The founding act of the international civil aviation organization is. International Civil Aviation Organization
62. International organization civil aviation(ICAO).
To organize international communications and cooperation in the field of international air law, there are international aviation organizations.
International Civil Aviation Organization (ICAO).
Established on the basis of Part 2 of the Convention on International Civil Aviation of 1944. The main purpose of the creation of ICAO is to ensure the safe and orderly development of international civil aviation throughout the world and other aspects of the organization and coordination of international cooperation on all issues of civil aviation, including international air transportation .
The highest body of ICAO is the Assembly, in which all member states are represented. The Assembly meets at least once every three years.
International Civil Aviation Organization(ICAO from the English ICAO - International Civil Aviation Organization) is a specialized UN agency that establishes international standards for civil aviation and coordinates its development in order to improve safety and efficiency.
ICAO established"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. It has existed since 1947. The headquarters is located in Montreal, Canada. The USSR became a member of ICAO on November 14, 1970.
Statutory purpose ICAO is responsible for ensuring the safe, orderly development of international civil aviation throughout the world and other aspects of the organization and coordination of international cooperation on all issues of civil aviation, including international transport. 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 facilities.
One from ICAO functions is to assign four-letter individual codes to airports around the world - identifiers used to transmit aeronautical and meteorological information at airports, flight plans (flight plans), designation of civil airfields on radio navigation maps, etc.
In 1992 (Resolution A29-1), ICAO declared December 7th as Civil Aviation Day. This decision was later supported by the UN.
ICAO Charter considered to be the ninth edition of the International Civil Aviation Convention (also called the Chicago Convention), which includes amendments from 1948 to 2006. It also has the designation ICAO Doc 7300/9.
The Convention consists of 18 Chapters (Annexes), which are listed in the main article - the Chicago Convention.
ICAO codes
Both ICAO and IATA have their own code system 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 K prefix (for example, LAX = KLAX). In Canada, similarly, the prefix C is added to IATA codes to form an ICAO code. In the rest of the world, ICAO and IATA codes are not related to each other, 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 worldwide. 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 name of the airline.
For example, the code for Aer Lingus is EIN and the call sign is Shamrock, for Japan Airlines International the code is JAL and the call sign is Japan Air. Thus, an Aer Lingus flight number 111 would be coded "EIN111" and pronounced "Shamrock One Hundred Eleven" over the radio; a Japan Airlines flight of the same number would be coded "JAL111" and pronounced "Japan Air One Hundred Eleven". ICAO is responsible for standards for aircraft registration, which include alphanumeric codes indicating the country of registration.
ICAO subsections
ICAO Headquarters, Montreal, Canada
The highest body is the Assembly with representation of all ICAO members. Meets at least once every three years. The Council is a permanent body of ICAO, reporting to the Assembly, governed by a President who is elected by the Assembly for a three-year term. 33 states are represented on the Council.
Subsections
Air Navigation Commission;
Air Transport Committee;
Legal Committee;
Joint Air Navigation Support Committee;
Finance Committee;
Committee for the Control of Unlawful Interference in International Air Transport;
Personnel Committee;
Technical Cooperation Committee;
Secretariat.
Regional offices
Europe and North Atlantic (Paris);
African (Dakar);
Middle Eastern (Cairo);
South American (Lima);
Asia-Pacific (Bangkok);
North America and the Caribbean (Mexico City);
East African (Nairobi).
63. Concept, features, principles and sources of international space law .
International space law- system international principles and norms establishing the basis for space cooperation between states, as well as the legal regime of outer space, including celestial natural and artificial bodies, astronauts, and regulating the rights and obligations of participants in space activities.
Subject This branch of international law is the regulation of international relations in the process of space activities, namely, the legal relations of subjects when launching space objects in the process of using space technology for practical purposes, issues of control and responsibility, determining the range of subjects of space activities, etc.
Subjects of international law yavl on this moment mainly states, although in the future organizations and private companies may become subjects of international law. faces.
Main sources m/people's space law is m/people's treaties.
Space- space located outside the airspace, i.e. at an altitude of over 100 km above the level of the World Ocean and up to the limits of the lunar orbit - near space, and beyond the lunar orbit - deep space.
Legal regime outer space, the conclusion is that outer space has been withdrawn from circulation and is not owned by anyone, i.e., outer space is not subject to the sovereignty of any state. Space cannot be appropriated by any SPs: neither by declaring ownership, nor by occupation.
In accordance with the norms of international space law, outer space and celestial bodies are open to Spain and research by all states for the benefit and in the interests of all countries on the basis of equality and are the property of all humanity.
Special meaning has a geostationary orbit. Geostationary orbit is a spatial ring at an altitude of about 36 thousand km in the plane of the earth's equator. A satellite launched into this space is in a practically motionless state relative to the surface of the Earth, that is, it seems to hover over a certain point. Such features create certain conditions for certain types of use of such satellites used for various purposes.
Research and use outer space is carried out using space objects.
Space objects- these are man-made and automatic rockets and stations, including delivery vehicles, artificial earth satellites. These objects are considered cosmic if they were launched, as well as after their return to Earth.
All space objects launched into orbit around the Earth or further into outer space are subject to international and state registration in accordance with the 1975 Convention. Registration is carried out both by the launching state, which maintains the appropriate register, and m/people's organizations.
ICAGO CONVENTION
The Chicago Convention came into force in April 1947, when 30 states from the 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". Set out general principles application of the convention. Contains provisions regulating air navigation during regular and non-scheduled air traffic, and requirements for aircraft.
3. Part II "International Civil Aviation Organization"- ICAO Charter.
4. Part III "International air transport". The issues of international air transportation standards are outlined.
5. Conclusion. Contains provisions on the procedure for registration with ICAO, international agreements on air services 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, introducing amendments and additions to it.
ICAO adopts a large number of legal acts that unify flight rules, requirements for aviation personnel, and airworthiness standards for aircraft. These documents contain various rules and have appropriate names: “Standards”, “Recommended Practices”, “Procedures”.
Standard- any requirement for physical characteristics, configuration, materiel, flight performance, personnel and rules, the uniform application of which is recognized as necessary to ensure the safety and regularity of international air traffic, and its compliance is mandatory for all ICAO Member States.
Recommended Practice - the same requirements as in the concept of “Standard”, but their uniform application is recognized as desirable and to which ICAO member states will strive to comply.
Any provision that assumes the status of a Standard or Recommended Practice (Recommendation) upon approval by the ICAO Council. ICAO member states have the right not to accept one or another status, but they are required to notify the ICAO Council about this within a month.
The implementation of Standards and Recommendations is labor-intensive and expensive. 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 civil aviation personnel when issuing certificates" . Determines the qualification requirements 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 of age, navigator - without restrictions).
2. "Flight Rules" . defines general flight rules in order to ensure their safety, visual flight rules (VFR), instrument flight rules (IFR).
3. "Meteorological support for international air navigation." Determines the requirements for meteorological services for international air navigation and the bodies providing this service.
4. "Aeronautical maps" . Defines the requirements for aeronautical charts necessary for international aircraft flights.
5. "Units of measurement to be used in air and ground operations" . Defines the dimension of units used for two-way communications between aircraft and the ground. This appendix provides a table of units of measurement (3 systems) used by ICAO.
6. "Aircraft Operation" . Minimum requirements are determined for the performance of flights during scheduled and non-scheduled international air services, as well as for the production of any general aviation flights (except for aviation special works), duties of the aircraft commander.
- Part I "International commercial air transport".
- Part II. "International general aviation".
- Part III. "International helicopter flights".
7. "State and registration marks of aircraft" . Minimum marking requirements are determined to indicate ownership and registration marks of aircraft, as well as the procedure for registration and issuance of certificates for aircraft.
8. "Aircraft Airworthiness" . Defines the minimum level of aircraft airworthiness that is necessary for ICAO member states to recognize the airworthiness certificates of other states whose aircraft operate over the territory of these states or over their territorial waters.
9. "Simplification of formalities for international air transport" . Determines requirements for simplification of passport - visa and sanitary - quarantine control, customs formalities, formalities for 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 General requirements to air traffic services, types of air traffic services, requirements for dispatch and flight information services for air traffic, emergency notification, division of airspace into upper and lower, the need for communication means and channels, the volume of meteorological information, the procedure for designating air routes, routes inputs and outputs (SID and STAR).
12. "Search and Rescue" . Establishes the principles for the creation and operation of search and rescue services of a Contracting State, as well as the organization of interaction with similar services of neighboring states, procedures and signals, paperwork, rights and obligations of officials when conducting a search.
13. "Air Accident Investigation" . Establishes general principles for the investigation of aviation accidents, the responsibilities and obligations of states in relation to conducting investigations and providing information about aviation accidents, the composition of commissions, their powers, and the procedure for drawing up investigation reports.
14. "Aerodromes". Contains Standards and Recommendations defining 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 general requirements for aeronautical information, forms of its presentation (such as AIP - AIP Airnoutical Information Publication, NOTAMs and circulars) and the functions of the bodies providing it.
16. "Environmental Protection" :
- Volume I. "Aircraft noise". General requirements are established for the maximum permissible level of aircraft noise during noise certification of aircraft, conditions for issuing airworthiness certificates, and operational methods for noise reduction are outlined.
- Volume II. "Emissions from aircraft engines". Standards and requirements are established for aviation fuel issues when certifying aircraft engines for CO emissions and other necessary technical conditions.
17. "Protection of International Civil Aviation from Acts of Unlawful Invasion" . Establishes Standards and Recommendations regarding administrative and organizational measures to suppress acts of unlawful entry.
18. "Safe transport of dangerous goods by air" . The classification of dangerous goods is given. Restrictions are established on the transportation of dangerous goods by air, requirements for their packaging and labeling, and the responsibilities of the shipper and carrier.
AIR NAVIGATION SERVICE DOCUMENTS
In addition to the Annexes to the Chicago Convention, the ICAO Council adopts the Procedures of 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 the Procedures are subject to frequent changes. Therefore, applying to them 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 flight and air traffic services" . The recommendations of this document complement the requirements of Annexes 2 and 11. They establish the responsibilities for air traffic services, the procedures to be applied by the control unit in the control area, on approach and in the terminal area, as well as procedures relating to the coordination of activities within air traffic services units and between them.
2. Doc. 8168. "Aircraft flight operations" :
- Volume 1. "Flight Operations Rules". Determines landing approach procedures and patterns, rules for setting altimeters, and other stages of flights.
- Volume 2. "Construction of visual flight schemes and instrument flights". A detailed description of critical areas and obstacle clearance requirements in terminal areas is provided.
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 materials in this document are intended for everyone air navigation regions. They are used when drawing up instructions for flight operations at airfields or along a particular route in a certain region. The document contains procedures to facilitate flights across the Atlantic, Pacific and other regions 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 Appendices.
TECHNICAL MANUAL
ICAO Operational and Technical Manuals explain ICAO Standards and Recommended Practices and 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 maps;
- 7155 - meteorological tables for international air traffic
- 7383 - aeronautical information provided by ICAO member states.
3. Air navigation plans.
4. Manuals for radiotelegraph communications.
For the systematic arrangement of regional territories in terms of air navigation, ICAO Recommendations are combined into Regional Air Navigation Plans:
1. AIF- plan of Africa and the Indian Ocean.
2. EUM- plan for the European-Mediterranean region.
3. MID/SEA- plan for the Middle East and Southeast Asia.
4. NAM/NAT/PAC- plan of North America, North Atlantic and Pacific Oceans.
5. CAR/SAM- plan of the Caribbean and South America.
If Doc. 7030 Regional Procedures Supplementary (PANS) establishes additional procedures for everyone regions, then air navigation plans concern only one specific region.
A regional air navigation plan may provide for the provision of services beyond the established boundaries of a region if appropriate facilities and services are necessary to meet the requirements of international air navigation within that region.
In addition to those indicated ICAO documents There are various guides on various topics:
- Flight Accident Investigation Manual.
- Search and Rescue Guide.
- ICAO Standard Atmosphere Manual.
- Manuals for meteorological services.
- Aeronautical Information Services Manuals.
- Airport manuals.
- Bird Control Guides.
- Fog Dispersal Guides.
- Guidelines for grounded aircraft.
- Guidelines for airfield markings.
- Helicopter flight manuals.
- Radio operator manuals.
- Manuals for operators of localizer and glide slope radio beacons.
- Operating manuals for ships - ocean stations.
- Guides for calculating and constructing 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 appendix to it, a list and tables of current ICAO documents are published indicating the date and number of the latest amendment.
INTERNATIONAL AVIATION ORGANIZATIONS.
1. International aviation organizations that operated before the formation of ICAO.
Before the formation of ICAO, the following international organizations operated:
SIN 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 existed until 1947 and was abolished by the Chicago Convention.
S I D P A - was created in 1925 in Paris to unify rules related to international private air law. She wasn't there all the time operating organization, did not have its own charter, so there was no decision to liquidate it. It was replaced by the ICAO Assembly.
K A P A - constant American aviation commission. It was founded in 1927 in Lima. She dealt with the same issues as SINA in Europe, but in relation to the American continent. Was abolished by the Chicago Convention.
There are currently about 30 international air transport organizations. The most influential and authoritative among them:
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 Airport Operators Council.
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 issues of civil aviation, including issues of use of airspace, flight safety, and organization of air transportation.
ICAO was created in 1944. On November 1, 1944, an international conference was held in Chicago, in which 52 states took part. The USSR refused to participate in the conference, mainly for political reasons. All participants agreed that the international aviation organization should deal with two groups of issues:
Develop and implement internationally unified flight technical standards and rules that would help improve the safety and regularity of flights on international air routes;
Questions economic nature- to increase the efficiency and cost-effectiveness of international airline operations.
On the first issue there were no complications and provisions relating to the unification of flight technical standards and regulations were included in the text of the Convention.
On the second question about economic functions ICAO, a struggle has developed 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 ICAO's functions in the economic field were defined only as advisory.
ICAO began its activities in 1947. The headquarters is located in Montreal. The official representative of ICAO in Europe is Paris. In Africa, Cairo.
ICAO organizational structure :
The Assembly is the highest body of ICAO, in which all ICAO member states can be represented on an equal basis. Currently, more than 160 states are members.
Other states that are not members of ICAO 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's activities in the field of international air navigation and international air transport. The Assembly sums up the results of ICAO activities for a certain period and 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.
A President is elected to lead the Council.
The primary responsibility of the Council is its adoption of international standards and recommendations.
Permanent working bodies - Directorates. Directorates are subsidiary bodies of ICAO that deal with the development of technical issues of civil aviation and are approved by the Council to carry out specific assignments.
There are also regional bureaus of the ICAO secretariat, whose task is to assist countries in implementing air transport development plans (Egypt, France, Kenya, Mexico, Peru, Senegal, Thailand). There is a commission on ICAO affairs in Russia.
ICAO goals and objectives is the development of principles and technical
methods of international air travel and to promote the planning and development of international air transport so as to:
Ensure the safe development of international civil aviation throughout the world;
Encourage the art of designing and operating aircraft for peaceful purposes;
Promote the development of air routes, airports and air navigation facilities for international civil aviation;
Meet the needs of people around the world for safe, regular, reliable and economical air transport;
Prevent economic losses caused by excessive competition;
Ensure respect for the rights of contracting states and equal opportunities in the operation of international airlines;
Avoid discrimination between contracting states;
Contribute to improved safety in international air travel;
In general, promote the development of all aspects of international civil aviation.
In the field of organizing air transportation, the main areas of cooperation between states within the ICAO framework are simplification of formalities, unification of baggage allowances, maintaining a balance of interests of the state, airlines and clients.
ICAO is working to create uniform procedures related to compliance government agencies upon entry into the country, transit or departure from 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 provides ICAO recommended uniform
transportation documents, such as:
General Declaration;
Cargo list;
Boarding/disembarking card;
Crew member certificate;
UN Standard Form for Trade Documents.
Thus, the purpose of the Annex is to standardize and unify the procedures and documents used by states for international transport.
On the issue of baggage allowances and associated excess baggage charges, ICAO's work is aimed at promoting the development of unified system baggage allowance and excess baggage fees, as well as minimizing conflicts between “weight” and “piece” baggage systems.
To protect the interests of states, airlines and clients, ICAO is developing requirements for compensation and conditions of transportation. For consistency purposes various conditions transportation, the ICAO Council recommends that States provide, taking into account their international obligations And national policy, compliance of all provisions relating to passenger tariffs and rules of transportation with the general rules of transportation of airlines.
On the issue of compensation for passengers who are denied boarding on flights when they have confirmed seat reservations, the ICAO Council recommends that States implement compensation systems.
The protection of the interests of air transport consumers, which is carried out by ICAO, also includes the requirement to comply with tariffs and specifically inform all users of international air transport about the entire variety of tariffs and corresponding conditions actually established in the market by airlines.
In the field of regulation of international air transport, the role of ICAO is also to regulate commercial issues of relations between states and airlines, as well as to coordinate 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 (provided by 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 (certificate + simulators).
2.Knowledge of the emergency schedule.
3.Knowledge and ability to use ACC.
4. Uniform (the BP must stand out from the background of the passengers).
5.Safety instructions must be in the pocket of each seat.
6. There must be on board, and the BP must know by heart, instructions on actions in emergency situations.
7. The power supply unit must have individual emergency flashlights.
8.Emergency exits and passages of the aircraft are not littered with luggage and other things.
9. Tables, seat belts, seat backs, audio equipment, armrests, windows - control over the fulfillment of these requirements during takeoff/landing is carried out by the power supply unit.
3. IATA.
IATA - International Air Transport Association ( IATA – International Air Transport Association) is a non-governmental international organization established at a Conference of representatives of 50 air transport companies from 31 countries, held in Havana from April 16 to 19, 1945. IATA's headquarters are located in Geneva.
IATA Objectives: promoting the development of safe, regular and economical air transport, encouraging the commercial activities of airlines, supporting activities aimed at improving the economic performance of their activities and studying related problems, developing measures to develop 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: full and associate.
Any commercial airline that carries out regular international air transportation under the flag of a state that has the right to membership in ICAO (which has recognized the Chicago Convention) can become a full member of IATA.
Airlines operating scheduled domestic services may join IATA as associate members, who have advisory voting rights.
To join ICAO, an application fee must be paid by the airline.
Currently, more than 200 airlines are members of IATA.
The highest 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 Meeting elects the IATA President, members of the Executive Committee, discusses and approves the reports of the executive and standing committees, approves the budget, the composition of standing committees, creates new committees, etc. The Executive Committee provides leadership to IATA in the period between general meetings. The IATA President is elected for a term of 1 year.
The Executive Committee meets at least twice a year, usually before and after the General Meeting.
Currently, IATA has 6 standing committees:
Advisory on transportation, technical to combat aircraft hijacking and theft of luggage and cargo, legal, financial, special to study the market situation, medical.
As a non-governmental organization, IATA is primarily concerned with the commercial aspects of airline operations. IATA develops recommendations on the level, structure and rules for the application of tariffs, approves uniform rules for air transportation of passengers, baggage and cargo, regulates the procedure for using benefits and discounts from tariffs, develops general standards for passenger service, works to generalize and disseminate economic and technical experience in operating airlines, and also, through its settlement authority (the Clearing House), carries out financial settlements between member airlines.
IATA organization activities international transport aims to help airlines minimize costs and maximize customer service through the development and implementation of passenger and customer service standards and airport procedures. Information about these standards is disseminated in more than 50 IATA publications, as well as through
networks of computers. These IATA standards are used throughout the world by airline personnel, service agents and other personnel involved in air transport.
IATA pays special attention to multilateral transport agreements, the so-called agreements.
To help airlines reduce losses from lost or stolen air 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 the issue of baggage security. In accordance with ICAO requirements, IATA has developed procedures to ensure that baggage carried on board an aircraft is subject to control.
IATA pays great attention to ensuring aviation security in its activities. IATA has developed minimum security requirements at international airports.
I didn’t know where to attach the next topic and decided to post it on this page. The topic concerns SAFA. Read on.
What should you be prepared for when flying abroad? What is SAFA?
Here is some information that I found. Read carefully, because there is a lot of useful information. There is such a European flight safety inspection - SAFA. It checks all foreign ships flying to Europe. This is a serious structure, there are about three thousand specialists in all countries. Each country, including Russia, has the right and opportunity to conduct an inspection under the direction of SAFA. Russian aviation operates under Federal Aviation Regulations. They are approximately 90 percent identical to SAFA quality standards. But 10% are differences, including in the design of the aircraft. Therefore, some misunderstanding between SAFA and Russian rules leads to a lot of comments being written to Russian air carriers. The remarks are very peculiar. For example. On the Tu-154 plane, next to the toilet there are two side chairs where flight attendants sit during takeoff and landing. SAFA requires that a flight attendant strapped into this seat must be able to reach the life jacket with his hand. But in the Tu-154 there is no design provision for where to put this vest so that you can reach it with your hand. Well, there is no such place in all of Tu! And this is a remark of the third category, the most severe. In the end, of course, they came up with: before takeoff, a special container in which this vest will be attached is attached to this seat with Velcro (“father-mother”). 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 plane, even the latest ones, Tu-204, Il-96. And SAFA demands this.
Where did this misfortune come from?
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SAFA Checklist |
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A.Flight Deck
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Ramp checks were introduced into practice by European aviation authorities not this year. Their appearance is preceded by the entire history of the creation and first decades of operation of the ICAO. Following the signing of the Chicago Convention and its 18 annexes governing all aspects of commercial carrier operations, member states were expected to base their national aviation legislation 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). Based on the results of ramp inspections of aircraft of foreign airlines, the Federal Aviation Administration (FAA) makes a conclusion about the compliance or non-compliance with ICAO standards by a particular state. The obtained data are published in open access. European states introduced a similar practice only in 1996, and in April 2004, the SAFA program was transferred directly to the European Commission. Inspections continue to be carried out by the national aviation authorities of 42 European States (including member countries of the European Civil Aviation Conference and contracting countries). The functions of program management, analysis of audit results and database maintenance remained with 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 annexes to the Chicago Convention: Annex 1 (licensing of aviation personnel), Annex 6 (flight operation) and Annex 8 (maintaining the airworthiness of aircraft). Meanwhile, the control chart also contains items related to radio navigation and safe transportation of goods. Inspections reveal compliance with ICAO standards not only of individual operators, but also of the quality of 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 non-EU carriers, although mutual audits of European companies also take place, according to internal documents. As a rule, the choice of aircraft to be inspected is random. Each state determines how many inspections must be carried out annually. The choice of aircraft remains at the discretion of the inspectors, who, having familiarized themselves with the flight schedule and preparation times for return flights, most often determine four aircraft intended for inspection during the day. But a number of factors have a significant influence on their choice. First, many inspectors believe that as a result of inspecting a Soviet-made aircraft, they will find more reasons for criticism than when inspecting a new Boeing aircraft of an American airline. And if an inspector sees an aircraft on the schedule whose inspection has revealed deficiencies, he will most likely select that particular aircraft again. Secondly, in some cases the order to carry out an inspection comes from national aviation authorities. If, as a result of previous inspections, the carrier or a specific aircraft received serious criticism or there are certain complaints against a particular type of aircraft or to the supervisory authorities of a particular country, then this information will serve as a reason for conducting an inspection. "Problematic" aircraft are tracked through the Eurocontrol database, and as soon as a flight plan is submitted, a corresponding signal is sent to the national aviation administration of the destination country.
The number of inspections is growing steadily. Thus, the UK increased the number of annual checks from 200 to 820. Currently, ramp checks also apply to business aviation operators.
Procedure for performing a ramp test.
The inspection is carried out in accordance with the SAFA Detailed Inspector's Guide.The instructions followed by SAFA inspectors state that inconvenience caused during the inspection should be kept to a minimum. This means that it is prohibited to delay the departure of an aircraft without a serious reason (a threat to flight safety). Contact with passengers is not allowed. The inspection time is strictly limited by the preparation time 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 interviews the flight crew, and the second assesses the condition of the aircraft outside, in the cabin and in the luggage compartment. Once all questions are clarified, the inspectors leave the board. Please note that the longer the period of time 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 the representatives, as a rule, speak the language. Finally, the flight crew's knowledge of the answers to the questions contained in the checklist will significantly reduce the inspection time. Experience shows that pilots Russian companies often find it difficult to answer.
SAFA inspectors must not only be knowledgeable in matters of flight and technical operation of 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 not always impeccable. As a rule, inspectors are familiar with the aviation legislation of their country and, in case of conflict, will appeal to Part 25 of the JAR. The second problem concerns the assessment of the condition of the aircraft, which must be carried out in accordance with the Flight Manual (Flight Operations Manual) and the manufacturer's documentation. Therefore, if breakdowns or leaks are detected, a lot of time is spent searching for a description of this problem in the aircraft documentation. If the documentation exists only in Russian, the problem gets worse.
All deviations from ICAO norms and standards noted during the inspection, depending on the severity possible influence for flight safety are divided into three categories. Each category corresponds to a number of measures taken. All comments are entered into the database.
Observations classified as Category I (low impact on flight safety) will not entail any action other than notifying the aircraft commander of the deficiencies found. And therein lies a certain difficulty, since 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 management is not notified, and only the ship’s commander knows about the inspection carried out and the comments received. The airline's management may not even realize that a large number of comments have accumulated in the database. But even if these are Category I comments, their number matters.
If category II violations are detected (which may have serious consequences for flight safety), the aircraft commander is notified orally; in addition, a corresponding letter is sent to the airline and the supervisory authorities of the operating country. Moreover, the rules allow you not to report the results of the first inspection by letter, but to accumulate several comments. Here, too, a disagreement arises if the aircraft flies under foreign registration. So, if violations are noticed on an aircraft with 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 responsibility of the Bermudian authorities and only indirectly of the Russian ones. If a carrier has accumulated a large number of category II comments that are not processed or corrected, the inspector may decide to assign the violation category III.
Category III violations represent a significant threat to flight safety. If such violations are detected, the consequences for the carrier can be very serious: from a ban on aircraft departure 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, inspectors are extremely reluctant to do so. A flight ban and subsequent clearance require a number of approvals and the clearance is only issued by the inspector who issued the ban. Strict regulation of inspectors' actions in such situations ensures that no inspector will assume such responsibility unless absolutely necessary.
Here are some examples of typical comments:
· There is no confirmation that the Flight Manual has been approved by the aviation authorities of the operating country.
· EGPWS equipment is not installed.
· The "Exit" signs and light paths in the cabin do not light up, there are obstacles on the way to the emergency exits.
· The flight attendant seats do not recline back into the folded position, and the harness system does not meet ICAO standards.
· There is no confirmation of permission to operate flights using reduced vertical separation minima (RVSM), using area navigation methods (BRNAV), etc. This question arises constantly. By Russian rules this permission indicated in the annex to the air operator certificate. But aircraft commanders do not know this and cannot prove that they have permission to operate RVSM flights. The problem is that even if it is proven after the fact that the remark was made unlawfully, it is impossible to remove it from the database.
For example, if an inspector finds that tire wear exceeds permissible limits, then it is necessary to prove that on Soviet-made aircraft the permissible limits are different. Otherwise, a remark will be issued. The same applies to leaks of fuel, water, hydraulic fluid, etc.
Questions often arise regarding cargo securing and the condition of containers and pallets.
Separate question- crew level of English language proficiency. Faced with the fact that the crew does not understand the questions being asked, the inspector notes this fact, and it is included in the database as a violation. The same violation would be for forms in Russian, although nowhere in the ICAO standards is it stated in what 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. The situation is currently being corrected: all ICAO member states should have the opportunity to familiarize themselves with data on their carriers.
The data is analyzed both by airline and by aircraft type. And in the event of an aviation accident, regardless of whether it occurred on European territory or not, the first step is to look up 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 on the blacklist. Such a proposal may be made by the national aviation administration of any EU member state, the European Commission or EASA. Regardless of the source, all such allegations are reviewed by the Air Safety Committee; the data is studied, after which a corresponding recommendation is issued to the European Commission. The committee is made up of seven safety experts, so even if we assume there was some political motivation behind the original blacklisting proposal, final decision is made based on the safety data of the carrier in question. So far there have been no cases where the committee's decision was challenged.
The reasons for the decision to blacklist, as a rule, include the presence of clear and proven violations of safety standards on the part of the carrier, its inability to promptly eliminate these violations, as well as the lack of cooperation on the part of the supervisory authorities of the operating country. The latter usually means that when contacting the country's national aviation authorities, an adequate response was not received.
So what's now.
What actions should the carrier take if comments are received as a result of the SAFA ramp inspection? First of all you need to have full information regarding the inspection itself and its results. In most cases, only the pilot-in-command has such information, and he must be aware of his responsibility for communicating the results of the audit to company management. He should also ask the inspector for a business card (or contact information) and, if possible, a copy of the inspection card. If it is not possible to make a copy, it must be requested at a later date. 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 promptly investigate the problems noted by the inspector, and the results of the investigation should be as detailed as possible. The return letter to the national aviation authority that carried out the inspection should also indicate how similar problems were corrected on aircraft of the same type operated by the carrier.
Thus, eliminating comments and communicating with the inspectorate require systematic work. It is logical that within the airline structure a designated employee would be responsible for this work. The procedure for handling comments must be established and known to 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 questions from inspectors. All questions are standard, and with a certain level of preparedness, answering them will not be difficult. So, if the senior flight attendant finds it difficult to indicate the location of the life-saving equipment, the correct answer may be to refer to the relevant sections of the Flight Manual.
One of the most important aspects is knowledge of how the national standards of the operating country differ from the ICAO standards. The Chicago Convention allows for discrepancies if the country provides a reasonable explanation for the reasons (Article 38). A professional response with reference to documents will help refute unlawful comments. In any case, the results of SAFA's ramp tests deserve to be taken seriously.
The most common non-conformities found by SAFA inspectors are:
1. Cockpit.
1.1. General state cabins: - cargo cabin is dirty;
There are traces of repair of individual parts without fixation in
documents (logbook).
1.2. Emergency exits:
In the area of emergency exits, personal belongings of the crew and
passengers' luggage;
Additional passenger seats are installed, which
may be an obstacle to the rapid evacuation of people in emergency situations
cases;
No “emergency exit” stencils;
Lack of lighted emergency escape route
airplane.
1.3. Equipment:
The aircraft are equipped with the SSOS system instead of QPWS;
Lack of shoulder seat belts in workplaces
flight and cabin crew members;
Lack of stencils for the purpose of office premises;
Lack of emergency flashlights for crew members;
Lack of life jackets by number of passengers
armchairs;
Insufficient safety instructions for
passengers;
Lack of fire extinguishers in each individual passenger
salon;
Fire cylinders do not comply with international
standard;
Pressure gauges are missing or dates for checking fire cylinders for compliance are not indicated.
Lack of instructions for fire extinguishing in flight attendant positions according to the emergency schedule;
There is no list of aircraft emergency equipment or it is not
corresponds to the quantity and location;
The aircraft is not equipped with mooring equipment in accordance with
list;
Some oxygen cylinders are empty;
Reserves medical supplies for first aid.
- First aid kits and medical kits are not
correspond to Appendix B of Appendix No. 6;
2. Documentation.
2.1. Ship and flight documentation:
There are no originals of the Certificate of State Registration of the Aircraft, the Certificate of Airworthiness of the Aircraft, or the Air Operator's Certificate, and copies are presented instead;
The aircraft's logbook does not fully comply with the standard and
ICAO recommendations;
Use of outdated radio navigation systems by aircraft crews
kart;
In Jeppesen Collectionsthe 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 alignment chart is signed by the co-pilot;
In Part B of the “operational specifications” in the column “Approved for
flights" is not reflected at what minimum the aircraft is admitted, absent
graph maximum weight with zero fuel, but with
maximum load.
2.2. Flight Manual:
There is no confirmation from the Civil Aviation Authority about the reliability of the Flight Manual (reconciliation with the control copy);
MEL missing or MEL not approved by the GA authority.
2.3. Flight Operations Manual:
The responsibilities of each crew member are not clearly defined
emergency;
There are no emergency equipment inspection sheets
and actions of crew members in an emergency;
The situation in which it is constantly listening is not reflected
emergency frequency 121.5 MHz;
Aircraft inspection checklist missing
(inspection of aircraft when searching for an explosive device);
There are no requirements for the PIC to ensure the safety of all
related to a given flight, flight recorder records in the event
aircraft accident or incident;
There are no instructions on what to do in unexpected situations
circumstances;
The technical requirements for the operational flight plan are not specified;
There is no information (instructions) on the actions of crew members in
in the event of an incident during the transportation of dangerous goods;
Actions to be taken in cases where
when it is impossible to establish communication with the air traffic control unit or when this communication is
interrupted for any reason (meaning the action of the aircraft crew like this
requires AIPhost country);
there is no corresponding authorization from the authority allowing for precision systems approaches under ICAO Category 2;
The forms of pre-flight preparation are not defined and there are no instructions in
regarding control over the weight and balance of the aircraft;
There are no calculations for flights of aircraft with two gas turbine engines.
engines during extended range flights;
There is no list of visual signals (visual signal code) for
use of intercepting and intercepted aircraft and order
PIC actions in these situations;
There are no special instructions for calculating quantities
fuels and oils related to flight situations, including the failure of one or
more engines in flight;
There are no instructions or requirements for crew training for
preventing the aircraft from entering a no-fly area.
3. Safety (cabin).
3.1. Cargo aircraft:
In the flight deck, the navigator's and flight engineer's seats are not
equipped with shoulder straps.
In the escort cabin, some of the seats do not have lap belts.
seat belts.
3.2. Passenger aircraft:
The ambulance kit is not equipped. None
recommendations for the use of medications, some
Drugs within their expiration date cannot be used. Quantity
medicines do not correspond to the number of passengers transported;
Manual fire extinguishers: notes on quantity, condition and date
expiration of deadlines;
Aircraft are not equipped stationary system oxygen supply
passengers. The number of oxygen masks is not enough for those transported
passengers;
Access to emergency (emergency) exits is not provided;
Storable on free chairs hand luggage(baggage)
passengers;
Passengers are transported in flight attendant seats (number
there are 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);
Metallization is damaged, static drains are missing
electricity;
The technical compartments (hydraulics) contain luggage;
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 points are not secured, barrier
the mooring net is torn.
International Civil Aviation Organization (ICAO) is a specialized agency of the United Nations established to ensure the safe and orderly development of international civil aviation by developing international standards and best practice recommendations and making them available to States. The organization acts as a coordinator of international cooperation in all areas related to civil aviation. Currently, 191 states are members of ICAO. The USSR joined ICAO in 1970. The organization's permanent headquarters is located in Montreal, Canada.
History of creation.
The first international conference on civil aviation, convened at the initiative of the French government, held in 1910, did not lead to the adoption of any agreement. Only European governments took part in its work, since transoceanic flight in those years was considered a pipe dream.
Almost a decade passed before the conclusion international convention on the regulation of air navigation in Paris in 1919, which established the International Air Navigation Commission under the leadership of the League of Nations. The commission was supposed to meet at least once a year and deal with technical issues. An international committee of lawyers has also been created to resolve complex legal issues relating to cross-border air travel.
In 1928, at a conference held in Havana, the Pan American Convention on Commercial Aviation was adopted to resolve problems arising from the sharp increase in international air travel in the Western Hemisphere.
Although some progress had been made toward agreement on international flight rules by the late 1930s, most countries still provided very few concessions to each other's airlines, and there was no agreement allowing foreign aircraft to pass freely through one country's airspace. routes to another.
The dynamic development of aviation during the Second World War demonstrated the need to create a mechanism for organizing and regulating international flights for peaceful purposes, covering all aspects, including technical, economic and legal issues. Based on these considerations, in early 1944 the United States held preliminary negotiations with its World War II allies, based on which invitations were sent to 55 allied and neutral states to meet in Chicago in November 1944.
In November and December 1944, delegates from 52 countries gathered for International conference civil aviation in Chicago to build a strategy for international cooperation in the field of air navigation in the post-war era. It was at this conference that the charter of the International Civil Aviation Organization, the Chicago Convention, was developed. It stipulates that ICAO will be created after 26 countries ratify the convention. To solve pressing problems of civil aviation, a temporary organization was created, which performed the corresponding functions for 20 months, until it was officially opened on April 4, 1947.
Structure.
In accordance with the provisions of the Chicago Convention, the International Civil Aviation Organization consists of an Assembly, a Council with various subordinate bodies and a Secretariat. The main officials are the Chairman of the Council and the Secretary General.
ICAO Headquarters, Montreal, Canada.
Assembly, composed of representatives of all Contracting States, is the sovereign body of ICAO. It meets every three years, analyzes in detail the work of the Organization and sets policies for the coming years. She also adopts the organization's three-year budget.
Advice, the governing body elected by the Assembly for a three-year term, consists of representatives of 36 states. The Assembly elects Council members in three categories: 1) states important to air transport; 2) States that make the greatest contribution to the provision of air navigation services; and 3) states whose appointment will ensure representation of all geographic areas of the world. As the governing body, the Council is responsible for the day-to-day work of ICAO. It is the Council that approves International Standards and Recommended Practices and formalizes them as Annexes to the Convention on International Civil Aviation. The Council is assisted by the Air Navigation Commission ( technical issues), Air Transport Committee (Economic Affairs), Joint Air Navigation Services Support Committee and Finance Committee.
Secretariat, headed by the Secretary General, consists of five directorates: the Air Navigation Directorate, the Air Transport Directorate, the Technical Cooperation Directorate, the Legal Affairs and External Affairs Directorate and the Administration Directorate.
Goals and objectives.
Article 44 of the Chicago Convention states that the objects of the International Civil Aviation Organization are to provide for the safe and orderly development of international civil aviation, to encourage the art of aircraft design and operation, to encourage the development of air routes, airports and air navigation facilities and to promote aviation safety.
The organization's primary mission is to develop and adopt International Standards and Recommended Practices (SARPs) and policies in support of safe, efficient, economically sustainable and environmentally responsible civil aviation. SARPs are formalized in the form of annexes to the Chicago Convention. Many of them are reviewed and changed as necessary to keep pace with the latest scientific and technological developments and innovations. Neither the activities of ICAO nor the adoption of SARPs derogates from the sovereignty of participating States. The latter may also adopt more stringent standards.
In addition to its core work, ICAO coordinates the preparation and implementation of numerous aviation development programs in its participating States; develops global plans to regulate multilateral strategic progress in the field of air traffic safety; monitors and reports on air transport sector performance indicators; and identifies possible gaps in the areas of civil aviation safety among participating States.
The organization also facilitates the conclusion of regional and international agreements aimed at liberalizing air transport markets, promotes the establishment of legal standards to ensure safety in response to increasing air travel volumes, and encourages the development of other aspects of international air law.
In the economic field, ICAO has no regulatory powers, but one of its statutory objectives is to prevent economic losses caused by unreasonable competition. In addition, in accordance with the convention, member states undertake to provide ICAO with reports and statistics of their international airlines on traffic, expenses and income, indicating the sources of their receipt.
The statutory purpose of the International Civil Aviation Organization is to ensure the safety, regularity and efficiency of international civil aviation. To achieve this goal, States Parties must adhere to International Standards and Recommended Practices (SARPs). The Chicago Convention includes 19 annexes in the areas of aircraft operation, rules of the air, aerodrome design, accident investigation, personnel licensing, radio navigation aids, meteorological services, air traffic services, search and rescue and security. environment. The majority of SARPs (17 annexes) fall under the purview of the ICAO Air Navigation Bureau; the remaining two (Annex 9 Facilitation and Annex 17 Security) are the Air Transport Department. They do not have the same legally binding force as the provisions of the Convention, since annexes are not international treaties subject to ratification. However, ICAO conducts periodic audits and monitors compliance.
Draft SARPs are prepared in consultation with contracting States and interested international organizations, finalized by the ICAO Air Navigation Commission and submitted to a vote by the Council, where a two-thirds majority is required for adoption. Contracting States undertake to adhere to SARPs, but if a State considers it impossible to implement it, it must, in accordance with the provisions of Article 38 of the Convention, inform the International Civil Aviation Organization of any differences between its own practice and the established international standard. Such differences will be detailed in the national Aeronautical Information Publication (AIP) and summarized in an appendix to each annex to the Chicago Convention.
Globally, civil aviation (CA) activities are regulated by international intergovernmental (and non-governmental), universal or regional aviation organizations. Our article describes the most influential of them. The bulk of international aviation organizations were created during the period of rapid development of civil aviation (1944-1962), which was due to the need to standardize and unify rules, documents, procedures, requirements and recommendations in the field of implementation and flight support, as well as the development of unified approaches to flight safety.
Of course, the main such organization is ICAO— International Civil Aviation Organization (International Civil Aviation Organization), whose goal is the development of global civil aviation, the development and implementation of unified rules for the operation and maintenance of flights in order to increase the level of safety and regularity of air transportation. ICAO was created as a special agency of the United Nations on December 7, 1947 on the basis of the provisions of the Chicago Convention with headquarters -an apartment in Montreal (Canada). Members of ICAO are states. Structurally, the Organization consists of an Assembly, a Council, an Air Navigation Commission, seven committees and a secretariat. The Assembly is the highest body of ICAO. A regular session of the Assembly meets at least once every three years, and an emergency session can be held if necessary. The permanent body of the ICAO, the Council, headed by the President, consists of representatives of 36 Contracting States, elected by the Assembly every three years.
ICAO's activities are focused on the following main areas: technical (development, implementation and improvement of standards and recommended practices - SARP), economic (study of trends in the development of air transport, on the basis of which recommendations are made on the values of rates of charges for the use of airports and air navigation services, as well as procedures setting tariffs and simplifying formalities for transportation; providing ongoing technical assistance to developing countries at the expense of developed ones), in legal matters (development of draft new conventions on international air law).
Another example of a universal organization is the International Air Transport Association (IATA, International Air Transport Association), which was created in 1945 and is headquartered in Montreal. Unlike ICAO, IATA members are legal entities - airlines, and the main goals of the organization are the development of safe, regular and economical air transport, as well as ensuring the development of cooperation between airlines. The supreme body is the General Meeting, and the permanent working body is the Executive Committee.
IATA generalizes and disseminates experience in the economic and technical operation of air transport, organizes the coordination of flight schedules between carriers and their work with sales agents, as well as mutual settlements between airlines. Another important function of IATA is conducting an airline safety audit (IOSA, IATA Operational Safety Audit) - a strict check of the carrier’s activities according to 872 parameters, without which the company cannot join either IATA or any of the alliances such as Star Alliance, Skyteam or One World. Obtaining an IOSA certificate increases the status of the airline and expands opportunities for international cooperation.
There are also international organizations that represent and protect the interests of individuals, as well as enhancing their role in the development of a safe and regular air services system, cooperation and unity of action: pilots - International Federation of Airline Pilots' Associations (IFALPA - International Federation of Airline Pilots' Associations) and dispatchers - International Federation of Air Traffic Controllers Associations (IFATCA - International Federation of Air Traffic Controllers Associations). Both organizations function to improve and maintain the professional level of their members, social partnership, expansion of cultural and industry international relations, and exchange of experience.
Regional international aviation organizations are represented by: European Civil Aviation Conference (ECAC), African Civil Aviation Commission (AfCAC), Latin American Civil Aviation Commission (LACAC). Latin America Civil Aviation Commission) and the Arab Civil Aviation Council (ACAC - Arab Civil Aviation Commission). The goals of each of these organizations are similar: promoting cooperation between member states in the field of air transport for more efficient and orderly development, ensuring systematization and standardization of common technical requirements to new aviation equipment, including communication, navigation and surveillance systems, flight safety issues, collection of statistical data on aviation accidents and incidents.
It also operates in the CIS special organization — Interstate Aviation Committee (IAC)- executive body in the field of civil aviation and use of airspace, common to 11 countries former USSR(except Lithuania, Latvia, Estonia and Georgia).
IAC is involved in the certification of aircraft, airfields and airlines, as well as the investigation of aviation accidents. However, as independent experts note, the combination of these functions in some cases raises suspicions of a conflict of interest, bias in investigations and conclusions of commissions.
In the field of air navigation, the largest organization is the European Organization for the Safety of Air Navigation - EUROCONTROL. It was created in 1960 with the aim of ensuring air navigation and flight safety, managing and coordinating air traffic in the upper airspace over the territory of 40 member countries, developing uniform rules for flight operations and air navigation services. EUROCONTROL's highest decision-making body is the Standing Commission, which works with heads of state, air traffic services providers, airspace users, airports and other organizations. Among the main functions of the organization is planning and managing aircraft flows. As you know, European ATS centers handle on average 5-6 times more flights per year than Russian ones (in the busiest Center - Maastricht - the air traffic intensity exceeds 5000 aircraft per day!), so EUROCONTROL introduced a system of hard slots (time windows ) for each of the flights received by management.
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