GEN 1.7  DIFFERENCES FROM ICAO STANDARDS, RECOMMENDED PRACTICES AND PROCEDURES

The air traffic rules and procedures applicable to air traffic within the territory of Hungary conform with Annexes to the Convention on International Civil Aviation and to those portions, applicable to aircraft, of the Procedures for Air Navigation Services - Air Traffic Management (Doc 4444 ATM/501) and the Regional Supplementary Procedures (Doc 7030) applicable to the EUR Region with the differences (printed in Bold) and additional provisions listed hereunder. Types of differencies are categorized as A/B/C or Significant Difference in line with ICAO EFOD categorization:

Provision affectedType of diffDifference in full text
Annex 1 - Personnel Licensing (Amendment 176)
Chapter 1 Definitions and General Rules Concerning Licences1.2.2.1BThe licences issued by a Member State of the European Union are recognised as valid by all the other Member States without administrative issuance of an additional authorisation.
1.2.4.1BThe term:' medical certificate' is used in lieu of:' medical assessment
1.2.4.2CStates shall apply, as part of their State safety programme, basic safety management principles to the medical assessment process of licence holders, that as a minimum include
1.2.4.11.2CNot specifically mentioned
1.2.8.2BFCL.115 LAPL, of FCL.210 PPL, FCL.315 CPL, and FCL.315(A), FCL.410.A MPL, FCL.515 ATPL, FCL930 FI, FCL.930FI FI, FCL.930.TRI TRI, FCL.930.CRI CRI, FCL930.IRI IRI, FCL930.SFI SFI, FCL930.MCCI MCCI, FCL930.ST STI, FCL.930.MI MI, FCL.930FTI FTI, Appendix 3 to Annex I, Appendix 5 to Annex I, and Appendix 6 to Annex I of Annex I (Part-FCL) of Commission Regulation (EU) 2011/1178 Flight Crew Licensing, ensure the necessary flexibility of training programmes.
1.2.8.4CThe competency based training concept is not implemented.
1.2.9.2CNo such a specific requirement.
1.2.9.3ALevel 4 language proficiency endorsement is required as defined in Regulation No 1178/2011/EU.
1.2.9.6CPilots who have demonstrated language proficiency at operational level are re evaluated every 4 years
Chapter 2 Licences and ratings for Pilots2.1.10.CPilots aged 60 64 may act as pilots in command in the single pilots international CAT operations of aircraft other than aeroplanes and helicopters.
2.3.2.1BPart FCL differs here from ICAO in that sense that the holder of a PPL to provide flight instruction may receive remunerations.
2.3.3.1.1AApplicants for a PPL(A) shall have completed at least 45 hours of flight instruction in aeroplanes, 5 of which may have been completed in an FSTD.
2.3.4.1.1AApplicants for a PPL(H) shall have completed at least 45 hours of flight instruction on helicopters, 5 of which may have been completed in an FNPT or FFS.
2.3.4.2.1AThe total dual flight instruction in ICAO is 20 hours and in Part FCL 25 hours. See general difference in 2.3.4.1.1
2.3.5.1.1AIt is required to have a CPL(A) or (H) Part FCL license, and due to which of these 2 a pilot has requirements are listed in provision FCL.720.PL
2.3.5.1.2AIt is required to have a CPL(A) or (H) Part FCL license, and due to which of these 2 a pilot has requirements are listed in provision FCL.720.PL
2.3.5.1.3AIt is required to have a CPL(A) or (H) Part FCL license, and due to which of these 2 a pilot has requirements are listed in provision FCL.720.PL
2.3.5.2AIt is required to have a CPL(A) or (H) Part FCL license, and due to which of these 2 a pilot has requirements are listed in provision FCL.720.PL
2.3.6.1AThe total flight time in ICAO is 25 hours and in Part FCL 35 hours.
2.4.3.1.1AFCL.315 CPL together with Appendix 3 to Annex I (Part-FCL) of Reg. 1178/2011 allows a maximum of 10 hours credit.
2.4.4.1.1AThe total flight time in ICAO is 150 hours and in Part FCL 185 hours
2.4.4.1.1.1AThe total flight time in ICAO is 150 hours and in Part FCL 185 hours.
2.4.5.1.1BIt is required to have a CPL(A) or (H) Part FCL license, and due to which of these 2 a pilot has requirements are listed in provision FCL.720.PL
2.4.5.1.2BIt is required to have a CPL(A) or (H) Part FCL license, and due to which of these 2 a pilot has requirements are listed in provision FCL.720.PL
2.4.6.1.1.1BDivision of hours in different, like in Part FCL it is 5 hours cross country flight time and 5 hours of night flight
2.5.1.2.1.1AAs well as the additional requirements underpinning the approved adapted competency model
2.6.3.1.1.1APart FCL requires in addition 500 hours in multi pilot operations on aeroplanes.
2.6.4.1.1.1APart FCL requires in addition 350 hours in multi pilot helicopters.
2.9.1.3.1AThe total flight time in ICAO is 6 hours and in Part FCL 15 hours. Also the amount of launches differs. ICAO requires 20 launches and Part FCL 40 launches.
2.10.1.3.3AIn case of remuneration ICAO recommends 35 hours of flight time, while Part FCL requires 50 hours of flight time and 50 take offs and landings as PIC on balloons.
Chapter 3 Licences for Flight Crew Members Other Than Licences for Pilots3.2.1.2ATKI includes aircraft general knowledge for the given type as well
3.2.1.3.1BExperience as a flight navigator in a flight simulator is acceptable as part of the total flight time of 200 hours up to a maximum of 50 hours
3.2.1.4ASkill test includes effective use of aircraft systems within their limits on the given type as well
3.2.1.5AClass 1 medical certificate is required as defined in Regulation No 1178/2011/EU
3.2.2APrivileges of the licence holder is to act as flight navigator on maximum 2 aircraft types only, for which he/she has a type rating, Level 4 language proficiency endorsement is required as defined in EC decision No 1178/2011/EU
3.3.1.2.1ATKI includes fundamentals of navigation and operational aspects of meteorology as well
3.3.1.3.1AMinimum 200 hours of flight time is required instead of 100 hours
3.3.1.3.2BInstead of fuel management the national law mentions fuel flow control
3.3.1.4.1BInstead of aeronautical kowledge the national law mentions air traffic knowledge
3.3.1.4.2CNot implemented - the national law doesn't mention the use of an FSTD for a skill test
3.3.1.5AClass 1 medical certificate is required as defined in Regulation No 1178/2011/EU
3.3.2.1APrivileges of the licence holder is to act as flight engineer on maximum 2 aircraft types only, for which he/she has a type rating
3.4CNot implemented - the national law doesn't contain regulations for a flight radiotelephone operator licence (there is no such licence), radiotelephony requirements for pilots.
Chapter 4 Licences and Ratings for Personnel Other Than Flight Crew Members4.2.1.4CFor Basic training Part 66.A.25 only requires that the level of knowledge is demonstrated by examinations. For aircraft type training Approved type rating courses are only required for Group 1 aircraft. For other 2 groups it is optional.
4.2.1.5BThe skill assessment is not required in case of licence issue based on the Basic knowledge examination only. For Cat. A CS the assessment is performed in Part 145 Organisations. For type examination for Group 2 and 3 aircraft the skill assessment is not mandatory.
4.2.2.2CNo certifying staff licencing for the release of the components, the entire aircraft can be released by Cat. C CS after the base maintenance.
4.4.1.1BThere is implicitly no age requirement for the issuance of an air traffic controller licence.
4.4.1.3.1BThe unit endorsement course duration is not established by the Regulation (EU) 2015/340 does not contain the requirement on the 3 months service.
4.4.1.3.2AEU regulation 2015/340 addresses the referenced standard in detailed manner as regards experience and training of on-the-job training instructors
4.5.1BThe list of ratings is slightly different: a) aerodrome control visual; b) aerodrome control instrument; c) approach control procedural; d) approach control surveillance; e) area control procedural; f) area control surveillance.
4.5.2.2.1CThe unit endorsement course duration is not established by the Regulatio.EU regulations do not require Surveillance Radar Approach experience/training.
4.5.2.2.2BPart-ATCO to Regulation (EU) 2015/340 does not require the application for a rating to be made within six months from the completion of experience. However, the same regulation requires the privileges to be exercised within a time limit that shall not exceed 90 days. The ATCO rule refers to 1 year, when the holder of a student air traffic controller licence has not started exercising the privileges of that licence from the date of its issue or has interrupted exercising those privileges for a period of more than one year. He/she then may only start or continue unit training in that rating after an assessment of his/her previous competence, as to whether he/she continues to satisfy the requirements relevant to that rating, and after satisfying any training requirements resulting from this assessment
4.5.3.1BSome ratings are slightly different, although the Regulation covers all of them
4.5.3.3AHolders of an instructor endorsement shall be authorized to provide on the job training and supervision at a working position for areas covered by a valid unit endorsement
4.5.3.4CAlthough the concept of ‘invalidation of a rating’ as such does not exist, by meeting these two requirements, the holder of an air traffic controller licence is not allowed to exercise the privileges of a rating after a period of absence of more than 90 days or if the revalidation of the unit endorsement fails due to the non availability of the minimum number of working hours.
4.6.1.2CThe National Decree determinate only the subjects. These subjects are not detailed therefore not all sub-subjects are included in the trainings.
4.6.1.3.1CAt least 3 month of experience gained under the supervision of a licenced flight operation officer.
4.6.1.3.2AThe National Decree does not mention the period when the 3 month experience must be acquired.
4.6.1.4CThe National Decree does not mention skills to be demonstrated. Knowledge is to be demonstrated.
Chapter 5 Specifications for personnel Licences5.1.2CNo corresponding provisions on the material of the licence in Part 66.
5.1.3BFor maintenance staff the requirements are different but serve the same purpose, in particular when licence is issued by the MS in the national language and the bearer is working in that MS, the rule allows for such licence not to have any English translation.
Chapter 6 Medical Provisions for Licensing6.2.3.2CNot defined
6.2.4.2AFor ATCO the requirements are more restrictive: applicants shall be normal trichromates.
6.2.4.3AFor aircrew regulations state that applicants shall pass the Ishihara test. For ATCO the requirements are more restrictive: pseudoisochromatic plate testing alone is not sufficient. Colour vision should be assessed using means to demonstrate normal trichromacy
6.2.4.4.1CNot specified
6.2.5.5CPerformed only when an instrument rating is to be added to licence
6.3.2.9.1COnly required on clinical or epidemiological indication
6.3.2.21.1CFit assessment permitted from start of pregnancy until end 26th week (restricted to multi crew operations).
6.3.3.2.3BOphthalmic reports requirement is dependent on refractive error limits rather that visual acuity limits.
6.4.2.6.2CNot implemented
6.4.2.21.1CFit assessment permitted from start of pregnancy until end 26th week.
6.4.3.2.3CNot required under EU regulations
6.4.3.5BThe AMC states that visual fields should be examined but does not define that the fields should be normal.
6.4.3.6BThe AMC states that binocular function should be examined but does not define that the binocular function should be normal.
6.5.2.6.1AAnnual ECGs required after age 40
6.5.2.21.1CNot implemented
6.5.3.2AApplicants with hypermetropia exceeding +5.0 dioptres, myopia exceeding 6 dioptres, an astigmatic component exceeding 3 dioptres or anisometropia exceeding 3 dioptres; shall have a corrected visual acuity of 6/6 or better in each eye.
6.5.3.2.3BAll initial Medical assessments include a comprehensive eye examination which is repeated periodically depending on the refractive error and the functional performance of the eye.
Annex 2 - Rules of the Air
(Amendment 46)
Chapter 3 General Rules3.2.2BNew Provision. Implementing Regulation (EU) No 923/2012, SERA.3210(b), specifies:

“(b) An aircraft that is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft.”
3.2.2.4CNew Provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.3210(c)(3)(i) differs from ICAO Standard in Annex 2, 3.2.2.4 by specifying that:

“(i) Sailplanes overtaking. A sailplane overtaking another sailplane may alter its course to the right or to the left.”
3.2.3.2(b)CImplementing Regulation (EU) No 923/2012, paragraph SERA.3215(b)(2), specifies (with the addition to ICAO Standard in Annex 2, 3.2.3.2(b) of the text in bold):

“(2) unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure, as far as practicable;”
3.2.5(c) and (d)CImplementing Regulation (EU) No 923/2012, paragraph SERA.3225 differs from ICAO Standard in Annex 2, 3.2.5(c) and 3.2.5(d) in that it specifies that sub-paragraphs (c) and (d) do not apply to balloons:

“(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;
(d) except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.”
3.3.1.2AICAO Annex 2, 3.3.1.2 is replaced with Implementing Regulation (EU) No 923/2012 SERA.4001(b). The differences between this ICAO Standard and this Union regulation are as follows:
  • - With regards to VFR flights planned to operate across international borders, the Union regulation (SERA.4001(b)(5)) differs from the ICAO Standard in Annex 2, 3.3.1.2(e) with the addition of the text in bold, as follows:

    “any flight across international borders, unless otherwise prescribed by the States concerned.

  • - With regard to VFR and IFR flights planned to operate at night, an additional requirement is inserted to Union regulation SERA.4001(b)(6) as follows:

    “(6) any flight planned to operate at night, if leaving the vicinity of an aerodrome”


This difference is also addressed in Difference under Chapter 4, 4.3., below for VFR.
3.6.1.1AAir traffic control clearances shall be supplemented as follows:VFR flights entering Budapest FIR shall obtain entry clearance from Budapest ACC, APP or Budapest FIC as appropriate “at least 10 minutes” prior crossing the boundary.
3.8 and Appendix 2BThe words “in distress” of Chapter 3 Part 3.8, are not included in Union law, thus enlarging the scope of escort missions to any type of flight requesting such service. Furthermore the provisions contained in Appendix 2 Parts 1.1 to 1.3 inclusive as well as those found in Attachment A, are not contained in Union law.
Chapter 4 Visual Flight Rules4.3ANew provision. ICAO Annex 2, 4.3, is replaced with Implementing Regulation (EU) No 923/2012 SERA.5005(c). The difference is that Implementing Regulation (EU) No 923/2012 adds requirements under which VFR flights at night may be permitted, as follows:

“(c) When so prescribed by the competent authority, VFR flights at night may be permitted under the following conditions:
  • (1) if leaving the vicinity of an aerodrome, a flight plan shall be submitted;
  • (2) flights shall establish and maintain two-way radio communication on the appropriate ATS communication channel, when available;
  • (3) the VMC visibility and distance from cloud minima as specified in Table S5-1 shall apply except that:
    • (i) the ceiling shall not be less than 450 m (1500 ft);
    • (ii) except as specified in (c)(4), the reduced flight visibility provisions specified in Table S5-1(a) and (b) shall not apply;
    • (iii) in airspace classes B, C, D, E, F and G, at and below 900 m (3000 ft) above MSL or 300 m (1000 ft) above terrain, whichever is the higher, the pilot shall maintain continuous sight of the surface;
    • (iv) for helicopters in airspace classes F and G, flight visibility shall not be less than 3 km, provided that the pilot maintains continuous sight of the surface and if manoeuvred at a speed that will give adequate opportunity to observe other traffic or obstacles in time to avoid collision; and
    • (v) for mountainous terrain, higher VMC visibility and distance from cloud minima may be prescribed.
  • (4) ceiling, visibility and distance from cloud minima lower than those specified 4.3(c) above may be permitted for helicopters in special cases, such as medical flights, search and rescue operations and fire-fighting.
  • (5) except when necessary for take-off or landing, or except when specifically authorised by the competent authority, a VFR flight at night shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is overflown, or, where no such minimum flight altitude has been established:
    • (i) over high terrain or in mountainous areas, at a level which is at least 600 m (2000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft;
    • (ii) elsewhere than as specified in (i), at a level which is at least 300 m (1000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft.”
4.6AICAO Annex 2, 4.6, is replaced with Implementing Regulation (EU) No 923/2012 SERA.5005, introducing the obstacle clearance criteria in (f), as follows:
“(f) Except when necessary for take-off or landing, or except by permission from the competent authority, a VFR flight shall not be flown:
  • (1) over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 m (1000 ft) above the highest obstacle within a radius of 600 m from the aircraft;
  • (2) elsewhere than as specified in (1), at a height less than 150 m (500 ft) above the ground or water, or 150 m (500 ft) above the highest obstacle within a radius of 150 m (500 ft) from the aircraft.
Annex 3 - Meteorological Service
for International Air Navigation
(Amendment 79)
Chapter 1 Definitions1.1.7CNo definition
1.1.12CNo definition
1.1.31CThe term Extended Range, whilst defined in ICAO Annex 3, is not used in the body text (except in descriptions of changes to Amendments). Similarly the term is not used in Reg. (EU) 2017/373: Annex V Part-MET
1.1.42CThe reference to IWXXM is not used explicitly, but as to Digital Form and GML and XML as was the case in ICAO Annex 3 prior to Amendment 78
1.1.43CThe term International Airways Volcano Watch is not used within Reg. (EU) No 2017/373, and the Volcanic Ash Advisory Centre function is described independently of the IAVW framework.
1.1.52AThe EU text defines the radius centred “on a significant point, the aerodrome reference point (ARP) or the heliport reference point (HRP)”. Whereas Annex 3 defi nes the radius centred “on a radio aid to navigation” only.
1.1.56BThis term is not used in Part-MET but implemented in the operational requirements.
1.1.57CThe definition is not transposed
1.1.66CThe definition is not transposed
1.1.67CThe definition is not transposed
1.1.73CThis term is not used.
1.1.74CThe term is used in GM1 MET.TR.2 15(e)(1) & (2) (a) and (b) but not defined.
1.1.75BThe term 'State' is replaced with 'Selected'. Definition is modified to refer to a specified list of recipients, rather than stating them in the definition itself.
Chapter 2 General Provisions2.1.5CThis paragraph is not transposed
2.2.1CThis paragraph is not transposed
2.2.7CThis paragraph is reflected in Reg. (EU) 2017/37 3 but only at the level of guidance material: GM1 MET.OR.100 GM2 MET.OR.210            
2.2.8CThis paragraph is reflected in Reg. (EU) 2017/37 3 but only at the level of guidance material: GM1 MET.OR.100 GM2 MET.OR.210
2.2.9CThis paragraph is not transposed.
2.3.1CThis paragraph is not transposed.
2.3.2CThis paragraph is not transposed.
2.3.3CThis paragraph is not transposed.
2.3.4CThis paragraph is not transposed.
Chapter 3 Global Systems, Supporting Centres and Meteorological Offices3.1CAmendment 79, Appendix 2 not implemented
3.2.1CThe EU transposition does not specify how or from where the WAFC obtains information concerning radioactive release.
3.2.2BATM/ANS .OR.A.070 Reg. (EU) No 2017/373 requires contingency obligations.
3.3.2BMET.OR.215 text includes specified climate information. Annex 3 does not link climate information to an aerodrome MET office (it is the MET Authority). MET.OR.2 15(j) puts the responsibility on the aerodrome MET office for disseminating information on radioactive release. MET.OR.215(j) does not give any information on where the METSP will obtain information on radioactive release (this is a separate non-aviation function of the State and should be referenced in the same manner as a volcano observatory). Annex 3 item (g) relates to exchange between aerodrome MET Offices, whereas MET.OR.110 is more generic exchange between MET service providers.
3.3.4CArt. 9 Reg. (EC) No 550/2004 covers point a) but does not fully cover b)
3.4.1BThe objective remains but Art. 3 Reg. (EU) No 20 17/373 contains a generic provision to cover all MET providers.
3.4.2BMET.OR.242(a)(1) states that SIGMET is provided by an aerodrome MET office, however Annex 3 specifies (7.1.1) SIGMET information shall be issued by a MWO - t here is no reference to an aerodrome MET office and SIGMET. MET.OR.2 4 5 (f)(2) specifies the MWO only sends SIGMET to ACC/FIC MET.OR.245(f)(2) specifies AIRMET is only disseminated by the MWO to ACC and FIC. MET.OR.245(e) restricts the MWO dissemination of information on radioactive release to instances where there is no SIGMET MET.OR.2 45(b) adds additional tasks for MWO to ensure consistency between VA products and NOTAM/ASHTAM
3.4.3CThis paragraph is not transposed
3.4.4CIn EU rules, the recommendation that meteorological watch offices (MWO) should coordinate SIGMET with neighbourin g MWO is not include
3.5.1BThe means (via monitoring information from satellites) are an internal function of the VAAC. The outputs and coordination are reflected as in 3.5.1 of Chapter 3.
3.6CThis paragraph is not transposed
3.7Citem b) In EU rules, the requirement to include changes in the intensity at time of observation (of tropical cyclone) is not included.
3.8.1CThis paragraph is not transposed
3.8.2CThis paragraph is not transposed
3.8.3CThis paragraph is not transposed
Chapter 4 Meteorological observations and reports4.1.1CArticle 3 of Reg. 2017/373 is more generic. Amendment 79, App 3; Table A3-2 ‘Template for advisory message for METAR and SPECI: In EU rules, the use of the solidi (‘/’) as a ‘missing data’ indicator is not included explicitly.
4.1.2CThis paragraph is not transposed
4.1.5CThis paragraph is not transposed
4.1.6CThis paragraph is not transposed
4.1.7CAlthough not transposed as such, some elements of it can be found in definition (92) of Annex I.
4.3.1AMET.OR.200 (a)(3) specifies half-hourly METAR by default for aerodromes serving scheduled international CAT.
4.3.2BEU rules include special reports. for METAR, the references to VOLMET and D-VOLMET are removed.
4.3.3AExpresses that METARs should commence 3 hours prior to the aerodrome resuming operations (Annex 3 does not express a time).
4.4.2BSPECI are not normally required by EU MS since METAR are issued half-hourly (MET.OR.200(a)(3) Reg. (EU) No 2017/373) at aerodromes serving scheduled international CAT operations.
4.4.3BAnnex V Part-MET requires METAR to be issued half-hourly, therefore SPECI is not needed. However, at aerodromes not serving scheduled international CAT operations,, SPECI may be disseminated.
4.5.1BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
4.5.2BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving schedule d international CAT operations and SPECI would not be issued (or required to be issued)
4.5.3BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations, and SPECI would not be issued (or required to be issued).
4.6.1.3BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
4.6.2.3BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
4.6.3.2C(b) is not included in EU rules.
4.6.3.3CThis paragraph is not transposed.
4.6.4.3BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
4.6.5.3BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
4.6.6.2BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
4.7.1BAutomatic observing systems may be used as agreed between the aeronautical meteorological stations and the users. ATM/ANS.OR.B.005 requires that the service provision meets the necessary standards (whether human or automatic), and item (f) is particularly relevant with regard to use of automatic systems.
4.7.2CAutomatic observing systems may be used as agreed between the aeronautical meteorological stations and the users. ATM/ANS.OR.B.005 requires that the service provision meets the necessary standards (whether human or automatic), and item (f) is particularly relevant with regard to use of automatic systems.
4.7.3BMETAR are required to be disseminated at half-hourly intervals at aerodromes serving scheduled international CAT operations and SPECI would not be issued (or required to be issued).
Chapter 5 Aircraft observations and reports5.1CChapter 5 and Appendix 4 to ICAO Annex 3 are not transposed into EU regulation.
5.2CRoutine aircraft observations are not transposed yet.    
5.3.1CThis paragraph is not transposed.
5.3.2CThis paragraph is not transposed.
5.3.3CThis paragraph is not transposed.
5.3.4CThis paragraph is not transposed.
5.4CThis paragraph is not transposed.
5.7.1CThis paragraph is not transposed.
5.8CSERA.120 20 does not reference “routine air-reports”, only “non-routine and special”.
Chapter 6 Forecasts6.1CIn EU rules, there is no reference to the dissemination of area forecasts for low-level flight to the aeronautical fixed service Internet-based services.
6.2.6ARecommendation modified to transpose the period of validity in accordance with the EUR A NP. Part-MET permits, TAF shorter than 9 hour where aerodrome operational hours are less than 9 hours, when agreed with the competent authority.
6.5.1BIn MET.OR.260 the frequency of issue, the form and the fixed time or period of validity of those forecasts and the criteria for amendments thereto are determined by the Competent Authority.
6.5.2CGAMET is not transposed
Chapter 7 SIGMET and AIRMET information, aerodrome warnings and wind shear warnings and alerts7.1.1C1) Amendment 79, App 6; 4.2 ‘Criteria related to phenomenon including in SIGMET and AIRMET messages and special air-reports (uplink)’, new provision 4.2.6: In EU rules, the lower thresholds for severe and moderate turbulence are 0.7 and 0.4 respectively. 2) Amendment 79, App 6; Table A6-1A: In EU rules provision for: a) identifying cumulonimbus cloud (CB) in association with forecast tropical cyclone position and related footnotes, is not included; and, b) revision of footnotes relating to SIGMET for radioactive cloud is not included. 3) Amendment 79, App 6; Table A6-1B: In EU rules: a) ‘heavy dust storm’ (HVY D S) is not included; and, b) the insertion of ‘Observed’ with regard to ‘Location’ and ‘Level’ is not included. 4) Amendment 79, App 6; Example A6-4: In EU rules, the ICAO formulation of SIGMET message for radioactive cloud is not adopted.
7.2.1CEU rules do not make referenc to the regional air navigation agreement. Since GAMET is not transposed into EU rules, the reference to ‘Section I of the area fo recast is not relevant in EU rules.            
7.4.1BThe EU rules do not have limitations regarding height above runway level.
Chapter 8 Aeronautical Climatological Information8.4CThe EU reference only describes exchange with other METSPs, not all entities on the Annex 3 list.
Chapter 9 Service for operators and flight crew members 9.1.1C[CAT B] MET.OR.100(a) does not specify the use each stakeholder will make of the MET information. [CAT C] Amendment 79, App 1. ‘Model charts and forms’; MODEL VAG and MODEL SVA: In EU rules, the updated model (example) charts depicting Mercator and Polar Stereographic projections for volcanic ash advisory in graphical format, and for SIGMET in graphical format are not included. [CAT B] Amendment 79, App 8; 2.2 ‘Format of information on significant weather’, provision 2.2.1: T he EU rules do not differentiate between pre-flight planning and in-flight replanning in this regard. [CAT C] Amendment 79, App 8; 2.2 ‘Format of information on significant weather’, provision and 2.2.2: In EU rules, and noting the deferred applicability (4 November 2021) of the recommendation that information on significant weather supplied by the WAFCs should be in IWXXM code form is not included.
9.1.3CGAMET, as stated in Item g) of the provision, is not transposed into EU rules. Item k) of the provision is not transposed into EU rules.
9.1.4BThe provision of digital forecasts by the WAFCs is specified in MET.OR.275 and MET.TR.275. The use of the data for the intended flight path, time, and altitude is implicit.
9.1.5CThis paragraph is not transposed.
9.1.10CThe EU rules do not contain any references to agreeing (or determining) the location or time for the supply of meteorological information. The EU rules do not specify any agreements to be made for supply of meteorological information for aerodromes without an aerodrome meteorological office.
9.2.3BWhilst this ICAO text deals with a briefing, the corresponding EU reference is simply about the information published and is not specific to briefing.
9.2.4CThis paragraph is not transposed.
9.2.5CThis paragraph is not transposed.
9.3.1CItem k, space weather advisory, is not listed in MET.OR.215(e)
9.3.3CThe amendments are today automatically fed into systems
9.4.1CThis standard is not transposed as such, however its content is scattered throughout the provisions of Part-MET.
9.4.2CThis paragraph is not transposed.
9.4.3BThe METSP is responsible for the QM and control in accordance with ATM.ANS.OR.B.005. How ever, there is no explicit mention of pre-flight information systems although this is considered to be implicit.
9.5.1CThe transmission to the aircraft is not a task of the METSP.
9.5.2BThe objective of this paragraph is covered by the referenced Part-MET provisions, therefore it is considered to be different in character.
9.5.3CIt is not transposed because it is not a requirement to MET providers to supply information through D-VOLMET or VOLMET broadcast in particular. The standard only requires compliance with specifications of chapter 11 but does not constitute a requirement per se.
Chapter 11 Requirements for and use of communications11.1.4CMET.OR.110 is considered sufficient to cover thi s aspect without the need to specifically refer to direct speech, nor a time within which communications are to be able to establish contact.
11.1.5CMET.OR.110 is considered sufficient to cover this aspect without the need to specifically refer to direct speech, nor a time within which communications are to be able to establish contact, nor the need to refer to printed communications.
11.1.6CMET.OR.110 is considered sufficient to cover this aspect without the need to specifically refer to other visual and audio forms.
11.1.7CThis paragraph is not transposed.
11.1.9CThis paragraph is not transposed. The content is reflected in Part-MET to specify that the MET information are transmitted through aeronautical fixed service systems.
11.4CThis paragraph is not transposed.
11.5CThis paragraph is not transposed.
11.6.1CThis standard is not transposed because it is considered that D-VOLMET provisions need to be covered by the rules on ATS providers.
11.6.2CThis standard is not transposed because it is considered that D-VOLMET provisions need to be covered by the rules on ATS providers.
Annex 4 - Aeronautical Charts
(11th edition)
NIL
Chapter 1 - Definitions1.3.1AAIS providers are required to exchange information with all other AIS providers.
Annex 5 - Units of Measurement to be Used in Air and Ground Operations (5th edition)NIL
Annex 6 - Operation of Aircraft Part I - (9th edition)NIL
Annex 6 - Operation of Aircraft
Part I - (9th edition)

Part II - (8th edition)
Part III - (7th edition)
NIL
Chapter 1 Definitions1.1.2BSearch and rescue operations are not included in Specialised Operations (SPO).
1.1.4BOther means of compliance. The rules are using the old approach classification.
1.1.6CTerm not defined, but used with the same meaning.
1.1.15CNot implemented. Term not used in Reg. (EU) 965/201.
1.1.55BDifferent is character.
1.1.60CNot implemented.
1.1.62CNot implemented.
1.1.68CNot implemented.
1.1.69CNot implemented.
1.1.75CNot implemented.
Chapter 2 General2.1.1.5CPartially implemented.No specific requirement for non-commercial operations with other-than complex motor-powered aircraft (NCO).
2.1.4BDifferent in character.Specific Approvals (SPA) shall be issued by the State of the Operator.
2.2.2.2.1CDifferent in character. In NCC, the rule addresses to the operator, not to the PIC. For low visibility operations (LVO), it is the competent authority as established by Annex V (Part-SPA).
2.2.2.2.1.1CPartially implemented. The CVS does not receive operational credits. Reg (EU) )965/2012 currently allows only operational credits for HUDs and EVS.
2.2.3.4.3CPartially implemented. NCC.OP.150, NCC.OP.180: No margin defined for destination aerodrome, but margin defined in NCC.OP.151 and NCO.OP.140 for alternate aerodromes. NCO.OP.160: margin not defined.
2.2.3.5BOther means of compliance.
2.2.3.6.1CPartially implemented. Part NCO allows for lower criteria for VFR Ato-A flights when remaining in sight of the aerodrome/landing site.
2.2.3.7.1AEU rules do not allow embarking, on board or disembarking of passengers while refuelling with AVGAS or wide-cut type fuel or a mixture of these fuel types.
2.2.4.6.1CPartially implemented. Fully implemented for NCC. An alleviation is available for NCO operations.
2.2.4.7.1BOther means of compliance. Part-NCC and Part-NCO do not define final reserve fuel as such.
2.2.4.7.2CPartially implemented with the SERA requirements. SERA includes the declaration of MINIMUM FUEL.
2.2.4.7.3CPartially implemented with the requirements in SERA.
2.2.4.8.2COther means of compliance. European regulation allows acceptable deviations under the conditions of radar vectoring by ATC or when obstacle clearance can be observed.
2.3.1.1BDifferent in character. The State of the Operator is the competent authority for NCC operators and NCO operators operating aircraft registered in a third country.
2.4.2.2CPartially implemented. ELA1 aeroplanes, i.e. aeroplanes with a Maximum Take-off Mass (MTOM) of 1200 kg or less that are not classified as complex motor-powered aircraft, are exempt from the hand fire extinguisher requirement in NCO.IDE.A.160.
2.4.2.3CPartially implemented. Only for Large Aeroplanes Initial CofA after 18 Feb 2020 (lavatory) and 18 May 2019 (portable).No reference for Part-NCO, as it is very unlikely that an NCO aircraft has a lavatory.
2.4.3.2BOther means of compliance.
2.4.11.2CNot implemented.
2.4.11.3CNot implemented.
2.4.12.3CPartially implemented. NCO.IDE.A.170 (a) (3): a survival ELT (ELT(S)) or a personal locator beacon (PLB), carried by a crew member or a passenger, is authorised when certified for a maximum passenger seating configuration of six or less.
2.4.15.1CPartially implemented. Reg. (EU) 965/2012 does not contain rules for SVS and CVS.
2.4.15.2CPartially implemented.CVS does not receive operational credits.
2.4.16CPartially implemented. There is no flight recorder carriage requirement in Part-NCO.
2.4.16.1.1.1CPartially implemented. There is no flight recorder carriage requirement in Part-NCO.
2.4.16.1.1.2CNCC.IDE.A.165 is applicable to aeroplanes with Cof A issued on or after 1 January 2016.
2.4.16.1.1.3CNCC.IDE.A.165 is applicable to aeroplanes with CofA issued on or after 1 January 2016.
2.4.16.1.2CPartially implemented FDR is required for large aeroplanes for which application for TC is after 2023. FDR, ADRS, AIR or AIRS is recommended for light aeroplanes first issued with an individual CofA on or after 1 January 2016.
2.4.16.2.1CNot implemented. There is no flight recorder carriage requirement in Part-NCO.
2.4.16.2.2CPartially implemented. It is only applicable to aeroplanes first issued with an individual CofA on or after 1 Jan 2016, and all modern models of CVR are solid-state.
2.4.16.3.1.1CNot implemented in Part NCO.
2.4.16.3.1.3CNot implemented in Part NCO.
2.4.16.3.3BNCC.IDE.A.170 pt. (a)(3) requires recording ‘information on the time and priority of data link messages’.
2.4.16.4.5CNot implemented. It is not required that the FDR documentation is in electronic format.
2.4.1.17.2.2CDifferent in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria.
2.4.1.17.3CDifferent in character.For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria.
2.4.18CThis requirement is not defined but implemented.
2.5.1.7CDifferent in character For operators using third-country registered aircraft, the State of Operator shall establish those criteria.
2.5.1.8CDifferent in character For operators using third-country registered aircraft, the State of Operator shall establish those criteria.
2.5.1.9CDifferent in character For operators using third-country registered aircraft, the State of Operator shall establish those criteria.
2.5.2.3BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.4BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.5BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.6BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.7BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.8BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.9BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.2.10CPartially implemented. Rules require to monitor the aircraft height keeping performance, but not in a specific interval.
2.5.3.3BDifferent in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft.
2.5.3.4BDifferent in character The State of Operator is the competent authority for operators using third-country registered aircraft.
2.5.3.5BDifferent in character The State of Operator is the competent authority for operators using third-country registered aircraft.
2.6.1.1CPartially implemented. Risk assessment when approving a maintenance programme not based on the type certificate holder's maintenance recommendations not addressed.
2.6.2.2ARetaining periods exceed requirements
2.6.4.2CPartially implemented. Maintenance and release to service by a person can be performed by Part-MF, or Part-CAO or by a pilot/owner after limited pilot/owner maintenance
2.7.2.1BDifferent in character. State of Operator instead of State of Registry for the NCC operators and NCO operators of third-country registered aircraft.
2.8.1BDifferent in character. State of Operator instead of State of Registry for the NCC operators and NCO operators of third-country registered aircraft.
2.9.1CPartially implemented.National rules apply.Reg. (EC) No 300/2008 does not contain references to pilot-in-command responsibilities related to the security of aircraft.
Chapter 3 Applicability3.1.2CLess protective Definition of complex motor-powered aeroplane includes aeroplanes only with a MOPSC of more than 19.
3.4.2.1.1BDifferent in character. The EU system has the State of Operator instead of State of Registry as the Competent Authority.
3.4.2.1.2BOther means of compliance. EU rules provide for the cooperative oversight of activities of operators established or residing in another EU member state.Reg. (EC) 300/2008 establishes requirements for inspections by the Commission in cooperation with Member States.
3.4.2.7BDifferent in character. For NCC operators, the State of Operator establishes the criteria instead of the State of Registry. For low visibility operations (LVO), it is the competent authority as established by Annex V (Part-SPA).
3.4.2.8CPartially implemented. Highlevel requirements are included in the Essential Requirements, Annex V to Regulation (EU) 2018/1139..Fatigue requirements for maintenance personnel not addressed.
3.4.3.5.2CPartially implemented. Fuel consumption data as required in (a) is not implemented.
3.4.3.5.3BOther means of compliance. The rules do not break down the amount of fuel by phases of flight.
3.4.3.5.4AReg.(EU) 965/2012 requires a mandatory final reserve fuel (FRF) of 30 minutes (VFR by day) or 45 minutes (VFR by night and IFR).
3.4.3.6.2BOther means of compliance. Part-NCC does not define final reserve fuel as such. Instead NCC.OP.130 gives the amount of minutes for the required final reserve fuel.
3.4.3.6.3CPartially implemented with the SERA requirements.
3.4.3.6.4CPartially implemented with the SERA requirements.
3.4.3.6.5CPartially implemented with the SERA requirements.
3.4.3.7.1CNot implemented. Part-NCC does not provide such a requirement.
3.4.3.7.1AEU rules do not allow embarking, on board or disembarking of passengers while refuelling with AVGAS or wide-cut type fuel or a mixture of these fuel types.
3.5.2.3BDifferent in character. For NCC operators, the State of Operator establishes the criteria instead of the State of Registry.
3.6.1.1BDifferent in character In the EU system, the State of Operator is responsible for approving the MEL.
3.6.3.1.1.1CPartially implemented.Carriage of a flight data recorder is required only for aeroplanes first issued with an individual CofA on or after 1 January 2016.
3.6.3.1.1.2CPartially implemented.Carriage of a flight data recorder is required only for aeroplanes first issued with an individual CofA on or after 1 January 2016.
3.6.3.1.1.3CPartially implemented. Carriage of a flight data recorder is required only for aeroplanes first issued with an individual CofA on or after 1 January 2016.
3.6.3.2.1.1ANCC.IDE.A.160 (a)(2) is applicable to aeroplanes for which the type certificate is issued after 1 January 2016, while this criteria is the date of submission of the application for a type certificate.
3.6.3.2.1.2CPartially implemented. NCC.IDE.A.160(a)(1) only requires a CVR for aeroplanes above 27 000 kg MCTOM which were first issued with an individual CofA on or after 1 Jan 2016.
3.6.3.2.1.3CPartially implemented. NCC.IDE.A.160(a)(1) and (2) only requires a CVR for aeroplanes that were first issued with an individual CofA on or after 1 Jan 2016 (see (a)(1)) or for which a type certificate was first issued on or after 1 Jan 2016 (see (a)(2)).
3.6.7.0.2BOther means of compliance.
3.6.8.2.1CPartially implemented. The European regulatory system only requires it when the individual CofA was issued after 31 December 1980.
3.6.9.1AEuropean Regulatory system requires ACAS II for turbine engine aeroplanes with an MCTOM of more than 5700 kg or MOPSC of more than 19.
3.8.1.2CPartially implemented.
3.8.2.1CPartially implemented.
3.8.3.1CPartially implemented. Part-M Subpart G, Part-CAMO and Part-CAO do not observe Human Factors principles in the design of the Maintenance Programme.
3.8.3.2CPartially implemented.EU requirements do not explicitly describe that ‘Copies of all amendments shall be furnished promptly to all organizations or persons to whom the manual has been issued.
3.8.3.2AFor the transmission of the information as per Annex 8 there is no alleviation related to MTOW – required from all aeroplanes’ owners.
3.8.5.2CPartially implemented. Pilot-owner authorisation does not comply with the requirement that a person shall be appropriately licensed in accordance with Annex 1.
3.9.4.2BOther means of compliance.Reg (EU) 965/2012 does not include this requirement for pilots flying on non-commercial flights (NCC, NCO).
3.9.4.3BOther means of compliance.Reg (EU) 965/2012 does not include this requirement for pilots flying on non-commercial flights (NCC, NCO).
3.10.0.1CNot implemented. The human factor element of training is not specifically mentioned in ORO.GEN.110.
Annex 6 - Operation of Aircraft
Part III - (7th edition)
NIL
Annex 7 - Aircraft Nationality and Registration Marks (Amendment 6)NIL
Annex 8 - Airworthiness of Aircraft (Amendment 10611th edition)NIL
Part I. Definitions1.0.4BThe term is not defined. However, reference is made to 'anticipated operating conditions' and 'anticipated flight conditions for the operational life of the aircraft' in the Annexes which are then further elaborated in the CS and AMC.
1.0.9CThe term is not defined.
1.0.28BThe EU definition excludes pre flight inspections, having a separate definition.
1.0.35BTerm is used for operations and not airworthiness. For type certification, performance is related to Category A.
1.0.36BTerm is used for operations and not airworthiness. For type certification, performance is related to Category A.
1.0.37BTerm is used for operations and not airworthiness. For type certification, performance is related to Category B
1.0.47AReliance is placed on the ICAO definition
1.0.48CNot defined
Part II. Procedures for Certification and Continuing Airworthiness1.1AChapter 1 b): Cut off and end dates are prescribed for the phasing out of halon.
1.2.6ACut off dates and end dates are prescribed by Regulation No 1005/2009 for the phasing out of Halons.For cargo compartment, Regulation No 1005/2009 provides a cut off date of end 2018 against 28 November 2024 (chapter 1.1 of this Annex).
1.2.7ACut off dates and end dates are prescribed by Regulation No 1005/2009 for the phasing out of Halons.For cargo compartment, Regulation No 1005/2009 provides a cut off date of end 2018 against 28 November 2024 (chapter 1.1 of this Annex).
1.5.4CNot implemented. Process is not established.
1.6.2CProcess is not established.
Part II. Chapter 3 Certificate of Airworthiness3.3.1CEASA form only describes categories and not permitted operations.
3.6.1BAssessment also allowed by DOA under procedure agreed with the Agency.
3.6.3BEASA Permit to Fly (including flight conditions) may be issued by an approved DOA.
Part II. Chapter 4 Continuing Airworthiness4.2.3.3CProcess is not regulated.
4.2.3.4CProcess is not regulated.
Part II. Chapter 6 Maintenance Organization Approval6.2.2CSMS not implemented for maintenance organisations
6.2.4CSMS not implemented for maintenance organisations. There is a rule making action to include it in Part 145 organisations.
6.2.5AEU Regulation also considers small changes controlled by the organisation through procedures approved by the competent authority.
6.3.3BPart 145 does not provide for a direct requirement for distribution of the manual to the end users, however the paragraphs 145.A.70 (b) and AMC 145.A.70 (3) (5) have that objective. Same for M.A.604.
6.4.1AMaintenance organisations are additionally required to control specialized services and to ensure procedures to minimize the risk of multiple errors and capture errors on multiple systems.
6.4.2CNo Difference in Part 145 but Subpart F covers organisational reviews, which is only a light version of a quality assurance system. CAO have independent quality assurance system except if it is considered small CAO, then an organisational review is enough.
6.5.2AEU Regulation adds that the maintenance data has to be current and tools and equipment controlled and calibrated.
6.6.1AEU Regulation adds details of his/her responsibilities
6.6.3BThe regulation has different levels of detail in regards to the different maintenance organisations. Part 145 is very detailed, Subpart F and CAO is less detailed, but the process covers the different aspects of the standard.
6.6.4B145.A.30 (d), (g), (h) M.A.606 (d), (g)CAO.A.035 (d)CAO.A.040 (a), (b), (c )Art 5 (6) Reg. (EU) 1321/2014
6.6.5CHuman performance not covered in Subpart F nor CAO
6.7.1APart 145 requires to keep also subcontractor’s release documents.
6.7.2AEU Regulation requires 3 years.
6.8.2AEU Regulation includes the limitations to airworthiness or operations, if any. For components a specific form is required (EASA Form 1).
Part III. A Chapter 2 Flight2.2.3CScheduling of landing distance with runway slope is not required. Performance is not scheduled for variations in water surface conditions, density of water and strength of current.
Part III. A Chapter 3 Structure3.4CCS 25 and CS 23 do not contain specifications for water loads.
Part III. A Chapter 4 Design and Construction4.1CThe added sentence “They shall also observe human factors principles” is not fully complied with.
4.1.6CLess protective for paragraphs (b), (g), (h) and (i). Protection against explosive and incendiary devices was not requested in the applicable airworthiness codes (JAR 25, CS 25) effective within the time span of the applicability of this provision of Part IIIA (from 12 March 2000 until 2 March 2004).
Part III A Chapter 8 Instrument and equipment8.1CThe sentence 'shall observe Human Factors principles' is not fully complied with.
Part III. A Chapter 9 Operating limitations and information9.3.5CImplemented in CS 25 Amdt 9 in 2003. TC after 2003 are compliant with this provision.
Part III. A Chapter 11 Security11.1.0.1CNot covered (except for pilots compartment doors) by the applicable airworthiness codes (JAR 25, CS 25) effective within the time span of applicability of this provision of Part IIIA (from 12 March 2000 until 2 March 2004).
11.2CImplemented in 2010 instead of 2000.
11.4CImplemented in 2010 instead of 2000.
Part III. B Chapter 2 Flight2.2.7CScheduling of landing distance with runway slope is not required. Performance is not scheduled for variations in water surface conditions, density of water and strength of current. Also accountability for worn brakes is covered by CS 25 but not by CS 23.
2.2.7.1CScheduling of landing distance with runway slope is not required. Performance is not scheduled for variations in water surface conditions, density of water and strength of current. Also accountability for worn brakes is covered by CS 25 but not by CS 23. CS.23 and CS.25 have no specifications dedicated to ‘at time of landing performance data’.
2.2.7.2CScheduling of landing distance with runway slope is not required. Performance is not scheduled for variations in water surface conditions, density of water and strength of current. For CS 25 aeroplanes, supplementary take off and landing performance information for operation on runways contaminated with standing water, slush, snow or ice may be provided, but this is not mandatory (see CS and AMC 25.1591).
2.2.7.3CScheduling of landing distance with runway slope is not required. Performance is not scheduled for variations in water surface conditions, density of water and strength of current. For CS 25 aeroplanes, supplementary take off and landing performance information for operation on runways contaminated with standing water, slush, snow or ice may be provided, but this is not mandatory (see CS and AMC 25.1591).
Part III. B Chapter 3 Structure3.1.1CCurrent CS 25/23 does not mandate the provision of structural repair manuals.
3.1.2CHazardous not specifically addressed in relation to fatigue.
3.7COnly bird impact on windshield is required for CS 23 Commuter. Certification with ditching provisions is not required per CS 23 and CS 25. Some ditching design provisions are provided in CS 25 (25.801), which include investigating the probable behaviour of the aeroplane in a water landing. However these provisions are applicable only under request if the applicant seeks certification for ditching. CS 23 does not include equivalent ditching provisions.
Part III. B Chapter 4 Design and Construction4.1.1CThe sentence 'consider Human Factors principles' is not fully complied with.
4.2CLess protective for paragraphs (b), (g), (h) and (i). Protection against explosive and incendiary devices was not requested in the CS 25 amendments up to and including amendment 8.
Part IV. A Chapter 2 Flight2.2.2.1CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.2.2CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.3.1CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.3.1.1CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.3.1.2CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.3.1.3CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.3.1.4CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
2.2.3.2C(b) Not covered by CS 27 and 29
2.2.3.3.1CCS 27 and CS 29 address Category A and Category B Helicopters and not class 1, 2 and 3.
Part IV. A Chapter 4 Design and Construction4.1CThe sentence "They shall also observe human factors principles" is not fully complied with.
4.1.6CDe-pressurization not covered
4.1.8BNo explicit design requirement. Reliance is placed on the Instructions for continued airworthiness
Part IV. A Chapter 7 Instruments and Equipment7.1BThe sentence "They shall also observe human factors principles" is not fully complied with.
Part IV. B Chapter 2 Flight2.2.2CReferences are made to 'normal piloting skill' or, in various forms to 'without exceptional piloting skill, alertness, strength, fatigue or strain'.
Part IV. B Chapter 3 Structure3.1.2CCurrent CS 27/29 does not mandate the provision of structural repair manuals.
Part IV. B Chapter 4 Design and Construction4.1.1CNo specific reference to HF principles.
4.6.3CNo requirement to show suitability for the intended operation.
4.7CNot implemented.
Part IV. B Chapter 6 Systems and Equipment6.1.1CNo specific reference to HF.
Part IV. B Chapter 9 Operating Environment and Human Factors9.1CThere are no formal HF requirements addressing design for maintainability.
Part V. A Small AeroplanesChapter 3 Structure3.1CCurrent CS 25/23 does not mandate the provision of structural repair manuals. Hazardous not specifically addressed in relation to fatigue.
Part V. A Chapter 6 Systems and Equipment6.1.5CNot specifically addressed in CS 25 and CS 23. However, EASA Certification Memo (CM SWCEH 001) is guidance for the development assurance of CEH and SW and applied in certification project in Special Conditions. This provides guidance to comply with 6.1.2(a) and 6.1.2(b).
Part V. B Chapter 6 Systems and Equipment6.1.5CNot specifically addressed in CS 25 and CS 23. However, EASA Certification Memo (CM SWCEH 001) is guidance for the development assurance of CEH and SW and applied in certification project in Special Conditions. This provides guidance to comply with 6.1.2(a) and 6.1.2(b).
Annex 9 - Facilitation
(13th edition)
2.7/ Cargo manifest is required 2.8 /Data of gross weight is required 2.13/ Filling of load-sheet is required 2.14/ Use of standard baggage weights is not permitted 2.16/ Filling of load-sheet is required 2.18/ Translation of Spanish language documents is required 3.8/ The visa charge is 1600 HUF which shall be paid in convertible currency according to the daily rate of exchange of the Hungarian National Bank. 3.8.2/ Entrance visas are granted with a maximum validity of six month. Visas obtained at the airport are granted with a maximum validity of one month. 3.20/ To comply with formalities is duty of the passenger or it's representative. 3.23/ Passports and according to agreements visas required for crew members outside of transit area. 3.29/ Presentation of baggage in case of overweight is required. 4.8/ Presentation of such documents is required 4.12/ Inspection of cargo and unaccompanied baggage is being carried out. 4.22/ Private gift packages and trade sample are not exempt from governmental clearance documents. 4.28/ Each item of imported cargo is being examined. 5.2, 5.4/ Presentation of passport is required. 5.11, 5.12, 5.13/ Neither free airports nor free zones have been established. 6.31.1/ No storage facilities are provided.
Chapter 1 Definitions1.0.18BDifferent wording.
1.0.34AMore detailed description of GA activities compared to ICAO provisions definition.
1.0.35BMore detailed in its description, containing and related to all airport ground equipment and facilities. Includes also description of non-discrimination and transparency requirements.
1.0.43BIn the Government Order this definition is partially covered only, it is more related to conditions of establishment and licensing of an international airport
Chapter 3 Entry and Departure of persons and baggage3.64CNo requirement for the card to be machine readable.
3.69CNo layout requirements.
Chapter 4 Entry and Departure of Cargo and other articles4.17.1CSingle Window is not required.
4.17.2CNot implemented.
Chapter 6 International Airports- Facilities and Services for traffic6.1.3CQuarantine services are not included.
6.3CInformation is required just for schedule. 
6.34CQuarantine is not explicitly included.
6.36CQuarantine is not explicitly included.
Chapter 8 Facilitation provisions covering specific subject8.35CIt is recommended to aircraft operators to consider these requirements when deciding on new aircraft.
8.37CThe service is limited to assistance dogs.
8.40AThe status / required help of the affected PAX is based on self-declaration. Assistance is always provided free of charge.
Chapter 9 Passenger data exchange system9.1.1CThere is no API data concerning crew.
9.35AUnder the current European Union legal framework, Member States have to comply with requirements that are in some respects more exacting that those set concerning the transfer of PNR data originated in the Union to Contracting States that are not Member States of the European Union. In this context, the current language of the Standard 9.35 is, from the perspective of the European Union and its Member States, not sufficiently clear in legal terms in expressing that the Union Member States are not precluded from imposing those requirements notwithstanding Standard 9.35. For this reason, Hungary considers that the present difference should be notified in order to allow it to apply legal requirements to PNR data transfers to Contracting States that are not Members of the European Union, which are in some respect more exacting, without undermining the SARPs. I the absence of the possibility of ensuring compliance with such requirements, therefore, transfers by air carriers cannot take place in accordance with Union law.
Annex 10 - Aeronautical Telecommunications
Volume I - (6th edition)
Volume II - (6th edition)
Volume III - (2nd edition)
Volume IV - (5th edition)
Volume V - (3rd edition)
NIL
Annex 11 - Air Traffic Services
(Amendment 52)
Chapter 2 General2.6.1BExemption possibility. Implementing Regulation (EU) No 923/2012 paragraph SERA.6001 allows aircraft to exceed the 250 knot speed limit where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed.
2.26.5AImplementing Regulation (EU) No 923/2012 SERA.3401(d)(1) differs from ICAO Annex 11, standard 2.25.5 by stating that

“Time checks shall be given at least to the nearest minute”.
Chapter 3 Air Traffic Control Service3.3.4BNew provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.8005(b), specifies:

“(b) Clearances issued by air traffic control units shall provide separation:
(1) between all flights in airspace Classes A and B;
(2) between IFR flights in airspace Classes C, D and E;
(3) between IFR flights and VFR flights in airspace Class C;
(4) between IFR flights and special VFR flights;
(5) between special VFR flights unless otherwise prescribed by the competent authority;
except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed under (b) above in airspace Classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3050 m (10000 ft) during climb or descent, during day in visual meteorological conditions.
3.7.3.1AImplementing Regulation (EU) No 923/2012, paragraph SERA.8015, specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1 of the text in bold):

“(e) Read-back of clearances and safety-related information
  • (1) The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:
    • (i) ATC route clearances;
    • (ii) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and
    • (iii) runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and
    • (iv) transition levels, whether issued by the controller or contained in ATIS broadcasts.”

Implementing Regulation (EU) No 923/2012, paragraph SERA.8015(e)(2), specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1.1 of the text in bold):

“(2) Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.”
3.7.3.1.1A(EU) No 923/2012, paragraph SERA.8015(e) (2)  Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.
3.CNew provision. Implementing Regulation (EU) No 923/2012, paragraph SERA.5010, specifies:

SERA.5010 Special VFR in control zones

Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance. Except when permitted by the competent authority for helicopters in special cases such as medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied:
  • (a) by the pilot:
    • (1) clear of cloud and with the surface in sight;
    • (2) the flight visibility is not less than 1500 m or, for helicopters, not less than 800 m;
    • (3) at speed of 140 kts IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and
  • (b) by ATC:
    • (1) during day only, unless otherwise permitted by the competent authority;
    • (2) the ground visibility is not less than 1500 m or, for helicopters, not less than 800 m;
    • (3) the ceiling is not less than 180 m (600 ft).
Annex 12 - Search and Rescue
(8th edition)
NIL
Annex 13 - Aircraft Accident and Incident Investigation
(10th edition)
NIL
Annex 14 - Aerodromes
Volume I - (Amendment 15)
Chapter 1 Definitions1.2.1AResponsibilities are clearly addressed throughout the rules. It was found that this provision could not be transposed as such.
1.2.3CThe specifications of Chapter U of the CS, transpose paragraphs 2.1.2 and 2.3.2 of Appendix 1 of Annex 14 as guidance material. To be reviewed under RMT.0591; CS Issue 5;
1.3.2CThe specification has not yet been transposed.
1.3.3.1CThe specification has not yet been transposed.
1.3.3.2CThe specification has not yet been transposed.
1.4.1BThe 2018/1139/EU reg. has a different applicability scope.
1.4.2BThe 2018/1139/EU reg. has a different applicability scope.
Chapter 2 Aerodrome Data2.1.2CThe specification has not yet been transposed.
2.1.3CThe specification has not yet been transposed.
2.1.4CThe specification has not yet been transposed.
2.2.2CThe specification has been transposed as guidance material.
2.2.3CThe specification has been transposed as guidance material.
2.3.1CThe specification has been transposed as guidance material.
2.3.2CThe specification has been transposed as guidance material.
2.3.3CThe specification has been transposed as guidance material.
2.4.1CThe specification has been transposed as guidance material.
2.4.2CThe specification has been transposed as guidance material.
2.5.1CThe specification has been transposed as guidance material.
2.5.2CThe specification has been transposed as guidance material.
2.5.3CThe specification has been transposed as guidance material.
2.5.4CThe specification has been transposed as guidance material.
2.6.2CThe specification has been transposed as guidance material.
2.6.3CThe specification has been transposed as guidance material
2.6.4CThe specification has been transposed as guidance material
2.6.5CThe specification has been transposed as guidance material
2.6.6CThe specification has been transposed as guidance material
2.6.7CThe specification has been transposed as guidance material
2.6.8CThe specification has been transposed as guidance material
2.7.1CThe specification has been transposed as guidance material
2.7.2CThe specification has been transposed as guidance material
2.7.3CThe specification has been transposed as guidance material
2.9.2CThe specification has been transposed as guidance material.
2.9.5CThe specification has been transposed as guidance material.
2.9.6CThe specification has been transposed as guidance material.
2.9.7CThe specification has not been transposed.
2.9.8CThe specification has been transposed as guidance material.
2.9.9CThe specification has been transposed as guidance material.
2.9.10CThe specification has not been transposed.
2.10.1CThe specification has been transposed as guidance material.
2.10.2CThe specification has been transposed as guidance material.
2.11.1CThe specification has been transposed as guidance material.
2.11.2CThe specification has been transposed as guidance material.
2.11.3CThe specification has been transposed as guidance material.
2.11.4CThe specification has been transposed as guidance material.
2.12CThe specification has been partially transposed. The transposed specification is in Guidance Material.
Chapter 3 Physical Characteristics3.1.2CThe specification has been transposed as guidance material.
3.1.3.1CThe specification has been transposed as guidance material.
3.1.4.1CThe specification has been transposed as guidance material.
3.1.6CThe specification has been partially transposed. The transposed specification is in Guidance Material.
3.1.7.1CThe specification has been transposed as guidance material.
3.1.8.1CThe specification has not yet been transposed.
3.1.9.1CThe specification has been partially transposed as Guidance Material.
3.1.12CPart of the specification related to the minimum distance for independent parallel approaches has not been transposed, or does not reflect the intent of the specification.
3.1.17CThe note regarding the case of intersecting runways where additional criteria are to be used for ensuring the necessary unobstructed line of sight has not been transposed.
3.1.23CThe minimum friction level has not been defined.
3.1.24CThe specification has been transposed as Guidance Material.
3.2.1BThe relevant specification foresees that a runway shoulder needs to be provided only if the OMGWS is between 9m up to but not including 15m.
3.3.1CThe provision of the runway turn pad is conditional due to the inclusion of the words "if required" in the CS.
3.3.2CThe provision of the runway turn pad is conditional due to the inclusion of the words "if required" in the CS.
3.3.12AThe case of the "most demanding" aircraft is considered in the CS.
3.4.7AThe certification specifications contains higher values for certain runway types.
3.4.12CThe specification has been transposed as guidance material, which does not address the necessary areas.
3.5.12CThe specification has been transposed as Guidance Material.
3.6.3AThe current certification specification contains a higher value for certain types of runways.
3.6.5CThe specification has been transposed as Guidance Material.
3.8.1CThe provision of radio altimeter operating area is conditional for CAT I runways.
3.8.4CThe specification has been transposed as Guidance Material.
3.9.1CThe specification has been transposed as Guidance Material.
3.9.2CThe specification has been transposed as Guidance Material.
3.9.7CThe specification has been partially transposed as Guidance Material.
3.9.9.1CParagraph (c) of the CS gives the possibility for different slopes, under given conditions.
3.9.12CThe specification provides for a "suitable" strength.
3.12.1CThe CS does not foresee when holding bays are to provided.
3.12.6BThe current certification specification does not clarify the intent of the specification with respect to the inner transitional surface.
3.12.8CThe provision has been transposed as GM.
3.13.2CThe provision has been transposed as GM.
3.13.6CThe specification contains another 2 cases where deviation from the clearance distances may be applied. The relevant GM foresees reduction of the clearances for code letter C aircraft stands which is not foreseen in the CS.
3.14.2CThe specification has been partially transposed as Guidance Material.
3.15.2CPart of the specification related to the drainage arrangements has not been transposed.
3.15.4CThe specification has been transposed as Guidance Material.
3.15.6CThe specification has been transposed as Guidance Material.
3.15.7CThe part of the specification regarding maximum longitudinal slopes and transverse slopes has not been transposed.
3.15.11CThe specification has not been transposed.
Chapter 4 Obstacle Restrictions and Removal4.2.14CThe specification has been transposed as Guidance Material.
4.2.16AFor code F aeroplanes, the width of the inner approach surface and the length of the inner edge of the balked landing surface are increased to 140m, irrespective of the type of avionics (Table J-1).
4.2.23AThe CS addresses also the case of runways with clearways.
4.2.24CThe specification has been transposed as Guidance Material.
4.2.26CThe specification has been transposed as guidance material, which additionally does not foresee the limitation of new objects.
4.3.1CThe provision does not foresee the consultation with the "appropriate authority", neither refers to an aeronautical study/safety assessment.
Chapter 5 Visual Aids for Navigation5.1.1.4CThe specification has been transposed as Guidance Material.
5.1.3.2CParagraph (c) has not yet been transposed, and part of the specification has been transposed as guidance material.
5.1.4.1CThe specification has been transposed as Guidance Material.
5.1.4.2CThe specification has been transposed as Guidance Material.
5.1.4.3CThe specification has been transposed as Guidance Material.
5.2.1.7CThe specification has been transposed as Guidance Material.
5.2.4.10CThe notes of the specification have not yet been transposed.
5.2.8.3BTaxiway centre lines are meant to be provided.
5.2.8.4CParagraph (a) of the CS does not ensure that an enhanced taxiway centreline is provided when necessary.
5.2.10.5CThe specification has not yet been transposed.
5.2.10.7CThe specification has not yet been transposed.
5.2.13.2CThe specification has not yet been transposed.
5.2.13.5CThe part of the specification regarding the case that it is difficult to identify which stand marking to follow, has not been transposed.
5.2.13.10BThe CS requires the designation of the appropriate aircraft types.
5.2.16.1CThe specification has been transposed in such a way that the non-installation of the mandatory instruction marking is not subject to the impracticability to do so.
5.2.16.5CThe specification has been transposed as Guidance Material.
5.2.17.2CThe specification has been transposed as Guidance Material.
5.2.17.3CThe specification has been transposed as Guidance Material.
5.2.17.4CThe specification has been transposed as Guidance Material.
5.2.17.5CThe specification has been transposed as Guidance Material.
5.2.17.8BThe height of the characters conforms to that of the mandatory instruction signs.
5.3.3.3CThe specification has been adopted so that at least 2 conditions (instead of 1) should exist for the aerodrome beacon to be provided.
5.3.3.6CThe part of the specification related to the coloured flashes of the beacons has not been transposed.
5.3.5.2AThe CS are limited only to the PAPI-APAPI systems thus they are considered more demanding.
5.3.5.3AThe CS are limited only to the PAPI-APAPI systems thus they are considered more demanding.
5.3.5.6CThe specification has been transposed as Guidance Material.
5.3.5.7AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.8AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.9AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.10AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.11AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.12AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.13AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.14AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.15AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.16AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.17AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.18AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.19AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.20AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.21AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.22AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.23AThe CS are limited only to PAPI-APAPI systems thus they are considered more demanding.
5.3.5.44CThe CS foresees one more case where an object or an extension to an existing object may penetrate the obstacle protection surface.
5.3.5.45CThe CS does not foresee the removal of existing objects as prescribed in the specification.
5.3.7.6CThe specification has been transposed as Guidance Material.
5.3.8.1CThe specification has been transposed in a way that does not ensure its implementation.
5.3.12.2CThe specification has been transposed as Guidance Material.
5.3.12.4CThe specification has been transposed as Guidance Material.
5.3.15.1CThe specification has been transposed as guidance material, and the CS does not ensure the availability of the system.
5.3.15.2CThe specification has been transposed as Guidance Material.
5.3.17.13AParagraph (a) of the specification has not been transposed.
5.3.19.2CThe specification foresees that the lights may not be provided under certain conditions.
5.3.20.1AA stop bar is to be provided when the runway is intended to be used with an RVR less than 550m.
5.3.20.4CThe part of the specification with regard to the location of additional lights has been transposed as Guidance Material.
5.3.20.6CThe specification has been transposed as Guidance Material.
5.3.20.8CThe specification has been transposed as Guidance Material.
5.3.22.1CParagraph (a) of the CS describes only the purpose of the lights, while paragraph (b) of the CS does not ensure the provision of the lights.
5.3.23.5CThe current certification specifications do not address this provision.
5.3.23.6CThe current certification specifications do not address this provision.
5.3.23.7CThe current certification specifications do not address this provision.
5.3.23.8CThe current certification specifications do not address this provision.
5.3.23.11BThe current certification specifications do not address this provision.
5.3.24.1CThe provision of floodlighting on de-icing/anti-icing facilities is conditional, without established criteria. In addition, Certain apron types are excluded.
5.3.25.10CThe CS foresees that such alignment is preferable.
5.3.25.15CThe CS foresees that such usability is preferable.
5.3.28.1AA road-holding position light is to be provided when the runway is to be used with RVR below 550m.
5.3.29.4CThe current certification specifications do not address this provision.
5.3.29.5CThe specification has been transposed as Guidance Material.
5.3.29.7CThe specification has been transposed as Guidance Material.
5.3.29.8CThe specification has been transposed as Guidance Material.
5.4.3.5AThe provision of intersection take off signs is not conditional on "operational need".
5.4.3.24CThe specification does not ensure the installation of the opposite side of the taxiway, and it has been partially transposed as Guidance Material.
5.4.3.35CThe current certification specification does not fully address this provision.
5.4.3.37CThe current certification specification does not fully address this provision.
5.4.5.1CThe specification has been transposed as Guidance Material.
5.4.5.2CThe specification has been transposed as Guidance Material.
5.4.5.3CThe specification has been transposed as Guidance Material.
5.4.5.4CThe specification has been transposed as Guidance Material.
5.4.5.5CThe specification has been transposed as Guidance Material.
5.5.4.3CThe specification has not yet been transposed.
Chapter 6 Visual Aids for Denoting Obstacles6.1.1.4CParagraph (d)(3) of the CS foresees that a medium intensity type A light may also be used.
6.1.1.5CParagraph (e)(2) of the CS foresees that a medium intensity type A light may also be used.
6.1.1.6CParagraph (d)(3) of the CS foresees that a medium intensity type A light may also be used.
6.1.1.7CParagraph (f)(3) of the CS foresees that a medium intensity type A light may also be used.
6.1.1.8CThe CS foresees the exemption from marking and lighting.
6.1.1.9CThe specification has been transposed as Guidance Material.
6.1.1.10CThe specification has been transposed as Guidance Material.
6.1.2.2CThe specification has been transposed as Guidance Material.
6.1.2.3CThe specification has been transposed as Guidance Material.
6.1.2.2.1CThe part of the specification regarding the colour has been transposed as Guidance Material.
6.2.3.2CThe last part of the specification regarding the colour has been transposed as Guidance Material.
6.2.3.18CThe specification has been transposed as Guidance Material.
6.2.3.23BThe GM foresees the possibility to also use low intensity lights.
6.2.3.30CThe part of the specification regarding the colour has been partially transposed as Guidance Material.
6.2.5.11CThe specification has been transposed as Guidance Material.
Chapter 7 Visual Aids for Denoting Restricted Use Areas7.2.2CThe specification has been transposed as Guidance Material.
Chapter 8 Electrical Systems8.1.9CThe specification has been transposed as Guidance Material.
8.1.10CEssential security lighting and essential equipment and facilities for the aerodrome responding emergency services, are not covered by the CS.
8.1.11CThe specification has been transposed as Guidance Material.
Chapter 9 Aerodrome Operational Services, Equipment and Installations9.1.3CThe specification has been transposed as Guidance Material.
9.1.4AThe specification has not yet been transposed.
9.1.5CThe AMC requires more detailed and precise information with regard to points b) and e) of the ICAO specification.
9.1.6CThe specification has been transposed as Guidance Material.
9.1.7CThe specification has been transposed as Guidance Material, which additionally allows the possibility for a mobile command post not to be provided.
9.1.8CThe specification has been transposed as Guidance Material.
9.1.9CThe specification has been transposed as Guidance Material.
9.1.10CThe specification has been transposed as Guidance Material.
9.1.11CThe specification has been transposed as Guidance Material, which additionally allows the possibility for communication systems not to be provided.
9.1.13AThe AMC does not foresee the possibility of modular tests in the first year and a full emergency exercise at intervals not exceeding 3 years.
9.1.15CThe specification has been transposed as Guidance Material.
9.2.2CThe AMC does not foresee the provision of specialist fire-fighting equipment appropriate to the hazard and risk.
9.2.4CThe AMC uses the principles contained in 9.2.5 and 9.2.6 for establishing the level of protection for an aerodrome; however paragraph (c ) of the AMC allows the reduction of the required level of protection.
9.2.16CThe wording of the AMC does not ensure that supplementary water supplies are to be provided.
9.2.21CThe specification has not yet been transposed.
9.2.29CThe AMC does not include a certain response time to be achieved. In addition, the notes regarding the response time have not been fully transposed.
9.2.31BThe AMC foresees the arrival of vehicles, other from the 1st responding vehicle, by taking into account the time that this 1st vehicle should respond.
9.2.32BThe AMC foresees the arrival of vehicles, other from the 1st responding vehicle, by taking into account the time that this 1st vehicle should respond
9.2.34CThe specification has been transposed as Guidance Material.
9.2.35CThe specification has been transposed as Guidance Material.
9.2.36CThe specification has been transposed as Guidance Material.
9.2.45CThe specification has been transposed as Guidance Material.
9.3.1CThe specification has been transposed as Guidance Material.
9.3.2CThe specification has been transposed as Guidance Material.
9.4.4CThe specification has not been fully transposed.
9.5.1CThe specification has been transposed.
9.5.2CThe specification has been transposed.
9.5.3CThe specification has been transposed.
9.5.4CThe specification has been transposed.
9.5.5CThe specification has been transposed.
9.5.6CThe specification has been transposed.
9.5.7CThe specification has been transposed.
9.6.1CThe specification has been transposed.
9.6.2CThe specification has been transposed.
9.7.1CThe specification has been transposed.
9.7.2CThe specification has been transposed.
9.7.3CThe specification has been transposed.
9.7.4CThe part of the specification regarding compliance of the drivers with the instructions given has not yet been transposed.
9.7.5CThe specification has been transposed.
9.8.3CThe specification has been transposed.
9.8.7CThe specification has been transposed as Guidance Material.
9.8.8CThe specification has been transposed as Guidance Material.
9.9.4CIn addition to the cases foreseen in the relevant specification, the CS allows the presence of equipment/ installations also after a safety assessment regarding safety and regularity.
9.9.5AThe current certification specification is more demanding with regard to the installation of objects for certain runway types.
9.10.4CThe CS defines the distance with relation to runway and taxiway centreline, as opposed to the movement area and other facilities of the aerodrome.
9.10.5CThe specification has been transposed as Guidance Material.
9.11.1CThe specification has not yet been transposed.
Chapter 10 Aerodrome maintenance10.1.2CThe specification has been transposed as Guidance Material.
10.2.3CThe minimum friction level has not been defined. Only guidance material has been provided.
10.2.4CThe specification has not been transposed.
10.2.7CThe specification has been partially transposed as Guidance Material with regard to the definition of the minimum friction level, which has not been defined.
10.2.8CThe specification has been transposed as guidance material.
10.2.10CThe specification has not yet been transposed.
10.3.5CThe specification has not yet been transposed.
10.4.2CThe specification has not yet been transposed.
10.4.3CThe specification has not yet been transposed.
10.4.5CThe specification has not yet been transposed.
10.5.1CNotes 2 and 3 have not yet been transposed.
10.5.3CThe specification has not yet been transposed.
10.5.4CThe specification has not yet been transposed.
10.5.5CThe specification has not yet been transposed.
10.5.6CThe specification has not yet been transposed.
10.5.8AThe CS applies for taxiway operations under 550m RVR.
10.5.9AThe CS applies for taxiway operations under 550m RVR.
10.5.13CThe specification has not yet been transposed.
Annex 14 - Aerodromes Volume II (Amendment 9)
Chapter 1 Definitions1.2.1CThe specification applies only to surface level VFR heliports or parts thereof located at aerodromes falling in the scope of Regulation (EU) 2018/1139. Responsibilities are addressed throughout the rules, however it was found that this provision could not be transposed as such.
1.2.2CThe specifications apply only to surface level VFR heliports or parts thereof located at aerodromes falling in the scope of Regulation (EU) 2018/1139. The EU and Member States’ national regulations do not apply exclusively to heliports intended to be used by helicopters in international civil aviation.
1.2.3CThe specification applies only to surface level VFR heliports or parts thereof located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
Chapter 2 Heliport Data2.2.CThe specification has not been transposed in Regulation (EU) 139/2014.
2.3.CThe specification has not been transposed in Regulation (EU) 139/2014.
2.4.CThe specification has not been transposed in Regulation (EU) 139/2014.
2.5.CThe specification has not been transposed in Regulation (EU) 139/2014.
2.6.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
Chapter 3 Physical Characteristics3.1.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
3.2.CThe specification has not been transposed.
3.3.CThe specification has not been transposed.
Chapter 4 Obstacle Environment4.1.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
4.1.5.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139The specification does not require an approval by the authority for the origin of the inclined plan for the case of performance class 1 helicopters.
4.2.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
4.2.4.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139. The specification introduces an additional case (regularity of operations) in which, following a safety assessment, penetration of the OLS is permitted.
4.2.7.CThe specification does not foresee that a “surface-level heliport shall have at least one approach and take-off climb surface”. The specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
Chapter 5 Visual Aids5.1.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.2.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.2.7.1.CThe specifications do not require the actual provision of an aiming point marking. The specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.3.CThe specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.3.3.1.CThe specification has been transposed in such a manner that does not ensure that an approach lighting system is provided where needed The specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.3.4.1.CThe specification has been transposed in such a manner that does not ensure that a flight path alignment guidance lighting system is provided where needed The specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.3.5.1.CThe specification has been transposed in such a manner that does not ensure that a visual alignment guidance system is provided where needed. Additionally, the conditions under which such a system should be provided have been transposed as guidance material. The specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
5.3.6.1.CThe specification has been transposed in such a manner that does not ensure that a visual alignment guidance system is provided where needed. Additionally, the conditions under which such a system should be provided have been transposed as guidance material. The specification applies only to surface level VFR heliports or parts therefore located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
Chapter 6 Heliport Emergency Response6.1.CThe specification applies only to surface level VFR heliports or parts thereof located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
6.2.CThe specification applies only to surface level VFR heliports or parts thereof located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
6.2.1.1.CThe level of protection is determined on the basis of the characteristics of the aeroplanes using the aerodrome. The specification applies only to surface level VFR heliports or parts thereof located at aerodromes falling in the scope of Regulation (EU) 2018/1139.
Annex 15 - Aeronautical Information ServicesNIL
Chapter 1 Definitions1.1.48CNo definition.
1.1.49CNo definition.
1.1.78CThe adopted definition covers only the case of aeronautical data.
1.1.104BThe definition is based on that of data traceability.
1.1.105BThe definition is different in wording but the intent is the same.
1.1.106BThe wording of the definition is different but the intent is the same.
1.2.1.2CThe recommendation has not been transposed.
1.2.2.3CThe standard has been transposed in a manner that does to specify when a geoid model, other than EGM 96, may be used.
1.3.3CThe recommendation has not been transposed.
1.3.4CThe standard has been transposed in a manner that does not specify the conditions for the use of ICAO abbreviations.
Chapter 2 Responsibilities and functions2.1.3CThe first sentence of the standard has not been transposed.
2.2.1CThe standard has been transposed in a manner that does not take into account all the elements of the ATM community.
2.2.2BAeronautical data and aeronautical information are not explicitly required to be provided as aeronautical information products.
2.2.3BProvision of 24- hour NOTAM origination/issuance and pre-flight information is ensured.
2.2.4CThe standard has been transposed as guidance material (GM1 AIS.OR.105(3))
2.2.5CThe standard has not been transposed.
2.2.7CThe standard has been transposed in a manner that does not explicitly cover the AIS providers of other States.
2.3.1CThe standard has not been transposed.
2.3.2CThe recommendation has not been transposed.
2.3.3CThe standard has not been transposed.
2.3.5CThe standard has not been transposed.
2.3.6CThe standard has not been transposed.
2.3.7CThe recommendation has not been transposed.
2.3.8CThe standard has not been transposed.
2.3.9CThe recommendation has not been transposed.
Chapter 3 Aeronautical information management3.5.2APrinciple transposed; expanded in AMC1 AIS.OR.200 (c).
3.6.8ADetailed EU rules are applicable for the quality management system.
3.7.1AMore detailed requirements are applicable.for human factor considerations.
Chapter 4 Scope of aeronautical data and aeronautical information4.1.1CThe transposed aeronautical data catalogue does not contain case a).
Chapter 5 Aeronautical information products and services5.1.1AEU Regulations contain more detailed requirements.
5.2.1ATransposed through expanded rule structure stemming from relevant provisions from PANS-AIM.
5.2.3ATransposed and expanded with relevant provisions from PANS-AIM.
5.2.4.1ATransposed and expanded with relevant provisions from PANS-AIM.
5.2.5.1CThe Aerodrome Terrain and Obstacle Chart — ICAO (Electronic) chart is not required to be provided.
5.3.1.1CRewording applied to add "If available, an AIS provider shall ensure that…".
5.3.3.2CThe recommendation has been transposed as guidance material.
5.3.3.3.2CThe standard has been transposed in a manner that makes data provision subject to availability of terrain data.
5.3.3.3.3CThe standard has been transposed in a manner that applies for all aerodromes; however the provision of data depends on data availability.
5.3.3.3.4CThe recommendation has been transposed in a manner that applies for all aerodromes; however the provision of data depends on data availability.
5.3.3.3.5CThe recommendation has not been transposed.
5.3.3.3.6CThe recommendation has not been transposed.
5.3.3.3.9CThe recommendation has not been transposed.
5.3.3.4.4AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.3.3.4.5AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.3.3.4.6AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.3.3.4.7CThe recommendation has not been transposed.
5.3.3.4.8CThe recommendation has not been transposed.
5.3.3.4.9AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.3.3.4.10AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.3.3.4.11CThe recommendation has been transposed as guidance material.
5.3.4.2AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.3.5.2AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.4.1.3CThe recommendation has not been transposed.
5.4.2.4CThe standard has not been transposed.
5.4.2.7CThe recommendation has not been transposed.
5.5.1AThe provision applies for all aerodromes, not just those serving international civil aviation.
5.6.1CThe standard has not been transposed.
Chapter 6 Aeronautical information updates6.2.1ARMZ and TMZ are also addressed under the regulatory provision.
6.2.6CThe recommendation has been transposed as guidance material.
6.3.2.2CThe provisions address the NOTAM issuance but do not cover explicitly all cases of NOTAM origination.
6.3.2.3CThe publication of information through NOTAM about hazardous activities to civil aviation and addressing the specific case of conflict zones is currently not required by EU regulations.
6.3.2.4AA NOTAM is also required to be be originated and issued in the case of unavailability of a runway due to runway marking works or, if the equipment used for those works can be removed, a time lag required for making the runway available.
6.3.3.5CThe standard has not been transposed.
Annex 16 - Environmental Protection
Volume I - (7th edition)
Volume II - (3rd edition)
NIL
Annex 17 - Security (9th edition)NIL
Annex 18 - The Safe Transport of Dangerous Goods by Air
(Amendment 12)
Chapter 1 Definitions1.4BCrew member’ means a person assigned by an operator to perform duties on board an aircraft.' The definition on Reg. (EU) 965/2012 doesn’t restrict it to the flight duty period.    
Chapter 2 General Applicability2.3.AAnnex 18 and the Technical Instructions are applicable through Reg.(EU) 965/2012 to domestic operations. The national authority shall regulate for what is not covered by the rules.    
2.5.1.CEU Member States share the implementation.
Chapter 4 Limitations on the Transport of Dangerous Goods by Air4.2.CSome requirements (i.e. shippers) are not covered under the scope of EU Rules and are implemented by the national authorities.
Chapter 9 Provision of Information9.4.CThe regulation cover just operators.
9.6.1.AThe scope of the information to be notified is specified in the AMC.
9.6.2.AThe scope of the information to be notified is specified in the AMC.
Chapter 12 Dangerous Goods Accident and Incident reporting12.1.CIR (EU) 2015/1018 laying down a list classifying occurrences in civil aviation to be mandatorily reported according to (EU) No 376/2014 is not fully in line with what is stated in the Technical Instructions. Detailed procedures shall be developed by EU MS.
Annex 19 - Safety Management
(Amendment 1)
Chapter 1 Definitions1.7CNo definition.
1.8BThe term is present and recognised in EU rules even if there is no definition.
1.9CNo definition.
Chapter 3 State Safety Management Responsibilities3.3.2.1.C(S)MS not yet implemented for design, manufacture and maintenance organisations in Reg. (EU) 748/2012 and in Annex II to Reg. (EU) 1321/2014).
3.3.2.3.BREMARKS: Reg. (EU) 965/2012 requires all noncommercial operators of complex motor powered aircraft to implement the management system requirements (applicable since 25 August 2016), cf. Art. 1 point (9) of Regulation (EU) 800/2013).
3.3.2.4.BREMARKS: Reg. (EU) 965/2012 requires all noncommercial operators of complex motor powered aircraft to implement the management system requirements (applicable since 25 August 2016), cf. Art. 1 point (9) of Regulation (EU) 800/2013).
3.4.1.2.CRecommendation is addressed in the different regulations, except for initial and continuing airworthiness (Reg. (EU) 748/2012 and Annex II of Reg. (EU) 1321/2014).
3.4.1.3.CRecommendation is addressed in the different regulations, except for initial and continuing airworthiness (Reg. (EU) 748/2012 and Annex II of Reg. (EU) 1321/2014).
Chapter 4 Safety Management Systems4.1.1.CThis is addressed in the different regulations, except for initial and continuing airworthiness (Reg. (EU) 748/2012 and Annex II of Reg. (EU) 1321/2014).
4.1.2.C(S)MS not yet implemented for design, manufacture and maintenance organisations in Reg. (EU) 748/2012 and in Annex II to Reg. (EU) 1321/2014 (see NPA 2019-05).
4.1.5.CNot yet addressed in Annex II to Regulation (EU) 1321/2014 (Part-145).
4.1.6.CNot yet addressed in Regulation (EU) 748/2012 (Part-21).
4.1.7.CNot yet addressed in Regulation (EU) 748/2012 4.1.7 (Part-21).
4.2.BSMS must be acceptable to the State of Operator (SoO), not the State of Registry (SoR). However this is not a difference as in the EU the SoO principle prevails and the EASA standard is high.
DOC 4444 - ATM/501 - PROCEDURES FOR AIR NAVIGATION SERVICES - AIR TRAFFIC MANAGEMENT
Chapter 1010.1.4.1.1.

A unit providing approach control service shall retain control of arriving aircraft until such aircraft have been cleared to the aerodrome control tower and are in communication with the aerodrome control tower. Not more than one arrival shall be cleared to a unit providing aerodrome control service during IMC, except when the aerodrome control service is able to monitor the separation between arriving aircraft - transferred for control to it - on the final approach path with an electronic device approved by the appropriate ATS authority for this purpose.

Chapter 88.6.9.1.

Owing to the fact that the active area of adverse weather may not show on ATS surveillance system the following procedure should be applied:

When a controlled aircraft experiencing adverse weather which is likely to force the pilot to initiate action to circumnavigate the adverse weather area beyond the prescribed track keeping accuracy (+ 5 NM), it should be reported in sufficient time to permit ATC to co-ordinate with neighbouring unit responsible for control of traffic in the area concerned.

The pilot’s intention for avoiding action should be reported as soon as possible prior to the point from which the aircraft is expected to deviate from the assigned flight path, stating the required direction of turn and estimated distance from the prescribed track.

Appendix 2

ITEM 15: ROUTE

(b) CRUISING LEVEL

For VFR flight planning to operate in uncontrolled airspace cruising level/altitude shall also be indicated.

(5) CRUISE CLIMB
For segment of route cruise climb must not be indicated in Budapest FIR.
VFR flights shall be planned to enter/exit Budapest FIR via designated ATS entry/exit points only.
Comission Regulation (EU) 73/2010 (ADQ)
Data not fully compliant with data quality requirements of Commission Regulation (EU) 73/2010 (ADQ).
Several data are not compliant with the given regulation - details can be accessed online via the website of AIS: