Published in Montreal, Canada

by the Public Information Office of

the International Civil Aviation Organization
Fifteenth Edition, January 1994
ICAO Secretary General Updated 1 August 1997
List of Contracting States Updated 20 June 1997
List of Council Member States Updated 26 September 1995

MEMORANDUM ON ICAO

On 7 December 1994, ICAO marks the 50th Anniversary of the Signing of the Convention on
International Civil Aviation which created the Organization.

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The Contracting States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The International Civil Aviation Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The ICAO Council . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Strategic Action Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Air Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Civil Aviation and the Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regional Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Implementation of Regional Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Annexes to the ICAO Convention on International Civil Aviation . . . . . . . . . . . . . . .

12
15
15
16
18

Air Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Agreements Relating to Scheduled and Non-Scheduled Air Services
...........................................................
Facilitation of International Air Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Policies on Taxation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airport and Route Facility Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Economic Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forecasting and Economic Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regulation of Air Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Transport Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regional Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Development of World Scheduled Revenue Traffic . . . . . . . . . . . . . . . . . . . . . . . . .

19
19
20
21
21
21
22
22
22
23
25
26

Joint Financing of Certain Air Navigation Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Air Navigation Services: Iceland and Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Legal Matters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Technical Co-operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Co-operation in Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAINAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Expert Services and Operational Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assistance other than UNDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31
32
33
34
34
34

Unlawful Interference with International Civil Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Budgets for ICAO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Representative Bodies of ICAO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

The ICAO Secretariat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Structure of ICAO Secretariat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

INTRODUCTION
On 17 December 1903, in North Carolina, a frail structure of metal, wood and fabric struggled into
the air and carried a single passenger 260 metres. This was the first recorded flight by a
heavier-than-air powered machine, but it was also the culmination of experiments made by men
of many nations during the previous century. For even at the moment of its birth, the aeroplane
was a creation of no one nation or of no one technology. Today, some 90 years later, the
international character of air transport is self-evident. The scheduled airlines of the world now
carry more than one billion passengers and fly around 13 500 million kilometres. The world is
enveloped by a network of air routes. The air has become a highway for world commerce.
This development of the aeroplane into a major instrument of transport has brought with it
international problems - the co-ordination of techniques and laws, the dissemination of technical
and economic information - far beyond the ability of individual governments to solve. The need
for safety and regularity in air transport involves the necessity of building aerodromes, of setting
up navigation aids and of establishing weather reporting systems. The standardization of
operational practices for international services is of fundamental importance, so that there may
be no error caused by misunderstanding or inexperience. The establishment of such standards,
standards for rules of the air, for air traffic control, for personnel licensing, for the design of
aerodromes and for so many details of prime importance to air safety, all require more than
national action.
The Second World War had a major effect upon the technical development of the aeroplane,
telescoping a quarter-century of normal peace-time development into six years. A vast network
of passenger and freight carriage was set up but there were many problems, both political and
technical, to which solutions had to be found to benefit and support a world at peace. There was
the question of commercial rights - what arrangements would be made for airlines of one country
to fly into and through the territories of another. There were other concerns with regard to the
legal and economic conflicts that might come with peace-time flying across national borders such
as how to maintain existing air navigation facilities, many of which were located in sparsely settled
areas. For these reasons the Government of the United States conducted exploratory discussions
with other allied nations during the early months of 1944. On the basis of the talks invitations were
sent to 55 allied and neutral States to meet in Chicago in November 1944. Of these 55 States,
52 attended.
For five weeks, the delegates of the 52 nations considered the problems of international civil
aviation. The outcome was the Convention on International Civil Aviation, whose purpose is best
set forth in the Preamble:
"WHEREAS the future development of international civil aviation can greatly help to create and
preserve friendship and understanding among the nations and peoples of the world, yet its abuse
can become a threat to the general security; and
"WHEREAS it is desirable to avoid friction and to promote that
co-operation between nations and peoples upon which the peace of the world depends;
"THEREFORE, the undersigned governments having agreed on certain principles and
arrangements in order that international civil aviation may be developed in a safe and orderly
manner and that international air transport services may be established on the basis of equality

of opportunity and operated soundly and economically;

"Have accordingly concluded this Convention to that end."
The permanent body charged with the administration of these principles is the International Civil
Aviation Organization.
The 96 articles of the Chicago Convention establish the privileges and restrictions of all
Contracting States, provide for the adoption of International Standards and Recommended
Practices regulating air navigation, recommend the installation of navigation facilities by
Contracting States and suggest the facilitation of air transport by the reduction of customs and
immigration formalities. The Convention accepts the principle that every State has complete and
exclusive sovereignty over the airspace above its territory and provides that no scheduled
international air service may operate over or into the territory of a Contracting State without its
previous consent.
A matter to which the Chicago Conference attached great importance was the question of the
exchange of commercial rights in international civil aviation. It was not found possible to reach
an agreement satisfactory to all, but the Conference also set up two supplementary agreements
- the International Air Services Transit Agreement and the International Air Transport Agreement
- which bore on this subject; the first made provision for aircraft of any signatory power to fly over
or to land for technical reasons in the territory of any other signatory, the second provided further,
among other things, for the carriage of traffic between the State of registration of the aircraft and
any other signatory State. As of December 1992, 100 nations had accepted the Transit
Agreement and 11 States remain parties to the Air Transport Agreement.
The Convention on International Civil Aviation provided that ICAO would not come into being until
the Convention was ratified by 26 States. In the meantime, a provisional organization (PICAO)
was formed with advisory powers only, to operate until the permanent organization was created.
PICAO functioned for 20 months until, on 4 April 1947, ICAO officially came into existence. At the
invitation of the Government of Canada, Montreal was chosen as the site for the headquarters of
the organization.
In the 20 months of the provisional body's life, the foundation for an international organization
devoted to the needs of civil aviation was laid and PICAO's 50 Contracting States took concerted
action to provide and maintain the facilities and services necessary for the operation of air services
across national borders.

THE CONTRACTING STATES (185)

(As at 20 June 1997)
Afghanistan
Albania
Algeria
Angola
Antigua and Barbuda
Argentina
Armenia
Australia
Austria
Azerbaijan
Bahamas
Bahrain
Bangladesh
Barbados
Belarus
Belgium
Belize
Benin
Bhutan
Bolivia
Bosnia and Herzegovina
Botswana
Brazil
Brunei Darussalam
Bulgaria
Burkina Faso
Burundi
Cambodia
Cameroon
Canada
Cape Verde
Central African Republic
Chad
Chile
China
Colombia
Comoros
Congo
Cook Islands
Costa Rica
Cte d'Ivoire
Croatia
Cuba
Cyprus
Czech Republic

Democratic People's
Republic of Korea
Democratic Republic of the Congo
Denmark
Djibouti
Dominican Republic
Ecuador
Egypt
El Salvador
Equatorial Guinea
Eritrea
Estonia
Ethiopia
Federated States of Micronesia
Fiji
Finland
France
Gabon
Gambia
Georgia
Germany
Ghana
Greece
Grenada
Guatemala
Guinea
Guinea-Bissau
Guyana
Haiti
Honduras
Hungary
Iceland
India
Indonesia
Iran, Islamic Republic of
Iraq
Ireland
Israel
Italy
Jamaica
Japan
Jordan
Kazakhstan

Kenya
Kiribati
Kuwait
Kyrgyzstan
Lao People's Democratic Republic
Latvia
Lebanon
Lesotho
Liberia
Libyan Arab Jamahiriya
Lithuania
Luxembourg
Madagascar
Malawi
Malaysia
Maldives
Mali
Malta
Marshall Islands
Mauritania
Mauritius
Mexico
Moldova
Monaco
Mongolia
Morocco
Mozambique
Myanmar
Namibia
Nauru
Nepal
Netherlands, Kingdom of the
New Zealand
Nicaragua
Niger
Nigeria
Norway
Oman
Pakistan
Panama
Papua New Guinea
Paraguay
Peru
Philippines
Poland

Portugal
Qatar
Republic of Korea
Republic of Palau
Romania
Russian Federation
Rwanda
Saint Lucia
Saint Vincent and the Grenadines
San Marino
Sao Tome and Principe
Saudi Arabia
Senegal
Seychelles
Sierra Leone
Singapore
Slovakia
Slovenia
Solomon Islands
Somalia
South Africa
Spain
Sri Lanka
Sudan
Suriname
Swaziland
Sweden
Switzerland
Syrian Arab Republic
Tajikistan
Thailand
The former Yugoslav Republic of Macedonia
Togo
Tonga
Trinidad and Tobago
Tunisia
Turkey
Turkmenistan
Uganda
Ukraine
United Arab Emirates
United Kingdom
United Republic of Tanzania
United States
Uruguay

Uzbekistan
Vanuatu
Venezuela
Viet Nam
Western Samoa
Yemen
Zambia
Zimbabwe

THE INTERNATIONAL CIVIL AVIATION ORGANIZATION

The aims and objectives of ICAO are* to develop the principles and techniques of international
air navigation and to foster the planning and development of international air transport so as to:
a) ensure the safe and orderly growth of international civil aviation throughout the world; b)
encourage the arts of aircraft design and operation for peaceful purposes; c) encourage the
development of airways, airports, and air navigation facilities for international civil aviation; d) meet
the needs of the peoples of the world for safe, regular, efficient and economical air transport; e)
prevent economic waste caused by unreasonable competition; f) ensure that the rights of
Contracting States are fully respected and that every Contracting State has a fair opportunity to
operate international airlines; g) avoid discrimination between Contracting States; h) promote
safety of flight in international air navigation; i) promote generally the development of all aspects
of international civil aeronautics.
ICAO has a sovereign body, the Assembly, and a governing body, the Council. The Assembly
meets at least once in three years** and is convened by the Council. Each Contracting State is
entitled to one vote and decisions of the Assembly are taken by a majority of the votes cast except
when otherwise provided in the Convention. At these sessions the complete work of the
Organization in the technical, economic, legal and technical co-operation fields is reviewed in
detail and guidance given to the other bodies of ICAO for their future work.
*
Article 44 of the Convention.
**
The Fourteenth Session of the Assembly, which met in Rome in 1962, decided that
one Assembly session every three years would be the normal ICAO practice, and that intervening
extraordinary sessions may be convened by decision of the Assembly or the Council.

The Council is a permanent body responsible to the Assembly and is composed of 33* Contracting
States elected by the Assembly for a three-year term. In the election, adequate representation
is given to States of chief importance in air transport, States not otherwise included which make
the largest contribution to the provision of facilities for civil air navigation and States not otherwise
included whose designation will ensure that all the major geographic areas of the world are
represented on the Council.
The Council, the Air Navigation Commission, the Air Transport Committee, the Legal Committee,
the Committee on Joint Support of Air Navigation Services, the Finance Committee, the
Committee on Unlawful Interference, the Personnel Committee and the Technical Co-operation
Committee, provide the continuing direction of the work of the Organization. One of the major
duties of the Council is to adopt International Standards and Recommended Practices and to
incorporate these as Annexes to the Convention on International Civil Aviation. The Council may
act as an arbiter between Contracting States on matters concerning aviation and implementation
of the Convention; it may investigate any situation which presents avoidable obstacles to the
development of international air navigation and, in general, it may take whatever steps are
necessary to maintain the safety and regularity of operation of international air transport.

*
The original number of Council Member States was 21; an amendment to the
Convention raising this number to 27 came into force in 1962; another amendment raising this
number to 30 came into force in 1973. The 21st Session of the Assembly held in Montreal in
September-October 1974 adopted an amendment to the Convention which raised the number of
Council Members to 33; this amendment entered into force in 1980. The 28th Session
(Extraordinary) of the Assembly in October 1990 adopted an amendment to the Convention raising
the number of Council Members to 36. This amendment is not yet in force.

THE ICAO COUNCIL

President: Assad Kotaite
Secretary: R.C. Costa Pereira, Secretary General
The 31st Session of the Assembly in 1995 elected the States listed below as Members of the
Council for the 1995-1998 period. The election process was divided into three parts, with the
following States elected:
PART I

(States of chief importance to air transport) )

Australia*, Brazil*,
Canada*, France*, Germany*, Italy*, Japan*, Russian Federation*, United
Kingdom*, and the United States*.

PART II

(States which make the largest contribution to the provision of facilities for
international civil air navigation) ) Argentina*, China*, Denmark, Egypt*,
India*, Mexico*, Nigeria*, Saudi Arabia*, Spain*, Switzerland, and
Venezuela.

PART III

(States ensuring geographic representation) ) Angola, Bolivia, Cameroon*,

El Salvador, Indonesia*, Kenya*, Lebanon*, Morocco*, Pakistan*, Romania,
Senegal*, and Trinidad and Tobago*.

*Indicates re-election

In October 1947 a relationship agreement was concluded between ICAO and the United Nations
of the kind concluded by other specialized agencies. By this agreement each organization
undertakes to fulfil certain requirements whereby the other may participate in its work in the
measure required for fulfilment of certain articles of the Convention on International Civil Aviation
and of the Charter of the United Nations. For example, ICAO participated in the 1992 Earth
Summit in Rio de Janeiro and is cooperating with the United Nations Environment Programme
(UNEP) and other international bodies to determine the contribution of civil aviation to global
environmental problems. ICAO works in close collaboration with other specialized agencies such
as the International Maritime Organization, the International Telecommunication Union, the World
Meteorological Organization, the World Health Organization, the Universal Postal Union and the
International Labour Organisation. The International Air Transport Association, the Airports
Council International, the International Federation of Air Line Pilots' Associations and the World
Tourism Organization are represented as observers at many of the meetings of the ICAO bodies.

STRATEGIC ACTION PLAN

As aviation moves towards the close of the 20th century, States and the civil aviation industry are
facing unprecedented challenges posed by traffic which continues to grow but is at times difficult
to predict, emerging new technology, a rapidly changing commercial and regulatory framework,
a growing awareness of the need for protection of the human environment, and a requirement for
substantial investment in infrastructure, equipment and human resources at a time of increasingly
competitive pressures for financial resources.
In October 1992, the ICAO Assembly endorsed a Strategic Action Plan designed to provide a
framework for the priority activities of the Organization into the next century within the context of
these challenges. Implementation of the Plan is currently well under way. While the fundamental
objectives of the Organization remain as relevant as they were when they were conceived in
Chicago in 1944, ICAO is focusing the vision of Chicago to adapt to a rapidly changing world.

AIR NAVIGATION
To ensure safety, regularity and efficiency of international civil aviation operations, international
standardization is essential in all matters affecting them, that is, all matters in the operation of
aircraft, aircraft airworthiness and the numerous facilities and services required in their support
such as aerodromes, telecommunications, navigation aids, meteorology, air traffic services, search
and rescue, aeronautical information services and aeronautical charts. A common understanding
between the countries of the world on these matters is absolutely necessary.
During flight, the crew of an aircraft frequently communicates with stations on the ground by voice
or data link. They may seek authorization for flight manoeuvres, obtain information necessary to
avoid collision, receive an update of weather conditions ahead, or question the operational status
of navigation aids en route or at destination. There is a continuous invisible link between the
aircraft and the ground stations, and among the ground stations themselves; to an increasing
degree, these communications are effected via satellites in areas where other types of
communications are not suitable. Many ground facilities and supporting services are needed for
the safe and efficient operation of aircraft. To achieve harmonious functioning of all these ground
facilities and services, international standardization is necessary.
To achieve the highest practicable degree of uniformity world-wide whenever this will facilitate and
improve air safety, efficiency and regularity, the ICAO Council adopts International Standards and
Recommended Practices (SARPs), and approves Procedures for Air Navigation Services (PANS).
Although the Council has the responsibility for adoption of these Standards and Recommended
Practices and approval of these procedures, the principal body concerned with their development
is the ICAO Air Navigation Commission. As provided for in the Convention, the Commission is
composed of fifteen persons who have "suitable qualifications and experience in the science and
practice of aeronautics". Its members are nominated by Contracting States and are appointed by
the Council. The Commission reports to the Council and is responsible for the examination,
co-ordination and planning of ICAO's technical work programme in the air navigation field. It is
assisted in this work by an internationally recruited technical secretariat of the Organization's Air
Navigation Bureau. In the advancement of solutions to specialized problems requiring up-to-date
and specialized expertise, the Commission is assisted by panels. These are small groups of
experts, nominated by Contracting States and international organizations and approved by the
Commission. The panel members act in their personal expert capacity and not as representatives
of their nominators.
Since ICAO came into being in 1947, a main feature of the technical work of the Organization has
been the achievement of agreement of the Contracting States on the necessary level of
standardization for the safe, regular and efficient operation of international civil aviation. In turn,
this has resulted in high levels of reliability being achieved in all the many areas which collectively
make up international civil aviation. This has particularly been so with respect to aircraft, the crews
that operate them and the ground-based facilities and services. The necessary international
standardization has been achieved by the Organization primarily through the creation of Annexes
to the Convention on International Civil Aviation. The main parts of each Annex are International
Standards and Recommended Practices (SARPs). The Standard is a specification, the uniform
application of which is necessary for the safety or regularity of international civil air navigation,
while the Recommended Practice is a specification, the uniform application of which is desirable
in the interest of safety, regularity or efficiency of international civil aviation. At present there are

eighteen Annexes to the Convention on International Civil Aviation, seventeen of these are within
the air navigation field.
Proposals to amend or add new SARPs may come from ICAO-sponsored international meetings,
deliberative bodies of the Organization, the Secretariat, the United Nations and its agencies or
interested international organizations. Before work on a task to amend or add new SARPs is
initiated, the approval of the Air Navigation Commission is necessary. Only proposals for which
world-wide standardization is essential are normally approved by the Commission.
Specifications proposed to be given the status of Standards or Recommended Practices are, after
consultation with all Contracting States and interested international organizations, finalized by the
Air Navigation Commission and submitted to the Council where they require a two-thirds majority
for adoption. Following their adoption and provided a majority of Contracting States do not
disapprove them before the established effective date, the SARPs become applicable at dates
set by the Council. These Standards and Recommended Practices are considered binding.
However, if any Contracting State finds it impossible to comply with them, the State is required to
inform ICAO of any differences that will exist on the applicability date of the amendment. The
differences notified are then published by ICAO in Supplements to Annexes.
In addition to the Standards and Recommended Practices, ICAO also formulates PANS which do
not have the same status as the SARPs. The various PANS are developed by the Air Navigation
Commission on the basis of proposals coming from the same sources as for SARPs. Following
consultation with all Contracting States and interested international organizations, they are
approved by the Council and recommended to Contracting States for world-wide application. The
PANS comprise, for the most part, operating practices as well as material considered too detailed
for SARPs. PANS often amplify the basic principles in the corresponding SARPs to assist in the
application of those SARPs. The PANS become applicable on a date set by the Council.
Because PANS have a different status from SARPs, Contracting States do not have to notify
differences in the event of non-implementation.
In addition to SARPs and PANS, ICAO develops Regional Supplementary Procedures (SUPPS)
which form part of the Air Navigation Plan agreed by Regional Air Navigation meetings to meet
the needs of specific geographical areas which are not covered by the world-wide provisions. The
Regional Supplementary Procedures have been developed, approved by the Council and
recommended to Contracting States for application in the flight information regions to which they
are relevant. These procedures may indicate modes of implementing procedural provisions in
SARPs and PANS, specify detailed procedural options for regional application or promulgate a
procedure of justifiable operational significance, additional to, but not in conflict with, existing
provisions in the Annexes or PANS.
To facilitate the implementation by States and to promote the uniform application of SARPs and
PANS, technical manuals and guidance material in other forms are issued by the Organization
under the authority of the Secretary General. At the present time there are more than 40 such
publications.
In keeping pace with the rapid development of international civil aviation, ICAO is conscious of the
need to adopt in its specifications modern systems and techniques. In recent years, extensive
work has been undertaken by ICAO in the areas of data interchange systems, automation of air
traffic, aeronautical information and meteorological services, and a review of the general concept

of aircraft separation. Furthermore, a computer system called Accident/Incident Data Reporting

(ADREP) has been installed at Headquarters to provide States with accident and incident reports
for use in their accident prevention programmes. For instance, requests from States for
information relating to specific safety problems or studies can be processed and answered in 24
hours.
A very significant achievement by ICAO has been the development of a largely satellite-based
system concept that is to meet the future communications, navigation, surveillance/air traffic
management (CNS/ATM) needs of civil aviation. The CNS/ATM systems concept, which has
received the endorsement of ICAO Contracting States and approval by Council, is now in its
implementation phase. This major task includes includes the development of SARPs and
guidance material which will be applied well into the 21st century. Future communications will be
performed increasingly by data links, making use of a number of air-ground systems including
aeronautical mobile satellite service. The future global navigation satellite system may eventually
be used as a "sole means" navigation system to support area navigation (RNAV) operations
world-wide. In areas where surveillance radar systems are difficult, uneconomic or impossible to
implement, automatic dependent surveillance (ADS) will be used, in which an aircraft automatically
transmits its position derived from on-board navigation systems. The general objective of air traffic
management (ATM) is to enable operators to meet their planned times of departure and arrival
and adhere to their preferred flight profiles with minimum constraints without compromising safety.
The implementation of ATM into a unified global system, responsive to the need of airspace users,
will realize the benefits expected from future communication, navigation and surveillance systems.
The human element is essential to aviation safety and is a field in which ICAO has always been
active. Annex 1 (Personnel Licensing) contains licensing standards for personnel having a critical
role in aviation safety (e.g. flight crews, air traffic controllers, flight dispatchers and aircraft
mechanics). ICAO also has two major programmes directed at the human components of the
aviation system. The first one, TRAINAIR, is aimed at improving the quality and efficiency of
aviation training through the use of modern training methodologies and extensive co-operation
between the aviation training centres. The ICAO Flight Safety and Human Factors programme
is a major effort to improve flight safety by reducing the impact of human performance limitations.
Its purpose is to make individuals, organizations and States more aware and responsive to the
importance of Human Factors in civil aviation operations. This is accomplished through the
development and distribution of practical guidance materials based on the experience gained by
ICAO Contracting States. In addition, ICAO conducts regional seminars and world-wide symposia
and endeavours to assist ICAO Contracting States and organizations in Human Factors-related
activities.
In the field of airworthiness, particular attention is being given to the development of SARPs and
guidance material relating to a standardized international approach to continuing airworthiness of
aircraft in service, with special reference to aging aeroplanes and to the effect of leasing
arrangements.
As part of its continuing effort to improve air safety, the Organization undertook a comprehensive
programme involving a complete revision of Annex 5 - Units of Measurement to be used in Air and
Ground Operations designed to introduce the use of a single standardized system of units of
measurement in all air and ground aviation operations. The standardized system is based on the
International System of Units (SI) and will eventually eliminate the use of different units of
measurement for the same quantity and provide for the standardized application of all units of

measurement for those quantities used in air and ground operations. It is nevertheless necessary
to retain for the foreseeable future the use of some commonly used non-SI units, such as the foot
for the measurement of altitude.
The Organization also undertook a detailed review of the subject of interception of civil aircraft and
civil-military co-ordination and developed a comprehensive package of SARPs and guidance
material involving several Annexes and PANS, as well as two new manuals.
In recent years the Organization established comprehensive provisions for the transport of
dangerous goods by air in Annex 18 - The Safe Transport of Dangerous Goods by Air. Annex 18
makes binding the provisions of the associated document known as the "Technical Instructions
for the Safe Transport of Dangerous Goods by Air", which are necessary for the safe preparation
and transport of dangerous goods. To keep pace with the constant introduction of new
substances and developments in packaging technology, the Technical Instructions are reissued
every two years.

CIVIL AVIATION AND THE ENVIRONMENT

In fulfilling its role of fostering all aspects of international civil aeronautics, the Organization is
giving special attention to the impact civil aviation has on the environment with the aim of ensuring
maximum compatibility between safe and orderly development of civil aviation and the
preservation and enhancement of a wholesome human environment.
The main environmental problems associated with civil aviation are aircraft noise and aircraft
engine emissions, as well as various problems of a local nature that may arise at airports.
The Organization's environment-related activities are largely undertaken by the Council through
its Committee on Aviation Environmental Protection (CAEP). The Committee is supported by the
Air Navigation Bureau and, with regard to economic aspects, by the Air Transport Bureau.
Regarding aircraft noise, Annex 16, Volume I, sets forth noise certification Standards for the
production of new as well as existing types of subsonic aeroplanes and helicopters, and
certification guidelines for future supersonic aeroplanes.
The first generation of jet-powered aeroplanes was not covered by Annex 16 and was
consequently referred to as non-noise certificated (NNC) aeroplanes. An Assembly Resolution
adopted in 1980 requested States not to ban the operation of NNC aeroplanes before 1 January
1988. More recently, the 28th Session of the Assembly in 1990 adopted a Resolution which urged
States not to impose operating restrictions on aeroplanes which exceed the noise levels in
Chapter 3 of Annex 16, Volume I, unless the protection of noise climates could not be achieved
in any other way. The resolution also urges States not to begin restrictions on the operation of
such aeroplanes before 1 April 1995 and to introduce them over a minimum period of seven years
so as to lessen the economic impact of such restrictions.
Regarding aircraft engine emissions, the Organization initially focused on their effect on air quality
in the vicinity of aerodromes, leading to international provisions for the regulation of certain
gaseous emissions, smoke and vented fuel from turbo-jet and turbofan engines for subsonic
aeroplanes. ICAO's work in this area resulted in Standards being adopted by the Council on all
aspects of the problem as published in Annex 16, Volume II.
More recently, increased international concern over global problems such as the greenhouse
effect and ozone layer depletion, in which aircraft engine emissions may be implicated, has led
to increasing action by ICAO in these fields. In particular, ICAO is co-operating with other
international bodies to determine the extent of aviation's contribution to these problems. When
this has been established, appropriate action will be proposed.
In June 1992, ICAO participated in the United Nations Conference on Environment and
Development (also known as the "Earth Summit") in Rio de Janeiro. The Conference adopted an
action plan called "Agenda 21", which is designed to address the pressing problems of today and
aims at preparing the world for the challenges of the next century. It reflects a global consensus
and political commitment at the highest level on development and environment co-operation.
While implementation is primarily the responsibility of individual governments, it is also envisaged
that international co-operation should support and supplement such national efforts, with the
specialized agencies (such as ICAO) having an important role to play within their respective fields.

TRAINAIR
In a continuous effort to improve the quality and standardization of international civil aviation
training, ICAO with considerable assistance from the United Nations Development Programme
(UNDP) initiated the TRAINAIR programme.
The aim of the TRAINAIR programme is to establish the civil aviation training centres of the
developing world as a co-operative network to prepare high quality civil aviation course material
to well defined standards. This material is in the form of Standardized Training Packages (STPs)
and is shared through the TRAINAIR global network. A TRAINAIR Central was established at
ICAO Headquarters with UNDP funding to provide support to civil aviation training centres in the
preparation of the course material. The TRAINAIR Central Unit was integrated into ICAO's regular
programme in 1993.

REGIONAL PLANNING
In dealing with international civil aviation, there are many subjects which ICAO considers on a
regional basis as well as on a world-wide scale. To facilitate detailed planning of the facilities and
services and formulation of supplementary procedures necessary to support increases in traffic
density, new air routes and the introduction of new types of aircraft, regional air navigation
meetings are held periodically to consider the requirements of air operations in specified areas.
These meetings result in the enumeration of the many facilities and services to be provided by
States in the nine regions of ICAO. After review of the meeting's recommendations by the Air
Navigation Commission and approval by the Council, they are presented in air navigation plan
publications covering the nine regions. The requirements of these plans are so designed that,
when implemented by the States, they lead to an integrated international civil air navigation
system.
Although meetings of Contracting States are necessary to determine and express the needs for
facilities and services, every State is individually responsible for providing the recommended
facilities and services within its own territories. As financial and technical resources vary widely
between States, there may be uneven implementation of parts of the air navigation plans. For this
reason, a major effort is made by ICAO to secure implementation of the plans and to help
governments provide the facilities and services called for within their territories.
IMPLEMENTATION OF REGIONAL PLANS
Since the 1950s, new types of aircraft with new capabilities and needs have been introduced in
rapid succession, while increasing air traffic has resulted in new requirements for air traffic and
meteorological services, communications, navigation aids and aerodromes as well as operating
procedures. The increase of operations under low visibility conditions ("all-weather operations")
has placed new demands on supporting services. To meet these demands effectively and
economically, more and more reliance is placed on automation, use of computers and similar
modern methods. These new systems which had to be superimposed on existing systems
designed to handle the slower, lower-flying propeller-driven craft, brought with them new problems
of implementation. Similar problems arising from the advent of the supersonic transport aircraft
are being examined and further solutions sought.
Continuing attention is being given by ICAO to the implementation of regional plans. The regional
meetings establish dates for provision of the required recommended facilities and services on a
co-ordinated basis as appropriate, taking into account the regional plans and the ability of States
to implement them. Following the meetings, the ICAO regional offices concerned consult with
States for the purpose of co-ordinating implementation plans and provide all possible advice and
assistance in this regard.
When States require it, help is available through ICAO. Seven ICAO regional offices are
maintained - in Bangkok, Cairo, Dakar, Lima, Mexico City, Nairobi and Paris - each one accredited
to a group of Contracting States. These offices have, as their main function, the duty of
maintaining, encouraging, assisting, expediting and following up the implementation of the air
navigation plans. Under certain conditions help is also available from the Secretariat's
Headquarters in Montreal, and technical consultants are recruited from time to time on a
short-term basis to undertake special implementation projects with the task of studying in detail
serious shortcomings in specific technical fields and recommending to governments appropriate

remedial action. Such projects have been undertaken so far in Asia, the Pacific, Africa, the Middle
East, the Caribbean and Central and South America on problems in communications, air traffic
control, search and rescue, meteorological services, aerodromes, aeronautical information
services, aeronautical charts and personnel licensing and training. Technical co-operation and
joint financing are among the other potential solutions to difficulties in the implementation of air
navigation plans.
The Council gives direction to these implementation efforts. It has set up, inter alia, a Standing
Group on Implementation to recommend solutions to implementation problems in cases where
special measures are needed to cope with important deficiencies in the implementation of regional
plans.
Additionally, regional planning groups with over-all air navigation planning responsibilities have
been established by the Council. There are at present five such groups, namely the NAT Systems
Planning Group (NAT SPG), the European Air Navigation Planning Group (EANPG), the AFI
Planning and Implementation Regional Group (APIRG), the Caribbean/South American Regional
Planning and Implementation Group (GREPECAS) and the Asia/Pacific Air Navigation Planning
and Implementation Regional Group (APANPIRG). The main objectives of the groups are to
ensure continuity in the planning processes for the purpose of maintaining an up-to-date air
navigation plan through systems evaluation, monitoring and study in the light of changing traffic
characteristics, operational requirements and technological advances.
In general, difficulties in implementation can be divided into three main groups: those which arise
through problems of organization and administration of departments of civil aviation, those which
come from the lack of a sufficient number of trained people to install, maintain, operate and
supervise facilities and services, and those resulting from the scarcity of funds for construction and
improvement of airports, for the purchase of equipment and spares and for provision of adequate
salaries and working conditions. Very often these difficulties are combined, for lack of personnel
may come from shortage of funds and shortage of funds from a lack of appreciation of the value
and benefit of civil aviation to the country.
As the demand for air navigation services and facilities continues to grow with the expansion of
international civil air transport and international general aircraft operations, it can be expected that
implementation will continue to be one of the most important questions facing ICAO in the next
decade.

ANNEXES TO THE ICAO CONVENTION ON INTERNATIONAL CIVIL AVIATION

Annex 1 - Personnel Licensing
Annex 2 - Rules of the Air
Annex 3 - Meteorological Service for International Air Navigation
Annex 4 - Aeronautical Charts
Annex 5 - Units of Measurement to be used in Air and Ground Operations
Annex 6 - Operation of Aircraft
Part I - International Commercial Air Transport - Aeroplanes
Part II - International General Aviation - Aeroplanes
Part III - International Operations - Helicopters
Annex 7 - Aircraft Nationality and Registration Marks
Annex 8 - Airworthiness of Aircraft
Annex 9 - Facilitation
Annex 10 - Aeronautical Telecommunications
Volume I (Part I - Equipment and Systems and Part 2 - Radio Frequencies)
Volume II (Communication Procedures including those with PANS status)
Annex 11 - Air Traffic Services
Annex 12 - Search and Rescue
Annex 13 - Aircraft Accident Investigation
Annex 14 - Aerodromes
Volume I - Aerodrome Design and Operations
Volume II - Heliports
Annex 15 - Aeronautical Information Services
Annex 16 - Environmental Protection
Volume I - Aircraft Noise
Volume II - Aircraft Engine Emissions
Annex 17 - Security - Safeguarding International Civil Aviation against Acts of Unlawful
Interference.
Annex 18 - The Safe Transport of Dangerous Goods by Air
Note.) Annex 9 is the responsibility of the Air Transport Committee, Annex 17 is the responsibility

of the Committee on Unlawful Interference and the remaining Annexes are the responsibility of
the Air Navigation Commission.

AIR TRANSPORT
On problems associated with air transport, the Council is advised by the Air Transport Committee,
membership of which is open to any Council Member State willing to take an active and
continuous part in the Committee's work. In the fulfilment of its responsibilities, the Air Transport
Committee is assisted by the Air Transport Bureau of the Secretariat. The following are some of
the main matters in the air transport field with which the Organization is concerned.
INTERNATIONAL AGREEMENTS RELATING TO SCHEDULED AND NON-SCHEDULED AIR
SERVICES
The Conference on International Civil Aviation in 1944 recognized the desirability of a multilateral
agreement on commercial air rights between States rather than a large number of bilateral
agreements but no generally acceptable agreement could be found and, as a consequence, the
exchange of commercial air rights is determined by bilateral negotiations.
The resulting bilateral agreements deal with basic issues of market access and the governmental
regulation of airlines' capacity and tariffs. They also reflect agreed criteria for the designation and
licensing of airlines, their ownership and control, customs and tax exemptions, and similar matters
as well as the bilateral processes necessary for agreement implementation, review, amendment
and dispute resolution.
While the continuing rapid growth in demand for air services has produced a corresponding
expansion in bilateral agreements, the consideration of air transport issues among States on a
wider level takes place in ICAO bodies, such as Assemblies and Air Transport Conferences, as
well as in regional fora, both regional civil aviation bodies and groupings with wider responsibilities
such as the European Community.
The bilateral system is generally cinsidered to have served the international air transport industry
well. In recent years, however, particularly with the growth of "mega-carriers", increased
transnational ownership, joint marketing arrangements and computer reservation systems, the
system has been increasingly perceived as being inflexible, complex and costly to administer and
thus a constraint to development.
Relatively few bilateral agreements govern non-scheduled air services. However, Article 5 of the
Convention on International Civil Aviation gives non-scheduled flights the right of transit over and
technical stops in the territories of all Contracting States, a right which scheduled international
services receive only from States that have adhered to the International Air Services Transit
Agreement or have granted by bilateral agreement. Because of the difficulty in determining what
is, and what is not, a "scheduled international air service", the Council has approved, for the
guidance of Contracting States, a definition thereof and an analysis of the rights conferred by
Article 5.

FACILITATION OF INTERNATIONAL AIR TRANSPORT

From the beginning of ICAO's history, the need for facilitation of international air transport - the
removal of obstacles in order to promote the free, expeditious and unimpeded passage of an
aircraft, its passengers, crews, baggage, cargo and mail across international boundaries - was
evident. This need is inherent in the speed of air travel itself; if, for example, customs,
immigration, public health and other formalities require one hour at each end of a transoceanic
flight of six hours, the total duration of the trip is increased by 33 per cent.
Similarly, the cost of aircraft has made it imperative to minimize unproductive time spent on the
ground. New requirements for the security of air transport and for eradicating illegal traffic in
narcotics have imposed additional forms of border control, thus increasing the challenge for the
facilitation programme to find new ways of expediting aircraft and their loads rapidly and efficiently.
ICAO has therefore developed a comprehensive facilitation programme over the years which is
reflected in the International Standards and Recommended Practices of Annex 9 to the
Convention, pertinent Resolutions of the Assembly as well as Recommendations and statements
of the Council and the Facilitation Division. Broadly speaking, the FAL programme aims at i)
eliminating all unessential documentary requirements, ii) simplifying and standardizing the
remaining forms, iii) providing certain minimum facilities at international airports, iv) simplifying
handling and clearance procedures, etc. In this context it concerns itself with items like
liberalization of visa requirements and entry procedures generally for visitors, the development of
machine readable passports and other travel documents, speedy handling and clearance
procedures for cargo, mail and baggage, the elimination as far as possible of requirements for
documentation or examination in respect of transit traffic, etc.
It has been generally recognized that National Air Transport Facilitation Committees are a most
useful means of achieving progress in the FAL field. Many of ICAO's Contracting States have
established such committees which usually include representatives from the civil aviation,
customs, immigration, security, narcotics control, agriculture, public health and tourist departments
or authorities as well as airline operators, to take all necessary steps for the application of ICAO's
Annex 9 provisions in their respective territories. In a number of cases, close co-operation has
been achieved between States, either by way of regional meetings or otherwise, resulting in a
considerable simplification of border-crossing formalities on flights between their territories.
In addition to reducing procedural formalities, ICAO's efforts in the facilitation field are aimed at
the provision of adequate airport terminal buildings for passengers and their baggage as well as
for air cargo, with all related facilities and services. Special attention is given to improving the
accessibility of air transport for elderly and disabled passengers. The continuous growth in air
traffic makes it necessary for airport administrations to review the adequacy of their facilities at
regular intervals. When modifications to existing terminals or the building of new ones are
contemplated, close co-ordination and co-operation between planners and users must be
established from the earliest moment, even before any design is committed to paper. Proper
airport traffic flow arrangements with a sufficient number of clearance channels, baggage delivery
positions, cargo handling facilities, etc., are the prerequisite to the speedy processing of traffic
through clearance control.

POLICIES ON TAXATION
The problem of multiple taxation has been studied in detail and kept under review. ICAO's policies
on taxation in the field of international air transport are contained in three resolutions and a
recommendation adopted by the Council, asking Contracting States to exempt from customs or
other duties fuel, lubricants and other consumable technical supplies taken on board an aircraft
in the territory of a State other than the State of registry for consumption during flight, to eliminate
or reduce to the fullest possible extent taxes on the sale or use of international transport by air,
and to grant reciprocally to air transport enterprises of other Contracting States exemption from
taxation on the income and gross receipts derived in that State from the operation of aircraft in
international air transport and exemption from property taxes, capital levies, increment of wealth
or other similar taxes on aircraft engaged in international air transport. The Assembly has
subsequently adopted a resolution calling on Contracting States to follow the resolutions and the
recommendation of the Council.
AIRPORT AND ROUTE FACILITY MANAGEMENT
The Organization's policies on airport and route facility management and economics originate in
Article 15 of the Convention and are further elaborated in the Statements by the Council to
Contracting States on Charges for Airports and Air Navigation Services. These statements are
reviewed periodically and modified in the light of changing circumstances.
The over-all economic situation of airports and en-route facilities provided for international civil
aviation is kept under review and separate ad hoc studies are made and guidance material
prepared, as particular aspects call for more intensive examination. Studies prepared have dealt
with such subjects as the development of non-aeronautical revenues at international airports, and
the cost, revenues and utilization of airports and route facilities and services provided for
international civil aviation.
Apart from policy guidance, various other guidance on airport and route facility economics and
management is provided to States through the publication of various manuals. These include the
Airport Economics Manual, which contains guidance on such subjects as airport organizational
structures, financial control and accounting, charging systems, airport non-aeronautical revenue
development and financing airport infrastructure, and the Manual on Route Air Navigation Facility
Economics, which provides guidance on determining route facility costs and their allocation, and
on charging for route facilities. Guidelines on the financial and administrative as well as other
institutional aspects of multinational facilities and services have been developed, the first set of
which are contained in Attachment B to the introduction of the Air Navigation Plan for the
European region. Assistance on airport and route facility economics and management is also
provided through a special programme of regional workshops which are a forum for States to
receive advice and freely exchange views and information on management and economic aspects
of the operation of airports and route facilities.
STATISTICS
The Convention in Article 54 and Article 67 recognizes the importance of statistics in the work of
the Organization by stating as mandatory functions of the Council: to request, collect, examine
and publish statistical information which it is the obligation of States to file. Such information is
necessary not only to guide the deliberations of the Organization, but also to assist civil aviation

authorities to formulate their own national policies in the light of established facts.
A statistical reporting system (described in the Manual on the ICAO Statistics Programme) has
been set up by which each Contracting State reports on the activities of its airlines, airports and
aircraft on a recurrent basis by means of Air Transport Reporting Forms (in hard copy or on
magnetic media), which are analysed and published at regular intervals in the ICAO Digests of
Statistics.
In different series, the Digests of Statistics deal with the traffic, traffic by flight stage, on-flight
origin and destination, finances, and fleet and personnel of commercial air carriers; airport and
route facility traffic and finances; and with civil aircraft on register in different countries. An annual
publication entitled Civil Aviation Statistics of the World contains summarized data from digests,
as well as data on safety, general aviation and civilian pilot licences.
For the purpose of reviewing the statistical activities of the Organization and advising the Air
Transport Committee on statistical projects, sessions of the Statistics Division are held
approximately every six years. Aviation statistical experts from all Contracting States and certain
international organizations are invited. Between the sessions of the Statistics Division, the
Secretariat may, when necessary, consult a Statistics Panel of experts from different countries.
Guidance for States regarding the Statistics Programme is available in the Manual on the ICAO
Statistics Programme as well as through a programme of regional workshops.
The most recent major developments in the Statistics Programme have been the increased
automation of the collection, processing and dissemination of statistics and the development of
regional yearbooks to complement Civil Aviation Statistics of the World.
ECONOMIC ANALYSIS
The work of the Organization in the field of economic analysis encompasses the production of
analytical studies of air carrier passenger, freight and mail rates and their relationship to such
factors as distance and costs, development of cost allocation procedures for revenue pro-ration,
global and regional studies of the economic situation of air transport, and specialized analyses as
required, for example concerning the impact of taxes and charges on passenger fares, aircraft fuel
availability, consumption and prices.
Surveys of international passenger fares and cargo rates, as well as studies of regional
differences in fares, rates and costs are published annually. These studies provide a unique and
fundamental source of data which, in addition to being used for evaluating the tariff machinery and
its agreements, are increasingly being used by international government and airline organizations.
Since 1 September 1989, data from the cost studies are also being used by the IATA Prorate
Agency to prorate passenger revenues from interline journeys.
With the advent of electronic filing of airline tariffs with governments, studies are being carried out
to develop compatibility amongst different filing systems and the parameters of possible common
analytical tools to assist governments in evaluating the filings.
FORECASTING AND ECONOMIC PLANNING
The work of the Organization in the field of forecasting and economic planning encompasses the

development of analytical studies related to economic planning as well as the preparation of longterm and medium-term forecasts of future air transport developments, passenger/freight traffic
flows and aircraft movements on a global, regional and route area basis.
Forecasting and economic planning workshops are conducted in various regions to provide
professionals in government and industry service with an opportunity to meet colleagues in other
States and discuss methods and problems in the field of aviation forecasting and economic
planning, as well as various planning issues and outlook for air traffic growth. Further guidance
for States is provided through the publication of a manual on forecasting and economic planning,
and a computerized data system is maintained containing data on air traffic and economic factors
affecting traffic development.
Economic studies are undertaken concerning systems planning and the economic value of air
navigation facilities and services. In this connection, support services are provided to both global
and regional forecasting and systems planning bodies, including those concerned with
implementation of the CNS/ATM concept. Economic studies are also undertaken in support of the
Organization's work on environment-related issues.
REGULATION OF AIR SERVICES
In the context of significant and fairly rapid changes adopted by numerous States in their individual
and bilateral regulation of air transport, ICAO has undertaken an expanding role as a forum for
multilateral discussion of attendant problems and as a source of guidance to States. Following
up on conclusions reached in a series of world-wide air transport conferences, the Secretariat, in
some cases with the assistance of experts from States, is engaged in work in such regulatory
areas as:
!

development of guidance material for States on the avoidance or resolution of conflicts

over the application of national competition laws to international air transport;

studies of market shares of charter traffic, the feasibility of reducing and simplifying rules
applied to charter operations and various means of regulatory control that may inhibit the
application of "fair and effective opportunity" to provide non-scheduled capacity;

determination of appropriate measures for resolving special problems brought to the

Council's attention regarding impediments to overflight by civil aviation aircraft to and from
land-locked countries;

possible consideration of guidance material for States on existing issues of definition

regarding so called "Sixth Freedom" and "stopover" traffic;

development of a manual on the regulation of international air transport;

the possible application of a multilateral agreement on trade in services to international air

transport;

development of a world-wide code of conduct and possible multilateral agreement or

model bilateral clause for the regulation of computer reservation systems; and

a computerized data bank on the main provisions of bilateral air transport agreements for

public access.
World-wide developments in relation to international fares are monitored on a continuous basis,
and the Secretariat regularly attends and reports on certain of the tariff-negotiating meetings of
the International Air Transport Association. Studies on the fares and rates machinery and on tariff
rules and conditions are carried out as required. Further guidance for States is provided through
the convening of regional workshops for government officials covering a range of issues in the
economic regulation of air transport.
Following the convening of a World-wide Air Transport Colloquium in 1992 to explore the future
of international air transport regulation, a Study Group of Experts on Future Regulatory
Arrangements was established with a view to developing the basis for a fundamental and
broad-ranging review of regulatory arrangements by a further air transport conference.
AIR TRANSPORT PUBLICATIONS
The Organization develops guidance material and publishes studies on various aspects of air
transport. Normally the studies are prepared by the Secretariat and the guidance material
developed with the assistance of a panel or group of experts. The guidance material and studies
are usually reviewed by the Air Transport Committee, and issued under the direction of the
Council. In scope, the studies are broad and general, covering either the whole world-wide
membership of ICAO or large geographic regions. The manuals focus on specific subject areas
although in a world-wide context. The variety of subjects covered may be seen from the following
selected examples of major guidance material and studies published in the last 10 years:
!

International Air Passenger and Freight Transport - Africa (1984)

Airport Economics Manual (1991)

Manual on Route Air Navigation Facility Economics (1986)

Manual on Airport and Air Navigation Facility Tariffs (annual)

Regional Differences in Fares, Rates and Costs for International Air Transport (annual)

Survey of International Air Transport Fares and Rates (annual)

International Air Passenger and Freight Transport - Asia and Pacific (1986)

International Air Passenger and Freight Transport - Middle East (1989)

Economic Implications of Future Noise Restrictions on Subsonic Jet Aircraft (1989)

Guidance Material on the Regulation of Computer Reservation Systems (1989)

Guidance Material on the Avoidance or Resolution of Conflicts over the Application of

Competition Laws to International Air Transport (1989)

Investment Requirements for Aircraft Fleets and for Airport Facility Infrastructure to the

Year 2001 (1992)

!

Outlook for Air Transport for the Year 2010 (1992)

Policy and Guidance Material on the Regulation of International Air Transport (1992)

Starting with coverage of 1992, the Organization will issue a new annual publication, The
World of Civil Aviation, containing a comprehensive review of developments in the year
concerned and forecasts for the successive three years.

REGIONAL ACTIVITIES
In three regions, States have created autonomous regional civil aviation bodies which work in
close liaison with ICAO and, at their request, receive Secretariat assistance from ICAO. In Europe
31 States are members of the European Civil Aviation Conference (ECAC), formed in 1956; in
1969, the African Civil Aviation Commission (AFCAC) was created, membership in which is open
to all African States members of the Economic Commission for Africa (ECA) or the Organization
of African Unity (OAU). It currently has 39 members. The Latin American Civil Aviation
Commission (LACAC) was established in 1973, with membership open to States of South and
Central America and the Caribbean. There are presently 20 States members of LACAC.
These bodies consider the problems of international civil aviation, particularly in the air transport
field, from the point of view of their respective regions. Their common objectives are to promote
co-ordination and orderly development of air transport in their regions. It is the policy of ICAO to
give sympathetic consideration to requests for assistance in the establishment of regional
organizations of the same type in other regions of the world.
Air transport officers are stationed in all the ICAO Regional Offices. These officers provide
Secretariat services to the regional civil aviation bodies where these exist and provide assistance
to States and liaison between ICAO Headquarters and the States in each region on air transport
matters.

DEVELOPMENT OF WORLD SCHEDULED REVENUE TRAFFIC

Total Services 1984 - 1993
Tables from PIO 14/93 to be inserted and boxes drawn for layout
Text contained in Doc "Memo.wk1"

JOINT FINANCING OF CERTAIN AIR NAVIGATION SERVICES

Under the terms of the Convention on International Civil Aviation, each State undertakes to
provide air navigation facilities and services in its own territory. In addition, certain services and
facilities must be provided on the high seas and in regions where no one nation can be charged
with this responsibility. Furthermore, navigation aids are complex and costly and States
sometimes cannot afford to operate them or even to provide a sufficient number of technicians
to staff the installations. The Convention recognizes these difficulties and makes provision for
them. Chapter XV of the Convention lays down the basic principles for "joint support" action if a
State applies to ICAO for financial or technical aid or if the Council acts upon its own initiative to
remedy a situation which might impair the safe, regular, efficient and economical operation of
international air services. The Council's standing committee for studying these problems is the
Committee on Joint Support of Air Navigation Services.
At the present time there are two agreements in effect to provide air navigation facilities and
services to aircraft crossing the North Atlantic through joint financing. The nations that are parties
to the Agreements make payments based upon the use their own aircraft make of the services
and all aircraft crossing the North Atlantic pay a user charge for the services provided.
AIR NAVIGATION SERVICES: ICELAND AND GREENLAND
Neither Iceland nor Greenland is a normal stopping point for most transatlantic flights, yet the
location of these territories is such that they play an important part where information and services
for flights along these routes are concerned. Aircraft flying through the area require reliable
weather information and air traffic services. Requirements of air traffic control and meteorological
services give rise to the need for fixed telecommunications services in Iceland and Greenland as
part of the North Atlantic network and for communications with aircraft in flight.
Considering the fact that there are about 190 000 aircraft crossings per year of which Denmark
and Iceland have around only three per cent, it would be unjustified to place the whole burden of
the services on these two countries. As a result, joint financing arrangements* provide the funds
for Iceland and Denmark to operate the services.
*

Nations presently participating in both the Icelandic and Danish Joint Financing
arrangements are Belgium, Canada, Cuba, Czech Republic, Denmark, Finland, France,
Federal Republic of Germany, Greece, Iceland, Ireland, Italy, Japan, Kuwait, the Kingdom
of the Netherlands, Norway, the Russian Federation, Spain, Sweden, Switzerland, the the
United Kingdom and the United States of America.

The original arrangements were concluded in 1948 and 1949, both were revised in 1956 at
Geneva and amended in November 1982 at Montreal. The total costs amount to about U.S.$18
000 000 annually for the Icelandic and the Danish agreements. Under both agreements, 95 per
cent of the audited actual costs are jointly financed by the participating States in proportion to
aeronautical benefits derived, on the basis of civil aircraft crossings over the northern route of the
North Atlantic. User charges revenue accounts for about 80 per cent while about 20 per cent of
the costs involved is financed by assessments on the participating States.
The Icelandic agreement covers an area control centre, three meteorological stations and a
telecommunications network. The Danish agreement includes three meteorological stations, a
non-directional radio beacon and a telecommunications network in Greenland. Both agreements
also involve the lease of channels for exclusive aeronautical use by satellite linking Newfoundland,
Greenland, Iceland and Scotland. The system provides speech and duplex teletypewriter
channels between Europe and America and among other things enables air traffic controllers on
both sides of the Atlantic as well as in the ICAO jointly financed area control centre in Reykjavik
to speak directly to one another.

LEGAL MATTERS
The First Session of the ICAO Assembly in 1947 established a permanent Legal Committee to
advise on matters referred to it by the Council concerning the interpretation and amendment of
the Chicago Convention, to study and make recommendations on such other questions relating
to public international air law as may be referred to it by the Assembly or the Council and to study
problems of private law affecting international civil aviation. With respect to the last mentioned
function, the Legal Committee replaced the Comit International Technique d'Experts Juridiques
Ariens (CITEJA) which had been responsible for the development of a code of private
international air law since 1926. During the 45 years in which the Legal Committee has been
operating it has prepared drafts of 15 international instruments, the first of which was adopted by
the ICAO Assembly and the last 14 by diplomatic conferences.
The Geneva Convention of 1948 - This Convention deals with the international recognition of
rights in aircraft and is designed to secure recognition on an international basis of property and
other rights in aircraft so that, when an aircraft crosses a frontier, the interests of holders of such
rights will still be protected. Acceptance of the principles of the Convention is expected to
encourage investors to make financial assistance possible for the purchase of new aircraft.
The Rome Convention of 1952 - This deals with damage caused by foreign aircraft to third parties
on the surface. The economic aspects were considered by the Air Transport Committee and the
Council prior to acceptance by a diplomatic conference on private air law in Rome. The
Convention includes the principle of absolute liability of the aircraft operator for damage caused
to third parties on the surface but places a limitation on the amount of compensation. It also
provides for the compulsory recognition and execution of foreign judgements. A Diplomatic
Conference held in September 1978 at Montreal modified the Rome Convention by the Montreal
Protocol which simplified the Convention and adjusted the limits of liability.
The 1955 Protocol of Amendment to the Warsaw Convention of 1929 - The Legal Committee
inherited from CITEJA the task of revising this Convention which regulates the liability of the air
carrier to passengers and consignors and which limits the liability, except in cases of gross
negligence, to a maximum of 125 000 Poincarw gold francs (about U.S.$10 000) per person. As
a result of the Committee's revision, a Protocol of Amendment to this Convention was adopted by
a diplomatic conference at The Hague in 1955; among other things it doubles the existing limits
of liability.
The 1971 Protocol of Amendment to the Warsaw Convention of 1929 - As a result of further work
in ICAO on the revision of the Warsaw Convention, a diplomatic conference, held in Guatemala
City in 1971, adopted a far-reaching revision of those provisions of the Warsaw Convention of
1929, as amended by the Hague Protocol of 1955, which pertain to the liability of the air carrier
in respect of the international carriage by air of passengers and baggage. Among other things,
the Guatemala City Protocol provides for a regime of absolute liability of the air carrier; an
unbreakable limit of the carrier's liability in a maximum amount of 1 500 000 Poincarw gold francs
(U.S.$100 000) per person; a domestic system to sup-plement, subject to specified conditions, the
compensation payable to claimants under the Convention in respect of death or personal injury
of passengers; a settlement inducement clause; conferences for the purpose of reviewing the
passenger limit, and an additional jurisdiction for suits pertaining to passengers and baggage. The
Protocol will require thirty ratifications before it comes into force.

The 1975 Protocols of Amendment of the Warsaw System - The Diplomatic Conference held at
Montreal in 1975 adopted four Protocols for the amendment of the instruments of the System of
the Warsaw Convention. The sole purpose of Additional Protocols, Nos. 1, 2 and 3 of Montreal
is to introduce in the Warsaw Convention (1929) and that Convention as amended at The Hague
(1955) and Guatemala City (1971), respectively, the concept of Special Drawing Rights of the
International Monetary Fund to replace the "gold clause" expressed in Poincar gold francs;
however, the gold currency unit may be retained by States which are not members of the
International Monetary Fund and whose law does not permit the use of Special Drawing Rights.
The Montreal Protocol No. 4 amends the Warsaw Convention of 1929 as amended by The Hague
Protocol of 1955; the amendments refer to international carriage of postal items and to the
international carriage of cargo. The basic features of the Montreal Protocol No. 4 are:
simplification of the documents of carriage, introduction of strict liability of the carrier with limited
defences and expression of the amount of limit of liability in terms of Special Drawing Rights of
the International Monetary Fund. The Diplomatic Conference also adopted a Resolution calling
for consolidation of the instruments of the "Warsaw System" into a single Convention.
The Guadalajara Convention of 1961 - The Warsaw Convention does not contain particular rules
relating to international carriage by air performed by a person who is not a party to the agreement
for carriage. Accordingly, as a result of the work of the Legal Committee on this subject, a
diplomatic conference held at Guadalajara, Mexico, in 1961 adopted a convention, supplementary
to the Warsaw Convention, containing rules to apply in the circumstances mentioned.
The Tokyo Convention of 1963 - This Convention provides that the State of registration of an
aircraft is competent to exercise jurisdiction over offences and acts committed on board. Its object
is to ensure that offences, wherever committed, should not go unpunished. As certain acts
committed on board an aircraft may jeopardize the safety of the aircraft or persons or property
therein or may jeopardize good order and discipline on board, the aircraft commander and others
are empowered to prevent the commission of such acts and to disembark the person concerned.
In the case of an anticipated or actual unlawful and forcible seizure of an aircraft in flight by a
person on board, the States parties to the Convention are obliged to take all appropriate measures
to restore control of the aircraft to its lawful commander or to preserve his control of it.
Convention for the Suppression of Unlawful Seizure of Aircraft - As a result of the work of the
Legal Committee which had prepared a final draft Convention on Unlawful Seizure of Aircraft, a
diplomatic conference, convened in The Hague in December 1970, adopted a Convention for the
Suppression of Unlawful Seizure of Aircraft. The Convention defines the Act of Unlawful Seizure
of Aircraft, and the Contracting States have undertaken to make such offences punishable by
severe penalties. The Convention contains detailed provisions on the establishment of jurisdiction
by States over the offence, on the taking of the offender into custody and on the prosecution or
extradition of the offender. This Convention entered into force on 14 October 1971.
Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation - A diplomatic
conference, held in Montreal in September 1971, taking as its basis a draft convention prepared
by the Legal Committee, adopted a Convention for the Suppression of Unlawful Acts against the
Safety of Civil Aviation. The Convention is mainly concerned with acts other than those pertaining
to the unlawful seizure of aircraft. It defines a wide spectrum of unlawful acts against the safety
of civil aviation and the Contracting States have undertaken to make these offences punishable
by severe penalties. The Convention contains similar detailed provisions on jurisdiction, custody,
prosecution and extradition of the alleged offender as The Hague Convention of 1970. This

Convention entered into force on 26 January 1973.

Protocol Supplementary to the Montreal Convention of 1971 - This Protocol was adopted by a
diplomatic conference which met at Montreal in February 1988. It extends the definition of
"offence" given in the 1971 Convention to include certain specified acts of violence at airports
serving international civil aviation, if such acts endanger or are likely to endanger safety at such
airports. Contracting States have undertaken to make these offences punishable by severe
penalties. The Protocol also contains provisions on jurisdiction. It came into force on 6 August
1989.
The Convention on the Marking of Plastic Explosives for the Purpose of Detection - This
Convention was adopted by a Diplomatic Conference held in Montreal in 1991 and is aimed at
contributing to the prevention of unlawful acts involving the use of plastic explosives by obliging
parties to adopt appropriate measures to ensure that such explosives are marked so as to
facilitate their detection. Each Party is obliged to take necessary and effective measures to
prohibit and prevent the manufacture in its territory of unmarked plastic explosives; there is
likewise an obligation, with a limited exception, for each Party to take necessary and effective
measures to prohibit and prevent the movement into or out of its territory of unmarked plastic
explosives. There are provisions concerning control over the possession and transfer of
possession of such explosives, as well as their destruction or consumption within certain specified
time limits (these differ according to whether or not they are held by authorities of a State Party
performing military or police functions). A Technical Annex to the Convention describes the
explosives to be covered, the detection agents to be used and their manner of introduction into
the explosives. The Convention creates an International Explosives Technical Commission whose
function is to evaluate technical developments relating to the manufacture, marking and detection
of plastic explosives and to make recommendations for amendments to the Annex.
The 23rd Session of the Assembly approved a draft amendment (Article 83 bis) to the Chicago
Convention concerning lease, charter and interchange of aircraft in international operations. The
new article authorizes the transfer of certain functions and duties from the State of registry to the
State of the operator of the aircraft.
Another substantial amendment to the Chicago Convention was approved by the 25th Session
of the Assembly (Extraordinary). This Article 3 bis recognizes that every State must refrain from
resorting to the use of weapons against civil aircraft in flight and that in the case of interception
the lives of persons on board and the safety of aircraft must not be endangered. Furthermore,
each State must take appropriate measures to prohibit the deliberate misuse of any civil aircraft
registered in that State.
The 28th Session of the Legal Committee, which met in Montreal in early 1992, considered the
subjects: "Institutional and legal aspects of the future air navigation systems" and "Legal aspects
of the global air-ground communications" and adopted certain recommendations in this regard.
The current general work programme of the Legal Committee contains the following items:
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consideration, with regard a Global Navigation Satellite Systems (GNSS), of the

establishment of a legal framework;

action to expedite ratification of Montreal Protocols Nos. 3 and 4 of the "Warsaw System";

study of the instruments of the "Warsaw System";

liability rules which might be applicable to air traffic services providers as well as to other
potentially liable parties;

liability of air traffic control agencies; and

United Nations Convention on the Law of the Sea - implications, if any, for the application
of the Chicago Convention, its Annexes and other international air law instruments.

TECHNICAL CO-OPERATION
For over four decades the various international organizations of the United Nations family have
participated in a large-scale multinational effort to assist the technologically developing nations
of the world to strengthen their national economies, particularly through the development of
industry and agriculture, through the improvement of communications and transport, and through
the enhancement of health and education. These efforts are conducted under the regular
programmes of some of the organizations and under the United Nations Development Programme
(UNDP).
Under the UNDP, the execution of the planned programmes and projects is delegated to the
international organizations as Executing Agencies; in the case of aviation projects, ICAO serves
as the UNDP's Executing Agency. The degree of ICAO's participation is determined by the
individual requests submitted by the governments of developing countries, which are responsible
for deciding what portion of the total assistance made available to them by the UNDP should be
used for civil aviation; on the average, during the past four decades, about five per cent of the
total resources made available by the UNDP has been used for this purpose, although certain
countries have devoted a much larger proportion to aviation projects.
Developing countries are, on the whole, convinced of the benefits that can be derived from the
existence of a well established and well operated air transportation system but, with limited UNDP
funding, the need for development of the air transport sector must compete for priority with the
needs of other sectors of their national economies: education, health, agriculture, etc. Requests
for civil aviation assistance, therefore, vary widely from one country to another, being influenced
by such factors as the size and topography of the national territory including whether particularly
dependent on air transport by being land-locked or an island state, the degree of development of
the surface transportation and communications network, the amount and quality of the existing
technical workforce, the budgetary and other financial resources available to their civil aviation
services, and the importance of tourism as a sizeable source of national revenue. Developing
countries also take into account the fact that aviation, itself a service rather than a producing
industry, has a substantial impact on the development of business, on the acceleration of social
progress and on the interchange of scientific, technical and managerial knowledge which is basic
to the maturation of a technological civilization. Some developing countries having external
funding resources have directly entrusted funds to ICAO to carry out projects under Trust Funds
arrangements.
Over the five-year period from 1988 to 1992, the ICAO Technical Co-operation Programme was
worth nearly U.S.$250 million. In that time, about 1 350 experts were recruited for service in
developing countries, some 6 600 fellowships were awarded, U.S.$55 million in civil aviation
equipment and services were procured and the Civil Aviation Purchasing Service (CAPS)
purchased more than U.S.$24 million of equipment for countries throughout the developing world.
Civil aviation technical co-operation projects can be grouped, roughly, into four main categories:
1)

those aimed at promoting development of the countries' internal air transport system,
particularly where geography or lack of sufficient capital make the immediate provision of
an extensive highway or railroad network impractical;

2)

those aimed at promoting development of the countries' own international air service,
including assistance to the national air carrier;

3)

those aimed at strengthening the countries' technical infrastructure, to ensure the safe
conduct of air operations over the countries' territories; and

4)

those aimed at improving the technical administrative machinery of civil aviation

departments.

The ultimate decision as to what part aviation is to play in a nation's economy - and therefore what
part of that nation's over-all request for technical co-operation should be devoted to aviation - rests
of course with the government involved. However, in its normal contacts with the aviation
authorities of governments, ICAO can - and does - offer recommendations and advice; in
particular, governments are encouraged to plan each project in detail, and to look ahead to
continuing the assisted activity after the termination of the project.
CO-OPERATION IN TRAINING
In the area of training, ICAO's efforts have been devoted to providing assistance to national and
regional civil aviation training institutes, to give on-the-job training, and to provide training abroad,
to the nationals of the countries in the various specialized fields of aviation. Most of the assisted
civil aviation schools, which now exceed 60 in number, provide training and many of them have
developed to the point of providing refresher and advanced courses as well.
In many cases the schools and institutions which were developed with ICAO aid, in addition to
providing training to their own nationals, accept students from other countries. In this regard a
particular objective has been to ensure the existence of at least one regional training centre in
each of the four UNDP regions.
Following is a list of some of the major fields of civil aviation in which training has been provided:
Accident Investigation and Prevention
Aeronautical Communications and Navaids Maintenance
Aeronautical Communications Operations
Aeronautical Information Services
Aeronautical Meteorological Services
Aircraft Maintenance and Airworthiness
Airline Cabin and Support Services
Airport Engineering and Maintenance
Airport Rescue and Fire Fighting Services
Air Traffic Control and Search and Rescue Services
Air Transport
Aviation Medicine
Aviation Security
Civil Aviation Administration and Legislation
Flight Calibration
Flight Operations Services
Language Training
Management
Training Technology

EXPERT SERVICES AND OPERATIONAL FACILITIES

While much of the aid provided by ICAO in the form of expert services has been of an advisory
character, some projects have called for assistance of an operational nature, involving the actual
discharge of executive functions within the departments of civil aviation. Recently, there has been
a tendency for this aid to increase not only in amount but in variety, including the provision of
operational ground facilities such as radio communication and navigation aids. Here is a typical
list of current ICAO projects:
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development of a global training resource-sharing network which is designed to assist the

civil aviation training centres of the developing world to reach academic self-sufficiency;
establishment of training programmes for the development of skilled human resources in
the specialized fields of civil aviation;
assistance to airline management, route structure, tariffs and to airline maintenance;
establishment of the technical infrastructure required for civil aviation (site selection and
design of airstrips, rehabilitation of existing airports, design of communications and air
traffic control systems, etc.);
provision of air navigation and communication services;
establishment, organization and operation of Departments of Civil Aviation;
preparation of civil aviation development plans and civil aviation laws;
survey of civil aviation manpower and training needs;
investigating the possibilities for improvement of the economies of States by the further
development of civil aviation;
improvement of flight safety and regularity;
carrying out preliminary feasibility studies for the siting, establishment and extension of
international airports;
design of air terminal complexes;
design of a project for flight checking of navigation aids;
broad surveys of civil aviation requirements (in co-operation with leading institutions such
as the International Bank for Reconstruction and Development and the Asian Development
Bank);
development of an inter-governmental agency to operate air navigation services;
drafting of regulations and procedures for the certification of aircraft as airworthy, and for
the licensing of aeronautical personnel; and
establishment of remote communications switching centres.

As a result of the special nature of certain civil aviation problems that lend themselves to better
solutions on regional rather than purely national levels, a large part of ICAO's assistance has been
carried out in the form of regional or inter-regional projects.
ASSISTANCE OTHER THAN UNDP
Apart from technical co-operation financing, through the UNDP, ICAO has signed agreements with
certain governments that are able and willing to deposit funds with the Organization to finance
their additional technical co-operation requirements in the field of civil aviation. The programmes
developed under such Funds-in-Trust arrangements are approved by the respective governments
and implemented by ICAO. In addition, ICAO has signed co-operation agreements and
memoranda of understanding with several development banks and other external funding sources.
THE FUTURE

Other chapters of this publication have discussed the problems now confronting international civil
aviation. As the aeroplane becomes more and more widely used, as aviation technology
continues to develop and as new and more complex aircraft are introduced, the necessary air
navigation services and facilities, in their turn, become more demanding and the need for more
and better-trained technicians becomes more acute. Even more advanced countries have
problems meeting the increasing demands of modern aeroplanes.
Technical co-operation is an effective way of helping countries to face the difficulties mentioned
above, and particularly, to meet the increasing requirements for training technical personnel. As
evidence of this effectiveness, since the development programmes began over 40 years ago,
ICAO missions consisting of one or more technical experts have gone out to over 110 countries,
and ICAO fellowships have been awarded to nationals of more than 130 countries.
Training continues to be ICAO's principal activity in technical co-operation because it is recognized
that the development of human resources and institutions is the only way in which the developing
world can become self-reliant.

UNLAWFUL INTERFERENCE WITH INTERNATIONAL CIVIL AVIATION

Acts of sabotage, the threat or use of force against international civil aviation and the unlawful
seizure of aircraft were phenomena unforeseen when the Chicago Convention was being drafted.
To cope with these dangers, which have manifested themselves in the last three decades, ICAO
has become the major actor in developing aviation security programmes at the international level.
In March 1974 the Council adopted Annex 17 containing SARPs aimed at safeguarding
international civil aviation against acts of unlawful interference. Provisions were also included in
several other Annexes and PANS concerning measures and procedures to be implemented by
States.
With the full support of its 182 Contracting States, the Organization has formulated aviation
security policies and implemented relevant programmes. The ICAO Council, its Standing
Committee on Unlawful Interference created in 1969, the Air Navigation Commission, the Air
Transport Committee, the ICAO Legal Committees and Diplomatic Conferences convened by the
Council have all played a part in this process.
The Organization's aviation security programme is implemented mainly in the legal and technical
fields, complemented by technical co-operation projects.
The Tokyo Convention, the Hague Convention, the Montreal Convention and the Protocol
supplementary to the Montreal Convention, all prepared by ICAO, have been adopted and have
world-wide acceptance as the international instruments dealing directly with problems of aviation
security. A diplomatic conference held in Montreal in 1991 adopted the Convention on the
Marking of Explosives for Detectability.
The main objective of ICAO's technical aviation security programme is to assure the safety of
passengers, crew, ground personnel and members of the general public by first attempting to deny
offenders access to their primary target - the aircraft. The programme also contains contingency
measures to be applied in the event that acts of unlawful interference do occur.
Eight amendments have been issued to Annex 17 to date. Changes incorporated in the latest
amendment, which was adopted in September 1992, include the comprehensive security
screening of checked baggage, security control over cargo, courier and express parcels and mail,
variations to procedures relating to security programmes, pre-flight checks of international aircraft,
and measures relating to the incorporation of security considerations into airport design.
ICAO is currently studying the possibility of taking measures during the design and construction
of an aircraft to enhance its ability to withstand on-board explosions and to help guard against acts
of unlawful interference.
ICAO has been providing guidance material to States to assist with the implementation of security
measures, the primary document being the Security Manual for Safeguarding Civil Aviation
Against Acts of Unlawful Interference, distributed in Arabic, English, French, Russian and Spanish.
A comprehensive revision of the document resulted in the distribution of the Fourth Edition in
1991.
ICAO has also co-ordinated a series of seminars in aviation security, attended by experts from
airports, airlines and law enforcement agencies. Given the high priority currently being accorded

aviation security in the work programme of the Organization, the Council has approved for global
use, the development of the ICAO Training Programme for Aviation Security. This programme will
recognize the individual and diverse training needs of User States and will consist of fourteen
Standardized Training Packages (STPs) which will address all aspects of the discipline. The first
STP ) Basic Airport Security Personnel ) has been produced and is available to States.
A mechanism for financial, technical and material assistance to States with regard to aviation
security was launched in January 1990. The mechanism provides for assistance to States in
areas including:
a)
.
b)

advice to States, on request, on aviation security organization and techniques;

c)

co-ordination of an aviation security programme; and

d)

regional and sub-regional seminars and workshops.

international security surveys and assessments on a confidential basis, on request;

To implement this mechanism, the Aviation Security Branch created a separate section to deal
with requests by States seeking assistance in the field of aviation sercurity. Initial technical
evaluation surveys have been conducted in many of these States, and confidential reports have
been provided to governments identifying recommended actions for security enhancements. In
response to global deficiencies detected during these surveys, the Aviation Security Branch is
placing greater emphasis on follow-up activities, particularly training by way of subject-focused
workshops.
Through the voluntary bilateral assistance programme for aviation security, established in 1986,
many Contracting States have benefited from assistance provided by donor States.
As part of its technical co-operation activity, ICAO has fielded aviation security experts in several
States, and over 360 aviation security training fellowships have been awarded.
When proceeding with the planning for the implementation of the mechanism, care was taken to
ensure that efforts made were co-ordinated with other assistance initiatives, particularly bilateral
or multilateral assistance programmes from individual donor States and UNDP-funded
programmes co-ordinated by ICAO.

BUDGETS FOR ICAO

The minimum and maximum assessments to Contracting States, as determined by the Assembly,
are 0.06 per cent and 25.00 per cent, respectively. The total of these assessments plus
miscellaneous income is required to finance the Organization.
The net amounts to be contributed by States for ICAO annual budgets during the next triennium
(i.e. after deduction of staff assessments and miscellaneous income) are:
1993 U.S.$44 690 000
1994 U.S.$47 800 000
1995 U.S.$48 650 000
Administrative and operational services costs of ICAO Technical Co-operation are financed from
funds provided by the United Nations Development Programme and other extra-budgetary
programmes. Net expenditures are estimated at approximately U.S.$6 000 000 for 1993,
U.S.$6 738 000 for 1994 and U.S.$6 678 000 for 1995.

PUBLICATIONS
A wide variety of technical, economic and legal publications is produced by the International Civil
Aviation Organization. These publications include such items as Annexes to the Convention,
Procedures for Air Navigation Services, the ICAO Training Manual, Regional Air Navigation Plans,
Aircraft Accident Digests, a Lexicon of terms used in connexion with international civil aviation,
Digests of Statistics, Minutes and Documents of the Legal Committee, etc. A catalogue of these
publications is available free of charge upon request.
Public Information publications of the Organization, available free of charge upon request, include
this booklet, Facts about ICAO and brochures published from time to time. The ICAO Journal,
published ten times yearly in English, French and Spanish, and quarterly in Russian, is available
on a subscription basis.

REPRESENTATIVE BODIES OF ICAO

The Assembly: Composed of all the Contracting States.
The Council: Composed of 33 Contracting States elected by the Assembly. The Council elects
its own President.
The Air Navigation Commission: Composed of 15 members appointed by the Council from
nominations received from Contracting States.
The Air Transport Committee: Composed of members appointed by the Council from
representatives of Council Member States.
The Legal Committee: Established pursuant to Assembly Resolution A1-46 and open to
membership by all Contracting States.
The Committee on Joint Support of Air Navigation Services: Composed of not more than 11 nor
less than 9 members elected by the Council from representatives of Council Member States.
The Personnel Committee: Normally, composed of not more than 15 nor less than 13 members
elected by the Council from representatives of Council Member States.
The Finance Committee: Composed of not more than 16 nor less than 12 members elected by the
Council from representatives of Council Member States.
The Committee on Unlawful Interference: Normally, composed of 15 members elected by the
Council from representatives of Council Member States.
The Technical Co-operation Committee: Normally, composed of not more than 15 nor less than
13 members elected by the Council from representatives of Council Member States.

THE ICAO SECRETARIAT

Corresponding to each ICAO Committee and Division is a section of the ICAO Secretariat, made
up of staff members selected for technical competence in their respective fields, which supplies
technical and administrative aid to the governmental representatives who make up the ICAO
Council, committees and divisions. The Secretariat is headed by a Secretary General. It is
divided into five main divisions: the Air Navigation Bureau, the Air Transport Bureau, the Technical
Co-operation Bureau, the Legal Bureau, and the Bureau of Administration and Services.
In order that the work of the Secretariat shall reflect a truly international approach, senior
personnel are recruited on a broad geographical basis. In addition to the regular staff the services
of experts are obtained from time to time by loan or secondment from Contracting States while
clerical or secretarial employees are generally recruited locally in the areas where the Organization
has offices.

STRUCTURE OF ICAO SECRETARIAT

*** NOT AVAILABLE ***

For further information:

Public Information Office
International Civil Aviation Organization
999 University Street
Montreal, Quebec
Canada H3C 5H7