Adoption of Amendment 173 to Annex 1 — Personnel Licensing
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.
Adoption of Amendment 45 to Annex 2 — Rules of the Air
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 air traffic services (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).
Adoption of Amendment 77 to Annex 3 — Meteorological Service for International Air Navigation
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.
Adoption of Amendment 59 to Annex 4 — Aeronautical Charts
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 implementation 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.
Adoption of Amendments 40, 34 and 20 to Annex 6 — Operation of Aircraft, Parts I, II and III
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 airborne image recorders (AIRs) 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)
The 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.
Furthermore, the amendment 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.
The amendment to Annex 6, Part II, addresses the extension of CVR recording duration to 25 hours. The amendment also 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, 188.8.131.52.
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.
Adoption of Amendment 105 to Annex 8 — Airworthiness of Aircraft
The amendment relates to safety management and an enhanced global reporting format for assessing and reporting runway surface conditions.
The 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.
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.
Adoption of Amendment 90 to Annex 10 — Aeronautical Telecommunications, Volume I
The amendment addresses issues associated with global navigation satellite system (GNSS), instrument landing system (ILS) and rationalization of conventional navigation systems.
Adoption of Amendment 90 to Annex 10, Volume II
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 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).
Adoption of Amendment 90 to Annex 10, Volume III
The amendment addresses a number of issues associated with the aeronautical mobile airport communications system (AeroMACS) and the SATVOICE.
The 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.
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).
Adoption of Amendment 50 to Annex 11 — Air Traffic Services
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.
The 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 controllers
The 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).
Adoption of Amendment 15 to Annex 13 — Aircraft Accident and Incident Investigation
Amendment 15 relates to establishment of an independent accident investigation authority and protection of safety information.
Establishment of an independent accident investigation authority
An 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 counterproductive. It also recognizes the accommodation of different legal systems and States’ practices in implementing effective protection of investigation records.
Adoption of Amendment 13 to Annex 14 — Aerodromes, Volume I
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.
The 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.
The 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.
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.
Adoption of Amendment 7 to Annex 14 — Aerodromes, Volume II
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.
Adoption of Amendment 39 to Annex 15 — Aeronautical Information Services
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 system
The 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 Annex 14, Volume I.
En-route airway directional use restrictions
The 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 AIPs .
PBCS and SATVOICE
The 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.
Adoption of Amendment 1 to Annex 19 — Safety Management
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.
Adoptions in November 2016
Adoption of Amendments 41, 35 and 21 to Annex 6 — Operation of Aircraft,
Parts I, II and III
The amendments concern the applicability date for halogenated hydrocarbon (halon) agent replacement in portable fire extinguishers and arise from a decision of the 39th Session of the Assembly. The amendments address the urgent need to ensure that aircraft deliveries can continue without disruption and to avoid unnecessary administrative and financial burden on States and the aviation industry. The amendments also allow for sufficient time to manufacture the approved halon agent replacement, integrate it in aircraft design and certify its installation on newly manufactured aircraft.
Approved amendments to Procedures for Air Navigation Services (PANS) documents
Approval of Amendment 32 to the PANS-ABC (Doc 8400)
The amendment adds new abbreviations and codes and deletes several considered obsolete. Abbreviations and codes concerning meteorology and the implementation of PBCS and SATVOICE are consequential to amendments to Annexes 3, 6, 11, 15 and the PANS-ATM (Doc 4444).
Approval of Amendment 1 to the PANS-Aerodromes (Doc 9981)
The amendment introduces provisions regarding the use of a global reporting format for assessing and reporting runway surface conditions. The amendment also restructures the PANS-Aerodromes into two parts for better readability: Part I contains high-level matters, including aerodrome certification, and Part II contains day-to-day operational matters such as foreign object debris (FOD), wildlife hazards and inspection of the movement area.
Approval of Amendment 7 to the PANS-ATM (Doc 4444)
The amendment relates to: performance-based longitudinal and lateral separation minima and automatic dependent surveillance — contract (ADS-C) climb and descend procedure (CDP); separation of departing aircraft from arriving aircraft that are following an area navigation (RNAV) or required navigation performance (RNP) route; data link initiation capability (DLIC), ADS-C, PBCS and SATVOICE communications; vectoring for final approach, advising of take-off run available (TORA) and use of SID/STAR; standard phraseology for de-/anti-icing ground and flight crews; emergency descent procedures; autonomous runway incursion warning system (ARIWS); forwarding of special air-reports and definition of SIGMET information; and an enhanced global reporting format for assessing and reporting runway surface conditions.
Approval of Amendments 7 and 7 to the PANS-OPS, Volumes I and II, respectively (Doc 8168)
The amendments relate to: minimum obstacle clearance (MOC) reduction for turning departure procedures; the use of course to fix (CF) on departure legs; barometric-vertical navigation (Baro-VNAV) offset procedures; the use of PBN with instrument landing system/microwave landing system/ground-based augmentation system (GBAS) landing system (ILS/MLS/GLS); satellite-based augmentation system (SBAS) and GBAS procedure design requirements; VSS penetrations requirements; AMA determination requirements; and improvements to airborne collision avoidance system (ACAS) provisions.