GEN 1.7 FRÁVIK FRÁ STÖÐLUM, TILMÆLUM OG STARFSHÁTTUM ICAO

 

GEN 1.7.1 Viðauki 1 - Flugstarfaskírteini

13. útgáfa, júlí 2020
Reference Difference Category* Details of Differences Remarks
1.1 C Aircraft avionics It is not defined in EU rules
1.1 B Aircraft 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
1.1 B Airship. In Part-FCL the hot-air airships do not fall under this definition but under the definition of “balloon”. PART-FCL
1.1 C ATS surveillance service.  Not defined in EU rules.
1.1 C Flight procedures trainer No definition in EU rules.
1.1 B Likely. Different phrases used such as “likely to interfere with the safe exercise of the privileges of the applicable license(s).
1.1 C Pilot (to) No definition as such in Commission Regulation (EU) No 1178/2011, Annex 1. Part-FCL.
1.1 C Rendering (a license) valid. It is not precisely defined in EU rules, for AMLs it is not applicable.
1.1 B Significant. Term used throughout Commission Regulation (EU) No 1178/2011 but defined as “incapacity to function as a member of the flight crew”
1.2.4.1 B The term “medical certificate” is used in lieu of “medical assessment”. PART-FCL
1.2.4.11.2 C Standard Not specifically mentioned in EU rules
1.2.8.4 C Standard The competency-based training concept is not implemented in EU rules.
1.2.9.2 C Glider and free balloon pilots are excluded from the language proficiency. No such specific requirement.
1.2.9.6 C Pilots who have demonstrated language proficiency at operational level are reevaluated every 4 years. PART-FCL
    2.3.2.1     B Part-FCL differs here from ICAO in that sense that the holder of a PPL to provide flight instruction may receive remunerations.       PART-FCL
2.3.3.1.1 A Applicant 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
2.3.4.1.1 A Applicants 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 PART-FCL
2.3.4.2.1 A The total dual flight instruction in ICAO is 20 hours and in Part-FCL 25 hours. PART-FCL
2.3.5.1.1 A It 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
2.3.5.1.2 A It 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
2.3.5.2 A It 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
2.3.6.1 A The total flight time in ICAO is 25 hours and in Part-FCL 35 hours. PART-FCL
2.4.4.1.1 A The 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
2.4.4.1.1.1 A Total flight time in ICAO is 150 hours and in Part-FCL 185 hours. PART-FCL
2.4.5.1.1 B It 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
2.4.5.1.2 B It 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
2.4.6.1.1 A The total flight time for experience in ICAO is 200 hours and in Part-FCL 250 hours. PART-FCL
2.4.6.1.1.1 B Division of hours is different, like in Part-FCL it is 5 hours cross-country flight time and 5 hours of night flight. PART-FCL
2.6.3.1.1.1 A Part-FCL requires in addition 500 hours in multi-pilot operations on aeroplanes. PART-FCL
2.6.4.1.1.1 A Part-FCL requires in addition 350 hours in multi-pilot helicopters PART-FCL
2.9.1.3.1 A The 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
2.9.2.2 C If 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
2.10.1.3.1 A FCL.210.B SPL Experience and crediting, under (a) 2.10.1.3.1 Reg. (EU) 1178/2011 PART-FCL
2.10.1.3.4 A In 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
3.3.1.5 A The applicant shall hold a current class 1 medical assessment. ICELANDIC REGULATIONS
4.2.1.4 C For 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
4.2.1.5 B The 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
4.4.1.1 B There is implicitly no age requirement for the issuance of an air traffic controllers license. (EU) 2015/340
4.4.1.3 B The unit endorsement course duration is not established by the Regulation. (EU) 2015/340
4.5.1 B The 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
4.5.2.2.1 C The unit endorsement course duration is not established by the endorsement course(s). (EU) 2015/340
4.5.2.2.2 B The 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
4.5.3.3 A Holders 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
4.5.3.4 C Although 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
5.1.2 C No corresponding provisions on the material of the license in Part-66. (EU) 1178/2011 (EU) 2015/340  
            5.1.3             B For 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  
6.1.1 A Flight engineers are required to hold a class 1 medical certificate. ICELANDIC REGULATIONS
6.2.3.2 C Tests for visual accuity Not specified in EU regulations.
6.2.4.2 A For ATCO the requirements are more restrictive: applicants shall be normal trichromates. PART-ATCO
6.2.4.3 A For 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
6.2.4.4.1 C Sunglasses 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.
6.2.5.5 C Performed only when an instrument rating is to be added to license. PART-MED
6.3.2.9.1 C Only required on clinical or epidemiological indication. ED Decision 2001/015/R
6.3.2.21.1 C Fit assessment permitted from start of pregnancy until end 26th week (restricted to multi crew operation). PART-MED
6.3.3.2.3 C Different in Ophthalmic reports requirement is dependent on refractive error limits rather that visual acuity limits. ED Decision 2001/015/R
6.4.2.21.1 C Fit assessment permitted from start of pregnancy until end 26th week. PART-MED
6.4.3.5 B This 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
6.4.3.6 B This 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
6.5.2.6.1 A Annual ECGs required after age 40.   (EU) 2015/340  
6.5.2.20 A Not permitted for initial issue of class 3 certificate.   (EU) 2015/340  
6.5.3.2 A Applicants 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  
6.5.3.2.3 C All 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 Viðauki 2 - Flugreglur

10. útgáfa, júlí 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.
3.2.2.3 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

GEN 1.7.3 Viðauki 3 - Veðurfræðileg þjónusta fyrir alþjóðaflug

20. útgáfa, júlí 2018
Reference Difference Category* Details of Differences Remarks
2.2.9 C This paragraph is not transposed  
2.3.1 C This paragraph is not transposed  
2.3.2 C This paragraph is not transposed  
2.3.3 C This paragraph is not transposed  
4.1.5 C This paragraph is not transposed  
4.6.3.3 C This paragraph is not transposed  
4.6.7 C QFE values are only reported if specifically requested The need to compute and report QFE values has not been identified
5.1 C This paragraph is not transposed  
5.3.3 C This paragraph is not transposed  
5.3.4 C This paragraph is not transposed  
5.4 C This paragraph is not transposed  
5.7.1 C This paragraph is not transposed  
6.2.6 A Routine TAF valid for 24 hours are issued every 3 hours.  
6.3 C Not implemented Need for forecasts for landing has not been identified for Icelandic aerodromes.    
6.4.1 C Not implemented Need for specific take-off forecasts has not been identified for Icelandic aerodromes.
6.5.1 A The 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.  
9.1.3 C GAMET, 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.  
9.1.5 C This paragraph is not transposed  
9.3.1 C Item k, space weather advisory, is not transposed  
11.4 C This 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 Viðauki 4 - Flugkort

11. útgáfa, júlí 2009
Reference

Difference Category*
Details of Differences 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

GEN 1.7.5 Viðauki 5 - Mælieiningar sem nota skal í starfsemi á lofti og láði

5. útgáfa, júlí 2010
Reference

Difference

Category*
Details of Differences 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

GEN 1.7.6 Viðauki 6 - Starfsemi loftfara

GEN 1.7.6.1 I. hluti Alþjóða flutningaflug - Flugvélar

9. útgáfa, Júlí 2010
Reference Difference Category* Details of Differences Remarks
Aerial work B Search and rescue operations are not included in Specialised Operations (SPO) in the EU system. They are covered at national level. Reg. (EU) 965/2012: Article 2 (7)
Aerodrome operating minima B Other means of compliance Reg. (EU) 965/2012: CAT.OP. MPA.110 and all related AMC
Agreement summary C Not implemented, the term is not used in Reg. (EU) 965/2012  
COMAT C Not implemented. The term is not used in Reg. (EU) 965/2012.  
Combined vision system (CVS) C Not implemented. The term is not used in Reg. (EU) 965/2012.  
Contaminated runway C Not implemented. Old definition is used: ‘contaminated runway’ means a runway of which more than 25 % of the runway surface area within the required length and width being used is covered by the following: (a) surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0,125 in) of water; (b) snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or (c) ice, including wet ice; Reg. (EU) 965/2012: Annex I definition (24)
Dry runway C Not implemented. Old defintion is used: ‘dry runway’ means a runway which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain ‘effectively dry’ braking action even when moisture is present; Reg. (EU) 965/2012: Annex I def. (41)
EDTO critical fuel C Not implemented. Reg. (EU) 965/2012 uses ETOPS, which only applies to two-engine aircraft. Reg. (EU) 965/2012: AMC2 CAT.OP.MPA.150(b). AMC 20-6 APPENDIX 4 (4)(b)
EDTO significant system C Not implemented. Reg.(EU) 965/2012 uses ETOPS, which only applies to two-engine aircraft. AMC 20-6: Sect. 4: d
Electronic flight bag (EFB) C Not implemented. Reg. (EU) 965/2012: Annex I
Extended diversion time operation C Not implemented. Reg.(EU) 965/2012 uses ETOPS, which only applies to two-engine aircraft. Reg. (EU) 965/2012: SPA.ETOPS.100
Flight operations officer/flight dispatcher C Not implemented Reg. (EU) 965/2012: Annex I
Flight recorder C Not implemented Reg. (EU) 965/2012: Annex I
Ground handling C Not implemented Reg. (EU) 965/2012: Annex I
Performance-based communication C Not implemented. Term not used in Reg. (EU) 965/2012.  
Performance-based surveillance C Not implemented. Term not used in Reg.(EU) 965/2012.  
Required communication performance C Not implemented. Term not used in Reg. (EU) 965/2012.  
Synthetic vision system (SVS) C Not implemented. Term not used in Reg. (EU) 965/2012.  
Threshold time C Partially implemented Reg. (EU) 965/2012: SPA.ETOPS.100.
Wet runway C Not implemented. Old definition is still used: ‘wet runway’ means a runway of which the surface is covered with water, or equivalent, less than specified by the ‘contaminated runway’ definition or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water. Reg. (EU) 965/2012: Annex i def. (124)
3.1.4 B Other means of compliance. The EU rules require that the responsibility for operational control is solely with the commander/pilot-in-command. Reg. (EU) 965/2012: ORO.GEN.110(c); AMC1 ORO.GEN.110(c)
3.3.1 C Less protective. Reg. (EU) 965/2012: ORO.AOC.130
3.3.3 A The European rule requires in addition that the FDM programme is non-punitive, regardless of the date. Reg. (EU) 965/2012: ORO.AOC.130
3.5.1 C Partially implemented. The scope of CAT.GEN.MPA.205 is restricted to some categories of large aeroplanes. Reg. (EU) 965/2012: CAT.GEN.MPA.205
3.5.2 C Partially implemented. CAT.GEN.MPA.205 is only applicable to aeroplanes which are equipped with a capability to provide a position additional to the secondary surveillance radar transponder or which were first issued with an individual CofA on or after 16 December 2018. Reg. (EU) 965/2012: ORO.GEN.110 and CAT.GEN.MPA.205
3.5.3 C Partially implemented. CAT.GEN.MPA.205 only applies to aeroplanes which are equipped with a capability to provide a position additional to the secondary surveillance radar transponder or which were first issued with an individual on or after 16 December 2018. Reg. (EU) 965/2012: CAT.GEN.MPA.205
3.5.4 B Other means of compliance. Cases for an alleviation and flexibility are provided in AMC1 CAT.GEN.MPA.205, which can be used by all operators without having to provide a risk assessment. Reg. (EU) 965/2012: AMC1 CAT.GEN.MPA.205 and AMC2 CAT.GEN.MPA.205
4.1.4 C Not implemented  
4.2.1.3.1 B Other means of compliance. The operator remains responsible that the contracted services comply with the applicable requirements and that the aviation safety hazards associated with contracted services or products are considered by the operator’s management system. However, it is not specified that the operator shall develop policies and procedures for third parties. Reg. (EU) 965/2012: ORO.GEN.205
4.2.1.5 B Other means of compliance. The AOC has no expiration date. The AOC is issued for an unlimited duration, but its validity is confirmed as per compliance with ORO.GEN.135. Reg. (EU) 965/2012: Appendix I to Part-ARO; ORO.AOC.100
4.2.1.7 B Other means of compliance. Several other entries requiring prior approval by the Competent Authority have been added to the EU Operations Specifications. The AOC has no validity date. Reg. (EU) 965/2012: Part-ARO: Appendices I & II
4.2.2.1 A The EU regulation also requires compliance with ICAO Annexes 1, 2, 8, and 18. Additionally, compliance with the mitigating measures accepted by EASA in accordance with ART.200(d); the relevant requirements of Part-TCO; and the applicable Union rules of the air. Reg. (EU) 452/2014: PART-TCO: TCO.200 (a)(1)
4.2.8.1.1 C Partially implemented. The CVS does not receive operational credits. Reg. (EU) 965/2012 currently only allows operational credits for HUDs and EVS. Reg. (EU) 965/2012: SPA.LVO.100; SPA.LVO.105; AMCs to SPA.LVO.100; AMCs to SPA.LVO.105.
4.2.8.2 C Partially implemented. The newly introduced elements of the standard are not yet transposed in the EU rules. Reg. (EU) 965/2012: CAT.OP.MPA.110 pt. (c).
4.2.9 B Other means of compliance. Reg. (EU) 965/2012: CAT.OP.MPA.310
4.2.11.2 B Other means of compliance Icelandic Regulation 1290/2015
4.3.1 C Partially implemented. Paragraph (g) is not fully implemented. Reg. (EU) 965/2012: CAT.OP.MPA.175.
4.3.3.1 C Partially implemented. An operational flight plan is not required for operations under VFR of other-than-complex motor-powered aeroplanes taking off and landing at the same aerodrome or operating site. Reg. (EU) 965/2012: ORO.MLR.115 (b); CAT.GEN.MPA.185; CAT.OP.MPA.175
4.3.4.1.2 C Partially implemented. EDTO is not yet implemented. Reg. (EU) 965/2012: CAT.OP.MPA.180(a)
4.3.4.1.3 A CAT.OP.MPA.185 (a) requires a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome. Reg. (EU) 965/2012: CAT.OP.MPA.185(a); CAT.OP.MPA.107
4.3.4.3.1 A European rules require a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome. Reg. (EU) 965/2012: CAT.OP.MPA.180 (b); AMC1 CAT.OP.MPA.150(b), point (d) for isolated aerodrome; CAT.OP.MPA.246 (b). Reg. (EU) 2018/1139: Annex V, pt. 2.g
4.3.4.4 C Not implemented. EU rules do not allow this flexibility. Reg. (EU) 965/2012: CAT.OP.MPA.180
4.3.6.2 C Partially implemented. Part-CAT does not require to account for the effect of deferred maintenance items. Reg. (EU) 965/2012: CAT.OP.MPA.150 pt. (b)
4.3.6.3 C Partially implemented. EDTO is not yet transposed in R.965/2012, which still uses ETOPS. Reg. (EU) 965/2012: CAT.OP.MPA.150 and AMC1 CAT.OP.MPA.150(b): pt. (a). AMC 20-6: APPENDIX 4 (4)(c) Point (a)(6)
4.3.6.4 A Part-CAT requires that the calculation of the usable fuel is done for each flight, including the estimated mass of the aircraft. Reg. (EU) 965/2012: CAT.OP.MPA.150 pt. (a).
4.3.7.2.1 C Partially implemented with the SERA requirements Reg. (EU) 965/2012: CAT.OP.MPA.280 (b). Reg. (EU) 923/2012: SERA.11012
4.3.7.2.2 C Partially implemented with the requirements in SERA. Reg. (EU) 2016/1185: SERA 11012; Appendix 1 to AMC1 SERA.14001
4.3.7.2.3 C Partially implemented with the requirements in SERA. Reg. (EU) 2016/1185: SERA 11012; Appendix 1 to AMC1 SERA.14001 Reg. (EU) 965/2012: CAT.OP.MPA.280 (b)(3)
4.3.8.1 A Refuelling with passengers on board is allowed in the European regulatory system except for Avgas type fuels. Reg. (EU) 965/2012: CAT.OP.MPA.195
4.3.9.2 A The EU rule has additional and more specific requirements on the quantities of oxygen and the percentages of passengers and also specific requirements on automatically deployable masks for aeroplanes certified to fly above 25.000 ft. Reg. (EU) 965/2012: CAT.IDE.A.235
4.3.10.1 C Partially implemented. EDTO is not yet transposed in R.965/2012, which still uses ETOPS Reg. (EU) 965/2012: GM1 SPA.ETOPS.105; AMC 20-6 Section 7 (12)
4.4.2.1 C Not yet implemented Reg. (EU) 965/2012: CAT.OP.MPA.311
4.5.1 A EU Regulation states "Commander be responsible for the safety of all crew members, passengers and cargo on board, as soon as the commander arrives on board the aircraft, until the commander leaves the aircraft at the end of the flight;" Icelandic Aviation Act does not specify timeframe of responsibility Reg. (EU) 965/2012: CAT.GEN.MPA.105 pt. (a)(1) and (2) Icelandic Aviation Act no. 60/1998 Art. 42
4.6.1 C Partially implemented. Flight operations officer/flight dispatcher tasks and responsibilities are not specifically described in Reg. (EU) 965/2012. Reg. (EU) 965/2012: ORO.GEN.110 pt. (c), (f)
4.6.2 C Not implemented. The flight operations officer/flight dispatcher has no such tasks described in the Air Operations rules. N/A
4.7.1.1 C Not implemented. European rules do not use EDTO. Instead, the ETOPS concept is used. Reg. (EU) 965/2012: SPA.ETOPS.100; SPA.ETOPS.110, SPA.ETOPS.115; CAT.OP.MPA.140
4.7.2.1 C Not implemented. European rules do not use EDTO. Instead, the ETOPS concept is used. Reg. (EU) 965/2012: SPA.ETOPS.100; CAT.OP.MPA.140 pt. (a), (b)
4.7.2.2 C Not implemented. EU rules do not use EDTO. Instead the ETOPS concept is used. Reg. (EU) 965/2012: SPA.ETOPS.105
4.7.2.3 C Not implemented. EU rules do not use EDTO. Instead, the ETOPS concept is used. Reg. (EU) 965/2012: SPA.ETOPS.105; GM1 SPA.ETOPS.105. Reg. (EU) 748/2012: 21.A.101; 21.B.80; AMC 20-6
4.7.2.4 C Not implemented. EU rules do not use EDTO. Instead the ETOPS concept is used. AMC 20-6: Section 7.1 (ii) (C)
4.7.2.6 C Partially implemented. EU rules do not use EDTO. European rules still use the ETOPS concept. Reg. (EU) 748/2012: 21.A.101; 21.B.80; AMC 20-6: paragraphs 7,8 and 9; Appendix 8 section 3 AMC 20-6: Appendices 1, 2 and 4. Reg. (EU) 965/2012: SPA.ETOPS.105 pt. (a) and (c).
5.1.1 B Other means of compliance. In the EU system, the responsibilities of the State of the Registry are assumed by the State of the Operator. Reg. (EU) 965/2012: CAT.POL.A.100
5.2.4 B Other means of compliance. In the EU system, the responsibilities of the State of the Registry are assumed by the State of the Operator. Reg. (EU) 965/2012: ARO.GEN.300; CAT.POL.A.100
5.2.10 A The EU rule provides stricter and more detailed requirements. Reg. (EU) 965/2012: CAT.POL.A.220
5.4.1 A EU Rules require the operators to ensure that the routes and cruising altitudes are selected so as to have a landing site within gliding range. Additional protection considering the geographic characteristics of the European territory. Reg. (EU) 965/2012: CAT.POL.A.300; SPA.SET-IMC.105; SPA.SET-IMC.110.
6.1.5.1 C Not implemented  
6.1.5.2 C Not implemented  
6.1.5.3 C Not implemented  
6.1.5.4 C Not implemented  
6.2.2.1 C Not implemented R.(EU) 965/2012: ORO.AOC.100 pt. (c)(1). Reg. (EU) 2019/133, amending Part-26: 26.170 and 26.400
6.3.1.1.1 C Only applies to multi-engine turbine powered aeroplanes of a MCTOM of 5700 kg or less Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(3) and (b)(5);
6.3.1.1.2 C Only applies to multi-engine turbine powered aeroplanes of a MCTOM of 5700 kg or less Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(3) and (b)(5);
6.3.1.1.3 B Different in character. CAT.IDE.A.190 (a)(1) applies to aeroplanes with an individual CofA after 1 June 1990 and MCTOM of more than 5 700 kg. CAT.IDE.A.190 (a)(2) applies to turbine-engined aeroplanes with an individual CofA before 1 June 1990 and MCTOM of more than 5 700 kg. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(1) and (b)(3); AMC1.1 CAT.IDE.A.190 to AMC6 CAT.IDE.A.190
6.3.1.1.4 B Different in character. CAT.IDE.A.190 (a)(1) applies to aeroplanes with an individual CofA after 1 June 1990 and MCTOM of more than 5 700 kg. CAT.IDE.A.190 (a)(2) applies to turbine-engined aeroplanes with an individual CofA before 1 June 1990 and MCTOM of more than 5 700 kg. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(1) and (b)(2); AMC1.1 CAT.IDE.A.190 to AMC6 CAT.IDE.A.190
6.3.1.1.5 C Partially implemented. CAT.IDE.A.190 (a)(3) applies to aeroplanes with an individual CofA after 1 April 1998. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(3) and (b)(4)
6.3.1.1.6 A According to CAT.IDE.A.190 (a)(1) and (a)(2), all turbine-engined aeroplanes shall be equipped with an FDR, whatever the date of first issuance of the individual CofA. Reg. (EU) 965/2012: CAT.IDE.A.190 (a)(2) and (b)(1); AMC1.1 CAT.IDE.A.190 to AMC6 CAT.IDE.A.190
6.3.1.1.7 A CAT.IDE.A.190 (a) captures all turbine-engined aeroplanes with an individual CofA before 1 June 1990 and MCTOM of more than 5 700 kg. The list of parameters is given in AMC6 CAT.IDE.A.190 and it contains the first 9 parameters of table A8-1 Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(2); and AMC6 CAT.IDE.A.190
6.3.1.1.9 A CAT.IDE.A.190 (a)(2) applies to all turbine-engined aeroplanes with a MCTOM of over 5700 kg and first issued with an individual CofA before 1 June 1990 whatever the date of prototype certification. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(2); AMC6 CAT.IDE.A.190
6.3.1.1.10 C Partially implemented. CAT.IDE.A.190 (a)(1) applies to all aeroplanes with a MCTOM of over 5700 kg and first issued with an individual CofA on or after 1 June 1990. However, in the case where the aeroplane was first issued an individual CofA between 1 January 2005 and 1 January 2016, AMC2 CAT.IDE.A.190 is applicable and it does not specify all of the first 78 parameters listed in table A8-1. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(1); AMC1.1 CAT.IDE.A.190; AMC1.2 CAT.IDE.A.190; AMC2 CAT.IDE.A.190
6.3.1.1.11 A CAT.IDE.A.190 (a)(1) applies to all aeroplanes with a MCTOM of over 5700 kg and first issued with an individual CofA on or after 1 June 1990. AMC1.2 CAT.IDE.A.190 is applicable to aeroplanes first issued with an individual CofA on or after 1 January 2023. AMC1.2 CAT.IDE.A.190 specifies the 82 parameters listed in table A8-1. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)(1); AMC1.2 CAT.IDE.A.190.
6.3.1.2 C Partially implemented. The use of magnetic tape for the FDR is not forbidden. Reg. (EU) 965/2012: CAT.IDE.A.190 pt. (a)
6.3.1.3 A The minimum recording duration for the FDR is 25 hours for other aeroplanes than those referenced in 6.3.1.1.5. For aeroplanes referenced in 6.3.1.1.5, the minimum recording duration is 10 hours. Reg. (EU) 965/2012: CAT.IDE.A.190 (a) and (b)
6.3.2.1.1 C Partially implemented The scope of CAT.IDE.A.185(a)(2) is limited to multi-engine turbine powered aeroplanes with a MCTOM of less than 5 700 kg. The scope of CAT.IDE.A.191 covers aircraft with an individual CofA first issued on or after 5/09/2022; no retrofit. Reg. (EU) 965/2012: CAT.IDE.A.185 pt. (a)(2); CAT.IDE.A.191
6.3.2.1.2 C Partially implemented. The scope of CAT.IDE.A.185(a)(2) is limited to multi-engine turbine powered aeroplanes with a MCTOM of less than 5 700 kg. Reg. (EU) 965/2012: CAT.IDE.A.185 pt. (a);
6.3.2.1.3 A CAT.IDE.A.185 pt. (a)(1) is applicable to all aeroplanes with a MCTOM of more than 5 700 kg, irrespective of the date of first issuance of the CofA Reg. (EU) 965/2012: CAT.IDE.A.185 pt. (a)(1)
6.3.2.1.4 A CAT.IDE.A.185 (a)(1) applies to all aeroplanes with a MCTOM exceeding 5 700 kg, be they turbine-engined or not. CAT.IDE.A.185 (a)(1) applies whatever the date of certification of the prototype. Reg. (EU) 965/2012: CAT.IDE.A.185 pt. (a)(1)
6.3.2.1.5 A CAT.IDE.A.185 (a) (1) applies to all aeroplanes with a MCTOM exceeding 5 700 kg, be they turbine-engined or not. CAT.IDE.A.185 (a) (1) applies whatever the date of certification of the prototype. Reg. (EU) 965/2012: CAT.IDE.A.185 (a)(1)
6.3.2.3.3 C Not implemented N/A
6.3.2.4.1 C Not implemented Reg.(EU) 748/2012: Annex I (Part 21): 21.B.80; CS-25: 25.1457.
6.3.2.4.2 C Not implemented Reg.(EU) 748/2012: Annex I (Part 21): 21.B.80; CS-25: 25.1457. Reg. (EU) 965/2012: CAT.IDE.A.185
6.3.2.4.3 C Not implemented Reg. (EU) 748/2012: Annex I (Part 21): 21.B.80; CS-25: 25.1457. Reg. (EU) 965/2012: CAT.IDE.A.185
6.3.3.1.1 A CAT.IDE.A.195 (a) requires recording data link communications for aeroplanes issued with an individual CofA on or after 08 April 2014. Reg. (EU) 965/2012: CAT.IDE.A.195
6.3.3.1.2 C Not implemented. CAT.IDE.A.195 (a) of Reg. (EU) 965/2012 is only applicable to aeroplanes first issued with an individual CofA on or after 8 April 2014. Retrofit of data link recording equipment is not required. Reg. (EU) 965/2012: CAT.IDE.A.195
6.3.3.1.3 C Not implemented Reg. (EU) 965/2012: CAT.IDE.A.195
6.3.4.1.1 C Not implemented Reg. (EU) 965/2012
6.3.4.1.2 C Not implemented Reg. (EU) 965/2012
6.3.4.2 C Not implemented Reg. (EU) 965/2012
6.3.4.3 C Not implemented Reg. (EU) 965/2012
6.3.5.4 C Partially implemented. It is not required that the FDR documentation is in electronic format. Reg. (EU) 965/2012: CAT.GEN.MPA.195 pt. (d)
6.3.5.5.1 C Not implemented  
6.3.5.5.2 C Not implemented  
6.3.6.1 B Different in character. CAT.GEN.MPA.210 is also applicable to aeroplanes with MCTOM of over 45 500 kg and less than 19 PAX. CAT.GEN.MPA.210 is applicable to every aeroplane with a CofA first issued on or after 1 January 2021. Reg. (EU) 965/2012: CAT.GEN.MPA.210
6.3.6.2 B Different in character. CAT.GEN.MPA.210 is also applicable to aeroplanes with MCTOM of over 45 500 kg and less than 19 pax. CAT.GEN.MPA.210 is applicable to every aeroplane with a CofA first issued on or after 1 January 2023. Reg. (EU) 965/2012: CAT.GEN. MPA.210
6.7.3 A Part-CAT requires it for all aircraft Reg. (EU) 965/2012: CAT.IDE.A.235(b)(4)
6.10 A CAT.IDE.A.115 requires portable lights also during daylight flights. This exceeds ICAO SARP which requires it only for night flights. Reg. (EU) 965/2012: CAT.IDE.A.130, CAT.IDE.A.115
6.11.1 A Required also for non-pressurised aeroplanes Reg. (EU) 965/2012: CAT.IDE.A.160
6.12 C Not Implemented Icelandic regulation 1290/2015
6.15.2 C Not implemented  
6.18.1 C Partially implemented. CAT.GEN.MPA.210 of Reg. (EU) 965/2012 is not applicable to aeroplanes with MCTOM of less than 45 500 kg and MOPSC of less than 19. In addition, CAT.GEN.MPA.210 is only applicable to aeroplanes that are issued with an individual CofA on or after 1 January 2023. Reg. (EU) 965/2012: CAT.GEN.MPA.210
6.18.2 C Not implemented. Reg. (EU) 965/2012: CAT.GEN.MPA.210
6.18.3 B Other means of compliance. In the case of an ELT-based solution (in flight triggered ELT or automatic deployable flight recorder) the ELT signal is detected by COSPAS/SARSAT satellites and then it is directly transmitted to the ground and dispatched to the competent rescue coordination centre. Reg. (EU) 965/2012: CAT.GEN.MPA.210
6.19.2 C Partially implemented. EU regulations require mandatory use of ACAS II SW version 7.1 for aeroplanes with an MCTOM of more than 5700 Kg or more than 19 passengers. For aeroplanes out of this category ACAS is not mandatory. If they voluntarily install ACAS, the equipment shall be ACAS II version 7.1. Reg. (EU) 965/2012: CAT.IDE.A.155. Reg. (EU) 1332/2011: AUR.ACAS.1005
6.20.2 C Partially implemented. Resolution of 7.62 m for the pressure altitude reporting transponder not implemented. Reg. (EU) 965/2012: CAT.IDE.A.350
6.20.3 C Partially implemented. Resolution of 7.62 m for the pressure altitude reporting transponder not implemented. Reg. (EU) 965/2012: CAT.IDE.A.350
6.20.4 C Partially implemented. Resolution of 7.62 m for the pressure altitude reporting transponder not implemented. Reg. (EU) 965/2012: CAT.IDE.A.350
6.22.1 C Not implemented.  
6.22.2 C Not implemented.  
6.24.1 C Partially implemented. Reg. (EU) 965/2012 does not contain rules for SVS and CVS. Reg. (EU) 965/2012: SPA.LVO
6.24.2 C Partially implemented. CVS does not receive operational credits. Reg. (EU) 965/2012: SPA.LVO
7.2.9 C Partially implemented. European rules require to monitor the aircraft height keeping performance, but not in a specific interval Reg. (EU) 965/2012: ARO.OPS.200; AMC2 ARO.OPS.200; SPA.RVSM.105 (g); AMC1 SPA.RVSM.105 pt. (g)
8.2.1 C Partially implemented. EU requirements do not address the human factors principles in Part-M subpart G and Part-CAMO for Continuing Airworthiness Management Organisations (CAMO). Reg. (EU) 1321/2014: M.A.704 (a); AMC M.A.704 point 4; Appendix V to AMC M.A.704 CAMO.A.300; CAMO.A.315(e)
8.2.3 C Partially 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. Reg. (EU) 1321/2014: M.A.704(a)(8) and (b); AMC M.A.712(a); AMC M.A.704 point 4, 5, 7; Appendix V to AMC M.A.704 CAMO.A.300; CAMO.A.315(e)
8.2.4 B Different in character. The requirement to provide the manual to the State of Registry if different from the State of the Operator. It is currently required to be approved by the State of Operator. Within the EU Member States this requirement is compensated by the mutual recognition Reg. (EU) 1321/2014; M.A.704 (b); AMC M.A.704 point 6; Appendix V to AMC M.A.704; M.B.104 (b)(8); CAMO.A.300; CAMO.A.315(e)
8.3.1 C Partially implemented. Part-M Subpart G, Part-CAMO and Part-CAO do not observe Human Factors (HF) principles in the design of the Maintenance Programme (MP). Reg. (EU) 1321/2014: M.A.302(b); M.A.401(a); M.A.708(b)1; CAMO.A.315(b).
8.3.2 C Partially 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. Partially 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.
8.4.2 A Retaining periods exceed requirements. Reg. (EU) 1321/2014: M.A.305(e); CAMO.A.220
8.5.2 A Part-M requirements apply above 2730 kg, while Part-ML applies to 2730 kg or below. This means that the mass range between 2730 and 5700 is obliged to comply with a higher standard. Reg. (EU) 1321/2014: M.A.301(f), AMC M.A.301(f). M.A.302(d); M.A.708(b) M.A.709(a) CAMO.A.315(b) CAMO.A.325
8.7 C Partially implemented. The provisions of Annex 19 are not implemented. Reg. (EU) 1321/2014: art. 4 pt 1. 145.B.20;
8.7.1.1 C Partially implemented. The provisions of Annex 19 are not implemented. Reg. (EU) 1321/2014: 145.B.25(1);
8.7.1.3 C Partially implemented. The provisions of Annex 19 are not implemented. Reg. (EU) 1321/2014: 145.A.90 (a)(1);
8.7.2.3 B Different in character. Part-145 does not provide for a direct requirement for distribution of the Maintenance Procedures Manual (MPM) 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. Reg. (EU) 1321/2014: 145.A.70(b) GM 145.A.70(3) -(5).
8.7.6.1 A Additional requirement for direct reporting to accountable manager/ CEO. Reg. (EU) 1321/2014: 145.A.30(b);
8.7.6.3 B Different in character. The qualification in accordance with Annex 1is not required for component certifying staff, specialized services certifying staff. In accordance with Art 5(6)(ii) of Reg. 1321/2014 the national requirements of the Member State for the component certifying staff apply. Reg. (EU) 1321/2014: art. 4 and 5 145.A.30(d)(e), (g)(h)(i) 145.A.35, 145.A.50(a)
8.7.7.1 A Part-145 requires to keep also subcontractor’s release documents Reg. (EU) 1321/2014: 145.A.55 (a); M.A.614 (a)
8.7.7.2 A Required to be kept for 3 years Reg. (EU) 1321/2014: 145.A.55 (c);
8.8.2 C Not implemented  
8.8.3 C Not implemented  
9.1.4 C Not implemented Not within the scope of EU rules
9.2 A ORO.FC.130 (a) establishes provisions for each type and variant. ORO.GEN.110(h) requires also the use of a checklist. ICAO Annex 6 9.2 does not require it. Reg. (EU) 965/2012: ORO.FC.130 pt. (a), (b); ORO.FC.230 pt. (d); AMC1 ORO.FC.230 pt. (a)&(b); ORO.GEN.110 pt. (e),(f),(h); AMC1 ORO.FC.220 pt. (b)&(d)
9.4.1.1 A For single pilot IFR, EASA also requires 5 IFR flights and 3 IFR approaches in the single pilot role under ORO.FC.202. However, besides the 90 days, Reg. (EU) 965/2012 extends the mitigation measures. This is not required by the standard. Reg. (EU) 1178/2011: FCL.060 pt. (b). Reg. (EU) 965/2012: ORO.FC.200 pt. (a), (b); AMC1 ORO.FC.200 (a.2); ORO.FC.202 pt. (c)
9.4.2.1 A European rule FCL.060 requires at least 3 sectors. Reg. (EU) 1178/2011: FCL.060 pt.(b.3). Reg. (EU) 965/2012: ORO.FC.A.201 (a)&(b)
9.4.3.3 B Other means of compliance. European rules have implemented a categorisation of aerodromes (A, B, C and/or demanding/not demanding). Reg. (EU) 965/2012: ORO.FC.105 (b)(2)&(c); AMC1 ORO.FC.105(b)(2);(c) pts. (a), (b) & (c); AMC2 ORO.FC.105(c) pts. (a) & (b)
9.4.4.1 B Other means of compliance. The rule allows alternative training and qualification programme (ATQP) as an alternative to the prescriptive training requirements. Reg. (EU) 965/2012: AMC1 ORO.FC.240 pt. (a); AMC1 ORO.FC.230 pts. (a) & (b); ORO.FC.230 pt. (b); ORO.FC.145 pts. (a) & (c)
10.3 C Not implemented. No detailed requirement for flight dispatchers training. No regulation
10.4 C Not implemented. There is no requirement by the state. No regulation
10.5 C Not implemented Reg. (EU) 965/2012: ORO.GEN.110 pt. (e)
11.4.3 C Less protective. 3-month storage period required under Reg. 965/2012 Reg. (EU) 965/2012: ORO.MLR.115
11.6 C Less protective. In the absence of indication from the investigating authority, the operator is not required to preserve the data for more than 60 days after the accident or serious incident. Reg. (EU) 965/2012: CAT.GEN.MPA.195 pt. (a); AMC3 ORO.MLR.100. R.(EU) No 996/2010: Art. 13
12.4 A The successful completion of the Initial training required by Reg. (EU) No 1178/2011 AIRCREW results in the issuance of a Cabin Crew Attestation (CCA) to the applicant. CCA is required for CAT operations. If operators other than CAT decide to carry a cabin crew member, this person shall also comply with Reg. (EU) No 1178/2011 and Reg. (EU) No 965/2012. Reg. (EU) 216/2008: Annex IV pt. 7.b Reg. (EU) 1178/2011: CC.TRA.215; CC.TRA.220; CC.TRA.225; Appendix I to Part-CC. Reg. (EU) 965/2012: ORO.CC Section 1; ORO.CC.210; ORO.CC.215; ORO.CC.255 For DG: ORO.GEN.110 (j); CAT.GEN.MPA.200; SPA.DG.105; AMC1 ARO.OPS.200
15.1 C Not implemented  
15.2.1 C Not implemented  
15.2.2 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

GEN 1.7.6.2 II. hluti Almennt alþjóðaflug - Flugvélar

7. útgáfa, júlí 2008
Reference Difference Category* Details of Differences Remarks
Aerial work B Search and rescue operations are not included in Specialised Operations (SPO) in the EU system. They are covered at national level. R.(EU) 965/2012: Article 2 (7)
Aerodrome operating minima B Other means of compliance Reg. (IS) 694/2010: Art. 3 def. "Flugvallarlágmörk" Reg. (EU) 965/2012: CAT.OP. MPA.110 and all related AMC
Agreement summary C Not implemented, the term is not used in Reg. (EU) 965/2012  
Airworthy C Not defined as term, but used with the same meaning. Reg. (EU) 748/2012: 21A.165(c); 21A.307(a)
Combined vision system (CVS) C Not implemented. The term is not used in Reg. (EU) 965/2012  
Electronic flight bag (EFB) C Not implemented. Reg. (EU) 965/2012: Annex I
Operating base B The concept of 'principal place of business' is used in the Air Ops rules. It is defined in Annex I of Reg.(EU) 965/2012. GM18 to Annex I provides more explanations on the use and meaning of this term for non commercial operations. Reg .(EU) 965/2012: Annex I Definitions (97); GM18 Annex I
Performance-based communication C Not implemented.  
Performance-based surveillance C Not implemented  
Required surveillance performance C Not implemented. Not implemented  
State of the principal location C Not implemented  
Synthetic vision system (SVS) C Not implemented  
2.1.1.5 C Partially implemented. No specific requirement for non-commercial operations with other-than complex motor-powered aircraft (NCO). Reg. (IS) 694/2010: Annex I pt. 1.5 R.(EU) 965/2012: NCC.GEN.140
2.1.4 B Different in character. Specific Approvals (SPA) shall be issued by the State of the Operator. R. (EU) 965/2012: Art. 5(2); Annex V – Part-SPA: SPA.GEN.100 (a)(2) and (b)
2.2.2.2.1 B Different 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): State of the Operator if the aircraft is registered in an EU Member State; or State of Registry if the aircraft is registered in a third country and the State of Registry has already issued the LVO specific approval. Reg. (IS) 694/2010: Annex I pt. 2.2 R.(EU) 965/2012: NCC.OP.110; NCO.OP.110.
2.2.2.2.1.1 C Partially implemented. The CVS does not receive operational credits. R.965/2012 currently allows only operational credits for HUDs and EVS. R.(EU) 965/2012: SPA.LVO.100 pt. (f)
2.2.3.4.3 C Partially implemented Reg. (IS) 694/2010 has established critera of 2 hours before and after estimated time of use in case of IFR flight without alternate airport. 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. Reg. (IS) 694/2010: Annex I pt. 2.6.2.2 (b) R.(EU) 965/2012: NCC.OP.150 pt. (c); NCC.OP.151; NCC.OP.180; NCO.OP.140; NCO.OP.160
2.2.3.5 B Other means of compliance. Icelandic regulation does not specify seperate runways nor gives any criteria for an isolated aerodrome. European rules require a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome in accordance with 2.2.3.4.3. European rules do not require a point of no return but instead require always to have an alternate aerodrome (with very few exceptions e.g. isolated aerodrome) and other conditions (e.g. EU rules require fuel for 2 hours). Reg. (IS) 694/2010: Annex I pt. 2.7 R.(EU) 965/2012: NCC.OP.151; NCO.OP.140
2.2.3.6.1 B Different in character Icelandic regulation requires 5% contingency fuel in case of IFR flight and VFR flight. Also requires 45 minutes of final reserve for all flights unless local flight instruction in landing pattern. Part NCO allows for lower criteria for VFR A to-A flights when remaining in sight of the aerodrome/landing site. Reg. (IS) 694/2010: Annex I pt. 2.8 R.(EU) 965/2012: NCC.OP.130; NCO.OP.125
2.2.3.7.1 A EU 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. Reg. (IS) 694/2010: Annex I pt. 2.18.1 R.(EU) 965/2012: NCC.OP.155; NCO.OP.145
2.2.4.6.1 C Partially implemented. Fully implemented for NCC. An alleviation is available for NCO operations. The EU rules contain an alleviation to the availability and use of oxygen on board under NCO.OP.190 and AMC1 NCO.OP.190(a). The PIC can decide to fly at any altitude without using oxygen, and without oxygen being available. AMC1 NCO.OP.190(a) additionally states: “(…) the PIC should: (…) (b)(2) if detecting early symptoms of hypoxia conditions: (i) consider to return to a safe altitude, and (ii) ensure that supplemental oxygen is used, if available.” R.(EU) 965/2012: NCC.IDE.A.195; NCO.IDE.A.150
2.2.4.7.1 B Other means of compliance. Part-NCC and Part-NCO do not define final reserve fuel as such. Instead, NCC.OP.130 and NCO.OP.125 indicate the amount of minutes for the required final reserve fuel. R.(EU) 965/2012: NCC.OP.205 pt. (b); NCO.OP.185
2.2.4.7.2 C Partially implemented with the SERA requirements. SERA includes the declaration of MINIMUM FUEL. R.(EU) 923/2012 (amended by R.(EU) 2016/1185): SERA.11012; SERA Appendix 1 to AMC1 SERA.14001; GM1 SERA.11012
2.2.4.7.3 C Icelandic regulation 694/2010 does not require a MAYDAY declaration unless the fuel is less than required to land at a usable airport in VFR flight. Partially implemented with the requirements in SERA. Reg. (IS) 694/2010: Annex 1 pt. 2.8.1.1 (c), 2.8.1.2 (b) R.(EU) 923/2012 (amended by R.(EU) 2016/1185): SERA 11012; Appendix 1 to AMC1 SERA.14001 R.(EU) 965/2012: CAT.OP.MPA.280 pt. (b)(3)
2.4.2.2 C Partially 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. Reg. (IS) 694/2010: Annex 1 pt. 4.1.3.1.1 R.(EU) 965/2012: NCC.IDE.A.110; NCC.IDE.A.180; NCC.IDE.A.190; NCC.IDE.A.205; NCC.GEN.140; NCO.IDE.A;110; NCO.IDE.A.140; NCO.IDE.A.145; NCO.IDE.A.160; NCO.GEN.135.
2.4.2.3 C Partially 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. Reg.(EU) 2015/640: Part-26: 26.170 and 26.400
2.4.3.2 B The EU rules do not distinguish between VFR flights and VFR controlled flights. The other means of compliance are ensured through the provisions in NCC.IDE.A.120(b) for additional instruments when in conditions where the aeroplane cannot be maintained in a desired flight path without reference to one or more additional instruments, as well as the additional limitations in Part-SERA 5010 for VFR controlled flights. R.(EU) 965/2012: NCC.IDE.A.120 pt. (a), (b), (c). R.(EU) 923/2012 (SERA): SERA.5010
2.4.5 A All Icelandic registered aeroplanes shall be equipped with an ELT and all single engine aeroplanes shall be equipped with life saving equipment to sustain life for at least 24 hours. Reg. (IS) 694/2010: Annex 1 pt. 4.4 R.(EU) 965/2012: NCC.IDE.A.230; NCO.IDE.A.180; AMC1 NCO.IDE.A.180; GM2 NCC.IDE.A.230; GM2 NCO.IDE.A.180.
2.4.6.2 A Icelandic regulation requires this for all aeroplanes operating at flight altitudes at which the atmospheric pressure is less than 376 hPa as there is no date CofA issue date specified. Reg. (IS) 694/2010: Annex 1 pt. 4.5.2 R.(EU) 965/2012: NCC.IDE.A.195 pt. (c)(1); NCO.IDE.A.150 pt. (c)
2.4.13.2 C Icelandic regulation does not require VFR flights to be equipped with pressure altitude reporting transponders R.(EU) 965/2012: NCC.IDE.A.255 AMC1 NCC.IDE.A.255 (a)(b); NCO.IDE.A.200; AMC1 NCO.IDE.A.200 (a)(b)
2.4.14.1 A Icelandic regulation requires microphones for all flights, not only IFR. Reg. (IS) 694/2010: Annex 1 pt. 4.15 R.(EU) 965/2012: NCC.OP.160 pt. (a); NCC.IDE.A.155
2.4.15.2 C Partially implemented. CVS does not receive operational credits. R.(EU) 965/2012: SPA.LVO; NCC.OP.110; NCO.OP.110; AMC5 NCC.OP.110 (d), (h); GM4 NCO.OP.110 (d), (h).
2.4.16.1.1.1 C Partially implemented. 2.4.16.1.1: There is no flight recorder carriage requirement in Part-NCO. Notes 1 and 2: R.(EU) 965/2012: Annex I Definitions (49c); GM19 to Annex I for the different categories of flight recorders. Notes 4 and 5: R.(EU) 965/2012: AMC1 NCC.IDE.A.160 for the CVR; AMC1&AMC2 NCC.IDE.A.165 for the FDR; AMC1 NCC.IDE.A.170 for the DLR. Note 6: AMC1 CAT.IDE.A.191 for reference to ED-155 Note 7: Point (f) of NCC.GEN.145 addresses the protection of recordings of flight recorders. R.(EU) 965/2012: NCC.IDE.A.160 NCC.IDE.A.165; NCC.IDE.A.170; AMC1 NCC.IDE.A.160 for the CVR; AMC1&AMC2 NCC.IDE.A.165 for the FDR; AMC1 NCC.IDE.A.170 for the DLR;
2.4.16.1.1.2 A NCC.IDE.A.165 is applicable to aeroplanes with Cof A issued on or after 1 January 2016. R.(EU) 965/2012: NCC.IDE.A.165 for the carriage requirement; AMC2 NCC.IDE.A.165 for the list of flight parameters
2.4.16.1.1.3 A NCC.IDE.A.165 is applicable to aeroplanes with CofA issued on or after 1 January 2016. R.(EU) 965/2012: NCC.IDE.A.165 for the carriage requirement; AMC2 NCC.IDE.A.165 for the list of flight parameters
2.4.16.2.1 C Not implemented. There is no flight recorder carriage requirement in Part-NCO.  
2.4.16.2.2 C Not implemented. 2.4.16.2.1 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. Therefore, there is no need to forbid the old recording technologies.  
2.4.16.2.3.2 C Not implemented  
2.4.16.3.1.1 A Icelandic regulation applies to aircraft with CofA issued on or after 1. january 2005 Reg. (IS) 694/2010: Annex 1 pt. 4.10.1.5 R.(EU) 965/2012: NCC.IDE.A.170 pt. (a); AMC1 NCC.IDE.A.170 pt. (a)
2.4.16.3.1.2 A Icelandic regulation requires all aircraft with data link and are required to carry a CVR to record the data link communications after 1. January 2007 Reg. (IS) 694/2010: Annex 1 pt. 4.10.1.5.1 R.(EU) 965/2012: NCC.IDE.A.170
2.4.16.3.1.3 A Icelandic regulation requires all aircraft with data link and are required to carry a CVR to record the data link communications after 1. January 2007 Reg. (IS) 694/2010: Annex 1 pt. 4.10.1.5.1 R.(EU) 965/2012: NCC.IDE.A.170
2.4.16.4.5 C Not implemented. It is not required that the FDR documentation is in electronic format. R.(EU) 965/2012: NCC.GEN.145 pt. (d)
2.4.17.2.2 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCC.GEN.131; NCO.GEN.125; AMCs to NCC.GEN.131; AMCs to NCO.GEN.125
2.4.17.3 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCC.GEN.131; NCO.GEN.125; AMCs to NCC.GEN.131; AMCs to NCO.GEN.125
2.4.18.1 C Not implemented  
2.4.18.2 C Not implemented  
2.4.18.3 C Not implemented  
2.4.18.4 C Not implemented  
2.5.1.7 B Different in character For operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCC.IDE.A.245; NCC.IDE.A.250; AMC1 NCC.IDE.A.245&250.
2.5.1.8 B Different in character For operators using third-country registered aircraft, the State of Operator shall establish those criteria R.(EU) 965/2012: NCC.IDE.A.245; NCC.IDE.A.250; AMC1 NCC.IDE.A.245&250
2.5.1.9 B Different in character For operators using third-country registered aircraft, the State of Operator shall establish those criteria R.(EU) 965/2012: NCC.IDE.A.245; NCC.IDE.A.250; AMC1 NCC.IDE.A.245&250.
2.5.2.3 B Different in character. The State of Operator shall establish those criteria for NCC operators and for NCO operators using third-country registered aircraft. R.(EU) 965/2012: NCC.OP.116; NCO.OP.116.
2.5.2.4 B Different in character. The State of Operator instead of State of Registry for NCC operators and for NCO operators using third-country registered aircraft. R.(EU) 965/2012: SPA.PBN.100; NCC.OP.116; NCO.OP.116; AMC1 NCC.OP.116; AMC7 NCC.OP.116; AMC1 NCO.OP.116; AMC7 NCO.OP.116
2.5.2.5 B Different in character. The State of Operator instead of State of Registry for NCC operators and for NCO operators using third-country registered aircraft. R.(EU) 965/2012: SPA.PBN.100; SPA.PBN.105; ARO.OPS.240
2.5.2.6 B Different in character. The State of Operator instead of State of Registry for NCC operators and for NCO operators using third-country registered aircraft. Regulation no. 694/2010 Appendix 1, art. 5.2.3 R.(EU) 965/2012: SPA.MNPS.100; SPA.MNPS.105
2.5.2.7 B Different in character. The State of Operator instead of State of Registry for NCC operators and for NCO operators using third-country registered aircraft. Reg. (IS) 694/2010: Annex 1 pt. 5.2.4 R.(EU) 965/2012: SPA.RVSM.100; SPA.RVSM.105; SPA.RVSM.110; SPA.RVSM.115; AMC1 SPA.RVSM.115
2.5.2.8 B Different in character. The State of Operator instead of State of Registry for NCC operators and for NCO operators using third-country registered aircraft. Reg. (IS) 694/2010: Annex 1 pt. 5.2.5 R.(EU) 965/2012: SPA.RVSM.105
2.5.3.3 B Different in character The State of Operator shall establish those criteria for operators using third-country registered aircraft. R.(EU) 965/2012: NCC.IDE.A.255
2.5.3.4 B Different in character The State of Operator is the competent authority for operators using third-country registered aircraft. R.(EU) 965/2012: NCC.IDE.A.255
2.5.3.5 B Different in character The State of Operator is the competent authority for operators using third-country registered aircraft. R.(EU) 965/2012: NCC.IDE.A.255
2.6.2.2 A Retaining periods exceed requirements R.(EU) 1321/2014: M.A.305; ML.A.305.
2.6.4.2 C Partially 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 R.(EU) 1321/2014: M.A.801(e); M.A.802; M.A.803; ML.A.801(e); ML.A.802; ML.A.803; CAO.A.065 CAO.A.070
2.8.1 B Different in character. State of Operator instead of State of Registry for the NCC operators and NCO operators of third-country registered aircraft. R.(EU) 1321/2014: M.A.901; M.A.710 (a)(2)
2.9.1 C Partially implemented. National rules apply. Reg. (EC) No 300/2008 does not contain references to pilot-in-command responsibilities related to the security of aircraft. Reg. (IS) 694/2010: Annex 1 pt. 1.2 Reg. (EU) 216/2008: Annex IV pt. 8.d Reg. (EU) 300/2008: Annex pt. 3
3.1.2 C Less protective Definition of complex motor-powered aeroplane includes aeroplanes only with a MOPSC of more than 19. R.(EU) 965/2012: Article 5 pt. (3), (4).
3.4.2.1.1 B Different in character The EU system has the State of Operator instead of State of Registry as the Competent Authority. R.(EU) 965/2012: ORO.DEC.100; Appendix I to Annex III (Part-ORO) (Declaration)
3.4.2.1.2 B Other 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. R.(EU) 965/2012: ARO.GEN.300 pt. (d), (e). R.(EC) 300/2008: Art. 15
3.4.2.7 B Different 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): State of the Operator if the aircraft is registered in an EU Member State; or State of Registry if the aircraft is registered in a third country and the State of Registry has already issued the LVO specific approval. R.(EU) 965/2012: NCC.OP.110; SPA.GEN.100.
3.4.2.8 C Partially implemented High level requirements are included in the Essential Requirements, Annex IV to Regulation (EU) 216/2008. Detailed FTL provisions in Icelandic regulation only applies to CAT Reg. (EU) 216/2008: Annex IV pt. 7.f; 8.f
3.4.3.5.2 C Partially implemented. Fuel consumption data as required in (a) is not implemented in the EU rules. R.(EU) 965/2012: NCC.OP.130
3.4.3.5.3 B Other means of compliance. European rules do not break down the amount of fuel by phases of flight. R.(EU) 965/2012: NCC.OP.105; NCC.OP.130
3.4.3.5.4 A Reg.(EU) 965/2012 requires a mandatory final reserve fuel (FRF) of 30 minutes (VFR by day) or 45 minutes (VFR by night and IFR). R.(EU) 965/2012: NCC.OP.130
3.4.3.6.2 B Other 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. R.(EU) 965/2012: NCC.OP.205 pt. (b)
3.4.3.6.3 C Partially implemented with the SERA requirements R.(EU) 923/2012: SERA.11012
3.4.3.6.4 C Partially implemented with the SERA requirements. SERA includes the declaration of MINIMUM FUEL. R.(EU) 923/2012: Art. 2 Definitions (94a); SERA.11012; SERA Appendix I to AMC1 SERA.14001
3.4.3.6.5 C Partially implemented with the SERA requirements. R.(EU) 923/2012: Art. 2 Definitions (94a); SERA.11012; SERA Appendix I to AMC1 SERA.14001
3.4.3.7.1 C Not implemented. Part-NCC does not provide such a requirement.  
3.4.3.8.1 A EU 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. R.(EU) 965/2012: NCC.OP.155; AMC1 NCC.OP.155
3.5.2.3 B Different in character For NCC operators, the State of Operator establishes the criteria instead of the State of Registry. Reg. (EU) 216/2008: Annex IV pt. 4.a Reg. (EU) 965/2012: NCC.POL.115
3.6.1.1 B Different in character In the EU system, the State of Operator is responsible for approving the MEL. R.(EU) 965/2012: ORO.MLR.105; AMC1 ORO.MLR.100; AMC2 ORO.MLR.100
3.6.3.1.1.1 C Partially implemented. Carriage of a flight data recorder is required only for aeroplanes first issued with an individual CofA on or after 1 January 2016. R.(EU) 965/2012: NCC.IDE.A.165 pt. (a) and (b) for the carriage requirement and the flight parameters to be recorded; AMC1 NCC.IDE.A.165 for the detailed list of flight parameters to record
3.6.3.1.1.3 C Partially implemented. Carriage of a flight data recorder is required only for aeroplanes first issued with an individual CofA on or after 1 January 2005. Reg. (IS) 694/2010: Annex I pt. 4.10.4.1 R.(EU) 965/2012: NCC.IDE.A.165 pt. (a)
3.6.3.2.1.1 A NCC.IDE.A.160 (a)(2) is applicable to aeroplanes for which the type certificate is issued after 1 January 2016, while 3.6.3.2.1 criterion is the date of submission of the application for a type certificate. R.(EU) 965/2012: NCC.IDE.A.160 pt. (a)(
3.6.3.2.1.3 C Partially 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)). R.(EU) 965/2012: NCC.IDE.A.160 pt. (a)
3.6.7.0.2 C Irrespective of flight altitude, once per year operators shall forward information to the Icelandic Radiation Safety Authority, including estimated yearly effective doeses to their air crew in each 1 mSv interval, and a list of crew members with an estimated yearly effective does equal to or above 6 mSv. Reg. (IS) 1290/2015
3.6.8.2.1 C Partially implemented. The European regulatory system only requires it when the individual CofA was issued after 31 December 1980. R.(EU) 965/2012: NCC.IDE.A.180 pt. (a)(5); NCC.IDE.A.180 pt. (b); AMC3 NCC.IDE.A.180.
3.6.9.1 A European Regulatory system requires ACAS II for turbine engine aeroplanes with an MCTOM of more than 5700 kg or MOPSC of more than 19. Reg. (IS) 694/2010: Annex I pt. 4.14.1 R.(EU) 965/2012: NCC.IDE.A.140;
3.6.9.2 A Icelandic regulation applies to aircraft with individual CofA issued after 24. November 2005 Reg. (IS) 694/2010: Annex I pt. 4.14.1 R.(EU) 965/2012: NCC.IDE.A.140
3.8.1.2 C Partially implemented. The recommendation is not implemented; initial and continuation training are not specifically addressed in M.A.607 or Human Factors. R.(EU) 1321/2014: M.A.201(g); 145.A.30(e); 145.A.35(d) AMC1 145.A.30(e); AMC2 145.A.30(e); M.A.607; AMC M.A.607; CAO.A.035(e); AMC1 CAO.A.35(e)
3.8.2.1 C Partially implemented. Part-M, Part-CAMO and Part-CAO do not observe Human Factors principles in the design of the Maintenance Control Manual R.(EU) 1321/2014: M.A.604 AMC M.A.604 CAO.A.025; AMC CAO.A.025
3.8.3.1 C Partially implemented. Part-M Subpart G, Part-CAMO and Part-CAO do not observe Human Factors principles in the design of the Maintenance Programme. R.(EU) 1321/2014: M.A.301(3); M.A.302(b); M.A.708(b)1, 4, 8; ML.A.301(c); ML.A.302(b); CAMO.A.315(b); CAO.A.075.
3.8.3.2 C Partially 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. Reg. (EU) 1321/2014: M.A.302(g); ML.A.302(b)
3.8.4 A For the transmission of the information as per Annex 8 there is no alleviation related to MTOW – required from all aeroplanes’ owners. R.(EU) 1321/2014: M.A.301(4); M.A.202(a); AMC M.A.301 2; R.(EU) 965/2012: ORO.GEN.160.
3.8.5.2 C Partially implemented. Pilot-owner authorisation does not comply with the requirement that a person shall be appropriately licenced in accordance with Annex 1. R.(EU) 1321/2014: M.A.801(b)2, 3; M.A.803 ML.A.801(b)2, 3.
3.9.4.2 B Other means of compliance. R.(EU) 965/2012 does not include this requirement for pilots flying on non-commercial flights (NCC, NCO). R.(EU) 1178/2011: FCL.060 pt. (b)
3.9.4.3 B Other means of compliance. R.(EU) 965/2012 does not include this requirement for pilots flying on non-commercial flights (NCC, NCO). R.(EU) 1178/2011: FCL.060 pt. (b)
3.10.0.1 C Not implemented. The human factor element of training is not specifically mentioned in ORO.GEN.110. R. (EU) 965/2012: ORO.GEN.110 pt. (e)
* 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 III hluti. Alþjóðleg starfsemi - Þyrlur

7. útgáfa, júlí 2010
Reference Difference Category* Details of Differences Remarks
Aerial work B Search and rescue operations are not included in SPO in the EU system. They are covered at national level. The term ‘specialised operations’ is used instead of aerial work. R.(EU) 965/2012: Art. 2 def. (7)
Agreement summary C Not implemented  
Combined vision system (CVS) C Not implemented. Term currently not used in Reg. (EU) 965/2012.  
Elevated heliport A Defined as a heliport at least 3 meters above the surrounding environment. Reg. (IS) 695/2010: Art. 3 def "Þyrluvöllur á upphækkun"
En-route phase C Not in regulation R.(EU) 965/2012: AMC1 CAT.POL.H.420; GM1 CAT.POL.H. 400(c);
Fatigue C Not implemented Reg. (IS) 1043/2008
Fatigue Risk Management System C Not implemented Reg. (IS) 1043/2008
Ground handling C Not implemented  
Performance-based communicatio C Not implemented. Term not used in Reg. (EU) 965/2012.  
Performance-based surveillance C Not implemented. Term not used in Reg. (EU) 965/2012. R.(EU) 965/2012: CAT.IDE.H.345
Required communication perform C Not implemented. Term not defined in 695/2010 but used with the same meaning. Term not used in Reg. (EU) 965/2012.  
Required surveillance performa C Not implemented. Term not used in Reg. (EU) 965/2012.  
State of the principal locatio C Not implemented  
Synthetic vision system (SVS) C Not implemented. Term not used in Reg.(EU) 965/2012.  
1.1.4 B Other means of compliance. The EU rules require that the responsibility for operational control is solely with the commander/pilot-in-command. R.(EU) 965/2012: ORO.GEN.110; AMC1 ORO.GEN.110(c)
1.3.1 C Not imlemented  
1.3.2 C Not implemented  
2.2.1.7 B Other means of compliance. No expiration date. The AOC is issued for an unlimited duration, but its validity is confirmed as per compliance with ORO.GEN.135. Several other entries requiring prior approval by the CA have been added to the EU Operations Specifications. R.(EU) 965/2012: Part-ARO Appendix I and Appendix II
2.2.2.1 A Additionally, the EU rule also requires compliance with ICAO Annexes 1, 2, 8, and 18. Additionally, compliance with the mitigating measures accepted by EASA in accordance with ART.200(d); the relevant requirements of Part-TCO; and the applicable Union rules of the air. R.(EU) 452/2014: TCO.200 (a)(1)
2.2.8.1.1 C Partially implemented. The CVS does not receive operational credits. R.(EU) 965/2012 currently only allows operational credits for HUDs and EVS. R.(EU) 965/2012: SPA.LVO.100; SPA.LVO.105; AMCs to SPA.LVO.100; AMCs to SPA.LVO.105.
2.3.1 C Partially implemented. Paragraph (g) is not fully implemented. Reg. (EU) 216/2008: Annex V pt. 2.a.3 R.(EU) 965/2012: CAT.OP.MPA.175; CAT.POL.MAB.105. R. (EU) 1321/2014: M.A.306.
2.3.3.1 C Partially implemented. An operational flight plan is not required for operations under VFR of other-than-complex motor-powered aeroplane taking off and landing at the same aerodrome or operating site. R.(EU) 965/2012: CAT.OP.MPA.175; CAT.GEN.MPA.185; ORO.MLR.115 pt. (b);
2.3.4.1.2 A The EU rule requires a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome. R.(EU) 965/2012: CAT.OP.MPA.186 pt. (a)
2.3.4.2.2 A The EU rule requires a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome and higher operating minima (one category above). R.(EU) 965/2012: CAT.OP.MPA.186 pt. (b
2.3.4.4 C Not implemented  
2.3.7.1 C Partially implemented. On point (b): oxygen replenishment is allowed as per the Air Ops rules and as a mitigation measure, aviation stakeholders are trained on the use of oxygen. This will remain a difference. R.(EU) 965/2012: CAT.OP.MPA.195
2.3.7.4 C Partially implemented. Future regulation amendment will clarify the operational procedures. (f) will not be implemented. R.(EU) 965/2012: CAT.OP.MPA.195; AMC1 CAT.OP.MPA.195
2.3.7.6 C Not implemented  
2.3.8.2 C Not implemented. There are no pressurised helicopters operated in the EU.  
2.4.9.3 C Partially implemented with the requirement in SERA. SERA.11012 includes the MINIMUM FUEL declaration. R.(EU) 965/2012: CAT.OP.MPA.281. R.(EU) 923/2012: Def. (94a); SERA.11012
2.4.9.4 C Partially implemented with the requirement in SERA R.(EU) 965/2012: CAT.OP.MPA.281. R.(EU) 923/2012: Def. (94a); SERA.11012
2.6.1 C Partially implemented. Flight operations officer/flight dispatcher tasks and responsibilities are not specifically described in Reg. (EU) 965/2012. R.(EU) 965/2012: ORO.GEN.110 pt. (c), (f);
2.6.2 C Not implemented. The flight operations officer/flight dispatcher has no such tasks described in the Air Operations rules.  
2.8.1 C Not implemented  
2.8.2 C Not implemented  
2.8.3 C Not implemented  
2.8.4 C Not implemented  
2.8.5 C Not implemented  
3.1.3 C Not implemented  
3.1.4 C Such operations are not allowed. From this perspective, the EU rules are more restrictive than the Standard. R.(EU) 965/2012: CAT.POL.H.400
3.4.1 C Not implemented. Such operations are not allowed. From this perspective, the EU rules are more restrictive. R.(EU) 965/2012: CAT.POL.H.400
3.4.2 C Not implemented. Such operations are not allowed. R.(EU) 965/2012: CAT.POL.H.400
3.4.4 C Not implemented. Such operations are not allowed. R.(EU) 965/2012: CAT.POL.H.400
4.1.5.1 C Not implemented  
4.1.5.2 C Not implemented  
4.1.5.3 C Not implemented  
4.1.5.4 C Not implemented  
4.2.2 C Partially implemented.Point (e) not implemented. Spare electrical fuses are not required. Fuses requirement not implemented because changing a fuse in flight with a helicopter is not practical. Flying a helicopter requires both hands and both feet at the controls. Fuses are not accessible for replacement in flight. R.(EU) 965/2012: On a): CAT.IDE.H.220; On b): CAT.IDE.H.250; On c): CAT.IDE.H.205; On d): CAT.OP.MPA.170, CAT.IDE.H.275.
4.2.2.1 C Partially implemented. Partially implemented: Only for Large Helicopters: Initial CofA after 18 Feb 2020 (lavatory) and 18 May 2019 (portable) R.(EU) 965/2012: ORO.AOC.100 pt. (c)(1). R.(EU) 2015/640: 26.400; CS 26.400.
4.3.1.1.2 A The passenger capacity threshold in CAT.IDE.H.190 (a)(1) is 9 not 19. R.(EU) 965/2012: CAT.IDE.H.190 (a)(2) and (b)(3); AMC2 CAT.IDE.H.190
4.3.1.1.3 C Partially implemented. Required for helicopters first issued with an individual CofA on or after 1 August 1999. R.(EU) 965/2012: CAT.IDE.H.190 (a)(1) and (b)(2)
4.3.1.1.4 C Partially implemented. The scope of CAT.IDE.H.191 covers those helicopters with an individual CofA first issued on or after 5/09/2022. R.(EU) 965/2012: CAT.IDE.H.191; AMC1 CAT.IDE.H.191
4.3.1.1.5 C Partially implemented. The scope of CAT.IDE.H.191 covers only those helicopters having a MTOM of 2250 kg or more and have an individual CofA first issued on or after 5/09/2022. R.(EU) 965/2012: CAT.IDE.H.190 pt. (a); AMC1 CAT.IDE.H.191
4.3.1.3 C Partially implemented. Only in the case of helicopters first issued with an individual CofA on or after 1 Jan 2016 (corresponding to type IVA) is the FDR required to record data for at least the preceding 10 hours. R.(EU) 965/2012: CAT.IDE.H.190 pt. (b);
4.3.2.3 C Partially implemented. Fully implemented for helicopters with initial CofA after 1 Jan 2016. Other helicopters are required to be equipped with a CVR capable of retaining the information of a duration of only: 1 hour or 0.5 hours. R.(EU) 965/2012: CAT.IDE.H.185 pt. (b)(1) & (b)(2)
4.3.3.1.1 B The data link recording capability is required for all helicopters first issued with an individual CofA on or after 8 Apr 2014. JAR-OPS 3R.(EU) 965/2012: CAT.IDE.H.195; AMC1 CAT.IDE.H.195 pt. (a)
4.3.3.1.2 C Not implemented  
4.3.3.1.3 C Not implemented  
4.3.4.4 C Partially implemented. It is not required that the FDR documentation is in electronic format. R.(EU) 965/2012: CAT.GEN.MPA.195 pt. (d)
4.4.4 C Not implemented  
4.5.2.3 C Less protective. Life rafts: if distance from land is more than 3 minutes R.(EU) 965/2012: CAT.IDE.H.290; CAT.IDE.H.300; SPA.HOFO.165
4.5.2.6 A The AMC is applicable to all helicopters regardless of the date of issuance of the CofA. R.(EU) 965/2012: CAT.IDE.H.300; AMC1 CAT.IDE.H.300
4.5.2.7 A The AMC ensures that all life rafts of more than 40 kg should have remote control deployment. R.(EU) 965/2012: CAT.IDE.H.300; AMC1 CAT.IDE.H.300
4.5.2.8 A The AMC is applicable to all helicopters regardless of the date of issuance of the CofA. R.(EU) 965/2012: CAT.IDE.H.300; AMC1 CAT.IDE.H.300
4.5.3.2 C Partially implemented Considerations on sun not included R.(EU) 965/2012: CAT.IDE.H.295;
4.8.2 C Not implemented. No pressurised helicopters registered in Iceland  
4.8.3 C Not implemented. No pressurised helicopters registered in Iceland.  
4.10.1 C Partially implemented. Only for helicopters with pax seating capability of more than 9 R.(EU) 965/2012: CAT.IDE.H.160
4.15.1 C Not implemented  
4.16.1 C Partially implemented. Reg. (EU) 965/2012 does not contain rules for SVS and CVS. R.(EU) 965/2012: SPA.LVO.100
4.16.2 C Partially implemented. Reg. (EU) 965/2012 does not contain rules for SVS and CVS. R.(EU) 965/2012: SPA.LVO; ORO.GEN.200
5.1.3 C Not implemented R.(EU) 965/2012: CAT.IDE.H.330; CAT.IDE.H.340
5.2.2 C Not implemented R.(EU) 965/2012: SPA.PBN.100; CAT.IDE.H.345 pt. (e); CAT.OP.MPA.126; AMC1 CAT.OP.MPA.126
6.2.1 C Partially implemented. EU requirements do not address the human factors principles in Part-M subpart G and Part-CAMO. R.(EU) 1321/2014: M.A.704(a); AMC M.A.704 pt. (4) Appendix V to AMC M.A.704 CAO.A.025; AMC CAO.A.025; CAMO.A.300 CAMO.A.315(e)
6.2.3 C Partially 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. R.(EU) 1321/2014: M.A.704(a); AMC M.A.712(a); AMC M.A.704 pts. 4, 5, 6, 7; Appendix V to AMC M.A.704 CAO.A.025 CAMO.A.300 CAMO.A.315(e)
6.3.2 C Partially 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. R.(EU) 1321/2014: M.A.302(g); ML.A.302(b)
6.4.2 A Retaining periods exceed requirements. R.(EU) 1321/2014: M.A.305 ML.A.305 CAO.A.090(b)4 CAMO.A.220
6.7.2 C Partially implemented. Pilot-owner authorisation does not comply with the requirement that a person shall be appropriately licenced i.a.w. Annex 1. M.A.801; M.A.402(a); M.A.802; M.A.803; ML.A.801; ML.A.802; ML.A.803; ML.A.402(a); ML.A.801(b)2; CAO.A.065 CAO.A.070
6.8.2 A Retaining periods exceed requirements R.(EU) 1321/2014: M.A.305(h) M.A.306 ML.A.305(h)
7.1.2 B Different in character. The State of Operator is the competent authority for NCC operators and NCO operators operating an aircraft registered in a third country. R.(EU) 1178/2011: FCL.055 AMCs to FCL.055 Appendix 1 to Annex VI (Part-ARA) pt (a)(2)(XII)
7.2 A 7.2 establishes provisions for each type of helicopter, ORO.FC.130(a) requires it for each type and variant. ORO.GEN.110(h) requires the use of a checklist, ICAO Annex 6 SARP 7.2 does not require it. Reg. (EU) 216/2008: Annex IV pt. 1. b R.(EU) 965/2012: ORO.FC.130 (a), (b); ORO.FC.230; AMC1 ORO.FC.230 (a)&(b); ORO.GEN.110 (e), (f), (h); AMC1 ORO.FC.220 (b) & (d)
7.4.1.1 A For single pilot IFR, EU rules also require 5 IFR flights and 3 IFR approaches in the single pilot role under ORO.FC.202. Besides the 90 days, Reg. (EU) 965/2012 extends the mitigation measures. This is not required in the standard. R.(EU) 1178/2011: FCL.060. R.(EU) 965/2012: ORO.FC.202 pt. (e)
7.4.2.3 A This standard is met by line flying under supervision or initial line check or aerodrome competency. The Air OPS regulation requires all three. R.(EU) 965/2012: ORO.FC.105 (c); SPA.HEMS; SPA.HOFO; ORO.FC.205 pt. (a)(4), (a)(5); ORO.FC.220 pt. (d)(2); AMC1 ORO.FC.220 pt. (a)(1)(iv)
8.1 C Not implemented. If an operator employs flight operations officers in conjuction with operational control, training for these personnel should be based on relevant parts of ICAO doc 7192 D3.  
8.2 C Not implemented. If an operator employs flight operations officers in conjuction with operational control, training for these personnel should be based on relevant parts of ICAO doc 7192 D3.  
8.4 C Not implemented  
10.3 A The successful completion of the Initial training required by Reg. (EU) No 1178/2011 AIRCREW results in the issuance of a Cabin Crew Attestation (CCA) to the applicant. CCA is required for CAT operations. If operators other than CAT decide to carry a cabin crew member, this person shall also comply with Reg. (EU) No 1178/2011 and Reg. (EU) No 965/2012. R.(EU) 965/2012: ORO.CC.100 Section 1; ORO.CC.210; ORO.CC.215; ORO.CC.255 Reg. (EU) No. 1178/2011 : CC.TRA.215; CC.TRA.220; CC.TRA.225; Appendix I to Part-CC. For DG: ORO.GEN.110 pt. (j); CAT.GEN.MPA.200. SPA.DG.105; AMC1 ARO.OPS.200
1.1.5 C Partially implemented. Fully implemented for NCC but not implemented for NCO Reg (IS) 695/2010: Annex I pt. 1.1.5 R.(EU) 965/2012: NCC.GEN.140
1.4 B Different in character. Approval to be granted by the State in which the operator is established or residing R.(EU) 965/2012: Art. 5(2); SPA.GEN.100 pt. (a)(2) and (b)
2.2.1 B Different 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): State of the Operator if the aircraft is registered in an EU Member State; or State of Registry if the aircraft is registered in a third country and the State of Registry has already issued the LVO specific approval. R.(EU) 965/2012: NCC.OP.110; NCO.OP.110
2.2.1.1 C Partially implemented. The CVS does not receive operational credits. R.(EU) 965/2012 currently only allows operational credits for HUDs and EVS. R.(EU) 965/2012: SPA.LVO.100 pt. (f)
2.7.1 A For isolated heliports the minimum weather conditions defined in 2.6.2.2 have to prevail AND all the other conditions must be met. Reg (IS) 695/2010: Annex I pt. 2.7.1 R.(EU) 965/2012: NCC.OP.152; NCO.OP.141
2.9.1 B Other means of compliance. Part-NCC and Part-NCO do not define final reserve fuel as such. Instead NCC.OP.130 and NCO.OP.125 indicate the amount of minutes for the required final reserve fuel. R.(EU) 965/2012: NCC.OP.205 pt. (b); NCO.OP.185.
2.9.2 C Partially implemented with the requirement in SERA. SERA includes the declaration of MINIMUM FUEL. R.(EU) 923/2012 (SERA): Definitions (94a). R.(EU) 2016/1185: SERA 11012; SERA Appendix I SERA.14001; GM1 SERA.11012
2.19.1 A Refuelling helicopters with passengers on board is not allowed under reg. (IS) 695/2010. Reguelling aircraft with engines running is not allowed under reg. (IS) 282/1980 unless with special permission from ICETRA Reg. (IS) 695/2010: Annex I pt. 2.18 Reg. (IS) 282/1980: pt. 5.9, pt. 6.5 R.(EU) 965/2012: NCC.OP.155; NCO.OP.145
2.19.2 A Refuelling with passengers on board is not allowed under Reg. (IS) 695/2010 Reg. (IS) 695/2010: Annex I pt. 2.18 R.(EU) 965/2012: NCC.OP.155; AMC1 NCC.OP.155 pt. (c) NCO.OP.145; AMC1 NCO.OP.145
4.1.3.2 C Partially implemented: Only for Large Helicopters: Initial CofA after 18 Feb 2020 (lavatory) and 18 May 2019 (portable) R.(EU) 2015/640: 26.170 and 26.400.
4.2.1 A The following additional instruments are also prescribed: A means of measuring slip. For NCC operations over water, all instruments required for Night VFR are also required. R.(EU) 965/2012: NCC.IDE.H.120 NCO.IDE.H.120 Reg. (IS) 695/2010: Annex I pt. 4.2.1
4.2.2 A The following additional instruments are also prescribed for NCC operations: a means of preventing malfunction of the airspeed indicator and a means of indicating when the supply of power to gyroscopic instruments is not adequate. R.(EU) 965/2012: NCO.IDE.H.115; NCO.IDE.H.120; NCC.IDE.H.115 ; NCC.IDE.H.120 Reg. (IS) 695/2010: Annex I pt. 4.2.2
4.2.3 A The following additional instruments are also prescribed: an alternate source of static pressure. Whenever 2 pilots are required, an additional separate means of indicating pressure altitude, IAS, VS, slip, and stabilised heading R.(EU) 965/2012: NCO.IDE.H.115; NCO.IDE.H.125; NCC.IDE.H.115; NCC.IDE.H.125 Reg. (IS) 695/2010: Annex I pt. 4.2.3
4.3.2.1 A Additional provisions for crew survival suits, life saving equipment and survival equipment. Additional requirements for NCC offshore over hostile waters. Reg. (IS) 695/2010: Annex I pt. 4.3.2.1 R.(EU) 965/2012: NCC.IDE.H.225 pt. (a); NCC.IDE.H.226; NCC.IDE.H.227; NCC.IDE.H.230; NCO.IDE.H.175;
4.3.2.4 C Partially implemented. Not implemented for NCO operators. Implemented for all NCC operators regardless of the date of issue of the CofA. 50% should be deployable from the flight crew’s normal position, if necessary by remote control. R.(EU) 965/2012: NCC.IDE.H.227; AMC1 NCC.IDE.H.227
4.3.2.5 C Partially implemented. Implemented for NCC operators – either remote control or mass of less than 40 kg. Not implemented for NCO operators. R.(EU) 965/2012: NCC.IDE.H.227; AMC1 NCC.IDE.H.227
4.3.2.6 C Partially implemented. Implemented for NCC operators. Not implemented for NCO operators. R.(EU) 965/2012: NCC.IDE.H.227; AMC1 NCC.IDE.H.227
4.5.1 C Partially implemented. NCO: alleviation under NCO.OP.190 Reg. (IS) 695/2010: Annex I pt. 4.5.1 R.(EU) 965/2012: NCC.IDE.H.200; NCO.IDE.H.155; NCO.OP.190; AMC1 NCO.OP.190(a)
4.7.1.1.1 A Reg. (IS) 695/2010 requires this for helocopters of MCTOM over 3175 kg and CofA issued on or after 1. jan 2005 Reg. (IS) 695/2010: Annex I pt. 4.7.4 R.(EU) 965/2012: NCC.IDE.H.165 pt. (a)
4.7.1.1.2 C Partially implemented. Reg. (IS) 695/2010 only mentions MTOM over 7000 kg, not passenger seating configuration of more than nineteen. Reg. (IS) 695/2010: Annex I pt. 4.7.3.1
4.7.3.1.1.1 C Not implemented R.(EU) 965/2012: NCC.IDE.H.170; AMC1 NCC.IDE.H.170
4.7.4.4 C Not implemented. It is not required that the FDR documentation is in electronic format. R.(EU) 965/2012: NCC.GEN.145 pt.(b)
4.9.1 B Required for IFR operations, and specifically designated airspaces by Authority Reg. (IS) 695/2010: Annex I pt. 4.9.1 R.(EU) 965/2012: NCO.IDE.H.200; NCC.IDE.H.255; AMC2 NCC.IDE.H.225
4.9.2 B Required for IFR operations, and specifically designated airspaces by Authority Reg. (IS) 695/2010: Annex I pt. 4.9.1 R.(EU) 965/2012: NCO.IDE.H.200; NCC.IDE.H.255; AMC2 NCC.IDE.H.225
4.10.1 A Stricter. Required at all times, not only below TA/TL Reg. (IS) 695/2010: Annex I pt. 4.10 R.(EU) 965/2012: NCC.IDE.H.240; NCC.IDE.H.155; NCO.IDE.H.135; AMC1 NCC.IDE.H.155; AMC1 NCC.IDE.H.240
4.11.1 C Partially implemented. Reg. (EU) 965/2012 does not contain rules for SVS and CVS. R.(EU) 965/2012: SPA.LVO.100; SPA.LVO.110
4.11.2 C Partially implemented. Reg. (EU) 965/2012 does not contain rules for SVS and CVS. R.(EU) 965/2012: SPA.LVO
4.12.2.2 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCC.GEN.131; NCO.GEN.125; AMCs to NCC.GEN.131; AMCs to NCO.GEN.125
4.12.3 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria R.(EU) 965/2012: NCC.GEN.131; NCO.GEN.125; AMCs to NCC.GEN.131; AMCs to NCO.GEN.125
4.13.1 C Not implented  
4.13.2 C Not implemented  
4.13.3 C Not implemented  
4.13.4 C Not implemented  
5.1.7 B Different in character For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCC.IDE.H.245 pt.(a) NCC.IDE.H.250
5.1.8 B Different in character For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator is the competent authority. R.(EU) 965/2012: NCC.IDE.H.245 pt.(a) NCC.IDE.H.250
5.1.9 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator is the competent authority. R.(EU) 965/2012: NCC.IDE.H.245 pt.(a) NCC.IDE.H.250
5.2.3 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCO.OP.116; NCC.OP.116; SPA.PBN.105; AMC1 NCC.OP.116; AMC1 NCO.OP.116
5.2.4 B Different in character For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator is the competent authority. R.(EU) 965/2012: NCO.OP.116; NCC.OP.116; SPA.PBN.105; AMC1 NCC.OP.116; AMC1 NCO.OP.116
5.2.5 B Different in character For NCC operatorsusing aircraft registered in an EU Member State, the State of Operator shall issue the specific approval. R.(EU) 965/2012: SPA.PBN.100 pt.(a) ARO.OPS.240
5.3.3 B Different in character For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator shall establish those criteria. R.(EU) 965/2012: NCC.IDE.H.255; NCO.IDE.H.200
5.3.4 B Different in character For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator is the competent authority. R.(EU) 965/2012: NCC.IDE.H.255; NCO.IDE.H.200
5.3.5 B Different in character. For NCC operators and for NCO operators using third-country registered aircraft, the State of Operator is the competent authority. R.(EU) 965/2012: NCC.IDE.H.255; NCO.IDE.H.200
6.2.2 A Retaining period exceed requirement R.(EU) 1321/2014: M.A.305 (h) ML.A.305 (h) CAO.A.090(b)4 CAMO.A.220
6.5.2 C Partially 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 R.(EU) 1321/2014: M.A.801; M.A.802; M.A.803 ML.A.801; ML.A.802; ML.A.803; ML.A.801(b)2; CAO.A.065 CAO.A.070
* 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 Viðauki 7 - Þjóðerni loftfara og skrásetningarmerki

6. útgáfa, júlí 2012    
Reference

Difference Category*
Details of Differences Remarks
3.5

A
Iceland doesn‘t permit mixing of letters and numbers in registration marks unless the aircraft has no type certificate. None.
8.1 A “Holder” is also included in the CoR. None.
8.2 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 3.1, 3.2, 3.5, 4.1, 7 and 9 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 Viðauki 8 - Lofthæfi loftfara

10. útgáfa, apríl 2005
Reference

Difference Category*
Details of Differences Remarks
NIL

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

GEN 1.7.9 Viðauki 9 - Flugvirkt

15. útgáfa, október 2017
Reference Difference Category* Details of Differences Remarks
2.18 B Mail prescribed in UPU Convention is customs cleared through Iceland Post’s IT System. UPU forms are converted into simplified customs procedure.  
4.4 B No formal pre-arrival or pre-departure process has been implemented.  
4.5 C Single Window has not been implemented.  
4.23 B In practice declaration is handed in post departure of airplane  
4.46 B Possibly this has not been formally  implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers  
4.50 B Possibly this has not been formally  implemented into Icelandic law. Iceland is bound by the Istanbul Convention regarding pallets and containers  
4.51 B 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  
4.53 B 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  
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  
5.4 C Not implemented  
5.5 C Not implemented  
5.6 C Not implemented  
5.7 C Not implemented  
5.8 C Not implemented  
5.11.2 C Not implemented  
5.13 C Not implemented  
5.14 C Not implemented  
5.16 C Not implemented  
5.20 C Not implemented  
5.21 C Not implemented  
5.24 C Not 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.
6.43 C Not implemented  
6.44 C Not implemented  
8.16 B National 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  
9.29 C Not implemented  
9.30 C Not implemented  
9.37 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

GEN 1.7.10 Viðauki 10 - Flugfjarskipti

GEN 1.7.10.1 I. bindi - Leiðsöguvirki

7. útgáfa, júlí 2018
Reference

Difference Category*
Details of Differences Remarks
NIL NIL NIL NIL

GEN 1.7.10.2 II. bindi - Verklagsreglur um fjarskipti

7. útgáfa, júlí 2016
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 1.7.10.3 III. bindi- Fjarskiptakerfi

2. útgáfa, júlí 2007
Reference

Difference Category*
Details of Differences Remarks
NIL NIL NIL NIL

GEN 1.7.10.4 IV. bindi - Kögunar- og árekstrarvarakerfi

5. útgáfa, júlí 2014
Reference

Difference Category*
Details of Differences Remarks
NIL NIL NIL NIL

GEN 1.7.10.5 V. bindi - Notkun fjarskiptatíðnirófs fyrir flug

3. útgáfa, júlí 2013
Reference

Difference Category*
Details of Differences Remarks
NIL NIL NIL NIL

GEN 1.7.11 Viðauki 11 - Flugstjórnarþjónusta, flugupplýsingaþjónusta, viðbúnaðarþjónusta

15. útgáfa, júlí 2018
Reference

Difference Category*
Details of Differences Remarks
3.7.2.1

C
Not implemented  
3.7.2.2 C Not implemented  
7.1.3.6 C Information on wind shear only based on PIREPs and weather forecasts  
7.1.4.6 C Information 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 Viðauki 12 - Leit og björgun

8. útgáfa, júlí 2004
Reference

Difference Category*
Details of Differences 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

GEN 1.7.13 Viðauki 13 - Flugslys og atvikarannsókn

13. útgáfa, júlí 2010
Reference

Difference Category*
Details of Differences Remarks
NIL

NIL
NIL NIL

GEN 1.7.14 Viðauki 14 - Flugvellir

Íslenskir flugvellir með vottun til að þjóna alþjóðlegu almenningsflugi eru vottaðir í samræmi við íslenska reglugerð nr. 75/2016, sem innleiðir reglugerð framkvæmdastjórnar Evrópusambandisins (ESB) nr. 139/ 2014 með hliðsjón af grunnreglugerð framkvæmdastjórnarinnar (ESB) nr. 216/2008 samþykkta af Evrópuþinginu og ráðinu (EC).
Reglugerðirnar setja eftirfarandi sveigjanleikaaðferðir, sem hafa með forskrifuðum aðferðum og öryggismati, verið að vissu marki notaðar við vottunarferlið til að leyfa ákveðin frábrigði frá ákvæðum krafna og tilmæla (SARP: Standards and recommended practices) fyrir vottun: Jafngilt öryggisstig (ELOS), sérstök skilyrði (SC) og skjal samþykktra frábrigða og aðgerða (DAAD).
Atriðum viðeigandi sveigjanleikaaðferða er lýst í sérhverju tilviki og birt í viðeigandi hluta (AD) Flugmálahandbókar (AIP).

GEN 1.7.14.1 I. bindi Hönnun og rekstur flugvalla

8. útgáfa, júlí 2018
Reference

Difference Category*
Details of Differences Remarks
NIL

NIL
NIL NIL

GEN 1.7.14.2 II. bindi Þyrluvellir.

5. útgáfa, júlí 2020
Reference

Difference Category*
Details of Differences Remarks
NIL

NIL
NIL NIL

GEN 1.7.15 Viðauki 15 - Upplýsingaþjónusta flugmála

13. útgáfa, júlí 2010
Reference

Difference Category*
Details of Differences 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

GEN 1.7.16 Viðauki 16 - Umhverfisverndun

GEN 1.7.16.1 I. bindi Hávaði loftfara

8. útgáfa, júlí 2017
Reference

Difference Category*
Details of Differences Remarks
NIL

NIL
NIL NIL

GEN 1.7.16.2 II. bindi Loftmengun hreyfla loftfara

4. útgáfa, júlí 2017
Reference

Difference Category*
Details of Differences Remarks
NIL

NIL
NIL NIL

GEN 1.7.17 Viðauki 17 - Flugvernd í alþjóðlegu almenningsflugi gegn ólögmætum aðgerðum

11. útgáfa, mars 2020
Reference

Difference Category*
Details of Differences Remarks
NIL

NIL
NIL NIL

GEN 1.7.18 Viðauki 18 - Öruggur flutningur í lofti á hættulegum varningi

3. útgáfa, júlí 2001, 4. útgáfa júlí 2011
Reference

Difference Category*
Details of Differences Remarks
NIL NIL NIL NIL
* 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 Viðauki 19 - Viðauki 19 Öryggisstjórnun

1. útgáfa, júlí 2013
Referance Difference Category* Details of Differences Remarks
3.3.2.1 C (S)MS not yet implemented for design, manufacture and maintenance organizations Introducing SMS requirements for design, manufacture and maintenance organizations is being progressed.
4.1.1 C
This is addressed in the different regulations, except for initial and continuing airworthiness
Introducing SMS requirements for design, manufacture and Part-145 maintenance organizations is being progressed
4.1.2 C (S)MS not yet implemented for design, manufacture and maintenance organizations In other domains where SMS is mandatory, the organizations have to comply with a transition period and there is no requirement for organizations to have a plan to implement SMS.
4.1.5 C Not implimented Introducing SMS requirements for Part-145 maintenance organizations is being progressed
4.1.6 C Not implimented Introducing SMS requirements fordesign is being progressed
4.1.7 C Not implimented Introducing SMS requirements for manufacturing is being progressed
* 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 skjal 8168, hluti ll - Flugaðferðir, hönnun sjón- og blindflugsferla

6. útgáfa, 2014 (með uppfærslum 1 til 8).
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
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

GEN 1.7.21 Gögn sem fylgja ekki gæðakröfum Evrópureglugerð (EU) 73/2010 (ADQ)

Efni Flugmálahandbókar Íslands (AIP) fylgir ekki gæðakröfum um gögn sem fram koma í Evrópureglugerð (EU) 73/2010 (ADQ).