CHAPTER 1

Paragraph reference: 1.2.

1.2.1
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.01.02(1) states that no person may act as a pilot of a South African registered aircraft, except in the case of dual instruction with an appropriately rated flight instructor, unless such person holds a valid pilot licence with applicable ratings issued, revalidated or re issued by the Director or by an appropriate authority validated by the Director in terms of The Civil Aviation Regulations, 2011, Part 61 or Part 62: Provided that a student pilot licence may have been issued without a class rating or type rating.

1.2.2.2
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.01.13(4) states that before the Director validates or converts a foreign licence or rating for a commercial air transport operation or a PPL with Instrument Rating (PPL/IR), he or she must confirm the validity of the foreign licence or rating with the appropriate authority of the issuing Contracting State.

1.2.2.3
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.01.13(5) state that certain theoretical knowledge examinations and a skills tests are required before a licence may be validated.

1.2.5.2.2
South Africa's regulation is less exacting in that the South African Civil Aviation Regulations, 2011, 67.00.6 (1)(d) states that commercial pilots over the age of 40 years, in a single pilot operation do not have their medical assessment validity reduced to 6 months unless there is a risk factor where 6 monthly reports must be issued.

1.2.5.2.4
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 67.00.6 (3)(b) states that the holders of Class 2 and 3 medical certificates who have passed their 40th birthday have the period of validity for their medical assessment reduced to 12 months and 67.00.6 (4)(b) states that the period of validity of Class 4 medical certificates are reduced to 36 months when the pilot has passed his or her 40th birthday.

1.2.5.2.5
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 67.00.6 (3)(b) states that the holders of Class 2 and 3 medical certificates who are over 40 years of age are required to submit a medical every twelve months.There is currently no such restriction on the holder of a Class 4 medical certificate, however, this will be amended during 2013 to fall in line with the previous provision.

1.2.9.2
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 65.01.8 states that Air traffic service personnel shall have sufficient ability in reading, speaking and understanding the English language to enable them to adequately carry out their responsibilities as air traffic service personnel and have attained a minimum of ICAO level 4 in their English language proficiency examination.

CHAPTER 2

Paragraph reference: 2.1

2.1.9.2
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, Part 61 make no allowance for crediting of co-pilot flight time in aircraft certified for single pilot operation, and flown with a co-pilot, unless this is in a part 121, 135 or 127 operation, which requires 2 pilots (at night or IFR): therefore, in a corporate flight or private flight, even though operated as a multi-crew operation, no co-pilot time can be logged towards a higher licence.

2.1.9.4
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.01.9(4 - 8) states that PICUS time only applies to the holder of a Student pilot and Commercial pilot licence and that a Student pilot on an integrated course is restricted to a credit of 50 hours only as PIC;

A commercial pilot is restricted to only being credited with 500 hours of PICUS time towards a higher licence.

Paragraph reference: 2.2

2.2.2.1
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.02.5(d) states that a student pilot is not allowed to fly solo on an international flight.

Paragraph reference: 2.3

2.3.2.2
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.10.1(2) state that a night rating is required to exercise the privileges of a licence by night. The night rating includes theoretical knowledge and instrument instruction as well as a skills test to be completed and that a night rating issued.

Paragraph reference: 2.9

2.9.1.5
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.00.7 requires that a commercial glider pilot have a Class 1 medical certificate and that a recreational glider pilot have a Class 2 medical certificate.

CHAPTER 4

Paragraph reference: 4.2

4.2.1.1
South Africa's regulation is more exacting in that the South African Civil Aviation Regulations, 2011, 61.02.1 states that for aircraft maintenance engineers wishing to be issued with Category A, C, W & X rating age shall be 19 years or older and for Category B & D ratings shall be 21 years or older.

Paragraph reference: 4.3

4.3.1
Student air traffic controller not implemented. South African has implemented air traffic service assistant ratings. South African Civil Aviation Regulations, 2011, Part 65, subparts 3 -7.

Paragraph reference: 4.4

4.4.1.1
South Africa's regulation is different in character in that the South African Civil Aviation Regulations, 2011, 65.02.1(a) states that the applicant for an air traffic service licence requires age to be not less than 18 years of age; a licence may be issued without ratings. Also see subparts 3 – 7.

CHAPTER 3

Paragraph reference: 3.6

3.6.2.2
South Africas Regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.03.4 9(12) (c) states that if the estimated time at the next applicable reporting point, flight information regional boundary, or aerodrome of intended landing, whichever comes first, is found to be in error in excess of three minutes from that notified to the responsible ATSU, a revised estimated time shall be notified to such ATSU as soon as possible; or... ICAO requires two minutes.

CHAPTER 4

Paragraph reference: 4.3

4.3.2
Reports of routine observations shall be issued as:
(a) local routine reports, only for dissemination at the aerodrome of origin (intended for arriving and departing aircraft);
Although generated by the automatic weather observing system (AWOS) these reports are not disseminated at the aerodrome of origin. Instead, the METARs are being disseminated as per the Memorandum of Agreement (MoA) between SAWS and ATNS. A consultation process is underway between SAWS and ATNS to review the MoA in this regard.

Paragraph reference: 4.4

4.4.2
Reports of special observations shall be issued as:

(a) local special reports, only for dissemination at the aerodrome of origin (intended for arriving and departing aircraft);

Although generated by the automatic weather observing system (AWOS) these reports are not disseminated at the aerodrome of origin. Instead, the METARs are being disseminated as per the Memorandum of Agreement (MoA) between SAWS and ATNS. A consultation process is underway between SAWS and ATNS to review the MoA in this regard.

CHAPTER 6

Paragraph reference: 6.5

6.5.2
When the density of traffic operating below flight level 100 warrants the issuance of AIRMET information in accordance with 7.2.1, area forecasts for such operations shall be prepared in a format agreed upon between the meteorological authorities concerned. When abbreviated plain language is used, the forecast shall be prepared as a GAMET area forecast, employing approved ICAO abbreviations and numerical values; when chart form is used, the forecast shall be prepared as a combination of forecasts of upper wind and upper-air temperature, and of SIGWX phenomena.

GAMET not issued instead only AIRMET issued by meteorological watch offices (MWO).

CHAPTER 13. AERODROME/HELIPORT CHART - ICAO
13.5
True and Magnetic North arrows and magnetic variation to the nearest degree and annual change of the magnetic variation shall be shown.
Partially implemented since November 2019.

13.6.1
This chart shall show:
c) elevations and geoid undulations, to the nearest half-metre or foot, of the precision approach runway threshold, the geometric centre of the touchdown and lift-off area, and at the highest elevation of the touchdown zone of a precision approach runway;

Partially implemented since November 2019.

CHAPTER 14. AERODROME GROUND MOVEMENT CHART - ICAO

14.5.2
Recommendation.- Magnetic variation to the nearest degree and its annual change should be shown.

Partially implemented since November 2019.

Nil

CHAPTER 6

PART 1

Paragraph reference: 6.2

6.2.2
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations, 2011 Part 91.04.13 (5) states that “no owner or operator of an aircraft used in general aviation operations for which the maximum certificated passenger seating is 20 or more on which is carried a cabin attendant shall operate the aircraft unless such aircraft is equipped with universal precaution kits.” Technical standard 91.04.13 stipulates that such owner or operator shall ensure each aircraft carries on board at least two universal precaution kits. ICAO requires two only for aeroplanes authorized to carry more than 250 passengers.

Paragraph reference: 6.7

6.7.3
South Africa’s regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.04.29 states “No person shall operate a pressurized aeroplane, for which the individual certificate of airworthiness was first issued on or after 1 January 1990, above 25 000 ft unless such aeroplane is equipped with a device to provide positive warning to the flight crew of any dangerous loss of pressurization.” ICAO requires aeroplanes newly introduced into service on or after 1 July 1962.

6.7.4
South Africa’s regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.04.29 states “No person shall operate a pressurized aeroplane, for which the individual certificate of airworthiness was first issued on or after 1 January 1990, above 25 000 ft unless such aeroplane is equipped with a device to provide positive warning to the flight crew of any dangerous loss of pressurization.” ICAO requires the date to be after 1 July 1962.

Paragraph reference: 6.15

6.15.4
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations, 2011. Regulation 121.05.5(3) All turbine-engined aeroplanes authorised under this Part (Part 121) to carry passengers shall be equipped with a TAWS which has a predictive terrain avoidance function.

ICAO only requires turbine powered aeroplanes above 5 700 kg to have forward looking (predictive) TAWS

South Africa's regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 135.05.5(1)(2)(3) All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of 15 000 kg, for which the individual certificate of airworthiness is first issued on or after 1 July 1979, shall be equipped with TAWS.

(2) All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or authorised to carry more than nine passengers for which the individual certificate of airworthiness is first issued on or after 1 January 2010, shall be equipped with a TAWS which has a predictive terrain avoidance functions.
(3) All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or authorised to carry more than nine passengers, shall be equipped with a TAWS which has a predictive terrain avoidance function.

Paragraph reference: 6.18

6.18.2
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations, 2011. Regulation 135.05.8(1). The operator of a large turbine-engine aeroplane shall not operate the aeroplane unless - (a) such aeroplane is equipped with a serviceable ACAS meeting ACAS II specifications, as prescribed in technical standard 91.04.31 of Document SA-CATS 91; and ICAO Annex 6 Part 1, 6.18.2 From 1 January 2005, all turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or authorised to carry more than 19 passengers shall be equipped with an airborne collision avoidance system (ACAS II)

SACAR 135.05.8 Says all aeroplanes above 5 700 kg regardless of passenger seats shall have ACAS II.

Paragraph reference: 6.18
6.18.3
South Africa’s regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.04.28 Except as otherwise provided for in Part 121 and Part 135, no person may operate a turbine-engine aeroplane of a maximum certificated take-off mass in excess of 15 000 kg or authorised to carry more than 30 passengers, for which the individual certificate of airworthiness was first issued after 1 January 2007, unless such aeroplane is equipped with an ACAS that meets the specifications prescribed in Document SA-CATS 91,

ICAO recommends all aeroplanes be fitted with ACAS II.

CHAPTER 2

PART 2

Paragraph reference: 2.4.12

2.4.12.1
South Africa’s regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.04.23 (3) (listed a-j) conditions exempt aeroplanes from having to carry a ELT, and 406MHz ELT’s are not mandatory. Whereas ICAO, states in Annex 6 Part 2 2.4.12.1
Recommendation.— All aeroplanes should carry an automatic ELT.

CHAPTER 3

PART 2

Paragraph reference: 3.6.3.1.1.3
South Africa’s regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.04.10(2)(b)states “No owner or operator shall operate an aircraft engaged in international general aviation operations which is an aeroplane with an MCM exceeding 5 700 kg for which the individual certificate of airworthiness was first issued on or after 1 January 2005 unless such aeroplane is equipped with a Type IA FDR that complies with the requirements prescribed in Document SA-CATS 91 whereas ICAO CoA first issued on or after 1 January 1989 should be equipped with a Type II FDR.

3.6.10.3
South Africa’s regulation is less protective in that the South African Civil Aviation Regulations, 2011. Regulation 91.04.28 “Except as otherwise provided for in Part 121 and Part 135, no person may operate a turbine-engine aeroplane of a maximum certificated take-off mass in excess of 15 000 kg or authorised to carry more than 30 passengers, for which the individual certificate of airworthiness was first issued after 1 January 2007, unless such aeroplane is equipped with an ACAS that meets the specifications prescribed in Document SA-CATS 91, ICAO 3.6.10.3 Recommendation - All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg but not exceeding 1 500 kg, or authorised to carry more than 19 passengers, for which the individual airworthiness certificate is first issued after 1 January 2008, should be equipped with an airborne collision avoidance system (ACAS II).

CHAPTER 3

PART 3

Paragraph reference: 3.4

3.4.1
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations, 2011. Regulation 127.08.10 states “The operator of a Class 3 helicopter carrying passengers shall not operate such helicopter under IMC or above more than three eights of clouds within a radius of five nautical miles of the helicopter unless the latest weather reports or forecasts and any combination of them indicate that the weather along the planned route (including take-off and landing) with due regard for the provision of Regulation 127.08.12 allows flight under VFR an existing ceiling prescribed minimum heights established in terms of Regulation 127.07.6, and that the weather is focused to remain so until at least one hour after the estimated time of arrival at the destination aerodrome or alternate aerodrome”. In other words, South Africa does not allow Class 3 helicopter operations under IMC. Whereas in 3.4.1 ICAO allows for Class 3 helicopters operations under IMC to be conducted only over a surface environment.

CHAPTER 2

PART 2

Paragraph reference: 2.2.5

2.2.5.3
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations,2011. Regulation 12.02.1(1) states, “The PIC of an aircraft involved in an accident within the Republic, or if he or she is killed or incapacitated, a flight crew member, or if there are no surviving flight crew members or if they are incapacitated, the operator or owner, as the case may be, shall, as soon as possible but at least within 24 hours since the time of the accident, notify -
(a) the Director;
(b)An ATSU; or
(c) The nearest police station, of such accident.
ICAO standard 2.2.5.3 requires “the nearest appropriate authority” to be notified.

CHAPTER 2

PART 3

Paragraph reference: 2.6

2.6.2.1
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations, 2011. Regulation 91.7.7(8) requires the cloud base to be 400ft above the operating minima associated with instrument approach procedure. Meteorological conditions at the alternate will exist from two hours before to two hours after the estimated time of arrival. ICAO standard 2.6.2.1 requires the alternate heliport to be at or above the heliport operating minima.

CHAPTER 2

PART 3

Paragraph reference: 2.7

2.7.3
South Africa’s regulation is more exacting in that the South African Civil Aviation Regulations, 2011. Regulation 91.7.7(9) requires “Suitable offshore alternates for helicopters may be subject to the following -
(a) The offshore alternates shall be used only after passing a PNR. Prior to a PNR, onshore alternates shall be used;
(b) Mechanical reliability of critical control systems and critical components shall be considered and taken into account when determining the suitability of the alternate;
(c)One-engine inoperative performance capability shall be attainable prior to arrival at the alternate;
(d) To the extent possible, deck availability shall be guaranteed; and
(e) Weather information must be reliable and accurate ICAO recommends offshore alternates not to be used when it is possible to carry enough fuel to have an onshore alternate. Offshore alternates should not be used in a hostile environment.

PANS - Training Doc 9868

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Part II
CHAPTER 1 - TYPE CERTIFICATION
1.1 The Standards and provisions of Chapter 1 are applicable to all aircraft types for which the application for certification was submitted and approved by a Contracting State regardless of the period when it was type certified. RSA still issues Certificates of Airworthiness for aircraft that were type certificated prior to 13 June 1960, as long as it is still supported by the State of Design.

PART IIIA

CHAPTER 4 - DESIGN AND CONSTRUCTION

Paragraph reference: 4.1.6(b), 4.1.6(g), 4.1.6(h), 4.1.6(i)

South Africa adopted the USA FAR Certification Standards. The United States does not have similar requirements. The FAA has begun work in an effort to amend the U.S. Regulations with the purpose of eventually meeting the intent of these provisions.

Chapter 8 INSTRUMENTS AND EQUIPMENT

Paragraph reference: 8.4.1

South Africa adopted the USA FAR Certification Standards. ICAO requires that airplanes operating on the movement area of an airport shall have airplane lights of such intensity, color, fields of coverage and other characteristics to furnish personnel on the ground with as much time as possible for interpretation and for subsequent manoeuvre necessary to avoid a collision. The FAA has no such requirement.

Paragraph reference: 8.4.2(b)

South Africa adopted the USA FAR Certification Standards. This provision addresses the lights affect on outside observers in reference to “harmful dazzle.” The U.S. Regulations do not address the affect of aircraft lights on outside observers. However, visibility to other pilots and the lights affect on the flight crew is addressed.

CHAPTER 9 - OPERATING LIMITATIONS AND INFORMATION

Paragraph reference: 9.3.5

South Africa adopted the USA FAR Certification Standards. The United States does not have similar requirements. The FAA has begun work in an effort to amend the U.S. regulations with the purpose of eventually meeting the intent of these provisions.

CHAPTER 11 - SECURITY

Paragraph reference: 11.2, 11.3, 11.4

South Africa adopted the USA FAR Certification Standards. With the exception of the door required by 11.3, the United States does not have similar requirements. The FAA has begun work in an effort to amend the U.S. regulations with the purpose of eventually meeting the intent of these provisions.

PART IIIB

LARGE AEROPLANE CERTIFICATION

Paragraph reference: 4.2(b)

South Africa adopted the USA FAR Certification Standards. The United States does not have a specific requirement for physical separation of systems. However, physical separation is considered in the means of compliance to various regulations such as 25.1309, 25.901(c) and 25.903(d). The FAA has begun to work in an effort to amend U.S Regulations with the purpose of eventually meeting the intent of these provisions.

Paragraph reference: 4.2(f)

South Africa adopted the USA FAR Certification Standards.The provision requires lavatory fire protection systems (detection and suppression) for all airplanes covered by Part IIIB. U.S. regulations only require lavatory fire protection systems for airplanes with 20 or more passengers.

Paragraph reference: 4.2(g)

South Africa adopted the USA FAR Certification Standards. Paragraph D.2.g.1 of the ICAO standard requires a fire suppression system for each cargo compartment accessible to a crew member in a passenger-carrying airplane. U.S. requirements permit manual fire fighting in an accessible cargo compartment by a crew member or members for an all-passenger-carrying airplane or a passenger-cargo combination carrying airplane. Additionally, the FAA does not have specific requirements to consider the effects of explosions or incendiary devices.

Paragraph reference: 4.2(h)

South Africa adopted the USA FAR Certification Standards. The United States does have provisions to protect against possible instances of cabin depressurization. However, the FAA does not have specific requirements to consider the effects of explosions or incendiary devices.

Paragraph reference: 4.2(i)

South Africa adopted the USA FAR Certification Standards. The United States does not have similar requirements and has begun work in an effort to amend the U.S. regulations to explicitly address the effects of explosions or incendiary devices.

Paragraph reference: 4.5

South Africa adopted the USA FAR Certification Standards. While there are no specific electrical bonding requirements in the FARs, U.S. regulations address lightning and system requirements. The FARs do not address the protection of those persons coming into contact with an airplane on the ground or in the water.

Paragraph reference: 6.4.1

South Africa adopted the USA FAR Certification Standards. ICAO requires that airplanes operating on the movement area of an airport shall have airplane lights of such intensity, color, fields of coverage and other characteristics to furnish personnel on the ground with as much time as possible for interpretation and for subsequent manoeuvre necessary to avoid a collision. The U.S. has no such requirement.

Paragraph reference: 6.5

South Africa adopted the USA FAR Certification Standards. U.S. regulations do not address electromagnetic interference from external sources. High Intensity Radiated Fields (HIRF) are addressed by Special Conditions but only for flight critical systems, not flight essential systems.

Paragraph reference: 7.3.5

South Africa adopted the USA FAR Certification Standards. The United States does not have similar requirements. The FAA has begun work in an effort to amend the U.S. Regulations with the purpose of eventually meeting the intent of these provisions.

Paragraph reference: 10.2, 10.3.1, 10.3.2, 10.4

South Africa adopted the USA FAR Certification Standards. With respect to K.1 and K.3, the United States does not have any specific requirements. With respect to K.2 the FAA has no current requirements with respect to the flight crew compartment bulkhead. The FAA has begun work in an effort to amend the U.S. regulations with the purpose of eventually meeting the intent of these provisions.

PART IVA

HELICOPTERS

CHAPTER 2 - FLIGHT

Paragraph reference: 2.2.3.1, 2.2.3.1.1 - 2.2.3.1.4

South Africa adopted the USA FAR Certification Standards. These provisions address take-off performance data for all classes of helicopters and require that this performance data include the take-off distance required. However, the United States has adopted the requirements only for Category A helicopters.

CHAPTER 6 - ROTOR AND POWER TRANSMISSION SYSTEMS AND POWERPLANT INSTALLATION

Paragraph reference: 6.7

South Africa adopted the USA FAR Certification Standards. This provision requires that there be a means for restarting a helicopter’s engine at altitudes up to a declared maximum altitude. In some cases the FAA does not require demonstration of engine restart capability. Since there is a different level of certitude for transport and normal category helicopters in the United States, the engine restart capability is only required for Category A and B helicopters (14 CFR Part 29) and Category A normal helicopters (14 CFR Part 27).

CHAPTER 7 - INSTRUMENTS AND EQUIPMENT

Paragraph reference: 7.4.2

South Africa adopted the USA FAR Certification Standards. This provision addresses the need to switch off or reduce the intensity of the flashing lights. The United States has minimum acceptable intensities that are prescribed for navigation lights and anti-collision lights. No reduction below these levels is possible.

Paragraph reference: 7.4.2(b)

South Africa adopted the USA FAR Certification Standards. This provision addresses the lights’ affect on outside observers in reference to “harmful dazzle.” The U.S. Regulations do not address the affect of aircraft lights on outside observers. However, visibility to other pilots and the lights’ affect on the flight crew is addressed.

PART V

SMALL AEROPLANES

Paragraph reference: 8.5(e)

South Africa adopted the USA FAR Certification Standards. The United States does not have a requirement similar to I.5(e). 14 CFR part 23 does not address the impact of fuel spillage on emergency lighting systems.

PART VII

PROPELLERS

Paragraph reference: 2.2

South Africa adopted the USA FAR Certification Standards. U.S. Regulations do not require a failure analysis.

Paragraph reference: 3.2(c)

South Africa adopted the USA FAR Certification Standards. U.S. Regulations do not contain bird impact or lightning strike requirements.

This Annex became available on the CC/EFOD in 2013. It is being addressed and Significant Differences will be filed in 2014, if any.

NIL

CHAPTER 3

Paragraph reference: 3.3

3.3.5.1
For all airspace where a reduced vertical separation minimum of 300 m (1 000 ft) is applied between FL 290 and FL 410 inclusive, a programme shall be instituted, on a regional basis, for monitoring the height-keeping performance of aircraft operating at these levels, in order to ensure that the continued application of this vertical separation minimum meets the safety objectives.

The scope of regional monitoring programmes shall be adequate to conduct analyses of aircraft group performance and evaluate the stability of altimetry system error.

Not implemented.

CHAPTER 4

Paragraph reference: 4.3

4.3.7
ATIS for arriving and departing aircraft
ATIS messages containing both arrival and departure information shall contain the following elements of information in the order listed:

l) surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*m) visibility and, when applicable, RVR and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

Degrees magnetic & sectional visibility/ RVR sensors not implemented.

4.3.8
ATIS for arriving aircraft
ATIS messages containing arrival information only shall contain the
following elements of information in the order listed:

l) surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;
*m) visibility and, when applicable, RVR and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers.

Degrees magnetic & sectional visibility/ RVR sensors not implemented.

4.3.9
ATIS for departing aircraft
ATIS messages containing departure information only shall contain the
following elements of information in the order listed:

k) surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*l) visibility and, when applicable, RVR and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

Degrees magnetic & sectional visibility/ RVR sensors not implemented.

Regional Supplementary Procedures - Doc 7030

PART 2 - COMMUNICATIONS

Paragraph reference: 2.1

Under selected TMA’s in RSA (Special Rules Areas), the frequency 123.450 MHz is not applied.

Paragraph reference: 3.1

PART 1 - RULES OF THE AIR, ATS AND SAR

Aircraft on VFR flights, and aircraft on IFR flights outside controlled airspace, are not required to maintain a watch on a radio station furnishing communications for the unit providing FIS in the FIR and are not required to file with that station information as to their position.

NIL

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CHAPTER 3

3.5.2
Electronic aeronautical data sets shall be protected by the inclusion of the data sets of a 32-bit cyclic redundancy check (CRC)

CRC not implemented.

CHAPTER 4

4.1.3
The aeronautical charts listed alphabetically shall, when available for designated international aerodromes/heliports, form part of the AIP, or be distributed separately to recipients of the AIP:

L) Visual Approach Charts (VAC) not produced

CHAPTER 10 - ELECTRONIC TERRAIN AND OBSTACLE DATA

10.1
Coverage areas and requirements for data provision

Not implemented.

10.2
Terrain data set — content, numerical specification and structure

Not implemented.

10.3
Obstacle data set - content, numerical specification and structure Not implemented. Existing obstacle data for the whole country published on the SACAA’s website as a South African Obstacle File (SOF). This data does not comply with ETOD requirements.

10.4
Terrain and obstacle data product specifications

Not implemented.

CHAPTER 11

11.1
Aerodrome mapping data - requirements for provision.

Not implemented.

11.2
Aerodrome mapping data product specification.

Not implemented.

11.3
Aerodrome mapping database - data set content and structure.

Not implemented.

Regional Supplementary Procedures Doc 7030: NIL

NIL

N/A

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Volume I- Flight Procedures

Part I Section 4 Chapter 2

Paragraph Reference: 2.3

2.3 MINIMUM SECTOR ALTITUDES (MSA)/TERMINAL ARRIVAL ALTITUDES (TAA)
Minimum sector altitudes are established for each aerodrome and provide at least 1 500 ft (450 m) obstacle clearance within 46 km (25 NM) of the radio navigation aid associated with the approach procedure for that aerodrome.

RNAV based Minimum sector altitudes or Terminal arrival altitudes are established for each aerodrome and provide at least 1000 ft (300 m) obstacle clearance within 46 km (25 NM) of the significant point, the aerodrome reference point (ARP) or the heliport reference point (HRP) associated with the approach procedure for that aerodrome.

Volume II - Construction of visual and instrument flight procedures

Part I Section 4 Chapter 8

Paragraph Reference: 8.1.1

8.1.1 Minimum sector altitudes shall be established for each aerodrome where instrument approach procedures have been established. Each minimum sector altitude shall be calculated by:
a) taking the highest elevation in the sector concerned;
b) adding a clearance of at least:
i) 1500 ft (450 m) for a Minimum sector altitude based on a radio navigation aid, or
ii) 1000 ft (300m) for a Minimum sector altitude based on a significant point, the aerodrome reference point (ARP) or the heliport reference point (HRP) (commonly referred to as an "RNAV MSA").
c) rounding the resulting value up to the next higher 100-ft increment, as appropriate.