PWS 3.4.1_l_ICAO Annex 1-18.pdf

The Convention on International Civil Aviation

Annexes 1 to 18

International Civil Aviation Organization

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

Annex 7 Aircraft Nationality and Registration Marks

Annex 8 Airworthiness of Aircraft

Annex 9 Facilitation

Annex 10 Aeronautical Telecommunications

Annex 11 Air Traffic Services

Annex 12 Search and Rescue

Annex 13 Aircraft Accident and Incident Investigation

Annex 14 Aerodromes

Annex 15 Aeronautical Information Services

Annex 16 Environmental Protection

Annex 17 Security: Safeguarding International Civil Aviation Against Acts of Unlawful Interference

Annex 18 The Safe Transport of Dangerous Goods by Air

ANNEX 1

to the Convention on International Civil Aviation

Personnel Licensing

As long as air travel cannot do without pilots and other air and ground personnel, their competence, skills and training will remain the essential guarantee for efficient and safe operations. Adequate personnel training and licensing also instill confidence between States, leading to international recognition and acceptance of personnel qualifications and licences and greater trust in aviation on the part of the traveller.

Standards and Recommended Practices for the licensing of flight crew members (pilots, flight engineers and flight navigators), air traffic controllers, aeronautical station operators, maintenance technicians and flight dispatchers , are provided by Annex 1 to the Convention on International Civil Aviation. Related training manuals provide guidance to States for the scope and depth of training curricula which will ensure that the confidence in safe air navigation, as intended by the Convention and Annex 1, is maintained. These training manuals also provide guidance for the training of other aviation personnel such as aerodrome emergency crews, flight operations officers, radio operators and individuals involved in other related disciplines.

Today's aircraft operations are so diverse and complex that protection must be provided against the possibility, however remote, of total system breakdown due to either human error or failure of a system component.

The human being is the vital link in the chain of aircraft operations but is also by nature the most flexible and variable.

Proper training is necessary so as to minimize human error and provide able, skilful, proficient and competent personnel.

Annex 1 and ICAO training manuals describe the skills necessary to build proficiency at various jobs, thereby contributing to occupational competency. The medical standards of the Annex, in requiring periodic health examinations, serve as an early warning for possible incapacitating medical conditions and contribute to the general health of flight crews and controllers.

The Human Factors programme addresses known human capabilities and limitations, providing States with basic information on this vital subject as well as the material necessary to design proper training programmes. ICAO's objective is to improve safety in aviation by making States more aware of, and responsive to, the importance of human factors in civil aviation operations.

Licensing is the act of authorizing defined activities which should otherwise be prohibited due to the potentially serious results of such activities being performed improperly. An applicant for a licence must meet certain stated requirements proportional to the complexities of the task to be performed. The licensing examination serves as a regular test of physical fitness and performance ensuring independent control. As such, training and licensing together are critical for the achievement of overall competency.

One of ICAO’s main tasks in the field of personnel licensing is to foster the resolution of differences in licensing requirements and to ensure that international licensing standards are kept in line with current practices and probable future developments. This is ever more crucial as the flight crew will be exposed to increasing traffic density and airspace congestion, highly complicated terminal area patterns and more sophisticated equipment. To accomplish this task, Annex I is regularly amended to reflect the rapidly changing environment.

ANNEX 2

International Civil Aviation

Rules of the Air

Air travel must be safe and efficient; this requires, among other things, a set of internationally agreed rules of the air.

The rules developed by ICAO - which consist of general rules, visual flight rules and instrument flight rules contained in Annex 2 - apply without exception over the high seas, and over national territories to the extent that they do not conflict with the rules of the State being overflown. The pilot-in-command of an aircraft is responsible for compliance with the rules of the air.

An aircraft must be flown in accordance with the general rules and either the visual flight rules (VFR) or the instrument flight rules (IFR). Flight in accordance with visual flight rules is permitted if a flight crew is able to remain clear of clouds by a distance of at least 1 500 m horizontally and at least 300 m (1 000 ft) vertically and to maintain a forward visibility of at least 8 km. For flights in some portions of the airspace and at low altitudes, and for helicopters, the requirements are less stringent. An aircraft cannot be flown under VFR at night or above 6 100 m (20 000 ft) except by special permission. Balloons are classified as aircraft, but unmanned free balloons can be flown only under specified conditions detailed in the Annex.

Instrument flight rules must be complied with in weather conditions other than those mentioned above. A State may also require that they be applied in designated airspaces regardless of weather conditions, or a pilot may choose to apply them even if the weather is good.

Most airliners fly under IFR at all times. Depending upon the type of airspace, these aircraft are provided with air traffic control service, air traffic advisory service or flight information service regardless of weather conditions. To fly under IFR, an aircraft must be equipped with suitable instruments and navigation equipment appropriate to the route to be flown. When operating under air traffic control the aircraft must maintain precisely the route and altitude that have been assigned to it and keep air traffic control informed about its position.

A flight plan must be filed with air traffic services units for all flights that will cross international borders, and for most other flights that are engaged in commercial operations. The flight plan provides information on the aircraft's identity and equipment, the point and time of departure, the route and altitude to be flown, the destination and estimated time of arrival, and the alternate airport to be used should landing at destination be impossible. The flight plan must also specify whether the flight will be carried out under visual or instrument flight rules.

Regardless of the type of flight plan, the pilots are responsible for avoiding collisions when in visual flight conditions, in accordance with the principle of see-and-avoid. However, flights operating under IFR are either kept separated by air traffic control units or provided with collision hazard information.

Right-of-way rules in the air are similar to those on the surface, but, as aircraft operate in three dimensions, some additional rules are required. When two aircraft are converging at approximately the same level, the aircraft on the right has the right of way except that aeroplanes must give way to airships, gliders and balloons, and to aircraft which are towing objects. An aircraft which is being overtaken has the right of way and the overtaking aircraft must remain clear by altering heading to the right. When two aircraft are approaching each other head on they must both alter heading to the right.

As interceptions of civil aircraft are, in all cases, potentially hazardous, the Council of ICAO has formulated special recommendations in Annex 2 which States are urged to implement through appropriate regulatory and administrative action. These special recommendations are contained in Attachment A to the Annex

All these rules, when complied with by all concerned, help make for safe and efficient flight.

ANNEX 3

International Civil Aviation

Meteorological Service for International Air Navigation

Pilots need to be informed about meteorological conditions along the routes to be flown and at their destination aerodromes.

The object of the meteorological service outlined in Annex 3 is to contribute to the safety, efficiency and regularity of air navigation. This is achieved by providing necessary meteorological information to operators, flight crew members, air traffic services units, search and rescue units, airport management and others concerned with aviation. Close liaison is essential between those supplying meteorological information and those using it.

At international aerodromes the meteorological information is normally supplied to aeronautical users by a meteorological office. Suitable telecommunications facilities are made available by States to permit those aerodrome meteorological offices to supply information to air traffic services and search and rescue services. Telecommunications between the meteorological office and control towers or approach control offices should be such that the required points may normally be contacted within 15 seconds.

Aerodrome reports and forecasts are required by aeronautical users to carry out their functions. Aerodrome reports include surface wind, visibility, runway visual range, present weather, cloud, air and dew-point temperature and atmospheric pressure, and are issued either half-hourly or hourly. These reports are complemented by special reports whenever any parameter changes beyond pre-fixed limits of operational significance. Aerodrome forecasts include surface wind, visibility, weather, cloud and temperature, and are issued every three or six hours for a validity period of 9 to 24 hours. Aerodrome forecasts are kept under continuous review and amended by the meteorological office concerned, as necessary.

Landing forecasts are prepared for some international aerodromes to meet requirements of landing aircraft. They are appended to the aerodrome reports and have a validity of two hours. Landing forecasts contain expected conditions over the runway complex in regard to surface wind, visibility, weather and cloud.

To assist pilots with their flight planning, most States provide meteorological briefings which are increasingly carried out using automated systems. Briefings comprise details of en-route weather, upper winds and upper-air temperatures, often given in the form of meteorological charts, warnings related to hazardous phenomena en-route, and reports and forecasts for the destination aerodrome and its alternates.

To provide aircraft in flight with information about significant changes in weather, meteorological watch offices are maintained. They prepare warnings of hazardous weather conditions, including thunderstorms, tropical cyclones, severe squall lines, heavy hail, severe turbulence, severe icing, mountain waves, sandstorms, duststorms and volcanic ash clouds. Moreover, these offices issue aerodrome warnings of meteorological conditions that could adversely affect aircraft or facilities on the ground: for example, warnings of expected snowstorms. They also issue warnings for wind shear for the climb-out and approach paths. Furthermore, aircraft in flight are required to report severe weather phenomena encountered en route. These reports are disseminated by the air traffic services units to all aircraft concerned.

On most international routes routine observations are made by aircraft of upper winds and temperatures. They are transmitted by aircraft in flight to provide observational data that can be used in the development of forecasts. These aircraft observations of winds and temperatures are being automated using the air-ground data link communications.

As far as route forecasts are concerned, all flights require advance and accurate meteorological information so as to chart a course that will permit them to make use of the most favourable winds and conserve fuel. With rising fuel costs, this has become increasingly important. Therefore, ICAO has implemented the World Area Forecast System (WAFS). The purpose of this system is to provide States and aviation users with standardized and high-quality forecasts on upper-air temperature, humidity and winds and on significant weather. The WAFS is based on two world area forecast centres which use the most up-to-date computers and satellite telecommunications (ISCS and SADIS) to prepare and disseminate global forecasts in digital form directly to States and users.

During the past few years a number of incidents have occurred due to aircraft encounters with volcanic ash clouds following volcanic eruptions. In order to provide for the observation and reporting of volcanic ash clouds and the issuance of warnings to pilots and airlines, ICAO, with the assistance of other international organizations, has established an international airways volcano watch (IAVW). The corner stones of the IAVW are nine volcanic ash advisory centres which issue advisory information on volcanic ash globally, both to aviation users and meteorological offices concerned.

Automated observing systems are becoming increasingly useful at aerodromes and currently are considered to meet the aeronautical requirements as far as the observation of the surface wind, visibility, runway visual range and height of the cloud base, air and dew-point temperature and atmospheric pressure are concerned. In view of the improved performance of fully automated systems, they may now be used, without any human intervention, during non-operational hours of the aerodrome.

ANNEX 4

International Civil Aviation

Aeronautical Charts

The world of aviation, which by its very nature knows no geographical or political boundaries, requires maps that are unlike those used in ground transportation. For the safe performance of air operations it is essential that a current, comprehensive and authoritative source of navigation information be made available at all times, and aeronautical charts provide a convenient medium for supplying this information in a manageable, condensed and coordinated manner. It is often said that a picture is worth a thousand words, however, today’s often complex aeronautical charts may be worth much more. Aeronautical charts not only provide the two dimensional information common in most maps, but also often portray three dimensional air traffic service systems. Almost all ICAO States produce aeronautical charts and most segments of aviation make reference to them for planning, air traffic control and navigation purposes. Without the global standardization of aeronautical charts it would be difficult for pilots and other chart users to effectively find and interpret important navigation information. The safe and efficient flow of air traffic is facilitated by aeronautical charts drawn to accepted ICAO Standards.

The Standards, Recommended Practices and explanatory notes contained in Annex 4 define the obligations of States to make available certain ICAO aeronautical chart types, and specify chart coverage, format, identification and content including standardized symbology and colour use. The goal is to satisfy the need for uniformity and consistency in the provision of aeronautical charts that contain appropriate information of a defined quality. When a published aeronautical chart contains “ICAO” in its title, this indicates that the chart producer has conformed to both general Annex 4 Standards and those pertaining to a particular ICAO chart type.

The ICAO Council first adopted the original Standards and Recommended Practices in 1948. Annex 4 has its origins in “Annex J - Aeronautical Maps and Charts” of the Draft Technical Annexes adopted by the International Civil Aviation Conference in Chicago in 1944. Since the adoption of the first edition which provided specifications for seven ICAO chart types, there have been fifty-three amendments to update the Annex to accommodate the rapid advances in air navigation and cartographic technology. The ICAO series of aeronautical charts now consists of twenty-one types, each intended to serve specialized purposes. They range from detailed charts for individual aerodromes/heliports to small-scale charts for flight planning purposes and include electronic aeronautical charts for cockpit display.

There are three series of charts available for planning and visual navigation, each with a different scale. The Aeronautical Navigation Chart — ICAO Small Scale charts cover the largest area for a given amount of paper; they provide a general purpose chart series suitable for long-range flight planning. The World Aeronautical Chart — ICAO 1 : 1 000 000 charts provide complete world coverage with uniform presentation of data at a constant scale, and are used in the production of other charts. The Aeronautical Chart — ICAO 1:500 000 series supplies more detail and provides a suitable medium for pilot and navigation training. This series is most suitable for use by low-speed, short- or medium-range aircraft operating at low and intermediate altitudes.

The vast majority of scheduled flights take place along routes defined by radio and electronic navigation systems that make visual reference to the ground unnecessary. This type of navigation is conducted under instrument flight rules and the flight is required to comply with air traffic control services procedures.The Enroute Chart — ICAO portrays the air traffic service system, radio navigation aids and other aeronautical information essential to en-route navigation under instrument flight rules. It is designed for easy handling in the crowded space of an aircraft flight deck, and the presentation of information is such that it can easily be read in varying conditions of natural and artificial light. Where flights cross extensive oceanic and sparsely settled areas, the Plotting Chart — ICAO provides a means of maintaining a continuous flight record of aircraft position and is sometimes produced to complement the more complex enroute charts.

As a flight approaches its destination, more detail is required about the area around the aerodrome of intended landing.

The Area Chart — ICAO provides pilots with information to facilitate the transition from en-route phase to final approach phase, as well as from take-off to en-route phases of the flight. The charts are designed to enable pilots to comply with departure and arrival procedures and holding pattern procedures, all of which are coordinated with the information on the instrument approach charts. Frequently, air traffic services routes or position reporting requirements are different for arrivals and for departures and these cannot be shown with sufficient clarity on the area chart. Under these conditions a separate Standard Departure Chart — Instrument (SID) — ICAO and Standard Arrival Chart — Instrument (STAR) — ICAO are produced. The area chart may also be supplemented by a Radar Minimum Altitude Chart — ICAO which is designed to provide the information to enable flight crews to monitor and cross-check altitudes assigned while under radar control.

The Instrument Approach Chart — ICAO provides the pilot with a graphic presentation of instrument approach procedures, and missed approach procedures to be followed should the crew be unable to carry out a landing. This chart type contains a plan and profile view of the approach with full details of associated radio navigation aids and necessary aerodrome and topographical information. When a visual-type approach is flown, the pilot may refer to a Visual Approach Chart — ICAO which illustrates the basic aerodrome layout and surrounding features easily recognizable from the air. As well as providing orientation, these charts are designed to highlight potential dangers such as obstacles, high terrain and areas of hazardous airspace.

The Aerodrome/Heliport Chart — ICAO provides an illustration of the aerodrome or heliport which allows the pilot to recognize significant features, rapidly clear the runway or heliport touchdown area after landing and follow taxiing instructions. The charts show aerodrome/heliport movement areas, visual indicator locations, taxiing guidance aids, aerodrome/heliport lighting, hangars, terminal buildings and aircraft/heliport stands, various reference points required for the setting and checking of navigation systems and operational information such as pavement strengths and radio communication facility frequencies. At large aerodromes where all the aircraft taxiing and parking information cannot be clearly shown on the Aerodrome/Heliport Chart — ICAO, details are provided by the supplementary Aerodrome Ground Movement Chart — ICAO and the Aircraft Parking/Docking Chart — ICAO.

The heights of obstacles around airports are of critical importance to aircraft operations. Information about these are given in detail on the Aerodrome Obstacle Charts — ICAO, Types A, B, and C. These charts are intended to assist aircraft operators in making the complex take-off mass, distance and performance calculations required, including those covering emergency situations such as engine failure during takeoff. Aerodrome obstacle charts show the runways in plan and profile, take-off flight path areas and the distances available for take-off run and accelerate-stop, taking obstacles into account; this data is provided for each runway which has significant obstacles in the take-off area. The detailed topographical information provided by some aerodrome obstacle charts includes coverage of areas as far as 45 km away from the aerodrome itself.

Recent developments associated with “glass cockpit technologies”, the availability and exchange of electronic aeronautical information, and the increased implementation of navigation systems with high positional accuracies and continuous position fixing, have created an environment well suited to the rapid development of viable electronic charts for display in the cockpit. A fully developed electronic aeronautical chart display has the potential for functionality that extends well beyond paper charts and could offer significant benefits such as continuous plotting of the aircraft’s position and customization of the chart display depending on the phase of flight and other operational considerations.

Annex 4, Chapter 20 Electronic Aeronautical Chart Display — ICAO provides basic requirements aimed at standardizing electronic aeronautical chart displays while not unduly limiting the development of this new cartographic technology.

Annex 4 provisions have evolved considerably from the seven original ICAO chart types adopted in 1948. To ensure that aeronautical charts meet the technological and other requirements of modern aviation operations, ICAO is constantly monitoring, improving and updating aeronautical chart specifications.

ANNEX 5

International Civil Aviation

Units of Measurement to be Used in Air and Ground Operations

The question of the units of measurement to be used in international civil aviation goes back as far as the origin of ICAO itself. At the International Civil Aviation Conference held at Chicago in 1944, the importance of a common system of measurements was realized and a resolution was adopted calling on States to make use of the metric system as the primary international standard.

A special committee was established to look into the question and as a result the First Assembly of ICAO in 1947 adopted a resolution (A1-35) recommending a system of units to be issued as an ICAO Standard as soon as possible.

Stemming from this resolution, the first edition of Annex 5 was adopted in 1948. This contained an ICAO table of units based essentially on the metric system, but it also contained four additional interim tables of units for use by those States unable to use the primary table. It was evident from the beginning that the achievement of standardization in units of measurement would not be easy, and Annex 5 was initially applicable only to those units used in communications between aircraft and ground stations.

Many attempts to improve the level of standardization were made in the following years and a number of amendments to Annex 5 were introduced. By 1961 the number of tables of units in the Annex had been reduced to two, which remained until Amendment 13 was adopted in March 1979. Amendment 13 extended considerably the scope of ICAO's role in standardizing units of measurements to cover all aspects of air and ground operations and not just air-ground communications. It also introduced the International System of Units, known as SI from the "Système International d’Unités", as the basic standardized system to be used in civil aviation.

In addition to the SI units the amendment recognized a number of non-SI units which may be used permanently in conjunction with SI units in aviation. These include the litre, the degree Celsius, the degree for measuring plane angle, etc. The amendment also recognized, as do the relevant ICAO Assembly Resolutions, that there are some non-SI units which have a special place in aviation and which will have to be retained, at least temporarily. These are the nautical mile and the knot, as well as the foot when it is used in the measurement of altitude, elevation or height only. Some practical problems arise in the termination of the use of these units and it has not yet been possible to fix a termination date.

Amendment 13 to Annex 5 represented a major step forward in the difficult process of standardizing units of measurement in international civil aviation. Although complete standardization is still some time away, the foundation has been laid for resolving a problem which has been recognized by ICAO since its inception. With this amendment a very large degree of standardization has been achieved between civil aviation and other scientific and engineering communities.

Amendments 14 and 15 to Annex 5 introduced a new definition of the metre, and references to temporary non-SI units were deleted.

ANNEX 6

International Civil Aviation

Operation of Aircraft (Parts I, II and III)

The essence of Annex 6, simply put, is that the operation of aircraft engaged in international air transport must be as standardized as possible to ensure the highest levels of safety and efficiency.

In 1948 the Council first adopted Standards and Recommended Practices for the operation of aircraft engaged in international commercial air transport. They were based on recommendations of States attending the first session of the Operations Divisional Meeting held in 1946, and are the basis of Part I of Annex 6.

In order to keep pace with a new and vital industry, the original provisions have been and are being constantly reviewed. For instance, a second part to Annex 6, dealing exclusively with international general aviation, became applicable in September 1969. Similarly, a third part to Annex 6, dealing with all international helicopter operations, became applicable in November 1986. Part III originally addressed only helicopter flight recorders, but an amendment completing the coverage of helicopter operations in the same comprehensive manner as aeroplane operations covered in Parts I and II was adopted for applicability in November 1990.

It would be impractical to provide one international set of operational rules and regulations for the wide variety of aircraft which exist today. Aircraft range from commercial airliners to the one-seat glider, all of which cross national boundaries into adjacent States.

In the course of a single operation, a long-range jet may fly over many international borders. Each aircraft has unique handling characteristics relative to its type and, under varying environmental conditions, may have specific operational limitations. The very international nature of commercial aviation, and of general aviation to a lesser degree, requires pilots and operators to conform to a wide variety of national rules and regulations.

The purpose of Annex 6 is to contribute to the safety of international air navigation by providing criteria for safe operating practices, and to contribute to the efficiency and regularity of international air navigation by encouraging ICAO's Contracting States to facilitate the passage over their territories of commercial aircraft belonging to other countries that operate in conformity with these criteria.

ICAO Standards do not preclude the development of national standards which may be more stringent than those contained in the Annex. In all phases of aircraft operations, minimum standards are the most acceptable compromise as they make commercial and general aviation viable without prejudicing safety. The Standards accepted by all Contracting States cover such areas as aircraft operations, performance, communications and navigation equipment, maintenance, flight documents, responsibilities of flight personnel and the security of the aircraft.

The advent of the turbine engine and associated high performance aircraft designs necessitated a new approach to civil aircraft operation. Aircraft performance criteria, flight instruments, navigation equipment and many other operational aspects required new techniques, and they in turn created the need for international regulations to provide for safety and efficiency.

The introduction of high-speed, long- and short-range aircraft, for example, created problems associated with endurance at relatively low altitudes, where fuel consumption becomes a major factor. The fuel policies of many of the international civil aviation carriers are required to take into account the need for possible diversions to an alternate aerodrome when adverse weather is forecast at the intended destination.

Clearly defined International Standards and Recommended Practices exist in respect of operating minima based on the aircraft and the environmental factors found at each aerodrome. Subject to the State of the Operator's approval, the aircraft operator has to take into account the type of aeroplane or helicopter, the degree of sophistication of equipment carried on the aircraft, the characteristics of the approach and runway aids and the operating skill of the crew in carrying out procedures involved in operations in all weather conditions.

Another development has been the introduction of provisions (generally referred to as ETOPS) to ensure safe operations by twin-engined aeroplanes operating over extended ranges, often over water. This type of operation has arisen because of the attractive economics of the large twin-engined aeroplanes now available.

The human factor is an essential component for the safe and efficient conduct of aircraft operations. Annex 6 spells out the responsibilities of States in supervising their operators, particularly in respect of flight crew. The main provision requires the establishment of a method of supervising flight operations to ensure a continuing level of safety. It calls for the provision of an operations manual for each aircraft type, and places the onus on each operator to ensure that all operations personnel are properly instructed in their duties and responsibilities, and in the relationship of such duties to the airline operation as a whole.

The pilot-in-command has the final responsibility to make sure that flight preparation is complete and conforms to all requirements, and is required to certify flight preparation forms when satisfied that the aircraft is airworthy, and that other criteria are met in respect to instruments, maintenance, mass and load distribution (and the securing of the loads), and operating limitations of the aircraft.

Another important aspect covered in Annex 6 is the requirement for operators to establish rules limiting the flight time and flight duty periods for flight crew members. The same Standard also calls for the operator to provide adequate rest periods so that fatigue occurring either on a flight, or successive flights over a period of time, does not endanger the safety of a flight. An alert flight crew must be capable of dealing not only with any technical emergencies but with other crew members and must react correctly and efficiently in case of an evacuation of the aircraft. Rules such as this must be included in the operations manual.

Critical to safe aircraft operations is the knowledge of the operating limits of each particular type of aircraft. The Annexsets out minimum performance operating limitations, with respect to aircraft in use today. These Standards take into account a significant number of factors which can affect the performance of a wide range of aircraft: mass of the aircraft, elevation, temperature, weather conditions and runway conditions, and include take-off and landing speeds under conditions which involve the failure of one or more power-units.

A detailed example is included in Attachment C to Annex 6, Part I, in which a level of performance has been calculated and found to apply over a wide range of aeroplane characteristics and atmospheric conditions.

ICAO is actively engaged in efforts to foresee the requirements of future operations such as the recent acceptance of a new set of procedures which revise the obstacle clearance requirements and instrument approach procedures for all categories of international civil commercial aviation.

Hijacking of civil aircraft has placed an additional burden on the pilot-in command. The various safety precautions that such acts necessitate, in addition to precautions of a purely technical nature, have been studied by ICAO and made to cover as many emergency situations as possible.

Part II of Annex 6 deals with aeroplanes in international general aviation. International commercial in transport operations and general aviation operations in helicopters is covered in Part III. Some international general aviation operations may be performed by crews less experienced and less skilled than commercial civil aviation personnel. eEquipment installed in some general aviation aircraft may not meet the same standard as in commercial in transport aircraft, and general aviation operations are subject to less rigorous standards and conducted with a greater degree of freedom than is found in commercial air transport operations.

Because of this, ICAO recognizes that international general aviation pilots and their passengers may not necessarily enjoy the same level of safety as the farepaying passenger in commercial air transport. Part II of the Annex, however, was designed specifically to ensure an acceptable level of safety to third parties (persons on the ground and persons in the air in other aircraft). Thus, operations involving commercial and general aviation aircraft in a common environment are required to adhere to the minimum safety standards.

ANNEX 7

International Civil Aviation

Aircraft Nationality and Registration Marks

How are aircraft classified and identified, and how can you tell aircraft nationality?

These are but two of the questions answered in the briefest ICAO Annex, which deals with aircraft nationality and registration marks, and, in a separate table, classifies aircraft by how they maintain sustained flight in the air.

The Annex is based on Articles 17 to 20 of the Chicago Convention. The ICAO Council adopted the first Standards concerning this issue in February 1949, based on recommendations from the first and second sessions of the Airworthiness Division, held in 1946 and 1947 respectively. Since then only four amendments have been made to the Annex. The latest edition is the fifth one, issued in 2003.

The first amendment introduced the definition of a "rotorcraft", and modified requirements related to the location of nationality and registration marks on wings. The second amendment redefined the word "aircraft", the use of which became effective in 1968; it also implemented a decision that all air-cushion-type vehicles, such as hovercraft and other ground-effect machines, should not be classified as aircraft.

Since Article 77 of the Convention permits joint operating organizations, Amendment 3 was introduced to define "Common Mark", "Common Mark Registering Authority" and "International Operating Agency", to enable aircraft of international operating agencies to be registered on other than a national basis. The determining principle of the related provisions is that each international operating agency must be assigned a distinctive common mark by ICAO, this being selected from a series of symbols included in the radio call signs allocated by the International Telecommunication Union (ITU).

The fourth amendment, adopted in 1981, introduces provisions related to registration and nationality marks for unmanned free balloons.

The fifth amendment, adopted in 2003, introduces a new requirement for the Certificate of Registration to carry an English translation if issued in a language other than English.

The Annex sets out procedures for selection by ICAO Contracting States of nationality marks from the nationality symbols included in the radio call signs allocated to the States of Registry by the ITU.

It sets standards for the use of letters, numbers and other graphic symbols to be used in the nationality and registration marks, and spells out where these characters will be located on different types of airborne vehicles, such as lighter-than-air aircraft and heavier-than-air aircraft.

This Annex also calls for the registration of the aircraft, and provides a sample of this certificate for use by ICAO Contracting States. This certificate must be carried in the aircraft at all times, and an identification plate, bearing at least the aircraft's nationality, or common mark and registration mark, must be affixed in a prominent position to the main entrance.

Years of considerable effort permit the classification of aircraft to be as simple as possible, and yet encompass as many types of flying machines as the human mind can devise.

ANNEX 8

International Civil Aviation

Airworthiness of Aircraft

In the interest of safety, an aircraft must be designed, constructed and operated in compliance with the appropriate airworthiness requirements of the State of Registry of the aircraft. Consequently, the aircraft is issued with a Certificate of Airworthiness declaring that the aircraft is fit to fly.

To facilitate the import and export of aircraft, as well as the exchange of aircraft for lease, charter or interchange, and to facilitate operations of aircraft in international air navigation, Article 33 of the Convention on International Civil Aviation places the burden on the State of Registry to recognize and render valid an airworthiness certificate issued by another Contracting State, subject to the condition that the airworthiness requirements under which such a certificate is issued or rendered valid are equal to or above the minimum standards which may be established by ICAO from time to time pursuant to the Convention. These minimum standards are contained in Annex 8, the first edition of which was adopted by the Council on 1 March 1949.

Annex 8 includes broad standards which define, for application by the national airworthiness authorities, the minimum basis for the recognition by States of Certificates of Airworthiness for the purpose of flight of aircraft of other States into and over their territories, thereby achieving, among other things, protection of other aircraft, third parties and property. It is recognized that ICAO Standards would not replace national regulations and that national codes of airworthiness containing the full scope and extent of detail considered necessary by individual States would be required as the basis for the certification of individual aircraft. Each State is free to develop its own comprehensive and detailed code of airworthiness or to select, adopt or accept a comprehensive and detailed code established by another Contracting State. The level of airworthiness required to be maintained by a national code is indicated by the broad standards of Annex 8 supplemented, where necessary, by guidance material provided in ICAO's Airworthiness Technical Manual (Doc 9760).

Annex 8 is divided into four parts. Part I includes definitions; Part II deals with procedures for certification and continuing airworthiness of aircraft; Part III includes technical requirements for the certification of new large aeroplane designs; Part IV deals with helicopters.

One of the supporting clauses in the definitions used in the Annex defines the environment in which an aircraft is expected to perform as "anticipated operating conditions". These are conditions which are known from experience or which can be reasonably envisaged to occur during the operational life of the aircraft, taking into account the operations for which the aircraft is made eligible. They also include conditions relative to the weather, terrain surrounding the aerodromes from which the aircraft is expected to operate, functioning of the aircraft, efficiency of personnel and other factors affecting safety in flight. Anticipated operating conditions do not include those extremes which can be effectively avoided by operating procedures and those extremes which occur so infrequently that higher levels of airworthiness to meet them would render aircraft operations impracticable.

Under the provisions related to continuing airworthiness of aircraft, the State of Registry must inform the State of Design when it first enters in its register an aircraft of the type certified by the latter. This is to enable the State of Design to transmit to the State of Registry any generally applicable information it has found necessary for the continuing airworthiness and for the safe operation of the aircraft. The State of Registry must also transmit to the State of Design all continuing airworthiness information originated by it for transmission, as necessary, to other Contracting States known to have on their registers the same type of aircraft.

To assist States in establishing contact with appropriate national airworthiness authorities, necessary information has been provided in an ICAO circular (Circ 95) which is available on the ICAO-Net.

The technical standards dealing with certification of aeroplanes are limited at present to multi-engined aeroplanes of over 5 700 kg maximum certificated takeoff mass. These standards include requirements related to performance, flying qualities, structural design and construction, engine and propeller design and installation, systems and equipment design and installation, and operating limitations including procedures and general information to be provided in the aeroplane flight manual, crashworthiness of aircraft and cabin safety, operating environment and human factors and security in aircraft design.

The performance standards require that the aeroplane shall be capable of accomplishing the minimum performance specified in the Annex at all phases of flight, in the event that the critical power-unit has failed and the remaining power-units are operated within their take-off power limitations, be capable of safely continuing or abandoning its take-off. After the initial take-off phase, the aeroplane must be capable of continuing climb up to a height at which the aeroplane can continue safe flight and landing, while the remaining power-units are operating within their continuous power limitations.

The aeroplane must be controllable and stable under all anticipated operating conditions without exceptional skill, alertness or strength on the part of the pilot, even in the event of failure of any power-unit. Furthermore, the stall characteristics of the aeroplane must be such as to give the pilot clear warning, and it should be possible for the pilot to maintain full control of the aeroplane without altering engine power.

Requirements for detailed design and construction provide for a reasonable assurance that all aeroplane parts will function reliably and effectively. Functioning of all moving parts essential to safe operation must be demonstrated by suitable tests, and all materials used must conform to approved specifications. Methods of fabrication and assembly must produce a consistently sound structure which must be protected against deterioration or loss of strength due to weathering, corrosion, abrasion or other causes, which could pass unnoticed. Means must be provided which will automatically prevent emergencies or enable the crew to deal with them effectively, and design should minimize the possibility of in-flight fires, cabin depressurization and toxic gases in the aeroplane and the aircraft against lightning and static electricity.

Special consideration is given to requirements dealing with design features which affect the ability of the flight crew to maintain controlled flight. The layout of the flight crew compartment must be such as to minimize the possibility of incorrect operation of controls due to confusion, fatigue or interference. It should allow a sufficiently clear, extensive and undistorted field of vision for the safe operation of the aeroplane.

Aeroplane design features also provide for the safety, health and well being of occupants by providing an adequate cabin environment during the anticipated flight and ground and water operating conditions, the means for rapid and safe evacuation in emergency landings and the equipment necessary for the survival of the occupants following an emergency landing in the expected external environment for a reasonable time-span.

Requirements for the certification of engines and accessories are designed to ensure that they function reliably under the anticipated operating conditions. An engine of the type must be tested to establish its power or thrust from characteristics, to ensure that operating parameters are satisfactory and to demonstrate adequate margins of freedom from detonation, surge or other detrimental conditions.

Tests must be of sufficient duration and must be conducted at such power and other operating conditions as are necessary to demonstrate the reliability and durability of the engine.

Following the recent events of highjacking and terrorist acts on board aircraft, special security features have been included in aircraft design to improve the protection of the aircraft. These include special features in aircraft systems, identification of a least-risk bomb location, and strengthening of the cockpit door, ceilings and floors of the cabin crew compartment.

ANNEXE 9

International Civil Aviation

Facilitation

The Standards and Recommended Practices (SARPs) on Facilitation (FAL) are derived from several provisions of the Chicago Convention. Article 37 obliges ICAO to adopt and amend from time to time international standards and recommended practices and procedures dealing with, inter alia, customs and immigration procedures. Article 22 obliges each Contracting State to adopt all practicable measures to facilitate and expedite navigation by aircraft between the territories of Contracting States, and to prevent unnecessary delays to aircraft, crews, passengers, and cargo, especially in the administration of the laws relating to immigration, quarantine, customs and clearance. Article 23 of the Convention expresses the undertaking of each Contracting State to establish customs and immigration procedures affecting international air navigation in accordance with the practices established or recommended pursuant to the Convention.

A number of other articles have special pertinence to the provisions of the FAL Annex and have been taken into account in its preparation. These include: Article 10, which requires all aircraft entering the territory of a Contracting State to land at, and depart from, an airport designated by that State for customs and other examination; Article 13, which require compliance of a Contracting State’s entry, clearance, immigration, passports, customs and quarantine laws and regulations, by or on behalf of passengers, crew or cargo; Article 14, which obliges each Contracting State to take effective measures to prevent the spread by means of air navigation of communicable diseases; and Article 24 (customs duty), Article 29 (documents carried in aircraft) and Article 35 (cargo restrictions).

These provisions of the Convention find practical expression in the SARPs of Annex 9, the first edition of which was adopted in 1949. The SARPs pertain specifically to facilitation of landside formalities for clearance of aircraft and commercial traffic through the requirements of customs, immigration, public health and agriculture authorities. The Annex is a wide-ranging document which reflects the flexibility of ICAO in keeping pace with international civil aviation. ICAO is recognized as being the first international body to make a real start on facilitation by developing Standards which bind its Contracting States.

The Annex provides a frame of reference for planners and managers of international airport operations, describing maximum limits on obligations of industry and minimum facilities to be provided by governments. In addition, Annex 9 specifies methods and procedures for carrying out clearance operations in such a manner as to meet the twin objectives of effective compliance with the laws of States and productivity for the operators, airports and government inspection agencies involved.

Initially, the main thrust of the Annex consisted of efforts to reduce paperwork, standardize internationally the documents that were to accompany traffic between States, and simplify the procedures required to clear aircraft, passengers and…