The airport–airline relationship

The global Airport Management Professional Accreditation Programme (AMPAP) was officially launched by Airports Council International (ACI) and the International Civil Aviation Organization (ICAO) in early 2007. This paper examines the reasons why the programme was created, the way it has evolved over time and the directions in which we see it heading in the future.

The first international activities addressing climate change might be dated back to 1972 to the UN Conference on Human Environment in Stockholm. The negotiations addressing an international climate regulation framework beyond 2020 continued in the annual United Nations Framework Convention on Climate Change Conferences of the Parties. The treatment of international aviation and maritime emissions was a real issue in the Kyoto process as these two industry sectors do not fit in the design scope of the Protocol, which allocates the responsibility for emissions or emissions reduction to single states. Traditionally, the environment-oriented activities of the International Civil Aviation Organization (ICAO) were based on technical analysis and then developed to standards, guidance and policies. The International Air Transport Association has been active from the very beginning in supporting ICAO in its environment-related activities. For international aviation, a global system would be the most effective and efficient system to control and reduce emissions, far better than any regional or local system.

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.

INTERNATIONAL AIR TRANSPORT ASSOCIATION

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.

This paper aimed to identify the challenges and propose recommendations to manage sustainability of the airline industry in a pandemic. When the World Health Organization stated Covid-19 as pandemic on March 11, 2020, governments in all countries ordered lockdowns, imposed travel restrictions, and required quarantine of 14 days for visitors and citizens upon arrival at the airport. The airlines industry came to a standstill. As Covid-19 is a recent and evolving phenomenon, the methodology employs secondary research based on data from authoritative sources such as the World Health Organization, International Civil Aviation Organization (ICAO) and International Air Transport Association (IATA) to identify the challenges. Peer reviewed research on past pandemics, especially the Severe Acute Respiratory Syndrome (SARS) in 2002-2003 help formulate recommendations to manage sustainability. The challenges are financial crisis, travel restrictions and customer distrust. The recommendations are positioning customer safety first, customer engagement, pricing strategy and collaboration with government. Limitations of the research and future research suggestions are presented

Despite the regular efforts on the part of national regulators, the International Civil Aviation Organization and the International Air Transport Association (ICAO and IATA), as well as on the developers of aeronautical equipment, the vast majority of accidents and incidents continue to occur due to the human factor. With the course of time, aircraft design and reliability are steadily and significantly improving, nevertheless, the number of aviation accidents is happening more and more frequently, including accidents with serviceable aircraft. Considerable evidence is the fact that a Controlled Flight into Terrain (CFIT) remains one of the most common causes of aviation accidents. This is specified by a wide variety of problems that require the search for complex, interconnected solutions. Among these issues it is necessary to highlight the increasing sophistication of the aircraft as a technical system, as well as practically unchanged for more than half a century approaches to pilots training for the type and maintaining their qualifications based on pre-defined scenarios taking into consideration the previous experience of aircraft operation. One of the possible ways out of the situation may be the introduction of so-called concept of personnel training relying on the evidence-based training analysis (EBT) based not on the pursue to memorize a certain list of exercises but to develop each particular pilot’s skills and competences that could help him cope with any unpredictable situation. The key feature of EBT lies in refocusing on the analysis of original causes of unsuccessful maneuvers (actions of the pilot) primarily in order to correct the wrong actions instead of repeatedly complying with the "correct sequence of actions". In this regard, the tools providing a continuous analysis of the pilot's actions to identify errors for the purpose of realigning (forming) the pilot's professional competencies in due time, are of paramount importance. The article describes the content of the methodology representing an ultimate goal to develop recommendations aimed at improving pilot’s expertise based on generalized and personalized models of the pilot, as well as solving the inverse problem of flight dynamics using a comparative assessment of a particular pilot piloting quality.

The proliferation of transnational institutions in the form of protocols, conventions, regimes and standards is a growing influence on organizational practice. Recent work on the origins and impact of transnational institutions focuses upon processes in ‘core’ states, but their influence in developing countries has not received much attention. In this paper we narrate a case study of the diffusion of two institutional regimes represented by the International Civil Aviation Organization (ICAO) and the International Air Transport Association (IATA) in Iranian civil aviation. The case study describes a seemingly frictionless and uncontested embedding of the emergent international aviation regime in post-World War II Iran and a severe challenge to those institutions in the years following Iran's Islamic revolution. We characterize the rise and decline of these regimes as a double process of institutionalization and de-institutionalization, and identify political and technical factors that drive institutional change. We discuss several theoretical and policy implications stemming from the experience of transnational aviation institutions in Iran.

The article provides a comprehensive analysis of the use of Advance Passenger Information (API) and Passenger Name Record (PNR) systems as significant instruments in the field of operational and investigative activities. The article highlights the historical development and legal framework governing the implementation of these systems, with a particular focus on international standards introduced by the United Nations Security Council, the International Civil Aviation Organization (ICAO), the European Union, the International Air Transport Association (IATA), and the World Customs Organization (WCO). The study examines in detail the practical experience of implementing API/PNR in the United States, Canada, Australia, and the European Union, underlining their crucial role in countering terrorism, illegal migration, human trafficking, drug smuggling, and other forms of transnational organized crime. API enables the transmission of identification data about passengers prior to their arrival, while PNR provides a wide range of additional information, including booking records, travel itineraries, personal data, and payment methods. The integration of API and PNR data therefore creates a powerful tool for risk assessment, detection of suspicious individuals, identification of criminal networks, and well-timed intervention by law enforcement agencies. The article also explores challenges associated with API/ PNR implementation, such as the variable quality of data, technical interoperability issues between different systems, and the risks of human rights violating, particularly the right to privacy and data protection. Special emphasis is placed on the relevance of these systems for Ukraine, which is currently in the process of developing its own legal and institutional framework for API/PNR. The author argues that establishing a unified national API/PNR system in compliance with international standards will strengthen Ukraine’s national security, improve border control, and foster deeper integration into global security and data exchange mechanisms.

ABSTRACTThis article explores the effects of human, technical, and operating factors on the safety record of 50 airlines over the period 2004 to 2015. The factors examined include (1) pilot salary, (2) fleet age, (3) International Air Transport Association - Operational Safety Audit (IOSA) certification, (4) International Civil Aviation Organization safety parameters (i.e., legislation, organization, licensing, operations, airworthiness, accident investigation, air navigation service, and aerodromes), and (5) cultural-related indices (such as power distance, degree of uncertainty avoidance, and language for communication). Among the important factors such as organization, licensing, and operations performance, pilot salary is identified as the most important factor differentiating airlines with or without crashes. Within the group of airlines that encountered air accidents during the study period, fleet age, airworthiness, accident investigation, air navigation services and aerodromes scores, and salary are found to be significant factors on accident rate. IOSA certification, aerodromes, language of communi-cation, and uncertainty avoidance appear to be totally immaterial. Identifying the important factors is important to assist airlines investigate and improve their safety records.

Prior to the Covid-19 pandemic, increased passenger flows at airports and the need for enhanced security measures from ever increasing and more complex threats lead to long security lines, increased waiting times, as well as often intrusive and disproportionate security measures that result in passenger dissatisfaction and escalating costs. Prior to the pandemic, the International Air Transport Association (IATA), the Airports Council International, (ACI) and the respective industry, have expressed their concern that the then today's airport security model was not sustainable in the long term. The vision for a seamless and continuous journey throughout the airport and efficient security resources allocation based on intelligent risk analysis, set the challenging objectives for the Smart Security of the airport of the future. Several projects, such as FLYSEC and TRESSPASS, have been funded by the European Commission (EU) to develop and demonstrate innovative integrated and risk-based end-to-end airport security processes for passengers, while enabling a guided and streamlined procedure from landside to airside and into the boarding gates, offering for the first time an operationally validated innovative concept for end-to-end aviation security. Ironically, the Covid-19 pandemic has put air, but also sea and land, travelling to an almost complete stand-still that has, temporarily at least, muted the debate about alternative security protocols and processes for accommodating ever increasing passenger flows more effectively. Despite the dramatically reduced passenger flows, the concept of risk-based security remains valid both as a research topic and a valid security doctrine that can increase security efficacy. This paper reports developments in risk-based security and updates the status of the OCULUS C2I system as a integrated platform for comprehensive analysis, testing, simulation and implementation of comprehensive risk-based security protocols, algorithms, and processes.

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

Jet fuel demand hit by Omicron; recovery delayed until 2023/2024

PurposeThe research reported in this paper aims to examine the newer leadership styles and their implication for implementing knowledge management in Jordanian organizations. The research seeks to investigate Jordanian managers' leadership styles and then compare them with managers in other organizations with different cultures, such as the International Air Transport Association (IATA).Design/methodology/approachA survey of 120 managers from Jordan and IATA was undertaken using an established measurement instrument.FindingsResults revealed that meanwhile IATA managers preferred transformational rather than transactional leadership style, in Jordan, there was no clear preference for transactional or transformational style as both were being used. But when compared with IATA managers Jordanian managers showed more inclination towards transactional than transformational behaviors.Research limitations/implicationsLike other comparative research this study shares the limitation of likely sampling bias. Moreover, it did not take into account the political realities of conducting social science research in countries with long authoritarian histories, such as Jordan, which present the likelihood of further response bias.Originality/valueThe paper investigates the leadership styles of Jordanian managers. This has important implications for local as well as international corporations.

The 39th session of the Council of the International Civil Aviation Organization (ICAO) extended from January 27 to April 14, 1960, during which time the Council considered several questions on air navigation, air transport, and technical assistance, as well as administrative and legal matters. In the field of air navigation, the two subjects that aroused the most interest were Amendment 35 to Annex 10 (Aeronautical Telecommunications), proposing new specifications for distance-measuring equipment, and the Secretariat's reports on investigations of major deficiencies in air navigation facilities and services on the main international air routes. After a debate in which the United States, the Netherlands, and the Federal Republic of Germany strongly supported the aforementioned amendment, with Australia, Canada, the Union of South Africa, and the United Kingdom opposing it, the following were adopted, to be approved or rejected by member states by September 1, 1960: 1) the new Standard making VOR (omnidirectional radio range) the standard aid for air traffic control and other operational purposes en route as well as in terminal areas; 2) the new Standard requiring the installation of DME (distancemeasuring equipment) as a complement to VOR where, for operational or air traffic control reasons, there was need for more precise navigation service than that provided by VOR; and 3) amendments relating to the “protection date” for VOR and DME. To determine whether joint financing might be a possible remedy for specific deficiencies in air navigation facilities and services, the Council established a working body to study the Secretariat's reports and present its findings to the June session of the Council.