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Crew member. National definition differs.
Flight data analysis. No such definition.
Pilot-in-command. National definition differs.
CHAPTER 3
3.2.3 National definition differs.
3.2.4
CHAPTER 4
4.2.3.2 No such requirements.
4.3.6.2.1 Forty-five minutes for piston engine and 30 minutes for turbine engine.
4.3.6.2.2
4.3.7.2 No formal requirement for two-way communication established.
4.3.8.2 Sweden does not comply.
4.4.2 Sweden does not comply, but advisory material is published in AIP.
4.4.7 No formal requirements exists.
4.5.1 Responsibility differs.
4.6.2 Swed~nha s no such requirements.
CHAPTER S
5.1.2 National requirements do not cover this.
5.3.2
CHAPTER 6
6.1.1 No such requirement.
6.1.2
6.3.1.5
6.3.1.5.3
6.3.1.5.2
6.3.1.8 No such requirement.
6.3.1.8.1
6.3.1.8.2
6.3.1 -8.3
6.3.1.8.4
6.3.1 3 . 5
6.3.6
6.4.2 Sweden does not apply con~olledV FR concept.
6.20 Sweden has no such requirements for VFR day operations.
6.21 .I * Sweden has no such requirement.
CHAPTER 9
9.4.4 Check valid if issued within final three calendar months of previous validity period.
9.6 Sweden only regulates flight duty timdperiods.
CHAPTER 10
10.1 Sweden has no such requirements.
*Recommended Practice
27/9/02
S U P P L E MT~O ANNEX6 , PARTI (EIGHTHED ITION) ;~HAIUND 1
CHAPTER 6
6.3.1.5.1. Compliance will be effected on 1 January 2009.
CHAPTER 5
5.2.10 The Aviation Regulations of Turkmenistan require a positive net climb gradient at the level flight altitude
recommended in the operations manual following failure of two power-units on aircraft with three or more
power-units.
CHAPTER 6
6.3.1 The Aviation Regulations of Turkmenistan do not distinguish clearly between Type I and Type I1 (IIA)
flight recorders.
6.17.7* The Aviation Regulations of Turkmenistan do not include requirements for mandatory carriage of an
automatic ELT.
CHAPTER 11
11.4.1" The journey log book does not contain the names of all crew members (only the pilot-in-command and copilot),
the duty assignments of crew members or the nature of the flight. This information is contained in
the orders issued for each flight.
*Recommended Practice
SUPPLEMENTTO ANNEX6 , PARTI (EIGHTHE DITION) UNITEDKI NGDOM 1
General With regard to references to "State of the Operator" (cxcept paragraphs 4.2.6.1 and 4.2.6.2 - Minimum ,
flight altitudes), the responsibility for aeroplanes registered in the United Kingdom remains with the United
Kingdom unless an agreemcnl is reached with another State under the terms of Chapter 3.
The United Kingdom will continue to use the term "weight" unless the aeroplane is operated in accordance
with JAR-OPS, when "mass" will be used.
The Overseas Territories of the United Kingdom cannot necessarily accept responsibility for aeroplanes
not on their register.
CHAPTER 1
Definitions Approach and landing operations using instrument approach procedures. Subpart E of JAR-OPS 1
(Aeroplanes), now the sole United Kingdom code for aerodrome operating minima policy, specifies a
minimum RVR that is 50 m less than the 350 m specified in the ICAO Category I1 definition.
Cabin crew member. The United Kingdom continues to use the term "cabin attendant" in place of "cabin
crew".
Crew member. The United Kingdom definition is based upon the functions that crew members undertake.
Although different, the United Kingdom definition is more precise than that of ICAO.
Flight crew member. The United Kingdom definition is based upon the functions that flight crew members
undertake. Although different, it is more precise than the ICAO definition.
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 ajrcraft without being under the direction
of any other pilot in the aircraft.
CHAPTER 3
3.2 The United Kingdom does not explicitly require operators to establish an accident prevention and flight
safety programme, including a flight data analysis programme.
CHAPTER 4
4.1.2 The United Kingdom does not explicitly require operators to specify in their operations manuals this
instruction on reporting without delay any inadequacy of facilities that may be observed.
4.2.5 The United Kingdom does not cxplicitly require operators to ensure that the design and utilization of
checklists shall observe Human Factors principles.
4.2.7.4' The United Kingdom allows meteorology visibility to be converted to RVR. No limiting visibility is
　
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