GEN 1.7 DIFFERENCES FROM ICAO STANDARDS, RECOMMENDED PRACTICES AND PROCEDURES

 

GEN 1.7.1 Annex 1 - Personnel Licensing

13th edition, July 2020

Reference Difference Category* Details of Differences Remarks
1.1CAircraft avionicsIt is not defined in EU rules
1.1BAircraft required to be operated with a co-pilot. Under Part-FCL it is limited to the aeroplane, while the ICAO definition is about aircraft.PART-FCL
1.1BAirship. In Part-FCL the hot-air airships do not fall under this definition but under the definition of “balloon”.PART-FCL
1.1CATS surveillance service. Not defined in EU rules.
1.1CFlight procedures trainerNo definition in EU rules.
1.1BLikely.Different phrases used such as “likely to interfere with the safe exercise of the privileges of the applicable license(s).
1.1CPilot (to)No definition as such in Commission Regulation (EU) No 1178/2011, Annex 1. Part-FCL.
1.1CRendering (a license) valid.It is not precisely defined in EU rules, for AMLs it is not applicable.
1.1BSignificant.Term used throughout Commission Regulation (EU) No 1178/2011 but defined as “incapacity to function as a member of the flight crew”
1.2.4.1BThe term “medical certificate” is used in lieu of “medical assessment”.PART-FCL
1.2.4.11.2CStandardNot specifically mentioned in EU rules
1.2.8.4CStandardThe competency-based training concept is not implemented in EU rules.
1.2.9.2CGlider and free balloon pilots are excluded from the language proficiency.No such specific requirement.
1.2.9.6CPilots who have demonstrated language proficiency at operational level are reevaluated every 4 years.PART-FCL
    2.3.2.1    BPart-FCL differs here from ICAO in that sense that the holder of a PPL to provide flight instruction may receive remunerations.      PART-FCL
2.3.3.1.1AApplicant for a PPL (A) shall have completed at least 45 hours of flight instruction in aeroplanes, 5 which may have been in an FSTD.PART-FCL
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 FFSPART-FCL
2.3.4.2.1AThe total dual flight instruction in ICAO is 20 hours and in Part-FCL 25 hours.PART-FCL
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.PLPART-FCL
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.PART-FCL
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.  PART-FCL
2.3.6.1AThe total flight time in ICAO is 25 hours and in Part-FCL 35 hours.PART-FCL
2.4.4.1.1AThe total flight time in ICAO is 150 hours and in Part-FCL 185 hours. The amount of hours is taken over from the JAR-FCL 2 where the difference was already there.PART-FCL
2.4.4.1.1.1ATotal flight time in ICAO is 150 hours and in Part-FCL 185 hours.PART-FCL
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.PART-FCL
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.PART-FCL
2.4.6.1.1AThe total flight time for experience in ICAO is 200 hours and in Part-FCL 250 hours.PART-FCL
2.4.6.1.1.1BDivision of hours is different, like in Part-FCL it is 5 hours cross-country flight time and 5 hours of night flight.PART-FCL
2.6.3.1.1.1APart-FCL requires in addition 500 hours in multi-pilot operations on aeroplanes.PART-FCL
2.6.4.1.1.1APart-FCL requires in addition 350 hours in multi-pilot helicoptersPART-FCL
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.PART-FCL
2.9.2.2CIf passengers are to be carried, the licenseholder should have completed not less than 10 hours of flight time as a pilot of gliders.PART-FCL
2.10.1.3.1AFCL.210.B SPL Experience and crediting, under (a) 2.10.1.3.1 Reg. (EU) 1178/2011PART-FCL
2.10.1.3.4AIn 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.PART-FCL
3.3.1.5AThe applicant shall hold a current class 1 medical assessment.ICELANDIC REGULATIONS
4.2.1.4CFor 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.  (EU) 1321/2014
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.(EU) 1321/2014
4.4.1.1BThere is implicitly no age requirement for the issuance of an air traffic controllers license.(EU) 2015/340
4.4.1.3BThe unit endorsement course duration is not established by the Regulation.(EU) 2015/340
4.5.1BThe list of ratings is slightly different: a) aerodrome control visual; b) aerodrome control instrument: c) approach d) radar control rating is approach control surveillance; e) area control procedural:, f) area control surveillance.(EU) 2015/340
4.5.2.2.1CThe unit endorsement course duration is not established by the endorsement course(s).(EU) 2015/340
4.5.2.2.2BThe validity period of unit endorsements for initial issue and renewal shall commence not later than 30 days from the date on which the assessment has been successfully completed.(EU) 2015/340
      4.5.3.1      B  Some ratings are slightly different, although the Regulation covers all of them.              (EU) 2015/340
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(EU) 2015/340
4.5.3.4CAlthough the concept of “invalidation of a rating” as implemented or not implemented requirements, the holder of an air traffic controller license 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.(EU) 2015/340
5.1.2CNo corresponding provisions on the material of the license in Part-66.(EU) 1178/2011 (EU) 2015/340  
            5.1.3            BFor maintenance staff the requirements are different but serve the same compliance purpose, in particular when license is issued by the MS in the national language and the bearer is working in that MS, the rule allows for such license not to have any English translation.              (EU) 1178/2011 (EU) 1321/2014 (EU) 2015/340  
6.1.1AFlight engineers are required to hold a class 1 medical certificate.ICELANDIC REGULATIONS
6.2.3.2CTests for visual accuityNot specified in EU regulations.
6.2.4.2AFor ATCO the requirements are more restrictive: applicants shall be normal trichromates.PART-ATCO
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. Color vision should be assessed using means to demonstrate normal trichromacy.PART-ATCO
6.2.4.4.1CSunglasses worn during the exercise of the privileges of the license or rating held should be non-polarizing and of a neutral grey tint.Not specified in EU regulations.
6.2.5.5CPerformed only when an instrument rating is to be added to license.PART-MED
6.3.2.9.1COnly required on clinical or epidemiological indication.ED Decision 2001/015/R
6.3.2.21.1CFit assessment permitted from start of pregnancy until end 26th week (restricted to multi crew operation).PART-MED
6.3.3.2.3CDifferent in Ophthalmic reports requirement is dependent on refractive error limits rather that visual acuity limits.ED Decision 2001/015/R
6.4.2.21.1CFit assessment permitted from start of pregnancy until end 26th week.PART-MED
6.4.3.5BThis Acceptable means of Compliance states that visual field should be examined but does not define that the fields should be normal.ED Decision 2001/015/R
6.4.3.6BThis Acceptable means of Compliance states that binocular function should be examined but does not define that the binocular function should be normal.ED Decision 2001/015/R
6.5.2.6.1AAnnual ECGs required after age 40.  (EU) 2015/340  
6.5.2.20ANot permitted for initial issue of class 3 certificate.  (EU) 2015/340  
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(EU) 2015/340  
6.5.3.2.3CAll initial Medical character or assessments include an other means of comprehensive eye examination which is repeated periodically depending on the refractive error and the functional performance of the eye(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

GEN 1.7.2 Annex 2 - Rules of the Air

10th edition, July 2005

Reference


Difference Category*
Details of Differences 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.
3.2.2.3AAdditional requirements concerning converging microlights in the Icelandic flight rules (No 770/ 2010). 
3.3.1.2AIcelandic 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. 
3.3.5.4AIcelandic flight rules No 770/2010 state that a transmission shall be made to the appropriate air traffic services unit. 
3.6.2.2BThe 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.
 
3.6.2.3BThe 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

GEN 1.7.3 Annex 3 - Meteorological Service for International Air Navigation

20th edition, July 2018

Reference Difference Category* Details of Differences Remarks
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  
4.1.5CThis paragraph is not transposed  
4.6.3.3CThis paragraph is not transposed  
4.6.7CQFE values are only reported if specifically requestedThe need to compute and report QFE values has not been identified
5.1CThis 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  
6.2.6ARoutine TAF valid for 24 hours are issued every 3 hours.  
6.3CNot implementedNeed for forecasts for landing has not been identified for Icelandic aerodromes.    
6.4.1CNot implementedNeed for specific take-off forecasts has not been identified for Icelandic aerodromes.
6.5.1AThe IMO shall publish a forecast for flight conditions over Iceland. Low level SIGWX-charts shall be published (at least) three times in 24 hours, with validity time at 0600, 1200, 1800 UTC. A changed forecast shall be published if significant changes are foreseen. Due to Iceland being mountainous it is considered necessary to provide such MET info.  
9.1.3CGAMET, as stated in item g) of the provision, is not transposed Item k) of the provision is not transposed.GAMET is not used but information about low level flight conditions over Iceland are provided.  
9.1.5CThis paragraph is not transposed  
9.3.1CItem k, space weather advisory, is not transposed  
11.4CThis paragraph is not transposed  
* 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

GEN 1.7.4 Annex 4 - Aeronautical Charts

11th edition, July 2009

Reference


Difference Category*
Details of Differences Remarks
1.1


A
Icelandic regulation includes air taxiing of helicoptersThe definition is in concordance with the reg. No. 694/2010
2.3.3C1.3.3 A legend shall be published in the GEN chapter of AIPHas hereto been considered to be more practical, not least for reasons of space
2.8.2AANC reg 1.8.2 Icelandic letters can be used but warning shall be taken when using Icelandic letters on charts intended for international aviation 
2.11CLess protective. Colour consistency shall be kept between chartsRecommendation; full implementations has not been determined
16CNot been implementedIceland does not publish the World Aeronautical Chart - ICAO 1:1 000
000.
 
17.1CLess protective. The chart shall provide information for VFR flights, for low speed and low altitudesFull implementation has not been determined
17.2BVFR chart shall be made available for territorial airspace 
18CNot implementedIceland does not publish the AERONAUTICAL NAVIGATION CHART — ICAO SMALL SCALE
19CNot implementedIceland does not publish the PLOTTING CHART
21CNot implementedIceland 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

GEN 1.7.5 Annex 5 - Units of Measurement to be Used in Air and Ground Operations

5th edition, July 2010

Reference


Difference


Category*
Details of Differences Remarks
1


C
Siemens (S). Insufficient definition In Icelandic regulationsAlthough insufficient however a part of the SI-Units, published by the Icelandic Standards (IST) 2007
1 Tesla (T)CTesla. Insufficient definition in Icelandic regulationsAlthough insufficient however a part of the SI-Units, published by the Icelandic Standards (IST) 2007
3.3.1CLess demanding in regulationsHowever in SI- Units Guide published by the Icelandic Standards (IST) 2007
4.1CNot 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

GEN 1.7.6 Annex 6 - Operation of Aircraft

GEN 1.7.6.1 Part I International Commercial Air Transport - Aeroplanes

9th edition, July 2010

Reference


Difference Category*
Details of Differences Remarks
Chapter 1 definitions


A
For CAT IIIA operations, a runway visual range of not less than 200 m requiredEU-OPS: Appendix 1 to OPS 1.430(e)
Chapter 1 definitionsAFor 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 definitionsCCAT IIIC not defined 
4.5.1APilot 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 
6.3.3CNot been implemented
 
6.5.2.1ALife jackets are required on board all Icelandic registered a/c 
6.15.6CNo requirements for GPWS for piston aircraft more than 5700 kg or authorised to carry more than 9 passengers.Awaiting European regulations
6.19.2 / 6.19.3CNot implementedAwaiting European regulations
7.1.3CNot implementedAwaiting European regulations
8.3.2BNot regulated but done in practice and put in the contract between AOC holders and maintenance organisationsPart-M
8.7.2.1BNot regulated but common practice due to requirement for a quality systemPart-145
8.7.2.3BNot regulated but common practice due to requirement for a quality systemPart-145
8.7.3.3CMaintenance organisations are not required to establish full SMS programmeAwaiting European regulation
9.4.1BThe 90 day period can be extended to 120 days max by line flying under the supervision of a TRI or TRE 
13.2.3BFlight compartment door must be closed prior to engine start until engine shut down after landing 
13.2.3BCameras 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

GEN 1.7.6.2 Part II International General Aviation - Aeroplanes

7th edition, July 2008

Reference


Difference Category*
Details of Differences Remarks
Chapter 1 definitionsCAirworthy not defined in regulation for general aviation, No 694/2010 
Chapter 1 definitionsACAT II RVR not less than 300m, CATIIIB RVR less than 200 m but not less than 75 m. 
Chapter 1 definitionsCContinuing airworthiness not defined in regulation for general aviation, No 694/2010 
Chapter 1, DefinitionsCEngine not defined in regulation for general aviation, No. 694/2010 
Chapter 1, DefinitionsCEnhanced vision system (EVS) not defined in Regulation for general aviation, No 694/2010
 
Chapter 1, DefinitionsCHead up display (HUD) not defined In regulation for general aviation, No 694/2010 
2.1.1.2CNot specified in regulation on General Aviation, No 694/2010 
2.1.1.3CResponsibility for operational control is not specified 
2.2.3.4.1BNot applicable for local flights 
2.4.4.3.2BAlways required when operating more than 50 NM from suitable emergency landing site. 
2.4.11.7CNot implemented 
2.4.13.2CVFR flights not required to be equipped with pressure altitude reporting transponders 
2.6.2.2ARegulation demands longer period of file keeping 
2.8.1CNot specified in regulation for general aviation, No 694/2010 
2.8.3CNot specified in regulation for general aviation, No 694/2010 
Section 3CNo 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

GEN 1.7.6.3 Part III International Operations -Helicopters

7th edition, July 2010

Reference


Difference Category*
Details of Differences Remarks
Chapter 1 Definitions


A
CAT IIIB RVR not less than 75mJAR-OPS 3 definition
Chapter 1 DefinitionsCCAT IIIC not defined 
Chapter 1 DefinitionsCCongested hostile environment not defined in regulation No 695/2010 
Chapter 1 DefinitionsCEn-route phase not defined 
Chapter 1 DefinitionsCFlight operations officer/flight dispatcher not defined in regulation No 695/2010 and not required in JAR-OPS 3 
Chapter 1 DefinitionsCFlight safety document system not defined in regulation No 695/2010 
Chapter 1 DefinitionsCGround handling not defined in regulation No 695/2010 
Chapter 1 DefinitionsCHostile environment not defined in regulation No 695/2010 
Chapter 1 DefinitionsCIntegrated survival suit not defined in regulation No 695/2010 
Chapter 1 DefinitionsCNon-congested hostile environment not defined in regulation No 695/2010 
Chapter 1 DefinitionsCNon-hostile environment not defined in regulation No 695/2010 
Chapter 1 DefinitionsCOffshore operations not defined in regulation No 695/2010 
Chapter 1 DefinitionsCOperation not defined in regulation No 695/2010 
Chapter 1 DefinitionsCOperation specification not defined in regulation No 695/2010 
Chapter 1 DefinitionsCOperator’s maintenance control manual not defined in regulation No 695/2010 
Chapter 1 DefinitionsCRequired communication performance (RCP)not defined in regulation No 695/2010 
Chapter 1 DefinitionsCRequired communication performance type (RCP type not defined in regulation
No 695/2010
 
 
Chapter 1 DefinitionsCSafe forced landing not defined in regulation No 695/2010 
Chapter 1 DefinitionsCSafety 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

Reference


Difference Category*
Details of Differences Remarks
Chapter 1 Definitions


C
Series of flight not defined in regulation No 695/2010 
Chapter 1 DefinitionsCTake-off and initial climb phase not defined in regulation No 695/2010 
1.1.5BJAR-OPS 3 requires operational control, there is no specific statement regarding delegation of ops control. 
1.3.3COperators are not required to establish full SMS programme, only required to establish accident prevention and flight safety programmeAwaiting European regulation
2.3.6.2BJAR-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 requiredJAR-OPS 3 requirement
2.3.6.3.2BJAR-OPS 3 states that 30 minutes is always required over destinationJAR-OPS 3 requirement
2.4.4.4ADuring 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
 
 
2.5.1BPilot-in-commend is responsible when rotors are turningJAR-OPS 3 requirement
3.2.7.1CNot implemented 
3.2.7.3.1BThree 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

Reference


Difference Category*
Details of Differences Remarks
3.4.1


A
Operation in IMC for class 3 helicopters is not authorized 
4.2.2CSpare electrical fuses not required in JAR-OPS 3JAR-OPS 3
4.3.1.5CNot implemented 
4.3.2CFDR must record at least the last 8 and 5 hours of operation depending of issue of airworthiness certificationJAR-OPS 3
4.3.3.1BDifferent classification, but complied with.JAR-OPS 3
4.3.4BThe FDR records last 8 hours of operationJAR-OPS 3
5.1.3CNot implemented 
5.2.2CNot implementedAwaiting European regulation
6.2.1BDue 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
6.2.3BCommon practice as the ICAA have a requirement for quality systemPART-M
6.3.2BNot regulated but done in practice and put in the contract between AOC Holders and maintenance organisationsPART-M
6.4.2AMore requirementsPART-M
6.8.2AMore strictPART-M
7.1.2AAll flight crew member have radio licence 
7.4.1.1BThe 90 day period can be extended to 120 days max. by line flying under the supervision of a nominated commanderJAR-OPS 3
7.4.3.1BTwice a year. The period between proficiency checks can be from 3 to 9 months.JAR-OPS 3
Section III
4.8.1-4.8.4AAlways required for Icelandic helicopters, not only when operating over water 
4.9.1, 4.9.2BRequired for IFR operations, and specifically designated airspaces by Authority 
6.2.2AKept for 120 daysPART 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

GEN 1.7.7 Annex 7 - Aircraft Nationality and Registration Marks

5th edition, July 2003

Reference


Difference Category*
Details of Differences Remarks
2.5


A
Iceland doesn‘t permit mixing of letters and numbers in registration marks unless the aircraft has no type certificate.None.
7.1A“Holder” is also included in the CoR.None.
7.2CMissingCoR‘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

GEN 1.7.8 Annex 8 - Airworthiness of Aircraft

10th edition, April 2005

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL
General comment:The responsibility of Annex 8 is with EASA. Please refer to EASA for list of differences.

GEN 1.7.9 Annex 9 - Facilitation

15th. edition, October 2017

Reference Difference Category* Details of Differences Remarks
2.18BMail prescribed in UPU Convention is customs cleared through Iceland Post’s IT System. UPU forms are converted into simplified customs procedure. 
4.4BNo formal pre-arrival or pre-departure process has been implemented. 
4.5CSingle Window has not been implemented. 
4.23BIn practice declaration is handed in post departure of airplane 
4.46BPossibly this has not been formally  implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers 
4.50BPossibly this has not been formally  implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers 
4.51BNormally no re-export documents to proof re-exportation of containers. Possibly this has not been formally implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers 
4.53BNormally no re-export documents to proof re-exportation of containers. Possibly this has not been formally implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers 
4.54 Normally no re-export documents to proof re-exportation of containers. Possibly this has not been formally implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers 
5.4CNot implemented 
5.5CNot implemented 
5.6CNot implemented 
5.7CNot implemented 
5.8CNot implemented 
5.11.2CNot implemented 
5.13CNot implemented 
5.14CNot implemented 
5.16CNot implemented 
5.20CNot implemented 
5.21CNot implemented 
5.24CNot implemented 
6.34 Article 24 of Regulation No 935/2004 on the Importation of Pets (Companion Animals) and Dog Semen.Only applicable for importing animals.
6.43CNot implemented 
6.44CNot implemented 
8.16BNational Pandemic plan for Iceland issued 2020, based on law on department of civil protection and emergency management no. 82/2008 and law on Disease Prevention no. 19/1997. There is also a separate plan for international airports from 2018 based on same laws and requirement from the regulation WHO,IHR-2005 
9.29CNot implemented 
9.30CNot implemented 
9.37CNot 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

GEN 1.7.10 Annex 10 - Aeronautical Telecommunications

GEN 1.7.10.1 Volume I (Radio Navigation Aids)

5th edition, July 1996

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.10.2 Volume II Aeronautical Telecommunications

Reference


Difference Category*
Details of Differences Remarks
5.2.2.1.3


 
Reykjavik Control Centre maintains a continuous watch on VHF emergency channel.NIL

GEN 1.7.11 Annex 11 - Air Traffic Control Service, Flight Information Service, Alerting Service

15th edition, July 2018

Reference


Difference Category*
Details of Differences Remarks
3.7.2.1


C
Not implemented 
3.7.2.2CNot implemented 
7.1.3.6CInformation on wind shear only based on PIREPs and weather forecasts 
7.1.4.6CInformation on wind shear only based on PIREPs and weather forecasts 
* 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

GEN 1.7.12 Annex 12 - Search and Rescue

8th edition, July 2004

Reference


Difference Category*
Details of Differences Remarks
1 definitions


C
Not all definitions are in Icelandic regulation on SAR. No. 71/2011All items/concepts used in Icelandic regulation on SAR are defined or are defined in other Icelandic regulations
2.1.4CNot applicable, one combined coordination centreIn Iceland one coordinated rescue centre is operated and there are no sub-centres
2.3.1CNot applicable, one combined coordination centreIn Iceland one coordinated rescue centre is operated which is responsible for the whole region and there are no sub-centres
3.3.1BDifferent in charactedContact The Icelandic Coast Guard on this item www.lhg.is
 
5.3CNot applicableNot 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

GEN 1.7.13 Annex 13 - Aircraft Accident and Incident Investigation

13th edition, July 2010

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.14 Annex 14 - Aerodromes

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

5th edition, July 2009

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.14.2 Volume II Heliports.

3nd edition, July 2009

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.15 Annex 15 - Aeronautical Information Services

13th edition, July 2010

Reference


Difference Category*
Details of Differences Remarks
2 Precision


C
Not implemented in regulation No. 772/2010 
3.1.2CIf AIS provides pre-flight information service it shall…Pre-flight information service has not been provided by the AIS
3.6.1AAIP, AIP SUP and AIC shall be published in Icelandic and English. 
3.7.1.2BIncluded 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 
3.7.1.3BIncluded 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 
3.7.1.4BIncluded 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 
3.7.2.2BIncluded 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 
3.7.2.3BIncluded 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 
3.7.2.4BIncluded 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 
3.7.2.5BIncluded 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 
3.7.3.2ARegulation No. 772/2010 does not allow for a different temporal reference system to be used in any applications 
4.3.7CNot implemented 
4.4.5CNot implemented 
5.1.1.4CLess protective: 24 hrs. permitted when the restriction will have small effect on general air traffic 
5.2.5ALetters A to Z, with the exception of S, T and V may be used to identify a NOTAM series 
5.2.12BFor internationally distributed NOTAMs the checklist shall be sent via AFS; for domestically distributed NOTAMs (C-NOTAMs) it need only be sent via electronic means. 
5.2.13.3CNot implemented 
7.1.1.2CPartially 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

GEN 1.7.16 Annex 16 - Environmental Protection

GEN 1.7.16.1 Volume I Aircraft Noise

5th edition, July 2008

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.16.2 Volume II Aircraft Engine Emissions

3nd edition, July 2008

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.17 Annex 17 - Security Safeguarding International Civil Aviation against Acts of Unlawful Interference

8th edition, July 2006

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILNIL

GEN 1.7.18 Annex 18 - The Safe Transport of Dangerous Goods by Air

3rd edition, July 2001, 4th edition, July 2011

Reference


Difference Category*
Details of Differences Remarks
1.2.3


C
Not in regulationRequirement has not been implemented in regulation
2.5.1CRegulation 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

GEN 1.7.19 Annex 19 - Safety Management

1st edition, July 2013

Reference


Difference Category*
Details of Differences Remarks
NIL


NIL
NILDevelopment 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

GEN 1.7.20 ICAO Doc 8168, Volume II - Aircraft Operations, Construction of Visual and Instrument Flight Procedures

6th edition, 2014 (amendments 1 to 8 incorporated).

Reference


Difference Category*
Details of Differences 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
CDeparture turns sometimes occur below the minimum value of 120 meters (394 FT) above DER.BIEG RWY 04
I-3-3BSID starting by a visual part.BIIS
I-4-3-6
3.5.4.4
CIceland 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
CSeveral 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
CA flat part is not always present in the intermediate approach segmentBIAR LOC and LOC-RADAR, BIAR
ILS RWY 19 and some RNAV APP
I-4-4-2
4.3.3.2
CDescent 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
CSome 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)
CIceland 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)
BDescent 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)
AOCH 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
BProcedures 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 7.2.2ACircling 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
CThe semi-width of the corridor is reduced at some airports to a maximum reduction of 50%BIAR
I-5.2.2.3.2CThe 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

GEN 1.7.21 Data not compliant with data quality requirements of Commission Regulation (EU) 73/ 2010 (ADQ)

AIP Iceland is not compliant with data quality requirements of Commission Regulation (EU) 73/2010 (ADQ).