for clarity.
10.246 [1]2014 Inserted specific requirements regarding planning to isolated aerodromes.
10.247(a) [1]2014 Inserted new sub-header for clarity.
10.247(b) [1]2014 Inserted new sub-header for clarity.
10.247(c) [1]2014 Inserted new sub-header for clarity.
10.247(d) [1]2014 Inserted sub-header and new requirements regarding selection of two
alternates.
10.247(e)(f) [1]2014 Inserted sub-header and provisions for CAAV to approve special alternate
minima.
10.250(a) [1]2014 Revised to add hostile environment prohibition.
10.250(b) [1]2014 Reformatted exceptional cases of (a) as a separate regulation.
10.250(c) [1]2014 Reformatted original (b) to (c)
10.250(c)(2) [1]2014 Added more specific discussion regarding critical equipment considerations.
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10.253 [1]2014 Replaced the original requirements in order to align with current ICAO
SARPs.
10.255 [1]2014 Replaced the original requirements in order to align with current ICAO
SARPs.
10.257 [1]2014 Replaced the original requirements in order to align with current ICAO
SARPs.
10.260 [1]2014 Replaced the original requirements in order to align with current ICAO
SARPs.
10.263 [1]2014 Replaced the original requirements in order to align with current ICAO
SARPs.
10.265 [1]2014 Replaced the original requirements in order to align with current ICAO
SARPs.
10.266 [1]2014 Inserted new Section to include specific fuel supply requirements for
helicopters.
10.268 [1]2014 Inserted new Section to include detailed fuel supply requirement for large
and turbine-powered aircraft.
10.269 [1]2014 Inserted new Section to include requirements regarding in-flight fuel
analysis.
10.270 [1]2014 Replaced original text with much more specific in-flight fuel management
requirements.
10.273(b) Note [1]2014 Replaced text to indicate that the persons are employed by the “operator.”
10.275(b) [1]2014 Expanded the text to align with ICAO SARP
10.275(c) [1]2014 Converted original note to a specific regulatory requirement.
10.275(d-f)) [1]2014 Reformatted original paragraphs (c-e) to (d-f) to accommodate new (c).
10.275(f) [1]2014 Revised to include general aviation operators of large aircraft.
10.277(a) [1]2014 Added “series of flights.”
10.277(b) [1]2014 Added “series of flights.”
10.277(a) [1]2014 Added “series of flights.”
10.277(a) [1]2014 Revised to include all operators and add “series of flights.”
10.280(a) [1]2014 Revised to require the PIC sign a completed operational flight plan.
10.283(a) [1]2014 Added “series of flights.”
10.283(d) [1]2014 Revised to specify CAAV approval of location and methodology.
10.290(c) [1]2014 Reformatted original paragraph from (b) to (c); revised “certificates” to
licenses and added “region” being overflown.
10.297(a) [1]2014 Inserted text break header to emphasize (a) and (b) have a separate subject
than the other paragraphs.
10.297(c) [1]2014 Inserted text break header for helicopters.
10.297(d) [1]2014 Inserted new requirement for persons other than pilots turning rotors.
10.297(e-f) [1]2014 Inserted text break header regarding signalman and inserted requirements
for the use of a signalman.
10.310(a)-(a)(1) [1]2014 Relocated the first portion of (a)(1) as the last words of (a).
10.313(d)(1-2) [1]2014 Revised to indicate “operations in Performance Class…” rather than a
specific type of helicopter.
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End of Part 10
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