| Title | Reference | Difference(s) | ||
| Annex 1 | Personnel Licensing | Nil | ||
| Annex 2 | Rules of the Air | 3.2.2 | ImFTplementing Regulation (EU) No 923/2012, SERA.3210(b), specifies: ‘(b) An aircraft thaMt is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft.’ Remark (reason for difference): SERA Difference A2-01 New Provision. | |
| 3.2.2.4 | Implementing Regulation (EU) No 923/2012, paragraph SERA.3210(c)(3)(i) differs from ICAO Standard in Annex 2, 3.2.2.4 by specifying that: ‘(i) Sailplanes overtaking. A sailplane overtaking another sailplane may alter its course to the right or to the left.’ Remark (reason for difference): SERA Difference A2-05 New Provision. | |||
| 3.2.3.2(b) | Implementing Regulation (EU) No 923/2012, paragraph SERA.3215(b)(2), specifies (with the addition to ICAO Standard in Annex 2, 3.2.3.2(b) of the underlined text): ‘(2) unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure, as far as practicable.’ Remark (reason for difference): SERA Difference A2-02 | |||
| 3.2.5(c) and (d) | Implementing Regulation (EU) No 923/2012, paragraph SERA.3225 differs from ICAO Standard in Annex 2, 3.2.5(c) and 3.2.5(d) in that it specifies that subparagraphs (c) and (d) do not apply to balloons ‘(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC; (d) except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.’ Remark (reason for difference): SERA Difference A2-03 | |||
| 3.3.1.2 | ICAO Annex 2, 3.3.1.2 is replaced with point SERA.4001(b) of Implementing Regulation (EU) No 923/2012. The differences between that ICAO Standard and that Union regulation are as follows: — With regards to VFR flights planned to operate across international borders, the Union regulation (point SERA.4001(b)(5)) differs from the ICAO Standard in Annex 2, 3.3.1.2(e) with the addition of the underlined text, as follows: ‘any flight across international borders, unless otherwise prescribed by the States concerned.’ — With regard to VFR and IFR flights planned to operate at night, the following requirement is added to point SERA.4001(b)(6) of that Union regulation: ‘(6) any flight planned to operate at night, if leaving the vicinity of an aerodrome’ Remark (reason for difference): SERA Difference A2-04 | |||
| 3.8 and Appendix 2 | The words ‘in distress’ of Chapter 3 Part 3.8, are not included in Union law, thus enlarging the scope of escort missions to any type of flight requesting such service. Furthermore the provisions contained in Appendix 2 Parts 1.1 to 1.3 inclusive as well as those found in Attachment A, are not contained in Union law. Remark (reason for difference): SERA Difference A2-08 | |||
| 4.6 | ICAO Annex 2, 4.6, is replaced with Implementing Regulation (EU) No 923/2012 SERA.5005, introducing the obstacle clearance criteria in (f), as follows: ‘(f) Except when necessary for take-off or landing, or except by permission from the competent authority, a VFR flight shall not be flown: (1) over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 M (1 000 FT) above the highest obstacle within a radius of 600 M from the aircraft; (2) elsewhere than as specified in (1), at a height less than 150 M (500 FT) above the ground or water, or 150 M (500 FT) above the highest obstacle within a radius of 150 M (500 FT) from the aircraft.’ Remark (reason for difference): SERA Difference A2-07 | |||
| Annex 3 | Meteorological Service for International Air Navigation | 5.1 | Implementing Regulation (EU) No 923/2012, point SERA.12005, specifies: (b) Competent authorities shall prescribe as necessary other conditions which shall be reported by all aircraft when encountered or observed. Remark (reason for difference): SERA Difference A03-01 New provision. | |
| 5.9 | Special AIREP or SIGMET for volcanic ash cloud is issued and included in flight documentation instead of the form. | |||
| 6.5.2 | Croatia does not issue GAMET. | |||
| 10.2 | In agreement with user (Search and Rescue Service Unit) MWO Zagreb is not providing to Search and Rescue Service Unit following data: sea-surface temperature, state of the sea ice cover and ocean currents. | |||
| Annex 4 | Aeronautical Charts | 2.3.1 | Marginal note layout is diferent Remark (reason for difference): Different in character or Other means of complianceAIP organisation | |
| 2.5.7 | Conversion scales are not on each chart Remark (reason for difference): Less protective or partially implemented or not implemented Conversion scale metres/feet is not on chart where it is not obligatory by Annex 4. | |||
| 2.6.1 | Parameters of projection are not indicated Remark (reason for difference): Less protective or partially implemented or not implemented State is published new parameters of the projections on VFR chart. | |||
| 2.17.2 | Resolution of geographical coordinates of RN aids is different Remark (reason for difference): More Exacting or Exceeds | |||
| 2.18.1.3 | Resolution of geographical coordinates is different Remark (reason for difference): More Exacting or Exceeds | |||
| 2.18.2.2 | Geoid undulation is not published Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 2.18.2.3 | Geoid undulation is not published on all charts Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 3.3.1 | Elevations are shown to the nearest tenth of metre Remark (reason for difference): More Exacting or Exceeds | |||
| 3.3.2 | Linear dimensions are shown to the nearest metre Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 3.9.1 | Order of accuracy shown in the geodetic survey report only | |||
| 5.1 | Not yet available Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 7.9.3.1.1 | 1)geographical coordinates of RN aids is in 1/100 seconds 2) elevation of the transmitting antenna of the DME is to the nearest metre (or foot) l) ADIZ is not applicable Remark (reason for difference): More Exacting or Exceeds | |||
| 9.9.4.1.1 | b)4) geographical coordinates are in degrees, minutes, seconds and 1/10 seconds b)5)DME elevation is to the nearest foot c) bearings are to the nearest degree: e) transition altitude is 10000 FT Remark (reason for difference): More Exacting or Exceeds | |||
| 10.9.4.1.1 | b)4)geographical coordinates are in degrees, minutes, seconds and 1/10 seconds b)5)DME elevation is to the nearest foot c) bearings are to the nearest degree e) transition altitude is 10000 FT Remark (reason for difference): More Exacting or Exceeds Consistency data in AIP difference between Annex 4 and Annex 15 | |||
| 11.7.2 | Layer tints is not shown Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 11.10.6.1 | c) broken lines with an arrow used Remark (reason for difference): Different in character or Other means of compliance | |||
| 11.10.6.3 | d) broken lines with an arrow used Remark (reason for difference): Different in character or Other means of compliance | |||
| 11.10.8.5 | For final approach descent gradient only Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 15.6 | b) bearing strengths is not shown f) coordinates of taxiway centre line points are not shown Remark (reason for difference): Less protective or partially implemented or not implemented b) in AIP only | |||
| 17.7.9.1 | Elevation in valleys and at lake surface levels is not available Remark (reason for difference): Less protective or partially implemented or not implemented Data is not available | |||
| 17.7.9.2 | Geographical position of the highest point on the chart for Croatia is to the nearest seconds Remark (reason for difference): More Exacting or ExceedsWe have not elevations data of a highest point in neighbouring states depicted on the chart | |||
| 17.7.13 | No data available Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 17.8.1 | Isogonic lines is not shown Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 17.8.2 | Isogonic lines is not shown Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| 17.9.2.2 | Lighting of the runway not shown on chart Remark (reason for difference): Less protective or partially implemented or not implemented | |||
| Annex 5 | Units of Measurement to be used in Air and Ground Operations | Nil | ||
| Annex 6, Part I | Operation of Aircraft, International Commercial Air Transport - Aeroplanes | 3.3.3 | More Exacting or Exceed.The European rule requires in addition that the flight data monitoring (FDM) programme is non-punitive, regardless of the date. | |
| 4.2.2.1 | More Exacting or Exceed. The European Union (EU) regulation also requires compliance with ICAO Annexes 1, 2, 8, and 18. Additionally, compliance with the mitigating measures accepted by EASA in accordance with ART.200(d); the relevant requirements of Part-TCO; and the applicable Union rules of the air. | |||
| 4.3.4.1.3 | More Exacting or Exceed. 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. | |||
| 4.3.4.3.1 | More Exacting or Exceed. European rules require a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome. | |||
| 4.3.4.4 | Not implemented. EU rules do not allow this flexibility. So from this point of view, the EU rules are more prescriptive.The transposition of extended diversion time operations (EDTO) in Reg. (EU) 965/2012 (with RMT.0392) and the new rules on fuel (RMT.0573) will ensure alignment with this standard. | |||
| 4.3.8.1 | More Exacting or Exceed. Refuelling with passengers on board is allowed in the European regulatory system except for AVGAS type fuels. | |||
| 4.3.9.2 | More Exacting or Exceed. The EU rule has additional and more specific requirements on the quantities of oxygen and the percentages of passengers and also specific requirements on automatically deployable masks for aeroplanes certified to fly above 25 000 FT. | |||
| 4.7.1.1 | Not implemented. European rules do not use EDTO. Instead, the two-engined aeroplanes used for extended range operations (ETOPS) concept is used. | |||
| 4.7.2.1 | Not implemented. Reg. (EU) 965/2012 does not use EDTO. Instead, the ETOPS concept is used.The EDTO standards are planned to be transposed into Reg. (EU) 965/2012 through RMT.0392. | |||
| 4.7.2.2 | Not implemented. Reg. (EU) 965/2012 does not use EDTO. Instead, the ETOPS concept is used.The EDTO standards are planned to be transposed into Reg. (EU) 965/2012 through RMT.0392. | |||
| 4.7.2.3 | Not implemented. Reg. (EU) 965/2012 does not use EDTO. Instead, the ETOPS concept is used.The EDTO standards are planned to be transposed into Reg. (EU) 965/2012 through RMT.0392. | |||
| 4.7.2.4 | Not implemented. Reg. (EU) 965/2012 does not use EDTO. Instead, the ETOPS concept is used.The EDTO standards are planned to be transposed into Reg. (EU) 965/2012 through RMT.0392. | |||
| 4.7.2.6 | Not implemented. Reg. (EU) 965/2012 does not use EDTO. Instead, the ETOPS concept is used.The EDTO standards are planned to be transposed into Reg. (EU) 965/2012 through RMT.0392. | |||
| 5.2.10 | More Exacting or Exceed. The EU rule provides stricter and more detailed requirements. | |||
| 5.4.1 | More Exacting or Exceed. EU Rules require the operators to ensure that the routes and cruising altitudes are selected so as to have a landing site within gliding range. Additional protection considering the geographic characteristics of the European territory. | |||
| 6.1.5.1 | Not implemented. | |||
| 6.1.5.2 | Not implemented. | |||
| 6.1.5.3 | Not implemented. | |||
| 6.1.5.4 Recommendation | Not implemented. | |||
| 6.3.1.1.6 | More Exacting or Exceed. According to CAT.IDE.A.190 (a)(1) and (a)(2), all turbine-engined aeroplanes shall be equipped with an flight data recorder (FDR), whatever the date of first issuance of the individual Certificate of Airworthines (CofA).The list of parameters to be recorded is in the AMC to CAT.IDE.A.190.In every AMC to CAT.IDE.A.190, the first 5 parameters listed in Table A8-1 are specified. | |||
| 6.3.1.1.8 | More Exacting or Exceed. CAT.IDE.A.190 (a)(2) applies to all turbine-engined aeroplanes with a maximum certified take-off mass (MCTOM) of over 5700 KG and first issued with an individual CofA before 1st of June 1990 whatever the date of prototype certification.The list of parameters are given in AMC6 to CAT.IDE.A.190 and it contains the first 16 parameters of table A8-1. | |||
| 6.3.1.1.11 | More Exacting or Exceed. 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 1st of June 1990.AMC1.2 CAT.IDE.A.190 is applicable to aeroplanes first issued with an individual CofA on or after 1st of January 2023. AMC1.2 CAT.IDE.A.190 specifies the 82 parameters listed in table A8-1. | |||
| 6.3.1.3 | More Exacting or Exceed. The minimum recording duration for the FDR is 25 hours for other aeroplanes than those referenced in 6.3.1.1.5 Reg. (EU) 965/2012: CAT.IDE.A.190 (a)(3) and (b)(4). For aeroplanes referenced in 6.3.1.1.5, the minimum recording duration is 10 hours. | |||
| 6.3.2.1.3 | More Exacting or Exceed. CAT.IDE.A.185 pt. (a)(1) is applicable to all aeroplanes with a MCTOM of more than 5 700 KG, irrespective of the date of first issuance of the CofA. | |||
| 6.3.2.1.4 | More Exacting or Exceed. CAT.IDE.A.185 (a)(1) applies to all aeroplanes with a MCTOM exceeding 5 700 KG, be they turbine-engined or not. CAT.IDE.A.185 (a)(1) applies whatever the date of certification of the prototype. | |||
| 6.3.2.4.1 | Not implemented. | |||
| 6.3.3.1.1 | More Exacting or Exceeds. CAT.IDE.A.195 (a) of Reg. (EU) 965/2012 requires recording data link communications for aeroplanes issued with an individual CofA on or after 8th of April 2014. | |||
| 6.3.3.1.2 | Not implemented. CAT.IDE.A.195 (a) of Reg. (EU) 965/2012 is only applicable to aeroplanes first issued with an individual CofA on or after 8th of April 2014. Retrofit of data link recording equipment is not required. | |||
| 6.3.3.1.3 Recommendation | Not implemented. | |||
| 6.3.4.1.1 | Not implemented. | |||
| 6.3.4.2 | Not implemented. | |||
| 6.3.4.3 | Not implemented. | |||
| 6.3.5.5.2 | Not implemented. | |||
| 6.10 | More Exacting or Exceed. CAT.IDE.A.115 requires portable lights also during daylight flights. This exceeds ICAO SARP which requires it only for night flights. | |||
| 6.15.2 | More Exacting or Exceed. The European rule applies to aircraft having a MCTOM of more than 5700 KG. | |||
| 6.15.3 | More Exacting or Exceed. No implementation date in CAT.IDE. PART-CAT requires it for all aircraft. CAT.IDE.A.150(a) requirement is for all aeroplanes. | |||
| 6.18.2 Recommendation | Not implemented. | |||
| 8.4.2 | More Exacting or Exceed. Retaining periods exceed requirements. | |||
| 8.5.2 | More Exacting or Exceed. Part-M requirements apply above 2730 KG, while Part-ML applies to 2730 KG or below. This means that the mass range between 2730 and 5700 is obliged to comply with a higher standard. | |||
| 8.7.4.1 | More Exacting or Exceed. Part-145 additionally requires to take into account human factors and human performance, provision and control of specialized services, procedure to minimize the risk of multiple errors and capture errors on multiple systems. | |||
| 8.7.6 | More Exacting or Exceed. Additional requirement for direct reporting to accountable manager/chief executive officer (CEO). | |||
| 8.7.7.1 | More Exacting or Exceed. Part-145 requires to keep also subcontractor’s release documents. | |||
| 8.7.7.2 | More Exacting or Exceed. Required to be kept for 3 years. | |||
| 8.8.2 | Not implemented. In the EU system, for CAT operations and complex motor-powered aircraft, Part-145 applies, but does not cover the provision that persons release maintenance. This is only covered by Part II M.A.801 and ML.A.801. | |||
| 8.8.3 | Not implemented. In the EU system, for CAT operations and complex motor-powered aircraft, Part-145 applies, but does not cover the provision that persons release maintenance. This is only covered by Part II M.A.801 and ML.A.801. | |||
| 9.1.4 | Not implemented. Not under the remits of the Basic Regulation ((EU) 2018/1139). | |||
| 9.2 | More Exacting or Exceed. ORO.FC.130 (a) establishes provisions for each type and variant. ORO.GEN.110(h) requires also the use of a checklist. ICAO Annex 6 9.2 does not require it. | |||
| 9.4.1.1 | More Exacting or Exceed. For single pilot IFR, EASA also requires 5 IFR flights and 3 IFR approaches in the single pilot role under ORO.FC.202.However, besides the 90 days, Reg. (EU) 965/2012 extends the mitigation measures. This is not required by the standard. | |||
| 9.4.2.1 | More Exacting or Exceed. European rule FCL.060 requires at least 3 sectors. | |||
| 12.4 | More Exacting or Exceed. The successful completion of the Initial training required by Reg. (EU) No 1178/2011 AIRCREW results in the issuance of a Cabin Crew Attestation (CCA) to the applicant. CCA is required for CAT operations. If operators other than CAT decide to carry a cabin crew member, this person shall also comply with Reg. (EU) No 1178/2011 and Reg. (EU) No 965/2012. CCA shall be issued in accordance with the mandatory EASA Form 142 (Appendix II to Part-ARA of Reg. (EU) No 1178/2011). CCA is mutually recognised and transferrable in all EU Member States and remains valid unless it is suspended or revoked by the Competent Authority or its holder has not exercised the associated privileges during the preceding 60 months on at least one aircraft type. If the holder's CCA becomes invalid, the holder must undergo again the training required by Reg. (EU) No 1178/2011 and by Reg. (EU) No 965/2012. | |||
| Annex 6, Part II | Operation of Aircraft, International General Aviation - Aeroplanes | 2.2.4.7.1 | Less protective or partially implemented or not implemented. National regulations do not indicate the purpose of checking the amount of fuel in flight. | |
| 2.4.16.1.1.2 | More Exacting or Exceed. NCC.IDE.A.165 is applicable to aeroplanes with CofA issued on or after 1st of January 2016.2.4.16.1.1.2 only requires a FDR for aeroplanes with MCTOM>5700 KG, which are non-commercial air operations with complex motor-powered aircraft (NCC), not non-commercial air operations with other-than complex motor-powered aircraft (NCO). | |||
| 2.4.16.1.2 | Not implemented. FDR is required by 2.4.16.1.1.2 for large aeroplanes for which application for Type Certificate (TC) is after 2023. FDR, aircraft data recording system (ADRS), airborne image recorder (AIR) or airborne image recording system (AIRS) is recommended by 2.4.16.1.1 Reg.(EU) 965/2012, NCC.IDE.A.160; NCC IDE.A.165; NCC.IDE.A.170; AMC1 NCC.IDE.A.160 for the CVR; AMC1 and AMC2 NCC.IDE.A.165 for the FDR; AMC1 NCC.IDE.A.170 for the DLR, for light aeroplanes first issued with an individual CofA on or after 1st of January 2016.All models of recorders produced since 2016 are solid-state, therefore there is no need to forbid the old recording technologies (metal foil, frequency modulation, photographic film or magnetic tape). | |||
| 2.4.16.2.2 | Not implemented. 2.4.16.2.1 is only applicable to aeroplanes first issued with an individual CofA on or after 1st of January 2016, and all modern models of cockpit voice recorder (CVR) are solid-state. Therefore there is no need to forbid the old recording technologies. | |||
| 2.4.16.3.1.1 | Not implemented. 2.4.16.2 Reg.(EU) 965/2012, Part NCO does not contain any Standard that requires the carriage of a CVR, so 2.4.16.3.1.1 has no applicability. | |||
| 2.4.18.1 | Not implemented. | |||
| 2.4.18.2 | Not implemented. | |||
| 2.4.18.3 | Not implemented. | |||
| 2.4.18.4 | Not implemented. | |||
| 2.6.2.2 | More Exacting or Exceed. Retaining periods exceed requirements. | |||
| 3.4.3.8.1 | More Exacting or Exceed. EU rules do not allow embarking, on board or disembarking of passengers while refuelling with AVGAS or wide-cut type fuel or a mixture of these fuel types. | |||
| 3.6.3.2.1.1 | More Exacting or Exceed. NCC.IDE.A.160 (a)(2) is applicable to aeroplanes for which the type certificate is issued after 1st of January 2016, while 3.6.3.2.1 criterion is the date of submission of the application for a type certificate. | |||
| 3.6.9.1 Recommendation | More Exacting or Exceed. Applicable national and european Regulatory system requires ACAS II to turbine engine aeroplanes with an MCTOM of more than 5700 KG or maximum operational passenger seating configuration (MOPSC) of more than 19. | |||
| 3.8.4 | More Exacting or Exceed. For the transmission of the information as per Annex 8 there is no alleviation related to MTOW – required from all aeroplanes’ owners. | |||
| Annex 6, Part III | Operation of Aircraft, International Operations - Helicopters | SECTION II | 2.2.2.1 | More Exacting or Exceed. Additionally, the EU rule also requires compliance with ICAO Annexes 1, 2, 8, and 18. Additionally, compliance with the mitigating measures accepted by EASA in accordance with ART.200(d); the relevant requirements of Part-TCO; and the applicable Union rules of the air. |
| 2.3.4.1.2 | More Exacting or Exceed. The EU rule requires a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome. | |||
| 2.3.4.2.2 | More Exacting or Exceed. The EU rule requires a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome and higher operating minima (one category above). | |||
| 2.3.7.6 | Not implemented. | |||
| 2.3.8.2 | Not implemented. There are no pressurised helicopters operated in the EU. | |||
| 3.1.2.1 | Not implemented. Such operations are not allowed. From this perspective, the EU rules are more restrictive than the Standard. | |||
| 3.4.1 | Not implemented. Such operations are not allowed.From this perspective, the EU rules are more restrictive. | |||
| 3.4.2 | Not implemented. Such operations are not allowed | |||
| 3.4.3 | Not implemented. Such operations are not allowed | |||
| 3.4.4 | Not implemented. Such operations are not allowed | |||
| 4.1.5.1 | Not implemented. | |||
| 4.1.5.2 | Not implemented. | |||
| 4.1.5.3 | Not implemented. | |||
| 4.1.5.4 | Not implemented. | |||
| 4.3.1.1.2 | More Exacting or Exceed. The passenger capacity threshold in CAT.IDE.H.190 (a)(1) is 9 not 19. | |||
| 4.3.3.1.1 | More Exacting or Exceed. The data link recording capability is required for all helicopters first issued with an individual CofA on or after 8th of April 2014. | |||
| 4.3.3.1.2 | Not implemented. | |||
| 4.3.3.1.2.4 | Not implemented. | |||
| 4.5.2.6 Recommendation | More exacting or exceeds The AMC is applicable to all helicopters regardless of the date of issuance of the CofA. | |||
| 4.7.3.1.1.1 | Not implemented. | |||
| 4.8.2 | Not implemented. There are no pressurised helicopters in the EU. | |||
| 4.8.3 | Not implemented. There are no pressurised helicopters in the EU. | |||
| 4.13.1 | Not implemented. | |||
| 4.13.2 | Not implemented. | |||
| 4.13.3 | Not implemented. | |||
| 4.13.4 | Not implemented. | |||
| 6.4.2 | More Exacting or Exceed. Retaining periods exceed requirements. | |||
| 6.8.2 | More Exacting or Exceed. Retaining periods exceed requirements. | |||
| 7.2 | More Exacting or Exceed. 7.2 establishes provisions for each type of helicopter, ORO.FC.130(a) requires it for each type and variant. ORO.GEN.110(h) requires the use of a checklist, ICAO Annex 6 SARP 7.2 does not require it. | |||
| 7.4.1.1 | More Exacting or Exceed. For single pilot IFR, EU rules also require 5 IFR flights and 3 IFR approaches in the single pilot role under ORO.FC. 202.Besides the 90 days, Reg. (EU) 965/2012 extends the mitigation measures. This is not required in the standard. | |||
| 7.4.2.3 | More Exacting or Exceed. This standard is met by line flying under supervision or initial line check or aerodrome competency. The Air OPS regulation requires all three. | |||
| 10.3 | More Exacting or Exceed. The successful completion of the Initial training required by Reg.(EU) 1178/2011 AIR CREW results in the issuance of a Cabin Crew Attestation (CCA) to the applicant. CCA is required for CAT operations. If operators other than CAT decide to carry a cabin crew member, this person shall also comply with Reg.(EU) 1178/2011 and Reg. (EU) 965/2012. CCA shall be issued in accordance with the mandatory EASA Form 142 (Appendix II to Part-ARA of Reg. (EU) 1178/2011). CCA is mutually recognised and transferable in all EU Member States and remains valid unless it is suspended or revoked by the Competent Authority or its holder has not exercised the associated privileges during the preceding 60 months on at least one aircraft type. If the holder's CCA becomes invalid, the holder must undergo again the training required by Reg.(EU) 1178/2011 and by Reg.(EU) 965/2012. | |||
| SECTION III | 2.7.1 | More Exacting or Exceed. For isolated heliports the minimum weather conditions defined in 2.6.2.2 have to prevail and all the other conditions must be met. | ||
| 2.10.2 | Not implemented. There are no pressurised helicopters operated in the EU. | |||
| 4.2.1 | More Exacting or Exceed. The following additional instruments are also prescribed: A means of measuring slip. For non-commercial air operations with complex motor-powered aircraft (NCC) operations over water, all instruments required for Night VFR are also required. | |||
| 4.2.2 | More Exacting or Exceed. The following additional instruments are also prescribed for NCC operations: a means of preventing malfunction of the airspeed indicator and a means of indicating when the supply of power to gyroscopic instruments is not adequate. | |||
| 4.2.3 | More Exacting or Exceed. The following additional instruments are also prescribed: an alternate source of static pressure. Whenever 2 pilots are required, an additional separate means of indicating pressure altitude, IAS, vertical speed (VS), slip, and stabilised heading. | |||
| 4.3.2.1 | More Exacting or Exceed. Additional provisions for crew survival suits, life saving equipment and survival equipment.Additional requirements for NCC offshore over hostile waters. | |||
| 4.7.1.1.2 | Not implemented. | |||
| 4.7.3.1.1.1 | Not implemented. | |||
| 6.2.2 | More Exacting or Exceed. Retaining periods exceed requirements. | |||
| Annex 7 | Aircraft Nationality and Registration Marks | Nil | ||
| Annex 8 | Airworthiness of Aircraft | Nil | ||
| Annex 9 | Facilitation | Nil | ||
| Annex 10 | Aeronautical Telecommunications - Volume II | 5.2.1.4.1 | ICAO Annex 10, Volume II, Chapter 5.2.1.4.1 is transposed in point SERA.14035 of Implementing Regulation (EU) No 923/2012 with some differences. The differences between that ICAO Standard and Union Regulation are as follows: SERA.14035 Transmissions of numbers in radiotelephony (a) Transmissions of numbers (1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed shall be transmitted by pronouncing each digit separately. (i) Flight levels shall be transmitted by pronouncing each digit separately except for the case of flight levels in whole hundreds. (ii) The altimeter setting shall be transmitted by pronouncing each digit separately except for the case of a setting of 1000 hPa which shall be transmitted as “ONE THOUSAND”. (iii) All numbers used in the transmission of transponder codes shall be transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information shall be transmitted by pronouncing the digit in the number of thousands followed by the word “THOUSAND”. (2) All numbers used in transmission of other information than those described in point (a)(1) shall be transmitted by pronouncing each digit separately, except that all numbers containing whole hundreds and whole thousands shall be transmitted by pronouncing each digit in the number of hundreds or thousands followed by the word “HUNDRED” or “THOUSAND”, as appropriate. Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word “THOUSAND”, followed by the number of hundreds, followed by the word “HUNDRED”. (3) In cases where there is a need to clarify the number transmitted as whole thousands and/or whole hundreds, the number shall be transmitted by pronouncing each digit separately. (4) When providing information regarding relative bearing to an object or to conflicting traffic in terms of the 12-hour clock, the information shall be given pronouncing the digits together such as “TEN O’CLOCK” or “ELEVEN O’CLOCK”. (5) Numbers containing a decimal point shall be transmitted as prescribed in point (a)(1) with the decimal point in appropriate sequence indicated by the word “DECIMAL”. (6) All six digits of the numerical designator shall be used to identify the transmitting channel in Very High Frequency (VHF) radiotelephony communications except in the case of both the fifth and sixth digits being zero, in which case only the first four digits shall be used. Remark (reason for difference): SERA Difference A10-01 | |
| 5.2.1.7.3.2.3 | ICAO Annex 10, Volume II, Chapter 5.2.1.7.3.2.3 is transposed in point SERA.14055 of Implementing Regulation (EU) No 932/2012 with a difference. The difference between that ICAO Standard and that EU Regulation is as follows: SERA.14055 Radiotelephony procedures (b)(2) The reply to the above calls shall use the call sign of the station calling, followed by the call sign of the station answering, which shall be considered an invitation to proceed with transmission by the station calling. For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted, when so authorised by the competent authority. Remark (reason for difference): SERA Difference A10-02 | |||
| Annex 10 | Aeronautical Telecommunications - Vol I, Vol III, Vol IV, Vol V | Nil | ||
| Annex 11 | Air Traffic Services | Chapter 2 (2.25.5) | Implementing Regulation (EU) No 923/2012, SERA.3401(d)(1) differs from ICAO Annex 11, standard 2.25.5 by stating that:‘Time checks shall be given at least to the nearest minute’ Remark (reason for difference): SERA Difference A11-01 | |
| Chapter 2 (2.6.1) | Implementing Regulation (EU) No 923/2012, SERA.6001 allows aircraft to exceed the 250 knot speed limit where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. Remark (reason for difference): SERA Difference A11-02 Exemption possibility. | |||
| Chapter 3 (3.3.4) | Implementing Regulation (EU) No 923/2012, SERA.8005(b), specifies: (b) Clearances issued by air traffic control units shall provide separation: (1) between all flights in airspace Classes A and B; (2) between IFR flights in airspace Classes C, D and E; (3) between IFR flights and VFR flights in airspace Class C; (4) between IFR flights and special VFR flights; (5) between special VFR flights unless otherwise prescribed by the competent authority; except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed under (b) above in airspace Classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3 050 M (10 000 FT) during climb or descent, during day in visual meteorological conditions. Remark (reason for difference): SERA Difference A11-03 New provision. | |||
| Chapter 3 (3.7.3.1) | Implementing Regulation (EU) No 923/2012, SERA.8015, specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1 of the underlined text): (e) Read-back of clearances and safety-related information: (1) The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back: (i) ATC route clearances; (ii) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and (iii) runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and (iv) transition levels, whether issued by the controller or contained in ATIS broadcasts Remark (reason for difference): SERA Difference A11-04 | |||
| Chapter 3 (3.7.3.1.1) | Implementing Regulation (EU) No 923/2012, SERA.8015(e)(2), specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1.1 of the underlined text): (2) Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with. Remark (reason for difference): SERA Difference A11-05 | |||
| Chapter 3 | Implementing Regulation (EU) No 923/2012, point SERA.5010, specifies:
SERA.5010 Special VFR in control zones
Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance. Except when permitted by the competent authority for helicopters in special cases such as, but not limited to, medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied: (a) such flights may be conducted during day only, unless otherwise permitted by the competent authority; (b) by the pilot: (1) clear of cloud and with the surface in sight; (2) the flight visibility is not less than 1 500 M or, for helicopters, not less than 800 M; (3) fly at speed of 140 kts IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision; and (c) an air traffic control unit shall not issue a Special VFR clearance to aircraft to take-off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima: (1) the ground visibility is less than 1 500 M or, for helicopters, less than 800 M; (2) the ceiling is less than 180 M (600 FT). Remark (reason for difference): SERA Difference A11-06 New provision | |||
| Annex 12 | Search and Rescue | Nil | ||
| Annex 13 | Aircraft Accident and Incident Investigation | Nil | ||
| Annex 14, Volume I, 8th Edition, Amdt 16 | Aerodromes | Nil | ||
| Annex 14, Volume I, 8th Edition, Amdt 17 | Chapter 9.2.1 | EU Regulations: Non-commercial operations with complex aircraft are not excluded from the requirements for the provision of rescue and firefighting services. National Regulations: Non-commercial operations are not excluded from the requirements for the provision of rescue and firefighting services. | ||
| Annex 14, Volume II | Heliports | Nil | ||
| Annex 15 | Aeronautical Information Services | Chapter 5 5.3.1.3 | A checklist of valid data sets is currently not provided. | |
| Chapter 5 5.3.3 | Terrain and obstacle data sets are not provided. | |||
| A significant difference between national regulations and practices of the State and related ICAO provisions includes: Difference between the format of part AD 1.2.2 of the AIP and the provisions of paragraph 5.2.1.1.1 of ICAO Doc 10066 to ensure promulgation of relevant and consistent operational information, regarding implementation of GRF, through the relevant AIP entries. | ||||
| Annex 16 Volume I | Environmental Protection - Aircraft Noise | Nil | ||
| Annex 16 Volume II | Environmental Protection - Aircraft Engine Emission | Nil | ||
| Annex 17 | Security - Safeguarding International Civil Aviation Against Acts of Unlawful Interference | Nil | ||
| Annex 18 | The Safe Transport of Dangerous Goods by Air | Nil | ||
| Annex 19 | Safety Management | 3.3.2 | In addition to paragraph 3.3.2 of Annex 19, Air Safety Order on Implementation of Safety Management Systems (SMS) contains the obligation of establishing and maintaining SMS for Part M G (CAMO) organizations managing the continuing airworthiness of complex motor-powered aircraft (CMPA); Remark (reason for difference): Air Safety Order on Implementation of Safety Management Systems (SMS), ASO-2010-004 | |
| In addition to paragraph 3.3.2 of Annex 19, pursuing the Regulation (EU) 1178/2011 and Regulation (EU) 290/2011 obligation for implementation of Safety Management Systems (SMS) is applicable to Aeromedical Centers (AeMCs) Remark (reason for difference): Implementation of EU Regulations 1178/2011 and 290/2011 | ||||
| Title | Reference | Difference(s) | ||
| Doc 4444 | Procedures for Air Navigation Services - Air Traffic Management | Chapter 4 | 4.5.6.1 | Employment of cruise climb techniques is not approved in the Republic of Croatia. |
| 4.10.1.2 | This provision is not applied in the Republic of Croatia. QFE altimeter setting may be used only by traffic operating in aerodrome circuit upon pilot´s request and ATC approval, for flights at uncontrolled aerodromes if so prescribed and during PAR approaches. | |||
| 4.11.1.2 | This provision is not applied in the Republic of Croatia. | |||
| Chapter 5 | 5.3.3.2 | This provision is not applied in the Republic of Croatia. | ||
| 5.3.4.2 | Deviating from the item stated, pilots may be requested to observe certain rates of descent/climb for the use of vertical separation. The instruction will be expected to be followed if the pilot raises no objection. The following conditions must be fulfilled before the procedure is applied: - the vertical separation is constant or increases. | |||
| 5.4.2.2.1.1 a) | This provision is not applied in the Republic of Croatia. | |||
| 5.4.2.2.1.2 a) | This provision is not applied in the Republic of Croatia. | |||
| Chapter 6 | 6.5.3.4 | Responsibility for provision of separation between an aircraft cleared to execute visual approach and other aircraft rests with ATC, while during the hours of daylight the responsibility for provision of separation may be delegated to the pilot of the aircraft. | ||
| Appendix 2 | Item 8 | In addition to military operations, operators of customs or police aircraft shall insert the letter M in Item 8 of the ICAO flight plan form. | ||
| Doc 7030 | Regional Supplementary Procedures | 4.1 | Deviating from the item stated, the following applies: If a cruising level other than the one given in the flight plan is assigned according to en-route clearance to the pilot, when departing according to IFR in IMC, including the departure route, he shall, in case of radio communication failure, after operating the transponder, maintain the level prescribed in the departure route or the level assigned by ATC for a period of 3 minutes and then continue his climb to the cruising level indicated in the flight plan. If during three-minute period the IFR minimum cruising level for the route segment concerned exceeds the level assigned by ATC, the pilot shall climb to this IFR minimum cruising level. | |
| 4.2 | Deviating from the item stated, the following applies: If a pilot under radar control is being vectored away - without limitation as to time or geographical reference - from the route last confirmed by him and is experiencing radio communication failure, he shall operate the transponder and return on the shortest way to the route according to the current flight plan. | |||
| 6.3.1 | Deviating from the item stated, the procedure according to 2) may also be applied with indicated air speed (IAS). | |||
| ICAO Doc 8126 | Aeronautical Information Services Manual | Chapter 4. Integrated Aeronautical Information Package | Data flow is organized in accordance with Eurocontrol’s “AIS Data process” recommendation. | |
| Chapter 6. - Appendix B “NOTAM Selection Criteria” | 2. Qualifiers traffic, purpose and scope If aeronautical information for TWY is published while backtracking is applied, the qualifier “purpose” is filled in with “BO”, i.e. an upgrade of NSC is conducted.If certain subjects which are categorized as “Navigation warnings” are published, the qualifier “purpose” is filled in with at least a “BO”, i.e. an upgrade of NSC is conducted. | |||
| Doc 8168 OPS/611 Volume II | Procedures for Air Navigation Services - Aircraft Operations, Volume II, „7th Edition, Amdt 10" | Part I Section 3 | Chapter 3 3.1.2 | General On certain turning departures track guidance are not provided within 5.4 NM after completion of turns. |
| Chapter 3 3.3.4 | Turn Parameters For standard instrument departure procedures at aerodrome LDSP - SPLIT/Saint Jerome, RWY 05 bank angle minimum 20° applied for aircraft category C and D. | |||
| Part I Section 4 | ||||
| Appendix to Chapter 3 3.1.2 | Components of procedures Intermediate segment shorter then prescribed. | |||
| Chapter 3, Appendix A 3.1.2 b) 1) | Orientation AD DUBROVNIK / Rudjer Boskovic - LDDU ILS y or LOC y RWY 11 & VOR RWY 11:The angle between the DR segment and the intermediate segment is less than the prescribed value of 45°. | |||
| Chapter 4 4.3.1.1.1 | Length Intermediate approach segments length for non-precision approach procedures LDZD VOR RWY 04, LDOS LOC y RWY 29, LDOS LOC z RWY 29, LDSP NDB RWY 05, LDSP LOC Z RWY 05 and LDSP LOC Y RWY 05 are shorter than 5 NM. | |||
| Chapter 5 5.2.2.2 | Final approach with track not intersecting the extended runway centre line AD RIJEKA/Krk I., LDRI VOR RWY 32: Final approach track do not lie within 150 M laterally of the extended runway centre line at a distance 1400 M outward from the runway threshold 32. | |||
| Chapter 5 5.2.3 | Circling approach Difference(s): AD SPLIT/Saint Jerome - LDSP VOR-b RWY 23: The final approach track aligned beyond aerodrome boundary, more than 1.9 KM (1.0 NM) from the usable landing surface. | |||
| Appendix to Chapter 7 1.2 | General AD SPLIT/Saint Jerome, LDSP VOR-b RWY 23: End of the downwind leg defined with DME distance only. | |||
| Appendix to Chapter 7 2.6 | Radius of turn AD SPLIT/Saint Jerome, LDSP VOR-b RWY 23: Indicated airspeed for aircraft approach category D reduced to MAX IAS 180 KT. | |||
| Appendix to Chapter 7 2.7 | Final segment (of the prescribed track) AD SPLIT/Saint Jerome, LDSP VOR-b RWY 23: If the minimum altitude is maintained at the beginning of the final segment, then descent gradient exceeds PANS OPS prescribed values for visual manoeuvring. | |||
| Appendix to Chapter 7 2.9 | Go-around track AD SPLIT/Saint Jerome, LDSP VOR-b RWY 23: Go-around procedure does not join the prescribed instrument missed approach. | |||
| Appendix to Chapter 7 3 | Area associated with prescribed track AD SPLIT/Saint Jerome, LDSP VOR-b RWY 23: Regarding aircraft approach category C and D, semi-width of the protection corridor on the outside of the nominal visual manoeuvring track, during the base leg (last turn), is up to 1400 M. See special note to the chart. | |||
| Part II Section I | Chapter 1 1.3.3 | Intermediate approach segment length AD OSIJEK/Klisa, LDOS ILSy RWY 29 and LDOS ILS z RWY 29: Intermediate approach segment length for precision approach is shorter then specified in Table II-1-1-1. | ||
| LDSP RNAV VISUAL RWY 23 ICAO PANS-OPS, Doc 8168 OPS/611 Volume II does not prescribe how to construct RNAV VISUAL procedure. LDSP RNAV VISUAL RWY 23 flight procedure consists of instrument and visual part. For visual part, see special notes to the chart. Instrument segments for LDSP RNAV VISUAL RWY 23 procedure constructed according to ICAO PANS-OPS, Doc 8168 OPS/611 Volume II with the following exceptions: PART I SECTION 4 Chapter 5 Final approach segment 5.2 Alignment Final approach track not aligned with the runway. Visual manoeuvring - Circling not applied. PART III SECTION 5 Chapter 1 Publication and charting - General 1.4.2 Chart identification RNAV VISUAL is not part of a standardized naming convention. | ||||
| Doc 9868 | Procedures for Air Navigation Services - Training (PANS-TRG) | In the Republic of Croatia training of Air Traffic Control Officer (ATCO) personnel is provided in accordance with Commission Regulation (EU) 2015/340 and training of Air Traffic Safety Electronics Personnel (ATSEP) in accordance with Implementing Commission Regulation (EU) 2017/373. | ||
| Doc 9981 | Procedures for Air Navigation Services - AERODROMES (3rd edition, 2020) | Chapter 7 7.1 | Requirements for aircraft stand allocation, marshalling service, follow me, blast precautions, apron cleaning, aircraft push-backs and operation of airbridges will apply as of first quarter of 2022. | |
| Doc 10066 | Procedures for Air Navigation Services - Aeronautical Information Management (PANS-AIM) | Chapter 1 Definitions “Conventional navigation route” | Definitions are not transposed into Annex I - Definitions of Regulation (EU) 2017/373. | |
| Chapter 5 5.2.1.1.1 | A significant difference between national regulations and practices of the State and related ICAO provisions includes: Difference between the format of part AD 1.2.2 of the AIP and the provisions of paragraph 5.2.1.1.1 of ICAO Doc 10066 to ensure promulgation of relevant and consistent operational information, regarding implementation of GRF, through the relevant AIP entries. | |||
| Chapter 5 5.3.3.2 | Terrain and obstacle data sets are not provided. | |||
| Chapter 5 5.4.1.3 | A checklist of the available data sets is currently not provided. | |||
| Chapter 5 5.4.1.4 | A checklist of the data sets is currently not provided. | |||
| Appendix 1 Aeronautical Data Catalogue Table A1-3 ATS and other routes data - ATS Route PBN requirements: Navigation specification | The additional sub-property of Navigation specification is missing from the Aeronautical Data Catalogue of Regulation (EU) 2017/373 in Appendix 1, Section 3 of Annex III. | |||
| Appendix 1 Aeronautical Data Catalogue Table A1-5 Radio navigation aids/system data - Radio Navaid ILS facility classification, GBAS facility classification, GBAS approach facility designation | The additional properties of ILS facility classification, Ground Based Augmentation System (GBAS) facility classification, GBAS approach facility designation are missing from the Aeronautical Data Catalogue of Regulation (EU) 2017/373 in Appendix 1, Section 5 of Annex III. | |||
| Appendix 2 Contents of the Aeronautical Information Publication (AIP) Part 2 - En-route (ENR) ENR 3. ATS Routes | Appendix 1 of Annex VI Specific requirements for the providers of aeronautical information of Regulation (EU) 2017/373 requires the contents before the amendment. | |||
| Appendix 2 Contents of the Aeronautical Information Publication (AIP) Part 3 - Aerodromes (AD) AD 2. Aerodromes **** AD 2.19 Radio navigation and landing aids and **** AD 2.25 Visual segment surface (VSS) penetration | Appendix 1 of Annex VI (Part AIS) of Regulation (EU) 2017/373 for **** AD 2.19 Radio navigation and landing aids in point 1) does not require the amended list of navigational aids. Furthermore, it does not contain the requirement for **** AD 2.25 Visual segment surface (VSS) penetration. | |||
| Data Item | AIP Section | Reason for Incompliance | Notes / Remarks |