1

AVIATION BUSINESS POLICY &

DECISION MAKING
FINAL REPORT
Muhammad Hammad Khan 10064
Muhammad Huzaifa Sheikh 10065
Muhammad Haris Siddqui 10037
Muhammad Haseeb Asif 10036
Syed Wahaj Ali 10088
Ali Ziab 10164

Assigned by: Sir Feroz Akbar

Topic: International Civil Aviation Authority & Chicago
Convention
Date: 18th of July, 2021
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CID: 107454
Table of Contents:
i. Acknowledgment.
ii. Introduction of the Report.
iii. History of Chicago Convention.
iv. Role and Purpose of Chicago Convention.
v. Study of Chicago Convention Articles.
vi. ICAO Annexes.
 Facilitation.
 Aeronautical Telecommunications- Volume I Radio Navigational Aids.
 Aeronautical Telecommunications- Volume II Communication Procedures including
those with PANS status.
 Aeronautical Telecommunications- Volume III Telecommunication Systems.
 Aeronautical Telecommunications- Volume IV Surveillance Radar and Collision
Avoidance Systems.
 Aeronautical Telecommunications- Volume V Aeronautical Radio Frequency
Spectrum Utilization.
 Air traffic Services.
 Search and Rescue.
 Aircraft Accident and Incident Investigation.
 Aerodromes- Volume I Design and Operations.
 Aerodromes- Volume II Heliports.
 Aeronautical Information Services.
 Environmental Protection- Volume I- Aircraft Noise.
 Environmental Protection- Volume II- Aircraft Engine Emission.
 Environmental Protection- Volume III- Aero plane CO2 Emissions.
 Environmental Protection- Volume IV- Carbon off-setting and reduction Scheme for
International Aviation.
 Security.
 The safe Transport of Dangerous Goods by Air.
 Safety Management.
vii. Effect of COVID 19
viii. ICAO Countries and Signatories.
ix. Conclusion.
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Acknowledgement:

Headmost, all the acclamation is for Allah who made us proficient for
concluding this report. The greater part of our devotions drives to our
parents for their endure support at each progression of our life. Their
actions toward our future development are constantly immeasurable.
We highly admire and acknowledge the efforts of our Faculty because it
wouldn’t have been this far, we would’ve never accomplish such
difficult task. We want to pay our indebted gratitude to our mentor and
respected teacher Sir Feroz Akbar for her valuable advices, guidance,
suggestion and directions in preparing the report and no doubt without
his enlightens, it wouldn’t have been possible to complete this business
plan in an effective way, her directions has contributed a lot to
establish our ideas in reality. We would also like to expand our deepest
gratitude to all those who have directly and indirectly guided us in
writing this project. This study has got support from a number of
persons to flourish and the involvement was by heart is truly
encourage. We thank all the people for their help directly and indirectly
to complete our project.
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Introduction:
In this project we have worked on two main topics that are
International Civil Aviation Organization Annexes and Chicago
Convention.
In Chicago Convention we have worked on Articles which are form
Article no. 48 to Article no. 96. In this Report we have included:

 History of Chicago Convention.

 Purpose & Role of Chicago Convention.
 Aims and Objectives of Chicago Convention.
 Study of Its Related Articles.

This Report consist another immense topic which is International Civil
Aviation Organization which includes:

 Introduction to ICAO.
 Objectives of ICAO.
 Annexes of ICAO (9 to 19)
 COVID-19 effect on ICAO rules and Regulations.
This is a group project so we have divided the work equally to each
group member in both the topics of our report. 8 Articles of Chicago
Convention to every member and 2 Annexes of ICAO to every single
group member.
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History of Chicago Convention:

The Convention on International Civil Aviation, drafted in 1944 by 54
nations, was established to promote cooperation and create and
preserve friendship and understanding among the nations and peoples
of the world. Known more commonly today as the ‘Chicago
Convention’, this landmark agreement established the core principles
permitting international transport by air, and led to the creation of the
specialized agency which has overseen it ever since – the International
Civil Aviation Organization (ICAO).
The Second World War was a powerful catalyst for the technical
development of the aero plane. 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
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air transport services would be established “on the basis of equality of

opportunity and operated soundly and economically.”
The Chicago Convention also formalized the expectation that a
specialized International Civil Aviation Organization (ICAO) would be
established, in order to organize and support the intensive
international co-operation which the fledgling global air transport
network would require.
ICAO’s core mandate, then as today, was to help States to achieve the
highest possible degree of uniformity in civil aviation regulations,
standards, procedures, and organization. Because of the usual delays
expected in ratifying the Convention ICAO (PICAO) to serve as a
temporary advisory and coordinating body. The PICAO consisted of an
Interim Council and an Interim Assembly, and from June 1945 the
Interim Council met continuously in Montreal, Canada, and consisted of
representatives from 21 Member States. The first Interim Assembly of
the PICAO, the precursor to ICAO’s triennial Assemblies in the modern
era, was also held in Montreal in June of 1946.
On 4 April 1947, upon sufficient ratifications to the Chicago Convention,
the provisional aspects of the PICAO were no longer relevant and it
officially became known as ICAO. The first official ICAO Assembly was
held in Montreal in May of that year. During this march to the modern
air transport era, the Convention’s Annexes have increased in number
and evolved such that they now include more than 12,000 international
standards and recommended practices (SARPs), all of which have been
agreed by consensus by ICAO’s now 193 Member States.
These SARPs, alongside the tremendous technological progress and
contributions in the intervening decades on behalf of air transport
operators and manufacturers, have enabled the realization of what can
now be recognized as a critical driver of socio-economic development
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and one of humanity’s greatest cooperative achievements – the

modern international air transport network.

Purpose and Role of Chicago Convention:

ICAO's aims and objectives, as stated in the Chicago Convention, are to
foster the planning and development of international air transport so as
to ensure the safe and orderly growth of international civil aviation
throughout the world; encourage the arts of aircraft design and
operation for peaceful purposes; encourage the development of
airways, airports, and air navigation facilities for international civil
aviation; meet the needs of the peoples of the world for safe, regular,
efficient, and economical air transport; prevent economic waste caused
by unreasonable competition; ensure that the rights of contracting
states are fully respected and that every contracting state has a fair
opportunity to operate international airlines; avoid discrimination
between contracting states; promote safety of flight in international air
navigation; and promote generally the development of all aspects of
international civil aeronautics.

Objectives
 Strengthening Civil Aviation Institutions
 Administrative organization and establishment of Civil Aviation
Authority
 Civil aviation regulatory framework
 Economic and financial studies
 Support for the implementation of ICAO standard
 Development of civil aviation/airport master plans
In its ongoing mission to support and enable a global air transport
network that meets or surpasses the social and economic development
and broader connectivity needs of global businesses and passengers,
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and acknowledging the clear need to anticipate and manage the

projected doubling of global air transport capacity by 2030 without
unnecessary adverse impacts on system safety, efficiency, convenience
or environmental performance, ICAO has established five
comprehensive Strategic Objectives:
Safety: Enhance global civil aviation safety. This Strategic Objective is
focused primarily on the State's regulatory oversight capabilities. The
Global Aviation Safety Plan (GASP) outlines the key activities for the
triennium.
Air Navigation Capacity and Efficiency: Increase the capacity and
improve the efficiency of the global civil aviation system. Although
functionally and organizationally interdependent with Safety, this
Strategic Objective is focused primarily on upgrading the air navigation
and aerodrome infrastructure and developing new procedures to
optimize aviation system performance. The Global Air Navigation
Capacity and Efficiency Plan (Global Plan) outlines the key activities for
the triennium.
Security & Facilitation: Enhance global civil aviation security and
facilitation. This Strategic Objective reflects the need for ICAO's
leadership in aviation security, facilitation and related border security
matters.
Economic Development of Air Transport: Foster the development of a
sound and economically-viable civil aviation system. This Strategic
Objective reflects the need for ICAO's leadership in harmonizing the air
transport framework focused on economic policies and supporting
activities.
Environmental Protection: Minimize the adverse environmental effects
of civil aviation activities. This Strategic Objective fosters ICAO's
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leadership in all aviation-related environmental activities and is

consistent with the ICAO and UN system environmental protection
policies and practices.

Study of Chicago Convention

Chapter # VIII
THE ASSEMBLY
Article # 48: (Meetings of Assembly and voting)
(a) Annually, the Assembly meets and convenes at the appropriate time
and location by the Council. At the request of the Council or at the
request of the 10 contracting States addressed to the Secretary
General, extraordinary meetings may be held of the assembly at any
time.
(b) All Contracting States are entitled to equal representation at
Assembly sessions and to one vote for each Contracting State. A
technical adviser who may take part in meetings but has none to vote
can assist Delegates representing contracting states.
(c) For meetings of the Assembly a quorum shall be established by a
majority of Contracting States. The Assembly's decisions shall be taken
by majority of the votes cast, unless otherwise provided for in this
Convention.
Article # 49: (Powers and Duties of Assembly)
(a) The President and other officers of each meeting shall be elected
(b) Elect, pursuant to the dispositions of Chapter IX, contracting states
to be represented on the Council
(c) Examine the reports of the Council and take adequate action and
take the decision on any issue the Council has referred to it;
 10

(d) Establish its own procedure and the establishment, as it deems

necessary or desirable, of subsidiary commissions;
(e) Vote the annual budget and decide on the financial arrangements of
the Organization pursuant to Chapter XII;
(f) Expenses review and approve the Organization's accounts;
(g) At its discretion refer any matters within its sphere of action to the
Council, subsidiary committees or to any other body
(h) Delegate to the Council the necessary or desirable powers and
authority for discharging the Organization's functions and revoke or
amend the delegations of authority in my time.
(i) Implementing the relevant Chapter XIII provisions;
(j) Consider proposals to change or amend provisions of this Convention
and, where approved, advise them in line with the provisions of
Chapter XXI to the Contracting States;
(k) Deal with any issues not specifically assigned to the Council within
the sphere of action of the Organization.

Chapter # IX
THE COUNCIL
Article # 50: (Composition and Election of Council)
(a) A permanent body in charge of the Assembly shall be the Council. It
consists of 21 Contracting States elected by the Assembly. An election
shall take place every three years at the first and subsequent Assembly
meetings, and until next election the Members of this Council shall hold
office as elected.
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(b) The Assembly shall make adequate representations, when electing

members of the Council, to
(1) States of the main importance in the field of air transport;
(2) States not included otherwise making major contributions in the
provision of international civil air transport facilities;
(3) States not included otherwise, whose designation ensures that the
Council represents all the major geographical regions in the world. The
Council shall fill any vacancy as soon as possible by the Assembly; for
the unexpired portion of its mandate as a predecessor any contracting
state so elected in the Council shall hold office.
(c) The operations of or the financial interests of an international air
service shall not be actively related to a representative of a contracting
country on the Council.
Article # 51: (President of Council)
For a term of three years, the Council shall elect its President. He can be
chosen again. He's not voting. One or more vice presidents who retain
their right to vote when serving as acting president shall be elected by
the Council from its members. The President shall not be chosen from
among the representatives of the Council's members, but if a
representative is elected, his seat shall be deemed vacant and the State
he represents shall fill it. The President's duties are
(a.) Council, Air Transport and Air Navigation Commission meetings of
the Conventions;
(b) Serve as the Council's representative;
(c) Perform the functions assigned to it by the Council on behalf of the
Council.
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Article # 52: (Voting in Council)

A majority of the Council's decisions shall require approval. A
committee of its members is entitled to delete the gate authority for
any specific matter. Any Contracting State interested in making
decisions of any Council committee may be requested by the Council.
Article # 53 (Participation without a Vote)
Any Contracting State may participate in the consideration, without a
vote, of any questions affecting in particular its interests by the Council
and its committees and commissions. When considering a dispute to
which it is a party, no Member of the Council shall vote.
Article # 54: (Mandatory functions of Council)
The Council shall:
(a) Send the Assembly annulment reports;
(b) Execute the assembly's instructions and fulfill the duties and
obligations set out in the Convention;
(c) Establish its organization and procedural rules;
(d) Designate and define the duties and responsibilities of the Air
Transport Committee that are elected from among the representatives
of the Council members;
(e) Establish, in accordance with Chapter X, an Air Navigation
Committee;
(f) Manage the Organization's finances in conformity with Chapter XI1
and Chapter XV;
(g) Determine the President of the Council's emoluments;
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(h) Appoint, in compliance with the provisions of Chapter XI, the Chief
Executive Officer to be appointed Secretary General and to provide for
the nomination of any additional staff necessary;
(i) Requests, collects, reviews and publishes information on air
navigation progress and international air services operations, including
information on operating cost and specifications of public funds
subsidies to airlines;
(j) Report any infringement of this Convention and any failure by the
Contracting States to comply with the Council's recommendations and
decisions.
(k) Report to the Assembly, where the Contracting State failed to take
appropriate measures within a reasonable period of time after
notification of an offense, any infringements of this Convention;
(l) To adopt international standards and recommended practices in
accordance with Chapter VI of this Convention, to designate them
conveniently as Annexes to this Convention and to communicate the
action undertaken to all Contracting States;
(m) Reflect on and take measures in accordance with Chapter XX
recommendations of the Air Navigation Commission to amend the
Annexes;
(n) Consider all matters concerning the Convention referred to by the
Contracting State.
Article # 55: (Permissive functions of council)
The Council may:
(a) Create subordinate regional or other air transport commissions
and, where appropriate and as experience can demonstrate it to be
 14

desirable, set up groups of States or airlines to facilitate the

achievement of the objectives of this Convention;
(b) Delegate duties in addition to those set out in the Convention to
the Air Navigation Commission and at any time revoke or change such
delegations;
(c) Conduct research into all international aspects of air transport and
aviation, communicate the results of research to Contracting States and
facilitate the communication of air traffic and air navigation information
between Contracting States;
(d) Study and submit to the Assembly, related to any issues related to
the organization and operation of international air transportation,
including international air ownership and operation on trunk routes;
(e) Investigate any situation that may appear to be preventable
obstacles to the development of international air navigation, at the
request of any contracting State; and, following such an investigation,
submit such reports as may appear desirable.

CHAPTER X
THE AIR NAVIGATION COMMISSION
Article#56: (Nomination and appointment of commission)
Twelve members appointed by the Council shall be comprised by the
Air Navigation Commission, from among those assigned by the
Contracting States. These individuals has enough skills and experience
in aeronautical science and practice. All Contracting States shall be
asked by the Council to nominate. Council appointment of the
President of the Air Navigation Commission.
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Article#57: (Duties of commission)

The Air Navigation Commission shall:
 Modifications to the Annexes to this Convention should be
considered and recommended to the Council for approval.
 Built technical sub commissions on which any contracting state
can be represented if it so wishes.
 Inform the Council of every information that it believes necessary
and useful for the improvement of air navigation in relation to the
collection and communication to the contracting states.

CHAPTER XI
PERSONNEL
Article#58: (Appointment of personnel)
The Council shall determine and may use the services of nationals of
each contracting state, relevant to any rules set out in the Assembly
and protections of this Convention. The methods for nominating and
terminating their appointment, training and wages, allowances and
terms of service to the Secretary General and any other staff of the
Organization.
Article#59: (International character of personnel)
The President, the Secretary-General and other staff shall not request
or receive from any authority other than the Organization instructions
with regard to their fulfilment of duties. Each contracting state shall
exercise immunity and employee benefits budget and expenditure
allocation in full regard of the international character of the personnel's
 16

obligations and not to influence any of their citizens in discharging their

responsibilities.
Article#60: (Immunities and privileges of personnel)
In accordance with its Constitutional procedure, as much as possible,
the Contracting State undertakes that the immunities and privileges
granted to relevant staff of another national organizations, the
President of the Council, the Secretary General and other staff of the
Organization shall grant them. If a general international agreement
concerning the immunities and privileges of internet is reached, the
immunities and privileges granted in accordance with such general
international agreement to the President, to the Secretary General and
the rest of the Organization's staff shall be immunities and privileges.

CHAPTER XI1
FINANCE
Article#61: (Budget and apportionment of expenses)
A yearly budget, an annual accounts statement and all estimates of
receipts and expenditures will be presented to the Assembly by the
Council. Any amendment it considers appropriate shall be adopted by
the budget of the Assembly and the costs of the Organisation shall be
distributed to the contracting states on the basis it shall determine
from time to times with the exception of the assessments referred to in
Chapter XV.
Article#62: (Suspension of voting power)
In the assembly and in the Council of any Contracting State which is
required to fulfil its financial obligations to the organisation within a
reasonable time limit the Assembly may suspend its vote.
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Article#63: (Expenses of delegations and other representatives)

The cost of each Contracting State to serve in the Assembly shall be
borne by each State and by any subsidiary committees of that State or
by any other Committee by any person appointed to serve on the
Council or by any of its nominees or representations.
CHAPTER XI11
OTHER INTERNATIONAL ARRANGEMENTS
Article#64: (Security Arrangements)
The organization with respect to their air matters within its own
competence directly affecting world security by entering and by the
vote of assembly enter into appropriates arrangements with any
general organization setup by the nations of the world to preserve
peace with each other regarding their security threats under
convention on international civil aviation done at Chicago on the 7 th day
of December 1944. Keeping in mind safety management system which
is systematic approach to managing safety including the necessary
organizational structures, accountability, responsibilities, policies and
procedure. And steps taken to improve security and safety. The
assembly based upon all the member state of ICAO they meet once in
three years’ time and date is being decided by the council. Also it can
held at any time whenever council calls for it and if one fifth of total
member state wants it has numerous power and duties and can elect
the member to represent on the council. World security is addresses by
ICAO that guide all the members and industry by making efforts
through a set of internationally agreed priority actions, tasks and
target.
Article 65: (Arrangement with International Bodies)
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The council on behalf of the organization can enter into agreements

with other international bodies for the maintained of common services
and concerning personnel. Concerning personnel include LINE
Personnel. It include the group of people often seen during a flight they
are about 85% of airline labor force. It includes pilots and flight
attendants, reservation clerks, airport check in and gate personnel
security guard. Operation: let’s keep that way if line personnel is hearth
of an airline then operations keeps its blood pumping. In this people
are responsible for scheduling aircraft and flight crews to man the
aircraft. It maintain guidelines to meet FAA standards. Maintenance:
Airplane are million dollars vehicles that must be maintained to prevent
an airline from losing money. The only source of aircraft to make
money for airline is when they keep transporting and almost 10% of
airline’s work force depend upon maintenance. Sales and Marketing: If
you wonder who manages all your price you can find them in sales and
marketing divisions these include advertising, cargo, sales, reservation,
customer services and food services. By getting approval from
assembly they may enter into such other agreements and it might
fascinate the work of an organization.
Article#66: (International Air Services Transit Agreement)
The Organization shall also carry out the functions placed upon it by the
International Air Services Transit Agreement and by the International
Air Transport Agreement drawn up at Chicago on December 7, 1944, in
accordance with the terms and conditions therein set forth. Members
of the Assembly and the Council who have not accepted the
International Air Services Transit Agreement
International Civil Aviation Conference held in Chicago, Illinois (U.S.A.)
from 1 November to 7 December 1944.The Agreement provides for the
multilateral exchange of the first two freedoms of the air with regard to
 19

scheduled international air services, namely: a) the privilege to fly

across the territory of a State without landing; b) the privilege to land
for non-traffic purposes; It also deals with designation of routes and
airports, charges, revocation of permits and settlement of disputes. The
International Air Services Transit Agreement (IASTA) strengthens and
facilitates the operation of international scheduled air services by the
multilateral exchange of privileges of over flight and technical stops.
WHEREAS the International Air Services Transit Agreement (hereinafter
“the Agreement”) was concluded at Chicago on 7 December 1944 with
the objective of strengthening and facilitating the operation of
international scheduled air services; WHEREAS any State a Member of
the International Civil Aviation Organization may accept this Agreement
as an obligation upon it by notification of its acceptance to the
Government of the United States of America; AND WHEREAS the (name
of Government) is a Member of the International Civil Aviation
Organization, having adhered to the Convention on International Civil
Aviation (Chicago, 7 December 1944) on (date of adherence); NOW
THEREFORE, the (name of Government), having considered the said
Agreement, hereby ACCEPTS the same, and undertakes faithfully to
carry out all the stipulations therein contained; ANDBY THESE
PRESENTS notifies the Government of the United States of America of
its acceptance of the Agreement. IN WITNESS THEREOF, I have signed
this Notification of Acceptance and affixed hereunto the Seal of the
(name of State).
The International Air Transport Agreement drawn up at Chicago on
December 7, 1944shall not have the right to vote on any questions
referred to the Assembly or Council under the provisions of the
relevant Agreement.
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PART - 111. INTERNATIONAL AIR TRANSPORT

CHAPTER XIV
INFORMATION AND REPORTS
Article#67: (File Report with Council)
Each contracting State undertakes that its international airlines shall, in
accordance with requirements laid down by the Council, file with the
Council traffic reports, cost statistics and financial statements showing
among other things all receipts and the sources thereof. 1944
Convention on International Civil Aviation mandates that the ICAO
Council shall “Submit annual reports to the Assembly.” Since then, the
Annual Report of the Council to the Assembly has provided a regular
summary of the implementation of the decisions taken by ICAO’s
highest body, which the Assembly reviews once reconvened. The
implementation of these decisions is undertaken in accordance with
the mandate given to ICAO by the Convention and in support of ICAO’s
Strategic Objectives. In this regard, the Preamble to the Convention
clearly reflects that its signatories (ICAO Member States) have agreed
on principles and arrangements supporting the safe and orderly
development of international civil aviation, with the complementary
aim that international air transport services should be operated soundly
and economically and established on the basis of equality of
opportunity.

CHAPTER XV
AIRPORT AND OTHER NAVIGATION FACILITIES:
Article#68: (Designation of Routes and Airports)
 21

Each contracting State may, subject to the proof routes and airports
visions of the Convention, designate the route to be followed within its
territory by any international air service and the airports which any
such service may use.
Each airway is based on a center line that extends from one
navigational aid or intersection to another navigational aid (or through
several navigational aids or intersections) specified for that airway. (b)
Except in RNAV routes or otherwise specified: Each airway includes the
airspace within parallel boundary lines 5 nautical miles each side of the
centerline. Where the changeover point for an airway segment is more
than 51 miles from either of the navigational aids defining that
segment, and: (i) The changeover point is midway between the
navigational aids, the airway includes the airspace between lines
diverging at angles of 4.5° from the center line at each navigational aid
and extending until they intersect opposite the changeover point; or (ii)
The changeover point is not midway between the navigational aids, the
airway includes the airspace between lines diverging at angles of 4.5°
from the center line at the navigational aid more distant from the
changeover point, and extending until they intersect with the bisector
of the angle of the center lines at the changeover point; and between
lines connecting these points of intersection and the navigational aid
nearer to the changeover point.
Article#69: (Improvement of Air Navigation Facilities)
If the Council of the opinion that the air navigation ports or different air
navigation facilities, inclusive of facilities radio and meteorological
services, of a contracting State aren't moderately good enough for the
safe, regular, efficient, and in your price range operati3n of worldwide
air services, gift or contemplated, the Council shall .eleven visit the
State without delay concerned. And different States affected, with a
 22

view to locating method with the aid of using which the state of affairs
can be remedied, and can make tips for that purpose. No contracting
State will be responsible of an infraction of this Convention if it fail to
perform these recommendations.
The GANP represents a rolling, 15-year strategic methodology which
leverages existing technologies and anticipates future developments
based on State/industry agreed operational objectives. The Block
Upgrades are organized in non-overlapping six-year time increments
starting in 2013 and continuing through 2031 and beyond. This
structured approach provides a basis for sound investment strategies
and will generate commitment from States, equipment manufacturers,
operators and service providers. Although the ICAO work programme is
endorsed by the ICAO Assembly on a triennial basis, the Global Plan
offers a long-term vision that will assist ICAO, States and industry to
ensure continuity and harmonization among their modernization
programs. To find a balance between consolidation and keeping pace
with new developments, the GANP will have a more comprehensive
update with the 2019 edition, aligned with the Block periods. This
edition of the GANP begins by outlining the executive-level context for
the air navigation challenges ahead, as well as the need for a strategic,
consensus based and transparent approach to address these
challenges.
Article#70: (Financing Of Air Navigation Facilities)
IA catching State, within the circumstances air navigation faceting
beneath the provisions of Article 69, could conclude ties nut
arrangement with the Council for giving impact to such
recommendations. The State may elect up-to-date all of the prices
involved in any such arrangements.
 23

Most airports and air navigation services are being provided by

governments and/or their entities. Therefore, these governments still
remain the primary financiers of these services. However, considering
the ever growing demands on the resources of these governments by
other sectors like health, education, roads, industries, etc. governments
often find it very difficult to provide adequate resources required for
the financing of airports and air navigation services infrastructure. The
innovative and increasing generation of the non-aeronautical charges
and revenue, help to lower the aeronautical charges in course of
implementing the cost recovery principles and thereby attract more
traffic to the airport. ICAO’s Policy on Charges for Airports and Air
Navigation Services are contained in Doc 9082. This document and the
recommendations of the Conference on the economics of airports and
air navigation services hold in 2000 and 2008 (CEANS) are very
important when it comes to the issues of revenue generation and
funding of airports and air navigation services. Doc. 9082 requires
service providers to recover the cost of providing services. However,
this should not be done on arbitrary bases but should be done
according to the guidelines specified by ICAO in Doc 9082, which
include transparency and consultation with the users of such services.
Article#71: (Provision and Maintenance of Facilities by Council)
If a contracting State so requests, the Council may agree to provide,
man, maintain, and administer any or all of the airports and other air
navigation facilities, including radio and meteorological services,
required in its territory for the safe, regular, efficient and economical
operation of the international air services of the other contracting
States, and may specify just and reasonable charges for the use of the
facilities provided.
 24

The provision of the Facility Management and Maintenance Services

addresses the following key result areas and objectives of the Council
Plan: Access to a variety of for all. Continually review services to ensure
those provided by Council meet Community needs. Minimized impact
of emergencies. Implement plans that support people in times of
emergency. Implement effective plans and procedures that minimize
the impact of all emergencies in the Shire. Our diverse Community
requirements met. Plan for the provision of facilities to service and
support the changing Community. Provision and maintenance of assets
on a life-cycle basis. Provide accessible facilities to meet identified
Community needs. Manage Council's assets like roads, drainage,
footpaths and buildings, etc. in a way that ensures they are adequately
maintained over their life. Increased business diversity in plan for and
support local employment opportunities Support the development of
existing and new businesses within the Shire. Encourage procurement
of local products and services. Long term financial sustainability. Make
financial decisions that achieve the objectives of Council and long-term
financial sustainability. Identify ways to contain Council's cost base by a
focus on innovation and efficiency
Article#72: (Acquisition or use of the land)
In this article the use of the land and procurement is discussed that is
authorize by the council itself. At the request of a contracting state
where land is needed for services financed should be in the part by
council and the state shall either arrange the land itself. Accordance
with the laws of the state concerned and rational terms by the council
there should be the right of retaining of facilitate the use of the land.
Article#73: (Expenditure and Assessment of the Funds)
The council may make present expenditures from the overall funds of
the association for the sections. Over a rational period of time to the
 25

contracting state the board shall evaluate the capital funds essential
over agreement proportions. This law is applicable to those airlines
which uses facilities. The council also consider any funds required to
the approved states.
Article#74: (Utilization of Revenues and Technical Assistance)
When the Council advances funds or provides airports or revenues or ot
her facilities in whole or in part at the request of a contracting State, th
e arrangement may provide for technical assistance in the supervision a
nd operation of the airports and other facilities, as well as payment fro
m the revenues derived from the operation of the airports and the
operating expenses of the airports and the other facilities, and of
interest and amortization
charges other services, with the consent of that state.

Article#75: (Taking over facilities from Council)

A contracting State may discharge any obligation incurred under Article
70 at any time, and take over airports and other facilities supplied by
the Council in its territory according to Articles 71 and 72, by paying to
the Council an amount that the Council considers fair in the
circumstances.
If the State believes the sum set by the Council is excessive, it may file
an appeal with the Assembly, which can either confirm or alter the
Council's decision.
Article#76: (Return of Funds)
In this Article the return of funds and reserves by the council to the
contracting state is discussed. In the case of advances originally
financed by States under Article 73, funds obtained by the Board
 26

through repayment under Article 75 and receipts of interest and

amortization payments under Article 74 shall be repaid to the States
that were formerly assessed in the proportion of their valuations, as
determined and resolute by the Council.

CHAPTER XVI
JOINT OPERATING ORGANIZATIONS AND POOLED SERVICES
Article#77: (Joint Operating Organizations Permitted)
In this Article the legalization and approval of mutual operations of
associations are discussed. Nothing in this Convention prevents two or
more contracting States from forming joint air transport operating
organizations or international operating agencies and pooling their air
services on any routes or regions, but such organizations or agencies, as
well as the pooled service, must abide by all of the Convention's
provisions, including those relating to the registration of agreements.
The Council will decide how the provisions of this Convention
concerning aircraft nationality will be applied to aircraft operated by
international operating agencies.
Article#78: (Function of Council)
In this Article the functionality of council and board have been
discussed systematically. The Council may recommend that contracting
States create joint entities to activate aviation and air travel services on
any routes and in any locations.
Article#79: (Participation in Operating Organizations)
In this Article the role and participation of state in operating
organizations have been clarified. A state may participate in joint
 27

operating organizations or pooling arrangements through its

government's organizations or through an airline business or
companies authorized by it. The firms may be state-owned, partially
state-owned, or privately held, at the sole discretion and choice of the
state involved.

PART IV FINAL PROVISION

CHAPTER XVII
OTHER AERONAUTICAL AGREEMENTS AND ARRANGENENT
Article#80: (The Paris and Habana Conventions)
In this Article undertaking of the contracting states on the regulations
of Aerial navigation have been discussed. If it is a party to either the
Convention relating to the Regulation of Aerial Navigation signed at
Paris on October 13, 1919 or the Convention on Commercial Aviation
signed at Habana on February 20, 1928, each contracting State
undertakes to give notice of censure of the Convention relating to the
Regulation of Aerial Navigation signed at Paris on October 13, 1919 or
the Convention on Commercial Aviation signed at Habana on February
20, 1928, immediately upon the entry into force of this Convention.
Article #80: (Paris and Habana Convention)
Each Contracting State undertakes to issue notice immediately after the
entry into force of this Convention in accordance with the Havana
Convention notifying that it will withdraw from the convention or
aviation convention related to the Air Navigation Regulations signed in
Paris on October 13, 1919. Signed in Havana on February 20, 1928, if it
is part of any of them. Among the contracting states, this Convention
 28

No. replaces the above-mentioned Paris Convention and the Havana

Convention.
Article#81: (Registration of Existence Arrangement)
After the entry into force of this Agreement, all existing aviation
agreements in existing agreements, as well as all aviation agreements
between the contracting states and any other states or between the
airlines of the contracting states and any other state or airlines. From
any other state, Must register with the council immediately.
Article#82: (Abrogation of Inconsistent Arrangement)
The contracting states accept the Convention which abolishes all
obligations and understandings between them that are inconsistent
with the terms, and promises not to sign such obligations and
misunderstandings.
A Contracting State that has already assumed obligations to non-
Contracting States or nationals of non-Contracting States before
becoming a member of the Organization is inconsistent with the
provisions of this Convention and must take immediate action. Seek
them to be free from the obligation. If the airline of any contracting
state has incompatible obligations, the country of nationality will make
every effort to ensure its immediate termination, and in any case
immediately terminate such actions can be obtained legally after this
agreement becomes effective.
Article#83: (Registration of New Arrangement)
In addition to the provisions of Article 8 of Agreement above, any
Contracting State may make arrangements that are not inconsistent
with the provisions of this Agreement 6. Any such arrangement must
immediately be registered with Council for, which will make public and
soon possible.
 29

CHAPTER XVIII
DISPUTES AND DEFAULT
Article#84: (Settlement of Dispute)
If two or more contracts disputed between countries with respect to
the interpretation or application of this Agreement and its annexes
cannot be resolved through negotiation, the decision will be made on
the basis of the request of any relevant country that has a dispute. No
member of the board of directors may vote for when the board of
directors considers any dispute to which they are a party. Any
Contracting State, in accordance with Article 85, appeals the decision of
the Council and appeals to the Court of Arbitration or to the Permanent
Tribunal of the International Court agreed with the other parties to the
dispute. Any appeal must be notified to the board of directors within
days of receipt of the decision of the board of directors.

Article#85: (Arbitration Procedure)

If any State Party of the controversy that appealed the decision of the
Council in Procedure does not accept the Statute of the Permanent
Court of the International Court of Justice, and the State of the
controversy cannot decide on the choice of the Court of Arbitration, the
State Party to the dispute will appoint a party, there are arbitrators and
he will appoint an arbitrator. If any of the parties to the controversy
does not appoint an arbitrator within three months from the date of
the appeal, the president will represent
The country appoints an Arbitrator. The freely holds the board. A list of
qualified and available personnel. If within thirty days, arbitrator is
 30

unable to agree on the arbitrator, the chairman of council will appoint

an arbitrator from the list listed above. The arbitrator and arbitrator
shall together form an arbitration tribunal. Any arbitration forum
established pursuant to resolves its own procedures and makes a
decision by majority vote, provided that Council can determine that the
procedural affairs office is excessive in the incident
Article#8: (Appeal)
Unless the Council decides otherwise, any Council decision as to
whether international airlines operate in accordance with Article of this
Agreement will remain valid unless reversed on appeal. In any other
matter, if an appeal is filed against the decision of the Section. Council,
its decision will be suspended pursuant to Section until a decision is
made on the appeal. The decisions of the Permanent Court of
International Justice and the Arbitral Tribunal are final and binding.
Article#87: (Penalty for Non-Conformity by Airline)
If the board of directors decides the airline involved does not comply
with the final decision issued under
Article#88: (Penalty for Non-Conformity by State)
In accordance with the provisions of article of this chapter, the
Assembly shall suspend the voting rights of the Assembly of States
Parties and of the Council in disagreements.

CHAPTER XIX
WAR
Article#89: (War and emergency condition)
 31

In case of war, the provisions of this Convention shall not affect the
freedom of action of the contracting States affected, whether as
belligerents or as neutrals.

CHAPTER XX
ANNEXES
Article#90: (Adoption and amendment of Annexes)
The Council of the European Union has passed a new law which will
allow it to impose sanctions on countries that fail to comply with the
rules and regulations. The resolution was adopted by two-thirds of its
members. (b) The Council shall immediately notify all contracting States
of the coming into force of any Annex or amendment there to.
CHAPTER XXI
RATIFICATION, ADHERENCES, AMNEDMENTS, & DENUNCIATIONS
Article#91: (Ratification of convention)
The United States of America has signed a Convention on the
International Trade in Arms Control.
(a) It comes into force on the thirteen day after deposit of the
instrument of ratification for each State ratifying
(b) As soon as this Convention 'has been ratified and adhered to by
twenty-six States it shall come into force between them on the thirtieth
day after deposit of the twenty-sixth instrument. It shall come into
force for each State ratifying there-after on the thirtieth day after the
deposit of its instrument of ratification.
 32

(c) It shall be the duty of the Government of the United States of

America to notify the government of each of the signatory and adhering
States of the date on which this Convention comes into force.
Article#92: (Adherence to convention)
The United States of America has ratified the Convention on the
Conduct of Armed Forces.
(a)The member of the United Nations and its members have agreed to
adhere to the Convention. It was signed by all states which remained
neutral during the present world conflict.
(b) Adherence usually be effected by a notification addressed to the
Government of the United States of America and shall take effect as
from the thirtieth day from the receipt of the notification by the
Government of the United States of America, which shall notify all the
contracting States
Article#93: (Admission of other states)
The United Nations Convention on the Rights of the Congo
(Convention) is signed by all nations in the world. The Convention
provides for the admission of any State invaded or attacked during the
present war by the State seeking admission to the Convention as long
as it is not a state under attack.
Article#94: (Amendment of convention)
Any proposed amendment to this Convention must be approved by a
two-thirds vote of the Assembly.
(a) The number of contracting States specified by the Assembly must
not be less than -thirds of the total number of contracting States. State
which has not ratified within a specified period after the amendment
has come into force may cease to be a member
 33

(b) If in its opinion the amendment is of such a nature as to Justify this

course, the Assembly its resolution recommending adoption may
provide that any State which has not ratified within a specified period
after the amendment has come into force shall thereupon cease to be a
member of the Organization and a party to 'the Convention.
Article#95: (Denunciation of Convention)
The United States of America has agreed to withdraw from the
Convention on the Prohibition of Chemical Weapons of State and Crime
(a) This will not be bound by the Convention for three years after its
coming into effect in.
(b) Denunciation shall take effect one year from the date of the receipt
of the notification and shall operate only as regards the State effecting
the denunciation.
CHAPTER XXII
DEFINITIONS
Article#96: (For the purpose of this convention the expression)
The Convention on the Conduct of the Parties to the United Nations
Convention is signed by all countries in the world and ratified by the
European Union.
 International air service means and air service which passes
through the air space over the territory of more than one State.
 Airline means any air transport enterprise offering or operating an
international air service.
 Stop for non-traffic purposes means a landing for any purpose
other than taking on or discharging passengers, cargo or mail.
 34

International Civil Aviation Organization:

ICAO is funded and directed by 193 national governments to support
their diplomacy and cooperation in air transport as signatory states to
the Chicago Convention (1944).
Its core function is to maintain an administrative and expert
bureaucracy (the ICAO Secretariat) supporting these diplomatic
interactions, and to research new air transport policy and
standardization innovations as directed and endorsed by governments
through the ICAO Assembly, or by the ICAO Council which the assembly
elects. Industry and civil society groups, and other concerned regional
and international organizations, also participate in the exploration and
development of new standards at ICAO in their capacity as ‘Invited
Organizations’.
As new priorities are identified by these stakeholders, the ICAO
secretariat convenes panels, task forces, conferences and seminars to
explore their technical, political, socio-economic and other aspects. It
then provides governments with the best results and advice possible as
they collectively and diplomatically establish new international
standards and recommended practices for civil aviation internationally.

ICAO ANNEXES:
1. Personal licensing.
2. Rules of the Air.
3. Meteorological Services for International Air Navigation.
4. Aeronautical charts.
5. Units of Measurement to be used in the air and ground services.
 35

6. Operations of Aircraft- Part I - International Commercial Air

Transport- Aero planes.
 Operations of Aircraft- Part II – International General Aviation-
Aero planes.
 Operations of Aircraft- Part III - International Operations-
Helicopters
7. Aircraft Nationality and Registration Marks.
8. Airworthiness of Aircraft.
9. Facilitation.
10. Aeronautical Telecommunications- Volume I Radio
Navigational Aids.
 Aeronautical Telecommunications- Volume II Communication
Procedures including those with PANS status.
 Aeronautical Telecommunications- Volume III Telecommunication
Systems.
 Aeronautical Telecommunications- Volume IV Surveillance Radar
and Collision Avoidance Systems.
 Aeronautical Telecommunications- Volume V Aeronautical Radio
Frequency Spectrum Utilization.
11. Air traffic Services.
12. Search and Rescue.
13. Aircraft Accident and Incident Investigation.
14. Aerodromes- Volume I Design and Operations.
 Aerodromes- Volume II Heliports.
15. Aeronautical Information Services.
16. Environmental Protection- Volume I- Aircraft Noise.
 Environmental Protection- Volume II- Aircraft Engine Emission.
 Environmental Protection- Volume III- Aero plane CO2 Emissions.
 Environmental Protection- Volume IV- Carbon off-setting and
reduction Scheme for International Aviation.
 36

17. Security.
18. The safe Transport of Dangerous Goods by Air.
19. Safety Management.

Detailed Explanation: (From ANNEX 9 to 19)

ANNEX: 9
To the Convention on 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. 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
 37

(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.
ANNEX 10
To the Convention on International Civil Aviation
Aeronautical Telecommunications
(Volumes I, II, III, IV and V)
Three of the most complex and essential elements of international civil
aviation are aeronautical communications, Navigation and surveillance.
 38

These elements are covered by Annex 10 to the Convention. Annex 10

is divided into five volumes:
Volume I — Radio Navigation Aids
Volume II — Communications Procedures including those with PANS
status
Volume III — Communication Systems
Part 1 — Digital Data Communication Systems
Part 2 — Voice Communication Systems
Volume IV — Surveillance Radar and Collision Avoidance Systems
Volume V — Aeronautical Radio Frequency Spectrum Utilization
The five
volumes
of this
Annex
contain

Standards and Recommended Practices (SARPs), Procedures for Air

Navigation Services (PANS) and guidance material on aeronautical
communication, navigation and surveillance systems. Volume I of
Annex 10 is a technical document which defines for international
aircraft operations the systems necessary To provide radio navigation
aids used by aircraft in all phases of flight. The SARPs and guidance
material of this volume List essential parameter specifications for radio
navigation aids such as the global navigation satellite system
(GNSS),Instrument landing system (ILS), microwave landing system
(MLS), very high frequency (VHF) omnidirectional radio Range (VOR),
 39

non-directional radio beacon (NDB) and distance measuring equipment

(DME). The information Contained in this volume includes aspects of
power requirements, frequency, modulation, signal characteristics and
Monitoring needed to ensure that suitably equipped aircraft will be
able to receive navigation signals in all parts of the World with the
requisite degree of reliability. Volumes II and III cover two general
categories of voice and data communications that serve international
civil aviation. They are the ground-ground communication between
points on the ground and the air-ground communication between
Aircraft and points on the ground. The air-ground communication
provides aircraft with all necessary information to Conduct flights in
safety, using both voice and data. An important element of the ground-
ground communication is the Aeronautical fixed telecommunications
network (AFTN), a worldwide network organized to meet the specific
Requirements of international civil aviation. Within the AFTN category,
all significant ground points, which include Airports, air traffic control
centres, meteorological offices and the like, are joined by appropriate
links designed to serve Aircraft throughout all phases of flight.
Messages originated at any point on the network are routed as a
matter of routine To all points required for the safe conduct of flight.
ANNEX 11
To the Convention on International Civil Aviation
Air Traffic Services
 40

Control of air traffic was almost unknown in 1944. Today, air traffic
control, flight information and alerting services, which together
Comprise air traffic services, rank high among the indispensable ground
support facilities which ensure the safety and efficient Operation of air
traffic throughout the world. Annex 11 to the Chicago Convention
defines air traffic services and specifies the world-Wide Standards and
Recommended Practices applicable in the provision of these
services.The world’s airspace is divided into a series of contiguous flight
information regions (FIRs) within which air traffic services are Provided.
In some cases, the flight information regions cover large oceanic areas
with relatively low air traffic density, within which Only flight
information service and alerting service are provided. In other flight
information regions, large portions of the airspace Are controlled
airspace within which air traffic control service is provided in addition
to flight information and alerting services.
ANNEX 12
To the Convention on International Civil Aviation
Search and Rescue
Search and rescue services are
organized to respond to persons
apparently in distress and in need
of help. Prompted By the need to
rapidly locate and rescue
survivors of aircraft accidents, a
set of internationally agreed Standards and Recommended Practices
has been incorporated in ICAO’s Annex 12 – Search and Rescue
(SAR).The Annex, which is complemented by a three-part Search and
Rescue Manual dealing with SAR organization, Management and
procedures, sets forth the provisions for the establishment,
 41

maintenance and operation of search and Rescue services by ICAO

Contracting States in their territories and over the high seas. Proposals
for Annex 12 were Originally made in 1946. By 1951, the proposals had
been reviewed and revised to meet international civil aviation
Requirements, and were embodied as Standards and Recommended
Practices in the first edition of Annex 12. Containing five chapters, the
Annex details the organization and cooperative principles appropriate
to effective SAR Operations, outlines required necessary preparatory
measures and sets forth proper operating procedures for SAR Services
in actual emergencies.

ANNEX 13
To the Convention on International Civil Aviation
Aircraft Accident and Incident Investigation
The causes of an
aircraft accident or
serious incident
must be identified
in order to prevent
repeated occurrences. The Identification of causal factors is best
accomplished through a properly conducted investigation.To emphasise
this Point, Annex 13 states that the objective of the investigation of an
accident or incident is prevention. Annex 13 provides the international
requirements for the investigation of aircraft accidents and incidents. It
has been Written in a way that can be understood by all participants in
an investigation. As such, it serves as a reference Document for people
around the world who may be called on, often without any lead time,
to deal with the many aspects Involved in the investigation of an
 42

aircraft accident or serious incident. As an example, the Annex spells

out which States may participate in an investigation, such as the States
of Occurrence, Registry, Operator, Design and Manufacture. It also
defines the rights and responsibilities of such States.The ninth edition
of Annex 13 consists of eight chapters, an appendix and four
attachments. It also defines how that State must Handle requests for
participation in the investigation from other States.
ANNEX 14
To the Convention on International Civil Aviation
Aerodromes
(Volumes I and II)

A distinction of Annex 14 is the broad range of subjects it contains. It

extends from the planning of airports and Heliports to such details as
switch-over times for secondary power supply; from civil engineering to
illumination Engineering; from provision of sophisticated rescue and
fire fighting equipment to simple requirements for keeping Airports
clear of birds. The impact of these numerous subjects on the Annex is
compounded by the rapidly changing Industry which airports must
support. New aircraft models, increased aircraft operations, operations
in lower visibilities And technological advances in airport equipment
combine to make Annex 14 one of the most rapidly changing Annexes.
In 1990, after 39 amendments the Annex was split into two volumes,
Volume I dealing with aerodrome design and Operations and Volume II
dealing with heliport design.Annex 14, Volume I, is also unique: it is
applicable to all airports open to public use in accordance with the
requirements Of Article 15 of the Convention. Historically, it came to
life in 1951 with 61 pages of Standards and Recommended Practices
 43

and 13 additional pages on guidance for their implementation. That

edition included specifications for water Aerodromes and aerodromes
without runways; specifications that no longer appear. Today over 180
pages of Specifications and additional pages of guidance material set
forth the requirements for international airports around the World.
Annex 15
Aeronautical Information Services

One of the most un-known and most indispensable jobs on the side of
global common flying is filled by the aeronautical data administration
(AIS). The object of the aeronautical data administration is to guarantee
the progression of data fundamental for the security, routineness and
productivity of global air route. Addition 15 characterizes how an
aeronautical data administration will get or potentially start, group or
collect, alter, design, distribute/store and disperse indicated
aeronautical data/information. The objective is to fulfill the
requirement for consistency and consistency in the arrangement of
aeronautical data/information that is needed for the functional use by
global common flying. The ICAO Board initially embraced the first
Norms and Suggested Practices in 1953. Addition 15 has its starting
points in Article 37 of the Chicago Show. The main prerequisites for the
Addition were created by the ICAO Air Route Advisory group (presently
the Air Route Commission), following suggestions from local air route
gatherings, and were distributed by the authority of the Committee as
Techniques for Global Notification to Pilots back in 1947. "Worldwide
 44

notification to aviators" is an expression which prompted the

introduction of an early aeronautical abbreviation. The administrator
should likewise be educated, regularly without prior warning, any
change influencing the activity of these offices and benefits and should
know about any airspace limitations or dangers liable to influence
flights. While this data can almost consistently be given before take-off,
it must, in certain occurrences, be given during flight. The way of
thinking fundamental Extension 15, which comes from Article 28 of the
Show on Worldwide Common Flying, is that each State is liable for
making accessible to common flying interests any data which is
appropriate to and needed for the activity of airplane occupied with
global common flight inside its region, just as in regions outside its
region in which the State has aviation authority or different obligations.
The data dealt with by an AIS may fluctuate generally as far as the
length of its materialness. For instance, data identified with air
terminals and its offices may stay substantial for a long time while
changes in the accessibility of those offices (for example, because of
development or fix) might be legitimate for a somewhat brief
timeframe. Data might be legitimate for as short a period as days or
hours. It is made out of the accompanying components: the
Aeronautical Data Distribution (AIP), including alteration
administration, AIP supplements, NOTAM, pre-flight data
announcements (PIB), aeronautical data brochures (AIC), agendas and
arrangements of substantial NOTAM. Every component is utilized to
appropriate explicit kinds of aeronautical data. Moreover, there are
prerequisites to guarantee that significant post-flight data given via
aircrews (for instance, the presence of a bird danger) are transferred to
the AIS for dispersion as the conditions require. The need, job and
significance of aeronautical data/information have changed essentially
 45

with the development of the Correspondences, Route and

Observation/Air Traffic the executives (CNS/ATM) frameworks.
ANNEX 16:
Environmental Protection
Addition 16 (Volumes I and II) manages the insurance of the climate
from the impact of airplane commotion and airplane motor outflows -
two subjects scarcely pondered when the Chicago Show was agreed
upon. Airplane commotion was at that point of worry during the early
stages of ICAO, yet it was then restricted to the clamor brought about
by propellers whose tips pivoted at speeds moving toward that of
sound. This worry expanded with the presentation of the original
stream planes in the mid-1960s and sped up with the development in
the quantity of fly airplane in worldwide tasks. Airplane clamor is a
capacity, in addition to other things, of the force of the motors that
drive planes through the climate. Lessen the force and you decrease
commotion, and yet you may influence the security attributes of the fly
airplane. The Panel on Airplane Motor Emanations (CAEE) was in this
manner set up so as to foster explicit Principles for airplane motor
discharges. These Guidelines, received in 1981, put down certain
boundaries for the outflow of smoke and certain vaporous toxins for
enormous super fly and turbofan motors to be created later on; they
likewise deny the venting of crude energizes. The extent of the current
Addition 16 was broadened to incorporate motor discharge
arrangements and the report was retitled Natural Security. Volume I of
the rearranged Addition 16 contains arrangements identified with
airplane commotion while Volume II contains arrangements identified
with airplane motor emanations. In Volume I, diverse airplane
arrangements structure the premise of commotion certificate. These
groupings incorporate subsonic stream planes for which application for
 46

the affirmation of the model was acknowledged before 6 October 1977;

for those acknowledged on or after that date; for propeller-driven
planes more than 5 700 kg; for those not surpassing this mass; for
supersonic planes for which application for accreditation of the model
was acknowledged before 1 January 1975; and for helicopters for which
the application for certificate of the model was acknowledged on or
after 1 January 1980. For every order of airplane type, a commotion
assessment measure has been normalized. Aside from propeller-driven
planes not surpassing 5 700 kg most extreme certificated take-off mass,
the commotion assessment measure is the powerful seen clamor level,
communicated CAEP has additionally fostered the Norms in Extension
16 for both airplane commotion and airplane motor discharges.
Concerning airplane commotion, based on suggestions by CAEP, the
Board of ICAO in 2001 received another Section 4 clamor standard,
more severe than that contained in Part 3.
ANNEX 17
Security: Safeguarding International Civil Aviation against Acts of
Unlawful Interference

The sensational expansion in violations of savagery which

antagonistically influenced the wellbeing of common flight during the
last part of the 1960's, brought about an Extraordinary Meeting of the
ICAO Get together in June 1970. One of the goals of that get together
called for details in existing or new Extensions to the Chicago Show to
 47

explicitly manage the issue of unlawful impedance, specifically with

unlawful capture of airplane. Following crafted by the Air Route
Commission, the Air Transport Panel, and the Board of trustees on
Unlawful Impedance, Guidelines and Suggested Practices on Security
were received by the Chamber on 22 Walk 1974 and assigned as
Extension 17 – Security. The Extension is kept up with under consistent
survey to guarantee that the determinations are current and viable.
Since this report sets least norms for flight security around the world, it
is exposed to cautious investigation prior to going through any changes,
increments or cancellations. The change remembers different
definitions and new arrangements for connection to the pertinence of
this Addition to homegrown tasks; worldwide participation identifying
with danger data; public quality control; access control; measures
identified with travelers and their lodge and hold things; in-flight
security faculty and assurance of the cockpit; code-sharing/community
oriented game plans; human elements; and the executives of reaction
to demonstrations of unlawful obstruction. The Connection to Add-on
17 gives authorities of States capable to carrying out public projects
with a word for word extract of all pertinent determinations showing
up in different Extensions just as the connected systems showing up in
the Container records (Methods for Air Route Administrations - Rules of
the Air and Air Traffic Administrations, and Methodology for Air Route
Administrations - Airplane Tasks). This material furnishes authorities
with a rundown of all security-related Principles, Suggested Practices
and techniques in a solitary record. The Association has created and
keeps on refreshing legitimate and specialized guidelines and
techniques to forestall and smother demonstrations of unlawful
impedance. Since Extension 17 is the chief archive provide guidance on
the foundation of safety efforts, its uniform and predictable application
is central if the avionics security framework is to be fruitful
 48

ANNEX 18:
The Safe Transport of Dangerous Goods by Air
More than half of the cargo carried by all modes of transport in the
world is dangerous cargo – explosive, corrosive, flammable, toxic and
even radioactive. These dangerous goods are essential for a wide
variety of global industrial, commercial, medical and research
requirements and processes. Because of the advantages of air
transport, a great deal of this dangerous cargo is carried by aircraft.
ICAO recognizes the importance of this type of cargo and has taken
steps to ensure that such cargo can be carried safely. This has been
done by adopting Annex 18, together with the associated document
Technical Instructions for the Safe Transport of Dangerous Goods by
Air. The Annex contains fairly stable material requiring only infrequent
amendment using the normal Annex amendment process. The Annex
also makes binding upon Contracting States the provisions of the
Technical Instructions, which contain the very detailed and numerous
instructions necessary for the correct handling of dangerous cargo.
These require frequent updating as developments occur in the
chemical, manufacturing and packaging industries, and a special
procedure has been established by the Council to allow the Technical
Instructions to be revised and reissued regularly to keep up with new
products and advances in technology. The ICAO requirements for
dangerous goods have been largely developed by a panel of experts
which was established in 1976. This panel continues to meet and
recommends the necessary revisions to the Technical Instructions. As
far as possible the Technical Instructions are kept aligned with the
recommendations of the United Nations Committee of Experts on the
Transport of Dangerous Goods and with the regulations of the
International Atomic Energy Agency. Class 1 includes explosives of all
kinds, such as sporting ammunition, fireworks and signal flares. Class 2
 49

comprises compressed or liquefied gases which may also be toxic or

flammable; examples are cylinders of oxygen and refrigerated liquid
nitrogen. Class 3 substances are flammable liquids including gasoline,
lacquers, paint thinners, etc. Class 4 covers flammable solids,
spontaneously combustible materials and materials which, when in
contact with water, exit flammable gases (examples are some
powdered metals, cellulose type film and charcoal). Class 5 covers
oxidizing material, including bromates, chlorates or nitrates; this class
also covers organic peroxides which are both oxygen carriers and very
combustible. Poisonous or toxic substances, such as pesticides, mercury
compounds, etc., comprise Class 6, together with infectious substances
which must sometimes be shipped for diagnostic or preventative
purposes. Radioactive materials are in Class 7; these are mainly
radioactive isotopes needed for medical or research purposes but are
sometimes contained in manufactured articles such as heart
pacemakers or smoke detectors. Corrosive substances which may be
dangerous to human tissue or which pose a hazard to the structure of
an aircraft are dealt with in Class 8 (for example, caustic soda, battery
fluid, paint remover). Finally, Class 9 is a miscellaneous category for
other materials which are potentially hazardous in air transport, such as
magnetized materials which could affect the aircraft's navigational
systems. Annex 18 and the Technical Instructions became effective on 1
January 1983 and applicable on 1st January 1984 when all of the
Contracting States of ICAO were expected to conform to the ICAO
requirements and to give them legislative recognition.
ANNEX 19:
Safety Management:
 50

During the ICAO High-level Safety Conference 2010, the development

of an Annex dedicated to Safety Management was proposed. The
benefits identified of this approach included:
 Address safety risks proactively;
 Manage and support strategic regulatory and infrastructure
developments;
 Re-enforce the role played by the State in managing safety at the
State level, in coordination with service providers;
 Stress the concept of overall safety performance in all domains.
The Safety Management System (SMS) framework now applies to
organizations responsible for the type design and manufacture of
aircraft
The four existing components of the State Safety Programmed (SSP)
framework - Safety Policy and Objectives, Risk Management, Safety
Assurance and Safety Promotion are raised to the status of Standards
The State Safety Oversight System is now applicable to the oversight of
all product and service providers
Safety Data Collection Analysis and Exchange becomes part of the SSP

COVID-19 Affect on ICAO:

ICAO is working alongside the Airport Council International (ACI) to
monitor developments and to leverage their expertise and analysis
conducted on the economic impacts of COVID-19 on airports. In light of
the rapidly spreading disease named as COVID-19, ICAO actively
monitors its economic impacts on civil aviation and regularly publishes
updated reports and adjusted forecasts. The latest updates can be
 51

viewed here, with analysis on the impact COVID-19 has had on civil
aviation dated continuously, at the bottom of the page.
The iCADS Portal:
ICAO’s Civil Aviation Data Solutions portal holds the most complete and
up-to-date aviation data. The portal, with its 89 different applications,
data solutions, geographic information services, documents and
research-sharing, was built with the needs of the aviation industry in
mind, integrating the entirety of data, business intelligence products
and a selection of curated ICAO reports and documents. The iCADS
portal provides immersive and holistic access to ICAO’s portfolio of
applications; allowing users to access the multitude of Data sets, as well
as the business intelligence solutions provided by ICAO.

Countries and Signatories of ICAO:

State Codes Signing date
Afghanistan OAKB 4 April 1947
Albania LATI 28 March 1991 (A)
Algeria DAAG 7 May 1963 (A)
Andorra 26 January 2001 (A)
Angola FNLU 11 March 1977 (A)
Antigua and
TAPA 10 November 1981 (A)
Barbuda
 52

Argentina RGL 4 June 1946 (A)

Armenia UDYZ 18 June 1992 (A)
Australia AUS 1 March 1947
Austria AUA 27 August 1948 (A)
Azerbaijan UBBB 9 October 1992 (A)
Bahamas MYNN 27 May 1975 (A)
Bahrain OBBI 20 August 1971 (A)
Bangladesh VGHS 22 December 1972 (A)
Barbados TBPB 21 March 1967 (A)
Belarus UMMS 4 June 1993 (A)
Belgium EBBR 5 May 1947
Belize MZBZ 7 December 1990 (A)
Benin DBBB 29 May 1961 (A)
Bhutan VQPR 17 May 1989 (A)
Bolivia
(Plurinational SLVR 4 April 1947
State of)
Bosnia and
LQSA 13 January 1993 (A)
Herzegovina
Botswana FBSK 28 December 1978 (A)
Brazil SBGR 8 July 1946
Brunei
WBSB 4 December 1984 (A)
Darussalam
Bulgaria LBPD 8 June 1967 (A)
Burkina Faso DFFD 21 March 1962 (A)
Burundi HBBA 19 January 1968 (A)
Cabo Verde TCV 19 August 1976 (A)
Cambodia VDPP 16 January 1956 (A)
Cameroon FKKD 15 January 1960 (A)
Canada CY 13 February 1946
Central African
FEFM 28 June 1961 (A)
Republic
Chad 3 July 1962 (A)
Chile 11 March 1947
China (1) ZS 20 February 1946
Colombia SKBO 31 October 1947
Comoros 15 January 1985 (A)
Congo 26 April 1962 (A)
Cook Islands NCRG 20 August 1986 (A)
Costa Rica MRPV 1 May 1958
Côte d’Ivoire DIAP 31 October 1960 (A)
Croatia CTN 9 April 1992 (A)
 53

Cuba 11 May 1949

Cyprus LCLK 17 January 1961 (A)
Czech Republic LKPR 4 March 1993 (A)
Democratic
People’s Republic 16 August 1977 (A)
of Korea
Democratic
Republic of the 27 July 1961 (A)
Congo
Denmark DK 28 February 1947

Djibouti HDAM 30 June 1978 (A)

Dominica TDPD 14 March 2019 (A)

Dominican
MDJB 25 January 1946
Republic
Ecuador SELT 20 August 1954

Egypt HECA 13 March 1947

El Salvador MSLP 11 June 1947

Equatorial Guinea FGSL 22 February 1972 (A)

Eritrea HHAS 17 September 1993 (A)

Estonia EETN 24 January 1992 (A)

Eswatini FDMS 14 February 1973 (A)

Ethiopia HAAB 1 March 1947

Fiji NFFN 5 March 1973 (A)
Finland EFHK 30 March 1949 (A)

France LFPG 25 March 1947

Gabon FOOL 18 January 1962 (A)

Gambia GBYD 13 May 1977 (A)

Georgia UGTB 21 January 1994 (A)

Germany (2) EDDT 9 May 1956 (A)

Ghana DGAA 9 May 1957 (A)

Greece LGAV 13 March 1947

 54

Grenada TGPY 31 August 1981 (A)

Guatemala MGGT 28 April 1947

Guinea GUCY 27 March 1959 (A)

Guinea-Bissau 15 December 1977 (A)
Guyana 3 February 1967 (A)
Haiti 25 March 1948
Honduras 7 May 1953
Hungary 30 September 1969 (A)
Iceland 21 March 1947
India 1 March 1947
Indonesia ID 27 April 1950 (A)
Iran (Islamic
OIIE 19 April 1950
Republic of)
Iraq ORBI 2 June 1947
Ireland EIDW 31 October 1946
Israel 24 May 1949 (A)
Italy LIRF 31 October 1947 (A)
Jamaica MKJP 26 March 1963 (A)
Japan RJAA 8 September 1953 (A)
Jordan OJAI 18 March 1947 (A)
Kazakhstan UACC 21 August 1992 (A)
Kenya 1 May 1964 (A)
Kiribati 14 April 1981 (A)
Kuwait OKBK 18 May 1960 (A)
Kyrgyzstan 25 February 1993 (A)
Lao People’s
Democratic 13 June 1955 (A)
Republic
Latvia 13 July 1992 (A)
Lebanon OLBA 19 September 1949
Lesotho 19 May 1975 (A)
Liberia GLRB 11 February 1947
Libya HLLT 29 January 1953 (A)
Lithuania EYVI 8 January 1992 (A)
Luxembourg 28 April 1948
Madagascar FMMI 14 April 1962 (A)
Malawi 11 September 1964 (A)
Malaysia WMKK 7 April 1958 (A)
Maldives VRMM 12 March 1974 (A)
Mali GABS 8 November 1960 (A)
 55

Malta 5 January 1965 (A)

Marshall Islands 18 March 1988 (A)
Mauritania GQNO 13 January 1962 (A)
Mauritius FIMP 30 January 1970 (A)
Mexico MMMX 25 June 1946
Micronesia
(Federated States 27 September 1988 (A)
of)
Monaco LNMC
Mongolia ZMUB 4 January 1980 (A)
Montenegro 7 September 1989 (A)
Morocco GMMN 12 February 2007 (A)
Mozambique 13 November 1956 (A)
Myanmar 5 January 1977 (A)
Namibia 8 July 1948 (A)
Nauru 30 April 1991 (A)
Nepal VNBL 25 August 1975 (A)
Netherlands (3) NL 29 June 1960 (A)
New Zealand NZAA 26 March 1947
Nicaragua 7 March 1947
Niger 28 December 1945
Nigeria NG 29 May 1961 (A)
North Macedonia 14 November 1960 (A)
Norway ENBR 10 December 1992 (A)
Oman OOMM 5 May 1947
Pakistan OP 24 January 1973 (A)
Palau 6 November 1947 (A)
Panama (4) 4 October 1995 (A)
Papua New
18 January 1960 (A)
Guinea
Paraguay PY 15 December 1975 (A)
Peru 21 January 1946
Philippines RPMC 8 April 1946
Poland PL 1 March 1947
Portugal PT 6 April 1945
Qatar QTR 27 February 1947
Republic of
RKSI 5 September 1971 (A)
Korea
Republic of
11 November 1952 (A)
Moldova
Romania LROP 1 June 1992 (A)
Russian
U 30 April 1965 (A)
Federation
 56

Rwanda 15 October 1970 (A)

Saint Kitts and
3 February 1964 (A)
Nevis
Saint Lucia 21 May 2002 (A)
Saint Vincent and
TVSA 20 November 1979 (A)
the Grenadines
Samoa 15 November 1983 (A)
San Marino SM 21 November 1996 (A)
Sao Tome and
13 May 1988 (A)
Principe
Saudi Arabia OEDF 28 February 1977 (A)
Senegal 19 February 1962 (A)
Serbia (7) 11 November 1960 (A)
Seychelles 14 December 2000 (A)
Sierra Leone 25 April 1977 (A)
Singapore WSSS 22 November 1961 (A)
Slovakia 20 May 1966 (A)
Slovenia 15 March 1993 (A)
Solomon Islands SB 13 May 1992 (A)
Somalia 11 April 1985 (A)
South Africa FA 2 March 1964 (A)
South Sudan 11 October 2011 (A)
Spain ES 5 March 1947
Sri Lanka VCBI 1 June 1948 (A)
Sudan 29 June 1956 (A)
Suriname SMJP 5 March 1976 (A)
Sweden 7 November 1946
Switzerland (5) LSGG 6 February 1947
Syrian Arab
OSAP 21 December 1949
Republic
Tajikistan 3 September 1993 (A)
Thailand VTBS 4 April 1947
Timor-Leste 4 August 2005 (A)
Togo 18 May 1965 (A)
Tonga 2 November 1984 (A)
Trinidad and
TTCP 14 March 1963 (A)
Tobago
Tunisia DTTA 18 November 1957 (A)
Turkey LTBA 20 December 1945
Turkmenistan UTAA 15 March 1993 (A)
Tuvalu 19 October 2017 (A)
Uganda 10 April 1967 (A)
 57

Ukraine 10 August 1992 (A)

United Arab
OMDB 25 April 1972 (A)
Emirates
United Kingdom EGLC 1 March 1947
United Republic
TZA 23 April 1962 (A)
of Tanzania
United States USA 9 August 1946
Uruguay SUMU 14 January 1954
Uzbekistan UTTT 13 October 1992 (A)
Vanuatu NVVV 17 August 1983 (A)
Venezuela
(Bolivarian SVMC 1 April 1947 (A)
Republic of)
Viet Nam VVNB 13 March 1980 (A)

Yemen (6) OYSN 17 April 1964 (A)

Zambia FLKK 30 October 1964 (A)

Zimbabwe FVHA 11 February 1981 (A)

Conclusion:
In this Report we have studied a brief hsitory of Chicago Convention
and International Civil Aviation Organziation. We have also discussed
the Articles breifly and effieciently. We enhance our knowledge
 58

towards governing rules and regulations of Civil Aviation of the world.

Every Articles states a very new and unique law which shall be followed
by the state, Council and the industry. The Articles defines that every
movement in aviation indsutry regarding contracting state and
Airpsaces depends on the ammendments of these articles which are
breifly mentioned in Chicago Convention. Coming to ICAO we explained
every Annexes 9 to 19 detailed. The ICAO Annexes consists of variety of
sections like Aeronautical Telecommunications, Air traffic service,
Safety Management, Security of Aviation, Transportation of Goods and
dangerous Goods, Aerodromes etc. ICAO purifies the regulations to the
operators and administrators which are running businesses in aviation
indsutry.
In this report we learned and examined that ICAO Annexes and Chicago
Convention iboth are very essential to establish learning and governign
of aviation systems, policies and industry.
At last we would like to thanks our respected teacher “Sir Feroz Akbar”
for assigning this project, which strengthen our knowledge regarding
Aviation Business Policy and Decision Making and professionalism.
Thank you very much!