Story. ICAO Core Documents ICAO Languages
On December 7, 1944, in the American city of Chicago, significant event. During long and intense negotiations, representatives of fifty-two countries adopted the Convention on International civil aviation. It states that the development of strong international ties in civil aviation contributes to future progressive development friendly relations, maintaining peace and tranquility between the peoples of different states. Peace on earth depends on how strong and stable these ties are. It follows that the main priority of the participants of this Organization should be compliance with the principles of aviation security and the rules on the basis of which civil aircraft are operated.
The importance of this Organization is undeniable. But what does the general public know about her? As a rule, not so much. In the article we will tell you in more detail about what the international civil aviation organization ICAO is, what is the history of its creation, the list of participants and principles of activity.
What is ICAO?
Let's consider the abbreviation - ICAO. It is formed from English version ICAO, which stands for International Civil Aviation Organization, and is translated into Russian as “civil aviation”. At the moment, it is one of the largest UN agencies, which is responsible for creating a global regulatory framework to ensure the safety of international civil aviation.
ICAO headquarters is located in Montreal, Canada. You can see its exact location on the map below.
The following are: English, Russian, French, Arabic, Spanish and Chinese. Note that it is the representative of China who currently holds the post Secretary General ICAO.
History of creation
The International Civil Aviation Organization (ICAO) was created after the adoption of the Civil Aviation Convention. Since the meeting of representatives of future states was held in Chicago, its second (and perhaps more famous) name is the Chicago Convention. Date - December 7, 1944. ICAO received the status of a specialized agency in 1947 and, to this day, retains a certain freedom in terms of management and methods of carrying out its main tasks.
The main incentive for the development of aviation and the subsequent creation of an organization controlling its civil sector was the Second World War. In the period from 1939 to 1945, especially active development transport routes, since it was necessary to meet the needs of the army and the people. At the same time, militaristic tasks came to the fore, which hindered the development of peaceful relations on earth.
The United States was the first to propose creating an effective model for the development of civil aviation. After preliminary negotiations with the allied states, it was decided to organize a convening of representatives of 52 states to adopt a single Convention on International Civil Aviation. The meeting took place on December 7, 1944 in Chicago. For five weeks, delegates discussed many issues, a huge amount of work was done, the result of which was the Convention. By general agreement of the delegates, it did not come into force until April 1947, when it was ratified by the 26th ICAO Member State.
Members of the Organization
The ICAO membership includes 191 states, including Russian Federation as the successor to the USSR, which joined ICAO in 1977. This includes almost all UN members: 190 countries (except Dominica and Liechtenstein), as well as the Cook Islands.
In addition to direct participants, there are special industry groups whose goal is to create a global regulatory framework necessary for the effective operation of international civil aviation. It is important to note that a separate body, the Council, exists to achieve consensus regarding the provision of International Standards and Recommended Practices. He is also responsible for the preparation of adopted standards in the form of Annexes to the Convention on International Civil Aviation. (We’ll talk more about the other functions of the Council a little later).
ICAO Charter
The Convention on International Civil Aviation contains 96 articles and includes all amendments made between 1948 and 2006. It establishes the duties and privileges of ICAO members and indicates the sovereignty of states in their own air territory. It is emphasized that all international flights must be coordinated with the state over whose territory they will be carried out. The last article defines the basic concepts used in civil aviation. Thus, for example, "International airspace" is defined as the space above open sea and other territories with a special regime (Antarctica, international straits and canals, archipelagic waters). You can familiarize yourself with all the terms on the official ICAO website. They are described in accessible language, so they will be understandable even to those who are not at all familiar with aviation terminology.
In addition, there are 19 Annexes to the Convention, which set out the International Standards and Recommended Practices mentioned above.
ICAO goals and objectives
Article 44 of the Chicago Convention states that the main goals and objectives of the Organization arise from its desire to promote development international cooperation by strengthening air connectivity between Member States. This lies in the following areas of its activity:
- Ensuring aviation security and the safety of international air navigation.
- Encouraging and developing improved ways of operating aircraft.
- Satisfying society's need for regular, safe and economical air travel.
- Promoting the overall development of international civil aviation in all areas.
All identified goals and objectives are succinctly presented in the strategic action plan of the International Civil Aviation Organization ICAO:
- Improving aviation efficiency.
- Flight safety and aviation security in general.
- Minimizing the harmful impact of civil aviation on nature.
- Continuity of aviation development.
- Strengthening norms legal regulation activities of ICAO.
ICAO Institutional Bodies (Structure)
In accordance with the Chicago Convention, the International Civil Aviation Organization ICAO has a clear structure. Article 43 states that it consists of an Assembly, a Council and other bodies necessary for its activities.
Assembly
The Assembly consists of 191 states that are members of ICAO. a body whose sessions occur at least once every three years at the request of the Council. During the discussion of a particular issue, each member has the right to one vote. Direct decisions are made on the basis of a majority vote.
At the sessions of the Assembly, the current activities of the Organization are considered, the annual budget is adopted, and general guidelines are formed for a certain period.
The Council includes 36 states, which are elected once every three years. The determining criteria for selection are the following requirements:
- The state should play an important role (ideally a leading one) in the field of aviation and air transportation;
- The state should contribute significantly to the development of international aviation and participate in the maintenance of air transport.
- The state must ensure representation in the Council of all geographical regions peace.
The main purpose of the Council is to adopt International Standards and Recommended Practices. A standard is a special technical requirement, the implementation of which is necessary in order to ensure the safety and regularity of international civil traffic. A recommended practice is also a technical requirement, but unlike a standard, its implementation is not mandatory. Both standards and practices are contained in the Annexes to the Convention on International Civil Aviation.
The Council is led by a President elected by the Council for three years. His duties include convening meetings of the Council and performing the functions assigned to him by the Council during these meetings.
Air Navigation Commission
The Air Navigation Commission consists of 19 members who are independent experts appointed by the Council to review and make necessary amendments to the Annexes.
Secretariat
The Secretariat helps ICAO organize its work. A particularly important role in this regard is given to the Air Transport Committee, the Joint Air Navigation Support Committee and the Technical Cooperation Committee.
Regional bodies
ICAO also includes seven regional committees that are approved by Member States and authorized to implement ICAO International Standards and Recommended Practices:
- Asia Pacific Office (Bangkok).
- Committee for Eastern and Southern Africa (Nairobi).
- European and North Atlantic Committee (Paris).
- Middle East Office (Cairo).
- North American, Central American and Caribbean Committee (Mexico).
- South American Committee (Lima).
- Committee of Western and Central Africa(Dakar).
ICAO codes
A specially developed code system is used to identify each international airport and airline. For consist of four letters, for airlines - of three. So, for example, for Sheremetyevo airport the ICAO code is UUEE, for Aeroflot airline it is AFL. The latter has a telephone call sign for aircraft operating international flights - AEROFLOT. On the official website you can independently familiarize yourself with other equally interesting codes and find out their decoding.
ICAO, organized in the first years after the end of the Second World War, still does not lose its important status in the systems of modern international organizations. Its activities are aimed at developing and strengthening existing interethnic ties, and maintaining peace and order on earth. All this is fundamentally important today, when the health and lives of millions of people are in constant danger.
International Civil Aviation Organization(abbr. ICAO from the English International Civil Aviation Organization abbr. ICAO) is a specialized agency of the United Nations created 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 impacts 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 airports around the world by the International Civil Aviation Organization (ICAO). These codes are used by airlines, air traffic control authorities, meteorological services to transmit aeronautical and meteorological information on airports, flight plans (flight plans), designation of civil airfields on radio navigation maps, and also 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.
Exceptions are large countries (Russia, Canada, USA, China, Australia), each of which has a one-letter prefix, and the remaining three letters define the airport.
In addition to the ICAO code, many airports have an IATA code, a three-letter code assigned to airports around the world by the International Air Transport Association (IATA).
Small airports (especially local airports) may have neither an ICAO code nor an IATA code.
In a number of countries around the world, military airfields (air bases) have ICAO codes and
The international organization ICAO operates under the auspices of the UN and is a coordinating body of global importance in the field of civil aviation (CA).
ICAO Mission and Purpose
According to the charter, the goal of the ICAO is to ensure the safe and controlled development of civil aviation and to promote cooperation between countries on the organization of flights and passenger services. The key role of the international body is to divide the airspace into sections using navigation aids and monitor compliance with borders.
ICAO assigns special 4-letter codes to airports so that aircraft captains can clearly transmit information on navigation and meteorological conditions, draw up flight plans and maps.
What does ICAO do?
The international civil aviation organization is engaged in the approval of world standards and making recommendations in the field of aircraft design, regulates the work of pilots and crew, dispatchers and airport employees, and monitors the implementation of safety regulations.
The organization creates general instrument flight rules, unifies aeronautical charts and aviation communications. ICAO's priorities also include concern for environment and minimizing environmental damage due to air emissions and noise pollution.
The UN body aims to improve the movement of travelers by standardizing customs procedures and improving health and migration controls.
IR identification codesAABOUT
Like IATA, the International Civil Aviation Organization has a classification of codes to designate airports and air carriers. The difference between the codes of both organizations is that the IATA code is based on the abbreviation of the name, while the ICAO code is based on location. ICAO digital combinations are also needed in flight plans and call signs for aircraft.
Charter and structure
The version of the Chicago Convention with amendments and provisions supplementing the document was adopted as the organization's charter.
The International Civil Aviation Organization includes an Assembly, a Council and an Air Navigation Commission, as well as various committees and regional divisions in Paris, Bangkok, Mexico City and other cities.
The Assembly meets once every three years or more often on exceptional occasions. The body elects the chairman and other executive officers, reviews the reports of the Council, draws up a budget and plans financial operations, checks the targeted expenditures of funds and considers proposals for amendments to the charter.
The Council of the ICAO organization consists of 36 countries, which are elected by the Assembly. Council members draw up annual reports, carry out the instructions of the Assembly and appoint an air transport committee, establish an air navigation commission and its head. The functions of the Council also include setting the salary of the President, monitoring and informing member states about deviations from the Assembly plan.
The Air Navigation Commission considers proposals to amend the Annexes to the Chicago Convention and advises the Council on air navigation aspects.
Security
Illegal air traffic violations pose a threat to the safety and stability of aviation, which is why ICAO is developing plans to prevent terrorist attacks and ensure the safety of passengers and crew. She created a program of 7 courses on preparation for flight and survival in extreme situations. ICAO operates about 10 training centers that actively cooperate with developing countries on pilot training.
ParticipantsICAO
Members of the specialized agency are 191 countries from the UN (except Dominica and Liechtenstein) and the Cook Archipelago.
Information information
The headquarters is located in Montreal. ICAO postal address: International Civil Aviation Organization (ICAO), 999 Robert-Bourassa Boulevard, Montréal, Quebec H3C 5H7, Canada. The organization has 8 regional offices in different parts of the world.
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 Association air transport (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;
Issues of an economic nature - to increase the efficiency and economy of the operation of international lines.
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 issues of baggage allowances and associated excess baggage charges, ICAO's work is aimed at promoting the development of a unified system of baggage allowances and excess baggage charges, and at 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 with all provisions relating to passenger tariffs and transportation rules, general rules airline transportation.
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's global travel business 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 requirements on regime security at international airports.
I didn't know where to attach 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 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. 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. As experience shows, pilots of Russian companies often find it difficult to answer.
SAFA inspectors must not only be knowledgeable about flight and technical operation aircraft, but also to know the ICAO requirements contained in Annexes 1, 6 and 8. However, if there are no problems with technical training, then the knowledge of ICAO documents is far from 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 observed during the inspection are divided into three categories, depending on the severity of the possible impact on flight safety. 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 be aware of what has been accumulated in the database. a large number of comments. 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. According to 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.
A separate issue is the level of crew proficiency English language. 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, it is necessary to have complete information regarding the test 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 knowing how national standards operating countries differ from 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 condition of the cabin: - the 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;
Not specified technical requirements to the operational flight plan;
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 with a stationary oxygen supply system
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.
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 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, 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 aviation general purpose".
- 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 transportation" . 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 for 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 traffic. routes, entry and exit routes (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". Given detailed description critical areas and obstacle clearance requirements in aerodrome areas.
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 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 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 these ICAO documents, there are various guidelines on various issues:
- 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.
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