Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5263

k) a requirement for all operations in the contingency area to be conducted in accordance with IFR, including allocation of IFR flight levels, from the relevant Table of Cruising Levels in Appendix 3 of Annex 2, to ATS routes in the area. 6.3 Notification, by NOTAM, of anticipated or actual disruption of air traffic services and/or related supporting 2007/70/II. szám Annex 11 — Air Traffic Services Attachment D ATT D-4 27/11/03 No. 42 services should be dispatched to users of air navigation services as early as practicable. The NOTAM should include the associated contingency arrangements. In the case of foreseeable disruption, the advance notice should in any case not be less than 48 hours. 6.4 Notification by NOTAM of discontinuance of contingency measures and reactivation of the services set forth in the regional air navigation plan should be dispatched as early as practicable to ensure an orderly transfer from contingency conditions to normal conditions. 23/11/06 No. 44 2007/70/II. szám ANNEX 11 ATT E-1 23/11/06 No. 44 ATTACHMENT E. ACCEPTABLE LEVEL OF SAFETY 1. Introduction 1.1 The introduction of the concept of acceptable level of safety responds to the need to complement the prevailing approach to the management of safety based upon regulatory compliance, with a performance based approach that aims for continuous improvement to the overall level of safety. 1.2 Acceptable level of safety expresses the safety goals of an oversight authority, an operator, or a services provider. From the perspective of the relationship between oversight authorities and operators/services providers, it provides the minimum safety objective(s) acceptable to the oversight authority to be achieved by the operators/services providers while conducting their core business functions. It is a reference against which the oversight authority can measure safety performance. 1.3 Establishing acceptable level(s) of safety for the safety programme does not replace legal, regulatory, or other established requirements, nor does it relieve States from their obligations regarding the Convention on International Civil Aviation and its related provisions. 1.4 Establishing acceptable level(s) of safety for the safety management system does not relieve operators/services providers from their obligations under relevant national regulations and the Convention on International Civil Aviation. 2. Scope 2.1 Within each State, different acceptable levels of safety may be established between the oversight authority and individual operators/services providers. 2.2 Each agreed established level of safety should be commensurate with the complexity of individual operator/ service providers operational contexts, and the level to which safety deficiencies can be tolerated and realistically addressed. 3. Implementation 3.1 The concept of acceptable level of safety is expressed in terms of safety performance indicators and safety performance targets, and implemented through safety requirements. 3.2 The relationship between acceptable level of safety, safety performance indicators, safety performance targets and safety requirements is as follows: acceptable level of safety is the overarching concept; safety performance indicators are the measures or metrics to determine if the acceptable level of safety has been achieved, safety performance targets are the quantified objectives pertinent to the acceptable level of safety, and safety requirements are the tools or means required to achieve the safety performance targets. 3.3 The safety performance indicators of an acceptable level of safety should be uncomplicated and linked to major components of a State safety programme, or an operator/services provider safety management system (SMS). They are generally expressed in numerical terms. 3.4 The safety performance targets of an acceptable level of safety should be determined after weighing what is desirable and what is realistic for individual operator/services providers. Safety performance targets should be measurable, acceptable to the parties involved, and consistent with the acceptable level of safety. 3.5 The safety requirements to achieve the safety performance targets of an acceptable level of safety should be expressed in terms of operational procedures, technology and systems, programmes, contingency arrangements and so forth, to which measures of reliability, availability and/or accuracy may be added. 3.6 An acceptable level of safety should be expressed by several safety performance indicators and translated into several safety performance targets, rather than by single ones. — END — 2007/70/II. szám Search and Rescue Annex 12 to the Convention on International Civil Aviation This edition incorporates all amendments adopted by the Council prior to 24 February 2004 and supersedes, on 25 November 2004, all previous editions of Annex 12. For information regarding the applicability of the Standards and Recommended Practices, Foreword. see International Civil Aviation Organization International Standards and Recommended Practices Eighth Edition July 2004 2007/70/II. szám AMENDMENTS The issue of amendments is announced regularly in the ICAO Journal and in the monthly Supplement to the Catalogue of ICAO Publications and Audio-visual Training Aids, which holders of this publication should consult. The space below is provided to keep a record of such amendments. RECORD OF AMENDMENTS AND CORRIGENDA AMENDMENTS CORRIGENDA No. Date applicable Date entered Entered by No. Date of issue Date entered Entered by 1-17 Incorporated in this edition (ii) 2007/70/II. szám ANNEX 12 (iii) 25/11/04 TABLE OF CONTENTS Page Page (v) CHAPTER 1. 1-1 CHAPTER 2. 2-1 2.1 2-1 2.2 2-1 2.3 Rescue coordination centres and 2-1 2.4 2-2 2.5 2-2 2.6 2-2 CHAPTER 3. 3-1 3.1 3-1 3.2 3-1 3.3 3-2 CHAPTER 4. 4-1 4.1 4-1 4.2 4-1 4.3 4-2 4.4 4-2 4.5 4-2 CHAPTER 5. 5-1 5.1 5-1 5.2 Procedures for rescue coordination centres 5-1 5.3 Procedures where responsibility for operations extends to two or more 5-2 5.4 5-2 5.5 Procedures for rescue coordination centres — termination and suspension of operations 5-2 5.6 5-3 5.7 Procedures for a pilot-in-command 5-3 5.8 5-3 5.9 5-4 APPENDIX. APP-1 1. APP-1 2. APP-1 3. APP-2 2007/70/II. szám ANNEX 12 (v) 25/11/04 FOREWORD Historical background In December 1946, the Search and Rescue Division, at its second session, made recommendations for Standards and Recommended Practices for Search and Rescue. These were developed by the Secretariat and the then existent Air Navigation Committee, and were duly submitted to the Council. The proposals were not accepted by the Council in the form in which they were presented and, on 20 April 1948, were referred back to the Air Navigation Committee for further consideration. A further draft Annex was then developed in the light of experience gained at Regional Air Navigation Meetings and eventually was approved in principle by the Air Navigation Commission and circulated to States for comment. Further development was made by the Air Navigation Commission as a result of States’ comments and the resulting proposals were adopted by the Council on 25 May 1950 and designated as Annex 12 to the Convention on International Civil Aviation. The Annex became effective on 1 December 1950 and came into force on 1 March 1951. Table A shows the origin of subsequent amendments together with a list of the principal subjects involved and the dates on which the Annex and the amendments were adopted by the Council, when they became effective and when they became applicable. Applicability The Standards and Recommended Practices in this document govern the application of the Regional Supplementary Procedures — Search and Rescue, contained in Doc 7030, in which document will be found subsidiary procedures of regional application. Annex 12 is applicable to the establishment, maintenance and operation of search and rescue services in the territories of Contracting States and over the high seas, and to the coordination of such services between States. Action by Contracting States Notification of differences. The attention of Contracting States is drawn to the obligation imposed by Article 38 of the Convention by which Contracting States are required to notify the Organization of any differences between their national regulations and practices and the International Standards contained in this Annex and any amendments thereto. Contracting States are invited to extend such notification to any differences from the Recommended Practices contained in this Annex, and any amendments thereto, when the notification of such differences is important for the safety of air navigation. Further, Contracting States are invited to keep the Organization currently informed of any differences which may subsequently occur, or of the withdrawal of any differences previously notified. A specific request for notification of differences will be sent to Contracting States immediately after the adoption of each Amendment to this Annex. Attention of States is also drawn to the provisions of Annex 15 related to the publication of differences between their national regulations and practices and the related ICAO Standards and Recommended Practices through the Aeronautical Information Service, in addition to the obligation of States under Article 38 of the Convention. Promulgation of information. Information relating to the establishment and withdrawal of and changes to facilities, services and procedures affecting aircraft operations provided according to the Standards and Recommended Practices specified in this Annex should be notified and take effect in accordance with Annex 15. Use of the text of the Annex in national regulations. The Council, on 13 April 1948, adopted a resolution inviting the attention of Contracting States to the desirability of using in their own national regulations, as far as practicable, the precise language of those ICAO Standards that are of a regulatory character and also of indicating departures from the Standards, including any additional national regulations that were important for the safety or regularity of air navigation. Wherever possible, the provisions of this Annex have been written in such a way as would facilitate incorporation, without major textual changes, into national legislation. Status of Annex components An Annex is made up of the following component parts, not all of which, however, are necessarily found in every Annex; they have the status indicated: 1.— Material comprising the Annex proper:

Source: https://magyarkozlony.hu/hivatalos-lapok/7e70cec03f34e3c2efd8610b865b65591eafd701/dokumentumok/a55dc160549d57fa4db0035e37c6a6a98dd1a0b9/letoltes