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Transmittal Note

SUPPLEMENT TO

ANNEX 11 — AIR TRAFFIC SERVICES

(Twelfth Edition)

1. The attached Supplement supersedes all previous Supplements to Annex 11 and includes differences
notified by Contracting States up to 30 April 1999.

2. This Supplement should be inserted at the end of Annex 11, Twelfth Edition. Additional differences
and revised comments received from Contracting States will be issued at intervals as amendments to
this Supplement.
 SUPPLEMENT TO ANNEX 11 — TWELFTH EDITION

AIR TRAFFIC SERVICES

Differences between the national regulations and practices of Contracting States

and the corresponding International Standards and Recommended Practices
contained in Annex 11, as notified to ICAO in accordance with Article 38 of the
Convention on International Civil Aviation and the Council’s resolution of
21 November 1950.

APRIL 1999

I N T E R N AT I O N A L CIVIL AV I AT I O N O R G A N I Z AT I O N
(ii) SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

RECORD OF AMENDMENTS TO SUPPLEMENT

No. Date Entered by No. Date Entered by

AMENDMENTS TO ANNEX 11 ADOPTED OR APPROVED BY THE COUNCIL

SUBSEQUENT TO THE TWELFTH EDITION ISSUED JULY 1998

Date of Date of
adoption or Date adoption or
No. approval applicable No. approval Date applicable

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) (iii)

1. Contracting States which have notified ICAO of differences

The Contracting States listed below have notified ICAO of differences which exist between their national regulations and
practices and the International Standards and Recommended Practices of Annex 11, Twelfth Edition, or have commented on
implementation.

The page numbers shown for each State and the dates of publication of those pages correspond to the actual pages in this
Supplement.

Date of Pages in Date of

State notification Supplement publication

Argentina 28/9/98 1-2 30/4/99

Canada 7/10/98 1-2 30/4/99
China (Hong Kong SAR) 17/9/98 1 30/4/99
France 8/10/98 1 30/4/99
Germany 16/9/98 1 30/4/99
Mauritius 23/9/98 1 30/4/99
New Zealand 31/7/98 1-2 30/4/99
Norway 5/9/98 1-2 30/4/99
Oman 13/6/98 1 30/4/99
Republic of Korea 23/9/98 1 30/4/99
Sweden 28/9/98 1 30/4/99
United Kingdom 23/9/98 1-3 30/4/99
United Republic of Tanzania 30/9/98 1 30/4/99
United States 4/3/99 1 30/4/99

2. Contracting States which have notified ICAO that no differences exist

Date of Date of
State notification State notification

Austria 25/9/98 Monaco 21/8/98

Barbados 26/6/98 Peru 17/2/99
Botswana 6/9/98 Portugal 26/10/98
Chile 3/7/98 Romania 26/10/98
Egypt 27/7/98 Seychelles 13/8/98
Ethiopia 5/10/98 Tunisia 16/9/98
Fiji 20/6/98 Uganda 10/7/98
Finland 7/7/98 United Arab Emirates 12/9/98
Greece 27/10/98

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(iv) SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

3. Contracting States from which no information has been received

Afghanistan Ghana Nigeria

Albania Grenada Pakistan
Algeria Guatemala Palau
Angola Guinea Panama
Antigua and Barbuda Guinea-Bissau Papua New Guinea
Armenia Guyana Paraguay
Australia Haiti Philippines
Azerbaijan Honduras Poland
Bahamas Hungary Qatar
Bahrain Iceland Republic of Moldova
Bangladesh India Russian Federation
Belarus Indonesia Rwanda
Belgium Iran (Islamic Republic of) Saint Lucia
Belize Iraq Saint Vincent and the Grenadines
Benin Ireland Samoa
Bhutan Israel San Marino
Bolivia Italy Sao Tome and Principe
Bosnia and Herzegovina Jamaica Saudi Arabia
Brazil Japan Senegal
Brunei Darussalam Jordan Sierra Leone
Bulgaria Kazakhstan Singapore
Burkina Faso Kenya Slovakia
Burundi Kiribati Slovenia
Cambodia Kuwait Solomon Islands
Cameroon Kyrgyzstan Somalia
Cape Verde Lao People’s Democratic Republic South Africa
Central African Republic Latvia Spain
Chad Lebanon Sri Lanka
China Lesotho Sudan
Colombia Liberia Suriname
Comoros Libyan Arab Jamahiriya Swaziland
Congo Lithuania Switzerland
Cook Islands Luxembourg Syrian Arab Republic
Costa Rica Madagascar Tajikistan
Côte d’Ivoire Malawi Thailand
Croatia Malaysia The former Yugoslav Republic of
Cuba Maldives Macedonia
Cyprus Mali Togo
Czech Republic Malta Tonga
Democratic People’s Republic of Marshall Islands Trinidad and Tobago
Korea Mauritania Turkey
Democratic Republic of the Congo Mexico Turkmenistan
Denmark Micronesia (Federated States of) Ukraine
Djibouti Mongolia Uruguay
Dominican Republic Morocco Uzbekistan
Ecuador Mozambique Vanuatu
El Salvador Myanmar Venezuela
Equatorial Guinea Namibia Viet Nam
Eritrea Nauru Yemen
Estonia Nepal Zambia
Gabon Netherlands Zimbabwe
Gambia Nicaragua
Georgia Niger

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) (v)

4. Paragraphs with respect to which differences have been notified

Differences Differences
Paragraph notified by Paragraph notified by

Definitions Argentina 4.2.1 New Zealand

Canada Norway
France 4.2.2 Canada
New Zealand New Zealand
United Kingdom United States
United Republic of Tanzania 4.3.6 United States
United States 4.3.7 Canada
United States
2.1.2 Argentina 4.3.8 Canada
United Kingdom United States
2.5.2.2.1 United Kingdom 4.3.9 Canada
2.5.2.3 United Kingdom United States
2.6 Norway
Republic of Korea 5.1.1 Norway
2.6.1 Canada 5.2.1 Canada
United Kingdom
2.8 France 6.1.2.1 Norway
2.9.3.2.2 Oman 6.2.2.3.7 United Kingdom
United Kingdom 6.2.3.1.2 United Kingdom
2.9.3.3 United Kingdom 6.2.3.1.3 United Kingdom
2.9.5.5 United Kingdom 6.2.3.4 United Kingdom
2.11.1 France
2.11.3 United Kingdom 7.1.2.1 Norway
2.13.2 United Kingdom
2.15 Argentina Appendix 1 United Kingdom
2.18 United Republic of Tanzania United States
2.18.2 Argentina
Germany Appendix 2 Argentina
2.18.3 Argentina Germany
Germany United States
2.18.4 Germany
2.18.5 Argentina Appendix 4 Canada
Germany China (Hong Kong SAR)
2.21 Sweden Germany
Mauritius
3.1 United Kingdom New Zealand
3.2 Sweden Norway
3.3 United Kingdom Sweden
3.3.3 New Zealand United Kingdom
United States United Republic of Tanzania
3.3.4 United Kingdom
3.4.1 New Zealand Appendix 5 Argentina
3.7 New Zealand Germany
3.7.2 Norway
3.8.1 Argentina
3.8.2 United Kingdom

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) ARGENTINA 1

CHAPTER 1

Definitions Air traffic control clearance. The word “autorización” (“clearance”) is replaced by the word “permiso” with
the same meaning.

Approach control office. Not established within our national jurisdiction. The approach control service is
provided by the aerodrome control tower or area control centre, as prescribed in the regulations in force.

Flight information centre. Not established within our national jurisdiction. Flight information and alerting
services are provided by air traffic control units within and outside controlled airspace.

Pilot-in-command. The term “piloto al mando” (“pilot-in-command”) is replaced by “comandante de la

aeronave” and his/her responsibility is applied whether or not at the controls of the aircraft.

CHAPTER 2

2.1.2 Argentina, having agreed through international air navigation agreements to provide ATS and SAR over
the high seas in airspace corresponding to the FIR under its jurisdiction, applies the Standards and
procedures in exactly the same way as within its territorial airspace.

2.15 Argentina abides by the arrangements that operators wish to make to obtain the information concerned,
budgeted as a supplementary service and therefore subject to special agreed procedures.

2.18.2 No electronic aeronautical data system is available.

2.18.3

2.18.5 Not applied.

CHAPTER 3

3.8.1 The national flight regulations (No. 79.1) include this Standard as a relative responsibility, in view of the
fact that due to the distance involved, the reduced speed of taxiing aircraft and other factors, the pilot-in-
command of an aircraft is often in a more favourable position than those in charge of control.

Appendix 2

3.6 The determination and reporting of significant points in WGS-84 are kept as a Recommendation rather than
a Standard.

Appendix 5

Table 1 The data in the column “Integrity/Classification” are not applied. The accuracy and data type are not
applied for: P, R, D areas boundary points (inside CTA/CTZ boundary); en-route navaids and fixes,
holding, STAR/SID points; and obstacles.

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2 ARGENTINA SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

Table 2 The data in the column “Integrity/Classification” are not applied. The elevation accuracy and data type are
not applied for obstacles en-route and DME.

Tables 3, 4 The data in the column “Integrity/Classification” are not applied. The accuracy and data type are not
and 5 applied.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) CANADA 1

CHAPTER 1

Definitions Advisory airspace. Advisory airspace refers to Class F Special Use airspace within which an activity occurs
of which non-participating pilots should be aware.

Advisory route. Not used in Canada.

Air-taxiing. Canada defines air-taxiing as movement of a helicopter above the surface of an aerodrome, but
normally not above 100 ft AGL. The aircraft may proceed via either hover taxi or flight at speeds more than
20 knots.

Air traffic advisory service. Advisory service refers to the provision of flight information service to IFR and
VFR aircraft.

Air traffic control clearance. Canada also uses air traffic control instruction defined as a directive issued
by an air traffic control unit for air traffic control purposes.

ALERFA. Code word not used.

Altitude. Means the altitude indicated in an altimeter set to the current altimeter setting.

Approach control office and Approach control service. Terminal control service is used in lieu of approach
control service and associated terms.

Apron management service. Not used in Canada.

DETRESFA. Code word not used.

Flight level. An altimeter set to 29.92 inches of mercury is used.

INCERFA. Code word not used.

CHAPTER 2

2.6.1 In Canada, Class F refers to Special Use airspace identified as restricted or advisory.

CHAPTER 4

4.2.2 b) Collision hazards not provided in Class F.

4.3.7 ATIS messages not given in the order as listed and the information elements of cloud below 1 500 m
4.3.8 (5 000 ft) or below the highest minimum sector altitude and trend-type landing forecasts are not used.
4.3.9

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2 CANADA SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

CHAPTER 5

5.2.1 To terminate a flight for which a flight plan has been filed, a pilot must file an arrival report with an air
traffic control unit, a flight service station or a community aerodrome radio station as soon as practical after
landing but not later than:

a) the search and rescue action initiation time specified in the flight plan; or
b) if no search and rescue action initiation time is specified, 60 minutes after the last reported estimated
time of arrival.

An arrival report is not required for IFR flight terminating at an aerodrome where there is an operating air
traffic control unit or flight service station unless requested to do so by the appropriate air traffic control
unit.

To terminate a flight for which a flight itinerary has been filed, a pilot must file an arrival report with an
air traffic control unit, a flight service station or a community aerodrome radio station or, where the flight
itinerary was filed with a responsible person, the responsible person as soon as practical after landing but
not later than:

a) the search and rescue action initiation times specified in the flight plan; or
b) if no search and rescue action initiation time is specified, 24 hours after the last reported estimated time
of arrival.

Appendix 4

Class B, C, For VFR flight, flight visibility of 3 statute miles with a distance from cloud of 1 statute mile horizontal
D, E and 500 ft vertical is required.

Speed limitations applicable to both IFR and VFR aircraft:

— 250 knots below 10 000 ft ASL; and

— 200 knots below 3 000 ft AGL within 10 NM of a controlled airport.

Class F Special Use airspace defined as restricted or advisory and may be controlled or uncontrolled airspace.

Class G For VFR flight above 700 ft AGL, a flight visibility of 1 statute mile, and a distance from cloud of 2 000 ft
horizontal and 500 ft vertical is required. For VFR flight below 700 ft AGL, a flight visibility of 1 statute
mile and clear of cloud is required.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) CHINA (HONG KONG SAR) 1

Appendix 4 Class F and Class G airspace require two-way communication.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) FRANCE 1

CHAPTER 1

Definitions Additional definition:

AFIS unit. Air traffic unit responsible for the provision of flight information service and alerting service
to the aerodrome traffic of a non-controlled aerodrome.

CHAPTER 2

2.8 AFIS unit. An AFIS unit is established to provide flight information service and alerting service to the
aerodrome traffic of certain non-controlled aerodromes.

2.11.1 Outside controlled airspace, ATS routes are established providing protection vis-à-vis the terrain and other
adjacent ATS routes, but no specific airspace with defined dimensions is associated with them, apart from
the Class F or G space in which they are included.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) GERMANY 1

CHAPTER 2

2.18.2 Full implementation of the quality system not yet achieved.

2.18.3
2.18.4*
2.18.5

Appendix 2

3.1 Significant points within TMAs are designated by alphanumeric codes.

Appendix 4 Class D — VMC visibility and distance from cloud minima: VFR.
Note.— Control zones are classified as airspace Class D with the following addition: ground visibility
5 km, ceiling 1 500 ft GND, clear of clouds.

Class E — VMC visibility and distance from cloud minima. The minimum value has to be 8 km visibility
for VFR flights below 3 050 m (10 000 ft) AMSL.

Class F — Subject to an ATC clearance: IFR flights “yes” instead of “no”.

Class G — IFR flights not permitted.

Note.— For VFR flights weather minima as follows: In sight of ground or water, flight visibility
1.5 km, clear of clouds; except helicopters, airships and balloons where only a flight visibility of 800 m is
required.

Appendix 5 In Germany, Lines 2 and 4 of Table 4 describe a) en-route fix formations; and b) terminal and instrument
approach procedure fix formations corresponding to Table 5.

The resolution for a) is then 1 DEG instead of 1/10 DEG.

* Recommended Practice

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) MAURITIUS 1

Appendix 4 Class G airspace IFR flights: Speed limitation not applicable.

Class G airspace VFR flights:

1) continuous two-way communications mandatory for all aircraft operating within Mauritius FIR.
2) flight visibility lower than 5 km is not prescribed.

Note: i) IFR/VFR flights flying from Class C airspace to Class G airspace and vice-versa will be
subjected to an ATC clearance when flying within any portion of Class C airspace.

ii) Unless otherwise indicated in ATC clearances, VFR flights are advised to adopt the table of
cruising levels for IFR flights as specified in Appendix 3 to Annex 2.

iii) Within Class C and Class G airspace, VFR flights are not authorized to fly above FL 150
(Regional Supplementary Procedures, Doc 7030, refers).

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) NEW ZEALAND 1

CHAPTER 1

Definitions Traffic avoidance advice. Advice provided by an ATS unit to assist a pilot to avoid a collision.

Remark: While an ATS unit might specify manoeuvres to assist a pilot to avoid a collision, that choice is
best left to the individual providing the information.

CHAPTER 3

3.3.3 Class D airspace is classified as that controlled airspace where it is necessary in the interests of safety that
separation is required between:
— IFR flights;
— IFR and VFR flights during night;
— IFR and special VFR flights; and
— special VFR flights.

In addition, traffic information is required for:

— IFR flights about VFR flights during day; and
— VFR flights about IFR flights, and other VFR flights.

Traffic avoidance advice is required for IFR and VFR flights on request.

Class E airspace is classified as that controlled airspace where it is considered necessary in the interests of
safety that separation is required between:
— IFR flights; and
— IFR flights and VFR flights during night.

Also, traffic information is required, where practical, for:

— IFR flights about VFR flights during day; and
— VFR flights about other VFR flights.

Each pilot in command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace,
where the operation is performed under IFR, or under VFR at night.

The pilot of a glider, above an altitude of 3 000 ft and above a height of 1 000 ft, but below an altitude of
11 000 ft, shall fly no closer than 500 ft below cloud in Class E or G airspace.

3.4.1 The 1 000 ft vertical separation minima below FL 290 prescribed in ICAO Doc 4444 may be reduced to
500 ft within a TMA or CTR providing:

— both aircraft are either medium or light wake turbulence category; and
— the lower aircraft is a VFR or special VFR flight and operating at an altitude of 4 500 ft or below.

Remark: When the IFR flight is a “Heavy”, the minimum shall always be 1 000 ft for reasons of wake
turbulence.

3.7 New Zealand reserves the right to withhold clearances prior to the commencement of flight for
non-payment for previous flights.

Remark: Clearances will not be denied to an aircraft in flight or taxiing on the manoeuvring area. In the
event of an aircraft entering the manoeuvring area when a clearance has not been provided, normal air
traffic services will be provided and an air safety incident notified to the Civil Aviation Authority.

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2 NEW ZEALAND SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

CHAPTER 4

4.2.1 a) New Zealand does not produce AIRMET information.

4.2.2 b) No specific requirement for a flight information service to provide information concerning collision hazards
to aircraft operating in airspace Classes C, D, E, F and G.

Appendix 4 See 3.3.3 above.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) NORWAY 1

CHAPTER 2

2.6 Class A. Class A airspace will change character when authorizations to operate as VFR flights above
FL 195 (Annex 2, 4.4 a) refers) affect Class A airspace.
Class D and E. Class D and E airspace will change character in the period between the end of evening civil
twilight and the beginning of morning civil twilight as flights authorized to operate in accordance with the
visual flight rules during that period in Class D and E airspace are separated from IFR flights.
Class D. The services provided to VFR flights in Class D airspace are stated to be “Air traffic control
service and traffic information about IFR and VFR flights”. “Traffic avoidance advice” is, however, not
provided to IFR or VFR flights.
Class G. IFR flights in Class G airspace are not required to establish two-way radio communication with
ATS* except that communication shall be established with the appropriate AFIS unit when operating within
a traffic information zone (TIZ) or a traffic information area (TIA) (airspace where AFIS is provided).
*See 6.1.2.1 below.
VFR flights operating within TIZ or TIA are required to establish two-way radio communication with the
appropriate AFIS unit.
A separate provision regarding communication requirements, etc., when operating within TIZ/TIA is
established.

CHAPTER 3

3.7.2 Note.— Since supersonic flight over Norwegian territory is generally prohibited, 3.7.2 of Annex 11
will apply only when the supersonic part of the flight concerned will take place outside Norwegian
territory, or when permission to conduct supersonic flight over Norwegian territory exceptionally has been
granted.

CHAPTER 4

4.2.1 a) AIRMET information will not be provided.

CHAPTER 5

5.1.1 a) In accordance with the Norwegian Rules of the Air (BSL F, 3.3.1.3.2) any flight, including controlled
flights, must file a complete flight plan in order to be provided with alerting service. This does not exclude
the provision of such service upon request from any person being connected with operation of the aircraft,
or related to persons on board, or if alerting service is considered appropriate by the air traffic services.

CHAPTER 6

6.1.2.1 The provision of Annex 11 will be met in accordance with the following guidelines:
Air-ground communication facilities for flight information service shall enable two-way communications
to take place between a unit providing flight information service and appropriately equipped aircraft:
1) flying at or above the minimum safe IFR altitudes established for flight within controlled airspace in
the respective flight information region, or

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2 NORWAY SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

2) operating within areas where the establishment of two-way communications with the appropriate air
traffic services unit is mandatory.

CHAPTER 7

7.1.2.1 AIRMET information will not be provided.

Appendix 4 See 2.6 above.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) OMAN 1

CHAPTER 2

2.9.3.2.2* CTA lower limits established at levels determined by operational requirements.

* Recommended Practice

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) REPUBLIC OF KOREA 1

CHAPTER 2

2.6 Classification of airspaces is not applied.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) SWEDEN 1

CHAPTER 2

2.21 Minimum flight altitudes have not been determined for ATS routes; however, published lower limits for
ATS routes provide minimum clearance above the controlling obstacle located within the area concerned.

CHAPTER 3

3.2 b) The term “approach control office” is not used; instead, the term “terminal control centre (TMC)” is used
to designate a unit established to provide air traffic control service to controlled flights arriving at, or
departing from, one or more aerodromes.

Appendix 4 Within Class E airspace, during hours of darkness, VFR flights are subject to air traffic control service and
separated from IFR and other VFR flights; radio communication and ATC clearance required.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) UNITED KINGDOM 1

CHAPTER 1

Definitions Controlled aerodrome. The United Kingdom does not use this term but lists in the AIP those aerodromes
at which air traffic control service is provided.

Special VFR flight. In the United Kingdom, this means a flight at any time in a control zone which is Class
A airspace or in any other control zone in IMC or at night in respect of which the appropriate air traffic
control unit has given permission for the flight to be made in accordance with special instructions given
by that unit instead of in accordance with the instrument flight rules and in the course of which flight the
aircraft complies with any instructions given by that unit and remains clear of cloud in sight of the surface.

CHAPTER 2

2.1.2 The United Kingdom, having accepted responsibility to provide air traffic services in portions of airspace
over the high seas, has arranged for the services to be provided in accordance with the practices and
procedures established for its territorial airspace.

2.5.2.2.1 The United Kingdom does not implement control areas or control zones in all portions of the airspace
where air traffic control service is provided.

2.5.2.3 The United Kingdom does not use the term “controlled aerodrome” but lists in the AIP those aerodromes
at which air traffic control service is provided.

2.6.1 In certain notified portions of Class A, B and D airspace, gliders are permitted to operate without reference
to air traffic control in accordance with specified conditions and neither separation nor traffic information
is provided in respect of such flights.

2.9.3.2.2* The United Kingdom does not necessarily use a VFR cruising level as the lower limit. A level is chosen
appropriate to the circumstances.

2.9.3.3 The United Kingdom does not necessarily use a VFR cruising level as the upper limit.
2.9.5.5*

2.11.3 In the United Kingdom, the basic indicator of a standard arrival route is the name or name code of the
significant point, normally a terminal holding point, where the standard arrival route terminates.

2.13.2 The United Kingdom is introducing procedures that enable aircrew to use their flight management
system (FMS) to guide the aircraft during the intermediate approach stage. To make this possible, it is
necessary to choose locations within the circuit procedure for use as FMS way-points. Use of the current
ICAO five-letter code designators system to identify FMS way-points would be impractical. The United
Kingdom has, therefore, chosen a different method which uses a five-character code: the first two characters
are the second letter pair of the ICAO four-letter code for the airfield.

Example: ICAO code for London Heathrow is EGLL (all codes for airfields in the United Kingdom
begin with EG)

A way-point code for Heathrow will begin with LL.

* Recommended Practice

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2 UNITED KINGDOM SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION)

The third letter of the way-point identifies a quadrant direction from the airfield based on True North and
aligned on the airfield reference point, i.e. N — North quadrant; E — East quadrant; S — South quadrant;
W — West quadrant.

The last two characters of the way-point code are numeric from 00 to 99. These identify a specific position
in the circuit to be flown for a particular runway. For example, a position on base leg for runway 27L for
Heathrow may be allocated the code LL E 08.

These codes are only allocated to positions that are unique to one landing procedure. Where a position is
used by multiple routes, or is collocated with a navigation aid, or is seen as being operationally beneficial,
they will be identified using the conventional five-letter approved designators.

CHAPTER 3

3.1 In certain notified portions of Class A, B and D airspace, gliders are permitted to operate without reference
3.3 to air traffic control.

3.3.4 The United Kingdom uses the quadrantal system of cruising levels for flights below 24 500 ft, as detailed
in the Supplement to Annex 2 and the UK AIP.

3.8.2 c) During mixed ILS and MLS operations to the same runway, the appropriate sensitive areas will be
protected.

CHAPTER 6

6.2.2.3.7 Automatic recording is not available in each and every case in the United Kingdom.
6.2.3.1.2
6.2.3.1.3
6.2.3.4*

Appendix 1

2 Designation of helicopter routes within the United Kingdom does not conform with paragraph 2.

Appendix 4 The United Kingdom complies with the requirements of the table at Appendix 4 except in the following
cases:

a) In certain portions of Class A, B and D airspace, gliders are permitted to operate without reference to
air traffic control in accordance with specified conditions and neither separation nor traffic information
is provided in respect of such flights.

b) Class A airspace, VMC minima for the purpose of:

i) climbs and descents which maintain VMC;
ii) powered aircraft — airways crossings; and
iii) powered aircraft — other penetrations of airways Class A airspace are to be:

* Recommended Practice

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) UNITED KINGDOM 3

At or above FL 100: 8 km flight visibility, 1 500 m horizontal and 1 000 ft vertical distance from
cloud.

Below FL 100: 5 km flight visibility, 1 500 m horizontal and 1 000 ft vertical distance from
cloud.

c) Class C, D and E airspace, VMC minima. Additionally in Class C, D and E airspace, VFR flight is
allowed by aircraft, other than helicopters, at or below 3 000 ft AMSL, at a speed of 140 kt or less,
which remain clear of cloud and in sight of the surface and in a flight visibility of at least 5 km.
Helicopters may fly VFR in Class C, D and E airspace at and below 3 000 ft AMSL provided that they
remain clear of cloud and in sight of the surface.

d) Class F and G airspace. The VMC minima at below FL 100 applies down to the surface (instead of
down to 3 000 ft) with the minima at and below 3 000 ft as an alternative. The proviso “or 300 m above
terrain whichever is higher” does not apply in the United Kingdom.

e) There is no mandatory requirement for continuous two-way radio communications in Class F and G
airspace under IFR.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) UNITED REPUBLIC OF TANZANIA 1

CHAPTER 1

Definitions Special VFR Flight. Conditions for special VFR flight also apply at night.

CHAPTER 2

2.18 WGS-84 geodetic reference datum not yet implemented.

Appendix 4 The carriage of radio enabling continuous two-way communication is compulsory irrespective of the class
of airspace.

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SUPPLEMENT TO ANNEX 11 (TWELFTH EDITION) UNITED STATES 1

CHAPTER 1

Definitions Airborne collision avoidance system (ACAS). U.S. glossary uses the term “traffic collision avoidance system
(TCAS)”.

Air-taxiing. This term is not used. The United States uses the terms “hover taxi” for this manoeuvre above
100 ft above ground level (AGL) and “air taxi” below 100 ft AGL.

CHAPTER 3

3.3.3 Exception clause. Clearances may be issued to conduct flight in VFR conditions without a pilot request if
the clearance would result in noise abatement benefits or when a pilot conducts a practice instrument
approach.

CHAPTER 4

4.2.2 No provision is made for the issuance of collision hazard information to flights operating outside of
controlled airspace.

4.3.6 The order in which information is listed in voice and digital ATIS messages is not mandated and certain
4.3.7 elements are regarded as optional.
4.3.8
4.3.9 Remark: Not all elements are communicated via ATIS due to air traffic workload considerations.

Surface wind direction shall be magnetic.

Remark: Annex 3 does not delineate if wind direction is to be magnetic or true.

Appendix 1

2.2.1 Routes designated to serve aircraft operating from 18 000 MSL up to and including FL 450 are referred to
as “jet routes” and are designated with the letter “J”, followed by a number of up to three digits.

Appendix 2

2.1 The United States will not comply with this guidance in naming the missed approach point (MAP) located
at the landing threshold. The United States will chart this significant point and code it in the onboard
database using the ARINC 424 code established and agreed upon by database and equipment
manufacturers.

2.1.2 c) The United States has not heretofore established criteria that permit navigation aid names of six letters. In
fact, there are approximately 425 navigation aids in the National Airspace System (NAS). This is due to
an earlier effort to have all significant points and navigation aids consist of five letters. This effort has been
suspended. The United States will continue to use five-letter names for significant points and navigation
aids.

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