THE IMPETUS

The Second World War was a powerful catalyst for the technical development of the aeroplane. A
vast network of passenger and freight carriage was set up during this period, but there were many
obstacles, both political and technical, to evolving these facilities and routes to their new civilian
purposes.
Subsequent to several studies initiated by the United States, as well as various consultations it
undertook with its Major Allies, the U.S. government extended an invitation to 55 States to attend an
International Civil Aviation Conference in Chicago in 1944.

These delegates met at a very dark time in human history and travelled to Chicago at great
personal risk. Many of the countries they represented were still occupied. In the end, 54 of the 55
States invited attended the Chicago Conference, and by its conclusion on 7 December, 1944, 52 of
them had signed the new Convention on International Civil Aviation which had been realized.
Known then and today more commonly as the ‘Chicago Convention’, this landmark agreement laid
the foundation for the standards and procedures for peaceful global air navigation. It set out as its
prime objective the development of international civil aviation “…in a safe and orderly manner”,
and such that air transport services would be established “on the basis of equality of opportunity
and operated soundly and economically.”

“FIVE FREEDOMS” OF AIR TRANSPORT

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 THE IMPETUS

Mention should also be made of the technical agreements reached at Chicago covering a dozen
operational and regulatory matters—from uniform rules of the air and traffic control to licensing,
registration, and customs procedures.

Eventually the system of international agreements worked out at Chicago should eliminate need for
the old country-to-country negotiations that preceded every previous extension of international
flying.

International Air Transport Agreement

Done at: Chicago Also known as:
Date enacted: 1944-12-07
In force: 1945-02-08
• Chicago International Air Transport Agreement of 1944
• the Five-Freedoms of Air Transport

“FIVE FREEDOMS” OF AIR TRANSPORT

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International Air Transport Agreement
Done at: Chicago Also known as the Chicago International Air Transport
Date enacted: 1944-12-07
In force: 1945-02-08 Agreement of 1944 or the Five-Freedoms of Air Transport

The States which sign and accept this International Air Transport
Agreement being members of the International Civil Aviation
Organization (ICAO) declare as follows:

Article I
Section 1

Each contracting State grants to the other contracting

States the following freedoms of the air in respect of
scheduled international air services:

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International Air Transport Agreement
Done at: Chicago Also known as the Chicago International Air Transport
Date enacted: 1944-12-07
In force: 1945-02-08 Agreement of 1944 or the Five-Freedoms of Air Transport

(1) The privilege to fly across its territory without landing;

(2) The privilege to land for non-traffic purposes;
(3) The privilege to put down passengers, mail and cargo taken on in the
territory of the State whose nationality the aircraft possesses;
(4) The privilege to take on passengers, mail and cargo destined for the
territory of the State whose nationality the aircraft possesses;
(5) The privilege to take on passengers, mail and cargo destined for the
territory of any other contracting State and the privilege to put down
passengers, mail and cargo coming from any such territory.
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International Air Transport Agreement
Done at: Chicago Also known as the Chicago International Air Transport
Date enacted: 1944-12-07
In force: 1945-02-08 Agreement of 1944 or the Five-Freedoms of Air Transport

NOTE:

ICAO characterizes all "freedoms" beyond the Fifth

as "so-called" because only the first five "freedoms"
have been officially recognized as such by
international treaty.

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(1) The privilege to fly across its territory without landing;
First Freedom of the Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State or States to fly across its territory without
landing. e.g., the Philippines grants Japan to fly across its territory without landing.

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(2) The privilege to land for non-traffic purposes
Second Freedom of the Air - the right or privilege, in respect of scheduled international
air services, granted by one State to another State or States to land in its territory for non-
traffic purposes. e.g., Philippines grants Japan to land in its territory for non-traffic
purposes

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(3) The privilege to put down passengers, mail and cargo taken on in the
territory of the State whose nationality the aircraft possesses
Third Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to put down, in the territory of the first
State, traffic coming from the home State of the carrier. e.g., Japan grants Philippines to
put down in the territory of Japan, traffic coming from the Philippines.

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(4) The privilege to take on passengers, mail and cargo destined for the
territory of the State whose nationality the aircraft possesses
Fourth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to take on, in the territory of the first State,
traffic destined for the home State of the carrier. e.g., Japan grants to Philippines to take
on in Japan, traffic destined for the Philippines.

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(5) The privilege to take on passengers, mail and cargo destined for the
territory of any other contracting State and the privilege to put down
passengers, mail and cargo coming from any such territory.
Fifth Freedom of The Air - the right or privilege, in respect of scheduled international air
services, granted by one State to another State to put down and to take on, in the territory
of the first State, traffic coming from or destined to a third State. E.g., Japan grants
Philippines to put down and take on in Japan, traffic coming from or destined to Hong
Kong

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 attacks the political hazards

(1) The privilege to fly across its territory without landing;

(2) The privilege to land for non-traffic purposes;
commercial privileges that encourage economic enterprise in the air

(3) The privilege to put down passengers, mail and cargo taken on in the
territory of the State whose nationality the aircraft possesses;
(4) The privilege to take on passengers, mail and cargo destined for the
territory of the State whose nationality the aircraft possesses;
(5) The privilege to take on passengers, mail and cargo destined for the
territory of any other contracting State and the privilege to put down
passengers, mail and cargo coming from any such territory.
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