1/8/97

Transmittal Note

SUPPLEMENT TO

ANNEX 6 — OPERATION OF AIRCRAFT

Part II — International General Aviation — Aeroplanes

(Fifth Edition)

1. The attached Supplement supersedes all previous Supplements to Annex 6, Part II, and includes
differences notified by Contracting States up to 1 August 1997.

2. This Supplement should be inserted at the end of Annex 6, Part II (Fifth Edition). Additional
differences received from Contracting States will be issued at intervals as amendments to this
Supplement.
 SUPPLEMENT TO ANNEX 6 — OPERATION
OF AIRCRAFT

Part II — International General Aviation — Aeroplanes

Differences between the national regulations and practices of Contracting

States and the corresponding International Standards and Recommended
Practices contained in Annex 6, Part II, as notified to ICAO in accordance
with Article 38 of the Convention on International Civil Aviation and the
Council’s resolution of 21 November 1950.

AUGUST 1997

I N T E R N AT I O N A L CIVIL AV I AT I O N O R G A N I Z AT I O N
(ii) SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION)

RECORD OF AMENDMENTS TO SUPPLEMENT

No. Date Entered by No. Date Entered by

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

SUBSEQUENT TO THE FIFTH EDITION ISSUED JULY 1995

Date of Date of
adoption or Date adoption or
No. approval applicable No. approval Date applicable
17 19/2/96 7/11/96

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) (iii)

1. Contracting States which have notified ICAO of differences

The Contracting States listed below have notified ICAO of differences which exist between their national regulations and
practices and the International Standards and Recommended Practices of Annex 6, Part II (Fifth Edition), or have commented
on implementation.

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

Date of Pages in Date of

State notification Supplement publication

Canada 10/10/96 3 1/8/97

Cuba 22/10/96 1 1/8/97
France 2/1/97 1 1/8/97
Germany 25/9/96 1 1/8/97
Sweden 1/10/96 1 1/8/97

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

Date of Date of
State notification State notification

Argentina 15/7/96 Monaco 15/5/96

Austria 30/7/96 Morocco 18/10/96
Barbados 10/7/96 Netherlands, Kingdom of the 7/10/96
Chile 9/7/96 Norway 10/7/96
Denmark 7/10/96 Pakistan 12/9/96
Egypt 22/7/96 Republic of Korea 17/10/96
Finland 27/9/96 South Africa 26/8/96
Jordan 8/9/96 United Republic of Tanzania 2/7/96
Kuwait 27/10/96

3. Contracting States from which no information has been received

Afghanistan Belize Cape Verde

Albania Benin Central African Republic
Algeria Bhutan Chad
Angola Bolivia China
Antigua and Barbuda Bosnia and Herzegovina Colombia
Armenia Botswana Comoros
Australia Brazil Congo
Azerbaijan Brunei Darussalam Cook Islands
Bahamas Bulgaria Costa Rica
Bahrain Burkina Faso Côte d’Ivoire
Bangladesh Burundi Croatia
Belarus Cambodia Cyprus
Belgium Cameroon Czech Republic

1/8/97
(iv) SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION)

Democratic People’s Republic of Lesotho San Marino

Korea Liberia Sao Tome and Principe
Democratic Republic of the Congo Libyan Arab Jamahiriya Saudi Arabia
Djibouti Lithuania Senegal
Dominican Republic Luxembourg Seychelles
Ecuador Madagascar Sierra Leone
El Salvador Malawi Singapore
Equatorial Guinea Malaysia Slovakia
Eritrea Maldives Slovenia
Estonia Mali Solomon Islands
Ethiopia Malta Somalia
Fiji Marshall Islands Spain
Gabon Mauritania Sri Lanka
Gambia Mauritius Sudan
Georgia Mexico Suriname
Ghana Micronesia, Federated States of Swaziland
Greece Mongolia Switzerland
Grenada Mozambique Syrian Arab Republic
Guatemala Myanmar Tajikistan
Guinea Namibia Thailand
Guinea-Bissau Nauru The former Yugoslav Republic of
Guyana Nepal Macedonia
Haiti New Zealand Togo
Honduras Nicaragua Tonga
Hungary Niger Trinidad and Tobago
Iceland Nigeria Tunisia
India Oman Turkey
Indonesia Palau Turkmenistan
Iran, Islamic Republic of Panama Uganda
Iraq Papua New Guinea Ukraine
Ireland Paraguay United Arab Emirates
Israel Peru United Kingdom
Italy Philippines United States
Jamaica Poland Uruguay
Japan Portugal Uzbekistan
Kazakstan Qatar Vanuatu
Kenya Republic of Moldova Venezuela
Kiribati Romania Viet Nam
Kyrgyzstan Russian Federation Western Samoa
Lao People’s Democratic Republic Rwanda Yemen
Latvia Saint Lucia Zambia
Lebanon Saint Vincent and the Grenadines Zimbabwe

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) (v)

4. Paragraphs with respect to which differences have been notified

Differences Differences
Paragraph notified by Paragraph notified by

General Canada 6.1.3.1.3 France

6.1.4 Sweden
Chapter 1 C Canada 6.2.1 Canada
Definitions France France
Sweden Sweden
6.3.1 Canada
3.1 France 6.4 Canada
3.2 France 6.5 Germany
3.4 France 6.7 Canada
3.5 France France
6.9 Canada
4.1 France France
4.3.1 Canada 6.10 France
4.3.2 Canada 6.10.1.3 Canada
4.6.2.1 Canada Cuba
4.6.2.2 Canada Germany
4.8.1.1 Canada Sweden
4.11 Canada 6.12 Cuba
4.14 Canada
4.15.1 Canada 7.1.1 Canada
4.15.2 Canada 7.1.2 Canada
4.15.3 Canada France
4.16 Germany Sweden
4.17 Sweden 7.1.4 Canada
4.18 Cuba France
7.2.4 France
5.1 Canada
9.1 Canada
6.1.3.1.1 Canada
France
Germany

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) CANADA 1

GENERAL The term “mass” in lieu of “weight” is used throughout the Annex.

CHAPTER 1

Definitions Aerodrome operating minima, b) and c): in Canada, landings are governed by published decision height
(DH) or minimum descent altitude (MDA) and landing visibilities are advisory only.

Minimum descent altitude (MDA) or Minimum descent height (MDH): in the Canada Air Pilot, minimum
descent on a straight-in non-precision approach is expressed as height above touchdown zone (TDZE)
which is regarded as being the same as height above threshold (HAT). Canada has no allowance for
situations where the threshold is more than seven feet below the aerodrome elevation.

CHAPTER 4

4.3.1 The pilot-in-command is not required to ensure that crew members and passengers are familiar with the
location and use of seat belts, emergency exits, life jackets, oxygen dispensing equipment or other
emergency equipment provided for individual use.

4.3.2 The pilot-in-command is not required to ensure that all persons on board are aware of the location and
general manner of use of the principal emergency equipment carried for collective use.

4.6.2.1 Canadian regulations permit a flight in accordance with the instrument flight rules to commence provided
current meteorological forecasts show a trend indicating that the ceiling and visibility at the flight planned
alternate airport will, at the expected time of arrival, be at or above such minima as may be specified for
that airport when used as an alternate.

4.6.2.2 General aviation users must declare an alternate aerodrome for flights within controlled airspace.

4.8.1.1 a) Except as authorized by the Minister, this section is not applicable.

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

4.14 a) and b) Canadian regulations require that no person shall act as a flight crew member and no operator shall require
any person to act as a flight crew member if either the person or the operator has any reason to believe,
having regard for the circumstances of the particular flight to be undertaken, that the person is suffering
from or is likely to suffer fatigue, or would be otherwise unfit to properly perform his duties.

4.15.1 Canadian regulations require that all flight crew members have their safety belt or safety harness fastened
while the aircraft is taking off and landing but do not specifically require that each flight crew member on
flight duty shall be at his station.

4.15.2 While in flight and en route each flight crew member on flight duty is not required to remain at his station
at times other than when his absence is necessary for the performance of duties in connexion with the
operation of the aeroplane or for physiological needs.

4.15.3 Except during take-off and landing each flight crew member is not required to keep his seat belt fastened
at all times while at his station. Canadian regulations require that the pilot-in-command shall at all times
while the aircraft is in flight remain in his seat with his seat belt fastened unless another pilot qualified for
the aircraft type is occupying a pilot’s seat with his seat belt fastened.

1/8/97
2 CANADA SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION)

CHAPTER 5

5.1 c) Applicable Canadian noise certification standards have been effective in part since 30 June 1979 and in
their entirety after 1 January 1986.

CHAPTER 6

6.1.3.1.1 c) All aeroplanes on all flights are not required to be equipped with a seat or berth for each person over an age
to be determined by the State of Registry. Canadian regulations permit an aircraft engaged in the activity
of dropping parachutists to be flown without providing seats for the parachutists provided the aircraft is
equipped with safety belts or safety harness of a type that may be secured to the primary structure of the
aircraft and that have been approved by the Director General, Civil Aeronautics.

6.2.1 c) A sensitive pressure altimeter is not required for day VFR.

6.3.1 b) Seaplanes on all flights are not required to be equipped with equipment for making of sound signals
prescribed in the International Regulations for Preventing Collisions at Sea.

c) Seaplanes on all flights are not required to be equipped with one anchor.

d) Seaplanes on all flights are not required to be equipped with one sea anchor.

6.4 Canadian regulations require that an aircraft operating on any flight wholly or partly within a designated
sparsely settled area be equipped with radio equipment capable of two-way communication with a ground
station in the area where the aircraft is operated. This provision does not apply in the case of a flight
conducted within 25 miles of an airport or operating base or in a multi-engine aircraft within controlled
airspace or along designated air routes. In addition no provision is made to require that signalling devices
be carried.

6.7 a) All aeroplanes when operated at night are not required to be equipped with an attitude indicator, a heading
indicator (gyroscopic direction indicator) except when operated beyond sight of the aerodrome of departure
or under VFR within the Northern Domestic Airspace, a means of indicating whether the supply of power
to the gyroscopic instruments is adequate, a means of indicating the outside air temperature, an airspeed
indicating system with a means of preventing malfunction due to either condensation or icing, a rate of
climb and descent indicator, information relating to communication facilities, navigation aids and
aerodromes appropriate to the flight.

c) All aeroplanes when operated at night are not required to be equipped with a landing light except when
carrying passengers.

e) All aeroplanes when operated at night are not required to be equipped with lights in all passenger
compartments.

6.9 In Canada, no person shall operate a turbo-jet powered aeroplane that has a maximum certificated take-off
weight (MCTOW) of more than 15 000 kg or for which a type certificate has been issued authorizing the
transport of ten or more passengers, unless the aeroplane is equipped with a ground proximity warning
system (GPWS).

6.10.1.3 The use of engraving metal foil flight data recorders (FDRs) shall be discontinued by 1 January 1995. In
Canada, some older aircraft will be allowed to use foil FDRs until Canadian Aviation Regulations (CARs)
come into law. These aircraft will then have to change to digital recording equipment.

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) CANADA 3

CHAPTER 7

7.1.1 This provision is applicable in Canada for aircraft to be operated in accordance with the instrument flight
rules within controlled airspace, visual flight rules at night within controlled airspace, or controlled visual
flight within the block airspace.

7.1.2 When more than one radio communication unit is required, it is not required that each unit be independent
of the other or others.

7.1.4 National provisions outlined in 7.1.1 also apply.

CHAPTER 9

9.1 The pilot-in-command is not responsible for ensuring that the licences of each flight crew member have
been issued or rendered valid by the State of Registry and are properly rated and of current validity and that
flight crew members have maintained competence.

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) CUBA 1

CHAPTER 4

4.18 Aeroplanes may not be refuelled with passengers embarking, on board or disembarking. The Annex
provision will be adopted by December 1997.

CHAPTER 6

6.10.1.3 The use of engraving metal foil flight recorders cannot be discontinued until December 1998. A regulation
conforming to the Annex will be adopted by January 1999.

6.12 This requirement is not included. A personal or automatic type ELT is required. The regulation will be
harmonized with the Annex by January 1998.

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) FRANCE 1

CHAPTER 1

Definitions Aerial work. In France, the concept of aerial work is linked to the remuneration of an aircraft operation.
Technical Regulations define the particular activities (agricultural treatment, drops, sling transportation,
helicopter winching, banner towing, fire fighting, aerial photography with special apparatus, flights exempt
from the rules of the air). These flights are included in the general aviation regulations.

Aircraft. Any machine capable of rising up or moving about in the air.

CHAPTER 3

3.1 No specific requirement in France.

3.2

3.4 France does not require notifying the State in which an incident occurs if that State does not require it.

3.5* No specific requirement on information concerning the search services.

CHAPTER 4

4.1 No requirement to report inadequacies of facilities to the State concerned.

CHAPTER 6

6.1.3.1.1 The first-aid kit is only required for flights over water and designated areas. There is no requirement for
extinguishers other than those that may be required for certification. Spare fuses are not required in daytime
VFR.

6.1.3.1.3* Harnesses are not required on aircraft manufactured before 1983.

6.2.1 b) The timepiece is not required in VFR.

6.7 For night flights, no specific requirement for cabin lights, outside temperature indicator (in VFR), timepiece
(in VFR) and airspeed indicator anti-icing.

6.9 The GPWS is not required for aeroplanes with 30 passengers or less, whatever the mass is.

6.10 French regulations for recorders are formulated differently.

CHAPTER 7

7.1.2 Segregation problems are settled at the certification level.

7.1.4 Carriage of a transceiver is required in the absence of visual contact with the ground or water or if radio
contacts are mandatory.

7.2.4 Segregation problems are settled at the certification level.

* Recommended Practice

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) GERMANY 1

CHAPTER 4

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

CHAPTER 6

6.1.3.1.1 d) Germany does not yet have regulations concerning the carriage of the relevant documents but in practice
the specific documents are already carried on board aircraft.

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

6.10.1.3 Use of metal foil recorders cannot be discontinued on 1 January 1995. Requirements are expected to be
aligned with 6.10.1.3 by 1 January 1998.

1/8/97
SUPPLEMENT TO ANNEX 6, PART II (FIFTH EDITION) SWEDEN 1

CHAPTER 1

Definitions Instrument approach and landing operations: Category II operations are defined as operations with an RVR
of not less than 300 metres.

CHAPTER 4

4.17 a) and d) Swedish regulations contain no formal requirement. Sweden will have complied with this provision by
1 January 1997.

CHAPTER 6

6.1.4 Not included in the Swedish requirements.

6.2.1 b) and c) The altimeter is not required to be of a sensitive type and no timepiece is required for VFR operations.
Sweden will have complied with this provision by 1 January 1997.

6.10.1.3 Metal foil recorders are still allowed. Sweden will have complied with this provision by 1 April 2000.

CHAPTER 7

7.1.2 Independence between communication equipment is not formally required for aeroplanes with a maximum
take-off mass not exceeding 5 700 kg. Sweden will have complied with this provision by 1 January 1997.

1/8/97