Chapter 2 Flight
2.2.3.1,
2.2.3.1.1 -
2.2.3.1.4
These provisions address take-off performance data for all classes of helicopters and require that
this performance data include the take-off distance required. However, the United States has not
adopted the requirements to present take off distance for non-category A helicopters.
Chapter 6 Rotor and Power Transmissions Systems and Powerplant Installation
6.7 This provision requires that there be a means for restarting a helicopter’s engine at altitudes up to a
declared maximum altitude. In some cases the FAA does not require demonstration of engine restart capability. Since there is a different level of certitude for transport and normal category helicopters in the United States, the engine restart capability is only required for Category A and B
helicopters (14 CFR Part 29) and Category A normal helicopters (14 CFR Part 27).
Chapter 7 Instruments and Equipment
7.4.2 This provision addresses the need to switch off or reduce the intensity of the flashing lights. The
United States has minimum acceptable intensities that are prescribed for navigation lights and
anti-collision lights. No reduction below these levels is possible.
7.4.2 (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.
PART VII Propellers
Sub-Part B Design and Construction
B.2 U.S. Regulations do not require a failure analysis.
Sub-Part C Test and Inspections
C.2 (c) U.S. Regulations do not contain bird impact or lightning strike requirements.
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ANNEX 9 -FACILITATION
*The list of differences include Guam, Puerto Rico, and the U.S. Virgin Islands. The status of implementation of
Annex 9 in Guam with respect to public health quarantine is not covered in the list of differences.
Chapter 2 Entry and Departure of Aircraft
2.3 Written crew baggage declaration is required in certain circumstances, and a special
Embarkation/Disembarkation Card is required for most alien crew members.
2.4 A General Declaration for all inbound and for outbound flights with commercial cargo are required.
However, the General Declaration outbound flights with commercial cargo shall not be required if
the declaratory statement is made on the air cargo manifest. No declaration is required for outbound
flights without commercial cargo if Customs clearance is obtained by telephone.
Remarks 19 CFR 122
2.4.1 Each crew member must be listed showing surname, given name, and middle initial.
2.4.4 The signing or stamping of the General Declaration protects the carrier by serving as proof of
clearance.
2.5 The crew list is required by statute.
2.7 There is a statutory requirement for the Cargo Manifest.
2.8 In order to combat illicit drug smuggling, the U.S. requires the additional following information: the
shipper’s and the consignee’s name and address, the type of air waybills, weight, and number of
house air waybills. The manifest submitted in electronic form may become legally acceptable in the
future. However, until the compliance rate for the automated manifest is acceptable, the U.S. must
be able to require the written form of the manifest.
Remarks 19 CFR 122.48
2.9 Nature of goods information is required.
2.10 Stores list required in all cases but may be recorded on General Declaration in lieu of a separate list.
2.17 A cargo manifest is required except for merchandise, baggage and stores arriving from and
departing for a foreign country on the same through flight. “All articles on board which must be
licensed by the Secretary of State shall be listed on the cargo manifest.” “Company mail shall be
listed on the cargo manifest.”
2.18 Traveling general declaration and manifest, crew purchases and stores list as well as a permit to
proceed are required under various conditions when aircraft arrive in the U.S. from a foreign area
with cargo shown on the manifest to be traveling to other airports in the U.S. or to foreign areas.
2.21 There is a statutory requirement that such changes can only be made prior to or at the time of formal
entry of the aircraft.
2.25 The U.S. does not support the use of insecticides in aircraft with passengers present. Pesticides
registered for such use should not be inhaled. In effect, the passenger safety issue has precluded the
use of such insecticides in the presence of passengers since 1979.
2.35 Advance notice is required of the number of citizens and aliens on board (non-scheduled flights
only).
2.40 A copy of the contract for remuneration or hire is required to be a part of the application in the case
of non-common carrier operations.
2.41 Single inspection is accorded certain aircraft not by size of aircraft but rather by type of operation.
Loads (cargo) of an agricultural nature require inspection by a plant or animal quarantine inspector.
2.41c Fees are charged for services provided in connection with the arrival of private aircraft
(nonscheduled aircraft).
Chapter 3 Entry and Departure of Persons and Their Baggage
3.3 Medical reports are required in some cases.
Remarks 8 CFR 212.7 and INA 234
3.4 Documents such as visas with certain security devices serve as identity documents.
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3.4.1 The U.S. has not standardized the personal identification data included in all national passports to
conform with the recommendation in Doc 9303.
3.5.6 U.S. passport fees exceed the cost of the operation.
3.5.7 U.S. allows separate passports for minor dependents under the age of 16 entering the U.S. with a
parent or legal guardian.
3.7 The U.S. has a pilot program that allows nationals of certain countries which meet certain criteria to
seek admission to the U.S. without a visa for up to 90 days as a visitor for pleasure or business.
Remarks 22 CFR 41.112(d) INA 212(d)(4), INA 238, 8 CFR 214.2(c) INA 217
The law permits visa waivers for aliens from contiguous countries and adjacent islands or in
emergency cases. Visas are also waived for admissible aliens arriving on a carrier which is signatory
to an agreement assuring immediate transit of its passengers provided they have a travel document
or documents establishing identity, nationality, and ability to enter some country other than the U.S.
3.8 The U.S. charges a fee for visas.
3.8.3 Duration of stay is determined at port of entry.
Remarks INA 217
3.8.4 A visitor to the U.S. cannot enter without documentation.
Remarks INA 212(a) (26)
3.8.5 Under U.S. law, the duration of stay is determined by the Immigration Authorities at the port of
entry and thus cannot be shown on the visa at the time of issuance.
3.10 Embarkation/Disembarkation Card does not conform to Appendix 4 in some particulars.
3.10.1 The operator is responsible for passengers’ presentation of completed embarkation/disembarkation
cards.
Remarks 8 CFR 299.3
3.10.2 Embarkation/Disembarkation cards may be purchased from the U.S. Government, Superintendent
of Documents.
Remarks 8 CFR 299.3
3.14.2 The U.S. fully supports the electronic Advance Passenger Information (API) systems. However, the
WCO/IATA Guideline is too restrictive and does not conform to the advancements in the PAXLIST
EDIFACT international standard.
3.15 U.S. Federal Inspection Services’ officials see individuals more than once.
3.16 Written baggage declarations by crew members are required in some instances.
3.17.1 The U.S. uses a multiple channel system rather than the dual channel clearance system.
3.23, 3.23.1 Statute requires a valid visa and passport of all foreign crew members.
3.24, 3.24.1,
3.25, 3.25.1,
3.25.2, 3.25.3
Crew members, except those eligible under Visa Waiver Pilot Program guidelines, are required to
have valid passports and valid visas to enter the U.S.
Remarks INA 212(a) (26), INA 252 and 253, 8 CFR 214.1(a), 8 CFR 252.1(c)
3.26, 3.27, 3.28,
3.29
Passports and visas are required for crew and non-U.S. nationals to enter the U.S.
3.33 Does not apply to landing card.
3.35 Law requires that the alien shall be returned to the place whence he/she came. Interpretation of this
provision requires that he/she be returned to the place where he/she began his/her journey and not
only to the point where he/she boarded the last-used carrier.
3.35.1 Law requires that certain aliens be deported from the U.S. at the expense of the transportation line
which brought them to the U.S.
3.36 Statute provides for a fine if a passenger is not in possession of proper documents.
3.39.3 NOTE: The U.S. considers security for individuals in airline custody to be the carrier’s
responsibility.
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3.40.2 Annex 9 recommends that fines and penalties be mitigated if an alien with a document deficiency is
eventually admitted to the country of destination.
3.43 Operator can be held responsible for some detention costs.
Chapter 4 Entry and Departure of Cargo and Other Articles
4.20 The Goods Declaration as defined by the Kyoto Convention serves as the fundamental Customs
document rather than the commercial invoice.
4.40 Aircraft equipment and parts, certified for use in civil aircraft, may be entered duty-free by any
nation entitled to most-favored nation tariff treatment. Security equipment and parts, unless
certified for use in the aircraft, are not included.
4.41 Customs currently penalizes the exporting carrier for late filing of Shipper’s Export Declarations
(SEDs) and inaccuracies on bills of lading with respect to the SEDs.
4.42 Regulations require entry of such items, most of which are dutiable by law.
4.44 Certain items in this category are dutiable by law.
4.48 Carriers are required to submit new documentation to explain the circumstances under which cargo
manifest is not unladen. No penalty is imposed if the carrier properly reports this condition.
4.50 The procedures for adding, deleting, or correcting manifest items require filing a separate
document.
4.55 The U.S. requires a transportation in-bond entry or a special manifest bonded movement for this
type of movement.
Chapter 5 Traffic Passing Through the Territory of a Contracting State
5.1 Such traffic must be inspected at airports where passengers are required to disembark from the
aircraft and no suitable sterile area is available.
5.2 Passports and visas are waived for admissible aliens arriving on a carrier which is signatory to an
agreement assuring immediate transit of its passengers provided they have a travel document or
documents establishing identity, nationality, and ability to enter some country other than the U.S.
5.3 Such traffic must be inspected at airports where no suitable sterile area is available.
5.4 Passports and visas are waived for admissible aliens arriving on a carrier which is signatory to an
agreement assuring immediate transit of its passengers provided they have a travel document or
documents establishing identity, nationality, and ability to enter some country other than the U.S.
5.4.1 Passengers will not be required to obtain and present visas if they will be departing from the U.S.
within 8 hours of arrival or on the first flight thereafter departing for their destination.
5.8 Examination of transit traffic is required by law. Transit passengers without visas are allowed one
stopover between the port of arrival and their foreign destination.
5.9 Passports and visas are required generally for transit passengers who are remaining in the U.S.
beyond 8 hours or beyond the first available flight to their foreign destinations.
Chapter 6 International Airports -Facilities and Services for Traffic
6.3.1 Procedures involving scheduling committees raise a number of anti-trust problems under U.S. law.
6.33 Sterile physical facilities shall be provided, and in-transit passengers within those areas shall be
subject to immigration inspection at any time.
Remarks OI 214.2(c)
6.34 The U.S. inspects crew and passengers in transit.
6.36 The U.S. inspects crew and passengers in transit.
6.56 Operators of aircraft are statutorily required to pay overtime charges for federal inspections
conducted outside normal scheduled hours of operation. This requirement places aircraft operators
in a less favorable position than operators of highway vehicles and ferries who are statutorily
exempt from such charges.
Chapter 8 Other Facilitation Provisions
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8.1 Separate bonds are required.
8.3.2 Visas are issued by the Department of State and are not issued at ports of entry.
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ANNEX 10 -VOLUME I -AERONAUTICAL TELECOMMUNICATIONS
PART I
Chapter 3
3.1.4.1
3.1.4.2 3.1.4.3
The U.S. does not require such equipage for aircraft.
3.1.7.3.1 c) When necessary to achieve coverage to the edges of the localizer course, the U.S. authorizes
coverage over a greater distance than that specified in 3.1.7.3.1 c); i.e., up to 1,200 meters
(4,000 feet) along the localizer course centerline.
3.3.8.1 3.3.8.2
3.3.8.3
The U.S. does not require such equipage for aircraft.
PART II
Chapter 4
4.1.5.2 In the U.S., the shortage of communications channels, compared with the total operational
requirement, has resulted in the geographical separation between facilities working on the same
frequency being considerably less (up to 50 percent reduction) than the Standard defined for such
separation.
ANNEX 10 -VOLUME II -AERONAUTICAL TELECOMMUNICATIONS
Chapter 3
3.3.2 Class B traffic, including reservation messages pertaining to flights scheduled to depart within
72 hours, shall not be acceptable for transmission over U.S. Government operated AFTN circuits,
except in those cases where it has been determined by the U.S. that adequate non-government
facilities are not available.
Chapter 4
4.4.2 In the Caribbean Region, U.S. industry-operated AFTN terminals will continue to accept messages
in both ICAO and non-ICAO formats. The U.S. now accepts only messages in ICAO format from
other states, including the Caribbean Region.
Chapter 5
5.2.1.3.1.1 The U.S. will use the term ‘‘hundred’’ in stating altitude numbers by radiotelephone. Whole
hundreds will be spoken as follows:
400 -“Four hundred”
4,500 -“Four thousand five hundred”
5.2.1.3.1.2 The U.S. will use the term “point” in lieu of “decimal” in stating frequencies:
126.55 MHz -“One two six point five five”
8,828.5 MHz -“Eight eight two eight point five”
5.2.1.6.1 Air route traffic control centers will use “center” rather than “control” in their radiotelephone
identification.
Example: “Washington Center.”
Approach control service units will use “approach control” or “departure control” rather than
“approach” in their radiotelephone identification.
Example: “Washington Approach Control” or “Washington Departure Control.”
Aerodrome control towers will use “ground control” or “clearance delivery” rather than “tower” in
their radiotelephone identification, where appropriate, to identify ground control services.
Example: “Washington Ground Control” or “Washington Clearance Delivery.”
5.2.1.6
5.2.1.6.2.1.1
5.2.1.6.2.2.1
U.S. procedures allow abbreviation of only Type a) call signs and limit abbreviation to not less than
three characters following the first character of the registration marking or the manufacturer of the
aircraft. Also, the U.S. does not use call signs comprised of aircraft operating agency telephony
designators in combination with aircraft registration markings (Type b).
Remarks To facilitate understanding, examples (5.2.1.6) should follow rather than precede corresponding
provisions which govern them (5.2.1.6.2.1.1 and 5.2.1.6.2.2.1).
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5.2.2.1.1.1
5.2.2.1.1.2
The U.S. Federal Aviation Regulations do not require that a continuous airborne guard on
VHF121.5 MHz be maintained.
ANNEX 10 -VOLUME III -AERONAUTICAL TELECOMMUNICATIONS
PART I
4.2.1.2
4.2.1.3
In the U.S., AMSS terminals shall have the capability of operating in the frequency bands
1544-1559 MHz and 1645.5-1660.5 MHz bands. (NOTE: Use of the band
1544-1545/1645.5-1646.5 MHz by the mobile satellite service is limited to distress and safety.)
PART II
2.3.3.1
2.3.3.2
2.3.3.3
The U.S. does not require such equipage for aircraft.
ANNEX 10 -VOLUME IV -AERONAUTICAL TELECOMMUNICATIONS
4.3.2.2.2
4.3.2.2.2.2
4.3.2.2.2.2.2
4.3.2.2.2.2.3
TCAS II Version 6.04A Enhanced Interference Limiting Algorithms won’t comply with these
sections of the standards and recommended practices (SARPs). See remark below.
4.3.5.1 TCAS II Version 6.04A Enhanced won’t comply because it has a 3-second coordination delay. See
remark below.
4.3.5.3 TCAS II Version 6.04A Enhanced does not comply since the section implies a requirement for
reversals in some instances in encounters between two TCAS II-equipped aircraft. See remark
below.
4.3.5.4 TCAS II Version 6.04A Enhanced does not comply since the section explicitly requires reversal of
coordinated resolution advisories (RAs) under some circumstances. See remark below.
4.3.5.5 TCAS II Version 6.04A Enhanced does not comply since it contains a dormancy requirement, does
not have 5-second targets, and only has surveillance of _ 3,000 feet in altitude. See remark below.
4.3.8.4.2.2.1
4.3.8.4.2.2.1.1
4.3.8.4.2.2.1.3
4.3.8.4.2.2.1.4
4.3.8.4.2.2.1.5
4.3.8.4.2.2.1.6
4.3.8.4.2.2.16.1
4.3.8.4.2.2.1.6.2
4.3.8.4.2.2.1.6.3
TCAS II Version 6.04A Enhanced has different RA Report formats in DF_20, 21 replies. See
remark below.
4.3.8.4.2.2.2
4.3.8.4.2.2.3
TCAS Version 6.04 Enhanced has different Data Link Capability format in DF_20, 21 replies. See
remark below.
4.3.8.4.2.3.4
4.3.8.4.2.3.4.1
4.3.8.4.2.3.4.2
4.3.8.4.2.3.4.3
4.3.8.4.2.3.4.4
4.3.8.4.2.3.4.5
4.3.8.4.2.3.4.6
TCAS II Version 6.04A Enhanced RA does not meet the Broadcast format specified in these
sections. See remark below.
4.3.8.4.2.4.2.1
4.3.8.4.2.4.2.3
4.3.8.4.2.4.2.4
TCAS II Version 6.04A Enhanced has a different Coordination Reply format in DF_16 replies. See
remark below.
Remark The U.S. does not require TCAS II Version 7 (ACAS II) equipage in its National Airspace System.
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ANNEX 11 -AIR TRAFFIC SERVICES
Chapter 1 Definitions
Air-taxiing U.S. uses ‘‘hover taxi’’ for this maneuver above 100 feet above ground level (AGL) and ‘‘air taxi’’
below 100 feet AGL.
Airborne
collision
avoidance
The U.S. uses “traffic alert collision avoidance system (TCAS).” TCAS is an airborne collision
avoidance system based on radar beacon signals and operates independent of ground-based
equipment. TCAS-1 generates traffic advisories only. TCAS-II generates traffic advisories and
resolution (collision avoidance) advisories in the vertical plane.
Chapter 2 General
2.6 The Class F airspace is not used in the designation of U.S. airspace.
2.9
2.11
Appendix 1
Appendix 2
Converting the present U.S. system for identifying ATS routes and significant points to conform to
the provisions of amended paragraphs 2.9 -2.9.2, 2.11 -2.11.3, Appendix 1 and Appendix 2 is an
effort of considerable magnitude and complexity. The U.S. has an ongoing program to accomplish
the conversion, but it is estimated that a period of 2 to 5 years will be required for full compliance.
Chapter 3 Air Traffic Control Service
3.3.3
Exception
Clause
Clearances may be issued to conduct flight in VFR conditions without a pilot request if the
clearance would result in noise abatement benefits or when a pilot conducts a practice instrument
approach.
Chapter 4 Flight Information Service
4.2.2 b) No provision is made for the issuance of collision hazard information to flights operating in Class G
airspace.
4.3.4.4 h)
4.3.4.8
The U.S. requires that the current altimeter setting be included in the ATIS broadcast. Information
contained in a current ATIS broadcast, the receipt of which has been acknowledged by an aircraft, is
not included in a directed transmission to the aircraft unless requested by the pilot.
4.3.5
4.3.6
4.3.7
The order in which information is listed in ATIS broadcast messages is not mandated and certain
elements are regarded as optional.
Appendix 1 Principles Governing the Identification of RNP Types and the Identification of ATS Routes
Other Than Standard Departure and Arrival Routes
See 2.9, above.
2.2.1 Routes designated to serve aircraft operating from 18,000 MSL up to and including FL 450 are
referred to as ‘‘jet routes’’ and are designated with the letter ‘‘J’’ followed by a number of up to
three digits.
Appendix 2 Principles Governing the Establishment and Identification of Significant Points
See 2.9, above.
2.1 The U.S. will not comply with this guidance in naming the Missed Approach Point (MAP) located
at the landing threshold.
Appendix 4 ATS Airspace Classifications
It should be noted that the term ‘‘Class B airspace’’ as used in the U.S. is more restrictive than that
specified by ICAO. Flights within Class B Airspace in the U.S. must be operated in accord with the
provisions of 14 CFR Part 91 (Section 91.90).
Speed restrictions do not necessarily apply to aircraft operating beyond 12 NM from the coast line
within the U.S. Flight Information Region, in offshore Class E airspace below 10,000 feet MSL.
However, in airspace underlying a Class B airspace area designated for an airport, or in a VFR
corridor designated through such a Class B airspace area, pilots are expected to comply with the
200 knot speed limit specified in 14 CFR Part 91 (Sections 91.117(c) and 91.703). This difference
will allow airspeed adjustments exceeding 250 knots, thereby improving air traffic services,
enhancing safety and expediting air traffic movement.
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ANNEX 12 -SEARCH AND RESCUE
There are no reportable differences between U.S. regulations and the Standards and Recommended Practices contained
in this Annex.
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ANNEX 13 -AIRCRAFT ACCIDENT INVESTIGATION
Chapter 5 Investigation
5.12 The full exchange of information is vital to effective accident investigation and prevention. The U.S.
supports, in principle, measures that are intended to facilitate the development and sharing of
information. The laws of the U.S. require the determination and public reporting of the facts,
circumstances, and probable cause of every civil aviation accident. This requirement does not
confine the public disclosure of such information to an accident investigation. However, the laws of
the U.S. do provide some protection against public dissemination of certain information of a
medical or private nature.
Also, U.S. law prohibits the disclosure of cockpit voice recordings to the public and limits the
disclosure of cockpit voice recording transcript to that specific information which is deemed
pertinent and relevant by the investigative authority. However, U.S. Courts can order the disclosure
of the foregoing information for other than accident investigation purposes. The standard for
determining access to this information does not consider the adverse domestic or international
effects on investigations that might result from such access.
5.25 h) Investigative procedures observed by the U.S. allow full participation in all progress and
investigation planning meetings; however, deliberations related to analysis, findings, probable
causes, and safety recommendations are restricted to the investigative authority and its staff.
However, participation in these areas is extended through timely written submissions, as specified in
paragraph 5.25 i).
5.26 b) The U.S. supports, in principle, the privacy of the State conducting the investigation regarding the
progress and the findings of that investigation. However, the laws of the U.S. facilitate the public
disclosure of information held by U.S. government agencies and U.S. commercial business. The
standard for determining public access to information requested from a U.S. government agency or
a commercial business does not consider or require the expressed consent of the State conducting
the investigation.
Chapter 6 Reporting
6.13 The U.S. supports the principle of not circulating, publishing, or providing access to a draft report or
any part thereof unless such a report or document has already been published or released by the
State which conducted the investigation. However, the laws of the U.S. facilitate the public
disclosure of information held by government agencies and commercial business. The U.S.
government may not be able to restrict public access to a draft report or any part thereof on behalf of
the State conducting the investigation. The standard for determining public access to information
requested from a U.S. government agency or a commercial business does not consider or require the
expressed consent of the State conducting an investigation.
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ANNEX 14 -AERODROMES
VOLUME 1 -AERODROME DESIGN AND OPERATIONS
Chapter 1 General
1.2.1 Airports in the U.S. are for the most part owned and operated by local governments and
quasi-government organizations formed to operate transportation facilities. The Federal
Government provides air traffic control, operates and maintains NAVAIDs, provides financial
assistance for airport development, certificates major airports, and issues standards and guidance for
airport planning, design, and operational safety.
There is general conformance with the Standards and Recommended Practices of Annex 14,
Volume I. At airports with scheduled passenger service using aircraft having more than nine seats,
compliance with standards is enforced through regulation and certification. At other airports,
compliance is achieved through the agreements with individual airports under which Federal
development funds were granted; or, through voluntary actions.
1.3.1
1.3.2
1.3.3
1.3.4
In the U.S., the Airport Reference Code is a two-component indicator relating the standards used in
the airport’s design to a combination of dimensional and operating characteristics of the largest
aircraft expected to use the airport. The first element, Aircraft Approach Category, corresponds to
the ICAO PANS-OPS approach speed groupings. The second, Airplane Design Group, corresponds
to the wingspan groupings of code element 2 of the Annex 14, Aerodrome Reference Code. See
below:
TBL GEN 1.7-1
Airport Reference Code (ARC)
Aircraft Approach Category Approximate Annex 14 Code Number
A 1
B 2
C 3
D 4
E -
Airplane Design Group Corresponding Annex 14 Code Letter
I A
II B
III C
IV D
V E
VI F
(proposed)
EXAMPLE: AIRPORT DESIGNED FOR B747-400 ARC D-V.
Chapter 2 Aerodrome Data
2.2.1 The airport reference point is recomputed when the ultimate planned development of the airport is
changed.
2.9.6
2.9.7
Minimum friction values have not been established to indicate that runways are ‘‘slippery when
wet.’’ However, U.S. guidance recommends that pavements be maintained to the same levels
indicated in the ICAO Airport Services Manual.
2.11.3 If inoperative fire fighting apparatus cannot be replaced immediately, a NOTAM must be issued. If
the apparatus is not restored to service within 48 hours, operations shall be limited to those
compatible with the lower index corresponding to operative apparatus.
2.12 e) Where the original VASI is still installed, the threshold crossing height is reported as the center of
the on-course signal, not the top of the red signal from the downwind bar.
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Chapter 3 Physical Characteristics
3.1.2* The crosswind component is based on the ARC: 10.5 kt for AI and BI; 13 kt for AII and BII; 16 kt
for AIII, BIII and CI through DIII; 20 kts for AIV through DVI.
3.1.9* Runway widths (in meters) used in design are shown in the table below:
Width of Runway in Meters
Aircraft
Approach
Category
Airplane Design Group
I II III IV V VI
A 181 231 ----45 60
B 181 231 ----45 60
C 30 30 302 45 45 60
D 30 30 302 45 45 60
1
The width of a precision (lower than 3
/4 statute mile approach visibility minimums) runway is 23 meters for a
runway which is to accommodate only small (less than 5,700 kg) airplanes and 30 meters for runways
accommodating larger airplanes.
2
For airplanes with a maximum certificated take-off mass greater than 68,000 kg, the standard runway width is
45 meters.
3.1.12* Longitudinal runway slopes of up to 1.5 percent are permitted for aircraft approach categories C and
D except for the first and last quarter of the runway where the maximum slope is 0.8 percent.
3.1.18* Minimum and maximum transverse runway slopes are based on aircraft approach categories as
follows:
For categories A and B: 1.0 -2.0 percent
C and D: 1.0 -1.5 percent
3.2.2 The U.S. does not require that the minimum combined runway and shoulder widths equal 60 meters.
The widths of shoulders are determined independently.
3.2.3* The transverse slope on the innermost portion of the shoulder can be as high as 5 percent.
3.3.3
3.3.4*
3.3.5*
A strip width of 120 meters is used for code 3 and 4 runways for precision, nonprecision, and
non-instrumented operations. For code 1 and 2 precision runways, the width is 120 meters. For
non-precision/visual runways, widths vary from 37.5 meters up to 120 meters.
3.3.9* Airports used exclusively by small aircraft (U.S. Airplane Design Group I) may be graded to
distances as little as 18 meters from the runway centerline.
3.3.14* The maximum transverse slope of the graded portion of the strip can be 3 percent for aircraft
approach categories C and D and 5 percent for aircraft approach categories A and B.
3.3.15* The U.S. does not have standards for the maximum transverse grade on portions of the runway strip
falling beyond the area that is normally graded.
3.3.17* Runways designed for use by smaller aircraft under non-instrument conditions may be graded to
distances as little as 18 meters from the runway centerline (U.S. Airplane Design Groups I and II).
3.4.2* For certain code 1 runways, the runway end safety areas may be only 72 meters.
3.7.1*
3.7.2*
The U.S. does not provide Standards or Recommended Practices for radio altimeter operating areas.
3.8.3* The U.S. specifies a 6 meter clearance for Design Group VI airplanes.
3.8.4* The taxiway width for Design Group VI airplanes is 30 meters.
3.8.5* The U.S. also permits designing taxiway turns and intersections using the judgmental oversteering
method.
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3.8.7* Minimum separations between runway and taxiway centerlines, and minimum separations between
taxiways and taxilanes and between taxiway/taxilanes and fixed/moveable objects are shown in the
tables that follow. Generally, U.S. separations are larger for non-instrumented runways, and smaller
for instrumented runways, than the Annex. Values are also provided for aircraft with wingspans up
to 80 meters.
Minimum Separations Between Runway Centerline and Parallel Taxiway/Taxilane Centerline
Operation
Aircraft
Approach
Category
Airplane Design Group
I1 I II III IV V VI
Visual runways and runways
with not lower than 3/4-statute
mile (1,200 meters) approach
visibility minimums
A and B
150 feet 45
meters
225 feet
67.5 meters
240 feet
72 meters
300 feet
90 meters
400 feet
120 meters
----
Runways with lower than
3/4-statute mile (1,200 meters)
approach visibility minimums
A and B
200 feet
60 meters
250 feet
75 meters
300 feet
90 meters
350 feet
105 meters
400 feet
120 meters
----
Visual runways and runways
with not lower than 3/4-statute
mile (1,200 meters) approach
visibility minimums
C and D --
300 feet
90 meters
300 feet
90 meters
400 feet
120 meters
400 feet
120 meters
4002 feet
1202 meters
600 feet
180 meters
Runways with lower than
3/4-statute mile (1,200 meters)
approach visibility minimums
C and D --
400 feet
120 meters
400 feet
120 meters
400 feet
120 meters
400 feet
120 meters
4002 feet
1202 meters
600 feet
180 meters
1These dimensional standards pertain to facilities for small airplanes exclusively.
2Corrections are made for altitude: 120 meters separation for airports at or below 410 meters; 135 meters for altitudes between 410 meters and
2,000 meters; and, 150 meters for altitudes above 2,000 meters.
Minimum Taxiway and Taxilane Separations:
Airplane Design Group
I II III IV V VI
Taxiway centerline to
parallel taxiway/
taxilane centerline
Fixed or movable object
69 feet
21 meters
44.5 feet
13.5 meters
105 feet
32 meters
65.5 feet
20 meters
152 feet
46.5 meters
93 feet
28.5 meters
215 feet
65.5 meters
129.5 feet
39.5 meters
267 feet
81 meters
160 feet
48 meters
324 feet
99 meters
193 feet
59 meters
Taxilane centerline to
parallel taxilane
centerline
Fixed or movable object
64 feet
19.5 meters
39.5 feet
12 meters
97 feet
29.5 meters
57.5 feet
17.5 meters
140 feet
42.5 meters
81 feet
24.5 meters
198 feet
60 meters
112.5 feet
34 meters
245 feet
74.5 meters
138 feet
42 meters
298 feet
91 meters
167 feet
51 meters
3.8.10* Line-of-sight standards for taxiways are not provided in U.S. practice, but there is a requirement
that the sight distance along a runway from an intersecting taxiway must be sufficient to allow a
taxiing aircraft to safely enter or cross the runway.
3.8.11* Transverse slopes of taxiways are based on aircraft approach categories. For categories C and D,
slopes are 1.0-1.5 percent; for A and B, 1.0-2.0 percent.
3.11.5 The runway centerline to taxi-holding position separation for code 1 is 38 meters for non-precision
operations and 53 meters for precision. Code 3 and 4 precision operations require a separation of
75 meters, except for “wide bodies,” which require 85 meters.
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Dimensions and Slopes for Protective Areas and Surfaces
Precision
Approach
Non-precision Instrument Approach Visual Runway
All runways All runwaysa
Runways other
than utilityb
Utility
runwaysd
Runways other
than utility
Utility
runways
Width of inner edge 305 meters 305 meters 152 meters 152 meters 152 meters 76 metersc
Divergency
(each side)
15 percent 15 percent 15 percent 15 percent 10 percent 10 percent
Final width 4,877 meters 1,219 meters 1,067 metersc 610 meters 475 metersc 381 metersc
Length 15,240 meters 3,048 metersc 3,048 metersc 1,524 metersc 1,524 metersc 1,524 metersc
Slope: inner
3,049 meters
2 percent 2.94 percentc 2.94 percentc 5 percentc 5 percentc 5 percentc
Slope: beyond
3,048 meters
2.5 percentc
a
With visibility minimum as low as 1.2 km; b
with visibility minimum greater than 1.2 km; c
criteria less demanding than
Annex 14 Table 4-1 dimensions and slopes. d
Utility runways are intended to serve propeller-driven aircraft having a
maximum take-off mass of 5,570 kg.
Chapter 4 Obstacle Restriction and Removal
4.1 Obstacle limitation surfaces similar to those described in 4.1-4.20 are found in 14 CFR Part 77.
4.1.21 A balked landing surface is not used.
4.1.25 The U.S. does not establish take-off climb obstacle limitation areas and surface, per se, but does
specify protective surfaces for each end of the runway based on the type of approach procedures
available or planned. The dimensions and slopes for these surfaces and areas are listed in the table
above.
4.2 The dimensions and slopes of U.S. approach areas and surfaces are set forth in the above table.
Aviation regulations do not prohibit construction of fixed objects above the surfaces described in
these sections.
Chapter 5 Visual Aids for Navigation
5.2.1.7* The U.S. does not require unpaved taxiways to be marked.
5.2.2.2* The U.S. does not require a runway designator marking for unpaved runways.
5.2.2.4 Zeros are not used to precede single-digit runway markings. An optional configuration of the
numeral 1 is available to designate a runway 1 and to prevent confusion with the runway centerline.
5.2.4.2*
5.2.4.3*
Threshold markings are not required, but sometimes provided, for non-instrument runways that do
not serve international operations.
5.2.4.5 The current U.S. standard for threshold designation is eight stripes, except that more than eight
stripes may be used on runways wider than 45 meters. After 1 January 2008, the U.S. standard will
comply with Annex 14.
5.2.4.6 The width and spacing of threshold stripes will comply with Annex 14 after 1 January 2008.
5.2.4.10 When a threshold is temporarily displaced, there is no requirement that runway or taxiway edge
markings, prior to the displaced threshold, be obscured. These markings are removed only if the
area is unsuitable for the movement of aircraft.
5.2.5.2
5.2.5.3*
Aiming point markings are required on precision instrument runways and code 3 and 4 runways
used by jet aircraft.
5.2.5.4 The aiming point marking commences 306 meters from the threshold at all runways.
5.2.6.3 The U.S. pattern for touchdown zone markings, when installed on both runway ends, is only
applicable to runways longer than 4,990 feet. On shorter runways, the three pair of markings closest
to the runway midpoint are eliminated.
5.2.6.4 The U.S. standard places the aiming point marking 306 meters from the threshold where it replaces
one of the pair of three stripe threshold markings. The 306 meters location is used regardless of
runway length.
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5.2.6.5* Touchdown zone markings are not required at a non-precision approach runway, though they may
be provided.
5.2.7.4* Runway side stripe markings on a non-instrument runway may have an over-all width of 0.3 meter.
5.2.8.3 Taxiway centerline markings are never installed longitudinally on a runway even if the runway is
part of a standard taxi route.
5.2.9.5* The term ‘‘ILS’’ is used instead of CAT I, CAT II, CAT III.
5.2.11.4
5.2.11.5*
5.2.11.6*
Check-point markings are provided, but the circle is 3 meters in diameter, and the directional line
may be of varying width and length. The color is the yellow used for taxiway markings.
5.2.12 Standards for aircraft stand markings are not provided.
5.2.13.1* Apron safety lines are not required although many airports have installed them.
5.2.14.1 The U.S. does not have standards for holding position markings on roadways that cross runways.
Local traffic control practices are used.
5.3.1.1 5.3.1.2* The U.S. does not have regulations to prevent the establishment of non-aviation ground lights that
might interfere with airport operations.
5.3.1.3
5.3.1.4
New approach lighting installations will meet the frangibility requirements. Some existing
non-frangible systems may not be replaced before 1 January 2005.
5.3.2.1*
5.3.2.2*
5.3.2.3*
There is no requirement for an airport to have emergency runway lighting available if it does not
have a secondary power source. Some airports do have these systems, and there is an FAA
specification for these lights.
5.3.3.1
5.3.3.3
Only airports served by aircraft having more than 30 seats are required to have a beacon, though
they are available at many others.
5.3.3.6 Although the present U.S. standard for beacons calls for 24-30 flashes per minute, some older
beacons may have flash rates as low as 12 flashes per minute.
5.3.3.8 Coded identification beacons are not required and are not commonly installed. Typically, airport
beacons conforming to 5.3.3.6 are installed at locations served by aircraft having more than 30 seats.
5.3.4.1 While the U.S. has installed an approach light system conforming to the specifications in 5.3.4.10
through 5.3.4.19, it also provides for a lower cost system consisting of medium intensity approach
lighting and sequenced flashing lights (MALSF) at some locations.
5.3.4.2 In addition to the system described in 5.3.4.1, a system consisting of omnidirectional strobe lights
(ODALS) located at 90 meters intervals extending out to 450 meters from the runway threshold is
used at some locations.
5.3.4.10
through
5.3.4.19
The U.S. standard for a precision approach category I lighting system is a medium intensity
approach lighting system with runway alignment indicator lights (MALSR). This system consists of
3 meters barrettes at 60 meters intervals out to 420 meters from the threshold and sequenced
flashing lights at 60 meters intervals from 480 meters to 900 meters. A crossbar 20 meters in length
is provided 300 meters from the threshold. The total length of this system is dependent upon the ILS
glide path angle. For angles 2.75_ and higher, the length is 720 meters.
5.3.4.16
5.3.4.31
The capacitor discharge lights can be switched on or off when the steady-burning lights of the
approach lighting system are operating. However, they cannot be operated when the other lights are
not in operation.
5.3.4.20 The U.S. standard for a precision approach category II and III lighting system has a total length
dependent upon the ILS glide path angle. For angles 2.75_ and higher, the length is 720 meters.
5.3.5.1
5.3.5.3
5.3.5.4
Visual approach slope indicator systems are not required for all runways used by turbojets except
runways involved with land and hold short operations that do not have an electronic glideslope
system.
5.3.5.2 In addition to PAPI and APAPI systems, VASI and AVASI type systems remain in service at U.S.
airports with commercial service. Smaller general aviation airports may have various other approach
slope indicators including tri-color and pulsating visual approach slope indicators.
5.3.5.27 The U.S. standard for PAPI allows for the distance between the edge of the runway and the first
light unit to be reduced to 9 meters for code 1 runways used by nonjet aircraft.
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5.3.5.42 The PAPI obstacle protection surface used is as follows: The surface begins 90 meters in front of the
PAPI system (toward the threshold) and proceeds outward into the approach zone at an angle
1 degree less than the aiming angle of the third light unit from the runway. The surface flares
10 degrees on either side of the extended runway centerline and extends 4 statute miles from its
point of origin.
5.3.8.4 The U.S. permits the use of omnidirectional runway threshold identification lights.
5.3.13.2 The U.S. does not require the lateral spacing of touchdown zone lights to be equal to that of
touchdown zone marking when runways are less that 45 meters wide.
The lateral distance between the markings is 22 meters when installed on runways with a width of
45 meters or greater. The distance is proportionately smaller for narrower runways. The lateral
distance between touchdown zone lights is nominally 22 meters but may be reduced to 20 meters to
avoid construction problems.
5.3.14 The U.S. has no provision for stopway lights.
5.3.15.1
5.3.15.2*
Taxiway centerline lights are required only below 183 meters RVR on designated taxi routes.
However, they are generally recommended whenever a taxiing problem exists.
5.3.15.3
8.2.3
Taxiway centerline lights are not provided on runways forming part of a standard taxi route even for
low visibility operations. Under these conditions, the taxi path is coincident with the runway
centerline, and the runway lights are illuminated.
5.3.15.5 Taxiway centerline lights on exit taxiways presently are green. However, the new U.S. standard
which is scheduled to be published by 1 January 98 will comply with the alternating green/yellow
standard of Annex 14.
5.3.15.7* The U.S. permits an offset of up to 60 cm.
5.3.16.2
8.2.3
Taxiway edge lights are not provided on runways forming part of a standard taxi route.
5.3.17.1
5.3.17.2*
5.3.17.3
5.3.17.4*
5.3.17.5*
Stop bars are required only for runway visual range conditions less than a value of 183 meters at
taxiway/runway intersections where the taxiway is lighted during low visibility operations. Once
installed, controlled stop bars are operated at RVR conditions less than a value of 350 meters.
5.3.17.6 Elevated stop bar lights are normally installed longitudinally in line with taxiway edge lights. Where
edge lights are not installed, the stop bar lights are installed not more than 3 meters from the taxiway
edge.
5.3.17.9 The beamspread of elevated stop bar lights differs from the inpavement lights. The inner isocandela
curve for the elevated lights is ±7 horizontal and ±4 vertical.
5.3.17.12 The U.S. standard for stop bars, which are switchable in groups, does not require the taxiway
centerline lights beyond the stop bars to be extinguished when the stop bars are illuminated. The
taxiway centerline lights which extend beyond selectively switchable stop bars are grouped into two
segments of approximately 45 meters each. A sensor at the end of the first segment re-illuminates
the stop bar and extinguishes the first segment of centerline lights. A sensor at the end of the second
segment extinguishes that segment of centerline lights.
5.3.18.1* Taxiway intersection lights are also used at other hold locations on taxiways such as low visibility
holding points.
5.3.18.2 Taxiway intersection lights are collocated with the taxiway intersection marking. The marking is
located at the following distances from the centerline of the intersecting taxiway:
Airplane Design Group Distance
I 13.5 meters
II 20 meters
III 28.5 meters
IV 39 meters
V 48.5 meters
VI 59 meters
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5.3.19.1
5.3.19.2*
Runway guard lights are required only for runway visual range conditions less than a value of
350 meters.
5.3.19.4
5.3.19.5
Runway guard lights are placed at the same distance from the runway centerline as the aircraft
holding distance, or within a few feet of this location.
5.3.19.12 The new U.S. standard for in-pavement runway guard lights complies with Annex 14. However,
there may be some existing systems that do not flash alternately.
5.3.20.4* The U.S. does not set aviation standards for flood lighting aprons.
5.3.21 The U.S. does not provide standards for visual docking guidance systems. U.S. manufacturers of
these devices generally adhere to ICAO SARPS.
5.3.23.1 The U.S. does not have a requirement for providing roadholding position lights during RVR
conditions less than a value of 350 meters.
5.4.1.2 Signs are often installed a few centimeters taller than specified in Annex 14, Volume 1, Table 5-4.
5.4.1.5 Sign inscriptions are slightly larger, and margins around the sign slightly smaller, than indicated in
Annex 14, Volume 1, Appendix 4.
5.4.1.6 The sign luminance requirements are not as high as specified in Appendix 4. The U.S. does not
specify a nighttime color requirement in terms of chromaticity.
5.4.2.2
5.4.2.4
5.4.2.9
5.4.2.14
5.4.2.16
All signs used to denote precision approach holding positions have the legend ‘‘ILS.’’
5.4.2.6 U.S. practice uses the NO ENTRY sign to prohibit entry by aircraft only.
5.4.2.8
5.4.2.10
The second mandatory instruction sign is usually not installed unless added guidance is necessary.
5.4.2.15 Signs for holding aircraft and vehicles from entering areas where they would infringe on obstacle
limitation surfaces or interfere with NAVAIDs are inscribed with the designator of the approach,
followed by the letters ‘‘APCH’’; for example, ‘‘15-APCH.’
5.4.3.13
5.4.3.15
U.S. practice is to install signs about 3 to 5 meters closer to the taxiway/runway (See Annex 14,
Table 5-4).
5.4.3.16 The U.S. does not have standards for the location of runway exit signs.
5.4.3.24 A yellow border is used on all location signs, regardless of whether they are stand-alone or
collocated with other signs.
5.4.3.26 U.S. practice is to use Pattern A on runway vacated signs, except that Pattern B is used to indicate
that an ILS critical area has been cleared.
5.4.3.30* The U.S. does not have standards for signs used to indicate a series of taxi-holding positions on the
same taxiway.
5.4.4.4* The inscription, ‘‘VOR Check Course,’’ is placed on the sign in addition to the VOR and DME data.
5.4.5.1* The U.S. does not have requirements for airport identification signs, though they are usually
installed.
5.4.6.1* Standards are not provided for signs used to identify aircraft stands.
5.4.7.2 The distance from the edge of road to the road-holding position sign conforms to local highway
practice.
5.5.2.2*
5.5.7.1*
Boundary markers may be used to denote the edges of an unpaved runway.
5.5.3 There is no provision for stopway edge markers.
Chapter 6 Visual Aids for Denoting Obstacles
6.1 Recommended practices for marking and lighting obstacles are found in FAA Advisory
Circular 70/7460-1J, Obstruction Marking and Lighting.
6.2.3* The maximum dimension of the rectangles in a checkered pattern is 6 meters on a side.
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6.3.21*
6.3.22*
The effective intensity, for daylight-luminance background, of Type A high-intensity obstacle lights
is 270,000 cd ±25 percent.
The effective intensity, for daylight-luminance background, of Type B high-intensity obstacle lights
is 140,000 cd ±25 percent.
Chapter 7 Visual Aids for Denoting Restricted Use Areas
7.1.2* A ‘‘closed’’ marking is not used with partially closed runways. See 5.2.4.10, above.
7.1.4 Crosses with shapes similar to figure 7.1, illustration b) are used to indicate closed runways and
taxiways.
The cross for denoting a closed runway is yellow.
7.1.5 In the U.S. when a runway is permanently closed, only the threshold marking, runway designation
marking, and touchdown zone marking need be obliterated. Permanently closed taxiways need not
have the markings obliterated.
7.1.7 The U.S. does not require unserviceability lights across the entrance to a closed runway or taxiway
when it is intersected by a night-use runway or taxiway.
7.4.4 Flashing yellow lights are used as unserviceability lights. The intensity is such as to be adequate to
delineate a hazardous area.
Chapter 8 Equipment and Installations
8.1.5*
8.1.6*
8.1.7
8.1.8
A secondary power supply for non-precision instrument and non-instrument approach runways is
not required, nor is it required for all precision approach runways.
The U.S. does not provide secondary power specifically for take-off operations below 550 meters
RVR.
8.2.1 There is no requirement in the U.S. to interleave lights as described in the Aerodrome Design
Manual, Part 5.
8.2.3 See 5.3.15.3 and 5.3.16.2
8.7.2*
8.7.3
8.7.4*
Glide slope facilities and certain other installations located within the runway strip, or which
penetrate obstacle limitation surfaces, may not be frangibly mounted.
8.9.7* A surface movement surveillance system is recommended for operations from 350 meters RVR
down to 183 meters. Below 183 meters RVR, a surface movement radar or alternative technology is
generally required.
Chapter 9 Emergency and Other Services
9.1.1 Emergency plans such as those specified in this section are required only at airports serving
scheduled air carriers using aircraft having more than 30 seats. These airports are certificated under
14 CFR Part 139. In practice, other airports also prepare emergency plans.
9.1.12 Full-scale airport emergency exercises are conducted at intervals, not to exceed three years, at
airports with scheduled passenger service using aircraft with more than 30 seats.
9.2.1 Rescue and fire fighting equipment and services such as those specified in this section are required
only at airports serving scheduled air carriers in aircraft having more than 30 seats. Such airports
generally equate to ICAO categories 4 through 9.
Other airports have varying degrees of services and equipment.
9.2.3* There is no plan to eliminate, after 1 January 2005, the current practice of permitting a reduction of
one category in the index when the largest aircraft has fewer than an average of five scheduled
departures a day.
9.2.4
9.2.5
The level of protection at U.S. airports is derived from the length of the largest aircraft serving the
airport similar to the Annex’s procedure, except that maximum fuselage width is not used.
U.S. indices A-E are close equivalents of the Annex’s categories 5-9. The U.S. does not have an
equivalent to category 10.
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Fire Extinguishing Agents and Equipment
Index Aircraft length Total minimum quantities of
extinguishing agents
More than Not more
than
Dry chemical Water for
protein
foam
Minimum trucks Discharge rate1
A 27 meters 225 kg 0 1 See below
B 27 meters 38 meters 225 kg 5,700 L 1 See below
C 38 meters 48 meters 225 kg 5,700 L 2 See below
D 48 meters 60 meters 225 kg 5,700 L 3 See below
E 60 meters 225 kg 11,400 L 3 See below
1
Truck size Discharge rate
1,900 L but less than 7,600 at least 1,900 L per minute but not more than 3,800 L per minute
7,600 L or greater at least 2,280 L per minute but not more than 4,560 L per minute
9.2.10 The required firefighting equipment and agents by index are shown in the table above.
The substitution equivalencies between complementary agents and foam meeting performance
level A are also used for protein and fluoroprotein foam. Equivalencies for foam meeting
performance level B are used only for aqueous film forming foams.
9.2.18* There is no specific requirement to provide rescue equipment as distinguished from firefighting
equipment.
9.2.19* At least one apparatus must arrive and apply foam within 3 minutes with all other required vehicles
arriving within 4 minutes.
Response time is measured from the alarm at the equipment’s customary assigned post to the
commencement of the application of foam at the mid-point of the farthest runway.
9.2.29* For ICAO category 6 (U.S. index B), the U.S. allows one vehicle.
9.4.4 At the present time, there is no requirement to perform tests using a continuous friction measuring
device with self-wetting features. Some U.S. airports own these devices, while others use less
formal methods to monitor build-up of rubber deposits and the deterioration of friction
characteristics.
9.4.15 The standard grade for temporary ramps is 15 feet longitudinal per 1 inch of height (0.56 percent
slope) maximum, regardless of overlay depth.
9.4.19 There is no U.S. standard for declaring a light unserviceable if it is out of alignment or if its
intensity is less than 50 percent of its specified value.
*Indicates ICAO Recommended Practice
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ANNEX 14 -AERODROMES
VOLUME II -HELIPORTS
Chapter 1 Definitions
Declared
distances
The U.S. does not use declared distances (take-off distance available, rejected take-off distance
available, or landing distance available) in designing heliports.
Final approach
and take-off
area (FATO)
The U.S. ‘‘take-off and landing area’’ is comparable to the ICAO FATO, and the U.S. ‘‘FATO’’ is
more comparable to the ICAO TLOF. The U.S. definition for the FATO stops with ‘‘the take-off
manoeuvre is commenced.’’ This difference in definition reflects a variation in concept. The
rejected take-off distance is an operational computation and is not required as part of the design.
Helicopter stand The U.S. does not use the term “helicopter stand.” Instead, the U.S. considers paved or unpaved
aprons, helipads, and helidecks, all as helicopter parking areas; i.e., helicopter stands.
Safety area The U.S. considers the safety area to be part of the take-off and landing area which surrounds the
FATO and does not call for or define a separate safety area.
Touchdown and
lift-off area
(TLOF)
The U.S. differs in the definition by considering helipads and helidecks to be FATO. The U.S. does
not define the load bearing area on which the helicopter may touch down or lift-off as a TLOF.
Chapter 2 Heliport Data
2.1 d) The U.S. does not measure or report a safety area as a separate feature of a heliport.
2.2 The U.S. does not ‘‘declare’’ distances for heliports.
Chapter 3 Physical Characteristics
3.1.2 The U.S. does not distinguish between single-engine and multi-engine helicopters for the purposes
of heliport design standards. Neither does the U.S. design or classify heliports on the basis of
helicopter performance. The U.S. FATO dimensions are at least equal to the rotor diameter of the
design single rotor helicopter and the area must be capable of providing ground effect. The U.S.
does not have alternative design standards for water FATOs, elevated heliports, or helidecks.
3.1.3 The U.S. has a single gradient standard; i.e., 5 percent, except in fueling areas where the limit is
2 percent, which is applicable for all portions of heliports.
3.1.6
3.1.7*
3.1.8*
The U.S. does not require or provide criteria for clearways in its design standards. It does encourage
ownership and clearing of the land underlying the innermost portion of the approach out to where
the approach surface is 10.5 meters above the level of the take-off surface.
3.1.14 to 3.1.21 Safety areas are considered part of the take-off and landing area (or primary surface) in U.S.
heliport design. The take-off and landing area of the U.S. design criteria, based on 2 rotor
diameters, provides for the ICAO safety area; however, the surface does not have to be continuous
with the FATO or be load bearing.
3.1.22 Taxiway widths are twice the undercarriage width of the design helicopter.
3.1.23 The U.S. requires 1.25 rotor diameters plus 2 meters of separation between helicopter ground
taxiways.
3.1.24 The U.S. gradient standard for taxiways is a maximum of 5 percent.
3.1.32* The U.S. sets no gradient standards for air taxiways.
3.1.33 The U.S. requires 1.5 rotor diameters of separation between hover or air taxiways.
3.1.34 The U.S. standards for air taxiways and air transit routes are combined as the standards for hover
taxiways noted in paragraphs 3.1.23, 3.1.24 and 3.1.33.
3.1.35 The U.S. sets no maximum turning angle or minimum radius of turn on hover taxiways.
3.1.36 The U.S. gradient standard for aprons is a maximum of 5 percent except in fueling areas where it is
2 percent.
3.1.37 The U.S. criterion for object clearances is 1/3 rotor diameter or 3 meters, whichever is greater.
3.1.38 The U.S. standard for helipads (comparable to helicopter stands) is 1.5 times the undercarriage
length or width, whichever is greater.
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3.1.39 The U.S. standard for separation between FATO center and the centerline of the runway is
120 meters.
3.2.2 The U.S. does not apply either a performance related or an alternative design standard for elevated
heliport facilities.
3.2.5 to 3.2.10 The U.S. does not use safety areas in its heliport design.
3.3
3.4
In the U.S., shipboard and relocatable off-shore helicopter ‘‘helideck’’ facilities are under the
purview of the U.S. Coast Guard and utilize the International Maritime Organization (IMO) code.
Fixed off-shore helideck facilities are under the purview of the Department of Interior based on
their document 351DM2. Coastal water helideck facilities are under the purview of the individual
affected States.
Chapter 4 Obstacle Restriction and Removal
4.1.1 The U.S. approach surface starts at the edge of the take-off and landing area.
4.1.2 a) The U.S. approach surface width adjacent to the heliport take-off and landing area is a minimum of
2 rotor diameters.
4.1.2 b) 2) The U.S. precision instrument approach surface flares from a width of 2 rotor diameters to a width
of 1,800 meters at the 7,500 meters outer end. The U.S. does not use a note similar to the one that
follows 4.1.4, as it does not differentiate between helicopter requirements on the basis of operational
performance.
4.1.5 The outer limit of the U.S. transitional surfaces adjacent to the take-off and landing area is
76 meters from the centerline of the VFR approach/departure surfaces. The transitional surface
width decreases to zero at a point 1,220 meters from the take-off and landing area. It does not
terminate at an inner horizontal surface or at a predetermined height.
4.1.6 The U.S. transitional surfaces have a fixed width, 76 meters less the width of the take-off and
landing area, from the approach centerline for visual operations and an outwardly flaring width to
450 meters for precision instrument operations. The U.S. does not use an inner horizontal surface
nor terminate the transitional surfaces at a fixed/predetermined height.
4.1.7 b) Since the U.S. includes the safety area in the take-off and landing area, the comparable elevation is
at the elevation of the FATO.
4.1.9 through
4.1.20
The U.S. does not use the inner horizontal surface, the conical surface, or take-off climb surface
described in these paragraphs or the note following paragraph 4.1.20 for heliport design.
4.1.21 through
4.1.25
The U.S. does not have alternative criteria for floating or fixed-in-place helidecks.
4.2 The U.S. has no requirement for a note similar to the one following the heading ‘‘Obstacle
limitation requirements.’’
4.2.1 The U.S. criteria does not require a take-off climb surface or a conical obstacle limitation surface to
establish a precision instrument approach procedure.
4.2.2 The U.S. criteria does not require a take-off climb surface or a conical obstacle limitation surface to
establish a non-precision instrument approach procedure.
4.2.3 The U.S. criteria does not require a take-off climb obstacle limitation surface to establish a
non-instrument approach procedure.
4.2.4* The U.S. has no requirement for protective surfaces such as an inner horizontal surface or a conical
surface.
4.2.5 The U.S. does not have tables for heliport design comparable to the ICAO Tables 4-1 to 4-4.
4.2.6 The U.S. subscribes to the intent of this paragraph to limit object heights in the heliport protective
surfaces but uses fewer surfaces with different dimensions for those surfaces.
4.2.7* The U.S. subscribes to the intent of this paragraph but uses different dimensional surfaces.
4.2.8 The U.S. criterion requires that a heliport have at least one approach and departure route and
encourages multiple approaches separated by arcs of 90 to 180 degrees.
4.2.9* The U.S. has no requirement that a heliport’s approach surfaces provide 95 percent usability.
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4.2.10 Since the U.S. does not differentiate between surface level and elevated heliports, the comments to
paragraphs 4.2.1 through 4.2.5 above apply.
4.2.11 The U.S. has no requirement for a take-off climb surface. It does require at least one
approach/departure surface and encourages that there be as many approaches as is practical
separated by arcs of 90 to 180 degrees.
4.2.12 through
4.2.22
Since the U.S. does not have alternative design criteria for helidecks or shipboard heliports, there
are no comparable U.S. protective surface requirements.
Tables 4-1, 4-2,
4-3, 4-4
The U.S. does not have tables comparable to the ICAO Tables 4-1 to 4-4.
Chapter 5 Visual Aids
5.2.1 The U.S. does not have criteria for markings to be used in defining winching areas.
5.2.3.3 The U.S. maximum mass markings are specified in 1,000 pound units rather than tonnes or
kilograms.
5.2.4.3 The U.S. criterion requires FATO markers but is not specific on the number or spacing between
markers.
5.2.4.4 The U.S. criteria for FATO markers is not dimensionally specific.
5.2.6 The U.S. does not require, or have criteria for, marking an aiming point.
5.2.7.1 The U.S. does not require specific criteria for marking floating or off-shore fixed-in-place
helicopter or helideck facilities.
5.2.8 The U.S. does not require marking the touchdown area.
5.2.9 The U.S. does not have criteria for heliport name markings.
5.2.10 The U.S. does not have a requirement to mark helideck obstacle-free sectors.
5.2.12.2 The U.S. criterion places the air taxiway markers along the edges of the routes rather than on the
centerline.
5.2.12.3 The U.S. criterion for air taxiway markers does not specify the viewing area or height to width ratio.
5.3.2.3 The U.S. heliport beacon flashes white-green-yellow colors rather than a series of timed flashes.
5.3.2.5* The U.S. criteria is not specific on the light intensity of the flash.
5.3.3.3 The U.S. criterion specifies a 300 meters approach light system configuration. The light bars are
spaced at 30 meters intervals. The first two bars of the configuration are single lights, the next two
bars are two lights, then two bars with three lights, then two bars with four lights, and finally two
bars with five lights.
5.3.3.4 The U.S. approach light system uses aimed PAR-56 lights.
5.3.3.6 The U.S. heliport approach light system does not contain flashing lights.
5.3.5.2 a) The U.S. requires an odd number of lights, but not less than three lights per side.
5.3.5.2 b) The U.S. requires a minimum of eight lights for a circular FATO and does not specify the distance
between lights.
5.3.5.4* The U.S. criteria does not specify light distribution.
5.3.6 The U.S. does not have specific criteria for aiming point lights.
5.3.8 The U.S. does not have standards for winching area lighting.
Chapter 6 Heliport Services
6.1* The U.S. requirements for rescue and fire fighting services at certificated heliports are found in
14 CFR Part 139. Criteria for other heliports are established by the National Fire Protection
Association (NFPA) pamphlets 403 or 418, or in regulations of local fire departments.
*Indicates ICAO Recommended Practice
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ANNEX 15 -AERONAUTICAL INFORMATION SERVICES
Chapter 2 Definitions
Danger area “Danger area’’ is not used in reference to areas within the U.S. or in any of its possessions or
territories.
Integrated
Aeronautical
Information
Package
The U.S. does not produce the entire information package.
Maneuvering
area
This term is not used by the U.S.
Movement area The runways, taxiways, and other areas of an airport/heliport which are utilized for
taxiing/hover-taxiing, air-taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and
parking areas. At those airports/heliports with a tower, specific approval for entry onto the
movement area must be obtained from ATC.
Prohibited area
Restricted area
The terms ‘‘prohibited area’’ and ‘‘restricted area’’ will be employed substantially in accordance
with the definitions established. Additionally, the following terms will be used:
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. Alert areas are depicted on aeronautical
charts for the information of nonparticipating pilots. All activities within an alert area are conducted
in accordance with Federal Aviation Regulations, and pilots of participating aircraft as well as pilots
transiting the area are equally responsible for collision avoidance.
Controlled firing area. Airspace wherein activities are conducted under conditions so controlled as
to eliminate 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.
Military operations area (MOA). 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.
Chapter 4 Aeronautical Information Publications (AIP)
4.2.8
4.3.4
The U.S. does not publish an aeronautical information regulation and control (AIRAC).
4.4
4.5
The U.S. does not issue AIP supplements. Corrections or changes from the latest amendments to the
AIP are carried as NOTAMs.
Chapter 5 NOTAM
5.1.1.2 The U.S. does not routinely issue ‘‘trigger NOTAMs’’ referencing published material when an AIP
amendment is issued.
5.2.1 The current U.S. system numbers international NOTAMs consecutively by the location in the A
field. The U.S. routinely issues over 70,000 outgoing international NOTAMs each year. Only series
A is used for international distribution. This precludes numbering the NOTAMs by the originator.
5.2.3 The U.S. periodically issues multipart NOTAMs which are transmitted as multiple
telecommunication messages. The nature of the NOTAM material is such that it will not always fit
in one message.
5.2.8.1 The monthly checklist of NOTAMs does not specifically reference printed publications, such as AIP
amendments.
5.2.8.3 A monthly printed plain language summary of NOTAMs in force is not issued. The International
NOTAM publication, issued biweekly, is not inclusive of all U.S. international NOTAMs.
5.3.2 The U.S. does not use the System NOTAM format at this time. The format used is based on the
previous ICAO Class I format. See notes on Appendix 6 for details.
Chapter 6 Aeronautical Information Regulation and Control (AIRAC)
See 4.2.8.
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Chapter 8 Pre-Flight and Post-Flight Information
8.1.2.1 f) NOTAMs relating to bird hazards are relayed as local NOTAM information and are not
disseminated internationally. The information is available from the local flight service station during
preflight briefing.
Appendix 1 Contents of Aeronautical Information Publication (AIP)
GEN 2.7 The U.S. does not publish sunrise/sunset tables in the AIP.
GEN 3.1.3 4) The U.S. does not publish pre-flight information bulletins (PIBs).
Appendix 2 SNOWTAM Format
The U.S. does not use the SNOWTAM for issuance of winter weather information. Snow conditions
are reported using our current international NOTAM format (Class I).
Appendix 3 ASHTAM Format
1.3 ASHTAM information will continue to be distributed as an International NOTAM.
2.1 The heading will not be entered as stated.
3 ASHTAM information will be distributed in U.S. International NOTAM format.
Appendix 6 NOTAM Format
The U.S. is not prepared to transition to the System NOTAM format. NOTAMs are processed in the
previous ICAO Class I format.
1.2
General
Multiple conditions, for a single location, may be reported in a NOTAM.
2
NOTAM
numbering
The U.S. numbers NOTAMs consecutively by location, not by country of origin. Due to the volume
of international NOTAMs generated by the U.S., the current U.S. numbering scheme is expected to
continue.
3
Qualifiers
The current software will not accept the Item Q) qualifiers line.
5
Item B)
Item B) is currently issued as an eight digit date-time group.
The U.S. also uses the initials ‘‘WIE’’ (with immediate effect) for NOTAMs that take effect
immediately upon issuance.
The U.S. does not include an Item B) in NOTAMCs. The assumption is that all cancellations take
effect immediately when issued. While this date-time group could be added to NOTAMCs, the U.S.
position is that it is unnecessary.
6
Item C)
Item C), like item B), is currently issued as an eight digit date-time group.
The U.S. also uses the initials ‘‘UFN’’ (until further notice) for NOTAMs that have an uncertain
duration.
8
Item E)
U.S. NOTAMs do not contain Item E) information for NOTAMCs.
Remark: Item E) contains the NOTAM Code (Q-code) in addition to plain language and ICAO
abbreviations.
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ANNEX 16 -ENVIRONMENTAL PROTECTION
VOLUME I -AIRCRAFT NOISE
Reference: Part 36 of Title 14 of the United States Code of Federal Regulations
Chapter 1
1.7 Each person who applies for a type certificate for an airplane covered by 14 CFR Part 36,
irrespective of the date of application for the type certificate, must show compliance with Part 36.
Chapter 2
2.1.1 For type design change applications made after 14 August 1989, if an airplane is a Stage 3 airplane
prior to a change in type design, it must remain a Stage 3 airplane after the change in type design
regardless of whether Stage 3 compliance was required before the change in type design.
2.3.1 a) Sideline noise is measured along a line 450 meters from and parallel to the extended runway
centerline for two-and three-engine aircraft; for four-engine aircraft, the sideline distance is
0.35 NM.
2.4.2 Noise level limits for Stage 2 derivative aircraft depend upon whether the engine by-pass ratio is
less than two. If it is, the Stage 2 limits apply. Otherwise, the limits are the Stage 3 limits plus 3 dB
or the Stage 2 value, whichever is lower.
2.4.2.2 b) Take-off noise limits for three-engine, Stage 2 derivative airplanes with a by-pass ratio equal to or
greater than 2 are 107 EPNdB for maximum weights of 385,000 kg (850,000 lb) or more, reduced
by 4 dB per halving of the weight down to 92 EPNdB for maximum weights of 28,700 kg
(63,177 lb) or less. Aircraft with a by-pass ratio less than 2 only need meet the Stage 2 limits.
2.5.1 Trade-off sum of excesses not greater than 3 EPNdB and no excess greater than 2 EPNdB.
2.6.1.1 For airplanes that do not have turbo-jet engines with a by-pass ratio of 2 or more, the following
apply:
a) four-engine airplanes -214 meters (700 feet);
b) all other airplanes -305 meters (1,000 feet).
For all airplanes that have turbo-jet engines with a by-pass ratio of 2 or more, the following apply:
a) four-engine airplanes -210 meters (689 feet);
b) three-engine airplanes -260 meters (853 feet);
c) airplanes with fewer than three engines -305 meters (1,000 feet).
The power may not be reduced below that which will provide level flight for an engine inoperative
or that will maintain a climb gradient of at least 4 percent, whichever is greater.
Chapter 3
3.1.1 For type design change applications made after 14 August 1989, if an airplane is a Stage 3 airplane
prior to a change in type design, it must remain a Stage 3 airplane after the change in type design
regardless of whether Stage 3 compliance was required before the change in type design.
3.3.1 a) 2) The U.S. has no equivalent provision in 14 CFR Part 36.
3.3.2.2 A minimum of two microphones symmetrically positioned about the test flight track must be used to
define the maximum sideline noise. This maximum noise may be assumed to occur where the
aircraft reaches 305 meters (1,000 feet).
14 CFR Part 36 does not require symmetrical measurements to be made at each and every point for
propeller-driven airplane sideline noise determination.
3.6.2.1 c) Under 14 CFR Part 36, during each test take-off, simultaneous measurements should be made at the
sideline noise measuring stations on each side of the runway and also at the take-off noise
measuring station. If test site conditions make it impractical to simultaneously measure take-off and
sideline noise, and if each of the other sideline measurement requirements is met, independent
measurements may be made of the sideline noise under simulated flight path techniques. If the
reference flight path includes a power cutback before the maximum possible sideline noise level is
developed, the reduced sideline noise level, which is the maximum value developed by the
simulated flight path technique, must be the certificated sideline noise value.
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3.6.2.1 d) 14 CFR Part 36 specifies the day speeds and the acoustic reference speed to be the minimum
approved value of V2 +10 kt, or the all-engines operating speed at 35 feet (for turbine-engine
powered airplanes) or 50 feet (for reciprocating-engine powered airplanes), whichever speed is
greater as determined under the regulations constituting the type certification basis of the airplane.
The test must be conducted at the test day speeds ±3 kt.
3.7.4 If a take-off test series is conducted at weights other than the maximum take-off weight for which
noise certification is requested:
a) at least one take-off test must be at or above that maximum weight;
b) each take-off test weight must be within +5 or -10 percent of the maximum weight.
If an approach test series is conducted at weights other than the maximum landing weight for which
certification is requested:
a) at least one approach test must be conducted at or above that maximum weight;
b) each test weight must exceed 90 percent of the maximum landing weight.
Total EPNL adjustment for variations in approach flight path from the reference flight path and for
any difference between test engine thrust or power and reference engine thrust or power must not
exceed 2 EPNdB.
Chapter 5
5.1.1 Applies to all large transport category aircraft (as they do to all subsonic turbo-jet aircraft regardless
of category). Commuter category aircraft, propeller-driven airplanes below 8,640 kg (19,000 lb) are
subject to 14 CFR Part 36, Appendix F or to Appendix G, depending upon the date of completion of
the noise certification tests.
Chapter 6
6.1.1 Applies to new, all propeller-driven airplane types below 19,000 lb (8,640 kg.) in the normal,
commuter, utility, acrobatic, transport, or restricted categories for which the noise certification tests
are completed before 22 December 1988.
Chapter 8
General 14 CFR Part 36 (Section 36.1 (h)) defines Stage 1 and Stage 2 noise levels and Stage 1 and Stage 2
helicopters. These definitions parallel those used in 14 CFR Part 36 for turbo-jets and are used
primarily to simplify the acoustical change provisions in Section 36.11.
14 CFR Part 36 (Section 36.805(c)) provides for certain derived versions of helicopters for which
there are no civil prototypes to be certificated above the noise level limits.
8.1.1 a) Applicable to new helicopter types for which application for an original type certificate was made
on or after 6 March 1988.
8.1.1 b) Applicable only to “acoustical changes’’ for which application for an amended or supplemental type
certificate was made on or after 6 March 1988.
8.4 14 CFR Part 36 Appendix H specifies a slightly different rate of allowable maximum noise levels as
a function of helicopter mass. The difference can lead to a difference in the calculated maximum
noise limits of 0.1 EPNdB under certain roundoff condition.
8.6.3.1 b) Does not include the VNE speeds.
8.7 14 CFR Part 36 Appendix H does not permit certain negative corrections. Annex 16 has no
equivalent provision.
8.7.4 EPNL correction must be less than 2.0 EPNdB for any combination of lateral deviation, height,
approach angle and, in the case of flyover, thrust or power.
Corrections to the measured data are required if the tests were conducted below the reference
weight.
Corrections to the measured data are required if the tests were conducted at other than reference
engine power.
8.7.5 The rotor speed must be maintained within one percent of the normal operating RPM during the
take-off procedure.
8.7.8 The helicopter shall fly within ±10_ from the zenith for approach and take-off, but within ±5_ from
the zenith for horizontal flyover.
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Chapter 10
General Exception from acoustical change rule given for aircraft with flight time prior to 1 January 1955 and
land configured aircraft reconfigured with floats or skis.
10.1.1 Applies to new, amended, or supplemental type certificates for propeller-driven airplanes not
exceeding 8,640 kg (19,000 lb) for which noise certification tests have not been completed before
22 December 1988.
10.4 The maximum noise level is a constant 73 dBA up to 600 kg (1,320 lb). Above that weight, the limit
increases at the rate of 1 dBA/75kg (1 dBA/165 lb) up to 85 dBA at 1,500 kg (3,300 lb) after which
it is constant up to and including 8,640 kg (19,000 lb).
10.5.2, second
phase, d)
For variable-pitch propellers, the definition of engine power is different in the second segment of
the reference path. Maximum continuous installed power instead of maximum power is used.
Chapter 11
11.1 14 CFR Part 36 Appendix J was effective 11 September 1992 and applies to those helicopters for
which application for a type certificate was made on or after 6 March 1986.
11.4 14 CFR Part 36 Appendix J specifies a slightly different rate of allowable maximum noise levels as
a function of helicopter mass. The difference can lead to a difference in the calculated maximum
noise limits of 0.1 EPNdB under certain roundoff condition.
11.6 14 CFR Part 36 Appendix J prescribes a ±15 meter limitation on the allowed vertical deviation
about the reference flight path. Annex 16 has no equivalent provision.
PART V
General No comparable provision exists in U.S. Federal Regulations. Any local airport proprietor may
propose noise abatement operating procedures to the FAA which reviews them for safety and
appropriateness.
Appendix 1
General Sections 3, 8, and 9 of Appendix 1 which contain the technical specifications for equipment,
measurement and analysis and data correction for Chapter 2 aircraft and their derivatives differ in
many important aspects from the corresponding requirements in Appendix 2 which has been
updated several times. 14 CFR Part 36 updates have generally paralleled those of Appendix 2 of
Annex 16. These updated requirements are applicable in the U.S. to both Stage 2 and Stage 3
aircraft and their derivatives.
2.2.1 A minimum of two microphones symmetrically positioned about the test flight track must be used to
define the maximum sideline noise. This maximum noise may be assumed to occur where the
aircraft reaches 305 meters (1,000 feet), except for four-engine, Stage 2 aircraft for which 439
meters (1,440 feet) may be used.
2.2.2 No obstructions in the cone defined by the axis normal to the ground and the half-angle 80_ from
the axis.
2.2.3 c) Relative humidity and ambient temperature over the sound path between the aircraft and 10 meters
above the ground at the noise measuring site is such that the sound attenuation in the 8 kHz
one-third octave band is not greater than 12 dB/100 meters and the relative humidity is between
20 and 95 percent. However, if the dew point and dry bulb temperature used for obtaining relative
humidity are measured with a device which is accurate to within one-half a degree Celsius, the
sound attenuation rate shall not exceed 14 dB/100 meters in the 8 kHz one-third octave band.
2.2.3 d) Test site average wind not above 12 kt and average cross-wind component not above 7 kt.
2.3.4 The aircraft position along the flight path is related to the recorded noise 10 dB downpoints.
2.3.5 At least one take-off test must be a maximum take-off weight and the test weight must be within +5
or -10 percent of maximum certificated take-off weight.
Appendix 2
2.2.1 A minimum of two symmetrically placed microphones must be used to define the maximum
sideline noise at the point where the aircraft reaches 305 meters.
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2.2.2 When a multiple layering calculation is required, the atmosphere between the airplane and the
ground shall be divided into layers. These layers are not required to be of equal depth, and the
maximum layer depth must be 100 meters.
2.2.2 b) 14 CFR Part 36 specifies that the lower limit of the temperature test window is 36 degrees
Fahrenheit (2.2 degrees Celsius). Annex 16 provides 10 degrees Celsius as the lower limit for the
temperature test window.
14 CFR Part 36 does not specify that the airport facility used to obtain meteorological condition
measurements be within 2,000 meters of the measurement site.
2.2.2 c) 14 CFR Part 36 imposes a limit of 14 dB/100 meters in the 8 kHz one-third octave band when the
temperature and dew point are measured with a device which is accurate to within one-half a degree
Celsius.
2.2.3 14 CFR Part 36 requires that the limitations on the temperature and relative humidity test window
must apply over the whole noise propagation path between a point 10 meters above the ground and
the helicopter. Annex 16 specifies that the limitations on the temperature and relative humidity test
window apply only at a point 10 meters above the ground.
14 CFR Part 36 requires that corrections for sound attenuation must be based on the average of
temperature and relative humidity readings at 10 meters and the helicopter. Annex 16 implies that
the corrections for sound absorption are based on the temperature and relative humidity measured at
10 meters only.
3.2.6 No equivalent requirement.
3.4.5 For each detector/integrator the response to a sudden onset or interruption of a constant sinusoidal
signal at the respective one-third octave band center frequency must be measured at sampling times
0.5, 1.0, 1.5, and 2.0 seconds after the onset or interruption. The rising responses must be the
following amounts before the steady-state level:
0.5 seconds: 4.0 ±1.0 dB
1.0 seconds: 1.75 ±0.75 dB
1.5 seconds: 1.0 ±0.5 dB
2.0 seconds: 0.6 ±0.5 dB
3.4.5 (Note 1) No equivalent provision in 14 CFR Part 36.
3.5.2 No equivalent requirement.
5.4 14 CFR Part 36 requires that the difference between airspeed and groundspeed shall not exceed
10 kt between the 10 dB down time period.
8.4.2 14 CFR Part 36 specifies a value of -10 in the adjustment for duration correction. Annex 16
specifies a value of -7.5.
9.1.2, 9.1.3 14 CFR Part 36 always requires use of the integrated procedure if the corrected take-off or approach
noise level is within 1.0 dB of the applicable noise limit.
Appendix 6
4.4.1 The microphone performance, not its dimensions, is specified. The microphone must be mounted
1.2 meters (4 feet) above ground level. A windscreen must be employed when the wind speed is in
excess of 9 km/h (5 kt).
5.2.2 a) Reference conditions are different. Noise data outside the applicable range must be corrected to
77 degrees F and 70 percent humidity.
5.2.2 c) There is no equivalent provision in 14 CFR Part 36. Fixed-pitch propeller-driven airplanes have a
special provision. If the propeller is fixed-pitch and the test power is not within 5 percent of
reference power, a helical tip Mach number correction is required.
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ANNEX 16 -ENVIRONMENTAL PROTECTION
VOLUME II -AIRCRAFT ENGINE EMISSIONS
Chapter 1
The U.S. currently has regulations prohibiting intentional fuel venting from turbojet, turbofan and
turboprop aircraft, but we do not now have a regulation preventing the intentional fuel venting from
helicopter engines.
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AIP
United States of America
GEN 1.7-68
15 MAR 07
Federal Aviation Administration Nineteenth Edition
ANNEX 17 -SECURITY -SAFEGUARDING INTERNATIONAL CIVIL AVIATION AGAINST ACTS OF
UNLAWFUL INTERFERENCE
There are no reportable differences between U.S. regulations and the Standards and Recommended Practices contained
in this Annex.
31 JULY 08
AIP
United States of America
GEN 1.7-69
15 MAR 07
Federal Aviation Administration Nineteenth Edition
ANNEX 18 -THE SAFE TRANSPORT OF DANGEROUS GOODS BY AIR
Adopted by the ICAO Council 6/26/81
Effective Date: 1/1/83
Applicability Date: 1/1/84
(Note: Differences are to be filed with ICAO by 6/1/83).
31 JULY 08
AIP
United States of America
GEN 1.7-70
15 MAR 07
Federal Aviation Administration Nineteenth Edition
PANS -OPS -8168/611
VOLUME 1
PART III
Table III-1-1
and
Table III-1-2
The “Max speeds for visual maneuvering (Circling)” must not be applied to circling procedures in the
U.S. Comply with the airspeeds and circling restrictions in ENR 1.5, paragraphs 11.1 and 11.6, in
order to remain within obstacle protection areas. The table listed below shows aircraft categories with
an associated maximum airspeed and distance to remain within from the end of runway.
Aircraft
Category
Speeds for Circling (Kts) Circling Area Maximum Radii
from Runway Threshold (NM)
A Speed less than 91 Knots 1.3
B Speed 91 Knots or more but less than 121 Knots 1.5
C Speed 121 Knots or more but less than 141 Knots 1.7
D Speed 141 Knots or more but less than 166 Knots 2.3
E Speed 166 Knots or more 4.5
PART IV
1.2.1 The airspeeds contained in ENR 1.5 shall be used in U.S. CONTROLLED AIRSPACE.
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United States of America
GEN 1.7-71
15 MAR 07
Federal Aviation Administration Nineteenth Edition
PAN -ABC -DOC 8400
Differences between abbreviations used in U.S. AIP, International NOTAMs Class I and Class II, and Notices to
Airmen Publication and ICAO PANS -ABC are listed in GEN 2.2. For other U.S. listings of abbreviations
(contractions) for general use, air traffic control, and National Weather Service (NWS), which differ in some respects,
see U.S. publication Contractions Handbook (DOT/FAA Order 7340.1). In addition, various U.S. publications contain
abbreviations of terms used therein, particularly those unique to that publication.
31 JULY 08
AIP
United States of America
GEN 2.1-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
