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I TTZ-N AT I OX L CIVIL AVI -\Ti'IOJ ORGFJ I ZIZT I 01 Replace peges 3 to 12 and the Index Table, by the attached pages 3 to 10.
LEGEND 0 No INFORMATION RECEIVED. DIFFERENCES EXIST AS SHOWN - DETAILS IN FOLLOWING PAGES. NO DlrFERENCES EXIST. T INCLUDING DEPENDENT TERRITORICS. RECOMMENDED PRACTICE.
1/12/56 Supplement to Annex 4, Third Fdition Argentina Austria Bra ail Burme Canada Ceylon Afghaniatan Bolivia Cambodia China Colombia Cuba Czechoslovakia Ecuador El Salvador Australia Belgium France India Chile Ire q Phili3pines Denmark Laos Portugal Domini can riepubli c Lebanon Spa in EWPt N etherln nds Switzerland Finland New Zealand Syria Greece Pakistan Vietnam PART I1 CONTRACTING STATES FROM WHICH NO I'IIPDRMATION HAS BmN RECEIVED Ethio2ie Germany Guatemla Heiti Hondura a Iceland Indonesia Iran Ism el Japan Jordan Korea Liberia Libya Luxembourg klexi co rocco Nicaragua Paraguay Peru Poland Sudan Thailand Turkey Urugmy Venezuela PART I11 CONTRACTING STATES THAT IMV3 NOTIFIED ICAO OF DIFFERENCES IJHICII EXIST BETIJEEN THEIR NATIONAL REOIJS AND PRACTICES JD TIE INTERNATIONAL STANDMDS AND RECONMENDATIONS OF ANNEX 4 - TIIIRD EDITION Ir eland Italy Norway Sweden Union of South Africa United Kingdom United Statea of America
Supplement to Annex 4, Third Edition 1/12/56 SUIVLRY OF DECES lUD COlJTS USTRAU Chapter 1 Aerodrome Elevation Aerodrome Reference Point "Australia does not agree with the definition of "aerodrome elevation'" and considers that this elevation should be the mean and not the highest point of the usable landing area. The following definitions have therefore been adopted in Australian Practices and Standards a Aerodrome Reference Point A designated point esta- blished in the horizontal plane at or near the geometric centre of the landing area at an elevation corresponding to the man elevation of the usable landing area b Elevation of an Aerodrome The elevation of the aerodrome reference point for a particular aerodrome. The reason for this deviation from the ICAO Standard is that it is considered that, frorn the operational point of view, it is immaterial whether the highest point, the lowest point or the man elevation of the usable area is adopted as the official aerodrome elevation, provided that whichever is adopted, it3 made clear to all concerned and is made the same for all aerodromes. If the highest point were adopted as the definition of the Aerodrome Elevation it would result in there being two separate and different elevation datums for every aerodrmie - the aerodrome elevation and the elevation of the aerodrome reference point. On the other hand, I by adopting "the mean elevation of the usable landing areaM it would be possible to make the official '"erodrome Elevation8' coincide with the elevation of the Aerodrome Reference Point in almost all cases. This would result in an overall simplification and would avoid much conf uoion. MGraduations of tint will be obtained from each colour by use of a single ruling and solid colour only, for charts covering the Austral continent, because of the comparatively small height range to be covered and to allow greater colour contrast between successive layers. For the first edition of this series, it will be necessary to adopt the ranges of elevation appearing on the existing Mercator 1 1,000,000 series, these are t 1 On subsequent editions, ICAO ranges of elevations will be adopted." I Australia will not implement this Standard which is considered superfluous .
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Annex 4. AERONAUTICAL CHARTSAnnex 4. Edition 11. Aeronautical ChartsВСЕ ДОКУМЕНТЫALL DOCUMENTSICAO ANNEXES TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATIONПРИЛОЖЕНИЯ К КОНВЕНЦИИICAO ANNEXES TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION & Procedures for Air Navigation Services (PANS)ПРИЛОЖЕНИЯ И ПРАВИЛА АЭРОНАВИГАЦИОННОГО ОБСЛУЖИВАНИЯAIR TRAFFIC MANAGEMENT AND ANNEXESОРГАНИЗАЦИЯ ВОЗДУШНОГО ДВИЖЕНИЯ И ПРИЛОЖЕНИЯAnnex 4
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