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Transmittal Note

SUPPLEMENT TO

ANNEX 6 OPERATION OF AIRCRAFT

PART II INTERNATIONAL GENERAL AVIATION AEROPLANES

(Sixth Edition)

1. The attached Supplement supersedes all previous Supplements to Annex 6, Part II, and includes differences notified

by Contracting States up to 15 July 2004 with respect to all amendments up to and including Amendment 22.

2. This Supplement should be inserted at the end of Annex 6, Part II (Sixth Edition). Additional differences received

from Contracting States will be issued at intervals as amendments to this Supplement.

___________________

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SUPPLEMENT TO

ANNEX 6 OPERATION OF AIRCRAFT

Part II International General Aviation Aeroplanes

(Sixth Edition)

Differences between the national regulations and practices of Contracting States

and the corresponding International Standards and Recommended Practices

contained in Annex 6, Part II, as notified to ICAO in accordance with Article 38 of

the Convention on International Civil Aviation and the Councils resolution of

21 November 1950.

JULY 2004

I N T E R N A T I O N A L C I V I L A V I A T I O N O R G A N I Z A T I O N

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RECORD OF AMENDMENTS TO SUPPLEMENT

No. Date Entered by No. Date Entered by

AMENDMENTS TO ANNEX 6, PART II, ADOPTED OR APPROVED BY THE COUNCIL

SUBSEQUENT TO THE SIXTH EDITION ISSUED JULY 1998

No.

Date of

adoption or

approval

Date

applicable No.

Date of

adoption or

approval

Date

applicable

19 15/3/99 4/11/99

20 15/3/00 2/11/00

21 9/3/01 1/11/01

22 15/3/02 28/11/02

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1. Contracting States which have notified ICAO of differences

The Contracting States listed below have notified ICAO of differences which exist between their national regulations

and practices and the International Standards and Recommended Practices of Annex 6, Part II (Sixth Edition), up to and

including Amendment 22, or have commented on implementation.

The page numbers shown for each State and the dates of publication of those pages correspond to the actual pages in

this Supplement.

StateDate of

notificationPages in

SupplementDate of

publication

Argentina 17/4/02 2 15/7/04Belarus 6/11/02 1 15/7/04Belgium 22/5/02 1 15/7/04Brazil 6/1/03 2 15/7/04Chile 24/6/02 1 15/7/04China 23/10/02 1 15/7/04

Cook Islands 13/10/02 3 15/7/04Croatia 28/5/02 1 15/7/04Czech Republic 13/3/03 1 15/7/04France 21/10/02 2 15/7/04Germany 15/10/02 2 15/7/04Italy 31/5/02 1 15/7/04Japan 24/5/02 2 15/7/04Malaysia 21/5/02 1 15/7/04Myanmar 22/1/03 1 15/7/04Norway 6/11/02 1 15/7/04Panama 7/1/03 2 15/7/04Republic of Korea 30/10/02 1 15/7/04Samoa 29/5/03 4 15/7/04

Singapore 21/11/01 1 15/7/04Sweden 12/3/03 2 15/7/04Uganda 14/6/02 1 15/7/04United Kingdom 8/11/02 3 15/7/04United States 6/11/02 6 15/7/04

2. Contracting States which have notified ICAO that no differences exist

StateDate of

notification StateDate of

notification

Bahamas 22/11/02 Ireland 5/10/03Bahrain

2/6/02

Jordan

9/10/02

Barbados 18/4/02 Kuwait 17/8/02Burundi 18/6/02 Paraguay 20/6/02China (Hong Kong SAR) 23/10/02 Portugal 28/10/02Estonia 29/10/02 Romania 28/10/02Ghana 3/6/02 Slovakia 26/8/02Greece 28/10/02 United Arab Emirates 21/9/02Iraq 22/6/02

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3. Contracting States from which no information has been received

AfghanistanAlbaniaAlgeriaAndorra

AngolaAntigua and BarbudaArmeniaAustraliaAustriaAzerbaijanBangladeshBelizeBeninBhutanBoliviaBosnia and HerzegovinaBotswanaBrunei Darussalam

BulgariaBurkina FasoCambodiaCameroonCanadaCape VerdeCentral African RepublicChadColombiaComorosCongoCosta RicaCte dIvoireCuba

CyprusDemocratic Peoples Republic

of KoreaDemocratic Republic of the

CongoDenmarkDjiboutiDominican RepublicEcuadorEgyptEl SalvadorEquatorial GuineaEritreaEthiopia

FijiFinlandGabonGambiaGeorgia

GrenadaGuatemalaGuineaGuinea-Bissau

GuyanaHaitiHondurasHungaryIcelandIndiaIndonesiaIran (Islamic Republic of)IsraelJamaicaKazakhstanKenyaKiribatiKyrgyzstan

Lao Peoples DemocraticRepublic

LatviaLebanonLesothoLiberiaLibyan Arab JamahiriyaLithuaniaLuxembourgMadagascarMalawiMaldivesMaliMalta

Marshall IslandsMauritaniaMauritiusMexicoMicronesia (Federated States of)MonacoMongoliaMoroccoMozambiqueNamibiaNauruNepalNetherlandsNew Zealand

NicaraguaNigerNigeriaOmanPakistan

PalauPapua New GuineaPeruPhilippines

PolandQatarRepublic of MoldovaRussian FederationRwandaSaint Kitts and NevisSaint LuciaSaint Vincent and the GrenadinesSan MarinoSao Tome and PrincipeSaudi ArabiaSenegalSerbia and MontenegroSeychelles

Sierra LeoneSloveniaSolomon IslandsSomaliaSouth AfricaSpainSri LankaSudanSurinameSwazilandSwitzerlandSyrian Arab RepublicTajikistanThailand

The former Yugoslav Republicof Macedonia

TogoTongaTrinidad and TobagoTunisiaTurkeyTurkmenistanUkraineUnited Republic of TanzaniaUruguayUzbekistanVanuatuVenezuela

Viet NamYemenZambia

Zimbabwe

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4. Paragraphs with respect to which differences have been notified

Paragraph

Differences

notified by Paragraph

Differences

notified by

General BelgiumCroatia

Myanmar

United States

Chapter 1

Definitions Argentina

Cook Islands

Samoa

Sweden

United Kingdom

United States

Chapter 3

General Italy

3.2 Cook Islands

Samoa

3.3 Panama

3.5 Cook Islands

Germany

Japan

Samoa

United States

Chapter 4

General Italy

United States

4.1.6.1 Germany

4.3.1 Argentina

Sweden

United States

4.3.2 United States

4.4.2 Brazil

France

4.5 Panama

4.6.2.1 United States

4.6.2.2 France

United Kingdom

United States4.6.3.1 Cook Islands

France

Samoa

United Kingdom

4.6.3.2 Cook Islands

Samoa

4.6.3.3 Cook IslandsPanama

Samoa

4.6.4 United States

4.8 Argentina

4.8.1.1 Argentina

4.9 United Kingdom

4.10 Sweden

United Kingdom

4.11 United States

4.12 Cook Islands

Samoa

4.13 Cook Islands

Samoa

4.14 Sweden

4.15.4 Germany

4.17 Sweden

United States

4.18.1 Cook Islands

Germany

Samoa

United States

4.18.2 Cook Islands

Germany

Samoa

United States

Chapter 5

General Italy

Chapter 6

General Argentina

United States

6.1.1 Singapore

United Kingdom

6.1.3 United States

6.1.3.1.1 Brazil

Cook Islands

FranceGermany

Japan

Panama

Samoa

Sweden

United Kingdom

United States

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Paragraph

Differences


Differences

notified by

15/7/04

Cook Islands

France

Germany

ItalyRepublic of Korea

Samoa

United States

6.9.5 Cook Islands

Germany

Samoa

United States

6.9.6 Belarus

United Kingdom

6.9.7 Brazil

France

6.10 Panama

Samoa

6.10.1 Germany

6.10.1.1 Brazil

Cook Islands

Italy

Samoa

6.10.1.2 Brazil

Cook Islands

Germany

Italy

Samoa


Germany

Italy

Samoa

Sweden


Germany

Italy

Samoa

6.10.1.4.1 Japan

Sweden

United Kingdom

6.10.1.5 Brazil

Cook Islands

FranceGermany

Italy

Japan

Samoa

Sweden

United Kingdom

6.10.1.5.1 Brazil

Cook Islands

France

Germany

ItalyJapan

Sweden

United Kingdom

6.10.1.5.2 Brazil

Cook Islands

France

Japan

Samoa

Sweden

United Kingdom

6.10.1.6 Brazil

Cook Islands

Germany

Italy

Samoa

6.10.1.7 Brazil

France

Japan

Sweden

United Kingdom

6.10.1.7.1 Japan

Sweden

6.10.1.7.2 Japan

Sweden

6.10.1.7.3 Japan

Sweden

6.10.1.7.4 Japan

Sweden

6.10.1.7.5 Japan

Sweden

6.10.2 Brazil

Cook Islands

Germany

Italy

Samoa

6.10.3.1 Brazil

Cook Islands

GermanyItaly

Japan

Samoa

United Kingdom

United States

6.10.3.2 Argentina

Brazil

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Paragraph

Differences


Differences

notified by

15/7/04

Cook Islands

France

Germany

ItalyJapan

Samoa

United States

6.10.4 Brazil

Cook Islands

France

Italy

Japan

Samoa

United Kingdom

6.10.4.1 Germany

6.10.4.2 Germany


Germany

Italy

Japan

Samoa

United Kingdom

United States


Germany

Italy

Japan

United States

6.10.6 Germany

Italy

Samoa

6.10.6.1 Brazil

Cook Islands

6.10.6.2 Brazil

Cook Islands

France

Japan

6.10.6.3 Brazil

Cook Islands

Japan

Sweden

United Kingdom6.10.7 Cook Islands

Samoa

6.10.7.1 Germany

6.10.7.2 Germany

6.10.8 Germany

Samoa

Sweden


France

Italy

6.10.8.2 Cook Islands6.10.9 Cook Islands

Germany

Italy

Samoa

United States

6.10.10 Brazil

6.11 Brazil

France

Germany

Sweden

6.12 United States

6.12.1 Argentina

Germany

Italy

Japan

United Kingdom

6.12.2 Argentina

Germany

Italy

Japan

United Kingdom

6.12.3 Germany

Italy

Japan

United Kingdom

6.12.4 Argentina

Japan

6.12.5 Argentina

6.13 Argentina

Panama

6.13.1 Japan

United Kingdom

6.13.2 United Kingdom

6.14 Argentina

Brazil

Cook Islands

France

GermanyJapan

Samoa

United States

Chapter 7

General Panama


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Paragraph

Differences


Differences

notified by

15/7/04

United States

7.1.2 United States


United States7.2.1 United States

7.2.4 United States

Chapter 8

General Panama

8.1 Cook Islands

Samoa


8.1.3 France


8.2.2 Cook Islands

Samoa

Sweden

United States

8.2.3 Cook IslandsSamoa

Sweden

8.3 United Kingdom

Chapter 9

General United States

9.1 Cook Islands

Italy

Samoa

9.2 Italy

Panama

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SUPPLEMENTTOANNEX6,PARTII(SIXTHEDITION) ARGENTINA 1

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* Recommended Practice

15/7/04

Chapter 1

Definitions Aerial Work. The national regulations stipulate that aerial work is the commercial operation of

aircraft in any manner except for air transport service.

Chapter 4

4.3.1 e) Passenger emergency briefing cards are not required.

4.8 The national regulations replace the word oil by lubricant.

4.8.1.1 a) The national regulations require the fuel and lubricant necessary to fly to the planned destination

and to prolong the flight by an additional 30 per cent of the time calculated for that stage, but this

supply must not be less than 45 minutes.

Chapter 6 Use of an airborne collision avoidance system (ACAS). From 1 January 2005, aeroplanes and

helicopters registered in Argentina and abroad, which have a maximum certificated take-off massin excess of 15 000 kg or an approved maximum configuration of more than 30 seats, excluding

any pilots seats, and which engage in general aviation flights in which the Argentine Republic

provides air traffic services, must be equipped with an airborne collision avoidance system of the

ACAS II type or equipment having similar parameters.

From January 2005, all aeroplanes and helicopters registered in Argentina and abroad which

engage in flights above a height of 3 000 ft in the airspace in which the Argentine Republic

provides air traffic services and which have:

a) a maximum certificated take-off mass in excess of 5 700 kg; or

b) an approved maximum configuration of 10 seats or more, excluding any pilots seats, must be

equipped with ACAS II equipment or equipment having similar parameters.

From 1 January 2003, the airborne collision avoidance system (ACAS II or equipment having

similar parameters) shall operate in accordance with the relevant provisions of Annex 10,

Volume IV.

6.6 c) The national regulations require two sensitive pressure altimeters.

6.9.4* Ground proximity warning system not required for piston-engined aircraft.

6.10.3.2* All turbine-powered multi-engined aeroplanes of a maximum certificated take-off mass in excess

of 5 700 kg or configured for 10 or more passengers, excluding any pilots seats, must be equipped

with one or more approved flight recorders. Parameter read-outs required: 11.

6.12.1 From 1 July 2000, Argentina requires one automatically activated emergency locator transmitter

(ELT) which operates on 406 and 121.5 MHz.

6.12.2 From 1 July 2002, Argentina requires one automatically activated ELT which operates on 406 and

121.5 MHz.

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6.12.4* The obligation established in this section does not apply to:

a) commercial air transport aircraft in training operations, within a 50 NM radius of the airport

from which the operation began;

b) aircraft engaged in design and flight test operations; and

c) aircraft during any period in which the automatic ELT has been temporarily removed for

inspection, repair, modification or replacement, subject to the following:

1) the aircrafts records must contain a note including the date of initial removal, the brand,

model, serial number and reasons for the removal of the automatic ELT, and a plate

located within view of the pilot bearing the legend ELT NOT INSTALLED. The

absences of the ELT must be indicated in all flight plans; and

2) operations covered by this exception will cease 90 days after the date on which the

automatic ELT was removed from the aircraft.

6.12.5 All aircraft are exempted from the installation of the ELT remote control until 1 January 2005.

6.13 From 1 July 2000, aircraft registered in Argentina and abroad which engage in general aviation

flights in the airspace in which the Argentine Republic provides air traffic services, except those

authorized for aerial air application work and those assigned to flying schools while they are used

in flight training and gliders, must be equipped with an airborne pressure-altitude reporting

transponder (secondary surveillance radar (SSR) Mode C).

6.14* Not implemented.

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Chapter 6

6.9.1 As of 1 January 2001, all turbine-engined aeroplanes of a maximum certificated take-off mass in

excess of 5 700 kg or authorized to carry more than nine passengers shall be equipped with a

ground proximity warning system if conducting international flights.

6.9.6 The ground proximity warning system shall provide, as a minimum, warnings of the following

circumstances:

a) excessive terrain closure rate;

b) excessive altitude loss after take-off or go-around; and

c) unsafe terrain clearance while gear not locked down.

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General Belgium has not promulgated regulations for international general aviation corresponding to the

requirements of Annex 6, Part II International General Aviation Aeroplanes, except for

rules of the air and maintenance requirements for these types of aircraft.

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Chapter 4

4.4.2* Not implemented.

Chapter 6

6.1.3.1.1 a) Remark: This subject is being analysed. Implementation will possibly occur after 31 December

2003 for aeroplanes with more than 5 700 kg maximum take-off mass.

6.1.3.1.1 e) Brazilian regulations apply this requirement only to IFR and night VFR flights.

6.1.3.1.2* Not implemented.

6.1.4 The Brazilian regulations do not require break-in points.

Remark: Brazilian regulations require only external marking of the emergency exits.

6.3.1 The Brazilian regulations do not presently require anchors.

Remark: Anchors will be required after 31 March 2003.

6.4 Not implemented.

Remark: There is intention to do so in the near future, as practicable.

6.5.2 The operational rules in Brazil do not require such a device because it is mandatory through the

6.5.3* type certification rules.

6.9.3* Brazilian regulations require all aeroplanes manufactured after 31 December 2003 and authorized

to carry more than six passengers to be equipped with a ground proximity warning system with a

forward looking terrain avoidance function, and aeroplanes manufactured before 1 January 2004to be equipped with a ground proximity warning system with a forward looking avoidance

function before 1 January 2007.


6.9.7* Brazilian regulations require all aeroplanes manufactured after 31 December 2003 and authorized

to carry more than six passengers to be equipped with a ground proximity warning system with a

forward looking terrain avoidance function, and aeroplanes manufactured before 1 January 2004

to be equipped with a ground proximity warning system with a forward looking avoidance

function before 1 January 2007.

6.10.1.1 The Brazilian regulations use the FAA requirements and consider them similar to the ICAO

6.10.1.2 requirements.

6.10.1.5 Not implemented.

6.10.1.5.1

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6.10.1.5.2 Remark: This subject is being analysed. Implementation will occur after 31 December 2003.

6.10.1.6* Not implemented.


6.10.1.7 In the Brazilian regulations, the Type IA flight data recorder (FDR) or similar is not required for

general aviation.

6.10.2 Brazilian regulations require capacity to record at least the last eight hours of operation.

6.10.3.1 The Brazilian regulations do not require a Type I FDR or similar for general aviation.

6.10.3.2* The Brazilian regulations require a Type II FDR or similar which must record at least the last eight

minutes.

6.10.4 Not implemented.

Remark:This subject is being analysed. Implementation will not occur before 31 December 2003.

6.10.6.1 Brazilian regulations require the capacity to record the last 15 minutes of operation.


Remark: There is intention to do so in the near future, as practicable. This rule is not mandatory.


Remark: This subject is being analysed. Implementation will not occur before 31 December 2003.



6.11 Brazilian regulations do not have a Mach number indicator.

Remark: There is intention to do so in the near future.


Remark: There is intention to do so in the near future. This rule is not mandatory.

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Chapter 6

6.9.2 Only applicable to turbojets with a passenger seating capacity of more than ten.

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Chapter 6


6.9.4*

Remark: Date of compliance to be determined.

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Chapter 1

Definitions Flight crew member. A crew member assigned by an operator for duty in an aircraft during flight

time as a pilot or flight engineer.

Flight time aeroplanes. The total time from the moment the aircraft first moves under its own

power for the purpose of taking off until the moment it comes to rest at the end of the flight.

General aviation operation. In the Cook Islands, the generic term general aviation may include

commercial operations. In such cases, the more stringent provision of Annex 6, Part I, as

appropriate, is applied.

Pilot-in-command. In relation to any aircraft, means the pilot responsible for the operation and

safety of the aircraft.

Chapter 3

3.2 The pilot-in-command of an aircraft shall:

a) be responsible for the safe operation of the aircraft in flight, the safety and well-being of all

passengers and crew, and the safety of cargo carried;

b) have final authority to control the aircraft while in command and for the maintenance of

discipline by all persons on board; and

c) subject to Section 23, Subsections 3) and 7) of the Civil Aviation Act (Duties of pilot-in-

command and operator during emergencies), be responsible for compliance with all relevant

requirements of this Act and regulations and rules made under this Act.


Chapter 4


4.6.3.2

4.6.3.3

Operation below DA, DH or MDA. Where a DA, DH or MDA is applicable, no pilot-in-command

shall operate an aircraft at any aerodrome below the MDA, or continue an instrument approach

procedure below the DA or DH prescribed in paragraph b), unless:

a) the aircraft is continuously in a position from which a descent to a landing on the intended

runway can be made at a normal rate of descent using normal manoeuvres that will allow

touchdown to occur within the touchdown zone of the runway of intended landing; and

b) the flight visibility is not less than the visibility prescribed under Part 19 for the instrument

approach procedure being used.

c) Landing. A pilot-in-command shall not land an aircraft when the flight visibility is less than

the visibility prescribed under Part 19 for the instrument approach procedure used.

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6.10.1.5.2 Not implemented.

6.10.1.6*

6.10.2

6.10.3.1

6.10.3.2*

6.10.4

6.10.5.1

6.10.5.2*

6.10.6.1

6.10.6.2*

6.10.6.3

6.10.7

6.10.8.1

6.10.8.2

6.10.9

6.14*

Chapter 8

8.1 In the context of the Cook Islands Civil Aviation Rules, the owner is the operator. Ministry of

Transport define operator in relation to an aircraft, as the person flying or using the aircraft, or

causing or permitting the aircraft to be flown, be used, or be in any place, whether or not the

person is present with the aircraft.

8.2.2 CAR 91.631, retention of records, provides for periods of five years or one year respectively.

8.2.3 In the context of the Cook Islands Civil Aviation Rules, the lessee, like the owner, is the

operator.

Chapter 9


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General The national regulations are not completed. The decisions on particular applications are taken by

virtue of ICAO SARPs.

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Chapter 6

6.2.1 b) Not applied for aeroplanes operating above the territory of the Czech Republic for which the

Certificate of Airworthiness was issued for the first time before 31 December 1997.

6.7 a) The following instruments are not required for VFR night flights:

a) a means of indicating in the flight crew compartment the outside air temperature; or

b) a turn and slip indicator, an attitude indicator (artificial horizon), a heading indicator

(directional gyroscope) or their combinations or integrated flight director systems.

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Chapter 4

4.4.2* France has no particular requirements concerning the climb gradient information other than those

contained in the flight manual.

4.6.2.2 France does not require the existence of an instrument approach procedure for isolated aerodromes

with no alternate aerodrome.

4.6.3.1 France has no particular requirement concerning the continuation of the flight as being dependent

upon the meteorological conditions at the destination or alternate aerodrome.

Chapter 6

6.1.3.1.1 France requires light aeroplanes (maximum certificated take-off mass below 5 700 kg and a

maximum passenger capacity of nine) to carry first-aid kits only on flights over water or

designated land areas, and does not require carriage of an extinguisher. The carriage of fuses is

required only for night flights.

6.1.3.1.2* France requires carriage of the ground-air signal codes used for search and rescue only on flights

over designated land areas.

6.1.3.1.3* France does not require a safety harness for old aeroplanes (those manufactured before 1983).

6.2.2* France has no particular requirements for controlled VFR flights other than compliance with ATC

requirements.

6.7 France does not require aeroplanes flying VFR at night to be equipped with a timepiece, a

thermometer, pitot anti-icing or passenger cabin lighting.

6.9.1

6.9.26.9.3*

6.9.4*

6.9.7

French regulations for general aviation concern only aeroplanes of more than 15 000 kg or more

than 30 passengers.

6.10.1.5 French regulations do not yet include requirements for the recording of data link communications.

6.10.1.5.1

6.10.1.5.2

6.10.1.7 The list of parameters required under French regulations is not in complete compliance with the

requirements of Annex 6.

6.10.3.2* France requires a Type II data recorder for aeroplanes with a maximum take-off mass of 14 000 kg

or over, which conducted their first flight on or after 1 January 1989. It only requires the flightpath to be recorded for aeroplanes with a maximum take-off mass of 14 000 kg or over, which

conducted their first flight before 1 January 1989.

6.10.4 The list of parameters for Type IA recorders has not yet been included in French regulations. The

scope of application with respect to Type IA recorders has consequently not yet been defined.

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6.10.6.2* France requires cockpit voice recorders for aeroplanes of over 5 700 kg only if they were

certificated on or after 1 April 1998.


6.11 France requires a Mach number indicator only for heavy aeroplanes (maximum certificated

take-off mass of over 5 700 kg or a passenger capacity of more than nine).


Chapter 8

8.1.3 France permits the maintenance release to be signed by a person who is not licensed in accordance

with Annex 1 for maintenance operations carried out outside an approved organization in the

following cases:

a) simple maintenance; and

b) maintenance on light aircraft for which a restricted certificate that is not in accordance with

Annex 8 has been issued.

In these cases, the airworthiness certificate is valid for only six months and renewal is carried out

directly by the French authorities.

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Chapter 3


Chapter 4


4.15.4*

4.18.1*

4.18.2*

Chapter 6

6.1.3.1.1 Germany does not yet have regulations concerning the carriage of the relevant documents, but in

practice the specific documents are already carried on board aircraft.



6.5 This paragraph has not yet been introduced into the national regulations of Germany.


6.9.3*

6.9.4*

6.9.5


6.10.1.2

6.10.1.3 Use of metal foil recorders was not discontinued on 1 January 1995.


6.10.1.5

6.10.1.5.1

6.10.1.6*

6.10.2

6.10.3.1

6.10.3.2*

6.10.4.1

6.10.4.2*

6.10.5.1

6.10.5.2*6.10.6

6.10.7.1

6.10.7.2

6.10.8

6.10.9

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6.12.1

6.12.2

6.12.3

6.14*

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Chapter 3 Not implemented.

Chapter 4 Not implemented except for paragraph 4.4.

Chapter 5 Not implemented.

Chapter 6


6.1.4.2

6.2.2* Not implemented. Controlled VFR flights are not permitted in Italy.


6.3.2.1*

6.3.36.4

6.5.1

6.5.2

6.5.3*

6.9.4*

6.10.1.1

6.10.1.2

6.10.1.3

6.10.1.4*

6.10.1.5

6.10.1.5.1

6.10.1.6*

6.10.26.10.3.1

6.10.3.2*

6.10.4

6.10.5.1

6.10.5.2*

6.10.6

6.10.8.1

6.10.9

6.12.1

6.12.2

6.12.3

Chapter 9

9.1 There are no operational requirements.

9.2

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Chapter 3


Chapter 6

6.1.3.1.1 d) Aeroplanes are not required to be equipped with manuals containing procedures and visual signals

3) and 4) for intercepted or intercepting aircraft.


6.1.4.1 Japan has no requirement for marking of break-in points.

6.1.4.2

6.2.2* Aeroplanes operated as controlled VFR flights are not required to carry all equipment necessary

for IFR flights.

6.3.1 c) and d) Not implemented. Japan has no requirement for aeroplanes to be equipped with an anchor or a seaanchor (drogue).

6.3.3 b) Multi-engined aeroplanes are required to carry lifesaving rafts on overwater flights of more than

720 km. The distance will be amended to 370 km on 17 January 2003.

6.7 a) Aeroplanes operated at night in accordance with VFR are not required to be equipped with all

equipment necessary for IFR flights.

6.9.1 Not implemented. GPWS is required for aeroplanes used for air transportation services.

6.9.2

6.10.1.4.1 Not implemented. Japan has no requirement for discontinuation of photographic film FDR.

6.10.1.5 Not implemented. Japan has no requirement for recording digital communications.

6.10.1.5.1

6.10.1.5.2

6.10.1.7 to Not implemented. Japan has no requirement for Type IA FDR.

6.10.1.7.5

6.10.3.1 Aeroplanes other than those used for air transportation services will be required to be equipped

with FDRs on and after 11 July 2002.

6.10.3.2* Not implemented. Aeroplanes of a maximum take-off mass of 27 000 kg or less and not engaged

in air transportation services are not required to be equipped with FDRs.

6.10.4 Not implemented. Japan has no requirement for Type IA FDR.

6.10.5.1 Aeroplanes other than those used for air transportation services will be required to be equipped

with a CVR on and after 11 July 2002.

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6.10.5.2* Aeroplanes of a maximum take-off mass of 27 000 kg or less and not engaged in air transportation

services are not required to be equipped with a CVR.

6.10.6.2* A CVR is required to be capable of retaining the information recorded during the last 30 minutes

of its operation.

6.10.6.3 A CVR is required to be capable of retaining the information recorded during the last 30 minutes

of its operation.

6.12.1 Multi-engined aeroplanes are required to carry an ELT on overwater flights of more than 720 km.

The distance will be amended to 370 km on 17 January 2003, and aeroplanes will be required to

be equipped with an ELT when operated over a designated land area on and after 17 January 2003.

6.12.2 Not implemented. Japan has no requirement for aeroplanes to be equipped with an automatic ELT.

6.12.3

6.12.4*

6.13.1 Aeroplanes are required to be equipped with a pressure altitude transponder when operated in

airspace designated by the Minister of Land, Infrastructure and Transport.

6.14* Not implemented. Japan has no requirement for the use of boom or throat microphones.

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General Myanmar has not promulgated regulations for international general aviation corresponding to the

requirements of Annex 6, Part II, except for maintenance requirements.

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Chapter 6

6.9.2 Norway will not require retrofitting for aeroplanes equipped with GPWS before 1 October 2001.

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Chapter 3

3.3 Reports concerning violations of regulations in emergency situations must be submitted within

five days.

Chapter 4

4.5 Completed flight preparation forms must be retained for one year.

4.6.3.3 Parameters have been established for Category II and Category III operations.

Chapter 6

6.1.3.1.1 It is obligatory to carry the flight clearance documents on board.

6.4 The entire airspace of Panama is designated land area, and it is obligatory for all aircraft to be

equipped with an emergency locator transmitter.

6.8 Panama permits the operation of aircraft that do not meet Stage 2 or 3 noise level requirements if

they have been registered prior to 1 January 2003. Aircraft registered after this date must meet

Stage 3 noise level requirements.

6.10 These recommendations are obligatory, and the requirements established for turbine-powered

aeroplanes have been extended to turbo-propeller aeroplanes.

6.13 It is obligatory for aircraft used for commercial passenger transport to be equipped with a device

to provide warning in the case of loss of pressurization.

Chapter 7 Panama requires the use of two-way communication equipment for all aircraft and all operationscarried out in its airspace.

Chapter 8 The following special airworthiness requirements are obligatory for aircraft operating in Panamas

airspace:

a) every 24 months the static pressure, system, altimeter and automatic pressure-altitude

reporting system must be inspected;

b) every 24 months the transponder must be inspected; and

c) the passenger and crew compartments must contain materials that are at the very least

fire-resistant, and each receptacle for towels, paper and trash must be made of fire-resistantmaterial that includes a medium for containing possible fires.

Chapter 9

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9.2 A flight crew of two pilots is obligatory for aircraft authorized to operate using IFR and to carry

more than 10 passengers.

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Chapter 6


Remark: Korea has no turbine-engined general aviation aeroplanes of a maximum take-off mass of

5 700 kg or less and authorized to carry more than five but not more than nine passengers.

6.9.4* Not regulated.

Remark: Korea has no piston-engined general aviation aeroplanes of a maximum certificated take-

off mass in excess of 5 700 kg or authorized to carry more than nine passengers.

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Chapter 1

Definitions Flight crew member. A crew member assigned by an operator for duty in an aircraft during flight

time as a pilot or flight engineer.

Flight time aeroplanes. The total time from the moment the aircraft first moves under its own

power for the purpose of taking off until the moment it comes to rest at the end of the flight.

General aviation operation. In the Samoa Civil Aviation System, the generic term general

aviation can include commercial operations. In such cases, the more stringent provision of

Annex 6, Part I, as appropriate, is applied.

Pilot-in-command. In relation to any aircraft, means the pilot responsible for the operation and

safety of the aircraft.

Chapter 3

3.2 The pilot-in-command shall:

a) be responsible for the safe operation of the aircraft in flight, the safety and well-being of all

passengers and crew, and the safety of cargo carried;

b) have final authority to control the aircraft while in command and for the maintenance of

discipline by all persons on board; and

c) subject to Section 13A of the Civil Aviation Act (Duties of pilot-in-command and operator

during emergencies), be responsible for compliance with all relevant requirements of this Act

and regulations and rules made under this Act.


Chapter 4


4.6.3.2

4.6.3.3

CAR 91.413 c). Operation below DA, DH or MDA. Where a DA, DH or MDA is applicable, no

pilot-in-command shall operate an aircraft at any aerodrome below the MDA, or continue an

instrument approach procedure below the DA or DH prescribed in paragraph b) unless:

a) the aircraft is continuously in a position from which a descent to a landing on the intended

runway can be made at a normal rate of descent using normal manoeuvres that will allow

touchdown to occur within the touchdown zone of the runway of intended landing; and

b) the flight visibility is not less than the visibility prescribed under Part 97 for the instrument

approach procedure being used; and

c) except for a Category II or Category III precision approach procedure prescribed under Part 97

for that aerodrome that includes any necessary visual reference requirements, at least one of

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the following visual references for the intended runway is distinctly visible and identifiable to

the pilot:

1) the approach lighting system; or

2) the threshold markings; or

3) the threshold lights; or

4) the runway-end identification lights; or

5) the visual approach slope indicator; or

6) the touchdown zone or touchdown zone markings; or

7) the touchdown zone lights; or

8) the runway or runway markings; or

9) the runway lights.

d) Landing. A pilot-in-command shall not land an aircraft when the flight visibility is less than

the visibility prescribed under Part 97 for the instrument approach procedure used.

e) Missed approach procedures. Each pilot-in-command shall immediately execute the missed

approach procedure prescribed under Part 97 if:

1) the requirements of paragraph c) are not met at either of the following times:

i) when the aircraft is being operated below MDA; or

ii) upon arrival at the missed approach point, including a DA or DH where a DA or DH isspecified and its use is required, and any time after that until touchdown; or

2) an identifiable part of the aerodrome is not distinctly visible to the pilot during a circling

manoeuvre at or above MDA, unless the inability to see an identifiable part of the

aerodrome results only from normal manoeuvring of the aircraft during approach.


4.13*

4.18.1*

4.18.2*

Chapter 6

6.1.3.1.1 d) 3), Not implemented.

4) and e)

6.1.3.1.2*

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Chapter 9


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6.10.1.7 to Partly covered.

6.10.1.7.5


6.10.8


Chapter 8

8.2.2 No 90-day requirement after permanent withdrawal of unit from service.


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Chapter 6


6.4

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Chapter 1

Definitions Pilot-in-command. In United Kingdom legislation, pilot-in-command in relation to an aircraft

means a person who for the time being is in charge of the piloting of the aircraft without being

under the direction of any other pilot in the aircraft.

Chapter 4

4.6.2.2 The commander of the aircraft must be satisfied before flight that the flight can be safely made,

taking into account the weather reports and forecasts and any alternative course of action in case

the flight cannot be completed as planned.

4.6.3.1 The requirement to discontinue the flight towards the destination is not mandated.

4.9 Oxygen requirements are not mandated.

4.10 Oxygen requirements are not mandated.

Chapter 6

6.1.1 The following are not required to be approved: maps, charts and codes; first-aid equipment;

timepieces; torches; whistles; sea anchors; rocket signals; equipment for mooring, anchoring and

manoeuvring on water; paddles; food and water; stoves, cooking utensils, snow shovels, ice saws,

sleeping bags, arctic suits; and megaphones.

6.1.3.1.1 a), b)

and c) 1)

The requirements for a first-aid kit, fire extinguishers and seats are not mandated for all types of

flight.

6.1.4.1 The method of marking break-in areas may differ.

6.1.4.2 The method of marking break-in areas may differ.

6.3.1 Seaplane special equipment is not mandated.

6.3.3 United Kingdom relies on provision of guidance material. United Kingdom recommendations on

life jackets and rafts provide a higher level of safety.

6.4 Signalling devices and lifesaving equipment are not mandated for areas where search and rescue

would be especially difficult.

6.7 c), e) and f) A landing light, passenger compartment lights, and torches for each crew member station, are not

mandated.

6.9.6 TAWS Class B parameters are not specified in CAA regulatory material.

6.10.1.4.1 Use of photographic film flight data recorders has not been prohibited from 1 January 2003.

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6.10.1.5 The requirements for recording, correlation and duration of data link communications are not

mandated for new aeroplanes from 1 January 2005.

6.10.1.5.1 The requirements for recording, correlation and duration of data link communications are not

mandated for new aeroplanes from 1 January 2007.

6.10.1.5.2 The requirement to record the content and time of data link messages is not mandated.

6.10.1.7 The parameters for Type IA flight data recorders are not specified in United Kingdom regulatory

material.

6.10.3.1 Type I flight data recorders are not mandated for all categories of certificates of airworthiness for

aeroplanes over 27 000 kg maximum certificated take-off mass.

6.10.4 The requirement for Type IA flight data recorders in new aeroplanes over 5 700 kg from

1 January 2005 is not mandated.

6.10.5.1 Cockpit voice recorders are not mandated for all categories of certificates of airworthiness for

aeroplanes over 27 000 kg maximum certificated take-off mass.

6.10.6.3 The requirement for the cockpit voice recorder in new aeroplanes over 5 700 kg from 1 January

2003 to retain the last two hours of information is not mandated.

6.12.1 The ELT requirements applicable until 1 January 2005 for extended flights over water and

designated land areas as described in 6.4 are not mandated.

6.12.2 The automatic ELT requirements for extended flights over water and designated land areas as

described in 6.4 are not mandated for new aeroplanes from 1 January 2002.

6.12.3 The automatic ELT requirements for extended flights over water and designated land areas as

described in 6.4 are not mandated for all aeroplanes from 1 January 2005.

6.13.1 Partially implemented. United Kingdom requires pressure-altitude reporting transponder for

flights in designated airspace.


Chapter 7

7.1.1 United Kingdom requires radio communication equipment for IFR flights in controlled and

notified airspace. Gliders are excepted.

7.1.4 Radio communication equipment capable of communicating on prescribed frequencies is not

mandated for extended flights over water and designated land areas as described in 6.4.

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General The United States 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 on 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 United States 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 Note. The United States expresses distances in terms of feet and miles rather than metres. A

significant number of North American operators and aircraft are not equipped with metric unit

displays.

Approach and landing operations using instrument approach procedures.

Category I (CAT I) operation. For a Category I operation, the United States requires a decision

height (DH) of not less than 200 ft (60 m) and either visibility of not less than one-half mile(800 m) or a runway visual range of 2 400 ft (732 m) (RVR 1 800 ft (548 m) with operative

touchdown zone and runway centre line lights).

Category II (CAT II) operation. The United States requires that Category II provide approaches to

minima of less than 200 ft (60 m) decision height/2 400 ft (732 m) runway visual range to as low

as 100 ft (30 m) decision height/1 200 ft (365 m) runway visual range.

Category IIIB (CAT IIIB) operation. The United States criteria are the same as those adopted in

Annex 6, Part II. However, the runway visual range is expressed in feet less than 700 ft (200 m)

but not less than 150 ft (50 m).

Minimum descent altitude (MDA) or minimum descent height (MDH). The United States does not

use the term MDH (or height above aerodrome) to describe an altitude or height in a non-precisionapproach or circling approach below which descent must be made without the required visual

reference.

Chapter 3

3.5* The pilot-in-command is not required to have available on board the aeroplane information

concerning search and rescue services.

Chapter 4

General In addition to the flight preparation requirements of Annex 6, Part II, Chapter 4, the United Statesrequires United States-registered large or turbine-powered multi-engined general aviation,

passenger-carrying aircraft, wherever operated, to adequately secure and stow food, beverage, and

passenger service equipment during aircraft movement on the surface, take-off and landing.

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4.3.1 Except for large and turbine-powered multi-engined aeroplanes, the United States does not require

the pilot-in-command 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.

4.3.2 Except for large and turbine-powered multi-engined aeroplanes, the United States does not require

the pilot-in-command to ensure that all persons on board are aware of the location and generalmanner of use of the principal emergency equipment carried for collective use.

4.6.2.1 The United States does not require a destination alternate aerodrome when the weather at the

aerodrome of intended landing is forecast to have a ceiling of at least 2 000 ft (600 m) and a

visibility of at least 3 miles (4.8 km). In addition, standard alternate aerodrome minima are

prescribed 600 ft (185 m) ceiling and 2 miles (3.2 km) visibility for precision approaches, and

800 ft (243 m) ceiling and 2 miles (3.2 km) visibility for non-precision approaches.

4.6.2.2 b) Under United States regulations, the forecast period for the destination alternate aerodrome is from

one hour before to one hour after the estimated time of arrival. In addition, the minima for

ceiling/visibility at the aerodrome of intended landing are 2 000 ft (600 m) and 3 miles (4.8 km);

that is, when at least such minima exist, no alternate aerodrome is required.

4.6.4 In addition to the Standard prescribed in Annex 6, Part II, 4.6.4, the United States prohibits a pilot

from taking off a United States-registered large or turbine-powered multi-engined general aviation

aeroplane if there is frost, snow, or ice adhering to critical systems, components and surfaces of

the aircraft.

4.11 The pilot-in-command is not required to ensure that all persons on board the aircraft during an

emergency are instructed in emergency procedures.

4.17 The United States does not specify the authority, qualifications or competency of persons

permitted to taxi aeroplanes on the movement area of an aerodrome.

4.18.1* The United States has no provisions concerning aircraft refuelling with passengers on board.

4.18.2*

Chapter 6

General In addition to the aeroplane instruments and equipment Standards prescribed in Annex 6, Part II,

Chapter 6, the United States requires that all United States-registered turbojet-powered aeroplanes,

wherever operated, be equipped with an altitude alerting system or device. The United States also

requires that all transport category aeroplanes used in air commerce in the United States and all

United States-registered transport category aeroplanes used in air commerce outside the United

States must use an aural speed warning device.

6.1.3 The United States requires that all large and turbine-powered multi-engined general aviation

aircraft of United States registry have the following emergency equipment in addition to theequipment specified in Annex 6, Part II, 6.1.3: two fire extinguishers in the passenger

compartment of aircraft accommodating 30 or more passengers; a crash axe for aeroplanes

accommodating more than 19 passengers; a portable megaphone for aeroplanes seating more than

60 but less than 100 passengers, and two megaphones for aeroplanes with a seating capacity of

more than 100 passengers.

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d) a rate-of-climb and descent indicator.

6.7 a) and Aeroplanes operated under visual flight rules at night are not required to be equipped with:

c) to f)

a) a turn and slip indicator;

b) an attitude indicator (artificial horizon);

c) a heading indicator (directional gyroscope);

d) a means of indicating whether the supply of power to the gyroscopic instruments is adequate;

e) a sensitive pressure altimeter;

f) a means of indicating the outside air temperature;

g) a timepiece with a sweep second hand;

h) an airspeed indicating system with a means of preventing malfunctioning due to condensationor icing;

i) a rate-of-climb and descent indicator;

j) a landing light;

k) illumination for flight instruments and equipment;

l) lights in passenger compartments; and

m) a flashlight (electric torch) for each crew member station.

6.9 14 CFR 91.223 requires GPWS installation on new products now, but allows exceptions forproducts produced before March 2002. The rule requires that the installation of GPWS on all

products must be completed by March 2005, well before the proposed ICAO compliance date. The

rule states that at a minimum, Class B TAWS equipment must be installed on aircraft with six or

more passengers.

Remark: FAA regulations require compliance for all aircraft by 29 March 2005, two years before

the proposed ICAO date of January 2007. The FAA rule is more stringent in that all aircraft with a

passenger configuration of six or more (regardless of mass) must comply, as well as specifications

of the TAWS must meet a perfunctory minimum standard in accordance with Technical Standard

Order (TSO)-C151.

6.9.1 to

6.9.5

Ground proximity warning systems are not required on general aviation aircraft, including turbine-

engined aeroplanes with a take-off mass greater than 5 700 kg or capable of carrying more thannine passengers.

6.10.3.1

6.10.3.2*

The United States does not base requirements for flight data recorders on aircraft mass, but on

passenger and engine configuration.

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