< PreviousICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................131.............................................................................................................................................................................Recent Amendments Adopted to the Annexes to the Convention on International Civil Aviation (1944)Annex 1— Personnel Licensing (Amendment 173)Amendment 173 relates to health education and the application of basic safety management principles to the medical assessment process. The Amendment replaces a current Recommendation relating to health education and prevention of ill health in Class 1 applicants under 40 years of age by means of a new Standard addressing similar principles but with wider application, and upgrades a Recommendation to a Standard concerning the application of basic safety management principles to the medical assessment process.Annex 2 — Rules of the Air (Amendment 45)Amendment 45 concerns provisions related to adherence to flight plan and a reduction in the allowable variation in assigned or planned true airspeed/Mach number. Experience by ATS providers indicates that the current allowable tolerance of up to a 5 per cent change in speed before it is reported can prove to be too great in light of today’s reduced longitudinal separation minima. The Amendment corrects this potential risk and extends applicability of the Standard to aircraft utilizing the Mach number as a speed reference. This Amendment also ensures that both inadvertent and intentional speed deviations are covered so as to more accurately reflect the intent and conditions under which this Standard would be applied. Amendment 45 arose from the Separation and Airspace Safety Panel (SASP).Annex 3 — Meteorological Service for International Air Navigation (Amendment 77)Amendment 77 relates to the provision of aeronautical meteorology information and to a global reporting format for assessing and reporting runway surface conditions. Aeronautical meteorology information The Amendment concerning aeronautical meteorology introduces a further incremental addition to the digital exchange of meteorological information as a component of the system-wide information management (SWIM) environment by incorporating volcanic ash and tropical cyclone advisories as well as AIRMET information. Additional world area forecast system (WAFS) information on cumulonimbus clouds, icing and turbulence is introduced as well as reference to Internet-based services in lieu of the removal of reference to legacy satellite distribution systems. These updates provide for enhanced efficiencies and improved information on hazardous meteorological conditions.Global reporting format — Runway surface conditions The Amendment concerning enhanced global reporting format for assessing and reporting runway surface conditions is designed to report runway surface conditions in a standardized manner such that flight crew are able to accurately determine aeroplane take-off and landing performance, resulting in a global reduction in runway excursion incidents/accidents. The Amendment provides a solution to a long outstanding issue of relating aeroplane performance to runway state information in a more objective way and is part of a major revision to several Annexes.Annex 4 — Aeronautical Charts (Amendment 59)Amendment 59 relates to satellite voice communications (SATVOICE) and to visual segment surface (VSS). Satellite voice communications (SATVOICE) SATVOICE is part of a major revision to several Annexes and PANS, and the Amendment introduces a provision on the aeronautical charts for SATVOICE number(s). The readily available information on SATVOICE number(s) assists the flight crew in contacting ATS units in a more efficient manner, which will have a positive impact on operational safety, particularly during an emergency situation.Visual segment surface (VSS)The Amendment concerning VSS addresses the identification of penetrations of the VSS on aeronautical charts to contribute to improved safety through enhanced situational awareness of potential safety hazards. The update of the provisions relating to publication depiction and functionality requirements of fly-by and fly-over significant points, area minimum altitude (AMA), CAT H procedures and en-route airway directional use restrictions is intended to provide clarity and transparency to existing Annex 4 requirements to avoid misinterpretation by the users and support an effective Unless otherwise stated, the following amendments were adopted in February – March 2016ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................132implementation of the criteria, resulting in increased safety. This Amendment to Annex 4 complements revisions to the Procedures for Air Navigation Services — Aircraft Operations, Volume II — Construction of Visual and Instrument Flight Procedures (Doc 8168, PANS-OPS) and guidance material.Annex 6 — Operation of Aircraft Parts I, II and III (Amendments 40, 34 and 20)The Amendments relate to: fatigue management approaches; protection of flight recorder recordings; harmonization and alignment of terms and language, updated performance-based navigation (PBN) provisions, enhanced vision system (EVS), and cargo compartment fire suppression considerations for diversion; improvements in assessing and reporting runway surface conditions; carriage requirements of flight recorders; timely recovery of flight data recordings for investigations; performance-based communication and surveillance (PBCS); and safety management.Fatigue management approaches (Annex 6, Part I)The consequential Amendment concerning fatigue management approaches addresses the need to have a definition of fatigue which can be applied in any aviation industry sector, the revision to the title associated with the update, and the significant expansion of the supporting guidance material.Protection of flight recorder recordings (Annex 6, Parts I, II and III)The Amendments concerning protection of flight recorder recordings in normal operations address, outside Annex 13 type investigations, the use of cockpit voice recorders (CVRs) and airborne image recorders (AIRs) which should be limited to safety-related purposes with appropriate safeguards, for inspections of flight recorder systems, or when associated recordings or transcripts are sought for criminal proceedings. Such proceedings are introduced into the Amendment as an exception to the protections accorded to CVRs and AIRs in order to allow competent authorities to access and use these types of recordings and their transcripts without restriction in cases where criminal offences are committed and crew members involved may not have consented to such use (e.g. cases of hijacking). Likewise, the use of flight data recorders (FDRs), aircraft data recording systems (ADRS) as well as Class B and C AIR and airborne image recording systems (AIRS) should be limited to airworthiness or maintenance purposes, including flight data analysis programmes, with appropriate protections accorded by Annex 19.Harmonization and alignment of terms and language, updated performance-based navigation (PBN) provisions, enhanced vision system (EVS), and cargo compartment fire suppression considerations for diversion (Annex 6, Parts I, II and III) .............................................................................................................................................................................Global aircraft tracking Annex 6 — Operation of Aircraft, Part I (Amendment 40), which included, among other elements, SARPs relating to the location of an aeroplane in distress.The SARPs establish the requirement for an aeroplane to autonomously transmit information from which a position can be determined at least once every minute when in a distress condition. An aircraft is in a distress condition when it is in a state that, if the aircraft behaviour event is left uncorrected, could result in an accident. The SARPs are applicable to new aeroplanes with take-off mass greater than 27 000 kg from 1 January 2021. The requirement also recommends that it apply to new aeroplanes with take-off mass greater than 5 700 kg from the same date.The SARPs specify that autonomous transmission of position information needs to be active when an aircraft is in a distress condition. This will provide a high probability of locating an accident site to within a 6 NM radius. It also specifies that the transmission can be activated manually. The SARP is not technology-specific and will allow for various solutions, including a triggered transmission system. It specifies performance criteria such as that the autonomous transmission of position information needs to be capable of transmitting the information in the event of aircraft electrical power loss, at least for the expected duration of the entire flight.A public website on global tracking initiatives (http://www.icao.int/safety/globaltracking) has been launched and is updated regularly.ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................133The Amendments address the following issues: consistency in terminology (e.g. equipped and installed) and harmonization of terms and language across all parts of Annex 6; revised PBN provisions, aligned with the current PBN framework, necessary for the simplification of the PBN approval process; updated guidance material in the attachments and correction of inconsistencies in relation to EVS; and, in Annex 6, Part I, inclusion of a recommendation regarding the time capability of cargo compartment fire suppression (CCFS) of aircraft, which applies to both extended diversion time operation (EDTO) and non-EDTO operations.Global reporting format — Runway surface conditions (Annex 6, Parts I and II) The Amendments relate to the use of an enhanced global reporting format for assessing and reporting runway surface conditions and address a small part of a major revision to several Annexes in order to introduce the global reporting format.Carriage requirements of flight recorders (Annex 6, Parts I, II and III)Performance-based provisions in Annex 6, Part I, were adopted by the Council for tracking and locating aeroplanes in distress, ensuring timely availability of flight recorder data to assist accident investigations. These include provisions to enable locating an accident site within a 6 NM radius, with an added advantage of assisting search and rescue operations. The Amendment to Annex 6, Part II, addresses the extension of CVR recording duration to 25 hours which will allow the capture of pre-flight and post-flight crew activities even for long-haul flights. Furthermore, the Amendment allows for harmonization with FDR duration requirements. The Amendment to Part III aligns text with Annex 6, Parts I and II. Performance-based communication and surveillance (PBCS) (Annex 6, Parts I, II, and III) The Amendments clarify existing provisions concerning required communication performance (RCP) and add a provision for surveillance equipment and performance-based surveillance (PBS). The Amendment is intended to ensure that aircraft communication and surveillance systems meet the RCP requirements and required surveillance performance (RSP) specification(s); and that the operator participates in monitoring programmes established by the air navigation service providers (ANSPs), as per Annex 11, Chapter 3, 3.3.5.2. Safety management (Annex 6, Parts I and III) The Amendments ensure that references are updated to reflect the elevated status of Attachment B to Appendix 3 in Annex 19.Annex 8 — Airworthiness of Aircraft (Amendment 105)The Amendment relates to safety management and an enhanced global reporting format for assessing and reporting runway surface conditions.Safety managementThe Amendment is a result of the extension of safety management systems (SMS) Standards and Recommended Practices (SARPs) in Annex 19 to organizations designing and/or manufacturing engines or propellers; the Amendment to Annex 8 is required to ensure alignment with Annex 19.Global reporting format — Runway surface conditions The Amendment addresses a small part of a major revision to several Annexes in order to introduce the global reporting format. The global reporting format is designed to report runway surface conditions in a standardized manner such that flight crew are able to accurately determine aeroplane take-off and landing performance, resulting in a global reduction in runway excursion incidents/accidents.Annex 9 – Facilitation (Amendment 25)It became effective in October 2015. This Amendment relates to, inter alia, assistance to aircraft accident victims and their families, Machine Readable Travel Documents (MRTDs), cargo facilitation and INTERPOL’s Stolen and Lost Travel Documents (SLTD) database.Annex 10 — Aeronautical Telecommunications, Volume I (Amendment 90)The Amendment addresses issues associated with global navigation satellite system (GNSS), instrument landing system (ILS) and rationalization of conventional navigation systems.Annex 10, Volume II (Amendment 90)The Amendment addresses current limitations with the aeronautical fixed telecommunication network (AFTN) in terms of message line length, overall message length and the limited character set. The Amendment also updates references to ICAO manuals and deletes .............................................................................................................................................................................ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................134.............................................................................................................................................................................references to common ICAO data interchange network (CIDIN)/aeronautical message handling system (AMHS) gateways, which are specific regional implementations. In terms of data link and SATVOICE, data link initiation capability (DLIC) has been included. The Amendment also clarifies existing provisions on controller-pilot data link communications (CPDLC) and automatic dependent surveillance — contract (ADS-C) by introducing new terms in alignment with actual capabilities of the operational fleet. The Amendment also introduces a reference to the Global Operational Data Link (GOLD) Manual (Doc 10037).Annex 10, Volume III (Amendment 90)The Amendment addresses a number of issues associated with the aeronautical mobile airport communications system (AeroMACS) and the SATVOICE.AeroMACSThe Amendment concerning the AeroMACS fulfills the need for a broadband communication system on the airport surface to support future air traffic management services by utilizing 5091 MHz to 5150 MHz spectrum allocated by WRC-07 and the need for AM(R)S services.SATVOICE The Amendment concerning SATVOICE standardizes system characteristics essential for common infrastructure using different satellite companies, network service providers and aircraft equipment. The provisions will prevent further divergence in implementation and contribute positively to a transition from high frequency (HF) voice to SATVOICE as envisioned in the Global Air Navigation Plan (Doc 9750).Annex 11 — Air Traffic Services (Amendment 50)The Amendment relates to performance-based communication and surveillance (PBCS), procedure design and oversight, a consequential amendment resulting from Amendment 77 to Annex 3, and fatigue management for air traffic controllers.Performance-based communication and surveillance (PBCS)The Amendment revises the previously existing provision regarding required communication performance (RCP) to performance-based communication (PBC) and adds new provisions for surveillance equipment and performance-based surveillance (PBS). The Amendment also includes a requirement for establishment of a PBCS monitoring programme when RCP and RSP specifications are prescribed.Procedure design and oversight SARPs The Amendment addresses the requirements for the regulatory framework on instrument flight procedure design service and definition of the responsibilities of Contracting States on the provision of safe flight procedures. This Amendment will improve flight safety through consistent implementation of instrument flight procedure design services and oversight of the services by States.Aeronautical meteorologyThe Amendment concerning aeronautical meteorology is consequential to Amendment 77 to Annex 3 and relates to an update of the definition of SIGMET in Annex 11.Fatigue management for air traffic controllersThe Amendment provides minimum Standards for the management of air traffic controller fatigue risk through both compliance with prescriptive limits and the implementation of a fatigue risk management system (FRMS).Annex 13 — Aircraft Accident and Incident Investigation (Amendment 15)Amendment 15 relates to establishment of an independent accident investigation authority and protection of safety information. Establishment of an independent accident investigation authorityAn independent accident investigation authority refers to an authority that is functionally separate from State aviation authorities and other entities that could interfere with the conduct or objectivity of investigations so that the associated causes and contributing factors are properly and adequately identified. Protection of safety information The Amendment focuses on: protection of investigation records in Annex 13 while balancing the objectives of the investigation and other public interests; effective means to protect records in the custody of or under the control of the accident investigation authority; and support to States in the administration of the “balancing test” by the designated competent authority. The Amendment recognizes that different circumstances require different protective safeguards and that full protection may be ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................135counterproductive. It also recognizes the accommodation of different legal systems and States’ practices in implementing effective protection of investigation records.Annex 14 — Aerodromes, Volume I (Amendment 13)The Amendment relates to: autonomous runway incursion warning system (ARIWS); visual aids; aerodrome design; and enhanced global reporting format. Autonomous runway incursion warning system (ARIWS)The Amendment addresses the need for harmonization of procedures relating to ARIWS, when installed, for all aerodromes and types of systems. It is a complex system and its implementation needs to be balanced against other means with due consideration given to efficiency of the mitigation, efficiency of operations, costs and human factors aspects. There is no obligation or recommendation within the provisions to install such a system; the installation of such a system at an aerodrome would only be concluded following an assessment of the runway incursion risk at that aerodrome.Visual aidsThe Amendment clarifies or modifies various provisions and notes including in relation to: runway holding position marking; intermediate holding position marking; and T-VASIS and AT-VASIS.Aerodrome designThe Amendment formally classifies blast pad prepared areas and allows for use of open-air water conveyances for removal of excessive rainfall on or near the runway. Global reporting format — Runway surface conditions The Amendment relates to the use of an enhanced global reporting format for assessing and reporting runway surface conditions for standardized reporting such that flight crew are able to accurately determine aeroplane take-off and landing performance, resulting in a global reduction in runway excursion incidents/accidents.Annex 14 — Aerodromes, Volume II (Amendment 7)The Amendment addresses markings, object height restriction and emergency response planning at heliports. It also deals with removal of redundant definitions from Annex 14, Volume II.Annex 15 — Aeronautical Information Services (Amendment 39)The Amendment relates to: publication of information on runway end safety area (RESA) and arresting system in the aeronautical information publication (AIP); en-route airway directional use restrictions; global reporting format for assessing and reporting runway surface conditions; and PBCS and SATVOICE.Runway end safety area (RESA) and arresting systemThe Amendment requires data concerning the arresting system to be measured, described and promulgated in addition to information related to the runway end safety area and is consequential to the amendment to the Annex 14, Volume I. Global reporting format — Runway surface conditions The Amendment relates to the use of an enhanced global reporting format for assessing and reporting runway surface conditions for standardized reporting such that flight crew are able to accurately determine aeroplane take-off and landing performance, resulting in a global reduction in runway excursion incidents/accidents.En-route airway directional use restrictionsThe Amendment, along with consequential Amendments to Annex 4 and the Aeronautical Information Services Manual (Doc 8126), clarifies requirements with respect to en-route airway directional use restrictions and resolves confusion as to how they are depicted in the State AIPsPBCS and SATVOICEThe Amendment supports PBCS provisions in Annex 11 regarding RCP/RSP specification(s) and ensures that RCP and/or RSP specifications are listed in a standardized format in a State’s AIP. The Amendment also includes a provision in the AIP for SATVOICE number(s) so that they are easily accessible to the flight operations personnel. Annex 17 – Security (Amendment 15)Adopted in November 2016, contains new and/or revised provisions on: behavioural detection; innovation in aviation security; Man-Portable Air Defence Systems (MANPADS); risk assessments; cybersecurity; and landside security. Taking into account the escalating threat of terrorist attacks on landside areas of airports, combined with recent terrorist incidents in crowded places, both in airports and non-aviation locations, this .............................................................................................................................................................................ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................136Amendment also elevates the existing Recommended Practices on landside security to Standards.Annex 19 — Safety Management (Amendment 1)The Amendment is based on existing principles in Annex 19 with some restructuring intended to facilitate effective implementation and is comprised of the following: an upgrade of State safety programme (SSP) provisions integrated with the State safety oversight (SSO) system critical elements (CEs); enhancement of safety management system (SMS) provisions; extension of an SMS to organizations responsible for the type design and/or manufacture of engines and propellers; and an upgrade of provisions for the protection of safety data, safety information and related sources.Copies of the ICAO Annexes can be obtained from the ICAO Store - https://store1.icao.int/.............................................................................................................................................................................AppendicesICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................139Appendix 1: ICAO Statistical Regions and Member StatesAlgeriaAngolaBeninBotswanaBurkina FasoBurundiCabo VerdeCameroonCentral African RepublicChadComorosCongoCôte d'IvoireDemocratic Republic of the CongoDjiboutiEgyptEquatorial GuineaEritreaEthiopiaGabonGambiaGhanaGuineaGuinea-BissauKenyaLesothoLiberiaLibyaMadagascarMalawiMaliMauritaniaMauritiusMoroccoMozambiqueNamibiaNigerNigeriaRwandaSao Tome and PrincipeSenegalSeychellesSierra LeoneSomaliaSouth AfricaSouth SudanSudanSwazilandTogoTunisiaUgandaUnited Republic of TanzaniaZambiaZimbabweAFRICAASIA AND PACIFICAfghanistanAustraliaBangladeshBhutanBrunei DarussalamCambodiaChinaCook IslandsDemocratic People's Republic of KoreaFijiIndiaIndonesiaJapanKazakhstanKiribatiKyrgyzstanLao People's Democratic RepublicMalaysiaMaldivesMarshall IslandsMongoliaMyanmarNauruNepalNew ZealandPakistanPalauPapua New GuineaPhilippinesRepublic of KoreaSamoaSingaporeSolomon IslandsSri LankaTajikistanThailandTongaTurkmenistanUzbekistanVanuatuViet NamMicronesia (Federated States of)Timor-Leste.............................................................................................................................................................................Next >