C1
1.0.1

Definition: Acrobatic Flight

More exacting or exceeds

Air Navigation Order 2016 definition is more aligned to specific aerobatic manoeuvres. UK Reg (EU) No 923/2012 definition includes Annex 2 definition but expands upon it to highlight that it is not associated with "normal" flight.

The UK uses the terms aerobatic manoeuvres (ANO 2016) and aerobatic flight (UK Reg (EU) No 923/2012.

C1
1.0.81

Definition: Operator

Different in character or other means of compliance

The UK Air Navigation Order definition refers to the person who has responsibility for the management of the aircraft.

C1
1.0.89

Definition: Remote Pilot Station

Different in character or other means of compliance

The UK has not adopted the term 'remote pilot station' and has instead adopted the term 'command unit (CU)' meaning "the equipment or system of equipment to control unmanned aircraft remotely as defined in point 32 of Article 3 of Regulation (EU) 2018/1139 which supports the control or the monitoring of the unmanned aircraft during any phase of flight, with the exception of any infrastructure supporting the command and control (C2) link service".

C1
1.0.95

Definition: RPA Observer

More exacting or exceeds

The UK has not adopted the term 'RPA observer' and has instead adopted the terms 'unmanned aircraft observer' and 'airspace observer' as defined in Article 2(24) and Article 2(25) (respectively) of Regulation (EU) 2019/947. These definitions differentiate between an individual that monitors the RPA to ensure that it remains within VLOS, and an individual that visually scans the airspace to identify airborne hazards. The definitions do not describe the trained or competent status of the individual.

C1
1.0.113

Visual line-of-sight (VLOS) operation

Different in character or other means of compliance

The UK definition includes the context of VLOS operation, highlighting that it allows "the remote pilot to control the flight path of the unmanned aircraft in relation to other aircraft, people and obstacles for the purpose of avoiding collisions".

C3
3.2.2

Standard

Different in character or other means of compliance

UK SERA.3210(b) states that an aircraft that is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft. It further requires priority for aircraft with impaired manoeuvrability.

C3
3.2.2.4

Standard

Less protective or partially implemented or not implemented

UK SERA.3210(c)(3)(i) states that a sailplane overtaking another sailplane may alter its course to the right or to the left.

Difference allows sailplanes to overtake each other on the left as well.

C3
3.2.3.2

Standard

Less protective or partially implemented or not implemented

UK regulations specify in point b) to act as far as practicable and in point c) the operation is specified as taxiing or being towed.
Rules of the Air Regulations 2015 Rule 14 and Rule 15 permit the following:

Rule 14 Stationary helicopters on offshore or renewable energy installations.
Notwithstanding SERA.3215 a helicopter may, when stationary on an offshore or renewable energy installation, switch off the red anti-collision light as long as that is done in accordance with a procedure contained in the operations manual of the helicopteroperator as a signal to ground personnel that it is safe to approach the helicopter for the purpose of embarkation or disembarkation of passengers or the loading or unloading of cargo.

Rule 15 Failure of anti-collision and navigation lights
(1) If any light required to be displayed by SERA.3215 fails during flight at night and cannot be immediately repaired or replaced, the aircraft must land as soon as it can safely do so, unless authorised by the appropriate air traffic control unit to continue its flight.(2) An aircraft may continue to fly during the day in the event of a failure of an anticollision light provided the light is repaired at the earliest practicable opportunity.

The period for the requirement is defined as “at night” as defined in UK SERA Art 2(97).

C3
3.2.5

Standard

Less protective or partially implemented or not implemented

UK SERA. 3225 (c) & (d) specify that points c) & d) do not apply to balloons. UK SERA.3225 (c) specifies that point c) applies unless otherwise "indicated or instructed by ATC".

UK SERA. 3225 does not specify that these provisions apply "whether or not within an aerodrome traffic zone".

C3
3.3.1.2

Standard

Different in character or other means of compliance

(e) UK Reg. (EU) No. 923/2012, SERA.4001(b)(5) requires a flight plan to be submitted for any flight across international borders, unless otherwise prescribed by the States concerned. In addition, UK Reg. (EU) No. 923/2012, SERA.4001(b)(6) requires a flight plan to be submitted for any flight planned to operate at night, if leaving the vicinity of an aerodrome.

C3
3.9
Table3-1

Standard

Different in character or other means of compliance

In the UK, in addition to the minima specified, VFR flight is permitted by aircraft in class D airspace at or below 3000 FT AMSL, or 1000 FT above terrain, whichever is the higher, if the aircraft is flown in accordance with the following conditions:a) during day;b) at an indicated airspeed of 140 KT or less to give adequate opportunity to observe other traffic or any obstacles in time to avoid a collision; and,c) remaining clear of cloud, with the surface in sight and:i) for aircraft other than helicopters, with a flight visibility of at least 5 KM;ii) for helicopters, with a flight visibility of at least 1500 M.
In addition to the minima specified against footnote **(a)(1), the UK specifies that flight visibilities in airspace classes F and G may be reduced, during day only, to not less than 1500 M for flights operating at an indicated airspeed of 140 KT or less to give adequate opportunity to observe other traffic or any obstacles in time to avoid a collision.

C4
4.6

Standard

More exacting or exceeds

b) UK SERA. 5005(f)(2) requires a VFR flight not to fly at a height less than 150 M (500 FT) above the groundor water, or 150 M (500 FT) above the highest obstacle within a radius of 150 M (500 FT) from the aircraft.

SERA.3105 requires that aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit. In the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface.

C1
1.1.83

Definition:
VOLMET

Less protective or partially implemented or not implemented

UK VOLMET and D-VOLMET provides current aerodrome routine meteorological reports only.

System designed to give rapid refresh of current conditions at key aerodromes in high density air traffic airspace.

C3
3.2.1

Standard

Differences in specifications for World Area Forecast System (WAFS) Upper-Air (En-route). SIGWX forecast information, and in the appearance of WAFS SIGWX Forecast Charts produced by World Area Forecast Centre London - WAFC London (Appendix 2, Paragraphs 1.3.2, 1.3.3, and 1.3.4). Users should refer to and be familiar with UK AIC P 168/2024 (Changes to SIGWX Forecasts).

Difference will be addressed, and the specifications will become aligned with Annex 3, Amendment 82 (envisaged applicability November 2025).

C4
4.1.6

Recommendation

Less protective or partially implemented or not implemented

C4
4.6.5.1

Standard

Vertical visibility is not measured in the UK.

In the UK when the sky is obscured 'VV///’ is reported in lieu of cloud information.

C5
5.3.1

Recommendation

Less protective or partially implemented or not implemented

Secondary Surveillance Radar (SSR) Mode S within Europe does not support the downlinking of automated routine observations sent via ADS in the Shanwick Oceanic Area are made every 30 minutes.

Current European Mode S Downlink Aircraft Parameters do not include the meteorological data block. WMO AMDAR data provides automated en-route meteorological observations.

C5
5.3.4

Standard

Less protective or partially implemented or not implemented

Secondary Surveillance Radar (SSR) Mode S within Europe does not support the downlinking of automated routine observations.

Aircraft reports in the climb-out phase are obtained via AMDAR.

C6
6.2.6

Recommendation

Less protective or partially implemented or not implemented

UK issues TAFs of 2-5 hour validity to aerodromes that are due to close.

TAFs with validity periods of less than 6 hours are issued to aerodromes that are due to close in order to reduce the number of TAF cancellations.

C6
6.5.2 and 6.5.3

Standard

Less protective or partially implemented or not implemented

AIRMET information is not issued in the UK. GAMET area forecasts in plain language are issued.

AIRMET information is not issued as the specified phenomena are covered by SIGMET where applicable and appropriate warnings in low-level area forecasts.

C7
7.2.1
to
7.2.3

Standard

Less protective or partially implemented or not implemented

AIRMET information is not issued in the UK.

C7
7.3.2

Recommendation

Less protective or partially implemented or not implemented

C11
11.5

Standard

Less protective or partially implemented or not implemented

UK D-VOLMET reflects the content of UK VHF VOLMET broadcasts and does not provide TAF, SIGMET, special air-reports or AIRMET.

The D-VOLMET service is provided using the same equipment as VHF VOLMET.

C11
11.6.1

Standard

Less protective or partially implemented or not implemented

UK VOLMET provides current aerodrome routine meteorological reports (METAR) only.

System designed to give rapid refresh of current conditions at key aerodromes in high density air traffic airspace.

C11
11.6.2

Standard

Less protective or partially implemented or not implemented

UK does not broadcast VOLMET on high frequencies (HF).

The UK only broadcasts VOLMET on VHF broadcasts.

C3
3.1.4

Standard

Different in character or other means of compliance

The UK does not give any formal status to flight operations officers/flight dispatchers.

The UK requires an operator to ensure that the operations manual contains instructions and information necessary for operations personnel to perform their duty including training for those other than crew members.

C3
3.1.5

Standard

Less protective or partially implemented or not implemented

The UK does not give any formal status to flight operations officers/flight dispatchers.

The UK requires an operator to ensure that the operations manual contains instructions and information necessary for operations personnel to perform their duty including training for those other than crew members.

C3
3.3.1

Recommendation

Less protective or partially implemented or not implemented

The UK only requires operators of aeroplanes in excess of 27,000 KG to establish FDM programmes.

The term Flight Data Monitoring is used instead of Flight Data Analysis.

C3
3.5.1

Standard

Less protective or partially implemented or not implemented

The scope of CAT.GEN.MPA.205 – aircraft tracking - is essentially restricted to aeroplanes in excess of 27,000 KG.

Requiring an aircraft tracking capability for lighter aeroplanes is considered to be disproportionate with regards to the cost and expected safety benefit.

C3
3.5.2,

3.5.3

Standard & Recommendation

Less protective or partially implemented or not implemented

The UK only requires tracking of such aeroplanes with a first individual CofA on or after 16 December 2018.

C4
4.2.1.3.1

Standard

Different in character or other means of compliance

C4
4.2.8.1.1

Standard

Less protective or partially implemented or not implemented

The regulations currently only provide operational credits for HUDs and EVS.

C4
4.2.8.3

Standard

Less protective or partially implemented or not implemented

The new approach classifications have not yet been transposed into UK regulations.

Alignment will be considered within future rule making activities.

C4
4.2.8.6

Less protective or partially implemented or not implemented

C4
4.3.3.1

Less protective or partially implemented or not implemented

Alignment will be considered within future rule making activities.

C4
4.3.4.1.2

Standard

Different in character or other means of compliance

UK rules allow 2 hours for ETOPS (EDTO not yet implemented).

C4
4.3.4.1.3

Standard

More exacting or exceeds

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.

C4
4.3.4.3.1

Standard

More exacting or exceeds

C4
4.3.4.4

Standard

Less protective or partially implemented or not implemented

The UK has not yet adopted this Standard.

C4
4.3.6.4

Recommendation

Less protective or partially implemented or not implemented

C4
4.3.7.2.1

Standard

Less protective or partially implemented or not implemented

The UK has not yet adopted this Standard but rule changes are under development.

C4
4.3.10.1

Recommendation

Less protective or partially implemented or not implemented

The recommendation will be considered in the scope of rule making for the implementation of the EDTO standards.

C4
4.5.5

Standard

Different in character or other means of compliance

C4
4.6.1, 4.6.2

Standard

Different in character or other means of compliance

C4
4.7.1.1, 4.7.1.2, 4.7.2.1 to 4.7.2.3.1 and 4.7.2.4 to 4.7.2.6

Standard

Less protective or partially implemented or not implemented

The UK uses ETOPS procedures.

C4
4.7.2.7

Recommendation

Less protective or partially implemented or not implemented

The UK uses ETOPS procedures.

C4
4.9.2

Standard

Less protective or partially implemented or not implemented

C6
6.1.5

Standard

Less protective or partially implemented or not implemented

C6
6.2.2.1

Standard

Less protective or partially implemented or not implemented

C6
6.3.1.1.1

Standard

Different in character or other means of compliance

CAT.IDE.A.190 (a)(3) applies to multi-engine turbine-powered aeroplanes with an MCTOM of 5700 KG or less with a MOPSC of more than 9.

CAT.IDE.A.190 (b)(5) is applicable to aeroplanes with an individual first CofA on or after 1 January 2016.

CAT.IDE.A.191 (light weight FDR) applies to turbine-engine aeroplanes with MCTOM of 2250 KG or more, or aeroplanes with a MOPSC of more than 9 not covered under CAT.IDE.A.190, and first issued with an individual CofA on or after 5 September 2022.

C6
6.3.1.1.2

Recommendation

Different in character or other means of compliance

ANO 2016 and CAT.IDE.A.190 (a)(3) applies to multi-engine turbine-powered aeroplanes with an MCTOM of 5700 KG or less with a MOPSC of more than 9.

CAT.IDE.A.190 (b)(5) is applicable to aeroplanes with an individual first CofA on or after 1 January 2016.

CAT.IDE.A.191 (light weight FDR) applies to turbine-engine aeroplanes with MCTOM of 2250 KG or more, or aeroplanes with a MOPSC of more than 9 not covered under CAT.IDE.A.190, and first issued with an individual CofA on or after 5 September 2022 not covered under CAT.IDE.A.190, and first issued with an individual CofA on or after 5 September 2022.

C6
6.3.1.1.3

Standard

More exacting or exceeds

CAT.IDE.A.190 (a)(1) applies to aeroplanes with an individual CofA after 1 June 1990 and MCTOM of more than 5700 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 5700 KG.

C6
6.3.1.1.4

Standard

Different in character or other means of compliance

ANO 2016 and CAT.IDE.A.190 (a)(1) applies to aeroplanes with an individual CofA after 1 June 1990 and MCTOM of more than 5700 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 5700 KG.

C6
6.3.1.1.5

Recommendation

Different in character or other means of compliance

ANO 2016 applies to aeroplanes with an individual CofA on or after 1 June 1990 and CAT.IDE.A.190 (a)(3) applies to aeroplanes with an individual CofA on or after 1 April 1998.

C6
6.3.1.1.7

Recommendation

More exacting or exceeds

CAT.IDE.A.190 (a) captures all turbine-engined aeroplanes with an individual CofA before 1 June 1990 and MCTOM of more than 5700 KG.

Standard & Recommendation

More exacting or exceeds

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.

C6
6.3.1.1.10

Less protective or partially implemented or not implemented

CAT.IDE.A.190 (a)(1) applies to all aeroplanes with a MCTOM of over 5700 KG with an individual CofA issued 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 but does not specify all of the first 78 parameters listed in table A8-1.

C6
6.3.1.1.11

6.3.1.1.12

Standard &

Recommendation

More exacting or exceeds

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.

C6
6.3.1.2

Standard

Less protective or partially implemented or not implemented

Not specifically stated but CAT.IDE.A.190 requires that the FDR uses a digital method of recording and storing the data, hence CAT.IDE.A.190 excludes de facto engraving metal foil and photographic film.

C6
6.3.1.3

Standard

More exacting or exceeds

C6
6.3.2.1.1, 6.3.2.1.2, and 6.3.2.3.3

Standard &

Recommendation

Less protective or partially implemented or not implemented

The UK has not yet adopted this Standard/Recommendation.

C6
6.3.2.4.2

More exacting or exceeds

C6
6.3.2.4.3

Recommendation

Less protective or partially implemented or not implemented

The requirement is for aeroplanes with an individual first CofA from 5 September 2022.

C6
6.3.3.1.1

Standard

The requirement is for aeroplanes with an individual first CofA from 8 April 2014.

C6
6.3.3.1.2, 6.3.3.1.3

Standard &

Recommendation

Less protective or partially implemented or not implemented

The requirement is for aeroplanes with an individual first CofA from 8 April 2014 but no retrofit or update is required.

C6
6.3.4.1.1, 6.3.4.1.2, 6.3.4.2, 6.3.4.3, 6.3.5.4

Standard &

Recommendation

Less protective or partially implemented or not implemented

C6
6.3.5.5.1

Recommendation

C6
6.3.5.5.2

Standard

C6
6.3.6.1

Standard

C6
6.3.6.2

Standard

C6
6.5.2.1

Standard

C6
6.5.3.1

Standard

C6
6.12

Standard

Different in character or other means of compliance

C6
6.18.1

Standard

Different in character or other means of compliance

C6
6.18.2

Recommendation

Different in character or other means of compliance

C6
6.18.3

Standard

Different in character or other means of compliance

C6
6.19.2

Recommendation

Less protective or partially implemented or not implemented

C6
6.20.2, 6.20.3, 6.22.1, 6.22.2, 6.24

Standard &

Recommendation

Less protective or partially implemented or not implemented

C8
8.2.1

Standard

Less protective or partially implemented or not implemented

UK requirements do not address the human factors principles in Part M sub part G and Part CAMO.

The CAMO must have a Continuing Airworthiness Maintenance Exposition which is equivalent to a Maintenance Control Manual.

C8
8.3.1

Standard

Less protective or partially implemented or not implemented

Part M Sub part G, Part CAMO and Part CAO do not observe Human Factors principles in the design of the Maintenance Programme.

C8
8.3.2

Standard

Less protective or partially implemented or not implemented

C8
8.4.2

Standard

More exacting or exceeds

C8
8.8.2, 8.8.3

Standard

Less protective or partially implemented or not implemented

C10

Standard

Less protective or partially implemented or not implemented

The UK requires an operator to ensure that the operations manual contains instructions and information necessary for operations personnel to perform their duty including training for those other than crew members.

C11
11.4.3

Recommendation

Less protective or partially implemented or not implemented

The UK only requires the Journey Log Book to be retained for three months.

C12
12.4

Standard

More exacting or exceeds

C13
13.2.4

Recommendation

Less protective or partially implemented or not implemented

The UK has not mandated this Recommendation.

It is not considered practical to implement this Recommendation on some smaller aircraft.

C13
13.6.1

Recommendation

Less protective or partially implemented or not implemented

The UK does not currently prescribe that specialised means of attenuating and directing the blast should be provided for use in the least-risk bomb location.

C15
15.2.1

Standard

More exacting or exceeds

Any provision of flight manual information will be provided through aeroplane certification.

Standard

Standard

Less protective or partially implemented or not implemented

Alignment will be considered within future rule making activity.

2.4.3.2

Different in character or other means of compliance

The UK rules do not distinguish between VFR flights and VFR controlled flights.

Less protective or partially implemented or not implemented

Alignment will be considered within future rule making activity.

Standard

Less protective or partially implemented or not implemented

The UK has not yet fully adopted this Standard.

The UK intends to develop appropriate regulations through a rule making activity.

Less protective or partially implemented or not implemented

2.4.16.1.1.2, 2.4.16.1.1.3

Standard &

Recommendation

Standard

The UK requires aeroplanes with a MCTOM of over 27,000 KG and a first individual CofA issued on or after 1 January 2021 to retain the information for the preceding 25 hours.

Less protective or partially implemented or not implemented

Less protective or partially implemented or not implemented

The UK does not require a specific approval for use of EFB in non-commercial operations.

Standard

Less protective or partially implemented or not implemented

The UK has not ratified Article 83 bis but would follow these Standards if required.

Standard

More exacting or exceeds

Less protective or partially implemented or not implemented

The UK has not yet adopted this Standard/Recommendation.

Standard

Less protective or partially implemented or not implemented

C2
2.2
2.3

Less protective or partially implemented or not implemented

Standard

Standard

Less protective or partially implemented or not implemented

Standard

Part IIIA 4.1.6

Standard

Less protective or partially implemented or not implemented

For paragraphs (b), (g), (h) and (i): Part of these provisions implement ICAO’s initiative to incorporate security into aircraft design. Protection against explosive and incendiary devices was not requested in the applicable airworthiness codes (JAR 25, CS 25) effective within the time span of the applicability of Part IIIA (up to 2 March 2004).

The differences related to security standards have been removed by the amendment of CS 25.795 introduced by Amendment 9 to CS 25 effective 12 August 2010. After this date the new security provisions are applicable to new applications for type certification as well as already certificated types subjected to certification of significant changes to TC (changed product rule Part 21A.101).

Part IIIA 9.2.4

Standard

Less protective or partially implemented or not implemented

The UK does not specify that limitations on equipment and systems shall include all those established for the various equipment and systems as installed in the aeroplane.

Part IIIA 11.1.1

Recommendation

Less protective or partially implemented or not implemented

Not specified (except for pilots compartment doors) by the applicable airworthiness codes (JAR 25, CS 25) effective within the time span of applicability of this provision of Part IIIA (up to 2 March 2004).

The differences related to security standards have been removed by the amendment of CS 25.795 introduced by Amendment 9 to CS 25 effective 12 August 2010.

Part IIIA 11.2

Standard

Less protective or partially implemented or not implemented

Not specified (except for pilots compartment doors) by the applicable airworthiness codes (JAR 25, CS 25) effective within the time span of applicability of this provision of Part IIIA (up to 2 March 2004).

The differences related to security standards have been removed by the amendment of CS 25.795 introduced by Amendment 9 to CS 25 effective 12 August 2010.

Part IIIB 2.2.7

Standard

Less protective or partially implemented or not implemented

The United Kingdom complies except that it does not require the scheduling of landing distance with runway slope. Performance is not scheduled for variations in water surface conditions, density of water and strength of current

The UK requires that the allowable water surface conditions and any necessary water handling procedures for seaplanes be established. However, factors on landing distance are applied by operational rules where appropriate.

Part IIIB 3.7

Standard

Less protective or partially implemented or not implemented

The UK only requires bird impact to be taken into account for CS 25 Large Aeroplanes and CS 23 Commuter Category aeroplanes.

In the UK, certification with ditching provisions has to be requested by the applicant, as CS 23 and CS 25 do not require certification for ditching. However, CS 25.807(e) requires provision of ditching emergency exits for passengers, whether or not certification for ditching provisions is requested.

Compliance with the ditching requirements are at the discretion of the applicant.

In practice, the operational restrictions which would result from a lack of ditching certification, means that most applicants seek to comply.

Part IIIB 4.1.1

Standard

Less protective or partially implemented or not implemented

The UK is not yet fully compliant with the text "They shall also consider Human Factors principles".

Part IIIB 4.1.3

Standard

Different in character or other means of compliance

The UK does not require that the effects of materials during emergency situations be taken into account, with regard to persons on the ground and the environment in general.

Part IIIB 6.1.1

Standard

Less protective or partially implemented or not implemented

The UK is not yet fully compliant with the text "They shall also consider Human Factors principles".

Part IIIB 7.2.5

Standard

Less protective or partially implemented or not implemented

The UK does not specify that limitations on equipment and systems shall include all those established for the various equipment and systems as installed in the aeroplane.

Paragraph 25X1524 was deleted from JAR-25 in order to harmonise with FAR 25, and therefore is not present in CS 25.

Part IIIB 8.6

Standard

Less protective or partially implemented or not implemented

The United Kingdom only requires account to be taken of the installation of survival equipment in the Certification Specifications.

Part IV 2.2.3.2

Standard

Less protective or partially implemented or not implemented

In the United Kingdom en-route performance is based on climb performance both for all engines operating and one engine inoperative situations. The case of the two critical power units inoperative for helicopters having three or more engines is not addressed.

Part IV 4.1.6

Standard

Less protective or partially implemented or not implemented

There are no requirements in the United Kingdom for design precautions to be taken to protect against instances of cabin depressurisation. Unpressurised cabins and compliance with CS 27/29.831 ensures compliance with the standard relating to incapacitation from smoke or other toxic gases.

The UK does not have any pressurised helicopters at this time.

Part IV 4.1.8

Standard

Different in character or other means of compliance

In the UK, ground handling is not directly addressed.

The instructions for continued airworthiness in Appendices A29.3 & A27.3(a)(4) require information regarding towing & jacking to be supplied by the Type Certificate Holder. For Annex II aircraft there is no difference.

Part IVB 4.7

Standard

Different in character or other means of compliance

In the UK, ground handling is not directly addressed.

The instructions for continued airworthiness in Appendices A29.3 & A27.3(a)(4) require information regarding towing & jacking to be supplied by the Type Certificate Holder. For Annex II aircraft there is no difference.

Part IVB 5.2.7

Standard

More exacting or exceeds

CS 27 is more exacting or exceeds Part IVB which only requires restart capability for helicopters greater than 3175 KG or which are certificated to category A.

Part IVB 6.1.1

Standard

Different in character or other means of compliance

The United Kingdom does not comply with the Human Factors element.

Part V 1.1.2

Recommendation

Different in character or other means of compliance

The United Kingdom applies EASA Certification Specification 22 to powered sailplanes. The upper weight limit of CS 22 is 850 KG. This means that powered sailplanes between 750 and 850 KG, certified in accordance with CS-22, may not be fully compliant.

Part V 6.1.1

Standard

Different in character or other means of compliance

The United Kingdom does not comply with the Human Factors element.

2.10

In certain circumstances particulars of members of crew and any supernumerary passengers may be required.

2.12

In certain circumstances carriers may be required to provide a passenger list showing the names, date of birth, nationalities and other particulars of passengers.

2.19

General customs supervision should at all times be possible; such supervision may include a document check (Article 13 of the European Union’s Customs Code refers).

3.26

3.29

Disembarkation cards must be provided by the carrier at its expense and distributed to all passengers who need to complete them.

The UK retains the right to introduce export controls in certain circumstances.

3.45

An operator remains liable for the care and custody of passengers and crew, including associated costs, in certain circumstances.

3.48

Where the UK imposes a requirement to provide API, this requirement will apply regardless of whether the information in the passenger’s travel document is available in machine readable form.

Failure to provide data on request, without reasonable excuse, may carry a penalty.

3.65

3.66.1

3.67

3.67.1

3.68

Crew member certificates are not issued by the UK public authorities to crew members of UK airlines, whether or not they are required to be licensed.

Identification documents bearing photographs of the holders are issued to UK aircrew members, licensed and unlicensed, by UK airlines and by airport authorities on their behalf, the validity of which may be checked by contacting the issuing authority.

UK flight crew licences conform to the specification for personnel licences set forth in paragraph 5.1.1 of Annex 1. The date of birth is also included. Following the introduction of computerised licence issues a photograph of the holder is no longer required, neither is the place of birth nor a statement of the right of re-entry to the State of issue – these items are part of the Annex 9 Appendix 7 crew member certificate but are not called for in paragraph 5.1.1 of Annex 1.

3.69

3.69.1

3.71

3.72

The United Kingdom requires civil aviation inspectors who arrive to conduct inspection duties to be in possession of a valid passport or other satisfactory document establishing identity and nationality and, where applicable, a valid visa.

3.74

3.75

The UK permits transit without visas for passengers who normally require visas, provided that the passenger has: (a) entry facilities for the countries en route and for the final destination; (b) a firm booking to travel by air within 24 hours; (c) no purpose in entering the UK other than to pass through in transit.

3.77

In the United Kingdom children and young persons (minors) are those passengers aged under 18 years of age.

3.78

The United Kingdom visa requirement is waived in respect of visa nationals who arrive and leave as operational aircrew within seven days. The United Kingdom requires aircrew who are supernumerary to be in possession of a valid passport or other satisfactory document establishing identity and nationality and, where applicable, a valid visa.

The European Union’s Customs Code and the Implementing Provisions do not foresee waiving the need for a guarantee for transport by road (including airfreight by road); however, provisions exist to authorise a reduction of the guarantee level.

Under European Union Customs legislation consultation with operators and other parties concerned is not compulsory in every case. Close co-operation and consultation with the operators is however generally sought in order to improve the quality and effectiveness of new regulations and of amendments to existing rules.

In the European Union a wide range of simplified customs procedures are in practice available for operators as regards export (for example, incomplete declarations, simplified declarations, local clearance procedures – Article 76 of the European Union’s Customs Code refers). Some of these procedures are subject to prior authorisation from the customs authorities. As an authorised operator, the exporter is allowed to carry out any number of operations. The authorisation is based on general criteria, for example the ability to ensure that effective checks can be undertaken. Depending on the simplified procedure used, the declarant must be made available to the Customs authorities all of the required documents required for application of the provisions governing the export of goods.

This Standard, and in particular the words ‘at any customs office’, does not conform with Article 161 § 5 of the European Union's Customs Code which provides that the export declaration must be lodged where the goods are packed or where the exporter is established.

The Recommended Practice would seriously frustrate control by public authorities over goods loaded on a departing aircraft. Furthermore, the return of certain goods after their departure would not be guaranteed despite the lodging of a security.

Currently, no European Union provision determines in which cases the use of simplified arrangements is obligatory or must be granted to the operators. In the European Union a wide range of simplified customs procedures are in practice available for operators as regards export (for example, incomplete declarations, simplified declarations, local clearance procedures – Article 76 of the European Union’s customs Code refers). Some of these procedures are subject to prior authorisation from the customs authorities. As an authorised operator, the exporter is allowed to carry out any number of operations.

This Recommended Practice is acceptable in as far as the Contracting States have a common interpretation of the term “part consignment”. According to Article 73(2) of the European Union’s Customs Code, all the goods covered by the same declaration shall be released at the same time on the understanding that, where a declaration form covers two or more items, the particulars relating to each item shall be deemed to constitute a separate declaration.

UK and European Union provisions concerning export and transit licences remain applicable, in certain cases, when the goods are redirected to another destination (for example weapons, dual use goods, precursors, etc).

5.4

An operator is required to remove an inadmissible person in accordance with the directions given by the Border Force Officer.

5.9.1

5.11

5.11.1

A Border Force Officer may direct the carrier as to which country an inadmissible may be removed to.

5.14

Under UK carrier liability legislation a charge may be imposed on the operator if a person arrives without the required documents. However, the operator is not liable if:

i. It can show that the required documents were produced when the passenger embarked for the UK;

ii. a false document is produced or the passenger impersonates the rightful holder of a document unless the falsity of the document or the impersonation is reasonably apparent;

In addition, an operator may apply for Approved Gate Check status at individual ports of embarkation. If the operator satisfies the UK authorities that it meets the published criteria, which include an audited high standard of document checking and security procedures, the UK will normally waive charges relating to persons who arrive with no documents from the station and to a limited number of charges arising from passengers who do not hold current UK visas.

The UK will co-operate fully with the requesting State to investigate and validate the persons claim to be a British citizen and to resolve the claim quickly, within 30 days if possible.

This provision only applies where the person concerned is admissible or is to be expelled by the authorities.

8.17

8.18

8.18.1

8.19

8.20

8.21

The UK will establish a National Air Transport Facilitation Programme in 2016 consistent with 8.17. A Facilitation Stakeholders Forum, under Department for Transport chairmanship, aims to meet regularly to discuss relevant issues. The UK strongly supports close co-ordination between civil aviation security and facilitation programmes. The Government itself does not establish facilitation committees at airports. There are, however, national consultative bodies for particular subjects, and ad hoc meetings are arranged when necessary to discuss particular topics. UK law (Section 35 of the Civil Aviation Act 1982) allows the Government to require that adequate facilities for consultation be established at airports. Consultation arrangements have been established under these powers at 51 airports.

3.1.3.3.2

UK requirements written in terms of usable signal.

3.1.5.1.6

Pilot-in-Command. In United Kingdom legislation, ‘Pilot-in-command’ in relation to an aircraft means a person who for the time being is in charge of the piloting of the aircraft without being under the direction of any other pilot in the aircraft.

C5

5.9.1

C6

6.3

Instead of Intermediate holding position, the UK commonly uses the terms Taxiway Holding Position, Runway-taxi holding position and Intermediate-taxi holding position.

Standard

More exacting or exceeds

Standard

Standard

Recommendation

Different in character or other means of compliance

More exacting or exceeds

NIL

4.5.7.5.1

4.6.1.5

At or above FL 280, speeds shall be expressed in multiples of 0.01 Mach; below FL 280, multiples of 10 KT shall be used.

Revised SID/STAR phraseology not yet implemented.

6.5.2.4

Descent clearance on a STAR is as directed by ATC. Revised STAR phraseology not yet implemented.

7.2

The procedure for selection of runway in use for noise preferential reasons is currently not implemented in the UK.

7.6.3.1.1.3

Standard taxi routes are not published in the UK. Taxi instructions will be issued individually by ATC.

7.6.3.2.3.3

In the UK, the use of flashing runway or taxiway lights has no meaning and is not used.

7.15

Aerodrome lighting shall be displayed from 15 minutes before any ETA and until 15 minutes after any ATD as follows:

1. By day: High intensity systems, where installed on the runway to be used, whenever the visibility is less than 5 KM and/or the cloud base is less than 700 FT;

2. By night: Irrespective of weather conditions.

8.6.5.1 (b)

Except in the approach phase, the purpose and extent of initial vectors will not be given by controllers. Aircraft in receipt of vectors and subsequently experiencing radio failure must follow the radio failure procedure notified at ENR 1.1.3.

Controllers will endeavour to keep aircraft in receipt of vectors not less than 2 NM from the boundary of controlled airspace.

8.7.3.2 (b)

Unless wake turbulence spacing is required, 2.5 NM spacing on final approach may be used between successive aircraft arriving at London Heathrow. Pilots should be aware that this spacing may be applied up to 20 NM from the threshold. Further details are notified in AIP EGLL-AD-2.20.

8.7.3.4

UK wake turbulence categories are different to ICAO. Pilots should refer to and be familiar with UK AIC P083/2020 Wake Turblence.

8.9.6.1.3

Obstacle clearance criteria applicable to each runway are detailed on UK AIP aerodrome approach charts and will not be routinely given by controllers over the RTF.

12.2.4

Pilots are not required to report non-approved RVSM status in all requests for level changes and their read-backs.

12.3.1.2
(a) 1

For level changes and reports: 'TO' shall only be used to describe altitude or height, eg 'DESCEND TO ALTITUDE 3000 FT'. It is not used when describing Flight Levels, eg 'CLIMB FL 250'.

12.3.1.2
(z) to (kk)

Revised SID/STAR phraseology not yet implemented.

RECLEARED is to be used only when it relates to an ATC route clearance, airways, reporting points and waypoints, but NOT for instructions to climb and descend. The phrase 'CONTINUE AS CLEARED' is not to be used in the UK.

12.3.2.4 (c)

'CRUISE CLIMB' is not used in the UK.

12.3.3.1
(f) to (h)

Revised departure instructions phraseology not yet implemented.

Work is under way to effect UK implementation of the revised PANS-ATM Amendment 7 phraseology (date to be confirmed but not before late 2017).

12.3.3.2
(a) to (f)

Revised approach instructions phraseology not yet implemented.

Work is under way to effect UK implementation of the revised PANS-ATM Amendment 7 phraseology (date to be confirmed but not before late 2017).

12.4.1.8
(e) & (f)

For avoiding action the following phraseology will be used:AVOIDING ACTION. Turn left (or right) immediately heading (three digits). Traffic (bearing by clock reference and distance).

OTHER UK PHRASEOLOGY

Student Pilots: In the UK, pilots may hear the use of 'STUDENT' as part of the RTF callsign. The use of this term has been introduced to increase the awareness of controllers and other airspace users to the presence of student pilots flying solo.

Reduced runway separations: When using ICAO reduced runway separation procedures, the phraseology 'LAND AFTER THE (aircraft type)' will be used. Full details of these procedures are notified in GEN 3.3.3.

Unlawful interference: Pilots of aircraft subject to unlawful interference may hear one or more of the following phraseologies:

1. 'I am instructed by His Majesty's Government to refuse entry into United Kingdom airspace/ to inform you that landing clearance has been refused for any airfield within the United Kingdom. What are your intentions?'

2. 'I am instructed by His Majesty's Government that you are to hold at (fix or GPS position) at (level). Acknowledge'.

Approach delays: If, for reasons other than weather, eg an obstruction on the runway, the extent of approach delays are not known, aircraft will be advised 'DELAY NOT DETERMINED'. As soon as it is possible for aircraft to re­ commence approach procedures, EATs will be issued.

Helicopter phraseology

The UK has developed specific phraseology for use in helicopter operations. Helicopter pilots should be familiar with the relevant content of CAP 413 Radiotelephony Manual.http://www.caa.co.uk/cap413

ADS-C systems are currently not used in the UK.

15.1.4

UK controlled airspace is complex and congested; traffic is often orientated on the airway in certain directions or flows. Therefore, if able, aircraft executing an emergency descent should remain on the assigned route or track whilst carrying out the descent; unless doing so would endanger the aircraft.

Upon hearing an emergency descent broadcast on the ATC frequency, pilots should: maintain radio silence, listen for instructions from ATC, maintain a good visual lookout and respond to TCAS advisories.

15.3.3

UK Radio Failure procedures for IFR/IMC flights provide pilots with instructions more comprehensive than ICAO procedures. Pilots should read and be familiar with UK Radio Failure procedures notified at ENR 1.1.3 paragraph 3.

16.2

For the rules, regulations, responsibilities and restrictions regarding unmanned free balloons in UK airspace, users should contact the UK CAA's Airspace Utilisation Section.

For UK repetitive flight planning requirements see ENR 1.10.

Part I: Departure Procedures

Section 2; Chapter 1: Use of FMS/RNAV equipment to follow conventional departure procedures

1.4

Additional requirements:

1. the conventional procedure must have been inserted into the FMS from a recognised database and cannot be manually loaded or modified by the crew other than to follow ATC instructions;

2. after the procedure has been loaded into the FMS as above, it must be cross-checked against the published conventional procedure before any attempt is made to follow the procedure using the FMS.

Part I: Noise Abatement Procedures

Section 7; Chapter 2: Noise Preferential Runways and Routes

2.2.3.

3.8.

Unless otherwise stated, the upper limit for noise abatement procedures is 3000 FT ALT. However, aircraft operators are expected to operate their aircraft at all times in a manner calculated to cause the least noise disturbance on the ground.

Part I: Procedure Construction and Obstacle Clearance Criteria for Departure Procedures

Section 3; Chapter 3: Turning Departure

3.3

In general, when turns are required shortly after take-off for noise abatement or other operational purposes, the nominal track has not been designed in accordance with these criteria. However, no turns are to be commenced below a height of 500 FT AAL Primary and Secondary areas for obstacle clearance on Standard Instrument Departure Procedures, where published, are determined along the nominal ground track of the Noise Preferential Route as specified by the Airport Operator. Obstacle clearance is not assessed for any routes other than published Standard Instrument Departures Procedures.

Part I: Initial Approach SegmentSection 4; Chapter 3: Requirements for separate instrument approach charts

3.4.5.2

3.5.4.4

UK Addition

6.4.5.7

UK Addition

6.4.5.7.1

UK Addition

6.4.5.7.2

UK Addition

6.4.5.7.3

UK Addition

6.4.5.7.3.1

UK Addition

6.4.5.7.4

UK Addition

General.

See paragraph UK Addition6.6 below for separate criteriafor approved 'high resolution'equipment with a terminationrange of 0.5 NM or less. Additionally, within a specifiedarea aligned with an Instrument Runway, when an aircraft is being vectored to an Instrument Approach, minimum obstacle clearance may be reduced to 150 M (500 FT). The specified area is shown on the ATCSurveillance Minimum AltitudeChart and is of the followingdimensions:A line 2.5 NM long, centred onthe runway centreline, 1.5 NMfrom the threshold in the approach and a line 5 NM long, centred on the runway centreline, 9.5 NM from thethreshold in the approach, joined at the ends to form a quadrangle.

6.4.3

Area.

The area to be considered for obstacle clearance begins at the FAF and ends at the MAPt.

6.5

Termination Range.

A Surveillance Radar Approach shall be terminated 2 NM before touchdown except where a termination range of 1 NM has been specifically approved. See paragraph 6.6 below for separate criteria for approved 'high resolution' equipment with a termination range of 0.5 NM or less.

The Missed Approach Point (MAPt) is located at the point where the radar approach terminates. However, where operationally advantageous, the MAPt for 2 NM SRAs may be designated as 1 NM before touchdown.

UK Addition

6.6

General.

Certain approved Surveillance Radar equipments can provide final approach guidance of better quality than that provided for in paragraph 6.1. The criteria for procedures using these radars are the same as those contained in paragraphs 6.2 and 6.3 except for the final approach and missed approach areas and obstacle clearance described below:

Note: Approval of 'high resolution' SRE procedures is based on an operational and technical evaluation of the equipment. In all cases:

a. There is a continuous talk-down, on a discrete frequency, from 4 NM with ranges and advisory heights being given every 0.5 NM;

b. The approach controller providing final approach guidance is allocated full time to the task;

c. The display system incorporates a centreline with associated reflectors to confirm centreline accuracy;

d. The accuracy, resolution, antenna rotation rate. Low­ level cover, and extent of permanent echoes are assessed as capable of giving a high probability of a successful approach with a termination range of 0.5 NM or less.

UK Addition

6.6.1

Area.

The area to be considered for obstacle clearance begins at the FAF and ends at the MAPt and is centred on the Final Approach Track. The minimum length of the Final Approach Track shall be 3 NM. The length shall be established by taking account of the permissible descent gradient (see paragraph 6.4.5). The maximum length should not exceed 6 NM. Where a turn is required over the FAF, Table I-4-5-1 in Part 1, Section 4, Chapter 5 applies. The width of the area is proportional to the distance from the radar antenna, according to the following formulae:

W/2 = 1.9 + 0.1 D KM, for D greater than 10 KM.

W/2 = 0.3 + 0.26 D KM, for D equal or less than 10 KM.

Where:

W = total area width in KM.

D = distance from antenna to track in KM

The maximum value for D is 37 KM (20 NM) subject to the accuracy of the radar equipment as determined by the Authority.

A secondary area comprising 25% of the total width lies on each side of the primary area, which comprises 50% of the total width.

UK Addition

6.6.2

UK Addition

6.6.3

Missed Approach Secondary Areas.

Secondary areas are established on each side of the primary area, with width equal to 25% of the total area width at the MAPt, reducing to zero width at the SOC.