CHAPTER 1. Definitions and General Rules Concerning Licences

1.2.2

Validation of licence issued in compliance with the requirements of Annex 1 to the Chicago

Convention by a third country shall be validated in accordance with EU Regulation.

EU Regulation No 2020/723

Licences (other states national licences not compliant with ICAO requirements) detailed in paragraph 3.2. of Cabinet Regulation No 1111 (adopted 15 October 2013) must be validated in accordance with this Regulation.

Cabinet Regulation No 1111 (adopted 15 October 2013) on Foreign Civil Flight Crew License Recognition.

1.2.9.6 a)

Those pilots demonstrating language proficiency at the Operational Level (Level 4) shall be re-evaluated at least once every four years.

EU Regulation No 1178/2011 Annex I point FCL.055 (c)(1)

CHAPTER 2. Licences and Ratings for Pilots

2.1.3.1.1

There is no helicopter qualification class.

2.1.9.2

The holder of a pilot licence, when acting as co-pilot or PICUS, is entitled to be credited with all of the co-pilot time towards the total flight time required for a higher grade of pilot licence.

EU Regulation No 1178/2011 Annex I point FCL.035 (a)(3)

2.1.10

The holder of a sailplane pilot licence who has attained the age of 70 years shall not act as a pilot of a sailplane engaged in commercial passenger sailplane operation.

The holder of a balloon pilot licence who has attained the age of 70 years shall not act as a pilot of a balloon engaged in commercial passenger balloon operation.

EU Regulation No 2018/1976 Annex III point SFCL.065

EU Regulation 2018/395 Annex III point BFCL.065

2.3.2.1

The holder of a PPL with instructor or examiner privileges may receive remuneration for flight instruction, skill tests and PC for these licences.

EU Regulation No 1178/2011 Annex I point FCL.205.A (b)

2.3.2.2

Before exercising the privileges at night, the private pilot licence holder shall have received the night rating.

EU Regulation No 1178/2011 Annex I point FCL.810.

2.3.3.1.1

Applicants for a PPL(A) shall have completed at least 45 HR of flight instruction in aeroplanes, 5 of which may have been completed in an FSTD.

EU Regulation No 1178/2011 Annex I point FCL.210.A

2.3.4.1.1

Applicants for a PPL(H) shall have completed at least 45 HR of flight instruction on helicopters, 5 of which may have been completed in an FNPT or FFS.

EU Regulation No 1178/2011 Annex I point FCL.210.H

2.3.4.2

25 HR dual instruction required. 35 of the 45 HR of flight instruction have to be completed on the same type of helicopter as the one used for the skill test.

EU Regulation No 1178/2011 Annex I point FCL.210.H

2.4.4.1.1

CPL (H) experience requires 185 HR on modular course or 135 HR on integrated course.

EU Regulation No 1178/2011

Annex I, Appendix 3

2.6.3.1.1

Applicants for an ATPL(A) shall hold: an MPL; or a CPL(A) and a multi-engine IR for aeroplanes. In case of CPL (A), the applicant shall also have received instruction in MCC.

500 HR experience in multi-pilot aeroplanes is required.

EU Regulation No 1178/2011 Annex I point FCL.510.A (a), (b)(1).

2.6.4.1.1

Applicants for an ATPL(H) shall hold: a CPL(H) and a multi-pilot helicopter type rating and have received instruction in MCC.

350 HR experience in multi-pilot helicopter is required.

EU Regulation No 1178/2011 Annex I point FCL.510.H (a), (b) (1)

2.7.1.3.2

If an instrument rating is added to a PPL, the licence holder shall undertake pure tone audiometry examinations in accordance with the periodicity and the standard required for Class 1 medical certificate holders.

EU Regulation No 1178/2011 Annex I point MED.A.030 (e).

2.9

Glider pilot licences are issued in accordance with requirements of EU Regulation No 2018/1976 Annex III as regards sailplane pilot licences.

EU Regulation No 2018/1976 Annex III

2.10

Free balloon pilot licences are issued in accordance with EU Regulation No 2018/395 Annex III as regards Balloon Pilot Licences.

EU Regulation No 2018/395 Annex III

CHAPTER 3. Licences for Flight Crew Members other than Licences For Pilots

3.2

Flight navigator licence is not issued.

3.3

Flight engineer licences are issued in accordance Cabinet Regulation No 762 (adopted 11 December 2018) Regulations Regarding Certification of Civil Aviation Flight Crew Members.

Cabinet Regulation of No 762 (adopted 11 December 2018) Regulations Regarding Certification of Civil Aviation Flight Crew Members

3.4

Flight radiotelephone operator licence is not issued.

CHAPTER 4. Licences and Ratings for Personnel other than Flight Crew Members

4.4.1.1

There is no age requirement for the issuance of an air traffic controller licence.

4.4.1.3

The unit endorsement course duration is not established.

4.5.1

The list of ratings is slightly different:

a. aerodrome control visual;

b. aerodrome control instrument;

c. approach control procedural;

d. approach control surveillance;

e. area control procedural;

f. area control surveillance.

4.5.2.2.2

The validity period of unit endorsements for initial issue and renewal shall commence not later than 30 days from the date on which the assessment was successfully completed.

4.5.3.3

Holders of an instructor endorsement shall be authorised to provide on-the-job training and supervision at a working position for areas covered by a valid unit endorsement.

4.5.3.4

The holder of an air traffic controller licence is not allowed to exercise the privileges of a rating after a period of absence of more than 90 days or if the revalidation of the unit endorsement fails due to the non-availability of the minimum number of working hours.

4.6

This licence is not issued.

4.7

This licence is not issued.

CHAPTER 3. General Rules

3.2.2

An aircraft that is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft.

New provision.

EU Regulation No 923/2012 paragraph SERA.3210(b)

3.2.3.2 (b)

“(2) unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure, as far as practicable;”

EU Regulation No 923/2012, paragraph SERA.3215(b)(2), specifies (with the addition to ICAO Standard in Annex 2, 3.2.3.2(b) of the text in bold)

3.2.5 (c) and (d)

“(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;

(d) except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable.”

EU Regulation No 923/2012, paragraph SERA.3225 differs from ICAO Annex 2, 3.2.5(c) and 3.2.5(d) in that it specifies that subparagraphs (c) and (d) do not apply to balloons.

3.3.1.2 (e)

“any flight across international borders, unless otherwise prescribed by the States concerned.”

With regards to VFR flights planned to operate across international borders, EU Regulation No 923/2012 (paragraph SERA.4001(b)(5)) differs from the ICAO Annex 2, 3.3.1.2(e) with the addition of the text in bold.

3.3.1.2

“(6) any flight planned to operate at night, if leaving the vicinity of an aerodrome”

With regard to VFR and IFR flights planned to operate at night, the following requirement is added to EU Regulation No 923/2012 paragraph SERA.4001(b)(6)

3.2.2.4

“(i) Sailplanes overtaking. A sailplane overtaking another sailplane may alter its course to the right or to the left.”

New Provision.

EU Regulation No 923/2012, paragraph SERA.3210(c)(3)(i) differs from ICAO Standard in Annex 2, 3.2.2.4 by specifying that.

3.8 and

Appendix 2

The words ‘in distress’ of Chapter 3 Part 3.8, are not included in Union law, thus enlarging the scope of escort missions to any type of flight requesting such service. Furthermore the provisions contained in Appendix 2 Parts 1.1 to 1.3 inclusive as well as those found in Attachment A, are not contained in Union law.

EU Regulation No 923/2012, paragraph SERA.11015(a)

CHAPTER 4. Visual flight rules

4.3

“When so prescribed by the competent authority, VFR flights at night may be permitted under the following conditions:

(1) if leaving the vicinity of an aerodrome, a flight plan shall be submitted in accordance with SERA.4001(b)(6);

(2) flights shall establish and maintain two-way radio communication on the appropriate ATS communication channel, when available;

(3) the VMC visibility and distance from cloud minima as specified in Table S5-1 shall apply except that:

(i) the ceiling shall not be less than 450 m (1 500 ft);

(ii) the reduced flight visibility provisions specified in Table S5-1(a) and (b) shall not apply;

(iii) in airspace classes B, C, D, E, F and G, at and below 900 m (3 000 ft) AMSL or 300 m (1 000 ft) above terrain, whichever is the higher, the pilot shall maintain continuous sight of the surface; and

(v) for mountainous area, higher VMC visibility and distance from cloud minima may be prescribed by the competent authority;

(5) except when necessary for take-off or landing, or except when specifically authorised by the competent authority, a VFR flight at night shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is overflown, or, where no such minimum flight altitude has been established:

(i) over high terrain or in mountainous areas, at a level which is at least 600 m (2 000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft;

(ii) elsewhere than as specified in i), at a level which is at least 300 m (1 000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft.”

New provision.

ICAO Annex 2, point 4.3 is replaced with EU Regulation No 923/2012 paragraph SERA.5005(c).

4.5

The maximum FL allowed is 285.

EU Regulation No 923/2012 paragraph SERA.5005(e)

4.6

“(f) Except when necessary for take-off or landing, or except by permission from the competent authority, a VFR flight shall not be flown:

(1) over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 m (1000 ft) above the highest obstacle within a radius of 600 m from the aircraft;

(2) elsewhere than as specified in (1), at a height less than 150 m (500 ft) above the ground or water, or 150 m (500 ft) above the highest obstacle within a radius of 150 m (500 ft) from the aircraft.”

ICAO Annex 2, 4.6 is replaced with EU Regulation No 923/ 2012 paragraph SERA.5005, introducing the obstacle clearance criteria in (f)

CHAPTER 4. General Provisions for Air Traffic Services

4.4.2.1.3

In the event of a delay of 15 minutes in excess of the estimated off-block time for a controlled flight or a delay of one hour for an uncontrolled flight for which a flight plan has been submitted, the flight plan should be amended or a new flight plan submitted and the old flight plan cancelled, whichever is applicable.

4.9.2

SERA.14090(c)(2) does refer to SUPER in the context of heavy turbulence category, the selection of aircraft being the responsibility of the competent authority. The requirement in Amendment 9 is that SUPER is included in communication immediately after the call sign, provided that the competent authority would use the information in Doc 8643 to specify the aircraft that have to use “super” in radiotelephony.

However, in the context of SERA, SUPER is not considered a standalone wake category, and therefore it represents a difference. Since the intention is to accommodate the ICAO change in the EU regulation by the end of 2021, it is proposed that this represents a non-significant difference.

Until the wording of SERA.14090(c)(2) will be considered, Doc 8643 as reference for identifying aircraft that should use SUPER in communications, is used.

4.11.3

SERA.14065(a)(2) addresses the use of the word SUPER for aircraft so identified by the competent authority.

The difference lays with the selection of the aircraft for which “super” must be used in radiotelephony. Although the operational outcome will be the same, in the context of SERA, “super” is not considered a standalone wake category, and therefore it represents a difference.

Since the intention is to accommodate the ICAO change in the EU regulation by the end of 2021, it is proposed that this represents a non-significant difference.

Until the wording of SERA.14065(a)(2) will be considered, Doc 8643 as reference for identifying aircraft that should use SUPER in communications, is used.

CHAPTER 7. Procedures for aerodrome control service

7.3 point b)

SERA.14065(c)(2) addresses the use of the word SUPER for aircraft so identified by the competent authority.

The difference lays with the selection of the aircraft for which “super” must be used in radiotelephony. Although the operational outcome will be the same, in the context of SERA, “super” is not considered a standalone wake category, and therefore it represents a difference.

Since the intention is to accommodate the ICAO change in the EU regulation by the end of 2021, it is proposed that this represents a non-significant difference.

Until the wording of SERA.14065(c)(2) will be considered, Doc 8643 as reference for identifying aircraft that should use SUPER in communications, is used.

CHAPTER 15. Procedures related to emergencies, communication failure and contingencies

15.2.4

SERA.14090(d) does not include the option of providing the weather deviation via CPDLC.

Since the intention is to accommodate the ICAO change in the EU regulation by the end of 2021, it is proposed that this represents a non-significant difference.

CHAPTER 16. Miscellaneous Procedures

16.4.4.2.3

Whenever it is expected by the operator that a specific flight, for which RPL has been submitted, is likely to encounter a delay of 15 minutes or more in excess of the off-block time stated in that flight plan, the ATS unit responsible for the departure aerodrome shall be notified immediately.

CHAPTER 2. General provisions

2.1.5

The requirements of the World Meteorological

Organization (WMO) in respect of qualifications,

competencies, education and training of

meteorological personnel providing service for

international air navigation are not converted into

national or EU legislation.

CHAPTER 3. Global systems, supporting centres and meteorological offices

3.4.2

In EU rules, there is additional requirement for MWO to provide the relevant ATS units with information regarding the release into the atmosphere of toxic chemicals which could affect the airspace used by flights within their area of responsibility.

EU Regulation No2017/373 paragraph MET.OR.245(g) is applicable from 5 November 2020.

3.4.4

In EU rules, the recommendation that MWO should coordinate SIGMET with neighbouring MWO(s) is not included.

Amendment to EU Regulation No 2017/373 is planned to be adopted by Q3 2021.

CHAPTER 5. Aircraft observations and reports

5.5

Competent authorities shall prescribe as necessary other conditions which shall be reported by all aircraft when encountered or observed (EU Regulation No. 923/2012 SERA.12005 (b)).

At present Latvia has not

prescribed other conditions

which shall be reported by

aircraft when encountered or observed.

CHAPTER 6. Forecasts

6.2.6

Based on the request from the operators concerned, routine 24-hour TAF forecasts for Riga and Liepaja aerodromes are issued every 3 hours.

In accordance with the alternative means of compliance (AltMOC) to the existing AMC1 MET.TR.220(c) (items (a) and (c)) are approved in accordance with ATM/ANS.AR.A.015 .

CHAPTER 9. Service for operators and flight crew members

9.1.3 k)

9.2.2

9.3.1

The requirements on supplying space weatheradvisory information to operators and flight crew

members are not in force.

The new provisions stemming from Amendment 78 to ICAO Annex 3 are not yet transposed into the EU rules.

CHAPTER 11. Requirements for and use of communications

11.5

Special air reports not covered by a SIGMET and

available AIRMET messages are not included in the D-VOLMET.

APPENDIX 10. Technical specifications related to requirements for and use of communications

4.2.1

AIRMET information is not included in the D-VOLMET.

CHAPTER 5. Aeronautical Mobile Service — Voice Communications

5.2.1.4.1

ICAO Annex 10, Volume II, Chapter 5.2.1.4.1 is transposed in point SERA.14035 of Implementing Regulation (EU) No 923/ 2012 with some differences. The differences between that ICAO Standard and that Union Regulation are as follows:

SERA.14035 Transmission of numbers in radiotelephony

(a) Transmission of numbers

(1) All numbers used in the transmission of aircraft call sign, headings, runway, wind direction and speed shall be transmitted by pronouncing each digit separately.

(i) Flight levels shall be transmitted by pronouncing each digit separately except for the case of flight levels in whole hundreds.

(ii) The altimeter setting shall be transmitted by pronouncing each digit separately except for the case of a setting of 1 000 hPa which shall be transmitted as ‘ONE THOUSAND’.

(iii) All numbers used in the transmission of transponder codes shall be transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information shall be transmitted by pronouncing the digit in the number of thousands followed by the word ‘THOUSAND’.

EU Regulation No 923/2012, paragraph SERA.14035

5.2.1.7.3.2.3

The reply to the above calls shall use the call sign of the station calling, followed by the call sign of the station answering, which shall be considered an invitation to proceed with transmission by the station calling. For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted, when so authorised by the competent authority.

EU Regulation No 923/2012, paragraph SERA.14055(b)(2).

At present Civil Aviation Agency has not issued such permission.

CHAPTER 2. General

2.25.5

Implementing Regulation (EU) No 923/2012 SERA.3401(d)(1) differs from ICAO Annex 11, standard 2.25.5 by stating that

‘Time checks shall be given at least to the nearest minute’

EU Regulation No 923/2012, paragraph SERA.3401(d)(1).

2.6.1

Exemption possibility. Implementing Regulation (EU) No 923/2012 paragraph SERA.6001 allows aircraft to exceed the 250 knot speed limit where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed.

SERA.6001(a)(3):

Class C. IFR and VFR flights are permitted. All flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights and trafficavoidance advice on request. Continuous air-ground voice communications are required for all flights. For VFR flights a speed limitation of 250 kts indicated airspeed (IAS) applies below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.

SERA.6001(a)(7):

Class G. IFR and VFR flights are permitted and receive flight information service if requested. All IFR flights shall be capable of establishing air- ground voicecommunications. A speed limitation of 250 kts IAS applies to all flights below 3 050 m (10 000 ft) AMSL, except where approved by the competent authority for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.

CHAPTER 3. Air Traffic Control Service

3.3.4

“(b) Clearances issued by air traffic control units shall provide separation:

(1) between all flights in airspace Classes A and B;

(2) between IFR flights in airspace Classes C, D and E;

(3) between IFR flights and VFR flights in airspace Class C;

(4) between IFR flights and special VFR flights;

(5) between special VFR flights unless otherwise prescribed by the competent authority;

except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed under (b) above in airspace Classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3050 m (10 000 ft) during climb or descent, during day in visual meteorological conditions.”

New provision.

EU Regulation No 923/2012, paragraph SERA.8005(b).

3.7.3.1

“(e) Read-back of clearances and safety-related information

(1) The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

(i) ATC route clearances;

(ii) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and

(iii) runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and

(iv) transition levels, whether issued by the controller or contained in ATIS broadcasts.”

EU Regulation No 923/2012, paragraph SERA.8015 specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1 of the text in bold).

3.7.3.1.1

“(2) Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.”

EU Regulation No 923/2012, paragraph SERA.8015(e)(2), specifies (with the addition to ICAO Standard in Annex 11, 3.7.3.1.1 of the text in bold)

3.1

“Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance.Except when permitted by the competent authority for helicopters in special cases such as, but not limited to, police, medical, search and rescue operations and fire-fighting flights, the following additional conditions shall be applied:

(a) such special VFR flights can be conducted during day only, unless otherwise permitted by the competent authority;

(b) by the pilot:

1. clear of cloud and with the surface in sight;

2. the flight visibility is not less than 1 500 m or, for helicopters, not less than 800m;

3. fly at a speed of 140 kts IAS or less to give adequate opportunity to observe other traffic and any obstacles to avoid a collision; and

(c) an air traffic control unit shall not issue a special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima:

1. the ground visibility is less than 1 500m or, for helicopters, not less than 800m;

2. the ceiling is less than 180 m (600 ft).

New provision.

EU Regulation No 923/2012, paragraph SERA.5010 “Special VFR in control zones.”

To obtain the permission mentioned in point (a) Civil Aviation agency shall be addressed.

2.12

The requirements on the information provision of the visual approach slope indicator systems VASIS installation have not been fully transposed.

Commission Regulation (EU) No 139/2014 of 12 February 2014 laying down requirements and administrative procedures related to aerodromes and the Certification Specifications adopted by the EASA are applied.

Only PAPI system is used.

CHAPTER 3. Physical characteristics

3.3.1

3.3.2

The provision of the runway turn pad is conditional or if required.

3.9.9

The provision of slope changes on a taxiway givesthe possibility for different longitudinal slope, under given conditions.

3.9.12

The provisions require suitable strength of a taxiway what can be less than on the runway it serves.

3.13.6

The provisions contain another 2 cases where deviation from the clearance distances on aircraft stands may be reduced at a nose-in aircraft stand, where the code letter is D, E or F.

3.15.7

The provisions regarding maximum longitudinal slopes on de-icing/anti-icing pads and transverse slopes have not been transposed.

CHAPTER 5. Visual aids for navigation

5.2.13.1

5.2.13.2

The requirements foresee that the aircraft stand markings may not be provided where appropriate procedures are in place.

5.3.5.44

5.3.5.45

The requirements foresee that, after a safety assessment, the object may penetrate the obstacle protection surface.

CHAPTER 9. Aerodrome operational services, equipment and installations

9.2.2

The requirements does not foresee the provision of specialist fire-fighting equipment aprpopriate to the hazard and risk

9.2.29

The requirement does not include a certain response time to be achieved for the rescue and fire fighting service to any other part of the movement area.

9.6.1

The provision on fire extinguishing equipment for initial intervention and means of quickly summoning the rescue and fire fighting service have not been transposed.

9.6.2

The provision on safety precautions for ground equipment location during aircraft refuelling operations while passengers are embarking, disembarking or on board has not been transposed.

The aerodrome operator’s procedures for safety precautions are used to ensure aircraft refuelling operation safety.

9.7.1 - 9.7.5

The provisions on vehicle driving authorization, instructions and radio communication have not been transposed.

The aerodrome operator’s authorization and training system are used to ensure driving safety.

9.8.3

The provisions on the design of visual aid components of an SMGCS have not been transposed.

9.9.4

The requirements foresee that after a safety assessment regarding safety and regularity, equipment/ installations may be allowed in the RESA of a precision approach runway.

CHAPTER 10. Aerodrome maintenance

10.5.3 - 10.5.6

The provisions on the in-field measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III have not been transposed.

CHAPTER 7. Apron safety

7.1-7.3

Requirements for aircraft stand allocation marshalling service, follow me, blast precautions, apron cleaning, aircraft pushbacks and operation of airbridges will apply as of Q1/2022.

CHAPTER 6. Aeronautical Information Updates

6.3.2.3

The publication of information through NOTAM about hazardous activities to civil aviation and addressing the specific case of conflict zones is currently not required by EU regulations.

Requirement not transposed in Annex VI of EU Regulation No 2017/373.

CHAPTER 1. Definitions

Definition "Conventional navigation route" is not transposed into EU Regulation No. 2017/373.

CHAPTER 6. Aeronautical information updates

6.1.4.3

Less than seven days’ notification is provided for planned activation of published Airspace Management Cell (AMC) manageable areas in uncontrolled airspace and the availability of the affected airspace in controlled airspace.

EU Regulation No 2150/2005; EU Regulation No 255/2010

APPENDIX 1. Aeronautical Data Catalogue

Table A1-3

The additional sub-property of Navigation specification is missing from the Aeronautical Data Catalogue of EU Regulation No. 2017/373 in Appendix 1, Section 3 of Annex III

Table A1-5

The additional properties of ILS facility classification, GBAS facility classification, GBAS approach facility designation are missing from the Aeronautical Data Catalogue of EU Regulation No. 2017/373 in Appendix 1, Section 5 of Annex III.

APPENDIX 2. Contents of the Aeronautical Information Publication (AIP)

ENR 3

Appendix 1 of Annex VI Specific requirements for the providers of aeronautical information of EU Regulation No. 2017/373 requires the contents before the amendment.

ENR 5.1

Prohibited, restricted and danger areas with very small lateral limits that are established to avoid or facilitate unmanned aircraft flights, are not published in AIP ENR 5.1.

These areas are not suitable to be portrayed on ICAO aeronautical charts. The information of these areas are displayed in the form of UAS airspace restriction and available at: https://www.airspace.lv/drones/

**** AD 2.19

Appendix 1 of Annex VI (Part-AIS) of EU Regulation No. 2017/373 for **** AD 2.19 Radio navigation and landing aids in point 1) does not require the amended list of navigational aids. In addition, it does not contain the requirement for **** AD 2.25 Visual segment surface (VSS) penetration.

**** AD 2.25

CHAPTER 3. State safety management responsibilities

3.3.2.1 c), d)

SMS not yet implemented for design, manufacture and maintenance organisations.