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GEN 1.7.1 Annex 1 - Personnel Licensing
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 2.1.9.2 |
C | The aircraft shall be certified for 2 pilots. This is not a requirement for full credit of co-pilot time for higher license. | JAR-FCL | | 2.3.2.2 | A | Night rating. 5 additional night hours’ incl. 3 dual hours incl. 5 solo take-offs and landings required and 1 hour cross country. | Part-FCL | | 2.3.3.1 | A | PPL(A) experience 45 hours (not 40) required | Part-FCL | | 2.3.4.1.1 | A | PPL (H) experience 45 hours (not 35) and supervised solo x-country flight 185 km (not 180). | Part-FCL | | 2.3.4.2 | A | 25 hrs dual instruction required (not 20) and 5 hrs IR. Training on same type as skill test required | Part-FCL | | 2.4.4.1.1 | A | CPL (H) experience req. 185 hrs on modular course (ICAO 150) or 135 on integrated course. (ICAO 100). | Part-FCL | | 2.4.4.1.1.1 | A | a) 50 hrs PIC in helicopter (not 35). 5 hrs night flight incl. 3 dual. b) x-country 185 km. (ICAO not specified). | Part-FCL | | 2.6.3.1.1 | A | ATPL(A) 500 hrs exp. in multi-pilot aero planes required. | Part-FCL | | 2.6.4.1.1 | A | ATPL (H) Experience in STD is specified and 350 hrs in multi-pilot (H) is required. Applicant shall hold CPL | Part-FCL | | 2.7.3 | A | Experience: 50 hrs (not 40) instrument time req. for single engine and 55 for multi engine IR. | Part-FCL | | 2.8 | A | FI (A) 7 different categories: FI, TRI, CRI, IRI, SFI, MCCI and STI. FI (H) 5 different categories: FI, TRI, IRI,SFI and STI and different requirements for issue, revalidation and renewal. | Part-FCL | | 3.3 | A | Flight Engineer: 1st class Medical required (Not 2nd class). Additional req. concerning citizenship, language and for revalidation and renewal. | Special Icelandic requirements | | 4.4.1 | A | ATCOs must hold a license | Regulation (EU) 2015/340 | | 4.4.1.1 | B | No established age limit for applicants of ATCO licences (However applicants for student ATCO licences must be at least 18 year old) | Regulation (EU) 2015/340 | | 4.4.1.4 | A | 3rd class Medical Certificate valid for 24 months and 12 when 40 years old. | Regulation (EU) 2015/340 |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 4.5 |
B | Rating categories are different: Aerodrome Control Visual (ADV), Aerodrome Control Instrument (ADI), Approach Control Procedural (APP), Approach Control Surveillance (APS), Area control Procedural (APC), Area Control Surveillance (ACS), Different endorsements shall be added to the ratings. There are also language endorsements, unit endorsements, instructor and assessor endorsements. | Regulation (EU) 2015/340 | | 6.2.5.5 | C | Test by pure tone- audiometer for 2nd class Medical is only for IR holders | Part-MED | | 6.3.2.6.2 | A | ECG req. annually from age 40, not age 50. Notes not included. | Part-MED | | 6.3.2.9.1 | A | Chest radiography is required (shall not should) at initial examination. | Part-MED | | 6.3.2.14.1 | A | Unfit for a minimum of 3 months | Part-MED | | 6.3.4.1 | A | Hearing req. more stringent in FCL 3 than in Annex 1. | | | 6.4.1.2 | A | Flight Engineers must have Class 1 Medical, (not class 2) but no restrictions re. age. | Part-MED | | 6.4.2.6 | A | ECG more requirements and also req. every examination after age 40. | Part-MED | | 6.4.2.6.1 | A | ECG more requirements | Part-MED | | 6.4.2.9.1 | C | Chest radiography, less req. in FCL 3 only req. on clinical or epidemiological grounds.
(ICAO initial and periodic.) | Part-MED | | 6.4.2.11 | C | Astma. Fit assessment possible | Part-MED | | 6.4.2.14.1 | A | Unfit for 3 months in FCL 3. | Part-MED | | 6.4.3.2 | B | ICAO Binocular vision 6/9. a) Correction defined but not mentioned that it has to be worn. | Part-MED 3 6/6 | | 6.4.3.6.1 | C | No stereoscopic req. in. | Part-MED | | 6.4.4.2 | C | Pure tone-audiometer only for IR. | Part-MED | | 6.5.1.2 | C | Intervals not according to 1.2.5.2. Certificate valid for 24 months until age 40 and then for 12 months. (ICAO 12 months and 6 after age 40) | EUROCONTROL and Directive 2006/23/EC | | 6.5.1.3 – 6.5.4.1.2 | A | In accordance with Annex 1 except requirements of more examination frequency concerning vision and electrocardiography. | EUROCONTROL and Directive 2006/23/EC |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.2 Annex 2 - Rules of the Air
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 3.1.9 |
B | National regulation No 990/2017 is applicable for all RPAS operating in Iceland and within Icelandic territory. Technical and operational requirements depend on the weight of the RPAS, intended operations and location. For RPAS heavier than 25 kg an authorization from the Icelandic Transport Authority is required. | ICAO Annex 2 provisions apply over high seas within the Icelandic FIR. | | 3.2.2.3 | A | Additional requirements concerning converging microlights in the Icelandic flight rules (No 770/ 2010). | | | 3.3.1.2 | A | Icelandic flight rules No 770/2010 contain an additional item (f): All flights requesting to be provided with alerting service shall file a flight plan with the ANSP. | | | 3.3.5.4 | A | Icelandic flight rules No 770/2010 state that a transmission shall be made to the appropriate air traffic services unit. | | | 3.6.2.2 | B | The Icelandic flight rules No 770/2010 contain the following provisions concerning deviations from the current flight plan.
Deviations from the current flight plan. In the event that a controlled flight deviates from its current flight plan, the following action shall be taken:
a) Deviation from track: if the aircraft is off track, action shall be taken forthwith to adjust the heading of the aircraft to regain track as soon as practicable.
c) Deviation from true airspeed: if the sustained true airspeed at cruising level varies or is expected to vary by 5% or more from the current flight plan, the appropriate air traffic services unit shall be so informed.
d) Change in time estimate: if the time estimate for the next applicable reporting point, flight information region boundary or destination aerodrome, whichever comes first, changes in excess of 2 minutes from that previously notified to air traffic services, or such other period of time as is prescribed by the appropriate ATS authority or on the basis of regional air navigation agreements, the flight crew shall notify the appropriate air traffic services unit as soon as possible. | | | 3.6.2.3 | B | The Icelandic regulation No 770/2010 does not include specific provisions concerning the change of Mach number/true airspeed. | ICAO Annex 2 is more detailed than the Icelandic Flight Rules. |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.3 Annex 3 - Meteorological Service for International Air Navigation
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 1.1 |
C | Not used in Iceland | The forecast used deviates from GAMET to some extent | | 1.2 | C | All terms not explained in reg. No. 771/2010 | The term “service” is discussed in art. 3 | | 2.1.1 | A | The Annex refers to “international air navigation” but the Icelandic regulation “air navigation” | National regulation | | 3.3.2 | C | The IMO is not required to supply flight documentation | IMO has thus far not supplied flight documentation; no requests to that effect have been put forward. | | 4.6.7 | C | QFE values are only reported if specifically requested | The need to compute and report QFE values has not been identified | | 6.2.5 | C | TAF for international aerodromes that cannot be kept under continuous review shall be cancelled; no cancellation requirement is set for TAF for domestic aerodromes | Low traffic numbers at domestic aerodromes; need for cancellation procedure has not been identified | | 6.2.6 | C | Partially implemented. The period of validity of a routine TAF shall not be less than 6 hours nor more than 30 hours.
Routine TAF valid for 9 hours are issued every 3 hours between 0730 and 1630 UTC. Routine TAF valid for 24 hours are issued every 3 hours. | | | 6.4.1 | C | Not implemented | Need for specific take-off forecasts has not been identified for Icelandic aerodromes | | 6.5.1 | A | More exact. The IMO shall publish a forecast for flight conditions over Iceland. The forecast shall be prepared as an area forecast, employing approved ICAO abbreviations and numerical values; when chart form is used, the forecast shall be prepared as a combination of forecasts of upper wind and upper-air temperature, and of SIGWX phenomena | Due to Iceland being mountainous it is considered necessary to provide such MET info | | 6.5.2 | B | The area forecast shall cover the area between the surface of the earth and F180 and shall contain information on weather as well as en- route weather phenomena hazardous to low- level flights | See above | | 6.5.3 | B | The area forecast shall be published every day of the year, and as often as is stated in an agreement between METP and the appropriate ATSP/operator. The area forecast shall at least contain the following information. [see MET
No. 771/2010 reg. art 5.4.3 of for listing info] | See above |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 7.1.4 |
C | Reg. No. 771/2010 art 6.1.4 only applies to volcanic ash clouds and the VAAC as tropical cyclones do not occur in Iceland | Tropical cyclones are not experienced in Iceland | | 7.1.6 | C | Reg. No. 771/2010 art 6.1.5 does not cover tropical cyclones | See remark abv. | | 7.3.1 | C | Aerodrome warnings are not a requirement.
If aerodrome warnings are issued they shall be in accordance with Art. 7.3.1 | | | 9.3.1 | C | Reg. No. 771/2010 art 8.1.3 does not require MET information to include: forecasts for take-off; aerodrome warnings for the local aerodrome and GAMET area forecast (note that RANA does not req. GAMET area forecast) | |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.4 Annex 4 - Aeronautical Charts
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 1.1 |
A | Icelandic regulation includes air taxiing of helicopters | The definition is in concordance with the reg. No. 694/2010 | | 2.3.3 | C | 1.3.3 A legend shall be published in the GEN chapter of AIP | Has hereto been considered to be more practical, not least for reasons of space | | 2.8.2 | A | ANC reg 1.8.2 Icelandic letters can be used but warning shall be taken when using Icelandic letters on charts intended for international aviation | | | 2.11 | C | Less protective. Colour consistency shall be kept between charts | Recommendation; full implementations has not been determined | | 16 | C | Not been implemented | Iceland does not publish the World Aeronautical Chart - ICAO 1:1 000
000.
| | 17.1 | C | Less protective. The chart shall provide information for VFR flights, for low speed and low altitudes | Full implementation has not been determined | | 17.2 | B | VFR chart shall be made available for territorial airspace | | | 18 | C | Not implemented | Iceland does not publish the AERONAUTICAL NAVIGATION CHART — ICAO SMALL SCALE | | 19 | C | Not implemented | Iceland does not publish the PLOTTING CHART | | 21 | C | Not implemented | Iceland does not publish the ATC SURVEILLANCE MINIMUM ALTITUDE CHART |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.5 Annex 5 - Units of Measurement to be Used in Air and Ground Operations
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Reference
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Difference
Category*
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Details of Differences
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Remarks
| | 1 |
C | Siemens (S). Insufficient definition In Icelandic regulations | Although insufficient however a part of the SI-Units, published by the Icelandic Standards (IST) 2007 | | 1 Tesla (T) | C | Tesla. Insufficient definition in Icelandic regulations | Although insufficient however a part of the SI-Units, published by the Icelandic Standards (IST) 2007 | | 3.3.1 | C | Less demanding in regulations | However in SI- Units Guide published by the Icelandic Standards (IST) 2007 | | 4.1 | C | Not in regulation | |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.6 Annex 6 - Operation of Aircraft
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GEN 1.7.6.1 Part I International Commercial Air Transport - Aeroplanes
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | Chapter 1 definitions |
A | For CAT IIIA operations, a runway visual range of not less than 200 m required | EU-OPS: Appendix 1 to OPS 1.430(e) | | Chapter 1 definitions | A | For CAT IIIB operations, runway visual range less than 200 m but not less than 75 m required (ICAO 175m/50m) | EU-OPS: Appendix 1 to OPS 1.430(e) | | Chapter 1 definitions | C | CAT IIIC not defined | | | 4.5.1 | A | Pilot in command is responsible of all crew members, passengers and cargo on board, as soon as he/she arrives on board, until he/she leaves the aeroplane at the end of the flight | | | 6.3.3 | C | Not been implemented |
| | 6.5.2.1 | A | Life jackets are required on board all Icelandic registered a/c | | | 6.15.6 | C | No requirements for GPWS for piston aircraft more than 5700 kg or authorised to carry more than 9 passengers. | Awaiting European regulations | | 6.19.2 / 6.19.3 | C | Not implemented | Awaiting European regulations | | 7.1.3 | C | Not implemented | Awaiting European regulations | | 8.3.2 | B | Not regulated but done in practice and put in the contract between AOC holders and maintenance organisations | Part-M | | 8.7.2.1 | B | Not regulated but common practice due to requirement for a quality system | Part-145 | | 8.7.2.3 | B | Not regulated but common practice due to requirement for a quality system | Part-145 | | 8.7.3.3 | C | Maintenance organisations are not required to establish full SMS programme | Awaiting European regulation | | 9.4.1 | B | The 90 day period can be extended to 120 days max by line flying under the supervision of a TRI or TRE | | | 13.2.3 | B | Flight compartment door must be closed prior to engine start until engine shut down after landing | | | 13.2.3 | B | Cameras not required / procedures considered satisfactory | |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.6.2 Part II International General Aviation - Aeroplanes
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | Chapter 1 definitions | C | Airworthy not defined in regulation for general aviation, No 694/2010 | | | Chapter 1 definitions | A | CAT II RVR not less than 300m, CATIIIB RVR less than 200 m but not less than 75 m. | | | Chapter 1 definitions | C | Continuing airworthiness not defined in regulation for general aviation, No 694/2010 | | | Chapter 1, Definitions | C | Engine not defined in regulation for general aviation, No. 694/2010 | | | Chapter 1, Definitions | C | Enhanced vision system (EVS) not defined in Regulation for general aviation, No 694/2010 |
| | Chapter 1, Definitions | C | Head up display (HUD) not defined In regulation for general aviation, No 694/2010 | | | 2.1.1.2 | C | Not specified in regulation on General Aviation, No 694/2010 | | | 2.1.1.3 | C | Responsibility for operational control is not specified | | | 2.2.3.4.1 | B | Not applicable for local flights | | | 2.4.4.3.2 | B | Always required when operating more than 50 NM from suitable emergency landing site. | | | 2.4.11.7 | C | Not implemented | | | 2.4.13.2 | C | VFR flights not required to be equipped with pressure altitude reporting transponders | | | 2.6.2.2 | A | Regulation demands longer period of file keeping | | | 2.8.1 | C | Not specified in regulation for general aviation, No 694/2010 | | | 2.8.3 | C | Not specified in regulation for general aviation, No 694/2010 | | | Section 3 | C | No specific regulation for large and turbojet aeroplanes. Current legislation covers all categories of aeroplanes. | Awaiting European regulations |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.6.3 Part III International Operations -Helicopters
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | Chapter 1 Definitions |
A | CAT IIIB RVR not less than 75m | JAR-OPS 3 definition | | Chapter 1 Definitions | C | CAT IIIC not defined | | | Chapter 1 Definitions | C | Congested hostile environment not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | En-route phase not defined | | | Chapter 1 Definitions | C | Flight operations officer/flight dispatcher not defined in regulation No 695/2010 and not required in JAR-OPS 3 | | | Chapter 1 Definitions | C | Flight safety document system not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Ground handling not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Hostile environment not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Integrated survival suit not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Non-congested hostile environment not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Non-hostile environment not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Offshore operations not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Operation not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Operation specification not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Operator’s maintenance control manual not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Required communication performance (RCP)not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Required communication performance type (RCP type not defined in regulation
No 695/2010
| | | Chapter 1 Definitions | C | Safe forced landing not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Safety programme not defined in regulation No 695/2010 | |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | Chapter 1 Definitions |
C | Series of flight not defined in regulation No 695/2010 | | | Chapter 1 Definitions | C | Take-off and initial climb phase not defined in regulation No 695/2010 | | | 1.1.5 | B | JAR-OPS 3 requires operational control, there is no specific statement regarding delegation of ops control. | | | 1.3.3 | C | Operators are not required to establish full SMS programme, only required to establish accident prevention and flight safety programme | Awaiting European regulation | | 2.3.6.2 | B | JAR-OPS 3 states that taxi, trip, contingency (non-hostile 5% of planned trip fuel/ 10% for hostile and VFR) and final reserve fuel (20 minutes best range speed) is required | JAR-OPS 3 requirement | | 2.3.6.3.2 | B | JAR-OPS 3 states that 30 minutes is always required over destination | JAR-OPS 3 requirement | | 2.4.4.4 | A | During take-off and landing, and whenever deemed necessary by the commander in the interest of safety, each crew member shall be properly secured by all safety belts and harnesses provided.
Using harness is a requirement during take-off and landing in all cases
| | | 2.5.1 | B | Pilot-in-commend is responsible when rotors are turning | JAR-OPS 3 requirement | | 3.2.7.1 | C | Not implemented | | | 3.2.7.3.1 | B | Three or more power units not stated in JAR- OPS 3. | JAR-OPS 3 |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 3.4.1 |
A | Operation in IMC for class 3 helicopters is not authorized | | | 4.2.2 | C | Spare electrical fuses not required in JAR-OPS 3 | JAR-OPS 3 | | 4.3.1.5 | C | Not implemented | | | 4.3.2 | C | FDR must record at least the last 8 and 5 hours of operation depending of issue of airworthiness certification | JAR-OPS 3 | | 4.3.3.1 | B | Different classification, but complied with. | JAR-OPS 3 | | 4.3.4 | B | The FDR records last 8 hours of operation | JAR-OPS 3 | | 5.1.3 | C | Not implemented | | | 5.2.2 | C | Not implemented | Awaiting European regulation | | 6.2.1 | B | Due to Regulation 612/2005 (EC 1592/2002 now 216/2008), compliance with EU rules is mandatory in case of state of Operator is different from State of registry. | Due to Regulation 612/2005 (EC 1592/2002 now 216/2008),
compliance with EU rules is mandatory in case of state of Operator is different from State of registry | | 6.2.3 | B | Common practice as the ICAA have a requirement for quality system | PART-M | | 6.3.2 | B | Not regulated but done in practice and put in the contract between AOC Holders and maintenance organisations | PART-M | | 6.4.2 | A | More requirements | PART-M | | 6.8.2 | A | More strict | PART-M | | 7.1.2 | A | All flight crew member have radio licence | | | 7.4.1.1 | B | The 90 day period can be extended to 120 days max. by line flying under the supervision of a nominated commander | JAR-OPS 3 | | 7.4.3.1 | B | Twice a year. The period between proficiency checks can be from 3 to 9 months. | JAR-OPS 3 | | Section III | | 4.8.1-4.8.4 | A | Always required for Icelandic helicopters, not only when operating over water | | | 4.9.1, 4.9.2 | B | Required for IFR operations, and specifically designated airspaces by Authority | | | 6.2.2 | A | Kept for 120 days | PART M |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.7 Annex 7 - Aircraft Nationality and Registration Marks
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 2.5 |
A | Iceland doesn‘t permit mixing of letters and numbers in registration marks unless the aircraft has no type certificate. | None. | | 7.1 | A | “Holder” is also included in the CoR. | None. | | 7.2 | C | Missing | CoR‘s in Iceland are both in Icelandic and English, even though it is not mentioned in the Icelandic regulation. | | General comment: | In articles 2.1, 2.2, 2.5, 3.1, 6 and 8 both “Registration Mark“ and “Common Mark“ are mentioned.
In Iceland only “Registration Mark” is being used. |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.8 Annex 8 - Airworthiness of Aircraft
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | NIL | | General comment: | The responsibility of Annex 8 is with EASA. Please refer to EASA for list of differences. |
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GEN 1.7.9 Annex 9 - Facilitation
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | NIL |
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GEN 1.7.10 Annex 10 - Aeronautical Telecommunications
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GEN 1.7.10.1 Volume I (Radio Navigation Aids)
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | NIL |
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GEN 1.7.10.2 Volume II Aeronautical Telecommunications
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 5.2.2.1.3 |
| Reykjavik Control Centre maintains a continuous watch on VHF emergency channel. | NIL |
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GEN 1.7.11 Annex 11 - Air Traffic Control Service, Flight Information Service, Alerting Service
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 2.4.2 |
C | Not stated in ATS regulation No. 787/2010 | The state determines if ATS shall be provided in any given airspace, the state is bound by Annex 11. | | 2.10.3.3 | C | No upper limit is established for the oceanic control area | | | 2.18.4 | C | Not implemented | ICAA and Iceland Defence Agency have an agreement concerning adequate coordination; IDA and Isavia (ANSP) have established common procedures (MATAP) ensuring efficient and adequate coordination and cooperation | | 2.24.1.1.1 | C | Less detailed requirement, stating that strayed a/ c shall be given priority and all necessary assistance | | | 2.14.1.1.2 | C | Not implemented | | | 2.27.2 | C | The acceptable level of safety has not been defined | The target level of safety has been set for the NAT region and is applied | | 2.29.2 | B | The primary language used in A/G communications is English for International flights. For Domestic flights either Icelandic or English is used. When English is not available at an A/G facility it will be indicated in AD BIXX 2.18 remarks column by “IC only”. | |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 3.7.2.1 |
A | Req. concerning clearances make no exceptions for supersonic flights | | | 3.7.2.2 | C | Not implemented regulation | No specific requirements set for supersonic flights | | 3.10 | C | Not implemented | | | 4.2.3 | C | The procedures only state that air-reports shall be forwarded to the MET office, not to other aircraft concerned | | | 4.3.1.4 | C | Not implemented | Regional air navigation agreement does not require OFIS | | 4.3.4.8 | C | Not implemented | Isavia‘s procedures state that messages shall be kept brief and concise but do not set a 30 second time limit | | 4.4.1 | C | HF and/or VHF VOLMET
broadcasts and/or D-VOLMET service is not provided | RANA does not require such service | | 4.4.2 | C | Not applicable | | | 5.1.1 | A | Alerting service is provided to all known aircraft | | | 5.2.2.1 | C | Not implemented in regulation | | | 5 4 | C | Not implemented in regulation | Has been practiced | | 5.6.2 | C | The requirement is not stated explicitly | | | 6.1.1.2 | C | Not applicable | RCP types have not been prescribed | | 6.2.1.2 | C | Not applicable | RCP types have not been prescribed by the state. | | 6.2.2.3.4 | C | Not implemented | | | 7.1.3.5 | C | Not implemented | | | 7.1.3.6 | C | Not implemented | Equipment to detect wind shear is not used in Iceland; wind shear information is available only from PIREPs and weather forecasts | | 7.1.4.5 | C | Not implemented | | | 7.1.4.6 | C | Not implemented | Equipment to detect wind shear is not used in Iceland; wind shear information is available only from PIREPs and weather forecasts | | 7.1.4.7 | C | Not implemented | |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.12 Annex 12 - Search and Rescue
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 1 definitions |
C | Not all definitions are in Icelandic regulation on SAR. No. 71/2011 | All items/concepts used in Icelandic regulation on SAR are defined or are defined in other Icelandic regulations | | 2.1.4 | C | Not applicable, one combined coordination centre | In Iceland one coordinated rescue centre is operated and there are no sub-centres | | 2.3.1 | C | Not applicable, one combined coordination centre | In Iceland one coordinated rescue centre is operated which is responsible for the whole region and there are no sub-centres | | 3.3.1 | B | Different in characted | Contact The Icelandic Coast Guard on this item www.lhg.is
| | 5.3 | C | Not applicable | Not considered applicable for Iceland because of position |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.13 Annex 13 - Aircraft Accident and Incident Investigation
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Reference
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Difference Category*
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Details of Differences
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Remarks
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NIL | NIL | NIL |
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GEN 1.7.14 Annex 14 - Aerodromes
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Aerodromes in Iceland certified to serve international civil aviation are certified in accordance with Icelandic regulation No. 75/2016, transposing Commission Regulation (EU) No. 139/2014, an implementing rule of EASA Basic Regulation (EC) No. 216/2008 of the European Parliament and of the Council. |
The regulations provide the following flexibility measures, which have with prescribed methods and safety assessments, to some extent been used during the certification process to allow certain deviations from SARPs to be approved for certification: Equivalent Level Of Safety (ELOS), Special Condition (SC) and Deviation Acceptance and Action Document (DAAD). |
Details of relevant flexibility measures are prescribed and noted in each case in the applicable AIP AD section. |
GEN 1.7.14.1 Volume I Aerodrome Design and Operations
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Reference
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Difference Category*
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Details of Differences
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Remarks
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NIL | NIL | NIL |
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GEN 1.7.14.2 Volume II Heliports.
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | NIL |
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GEN 1.7.15 Annex 15 - Aeronautical Information Services
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 2 Precision |
C | Not implemented in regulation No. 772/2010 | | | 3.1.2 | C | If AIS provides pre-flight information service it shall… | Pre-flight information service has not been provided by the AIS | | 3.6.1 | A | AIP, AIP SUP and AIC shall be published in Icelandic and English. | | | 3.7.1.2 | B | Included in art. 3.7.1.1 is the requirement that aeronautical geographical coordinates shall be expressed in accordance with Annex 15 art. 3.7.1 | | | 3.7.1.3 | B | Included in art. 3.7.1.1 is the requirement that aeronautical geographical coordinates shall be expressed in accordance with Annex 15 art. 3.7.1 | | | 3.7.1.4 | B | Included in art. 3.7.1.1 is the requirement that aeronautical geographical coordinates shall be expressed in accordance with Annex 15 art. 3.7.1 | | | 3.7.2.2 | B | Included in art. 3.7.2.1 is the requirement that the vertical reference system shall be in accordance with Annex 15, art. 3.7.2 | | | 3.7.2.3 | B | Included in art. 3.7.2.1 is the requirement that the vertical reference system shall be in accordance with Annex 15, art. 3.7.2 | | | 3.7.2.4 | B | Included in art. 3.7.2.1 is the requirement that the vertical reference system shall be in accordance with Annex 15, art. 3.7.2 | | | 3.7.2.5 | B | Included in art. 3.7.2.1 is the requirement that the vertical reference system shall be in accordance with Annex 15, art. 3.7.2 | | | 3.7.3.2 | A | Regulation No. 772/2010 does not allow for a different temporal reference system to be used in any applications | | | 4.3.7 | C | Not implemented | | | 4.4.5 | C | Not implemented | | | 5.1.1.4 | C | Less protective: 24 hrs. permitted when the restriction will have small effect on general air traffic | | | 5.2.5 | A | Letters A to Z, with the exception of S, T and V may be used to identify a NOTAM series | | | 5.2.12 | B | For internationally distributed NOTAMs the checklist shall be sent via AFS; for domestically distributed NOTAMs (C-NOTAMs) it need only be sent via electronic means. | | | 5.2.13.3 | C | Not implemented | | | 7.1.1.2 | C | Partially implemented. | Temporary supplements or diversions from AIP (AD 1.2.2), winter plan of aerodromes/ heliports shall be published. |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.16 Annex 16 - Environmental Protection
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GEN 1.7.16.1 Volume I Aircraft Noise
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Reference
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Difference Category*
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Details of Differences
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Remarks
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NIL | NIL | NIL |
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GEN 1.7.16.2 Volume II Aircraft Engine Emissions
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | NIL |
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GEN 1.7.17 Annex 17 - Security Safeguarding International Civil Aviation against Acts of Unlawful Interference
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | NIL |
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GEN 1.7.18 Annex 18 - The Safe Transport of Dangerous Goods by Air
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3rd edition, July 2001, 4th edition, July 2011 |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | 1.2.3 |
C | Not in regulation | Requirement has not been implemented in regulation | | 2.5.1 | C | Regulation 322/1990 has reference to Technical Instructions for the Safe Transport of Dangerous Goods by Air. | Iceland has not informed ICAO as of now. |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.19 Annex 19 - Safety Management
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Reference
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Difference Category*
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Details of Differences
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Remarks
| | NIL |
NIL | NIL | Development in progress |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.20 ICAO Doc 8168, Volume II - Aircraft Operations, Construction of Visual and Instrument Flight Procedures
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6th edition, 2014 (amendments 1 to 8 incorporated). |
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Reference
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Difference Category*
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Details of Differences
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Remarks
| I-2-2-5
2.6.4.2 |
B | Marker beacons are sometimes used as turning points in missed approach procedures. | BIAR | I-3-3-3
3.3.1.2 | C | Departure turns sometimes occur below the minimum value of 120 meters (394 FT) above DER. | BIEG RWY 04 | | I-3-3 | B | SID starting by a visual part. | BIIS | I-4-3-6
3.5.4.4 | C | Iceland permits different outbound tracks and/or timing for different categories of aircraft in a racetrack/reversal procedure published on a common instrument approach chart. | BIEG BIKF BIRK | I-4-4-2
4.3.1.1.1 | C | Several approach procedures have intermediate approach segments shorter than 5 NM. | Aerodromes where base turn or racetrack is used | I-4-4-2
4.3.3.1 | C | A flat part is not always present in the intermediate approach segment | BIAR LOC and LOC-RADAR, BIAR
ILS RWY 19 and some RNAV APP | I-4-4-2
4.3.3.2 | C | Descent gradient in the intermediate approach segment sometimes exceeds 3.0° (5.24%). | BIAR LOC and LOC-RADAR | I-4-5-1
5.2.2.2 | C | Some instrument approach procedures do not meet the criteria for straight-in approaches as the final track intersects the extended runway centreline inside 1400 meters from the runway threshold. | BIHN RNAV GNSS RWY 18,
intersection is 900 m from threshold
| I-4-5-3
5.3.1.2 a) | C | Iceland permits descent gradients up to 5.3° (9.3%) in the final approach segment. | BIAR ILS RWY 01 | I-4-5-3
5.3.2 b) | B | Descent gradients for approach to circling procedures are calculated from the altitude of the FAF to the lowest OCA(H) value at the MAPt. | Standard | I-4-5-4
5.4.1.3 b) | A | OCH for non-precision approaches is always referenced to the threshold elevation, even when the difference between AD elevation and threshold elevation is less than 2 meters. | | I-4-5-1 5.1.2
and
I-4-5-4
5.4.1.1 | B | Procedures for aircraft to descend below cloud (cloud break procedure/cloud penetration) and to complete their flight in accordance with VFR have been designed for various airports in Iceland.
This only applies to Category A and B aircraft. Minimum Obstacle Clearance Altitude (OCA) is 500 ft and lower limit for OCH above aerodrome elevation is 300 ft. For minimum visibility see AIP ENR 1.2 Visual Flight rules. These procedures are identified by the navigational aid type used for the final approach lateral guidance, followed by a single letter suffix C or D (RNAV C, NDB D). | BIIS, BINF, BIBD and BIVM | | I-4-7-2 7.2.2 | A | Circling at some aerodromes require specific authorization due to increased bank angles. This is indicated in a note beneath the circling values on the instrument approach chart. | BIHN, BIGJ | I-4-7-App-3
Table 1-4-7- App-1 | C | The semi-width of the corridor is reduced at some airports to a maximum reduction of 50% | BIAR | | I-5.2.2.3.2 | C | The distance between the runway threshold and
the point at which the final approach track
intersects the runway centre line is 1 200 m. | BIVO
NDB RWY 04 |
* Difference Category
A - National regulation is more demanding
B - Different in character or other means of compliance
C - Less protective or partially implemented/not implemented |
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GEN 1.7.21 Data not compliant with data quality requirements of Commission Regulation (EU) 73/ 2010 (ADQ)
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AIP Iceland is not compliant with data quality requirements of Commission Regulation (EU) 73/2010 (ADQ). |