International Civil Aviation Organization. History of Icao year of creation
International Civil Aviation Organization(abbr. ICAO from the English International Civil Aviation Organization abbr. ICAO) is a specialized agency of the United Nations, established in 1944 to promote the safe and orderly development of international civil aviation throughout the world. It establishes the international standards and regulations necessary to ensure flight safety, aviation security, the efficiency and regularity of air transport and the protection of the environment from the impact of aviation. The Organization is an instrument of cooperation in all areas of civil aviation among its 190 Contracting States.
ICAO airport code
ICAO airport code- a four-letter unique individual identifier assigned to the airports of the world by the International Civil Aviation Organization (ICAO). These codes are used by airlines, air traffic control authorities, meteorological services for the transmission of aeronautical and meteorological information on airports, flight plans (flight plans), designations of civil airfields on radio navigation charts, as well as airport addresses in the international aviation telegraph network AFTN.
ICAO codes have a regional structure: as a rule, a two-letter country prefix is used, where the first letter is assigned to a group of countries located nearby, the second letter identifies a specific country in the group. The remaining two letters of the code identify the airport in that country.
The exceptions are large countries (Russia, Canada, USA, China, Australia), each of which has a one-letter prefix, and the remaining three letters determine the airport.
In addition to the ICAO code, many airports have an IATA code - a three-letter code assigned to the world's airports by the International Air Transport Association (IATA).
Smaller airports (especially local airline airports) may have neither an ICAO code nor an IATA code.
In a number of countries of the world, military airfields (air bases) have ICAO codes and
ICAGUE CONVENTION
The Chicago Convention entered into force in April 1947, when 30 states out of 52 members of the Chicago Conference ratified this agreement and sent documents to the United States, where the ratified documents of all ICAO member countries are stored. The Chicago Convention includes:
1. Preamble. Introductory part of the agreement.
2. Part I "International navigation". The general principles for the application of the convention are outlined. Contains provisions governing air navigation in regular and non-scheduled air traffic, requirements for aircraft.
3. Part II "International Civil Aviation Organization"- Charter of ICAO.
4. Part III "International Air Transport". Questions of norms of the international air transportations are stated.
5. Conclusion. Contains a provision on the procedure for registration with ICAO, international agreements on air traffic and the procedure for their conclusion between states. Questions about the resolution of disputes arising between states, the procedure for adopting annexes to the Chicago Convention, making amendments and additions to it.
ICAO adopts a large number of legal acts that unify flight rules, requirements for aviation personnel, and aircraft airworthiness standards. These documents contain various rules and have corresponding names: "Standards", "Recommended Practice", "Procedures".
Standard- any requirement for physical characteristics, configuration, materiel, flight performance, personnel and procedures, the uniform application of which is recognized as necessary for the safety and regularity of international air traffic, and its observance is mandatory for all Member States of ICAO.
Recommended Practice - the same requirements as in the concept of "Standard", but their uniform application is recognized as desirable and which ICAO member states will strive to comply with.
Any provision that assumes the status of a Standard or Recommended Practice (Recommendation) after it has been approved by the ICAO Council. ICAO member states have the right not to accept this or that status, but at the same time they are obliged to notify the ICAO Council of this within a month.
The implementation of the Standards and Recommendations is laborious and costly. To simplify the solution of this problem, international Standards and Recommendations are drawn up in the form of Annexes to the Chicago Convention (annexes - from the English word Annex).
ANNEXES TO THE CHICAGO CONVENTION
There are currently 18 annexes to the Chicago Convention:
1. "Requirements for personnel of civil aviation when issuing certificates" . Qualification requirements are determined necessary to obtain certificates for aircraft crew members and ground personnel, and also establishes medical requirements for obtaining these certificates (ship commander - up to 60 years old, navigator - without restrictions).
2. "Rules of the Air" . defines general flight rules to ensure their safety, visual flight rules (VFR), instrument flight rules (IFR).
3. "Meteorological support of international air navigation". Defines the requirements for meteorological service for international air navigation and the bodies providing this service.
4. "Aeronautical charts" . Defines the requirements for aeronautical charts necessary for the performance of international aircraft flights.
5. "Units of measurement to be used in air and ground operations" . Defines the units used for aircraft two-way communication with the ground. This annex provides a table of units of measure (3 systems) used by ICAO.
6. "Operation of Aircraft" . The minimum requirements for the performance of flights in regular and non-scheduled international air traffic, as well as for the production of any general aviation flights (except for the performance of aviation special work), and the duties of the aircraft commander are determined.
- Part I "International Commercial Air Transport".
- Part II. "International General Aviation".
- Part III. "International Helicopter Flights".
7. "State and registration marks of aircraft" . The minimum requirements for marking to indicate the ownership and registration marks of aircraft, as well as the procedure for registration and issuance of certificates for aircraft are determined.
8. "Airworthiness of Aircraft" . Defines the minimum airworthiness level of aircraft required for recognition by ICAO member states of airworthiness certificates of other states whose aircraft operate over the territory of these states or over their territorial waters.
9. "Facilitation of formalities in international air transport" . Defines requirements in relation to the simplification of passport and visa and sanitary and quarantine control, customs formalities, formalities for the entry, exit and transit of passengers, as well as registration of the procedure for the arrival and departure of aircraft.
10. "Aviation Telecommunications" . Determines the requirements for landing and en-route radio navigation aids, and also considers communication systems and the procedure for using radio frequencies.
- Volume I "Means of communication":
a ) Part 1. "Equipment and Systems".
b ) Part 2. "Radio Frequency Allocation".
- Volume II. "Communication Procedures".
11. "Air Traffic Services" . Defines the general requirements for air traffic services, types of air traffic services, requirements for dispatching and flight-informative air traffic services, emergency notification, for dividing airspace into upper and lower airspace, the need for communications and channels, the amount of meteorological information, the procedure for designating air traffic traces, entry and exit routes (SID and STAR).
12. "Search and Rescue" . Establishes the principles for the creation and operation of the search and rescue services of a Contracting State, as well as the organization of interaction with similar services of neighboring states, the procedure and signals, paperwork, the rights and obligations of officials when conducting a search.
13. "Air Accident Investigation" . Establishes general principles for the investigation of aviation accidents, the responsibility and obligations of states in relation to the investigation and provision of information on aviation accidents, the composition of the commissions, their powers, the procedure for compiling reports on the investigation.
14. "Airfields". Contains Standards and Recommendations that define the requirements for the physical characteristics of aerodromes and the equipment that must be provided at aerodromes used for international air traffic.
15. "Aeronautical Information Services" . Defines the general requirements for aeronautical information, the forms of its presentation (such as AIP - AIP Airnoutical Information Publication, NOTAM and circulars) and the functions of the bodies providing it.
16. "Environmental Protection" :
- Volume I "Aviation Noise". General requirements are established for the maximum permissible level of aircraft noise when certifying aircraft for noise, conditions for issuing airworthiness certificates, and operational methods for reducing noise are outlined.
- Volume II. "Aircraft Engine Emissions". Standards and requirements are established on aviation fuel issues for certification of aircraft engines for CO emissions and other necessary technical conditions.
17. "Protection of International Civil Aviation against acts of unlawful intrusion" . Establishes Standards and Recommendations regarding administrative and organizational measures for the suppression of acts of illegal intrusion.
18. "Safe transport of dangerous goods by air" . The classification of dangerous goods is given. Restrictions on the transportation of dangerous goods by air, requirements for their packaging and labeling, and the obligations of the consignor and carrier are established.
AIR NAVIGATION SERVICES D OCUMENTS
In addition to the Annexes to the Chicago Convention, the ICAO Council adopts Procedures for Air Navigation Services (PANS - Procedures of Air Navigation Service - PANS). They contain a lot of material that has not received the status of a Standard or Recommendation, or procedures that are often subject to change. Therefore, the application to them of the procedure established for the adoption of Annexes is considered too difficult. These procedures, intended to be applied on a "worldwide" basis, are approved by the ICAO Council and circulated to ICAO Member States as Recommendations.
There are currently 4 PANS documents:
1. Doc. 4444. Rules of the Air and Air Traffic Services . The recommendations of this document supplement the requirements of Annexes 2 and 11. They establish the order of responsibility for air traffic services, the procedures applied by the control unit in the control area, on approach and in the aerodrome area, as well as procedures regarding the coordination of actions within air traffic services units. and between them.
2. Doc. 8168 "Aircraft operations" :
- Volume 1 "Rules of flight operations". Determines the procedures and landing approaches, the rules for setting altimeters, and other stages of flights.
- Volume 2 "Construction of schemes of visual flights, instrument flights". A detailed description of important areas and obstacle clearance requirements in aerodrome areas is given.
3. Doc. 8400 "ICAO abbreviations and codes" . The material in this document is intended for use in international aeronautical communications and aeronautical information documents.
4. Doc. 7030 "Additional Regional Rules" . The material in this document is intended to all air navigation regions. They are used in the preparation of instructions for the production of flights at airfields or on a particular route in a particular region. The document contains procedures to facilitate flights across the Atlantic, the Pacific Ocean and other regions of the globe.
The ICAO Council divided the entire territory of the globe into 9 air navigation regions:
1. Africa and Indian Ocean (AIF).
2. Southeast Asia (SEA).
3. European (EUR).
4. North Atlantic (NAT).
5. North American (NAM).
6. South African (SAM).
7. Caribbean Sea (CAR).
8. Near and Middle East (MID).
9. Pacific (PAC).
In many cases, PANS documents are more suitable and applicable than the Standards and Recommended Practices contained in the Annexes.
TECHNICAL MANUALS
ICAO Operational and Technical Manuals explain ICAO Standards and Recommended Practices, PANS documents and facilitate their practical application. They can be divided into several groups:
1. Collections of symbols:
- 8643 - aircraft types;
- 8545 - airlines;
- 7910 - locations.
2. Documents on types and means of service:
- 7101 - catalog of aeronautical charts;
- 7155 - meteorological tables for international air traffic
- 7383 - aeronautical information provided by ICAO Member States.
3. Aeronautical plans.
4. Guidelines for radiotelegraph communication.
For the planned equipment of the territory of the regions in terms of air navigation, the ICAO Recommendations are combined into Regional Air Navigation Plans:
1. AIF- Plan of Africa and the Indian Ocean.
2. EUM- Plan of the Euro-Mediterranean region.
3. MID / SEA- Plan of the Middle East and Southeast Asia.
4. NAM/NAT/PAC- Plan of North America, North Atlantic and Pacific Ocean.
5. CAR/SAM- Plan of the Caribbean and South America.
If Doc. 7030 Regional Supplementary Procedures (PANS) establishes additional procedures for all regions, the air navigation plans cover only one particular region.
A regional air navigation plan may provide for the provision of services beyond the established boundaries of a region if the facilities and services are necessary to meet the requirements of international air navigation within that region.
In addition to these ICAO documents, there are various manuals on various issues:
- Flight Accident Investigation Manual.
- Search and Rescue Guide.
- ICAO Standard Atmosphere Manual.
- Guidelines for meteorological services.
- Aeronautical Information Services Manuals.
- Aerodrome Manuals.
- Bird Control Guides.
- Fog dissipation guides.
- Guidelines for disabled aircraft.
- Aerodrome Marking Guidelines.
- Helicopter Flight Manuals.
- Guidelines for radio operators.
- Manuals for Localizers and Glideslope Radio Beacons Operators.
- Manuals for the operation of ships - oceanic stations.
- Guidelines for the calculation and construction of waiting areas and so on.
Once a month in English and once a quarter in Russian, ICAO publishes the ICAO magazine and twice a year, as an annex to it, a list is published, tables of current ICAO documents indicating the date and number of the last amendment.
And coordinating its development in order to improve safety and efficiency.
| International Civil Aviation Organization International Civil Aviation Organization |
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| Headquarters | Montreal, Canada |
| Organization type | international organization |
| official languages | English, Russian, French, Arabic, Spanish, Chinese, |
| Leaders | |
| Council President General Secretary |
Olumuyiva Benard Aliu (Nigeria) Fang Liu (China) |
| Base | |
| Base | 1944 |
| icao.int | |
| Media files at Wikimedia Commons | |
ICAO is established by the "Convention on International Civil Aviation". The International Air Transport Association (IATA) is not an ICAO.
The International Civil Aviation Organization is based on the provisions of Part II of the Chicago Convention of 1944. Exists since 1947. The headquarters is located in Montreal, Canada. The USSR joined ICAO on November 14, 1970.
The statutory goal of ICAO is to ensure the safe, orderly development of international civil aviation throughout the world and other aspects of the organization and coordination of international cooperation on all matters of civil aviation, including international transportation. In accordance with ICAO rules, international airspace is divided into flight information regions - airspace, the boundaries of which are established taking into account the capabilities of navigation and air traffic control. One of the functions of ICAO is the assignment to airports of the world of four-letter individual codes - identifiers used to transmit aeronautical and meteorological information on airports, flight plans (flight-plans), designations of civil airfields on radio navigation charts, etc.
ICAO Charter
The ninth edition of the International Civil Aviation Convention (also called the Chicago Convention), which includes changes from 1948 to 2006, is considered the ICAO Charter. It also has the designation ICAO Doc 7300/9.
The Convention is supplemented by 19 Annexes (eng. Annexes), establishing international standards and practical recommendations.
ICAO codes
Both ICAO and IATA have their own coding systems for airports and airlines. ICAO uses four-letter airport codes and three-letter airline codes. In the US, ICAO codes usually differ from IATA codes only by the prefix K(For example, LAX == KLAX). In Canada, similarly, the prefix is added to IATA codes C to form the ICAO code. In the rest of the world, ICAO and IATA codes are not related, since IATA codes are based on phonetic similarity, and ICAO codes are location-based.
ICAO is also responsible for issuing alphanumeric aircraft type codes, which consist of 2-4 characters. These codes are commonly used in flight plans.
ICAO also provides telephone call signs for aircraft around the world. They consist of a three-letter airline code and a one- or two-word call sign. Usually, but not always, the call signs correspond to the airline name. For example, the code for Air Lingus - EIN, and the call sign is Shamrock, for Japan Airlines International the code - JAL, and the call sign is Japan Air. So the company's flight Air Lingus number 111 will be coded as "EIN111" and pronounced over the radio as "Shamrock One Hundred and Eleven". A flight with the same Japan Airlines number will be coded "JAL111" and pronounced "Japan Air 111". ICAO is responsible for aircraft registration standards, which, among other things, assign alphanumeric codes to countries.
Members of the organization
Organization structure
The structure of the organization is described in the second part of the Convention on International Civil Aviation. In accordance with Article 43 "Name and Structure", the organization consists of an Assembly, a Council and "other organs as may be necessary".
Assembly
Assembly(Eng. Assembly) meets at least once every three years, and at the request of the Council or at the request of at least one fifth of the total number of Contracting States, an extraordinary session of the Assembly may be held at any time. Prior to the amendment made by the 8th Session of the Assembly on 14 June 1954, which entered into force on 12 December 1956, the Assembly met annually, and until the amendment by the 14th Session of the Assembly, made on 15 September 1962 and entered into force on 11 September 1975, for holding an emergency session of the Assembly was sufficient to request any ten Contracting States.
The rights and obligations of the Assembly include:
- election at each session of the Assembly of its Chairman and other officers;
- the election of the Contracting States Members of the Council;
- consideration of reports of the Council and taking appropriate measures on them;
- determination of the annual budget and financial activities of the Organization;
- verification of expenditures and approval of the financial statements of the Organization;
- consideration of proposals for changes to the provisions of the current Convention and amendments thereto.
Advice(Eng. Council) consists of 36 Contracting States, elected by the Assembly every three years. The original text of the 1944 convention provided for a 21-member Council. Since then, the number of states has changed four times: at the 13th session of the Assembly (27 states), 17th (30), 21st (33) and 28th (36). The last change made at the 28th (Extraordinary) Session of the Assembly on 26 October 1990 came into effect on 28 November 2002.
Council responsibilities include:
- drafting annual reports to the Assembly;
- implementation of the instructions of the Assembly;
- appointment of the Air Transport Committee, formed from among the members of the Council;
- the establishment of the Air Navigation Commission and the appointment of its Chairman;
- managing the finances of the Organization, including determining the salary of the President of the Council;
- reporting to the Assembly and Contracting States of violations of the Convention or non-compliance with the recommendations and decisions of the Council;
- adoption of international standards and recommended practices, referred to as Annexes.
The President of the Council is elected by the Council itself for a term of three years with the possibility of re-election. The President of the Council does not have his own vote, it can be any of the Contracting States. In the event that a member of the Council becomes President of the Council, then his place becomes vacant - then the Assembly, as soon as possible, this place is filled by another Contracting State. The Council also elects one or more vice-presidents who retain the right to vote while serving as President of the Council.
The duties of the Council President include:
- convening meetings of the Council, the Air Transport Committee and the Air Navigation Commission;
- performance on behalf of the Council of the functions assigned to it by the Council.
Air Navigation Commission
Air Navigation Commission(English Air Navigation Commission) consists of 19 people appointed by the Council from among persons nominated by the Contracting States. In accordance with the original text of the 1944 convention, the Commission consisted of 12 people. Subsequently, this number changed twice: at the 18th session of the Assembly (15 people) and at the 27th (19). The last change, made at the 27th Session of the Assembly on October 6, 1989, came into effect on April 18, 2005.
The duties of the Air Navigation Commission include:
- consideration of proposals for amendments to the Annexes to the Convention, recommending them to the Council for adoption;
- establishment of technical sub-commissions;
- advice to the Council regarding the communication to Contracting States of information for the development of air navigation.
Other organs
- Air Transport Committee;
- Legal Committee;
- Air Navigation Support Committee;
- Financial Committee;
- Committee for the Control of Unlawful Interference with International Air Transport;
- Personnel Committee;
- Technical Cooperation Committee;
- Secretariat.
INTERNATIONAL AVIATION ORGANIZATIONS.
1. International aviation organizations that operated prior to the formation of ICAO.
Prior to the formation of ICAO, the following international organizations were active:
C I N A - International Air Navigation Commission, was formed in 1919 after the Paris Conference. Carried out administrative and arbitration functions, approved flight technical standards and rules for the unification of international air navigation. Legally, it lasted until 1947 and was abolished by the Chicago Convention.
C I D P A - was created in 1925 in Paris to unify the rules relating to the field of private international air law. It was not a permanent organization, it did not have its own charter, so there was no decision to liquidate it. It has been superseded by the ICAO Assembly.
KAPA is the permanent American aviation commission. It was formed in 1927 in Lima. Engaged in the same issues as SINA in Europe, but in relation to the American continent. It was abolished by the Chicago Convention.
There are currently about 30 international air transport organizations. The most influential and authoritative among them are:
International Air Transport Association (IATA).
International Air Carriers Association (IACA).
International Civil Airports Association (ICAA).
International Civil Aviation Organization (ICAO).
International Federation of Air Transport Controllers' Associations (IFATCA).
International Society for Aeronautical Telecommunications (SITA).
International Council of Airport Operators.
There are also a number of regional organizations.
2. ICAO.
ICAO - International Civil Aviation Organization ( ICAO - International Civil Aviation Organization) - an interstate international organization that regulates the activities of civil aviation, including the use of airspace, flight safety, and the organization of air transportation.
ICAO was established in 1944. On November 1, 1944, an international conference was held in Chicago, in which 52 states took part. The USSR refused to take part in the conference, mainly for political reasons. All participants agreed that an international aviation organization should deal with two groups of issues:
Develop and put into effect internationally unified flight and technical standards and rules that would help improve the safety and regularity of flights on international air lines (IL);
Issues of an economic nature - to increase the efficiency and cost-effectiveness of MVL operation.
On the first issue, there were no complications and the provisions concerning the unification of flight technical standards and rules were included in the text of the Convention.
On the second question, about the economic functions of ICAO, there was a struggle between the US, UK and Canada. As a result of tripartite secret meetings at the conference, a draft of these countries was proposed, according to which the functions of ICAO in the economic field were defined only as advisory.
ICAO began its activities in 1947. The headquarters is located in Montreal. The official representation of ICAO in Europe is Paris. In Africa, Cairo.
Organizational structure of ICAO :
The Assembly is the supreme body of ICAO, in which all ICAO member states can be represented on an equal footing. Currently, over 160 states are members.
Other non-ICAO member states may participate in the work of the Assembly as observers.
The Assembly is held at least once every three years.
The functions of the Assembly are mainly to determine the direction of ICAO activities in the field of international air navigation and international air transport. The Assembly sums up the results of ICAO's activities for a certain period, approves the corresponding program, the implementation of which is entrusted to the Council.
The Council is a permanent body of ICAO, which ensures the continuity of the organization's activities between sessions.
The Assembly is responsible to this supreme body for its work. The Council consists of 33 states elected by the Assembly. The former USSR was elected to the Council in 1971.
The President is elected to lead the Council.
The first responsibility of the Council is its adoption of international standards and recommendations.
Permanent working bodies - Administrations. Offices - subsidiary bodies of ICAO, which are engaged in the development of technical issues of civil aviation and are approved by the Council to carry out specific assignments.
There are also regional offices of the ICAO secretariat, whose task is to assist countries in the implementation of air transport development plans (Egypt, France, Kenya, Mexico, Peru, Senegal, Thailand). There is a commission on ICAO affairs in Russia.
Goals and objectives of ICAO is the development of principles and technical
methods of international air travel and to promote the planning and development of international air transport in order to:
To ensure the safe development of international civil aviation throughout the world;
Encourage the art of constructing and operating aircraft for peaceful purposes;
Contribute to the development of air routes, airports and air navigation facilities for international civil aviation;
Meet the needs of the peoples of the world for safe, regular, reliable and economical air transport;
Prevent economic losses caused by excessive competition;
Ensure respect for the rights of the contracting states and equal opportunities in the operation of MVL;
Avoid discrimination between contracting states;
Contribute to the improvement of flight safety in international air traffic;
In general, to promote the development of all aspects of the international GA.
In the field of organizing air transportation, the main areas of cooperation between states within the framework of ICAO are facilitation of formalities, unification of baggage allowances, balancing the interests of the state, airlines and clients.
ICAO is working on the creation of uniform procedures related to compliance with the requirements of state authorities when entering the country, transiting or leaving the country of passengers, as well as requirements for aircraft
and crews.
Arrival and departure of aircraft.
Arrival and departure of passengers and their luggage.
Tools and services designed to handle loading at international airports.
Landing at non-international airports.
Other facilitation provisions.
In addition, the Appendix contains recommended by ICAO
shipping documents, such as the:
General Declaration;
Cargo list;
Boarding / disembarking card;
Crew member's certificate;
United Nations Standard Form for Trade Documents.
Thus, the purpose of the Annex is to standardize and unify the procedures and documents used by states in international transportation.
On the issue of baggage allowances and related excess baggage charges, ICAO's work is aimed at promoting the development of a unified baggage and excess baggage system, and at minimizing conflicts between "weight" and "piece" baggage systems.
To protect the interests of states, airlines and clients, ICAO develops requirements for compensation, conditions of carriage. In order to harmonize the various conditions of carriage, the Council of ICAO recommends that States ensure that, consistent with their international obligations and national policies, all provisions relating to passenger fares and rules of carriage comply with the general rules of carriage of airlines.
On the issue of compensating passengers who are denied boarding on flights when they have confirmed seat reservations, the ICAO Council recommends that States put in place compensation systems.
ICAO's protection of the interests of air transport consumers also includes the requirement to comply with tariffs and specifically inform all users of international air transport about the variety of tariffs and related conditions actually set in the market by airlines.
In the field of regulation of international air transport, the role of ICAO is also in the regulation of commercial issues of relations between states and airlines, as well as in coordinating the activities of other international organizations in this area.
There are 4 levels of responsibility for the safety of air transportation (passengers and baggage):
1. International (provides ICAO and IATA, and for the transport of dangerous goods except ICAO and IATA-IAEA).
2. State.
3. Industry.
4. Responsibility of the airline.
ICAO requirements for flight attendants:
1.Admission to this type of aircraft (license + simulators).
2.Knowledge of the emergency schedule.
3.Knowledge and ability to use ACC.
4. Uniform (BP should stand out against the background of passengers).
5. Safety instructions must be in the pocket of each seat.
6. On board should be, and the BP should know by heart instructions for actions in emergency situations.
7. The PSU must have individual emergency flashlights.
8. Emergency exits and aisles of the aircraft are not littered with luggage and other things.
9. Tables, seat belts, seatbacks, audio equipment, armrests, portholes - control over the fulfillment of these requirements during takeoff / landing is carried out by the BP.
3. IATA.
IATA - International Air Transport Association ( IATA - International Air Transport Association) is a non-governmental international organization established at the Conference of representatives of 50 air transport companies from 31 countries, held in Havana from April 16 to 19, 1945. The headquarters of IATA is located in Geneva.
Goals of IATA: promote the development of safe, regular and economical air transport, encourage the commercial activities of airlines, support activities aimed at improving the economic results of their activities and the study of related problems, develop measures for the development of cooperation between airlines directly or indirectly involved in international air services , development of cooperation with ICAO and other international organizations.
IATA members are divided into two categories: active and associate.
Any commercial airline operating regular international air transportation under the flag of a state entitled to membership in ICAO (Recognizing the Chicago Convention) can become a full member of IATA.
Airlines operating scheduled domestic flights may join IATA as Associate Members, which have the right to an advisory vote.
To join ICAO, an entry fee must be paid by the airline.
Currently, IATA members are more than 200 airlines.
The supreme body of IATA is the General Assembly (General Assembly). It consists of all IATA members. Regular and special sessions of the General Meeting are held. The next meeting meets annually.
The General Assembly elects the President of IATA, members of the Executive Committee, discusses and approves the reports of the Executive and Standing Committees, approves the budget, composition of the Standing Committees, creates new committees, etc. The Executive Committee manages IATA between General Meetings. The President of IATA is elected for a term of 1 year.
The Executive Committee meets at least twice a year, usually before and after the General Meeting.
There are currently 6 Standing Committees in IATA:
Advisory for transportation, technical to combat hijacking and theft of luggage and cargo, legal, financial, special for the study of the conjuncture, medical.
As a non-governmental organization, IATA deals primarily with the commercial affairs of airlines. IATA develops recommendations on the level, construction and rules for the application of tariffs, approves uniform rules for the air transportation of passengers, baggage and cargo, regulates the procedure for using benefits and discounts from tariffs, develops common standards for passenger service, conducts work to generalize and disseminate economic and technical experience in operating airlines, and through its settlement body (Clearing House) performs financial settlements between member airlines.
IATA's international operations work to help airlines minimize costs and maximize customer service through the development and implementation of passenger and customer service standards and airport service procedures. Information about these standards is distributed in more than 50 IATA publications, as well as through
computer networks. These IATA standards are used throughout the world by both airline personnel and handling agents and other personnel involved in air transport.
IATA pays special attention to multilateral transport agreements, the so-called agreements.
In order to ensure that airlines reduce losses from lost or stolen tickets, IATA is developing a multilateral agreement to share responsibility for such tickets.
Another issue that the airline community is working on within IATA is baggage security. In accordance with ICAO requirements, IATA has developed procedures to ensure the obligation to control baggage carried on board aircraft.
In its activities, IATA pays great attention to ensuring aviation security. IATA has developed minimum security requirements for international airports.
I did not know where to attach the next topic and decided to place it on this page. The topic is about SAFA. Reading.
What should you be prepared for when flying abroad? What is SAFA?
Here is some information that I found. We read carefully, because there is a lot of useful information. There is such a European flight safety inspection - SAFA. She checks all foreign ships flying to Europe. This is a serious structure, there are about three thousand specialists from all countries. Each country, including Russia, has the right and opportunity to conduct an inspection led by SAFA. Russian aviation operates according to the Federal Aviation Rules. Approximately 90 percent they are identical with the SAFA quality standards. But 10% are differences, including in the design of aircraft. Therefore, some misunderstanding between SAFA and Russian rules leads to the fact that Russian air carriers write a bunch of comments. The remarks are very peculiar. For example. In the Tu-154 aircraft, next to the toilet, there are two side chairs where flight attendants sit during takeoff and landing. As required by SAFA, a flight attendant strapped in this seat must be able to reach the lifejacket by hand. But in the Tu-154, it is not structurally provided for where to put this vest at all in order to reach it with your hand. Well, there is no such place in all Tu! And this is a remark of the third category, the most severe. As a result, of course, they came up with: a special container is attached to this seat before take-off with Velcro (“father-mother”), in which this vest will be. And there are many such things. For example, Russian planes have never had a luminous path that leads to emergency exits. This is not in the design of any Russian aircraft, even the latest, Tu-204, Il-96. And SAFA requires it.
Where did this attack come from?
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SAFA Checklist |
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A. Flight Deck
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Ramp checks were introduced into the practice of European aviation authorities not this year. Their appearance is preceded by the entire history of the creation and the first decades of the functioning of the ICAO. With the signing of the Chicago Convention and the 18 annexes governing all aspects of commercial carrier operations, member states were expected to base their national aviation laws on ICAO standards and recommended practices. However, the lack of a mechanism for influencing national aviation administrations and verifying the implementation of ICAO decisions led to the fact that in the late 80s. The United States has developed the International Aviation Safety Assessment (IASA). According to the results of ramp inspections of aircraft of foreign airlines, the Federal Aviation Administration (FAA) draws a conclusion about the fulfillment or non-compliance with ICAO standards by one state or another. The data obtained is published in the public domain. European states introduced a similar practice only in 1996, and in April 2004, the SAFA program was transferred directly to the European Commission. The audits are still carried out by the national aviation authorities of 42 European countries (including countries - members of the European Conference on Civil Aviation and countries that have concluded an agreement to participate in the program). The functions of program management, analysis of audit results and database maintenance were left to the European Aviation Safety Agency (EASA).
It is officially stated that the purpose of ramp checks under the SAFA program is to study the compliance of carriers and national aviation authorities of third countries with the requirements of three appendices to the Chicago Convention: Annex 1 (licensing of aviation personnel), Annex 6 (flight operation) and Annex 8 (airworthiness maintenance of aircraft). Meanwhile, the control chart also contains items related to radio navigation and the safe transportation of goods. Checks reveal compliance with ICAO standards not only of individual operators, but also the quality of the supervisory activities of national aviation authorities, and in case of violations, comments are made to the airline and to the executive authorities of the operating country.
SAFA's focus is on carriers from non-EU countries, although according to internal documents, mutual audits of European companies also take place. As a rule, the choice of aircraft to be checked is random. Each state determines how many checks must be carried out annually. The choice of the aircraft is at the discretion of the inspectors, who, having familiarized themselves with the flight schedule and the time of preparation for return flights, most often determine four aircraft intended for inspection during the day. But a number of factors have a significant impact on their choice. First, many inspectors believe that they will find more things to complain about inspecting a Soviet-made aircraft than when they inspect a new Boeing aircraft from an American airline. And if the inspector sees an aircraft in the schedule, the check of which revealed shortcomings, he, most likely, will again select this particular aircraft. Secondly, in some cases, the order to carry out an inspection comes from the national aviation authorities. If, as a result of previous checks, a carrier or a specific aircraft received serious comments or there are certain claims against a particular type of aircraft or against the supervisory authorities of a particular country, then this information will serve as a reason for conducting an audit. "Problem" aircraft are tracked through the Eurocontrol database, and as soon as a flight plan is submitted, the appropriate signal is sent to the national aviation administration of the country of destination.
The number of checks is steadily growing. For example, the UK increased the number of annual checks from 200 to 820. Currently, ramp checks also apply to business aviation operators.
How to perform a ramp test.
The inspection is carried out in accordance with the "Detailed Manual for the SAFA Inspector".The instructions followed by SAFA inspectors state that the inconvenience caused during the inspection should be kept to a minimum. This means that it is forbidden to delay the departure of an aircraft without a serious reason (threat to flight safety). Contact with passengers is not allowed. The inspection time is strictly limited by the time of preparation for the return flight. If time does not permit, the list of 53 questions (see box) should be shortened. As a rule, the inspection is carried out by two inspectors, one of whom interrogates the flight crew, and the second assesses the condition of the aircraft outside, in the cabin and in the luggage compartment. As soon as all questions are clarified, the inspectors leave the board. It should be noted that the longer the time interval between flights, the more thoroughly the check will be carried out. The second conclusion is that the presence of an airline representative on board during the inspection greatly simplifies the process, since representatives usually speak the language. Finally, the knowledge of the answers to the questions contained in the control chart by the flight crew will significantly reduce the time of verification. As experience shows, pilots of Russian companies often find it difficult to answer.
SAFA inspectors should not only be aware of the flight and technical operation of the aircraft, but also know the ICAO requirements contained in Annexes 1, 6 and 8. However, if there are no problems with technical training, then knowledge of ICAO documents is far from always perfect. As a rule, inspectors know the aviation legislation of their country and, in case of conflict, refer to Part 25 of the JAR. The second problem concerns the assessment of the state of the aircraft, which should be carried out in accordance with the AFM (Flight Operations Manual) and the manufacturer's documentation. Therefore, in case of detection of breakdowns or leaks, a lot of time is spent searching for a description of this problem in the documentation for the aircraft. If the documentation exists only in Russian, the problem is exacerbated.
All deviations from the norms and standards of ICAO noticed during the audit, depending on the severity of the possible impact on flight safety, are divided into three categories. Each category corresponds to a number of measures taken. All comments are entered into the database.
Observations related to category I (low degree of impact on flight safety) will not entail any action, except for notifying the aircraft commander of the deficiencies found. And therein lies a certain difficulty, since the inspectors have repeatedly encountered indifferent or negative reactions from Russian pilots. The standard response from commanders is often: "Don't tell me, it's not my problem. Report to your superiors." However, in such cases, the company's management is not notified, and only the commander of the ship knows about the inspection and comments received. The airline's management may not be aware that a large number of comments have been accumulated in the database. But even if they are category I remarks, their number matters.
If category II violations (which could have serious consequences for flight safety) are detected, the pilot-in-command is notified orally; in addition, a corresponding letter is sent to the airline and to the supervisory authorities of the operating country. Moreover, the rules allow not to report the results of the first check by letter, but to accumulate a few comments. There is also a disagreement here if the aircraft flies under foreign registration. So, if violations are noticed on an aircraft with a Bermuda registration, which is included in the Russian air operator certificate, a letter is sent to the Russian supervisory authorities.
Bermuda aviation authorities are unaware of the inspection that took place. But if the remark concerns the airworthiness of the aircraft, then this is the area of responsibility of the Bermuda authorities and only indirectly Russian. If the carrier has accumulated a large number of category II comments that are not worked out and not corrected, the inspector may decide to assign category III to the violation.
Category III violations represent a significant threat to flight safety. If such violations are discovered, the consequences for the carrier can be very serious: from a ban on the departure of aircraft to the introduction of restrictions on flights to Europe. Such measures are taken extremely rarely, and in situations requiring immediate action. Understanding all the consequences of such measures, the inspectors are extremely reluctant to do so. A take-off ban and subsequent take-off clearance require a series of approvals, and a permit is issued only by the inspector who issued the ban. Strict regulation of the actions of inspectors in such situations ensures that no inspector will assume such responsibility unless absolutely necessary.
Here are some examples of typical remarks:
· There is no confirmation that the AFM is approved by the aviation authorities of the operating country.
· SRPPZ equipment (EGPWS) is not installed.
· The "Exit" signs and light paths in the cabin do not light up, there are obstacles on the way to emergency exits.
· The cabin crew seats do not recline to the stowed position and the harness system does not meet ICAO standards.
· There is no confirmation of permission to operate on reduced vertical separation minima (RVSM), area navigation techniques (BRNAV), etc. This question comes up all the time. According to Russian rules, this permission is indicated in the appendix to the air operator certificate. But the commanders of the aircraft do not know this and cannot prove that they have permission to fly in RVSM. The problem is that even if it is proved after the fact that the remark was made illegally, it is impossible to remove it from the database.
For example, if the inspector finds that tire wear exceeds the allowable limits, then it is necessary to prove that the allowable limits are different on Soviet-made aircraft. Otherwise, a remark is made. The same applies to leaks of fuel, water, hydraulic fluid, etc.
Often there are questions about securing cargo, the condition of containers and pallets.
A separate issue is the level of English proficiency of the crew. Faced with the fact that the crew does not understand the questions being asked, the inspector notes this fact, and he enters the base as a violation. Forms in Russian will be the same violation, although nowhere in the ICAO standards is it specified in which language the forms and technical documentation should be.
All comments are entered into the EASA database. They are available only to the national aviation administrations of the 42 countries participating in the program. Currently, the situation is being corrected: all ICAO member states should be able to familiarize themselves with the data on their carriers.
The data is analyzed both by airlines and aircraft types. And in the case of an aviation accident, regardless of whether it occurred on European territory or not, the first step is to raise the carrier's file in the database and draw the appropriate conclusions.
Black list.
Based on the results of the data analysis, a proposal may be made to include the carrier in the black list. Such a proposal may be made by the national aviation administration of any of the EU member states, the European Commission or EASA. Regardless of the source, all such claims are reviewed by the Air Safety Committee; the data are studied, after which the corresponding recommendation is issued by the European Commission. The committee is made up of seven aviation safety experts, so even assuming there was some political overtones in the original proposal to blacklist, the final decision is made based on the safety record of the carrier in question. So far, there have been no cases where the committee's decision has been challenged.
As a rule, the rationale for the blacklisting decision is the existence of clear and proven violations of safety standards by the carrier, its inability to correct these violations in a timely manner, as well as the lack of cooperation from the supervisory authorities of the operating country. The latter usually means that when contacting the national aviation authorities of the country, an adequate response was not received.
What will we do.
What actions should the carrier take if comments are received as a result of the SAFA ramp check? First of all, it is necessary to have complete information regarding the test itself and its results. In most cases, only the aircraft commander has such information, who must be aware of his responsibility for reporting the results of the audit to the company's management. He should also ask the inspector for a business card (or contacts) and, if possible, a copy of the control card. If a copy is not possible, it must be requested later. A description of all actions to eliminate the violations found, as well as the justification for the illegality of the comments, is sent to the inspector who conducted the inspection. The carrier should investigate the problems noted by the inspector as soon as possible and the results of the investigation should be as detailed as possible. The return letter to the national aviation administration that conducted the inspection should also indicate how similar problems were corrected on aircraft of the same type operated by the carrier.
Thus, the elimination of comments and communication with the inspection require systematic work. It is logical that in the structure of the airline a designated employee is responsible for this work. The procedure for working out comments should be debugged and known to the management, the quality control department, the flight operations department, etc.
As for preparation for inspections, the main task here is to teach the flight crew and cabin crew to answer the questions of the inspectors. All questions are standard, and with a certain preparedness, it will not be difficult to answer them. So, if the chief flight attendant finds it difficult to indicate the location of the rescue equipment, the correct answer may be a link to the relevant sections of the RLE.
One of the most important aspects is knowing how the national standards of the operating country differ from those of the ICAO. The Chicago Convention allows discrepancies if the country explains their reasons with reason (Article 38). A professional response with reference to documents will help to refute inappropriate remarks. In any case, the results of the SAFA ramp tests deserve the most serious consideration.
The most common non-compliances that are found by SAFA inspectors are the following:
1. Crew cabin.
1.1. The general condition of the cab: - the cargo compartment is dirty;
There are traces of repair of individual parts without fixation in
documents (logbook).
1.2. Spare exits:
In the area of emergency exits, personal belongings of the crew and
passenger luggage;
Additional passenger seats are installed, which
may be an obstacle to the rapid evacuation of people in emergency
cases;
Absence of "emergency exit" stencils;
Lack of a light path for the emergency escape route
aircraft.
1.3. Equipment:
Aircraft equipped with SSOS instead of QPWS;
Lack of shoulder belts in workplaces
flight and cabin crew members;
Lack of stencils for the purpose of office space;
Lack of emergency flashlights for crew members;
Lack of life jackets by the number of passengers
armchairs;
Insufficient safety instructions for
passengers;
Lack of fire extinguishers in each separate passenger
salon;
Fire bottles do not comply with international
standard;
There are no pressure gauges or the date of verification of fire-fighting cylinders for compliance is not indicated.
Lack of instructions for fire fighting at the places of flight attendants according to the emergency schedule;
There is no list of aircraft emergency equipment or it is not
corresponds to the quantity and placement;
The aircraft is not equipped with mooring equipment in accordance with
list;
Some of the oxygen cylinders are empty;
Stocks of medical supplies for first aid.
- First aid kits and medical kits are not
comply with Appendix B of Appendix No. 6;
2. Documentation.
2.1. Ship and flight documentation:
The originals of the Certificate of State Registration of the Aircraft, the Airworthiness Certificate of the Aircraft, the Air Operator's Certificate are missing, and instead of them, copies are presented;
The aircraft logbook does not fully comply with the standard and
ICAO recommendations;
The use of obsolete radio navigation equipment by aircraft crews
kart;
The Jeppesen Compilationsthe latest additions have not been made;
Lack of license to use radio station or license
signed by the airline management;
The flight plan is not signed by the PIC (navigator);
The centering schedule is signed by the co-pilot;
In part B of the "operational specifications" in the column "Approved for
flights” is not reflected in terms of which minimum aircraft is allowed, none
column maximum mass at zero fuel quantity, but with
maximum load.
2.2. Flight Manual:
There is no confirmation from the authorized body of the Civil Aviation Committee on the reliability of the Flight Manual (verification with the control copy);
Missing MEL or MEL not approved by the GA authority.
2.3. Flight Operations Guide:
The responsibilities of each crew member in
emergency;
Missing checklists for emergency equipment
and actions of crew members in an emergency;
The situation is not reflected in which it is constantly listened to
emergency frequency 121.5 MHz;
Aircraft Inspection Checklist Missing
(inspection of the aircraft when searching for an explosive device);
There are no requirements for the PIC to ensure the safety of all,
related to this flight, flight recorder records in case of
aviation accident or incident;
There is no instruction on actions in unforeseen
circumstances;
Technical requirements for a working flight plan were not specified;
There is no information (instruction) on the actions of the crew members in
in the event of an incident during the transport of dangerous goods;
Actions to be taken in cases where
when it is not possible to establish communication with ATC or when this communication is
interrupted for any reason (meaning the action of the aircraft crew as
requires AIPhost country);
there is no corresponding permission from the authority that allows to make approaches for landing using precision systems according to ICAO category 2;
The forms of pre-flight preparation are not defined and there are no instructions in
regarding control over the mass and centering of the aircraft;
There are no calculations for aircraft flights with two gas turbines
engines during extended-range flights;
There is no list of visual signals (code of visual signals) for
use by intercepting and intercepted aircraft and procedures
actions of the PIC in these situations;
There are no special instructions for calculating the quantity
fuel and oil related to flight situations, including failure of one or
more engines in flight;
There are no instructions and requirements for crew training for
prevent the aircraft from entering the area prohibited for flights.
3. Safety (cabin).
3.1. Cargo aircraft:
In the cockpit, the navigator's chair, the flight engineer's seat are not
equipped with shoulder straps.
In the escort cabin, some of the seats are missing waist
tie-down straps.
3.2. Passenger aircraft:
Ambulance kit missing. Missing
recommendations for the use of medications, some
Expired drugs cannot be used. Quantity
medicines does not correspond to the number of passengers carried;
Hand fire extinguishers: notes on quantity, condition and dates
expiration dates;
Aircraft are not equipped with a fixed oxygen supply system
passengers. The number of oxygen masks is not enough for the transported
passengers;
Access to emergency (emergency) exits is not provided;
Hand luggage (luggage) is stored on free seats
passengers;
Passengers are transported in the seats of flight attendants (the number
more passengers than seats intended for transportation
passengers).
4. Aircraft condition.
There are traces of soot and burnt oil on the fuselage and
individual parts of the airframe;
There are no screws for fastening the removable panels of the SChK (VS An-12);
There are traces of fuel leakage from the wing tanks, around
fuel sediment drain valve;
There are traces of corrosion on the chassis elements;
The inscriptions on the hatches are unreadable;
There are undocumented traces of a collision with
birds (dents, blood, feathers);
The plating is damaged, there are no static drains
electricity;
Luggage is placed in technical compartments (hydraulics);
Traces of leakage (water leakage) from toilets;
Tire wear is more than acceptable; - -- - there are hydraulic and oil leaks;
General condition of the cargo compartment, cargo compartments (trunks)
unsatisfactory;
There is a damaged interior, faulty light bulbs;
The pallets are broken. Mooring knots are not fixed, barrier
the mooring net is torn.