GEN 1.7  DIFFERENCES FROM ICAO STANDARDS, RECOMMENDED PRACTICES AND PROCEDURES

ANNEX 1 — PERSONNEL LICENSING
Nil
ANNEX 2 — RULES OF THE AIR
With the exception of the cases specified below, the flight rules and air traffic control applied on the territory of the Republic of Kazakhstan comply with the requirements of Annexes 2 and 11 to the Convention on International Civil Aviation, Recommended Practices, Rules of Air Navigation Services, Rules of Flights and Air Traffic Services.
Chapter 33.9 table 3-1Minimum meteorological conditions for VFR flight in Class A, B, C, D, E, G airspace and (or) in the air traffic control area, in the aerodrome traffic area or in the traffic pattern.
TerrainFlight speed (instrument), km/h (knots)Minimum VFR flight conditions
Cloud height above the highest point of the terrain, m ftVisibility, mVertical distance from aircraft to cloud base, m (ft)
In the control area, in the aerodrome traffic area, or in the traffic pattern
Non-mountainous and hilly (water surface)260 (140) and less150 (500)200050 (170)
261-463 (141 – 250)300 (1000)5000100 (300)
In mountainous terrain463 (250) and less300 (1000)5000100 (300)
In Class А*,B,C,D,E,G** airspace
Non-mountainous and hilly (water surface)260 (140) and less150 (500)200050 (170)
261-463 (141 – 250)300 (1000)5000100 (300)
Mountainous (height up to 2000 m)463 (250) and less400 (1300)5000100 (300)
Mountainous (height 2000 m and more)463 (250) and less700 (2300)8000100 (300)
Note: * VFR minimum meteorological conditions in Class A airspace are included for the information to pilots and do not imply approval of VFR operations in Class A airspace. ** Flights are allowed when in-flight visibility is reduced to at least 1500 m at speeds in prevailing visibility conditions, at which other aircraft or any obstacles can be detected in time to avoid collision with them, or in conditions when the probability of encountering with other aircraft is small, or in areas of low air traffic and during special aerial works at low altitudes; helicopters are allowed to fly with an in-flight visibility less than 1500 m if they perform maneuvers at a speed at which other aircraft or any obstacles can be detected in time to avoid collisions with them.
Chapter 44.6VFR flights, as well as take-off or landing, are not performed, unless clearance from the Air Traffic Control authority has been obtained, over densely populated areas of large cities, cities or towns, or over crowds of people outdoors at an altitude of less than 300 m (1000 ft) above the highest obstacle within a radius of 600 m from the aircraft or in any other area, at an altitude of less than 100 m (330 ft) above the ground or water surface.
Chapter 55.1.2Except when necessary for take-off or landing, or except when authorised by the appropriate authority, IFR flights shall be flown at a level which is not below the minimum safe true altitude specified in the following table:
True airspeed (km/h)True safe height for IFR m (ft)
IN THE CONTROL AREA, IN THE AERODROME MOVEMENT AREA OR IN THE MOVEMENT SCHEME
300 and below (circuit flight)300 (1000)
Above 300 (circuit flight)300 (1000)
Note: When IFR safe altitude was calculated, the area considered for terrain elevation and obstacle clearance is 10 km (5 nautical miles) to both sides of the route center line
IN THE AIRSPACE OF CLASSESS "A", "B", "C", "D"
Above plain terrain and water surface:300 and below300 (1000)
from 301 to 450300 (1000)
more than 450300 (1000)
Above hilly or mountainous terrain (height up to 2000 m):450 and below600 (2000)
Above mountainous terrain (height 2000 m and more):450 and below900 (3000)
more than 450900 (3000)
Note: When IFR lowest safe flight level was calculated, the area considered for terrain elevation and obstacle clearance is 25 km (14 nautical miles) to both sides of the route center line.
Appendix 1Distress and urgency signals under the following paragraphs are not used 1.1.(a, c, d, e); 1.2.1
Signals for aerodrome traffic under the given paragraphs are not used. 4.1.1; 4.1.2; 4.2.1; 4.2.2; 4.2.3; 4.2.4; 4.2.6; 4.2.7; 4.2.8.
DОС 8168. ОРS – AIRCRAFT OPERATIONS.
Vol. I. Flight Procedures.Nil
Vol. II. Construction of Visual and Instrument Flight Procedures.Nil
PROCEDURES FOR AIR NAVIGATION SERVICES - RULES OF THE AIR AND AIR TRAFFIC SERVICES (DOC 4444).
Chapter 33.2Not implemented.
Chapter 44.5.6.2Not implemented.
4.8Transition from IFR flight to VFR flight shall be carried out in coordination with the ATS unit.
When an aircraft crew requests permission to transition from IFR flight to VFR flight, the controller shall give such permission having analysed the airspace and weather conditions.
ATS unit informs the aircraft crew, if there is information on meteorological conditions that do not comply with VFR flight conditions.
4.11.4Not implemented.
4.11.5Not implemented.
4.12.6.1Not implemented.
4.12.6.2Not implemented.
4.15Not implemented.
Chapter 55.3.3.2Not implemented.
5.4.2.3Not implemented.
5.4.2.6Not implemented.
Chapter 77.6.3.2.3.2Not implemented.
7.11Not implemented.
Chapter 8 8.5.4Not implemented.
8.6.2.2Not implemented.
8.9.6Not implemented.
8.9.7.1Not implemented.
8.9.7.2Not implemented.
Chapter 9 9.1.4Not implemented.
Chapter 10 10.1.2.5Not implemented.
10.3Not implemented.
Chapter 11 11.4.2.5Not implemented.
Chapter 13 Not implemented.
Chapter 14 Not implemented.
Chapter 15 15.2Not implemented.
15.3During radio communication failure caused by onboard or ground-based air–ground systems fault, ATS unit controllers act in accordance with the procedure of ATS controller operation.
Radio communication is considered lost if repeated calls by each of available communications means are not responded either by the aircraft crew or ATS unit controller within five minutes.
In the event of radio communication loss, the aircraft crew shall switch on Distress signal and set “7600” SSR transponder code and take measures to restore communications with the ATS unit either directly or through other aircraft or ATS units using all available means. In these cases, the emergency frequency of 121.5 MHz can be used to transmit information about the decision taken, the location, the altitude of the flight (without waiting for confirmation of its acceptance), as well as to listen instructions and information of the ATS unit controller through radio channels and on VOR and/or NDB frequency.
If radio communication cannot be restored, the aircraft crew shall terminate flight operations and land at the departure airport or alternative airport. If a landing at the departure aerodrome (by weather conditions or if the aircraft weight exceeds the landing weight, and there is no condition for fuel drainage) is not possible, the aircraft should be bound for a destination aerodrome at the level indicated in the flight plan or at the last specified by ATS unit controller after a missed approach.
If the decision to return to the departure aerodrome or to the alternate aerodrome located in opposite direction is taken, the flight must be performed at the nearest (to the specified, declared in the flight plan) oncoming lower level, but not lower than the safe flight altitude.
In the event of ground-based radio facilities failure, the ATS unit controller, in accordance with the technology of work, shall take measures to restore communications using backup facilities and channels or pass ATS functions to an adjacent dispatch ATS unit.
When the SSR transponder code "7600" is displayed, the ATS unit controller shall determine the nature of the loss by instructing the crew to turn on transponder into the «identification» mode to change the SSR transponder code or course. Having determined that the on-board radio receiver is functional, further ATS of the aircraft shall be performed using the code changes or sending commands to activate the transponder into the «identification» mode to confirm reception of the issued clearance.
ANNEX 3 — METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION
Appendix 34.1.5.2Deviations from the average wind speed (gusts) observed in the last 2 minutes are indicated if the maximum wind speed exceeds the average speed by 3 m / s or more in local regular and special reports and 5 m / s or more (in 10 minutes ) in METAR and SPECI
4.2.4.4The METAR and SPECI reports indicate visibility (for instrumental observations) depending on the length of the RWY:
  1. at a RWY length of 1800 meters and less - the smaller of the two visibility values measured at both ends of the runway;
  2. with a RWY length of more than 1800 meters - the smaller of the two values of visibility measured at the beginning and at the middle of the runway.
Chapter 44.6.3.3The results of the RVR measurements are reported (in meters) during periods when the visibility or RVR is 2,000 meters or less
Appendix 34.4.2.3Local regular reports, local special reports, METAR and SPECI reports indicate the type of current weather phenomena — ice crystals (very small) (IC), suspended ice crystals called diamond dust (reported with visibility of 5,000 meters or less associated with this phenomenon)
4.5.3The height of a cloud base is indicated relative to the aerodrome elevation. Correction for height difference is entered in measured value of the cloud base height when the precision approach runway with a threshold exceeding by 10 meters (33 feet) or more from the elevation of the aerodrome is in use.
Chapter 66.2.3The visibility included in TAF refers to the forecast minimal visibility specified in the report
Appendix 51.1.3 Forecasts TAF aren’t disseminated in digital form.
1.1.4
1.2.3The TAF includes ice crystals (very small) (IC)
1.3.1The criteria for including groups of changes in TAF forecasts or making adjustments to them also include the phenomenon of weather ice crystals (very small) (IC)
Appendix 61.1.7Information SIGMET isn't disseminated in digital form.
1.1.8
ANNEX 4 — AERONAUTICAL CHARTS
Chapter 22.1.8The main size of published maps in the AIP of the Republic of Kazakhstan is in A4 format.
2.5.7Conversion table of units (kilometres/ nautical miles, meters/feet) on the front side of each chart is not published.
Chapter 33.8.2.2Information regarding the gradient at takeoff less than 1.2% is not published.
3.8.3.1Information about TORA, ASDA, TODA and LDA is published in the descriptive part of AIP AD 2.13.
Chapter 44.2Aerodrome obstacle chart (ICAO) type B is not published.
Chapter 55.2Aerodrome terrain and obstacle chart (ICAO) is not published.
Chapter 77.7Date information on the magnetic declination is not specified.
Chapter 88.9.4.1.1f) holding patterns are shown on the STAR maps.
Chapter 1313.6.1k) The boundaries of the air traffic control service are not specified.
Chapter 1414.6g) Geographical coordinates for taxiway are not published. h) The boundaries of the air traffic control service are not specified. l) VOR checkpoint is not specified.
Chapter 1515.2Aircraft parking/docking chart (ICAO) combined with aerodrome ground movement chart.
Chapter 1616.2World aeronautical chart (ICAO) 1:1000000 is not published.
Chapter 1818.2Aeronautical navigation chart (ICAO) small scale is not published.
Chapter 1919.2Plotting chart (ICAO) is not published.
Chapter 2020.2Electronic aeronautical chart display (ICAO) is not published.
ANNEX 5. UNITS OF MEASUREMENT TO BE USED IN AIR AND GROUND OPERATIONS.
Nil
ANNEX 6. OPERATION OF AIRCRAFT
Part I. International Commercial Air Transport. Aircraft.
Chapter 44.1.2Not published
4.2.8.2In determining the aerodrome operating minima, no reference is made to the conditions specified in the operating specifications and any minima that may be promulgated by the State of the aerodrome.
4.2.8.3Category 3 approach is divided into CAT IIIA, CAT IIIB
4.2.8.4Category II and Category III instrument approaches are not permitted unless runway visual range information (RVR) is provided.
4.2.8.5Not published
Chapter 66.1.5.1Not published
6.1.5.2Not published
6.1.5.3Not published
6.15.1If the aircraft is equipped with GPWS, the operator is allowed to fly an aircraft with gas turbine engines and a maximum certified take-off weight of more than 5700 kg or a maximum approved number of passenger seats of more than 9 (nine).
6.15.2Not published
Chapter 1515.1Not published
15.2.1Not published
15.2.2Not published
Part II. International General Aviation. Aircraft.
Chapter 22.2.2.2.2Category 3 approach is divided into CAT IIIA, CAT IIIB
2.2.2.2.5Category II and Category III instrument approaches are not permitted unless runway visual range information (RVR) is provided.
2.4.18.1Not published
2.4.18.2Not published
2.4.18.3Not published
Part III. International flights. Helicopters.
Chapter 22.2.8.2In determining the aerodrome operating minima, no reference is made to the conditions specified in the operating specifications and any minima that may be promulgated by the State of the aerodrome.
2.2.8.3Category 3 approach is divided into CAT IIIA, CAT IIIB
2.2.8.4Category II and Category III instrument approaches are not permitted unless runway visual range information (RVR) is provided.
2.2.8.5Not published
Chapter 44.1.5.1Not published
4.1.5.2Not published
4.1.5.3Not published
ANNEX 7. AIRCRAFT NATIONALITY AND REGISTRATION MARKS.
Nil
ANNEX 8. AIRWORTHINESS OF AIRCRAFT.
Nil
ANNEX 9 — FACILITATION
Chapter 22.17The Customs units of the Republic of Kazakhstan require the presentation of a list of accompanied baggage or mishandled baggage.
2.36; 2.37; 2.38; 2.40; 2.41; 2.42A preliminary permission is required for operating such flights in accordance with the procedures set forth in AIP.
Chapter 33.7The requirement to show valid document providing evidence of the right to arrive or depart from the Republic of Kazakhstan.
3.16Passengers crossing the State border of the Republic of Kazakhstan whose cabin baggage and baggage are subject to customs clearance shall fill in a customs declaration. All crew members may be cleared on the basis of the oral declaration.
3.24.1; 3.25.1Crew members of foreign aircraft arriving in Republic of Kazakhstan shall be in possession of valid national passports with Kazakhstan visas, unless bilateral agreements stipulate otherwise.
3.32The requirement is a presence of entry visas for arriving persons at the end of their staying.
3.46Not applicable
3.57In the Republic of Kazakhstan, the responsibility for luggage delivery is assigned to aircraft operators.
Chapter 4 4.51In the Republic of Kazakhstan the storage of temporarily admitted containers and pallets at off-airport locations is prohibited.
Chapter 5 5.4.1Transit passengers without transit visa may stay in the airport transit area or in the hotel for foreign transit passenger for 24 hours.
5.11; 5.12; 5.13There are no free airports, zones or storage in the Republic of Kazakhstan.
ANNEX 10 — AERONAUTICAL TELECOMMUNICATIONS
Vol. I, Part I.
Chapter 33.1.6.4.1Not implemented.
3.1.6.5.1Not implemented.
Chapter 44.3.1.2Equipment for automatic error correction is not used.
Vol. I, Part II.
Chapter 55.1.1.1Only the frequency 121.5 MHZ is used
Vol. II.
Chapter 44.4.6.7The text of the messages from AFTN transmitting stations shall not exceed 1800 characters.
4.4.7.3The length of messages from AFTN transmitting stations shall not exceed 1800 characters.
Vol III. Communication Systems.
Nil
Vol IV. Surveillance and Collision.
Nil
Vol V. Aeronautical Radio Frequency Spectrum Utilization.
Nil
ANNEX 11 — AIR TRAFFIC SERVICES
Chapter 2 2.8 Performance-based communication (PBC) operations are not applicable.
2.9Performance-based surveillance (PBS) operations are not applicable.
Chapter 33.3.5c) not implemented.
3.7.3.2Not implemented.
3.7.5.1Air traffic flow management (ATFM) is not implemented.
Chapter 66.1.1.2RCP types are not established.
6.1.2.1Two-way air-ground communications used for flight information services provide direct, prompt, continuous and interference-free two-way communications, if conditions permit.
ANNEX 12 — SEARCH AND RESCUE
Nil
ANNEX 13. AIRCRAFT ACCIDENT AND INCIDENT.
To be developed
ANNEX 14. AERODROMES.
Vol. I. Aerodrome Design and Operations.
Chapter 11.6.1In the Republic of Kazakhstan, along with the term "Code Letter", the term "Aircraft Index" is used for regional airports.
Chapter 22.6The aircraft classification rating-pavement classification rating (ACR-PCR) method of reporting pavement strength has not been implemented in the Republic of Kazakhstan. Before implementation, the ACN-PCN method is used.
2.7.1There are no requirements for the mandatory presence of pre-flight altimeter check locations.
Chapter 33.4.1In Kazakhstan, runway strip that includes a runway equipped for precision approach or a runway equipped for non-precision approach should extend in a transverse direction on both sides of the runway axis and its continuation (throughout the entire length of the runway) for a distance of at least:
  1. 150 m for runway classes A, B, C, D or ICAO code numbers 4.3, which is 10 m more than in the ICAO standard
  2. 75 m for Class D and E runways, or ICAO code numbers 1.2, which is 5 m more than in the ICAO standard.
In the longitudinal direction, the runway, including both instrumental and non-instrumental runways, should extend beyond each end of the runway or beyond the end of the stopway, if it is provided, for a distance of at least 150 m for runways with code numbers 4,3,2, instead of the 60 m specified in the ICAO standard.
3.15The legislation of the Republic of Kazakhstan does not provide for requirements for the infrastructure of De-icing/anti-icing facilities.
Chapter 44.2.2; 4.2.8; 4.2.16; 4.2.23The dimensions, slopes of the obstacle limitation surfaces – approach runways in the legislation of the Republic of Kazakhstan are linked to the term "Runway Class", instead of the code letter. The dimensions, slopes shown in Table 4-1 of ICAO Annex 14 and Table 1 in Annex 7 of the Standards of aerodromes (heliports) operation civil aviation Republic of Kazakhstan differ. For runways with code numbers 3 and 4, the slope gradient of the take off climb surface is 1.6% instead of 2%. The height of the inner horizontal surface, depending on the classification of the runway, is 50 m instead of 45 m.
Chapter 55.1.1.3The dimensions of the wind direction indicator according to the legislation of the Republic of Kazakhstan are 2.4 meters in length and 0.6 m in diameter at the base.
5.1.3Signalling lamps are not provided at the in the aerodrome control towers of the aerodromes of the Republic of Kazakhstan.
5.3.2 In the Republic of Kazakhstan, runways equipped with a lighting system have secondary power supply, therefore there is no need for an emergency lighting system.
5.3.3.3In the Republic of Kazakhstan, there are no requirements for the mandatory presence of aerodrome beacons.
5.3.12.7In the Republic of Kazakhstan, the Runway centerline lights are continuous red lights at 300 ± 15 m from the end of the runway, alternating pairs of red and white lights at 300 ± 15 m to 900 ± 15 m from the end of the runway, and white lights on the rest of the runway.
5.3.18.1; 5.3.18.7According to the legislation of the Republic of Kazakhstan, taxiway lights on the edges of the runway turn-pads are green lights instead of blue lights. At the airports of Kostanay, Petropavlovsk, Semey, Taraz, Uralsk, green lights are installed. Yellow lights are installed at the airports of Aktobe, Zhezkazgan, Karaganda,Kokshetau, Kyzylorda, Pavlodar, Taldykorgan, Shymkent.
5.3.30Runway status lights are not used in the Republic of Kazakhstan.
Chapter 88.1.6In Kazakhstan, the maximum switch-over time for runway lighting equipped for precision approach CAT I ICAO is 1 second.
Attachment А6.4Normative friction coefficient is transmitted in runway surface condition messages, except of ATIS messages in English. A correlation dependence exists between normative and measured friction coefficients for identical pavement condition in accordance with Table 1 AD 1.2
Vol. II. Heliports.
Nil
ANNEX 15 — AERONAUTICAL INFORMATION SERVICES (Sixteenth Edition, July 2018)
Chapter 33.5.1Not implemented.
Chapter 55.2.5.3Only Aeronautical Chart - ICAO 1:500 000 is provided
5.3.3.4.6Obstacle data is provided in accordance with section GEN 3.1.6
5.3.3.4.9Obstacle data is provided in accordance with section GEN 3.1.6
5.4.2.6Not implemented.
5.6.3Not implemented.
Chapter 66.3.3.1Not implemented.
DОС 10066. PANS-AIM – AERONAUTICAL INFORMATION MANAGEMENT
Chapter 55.2.5.1.5ASHTAM are not published.
Appendix 2 PART 1
GEN3.2.6World Aeronautical Chart is not published.
Appendix 2 PART 2
ENR3.1Lower ATS Routes are not established.
ENR3.2International ATS Routes are published.
Appendix 2 PART 3
AD 3Heliports.The data on heliports are not published.
ANNEX 16. ENVIRONMENTAL PROTECTION.
Vol. I. Aircraft Noise.
Nil
Vol. II. Aircraft Engine.
Nil
ANNEX 17. SECURITY.
Nil
ANNEX 18. THE SAFE TRANSPORT OF DANGEROUS GOODS.
Nil
ANNEX 19. SAFETY MANAGEMENT.
Nil