International Civil Aviation Organization

The article deals with crimes against air transport, which can be divided into two groups: seizures of aircraft and other crimes against civil aviation safety. The normative and legal definition of the classification of international crimes, disagreement in legal qualification and terminological definition of these crimes under the legislation of foreign states, as well as the lack of practical application of legal norms of conventions in combating international crimes, in part of the extradition, creates certain difficulties for the legislation. further extradition of persons hiding from investigation and court in a foreign state. In the crime of international character, similar to the internal state, the composition of the crime of international character is allocated, which is a set of objective and subjective features, based on which individuals attracted to criminal responsibility. But it should be noted that the elements of the crime of international character do not always coincide with elements of a crime in domestic criminal law. Basic normative acts aimed at providing aviation safety, operate on three levels: global level (International Civil Aviation Organization (ICAO), basic documents: Crimes Convention and some other acts committed on board aircraft (Tokyo, 1963) ; Convention on the fight against illegal capture of aircraft (GAAGA, 1971); Convention on the fight against illegal acts directed against the safety of civil aviation (Montreal, 1971); Protocol on the fight against acts of violence at airports serving civil aviation (Montreal, 1988, complements the Montreal Convention in 1971); Convention on the marking of plastic explosives in order to detect (Montreal, 1991); Convention on the fight against illegal acts concerning international civil aviation (Beijing, 2010) ; regional level (European Aviation Security Agency (EASA), European Civil Aviation Conference (ECAC), European and North Atlantic Bureau of ICAO (Paris), Found Documents – Politics of the European Civil Aviation Conference in Aviation Safety; National Level – State Aviation Administration (SAA), Basic Documents: Air Code of Ukraine of 19.05.2011, Law of Ukraine “On the State Program of Aviation Safety of Civil Aviation” dated 20.02.2003, Order of the Ministry of Transport and Communications of Ukraine No. 390 dated May 11, 2007, instructions for assessing the risk of security of civil aviation of Ukraine.

The article deals with crimes against air transport, which can be divided into two groups: seizures of aircraft and other crimes against civil aviation safety. The normative and legal definition of the classification of international crimes, disagreement in legal qualification and terminological definition of these crimes under the legislation of foreign states, as well as the lack of practical application of legal norms of conventions in combating international crimes, in part of the extradition, creates certain difficulties for the legislation. further extradition of persons hiding from investigation and court in a foreign state. In the crime of international character, similar to the internal state, the composition of the crime of international character is allocated, which is a set of objective and subjective features, based on which individuals attracted to criminal responsibility. But it should be noted that the elements of the crime of international character do not always coincide with elements of a crime in domestic criminal law. Basic normative acts aimed at providing aviation safety, operate on three levels: global level (International Civil Aviation Organization (ICAO), basic documents: Crimes Convention and some other acts committed on board aircraft (Tokyo, 1963) ; Convention on the fight against illegal capture of aircraft (GAAGA, 1971); Convention on the fight against illegal acts directed against the safety of civil aviation (Montreal, 1971); Protocol on the fight against acts of violence at airports serving civil aviation (Montreal, 1988, complements the Montreal Convention in 1971); Convention on the marking of plastic explosives in order to detect (Montreal, 1991); Convention on the fight against illegal acts concerning international civil aviation (Beijing, 2010) ; regional level (European Aviation Security Agency (EASA), European Civil Aviation Conference (ECAC), European and North Atlantic Bureau of ICAO (Paris), Found Documents - Politics of the European Civil Aviation Conference in Aviation Safety; National Level - State Aviation Administration (SAA), Basic Documents: Air Code of Ukraine of 19.05.2011, Law of Ukraine "On the State Program of Aviation Safety of Civil Aviation" dated 20.02.2003, Order of the Ministry of Transport and Communications of Ukraine No. 390 dated May 11, 2007, instructions for assessing the risk of security of civil aviation of Ukraine.

Every once in ten years the International Civil Aviation Organization (ICAO) holds a worldwide air transport conference. The most recent such event - the 6thWorldwide Air Transport Conference (ATConf/6) - was held in Montreal from 18 to 22 March 2013. At this conference, delegates mulled over 'achievements' since the 5th Worldwide Air Transport Conference (ATConf/5), held ten years earlier in Montreal from 24 to 29 March 2003. ATConf/6 decided, after consensually agreeing that ICAO should play a 'leadership role' in meeting its aim to 'meet the needs of the people of the world for safe, regular, economical and efficient air transport'(as prescribed in the Convention on International Civil Aviation) that ICAO should continue to assist States in liberalization efforts by enhancing the 'market place' facility offered to States; continue to update the Template Air Services Agreements (TASAs) to keep pace with regulatory evolution; undertake and promote the development of additional training courses, regional seminars or similar activities for the benefit of States, in accordance with available resources; continue to monitor regulatory developments, conduct studies on major issues of global importance, and provide policy guidance and assistance to States; and continue to develop relevant databases such as the Database of the World's Air Services Agreements as well as case studies of liberalization experiences. The questions posed by this article are: are these tasks for ICAO which were decided on by ATConf/6 (and other such preceding conferences) those of one in a leadership role? Are they sufficient to meet the needs of the people of the world for safe, regular, economical and efficient air transport? Should ICAO not be allowed to think out of its 67 year old box and be a beacon to air transport regulators? In other words, shouldn't the bottom line of ICAO's existence in the field of air transport be to analyse trends and guide the air transport industry instead of continuing to act as merely a forum for global practitioners to gather and update information on their respective countries policies for air transport? Shouldn't ICAO provide direction with regard to one of its Strategic Objectives, as do other specialized agencies of the United Nations? A critical analysis follows.

The second part of the eleventh session of the Council of ICAO was convened in Montreal on September 27, 1950. The government of Spain dispatched a delegation to Montreal to take part in the meetings and arrange for that government's entry into the International Civil Aviation Organization. The agenda included: 1) appointment of members to serve on the Air Navigation Commission, Air Transport Committee, the Committee on Joint Support of Air Navigation Services, and the Finance Committee; 2) the proposals of the Secretary-General, Dr. Albert Roper, for reorganization of the secretariat and the question of his successor for 1951; 3) the site for a permanent office for the far east and the Pacific; 4) schedules for meetings of the subordinate bodies of the organization for 1952; and 5) a preliminary scale of contributions for 1952. The work of the Air Navigation Commission was surveyed in the report of the commission on 1) “differences” from ICAO standards, 2) sites for AIR, OPS and COM division meetings, and 3) necessary changes in abbreviations and symbols. Special attention was given to the formulation of ICAO's position on charges for airline operated agency messages carried over the aeronautical network and a study of this problem was to be undertaken in collaboration with the International Telecommunication Union. The Council also was to discuss the communication to the Universal Postal Union on air mail charges upon which the member governments had made comments.

At its twelfth Air Navigation Conference (AN-Conf/12) held in Montréal, from 19 to 30 November 2012, the International Civil Aviation Organization (ICAO) introduced its Global Air Navigation Capacity and Efficiency Plan (GANP) for the period 2013 to 2028.The Plan is meant to be approved by the ICAO Assembly at its sessions every three years. This is the fourth such Plan adopted by ICAO over the years and is based on operational objectives agreed upon by States and the aviation industry. It provides for a rolling fifteen year strategic methodology and introduces Aviation System Block Upgrades (ASBUs), each of which has a five year time scale. The ASBUs are not overarching, nor are they an umbrella system but remain flexible modules that can be used by States in accordance with their individual operational needs. One of the salient characteristics of ASBUs is that they define technologies and procedures that are calculated to improve operational performance, particularly when the need arises for an operational problem to be solved. The ultimate aim is to achieve global harmonization and interoperability of air navigation. ASBUs are based on flexibility and collaboration and as such are not mandatory requirements imposed on States. However, their importance and potential contribution to aviation safety were highlighted at the 38th Session of the ICAO Assembly held in the last quarter of 2013. In this context, this article discusses GANP and ASBUs and inquires into the legal regime applicable to the ASBUs and States' obligations pertaining thereto.

Introduction: The International Civil Aviation Organization (ICAO) acts as an organization that notifies civilian aircraft that will pass in conflict areas and also cooperates with other countries in increasing ICAO supervision so that similar cases do not occur. Purposes of the Research: To know the role of ICAO (International Civil Aviation Organization) in handling international aviation safety supervision and cases of shooting down civil aircraft in conflict areas. Methods of the Research: This type of research can be classified as a normative research type, this research uses research methods on the principles of international law. This research is a descriptive analysis, namely describing and analyzing the problems that have been put forward to describe an overview of the International Civil Aviation Organization in handling cases of shooting down civil aircraft in conflict areas related to international air law. Results of the Research: International civil aviation, especially when crossing conflict zones while the Civil Aviation Convention (known as the Chicago Convention) establishes a framework for civil aviation investigations, does not provide an appropriate legal and institutional framework for accountability, ICAO's role as a specialized agency of the United Nations which is required from time to time to refrain from violations. International political parameters in its diplomatic efforts

The Annex 13 report of the investigation of flight PS752 accident released by Iran has been criticized by a number of states. It is alleged that the Iranian accident investigation authority failed to comply with the provisions of Annex 13 during investigation, and also failed to include important facts in the report. The procedure which was followed by Iran reiterates a challenge with Annex 13 reports which in some cases, have not been accepted by participating states and states with special interest in the investigation on the basis of the report being inaccurate. A problem posed by an inaccurate Annex 13 report is that such report is unlikely to offer genuine safety information to prevent future occurrences, and thus negates the intent of Article 26 of the Convention on International Civil Aviation. This article, using Flight PS752 accident investigation as a reference, interrogates the validation of Annex 13 reports. The article concludes that the problem of inaccurate reporting and controversies surrounding Annex 13 reports can be addressed through a validation process where the reports will be reviewed. The article makes a case for validation of Annex 13 reports by International Civil Aviation Organization (ICAO) through the Air Navigation Commission (ANC) to ensure its accuracy, and compliance of investigations with Annex 13.

This article discusses how airline and airport associations are increasingly finding opportunities to collaborate with each other and the International Civil Aviation Organization (ICAO) to meet common safety goals. The development of Standards (uniform applications that are necessary for international air navigation safety) and Recommended Practices (uniform applications that are desirable for international air navigation safety), collectively called SARPs, form the cornerstone of these relationships. Joint development of Procedures for Air Navigation Services (PANS), together with SARPs, provides true viability for these interorganizational relationships. Other airline industry organizations that jointly participate in the development of standards include the International Air Transport Association (IATA) and the Airports Council International (ACI). The article also discusses how ICAO and IATA share safety-related information from their respective safety audit programs, including accident/incident data. The formal agreement between these organizations is designed to help each to better identify potential safety risks, thereby mitigating the possibility of aircraft accidents. Known as the first global standard for airline safety management, the IATA Operational Safety Audit (IOSA) has processed 70% of international scheduled traffic involving 150 airlines. The article also discusses joint initiatives involving such practical operations issues as airport management. Of particular note is a discussion about the Airport Management Professional Accreditation Program (AMPAP), a joint program launched in 2007 by ICAO and ACI. Among its emphases is optimizing the sharing of knowledge across international borders to provide in-depth expertise to airport operators for achieving greater operating efficiencies.

The Standards and Recommended Practices (SARPs) of Annex 16 Vol. II, Chicago Convention 1944, are created and adopted by the International Civil Aviation Organization (ICAO), for the purpose of regulating aircraft emission in the civil aviation sector. The creation of ICAO standard and Recommended Practices on aviation environment came up in 1981, following the declaration in Article 2(2) of Kyoto protocol to UNFCCC that developed countries of (Annex I parties), shall pursue limitation or reduction of emission of greenhouse gases from aviation by working through the international civil aviation organization (ICAO). However, while the SARPS have been recognized by ICAO and the contracting states as the sole international regulations for reduction of aviation emission, the SARPs are also known to have some limitations on reduction of aviation emission. This paper therefore examines the capacity of SARPs Annex 16 Vol II of Chicago Convention 1944 to make effective reduction in international reduction of aviation emission for protection of environment. This involves identifying the strength and limitations of ICAO SARPs on reduction of aviation emission as well as making recommendations for improved performance. A qualitative-doctrinal research approach is adopted where by the bulk of analysis on the study is based on information from library research materials the study concludes the ICAO SARPs have more limitations than strength and would require some improvement for achieving a more effective reduction in aviation emission.

A physics-based PSO-BPNN model for civil aircraft noise assessment

The industry of civil aviation has suffered from international politics since almost the beginning. Although the necessary amendments, conventions and agreements were realized by participants of the international civil aviation system, the impacts of unlawful interferences never found an end. The political, economic and technological structure of civil aviation is suitable for the development of unlawful interferences. This research aims to shed more light on the relationship between international politics and civil aviation by utilising securitization and current comprehension of the theory of securitization. The research findings show that securitization is used in the civil aviation industry by aviational intellectuals in specific matters such as race and gender discrimination. Moreover and more importantly, the International Civil Aviation Organization (ICAO), national, regional and international institutions utilized securitization. At the end of the research, it is concluded that unlawful interferences such as complex terrorist actions and hijacking activities should be subjects of daily and structured speeches, conversations and rhetoric of aviational intellectuals to create a more secure sphere or context

Institutional interaction to address greenhouse gas emissions from international transport: ICAO, IMO and the Kyoto Protocol

Abstract.The study of the formation of adaptive competence of future pilots in the training process is relevant given the active integration of Ukrainian aviation into the world community, development of relations and increasing interoperability of Ukrainian military aviation with the NATO Air Forces, in accordance with the Military Doctrine of Ukraine and the Strategic defense bulletin, as well as the urgent need to use the rules of the International Civil Aviation Organization (ICAO), the International Air Transport Association (IATA) and the European Aviation Safety Agency (EASA), which cooperate with ICAO, when using the common airspace. Recently, civil and military aviation have been working closely together, and military pilots are increasingly involved in evacuating the population during emergencies abroad, multinational military exercises, etc.
 Pilots of civil and military aviation of Ukraine should adapt to the requirements of the new environment as soon as possible, and higher education institutions that train pilots should adjust the training process in accordance with the new requirements. The issue of adaptive competence in general and in particular, the adaptive competence of future pilots has not been sufficiently studied yet in the modern scientific literature and therefore needs further consideration. The article aims to define and characterize the basic concepts of formation of adaptive competence of future pilots in the process of their training, which will be followed by scientific substantiation, creation of structural-functional model of formation of adaptive competence of future pilots, and creation and approbation of author's technology at the educational institutions which train pilots.
 The article considers and investigates the concepts of adaptation and its types; professional adaptation of the pilot; adaptability; competencies and competency; professional competency of the future pilot, its components and criteria of its formation; concepts and features of adaptive competency of future pilots. It also describes and characterizes the features of the future activities of pilots and certain requirements for the training of pilots in civil and military aviation.
 Key words: adaptation, adaptability, competence, adaptive competence, professional training.

The International Civil Aviation Organization (ICAO) facilitates the safety, regularity and effciency of civil air transport. As an intergovernmental regulatory organization in international civil aviation, its objectives are set down in annexes to the Convention on International Civil Aviation (Chicago. United States, 1944) which prescribe standards, recommended practices and procedures for facilitating civil aviation operations.

The paper introduces a dimensionless alternative to the International Civil Aviation Organization (ICAO) target level of safety (TLS) of collision frequency less than [Formula: see text] per flight hour. The method used is to calculate the collision probability ensuring that the ICAO TLS is met, and to find an alternative dimensionless metric that gives the same result. The collision probability depends on separation and position accuracy, so that improving the latter increases capacity for the same level of safety. Thus, the dimensionless alternative to the ICAO TLS provides an alternative safety metric to allow a trade-off between airspace capacity and navigation accuracy. The new metric is applied to aircraft flying in parallel paths along air corridors, as in the North Atlantic. The aim is to enable the growth of air transport that requires more capacity, hence smaller separation, while preserving safety, by increasing position accuracy. The distinguishing feature is that the new dimensionless safety metric is equivalent to the ICAO TLS, while being independent of the unit measurement, such as time or distance.