4.2.3 U.S. ATS units use “course” rather than “track.”
4.2.3 The U.S. uses the phraseology for a traffic alert in lieu of the phrase “to avoid traffic”; however, the
sense of urgency is the same as the word “immediately” is used by both PANS ATM and FAA.
4.2.4.1 U.S. controllers say “this will be a P-A-R/surveillance approach to runway (number) or
airport/runway (number) or airport/heliport.” U.S. controllers do not say “approach completed . . . .”
U.S. controllers say “your missed approach procedure is (missed approach procedure)” and, if
needed, “execute missed approach.”
4.2.4.2 For PAR approaches, U.S. controllers say “begin descent” and for surveillance approaches, U.S.
controllers say “descend to your minimum descent altitude.”
4.2.4.4 The wheels down check is only done by U.S. military ATS units; the phraseology is “check wheels
down” for military tower controllers and “wheels should be down” for military ATS radar units.
4.2.4.5 Although U.S. controllers say “go around,” they do not say “continue visually or go around.” In that
case, they would say “if runway, approach/runway lights, not in sight, execute missed approach” or
“if not visual, (advise you) execute missed approach.”
Also, see 4.2.4.1, above.
4.2.5.1 See 4.2.4.1, above.
4.2.5.3 See Part VIII, Radar Services, 9.3.5 and 4.1.3, above.
4.2.5.4 See 4.1.3 and 4.2.4.2, above.
4.2.5.7 See 4.2.4.1, above.
4.2.5.8 See 4.2.4.5, above.
4.3.3 When a transponder appears inoperative or malfunctioning, U.S. controllers would instruct
“ . . . reset transponder, squawk” or “ . . . your transponder appears inoperative/malfunctioning,
reset, squawk . . . .”
4.3.6, 4.3.8 U.S. controllers do not say “squawk Charlie.” U.S. controllers may ask a pilot to “ident” or “squawk
standby” or “squawk low/normal” or “squawk MAYDAY on 7700” or “squawk altitude.”
4.3.9 For aircraft above FL 180, U.S. controllers would say, “confirm using two niner niner two as your
altimeter setting, verify altitude” or “stop altitude squawk” “stop altitude squawk; altitude differs by
(number) feet.” U.S. controllers would not say “stop squawk Charlie.”
4.3.10 See 4.3.6, above.
4.3.11, 4.3.12 See 4.3.9, above.
4.3.13 U.S. controllers would say “verify at (altitude)” and/or “verify assigned altitude.”
6.1.1 U.S. controllers would issue MEA/MVA/MOCA/MIA instead of QNH.
Part XIV Procedures Related to Emergenices, Communication Failure and Contingencies
3 The U.S. has organized this material from the perspective of the controller. ICAO has outlined
information the pilot can expect to provide.
4.3 The U.S. uses 2,000 feet above the highest obstacle and for separation from other aircraft, 1,000 feet
above or 2,000 feet below and 5 miles. This includes VFR aircraft.
6.1 The U.S. does not have a section pertaining to emergency separation.
6.3 As previously covered in past differences, the U.S. uses TCAS. U.S. orders speak to controller
actions when advised of an aircraft responding to a resolution alert (RA).
Appendix 1 Instructions for Air-reporting by Voice Communications
AIREP Form of
Air-report
See Part IV, General Provision, 15.1.
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Appendix 2 Flight Plan
See Part IV, General Provision, 8.
2.2 (Item 15) U.S. ATS units do not accept cruising speeds nor filed altitudes/flight levels in metric terms. The
U.S. accepts filed Mach Number expressed as M followed by 3 figures.
2.2 (Item 18) The U.S. requires filed FIR boundary designators and accumulated estimated elapsed times to such
points or FIR boundaries in the sequence and form as prescribed in 2.2, Item 18 of Doc 4444,
Appendix 2.
Appendix 3 ATS Messages
1.1.1 See Part XI, ATS Messages, 1.3.
1.6.2 See Part XII, Phraseologies, 2.8.
1.8.1 (Field
Type 3), (Field
Type 15), and
(Field Type 18).
See Part XI, ATS Messages. 1.3.
See Appendix 2, Flight Plan, 2.2 (Item 15) and 2.2 (Item 18).
2.1, 2.4.5, 2.5 See Part XI, ATS Messages 1.3.
Attachment B This section now appears in the Air Traffic Services Planning Manual (Doc 9426).
3.2 (Item 15) See Appendix 2, Flight Plan, 2.2 (Item 15).
3.2 (Item 18) See Appendix 2, Flight Plan, 2.2 (Item 18).
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ANNEX 3 -METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION
Chapter 3 World Area Forecast System and Meteorological Offices
3.2.1 b), c) The capability to comply continues to be developed.
Chapter 4 Meteorological Observations and Reports
4.3.1 c)* The U.S. does not prepare SPECI for changes in air temperature.
4.3.3 a)* Practices require SPECI for wind shift when wind direction changes by 45 degrees or more in less
than 15 minutes and the wind speed is 10 knots or more throughout the wind shift.
4.3.3 b)* Practices do not require SPECI for increases of mean surface wind speed.
4.3.3 c)* Practices require SPECI for squall, where squall is defined as a strong wind characterized by a
sudden onset in which the wind speed increases at least 16 knots and is sustained at least 22 knots or
more for at least 1 minute.
4.3.3 d)* Practices do not require SPECI for wind direction changes based on local criteria.
4.3.3 f)* SPECI are not prepared for the equivalents in feet of 150, 350, or 600 meters. U.S. military stations
may not report a SPECI based on RVR.
4.3.3 g)* Practices do not require SPECI for the onset, cessation, or change in intensity of:
-freezing fog.
-moderate or heavy precipitation (including showers thereof).
-low drifting dust, sand or snow.
-blowing dust, sand or snow (including snowstorm).
-duststorm.
-sandstorm.
4.3.3 h)*, j)* Practices do not require SPECI when the height of the lowest BKN or OVC cloud layer or vertical
visibility changes to or passes 100 feet (30 meters) unless an approach minimum exists.
4.5.6*,
4.5.9 a)*
Practices use 6-knot criterion for average wind speed to report variable wind direction in METAR
and SPECI.
4.5.9 b)* Practices define wind gust as rapid fluctuations in wind speed with a variation of 10 knots or more
between peaks and lulls. Wind speed data for the most recent 10 minutes is examined and a gust, the
maximum instantaneous wind speed during that 10-minute period, is reported if the definition
above is met during that period.
4.6.5* Practice is to report prevailing visibility. Prevailing visibility is defined as the visibility that is
considered representative of visibility conditions at the station (automated observation), or the
greatest distance seen throughout at least half the horizon circle, not necessarily continuous (manual
observation).
4.7.14* RVR values, reported in feet (FT), are based on light setting 5 (highest available) for the designated
instrument runway. RVR tendency is not reported.
4.8.2* The following weather elements are augmented manually at designated automated stations
observation sites: FC, TS, GR, GS, and VA. At selected airports, additional present weather
elements may be provided.
With the exception of volcanic ash, present weather is reported when prevailing visibility is less
than 7 statute miles or considered operationally significant. Volcanic ash is always reported when
observed.
4.8.4* The practice is to not report the following weather phenomena at unstaffed stations in METAR or
SPECI: DZ, PL, IC, SG, GR, GS, SA, DU, FU, VA, PY, PO, SQ, FC, DS, and SS.
4.8.5* The practice is to not report the following characteristics of present weather phenomena in METAR
or SPECI: SH, DR, MI, BC, and PR at unstaffed stations.
4.8.6* The practice with respect to the proximity indicator VC is between 5 to 10 statute miles from the
point of observation with the exception of precipitation for which the VC indicates _0 to 10 statute
miles from the point of observation.
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4.9.5* The U.S. reports only up to 3 layers at automated sites and up to 6 layers at manual sites. Cloud
layer amounts are a summation of layers at or below a given level, utilizing cumulative cloud
amount. In addition, at automated sites which are unstaffed, cloud layers about 12,000 feet are not
reported. At staffed automated sites, clouds above 12,000 feet may be augmented.
4.13.1* Practices require the inclusion of a modifier field to designate AUTO for totally ‘‘automated’’
observations (no human augmentation) or COR for corrected observations between the date and
time of the report and the surface wind direction and speed.
4.13.2 The U.S. does not use the term CAVOK in meteorological reports.
Chapter 6 Forecasts
6.2.5 b)* Change groups and amendment criteria below 1/2 statute mile (800 meters) are not used.
6.2.5 d)* The 100 foot (30 meter) change group and amendment criterion is not used.
6.2.17* Forecast visibility increments used consist of 1/4 mile from 0 (zero) to 1 mile; 1/2 mile from 1 to
2 miles; and 1 mile above 2 miles.
6.2.18* Practices require the forecast of non-convective low-level wind shear within 2,000 feet of the
ground in the Optional Group.
6.2.19* The U.S. does not use CAVOK and NSC in meteorological forecasts.
6.3*, 6.4* Landing and takeoff forecasts are provided by the TAF.
6.5* Upper winds and upper-air temperatures are not included in area forecasts.
6.6.2, 6.6.3 Area forecasts are issued three times a day in the U.S., with the exception of Alaska and Hawaii
where they are issued four times a day. They are valid for a 12-hour period beginning 1 hour after
issuance and have an 18-hour outlook.
Chapter 7 SIGMET and AIRMET Information, Aerodrome Warnings and Wind Shear Warnings
7.3.1 The U.S. does not include cloud amount or type in AIRMET.
9.6.1, 9.6.3 The U.S. does not report ISOL, OCNL, or FREQ in accordance with the guidance on the use of the
terms given in Attachment F.
*Indicates ICAO Recommended Practice
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ANNEX 4 -AERONAUTICAL CHARTS
Chapter 1 Definitions
Air taxiway The U.S. does not depict defined surfaces for air-taxiing of helicopters.
Danger area The term “danger area” will not be used in reference to areas within the U.S. or in any of its
possessions or territories.
Final approach
and take-off
area (FATO)
The U.S. does not depict final approach and take-off areas (FATOs).
Helicopter stand The U.S. does not use this term.
Prohibited area
Restricted area
The U.S. will employ the terms “prohibited area” and “restricted area” substantially in accordance
with the definitions established and, additionally, will use the following terms: “Alert area.”
Airspace which may contain a high volume of pilot training activities or an unusual type of aerial
activity, neither of which is hazardous to aircraft.
“Controlled firing area.” Airspace wherein activities are conducted under conditions so controlled as
to eliminate the hazards to nonparticipating aircraft and to ensure the safety of persons and property
on the ground.
“Warning area.” Airspace which may contain hazards to nonparticipating aircraft in international
airspace.
“Maneuvering area.” This term is not used by the U.S.
“Military operations area (MOA).” An MOA is an airspace assignment of defined vertical and
lateral dimensions established outside Class A airspace to separate/segregate certain military
activities from IFR traffic and to identify for VFR traffic where these activities are conducted.
“Movement area.” Movement area is defined by the U.S. as the runways, taxiways, and other areas
of an airport which are utilized for taxiing, take-off, and landing of aircraft, exclusive of loading
ramp and parking areas.
Touchdown and
lift-off area
(TLOF)
The U.S. does not use this term.
Chapter 2 General Specifications
2.1 The titles of charts produced by the U.S. are not those provided for in Annex 4.
2.2.1 The marginal note layouts, in some cases, differ from those set forth in Appendices 1, 5, and 6.
2.4.1 Visibility distances are expressed in statute miles and fractions thereof.
2.4.4 Conversion scale (meters/feet) is not shown on Radio Navigation Charts.
Chapter 3 Aerodrome Obstacle Chart -ICAO Type A (Operating Limitations)
3.1 The U.S. produces an Airport Obstruction Chart which covers the basic requirements called for by
Aerodrome Obstruction Chart -ICAO Type A.
Chapter 4 Aerodrome Obstacle Chart -ICAO Type B
4.1 The U.S. produces an Airport Obstruction Chart which covers the basic requirements called for by
Aerodrome Obstruction Chart -ICAO Type B.
Chapter 5 Aerodrome Obstacle Chart -ICAO Type C
5.8.1 The navigation grid on U.S. Aircraft Position Chart 3097 comprises lines parallel to 54_ West
Meridian and the navigation grid on U.S. Aircraft Position Chart 3096 comprises lines parallel to
92_ West Meridian. These changes to the ICAO Standard were made to provide navigation grid
lines vertical to a great circle projection base.
Chapter 6 Precision Approach Terrain Chart -ICAO
6.9.1.1 Only outbound magnetic bearings from VOR facilities and inbound magnetic bearings to
low/medium frequency radio navigation facilities are shown.
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Chapter 7 En Route Chart -ICAO
7.9.3.1.1 1) and
5)
The U.S. depicts geographic positions in degrees and minutes to the hundredth of a degree.
Chapter 8 Area Chart -ICAO
8.9.3.1.1 1) and
6)
The U.S. depicts geographic positions in degrees and minutes to the hundredth of a degree.
Chapter 9 Standard Departure Chart -Instrument (SID) -ICAO
9.3.1 Charts covering continental U.S. between latitudes 24_ and 52_ North are based on standard
parallels at 33_ and 45_ and between latitudes 52_ and 72_ North on standard parallels at 55_ and
65_.
9.4.1 The U.S. uses a sheet numbering system which differs from the index in Appendix 7.
9.8.3.2* The elevation of the highest point on any sheet is not always cleared of hypsometric tinting.
9.9.3.1.1 2d)
and 3)
The U.S. depicts geographic positions in degrees and minutes to the hundredth of a degree.
9.10.1 Heliports are not shown.
Chapter 10 Standard Arrival Chart -Instrument (STAR) -ICAO
10.8.3.2* The elevation of the highest point on any sheet is not always cleared of hypsometric tinting.
10.9.3.1.1 2d)
and 3)
The U.S. depicts geographic positions in degrees and minutes to the hundredth of a degree.
Chapter 11 Instrument Approach Chart -ICAO
11.10.4.3 The U.S. does not depict geographic position of the final approach fix.
Chapter 12 Visual Approach Chart -ICAO
12.2.1 Stopways are not indicated.
12.5.5.2.1 The datum (MSL) is stated in the Instrument Approach Chart legend, not on the chart.
12.6.2 Runway threshold elevations are not shown.
Chapter 13 Aerodrome/Heliport Chart -ICAO
13.6.1.d
Surface type for
heliports.
The U.S. does not show “type of surface for heliports.”
13.6.2
Elevated
helidecks, etc.
The U.S. does not show “surface level, elevated, or helidecks.”
Chapter 14 Aerodrome Ground Movement Chart -ICAO
14.6.1 c) The U.S. does not depict geographic positions of aircraft stands.
14.6.1 f) The U.S. does not depict taxiway centerline points.
Appendix 2 ICAO Chart Symbols
No. 21 Tidal flats are shown in brown stipple over the blue open water tint.
No. 45 Rocks awash are shown by a six-armed symbol as adopted by the International Hydrographic
Bureau.
No. 54, 61 Spaces between sides of bridge and road or railroad symbols are filled solid.
No. 70 Oil or gas fields are shown with an oil well derrick symbol.
No. 77 Ruins are shown by a solid square, properly annotated.
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No. 94 The runway surface indicator (letter H) and the lighting indicator (letter L) are not normally used on
high altitude Radio Navigation Charts. Only those airports with a minimum of 5,000 feet
hard-surfaced runways are shown.
The letter H is not used on low altitude Radio Navigation Charts. All airports depicted have
hard-surfaced runways, excepting that where the letter ‘‘S’’ follows the runway length, the runway
surface is soft.
On Visual Navigation Charts of the 1:500 000 scale, a miniature runway layout depiction indicates
airports with hard-surfaced runways at least 1,500 feet long.
No. 110 Aerodrome traffic zones are termed ‘‘SURFACE AREAS’’ in U.S. usage. These are all of standard
dimensions. Limits are not shown, but airports at which SURFACE AREAS have been established
are indicated by a color-coded airport symbol.
No. 113 Limits of advisory areas are shown on Radio Navigation Charts with a crenellated line. This
depiction is indicated in the legend as the border of an Air Route Traffic Control Center (ARTCC).
No. 116 The nomenclature ‘‘non-compulsory’’ is used instead of ‘‘on request’’ for appropriate position
reporting points.
No. 127 Isogonic lines are shown on Radio Navigation Charts only as short sections of continuous lines
extending inward from the neat lines.
*Indicates ICAO Recommended Practice.
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ANNEX 5 -UNITS OF MEASUREMENT TO BE USED IN AIR-GROUND COMMUNICATIONS
General Statement: Most of the individual SI quantities and measurement units listed in the Annex are not commonly
used in routine international air operations. Although most U.S. national standards and practices do not specifically
utilize the SI units, the SI units of measurement are acceptable and not prohibited from use by U.S. regulations. Under
the present operational practices, these differences are not significant and are identified in U.S. Aeronautical
Information and Technical Publications. In accordance with Article 38 of the Convention, the U.S. wishes to file the
enclosed Notice of Differences to Annex 5, Fourth Edition, as amended by Amendment 13. Only those differences
recognized as necessary for the safety or regularity of international air navigation and required for day-to-day
operations in U.S. airspace are listed separately in this notification. In addition, we do not support the establishment of
dates for planning purpose for termination of the use of bar, knot, nautical mile, and foot. (Chapter 4, Table 4-1) Until
sufficient operational analysis identifies and resolves the safety issues, the establishment of termination dates for use of
the bar, knot, nautical mile, and foot is unacceptable.
Reference: Table 3-4, Chapter 3, Annex 5, Fourth Edition, as Amended by Amendment 13.
Chapter 3.3 (Table 3-4)
Ref. No. Quantity Unit (SI) Differences as of 5 January 1988
1.4 distance (short) meter foot
1.12 runway length meter foot
1.13 runway visual range meter foot
1.15 time hour and minute,
the day of 24
hours beginning
at midnight UTC
Time may be given in local time
1.16 visibility kilometer statute mile and fraction
2.12 mass (weight) kilogram pound (lb)
3.2 altimeter setting hectopascal inches of mercury
6.7 temperature °C C° except Fahrenheit used for surface air
and dew point temperature
10.1 absorbed dose Gy rd
10.2 absorbed dose rate Gy/s rd/s
10.4 dose equivalent Sv rem
10.5 radiation exposure C/kg R
10.6 exposure rate C/kg•s R/s
All non-SI alternative units listed in this table will continue to be utilized where permitted.
(1.1, 1.3, 1.5, 1.7, 4.1, 4.7, 4.15, 4.16)
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ANNEX 6 -OPERATION OF AIRCRAFT
PART I
Chapter 1 Definitions
Aerodrome
operating
minima
This term is not used in the U.S.
Category I
(Cat I)
operation
For a Category I operation, the U.S. requires a decision height (DH) of not less than 200 feet and
either visibility of not less than 1/2 mile or a runway visual range of 2,400 feet (RVR 1,800 feet
with operative touchdown zone and runway centerline lights).
Category II
(Cat II)
operation
The U.S. requires that Category II provide approaches to minima of less than 200 feet decision
height/2,400 runway visual range to as low as 100 feet decision height/1,200 feet runway visual
range.
Category IIIA
(Cat IIIA)
operation
U.S. criteria are the same as those adopted in Part 1 of Annex 6. However, the runway visual range
is expressed as not less than 700 feet (200 meters).
Category IIIB
(Cat IIIB)
operation
U.S. criteria are the same as those adopted in Part 1 of Annex 6. However, the runway visual range
is expressed as less than 700 feet (200 meters) but not less than 150 feet (50 meters).
Cruising
level
The term “cruising altitude” is used in lieu of “cruising level” in U.S. ATC phraseology.
Decision height Although not identical, the U.S. definition of decision height is not substantially different.
General
aviation
operation
General aviation is defined as all civil aviation operations other than scheduled air transportation
and nonscheduled air transport operations for remuneration or hire. The classification of general
aviation flying by powered aircraft is, as follows:
Instructional flying. Use of an aircraft for purposes of flight instruction with an instructor. The
flights may be performed by aero-clubs, flying schools, fixed-base operators, or commercial
operators.
Business flying. Use of an aircraft to carry personnel and/or property to meet the transport needs of
officials of a business, firm, company, or corporation. These flights may be performed by a
commercial pilot or by a private pilot.
Pleasure flying. Use of an aircraft for personal or recreational purpose not associated with a
business or profession.
Aerial work. Use of an aircraft for activities such as: (1) crop dusting, chemical or fertilizer
spraying, seed dissemination, prevention of frost formation, insect fighting, animal herding, or
(2) aerial photography, patrol and surveillance, prospecting, construction, advertising, medical
relief, and rescue work.
Other flying. All flights by pilots for maintaining their flight proficiency should also be included
under this heading as well as all general aviation flights that cannot be included in the above four
categories.
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Instrument
meteorological
conditions
(IMC)
Visual
meteorological
conditions
(VMC)
The U.S. difference, as stated in the Supplement to Annex 2, 5th Edition, dated February 1967 as
amended by Amendment 1 is as follows:
It will be impracticable to implement the terms ‘‘instrument meteorological conditions’’ and ‘‘visual
meteorological conditions,’’ abbreviated as ‘‘IMC’’ and ‘‘VMC’’ as they appear in Chapter 1,
Definitions, and within the other paragraphs of the Annex where they appear.
Use of the terms ‘‘IFR conditions’’ and ‘‘VFR conditions’’ rather than ‘‘instrument meteorological
conditions’’ and ‘‘visual meteorological conditions’’ will have no effect with respect to the safety of
air navigation. The terms ‘‘IFR conditions’’ and ‘‘VFR conditions’’ have been in effect in the U.S.
for many years and are well known to all pilots and providers of the various aeronautical services.
Therefore, a change from the present phraseology to the new phraseology would, in so far as the
U.S. is concerned, impose a change which is not justified from the standpoint of improvement of the
overall aviation procedures and practices.
U.S. Federal Aviation Regulations specify the use of the phrases ‘‘IFR conditions’’ and ‘‘VFR
conditions.’’
Maximum mass The U.S. Federal Aviation Regulations state ‘‘weight’’ rather than “mass.”
Obstacle
clearance limit
(OCL)
This term is not used in the U.S. Federal Aviation Regulations.
Pressure altitude Although not identical, the U.S. definition of pressure altitude is not substantially different.
Synthetic flight
trainer:
flight
simulator,
flight
procedures
trainer,
basic
instrument
flight trainer
The U.S. does not have a regulatory definition of these terms; however, the terms are in common
usage in the U.S. and have a meaning that is similar to the ICAO definition.
Chapter 4 Flight Operations
4.3.1 d) The U.S. Federal Aviation Regulations state “weight” rather than “mass.”
4.3.7.2 When refueling with passengers embarking, on board, or disembarking an airplane, two-way
communication is not required between the ground crew supervising the refueling and the qualified
personnel on board the airplane. The U.S. refueling safety procedures which meet the intent of this
Standard are contained in each operator’s approved operating manual.
4.3.8.2 U.S. regulations require descent within 4 minutes to 14,000 feet rather than 13,000 feet (620 hPa).
4.4.4.4 U.S. regulations require all occupants of seats equipped with combined safety belts and shoulder
harnesses to be properly secured during take-offs and landings and still be able to properly perform
their assigned duties.
4.4.9.2 The U.S. Federal Aviation Administration (FAA) develops standard flight operational noise
abatement procedures for each airplane type. Alternative flight operational noise procedures are also
developed by the FAA for certain airports that have unique noise situations.
Chapter 5 Aeroplane Performance Operating Limitations
5.2.6, 5.2.7 a),
b), c), d)
The U.S. Federal Aviation Regulations state ‘‘weight’’ rather than “mass.”
5.2.8.1 U.S. regulations do not require that account be taken of the loss, if any, of runway length due to
alignment of the airplane prior to take-off in determining the length of the runway available.
Chapter 6 Aeroplane Instruments, Equipment and Flight Documents
6.2.4.2 The U.S. Federal Aviation Regulations express lengths in feet and inches.
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6.3 a) Large airplanes that have a U.S. original type certificate issued on or before
30 September 1969, which are certificated for operations above 25,000 feet altitude or are
turbine-engine powered must have one or more flight data recorders that record data from which
time, altitude, airspeed, vertical acceleration, heading and the time of each radio transmission either
to or from air traffic control (ATC) can be determined.
b) Large airplanes that have a U.S. original type certificate issued after 30 September 1969,
which are certificated for operations above 25,000 feet altitude or are turbine-engined powered
must have one or more flight data recorders that record data from which the following information
may be determined: time, altitude, airspeed, vertical acceleration, heading, time of each radio
transmission either to or from ATC, pitch attitude, roll attitude, sideslip angle or lateral acceleration,
pitch trim position, control column or pitch control surface position, control wheel or lateral control
surface position, rudder pedal or yaw control surface position, thrust of each engine, position of
each thrust reverser, trailing edge flap or cockpit flap control position, and leading edge flap or
cockpit flap control position.
6.3.1.1 Pursuant with above paragraph a), recorders do not record engine power, configuration, or
operation. Pursuant with paragraph b), recorders do not record operation.
6.3.1.2 Pursuant with above paragraph a), recorders do not record engine power or configuration of lift and
drag devices.
6.3.5.1 The U.S. does not require such equipage for all aircraft which meet this weight criterion. U.S.
regulations (14 CFR 135.152) only require that multi-engine, turbine-powered airplanes or
rotorcraft with 10-19 seats that are brought onto the U.S. register after 11 October 1991, be
equipped with the flight data recorder specified in this standard.
6.4 Although the U.S. does provide air traffic control services to aircraft operating under VFR, it does
not specifically provide for en route ‘‘controlled VFR flights’’ in the ICAO context. The U.S. does
not, therefore, have specific requirements or regulations regarding airman certification or aircraft
minimum equipment for ‘‘controlled VFR flights.’’
6.5.1 a), c) The U.S. Federal Aviation Regulations do not require all seaplanes for all flights to be equipped
with:
a) equipment for making the sound signals prescribed in the International Regulations
for Preventing Collisions at Sea; or
b) one sea anchor (drogue).
6.5.3.1 The U.S. defines extended over water operations for aircraft other than helicopters as an operation
over water at a horizontal distance of more than 50 nautical miles from the nearest shoreline.
6.7.5 U.S. regulations require that oxygen dispensing units capable of being automatically presented to
the passengers and cabin attendants (before the cabin pressure altitude exceeds 15,000 feet) be
installed, in all transport category aircraft approved to operate above 30,000 feet, type certificated
on or after 1 September 1977.
6.9.2 The U.S. Federal Aviation Regulations state ‘‘weight’’ and express weight in pounds.
6.12 The U.S. Federal Aviation Regulations do not require airplanes operated above 15,000 meters
(49,000 feet) to carry equipment to measure and indicate continuously the dose rate of total cosmic
radiation being received and the cumulative dose on each flight.
6.15.1, 6.15.2 The U.S. Federal Aviation Regulations state ‘‘weight’’ and express weight in pounds.
6.17.1 The U.S. only requires one automatic-type, emergency locator transmitter in operable condition that
meets the requirement of TSO-C91. However, installations of emergency locator transmitters which
occur after 21 June 1995 must meet the requirements of TSO-C91A.
6.17.2 Emergency locator transmitters are not required for: turbojet-powered aircraft, aircraft while
engaged in scheduled flights by scheduled air carriers, or aircraft while used to show compliance
with regulators or crew training.
6.18.1 U.S. regulations do not require such airplanes to be equipped with an airborne collision avoidance
system (ACAS II). U.S. regulations only require equipage with TCAS II which is not equivalent to
ACAS II.
6.18.2 U.S. regulations do not require such airplanes to be equipped with an airborne collision avoidance
system (ACAS II). U.S. regulations only require equipage with TCAS I.
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6.19 U.S. regulations do not require that all airplanes be equipped with pressure-altitude reporting
transponders. The U.S. requirement for pressure altitude reporting transponders depends on the
specific airspace in which airplanes fly.
Chapter 8 Aeroplane Maintenance
8.1.3 U.S. regulations do not require persons who sign maintenance releases to be licensed strictly in
accordance with the provisions of Annex 1. U.S. requirements do not include knowledge of human
performance/limitations or entries on the license such as specific aircraft model and avionic systems
or components (or under broad categories).
8.7.5.4 There is no comparable requirement in U.S. regulations for training in knowledge and skills related
to human performance.
8.7.6.2 U.S. regulations require that records of work shall be retained until the work is repeated, superseded
by other work or for one year after the work is performed.
8.8.2 The U.S. does not require records to be maintained after the end of the operating life of the unit.
Chapter 9 Aeroplane Flight Crew
9.5 The U.S. Federal Aviation Regulations do not require a flight crew member to have a spare set of
suitable lenses readily available when exercising the privileges of a license for which he/she was
assessed as fit subject to suitable correcting lenses being worn. However, the U.S. practice is to
require extra correcting lenses when a flight crew member’s defective visual acuity necessitates a
limitation; i.e., worse than 20/100 uncorrected distance visual acuity.
Chapter 11 Manuals, Logs and Records
11.1.11 a) Operators may conduct operations without an approved minimum equipment (MEL) list
provided all instruments and equipment are fully operable.
b) The U.S. prohibits operations to be conducted solely under the provisions of a master minimum
equipment list (MMEL). Each operator must develop its own MEL, based on the MMEL, which
includes operational procedures. When approved, the MEL may be used only by the individual
operator.
PART II
General The U.S. does not accept any provision of Annexes 2, 6, 10, or 11 or any other Annex as a Standard
or Recommended Practice as applicable to State aircraft. In accordance with Article 3(a) of the
Convention of International Civil Aviation, the Convention and its Annexes are not applicable to
State aircraft. In so far as any provisions of Annexes 2, 6, 10 or 11 address the operation or control
of State aircraft, the U.S. considers such provisions to be in the nature of a special recommendation
of the Council, advisory only, and not requiring the filing of differences under Article 38 of the
Convention.
Chapter 1 Definitions
Category I
(Cat I)
operation
For a Category I operation, the U.S. requires a decision height (DH) of not less than 200 feet and
either visibility of not less than 1/2 mile or a runway visual range of 2,400 feet (RVR 1,800 feet
with operative touchdown zone and runway centerline lights).
Category II (Cat
II)
operation
The U.S. requires that Category II provide approaches to minima of less than 200 feet DH/2,400
runway visual range to as low as 100 feet DH/1,200 runway visual range.
Category IIIA
(Cat IIIA)
operation
U.S. criteria are the same as those adopted in Part 1 of Annex 6. However, the runway visual range
is expressed as not less than 700 feet (200 meters).
Category IIIB
(Cat IIIB)
operation
U.S. criteria are the same as those adopted in Part 1 of Annex 6. However, the runway visual range
is expressed as less than 700 feet (200 meters), but not less than 150 feet (50 meters).
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Minimum
descent
altitude (MDA)
or minimum
descent height
(MDH)
The U.S. does not use MDH (or height above airport) as an altitude or height in a nonprecision
approach or circling approach below which descent must not be made without the required visual
reference.
Chapter 3 General
3.5 The pilot-in-command is not required to have available on board the airplane essential information
concerning search and rescue services.
Chapter 4 Flight Preparation and In-Flight Procedures
4.3 Except as provided for in 14 CFR 91.519 for large and turbine-powered, multi-engine airplanes,
the pilot-in-command is not required to ensure that crew members and passengers are familiar with
the location and use of emergency exits, life jackets, oxygen dispensing equipment, or other
emergency equipment provided for individual use.
4.6.2.1 A destination alternate airport is not required when the weather at the airport of intended landing is
forecast to have a ceiling of at least 2,000 feet and a visibility of at least 3 miles. In addition,
standard alternate airport minima are prescribed as follows: 600-foot ceiling and 2 miles visibility
are prescribed for precision approaches, and 800-foot ceiling and 2 miles visibility for nonprecision
approaches.
4.6.2.2 b) The forecast period for the destination alternate airport is from 1 hour before to 1 hour after the
estimated time of arrival. In addition, the minima for ceiling/visibility at the airport of intended
landings are 2,000 feet and 3 miles; that is, when at least such minima exist, no alternate airport is
required.
4.6.3 A flight is permitted to continue towards the airport of intended landing when the latest available
meteorological information indicates that conditions at that airport will, at the expected time of
arrival, be at or below the specified airport meteorological minima.
4.9 The pilot-in-command is not required to ensure that all persons on board the aircraft during an
emergency are instructed in emergency procedures.
4.14 b) The pilot-in-command is not required to discontinue a flight at the nearest suitable airport when
flight crew members’ capacity to perform functions is significantly reduced by impairment of
faculties from causes such as fatigue, sickness or lack of oxygen.
4.18.1, 4.18.2 The recommendation concerning aircraft refueling with passengers on board is not addressed in
U.S. regulations. U.S. experience has not demonstrated a need for such regulation.
Chapter 6 Aeroplane Instruments and Equipment
6.1.3.1.1 All airplanes on all flights are not required to be equipped with an accessible first aid kit, portable
fire extinguishers, seat or berth for each person, current and suitable air navigation charts, or spare
electrical fuses. However, spare fuses are required on all airplanes operated at night or under
instrument flight rules.
In addition, general aviation aircraft presently are not required to carry on board either procedures,
as prescribed in Annex 2, for pilots-in-command of intercepted aircraft or visual signals for use by
intercepting and intercepted aircraft. (See ENR 1.12, Interception of Civil Aircraft National Security
and Interception Procedures.)
6.1.3.1.2 All airplanes on all flights are not required to be equipped with ground/air signal codes for search
and rescue purposes.
6.2.1 b), c) An accurate time piece and a sensitive pressure altimeter are not required for VFR flight.
6.3.1 a), b), c),
and d)
The U.S. does not require all seaplanes on all flights to be equipped with the items listed in
subparagraphs a), b), c), and d).
6.3.2 Single-engine airplanes flying over water are not required to be equipped with life jackets or
equivalent individual flotation devices when the airplane is operated more than 50 nautical miles
from land suitable for an emergency landing.
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6.3.3 a) Only large and turbine-powered, multi-engine airplanes are required to carry life preservers or an
approved flotation means for each occupant of an airplane on a flight over water more than
50 nautical miles from the nearest shore.
6.3.3 b) Only large and turbine-powered, multi-engine airplanes on flights over water for more than
30 minutes flying time or 100 nautical miles from the nearest shore are required to have life rafts
and pyrotechnic signaling devices.
6.4 Not all airplanes on flights over land areas designated as areas in which search and rescue would be
especially difficult are specifically required to be equipped with signaling devices or life-saving
equipment.
6.5 All airplanes on high altitude flights, both pressurized and unpressurized, are required to carry
oxygen for the crew and passengers.
6.6 f), h), and i) All airplanes when operated in accordance with the instrument flight rules or when the airplane
cannot be maintained in a desired altitude without reference to one or more flight instruments are
not required to be equipped with:
--an outside air temperature indicator.
--an airspeed indicating system with a means of preventing malfunctioning due to condensation or
icing; or
--a rate of climb and descent indicator.
6.7 a), c), d), e)
and f)
All airplanes operated at night are not required to be equipped with:
--A turn and bank indicator.
--An attitude indicator (artificial horizon).
--A heading indicator (directional gyroscope).
--A means of indicating whether the supply of power to the gyroscope instruments is adequate.
--A sensitive pressure altimeter.
--A means of indicating the outside air temperature.
--A timepiece with a sweep second hand.
--An airspeed indicating system with a means of preventing malfunctioning due to either
condensation or icing.
--A rate-of-climb and descent indicator.
--A landing light.
--Illumination for flight instruments and equipment.
--Lights in passenger compartments; or
--An electric torch for each crewmember station.
6.9 The U.S. does not require general aviation aircraft to be equipped with ground proximity warning
systems.
6.10.3.1 and
Recommendation 6.10.3.2
The requirement for U.S. general aviation airplanes to be equipped with flight data recorders
(FDRs) is based on passenger and engine configurations. Specifically, FDRs are required for U.S.
civil registered multiengine, turbine-powered airplanes having a passenger seating configuration of
10 passengers or more, excluding any pilot seats.
6.10.4.1 and
Recommendation 6.10.4.2
The requirement for U.S. general aviation airplanes to be equipped with cockpit voice recorders
(CVRs) is based on passenger, crew, and engine configurations. Specifically, CVRs are required for
U.S. civil registered multiengine, turbine-powered airplanes having a passenger seating
configuration of six passengers or more, and for which two pilots are required by type certification.
6.10.7.2 U.S. regulations do not require that flight recorders be deactivated upon completion of flight time
following an accident or incident, or prohibit their reactivation before their disposition is
determined. U.S. regulations require that such recorders be operated continuously from the use of
checklist before the flight to completion of the final checklist at the end of the flight (14 CFR
Section 91.609(d) and (g)).
6.12.1 Emergency locator transmitters are not required for: turbojet-powered aircraft while operated in
scheduled flights by scheduled air carriers; training operations within a 50-nautical mile radius of
the airport from which the flight began; flight operations incident to design and testing; flight
operations of new aircraft incident to manufacture, preparation, and delivery; agricultural aircraft
operations; aircraft certificated for research and development purposes; operations showing
compliance with regulations, crew training, exhibition, air racing, or market surveys; or aircraft
equipped to carry not more than one person.
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Recommendation 6.14
U.S. regulations do not require that flight crew members communicate through boom or throat
microphones below the transition level/altitude.
Chapter 7 Aeroplane Communication and Navigation Equipment
7.1.1 All airplanes operated at night are not required to have radio communications equipment capable of
conducting two-way communications with aeronautical stations.
7.1.2 When more than one radio communications equipment unit is required, it is not required that each
unit be independent of the other or others.
7.1.4 Except when operating under instrument flight rules, airplanes operated on extended flights over
water or on flights over underdeveloped land are not required to have radio communications
equipment capable of conducting two-way communications at any time during flight with
aeronautical stations.
7.1.5 The U.S. does not base its requirement for radio communications equipment in general aviation
aircraft on the criteria included in ICAO Annex 6, Part II (Chapters 6 and 7); for example, all night
operations, operations over land areas in which search and rescue would be especially difficult, etc.
Instead, U.S. requirements for such equipment is based upon the type of airspace with which the
aircraft is to be involved; that is, use of controlled airspace such as terminal control areas (Class B
Airspace), airport radar service areas, and positive control areas (Class A Airspace). Thus, U.S.
requirements do not depend on such ICAO factors as time of day of the operation or the nature of
the land over which the operation is to be conducted. Where such equipment is required by U.S.
regulations, the aeronautical emergency frequency of 121.5 MHz is automatically available to all
such radio-equipped aircraft since the VHF communications frequency range encompasses the
emergency frequency of 121.5 MHz.
7.2.4 An airplane is not required to be provided with navigation equipment to ensure that, in the event of
the failure of one item of equipment at any stage of the flight, the remaining equipment will enable
the airplane to proceed in accordance with 7.2.1.
Chapter 8 Aeroplane Maintenance
8.3.2 The U.S. does not require records to be maintained after the end of the operating life of the unit.
PART III
SECTION I
General The U.S. does not accept any provision of Annexes 2, 6, 10, or 11 or any other Annex as a Standard
or Recommended Practice as applicable to State aircraft. In accordance with Article 3(a) of the
Convention of International Civil Aviation, the Convention and its Annexes are not applicable to
State aircraft. In so far as any provisions of Annexes 2, 6, 10, or 11 address the operation or control
of State aircraft, the U.S. considers such provisions to be in the nature of a special recommendation
of the Council, advisory only, and not requiring the filing of differences under Article 38 of the
Convention.
Chapter 1 Definitions
Minimum
descent
altitude (MDA)
or minimum
descent height
(MDH)
The U.S. does not use MDH (or height above airport) as an altitude or height in a non-precision
approach or circling approach below which descent must not be made without the required visual
reference.
Performance
Class 1
helicopter
The U.S. does not have performance class designations for helicopters.
Performance
Class 2
helicopter
The U.S. does not have performance class designations for helicopters.
Performance
Class 3
helicopter
The U.S. does not have performance class designations for helicopters.
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SECTION II -International Commercial Air Transport
2.2.11 The U.S. regulations require that helicopters flown over water in passenger-carrying operations
must simply be equipped with flotation devices.
2.3.4.1 b) The U.S. has no requirement that a point of no return (PNR) be determined.
2.3.4.3 The U.S. has no related requirement for the use of on-shore versus off-shore alternate heliports.
2.3.6.2 b) The requirement for fuel reserves for VFR operations is 20 minutes at normal cruise speed.
2.3.6.3.1 There is no U.S. requirement for maintenance of a specific altitude above a destination. In addition,
the U.S. requirement is based on normal cruise speed, not holding speed, and provides for a single,
30-minute reserve.
2.3.6.3.2 There is no requirement for maintenance of a specific altitude above an alternate. In addition, the
requirement is based on normal cruise speed, no holding speed, and provides for a single,
30-minute reserve.
2.3.6.3.3 The U.S. has no related requirement. If the destination weather so requires, an alternate must be
specified and a 30-minute fuel reserve carried.
Chapter 3 Helicopter Performance Operating Limitations
3.1.1 The U.S. has no related performance class requirements.
Chapter 4 Helicopter Instruments, Equipment and Flight Documents
4.3.3.1 and
Recommendation 4.3.3.2
The U.S. requires that multi-engine, turbine-powered rotorcraft having a passenger seating
configuration of 20 or more seats be equipped with one or more flight recorders. In addition,
multi-engine, turbine-powered rotorcraft, brought onto the U.S. register after 1 October 1991
having a passenger seating configuration of 10 to 19 seats must have one or more flight recorders.
4.3.5 The U.S. requires cockpit voice recorders in all multi-engine, turbine-powered rotorcraft having a
passenger seating configuration of 20 or more seats and in all multi-engine, turbine-powered
rotorcraft having a passenger seating configuration of six or more and for which two pilots are
required by certification or operating rules.
4.5.1 U.S. regulations require that helicopters flown over water in passenger-carrying operations must
simply be equipped with flotation devices.
4.5.2.1 Life rafts and pyrotechnic signaling devices are only required for extended over-water operations;
that is, with respect to helicopters, an operation over water at a horizontal distance of more than
50 nautical miles from the nearest shoreline and more than 50 nautical miles from an off-shore
heliport structure.
4.7 (all) The U.S. does not require rotorcraft to carry emergency locator transmitters.
4.11.1 c) The U.S. requires only one landing light for operations conducted at night for hire.
4.15 U.S. regulations do not require that all helicopters be equipped with pressure-altitude reporting
transponders. The U.S. requirement for pressure-altitude reporting transponders depends on the
specific airspace in which helicopters fly.
Chapter 6 Helicopter Maintenance
6.3 There is no comparable requirement in U.S. regulations for training in knowledge and skills related
to human performance.
Chapter 7 Helicopter Flight Crew
7.4.1 Recency of experience need not be in the same type of helicopter.
7.4.2 Recency of experience need not be in the same type of helicopter.
7.4.3.3 There is no U.S. equivalent for nonscheduled, commercial helicopter operations.
7.5 The U.S. has no related requirement.
Chapter 11 Security
11.1 The U.S. has no related requirement.
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SECTION III -International General Aviation
Chapter 2 Flight Operations
2.3.1 b), c), d),
and e
The U.S. has no related requirement.
2.3.2 The U.S. has no related requirement.
2.6.2.1 A destination alternate heliport is not required when the weather at the heliport of intended landing
is forecast to have a ceiling of at least 2,000 feet and a visibility of at least 3 miles. In addition,
standard alternate heliport minima are prescribed as follows: 600-foot ceiling and 2 miles visibility
are prescribed for precision approaches, and 800-foot ceiling and 2 miles visibility for
non-precision approaches.
2.6.2.2 The forecast period for the destination heliport is from 1 hour before to 1 hour after the estimated
time of arrival. In addition, the minima for ceiling/visibility at the heliport of intended landing are
2,000 feet and 3 miles; that is, when at least such minima exist, no alternate heliport is required.
2.7.1 b) The U.S. has no related requirement.
2.7.2 The U.S. has no requirement for one engine inoperative performance capability.
2.8.2b) The U.S. requirement for fuel reserves for VFR operations is 20 minutes at normal cruise speed.
2.8.3.1 There is no U.S. requirement for maintenance of a specific altitude above the destination. In
addition, the requirement is based on normal cruise speed, not holding speed, and provides for a
single 30-minute reserve.
2.8.3.2 There is no U.S. requirement for maintenance of a specific altitude above the alternate. In addition,
the requirement is based on normal cruise speed, not holding speed, and provides for a single
30-minute reserve.
2.8.3.3 The U.S. has no related requirement. If the destination weather so requires, an alternate must be
specified and a 30-minute fuel reserve carried.
2.8.4 d) The U.S. has no related requirement.
2.9.1 The U.S. oxygen supply requirement applies to crew members at altitudes between 12,500 and
14,000 feet. For passengers, the requirement applies above 15,000 feet.
2.10 The U.S. requirement for flight crew members applies at altitudes above 14,000 feet.
2.11 The pilot-in-command is not required to ensure that all persons on board the aircraft during an
emergency are instructed in emergency procedures.
2.14 b) The U.S. has no related requirement.
2.17 The U.S. has no related requirement.
2.18 The recommendations concerning aircraft refueling with passengers on board are not addressed in
U.S. regulations. U.S. experience has not demonstrated a need for such regulation.
2.19 The U.S. has no related requirement.
Chapter 3 Helicopter Performance Operating Limitations
3.3 The U.S. does not have performance class designations for helicopters.
3.4 The U.S. does not have performance class designations for helicopters.
Chapter 4 Helicopter Instruments, Equipment and Flight Documents
4.1.3.1 The U.S. does not require general aviation helicopters to be equipped with a first aid kit or portable
fire extinguishers, or to have procedures for pilots-in-command of intercepted aircraft or a list of
visual signals for use by intercepting and intercepted aircraft. Spare fuses are not required for day
VFR operations.
4.1.3.2 The U.S. has no related requirement.
4.1.3.3 The U.S. requires rotorcraft manufactured after 16 September 1992 to be equipped with a safety belt
and shoulder harness for each occupant’s seat.
4.1.4.1 The U.S. has no related requirement.
4.1.4.2 The U.S. has no related requirement.
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4.2.1 An accurate time piece is not required for VFR flight. In addition, a non-sensitive pressure altimeter
is required.
4.3.1 The U.S. has no related requirement.
4.3.2.1 Approved flotation gear and at least one pyrotechnic signaling device are required for aircraft
operating for hire over water and beyond a power-off gliding distance from shore.
4.3.2.3 The U.S. has no related requirement.
4.3.2.6 The U.S. has no related requirement.
4.4 The U.S. has no related requirement.
4.6 f) Only one attitude indicator (artificial horizon) is required.
4.7.1 Landing lights and electric torches are not required for all night operations.
4.9.3.1 and
Recommendation 4.9.3.2
The requirement for U.S. general aviation helicopters to be equipped with flight data recorders
(FDRs) is based on passenger and engine configurations. Specifically, FDRs are required for U.S.
civil registered multiengine, turbine-powered rotorcraft having a passenger seating configuration of
10 passengers or more, excluding any pilot seats.
4.9.4.1 and
Recommendation 4.9.4.2
The requirement for U.S. general aviation helicopters to be equipped with cockpit voice recorders
(CVRs) is based on passenger, crew, and engine configurations. Specifically, CVRs are required for
U.S. civil registered multiengine, turbine-powered rotorcraft having a passenger seating
configuration of six passengers or more, and for which two pilots are required by type certification.
4.9.7.2 U.S. regulations do not require that flight recorders be deactivated upon completion of flight time
following an accident or incident, or prohibit their reactivation before their disposition is
determined. U.S. regulations require that such recorders be operated continuously from the use of
checklist before the flight to completion of the final checklist at the end of the flight (14 CFR
91.609 (d) and (g)).
4.10 Emergency locator transmitters are not required for rotorcraft.
4.12 U.S. regulations do not require that flight crew members communicate through boom or throat
microphones below the transition level/altitude.
Chapter 5 Helicopter Communication and Navigation Equipment
5.2.2 The U.S. has no minimum navigation equipment requirement for VFR flights.
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ANNEX 7 -AIRCRAFT NATIONALITY AND REGISTRATION MARKS
3.3.1 and 4.2.1 The marks on wing surfaces are not required.
3.2.5 and
Section 8
Identification plates are not required on unmanned, free balloons.
4.2.2 The minimum height of marks on small (12,500 lb or less), fixed-wing aircraft is 3 inches when
none of the following exceeds 180 knots true airspeed: (1) design cruising speed; (2) maximum
operating limit speed; (3) maximum structural cruising speed; and (4) if none of the foregoing
speeds have been determined for the aircraft, the speed shown to be the maximum cruising speed of
the aircraft.
Section 6 A centralized registry of unmanned free balloons is not maintained. Operators are required to
furnish the nearest ATC facility with a prelaunch notice containing information on the date, time,
and location of release, and the type of balloon. This information is not maintained for any specified
period of time.
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ANNEX 8 -AIRWORTHINESS OF AIRCRAFT
PART II Procedures for Certification and Continued Airworthiness
Chapter 4 Continued Airworthiness of Aircraft
4.2.3 (d) This provision requires the State of Registry to address mandatory continuing airworthiness information from the State of Design. The U.S. does not generally issue Airworthiness Directives for
non-type certificated aircraft. This includes foreign aircraft that are U.S.-registered, but operate
under experimental rather than standard airworthiness certificates.
PART III Aeroplanes
Part IIIA
Chapter 4 Design and Construction
4.1.6 (b), 4.1.6
(g), 4.1.6 (h),
4.1.6 (i)
The United States does not have similar requirements. The FAA has begun work in an effort to
amend the U.S. regulations with the purpose of eventually meeting the intent of these provisions.
Chapter 8 Instruments and Equipment
8.4.1 ICAO requires that airplanes operating on the movement area of an airport shall have airplane
lights of such intensity, color, fields of coverage and other characteristics to furnish personnel on
the ground with as much time as possible for interpretation and for subsequent maneuver necessary
to avoid a collision. The FAA has no such requirement.
8.4.2 (b) This provision addresses the lights’ affect on outside observers in reference to “harmful dazzle.”
The U.S. regulations do not address the affect of aircraft lights on outside observers. However,
visibility to other pilots and the lights’ affect on the flight crew is addressed.
Chapter 9 Operating Limitations and Information
9.3.5 The United States does not have similar requirements. The FAA has begun work in an effort to
amend the U.S. regulations with the purpose of eventually meeting the intent of these provisions.
Chapter 11 Security
11.2, 11.3, 11.4 With the exception of the door required by 11.3, the United States does not have similar requirements. The FAA has begun work in an effort to amend the U.S. regulations with the purpose of
eventually meeting the intent of these provisions.
Part IIIB Large Aeroplane Certification
D.2 (b) The United States does not have a specific requirement for physical separation of systems.
However, physical separation is considered in the means of compliance to various regulations such
as 25.1309, 25.901(c) and 25.903(d).
The FAA published a Notice of Proposed Rulemaking that, when adopted, will meet the intent of
these provisions.
D.2 (f) The provision requires lavatory fire protection systems (detection and suppression) for all airplanes covered by Part IIIB. U.S. regulations only require lavatory fire protection systems for airplanes with 20 or more passengers.
D.2 (g) Paragraph D.2.g.1 of the ICAO standard requires a fire suppression system for each cargo compartment accessible to a crewmember in a passenger-carrying airplane. U.S. requirements permit
manual fire fighting in an accessible cargo compartment by a crewmember or members for an all-
passenger-carrying airplane or a passenger-cargo combination carrying airplane.
The FAA published a Notice of Proposed Rulemaking that, when adopted, will meet the intent of
these provisions.
D.2 (h) The United States does have provisions to protect against possible instances of cabin depressurization. However, the FAA does not have specific requirements to consider the effects of explosions
or incendiary devices.
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D.2 (i) The FAA published a Notice of Proposed Rulemaking that, when adopted, will meet the intent of
these provisions.
D.5. While there are no specific electrical bonding requirements in the FARs, U.S. regulations address
lightning and system requirements. The FARs do not address the protection of those persons coming into contact with an airplane on the ground or in the water.
F.4.1 ICAO requires that airplanes operating on the movement area of an airport shall have airplane
lights of such intensity, color, fields of coverage and other characteristics to furnish personnel on
the ground with as much time as possible for interpretation and for subsequent maneuver necessary
to avoid a collision. The U.S. has no such requirement.
F.4.2 (b) This provision addresses the lights’ affect on outside observers in reference to “harmful dazzle.”
The U.S. regulations do not address the affect of aircraft lights on outside observers. However,
visibility to other pilots and the lights’ affect on the flight crew is addressed.
F.5. U.S. regulations do not address electromagnetic interference from external sources. High Intensity
Radiated Fields (HIRF) are addressed by Special Conditions but only for flight critical systems,
not flight essential systems.
G.3.5. The United States does not have similar requirements. The FAA proposed new U.S. regulations
with the purpose of eventually meeting the intent of these provisions.
K.2, K.3.1,
K.3.2, K.4
With respect to K.1 and K.3, the United States does not have any specific requirements. With respect to K.2 the FAA has no current requirements with respect to the flight crew compartment
bulkhead. The FAA has begun work in an effort to amend the U.S. regulations with the purpose of
eventually meeting the intent of these provisions.
PART IV Helicopters
Part IVA
