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8.7.5.4 The United Kingdom does not require maintenance organizations to ensure maintenance personnel receive
training in lmowledge and slulls related to human performance.
CHAPTER 10
10.1 The United Kingdom does not explicitly require operators to specify in their operations manuals thcse
instructions on the duties and training associated with the employlnent of flight operations officers/flight
dispatchers.
10.2* The United Kingdom does not explicitly require operators to specify in their operations manuals these
10.3* instructions on the duties and training associated with the employment of flight operations officen/flight
10.4" dispatchers.
*Recommended Practice
CHAPTER 13
13.5.1" The United Kingdom does not currently prescribe that specialized means of attenuating and directing the
blast should be provided for use in the least-risk bomb location.
Appendix 2
The United Kingdom does not explicitly require operators to establish an accident prevention and flight
safety programme, including a flight data analysis programme.
"Recommended Practice
27/9/02
General The United States does not accept any provision of Annexes 2,6,10 or 1 I or any other Annex as a Standard
or Recommended Practica as applicable to State aircraft. In accordance with Article 3 a) of the Conventiott
on International Civil Aviation, the Convention and its Annexes arc not applicable to State aircraft. In so
far as any provisions of Annexes 2,6,10 or 11 address the operation or control of Stare aircraft, the United
States considers such provisions to be in the nature of a special recommendation of the Council, advisory
only, and not requiring the filing of differences under Article 38 of the Convention.
CHAPTER 1
Definitions Nore.- The Unired Srates expresses disrances in rerms of feet and miles rather rhan metres. A significant
number of North American operators and aircraft are not equipped with metric unit display.
Aerodrome opemring minima. The United States uses the term "landing minimums".
Approach and landing operations using instrumenr approach procedures:
Catego? 1 (CATI) operafion. For a Categoy I operation, the United States requires a decision height (DH)
of not less than 200 ft and either visibility of not less than one-half rnilc or a runway visual range of 2 400 f
(RVR 1 800 ft with operative touchdown zone and runway centre line lights).
Catego? II (CAT II) operation. The United States requires that Category II provide approaches to minima
of less than 200 ft decision heighV2 400 ft runway visual range to as low as 100 ft decision heightll 200 ft
runway visual range.
Category IIIB (CAT IIIB) operation. The United States criteria are the same as those adopted in Annex 6,
Part I. However, the runway visual range is expressed in feet and less than 700 ft (200 m) but not less than
150 ft (50 m).
Cruising Ievel. The United States air traffic control phraseology uses the term "cruising altitude".
Maintenance. The definition of maintenance in the United States regulations docs not include moditication
or preventive maintenance and does include preservation.
Maximum mass. The United States Federal Regulations use the term "weight" and express "weight" in
pounds.
CHAPTER 3
3.1.5
CHAPTER 4
The pilot-in-command is not required to have available on board the aeroplane information concerning
search and rescue services in the area over which the aircraft will be flown.
An operator is not required to establish and maintain an accident prevention and flight safety programme,
though regulations pertaining to air carrier and commercial operator certification require that a sufficient
number of personnel be available to ensure the highest degree of safety in its operations. This includes a
Director of Safety position.
4.1.3 The United Stales has no provisions requiring aerodromes to be continuously available during their
published hours of operation.
4.3.6.3.1 a)
and b)
4.3.6.4 d)
and e)
The elements specifically required to be included in the operations manual of a United States air carrier are
fewer in number than chose specified in Appendjx 2. Some commuter and on-demand operations do not
require an operations manual.
The United States has no requirement that persons taxiing aircraft on the movement area of an aerodrome
be qualified to use the radio.
For commuter and on-demand operations, there is no requirement that prohibits simulating emergency or
abnormal situations when passengers or cargo are being carried.
For commuter and on-demand operations, operators are not required to maintain fuel and oil records
showing compliance with the fuel and oil supply requirements of 4.3.6 of Annex 6, Part I.
　
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