Doc 9085

Annual Report of the Council -1973

DOCUMENTATION

for the session of the Assembly in 1974

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Published by the Secretary General under authority of the Council

Published in separate English, French and Spanish editions by the International Civil Aviation Organization. All correspondence, except orders and subscriptions, should be addressed to the Secretary General of ICA 0, International Aviation Building, 1080 University Street, Montreal101, Quebec, Canada.

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TO THE ASS EMILY

OF THE

INTERNATIONAL CIVIL AVIATION ORGANIZATION

I have the honour to transmit, at the directim of the Council, its Report for the year 1973, prepared in compliance with J.rticle 54 (a) of the Convention on International Civil Aviation. With the Retorts for 1971 (Doc 8982) and 1972 (Doc 9046), it constitutes documentatim for Item 7 of the Provisional Agenda of the 21 sl Session of the AssemblJ It will be supplemented by a brief review of the work of the Organizalim for the first six months of 1974, and will be sent to the Economic ani Social Council of the United Nations in pursuance of Article VI, pararraph 2 (a) of the Agreement between the United Nations and ICAO.

The Report was prepared by the Secretaiat and circulated in draft form to the Representatives of Council Member Sates for their suggestions. The Council, as a body, did not formally examhF or adopt it but, as in the past, delegated to its President authority to ~pprove the final text after considering all the suggestions received.

As in previous years, Chapter I is a desription of signifiCant develop­ments in civil aviation during the year; tk activities of ICAO itself are described in Chapters II to VIII.

The Council held three sessions in 1973.These were the Seventy-eighth Session from 22 January to 29 March with a total of fifteen meetings, three of which were held outside the Council phlse; the Seventy-ninth Session from 30 April to 27 June, with a total c( fourteen meetings, and the Eightieth Session from 17 September to B December, with a total of twenty-three meetings, five of which were Jeid outside the Council phase. Authority was delegated to the President to ~ct on a number of matters, as necessary, when the Council was not in sessi01.

YH~ WalterBinaglti

President of the Council

THIS PAGE INTENTIONALLY LEFT BLANK

TABLE OF CONTENTS

Chapter I. Civil Aviation in 1973 ..•.•..•.••..... 1. Traffic on Scheduled Services . 2. Non-scheduled Commercial Air Transport . 3. Financial Results. 4. Airline Fares and Rates .......................... . 5. Inter-airline Co-operation .

12 17 20 25

6. General Aviation . 27 7. Evolution of the Commercial Air Transport Fleets of ICAO Contracting States 30 L~~ D 9. Technical Trends and Developments. 36

ACTIVITIES AND DEVEWPMENTS IN ICAO IN 1973

Chapter II. Air Navigation 1. Introduction. 2. Meetings. 3. International Standards and Recommended Practices (SARPS) and

Procedures for Air Navigation Services {PANS) 4. Air Navigation Plans . . . ..........•. 5. Participation of the Regional Offices in Air Navigation Activities ... 6. Projects given special attention during 1973 .

43 43 43

50 52 54 61

Chapter III. Air Transport . . . . . . . . . . • . . . • • . 66 1. Introduction. 66 2. Meetings ............................... . 66 3. Economic Activities . 67 4. Statistics. 68 5. Facilitation . . 68 6. Participation of the Regional Offices in Air Transport Activities 69

Chapter IV. Joint Financing. . . • . . . . • . . . • • • . • . . . . . . . • . • . . . . 74 I. General. 74 2. Agreement on the Joint Financing of Certail Air Navigation Services in

Greenland and the Faroes, 1956 (The Dani~ Joint Financing Agreement). 74 3. Agreement on the Joint Financing of Certait Air Navigation Services in

Iceland. 1956 (The Icelandic Joint Financing Agreement) . 76 4. The North Atlantic Ocean Stations Joint Firlancing Agreement, 1954.. 77

Chapter V. Technical Assistance . . . . . . . . • . • . • . • • . • . . • . . . . . . • . • . . . . 79 1. Introduction. 79 2. Participation of the Regional Offices in Technical Assistance Activities . 80

~fu- u

~-- u 5. Fellowships . 83 6. UNDP and FIT Programmes 83 7. United Nations Fund for the Development of Irian Jaya (FUNDWI). 95

(iii)

(iv) Annual Report of the Council 1973

Chapter VI. Constitutional and Legal Queilions 96 I. Introduction. 96 2. Chicago Acts . . 96 3. International Air Law Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . 97 4. Un]awfullnterference with Internatbnal Civil Aviation and its Facilities. 99 5. Work Programme of the Legal Comnittee. 99 6. Privileges, Immunities and Facilities of the Organization. 100 7. Registration of Agreements and Arnngements. 100 8. Collection of National Aviation La\W and Regulations . 100

Chapter VII. Relations with Other Interrutional Organizations I. The United Nations. 2. Inter-Agency Bodies . 3. Specialized Agencies . 4. Other International Organizations .

Chapter VHI. Organization and Administmtion .. . 1. Introduction. • . . . .......... . 2. Organization. 3. Personnel. 4. Twenty-third ICAO Familiarization Course . 5. Public Information Activities .. 6. Computer Activities. 7. Language Services, Publications and Library . 8. Premises .............. . 9. Finance.

Appendices

101 101 102 103 104

lOS 105 105 106 107 107 107 107 108 109

I. Part I - States Parties to the Chicago Acts as of 31 December 197 3 . I II Part II - Protocol on the Authentic Trilingual Text of the Convention on International Civil Aviation (Chicago, 1944), done at Buenos Aires on 24 September 1968 . . 1 I 4

2. List of States Parties to the Geneva, Rome, Guadalajara, Tokyo, The Hague and Montreal Conventions and the !Iague Protocol, as of 31 December 1973 117

3. Part I - Annexes to the Convention - Amendments adopted up to 31 December 1973 . . . . . . . . . . I21

Part 11 - Procedures for Air NavigatiOn Services (PANS) - Amendments approved up to 31 December 1973. 127

4. The Council, its Committees and the Air Navigation Commission. . . 129 5.1CA0 Meetings Held in 1973 . 135 6. Programme ofiCAO Meetings for H74 . 138 7. Participation of States and InternatDnal Organizations in Main ICAO

Meetings in 1973 . I40 8. Structure ofiCAO Secretariat as of31 December I973 . . 145 9. National Distribution of Profession<~ Category Staff as of 31 December

1973.. 146 10. Distribution of Tedmical Assistance Field Staff by Nationality, Grade and

Programme, 1973 . 149 11. Distribution of Technical Assistance Field Staff by Programme and Profes-

SiOn or Trade, 1973........ I50 12. Fellowship Awards Made During 1973 under ICAO Programmes . . . 152 13. Statistics for Diagrams. 160 14. Review of Action Taken up to 31 December 1973 on Resolutions of the

18th, 19th and 20th Sessions of the Assembly.. 164

Chapter I

CIVIL AVIATION IN 1973

This chapter describes the principal events in civil aviation in 1973. It is sub-divided into nine sections:

1. Traffic on scheduled services; 2. Non.scheduled commercial air transport; 3. Financial results; 4. Airline fares and rates; 5. Inter-airline co-operation; 6. General aviation; 7. Evolution of the commercial air transport fleets of

ICAO Contracting States; 8. Safety; 9. Technical trends and developments.

I. Traffic on Scheduled Services

In this section some general indications are given, mainly through a series of tables and diagrams, of the develop­ment up to the end of 1973 of the scheduled traffic of the airlines of ICAO Contracting States 1 • Information on such matters as rates of growth, national ranking and load factors is presented for total operations (inter­national and domestic) and for international ope1ations separately with breakdowns according to the category of load (passengers, freight and mail) and the region of airline registration.

Total scheduled tro/]tc

Global traffic data for the decade 1964 to 1973 is given in Table I-1 and presented graphically for the twenty-year pen·od 1954 to 1973 in Diagram I. From this material it can be seen that during 1973, on scheduled domestic and international services, the airlines of ICAO Con­tracting States carried a total of 75 600 million tonne­kilometres of traffic (passengers, freight and mall), representing an increase of 11.0 per cent over 1972. Breaking down this total into its main traffic com­ponents it appears that in 1973 the number of passen· gers carried rose by 7.3 per cent to 483 million, passenger·kilometres by l 0.2 per cent to 617 000 million, freight tonne-kilometres by 16.2 per cent to 17 450 million, and mail tonne-kilometres by 4.3 per cent to 2 900 million. In terms of tonne-kilometres passengers accounted for 73 per cent of the load, freigh; for 23 per cent and mail4 per cent.

The average annual rates of growth for the various traffic categories in the ten years 1964-1973 (excluding

USSR traffic which has been available only from 1970) were as follows:

Passengers carried Passenger-km Freight tonne-km Mail tonne-km Total tonne-km

11.0% 13.0% 17.0% !2.0% 13.9%

It may be noted that the annual increases recorded for 1973 over 1972 were all, except for freight, well below these ten-year averages. Regarding the annual rates of increases shown in Table 1.1 it may be observed that the growth figures for the years 1964 to 1969 were well above the averages for the decade ending 1973. In 1970 and 1971, however, the high rates of growth were sharply reduced (from about 17 to 7 per cent in the case of total tonne-kilometres performed). In 1972 growth rates picked up, though not to the pre·1970 level, but fell again somewhat in 1973. Apart from mail traffic of which the erratic growth is largely attributable to the fluctuations in United States military mail, by far the highest growth rate over the decade was shown by freight, but even here the 1973 increase over 1972 has not equalled the pre-1970 rate.

International and domestic scheduled traffic

The proportions of total scheduled traffic that are carried on international as opposed to domestic services are shown in Table 1-2. It may be seen that the introduction of USSR statistics from 1970, because of the large volume of domestic traffic in that country, caused the share of traffic carried on international services to drop rather sharply (from 46.3 to 39.6 per cent in the case of total tonne-kilometres performed~ Apart from this the percentage moving on international services has gradually increased ove.r the past decade. When, in order to analyse the ten-year trend, statistics for the USSR are excluded it appears that between 1964 and 1973 the proportion of traffic moving on inter­national services increased from 41.7 to 49.1 per cent in terms of total tonne·kilometres performed, from 22.8 to 24.1 per cent for passengers carried, from 39.8 to 44.4 per cent for passenger-kilometres, and from 50.1 to 62.9 per cent for freight tonne.kilometres. For mail tonne· kilometres, owing mainly to the decline in the United States military mail, the percentage dropped from 52.8 to46.1.

1. The traffic: data referred to rover the airlines of all ICAO Contracting States, mduding the USSR from 1970. except China. The f1gures for 1973 are preliminary estimates.

General Note.- The statistical data for the year 1973 appearing In this Report are to be considered as preliminary; experience shows that the margin of error for world totals is probably less than 2 per cent except in the case of profit margins where it may be considerably higher. Unless otherwise noted: (a) all statistical data are applicable to ICAO Contracting Stater;; however, statistics including USSR are not always aveilable. China is

not included; (b) trafficstatistie5areforrevenuescheduledservices; (c) the expression ••tonne-kilometre·· means metric tonne-kilometre; (d) total airline financial statistics relate to non-scheduled as weii1S scheduled operations of scheduled airlines; (e) accrdentratesarebasedon revenuescheduledtrafficbut includenon ... evenuepassengerskilledonscheduledservices.

Ovil Aviation in 1973

Passengers Annual

increase Year Millions (%)

Excluding USSR 1964 155 1965 177 14.2 1966 200 13.0 1967 233 16.5 1968 265 13.7 1969 298 12.5 1970 311 4.4 1971 333 7.1 1972 368 10.5 1973 394 7.1

Including USSR 1970 382 1971 41! 7.6 1972 450 9.5 1973 483 7.3

Year

Table 1· I. World total international and domestic revenue traffic (Scheduled services of airlines of lCAO Contracting States)

Freight toone-km Mail tonne-km Passenger-km performed performed

Annual Annual Annual increase increase increase

Millions (%) Millions (%) Millions (%)

171 000 3 760 910 198000 15.8 4800 27.7 I 100 20.9 229 000 15.7 5 700 18.8 I 530 39.1 273 000 19.2 6 530 14.6 I 890 23.5 316000 15.8 8310 27.3 2 380 25.9 358000 13.3 9 970 20.0 2 550 7.1 381 000 6.4 10580 6.1 2 750 7.8 406 000 6.6 11 590 9.5 2 550 -7.3 464000 14.3 13220 14.1 2 420 -5.1 514 000 10.7 15 490 17.2 2520 4.1

460 000 12060 3 140 494 000 7.4 13 220 9.6 2 880 -8.3 560 000 13.4 15 020 13.6 2 780 -3.5 617 000 10.2 17450 16.2 2 900 4.3

Table 1-2. International traffte as percentage of total traffic

(Scheduled services of airlines of lCAO Contracting States)

Passen·

8"'

Passen­ger-kin

Freight tonne·km

Total Mail Tonne-km

tonne-km perfonned

Excluding USSR 1964 22.8 39.8 50.1 52.8 41.7 1970 23.7 41.7 59.5 52.4 46.3 1973 24.1 44.4 62.9 46.1 49.1

Including USSR 1970 19.5 35.2 39.6 1971 19.5 35.1 39.7 1972 19.6 36.8 41.3 1973 20.0 37.6 42.3

Total tonne-km perfonned

Annual increase

Millions (%)

19 780 23 450 18.6 27 510 17.3 32 620 18.6 37 620 15.3 44160 17.4 47 glQ 83 50660 6.0 57380 13.3 64 000 11.5

56 720 60570 6.8 68 120 12.5 75 600 11.0

Annual Report of the Council- 1973

Table 1·3. Annual percentage i'l.creases in international and domestic traffic (Scheduled services of airlines of ICAO Contracting States)

Passengers Passenger·tm lnter- Il\let·

Years Domestic national Domestic natbnal

Excluding USSR 1965/64 14.2 14.3 16.5 14.7 1966/65 12.4 15.0 lS.O 1;.7 1967{66 18.2 10.9 22.5 !U 1968{67 15.3 8.6 19.3 9.9 1969/68 11.3 16.8 11.2 15.5 1970{69 1.4 14.4 0.9 19.5 1971/70 7.0 7.3 6.0 5.1 1972/71 10.5 10.3 11.2 18.9 1973/72 6.7 9.2 8.9 13.4

1964/73 10.3 11.7 11.9 \4.3

Including USSR 1971/70 7.5 7.4 7.7 6.8 1972/71 9.3 10.3 10.2 \9.0 1973/72 7.0 9.1 8.5 13.4

The annual percentage increases i.n intemahonal and in domestic scheduled traffic are given in Table 1-3 and, as indicated by ttle increasing relative importance of the international sector mentioned in the last paragraph, international traffic has, wtth the exception of rna~, gener'i:l.lly grown more rapidly than domestic traffic. Indeed, in terms of total tonne-kilometres performed, international scheduled traffic has grown more rapidly than domestic in all but two of the years since 1964 (1967 and 1968). Regardi~ the average annual rates"f increase 1964·73, it may be seen that for each categay of traffic, growth in the international sector was from l to 3 per cent greater than in the domestic sector except for freight tonne.kiJometres where the .international average was 20.3 per vent and the domestic 13.2 ,;tr cent; and mail tonne-kilonwtres where domestic growth was more rapid than international.

Rankings of countries or groups of countries accma­ing to the volume of scheduled traffic handled by tlvit airlines are presented in Tables 1-4 and 1·5 for 19'13 together with the 1972 figures and percentage increse or decrease. The data are given for total tonre· kilometres performed (passengers, freight &nd mail), paasenget-kilometres, and freight tonne-kilometres p«­fonned, in each case for total operations (intern!ltioml and domestic) and for international alone.

Total tonne-km Tonne-km of freight Tonne·km of mail performed

{nter· Inter- Inter-Domestic national Domestic national Domestic nationaJ

23.0 32.3 23.3 18.8 17.8 19.5 165 20.8 45.3 33.3 16.6 18.3 14.2 14.9 28.6 18.4 21.8 14.5 28.9 26.0 29.0 16.6 21.5 143

4.3 33.9 2.5 13.1 9.5 21.2 4.5 7.5 -4.6 21.1 2.9 15.5 6.0 11.6 4.4 -17.7 5.2 6.5 9.8 16.9 -4.1 -6.3 10.1 16.9

14.8 18.5 3.9 4.9 8.6 14.7

13.2 20.3 13.7 10.4 12.5 15.5

na 6.6 6.8 na na na 9.5 16.9 na na na 8.5 14.6

Perhaps the most significant fact that emerges from these tables is that approximately 58 per cent of the total volume of schedtded passenger, freight and mail traffic handled by the ail lines of 127 Conttacting States of lCAO on their international and domestic services is accounted for by the carriers of two countries, the United States and the USSR (43% and 1 5~& respect­ively), the other 42 per cent being divided between tlw. airlines <Jf the remaining 125 countries. This situation results from the inclusion in the totals of the huge volume of sclleduled domestic traffic moving within the United States (58%) and the USSR (23%) which accounts for over SO per cent of all domestic traffic in the world and for nearly 50 per cent of the total traffic volume of 75 600 million tonne-kilomeues performed. The concentration of traffic is much less pronounced on international services where about 35 per cent of traffic (in t1w. case of both pa.ssengen and freight) is carried by the airlines of two countries, the United States and the United Kingdom.

Load[acton

The trends in annual average load factors on total, international, and domestic scheduled services of all ICAO airlines, from 1954 to 1973, are illustrated in

Civil Aviation in 1973

Table 1-4. Tonne-kilometres and passenger-kllcmetres performed on scheduled senices Countries and groups of countries whose airlines performed oore than 100 tnillion total tonne-kilometres in 1973

TONNE·KILOMETAES PEAFOAIIIEO lm•!I.O.,.I \t--II'»O.F•~I ... ciMoil\

Tolel<l!Mfof.Ono (lnmnotK>flOI""d~Uc)

TotiiO!MfOII<I"' hn...-noiJOI\OIOilddomonlcl

R ... ~ Eo"· l,_o, l'iBifl< Effi. 1~<>1 RMI~ fJII· ),.,.. ... , R.,, Eoto· Inc-Of CWntrv"'G'WpotCoun..-,.. mated ActU* doc-1-1 ~ A<otuol .,..,.._1-1 mal1ld Actu• -1-1 ActiOII doc-(-)

m 197~ 1973 1972 1.,1 In tln:l '9J3 \972 ,..,\ "'19l'l '-:113 1912 l%1 "'1973 1973 1972 1%1

UnltedSI0\0$

"~' ~~IC1ngdom

Conodo

~:";::~ Fod ll<!p ol

l!olv Notllofi.,.,Jo(,n¢omolll>e

S<""Q'"""'"' "'~ Swot>e,,.nd In~•• Solgoum

Sout~ Alnco l>;to"CO

~:::. G•-• ~~~:.~ Co'Omboo uoloM Vonoz ... )a lcotond Po~"ton Phdi~~"'fi

~~:::~! r,.otv Stat••'

C~•l•

)n<iono"O Tu•~•v

~~:~~~A•ab fleputoto<ol

D"O<I>D<l<W<>k08 SoudoA•<II>oa Yugo,tov•a

;:~ .. ~Inca•

T~•ot I0<.00Wtcount"<"'l59t' TotOfiO<orno,coun<r•••l661

r;;;:.l,or1271CAOC<:.nt"""'"9

7391066!>86

' ' " '" " " " " " " " " " " " " " " " -'i ' " '" ~ " ' " " " " " " '" ' ': ~

" ., "

1690 iSJ2 II

"")5"600~ 11

I 145()

" "' ' ""' ' ""' ' '~ ' ""' 4 1170 9 870 7 1230 6 1370 9 870

" "" 15 5<10 11 800 17 400

" ~ \6 520 10 346 25 230 ]1 \90

" ~ 23 23S 21 325

" ~ 23 236 31 1ij5 n n5

~ '" M

1~ .~

!~! !! 1205 14

ffi ~: 3&5 ]7 611 14

"' " "' " "" " 165 15 407 -2 213 tO 16\ ~

119 119 176 34 \39 \9 218 8 158 17 \90 \3

" " " ~ 160 124 19

~ ~

" " " " " " " " " "

t:JO 116 12 tOO 191 110:. 11'! 125 109 96 S3 10 63

00 "

'" 95 S3

" ~ ~ %

" %

" " " " w

" ' " ~ ' " " 0

:: ' "

JO 790 26872 1~ 1450 1250 16

m.o28i""22 .s

601410~96& 10 15330 t402t 9

NOTE Att l\173dota "'" •ov- 0wmat .. thu< th• rao~ong on<l me"'" nl >M<~-"' '*'•-,..., ,,...,,.,. ""'e<o ""•' dolo ""come 3'Voolob)O

Ti>ouSMM$. Denn!80"~. ""- arn'S-.J•n -P"•tne" on the con..,'loum •"""" • Scondon•v•on ~"lone> Svuem .. Up\o10c-1972,..o!llcd.,a•nctude51JoA.otltiO<l!MfOI.O"oft,.K>•nttVOWnt<londopo•ateei"MofO¥"'.S'n90!>00"•A•"'""L•mued"

2~14\0 1960~ 14 12300 111!18

3Et .. enStote•.••'l"OIO<oO<«>theY•oundoiT ... oty.Cono,oiAI"canflopubhc.ChodCo"110tP~oOI'IOpo!l.Dahom.,y.GobOn.I"'tYCO"'t.tllaunloruo.N~.Sonl\jef.T(>9000dUPI>e• Yolt~r•wr•-•mlllomui!J·notoonoloolll"" "A.,Afuque·

5 ~c-:::!:·~ .. ~=~~~:::.~::.~~.';::~.o~ ::';"'" a<>d U!!Ondo """"""""on tho mult• nat,ono ""t'"" "Eo<t Af,«an Aotwov• CO<po••''""~

AnnUQ( Report of the Council - /973

Table 1-5. Freight tonne-kilometres performed on scheduled services Countries and groups of countries whose airlines performed more than 25 million freight tonne-kilometres in 1973

FREIGHT TONNE-KILOMETRES PERFORMED (millions)

Total Operations Unt~rnatlonal and Domestic) International Operations

Rank lncreoooor Rank Increase or Country or Group number Estimated Actual decrease 1-1 number Enlmated Actual decrees~(-) of Countries •n 1973 1973 1972 (%) m1973 1973 1972 (%)

UnitedStat~s 1 7060 6285 12 1 2400 2162 11 USSR 2 1950 1800* 8 18 115 106. 10 United Kingdom 3 840 716 17 2 820 694 18 G~rmany, Fed. R~p. of 4 830 657 26 3 810 640 27 Japan 5 750 585 28 5 630 498 26 France 6 740 619 20 4 670 559 20 N~th~rlands, Kingdom of the 7 500 461 8 6 500 461 8 Canada 8 480 433 10 10 260 269 8 Italy 9 400 282 42 7 390 271 44 Lebanon 10 360 269 34 8 360 269 34 Brazil 11 320 254 26 13 225 181 24 Scandinavia' 12 300 277 8 9 286 264 8 Australia 13 270 220 23 14 170 135 26 Belgium 14 240 226 7 11 240 225 7 Switzerland 15 236 198 19 12 236 198 19 India 16 180 131 37 15 150 111 36 Spain 17 170 165 10 16 135 "' 8 Israel 18 125 106 19 17 120 99 21 Colombia 19 105 86 22 27 55 44 25 South Africa 19 105 76 36 21 85 " 44 lr~land 21 90 78 15 19 90 71 17 YaoundliTreatyStates2 " 90 93 -3 19 90 92 -2 Argentina 23 85 80 8 24 65 60 8 Venezuela 23 85 66 29 22 80 62 29 Portugal 25 76 65 36 32 30 22 36 Kor&a 27 70 58 21 23 70 58 25 New Zealand 27 70 49 42 28 45 30 60 Pakistan 27 70 52 36 26 90 47 28 M&xico 29 65 54 20 29 36 29 21 Sin9ilJ)Or&3 29 65 26 150 24 65 24 171 Chile 31 55 54 2 32 30 29 3 G•- 32 50 42 19 27 50 39 28 Philippines 33 40 37 8 32 30 28 7 F,nland 34 30 25 20 32 30 23 30 Thailand 36 25 19 32 36 25 18 39

Total for above countri~s (47)4 16926 14621 16 9470 7998 18

Total for othercountrllls(80) 615 398 29 396 329 20

Total for 127 ICAO Contracting States 17440 16019 16 9885 8327 18

China notinclud~d.

NOTE: All 1973 data are rounded estimates; thus the ranking md the rate of increase or decrease may change when final data become availabl~.

1. ThrH States, Denmark, Norway and Sweden, are partners in theeon90rtium airline "Scendlnavian Airlines System". 2. Eleven States signatories to the Yaoundt:\ Treaty, Central African Republic, Chad, Congo (People's Republic of), Oahomay, Gabon, Ivory

C08$t, Mauritania, Niger, Senegal, Togo and Upper Volta, are partners in the multi-national airline "Air Afrique". 3. Up to 1 October 1972 traffic data include 50% of the operaticn of th~ jointly owned and op~rated "Melaysia-Singepore Airlines Limited". 4. lneludesfourteenStateshstedin notes 1 and 2.

• Estimated.

Diagram 2. In general it may be observed that the recovery of load factors from the very low levels reached in 1971 did not continue beyond 1972. In fact the 1973 figures showed little change from those realized in 1972. A further point of interest, noted in the last edition c:i this Report, is that the inclusion of Aeroflot data from 1970 has, because of the high load factors achieved within the USSR, had a marked effect on the average domestic load factor, raising it by about 5 percentage points (from 46.5 to 51.8 per cent) and consequently a significant but lesser effect on the average load factor for all operations.

Armual Report of the Council- 1973

Regions

The distribution of scheduled traffic according to the region of airline registration is shown in Table I-6 and Diagram 3. The percentage of the total attributable to each region does not change greatly from year to year (see Table I-6) except for 1970 when the European share increased by about 12 per cent (from 22.8 to 35 per cent) owing to the inclusion of USSR data for the first time.

Since 1970 there has been a slight decline in the North American percentage (from 50 0 to 46.5 per cent

Table I-6. Regional perce11tage distribution of total tonne-Jan perfonned on stheduled services, 1964-73

Note. The figures shown for each region include all scheduled operations of airlines of JCAO Contracting States registered in the Region.

East and Latin South Asia America

ICAO North and the •nd Middle Year World America1 Europe Pacific2 Caribbean Africa East

A!! services 19643 100 58.3 23B 8.2 5.6 2.7 1.4 19703 100 59.0 22B 9.3 4.8 2.3 1.8

19704 100 50.0 35D 7.8 J.g 1.9 1.5 19714 100 48.0 36D 8.1 4.1 2.1 1.7 19724 100 47.6 359 8.4 4.4 2.0 1.7 19734 100 46.5 365 9.1 4.1 2.0 1.8

International 19643 100 27.6 49.1 9.4 6.1 4.9 2.9 19703 100 31.8 433 11.3 6.2 3.9 3.5

19704 100 31.3 441 11.2 6.1 3.8 3.4 19714 100 29.7 44.7 11.6 5.9 4.1 4.0 19724 100 29.1 44B 12.6 5.7 3.8 4.0 19734 100 27.2 451 13.8 6.1 3.8 4.0

Domestic 19643 100 81.5 4h 7.2 5.4 1.0 0.3 19703 100 82.0 51 7.5 4.1 0.9 0.3

19704 100 62.3 289 5.6 2.3 0.7 0.2 19714 100 60.5 303 5.8 2.5 0.7 0.2 19724 100 61.4 29.7 5.4 2.5 0.7 0.3 19734 100 60.6 30.1 5.6 2.6 0.8 0.3

1. canada and UnltedStatesonly. 2. Including Australia, New Z&alend and neighbouring Islands. 3. EKclucllng USSR. 4. Including USSR.

/0

for total operations) and consequently, a very snnll increase in the shares of other regions. The fact remains, however, that the carriers of Europe and North America continue to account for a very large proportion of the total - 83 per cent of all operations, 72 per cent of international and 91 per cent of domestic - the European airlines accounting for the larger share of international traffic (45 per cent) and the North American of domestic traffic (61 per cent).

Percentage increases in 1973 traffic over 1972 varied considerably between regions. For total tonne· kilometres performed on international service~ the hith· est rate of increase, 25 per cent, was recorded by the airlines of Asia and the Pacific, followed by the Middle East (20 per cent), Latin America and the Caribbean (18.5 per cent), Europe (14 per cent), Africa (13 per cent) and North America (7 per cent). The greatest annual Increases were recorded in international freitht tonne-kilometres performed by the airlines of the Middle East (35 per cent) and Asia and the Pacific (33 per cent) foUowed by those of latin America and the Caribbean (22 per cent), Africa (19 per cent), Europe (16 per cent) and North America (11 per cent).

Load factors also varied significantly between regions. The average weight load factors for international operations achieved by the airlines of the various regions in 1973 were as follows: Middle East 55 per cent, Europe 54.2 per cent, Asia and the Pacific 54 per cent, latin America and the Caribbean 50.3 per cent, North America 4g.1 per cent, and Africa 45 per cent.

Development of Routes and Services

Although the growth of international air transport continues to be mainly accounted for by existing routes, major new route developments are of interest as trend indicators, serving to highlight areas where further route expansion and traffic growth may be expected in the future.

An important feature in 1973 was the development of international services to and from China. The Civil Aviation Administration of China signed agreements for services from Peking to Albania via Teheran and Bucharest. In January Pakistan International Airlines replaced its route to China via Colombo and Shanghai by a Karachi-Islamabad-Peking-Shanghai route over the high Karakoram chain of mountains. In February Ethiopmn Airlines introduced the fust service between Africa and China operating between Addis Ababa and Shanghai ri.a Bombay and in November substituting Peking for Shanghai. Al:italia in April began to fly to Shanghai a-td Peking three times a week on its route to Tokyo; lramir introduced a service from Teheran to Peking a-td Shanghai in May; and Ariana Afghan Airlines from Kabul to Peking in July. Air France substituted Pekmg for S!tanghai on its China service via KarachJ.

Annual Report of the Council- 1973

A new round-the-world service established by Air France via Paris-Tokyo-Papeete-Uma-Paris, also provides the first direct link between Japan and South America and between Japan and Tahiti.

In Asia the new airline Bangladesh Biman in June inaugurated its first service to London, from Dacca and Bahrain, using a leased Boeing 707 pending delivery of its own aircraft of the same type. A!italia and Lufthansa joined the carriers operating services across Siberia via Moscow to Tokyo.

Within Africa Air Algerie extended its network to include Niamey, lagos, Brazzaville, Nouakchott and Conakry. The Lebanese all-cargo airline TMA introduced cargo operations to lagos. Pan American began a weekly ali-freight service between New York and Monrovia, Kinshasa and Johannesburg.

On the North Atlantic the United Kingdom's "second-force" carrier, British Caledonian, began oper­ating scheduled services in April with daily flights between Gatwick and New York and five round-trip flights a week to Los Angeles. The Polish airline LOT began twice weekly services between Warsaw and New York m April. Iberia inaugurated services between Madrid and Boston and Washington. At the beginning of the year the Australian carrier, Qantas, terminated service between London and San Francisco, thus ending its round-the-world service.

On the mid Atlantic British Airways recommenced service to Panama after 19 years' suspension. Lufthansa began flying three times a week to Nassau. Cubana started operations between Havana and East Berlin, alternating the service every other week with its service to Prague. The extension to Santiago, Chile, of one of Aeroflot's three Moscow-Havana flights, originally planned for late 1972, began in May but was sub­sequently cancelled in October, as was Cubans's Havana­Santiago service. In Peru a new airline, Aero-Peru, was established by the Peruvian Government to take over the services formerly operated by Aerolineas Peruanas (APSA) which ceased operations in 1971. The new carrier began domestic services immediately and is expected to begin international operations in 1974.

Against all these new developments of routes and services, 1973 also saw an extension of the inter-airline capacity reduction agreements concluded in the United States in 1972 and, as fuel shortages were felt in the last months of the year, a number of airlines took unUateral action to reduce international and domestic services. These reductions are described below in Section 5.

Air transport and tourism

The year 1973 was characterized by a number of developments that influenced tourism in a variety of ways. The year may clearly be divided into two periods,

Civil Aviation in 1973

the period prior to October and the ensuing months which were dominated by the fuel crisis.

The first part of the year was noteworthy for a continuation of the high rate of economic growth recorded since late 1971 in a large number of indus­trialized and developing countries throughout the world. As a group, the industrialized economies of the Organ­ization for Economic Co~peration and Development (OECD) showed increases in gross national product of 8 per cent and world trade reflected corresponding strength. However, sustained world prosperity in turn created difficulties which were which were to adversely affect international tourism. Strong inflationary pres­sures came into play in a considerable number of countries while the currency adjustments of the previous year and the adoption of floating exchange rates by many States led to continued uncertainty in inter­national money markets. Tlms, wht1e the growth in personal incomes resulting from world economic con­ditions might have been expected to lead to a sharp increase in international tounsm, it now appears that there was in fact a noticeable slow-down in the growth of foreign travel, probably because a large number of potential international tourists responded to rising prices and the uncertainty in foreign exchange markets by purchases of consumer durables as a hedge against inflation.

Events in October 1973 resulted in a change in the world economic situation, and by December there were indications of possible widespread economic recessions. The cutback in the production of crude petroleum by the Arab members of the Organization of Petroleum Exporting Countries (OPEC) led to shortages of jet fuels and prices increased radically. By December, general economic uncertainty, higher fares and mclusive tour prices, combined with flight reductions to conserve fuel were beginning to affect the outlook for winter tourism in North America and Europe. By the end of the year the fuel crisis and its impact on international aviation was of serious concern to those countries which are heavily dependent upon international tourism.

The total number of international tourist arrivals as reported by the International Union of Official Travel Organizations (IUOTO) for 1972 was 200 million, an increase of 9 per cent over 1971. In view of the developments that took place in 1973, it may be estimated that international tourism grew by about 8 per cent over 1972. IUOTO's final estimates for the growth in world revenues from tourism for 1972 showed a rise of 16 per cent in terms of the U.S. dollar, to attain $24 200 million.

International tourism development patterns have been influenced by exchange rate fluctuations and inflation. Continued strengthening of the Japanese Yen was partly responsible for continued high growth in the Japanese foreign travel market which sustained the

II

strong expansion in international tourism in Asia and the Pacific. Travel by the Japanese to North America and Europe also showed rapid growth. Figures released by the United States Travel Service showed that the number of Japanese visitors to the United States, including Guam and Honolulu, during the first eight months of 1973 was 425 000 or 61 per cent more than during the corresponding period in 1972. This consolidated Japan's role as the major source of foreign overseas visitors (excluding Mexico and Canada) to the United States. In 1962, by comparison, Japan ranked only eighth as an originator of tourists to the United States.

In contrast, the growth in foreign air travel by United States citizens was moderate during the first six months of 1973 over 1972 (+ 6 per cent), as compared with the corresponding period 1972 over 1971 (+ 23 per cent). Reports of high price-inflation in Europe and certain countries in Asia, coupled with the appreciation of many European and Asian currencies, held back growth in United States foreign travel to Europe in the period January to June 1973 to 6.7 per cent, while air tourist travel to Asia actually declined by 1.5 per cent. Growth in United States travel to South American destinations was strong, at 15 per cent, reflecting the tendency for the currencies of those countries to move with the dollar; nevertheless, the 15 per cent growth of the ftrst six months of 1973 was sharply down from the 29 per cent increase recorded in 1972. The moderate growth in foreign travel by American tourists in 1973 during an economic boom was also due to a higher proportion of consumer disposable income being spent upon consumer durables, in preference to travel.

Provisional data from the Organization for Econ­omic Co-operation and Development (OECD) concerning the growth of tourism in Europe during the first months of 1973 indicate a general slow-down in the rate of growth in the major originating markets. The varied performance of destination countries in Europe reflected changes in the relative attractiveness of these countries as a result of currency adjustments. While Turkey, Yugoslavia, Greece and Scandinavia showed increases of more than 20 per cent over 1972, countries such as the Netherlands and Switzerland registered either a decline or little change in the number of tourist arrivals, Travel to the United States by European residents showed an 8 per cent increase for the frrst six months of 1973, down sharply from the 26 per cent recorded in 1972 over 1971. Nevertheless, North Atlantic travel by Europeans continued to grow at a slightly faster pace than that by Americans. Surcharges on the cost of inclusive tours originating in Europe in November and December as a result of fuel cost increases are thought likely to have some impact on the winter inclusive tour market which in recent years has shown much stronger growth than sununer travel.

Long-haul air tourism witnessed several encouraging

12

developments during the first months of 1973, but heul too rising fuel costs may be expected to have an adverse impact on growth in the near future. The Caribbean tourist market t.howed a contmued irnprovetttent o~r recent years and moves were made by a number of Caribbean and latin American countries to develop travel from Europe through mclusive tour charte1s (ITCs) and the new class of non-affinity charters. Tte growtli ill tourism to the Far East from Europe was also strong, in patt d11e to the growth of exempt charters and ITCs.

An important trend in recent yearS has been the' move towards increased vertical integration in t)le travel .industry. A 1ecent $Urvey of 28 airlines throughout the world shows that these aulines operated some 400 hote\5 h1 261 cities of the world, with a total of 130 000 room; either in being or und~r construc:botl in 1973. Airline investment in l1otels contmued in 1973 and a number of airlines based in Asia and the Pacifk, including Japan Air Unes, Qantas, and Singapore Airlines announced major plans to build new hotels in the regron, JOining major European and North American companies in the trend towards diversificatiOn.

A significant development tn travel marketing was the creation of the International Fedef3.tion of Tour Operators (ffTO), groupmg a number of Europe's major package tour organizers, including compames m the United lGngdom, Denmai\1., Sweden, Norway, Finland, the Netherland~ and BelgJ.Um. The member t;Ompanies generate more than 8 miUJOn air tourists per annum. JFTO's aims are to represent the trade in negotiations w:itli destination countries and to protect the interests of tour operators on such matters as night flying restnc· tions, overflight charges, pollution control, consume1 protection and taxes.

In November 1973 it was announced that several major European tour, transport and hotel companie! were to form a tourism consortium to be called the Group T which would rank as one of the largest in the world. Frincipal participants include Wirtz, Generalcat, Sodehotel and Van Hool, while Qther associated com. panies ace Sabena, Airtour, Transair, Tjaereborg Rejser, Thomson Holidays, Wagons-Uts and a number of other tour organizers and financial interests.

There was growing interest in licensing tour oper­ators active in marketing package tours and the new non-affinity chatters (ABC/TGC). Indicative of this was the decision by the United Kingdom to introduce a licensing scheme in April 1973, which caJled for four types of licences covering advanced booking travel, inclusive tours, other forms of air travel and the brokerage of aircraft seats. The requirement to post a bond equivalent to 10 per cent of the expected annual turnover is designed to ensure that funds will be avaiiable to provida transportation for stranded tourists in the event of the organizer declaring bankruptcy.

Annual Report of the Council- 1973

2. Non-scheduled Conunercial Air Transport

fnternatl(maf rra[jic

Rates of growth of international non-scheduled pas· senger traffic slackened in 1973 for the third consecutive year. Significant forces which may be cited as influ. encing this development were world economic con­ditions (see Air transport and tourism), the growing use of promotional fares on scheduled services and regu­latory changes. There was continued improvement in the availability of statistical information on non-scheduled traffic through JCAO, ECAC, AFCAC and various governmental sources, notably the United States Depatt· ment of Commerce, on the bes.is of which estimates for \973 have been compiled.

The total number of pa.ssenger-kdometres flown in international non-scheduled flights by both scheduled and noll-scheduled operators ts estimated at 102 000 million in 1973, up from about 93 000 million the prevmus year (see Table 1-7). This may be compared with a total scheduled service figure of 230 000 million, for a grand total of 332 000 million passenger-kilometres performed internationally throughout the world. Non­scheduled traffic thus accounted fOr almost one third (30.7 per cent) of all international passenger traffic in 1973, little changed from 1972.

Approximately 65 ~r cent of total passenger­kllometres performed in non-scheduled Operations was carried by non-scheduJed operators (52 per cent by non-scheduled operators of ECAC States and 13 per cent by the U.S. supplemental air carriers), while approxi· mately 35 per cent was canied by ~heduled airlines. Total non·S~:heduled traffic grew by an estimated 9.8 per cent in 1973, compared with 12.7 per cent in 1972. Tile growth in traffic carried by non-scheduled operators was about 12.9 per cent, against 16.2 per cent the previous year, while the non-scheduled traffic of scheduled airlines grew by only 4.7 per cent ill 1973 (7,2 per ce-nt m 1972).

The largest single international ch&rter market in the world is comprised of the traffic carried among the 20 States belonging to the European Civil Aviation Confer· ence (ECAC). This is estimated to have grown by about 15 per cent in 1973, compared with 18.5 per cent a year eatlier. For 1973, the traffic in this area is estimated at 33 \00 million passenger-kilometres, re-presenting almost one-third of total non-scheduled traffic.

In tenns of passenger-kilometres, the second largest charter market is the North Atlantic with a total of about 27 300 million passe!lger-kllometres, or 26.9 per cent of the world totaL

The two fastest growing charter markets continue to be travel between ECAC member States and other States in Europe, North Africa and the Middle East (EUMED) and between the ECAC area and Asia. The ECAC·

Civil Aviation in 1973 /3

Table 1-7, Estimated international non-scleduled passenger traffic - 1971-1973

(in millions of passenger-kilometres)

ECAC Non-scheduled Carriers1

lntra-ECAC ECAC - Non-ECAC Europe, Africa, Middle East ECAC - Latin America/ Africa ECAC - Australia/South-East Asia ECAC - North Atlantic

Sub-total

U.S. Supplemental Carriers2

U.S.- North Atlantic U.S. -Other International

Sub-total

Total by Non-scheduled Carriers

Scheduled Airlmes, Non-scheduled Operations3

North Amencan Airlines European Airlines Others

Total by Scheduled Airlines

GRAND TOTAL

' European C1vll Av•etlon Conference.

'· UnitedStetesCiv•l Aeronautics Soard. 3. ICAO.

EUMED market grew by an esumated 25 per cent in 1973 to reach 6 100 million passenger-kilometres, compared with a 53 per cent increase the previous year. 01arter travel between ECAC States and Asia is also estimated to have grown by 25 per cent in 1973 (32 per cent in 1972) for a total of 5 I 00 million passenger­kilometres.

Final passenger data for 1972 and provisional figures for 1973 regarding the North Atlantic (see Table 1·8) suggest that this important charter market may have entered a new stage in its development. Between 1967 and !971 the charter traffic share of the total North American passenger market rose from 16.6 per cent to 30.8 per cent. In 1972, however, the charter share of the

Pass-km % Pass-km % (millions) Change (millions) Change

1971 1972 1972/71 1973 1973/72

24300 28 800 +18.5 33 100 +14.9 3 200 4 900 +53.1 6100 +24.5 I 900 2 300 +2l.l 2 500 + 8.7 3 100 4100 +32.3 5100 +24.4 6900 7 200 + 4.3 5 700 -20.8

39400 47 300 +20.1 52 500 +11.0

9 700 900

10600

50000

16 700 1240[1 3 000

32100

82 100

9 200 - 5.2 II 100 +20.7 I 600 +77.8 2000 +25.0

10 800 + 1.9 13 100 +21.3

58 100 +16.2 65 600 +12.9

13 900 -16.8 13 500 - 2.9 17400 +40.3 19100 + 9.8 3 100 + 3.3 3400 + 9.7

34400 + 7.2 36000 + 4.7

92 500 +12.7 101 600 + 9.8

total declined to 27.5 per cent and in 1973 rose slightly to an estimated 28.5 per cent, still below the 1971 share. TI1e marketing of new promotional and discount fares by the scheduled airlines in 19721ed to scheduled traffic (including non-lATA airlines) increasing by 26.2 per cent to 9 783 000 passengers, while traffic on non­scheduled services rose by only 7.2 per cent to 3 7l3 000 for a total increase in air travel on the North Atlantic of 19.9 per cent to 13 496 000 passengers. In 1973, however, it appears that there was a reversal of 1972 trend. Scheduled traffic is estimated to have undergone a marked slowdown in growth to 5.5 per cent for a total of 10 319 000 passengers, while non­scheduled traffic rose to 4108000, an increase of 10.6

/4 Annual Report of the Council- /973

Table 1-8. North Atlantic Passenger Travel 1967-1973 (Number or scheduled and non-scheduled passengers in thousands)

Scheduled Non-scheduled

%of Year lATA+ Non-lATA lATA Non-lATA Total Total Total

1967 5 149.8 517.1 510.0 1027.1 16.6 6176.9 1968 5 422.2 495.1 753.0 1 248.1 18.7 6 670.3 1969 6173.1 779.7 I 499.3 2 279.0 27.0 8452.1 1970 7 448.3 816.6 2 076.0 2 892.6 28.0 10 340.9 1971 7 794.2 I OS9.0 2 403.9 3 462.9 30.8 II 257.1 1972 9 782.9 I 329.2 2 383.8 3 713.0 27.5 13.495.9 1973 (est.) 10 319.0 I 671.0 2 437.0 4 108.0 28.5 14 427.0

Note: Estimates of 1973 sc:heduled traffic b1Md on traffic for Januarv-Octobar; of non-scheduled trefficfor 1972end 1973on I.N.S. end Statistics Canada source..

lATA "World A1r TranSI)Ort StatlltlfS'~ U.S Department of Justice, Raportse>f Immigration and Naturalization Service; StatistlctCanacla, E.C.A.C., NSPOL/3- WP/4, Dee, 1972.

per cent over 1972. The total number of air passengers in 1973 is estimated at 14 427 000, marking an advance of 6.9 per cent.

It is significant that in this particular market charter traffic carried by IAT A·member airlines on transatlantic non-scheduled services has shown strong growth in contrast to that transported by other non-scheduled operators. In 1972 lATA charter traffic increased by 25.5 per cent, and in 1973 by an estimated 25.7 per cent, compared with a non-lATA charter decrease of0.9 per cent in 1972 and a small increase of 2.2 per cent in 1973.

Financial dora

On the basis of fmancial data published by lCAO for non-scheduled air transport, operating revenues for 90 major non-scheduled carriers have been estimated at U.S. $975 mlliion in 1972. Average operating revenues per tonne-kilometre performed declined by about 6 per cent from 16,6 U.S. cents to about 15.6 cents. Non-scheduled services flown by scheduled airlines grossed operating revenues estimated at U.S.$1 000 million in 1972, up 7 per cent over 1971, while revenue per TKP on these services remained unchanged at about 17.0 U.S. cents.

Data made available by the National Air Carrier Association showing the fmancial results of the United States supp1ementals for the period January -September 1973, indicate that total operating revenues rose by 12.3 per cent over the ftrst nine months of 1972 to U.S.$309 million. However, while commercial rev·

enues increased by 28.1 per cent, military revenues dropped by 20.9 per cent. Corrunercial revenues now account for 77.3 per cent of the total, compared with 67.7 per cent in 1972. The operating profit in 1973 fell by 61.2 per cent to U.S.$6.5 million, an operating margin of 2.1 per cent. Operating revenues per tonne· kilometre performed in this period were 12.6 U.S. cents, up 9.6 per cent over the 11.5 U.S. cents reported for 1971.

Non-scheduled Carrier Industry Developments

Few major changes were noted during the year among European non-scheduled operators. Only one major carrier, Aviaction Hanseatische Luftreedrei (Federal Republic of Germany), ceased operations in 1973, compared with six the previous year. British Midland Airways withdrew from the United Kingdom charter market, following heavy losses on its 1972 transatlantic charter programme and announced that in the future it would concentrate on the development of scheduled regional services. In a significant move, four of Spain's major charter operators (Aviaco, Air Spain, Spantax and Transeuropa) formed a co~perative group, Charter Espana, to increase Spain's 20 per cent share of the foreign passenger charter market. Two Belgian carriers, BIAS International and Delta Air Transport, both owned by Cie Maritime Beige, were merged during the year as Delta Air Transport, In other developments, new com· panies were foundad in France (Europe Air Charter), and in the United Kingdom (Thames Eastern Airways),

Ovil Aviation in 1973

while Hapag-Uoyd Flugzeug GmbH (Federal Republic of Germany), set up in 1972, received its operating permit and Transportes Aereos y Enlaces (T .A.E.), a Spanish carrier which ceased operations in 1970, was reactivated.

Saber Air, 80 per cent owned by the Government of Singapore, went into bankruptcy in 1973 and ceased operations. Elsewhere in the Far East, an all-cargo charter carrier known as Orient Pearl Airways, founded in 1971 in Hong Kong, commenced operations in 1973, while in Afnca, Zambia Airways established a subsidiary charter company, National Air Charters Zambia Ltd., to promote Zambian tourism.

Approval was granted by the Canadian Transport Commission for the purchase by Air Canada of 30 per cent of the shares of Wardair, a Canadian charter earner.

A large number of wide-body jets, ordered in 1971 and 1972, were delivered to non-scheduled operators during 1973. Boeing 747 aircraft were placed in service by World Airways (2), Wardair (I) and Condor f1ugdienst (1), while Lockheed L-1011 aircraft were delivered to Court Une (2) and Lufttransport Untemehmen (LTIJ) (1), and McDonnell Douglas OC-10 aircraft to Trans lnternationl Airlines (TIA) (3), Over· seas National Anways (ONA) (2),laker Airways (l)and Martinair(l).

At the Annual Assembly of the InternatiOnal Au Carrier Association (IACA) held in June 1973, it was announced that the articles of incorporation were to be amended to permit scheduled carriers, or their affiliates, to become active members of the AssociatiOn. IACA, which was formed by a group of European and North American charter companies in 1971, now comprises 14 member companies. 2

Policy and Regulatwn

Governments continued, in 1973, to seek greater har­monization of charter rules and regulations, particularly in Europe and North America where the non-scheduled international air transport industry is most developed.

Non-affinity Advance-Booki11g Charters

Despite general agreement reached on the subject of the new non-affinity class of air charters on the North Atlantic by the United States, Canada and ECAC member States in November 1972, there was a period of uncertainty at the beginning of 1973 as to whether advance-booking charters (ABCs) and travel group charters (TGCs) would in fact be permitted to operate from I April as originally planned. The United Kingdom was prepared to withhold authorization of ABC/TGCs unless the United States agreed to the concept of part charters on scheduled services, otherwise referred to as Apex fares (individual advance-purchase excursion fares).

15

A memorandum of understanding was signed in March by the Governments of the United States and the United Kingdom to allow ABC/TGC charters to be operated under the rules of the originating country. By late 1973, the United States had signed similar memo­randa with a total of five European countries. However, Italy, Denmark, Norway and Sweden did not choose to permit the operation of ABC/TGC ffights during 1973. The United States also announced that it would permit non-affmity group charters originating outside the United States under the regulatiOns of the country of origin, provided that these foreign charter rules were basically similar to the rules governing TGCs in the United States and provided that a formal charter agreement existed with the countries concerned.

The TGC concept met with limited acceptance in the United States travel market between April and August 1973, whereas the ABC formula in Europe and Canada appeared to meet with great success. The varying degree of success encountered by the two types of non-affinity charters may be partly attributed to differ· ences in defmition. Unlike the TGC, the ABC is not subject to cancellation 45 days prior to departure if there are insufficient passengers. The fmal TGC price is pro-rated depending upon the number of passengers on departure, while the ABC price is a fixed price set by the organizer. Furthermore, the ABC retailer may withhold commission at the time of sale, while the TGC retailer is only compensated after the flight has taken place.

In the light of the initial results of the ABC and TGC concepts it may be expected that 1974 will, like 1973, be year of transition and experiment. In par· ticular, ECAC member States appear to favour a world-wide extension of ABC flights, with priority being given to East and South Asia and the Pacific, and a reduction in the advance booking period from 90 to 60 days.

Affinity Charters

In several instances, States which introduced non­affinity, advance booking charters during the year, also took measures to suspend affinity group charters. The Canadian Transport Conunission ruled that affinity charters to or from Canada would not be permitted after 30 June 1974. The United Kingdom likewise set a cut-off date of I January 1974 for United Kingdom originating charters. However, the United States stated in June that no decision on the suspension of affinity

2. The 14 members of IACAat the end of 1973we.-e: Air Spain and Spantax (Spain), Cona1r and Sterling A•rwavs (Denmark), lnex Adria A•rwavs (Yugo$1av1a). Warda1r (Canada), Eurala1r (France), Transavia Holland (Netherlands), Phoenix A•rwavs and SATA (Switzerland), Overseas NatiOnal Airways, Saturn Airways, Trans International Airlines and World Airways (U.S.A.).

16

group charters would be taken before I November 1974, thus permitting a full evaluation of the success of the non-affmity concept.

Part-charters and "Exempt" Cluzrters3

Failure to reach a general agreement on the concept of part-charters on scheduled services blocked further discussion of this question during the year. However, ECAC took note of two decisions in December 1973 that suggested a possible modification in position in the light of the fuel shortage. The Civil Aeronautics Boatd (CAB) granted a request by Pan American that it be allowed to transport military charter traffic on sched­uled services, but at the same time disalJowed a request for authorization to carry civil charter traffic on such services. Pan American had proposed these measures to conserve fueL

Nevertheless, beginning I April 1973, schedul~d

airlines were authorized to carry inclusive tour pac;­sengers on part charters between the United Kingdom and destinations in Northern Europe, For the second year, the United Kingdom continued to permit the operation of "exempt" charters between the United Kingdom and the Far East by scheduled airlines, There services were suspended in July 1973.

Inclusive Tour Charters

In the United States various steps were taken durirlg 1973 to expand the availability of Inclusive Tour Charters (ITCs) to the American public and to liberalize lTC regulations, a continuation of a trend observed in 1972. In January 1973, the CAB announced a proposal to authorize all United States scheduled airlines and foreign route airhnes to operate lTC services. Sud1 authority had previously been restricted to non­scheduled air carriers. The CAB noted that it is tre announced policy of the United States Government that "both scheduled carriers and supplemental carriers t:e permitted a fair opportunity to compete in the bulk aJr transportation market". Effective 22 August, Part 378 of the CAB's regWations was amended to permt scheduled airlines to operate ITCs, with various limih· tions being applied to the operation of such serviCiis between points at which they do not hold scheduled service authority, known as "off-route" points.

ECAC member States continued to seek broad~r agreement on the detailed aspects of lTC regulations, as they apply to intra-Europaan and to intercontinental services. Changes in lTC price control were noted in tre United Kingdom which abolished the minimum prire mles for European tours as of I April 1973, and in tre Netherlands, which announced new minimum fares.

Annual Report of the Council- 1973

Regulation of North Atlantic Charter Operations

The CAB called for applications for expanded route authority in connex.ion with the forthcoming Trans· atlantic Route Proceeding to be fded by II October. The transatlantic certificates of six United States sup· plemental an carriers expire on 5 July 1975. A total of nine supplementals, Capitol International, Holiday Air of America/Purdue Airlines, Jolmson Flying Service, McCulloch International, Modern Air Transport, Over· seas National, Saturn Airways, Trans International and World Airways, have applied for supplemental trans­atlantic authority under the new proceeding. In a move to compete with laker Airways proposed "Skytrain" service, five United States supplementals, Capitol Inter­national, Overseas National, Trans International, Saturn and World, applied at the same time for limited scheduled service authority. The applications for hear· ings at that time were denied. In addition to the six United States supplemental airlines operating on the North Atlantic, there were, as of May 1973, a total of 25 foreign charter carriers with transatlantic authority.

The application by laker Airways, a British non· scheduled operator, to operate no-reservation, low-cost scheduled services between london Stansted and New York continued to encounter legal delays. In January 1973, eighteen months after the initial application, the United Kingdom Civil Anation Authority designated Laker as a scheduled service North Atlantic carrier. Following settlement by the carrier of an outstanding case involving affmity-group charter rule violations, the CAB commenced the pre-hearing on the airline's foreign carrier permit in September. The Board ruled that both the bilateral agreement and fare levels should be part of the case to be heard in 1974.

The past year has been marked by a number of moves to establish minimum charter rates on the North Atlantic. These rates have hitherto been set by market forces, but competitive pressures in the transatlantic charter market have been such as to force 1973 rates to their lowest in five years. The CAB authorized United States and foreign flag carriers engaged in scheduled and non-scheduled passenger transportation on the North Atlantic to hold discussions on rules, procedures, prac· tices and minimum rate levels for charter services.

The CAB had been asked by the National Air Carrier Association to authorize such discussions following the establishment of minimum charter rates in May by France, the Federal Republlc of Germany and the Netherlands. While the Netherlands applied minima (2.2 U.S. cents per passenger mile in the off-season and 2.5 cents peak) only to originating charters, those set by France and the Federal Republic of Germany applied to

3. These charters were .. exempted .. from the affinity rules orig.nally established by lATA.

Civil Aviation in 1973

both inbound and outbound charters. French rates are 2.4 U.S. cents off-season and 2.75 cents peak, while the German rates are 2.3 U.S. cents and 2.6 cents respect­ively.

Discussions on transatlantic charter rates were held at Brighton in late July at a meeting of the representa­tives of 22 scheduled and 20 non-scheduled carriers. The main objective of the meeting was to set a minimum seat-mile rate that would establish some fixed relation­ship between the lowest lATA scheduled fare and the minimum charter rate, but agreement was blocked on the questions of differentiating rates by type of aircraft and by seating configuration.

3. Financial Results

General

Tite finances of the international air transport industry in 1973 were significantly affected by developments in the world monetary system. An increasing instability in the exchange rates among currencies, already noticed in 1972, took new proportions in February 197 3 with the devaluation of the U.S. dollar by 10 per cent. This measure was followed by adjustments and fluctuations of the exchange rates for other currencies dunng the year. Because the airlines in aU parts of the world earn revenues and incur costs in their national currencies, as well as in U.S. dollars and other foreign currencies, and because any world-wide analysis requires conversion of all data into one single currency, the substantial varia­tions of the exchange rates during the year make it difficult to make meaningful comparisons of the airline finances for !972 and 1973. Apart from being affected

17

by unstable exchange rates, the airline financial situation in 1973 was aJso influenced by the oil crisis which developed towards the end of the year. During the last quarter of the year the airlines were faced with drastically increasing fuel prices and, due to shortages, were also forced to cut back on services offered. The financial effects of this were two-sided in that the cost per available seat increased but so did the load factors on the fewer services that were maintained.

Revenues and expenses (see Diagram 4)

In 1972 the operating profit of the world's scheduled airlines as a whole (excluding China and the USSR) was U.S.$806 million as compared to $609 million in 1971 (see Table 1-9). The operating revenues in 1972 were $23 021 million, up 14.4 per cent over 1971 whereas the operating expenses were up 13.9 per cent over 1971 to $22 215 million. The operating result in 1972 represents 3.5 per cent of total operating revenues against a corresponding figure of 3.0 per cent in 1971. Operating revenues and operating expenses per tonne-ldlometre performed (TKP) both increased, the revenues from 35.9 U.S. cents per TKP to 36.5 cents per TKP, and the operating expenses from 34.9 cents per TKP to 35.3 cents per TKP (see Table I-10). It should be noted, however, that this growth in unit revenues and expenses, in terms of United States currency, is partly due to tlte fact that the value of the U.S. dollar in 1972, compared with other currencies, tended to dec!ine.ln effect, some airlines reported decreasing unit expenses in terms of their national currencies, but when the data were converted, using different exchange rates for the two years, the resulting figures in cents per TKP showed an increase.

Table 1-9. Operating and net results1 Scheduled airlines of ICAO Contracting States

(excluding China and the USSR)

Operating result Netresult2 Operating Operating Percent- Percent- Direct Income

expenses Amount age of Amount age of subsidies Taxes U.S.$ U.S.$ U.S.$ operating U.S.$ operating U.S.$ U.S.$

Year (millions) (millions) (millions) (millions) (millions) (millions)

1970 17 817 17 367 450 2.5 ~27 ~0.2 82 ~80

1971 20 l!6 !9 507 609 3.0 !38 0.7 82 -44 1972 23 021 22 2!5 806 3.5 234 l.O III -177

1. About 9 per cent of revenues and expense5 are estimated for non-reporting airlines. Being based on traffic information, these estimates can be considered quite reliable with respect to operating items but sre verv uncertain with respect to non-operating items end texas.

2. The net result Is derived from the operating result by adding (Wth plus or minus sign as appropriate) non-operetlng Items (SYch as Interest and direct SYbsldies) and Income tax. The operating and nit results quoted, Particularly the net results, are the 'mall differences between astlmates of lartJG flgunos (revenues and expense5) and are therefore susceptible to substEmtlal uncertainties.

Civil Aviation in 1973 19

Table 1-10. World airline fmenciaJ results Scheduled Airlines ofiCAO Contracting Statest

(International and domestic services)

Comparison betwem 1972 and 1971

Difference 1972/1971

!971 1972 Amount %

Operating Revenues (Millions of U.S. Dollars)

Passenger 15 8g8 18 301 2413 15.2 Cargo I 9g3 2 277 294 l4.g Mail 601 594 -7 -1.2

Total scheduled 18472 21 172 2 700 14.6 Non-scheduled 927 994 67 7.2 lncidentaJ 717 ~ 138 19.2

TotaJ operating revenues 20 116 23 021 2905 14.4

Operating Expenses (Millions of U.S. Dollars)

Flight operations 5 262 5 go3 541 10.3 Maintenance and overhaul 2 701 3068 367 !3.6 Depreciation and amortization 2071 2 363 292 14.1 Station and other ground 3 341 3 924 583 17.4 Passenger services I 94g 2 248 300 15.4 Ticketing, sales and promotion 2 900 3 354 454 15.7 Genera], administrative and other 1284 ~ 171 13.3

Total operatmg expenses 19 507 22 2!5 2 708 13.9

Operating result (Millions of U.S. Dollars) 609 806 197 32.3

Operatmg result as a percentage of totaJ operating revenues 3.03 3.50

Over-all averages

Unit operating revenues per tonne-km performed (U.S. cents per TKP) 35.90 36.49 0.59 1.6

Unit operating expenses per tonne-km performed (U.S. cents per TKP) 34.90 35.26 0.36 1.0

Unit operating expenses per tonne-km available (U.S. cents per TKA) 16.54 17.58 1.04 6.3

Scheduled services

Passenger revenue per passenge,..km (U.S. cents per pass-km) 3.91 3.95 0.04 1.0

1. ExcludlngChina•ndtheUSSFI.

20

The net result of the scheduled airline industry is derived from the operating result by taking into account non-operating items and taxes. In 1972 the net profit of the world's scheduled airlines rose slightly to I.~ per cent of the operating revenues. The highest net proftt for the last ten years was 6.1 per cent of the operating revenues in 1966; the worst result was in 1970 when a loss of 0.2 per cent of operating revenues was recorded.

These statistics are based on world totaJs and du not portray the considerable differences between the different airlines, since the losses of one airline are counteracted by the profits of another. It should be noted that in 1972 about one-third of the airlines showed operating losses, another third of them showed operating profits of 6 per cent or less and the last third showed an operating profit of more than 6 per cent of the totaJ operating revenues.

In 1972 U.S. airlines as a group accounted for 53 per cent of the total tonne-kilometres performed and 48 per cent of the totaJ operating revenues of the scheduled airlines of the ICAO Contracting States (excluding China and the USSR). The operating profit of U.S. airlines amounted to U.S.$516 million in 1972 as against an operating profit of $26g ml11ion in 1971, but the opemting profit for the rest of the airlines of the world went down to $290 million from $341 million in 1971. The increase in the operating profit of the U.S. airlines was mos.t!y due to increases in domestic fares and to various cost-reducing measures adopted by the airlines. As a result, the average revenue per tonne· kilometre performed increased by 1.9 percent while the average expenditure per tonne-kilometre performed declined by 0.2 per cent. On the other hand, non-U.S. airlines showed an increase of 1.9 per cent in average expenditure and 1.1 per cent in average revenue per tonne-Jdlometre performed.

Financial results for all transport operations of Aeroflot are not available and could therefore not be included in world estimates in this report. However, for the year 1972 fmanciaJ data have been provided with respect to the internationaJ operations of Aeroflot. Tt~y show operating revenues of $210 million and operating expenses of $173 million. The operating result was thus $37 million or Jg per cent of the operating revenues. Per tonne-Jdlometre performed the revenues were 41.9 cents and the expenses 34.4 cents. The net result after tax was $5.2 million corresponding to 2.5 per cent of revenues.

In 1973, scheduled airlines of th.e United States accounted for 51 per cent of the total tonne-kilometres performed by scheduled airlines of aJI ICAO Contracting States (excluding China and the USSR). Based on reports for nine months it is estimated that operating revenues for the U.S. airlines in 1973 increased by 10 per cent to about $12 200 million and the operating expenses by 9 per cent to about $11 550 million thus resulting in an estimated operating profit in the order of

Annual Report of the Council - 197 3

$650 million or 5.3 per cent of the operating revenues. The 1973 revenues and expenses for airlines of other States, when expressed in U.S. dollars, will be somewhat inflated by the devaJuation of the dollar in February 1973 and the other variations in exchange rates that took place during the year. It is tentatively estimated that for the world's scheduled airlines as a whole both operating revenues and operating expenses, in dollars, were 15 to 17 per cent higher than in 1972 and that hence the operating result in 1973 was of the same order of magnitude as in 1972.

4. Airline Fares and Rates

International Traffic

Passenger Fares The internationaJ scheduled airline industry continued to experience considerable difficulty in 1973 in reaching agreement on international fares and rates in a number of regions. This difficulty was, to a considerable degree, brought about by problems particular to the industry which remain unresolved and by other developments in the world at large. It is a reOection of the growing complexity of the influences affecting internationaJ air fares that, in the year ending October 1973, lATA member airlines convened 35 traffic conferences and policy groups involving more than 200 days of meetings. Despite this activity, open rate situations prevailed in many traffic areas at various times, although at the end of the year there was some improvement. In open rate areas lATA members were generally applying IAT A fares with the consent of governments.

A major issue facing the scheduled airlines is the fare strategy to be adopted to meet competition from charter operators in such markets as the North Atlantic, Europe and the Middle East and Europe to the Far East, especially in situations where there is over-capacity and a lack of uniform regulations regarding charter traffic. Changes in the discount and promotional fare structure evolved by the industry as an answer to charter competition have increasingly become the cause of open rate situations. On a number of occasions States refused to ratify fares agreed by the airlines which contained promotion a] rares judged too low; in particular. the United States Civil Aeronautics Board (CAB) held that such fares were partly responsible for the poor fmancial results of the industry in recent years,

Among important interventions by States may be noted the actions of the CAB in connexion with Atlantic and PaciOc fares, the role of the European Civil Aviation Conference member States in arriving at a status quo situation on the North Atlantic for much of 1973 and measures taken by the States comprising the Grupo

Civil Aviation in 1973

Andino4 to introduce fares aimed at developing regional tourism.

The dollar and the pound sterling being the cur­rencies used in lATA fare agreements, the devaluation of the U.S. dollar in February and the subsequent wide­spread practice of Ooating the exchange rates between major mternational currencies posed serious problems for the world's international airlines. Emergency con­ferences were convened by IAT A to consider these problems in London in February and March, in Paris in August and subsequently in Monaco in October. A system of local currency surcharges was developed to compensate carriers for the effects of currency changes while the Association examines the possibility of estab­lishing an lATA Unit of Value (IUV) to replace the dollar and the pound sterlmg as the reference currencies for international fares and rates.

Inflation, which was a particularly serious problem in 1973, led many States to introduce price control programmes for varying periods which directly or indirectly influenced airline requests for fare increases on both mternahonal and domestic routes.

The pnce of aviation fuel became a matter of maJor concern to air carriers throughout the world during 1973, and by the end of the year fuel price rises had become such that increases in international fares and rates were envisaged. Noting that average fuel costs for the first ten months of 1973 were 52 per cent above the 1972 level, lATA airlines voted to raise fares and rates by an amount equivalent to an overall 6 per cent increase effective I January 1974. This was computed on the basis of a formula increase of 1.2 per cent in fares for every 10 per cent increase in average fuel costs over the datum period. At the beginning of 1974 approval was being sought foe a further 7 per cent increase in fares and rates to cover fuel price rises since October 197 3. It appears that the price of airline fuel will in future be an important determinant of international fares and rates.

North Atfantic The year !973 opened with no agreement on North Atlantic fares for the period commencing I April. Traffic conferences and meetings of senior airline execu­tives had been held by the lATA North Atlantic carriers during the second half of 1972. While mitial agreement on the basic fare structure had been reached, various government decisions on low-cost services and the continued absence of uniform charter regulatiOns in the area led to recognition of the need to reassess the North Atlantic fare structure.

The inability of lATA carriers to reach agreement on North Atlantic fares beyond 31 March 1973 resulted in the filing of individual airline tariffs with governments in Europe, the United States and Canada. In view of the wide divergence of certain of these proposals, it proved

21

necessary to resort to intergovernmental discussions on a bilateral basis in an effort to seek a rapid solution to the problem.

By the end of February 1973, talks held between the United States Government and the Governments of Belgium, the Netherlands, France and Switzerland had resulted in memoranda of understanding, but no agree­ment had been reached with the Governments of the United Kingdom, the Federal Republic of Germany and Italy. Between 27 February and 20 March, the CAB suspended the transatlantic air fares fl.led by eleven foreign air carriers for application on I April, on the grounds that the proposed fares would not result in as great an improvement in revenue as the fares flied by the United States flag carriers.

Faced with a continuing deadlock on the 1973 fares package, the member States of tl1e European Civil Aviation Conference (ECAC) met at the beginning of March and called upon the lATA carriers to adopt the status quo on the North Atlantic tariff structure for the period I April through 31 October, subject to price adjustments occasioned by the devaluation of the dollar.

In March, a full traffic conference which was convened by lATA in London to consider the ECAC request, reached agreement to maintain the 1972 fare structure until 31 December 1973, except for devalua· tion adjustments. A meeting of IAT A airlines had earlier been called to determine the level of adjustments required by the I 0 per cent do liar devaluation of 12 February. Fares were increased by 6 per cent for tickets purchased in North America and by between 0 and 12 per cent for tickets purchased in Europe. The only tariff rule change agreed upon at the London meeting was a reduction in the advanced booking requirement (from 30 to 15 days) on ali winter GIT, 12/21-day GIT and affimty group fares.

Specific issues which governments and airlines sought to resolve centred mainly upon the promotional fare structure, few major changes being proposed for first and economy class fares. Major points of disagree­ment included the terms and fare levels for proposed new advance purchase excursion fares (APEX); proposals to abolish the group inclusive tour (GlT) in favour of an individual inclusive tour fafe (liT); proposals for a new 14/45-day excursion rate, w1th prices falling between those currently offered for 14/21 and 22/45-day excur­sions; and proposals to abolish youth fares.

The agreement reached in london in March on North Atlantic fares was challenged in the United States on two occasions during the ensuing months. In June, the United States Cost-of-Living Councll issued a deci­sion to the effect that international fares of U.S. carriers were subject to domestic price-freeze regulations and

4. Compris•ng Bolivia, Colomb.a, Chile, Ecuador and Peru.

22

that the devaluation adjustments to fares were to be rescinded. This decision was later reversed. The second challenge was presented by a U.S. Court of Appeals decision in August, rejecting the CAB's approval of the North Atlantic fare structure. However, following further deliberations, the CAB reapproved the 1973 fares in October on the grounds that it would be counter-productive at that time to precipitate an open· rate situation. At the same time the CAB made it cle:u that it would not sanction similar fares in 1974.

During a traffic conference in Monaco in October, lATA airlines reached agreement on a North Atlantic fare package effective from I January 1974 to 31 October 1974. Between New York and London, ftrs1 class and winter economy fares were raised by 6 pet cent, shoulder economy by 4 per cent and peak economy by 2 per cent. Youth fares were increased by 12 per cent, the 14/21-day and the 22)45-day excursion fares by 10 per cent in winter and by 7 per cent in the shoulder and peak periods, while the 14/21-day GIT fare was raised by 8 per cent in winter and by 7 per cent ii1 summer. In addition, fares were subject to currency aLijustments as appropriate.

The Monaco fare package was disapproved by the CAB at the end of November, reiterating its position that it would refuse any package that "further raises norma] economy fares, fails to related the 22/45-day excursion fare more closely to costs and fails to eliminate unjustly discriminatory fares'' (i.e. youth fares).ln a mail vote, the lATA carriers agreed to rescind the increase in economy fares and to further incresse the 22/45-day excursion fare. Youth fares were not included in the final agreement. Youth fares will not be available from the United States, but will be in effect westbound from Europe at levels set by government orders. However, the Monaco fare agreement will apply to travel between Canada and Europe.

Mid and South Atlantic The difflculty encountered in reaching agreement on North Atlantic fares influenced negotiations on the Mid and South Atlantic fare structure and in March an fAT A steering conunittee was set up to examine the means of establishing fares and rates for the mid-Atlantic indepen­dently of the North Atlantic, to ensure that lack of agreement on the North Atlantic would not disrupt fare structures on the mid-Atlantic. Although a mid-Atlantic fare package was developed at the March 1973 con­ference held in London, it proved impossible to achieve complete agreement on the establishment of a low GIT fare between the FederaJ Republic of Germany and the Bahamas and on the matter of part charter or non­affmity group fares between the United Kingdom and the Caribbean area.

A mid-Atlantic fare package for the period 1 January 1974 to 31 March 1975 was drawn up at the

Annual Report of the Council- 1973

Monaco conference in October, but was not fmalized due to two negative votes.

Fewer problems were met in deciding on the South Atlantic fare package which was agreed upon at the London conference in March for the period I May 1973 to 31 March 1974. This package maintained fares at the previous level and introduced a new individuaJ excursion fare across the South Atlantic. At the 1973 Monaco conference further agreement was reached for the year beginning I April 1974 involving average fare increases of 2 to 4 per cent.

North and South America Agreement was reached on fares within the Western Hemisphere (Traffic Conference I) for the period May 1973 to March 1974 at fare conferences held in Miami in November 1972 and January 1973. North-South America long-haul fares were increased by 5 per cent, with the exception of GIT fares. In the U.S.-Caribbean area, economy fares were increased by 5 per cent, while excursion fares were raised by between I and 5.4 per cent. Two new promotional fares, an advance purchase travel group fare and an individuaJ inclusive tour fare were introduced and first-class excursion and G!T fares eliminated except in the Venezuela and Netherlands Antilles markets. Similar changes took place in the structure ofU.S./Canada-Mexico fares, while in addition, norma] first-class fares were set at 140 per cent of normaJ economy, resulting in slight increases on certain routes.

In July, two non-lATA airlines, Air Panama and Aerocondor (Colombia) ffied fares with the CAB which significantly undercut lATA fares between the U.S. and Panama, Colombia and neighbouring States. These fares were approved and the CAB denied petitions by IAT A carriers to conduct fare discussions between airlines operating in the U.S.-Panama/Colombia)Ecuador/Peru markets. However, at an IAT A conference in December in Hollywood, Florida, lATA carriers agreed to lower fares in these markets to meet Air Panama's fares, which have since been raised by 6 per cent.

Acting on a recommendation of the Consejo de Turismo del Grupo Andino (comprising Bolivia, Colom­bia, Chile, Ecuador and Peru) which met in Lima in 1972, fares on flights within the sub-region were reduced by 30 per cent effective I May 1973, with a view to promoting regionaJ tourism. The reduced fares, approved at the IAT A meeting in Miami, are available to groups of ten persons.

Following the meeting in Monaco in October, agreement was reached to increase the North-South America fares by 3 per cent from 1 Aprll 1974 to 31 March 1975. At a conference in Hollywood, Florida in December, agreement was reached for North-Centra] America and North America-Caribbean routes for the period IS Aprill974 to 14 Aprill975, including a 5 per

Civil Aviation in 1973

cent fare increase. Discussion on fares for USA/Canada. Mexico routes was deferred until early 1974 in view of failure to agree at a conference in November 1973.

North, Cenrral and South Pacific lATA airlines convened meetings in January and Feb. ruary in London, New York and Singapore to establish fares for the North, Central and South Pacific routes for the period May 1973 to March 1974. Fare increases of 9 per cent in the norma] first class, economy, excursion and other promotional fares were agreed for the North and Central Pacific and of 10 per cent for the South Pacific. Five per cent of these increases were to offset the devaJuation of the U.S. dollar.

On the North and Central Pacific, the basic GIT fare was reduced by 5 per cent and a new affinity fare for groups of I 00 passengers at the level of 62 per cent below the normal economy class fare was introduced, while on the South Pacific routes, the CIT and the affinity fares were reduced by 7 per cent and a new individuaJ advance purchase fare at a very low level was introduced.

Jn July, the U.S. CAB disapproved the 9 per cent fare increase on the North and Central Pacific but approved the proposed raise in South Pacific fares subject to a 60-day price freeze ordered by the U.S. Cost-of-Living Council. Approval of the South Pacific fare increase was aJso conditional upon the airlines explaining certain fare construction anomalies. In September the CAB reversed its earlier decision on South Pac1fic fares on the grounds that the new fares from the Un,ted States mainland were substantiaily higher than the combination of local fares over Hawaii. Although technically an open-rate situation thus pre· vailed, a fare status quo was observed by all airlines.

Faced with the disapproval of transpacific fares by the CAB, lATA calied a policy group meeting in October in Monaco to review these fares. Agreement was reached by mail vote on North and Central Pacific fares for the period January 1974 to March 1975 and it was decided to consider the South Pacific situation at a traffic conference to be held in Singa· pore in 1974. The North/Central Pacific passenger fare agreement provides for a 3 per cent currency surcharge on U.S.-originating traffic. Most fares between the west coast of the Umted States and Tokyo and Hong Kong will remam at the 1973level, but the U.S.·Tokyo basic GIT fares are to be reduced by 10 per cent as will the U.S.-Hong Kong GIT and affmity group fares (for groups of 70 or more).

Europe -Middle East -Africa and Asia/Australasia Fares in this region have remained open since April 1972 due to disagreement on the introduction of new low-cost public excursion fares to Australia, New

23

ZeaJand and points in the Far East. These fares were fCOposed to compete with London-Singapore "exempt charter" (see Section 2) fares of £93 one-way. In June, British Airways and Singapore Airlines announced that the "exempt charter" fare would be replaced by two new, low, scheduled service fares set at £I27.30one-way 3Jid £224.65 for a 14/19-day excursion return ticket. Fares between the Traffic Conference 2 and Traffic Conference 3 areas will be discussed at the Singapore conference in January 1974.

E>Jrope, Middle East and Africa Fares in the Traffic Conference 2 area remained \\ithout agreement for the third year in succession \\ith the exception of the fares on routes within Africa, which were agreed upon for the year beginnmg I April 1973. The basic disagreement hinges on the introduction of public non-affinity group fares and put charters and of special arrangements for inclusive tuurs. On fares within Europe there was disagreement on conditions of sale regarding inclustve tours from Scandinavia and the United Kingdom to the rest of E~rope. Nevertheless, tl1e bask fare structure which had been drawn up in Torremolinos in 1972 was implemented by all airlines. At the Monaco meeting in October, formal agreement was again held up by opposition to the principle of the introduction of speciaJ inciusive tour arrangements from the United Kingdom and Ireland to certain countries in Europe.

Fares on services between Europe and the Middle East remained open because of disagreement on two proposals to change GIT fares to public non-affinity group fares and to mtroduce new inclusive tour rates between the United Kingdom and Cyprus. On routes between Europe-Middle East and Africa an open-rate situation resulted from the requirement of one airline to abolish control of inclusive tour prices and to permit the carriage of certain charter groups on scheduled services. There was also disagreement on a proposal to Introduce APEX (advance booldng excur· sion fares) on the London-Johannesburg route. While agreement was reached on the fare structure in the sub· area within the Middle East, formal closure of the latter awaited agreement on Europe-Middle East fares.

Domestic Traffic

Parsenger and Cargo Fares ICJ\0 receives very little information on fare and rate developments in the domestic services of Contracting St.ltes but the following examples may be indicative of the generaJ trends.

There were a number of developments in con­nexion with domestic fares in the United States. During the ftrst months of 1973, domestic airlines

24

were granted permission to impose a 59-cent surcharge on boarding passengers to cover the costs of new security measures (baggage searches and passenger screening). In May, the CAB acted on a decision reached in December 1972 which stated that the youth standby, youth reservation and family fares are un· justly discriminatory and should be cancelled. Beginning I June, the Board ordered the discounts at which these fares are offered to be reduced by one­third every six months and fmally cancelled by I June 1974. A number of new low-fare schemes were pro­posed by several airlines during the first six months of the year to counter the competitive impact of domestic travel group charters (TGC). However, TWA and American Airlines were the only airlines to im­plement plans and introduced an advance booking programme called "demand scheduling" on selected domestic routes. Savings over normal economy fares ranged up to 47 per cent, depending upon the dsy and the season. American Airlines fded to discontinue its demand scheduling experiment after 14 January 1974 and to replace it with APEX from March.

A general domestic price increase of 5 per cent was granted by the CAB effective I December 1973. The last previous increase had been for 2.7 per cent in

September 1972. Airline applications for an increase were fded in August following the lifting of price controls on domestic air fares, but were rejected by the CAB on the grounds of insufficient cost justiflca· tion. Applications for fare increases were again fded in October, based on a standard load factor of 55 per cent.

In the United Kingdom, price control legislation delayed application until June 1973 of the 5 per cent increase in certain domestic fares granted by the Civil Aviation Authority (CAA) in October 1972. In August, the CAA approved fare increases of 4 per cent between London, Belfast, Edinburgh and Glasgow, and average increases of 7.5 per cent on 600 other domestic route segments operated by 15 airlines. These were to take effect on 1 November, but were later limited to 5 per cent in accordance with Government policy on retail prices.

Air fares on services within metropolitan France and within the Franc monetary zone were permitted to be raised by the Secretariat general a l'aviation civlle (SGAC) as of 15 April 1973. Fare increases averaged 5 per cent.

Of particular interest was the introduction of a new structure for domestic fares in Sweden which went into effect on 1 May. The new fares, which represent savings of up to 46 per cent on long-haul routes, were set in direct relationship to the cost of providing service on routes of different length. The b<:.sic fare is without reservation; a firm reservation may be booked at a $6.50 surcharge.

Annual Report of the Council- 1973

Australia's domestic air fares were raised by an average of 11.5 per cent in November. First-class fares increased by 15 per cent whlle normal economy and off-peak fares rose by 10 per cent.

Two major fare increases were noted in Argentina during 1973. Increases of 12 to !5 per cent were authorized by the Government in January, followed by a further 50 per cent increase in June.

Cargo rates Several significant developments were noted in 1973 in the field of cargo rates. In February the CAB ex. pressed its opinion on the agreements adopted by lATA in 1972 relating to North Atlantic cargo rates, and ruled that the traffic resolutions containing the rate structure were not in the public interest. The CAB found that, generally, rates between European cities and Cities in the United States other than New York are constructed by the use of "add-ons" to the New York-London base rate and that the "add-ons" were excessive in relation to the miles operated. Airlines were given until 1 September to file new mileage-based air freight rates for the North Atlantic. The CAB's decision was important in that it clearly stated that rates to and from the United States should be based on actual mileage.

During the first months of the year new low bulk rates for single shipments of 15 and 30 tonnes were introduced by Air France, Lufthansa, KLM and Sea­board World Airlines on services between the United States and various cities in Europe. The rate was originaily proposed by Seaboard World at 40 U.S. cents per kilo (for 30 000 kilos) for all commodities in unitized consignments giving shippers a saving of up to 3g per cent compared with existing rates. The signifi. cance of the bulk rate, which is competitive with full-plane charter rates, is that it constitutes a step towards a simple and non-discriminatory alternative to the complex commodity rate structure.

Failure to agree on the North Atlantic rates at the lATA Composite Cargo Traffic Conference in Mexico City in May/June centred on BOAC's stipulation that bulk cargo rates should be tied to annual contract agreements, on proposals for minimum charter rates and on the issue of split cargo charters. The conference was reconvened in Geneva in July and a rates package was adopted with only slight amendments for the period I January 1974 to 31 December 1974.

The Mexico City conference reached agreement on cargo rates for all other regions for introduction on I October 1973. There were few changes of any im­portance on North, Central and South Pacific rates, while in the area encompassing Asia, Australia and Australasia general cargo rates were raised by 2 per cent. However, there were major changes in Western Hemisphere rates. Between the United States and the

Civil Aviation in 1973

Caribbean, Mexico and Venezuela, genera] cargo rates were increased by between 4 and 9 per cent. South· bound US . .South America rates were unchanged but northbound rates from Argentina, Brazil, Chile, Para­guay and Uruguay were increased by 3 to 4 per cent and from Bolivia, Colombia, Ecuador and Peru by 10 to 11 per cent. Most specific commodity rates were increased in this region by an average of 6 per cent.

The trend towards airline mergers, consolidations and other forms of co-operation continued in 1973. In addition, towards the end of the year, fuel shortages and increases in fuel prices led to capacity limitation agreements, schedule curtailments, and some aircraft were taken out of service.

Africa

Additwnal steps were taken by three North African air carriers, Air Algerie, Royal Air Maroc and Tunis Air towards the formation of Air Maghreb. The three companies together entered into an insurance agree· ment designed to obtain more favourable tenns for the carriers than they could negotiate separately. Agree· ment was also reached on tfle appointment of joint station managers at key European airports and on the aJiocation of long-haul routes.

In West Afnca, it was announced in April that Ghana Airways and Air Afnque had agreed to operate, as far as possible, in a common muJtinationaJ organiza· tion. This was the first agreement associating Air Afrique with an airline of an English-speaking African State.

British Caledonian Airways transferred its majority shareholdings in Gambia AltWays and Sierra Leone Airways to the Governments of the States concerned. Under a ten ·year management agreement, British Caledoman will retain responsibility for the fmancial and commercial management of Gambia Arrways, while a seven-year agreement has been signed with Sierra Leone Airways to ensure the continuity of British Caledonian's management services. Trans World Airlines (TWA) has entered into a contract with the Liberian Government to conduct an in-depth study of all phases of Liberian air transport, including the operations of the national carrier, Liberian National Airlines, Robertsfield airport and all other airports in Liberia. The study is to lead to the establishment of a Liberian Air Transport Authority and includes plans for the training of personnel. Nigeria Airways entered into a pooling agreement with Union de Transports aerien (UTA) for passenger and freight services between Paris and Lagos.

25

East African Airways concluded pooling agree· ments with Lufthansa on the Frankfurt-Nairobi route, and with Alitalia on the route between Rome and Nairobi. Air India and Air Mauritius are now operating a ioint service between Bombay and Mauritius, using Air India aircraft.

Asia and the Pad[lC

Participation in the new nationaJ airline of Papua-New Guinea, which is to begin operation when the territory obtains its independence in 1974, has been decided as follows: the national Government will hold a con· trolling 60 per cent interest, with Ansett Airlines holding 16 per cent and the AustraJian Government nominees (Qantas and Trans-Australia Airlines) each holding 12 per cent. Neither Ansett nor Trans-Australia Airlines will operate on the Port Moresby-Sydney line, which route will be reserved for the new airline Air Niugini. Three of Australia's domestic airlines, East· West, Connair and Bush Pilots are to combine to increase tourism to "outback" areas willie the possi· bnity of closer contact or a merger between Trans· Australia Airlines and Qantas was being studied.

Air New Zealand and the Cook Islands Govern· ment have aMounced plans to establish the fmt domestic airline in the Cook Islands, the service to begin with flights between Rarotonga and Aitutaki. Air New Zealand now operates scheduled commercial service between New Zealand and the Cook islands.

Air Manila and Filipinas Orient Airways agreed to a merger directed by governmental decree. A new name has not yet been selected tor the merged airline which will serve domestic routes. At a later date, the two airlines are expected to be merged into Philippine Air Lmes, which serves both domestic and international routes. Earlier in the year, an agreement had been concluded under which TWA would provide Air Manila with advisory, management and training services for a three-year penod.

Qantas and CP Air agreed to pool the1r services for passenger, cargo and mail services between AustraJia and Canada. A pooling agreement was also concluded between Qantas and Japan Air Lmes (JAL) for services between Australia and Japan via Hong Kong or Manila.

Air Cambodge concluded an agreement for assiStance with UTA on the operation of the Paris· Phom Penh line, with the possibtlity that the line might be extended to Singapore. Following the revision of the Franco-Japanese bilateral agreement, pool services were agreed upon between JAL and Air France on the Tokyo-Tahiti route and between JAL and UTA on the Noumea-Tokyo route. Korean Air Lines and Air France agreed on the joint operation of a once-weekly cargo service between SeouJ and Paris effective I October 1973. Both carriers will provide aircraft for

26

operating the route and will pool revenues. A tripartite pooling agreement between Aeroflot, AlitaJia and Japan Air Lines has been agreed in principle for service between Rome and Tokyo via Moscow and the trans­siberian route.

Europe

The European Parliament in March approved a resolu­tion calling for measures to reorganize the European air transport system. The resolution provides for a thorough investigation of bilateral agreements and traffic rights at the level of the European Economic Community, standardizing air services and specifica­tions covering particular aircraft types, establishing a European Flight scheduling system, improving the route network through granting of additional traffic rights and using a common system of capacity control which shouJd, under certain conditions, also cover charter flights "so as to safeguard the future of scheduled services''. The resolution also calls for a common standpoint on security matters, a common approach to regulatory provisions affectmg air trans­port and charter flights in particular, and on the rate-making policy which, it recommended, should be related to capacity regulation.

In May, the Committee on Economic Affairs and Development of the Council of Europe's Consultative Assembly approved a report calling for effective con­trol of scheduled service capacity and urging the European Civil Aviation Conference to arrange for taJks with the United States and Canadian authorities on this subject.

In September an Association composed of I g lATA-Member airlines operating scheduled services in Europe was established5

. The new Association, which developed from the former European Air Research Bureau (EARB) will be called the Association of European Airlines (AEA). This Association, designed to promote closer co-ordination between European scheduled carriers, will review problems affecting the airline industry and develop an inter-airline consensus on all matters of concern to European air transport, wlll sponsor toint economic studies and exchange of infonnation between airlines and will seek to expand and streamline existing areas of inter-airline activity at the tecluricallevel.

Airline members of the KSSU Group (KLM, SAS, Swissair and UTA) continued to expand their co­operation with the introduction of OC-10--30 aircraft of which some 40 have been ordered in technicany identical versions by members of the Group (see Report of the Councn to the Assembly for 1971 ). The airline members of the Atlas Group (Air France, A\italia, Iberia, Lufthansa and Sabena) are considering possible extension of their aircraft purchase and main·

Annual Report of the Council- 1973

tenance agreements into such fields as the interchange of cockpit crews and the development of common ground serv,ce staffs.

In Austria, the United States non.-scheduied operator Overseas National Airways entered into an agreement to assist Austrian Airlines in operating DC-8.60 aircraft on a cargo and passenger service between Vienna and Hong Kong, the aircraft to be dry-leased by Overseas National to Austrian Airlines.

lcelandair (Fiugfelag) and Loftleidir, the two Icelandic air carriers, were merged effective 1 August 1973, following 18 months of negotiations. A holding company, Fiugleidir has been formed to take control of both airlines, their properties and subsidiary companies such as International Air Bahama and Cargolux (Interna­tional Air Bahama is a wholly owned subsidiary of Loftleidir which also has a 50 per cent interest in Cargolux). The merged airlines will each retain their separate identity.

A decision in principle was taken to merge Irish International Airlines (Aerlinte Eiream) with Aer Lingos Teoronta. The two airlines already have a rommon management but different boards of directors and separate fmancial reports. Full integration may not be completed until1975.

A new national air carrier, Air Malta, was estab­lished, with 5 I per cent participation by the Maltese GJvernmem, 20 per cent by Pakistan International Airlines and 29 per cent by the public -the latter share may, to a large extent, be subscribed by the present Malta Airways of which British Airways Holdings owns 34 per cent. The flight services of the new airUne are to be operated by the European Division of British Airways (formerly BEA) until I April 1974 when Pakistan International Airlines wlll take over the management of the new airline and of its flight services.

Further integration of British Overseas Airways Corporation and British European Airways into the newly formed British Airways continued throughout the year. The new name began to be used early in the year, side by side with the names of the merged carriers, with the objective of achieving full integration by I April 1974. In April1973, a joint unit, British Airways Travel, was formed to handle passenger and charter sales in the United Kingdom and to expand package tour and group travel for BEA, BOAC and associated companies. Effective I September, the names of BOAC and BEA ceased to be used, the two airlines being known respectively as the Overseas Division and the European Division of British Airways. British Caledonian Airways, which became the second scheduled British carrier

5. The 18 airline members are Aer Lingus, A1r France, Alitalia, Austnan Airlines, aritish Airways, Finnair, lber1a, lcelandair, KLM, Lufthansa, Olympic, Sabena, SAS, Swissair, TAP, THY, JugoslavAirTransportand UTA.

Civil Aviation in 1973

operating on the North Atlantic route in April, has taken over the long-haul charter activities fonnerly carried out by Britannia Airways.

Latin America and the Caribbean

Coinciding with the accession to independence of the Bahamas on I July 1973 a new national airline, Bahamasair, was established. The new carrier, which was formed by merging the fanner Out Island Airways and Flamingo AirUnes is controlled by Bahamian Air Carrier (Holdings) Ltd., in which the Bahamian Government holds a majority interest. The two merged airlines had been established in 1970 when the former Bahamas Airways ceased operations.

BWIA and Air Jamaica signed an Agreement to co-ordinate the Air Jamaica Advance Booking Charter Operation in .the United Kingdom. The Agreement also provides for BW1A to become general sales agents in the Eastern Caribbean for Air Jamaica, while Air Jamaica will provide reciprocal services for BW1A in Jamaica.

The United States local air carrier Hughes Air West acquired a 25 per cent participation in the Nicaraguan airline LaNica.

Middle East

AUA, the Royal Jordanian Airlines, signed a three-year agreement with Pan American Airways under the tenns of which the latter will provide technical and manage­ment training assistance and will look after the mainten­ance and overhaul of AUA aircraft at several European points.

Pakistan International Airlines concluded a two-year agreement with Egyptair to overhaul engines for the latter's fleet.

North America

In the United States the CAB approved the acqUisition of Caribbean Atlantic Airlines by Eastern Air Lines, subject to certain operating restrictions designed to afford protection to the services of PAN American Ainvays in the Caribbean region.

Following discontinuation of Qantas service across the North Atlantic and the United States, the airline entered into an interline agreement with TWA by which Qantas transpacific passengers bound for Europe and points within the United States will transfer to TWA flights in San Francisco and TWA's flights arriving in San Francisco will provide connexions to Qantas Pacific flights.

In Canada, Air Canada signed an agreement with Lufthansa to improve flight scheduling on the Nortli Atlantic route. Operation of Canada-Federal Republic of Germany services in pool by the two airlines was

27

initiated in May. The agreement does not provide for reduction in the total number of flights,. but is aimed at achieving better capacity sharing.

Capacity limitatiom

Concern over excess capacity in the light of prevaning fuel shortages and rising fuel costs affected international routes. On the North Atlantic, 81lbstantial capacity reduction agreements were made between Pan American Airways, TWA, British Airways and British Caledonian Airways. PAA's services to Ireland were discontinued. TWA agreed to suspend its services to Nairobi and to abandon a planned extension to Johannesburg. Air France, KLM, Swissair, SAS, all reduced frequencies across the North Atlantic on a unilateral basis. In the Pacific region, Japan Air Lines, Korean Air Lines and Philippine Air Lines also reduced services. In November, the CAB authorized Pan American Airways to meet With other airlines with a view to achieving schedule adjust­ments, capacity curtailments and consolidation of opera­tions. Ail airlines licensed by the CAB to operate on routes served by PAA were allowed to participate in the discussions. A companion request to allow United States airlines to negotiate pooling agreements was rejected, In December, the Association of European Airlines (AEA) recommended bilateraJ djscussjons to achieve joint limi­tations of capacity on a voluntary basis.

Within the United States the two main capadty­Umitation agreements in effect since 1971 were reviewed during the year. These two agreements, applied between American AirUnes, United Air Lines and TWA in four U.S. transcontinental markets, and between American

Airlines, Eastern Airlines and Pan American Airways on the New York-San Juan (Puerto Rico) route. Tlte initial objective was to assist in stabilizing airline finances by increasing load factors. However, developing fuel short­ages and sharp increases in the price of aircraft fuel during the year created a favourable climate for the continuation of the existing agreements and their exten­sion to other routes.

As the fuel supply situation tightened, the CAB granted airlines broad authority to engage in talks aiming at capacity reduction, exempting such discussions from the provisions of anti-trust legislation. In October, 30 airlines met in Washington to discuss capacity reductions in some 64 markets. By the end of the year, about 1 000 daily departures had been cancelled.

6. General Aviation

Statistics pertaining to the nature and development of general aviation activities, i.e. civil aviation opentions other than scheduled and non-scheduled commercial air transport, are not collected regularly on a world-wide

Multi-engmaf1xad wmgaircraft

Single-enginefbo:ed wing aircraft

Civil Aviation in 1973

basis. However, using statistics of aircraft on register, and estimates supplied by Contracting States on general aviation activities, it is possible to draw some conclu­sions about the development of general aviation in ICAO States.

One indication of the development of general aviation is the number of civil aircraft on register in ICAO Contracting States, which are operated by other than commercial air transport operators. These statistics are shown in Tablel·ll and DiagramS for the years 1967 through 1972, but do not include China and the USSR for which data are not available. The number of

29

ftXed-wing aircraft increased by 41 per cent from about 143 000 in 1967 to almost 201 000 in 1972; at the end of 1972 the United States alone accounted for over 155 300 of the fiXed-wing aircraft, approximately 77 per cent of the total. Among the different typesofaircrait, both turbo-jet and turbo-prop aircraft increased at tile greatest rate over the five-year period. However, in absolute tenns, single-engined piston aircraft remained by far the dominant category and constituted over S8 per cent of the ftXed.-wing fleet in 1972.

Rotary-wing aircraft in general aviation during the 1967 to 1972 period showed an even greater increase in

Table 1-11. Number of civil aircraft on register in ICAO Contracting Statest as at 31 December 1967-72

(Excluding aircraft of commercill air transport operators)

Classification 1967 196S 1969 1970 1971 1972

FIXED WING AIRCRAFT

Thrbo-jet 4engines gs 107 I23 I33 I67 I63 3engines 10 II 15 24 30 28 2engines 568 763 910 1 056 1159 1086 1 engine 26 25 51 59 S9 16S

Propeller-driven (turbine) 4engines 43 61 72 S3 96 92 2engines 725 1078 1 3g9 1485 I 547 l 612 1 engine 60 92 93 109 137 ISO

Propeller-driven (piston) 4engines ISS 196 246 305 326 324 3engines II I4 17 lS 20 19 2 engines 16056 17409 lS 753 18983 19 726 20 526 1 engine 125 117 134 I 54 141088 143 407 169601 176 607

Total 142 g59 153910 162 757 165 662 192 898 200 805

ROTARY-WING AIRCRAFT

Thrbine-engt."ned 2engines 18 49 68 74 115 1 engine 296 439 685 759 830 888

Piston-eng£ned 2engines 20 22 22 28 34 33 I engine 2 247 2606 2640 2 730 3472 3 961

Tout 2 572 3085 3 396 3 585 4410 4 997

1. Statistics are estimated from ennu• repo~ flied by Contractlllg Stete~lChine ana the USSR ere not included).

30

the number registered than the ftxed-wing aircraft, increasing by over 92 per cent from about 2 600 in 1967 to about 5 000 in 1972. The majority of rotary.wing aircraft are single-engined piston but the greatest rate of increase was for turbine.engined aircraft, i.e. from over 300 in 1967 to over I 000 aircraft in 1972, &n increase of about 233 per cent.

Based on preliminary 1973 statistics supplied by the Contracting States, it is estimated that in 1973 over 33 million hours were flown by general aviation aircraft in ICAO Contracting States, excluding China and the USSR. According to revised estimates the number of generaJ aviation flying hours in 1972 was 31 million which means that the flying activity increased by about 7 per cent between 1972 and 1973. In comparison with these f.tgUres, airlines of the same lCAO States in 1973 perfonned 127 million hours in scheduled services. Of the 33 million general aviation flying hours estimated for 1973, almost 16 per cent were flown by commercial operators in various types of aerial work while the remaining 84 per cent were flown by non-commercial operators in private flying.

The number of private pilot licences in ICAO Contracting States (excluding China and the USSR) was of the order of slightly over 530 000 in 1973 and it appears that the number of valid licences has been increasing generally at about the rate of 3 per cent to 3.5 per cent per year for the world over the last several years.

A special branch of general aviation is aerial work, which comprises various types of specialized commercial aviation services, chiefly in agriculture, construction, photography anti SUJVeying. In a number of ICAO Contracting States, notably the USSR, the United States, Canada, Australia and Brazil, this branch of gene raJ aviation reaches substantial proportions. In com· plete information and divergencies in the classification of serial work activities preclude accurate estimates. However, in ICAO Contracting States, excluding China and the USSR, the total aerial work flying hours were of the order of 5.2 million hours in 1973 and have remained at about the same level over the last several years.

7. Evolution of the Commercial Air Transport FleetsB of ICAO Contracting States

Composition of Fleets

The evolution of the commercia] air transport fleets of ICAO Contracting States over the decade between 1964 and 1973 is summarized in Tables 1-12, 1·13 and 1-14. These statistics, however, do not include aircraft fleet and manufacturer data for the USSR and CWna, since they were not available. However, statistics on certain

AnnULI! Report of the Council - 19 7 3

types of aircraft manufactured in the USSR and employed in the fleets of other ICAO Contracting States are available,?

Between 1964 and 1973 the number of commercial air transport aircraft in service increased by 41 per cent from 5 425 to 7 623, as shown in Table 1·12. During this period there were important changes in the composition of the fleet. The number of piston-engined aircraft declined by about 55 per cent from 3 438 to I 540, and now constitutes about 20 per cent of the total fleet. In 1964, turbo-jet aircraft constituted about 19 per cent of the fleet and by 1973 the percentage increased to over 59 per cent. The actual number of these aircraft increased by over 300 per cent from I 043 to 4513 during the decade. Turbo-prop aircraft have increased from 944 in 1964 to I 570 in 1973, but have remained at about 20 per cent of the total fleet for most of the I 0-year period.

Aircraft Orders and Deliveries

Concerning the jet component of these fleets, annual statistics on orders and deliveries of turbo-jet aircraft between 1964 and 1973 are given in Table 1-13. Orders placed by commercial operators for new turbo-jet aircraft reached the peak between 1965 and 196g, and the annual number of orders was substantially less in the following years, reaching a low point of 133 ordera in 1971. However, orders of jet aircraft increased in 1972 (303 aircraft orders) and again in 1973 (320 orders). To a certain extent, the decline in the annual number of orders since 1968 is a result of the completion of the process of replacing propeller aircraft with jet aircraft for short· and medium-hauJ traffic. The increase in orders since 1971 can be attributed to a reassessment of future aircraft capacity requirements in tenns of the

6. Statistics tor aircraft h..,ing a maximum take-off weight of less than 9 000 kg (20 000 lb) are not included in this section.

7. Turbine-powered 111rcraft of USSR !Titilnufacture in the fleets of ICAO Contracting States, other than China and the USSR, at the end ot 1971 and at the end of 1972 ware as follows:

31/12171 31112172 TUrbo-jets

Ilyushin IL·62 7 9 Tupolev TU-10A 4 4

TU-124 14 4 TU-134 25 27 TU-154 2

Yakovlev YAK-40 8 Turbo-prop$

Antonov AN-10 2 1 AN-12 7 • AN-24 50 ..

llyuthin IL-18 ~ ~ TOTAL 171 166

Civil Aviizhon in 1973 31

Table 1-12. Commercial transport fleet1 of ICAO Contracting States2 at the end of each year, 1964-73

Turbo-jet Turbo-prop Piston-engined Total y,, Aircraft Number Percentage Number Percentage Number Percentage All Types

1964 1 043 19.2 944 17.4 3438 63.4 5425 1965 1 310 23.5 997 17.8 3 276 58.7 5 583 1966 1 6g7 29.2 I 13S 19.7 2956 51.1 5 781 1967 2 214 36.0 1310 21.3 2 633 42.7 6157 1968 2 932 43.6 I 379 20.5 240S 35.9 6719 1969 3472 49.2 1478 20.9 2 112 29.9 7 062 1970 3 757 51.6 I 531 21.1 1987 273 7275 1971 3 998 54.4 I 541 21.0 I S04 24.6 7343 1972 4 233 56.7 I 562 20.9 1669 22.4 7464 1973 4 513 59.2 I 570 20.6 1540 20.2 7 623

1. Alrcr.tthiWlng•ma>~lmum tOP-off wel9htofl .. th•n9 000 ~ !200001b)are•xo;:luded. All figures are approximate. 2. Oua to )ao;:k of Information, date tor China and th• USSR are not lndu~ed.

Table 1-13. Number of turbo-jet aircraft ordered, delivered and remaining to be delivered each year, 1964· 73 (Commercial operators of ICAO Contracting States)1

Passenger Aircraft Cargo Annual CumulativeTotals2 4-engine 3-engine 2-engine J\Ucraft Totals Remaming

to be y,,. Ordered Delivered Ordered Delivered Ordered Delivered Order1d Delivered Ordered Delivered Ordered Delivered delivered

1964 52 50 84 107 60 22 39 34 235 213 1485 1 oso 405 1965 140 66 159 120 308 56 130 35 737 277 2 222 I 357 865 1966 174 52 84 126 181 131 203 80 642 3S9 2 864 1 746 I liS 1967 JJ3 100 g7 53 ISS Jg6 136 IS9 524 528 3 388 2 274 1114 1968 83 117 276 133 154 308 75 167 5ss 725 3 976 2 999 977 1969 35 92 82 126 125 273 I! 80 260 571 4326 3 570 756 1970 30 117 73 53 71 118 1 34 181 322 4417 3 892 525 1971 13 84 38 60 75 107 1 5 133 256 4 550 4148 402 1972 27 33 176 116 69 70 31 19 303 238 H53 4 386 467 1973 31 26 147 189 133 56 9 23 320 294 5 173 4 680 493

1. Due to lac:k of lnform~lon, date pertaining to the USSR ere not 1nc11ded. Aircraft ordered by China from Boeing (10 8·707) and from Hawtcar Slddelay (35 THdant El are Included.

2. Cun'!ulatlve totalt ere b!IMCI on all ordan and dellv•riet tlno:e o;:omm•rchl turbo-J•t aircraft tint went into production.

32 Annual Report of the Council- 1973

Table 1·14. Number of turbo-jets and turbo-props aircraft delivered, ordered and remaining to be delivered up to 31 December 19731

(Commercial operators ofiCAO Contracting States)2

Delivered Ordered3 Remaining to be

Before During Total as of During delivered as of Type of Aircraft 1973 1973 31.12.73 1973 31.12.73

TURBO-JETS AerospatiaJe A-3008 14

Sud-Caravelle 275 278 BAC/ Aerospatiale-Concorde BAC One Eleven 207 209 Boeing 707 417 417

707-320C 274 II 285 9 14 727 739 92 g31 86 103 727-C/QC 164 164 737 277 14 291 41 31 737-C/QC 33 3 36 2 747 194 26 220 31 30 747-C/F I 2 3 I

Fokker VFW F-28 55 16 71 8 2 Hawker-Siddeley Trident 80 g gg 15 29 Ilyushin IL-622

Lockheed L-1011 17 39 56 12 75 Marcel Dassault Mercure 10 McDonnell Douglas DC-8 416 416

DC-SF 140 140 DC-9 611 21 632 g3 74 DC·9F 48 48 DC-10 65 so 115 34 gg

DC·10F 7 10 Tupolev TU-1342

TU-1542 Yakovlev Y AK-402

Total of Aircraft in production 4013 294 4 307 320 493 Total of Aircraft not in production4 373 373

Total turbo-jets 4 386 294 4680 320 493

TURBQ-PROPS Aerospatiale-Nord 262 42 43 Antonov AN-242 Fairchild F-27/FH-227 161 4 165 4 Fokker F-27 376 12 38g 20 17 Hawker-Siddeley-748 145 II 156 11 4 Lockheed L-382/100 39 39 6 NAMCOYS-11 144 144

Total of Aircraft in production 907 28 935 41 27 TotaJ of Aircraft not in productJon4 989 989

Total turbo-props I 896 28 I 924 41 27

1. The numbe,_ given are •tlmatecl on the bells of inform.-tto• 11.1pplied by aircraft manufacturen. 2. Oue to lack of infofmlltion, the number of aircraft <:oum~ntly being manufactured In the USSA are not lnclucl4od in this table. 3. Aaported ot:mons by comnwr<:iel operaton for transpon ei~raft are not includ.cl in the number of aircraft ordered. 4. Th- figu.,.. -the cumulative totals of dellverl• for alrcnft models flo iOnflitf ifl production.

Dvil Aviation in 1973

recently introduced wide-bodied jet aircraft, and also possibly to some financial improvement for the airlines since 1971.

The financial commitment represented by orders placed in 1973 for these aircraft was estimated to be about $3 500 million as compared with about $3 700 million for orders placed in 1972. Although there were more aircraft orders placed in 1973 than in 1972, the 1972 financial commitment was higher, mainly because it included nine orders for the Anglo-French Concorde supersonic aircraft.

The trend in annual aircraft orders during the 1964-73 period resulted in corresponding changes in the annual rate of deliveries and in the backlogs of aircraft manufacturers. Deliveries, after reaching a peak of 725 aircraft in 1968, decreased thereafter until 1972 when they amounted to 238 aircraft. However, in 1973, deliveries had again increased to almost 300 aircraft. The backlog of unftlled orders which was over I I 00 aircraft at the end of 1966 and 1967 had shown a similar trend, and the 1973 backlog of 493 was higher than in 1971 or 1972.

The status of orders and deliveries as of the end of 1973 is shown in Table 1-14, which gives data for all types of turbo-jet and turbo-prop aircraft currently in production. In reviewing the total turbo-jet aircraft deliveries for the year 1973, the following aircraft types constituted a majority of all deliveries: Boeing 727, 92 (31 per cent), McDonnell Douglas OC-10, 57 (19 per cent), Lockheed L-1011, 39 (13 per cent), Boeing 747, 28(10 per cent) and the McDonnell DouglasDC-9, 21 (7 per cent). Ali other types of turbo-jet aircraft amounted to 20 per cent of total deliveries. The backlogs of unf.tlled orders are almost evenly divided between large, high-capacity types of aircraft (the DC-10, L-1011, B-747 and A·300B) and short· and medium-haul aircraft (the B-727, DC-9 and the Trident).

As for turbo-prop aircraft, orders increased signifi­cantly from 21 m 1971 to 41 in 1973, while deliveries decreased from 49 in 1972 to 28 in 1973.

Current manufacture of turbo-prop aircraft centres about short- and medium-haul twin-engined models, such as the Fokker F-27 and the Hawker Sidde!ey HS-748. There is now a total backlog of 27 orders for turbo-prop aircraft.

8. Safety

Scheduled Traffic

From the airline safety point of view the year 1973 brought a significant improvement in the fatal accident record. According to preliminary estimates pertaining to ICAO Contracting States, not including China, there

33

were 33 aircraft accidenh involving passenger fatalities on scheduled services in 1973, which resulted in 922 passenger fatalities (see Tables 1-15 and 1·16 and Diagram 6). 8 The corresponding figures for 1972 were 44 accidents and 1 402 passager fatalities. Taking into account the volume of traffic in the respective years, the number of fatal aircraft accidents per 100 thousand hours flown in 1973 came down to 0.24 from 0.34 in 1972, and the number of fatal aircraft accidents per 100 thousand landings also decreased to 0.30 in 1973 from 0.43 in 1972. The number of passenger fatalities per 100 million passenger-kilometres decreased from 0.25 in 1972 to 0.15 in 1973. In terms of these indications, the safety record for 1973 was better than for 1972; in fact, the fatality rate was the lowest ever recorded. It can be seen from Table 1-15 that the rates of accidents and fatalities fluctuate considerably from one year to the next, e.g., 1972 versus 1973. However, as shown in Diagram 6, the long-term trend has been one of declining rates, whether measured in tenns of fatalities per passenger-kilometre flown, in terms of fatal accidents per aircraft landing, or any other similar indicators.

It may also be noted that the number of crew knted in accidents involving passenger fatalities was 120 in 1973 compared with a corresponding figure of 189 in 1972. The number of passengers surviving in fatal accidents was 550 in 1973 compared with a corres· ponding flgure of 350 in 1972.

Although the overall trend of improvement in airline safety is fairly regular, the safety level and the character of accidents are significantly different for the various types of aircraft operated on scheduled services, as shown in Table 1-16. For instance, in turbo-jet aircraft traffic, which now accounts for more than 94 per cent of the total volume of scheduled traffic, there were IS accidents involving 625 passenger fatalities; in turbo­propeller and piston-engined aircraft traffic, which now accounts for less than 6 per cent of the scheduled traffic volume, there were 18 accidents involving 297 passenger fatalities. The fatality rate for traffic of turbo-jet aircraft is far lower than for traffic of propeller aircraft. This difference may to some extent be explained by the superior technical reliability of turbo-jet aircraft com­pared With older propeller-driven aircraft. However, an important factor is undoubtedly that the route patterns and the operating environment for turbo-jet aircraft are usually much more favourable than for propeller aircraft.

8. It !Titily be noted that for 1973, as for earl1er years, the ICAO record of accidents IS probably incomplete en reference to smaller aircraft in air taxi types of operations, both scheduled and non-scheduled. This shortcoming IS believed to be insig. nificant for the overall picture of safety in commercial air transport but it is possible that the number of fatalities in commercial air transport is slightly underestimated.

Civil Aviation in 1973 35

Table I-I 5. Aircraft accidents involving passenger fatalities on scheduled air services, 1954· 73

Passenger fatalities Fatal accidents per 100 million per IOOmillion per 100000

Aircraft Passengers Pass.-Year accidents killed km.

Excluding USSR 1954 28 443 0.85 1955 26 401 1956 27' 552 1957 31 501 1958 30 609

1959 28 613 1960 34' 873 1961 25 805 1962 29 778 1963 31 715

1964 25 616 1965 25 684 1966 31' I 001 1967 30 678 1968 35 912

1969 32 946 1970 28 687 1971 31 867 1972 42' I 210 1913* 30 824

Including USSR 1970 30 786 I971 33 915 1972 44' 1402 1973* 33 922

1. lnC:Iudes one mid-air C:OIIIslon shown here 88 one $CC:!dent. 2. ln<:ludes two mld·•Jtr c:olllslon• shown her<J" two ac:c:ldenu..

"1973statistic:sereprelirn;narv na: Not available.

Non-scheduled Commercial Traffic

Non-scheduled air transport service includes both the non-scheduled flights of scheduled airlines and the flights of non-scheduled operators. In 1973 there were 23 accidents involving 437 passenger fatalities, whereas in 1972 there were 32 accidents involving 565 passenger fatalities in this type of service. For 1973, the number of passenger-kilometres performed in all non-scheduled air transport is estimated at about 22 per cent of the passenger-kilometres perfonned in domestic and inter­national scheduled service. The number of fatalities per

0.67 0.78 0.62 0.72

0.63 0.80 0.69 0.60 0.49

0.36 0.35 0.44 0.25 0.29

0.27 0.18 0.21 0.26 0.16

0.17 0.20 0.25 0.15

Pass.· Km Miles Aircraft Aircraft miles flown flown Hours Landings

1.36 1.36 2.19 0.42 1.07 1.14 1.82 0.36 1.25 1.06 1.71 0.34 0.99 1.09 1.76 0.36 1.15 1.02 1.65 0.34

1.00 0.91 1.46 0.31 1.29 1.09 1.76 0.40 0.52 1.11 0.80 1.29 0.31 0.38 0.97 0.90 1.44 0.37 0.44 0.78 0.90 1.46 0.39 0.46

0.58 0.68 1.09 0.30 0.35 0.56 0.61 0.98 0.29 0.33 0.10 0.69 1.12 0.33 0.40 0.40 0.57 0.91 0.29 0.35 0.47 0.58 0.94 0.32 0.38

0.43 0.48 0.17 0.21 0.34 0.29 0.40 0.64 0.23 0.29 0.34 0.44 0.71 0.25 0.3I 0.42 0.58 0.94 0.34 0.43 0.26 0.40 0.64 0.24 0.30

0.27 "' "' "' "' 0.32 "" "" "' "' 0.41 na "' "' "' 0.24 na "' "' "'

100 million passenger-kilometres for non-scheduled air transport service in 1973 was accordingly about twice as high as for scheduled air transport. However, it should Ve noted that both the number of accidents and the number of fatalities in non-scheduled air transport in 1973 were considerably lower than in 1972.

General Aviation

Statistical information on safety levels in civil aviation other than scheduled and non-scheduled air transport is not available on a world-wide basis. However, the United

36 Annual Report of the Council~ 1973

Table I-16. Number of fatal accidents, passenger fatalities and survivors Turbo-jet, turbo-propeller and piston-engined aircraft, scheduled air services, 1966-731

(Total, International and Domestic)

Total for Oassification 1966 1967 1968 1969 19701 19711 19721 19731" Syears

Fatal passenger accidents Turbo-jet 13 10 8 7 13 15 82 Turbo-propeller 62 7 15' II 15 12 18' 10 94 Piston~ngined ~3,4 __!Q ...!.! ...!.! _2 14 _!}3 ~ ___.2f_

Total 31 30 35 32 30 33 44 33 268

Passengers killed Turbo-jet 451 379 328 490 333 460 774 625 3 840 Turbo-propeller 2172 132 ~36 5 120 399 397 473 164 2338 Piston-engined __m• .ill ~ ~ ~ ill _ill lfl 1444

Total I 001 678 912 946 786 975 1402 922 7622

Passengers surviving Turbo-jet 81 341 m 171 106 3 193 460 I 632 Turbo-propeller I 37 52 103 112 135 117 78 635 Piston-engined ~ ~ _1§_ !.Q2 _iQ ~ __1Q ...!l ~

Total 156 493 355 381 248 182 350 550 2 715

'· Data for 1970, 1971, 1972 and 1973, Include the USSR. Data for aerlutr yaar~ do not. 2. Includes 1 heltcopter accident With 20 p-noer fatalities.

'· Includes one mid·eit collision between two plston-engtned aircraft (counted as one accident in the total). 4. inC:iudes1haljcopteraccidentwith2panangerlatalitles. 5. includes2hellcopteraccldentswith 38passangerfatalit•es. .. Include• one mld·air collision between two turbo·propeUer aircraft Ccountad as one accident In the tote!) •

Preliminary figures.

States, which accounts for more than 80 per cent of aU general aviation activity in the world, maintains safety statistics for tltis type of flying. According to prelimi· nary information, there were 701 fatal general aviation accidents in 1973 in the United States, resulting in 1 340 fatalities (crew and passengers). The number of OOurl flown in general aviation in the United States is estimated at about 28 million, which means that the number of fatal general aviation accidents per 100 thousand aircraft hours was 2.5, this rate being about the same as for 1972.

9. Technical Trends and Developments

This section outlines the major technical developments in international civil aviation. First, the trends and developments concerning aircraft design and operatiom are discussed, then the developments in ground supporting services are dealt with, and finally the

developments concerning the effects of civil aviation on the human environment are highlighted. In reading this section, it should be borne in mind that technical developments grow over a number of years and that the contribution of a single year is rarely clearly defmed.

Supersonic Transport (SST)

The Anglo-French Concorde and the USSR TU·144 continued their programmes of development flight testing. Both aeroplane types extended their flight envelopes and made a limited number of international flights. The TU-144 and the Concorde are expected to be introduced into international commercial service during 1975 and 1976 respectively. British Airways and Air France have placed orders for nine Concordes. By the end of the year, Concorde flight test hours numbered over 2 000, almost a third of which have been flown at supersonic speed. An altitude of about 20 700 metres and a Mach number of 2.16 have been reached.

Civil Aviation in 1973

Tests included simultaneous failure of two engines on one side of the aeroplane at Mach 2 and emergency descents simulated with the flying controls in the mechanical mode. During the year the Concorde also made a number of flights for the measurement of atmospheric pollutants in the stratosphere.

In at least one State studies are being conducted on second generation SSTs which could be operational in the mid-t9gOs, Special attention is being given to environmental problems, particularly airport noise, and to operating economies. Designs under study encompass cruise speeds of Mach 2.2 to 2.7, capacity of250 to 300 passengers and range of about 4 200 nautical miles.

Wide-bodied High Capacity Aerophmes

Tite number of high capacity aeroplanes in service increased by about 45 per cent during the year. About 220 Boeing 747 aircraft ~ now entering its fifth year of service ~ are flying in most regions of the world. They are generally fitted to carry approximately 360 passen­gers in a mixed economy/first class conftguration. A total of about 255 of these aeroplanes has been ordered, including ali-cargo and short-range versions. A special performance (747SP) short body model featuring longer range and improved tske-off perfonnance is under development. Deliveries are expected to commence in 1976.

The McDonnell Douglas DC-10 has been in airline service, particularly in North America and Europe, throughout the year. About 130 aircraft, including long-range versions, are now in service.

TI1e Lockheed L-1011 saw increasing airline service and by year end about 45 of these aeroplanes had been delivered. Both the L-1011 and DC-10 are three-engined aeroplanes, carrying from 250 to 350 passengers, and have attracted large orders (about 335 in all). It is reported that twin-engine short/medium range versions of these aeroplanes are presently under study.

A twin-engined medium- or short-range aeroplane, the A-300 8, capable of carrying between 250 to 300 passengers, is being bulit by a consortium of European manufacturers. A number of European airlines have placed 17 orders for the aeroplane and it is expected to enter airline service during the second quarter of 1974.

Short-haul Transport

Studies are being continued by a number of companies and consortiums on the development of short-haul transport aeroplanes which, it appears, could be in service late in the decade. The designs under considera· tion generally have reduced take-off and landing (RTOL) performance and are intended to be capable of operating from secondary airports, with runway lengths in the order of 1 200 metres or less, closer to the real point of

37

departure and destination of many passengers. It is expected that these aeroplanes would be used to provide a greater number of direct services between cities, operating from secondary aerodromes, thus relieving congestion at major hub airports which would then be able to accommodate more longer-haul traffic. A main consideration is to achieve a noise level low enough to be acceptable for operations from secondary aerodromes located in populated areas. Design studies have generally encompassed aeroplanes with range varying from about 400 to 2 000 nautical miles and capacity varying from 120 to 200 passengers.

Short Take-off and Landing Aircraft (STOL)

limited operations with propeller-driven aeroplanes having STOL capabilities are being conducted in some States. In addition, several States are devoting consi­derable research and development effort to advanced concepts for STOL transports. However, a number of studies which were originally directed to producing STOL aircraft are now favouring development of reduced take-off and landing (RTOL) aeroplanes (referred to above).

Development continued in Canada on the DHC-7, a four-engine, turboprop, 40-passenger STOL aeroplane, designed to be capable of operating from 610-metre runways. The ftrst flight is expected to take place in late 1974.

Advanced Subsonic Transport Development

Work is progressing in a number of countries, particu­larly in the United States, on developing technology for advanced subsonic transports which could be in service during the 19g0s. Research on supercritical flow tech­nology indicates that the aerodynamic efficiency of flight in the high subsonic speed range can be consi­derably improved. This has been verified by flight tests of two research aeroplanes with wing contours modified to supercritical aerofoil sections. Application of super· critical teclmology would allow reduced direct operating costs at the cruise speeds now employed (Mach O.go to o.g5) or increased cruise speeds at somewhat higher direct operating costs.

Research on the application of advanced composite materials (boron-epoxy, graphite-epoxy, etc.) continues. The high strength-to-weight ratio of these materials would permit significant reduction of airframe structural weight and compensate for increased weight associated with design features which may be incorporated for noise reduction or performance improvement. At present, however, material costs are very high. Second­ary structural parts such as spoilers and fore-flaps made of these new materials are undergoing in-service tests on some commercial transports.

38

Advanced EnginefPowerplant Developments

There is continuing interest in several States in design studies and development of turbofan engines suitable for use in advanced STOL and RTOL aircraft. For such purposes. it is considered essential to minimize engine noise levels and to design for high take-off{ cruise thrust ratios in order to match the performance characteristics and power requirements of the aircraft concerned. WhiJst concepts and details vary considerably from design to design, the following general trends are apparent:

(a) use of very high by-pass ratios- up to three times as high as those used in the turbofan engines installed in modem long-range aeroplanes;

(b) use of low fan blade tip speeds - usually achieved by driving the fan via reduction gearing from the corresponding turbine shaft; and

(c) use of variable pitch fan blading.

In order to minimize development costs, most of these designs are based on the use of a gas generator section from an existing developed engine.

Aerodromes

The number of regular and alternate aerodromes to serve international operations, listed in ICAO's Air Navigation Plans, was 1 019 at the end of the year, an increase of 85 over the total at the end of 1972; 28 of these aerodromes are either under construction or are projects and, therefore, are not yet operational. This figure includes 644 aerodromes designated primarily for regular use by international scheduled air transport, 131 alter· nate aerodromes for use by international scheduled air transport, 33 aerodromes for regular use by international

Annual Report of the Council- 197.3

non-scheduled air transport, and 210 aerodromes for regular use by international general aviation. The distri­bution of these aerodromes among the ICAO regions is shown in Table 1-17, and the trend in the number of aerodromes required for international civil aviation from 1956 to 1973 in Diagram 7. The total of I 019 international aerodomes represents about 4.5 per cent of the 23 237 total for civil land aerodromes in ICAO Contracting States, this total figure being based on information collected from unofficial sources on the number of civil land aerodromes in States.

The development of new aerodromes and the expansion of existing ones continued to meet in some areas with resistance from the public, often of an organized nature. This resistance is generally related to anticipated adverse environmental effects ascribed to aerodromes and their operation. The nature of the problem is serious as it significantly affects the cost and time involved in construction or may even prevent the development of the aerodrome. A number of aero­dromes exist that extend out from shore and serious consideration is underway in several States for new airports that will be fully offshore in order to avoid some environmental problems.

Several new large aerodromes are in various stages of design or construction. These plans indicate a certain trend towards the use of muhi-building passenger terminal designs generally arranged in a linear pattern and employing intra-aerodrome passenger transportation systems. These new aerodromes take up more land to provide buffer zones for environmental reasons.

Aerommtical Telecommunications and Avionics

With regard to the use of communications satellites in the Aeronautical Fixed and Aeronautical Mobile

Table l-17. International Aerodromes, December 1973

International International International Scheduled Non-scheduled General

Air Transport Air Transport Aviation

Region Regular Alternate Regular Alternate Regular Total

AFI 139 16 2 I 14 172 CAR/SAM 121 21 0 0 47 189 EUM 193 23 28 0 129 373 MID/SEA 126 34 3 0 10 173 NAT/NAM/PAC ~ _}]_ _Q __Q. ...lQ. ..1.!1. TOTAL 644 131 33 210 I 019

40

Services, the following trends were observed.ln the case of the ftxed service, increasing use is being made of commercially available satellite links on a rental bas~ for circuits of the Aeronautical Fixed Telecommunicalions Network. This trend is likely to continue in the future, particularly since the costs of such rental arrangements are becoming increasingly competitive with those for alternative technical means. In the case of the mobile service the situation is less encouraging and renains substantially as reported for 1972. The physical con­straints that are imposed on the design of the airl:ome component of a satellite link, in particular the desiBn of the antenna system, are such that it is technically impossible for an aircraft station to communicate with ground stations through commercial satellites sudt as those now being provided by INTElSAT. Conseque~tly, such communications require the development and deployment of unique seronautical communicaiions satellites. Notwithstanding the fact that a number of States are studying various possibilities in this direction, the necessary degree of international agreement has not yet been reached that would permit the evaluation and development phase prescribed by ICAO to be wm· menced, although useful progress has been made.

The ground-referenced long distance radio ~avi­

gational aid LORAN· A is coming towards the end of its long and useful life. The non-civil aviation require!llents for this aid are diminishing and the costs of its upkeep are increasing. At the same time, many long mnge aircraft are being fitted with inertial navigation systems (INS) which are of such reliability and accuracy that cross-checldng and updating against a ground referenced aid is no longer considered necessary. There will, of course, remain a large number of aircraft engaged in trans-oceanic flights which wlil not possess an INS capability and which will be dependent upon a grGund referenced aid either as a primary means of navigation or for cross-checldng their Doppler radars. The best means of meeting that continuing requirement is being studied in a number of States but by the end of 1973 no ftrm conclusions had been reached.

Airborne communications and navigational e•uiP· ment - generally referred to as avionics equipment -being installed in new aircraft continued to beneftt from the application of new circuit techniques and mat~rials many of which are spin-offs from space technology. Such applications were ftrst made several years ago and resulted in substantial reductions in the weight and size of avionics equipment. Additionally, modern avionics equipment is proving to be of increasing reliability.

Rules of the Air and Air Traffic Ser~~ices

The year saw no major breakthrough in equipment or techniques designed to alleviate air traffic congestion in high trafftc density areas of the world, but steady efforts

Annual Report of the Council- 1973

to improve the overall traffic management system continued on a broad front, regionally and world-wide.

The need for extending air traffic control service to areas where flight information service or air traffic advisory service had so far been considered sufficient or acceptable was further emphasized and also confirmed by two major ICAO Regional Air Navigation Meetings.

In high traffic density areas, insufficient aerodrome and ATS capacity resulted in a need for more advanced planning of air traffic scmcc ~y'>tems tc> permit better utilization of airspace and to achieve greater air traffic handling capacity. The potential of area navigation techniques continued to receive attention, and studies regarding the role of increased accuracy and reliability of aircraft navigation and ground based monitoring systems in relation to reduction ofthe current separation minima were accelerated. Towards the end of the year the need for optimum efficiency within the a1r traffic services system and for general availability of dtrect ATS routes was further accentuated by determined efforts to con· serve fuel in the face of a ge:1eral shortJge of aviation fuel.

Measures to regulate traffic fiow along heavily travelled air routes or to limit the number of flights into particularly congested aerodromes, in order to alleviate excessive delays, were implemented on a provisional basis pending increase in the capacity of the system. Disruption of the air traffic flow in Western Europe continued to be particularly serious in the summer months and confirmed the need for central flow control facilities intended to improve the organization of the air traffic flow. The situation was aggravated by prolonged labour disputes in some States between the air traffic controllers and their employers.

The development and application of primary and secondary radar techniques continued, as did the use of automation for the processing and displaying of flight plan and flight progress information.

Research continued into the requirements of SSTs for air traffic services and into the means of meeting these requirements and of integrating SST traffic into the existing traffic flow patterns.

Airborne coliision avoidance devices continued to be the subject of considerable publicity. Further develop· ment and evaluation of such devices, capable of universal application, were considered important. It was, however, generally recognized that the primary system for the prevention of collision between aircraft continued to be a well-organized and well-managed air traffic services system. This led to the conclusion that any airborne collision avoidance system developed for universal appli· cation must fulfil the fundamental requirement of being supplementary to, compatible with and fully integrated with the air traffic services infrastructure, particularly that of the air traffic control system in its most advanced forms. By the end of the year airborne

Civil Aviation in 1973

collision devices were not in general operational use and no specific type or system had been selected for standardization, nationally or internationally.

It was generally recognized that the efficiency and capacity of the air traffic services are closely tied to the quality of the available navigation and communications facilities, and of the meteorological and aeronautical information services, and that improvement in the air traffic services will largely depend upon the develop­ments achieved in these related f~elds. lt was also recognized that, in Western Europe, the air navigation system could not keep pace with the traffic growth, at least in the near future, and that the period when traffic growth could be accepted without relating it to the capacity of the air navigation system, especially that of the air traffic services, was rapidly approaching its end. The European Air NaVigation Planning Group, consti­tuted in November 1972, set up comprehensive evalu­ating machinery in the form of various working groups and addressed itself to improving the situation.

Meteorology

The trend towards automation of meteorological services for aviation continued in a broad range of related activities. Based on the use of electronic computers, the traWtionaJ plotting of weather charts, their analysis by meteorologists and the preparation of forecast charts have been or are being automated in many parts of the world. Forecast weather charts are being disseminated to meteorological offices at aerodromes by area forecast centres (designated by lCAO Regional Air Navigation Meetings) usually by means of facsimile transmissions· the charts are then duplicated and provided to fligh; crews of departing aircraft, to airline operational planning staff and to other aeronautical users. This centralization of forecasting functions has, in an in­creasing number of countries, led to reductions in meteorological staff at aerodromes.

For the provision of meteorological information to paots of general aviation :tircraft, a number of States have installed automated telephone infonnation services and, for aircraft in flight, use was made of a wide rang; of radiotelephony b..-oadcM:ts. The above developtnen:ts contribu~ed to a decrease 10 personal weather briefings and related consultations between pilots and forecasters.

A parallel trend is the increasing use of computer­produced meteorological data in airllne flight plarming computers and in air traffic services computers. For thJs purpose the data are being transmitted in digital form, ohe11 directly from computer to computer. This trend

has also led to economies in staff and rn aclui!vUJg optimum service for the increasing number of flights, especially in regions with a high traffic density. On the other hand, there are now less frequent Personal contacts between forecasters, an traffic controllers and

41

tirline flight planning personnel. This in tum has •rought about a need for the lCAO procedures to be nore closely aligned with the progressive centralization md automation of seronautical and meteorological ~ervices.

In the field of weather observations, automation has also spread to a great number of aerodromes. Efforts to levelop operational methods for the measuring of slant risual range and dangerous tow-level wind shear condi· lions have been continued and there seems to be a good (hance that such operational methods will be available within three to six years.

fnvil'onment

fhe aviation community continued to demonstrate its !hare of responsibility for the preservation of the quality of the environment, especially in regard to noise, air JlOllution and aerodrome land use.

In the continuhlg development of power plants emphasis is being placed on noise reduction, both with regard to the design of intrinsically quieter engines and to the application of effective acoustical treatment to air tnlet and outlet ducts. The measure of success already tchieved is illustrated by the fact that demonstrated 1oise levels for many newly certificated aeroplane types are substantially lower than the limits currently pre· uibed in lCAO Annex 16, limits which were thought at he time of their establishment, four years ago, to present a very severe challenge to the designera. Consi· ~erable attention is also being given to the development ~f possible noise reduction modifications which could be illcorporated in certain of the oJder type jet aeroplane mginesstillinservice.

Research continued in some States on methods of nducing engine emissions. The United States adopted regulations which will progressively limit smoke and giSCOUS emissions pennitted from aircraft engines.

As mentioned above in the section on Aerodromes States continued to emphasize the need for thoroush eavironmental and ecologicaJ stuWes when planning new auodromes, which would take into account all pertinent f~ctors, including land use, noise, and air pollution.

Uto s;-~:::::::':.~ :r":r~~d=:~:~:.~~':.':'. ~~~:'i~ il difficult to geneializ.e fiom the limited data that w~no collected. At some aerodro<nes, it appeared that aiicraft engine emissions were no more significant than those from vehicular road traffic in the area. Climatic factors ~layed a decisive role in determining the degree of pollution from both of these sources.

lfnlawfullnterference

Acts of unlawful interference with international civil avation continued seriousJy to affect the safety, regn-

42

larity and efficiency of international air services. How­ever, many States have established or kept under review their civil aviation security programmes. This has led to the further introduction of a generally improved level of aviation security measures. The availability and use of new and improved security systems and devices for the inspection/screening of passengers, baggage,

Annual Report of the Council- 1973

cargo, mail and stores and the safeguarding of aircraft has resulted in continued advance towards containment of the problem, but the matter is still of great concern to many States, necessitating their continued development and application of teclmical security measures. The International Criminal Police Organization continues to take appropriate action.

ACTIVITIES AND DEVELOPMENTS IN ICAO IN 1973

Chapter II

AIR NAVIGI>.TION

I. Introduction

During 1973, the Organization's main efforts in the air navigation field continued to be directed towards keeping the Annexes, Procedures for Air Navigation Services (PANS) and Regional Plans abreast of changing requirements and assisting and facilitsting their implementation.

Eleven air navigation meetings were held in 1973, as described in Section 2. The work of these meetings, excepting the two regional air navigation meetings mentioned below, will result in significant amendments to the provisions of the Annexes and PANS.

During the year the Council adopted amendments to eight technical Annexes and approved amendments to ali four existing PANS documents. The scope of the individual amendments IS outlined in Section 3.

As a result of the Fifth Africa-Indian Ocean Regional Air Navigation Meeting and the Asia/Pacific Regional Air Navigation Meeting, major amendments were made to the regional Plans covering the areas for which the two meetings had done planning. Addition­Illy, amendments of a minor scope were made to all J.eaional Plans, in consultation with States by cortes·

~Orsaruzation encouraged and asgjsted States in a. implementation of the Annexes and PANS. The Air Navigation Commission and the Council continued ftieir study of the need to accelerate the work on IC'AO TechnicaJ Manuals to ensure the timely avail­- of up-to-date guidance for the implementation Ofthe provisions of Annexes and PANS.

1be Regional Offices continued to be the principal means of assisting States with the implementation of Rlgional Plans. Their main efforts in this regard are clelcribed in Section S.

Special attention was given to several projects, particularly those identified by the Assembly at its U:th Session as requiring such attention. The individual llfojectl are described in Section 6.

2. Meetinp

Bleven meetings dealing with au navigation subjects were held in 1973. These comprised two regional alr Ra"rigation meetings, two Coundl Technical Comnuttee

43

meetings and seven Air Navigation Commission panel· type meetings. A brief account of the results of each meeting is given below.

Fifth Africa-Indian Ocean Regional Air Navigation Meeting Rome, 10 January to 2 February

The task of the Meeting was a complete updeting of the detalied plan for the air navigation facilities and services to be provided by States that would serve international commercial and general aviation opera­tions until at least 1977. Since it had been eight years since this was last accomplished, technical, political and economic developments in the area had largely overtaken the agreements of 1964 on the subject.

The number of aerodromes and route stages considered surpassed all preceding AFl/RAN Meetings, and, also for the first time, non-scheAuled (charter) and international ·general aviation (IGA) operations were included in the planning activities. The Meeting decided that 144 regular aerodromes and 18 alternates were required for international scheduled air transport operations. Two regular and one alternate aerodromes were required for international non-scheduled air trans· port operations. In addition, 14 regular serodromes were required for international general aviation opera­tions only. No alternate aerodromes were designated by the Meeting for these aerodromes. For each aero­drome, requirements for the runway length pavement strength, visual and non-visual aids were specified. The Meeting recognized the requirement to provide profile guidance for jet aircraft, irrespective of weather condi­lions, and agreed that this should be provided by either llS or VASIS. However, where a requirement was stated for ILS, the principle was adopted, for cost­effective reasons, not to state a requirement for VASlS to serve the same runway.

A number of VOR{DME facilities were recom­mended either to provide azimuth guidance during the approach-to.J.and, or to provide efficient transition from en-route facilities to the llS or to serve as a back-up to the llS. It was considered that these requirements together with those for VOR{DME in the terminal area could, in most cases, be met by the same facility. A number of locators were recommended to

44

supplement llS facilities and in some instances til

serve as low-powered NDBs to provide azimuth guid­ance to instrument approach runways. Requirement> were stated for 21 runways for Category II meteon> logical conditions, i.e., operations down to 30 metres decision height and a runway visual range of 400 metres. Twenty~ight Category II llS instaliatioll! were specified for signal quality only for use in gool or bad weather for autopilot-coupled approaches an4 automatic landings. No Category Ill operations wen planned for the Region.

Another problem involving airport operations th<t was discussed was the removal of large aircraft disabled on runways. lnformahon was provided on the exist­ence of fly-away removal kits provided by an intei­airline pool arrangement and the availability of tha equipment in two States in the Region. Equipment fer the removal of disabled aircraft is often specialized and expensive; therefore, States were not expected t{) procure this equipment. Rather they were encouraged to make arran-gements with other States and operatoJS for the pooling of specialized equipment required fa the removal of disabled aircraft.

The Meeting recommended the establishment d six new Flight Information Regions (FIR) and tre extension of the FIR structure in the South Atlantic and the Indian Ocean. It agreed· to establish for He first time in the AFI Reg~on two separate ATS route networks, one for the lower and one for the upptr airspece, and a plane of division between the lower and upper airspace. Also recommended was a progressi\e implementation of area control service, the Implemen­tation of terminal area surveillance radar - provided 1t not be given priority over other more basic require­ments - and the application of a number of procedures relating to the utilization of the airspace. New VOR!/ DMEs have been added to the Plan, some required at the same time as terminal area aids, and as approadt and landing aids.

The aeronautical ftxed service in the AFI Regicn was reviewed in the light of changes in the delineaticn of FIR boundaries and m requirements for point­to-point communications. Particular attention was paid to action which could be taken to bring about t11

improvement in the performance of the AeronauticU Fixed Telecommunication Network (AFfN); and methods by which implementation of ATS direct­speech circuits could be facilitated were examined. Tte eeronautical mobile service was amended in respect ~f

both HF and VHF facilities and the possible pro­gressive mtroduction, on a compatible basis, of sing£ sideband (SSB) techniques to the HF aeromobi£ service was discussed. Provision was made for VHF VOIMET broadcasts at a number of locations whete experience has shown that such a broadcast service IS

necessary.

Annual Report of the Council 1973

In considering meteorology items, the main achievement of the Meeting was the development of an area forecast system for t11e AFI Region. In the development of this system, account was taken of the increasing number of operations expected both within the Region and from Africa to other Regions. Also of concern were the types of aircraft expected to be operating during the period for which the Plan was being made. The Meeting also reviewed the require­ments for meteorological offices to serve the aero­dromes of the AFI Region and designated meteoro­logical watch offices to serve each FIR. The Meeting considered the exchange requuements for operational meteorological data, taking into account all the planned aircraft operations and the latest statement of operational requirements and planning criteria. Because the large number of aircraft operations planned resulted in the need for exchange of a great volume of operational meteorological data, the Meeting agreed to the establishment of a regional planning group of meteorological and communications experts to develop plans to meet exchange requirements. The Meeting also reviewed present regional meteorological procedures and developed new procedures considered necessary to meet new requirements which had arisen or were expected to arise m the reg~on.

The establishment of three new search and rescue (SAR) areas, modifications in the boundaries of others, and enlargement of maritime search and rescue areas of the South Atlantic and indian Ocean were proposed. The provision of a number of additional facilities, including helicopters and desert rescue units, was recommended. Also proposed was the destgnation by States of areas where search and rescue operations would be especially difficult and where aircraft should be required to carry survival radio equipment. The practicability of establishing overall national emergency organizations comprising the aeronautical SAR services was recommended to be given consideration by States. The need for training SAR personnel was recognized and the establishment of training courses for SAR personnel, possibly with ICAO assistance, was proposed.

Shortcomings in the provision of aeronautical information services (AIS) and aeronautical charts were reviewed and a number of remedies suggested. Imple­mentation of Annexes 4 and IS was emphasized and recommendations were made to examine the AIS and MAP services with a view to identifying the reasons for relevant shortcomings, to establish a team of experts to do field survey work and/or produce aeronautical charts and to provide AIS/MAP standardized courses at traming centres in the Region. Greater selectivity in the origination and distribution of NOT AM Class I was recommended as well as the maximum use of the NOTAM Code and ICAO abbreviations in NOTAM

Air Navigation

Class I. The plan for the location of International NOT AM Offices and their areas of responsibility was reviewed and brought up to date. The importance of pre-flight briefmg and post-flight information was stressed. States were asked to include the mandatory charts in their chart production programme, and a number of States accepted production responsibility for the World Aeronautical Chart - ICAO I: l 000 000 not yet produced.

The Meeting was attended by 304 representatives from 62 Contracting States, 2 non-Contracting States, I special administration and 9 international organiza­tions.

Asia/Pacific Regional Air Navigation Meeting Honolulu. 5-28 September

The area of consideration extended from the USSR territory east of the Urals in the north to Australia and New Zealand in the south, and from Pakistan to the western seaboard of the Americas. The Asian/Australian part of this area had not been considered by a RAN meeting since 1968 and the Pacific part not since 1962. The Recommendations for the area agreed upon by the Meeting are based upon the air routes expected to be flown during the next five years, and the types of aircraft that will fly those routes. For the first time, the USSR participated actively in an ICAO regional meeting for the area covered by the Meeting and provided information on the air navigation facilities now in operation or planned in the eastern USSR. The Meeting also planned requirements for international air navigation in the whole territory of China and in Mongolia, the Democratic People's Republic of Korea and the Democratic Republic of Viet-Nam. Although these countries were not represented at the Meeting, it is anticipated that the Plan prepared by the partici· pants will be useful guidance for their Governments when they extend their aeronautical facilities and services so as to enable international air services to operate into or over their territories to a greater extent than at present.

The Meeting reviewed the facilities to be provided at 194 airports throughout the area, of which 126 are required for regular use by international air services, lO for use by international general aviation, 2 for exclu­sive use by non-scheduled operations and 56 others for alternate use. For most of the main airports, facilities suitable for use by large aircraft, such as the Boeing 747, McDonnell Douglas OCl0-30 and Lockheed 1-IOII, have been planned. A few airports also have been designated to receive operations by the Concorde supersonic transport. For each anport the runway length, pavement strength and the visual aids to be provided have been spec1fied. Many of these J.1rports

45

will be provided with lighting and approach and landing systems that will enable operations in runway visual range conditions as low as 400 metres. Addition­ally, the Meeting focused on measures that could be taken at the airports to improve flight safety. For example, one of the many recommendations made calls upon each State to form a committee composed of experts in different disciplines to review the bird· hazard situation at each airport; proposals would then be made to reduce any potentially hazardous situation. The formation of an international Pacific Basin bird­hazard committee to exchange information on methods for reducing the hazard caused by birds is also advocated.

In formulating requirements for radio navigation aids, the Meeting recommended a large numbf'r of changes so as to update the !CAO Plan in the light of current and planned operations. Aids to be provided would be used for navigation guidance by aircraft and others would be used for the control of air traffic. New aids were recommended at a large number of locations to provide for the increased number of aerodromes in the area and to support the greatly expanded air routes network. In stating the require­ments for instrument landing systems (ILS), the Meeting identified a number of Category I facilities that would, in the future, require some improvements in the U.S signal structure. These would make the facility more suitable for use by modern high perform­ance transport aircraft using advanced automatic flight control systems on a routine basis. The Meeting pro· vided for continuation of a number of non-directional beacons. In some cases, VORs (VHF omnidirectional radio-range facliities) also are called for and it was understood that when these were implemented the NDBs would be withdrawn from the Plan. The Meeting also agreed that there was a continuing requirement for the provision of Loran-A services for long-range naviga­tion and that steps should be taken to ensure the continuing availability of the existing Loran-A chains.

Planning for the preparation and exchanga of meteorological data took into account, for the first time, aeronautical meteorological services and facilities in the Asian portion of the USSR, all of China, Mongolia and the whole of the Indo-Chinese and Korean Peninsulas. This included, for example, arrange­ments for the broadcasting of aeronautical weather information to aircraft in flight over the Asian part of the USSR and the inclusion of such data from China in broadcasts from Tokyo. Arrangements were made to expand the area forecast system so as to cover routes across the Asian portion of the USSR towards Europe and routes across the South Pacific. Special arrange­ments have been recommended to provide very long flights (e.g., Perth-Bombay, Singapore-Moscow, New Delhi-Frankfurt) with adequate forecasts. The Meeting

46

endorsed and further developed a new scheme for the dissemination of aeronautical meteorological data m bulletin format in the SEA Region - that is, messages for a given area are to be collected and forwarded in one bulletin instead of a number of single messages exchanged between individual aerodromes as now practised. This had been proposed by a COM/MET Regional Planning Group for the MID/SEA Regions; the Meeting recommended that the Group continue its work and assist in the actual implementation of the scheme.

In the field of aeronautical communications, the existing aeronautical flXed service communications in the Pacific and SEA Regions were reviewed; adjust· ments were made to satisfy new requirements, including those for areas in Asia not previously covered by the ICAO Plan. To provide for the stringent transit times required for air traffic service messages, the installation of fully automatic switching equipment has been recommended for a number of locations in the area. In the aeronautical mobile services field, with a view to improving the air/ground communications with aircraft, it recommended the introduction of single sideband on the HF en-route links, particularly in those areas where overlapping VHF en-route coverage was not available. By using modem techniques, since overlapping VHF en-route coverage is increasing, the Meeting found that it was possable to delete some frequencies in the HF radio-telephone networks and also a few network stations. Radio frequencies assigned to the network of radio navigation aids were replanned to ensure that there will be no interference between facilities working on the same or adjacent channels.

Included in the ICAO Plan were 70 new flight information regions (FIR) to encompass the airspace over the Asian part of the USSR, Mongolia, China, the Democratic People's Republic of Korea, the Demo­cratic Republic of Viet-Nam, West Malaysia and East Malaysia. Also recommended was the extension of flight information service to parts of the Indian Ocean not covered in the existing air navigation plan. A number of changes were made to the limits of already existing flight information regions in the interest of operational efficiency. The Meeting developed a new plan of Air Traffic Services (ATS) comprising a total of 163 routes and recommended progressive implemen­tation of air traffic control service along these routes. Recommendations were also made regarding the lateral and vertical limits of control areas, and the provision of aerodrome control and approach control services at international aerodromes. A ntfmber of important organizational and procedural matters relating to air traffic services were considered in detail, including cruising level systems, separation of aircraft, alhmeter setting procedures, assignment of SSR codes, civil­military co-ordination, flight plans and a1r traffic

Annual Report of the Council- 1973

services messages, provision of information to aircraft, and air traffic incident reporting and investigation.

In the field of search and rescue (SAR), the Meeting revised the boundanes of the areas in which the provision of SAR service is the responsibility of specific administrations; also, a plan was prepared listing the search and rescue facilities (i.e., search aircraft, rescue boats and helicopters) which should be available at suitable locations to respond to any SAR requests wh.ich would be made in cases of need.

The adequacy of the provision of aeronautical information services (AIS) and of aeronautical charts was discussed and significant deflcienc1es reviewed. Shortcomings were still apparent and it was feared that contmued non-compliance with the provisions in Annexes 4 and 15 to the Chicago Convention, and consequential lack of reliable aeronautical information needed for aircraft operations, could lead to serious problems to the user. Remedial action was suggested, such as according the AIS of a State a status within the aviation administration that would enable it to discharge its functions efficiently. Implementation of the requirements contained in Annexes 4 and 15 was stressed. The plan for International NOTAM Offices was amended, selectivity in the origination of NOT AM Class I was underlined and States were asked to include in their aeronautical chart production pro· gramme a number of charts which were considered appropriate to the Region. In general, improving the quality in AIS/MAP services was deemed necessary. The limited availability of adequately trained AIS/MAP personnel was considered one of the main reasons for a Jack of quality of AIS in the area. It was therefore recommended that ICAO support efforts by States to expand their AIS/MAP training facilities and that States take full advantage of these facilities to give their AIS/MAP personnel the specialized training available.

The Meeting concluded its work by preparing a programme for implementation of the recom­mendations made by the Meeting so that, where neces­sary and appropriate, a recommendation can be implemented by neighbouring States or groups of States on a properly co-ordinated basis.

The Meeting was attended by 159 representatives from 27 Contracting States, I non-contracting State and 6 international organizations.

Third Meeting of the Committee on Aircraft Noise (CAN) Montreal, 5-23 March

The Meeting studied the progress that has recently been achieved in various aspects of noise reduction technology, including Jet noise suppression in super­sonic transport aeroplanes, and devoted considerable

Air Navigation

attention to the developmf'nt of proposed international noise certification schemes for types of aircraft not currently embraced by the Standards of Annex 16.

With regard to CTOL (Conventional Take-off and Landing) jet aeroplanes in the lower weight ranges, it was concluded that it would be reasonable at this stage to extend the applicability of the present Annex 16 noise certification Standards to cover future types and continued production versions of such aeroplanes, regardless of weight category. A recommendation to this effect was accordingly developed.

The Meeting found it possible to develop a pro­posed noise certification scheme for light propeller· driven aeroplanes, based on the general principles applied to Jet aeroplane noise certification, but in· cluding appropriate modifications in the interest, inter alia, of simplicity and reduction of costs. It was recommended that these specifications be adopted by the Council with the status of Recommended Practices Wltil such time as further experience and refinement enables them to be transformed into Standards.

The Meeting further recommended that a reference ambient air temperature of 15°C be introduced into the Annex 16 noise certification Standards as a per­mitted alternative to the present reference temperature of 25°C. Th.is change would not affect the effect of the Standards in any way, but would be a convenience for those States in which noise certification testing 9Jrtretimes has to be performed under relatively low ambient temperature conditions.

Close attention was given to the possibility of modifying ("retrofitting") those existing jet aeroplanes wh.ich produce noise levels in excess of the limits now specified for new types of aeroplanes in Annex 16. In the light of all the information available, the Meeting concluded that such noise reduction modifications would be technically feasible for some (but not all) of the affected aeroplane types and would therefore be worthy of serious consideration by States, acting in the light of their individual needs and economic circum­stances. Recommendations regarding means by which "retrofit" might be implemented in an international context were accordingly developed for consideration by the Council.

In preparation for the Committee's next meeting, appropriate Working Groups were established to Wider· take further work associated with the development and/or refinement of noise certification specifications for CTOL Jet aeroplanes, V/STOL (Vertical/Short Take-off and Landing) aircraft and propeller-driven aeroplanes. In addition, arrangements were made for the preparation of preliminary proposals for a noise certification scheme for APU (auxiliary power unit) installations in aircraft.

The Meeting was attended by 12 Committee Mcm· Ders, or their representatives, 0 Observers and 66

47

Advisers. The Report of the Meeting was published as Doc 9063, CAN/3.

The Council reviewed the Report of the Meeting in Ju11e 1973, and the Council action on the recommen­dations of the Meeting is recorded in the Supplement to the Report.

Second Meeting of the Sonic Boom Committee (SBC) Montreal, 19-29 June

The most important matter considered by the Meeting concerned the means by wh.ich, in an international context, protection could be provided for the land areas (and their immediate vicinity) of those States which have prohibited supersonic overflights from the adverse effects of sonic booms generated by flights o~er the seas. After discussing the various teclmical, operational and legal issues involved, the Meeting decided to recommend the inclusion of an appropriate Standard in Annex 6, Parts I and II. In addition, it was ~ed that in practice such a Standard would need to be supported by suitable guidance material, whose <kvelopment might be more appropriately considered by the Technical Panel on Supersonic Transport Opera­tions (SST Panel) than by the Sonic Boom Conunittee.

In reviewing important technical data wh.ich had bEen developed by one of its Working Groups in advance of the Meeting, the Committee concluded that the extent of the theoretical sonic boom "carpet" can vary quite widely, dependent on various operational and meteorological factors. At the same time, it was also concluded, from other evidence available to the Meeting, that the sonic boom undergoes considerable rrodification as the distance from the aircraft track iocreases, resulting in merely a dull rumbling noise bEing heard towards the edges of the theoretical C<lrpet.

From other recent technical data relating to the technical aspects of sonic boom and to its effects on h1man beings and animal life, the Meeting observed that, at the overpressures created by existing civil SSTs, sonic booms are unlikely to cause significant p•ysical damage or injury, although startle reactions and a certain amount of interference with sleep are to be expected under some circumstances.

Observing that the latest data generally confirmed previous findings, the Meeting noted that the progress adJ.ieved justifies an optimistic attitude towards the operation of SSTs as far as the adverse effects of sonic boom are concerned. At the same time, as part of its c<Jntinuing work programme, the Committee identified v..-ious topics in the field of sonic boom which could very usefully De made the subject of future research and development.

The Meeting was attended by 9 Members of the Committee, or their representatives, as weli as by 31

48

Advisers. The Report of the Meeting was published as Doc 9064, SBC/2.

The Council reviewed the Report of the Meeting i1 November and took such action on the Recommend!· tions of the Meeting as was indicated in the Supplt· ment to the Report.

First Meeting of the Aircraft Accident Data Reporting Panel ( ADREPP) Montreal, 7-18 MJ:ly

The Meeting was of an organizational nature. It exam· ined ways to develop a method of efficient and comprehensive accident reporting to ICAO, aimed 1t making available significant statistics for accident pre· vention studies, taking into account the desirability of incident reporting, the development in electronic com· puter data processing and the exchange of accidelt information between States.

The Panel agreed upon a number of general prin· ciples and the development of an ICAO Manual of Aircraft Accident/Incident Classification. It establishEd two Working Groups, one to develop an electronic data reporting system and the other a manual data reportitg system, which will pursue the Panel's task following is first meeting.

The Meeting was attended by 15 of the 16 Pare! Members and by II Advisers.

At the Meeting the Panel prepared an interin report which is expected to be finalized during tie second meeting scheduled for February 1974. The Air Navigation Commission reviewed the interim report in June.

Tenth Meeting of the Airworthiness Committee (AlRC) Montreal, 22 May to 8 June

The Conunittee reviewed its working methods to briJig these into line with the new airworthiness policy a1d prepared guidelines to be used by it in the develcp­ment of new guidance material and in updating tll.e existing material in the Airworthiness Technical Ma· nual. Four ad hoc Working Groups were established by the Committee to review the material in the Manual with a view to determining which of it is significandy out of date and should therefore be deleted and ako to identify those Sections which need to be broudlt up to date. The Working Groups are also to prepa-e specific proposals for revision of the material cm­sidered to be out of date. The Committee will review the Working Group's proposals at its next meeting a~~d devel'lp specific recommendations for amendment of the Airworthiness Technical Manual.

The Meeting made 15 recommendations - 3 br amendment of the SARPS of Annex 6, Part I arrd Annex 8 and 12 related to other matters.

Annual Report of the Council- 1973

The recommendations relatmg to Annex 6, Part I, proposed replacement of AMC Nos. I and 2 on Aeroplane Performance Operating Umitations by three self-contained Examples on the same subject in the form of green page guidance material. These Examples cover a range of aeroplane types in operation at present and provide guidance to operators in planning their operations so far as they relate to the per­formance of an aeroplane. Amendment 6 to the Annex developed on the basis of these reconunendations was adopted by the Council on 30 October.

The recommendation related to Annex 8 proposed amendment of Standards on continuing airworthiness to make it obligatory for the State of Manufacture to provide all information associated with continuing air­worthiness to the State of Registry and to any other State on request. This recommendation has been sent to States and interested international organizations for comment.

The Meeting made five recommendations relating to amendment of the Airworthiness Technical Manual. These amendments are being incorporated into the First Edition of the Manual which is in preparation.

The Meeting reviewed all the information made available to it on automatic disinsection of aircraft by Dimethyl Dichioro Vinyl Phosphate (DDVP). There was general agreement in the Committee that the evidence produced showed that the use of DDVP in aircraft within the ranges of conditions produced by normal operations of the system specified by the United States Public Health Services appeared to present no airworthiness problem. However, a majority of the Members held the view that the evidence was insufficient to assure that no corrosion problems would occur on a long-term basis. The Committee, therefore, decided to recommend that the DDVP automatic sys­tems be permitted, at present, only on a trial besis and the effects of their use in service be monitored. The Conunittee also recommended that appropriate main­tenance procedures should be specified and that an analysis of fault conditions should be made by the certification authorities before the system is approved for installation in a particular type of aircraft.

The Meeting was attended by 15 Members of the Committee or their representatives and 54 Advisers.

Fourth Meeting of the Technical Panel on Supersonic Transport Operations (SSTP) Montreal, 3-20 July

The Meeting updated the Panel's statement of basic characteristics of SST s and, for the first time, was able to include the operational and performance details of the TU-144. The policy of reviewing the "Possible Operational Requirements" (PORs) and "Areas from which additional Operational Require-

Air Navigation

ments apphcable to SSTs might emerge" (Areas) with the objective of developing Operational Requirements, was continued. As a result of this work, onJy five "Areas" were carried forward for review. Of these, one exists in the ATS field, three concern OPS and one represents a MET question. The Panel made a total of thirteen Recommendations, including four for amend­ment of the Standards, Recommended Practices and Procedures. The amendments proposed to the SARPS concern mainly the RAC·ATS documents and represent substantial progress, made possible by extensive Con· corde and TU-144 flight expenence, in translating "Operational Requirements" (ORs) into specific propo· sa1s for amendment of ICAO Annexes and PANS documents.

The Air Navigation CommiSsion considered the Report of the Meeting in October. It took action on the Recommendations of the Meeting, including the proposals for the amendment of Allilexes 2, II, 15 and the PANS-RAC. It also made tentative arrange· ments for a further meeting of the Panel, which is expected to be the fmal one. The Panel is continuing its work in a series of Working Group meetmgs. Good progress is being made.

The Meeting was attended by 14 of the 16 Panel Members and by 30 Advisers.

Second Meeting of the Review of the General Concept of Separation Panel (RGCSP) Montreal, 2·19 October

The most important subject considered was a compre· hensive study relating to determination of lateral separation miruma as applied to the spacing of parallel ATS routes in a high traffic density VOR/DME en­vironment. The Meeting confirmed the method used for this purpose involving, inter alia, a mathematical model for assessing aircraft navigational performance and associated collision risk in the stated environment and application of "target levels of safety" (values of the collision risk below which the traffic is regarded as Deing safe). Prehminary results indJcated that the safe separation between parallel ATS routes with opposite direction traffic in a VOR/DME environment w11ere the navigation of aircraft is the responSJbility of the pilot without intervention by ATS, 1S of the order of 25 nautical miles. The Meeting recommended that, although preliminary in nature and subject to specified limitations, the results of the study should De taken into account by States planning ATS route structures with closely spaced tracks in an env1ronment similar to that defined.

The Meeting concluded that it could not usefully contribute towards a conclusive assessment of reducittg the vertical separation muumum above flight level 290 until requued data on static pressure errors on bo1rd

49

aircraft under operational conditions Decame available. It recommended that ICAO arrange for the collection of such data.

The Meeting also formulated Reconunendations on time-keeping accuracy in air traffic services and on board aircraft, guidance material relating to navi­gational guidance on VOR-defined ATS routes, and the carriage by aircraft of instruments and equipment for measuring and maintaining vertical position.

When considering its future work, the Meeting recommended that the subject of determination of separation minima for longitudinal separation of air· craft on crossing tracks should be added to its Work Progranune.

The Meeting was attended by 12 Members and 21 Advisers.

The Air Navigation Commission will review the Report of the Meeting in February 1974.

Fifth Meeting of the All-Weather Operations Panel fA WOP) Montreal, 22 October to 2 November

The Panel at its Fifth Meeting made an initial assess· ment of separate proposals for a new non-visual preci­sion approach and landing guidance system, submitted to ICAO by five States in response to Recommenda· tion 3/7 of the Seventh Air Navigation Conference. It formulated a comprehensive programme to monitor and assess States' [uture programmes to develop such a system. It also recommended a number of SARPS amendments to Annex 10, in the continuing process of improving and refining the specifications for U.S as further experience as gained in low visibility operations. The Meeting developed guidance material on the im­plementation of ali-weather operations, and recom­mended that this guidance material be published as an ICAO Circular. It prepared documentation for the Eighth Air Navigation Conference pertaining to all· weather operations aspects of lights to be used for the assessment of runway visual range (RVR) and of a system for the guidance and control of aircraft and vehicles during low visibility conditions.

The Meeting was attended by all I 0 Panel Mem· bers and by 32 Advisers.

The Air Navigation Conunission will take action on the Report of the Meeting in February 1974.

Fifth Meeting of the Autoi1Ulted Data lnterclumge Systems Panel ( ADISP) Montreal, 6-23 November

At thiS Meeting the Panel continued work on the "Conunon lCAO Data Interchange Network" (CIDIN) and updated and modafied materials on formats and procedures for network ground-ground data inter· change. Addihonally it d1d prelimmary work on means

50

of achieving multiple messaga dissemination over ti-e CIDIN, on the management of the C!DIN networt, and on the interface of CIDIN with other networks:. Particular attention was given to the interface with the AFTN and work on the development of SARPS for the AFTN/CIDIN interface was begun.

The Meeting reviewed the degrees of compatibility which might be achieved between the air-ground aut!l­mated data interchange systems and ground-ground networks; and, in the context of Recommendation 1!/1 a) of the Seventh Air Navigation Conference, considered the relationship between the air-grou~d

automated data interchange systems and that of other air-ground data transmission systems under develop­ment.

The Meeting was attended by all 12 Panel Mem· bers and by 23 Advisers.

The Air Navigation Commission will take action on the Report of the Meeting in February 1974.

Fourth Meeting of Obstacle CieJJrance Panel (OCP) Montreal, 26 November to 7 December

The Meeting developed proposals for obstacle limi1a­tion surfaces relating to precision approach runways Category II, for inclusion in Armex 14 and for m editorial revis.ion of Part IV of Annex 14. The pro­posed surfaces are intended to piovide protection from obstacles for aircraft obliged to execute a missed approach after the pilot had previously elected to continue a Category II approach below the Decision Height. The Meeting also reviewed the adequacy of the Annex 14 specifications for strip lengths as they apply to aircraft overflying strips at low heights, e.g. durin8 a missed approach, and concluded that there was insllf­flcient evidence at the time to justify any change to the specifications. The Air Navigation Commission had previously agreed that the Meeting's reports on the above subjects should be documented for consideration by the Eighth Air Navigation Conference.

The Meeting also continued its work on the devel­opment of new material to replace the material in the present PANS-OPS relating to approach to land proce­dures and obstacle clearance criteria. The Panel expe~ts to complete the major part of this work by its next meeting. This meeting is not foreseen for 1974 but could possibly be held in 1975.

The Meeting was attended by ali 13 Panel Mem­bers and by 24 Advtsers.

3. International Standards and Recommended Practicas (SARPS) and Procedures for

Air Navigation Senrices (PANS)

In 1973, eight of the Technical Annexes (2, 6 (Part 1), 6 (Part II), 8, 10, II, 14 and 15) and each of the

Annual Report of the Council- 1973

existing Procedures for Air Navigation Services (PANS­ABC, PANS-MET, PANS-OPS and PANS-RAC) were amended. A brief explanation of the origin and scope of the indiv1dual amendments is gJ.ven below.

The amendments adopted and approved by the Council include amendments to Annexes 2, 6 (Part I), 10, II and 14 and the PAN8-RAC and PAN8-0PS concerning security measures to prevent unlawful inter­ference with international civil aviation and its facili· ties.

The dates of adoption, effective dates and dates of applicability of the individual amendments are listed in Appendix 3 which provides the same information for all amendments to Annexes adopted and amendments to PANS approved before 1973.

Annex 2 (Rules of the Air)

Amendment 16 This amendment resulted from a recommendation of the Seventh Air Navigation Conference. It consisted in the addition of a note to paragraph 3.5.3 to the effect that the conditions and circumstances in which SSR Mode C transmission of pressure altitude satisfies the requirements for level information in position reports are indicated in the PANS-RAC, Part II.

Amendment 17 This amendment resulted from Council action in pursuance of Assembly Resolutions A17-10 (lm(ie· mentation by States of security specifications and practices adopted by the Assembly and further work by ICAO related to such specifications and practices) and AIS-10 (Additional technical measures for the protection of the security of international civil air transport). It introduced provisions relating to practices to be followed in the event that an aircraft is being subjected to unlawful interference.

Annex 6 (Operation of Aircraft) Part I- International Commerchll Air Transport

Amendment 5 This amendment stemmed from proposals emanating from the Seventh Air Navigation Conference. The amendment added definitions of "Flight Recorder" and "Maximum Weight" (of aircraft). It also amended the specifications for the carriage of Flight Recorders in aeroplanes and the minimum number of parameters to be recorded by them, and in the case of Cockpit Voice Recorders 1t included specifications for their operation and for the retention of information recorded.

Amendment6 This amendment orig~nated from Assembly Resolution Alg-16, Part B, Clause I (problems arising out of the

Air Navigation

lease, charter and interchange of aircraft in international operations); the introduction of new ICAO policy on international airwortlnness; and a suggestion from the Federal Republic of Germany that aeroplanes be pro­vided with an emergency power supply for electrically operated gyroscopic attitude indicators. By the amend­ment, the existing "Introductory Note" to Chapter 3 was revised to point to a practical method for States to ctischarge their functions under the Convention and the Annex, in cases of leases, charters and interchange of aircraft in international operations. The Acceptable Means of Compliance (AMC) for Aeroplane Performance Operating Limitations was replaced by guidance material in the form of an Attachment (green pages); this necessitated consequential amendments to Chapter 5 of the Annex. Further, the amendment involved an amend­ment to Chapter 6 of the Annex concerning ail aeroplanes over 5 700 kg (12 566 lb) fitted with electrical attitude indicating instruments and newly introduced into service after 1 January 1975 (i.e. those aeroplanes for which individual certificates of airworthi­ness are first issued by the States of Manufacture after 1 January 1975). These aeroplanes, when operated in accordance with the Instrument Flight Rules, are to be equipped with an emergency power supply, independent of the main electrical generating system, that would operate and illuminate a gyroscopic artificial horizon for a minimum period of 30 minutes after the total failure of the main electrical generating system.

Amendment 7 This amendment resulted from Council action in pur­suance of Assembly ResolutiOns Al7-10 and AI8-IO.It introduced provisions relating to practices to be fol­lowed in the event that an aircraft is being subjected to unlawful interference.

Annex 6 (Operation of Aircraft) Part II -International General Aviation

Amendment 3 This amendment stemmed from Recommendations of the Seventh Air Navigation Conference. It covered, in the main, the inclusion in the Annex of a Recommended Practice concemmg the design, carriage and installation of Emergency Location Beacons - Aircraft (ELBA) in such aeroplanes and on such flights as may be deter­mined by the appropriate authority.

Annex Sf Airworthiness of Aircraft)

Amendment 9I This amendment resulted in the issuance of the Sixth Edition of Annex 8. It stemmed from the new ICAO policy on international airworthiness approved by the Council on 15 March 1972, as .1 result of action on

51

Recommendations 1/1 and 1/2 of the Ninth Meeting of the Airworthiness Committee. It involved principally ~dltorial changes so as to delete all references to the Acceptable Means of Compliance and to amalgamate the texts of the Fourth and Fifth Editions of the Annex. The latter action was intended to eliminate a difficulty of long standing caused by the simultaneous existence and validity of two editions of the Annex, which were substantially identical in nearly all respects.

.4.nnex I 0 (Aeronautical Telecommunications)

Amendment 52 Tills amendment affected only Volume I of the Annex and stemmed from the Seventh Air Navigation Con­ference. It introduced SARPS relating to an emerg.;11cy locator beacon - aircraft (ELBA), made provision for additional U.S localizer and glide path frequency pairs and the introduction of 25 kHz channel spacing in the VHF band of the International Aeronautical Mobile Service. It also included refinements to the specifications for U.S, SSR and VOR and extended the protection dates for U.S, DME and VOR from 1975 to 19g5_

Amendment 53 This amendment affected only Volume I of the Annex and resulted from Council action in pursuance of Assembly Resolutions Al7-I0 and Al&-10 which intro­duced an addition to the SSR specification to provide recognition of an aircraft which rs being subjected to unlawful interference.

Annex II (Air Traffic Services)

Amendment 20 Tills amendment resulted mainly from a recommenda· tion of the Seventh Air Navigation Conference. It introduced changes in the defmitions and in the provi­sions relating to coded designators for ATS routes and reporting points, to cater for the need of area navigation practices.

Amendment 2I This amendment resulted from Council action pursuant to Assembly Resolutions Al7-10 and AIS-10. It intro­duced provisions relahng to practices to be followed by air traffic services units in the event that an aircraft is being subjected to unlawful interference.

Annex I4(Aerodromes)

Amendment 29 Tltis amendment resulted from Council action pursuant to Assembly Resolutions Al7-IO and Al&-10. It intro­duced provisions relating to security on aerodromes.

52

Annex 15 (Aeronautical Information Services)

Amendment 15 This amendment stemmed from Recommendations 16/3, 16/8, 16/10 b) and 16/15 of the Sixth European­Mediterranean Regional Air Navigation Meeting, but was partly consequential to Amendment 43 to Annex 4 and Amendment zg to Annex 14. It incorporated into the Annex provisions which require those States which do not produce Aerodrome Charts to publish, in their Aeronautical Information Publications, information con­cerning the locations at aerodromes of established check-points for VOR and aircraft equipped with inertial navigation systems, require the publication in Aero· nautical Information Publications of the names, coded designators and geographical co-ordinates of significant points defining air traffic services routes, and of informa­tion of a more or less permanent character concerning bird concentrations in the vicinity of aerodromes and bird migrations, list the type of information inappro· priate to NOTAM, specify the type of information appropriate to Aeronautical Information Circulars; and bring the terminology in the Annex into line with the definition adopted for Annex 14 concerning snow on the ground.

Procedures for Ali- Navigation ServiceS­JC40 Abbreviations and Codes (Doc 8400/3)

Amendment 10 This amendment arose from Recommendation 4/2 of the Third Meeting of the Obstacle Clearance Panel and from the introduction of meteorological abbreviations by the World Meteorological Organization into its briefing and documentation practices. It clarified the significations of the Q Code signals QFE anll QNH, brought the Note to the answer form of the Q Code signal QBC into line with paragraph 2.6.3 of Annex 3, and added the abbreviations EMBD and ISOL to the operational meteorological messages.

Amendment ll This amendment stemmed from Recommendation 5/7 of the Seventh Air Navigation Conference. It added the abbreviations RNAV and STAR to the PANS.ABC, and deleted the abbreviation SIA from that document.

Procedures for Air Navigation Services­Meteorology (Doc 7605-MET/526/5)

Amendment 20 Tills amendment arose partly from a recommendation of the Third Meeting of the Technical Panel for Supersonic Transport Aircraft Operations and partly from amend­ments by the World Meteorological Organization to its

Anuual Report of the Council- 1973

Technical Regulations. The amendment updated the guidance material on meteorological briefing and docu­mentation practices ::md the related model fonns and charts (Attachments A and B), and introduced new guidance material on the n.;curacy of meteorological forecasts for supersonic transport aircraft operations (Attachment C). It also included a cross-reference in Attachment H to those parts of Attachments A and B which deal with flight documentation for supersonic transport aircraft.

Procedures for Air Navigation Services­Aircraft Operations (Doc 8168-0PS/6llj3)

Amendment 10 This amendment resulted from Council action in pur­suance of Assembly Resolutions Al7-l0 and AJg.JO.It introduced provisions relating to practices to be fol­lowed in the event that an aircraft is being subjected to unJawfulinterference.

Procedures for Air Navigation Services­Rules of the Air and Ali- Traffic Services, (Doc 4444-RACf50/(IO)

Amendment 4 This amendment had its origin in recommendations of the Seventh Atr Navigation Conference. It introduced a number of changes to provide for area navigation practices, and to permit omission of level information from position reports in prescribed circumstances. The amendment also introduced some new SSR radiotele­phony phraseologies and updated the guidance material on the use of SSR in air traffic services.

Amendment 5 This amendment resulted from Council action in pur­suance of Assembly Resolutions Al7-10 and AlS-10. It introduced a number of provisions in Parts III and V relating to practices to be followed by air traffic services units in the event that an aircraft is being subjected to unlawful interference or that such interference is sus­pected.

4. Air Navigation Plans

Planning

l11e European Air Navigation Planning Group (EANPG) held two meetings (its second and third) in April and November /December. On the basts of experience galfled at these meetmgs the Cotmctl will be asked early u1 1974 to reach a decision on continuation of the Group wh1ch,

Air Navigation

under the present agreement, will termin<ite in May 1974.

Pursw.UJt to a recommendation of the Conference on the Economics of Route Air Navigati~ F'-dlitie~ and Airports (ERFA) lleld in February 1973, the: Council approved, for use on an experimental basis, meas1.1res aimed at ensuring that closer ;~.ttention is given to the economic justification fm: facilitiet and. ~rVices recom­mended by regional air navigation meetings. The measures wilt be applied at the next two regional air Jla'Yi8ation meetings following which the procedure will be remwed by the C01mciL

As indicated in the Report for 1972, the Air Na'<i.tattoa. Commission's Working Group on Regional Plans examined the operational requirements related to the need for approach path guidance f()r all commercial transrort aircraft and developed revised planning criteria for ficlusion in the basic statement of operational requirements submitted to re8ional air navigation meetings. The Works:ng Group also prepa:red a draft proposal for amendment of related provisions in Annex JO which, together with the revised operatiooal tequire­ments, has been circulated to States for comment.

The Working Group on Regmna\ ?\<m<t. is atso studying certain orga.nizational aspects of regional air navigation meetin-gs pettaiDi1\'5 t.\:1 t\\'t 1;\e'fek>\]mtnt of requirements ior na~i.y.tion a\dt.. 'The problem is pri­marily one of co~rdlnation between the various subor­dinate bodies concerned anti has been under study at the Fifth Africa-Indian G.;ean and Asia/Pacific Regional Air Navigatkm Meetings held during 1973. Shoul.d the Working Group's study indicate the need for a revision to the Qtganization of regional air navigation meetings, th.e Commission will submit appropnate proposals to the Council early in 1974.

Implementation

The COM Special Implementation Project in the A.FI Reldon, which did not commence until August l972d\l.~ to difficulties in recruiting an expert with the desired qualifications, was completed in March l973. Thl;': project involved visits to thiJteen ma}or COM centres in twelve States during which the expert provided advice an the measures to be taken to eliminate deficiencies in the operation of AFTN relay ~.-entre~. Particular empha­sis Was gi."~en to the solution of specific problems related to intn.-<entre and inter-centre co-ordination. In the oourne of the proJect a progress report was presented by (he expert to the Fifth AFI Regional Air Navigation Metting, and that Meeting recommended that the project be continued and expanded ill its scope so that longer visits can be made to a greater num!Jer of centres. ln the light of this recommendstion the Council, late in the year, approved a COM Special Implementation Pro~ct to be carried out in the form of <Ul extended

53

mlstion programme by the COM Technical Officers of the African .1nd M1dd1e East and Eastern African Regional Offices. The project will compri~ 'l'is\tS to 31 large and small COM centres in 35 States and itS scope will remain essentially the same as that of the project which terminated in March 1973.

In November, the Council approved a COM Special Implementation Project in the SAM Re8ion. The pur~ pose of the project is to assist States in the soutbem and central areas of South America in the oo-trrdirtated introduction into service of the new aeronautical fix~d service facilities recommended in the regional plan. The project will comprise on-the-spot assistance at nine main COM centres in six States of the Region as well as follow-up action to Ct>--llrdinate !Qng-term technical arrangements on a tys.tem batis, encouragin@. at the ~ame time strict adherence to the relevant ICAO procedures and operating pmctices.

l'he Council's Standing Group on Implenwntation considered a proposal for a COM/ ATS Special Im­plementation Project in the CAR Region wh.ich is expected to be dealt with by the Council in early 1974. The project is aimed at the elimiPation of a m3jor deficiency in the regional \}ian involving several States in the central area of the CAR Region. Th.is major deficiency includes non-implementation of a tli.ght infor­mation centre, with its associated aetonautica\ £\xed. service facilities to adjacent centres, and incomplete implementation of AT.S in two ffight information regions. The purpose o£ the project iS to de-.el.op detailed engineering specifications for and to estim11t~ the invest­ment and opel'aUonal C{)sts of the necessary facilities. Additionally the project will assist, as appropriate, in the preparation of any possible requests by the States concerned for external financing of their pari of the investment costs arul. for technical assistance from external sources for installation of the facilities and for de'#etopfl1ent <lf the necessary operating and main­tenance ~rvlces. The project will involve visits to four existing and four proposed transmitter/receiver moun­taintop .'iites and four ATS/COM centres in fottr States of the Region.

The Council's Standing Group on Implenre11tation is considering an ASIA/PAC Manpower Planning and Training Special Implementation Project, in accordance with the Council's approval of RecommendatiOJl 17/3 of the ASIA/PAC Regional Ail N:avjgation Meetlng. 'The purpose of the project is to assist States in the conduct of manpower surveys and in the formulation of realisti<: manning and training plans. Additionally, the project will develop job descriptions in a numbet of technical f.relds prior to and durlns ~ course of the project. The project will iltvolve visits to 18 States and one dependent territory of the regions concerned. (t i.s expected that the Council will consider this Spet:tal Implementation Project early in 1974.

54

S. Participation of the Regional Offices in Air Navigation Activjt.ies

Assistance and advice to States on implementation problems and the processing of proposals for the amendment of the Air Navigation Plans formed, as usud, a major part of the work of the Regional Offices. A short summary of the work of the s.ix Offices in the air navigation field during the year follows.

African Office (Dalalr)

This period was marked by the holding of the Fifth Africa-Indian Ocean Reg:10nal Air Navigation (AFI/5-RAN) Meeting in Rome (10 January to 2 February 1973) and of the African Civil Avlation Conunission (AFCAC) Second Plenary Session in Accra (3-14 April 1973). All Technical Officers were actively engaged in making preparations for the initial follow-up of the AFI/5-RAN Meeting and, in particular, the development of national implementation plans.

In the AGA field, emphasis continued to be placed on fostering implementation of pavement strength reporting provisions and updating of the aerodrome requirements developed by the AFI/5-RAN Meeting.

In the ATS field, actiVities were mainly directed 10 the provision of advice and assistance to States to foster early implementatjon of the recommendations of the AFl/5-RAN Meeting and also of the conclusions reach~d at prevJous informal meetings. Particular emphasis was placed on the promulgation of the basic network of A 1S routes. States in charge of flight information regio.ns (FIR) were provided with lists of reporting point designators requiring C<KJrdinated implementation, aml three States responsible for FIRs were provided wi1h complete sets of draft Aeronautical Information PuWia1· tion (AlP) pages to facilitate promulgation of the routes encompassed within their FIRs. ln co-operation wi(h several States, methods for the collection and presentl· tion of statistical traffic data were developed and addressed to States concerned. Most of the adjustments to the FIR boundaries proposed by the AFf/5-RAN Meeting were implemented as requrred. The Office participated in a meetmg between Liberia, S1erra Leone and Guinea to examine and resolve problems associated with the pla!Uied establishment of the Roberts FIR. At the request of Mauritania, consultations with States concerned have been initiated concerning the convening of an informal meeting to examine the ATS situation in the Nouadhibou area. A system of repetitive flight plans has been introduced by two States in co-ordination with the Regional Office. Advice was provided regarding the extension of the limits of various terminal control areas (TMA), the provision of air traffic control on lugh density routes which have aeronautical mobile service/ very high frequency (AMS/VHF) coverage and the provision of aerodrome flight infornution service.

Annual Report vf the Council- 1973

In the COM field the prov,sion of advtce and asststance to States continued in the preparation of plans for the implementation of Aeronautical Fixed Telecom· muuication Network (AFTN) and ATS Speech Cin;uits and in some cases thiS reqUired co-ordinated action with other Regional Offices. Proposals concerning the AFI COM/ AFTN Spec1al Implementation Project recom· mended by the AFf/5-RAN Meeting were prepared by the Offtce and approved by the Council. A proposal for the establishment of an ATS Duect Speech NctwOiks Study Group recommended by the AFI/5-RAN Meuing was cuculated to States far appropriate action and in preparahou for th.e work of this study group a number of manufacturers of radw equ1pment have Deen requested to provide informatJOn on Selecttve Calling Systems (SELCAL) which are suitable for use on high frequency (HF) smgle sideband (SSB) speech networks. Letters have Deen forwarded to States on follow-up of recommendations of th.e AFI/5-RAN Meetim~ which are of immediate interest to the AFI Region. Interregional AFTN routings between AFI, EUR and SAM Regions were the subJeCt of correspondence with the European and South American Offices. The second ed1hons of the African Office COM List No. I - low frequency (LF)/medmm frequency (MF) NAVAlDS, No. 2 -Facilities Operating on Frequencies in the Bands l08·1l8 MHz and 960-l 215 MHZ and No. 3 -Frequency Assignments m the Band 117.975-136 MHz were distributed to States. One State was advtsed on the choice of a VHF frequency to be used at a natwnal landing ground and, following correspondence, another State tntroduced compatible SSB on one HF aeromobile frequency. Procedures to be followed in cases of outage on AFTN radio teletypewnter (RTT) circUits were recorrunended for adoption by a number of States. Two States were requested to furnish information on the reasons for the chan.e;es in frequencies of LF)MF NAVAJOS at variance with the AFI Air Navigation Plan (ANP). In co-operation with the Middle East and Eastern African Offtce an improvement was achieved in the operation of an AFTN/MAS circuit De tween Central Mid Eastern Africa. Frequencies for four non-directional radio beacons (NDB) were selected by the Office for one State which was also provided, for planning purposes, wrth information on approximate costs of rad1o equip· ment for fixed, mobile and radio navigation services. Assistance was provided in the selection of frequencies suitable for aeromobile communications with arrcraft to be used in the forthcoming Global Atmospheric Tropical Experiment.

In the MET field efforts were continued to improve the exchanges of operational meteorological information and improve the collection of a1rcraft meteorological reports. Parttcular attentiott was given to the progressive implementation of the AFI Area Forecast System. In preparation for and following the introduction of

Air Navigation

changes in interregional exchanges of operational meteorological (OPMET) data between the EUR and AFI Regions (Meteorological Operational Telecommuni· cation Network - Europe (MOTNE) Phase 3, applicable from 1 October 1973) appropnate detailed advice was provided to States.

Follow-up action on recommendations made by the AFI·SAR Special Implementation Project was conti­nued. One State was assisted in amending its SAR Plan and advice was provided to another State regarding the possible use of redeployment bases.

In the tield of manning and traimng, the third edition of the "Summary of Aviation Training Facilities - AFI Region and Lebanon" was dispatched to States md Regional Offices concerned. Assistance was provided to three States in the preparation of their Development and Manning Plans.

Two States were assisted by correspondence in the preparation of their requt>sts for assistance under the ICAO Voluntary Assistance Programme.

During the period under review, 26 visits were made to 19 States and 9 meetings were attended by various members of the staff.

Work on air navigation matters related to the African Civil Aviation ComnW;sion (AFCAC) is recorded in Chapter III, Section 6.

European Office (Paris)

The European Air Navigation Planning Group (EANPG) and its subordinate Working Groups have continued to absorb a significant proportion of the time and effort of the Office. The EANPG held its Second and Third Meetings at the Office and made several recommenda· tions for action on the part of ICAO, States and international organizations.

In the field of navigation aids, the Office partici­pated in an operational and technical review of all very high frequency (VHF) omnidirectional radio ranges (VOR) and distance measuring equipments (DME) undertaken by European States, as a consequence of Recommendation 3/4 of the Sixth European Mediter· ranean Regional Air Navigation (EUM/6-RAN) Meeting. As a resuJt of this review the Office has developed a consolidated proposal for amendment of the entire EUR Regional Plan of VORs and DMEs based on the criteria used in the review. In addition, the EANPG Working Group charged with the study of the deployment of navigatiOn aids (NADG) held its first meeting and prepared a report on its fmdings for subJlllssion to the EANPG. The EUR Traffic Forecasting Group (EUR/ TFG) held two meetings in the spring of 1973 in order to prepare its updated traffic forecast for the period 1973-1977, develop an improved method of data co!lec­tJOn and forecasting, prepare the collection of actual traffic data m the summer of 1973 anJ renew dnd edn

55

traffic data on planned non-scheduled operations in Western Europe during the summer of 1973. In autumn 1973 the EUR/TFG held a third meeting to review the actual air traffic data received from States, as a resuJt of the improved data collection method, and to start preparation of the updated traffic forecast for the period 1974-1978. The Group also prepared a working paper on the subject of a possible long·term forecasting method. This working paper was subsequently referred to the EANPG Working Group on Airspace and Traffic Manage­ment for further action.

In the ATS tield, the sixth and seventh Informal Meetings on Flow Control in Western Europe respect­ively agreed on a number of measures to be applied during the 1973 summer season and subsequently reviewed and modified these measures in the lig."t c; experience. In addition, an informal meeting on out· standing ATS problems in South Eastern Europe was held in Budapest and proposals for corrective action were made. As a follow-up action on decisions taken at the first meeting of the EANPG in November 1972, meetings of Working Groups on Airspace and Traffic Management, on ATS message formats and on VHF channel requirements were held and reports on the progress achleved during these meetings were received by the EANPG. Consolidated guidance and information material regarding the provision of air traffic services in the EUR Region was prepared and issued to States. The NAT System Planning Group held its ninth mt>eting during May/June at the Office and was provided with secretariat assistance prior to and during the meeting. The summary of this meeting was subsequently dis· tributed to States.

In the COM field, continuing follow-up action was taken in respect of COM recommendations made by the EUM/6-RAN Meeting. COM activity has been devoted to the follow-up of the recommendations made by the Eighth Meeting of the Meteorological Operational Tele­communications Network - Europe (MOTNE) Regional Planning Group concerning short-term arrangements for the transmission of operational meteorological data into and out of the EUR Region, and an increase of modulation rate on the main MOTNE loops. In particu· lar, preparations were made for the dissemination in the EUR Region over the Aeronautical Fixed Telecommuni· cation Network (AFTN), rather than on MOTNE, of extra-regional operational meteorological data using the predetermined distribution technique. Detailed instruc· tions were issued to all concerned for the implementa· tion of the new system as of 1 October. The ninth meeting of the MOTNE Reg~onal Planning Group took place in December, mainly to evaluate the efficiency of the new system and to recommend further steps towards implementation of a doubled-capacity MOTNE in 1976. A meeting of the European Frequency Co-ordinating Body (EUR/FCB) was held in May to study problems

56

associated with the reduced VHF channel spacing recommended by the EUM/6-RAN Meeting and the Seventh Air Navigation (AN) Conference, both in the Aeronautical Mobile Service and Radio Navigation Aids f~elds. As in the previous period, extensive assistance was provided to States in their consultations for a more balanced distribution of frequency assignments for VOR/DME, as recommended by the EUM/6-RAN Meeting. The technical implications of the review carried out by States in tlus connexion were evaluated by a meeting of the EUR/FCB, held in October. This meeting also reached an agreement on the future geographical separation critena for VOR mstallations with a vtew to eventual updating of the supplementary material con­cerned in the Attachment to Annex 10 as called for by the Seventh Air Navigation Conference. Publication of the European Office Frequency and Facility Lists has continued regularly, a catalogue of the data in EUR operational meteorological (OPMET) data banks has been issued, and advice has been given to States on current COM problems, such as frequency assignment questions, clearance of interference of VHF and high frequency aeronautical mobile service channels, etc.

In the MET field a survey was made regarding runway visua1 range (RVR) observations and the avail­ability of transmissometers at international EUR air· ports. Follow-up action on Recommendation 1 I /5 of the EUM/6-RAN Meeting required the preparauon for and attendance at an informal MET meeting for serv1ces to be provided to IGA. As a result of this meeting, the EANPG subsequently decided to establish a working group in order to carry the work forward. Further activities comprised the attendance at the Second Conference on the 1956 Danish and Icelandic Joint Financing Agreements (DEN/ICE-2), the Informal Plan­ning Meeting of the World Meteorolog~cal Organization World Weather Watch for a new North Atlantic Ocean StatiOn Agreement and assistance in the preparation for and attendance at MOTNEG/9.

In the AIS field, the Office was instrumental in the organization and conduct of the first meeting of the EANPG Workmg Group dealing with Automatton in AIS and the report on the proceedings of tlus meeting was considered by the EANPG. In addition the Office participated in the meeting of the Bird Strike Committee Europe (BSCE) and has established contact with its Chairman in order to assume agreed baison functions between that body and ICAO.

Visits were made to 7 of the 30 States to which the Office is accredited and 15 international meetings outside Paris were attended. Thirty-six proposals for amendment to the EUR Regional Plan and five proposals relating to the NAT Regional Plan were processed. Work on air navigation matters related to the European Civil Aviation Conference (ECAC) is recorded in Chapter III, Section 6.

Annual Report oj !lie Council 1973

Far East and Pacific Office (Bangkok)

The Fust Regional Seminar on Av1ation Security was held m Bangkok m April, attended by 54 participants from 18 States of the SEA/PAC Region and 3 Interna­tional OrganiZations. Representation was at a high level and mcluded representatives from national security departments, civil aviation admmlStrations and airlines. The Senunar unanimousJy agreed that such gatherings were useful and commended ICAO on the role it play~ m matters of J.VIahnn security.

The Asia/Pacific Regional Air Navigation (RAN) Meeting was held in Honolulu from 5 to 28 September (see Section 2). The Regional Office was much mvolved with the preparation of documentation for the meeting and with preliminary consultations with States on the work expected of the meeting. Five Technical Officers from the Far East and Pacific Office attended the meeting as secretaries or adVIsers to the various com· mittees.

In the AGA field, advice was provided to several States on the question of measurement and reporting of bearing strength of runways and other a..trport pavement areas. There was a consensus amongst States that there was a need for testing techniques of a non-destructive type for measuring airport pavement strength and the suggestion was made to Headquarters that this matter be studied further. Advice was given to two States on queries raised by them concerning, m one case, exten· sion of a runway into the sea and, m the other, mstallation of a non-stand::.rd precision approach lighting system.

In the ATS field, the question of the transfer of responsibility to Malaysia for the provision of air navigation services in the greater part of the Singapore flight informatiOn region (FIR) was the subject of continued consultations with the officials of both States concerned, culminating in an informal meeting on 28/29 June between Malaysia, Singapore, lATA and IFALPA winch was convened at the Office. The meeting wa~ aimed at resolvmg any points of controversy on a revised proposal submitted by MalaySia wtth a view to facili­tatmg formal action on the proposa1 at the Asia/Pacific RAN Meetmg. The meeting resulted m the submission by Singapore of an alternative proposal and an agree­ment that both States would give further consJderat,on to both proposals m an effort to Identify any features WJth possible common bas1c elements on wluch a solution to the problem, acceptable to all concerned, might be estabhshed pnor to the Asia/Pacific RAN Meeting. Subsequently, the Asia/Pacific RAN Meeting agreed on the establishment of a Kuala Lumpur, a Kota Kinabalu and a Smgapore FIR.

Preliminary consultations took place with the avia· tiou J.uthonties of New Zealand and FiJi concerning action to be taken on Recommendation 7/5 and

Air Navigation

Recommendation 7/6 of the Asia/Pacific RAN Meeting with respect to informal meetings to be held between States concerned with the provision of ATS in the airspace around Honiara Island, and in the upper airspace above Auckland Ocearuc and Nandi FIRs. Co-ordmation continued to be effected between Viet· Nam and the adjacent States aimed at establishing emergency routings over and around V1et-Nam in view of the prevailing circumstances in that area. However, this problem decreased in volume as well as in gravity during the course of this year. Co-ordination was also carried out between bordering States of the Bay of Bengal for Simplification of the ATS route system across the related FIRs. Agreements reached at an informal meeting to discuss the possibility of providing air traffic control on the routing Singapore/Kuala Lumpur to Madras resulted in the establiShment of an airway on 1 February. Assistance was provided to four States for the implementation of new ATS routes and for the establish· ment of a reporting scheme over the high seas. Con­siderable effort was exerted in attempting to eliminate the restrictions imposed on air traffic along several ATS routes across the India/Pakistan border following their re-establishment after the cessation of hostilities in the sub-contment near the dose of 1971. Anew list of ATS reporting point designators assigned by the ICAO Regional Office to the SEA Region and the Nandi FIR was prepared for dissemination to States.

Pursuant to a recommendation of the SAR special Implementation Project (1970-1971), the first SAR Co-ordinator Course, conducted by a SAR expert, seconded by the Australian Civil Aviation Administra· tion, was held at the Civil Aviation Training Centre (CATC) Bangkok from mid-June to end-September. The fifteen-week course was attended by eleven students from seven States in the SEA/PAC area. The CATC is planning a second SAR Co-ordinator Course to start in February 1974.

In the COM field, the first ATS duect speech circuit via satellite was established between Manila and Singapore in June; the total number of aeronautical fixed service ( AFS) Circuits m the Regtons using the common carrier system has steadily increased. Pursuant to a Recommendation of the Informal COM/ATS Meeting (Bangkok, 1971), compatible single sideband (SSB) has been introduced into the aeronautical mob1le (R) service (AMS (R)) at Tokyo, Bangkok and Singapore; a survey undertaken recently showed that 65 per cent of mternational flights used SSB (A3H mode) to communicate With Bangkok. It was noted that a large number of Doppler VHF omnidireciJonal radio ranges (VOR) have been installed in various locations of the SEA Region, and m Japan 111 partJcular; the claim made by the manufacturers that tlus type of VOR not only gives greater beanng accuracy but also requires very httle or no periodical flig!It checking 1s bemg closely moni·

57

tored. Advice was also given to a State in connexion with a proposal to install Doppler VORs instead of conventional VORs at six locations in that State.

On the initiative of the Regional Office, the Thai Flight Inspection Unit has undertaken the conunis· sioning flight check of new VOR, U.S and Visual Approach Slope Indicator System (VASIS) facilities at Vientiane International Airport, Laos. With a view to re-activating the minimum number of urgently required COM/NA V AID facllities at Phnom Penh, which were damaged during hostilities there, the Regional Office initiated a UNDP project which enabled the ICAO Regional Frequency Search and Engineering Unit expert to arrange for the repair in Bangkok of the COM/ NAVAJO equipment by Khmer technicians assisted by Thai technicians. The project also provided for procure­ment of spare parts. Assistance was providad to States concerned on frequency assignment and management matters. New editions of the Far East and Pacific Offices Office Frequency lists Nos. I, 2 and 3 were published.

In the MET field, the provision of area forecast service by the New Delhi and Tokyo Area Forecast Centres continued to be monitored, and the conunents of "User" States were communicated to the "Provider" States concerned as appropriate. Of the reconunended MID/SEA Area Forecast Centres, only Melbourne remains to be established. A revised list of ATS/MET reporting points, taking into consideration changes which have been introduced in the pattern of aJt traffic routes and in the designation of the A TS reporting points, was fmalized and forwarded to States. This list was later used by the Asia/Pacific RAN Meeting in its discussions on the subject. A questionnaire on States' requirements for the reception of warnings of severe storms of tropical or sub-tropical origin was prepared and forwarded to States. Work started on the draft manual on the Regional Oparational Meteorological Bulletin Exchange System (ROBEX), which will be submitted for consideration by the Second Meeting of the MID/SEA COM/MET Regional Planning Group, to be held early in I974.

AIS documents pub!Jshed by States were reviewed, and comments and suggestions were provided to 5 States with a view to bringing about closer compliance with the relevant ICAO Standards and Recommended Practices.

Forty-two visits were made to 22 States and Dependent Territories during the period. No proposals for amendment of MID/SEA and NAT/NAM/PAC Air Navigation Plans were processed because of the Asia/ Pacific RAN Meeting convened in Honolulu during September.

Middle East and Eastern African Office {Cairo)

After provuling secretanat assistance to the General, COM and MET Committees of the Fifth Africa-Indian

58

Oc~an Regional Aar Navigation (AFI/5-RAN) Meeting considerable time was devoted to follow-up action on the results of the meeting.

In the AGA field, consultation continued WJtll States for the purpose of updating runway strength figures in accordance wtth Annex 14 and obtaining runway slope figures currently missing from Air Naviga­tiOn Pian publications. Follow-up action continued on the implementation of lighting and markmg systems.

A second meeting of Chiefs ATS (and COM) of Middle East States was convened to follow up the three MID ATS Co-ordination Seminars held in 1972. lhe meeting, attended by the Arab Republic of Egypt, Iraq, Jordan and Saudi Arabia, considered the existing AfS problem areas as well as immediate future developme~rs in the overall co-ordination scheme of the are-a. It brought up to date existing and concluded new ro­ordination arrangements between associated centres and additionally planned for fUture ATS seminars. Extended assistance continued to be provided to Afghanistan in connexion with the introduction of air traffic cont1ol service to instrument flight rules (IFR) flights and the establishment of Kabul flight information centre (FIC). Action was taken with Saudi Arabia, Yemen, Demo· cratic Yemen, Ethiopia and the Sultanate of Oman in relation to the establishment of the Aden flight informa­tion region. Assistance was given to Israel and Jordm with regard to visual flight rules (VFR) and future IFR procedures for traffic at E1at and Aqaba airports.

In the field of communications, advice to States was continued for the establishment of ATS speech and Aeronautical Fixed Telecommunication Network (AFTN) circuits, including up-grading from manual AJ simplex (MAS) to radioteletypewriter (RTf) and the use of common carrier systems. Corrective material for updating the frequency lists was supplied to the African, European, and Far East and Pacific Offices. Advit.:e \Ws given to States on frequency usage and management, including interference problems in the fixed and mobde services as well as navigational aids serving international and national operations. States were advised and reminded of required action arising from Recommenda­tion 10)1 (introduction of 25kHz channel spacing fClr very high frequency (VHF) communications) of the Seventh Air Navigation Conference. Problems of routing messages between the Middle East and Far East were solved mutually between the Middle East and Eastern African (MEAF) and Far East and Pacific (FEM) Offices. Follow-up of EUM/6-RAN Meeting as well as AFI/S-RAN Meeting Recommendations applicable to aeronautical fixed service (AFS) and aeronautical mobile senrice (AMS) circuits and navigation aids in the MEAF area was pursued.

In the MET field monitoring of implementation of the Area Forecast System was continued with a number of general deficiencies deterring full implementation of

Annual Report of the Council- 1973

EUR, MID/SEA and AFi Area Forecast Centres being noted. An increasmg number of States are satisfactorily receiving the MID radio teletypewriter broadcast of operatJOn<ll meteorological information (OPMET) from Beirut. States were mformed of steps needed to im· p!ement tiJe plan for the MID/SEA Regional Operational Meteorological Bulletin Exchange (ROBEX) System aimed at improved dissemination of OPMET data. The need for Improving co-ordmation between MET and ATS units was stressed and States were accordingly provided wiU1 guidance. Iraq was assisted in drafting amendments to the Manual of Aeronautical Meteor­ology.

Copies of a SAR working paper concernmg VHF Searcl1 Meter EqlJJpment presented by Australia at the MID/SEA-RAN Meeting (1968) were distributed to African States to which the MEAF Office is accredited.

In the AIS Held efforts were contmued to effect Improvement of AIS organization and documentation, in particuJar Aeronautical Information Pubilcations (AlP) published by States. Advice was giVen to States on the time limit of NOT AM Class I and the presentation of the Printed Pla1n Language Summary of NOT AM Class I in force.

Continued efforts were made to collect accident investigation reports and to obtain statements con­cerning national comphance with or differences from ICAO standards, practices and procedures.

Thirty-two visits were made to 22 of the 29 States to which the Office is accredited, 7 meetings were attended by Office staff, and II amendments to the MID/SEA Air Navigation Plan were processed, the finalization of four of which awaits results of further consultation due to objections raised.

North American and Can'hbean Office {Mexico City)

l11e move to the new office premises was completed in January.

In the AGA field, at the request of two States the serviCes of a member of the staff were made available to assist in preliminary studies for constructiOn of a new international airport and the expansion of an existing airport. Furthermore, comments on a study prepared by a ftrm of consultants relating to the construction of the new arrport were provided by this Office at the request of the interested State.

As a follow-up to the Infonnal ATS/COM lm. plementation HeetL'lg held in San Juan, Puerto Rico, in 1972, visits were made to two States to assJst in the application of the conclusions reached at that meeting. Some progress has been made in the provision of flight information service by the flight information centre (FIC) of one of t/Jese States in the upper airspace of the other State. Improvement of facilities in the latter State will be subject to more specific future planmng which is

Air Navigation

being prepared by the Office. As a result of assistance provided during visits to the States concerned, steps are being initiated for extension of the Kingston Control Area ((1'A) by the establishment or a control zone at Grand Cayman. New ATS routes to cater to the growing volume of international traffic in the Region as a whole, have been established in co-ordination with the relevant States. A further programme of route restructuring and modification, mainly affecting two flight information regions (FIR), has been carried out as a result of implementation of VHF omnidirectional radio range (VOR) installations and the withdraw-al of non­directional radio beacons (NOB). A revised Register of ATS Routes and Reporting Points wa.> published. Co­ordination problems between several States in the Eastern Caribbean having become acute, an informal meeting to examine these problems in the light of existing FIR boundaries was held in the Regional Office from 27-30 November, at which six States from the CAR and SAM Regions, as well as lATA and IF ALP A, were represented. As a result of this meeting, a proposal for amendment of the Cura~ao, Maiquetia and San Juan FIR boundaries will be submitted by Netherlands Antilles (Kingdom of the Netherlands).

In the Central American FIR tlte task of implemen· ting progressively Air Traffic Control in the lower airspace of the FIR has taken a further step forward with the aSSJgnment of an ATS Expert to this region under various country projects.

In the COM fteld, pursuant to agreements reached at the Informal CAR/SAM COM/2-1972 Meeting (Lima, November 1972), the States concerned were visited by a team composed of the COM Officers front this and the South American Offu:e, resulting in agreemt'nf of these States to enter into a funds-in-trust arrangement with ICAO for the latter to purchase the terminal equipment required to implement a multipoint aeronautical fixed service (AFS)/ Aeronautical Fixed Telecommunication Network (AFTN) to serve four States, with the possible extension to a fifth State wluch has concurred in principle wit11 t/Iis project. The team aJso assisted one State in planning terminal equipment associated with the leasing of voice channels in a new submarine cable system to ensure system compatibility with AFS/AFTN correspondent stations under the jurisdiction of three States which have already established a network-type operation. The COM Officer, in collaboration with two ICAO Tedmical Assistance Experts and the COM Officer from the South American Office, carried out an extended mission to one State to advise on matters relating to a programme for maJOr improvements to its COM services. Based on conclusions reached at an Informal ATS/COM Meeting of the Central Caribbean and the outcome of feasibility studies earned out in 1972 by an Expert from the ICAO/UNDP lnterregioml Frequency Search and Electronics Engineering project, a

59

rurvey of a centrally located mountain top was con­ducted in one State which derJt()nstrated the feasibility <lf establishing a very high frequency (VHF) AFS/AFTN system network between four States by installing remote-controlled high-site stations at mountain tops in each State. Thereafter an Informal CAR/COM Meeting of the States concerned was held from 5 to 8 February and, based on the outcome, a feasibility study for an access road to the key mountain top is being conducted at present. The COM Officer participated in discussions ill: April and again in June with representatives from one State and an interested airline to assist the State in developing short- and long-term plans for improvement in the provision of aeronautical mobile/high frequency (AMS/HF) services in part of its Oceanic FIR. This was accomplished in collaboration with an ICAO Technical Assistance Expert assigned to the State concerned. Assistance was provided to States in the selecuon of AMS and NA V AID frequencies for new planned facili­ties and in the drafting of proposed amendments to the ICAO Air Navigation Plans. Based on the type of operation selected by one State for the introduction of AMS{HF/single sida.band (SSB), a worldwide survey carried out with assiatance from Headquarten and the <lther RegioruU Offtces revealed that, in view of the interdependence of the elements on which the inter· national aeromobile service is based, it is highly da.sirable iliat the introduction of SSB be co-ordinated by multilateral agreement through the ICAO machinery which exists for this purpose. The fourth edition of the AFfN Routing Directory for the Caribbean Region was distributed. Later in the year, in co-ordination with the South American Office, a joint edition of the CAR/SAM AFTN Routing Guide and the first joint edition (1973) of the Record of VHF Frequency Assignments to Caribbean and South American VOR and instrument landing system (Il.S) Radio Aida to Navigation were published.

In the MET field, efforts were made to obtain fllrther improvements in the availability of meteoro· logical aircraft observations and reports in the CAR Region. The number of air-reports received at the MET Offices in the Region has not yet reached a satisfactory level, and with a view to increasing their availability, an updated guide showing the compulsory MET Reporting Points selected for the Region was prepared and dis· tributed to States. The draft of a State's National Aeronautica1 Meteorological Regulations, prepared with the assistance of the Office, was completed. In response to a request from the same State, assistance was JIOvided in the development of a plan for the establish­ment of the facilities needed to achieve full implementa· tion of the Plan requirements for Aeronautical MET Services spec1fied for that State. At the request of the Central American States, a11d wi!h a view to adoption by these States of uniform Aeronautical Meteorological

60

Regulations, this Office prepared a draft of such regulations for their consideration.

An informal meeting on AIS/MAP was convened in November with the participation of seven selected States from the CAR Region.

The 13 States to which the Office is accredited and 6 Dependent Territories were visited in 22 missions. Nineteen meetings, of which six were held in the Regional Office, were attended by the staff of the Office. A total of 45 Working Papers were prepared by the Office for the above meetings. Ten amendment proposals to the CAR Air Navigation Plan were pre­cessed.

Svutlt American Office {Lima)

In the AGA field, at the request of one State, a study was made in consultation with ICAO Headquarters on the feasibility of night operations into one airport, including detennination of lighting requirements not covered in the Plan for this purpose. An engineer from one State received assistance in the preparation of technical specifications for the acquisition and installa­tion of approach lighting at two airports, runway lighting at nine airports and Visual Approach Slope Indicator System (VASIS) at all recommended locations. Guidance material was provided to another State on measures to avoid bird hazards at one airport.

Follow-up action on the concluSions of the SAM ATS/COM Meeting between Brazil and Senegal held in Rio de Janeiro in late 1972 was continued in an effort to improve air traffic services provided to transatlantic flights within the Dakar Oceanic and Recife upper flight information regions (VIR). In consultation with the North American and Caribbean Office, co-ordination was carried out with four States for the establishment of a direct ATS route for air traffic between Mexico City and Lima, and with another three States regarding application of coded designators for ATS reportin~

points within two flight infonnation regions (FIR)/ UIRs. In relation with a proposal of one State to realign several ATS routes within its FIR/UIR following the deletion from the Plan of certain radio aids to navig;~­tion, co-ordination with tlle neighbouring States was carried out for the implementation of the proposal. Assistance was provided to one State in the preparation of an amendment to update the RAC Part of its Aeronautical Information Publication (AlP) and to another State in drafting a major proposal for amend· ment to the RAC Plan as well as in defining the implementation programme for same. Consequent to recommendations of the Fifth Africa-Indian Ocean Regional Air Navigation (RAN} Meeting, a proposal for amendment of the RAC Regional Supplementary Pro­cedures was processed and a proposal for amendment of

Annual Report of the Council- 1973

the SAM A1r Navigation Plan has been mculated for comment.

Activities in the COM field were devoted to the follow-up of the technical agreements reached at the CAR/SAM COM Informal Meeting held at the Office in late 1972. The detailed technical specifications prepared by the Office for the terminal equipment to be used in the Aeronautical Fixed Telecommunication Network (AFTN)/aeronautical fixed service (AFS) multipoint network interconnecting stations in four countries were approved and adopted by the States concerned and action is in progress for the joint acquisition of the equipment involved under a funds-in-trust arrangement with ICAO. In this connexion, assistance was provided to one of these countries in the preparation of a proJect for a domestic telecommunications network using tlw same techniques so as to ensure standardization of terminal equipment, and to another of these countries in studies to solve some propagation problems between two very high frequency (VHF) repeater stations. Co­ordination was effected with two countries for the implementation of a VHF radio link, including the provision of assistance in the formulation of a technical/ operational agreement covering conditions for the loan of certain equipment by one of these countries to the other. Co-ordination was also effected with another six States in determining the action which should by tsken by them to bring into service new tennfnal facilities for a number of Circuits associated with a fully automatic switching centre being installed by one of these States. In this connexJOn, assistance was provided to two of these States in the preparation of technical specifications for their new terminal facllities and in the development of the corresponding installation plan. An engineer from one State spent four weeks at the Office to receive assistance in the review of the part of his country's national plan pertaining to aeronautical telecommunica­tions and radio a1ds to navigation, including the prepara­tion of the technical specifications for acquisition of the equipment involved. Another State was ass1sted Ill the preparation of its national plan for aeronautical telecom­munications. Seven countries received assistance m the selection of frequenc1es for new VHF onUlidirectional radio range (VOR) or non-directional rad1o beacon (NOB) stations. In co-ordination with the North American and Caribbean Office the first joint edition (1973) of the Record of VHF Frequency Assignments to Caribbean and South Amencan VOR and instrument landing system (lLS) Radio Aids to Navigation and the second joint edition of the CAR/SAM AFTN Routmg Guide were published.

In the MET field, follow·up continued on the application of a system of exchange of operational meteorological information in the form of bulletins prepared by the MET Offices concerned so as to comply with the requirements of Table MET 2. Follow-up actioll

Air Navigation

for the revision and updating of the requirements for plain language exchanges of certain meteorological phenomena (SIGMET} was continued in consultation with the States concerned and the user airlines, including new steps to cover the exchange of aerodrome forecasts. In this connexion, assistance was provided to several States in drafting the corresponding proposals for amendment of the MET Plan, two of which have now been circulated to States for comment. A consequential amendment of the CAR/SAM MET Plan resulting from recommendations of the AFI/S·RAN Meeting has also been circulated. At its request, one State received advice on the practicability of integrating into a single cen· trailzed body all the different agencies engaged in meteorological services. Measures have been suggested to one State to improve the co-ordination between its meteorological and associated aeronautical services.

In the SAR field, assistance was provided to the Government of Peru in the review of the ftnal version of the Multilateral SAR Agreement which was opened for signature by the interested States in August and has been signed by ten CAR/SAM States to date.

In the AIS fteld, in response to an invitation to participate in an overall check on NOT AM Class I exchanges, 12 of the 13 International NOT AM Offices in the Region completed the survey forms. On the basis of the replies, a report on the prevailing situation regarding these exchanges, including suggestions for improvement, was circulated to the States concerned. Assistance was provided to three States in the drafting of amendments to their AlPs, advice was provided to another three countries so as to improve the chart presentation of their AlPs and another three countries were encouraged to issue NOTAM Class 1 summaries on a regular basis. Advice was provided to one State regarding the produc­tion of the World Aeronautical Chart - ICAO I:l 000 000 chart covering its territory and to another State regarding the presentation of aerodrome obstruc· tion charts Type A. A review was made of States' seronautical information services to assess the degree of implementation reached by States and to update existing information in the Air Navigation Plans.

A meeting of civil aviation authorities of the Region was held at the Regional Office; several conclusions and agreements to foster the implementation of the Air Navigation Plan in South America were reached. Twenty-six visits to the thirteen States of the Region were made by members of the Office and ten amend· ment proposals to the SAM Air Navigation Plan were processed.

6. Projects given special attention during 1973

During 1973, special attention was given to a number of projects in the technical field. An account of the more important projects is given below.

Short and Reduced Take-of[ and Landing fSTOLfRTOL) Aircraft Developments

61

The ICAO programme for gathering information relevant to the design and operation (including the operating environment) of aircraft with STOL/RTOL capabilities continued by correspondence with participating States. Late in 1973, the Air Navigation Commission reviewed the trends in this field as determined from reports received from participating States and from other reports appearing in the technical press. At present, it appears that the development of STOL aircraft for intensive short-haul application is slipping further into the future and will likely be preceded by widespread use of RTOL aircraft, some of which are already under development. In view of this, and considering that developments in the STOL/RTOL fteld are proceeding at a relatively slow pace and are stili in a very fluid state, the Air Navigation Commission agreed that it is at present premature for ICAO to undertake the task of developing specifications related to aperation of these types of aircraft. The Air Navigation Commission further agreed that this programme should continue as a suitable means of keeping ICAO abreast of developments in the STOLfRTOL field and of providing a basis for the initiation of further action.

Accident lnvestigation and Prevention

FoUowing the First Meeting of the ADREP Panel (see Section 2), a draft Manual of Aircraft Accident/Incident Oassjfication for Electronic Data Processing (EDP} of Accident/Incident Infonnation was prepared by the Secretariat and sent to Panel Members for review and comment. As a result of the Panel Members' conunents a revised draft EDP Manual was prepared and will be reviewed during the Second Meeting of the ADREP Panel.

A Manual Data Reporting Form and a parent Manual Accident/Incident Classification Book, prepared by the Panel Manual Data Processing (MOP} Working Group, were reviewed together with the draft EDP Manual in order to ensure that the EDP and MDP systems will not only be compatible but identical as far as detailed data reporting is concerned.

In conjunction with Amendment 4 to Annex 13, which became applicable on 16 August, a system was set up for requeating Subsequent Notifications on accidents which became known to the Secretariat from unofficial sources. The system only applies to those cases where Subsequent Notifications have not been received within one month of the required reporting date. A form letter is then sent requesting information regarding the ac· cident. A similar system was set up for requesting Summaries of Reports from States.

6_2 _______ ~---------~--- A11nuall3.~POrt of the Council- 1973

Aviatioll Medicine

The development of the lCAO Manual of Civil Aviatiot Medicine has progressed according to the schedules set. The first edition is expected to be ready for distributioo early in 1974. As recommended by the PEL/TRG/MFD Divisional Meeting (1970), the guidance material con· tained in the Manual is aimed at aiding the interpretatioo and implementation of the medical provisions of An­nex J.

The collection of infonnation and data is continuing on causes of career termination by professional flight crew, pilot and air traffic controller incapacitatioo, assessment of borderline medical cases, application by States of the flexibility provisions and post-graduale aviation medicine training.

Aerodromes

As a resuJt of a recommendation of the Sixth ElM. Regional Air Navigation Meeting(l971) a programme to correlate equipment developed by States to measme runway braking action was established. Five States agreed to a programme to correlate eight different types of measuring equipment over a variety of pavement surface conditions. Tests were conducted from Janu;uy to March and a report based on an analysis of the data collected, indicating a possible need for amendment ()f Annex 14, was developed for submission to the Eighth Air Navigation Conference.

With the help of a Study Group on Snow, Slush, Ice and Water on Aerodromes, the Secretariat pursued studies on measurement of the runway friction coef­ficient. This is to support specifications, included m Annex 14 as a result of Amendment 23, which call f()r the provision of information on the presence of contami· nants on pavement surfaces including their effect on braking action. Proposals for revision of Annex 14 to reflect modern practices were developed for submission to the Eighth Air Navigation Conference.

The Visual Aids Panel in 1972 developed criteria for lighting to be used in operational performance Category III conditions. The Panel completed its work on this matter during 1973 and a report for submission to the Eighth Air Navigation Conference was developed.

As a result of a directive from the Air Navigation Commission, a complete editorial revision of Annex 14 was undertaken by the Secretariat and submitted to the Air Navigation Commission for initial review.

To analyse the effectiveness of aerodrome rescue and fire fighting services, further infonnation was coilected on the frequency and nature of aircraft accidents involving fire and occurring on or in the immediate vicinity of aerodromes. The OrganizatiQn received an additional 55 reports on aircraft rescue and ftre fighting operations. Three hundred and twenty·QRe

earlier reports were analysed by the Rescue and Fire Fighting Panel at its second meeting (1972). The new reports will be studied by the Panel to permit verifica­tion of some conclusJOns drawn m the previous analysis.

To examine the characteristics required for runway strips, particularly those including runways to be used by large Jet aircraft or for precision approaches, further information was collected on aircraft undershooting, running off or overrunning a runway. The Organization has received 803 reports on such occurrences, and an analysis was prepared as documentation for the Eighth Air Navigation Conference.

Revised information on removal of disabled aircraft was published as Amendment No. 2 to the Aerodrome Manual, Part 5, Volume I - Equipment, Procedures and Senrices. Amendment No. 3 to the Manual on Airport Master PUmning, which included information on airport capacity, was also issued. Information on land·use planning in the vicmity of airports was prepared and issued as a new Part (Part 8) of the Aerodrome Manual.

Telecommunications

The manuals on Teletypewriter Operating Practices and on Planning and Engineering of the Aeronautical Fixed Telecommunication Network were both amended to keep them fully in line with the provisions of Annex 10.

The collection and analysis of statistics on the types and priorities of aeronautical fixed messages was con­tinued and expanded with a view to grouping the message categories and priorities in a better manner than is presently prescribed in Annex 10, Volume II. This study was primarily concerned with the procedures for handling diverted communications traffic in the event of a circuit failure; however, the data being collected are also expected to assist in longer-term studies of the future role and structure of the aeronautical fixed service.

During J 974 the International TeJecommunication Union will convene a World Administrative Radio Conference to deal with matters affecting the Maritime Services. A study has been made of all frequency allocation matters to be considered by the Conference which might have a bearing on aeronautical interests of concern to ICAO. The results of that study Jdentify subjects of potential aeronautical interest on the agenda and suggest action that, if taken by States, would be consonant with established ICAO policy. This guidance was circulated to ali Contracting States to assist them in preparation for the ITU Conference.

Among the many recommendations of the Seventh Air Navigation Conference was one related to the co-ordination of systems developments which called on ICAO in its future work to pay due attention to the interrelationship between advanced aeronautical tech­niques, systems and sub-systems, in particular the

Ali' NavigatiOn

interrelationship among those sub-systems, with the aim of ensuring that a totaJ systems planning approach is followed with due regard to ope[ational need, technical feasibility and cost effectiveness. This very broad subject is being explored in consultation with States to deter­mine what additional measures can be taken by ICAO to achieve the purpose of the reconunendation.

Many airline operating agencies have a need to conununicate with their aircraft at long distances which, in most cases, dictates that only high frequencies (3 to 30 MHz) can be used until such time as suitable aeronautical mobile satellite facilities become generally available. In consultation with States a short-term partial solution to this problem has been evolved which includes a set of controlling principles for the use of the limited number of high frequency channels which are at present available for this purpose. It is foreseen that a more complete long-term solution would require a reviSion of the aeronautical allotment plans of the International Telecommunication Union so as to make more channels available through channel splitting associated with the use of single sideband modulation techniques.

Rules of the Air and Air Tra[Ftc Services

Work continued on the task of updating and restruc· turing the ICAO regulatory documents relating to rules of the air and air traffic services. Initial draft texts of new regulatory documents were further examined by a working group of the Air Navigation Commission.

Detailed draft procedures relating to the provision of information to aircraft by means of Automated Tenninal lnfonnation Service (A TIS) were developed by the Air Navigation Commission. Following consultations with States and International Organizations the draft trocedures were finalized in draft Amendment 6 to the PANS·RAC, lOth Edition, for consideration by the Air Navigation Conunission early in 1974.

In pursuance of a decision by the Council, the Air Navigation Commission initiated a detailed study on interception of civil aircraft. It will review, early in 1974, draft material on the subJect for possible inclusion in Annexes 2, 6, lO, 11, 15 and the PANS-RAC.

An analysis was undertaken of the existing provi· sions relating to the content and format of flight plans and related air traffic services messages to update and Simplify them.

Work continued, with the assistance of a Secretariat Study Group, on the development of regulatory and guidance material relating to the civil aviation safety aspects of the operation of large, unmanned free balloons for scientific purposes.

Search and Rescue

The Air Navigation Commission gave preliminal)' con· Sideration to a draft revised edition of Annex 12 (Search

63

and Rescue) and decided to circulate it to Contracting States and designated international organizations for comment. The fmal review of the draft revised edition is scheduled to take place early in 1974.

Meteorology

TwD important studies were completed with the help of consultants. One dealt with the effects on aircraft operations of low-level wind shear and turbulence. It recommended new ways and means to provide pilots with information concerning these conditions which sometimes cause considerable difficulties in landing and take-off and which various meetings since 1964 had considered with limited success. The other study revised and updated the aeronauticaJ requirements by operators and flight crewa for meteorological information in the light of present and foreseeable flight planning practices of operators. Both studies will be issued as working papers for the Eighth Air Navigation Conference (1974). ThJS Conference will also consider those parts of a thorough draft revision of Annex 3 and the PANS-MET, which was prepared during 1972 and completed in coasultation with the World MeteoroiogicaJ Or8fl1lization during 1973, that are appropriate to the theme of the Conference (The Aerodrome and its vicinity). The remainder of the draft revision will be considered by a subsequent Meteorology Divisional Meeting (1974).

A Circular was completed on methods of assessing runway visual ranga, based on information suPPlied by States on the principal methods and practices used in reporting of runway visual range for operations in low visibility. In addition, the existing approved procedures are described in the Circular.

The Air Navigation Commission developed a state· ment of aeronautical requirements for climatologicaJ data. This statement is based on conunents from Contracting States and interested international organiza· tions on a draft statement prepared by the Secretariat wluch took into account requirements for climatological data expressed in ICAO documents for aU types of operations from International General Aviation (IGA) to SSTs. After approval by the Council, it will be trans· mtted to the World Meteorological Organization for the amendment and amplification by that Organization of it:l climatologicaJ forms and procedures.

Environment

Work has continued on the implementation of the lCAO Action Programme regarding the Environment, which WIS prepared pursuant to Assembly Resolution Alg·l2 and was approved by the Council in 1972. Technical subjects on this programme include noise, sonic boom, engine exhaust emissions and aerodrome planning. There is already considerable progress in respect of the frrst

64

two sub.1ects wluch are tn the hands of Council Comm1t· tees (Committee on Aircraft Noise and Sonic Boom Committee) (see below). Aircraft engine exhaust emis­sions represents a relatively new subject and a Study Group was established to assist the Secretariat in developing international spec1ficatwns on some aspects and in establishing the need for such specifications on others. At the same time, progress was monitored or work by States known to be active in this field and m the field of aerodrome planning. Concerning the latter, in accordance with a request by the Council to consider the need for an 1tem on environmental issues at all technical meetings, the Air Navigntion CommissiOn has included an item on aerodrome environmental planning on the agenda of the Eighth Air Navigation Conference (!974).

Aircraft Noise

Further progress in the development of noise cettifica· lion specifications for different types of aircraft was made by the Committee on Aircraft Noise which, as noted in Section 2, held its third meeting in MarciL Arising from that meeting, certain proposed amend· ments of Annex 16 - Aircraft Noise - are currently being processed.

As the result of consideration by the Air Navigatioa Commission of communications received frem States and interested international organizations, some prelimJ­nary data relating to nmse abatement operational prac· tices and procedures have been circulated to States fer information. 1bis subject is being kept under review with the objective of developing, at an appropriate time, additional ICAO specifications to supplement the guidance material already included in Attachment C of Annex 16,

Technical data relating to noise exposure indic~, received from States in response to recommendations of the Spt>cial Meeting on Aircraft Noise in the ViCinity of Aerodromes (Montreal, November - December 1969), have been prepared for early publication in an ICAO Circular. In addition, other data relating to the effect of noise exposure on land-use planning have been developed for inclusion in the Aerodrome Manual.

Security measures to prevent unlawful interference with international civil aviation and its facilities

At the request of several States, a Regional Aviatioo Security Seminar was held in Bangkok, 10-l3 Apri, Eighteen States and three international organizations participated. It provided a forum for an exchange of information, experience and views on aviation security programmes developed by States and the proble111s encountered by them. Participants also agreed that

Alumal Report of the Council- 1973

Regional Secunty Senunars provided the framework within which States could co-ordmate their respective security programmes on a regional hJsis where tins was considered desirable or necessal)' and thereby ensured the development of complementary and compatible aviation security programmes to the benefit of all States in the region,

Elsewhere in this report several references are made to amendments to Techmcal Anne>..es covering aviation security measures. A fust major revision of ICAO Security Manual was commenced by the Secretanat with the assistance of the Aviation Security Study Group.

For other developments regarding aviation security measures see Chapter VI, Section4.

Aircraft/ln[rastrncture Compatibifity

Work continued on the study on the feasibility of applying systems planning to the introduction of new aircraft types. In accordance with Council decisions the Secretariat proceeded with the execution of Task I (Aircraft Characteristics for infrastructure planners)and parts of Task 2 (Infrastructure Characteristics for air· craft designers).

A minimal list of aerodrome characteristics con­sidered to be essential for aircraft designers was com­piled to facilitate the collection of data describing the existing mfrastructure; the Secretariat compiled from the sources available to it informatwn concerning general airport characteristics and runways. This infor· mation, stored in a computer in a way that will permit later analyses, was printed out and sent to States for verification and updating. In order to obtain jnformation on the infrastructure expected to be m being in 1975, 1980 and l9g5, States, in response to a questionnaire prepared by the Secretariat, provided data similar to those collected for the infrastructure now existing. A survey was also conducted to ascertain the distribution and use made in Contracting States of information provided and disseminated by manufacturers, describing those charae­teristics of their aircraft that are important to airport planners and designers.

Audio· Visual Training Aids

As part of its regular Audio·VJsual Aids Programme, the Organization produced the training films "Marshalling Signals", "Separation of Aircraft" and "Technical Aspects of Accident Investigation". Two posters, "Three Bar Vasis'' and "Taxiway Lighting" were produced in three language versions. Under the special programme for the acquisition of printing rights of training films of States, the film "Area Navigation" and some sequences of animation of the film "Weather Forecasting of Tomorrow" were acquired.

Air Navigation

/CAO Teclmica/ Manuals Programme

The Council has been seeking means of implementing the new policies in Assembly Resolution A18-13, Appendix S and Resolution AlS-14 concerning the acceleration of ICAO's work on JCAO Tedmical Manuals to assist States in the implementation of

65

Annexes and PANS. The comments of States on this subject were sought and after review by the Air Navigation Commission, certain proposals were put before the Council. However, these were referred back to the Air Navigation Commission for further study and a plan of action is now in the course of preparation, for consideration by the Council early in 1974.

Chapter Ill

AIR TRANSPORT

I. Introduction

Two major meetings in the air transport field were held in 1973, the Conference on the Economics of Route Air Navigation Facilities and Alfports and the Eighth Session of the Facilitation Division. Based on recommendations of these meetings, the Council adopted revised State­ments to Contracting States on charges for Airports and Route Air Navigation Facilities and an amendmen1 of Annex 9.

The study of the feasibility of ICAO embarking on studies of international fares and rates was examined and the Council initiated some follow-up work to aid the Assembly in deciding on a future work programme in this field. The Council aJso authorized an initial study of the levels of international fares and rates in different parts of the world.

The first of the series of informal civil aviation forecasting workshops arranged to allow the exchange of views among air transport forecasting bodies was held.

In the statistical field a survey of States' wiltingrtess to participate in a programme of collection of coupon origin and destination statistics was conducted. The first edition of the Statistical Manual was fmalized for publication in the four ICAO languages.

In the context of regional co-ordination of air transport, as requested by the Assembly, the Council considered what were the most efficient ways and means of providing effective service to States in the different regions on air transport matters. Secretariat services were furnished to the European Civil Aviation Conference and the African Civil Aviation Commission, both of whlch held plenary sessions in 1973. Some Secretariat allsist­ance was provided to the meetings that led to the establishment of the Latin American Civil AviahOn Commission.

2. Meetings

Conference on the Economics of Route Air Navigation Facilities and Airports Montreal, 6-23 February

The Conference on the Economics of Route Air Navi­gation Facilities and Airports (ERFA) was held in Montreal from 6 to 23 February to consider economic aspects of the provision of en route facilities and senices and determination of related principles, and also ques· lions relating to the economics of international airports.

66

The Conference was attended by delegates from 54 Contracting States and observers from 9 international organizations. The most significant actiOns of the Conference and subsequent action by the Council are described in Section 3. The Report of the Conference was issued as Doc 9053-ERFA(I973).

Facilitation Division, Eighth Session Dubrovnik, 6-22 Marcil

The Eighth Session of the Facilitation Division was held in Dubrovnik from 6 to 22 MarciL It was attended by delegates, advisers and observers from 55 Contracting States and by observers from 8 international organiza· tions. The Report of the Meeting was subsequently issued as Doc 9055-FAL/8 (1973). The Division's recommendations and Council action on them are described in Section 5.

Statistical Workshop Meeting Mexico City, 13-16 February

An informal statistical workshop meeting was held in the ICAO Regional Office in Mexico City in February. Participants from the governments and airlines of eight States in the NAM/CAR region met to pool ideas and discuss common problems related to the collection of air transport statistics, with the assistance of a statistical officer from Headquarters and the an transport officer in the ICAO Regional Office in Mexico City.

Ovil Aviation Forecasting Workshop Montreal, 5-9 November

The first of the series of informal civil aviation fore­casting workshops arranged to allow the exchange of views among air transport forecasting experts foreseen by Assembly Resolution Al6-22 was held in Montreal from 5 to 9 November. Invitations were extended to ali States of the NAM/CAR region and some 40 participants attended from 7 States and 3 international organi­zations.

UbrksJwp Meeting on Economics of Airports and Route Air Navigation Facilities Arusha, 26 November- 5 December

An informal workshop meeting on economics of airports and route air navigation facilities was held in Arusha from 26 November to 5 December at the mvitation of

Air Transport

the Governments of Kenya, the United Republic of Tanzania and Uganda. Participants from eight States in and adjacent to East Africa and two international organizations met to exchange views on the economic aspects of airport management and of the operation and cost management of en route facilities and services. They were assisted in their deliberations by the air transport officer from the Cairo RegionaJ Office.

3. Economic Activities

The study of the development of intemationaJ air passenger travel to, from and within Europe - the fifth in the series of regionaJ air passenger studies - was reviewed by the Air transport Committee in March and issued as Circular 114-AT/29. Work was initiated on the next study in the continuing programme of regionaJ studies under Resolution A18-20, a study of air freight development for the East and South Asia and Pacific region.

Following Council's acceptance in November 1972 of a request addressed to ICAO by the Government of Venezuela on behaJf of thirteen States of the Caribbean Sea that ICAO prepare documentation for a meeting of those States on air transportation, three papers were prepared, one summarizing work of ICAO on studies of air transport fares and rates, one presenting a factual inventory of the existing air transport services in the countries of the region and one describing documen­tation available on co-operative arrangements between airlines.

On the basis of the Recommendations of the Conference on the Economics of Route Air Navigation Facilities and Airports (ERFA), the Council approved a revision of its Statements on Charges for Auports and Air Navigation Route Facilities. These Statements include the Council recommendation that the charge for the use of route air navigation facilities should, as far as possible, be a single charge per flight and the charge should be based essentially on the distance flown within a defined area and the aircraft weight. However, the statements recognize that either or both of these two factors need not be considered in areas where distance flown andjor aircraft types are reasonably homogeneous.

The Council agreed to recommendations by the Conference concerning the study of cost accounting and cost aJlocation principles related to route facilities and services and directed that the study be undertaken with the assistance of a panel. to be constituted of experts in the fmanciaJ administration of route facilities. Nomina­tions for membership on the panel were received from eleven governments and aJI nominees were appointed by the President of the Council. This Panel, scheduled to hold its first meeting in March 1974, will also have the task of recommendmg the most appropriate fonnat for the biennial collection by ICAO of financiaJ and traffic

67

data relating to route air navigation facilities and services.

One Recommendation of the ERFA Conference which was the subject of considerable discussion by the Council and by the Air Transport Committee and Air Navigation Commission to which it was referred, was Recommendation No. 2 which asked the Council to explore the possibility of regionaJ air navigation meetings assessing the costs and banefits associated with implementation of proposed additionaJ facilities and services, and the impact which their implementation will have on users as a result of the cost recovery through charging systems. The Council recognized that the practicability of restructuring regionaJ air navigation meetings to allow sophisticated cost/benefit anaJysis was doubtful, but concurred with the aim of having closer attention given to the economic justification for facili­ties and services. It therefore agreed to implement a procedure on a tria] basis by which, as soon as possible following a RAN meeting, an evaluation would be made of the costs of those facilities and services recommended by the meeting on which objections were maintained following the meeting, and this evaJuation would ba taken into consideration by the Council when reviewing the RAN facilities and services on which States had made reservations. The Council aJso agreed that this more simplified cost evaJuation exercise might be used, on a trial basis, at regiona1 air navigation meetings in examining the objections expressed during those meetings.

In accordance with ERFA Recommendations relating to the economics of internationaJ airports, the Council agreed to examine the possibility of introducing regular collection of aJrport financiaJ statistics. The ad hoc collection of airport fmanciaJ data which was submitted to the Conference was published in August as Circular 115-AT/30, entitled The Economic Situation of /ntemational Airports- 1970.

The study of the feasibility of ICAO embarking on studies on intemationaJ air transport fares and rates, caJied for by Resolution A18-17, was examined by the Air Transport Committee and Council early in 1973. On the basis of this study the Council decided that the Secretariat should initiate a first study, for pubilcation if possible before the 1974 Session of the Assembly, which would present anaJyses and regionaJ comparisons of the actual levels of intemationa1 air transport fares and rates on scheduled services, supplemented with data on average revenues and, if possible, on non-scheduled rates. A further short-term project, supplementing the feasi­bility study, is a further exploration of whether differ­ences in fare levels can be explained by corresponding differences in traffic and operating conditions. This work was undertaken with the assistance of a smaJI group of experts, with a view to the results being ready for submission to the 1974 Session of the Assembly.

68

To meet a request from the Universal Postal Union, ICAO submitted comments to that body on the formula they use in the establishment of air mad conveyance rates. These comments were available to the UPU's Air Mail Committee at its meeting in May 1973, but that Committee decided that they could not be taken into account before the next Postal Congress, in 1974, primarily because the directtves given at the previous 1969 Congress ruled out any departure from the existing guiding principles at this time. Consequently the letter infonning ICAO Contracting States of these develop­ments made clear that if the ICAO comments were to receive any consideration at the 1974 Congress, it would have to be on the initiative of some State.

In March the Organization as usual furnished the UPU with statistics on the financial situation of inter­national airlines for the year 1971. Also, to assist the UPU in developing air mail conveyance rate forecasts for the period 1976-1981, ICAO provided them with an analysis of trends of operating costs of international airlines.

The first of the series of informaJ civil aviation forecasting workshops arranged to allow the exchange of views among air transport forecasting bodies foreseen by Assembly Resolution A16-22 was held in Montreal from 5 to 9 November 1973. The workshop was arranged for participants from the North American/Caribbean region. It used the Manual on Air Traffic Forecasting (Doc 8991-AT/722) as a basic working document and discussed such questions as the accuracy of air traffic forecasting in the past, conversion of forecasts into planning criteria, desirable practices in the presentation of forecasts, and certain issues related both to short- and long-term forecasting.

For the purposes of future economic studies in the air transport field, Contracting States were asked during 1972 for information on the weight and value of goods in international trade, and particularly in trade by air. Subsequently the Legal Sub-Committee on Revision of the Warsaw Convention developed a recommendation which called for similar information to be placed before the Legal Committee. The Air Transport Committee in May examined whether the data received from States was adequate for the purpose of the Legal Committee and agreed that while it was in part, in order to satisfy the needs of the Legal Committee to the greatest extent possible, a further questionnaire should be sent to States. An analysis of the information received will be examined by the Air Transport Committee and then transmitted to the Legal Committee early in 1974.

4. Statistics

In furtherance of the study on future development of ICAO statistics in the field of traffic flow, following

Annual Report of the Council- 1973

consultatiOil of the Statistical Panel on the technical feasibility of collecting coupon origin and destination statistics, a survey of States· willingness to participate in a collection of such statistics and theu views concerning disclosure practices was conducted. On the basis of this survey, the Atr Transport Committee at the end of the year decided that, before recommending that Council embark on an experimental collection of COD statistics, it was preferable to inform States of the responses to the earlier survey, present a specific proposal to them which took account of their views and ask them to confinn their willingness to participate in the proposed pro· gramme in the light of this further information.

The Statistical Manual, which is intended to serve as a guide to those who provide civil aviation statistics and those who use them, was published around the end of the year. This Manuaf will be updated from time to time.

A major development in the production of the ICAO D1gests of Statistics during the 1972·1974 trien­nium is transition to data processing. This transition has caused some inevitable delays in publication of certain Digests. Also, in order to make full use of the computer facility, a change in physical format of the Airline Traffic Digest is being implemented.

The first collection in tht- regular programme of statistics of non-scheduled commercial air transport, for the year 1971, has been published in Special D1gest of Stahstics No. 175, Although incomplete, 1971 reporting was better than anticipated and it is hoped that as States and their operators develop more experience with the system of reporting non-scheduled statistics, the quality and quantity of reporting will improve.

The Council decided that States should me Air Transport Reporting Form D-1 (Fleet and Personnel} for their domestic scheduled airlines as well as their inter· national scheduled airlines beginning with the year 1973. This will enable ICAO to produce worldwide aircraft fleet and aircraft utilization statistics covering both scheduled airlines and non-scheduled air transport operators.

As reported m Section 2, a statistical workshop was held for States of the NAM/CAR region early in 1973. Furthermore, air transport officers m the Regional Offices have given guidance and short courses on air transport statistics to civil aviation department officials.

5. Facilitation

The Eighth Session of the Facilitation Division was held in Dubrovnik from 6 to 22 March and was attended by delegates, advisers and observers from 55 Contracting States and by observers from 8 international organiza· tions. The Division adopted 34 A-type recommendatiOns concerning Jmendments to Annex 9 and 19 B-type

Air Transport

recommendations not affecting the Annex. In general, the A-type recommendations dealt with items such as the elimination of the Passenger Manifest requirement; introduction of the dual-channel baggage clearance system at international airports; electronic data pro­cessing techniques in the handling and clearance of air cargo; greater facilitation in the clearance of containers/ pallets and their loads; establishment of warehousing facilities at international airports; provision of mech­anized baggage dispensing systems in baggage claim areas~ facilitation of disaster relief flights~ measures relating to unlawful interference with international civil aviation; etc.

After having invited States' comments on the Division's A-type recommendations, the Air Transport Committee conducted a review of Recommendations A·l to A·32. In a separate action the Committee also conducted a review of proposals which had been commented on by States for amendments to Annex 9 on the subject of Unlawful Interference {including Recom­mendations A-33 and A-34 of FAL/8). As a result the Committee submitted a composite amendment of Annex 9 to Council whiclt adopted it as Amendment g to the Annex, to become effective on 15 April and applicable on 15 July 1974.

The &type recommendations of the F AL Division dealt with such matters as study of a standard traffic form; continuing programmes to inform passengers of entry requirements and procedures; systems of identi· fying, classifying and labelling dangerous or hazardous cargo; dynamic public information displays at intema· tional airports; establishing of Airport FAL Committees; unlawful interference with international civil aviation, and others. The Division also adopted a recommendation on the continuation of the work of the Panel on Passport Cards and its conclusion by mid-1974. These 8-type recommendations were cons1dered by the Air Transport Committee and proposals for action on them submitted to the Council. The action taken by the latter is reflected in Supplements I and 2 to the Division's Roport (Doc 9055-FAL/8(1973)).

Eighty-two Contracting States had notified the Organization by the end of the year of the status of implementation in their respective territories of An· nex 9, Sixth Edition. These notifications were published in the Supplement to the Annex and brought to the attention of all Contracting States.

In October the Air Transport Committee, in order to assist the Council in fulnJling its obligation under Clause 4) of Resolution Al6-27, carried out a review of the status of implementation of Annex 9, Sixth Edition. The Council, at its first sesSlon in 1974, will consider the Committee's report on this subject which, inter alia, enumerates the particular aspects of the Annex which are beHeved to require further intensive work by States and their operators at this juncture. These aspects will be

69

mentioned in the paper to be presented to the 21st Se1sion of the Assembly under the facilitation item on its agenda.

As in previous years, liaison was maintained with other international organizations having an interest in facilitation such as the United Nations and its regiona1 Economic Commissions, the World Health Organization, the Inter-Governmental Maritime Consultative Organiza­tioo, the Customs Co-operation Council, the Inter­national Air Transport Association, the International Urian of Official Travel Organizations, etc. Assistance in overcoming facilitation problems was given to Contract­ing States mainly through correspondence but, when circumstances permitted, also through visits by facili­tation experts from Headquarters. Congo (People's Re~ublic of), Denmark, Ethiopia, Kenya, Sweden, Tanzania (United Republic of), Uganda, United States and Zaire (Republic of) were visited for this purpose.

By the end of 1973, 45 Contracting States had notified the Organization of the extent of their com­pliance with JCAO's Policies on TOxation in the Field of International Air Transport (Doc 8632.C/96g) adopted by the Council in 1966. An amendment to the Supple­ment to the document contairring the information is expected to be published in early 1974.

The Fourth Intermediate Session of the European Civil Aviation Conference (ECAC) in 1972 adopted Retommendations Nos. 7-13 which had been proposed by the Second Meeting of the ECAC Faciiltation Conmittee. Information received since then froru ECAC Member States on the status of implementation of those recommendations in their respective territories was puttished and forwarded to all ECAC States in late 1913.

6. Participation of the Regional Offices in Air Transport Activities

All Regional Offices participate in ICAO air transport actil'ities and air transport officers are on the staff of each Office. BY means of correspondence and, primarily, by missions to States, the officers provide assistance and liairon with ICAO on air transport matters and obtain information from States. The conclusions of the ICAO regional air transport studies on air passenger and air freight development served as a basis of discussion in those regions where such studies have been prepared. States were encouraged to complete and return to ICAO air transport statistical reporting forms, to inform ICAO of charging policies, to implement the ICAO Facilitation provisions and notify differences to ICAO and to establish national facilitation committees. Information was obtained from States on the future development of theiJ air transport activities, including plans for inter· airline co-operation, airport development and new routes andoervices.

70

As required by clause l(c) of Resolution AlB-11, the Council examined the needs of States in the air transport field and considered the most efficient wtys and means of providing effective services in the regiGns so that States may be served as well as possible in air transport matters. It was noted that ICAO is providrng services to States on a regionaJ basis through both ihe Regional Offices and Headquarters, though limitations of time and travel funds do not allow most regional air transport officers to visit the States in their respecttve region sufficiently frequently to provide a complettly adequate liaison with ICAO. The Council took ttlis factor into consideration when drawing up the bud~et estimates foe the 1975·1977 triennium. A furtler conclusion was that a primary need for States in sorne regions is the development of air transport sectiGns within their civil aviation administrations. In this regnd the Council requested the Secretary General to contiflue as actively as possible to promote training in the air transport field for personnel in n:ationaJ administratioos.

Air Transport Work in Africa and the Middle East

African Office ( Dak4r I Activities in the air transport field were devo1ed primarily to the African Civil Aviation Commissnn ( APCAC) for which the air transport officer contimed to serve as Secretary (see below). The officer visited six States in the region to discuss air transport matters on behalf of both ICAO (to cover severaJ of the fields mentioned in the preceding paragraphs) and APCAC.

Middle East and Eastern African Office(Cairoj The ah transport officer visited four States in the regbn to discuss questions regarding the ICAO air transport work programme. Active liaison was maintained With regional civil avjation, postal, travel and tourist organita­tians. Assistance was also extended to the Beirut CN'il Aviation Safety Centre in its programme of training in ~he field of air transport economics.

The Office continued to provide assistance to tne Secretary of APCAC when called Upotl (see below). The air transport officer assisted in serving the Secood Plenary Session of AfCAC in April and in following 1p the recommendations of that Session, notably in he fields of statistics and non-scheduled opera dons.

The air transport officer served as secretaryfadvi~er to the informal workshop meeting on airport and route facility economics in Arusha and the United Republic of Tanzania (see Section 2).

African Civil Aviation Commission ( AFCAC/ The air transport officer in Dakar continued to serve as Secretary of AFCAC through the agreement that ICAO provide secretariat services to the Commission, receivirlg any nec-essary assistance or expert advice from the Dal<ar

Annual Report of the Council- /973

and Cairo Regional Offices and from Headquarters. The Second PJenary Session of APCAC was held from 3 to l4 April in Accra. The APCAC Bureau (the executive body, composed of the President and four Vice­Presidents) met twice in 1973, in Accra in March just prior to the plenary session and in Tunis in September.

The work of APCAC in the air transport field, based on the directives of the plenary session, was in 1973 devoted primarily to non-scheduled operations, in­cluding regular collection of statistics and development of a common APCAC policy on regulation of non· scheduled operations; optimum development of inter­national air services, on which a consultant was engaged to prepare a study; publication of the study of policies of AFCAC Member States on bilateral air transport agreements as AFCAC Circular No. 3; preliminary examination of the scope and cost of studies to determine the contribution of civil aviation to the development of national economies of AFCAC Member States; continued promotion of the ICAO facilitation and statistical programmes; and efforts to define and meet the training requirements of APCAC Member States in the field of international air transport statistics.

The plenary session also looked into questions of training and decided that a seminar on advanced pilot training in Africa should be held in 1974. It further instructed the Bureau to convene a seminar in 1974 at which medical experts w:ill discuss the question of sickle-cell anaemia. On tl1e question of fostering arrange­ments between States whenever this will contribute to the implementation of ICAO Regional Plans, the Bureau was instructed to consider without delay any requests received from fCAO for action by AFCAC.

The Secretary of APCAC, as. well as undertaking a number of liaison visits to States to co-ordinate AFCAC activities, represented the Commission at the lOth Anniversary Ceremony of the Organization of African Unity (OAU) and the Assembly of Heads of States and Governments of OAU, where matter$ concerning the strategy of the economic development of Africa, mcluding air transport, for the second decade of OAU were discussed. He also represented APCAC at the Eighth Triennial Session of the European Civil Aviation Conference (EC AC), toge1her with the President of APCAC. The Commission was also represented at the 13th Annual Conference of the International Civil Airport Association and the II th Session of the Civil Aviation Council of Arab States.

Air Transport Work in the Americas

Norrh American al1d Caribbean Office Mexico O'ty fn the air transport field the Office participated in the organization and condtiCI of the statistical workshop meeting arranged for the CAR Region:. Assistance was

Ai' Transport

provided to seven States in determining which are the present differences between their nationa1 regulations and practices and Annex 9. Information on the air transport activities of CAR States has been gradually coUected by means of correspondence or in the course of visits to States. At the request of the Central American States, assistance has been provided to them in the compilation of traffic flow statistics. The establish­ment of nationa] F AL committees or reactivation of same has been encouraged where this action is required. The questions of air transport economics, statistics and facilitation were documented by the Office for the XV Meeting of DGCAs of Central America and Panama, on the bssis of which this Meeting adopted several resolu­tions aimed particularly at intensifying statisticaJ and facilitation activities. A working paper was prepared, for the infonnal AIS/MAP meeting of CAR States, con­cerning the preparation of amendments to the FAL section of their AlPs. At the request of one State and one dependent territory, assistance has been provided to them on the air transport aspects of two airport construction projects. A seven-week statistics course has been prepared to be given to participants from Central American States. Nine of the fourteen States to which the Office is accredited were visited in connexion with air transport activities. The ICAO Representative and the air transport officer attended the Conference estab· lishing the Latin American Civil Aviation Commission (see below).

South American Office (Lima} A meetin@: of civil aviation authorities of the SAM region in October 1973, convened by the Regiona1 Office at the request Of a number of States in the region and held in the RegionaJ Office, dea1t with various air transport, air navigation and technical assistance regionaJ questions. It adopted a number of conclusions, agreements and resolutions in support of the ICAO air transport pro­gramme and as suggested in Circular 90-AT/16 the meeting a]so adopted some measures aimed at accel­erating the development of intemationaJ air passenger travel in the region. The meeting also adopted a resolution requesting the coUaboration of JCAO in the preparation of a draft constitution for a Latin American civil aviation body for submission to the Second Conference of Aeronautical Authorities of Latin America in December 1973 (see below).

Amendments to the Manual of Airports and Air Navigation Facility Tariffs (Doc 7100-AT/707) con­cerning six States were prepared for inclusion in the 1973 edition of this Manual. SeveraJ States were assisted in the provision of information to JCAO on the survey questionnaire regarding proposed JCAO collection of Coupon Origin Destination (COD) Traffic Flow Stat­IStics, the lCAO Air Transport Reporting Forms, differ­ences between their national regulations and the provi-

71

sions of Annex 9 (Sixth Edition), and their position vis-i't-vis Council's Resolutions and Recommendations on T~xation (Doc 863 2). Assistance was provided to four States in the preparation of amendments to the PAL Section of their AlPs and to three States on the coo.stitution of Airport F AL Committees.

The air transport officer represented the Organiza­tion at the Sixth Meeting of Directors of Customs of A10ciacibn Latinoamericana de Ubre Comercio and at tie Seventh Meeting of the Committee on Research and Pluming of the OAS Inter-American Travel Congress. Liaison was maintained with the inter-governmental mganizations interested in the development of air trmsport and tourism in the region, notably OAS, IUOTO (RegionaJ Office for the Americas), ALALC and the Andean Pact. Three of the twelve States to whiah the Office is accredited were visited an connexion with a:t transport activities.

Lrltin Amnictm avll APiation Commiuion (LACAC} en the basis of the decisions of the First Conference of Aeronautica1 Authorities of Latin America, held in BJgota, Colombia, in July 1973, the Second Conference, meeting in Mexico City from 11 to 14 December 1973, e1tabtished the Latin American Civil Aviation COJ1ll11is.. sbn (LACAC), with membership open to States of S:luth and Central America (including Panama), Mexico alld the Canbbean. The Statute of the Commission came il.to force provisionally on 14 December 1973 and wU1 1% in force definitively when approved by twelve States. With the primary objective of providing Member States with a framework within which to discuas and plan measures for co-operation and co-ordination of their civil aviation activities, the Commission is similar to the African and European civil aviation bodie5. Uke these bodies the Commission has requested the Council of ICAO that JCAO should provide secretariat services to the Commission. The Secretary General of ICAO !Kldressed the opening session of the Mexico City Conference. The air transpOrt officer in the Lima Office participated in preparing documentation for the Con­ference, including the draft Statute, and attended the Conference, together with the lCAO Representative and the air transport officer from the Mexico City Office.

Air transport work in Europa

European Office (lbrfs) lhe primary task of the air transport officer in the Paris Office continued to be the provision of secretariat assistance to the European Civil Aviation Conference (ECAC) in accordance with Assembly Resolution A 10..5. Headquarters were regularly informed about ECAC activities and financiaJ arrangements with ECAC for the secretariat services furnished by the Organization

72

continued as in the past, subject to some adjustments of rates charged to ECAC to take account of increased pnces. Additionally, the air transport officer visited two States in the region which are not members ofECAC to discuss questions regarding the ICAO air transport work programme.

European Ovil Aviation Conference (ECACJ ECAC held its Eighth Triennial Session in Strasbourg from 25 to 30 June 1973. Three of the four Standing Committees of ECAC, as well as working groups of these Committees, the Co-ordinating Committee and the Directors General of civil aviation of ECAC Member States also met during the year. A list of these 30 meetings appears in Appendix 5.

The Economic Committee/1 (scheduled air traJ.s· port) revived a special group of experts to foilow up the ICAO Study, Development of International Air Passen­ger Travel-Europe (Circular 114-AT/29) issued in the middle of the year and the "Review of the economic development of the airlines of ECAC Member States" updated by ICAO in 1972. The situation of North Atlantic fares and rates was the subject of particular attention throughout the year: a recommendation for the maintenance of the status quo of passenger fares was adopted in March and a Seminar on the long-term economic consjderations which affect the passenger fares structure in the North Atlantic was held in September. Contacts were established with the Organization for Economic Co-operation and Development (OECD) to ensure that aviation interest& are adequately taken iato account in the study undertaken by that Organization with two other European bodies on the future of inter-city transport in Europe. A Manua1 on the status of implementation of ECAC recommendations on sched­uled air transport was published in June. The Economic Committee/11 (non-scheduled air transport) continued its efforts towards the harmonization of ECAC Sta1es' regu]ations and policies on non-scheduled air transport. Considerable work was devoted throughout the year to the development of measures to accompany the intro­duction on the North Atlantic of the "advance bookmg charter" concept adopted by Canada, ECAC and the United States in the last quarter of 1972: recommen­dations were formulated on the control of this new charter category and on the introduction of an addi­tional category to be known as "special event charters" and discussions were resumed with Canada and the United States authorities to review the North Atlantic charter situation in 1973 and consider arrangements for 1974. Non-scheduled traffic statistics, as in previous years, were published in the form of a digest containing data for the twelve-month period ending 31 October 1972 and consolidated with statistics on intra-European scheduled operations (domestic and international in 1972).

Annual Report of the Council ·- /973

The Teclmical Committee of ECAC met in May to constder the proposals submitted by two of its working groups and the future work pro~ramme of ECAC in the technical field. l! made arrangements for the consolida· tion of past technical recommendahons and for tbe elimination of those no longer in force. It also approved a new method of categorization of airborne navigation and communications equipment and a draft recommen­dation on the categorization of certificates of airworthi· ness for rotoccraft.

The results of the Standing Committee and working group meetings were examined by the Eighth Triennia] Session, which adopted a resolution on North Atlantic fares and rates and nine recommendations dealing with matters referred to above and such questions as common ECAC practices with respect to applications for trans· atlantic flights by private travel clubs operating large aircraft, price control of advance booking charters and tariff control and other conditions for inclusive-tour charters on the North Atlantic. In addition to the election of new officers for the next triennium, the Conference approved a work programme which will entail the undertaking of additional activities and a budget which will allow, inter a/ill, for an increase of the sums reimbursed to ICAO on account of administrative and language services costs.

The 1967 lntemationaJ Agreement on the Procedure for the Establishment of Tariffs for Scheduled Air Services was ratified by Cyprus, thus bringing the total number of ratifications at the end of the year to 14.

Air Transport Wod:: :in the Far East and Pacif'JC

Far East and Pacific Office (Bangkok) The air transport officer visited seven States in the region to discuss questions relating to the ICAO air transport work programme. The first of a series of air transport seminars, for the western area of the ASIA/ PAC region, was convened in Bangkok in August 1973 and action was initiated on some of the suggestions emanating from the seminar. Preparatory work on the convening of the next seminar, to be held early in 1974, for States of the eastern area, was initiated.

States were encouraged to provide statistics on air transport through the ICAO statistical reporting forms and other required data separately, including data on air freight at international airports for the ICAO study on air freight development in the region.

States were requested to provide mformation on the activities of their nationaJ facilitation committees and on the status of implementation of the provisions of Annex 9. These requests were followed up during misstons and. where practicable, meetings of the national aJJd/or a1rport fac1litation commJI!ees were attended.

Air Transport

Administrations were encouraged to take appropriate foUow-up action on the recommendations of the 8th Session of the PAL Division. The opportunity was taken at the !8th Meeting of the lATA FAL Advisory Group in Bangkok to establish appropriate informal liaison with members of that Group. States were canvassed on the suitability of an early date to convene an Area PAL Meeting and, on the basis of the majority view, the meeting was scheduled for February 1974. Action was taken both with respect to physicaJ arrange­ments for the meeting and to the enilstment of region-wide support.

Support was provided for the preparation, conduct

73

and follow-up of the Regional Aviation Security Seminar held in Bangkok in April.

The Regional Office extended its usual co-operation to the Economic Commission for Asia and the Par East (ECAPE) through participation in the meetings of its 1ransport Committee and its Sub-Committee on Tourism and Facilitation. Papers prepared by the Office were presented at the two meetings.

The importance of training administrative officiaJs in air transport economics was emphasized at every c:yportunity, and a paper on the subject was submitted to the Eleventh Informal Meeting of DCAS of the SEA/PAC Regions, held in Auckland in November.

Chapter IV

JOI~T FINANCING

I.Genornl

Work in the joint financing field in 1973 was concened chiefly with (I) the planning and holding of the 1973 Second ICAO Conference under the 1956 Danish ~d Icelandic Joint Financing Agreements, (2) the planning for the Eighth fCAO Joint Financing Conference on North Atlantic Ocean Stations (NAOS/8), and (3)the carrying out of the Organization's genera] responsibilities under these three Joint Financing Agreements.

Negotiations pursuant to Assembly ResolutJon Al4-37 for participation in the Danish and tceJa!Kiic Joint Financing Agreements continued with India, lsr.ael, Mexico, Poland, Portugal, Spain and the Union ofSotiet SociaJist Republics, which were operating regular trans­atlantic air services north of the 40th parallel North but were not contributing to the support of the jointly financed facilities in Iceland, Greenland and the Faroe Islands.

The Second Conference on the 1956 Danish md Icelandic Joint Financing Agreements was held at the Organization's European Office in Paris from 27 March to 5 April 1973. The Conference was attended by 81 delegates, advisers and observers from I 5 States parties to the 1956 Danish and Icelandic Joint Financing Agreements, 2 other States whose civil aircraft operators fly the North Atlantic north of 40°N, and 4 inter­nationaJ organizations. The Conference reached a number of conclusions concerning the future of the 1956 DanSsh and Icelandic Joint Financing Agreemnts concerning their technical and fmanciaJ aspects.

The Conference recommended, inter alia, that: (a) in accordance with Article XIV(2) of the 1~56

Danish and Icelandic Joint Financing Agreeme1ts, the Council request the Governments of Denrrruk and Iceland to institute, commencing I Jamnry 1974, a system of charges for the use of those puts of the Services attributable to civil aviation;

(b) as regards the 1956 Danish Agreement the fol!oMng percentages of the jointly financed costs be allo­cated to civil aviation: (I) 30 per cent of MET and related MET/COM

costs, (2) 100 per cent of AEROCOM costs (including the

NAT cable rentals), and (3) 90 per cent of NAVAJOS costs (Lorans md

NDB); (c) as regards the t956tcelandic Agreement the foUow­

ing percentages of the jointly Hnanced costs be allocated to civil aviation:

74

(I) I 00 per cent of ATS costs, (2) 30 per cent of MET and related MET/COM

costs, (3) IOO per cent of the costs of the Main Meteoro­

logicaJ Office at Keflavik, (4) 90 per cent of NAVAJOS costs(Loran), and (5) 100 per cent of AEROCOO costs(including the

NAT cable rentaJs); (d) the charge to be introduced 1 January 1974 aim at

an initial cost recovery rate of 40 per cent, auto· maticaJiy increased to 50 per cent l January 1976. If at the end of 1978 a unified system of charges for flights across the North Atlantic is not yet in force, another Joint Financing Conference be convened with the aim of reviewing the whole system as established by the Conference;

(e) the Council concur with the decision of the Govern· ments of Denmark and Iceland, accepted by the Conference, to request the United Kingdom Govern­ment to act as their Agent in the billing and collecting of tl1e charges as institute-d. Other recommendations were related to the use of

revenue collected from charges for adjustment of Joint Financing contributors, the study of the FIR structure in the North Atlantic, the continuation of Loran A System and the deletion of Dalatangi from Annex I, Part JJA, to the 1956 (celandic Joint Financing Agree­ment.

In the latter part of 1973 Denmark and Iceland indicated that due to legaJ difficulties it was not practicable for them to institute user charges on 1 January 1974 (as recommended by the Council) but that they hoped to be able to do so by I July 1974. Tile Council urged Denmark and Iceland to take the neces­sary action to make it practicable to implement t11e Recommendations of the DENflCE/2 Conference as soon as possible, thereby fulftl!ing the intent of t11e parties of the 1956 Danish and Icelandic Joint Financing Agreements under Article XIV thereof.

2. Agreement on the Joint Financing of Certain Air Navigation Services in Greealand and the Faroes, 1956

(The Danish Joint Financing Agreement)

In March 1973, following receipt of unanimous consent of the Contracting Governments, the Council approved an increase in the cost limit in Article V of the Agreemellt effective l Jmwary 1972 from

Joint Financing

U.S.$3 142 379 to U.S.$3 549 998, which was based on the 1973 estimates plus a margin for contingencies representing 10 per cent of all estimated costs other than those related to the ICE/CAN cable rentals. The rate of exchange used was the IMF Central Rate ofU.S.$1.00= D.Kr.6.9g.

Actual costs in 1972, audited in 1973 and approved by the Council in October 1973, were U.S.$3 295 376, about 1.67 per cent above the estimates. The various under-expenditures almost balanced the over­expenditures: notably the under-expenditure for the Loran Stations due to substantial savings in maintenance costs of new buildings and equipment introduced in recent years. At Frederiksdal, further savings resulted from the reduction of personnel plus the fact that their 1972 salary increase was not paid in 1972 but carried over to the 1973 account. As to the over-expenditures at Greenland Stations, they were due to the following: (a) new agreements concluded with radio operators,

radiosonde personnel and telecommunications experts;

(b) high transportation cost caused by extraordinary ice conditions at Tingmiarmiut, Kap Tobin and Prins Christian Sund; and

(c) fire at Dundas and high winds at Upernavik, Narssarssuaq and Angmagsalik.

On the basis of the number of transatlantic crossings north of the 40th parallel made by its civil aircraft in 1972, each Contracting Government's final share of that year's costs was determined and the difference between this and its original assessment for 1972 was taken into account in determining its 1974 assessment. The U.S. Dollar equivalents of the 1974 assessments (at the exchange rate of 6.28205 Danish Kroner per U.S. Dollar) are shown in Table IV.L

In October 1973 the Council, in accordance with Recommendations Nos. 1, 3, 5 and 8 of the Second ICAO Conference on the 1956 Danish and Icelandic Agreements and based on the 1972 audited actual costs and 1972 crossings by all civil aircraft across the North Atlantic north of 4o<'N, determined a single user charge per civil aircraft crossing of the North Atlantic for the cslendar year 197 4 for the jointly financed ~rvices in Greenland and the Faroes as D.Kr.49 (equivalent to U.S.$7 .80 at the rate of exchange of U.S.$1.00 = D.Kr.6.28205).

The 1974 estimates submitted by the Government of Denmark in November 1973 totalling Kr.24 323 595 or U.S.$3 871 920 were 5.88 per cent higher than those for 1973 due mainly to increasing costs of supplies and increases in salaries, to severe storm damages at Dan­markshavn in 1973, to the rental of a voice circuit for remote control of the VHF facilities at Prins Christian Sund and Frederiksdal from Gander, to an increase in the interest rate from 7 per cent to 8 per cent per annum and to implementation of substantial new cap1tal ex pen-

75

rable IV-I. The Danish Joint Financing Agreement

u.s. Dollars

A11stralia 6 453.69 BElgium 51 734.79 Catada 269 382.09 C11ba 3 428.55 C:techoslovak Socialist Republic 22 264.86 ~nmark 56 269.00 FillJand 22 554.61 Flallce 158 650.45 Gtrmany, Federal Republic of 256 903.21 G.eece 101 496.79 Iceland 81 126.15 lrdand 65 579.46 Ittly 91 713.46 Japan so 886.60 N~therlands, Kingdom of the lSI 827.04 Norway 43 201.66 P<:k.istan IS 760.65 Sweden 64 995.77 Switzerland 75 911.41 Un.ited Kingdom 711 906.66 Ullited States I 306 724.90

3 608 nt.go Denmark (fixed 5% share

for special benefits) 191 176.43

3 799 948.23

ditures previously approved by the Council. The rising ce&t trend compounded by the devaluation of the U.S. l)(lllar (at the time of Council review of the 1974 estimates U.S.$1.00= D.Kr.6.28205) caused the 1974 estimates to exceed the limit on annual costs recently flied in Article V of the Danish Joint Financing Atreement by U.S.$321 922. The Government of ~nmark accordingly proposed, pursuant to past practice and Article XXII(l)(b) of the Agreement, that the Article V limit should be raised to U.S.$4 185 850. The Government of Denmark also proposed new capital expenditures estimated at U.S.$151 653 necessary for the continuation of the setvices. In December 1973, Council gave its approval to the new capital expendi· tures, subject to the Secretary General's obtaining the cmsent of Contracting Governments to the proposed inorease m the limit on annual costs, as required under A1ticle XXII(I)(b) of the Agreement. The Council also indicated that 1t was satisfied with the estimates and authorized to make quarterly advances in 1974 to the Government of Denmark, totalling U.S.$3 549 99g representing 100 per cent of the existing cost limit in Article V, 91.68 per cent of the estimates and 93.42 per cent of the 1974 assessments.

76

The annual report on the operation and utJlizatiot of the jointly financed services in 1972 (Doc 9070\ issued in August 1973, showed that: (a) nine meteorological stations in Greenland madt

26 349 surface synoptic, 3 571 radiosonde anl 3 262 radiowind observations and the average ter­minal height of the upper air observations was wei above the 16 760 metres recommended for jet operations;

(b) the air/ground communications station at Prim Christian Sund handJed 9 496 messages to and fron aircraft;

(c) the Loran Stations at Skuvanes and Frederiksdli provided continuous radio navigation services wid brief interruptions; the periods of interruption wert somewhat shorter than in 1971; the improvement£ due to the introduction of new equipment authoJo ized by the Council; and

(d) the number of North Atlantic crossings (104175) benefiting from the services was 2 per cent higher than in 1971; the cost of utilization was U.S.$30.l per crossing as compared with U.S.$27.1 in 197l (the rates of exchange applied were D.Kr.7.50"' U.S.$1.00 for 1971 and D.Kr.6.98 = U.S.$1.00 fcr 1972).

3. Agreement on the Joint Financing of Certain Air Navigation Services in Iceland, 1956

(The Icelandic Joint Financing Agreement)

In March 1973, following receipt of unanimous consent of the Joint Financing Contracting Governments, tht Council approved an increase in the cost limit in Articlt V of the Agreement effective 1 January 1972 frorn U.S.$1 880 829 to U.S.$2 117 743, which was based on the 1973 estimates plus a margin for contingencie~

representing 10 per cent of all estimated costs other than those related to the SCOT /ICE and ICE/CAN cab It rentals. The rate of exchange used was the IMF central rate of U.S.$1.00 = l.Kr.98.56 (the cost limit originally proposed by Iceland in November 1972 wa~

U.S.$2 319 028 based on the rate of exchange or U.S.$1.00 = l.Kr.88.00; following the devaluation of the Icelandic Krona in December 1972 t~

U.S.$1.00 = l.Kr.98.56, Iceland revised its proposal to U.S.$2 117 743 which was approved).

Actual costs in 1972, audited in 1973 and approved by the Council in October 1973, amounted to U.S.$1 957 693 - 4.55 per cent higher than the esh mates - mainly because of inflation and resulting salary increases. As in the case of the Danish Agreement, the number of transatlantic crossings north of the 40th parallel made in that year by its civil aircraft was the basis for determining each Contracting Government'~ share of the 1972 costs and the difference between thi~ and its 1972 assessment was taken into account in

Annual Report of the Council /973

Table IV-2. The Icelandic Joint Financing Agreement

u.s. Dollars

Australia Belgium Canada Cub• Czechoslovak Socialist Republic Denmark Finland France Germany, Federal Republic of Greece Iceland Ireland Italy Japan Netherlands, Kingdom of the Norway Pakistan Sweden Switzerland United Kingdom United States

Iceland (fixed 5% share for special benefits)

5 003.63 37 854.81

171 482.85 2 403.42

11 980.95 33 689.82 14132.33

107 467.71 160 756.99

51 367.07 49 076.56 44 772.45 66 329.57 30965.82

101 965.12 26 987.40 8 020.95

40 556.65 51 026.05

403 283.38 833 201.02

2 252 324.55

119 028.47

2 371 353.Q2

computing its assessment for 1974. The 1974 assess­ments in Icelandic Kronur were approved by the Council in October 1973; the U.S. DoUar equivalents (at the exchange rate of 92.9813 Icelandic Kronur per U.S. Dollar) are shown in Table IV.2.

In October 1973 the Council, in accordance with Recommendations Nos. I, 4, 6 and 8 of the Second ICAO Conference on the 1956 Danish and Icelandic Joint Financing Agreements and based on the 1972 audited actual costs and 1972 crossings by all civil aircraft across the North Atlantic north of 4Q0 N, determined a single user charge per civil aircraft crossing of the North Atlantic for the calendar year 1974 for the jointly financed services in Iceland as I.Kr.559 (equivaJent to U.S.$6.01 at the rate of exchange of U.S.$1.00 = l.Kr.92.9813).

The 1974 estimates submitted by the Government of Iceland in November 1973 totalling Kr.227 314 980 or U.S.$2 444 739, were 20.24 per cent higher than those for 1973 due mainly to inflation resulting in salary increases, to rental of a teletypewriter circuit in the SCOf{ICE cable from Bracknell to Reykjavik for trans· mission of basic MET messages and to implementation of substantial new capital expenditures previously

Joint Financing

approved by the Council. The rising costs trend com­pounded by the devaluation of the U.S. Dollar (at the time of Council review of the 1974 estimates U.S.$1.00 = I.Kr.92.9813) caused the 1974 estimates to exceed the limit on annual costs recently fixed in Article V of the Icelandic Joint Financing Agreements by U.S.$326 996. The Government of Iceland accordingly proposed, pursuant to past practice and to Article XXII(l){b) of the Agreement, that the limit should be raised to U.S.$2 643 656. In December 1973, the Council indicated that it was satisfied with the estimates and authorized the Secretary General to make quarterly advances to the Government of Iceland, totalling U.S.$2 117 743 representing 100 per cent of the existing Article V limit, 86.62 per cent of the estimates and g9.30 per cent of the 1974 assessments.

The annual report on the operation and utilization of the jointly financed services for the year 1972 was issued in August 1973 as Doc 9071. It indicated that: (a) the area control centre at Reykjavik, operating

continuously, handled a total of 51 928 movements, including 31 960 landings and take-offs; VHF com­munications with aircraft numbered I 53 400; and 193 %8 messages were exchanged with neigh­homing area control centres;

(b) the nine weather stations made 26 148 surface synoptic, 719 radiosonde, and 709 radiowind obser­vations, most of the upper air observations reaching terminal heights well above the 16 760 metres recommended for jet operations;

(c) the radio navigation service provided by the Loran Station at Vik had 31 short periods of interruption totalling ItO minutes, compared with 212 minutes in 1971;

(d) serviceability was reported at 99.9 per cent for the voice channel and 99.57 per cent for the teletype­writer channels rented in the cable connecting Canada, Greenland. Iceland and Scotland;

(e) the number of flights considered to have benefited from the services was 104 175 (the same as from the services provided under the Danish Agreement); the average cost of utilization was US.$17.9 per crossing, as compared with U.S.$16.2 in 1971 (applying the same rate of exchange in both cases, l.Iu.sg.OO = U.S.$1.00).

4. The North Atlantic Ocean Stations Joint Financing Agreement, 1954

Following receipt of notices of withdrawal from Canada, Switzerland and the United States with effect as of the end of the 20th NAOS year (30 June 1974) the Council consulted the remaining 14 NAOS Contracting Govern­ments concerning an arrangement, m tenns of "obliga­tions to pav anc1 rights to receive casr1 for the 21st

77

NAOS year" (i.e. I July 1974 - 30 June 1975) which might prove acceptable to them. The outcome of the consultation by conespondence indicated that 13 NAOS Contracting Governments found the suggested arrange­ments acceptable, but that one Government considered a contribution for the 21st NAOS year by it as not acceptable if in excess of the one it would have had to pay had Switzerland remained a party to the Agreement. The Council therefore hlcluded an item in the agenda for the gth NAOS Conference, pursuant to Article XX(2) of the 1954 NAOS Agreement, as the consultation had failed to conclude an anangenrent acceptable to all the remaining NAOS Governments whose fmancial respon· sibilities were affected.

Following notice by the United States of the withdrawal of its vessels from Ocean Station "D., at the outset of the 20th NAOS year and from Ocean Station "C'' half-way through that year, the Council consulted the 17 NAOS Contracting Governments concerning an arrangement which might prove acceptable to them. This consultation by correspondence, pursuant to Article XIU of the 19S4 NAOS Agreement, although resulting in the attainment of a Supplementary Under­standing1 for the 20th NAOS year, failed to conclude an arrangement acceptable to all the NAOS Governments whose financial responsibilities were affected. The Council therefore also included this subject in the agenda for the 8th NAOS Conference.

In implementation of Recommendation No. 2 (para. 3(d)) of the 7th NAOS Conference, the Council in October 1973, decided that the WMO{ICAO large­scale Joint Financing Conference and the Eighth ICAO Joint Financing Conference on NAOS should be con· vened on 18 February 1974 in Geneva, Switzerland, at the Headquarters of the WMO. It was understood, inter alia, that the agenda, provisional rules of procedure and preparatory documentation for the large-scale Confer­ence would be provided by WMO, while the agenda, provisional rules of procedure and preparatory documen­tation for NAOS/g would be provided by ICAO. The Council, in October 1973, also decided that the agenda for the NAOS/8 Conference would consist of 3 items: (1) obligations to pay and rights to receive cash for the 21st NAOS year (I July 1974 - 30 June 1975), (2) further action to be taken as a result of the United States withdrawal of its vessels from Ocean Stations "C" and "D" in the 20th NAOS year, and (3) liquidation of the 1954 Joint Financing Agreement on North Atlantic Ocean Stations.

The annual report on the operation and utilization

1. Th1s Supplementary U"nderstand1ng determined that funds totalling £110914 lthEr Canada/Umted States share of the w-eaJJed Common Fund for the 20th NAOS Year} should be reallocated to the other NAOS Contractmg Governments m Proportion to the1r 20th NAOS year theoretical re;pon­Siblhtles.

78

of the North Atlantic Ocean Stations, covering the year 1972, was issued in August 1973 as Doc 9069, atd included the following statistics: (a) the stations made 30 273 radio contacts wih

aircraft and 17 gg9 with ships; (b) the stations provided navigational assistance to

aircraft in the form of radar position fixes to 26 117 flights and direction-fmding bearings to 286 flights;

(c) meteorological observations transmitted to shore stations consisted of 67 49g surface synoptic obser­vations; 10 gQ3 radiowind observations and 5 813 radiosonde observations; a very high percentage of

Annual Report of the Council- /973

the upper air observations reached terminal heights well above the 16 760 metres recommended for Jet operations; and

(d) the ships covered 16 530 nautical miles in search and rescue operations and rescued one person from another ship. The number of transatlantic crossings (121 3g2)

benefiting from the services provided by the Ocean Stations was 2.9 per cent higher than in 1971; the cost of utilization was U.S.$39.31 per crossing as compared to U.S.$43.37 in 1971 (applymg the same rate of exchange in both cases, £1.00 = U.S.$2.40).

Chapter V

TECHNICAL ASSISTANCE

I. Introduction

The assistance programmes described in this chapter are those administered by the Technical Assistance Bureau. They consist of the following: 1

I. United Nations Development Programme (UNDP) 2. Funds-in-Trust Programme (FIT) 3. Associate Experts Programme 4. United Nations Fund for the Development of Irian

Jaya (FUNDW!) 5. Voluntary Contributions Programme for aeronautical

training

More than 80 per cent of the total of technical assistance projects administered by ICAO is funded by the UNDP. For the past two years, these projects have been carried out under new procedures recommended by a special study (the "Capacity Study") whlch was commissioned by the UNDP Governing Council. The study was designed to assess the capacity of the UNDP system to provide increased assistance to the developing countries and make appropriate recommendations. Full details of the nature of the changes introduced, par­ticularly with regard to programming, were given in Chapter V of the Council's Reports to the Assembly for 1971 and 1972 (Doc 8982, Al9fP-l and Doc 9046); in the second report it was pointed out that "it is as yet too soon to know whether the new programming procedures and the efforts of the Technical Assistance Bureau have been effective in ensuring that civil aviation in the developing countries will receive the amount of assistance it requires".

During 1973 the Technical Assistance Bureau's efforts in this regard have continued, both for UNDP programmes and for the others listed above, and certain trends have emerged in so far as programme size is concerned. For one thing, total expenditures for aU programmes executed by the TAB increased to $g 95g 063 in 1973 from $7 236 725 in 1972. However, monetary ftgures are not necessarily the best way of comparing programme size from year to year, because of inflationary changes and those brought about by cur­rency revaluations; governments' rephasing of projects from one year to another can also distort these comparisons. As the largest part of ICAO assistance consists in the provision of international experts, the following table, showing the number of experts in all programmes in the field at the end of each year, is a more reliable indication of the increase in programme size as new projects are developed.

79

Increase Experts (decrease)

Year-end in field over 1971

1971 ISS 1972 IS8 + 1.5% 1973 180 + 16% 1974 (estimated2

) 230 +48%

Fellowships, too, show an increase:

Total Increase Fellowships (decrease)

Awarded over 1971

1971 soo 1972 601 +20.2% 1973 636 +26.8% 1974 (estimated2

) 820 + 64%

A further indicator of increasing programme size is the inter-country UNDP/ICAO programme (regional and ~terregional) which has now been approved for the l974-76 period. For those projects whlch consist either of experts on short-term assignments or of fellowslUps, the three-year total is approximately $3.3 million or $1.1 million per year. This compares to a 1973 totai of some $0.8 million, an increase of almost 40 per cent. If all inter-country programmes are taken into account, the 1971-73 yearly average of $1.6 million compares to the planned 1974-76 yearly average (for finn projects) of S2.4 million. The latter ftgure is conservative; other potential projects now being considered by the UNDP may raise it.

United Nations Development Programme

In 197 3, the liNDP Governing Council, at its January and June sessions, approved an additional 48 country programmes, bringing the total number of approved programmes to 83. or those 48 new pro­grammes, the following 25 had an aviation component to be executed by ICAO:

1. In addition, asststance was gtven to Bangledesh under the Untted Nattons Reltef Operations, Dacca (UN ROO I.

2. The 1974 ftgufe is estmlated on the basts of projects. either alreedy approved tn 1973 or in process of approval; thts flgoretsllkelytoincrellSI!ratherthandecrellSII.

80

Barbados Bolivta Botswana Brazil Cuba Dominican Republic Ecuador Egypt, Arab Republic of EIS;i)vador Guatemala Israel Jordan Lebanon

Malawi Maldives Nepal Pakistan Paraguay Rwanda Sudan Swaziland Turkey Uruguay Viet-Nam, Republic of Zambia

During 1973, the following large-sc:ale1 projects were formally approved by the UNDP, involving a total UNDP contribution of $3.4 million against estimated contributions by Governments of$15.9 million:

Brazil: Brazilian Airworthiness Compliance Certification Infrastructure

Egypt, Arab Civil Aviation Training Centre, Republic of: Phase II Yemen: Civil Aviation Organization and

Administration Asia/Far East: Deveklpment of Regional Civil

Aviation Training Centre, Bangkok

Funds-in- Trust (FIT{ Programme

During 197 3 expert services, fellowships and for equip· ment were provided under FIT arrangements to Argen­tina, Columbia, Kuwait, lebanon, Ubyan Arab Re­public, Nigeria, Saudi Arabia and Surinam.

Associate Experts Programme

Under an agreement with the Government of Swe-den, associate experts are provided to assist lCAO experts in the field. During the period, one Swedish associate expert served in Afghanistan, two in N1geria at the Civil Aviation Training Centre and four in Democratic Yemen.

Similar agreements were signed m 1973 with the Governments of Denmark and Finland but by the end of the period, no associate experts from these two countries had as yet been assigned,

United Nations Fund for the Development of/rianJaya (FUND WI/

Information concerning this project will be found in Section 7.

Annual Report of the Council~ /973

2. Participation of the Regional Offices in Technical Assistance Activities

During 1973, technical assistance officers were assigned to four of the six Regional Offices - Bangkok, Cairo, Lima and Mexico City (a fifth officer will be assigned to Dakar early in 1974). The Offices assisted in the preparation of country briefs and project documents; they maintained close liaison with UNDP Resident Representatives, field missions and training centres. Under delegated authority from Headquarters, several of the Offices made intet-l-'OUntry fellowship awards and administered certain inter-country projects within their regions.

A listmg of some of the technical assistance activi­ties of the various Offices follows:

African Office {Dakar)

The Office provided briefing to seven experts prior to their assignment in the area, made arrangements for the termination of the services of the expert of the Radio Frequency Search and Engineering Unit in April and for the reactivation of this project in October and took action to obtain information from States on their requirements for regional projects and fellowships during the 1974-76 period.

A T A Officer will be assigned to this Office in January 1974 and the Office will be delegated authority for the scheduling of Regional TA experts and the award of fellowships, thus bringing it into line with the other ICAO Regional Offices.

Far East and Pacific Of flee {Bangkok)

Nine country programme projects were formulated and associated documents prepared for five States - Bangla­desh, Indonesia, Nepal, Philippines and the Republic of Viet-Nam - as well as one regional pr~ect for an extension to the Civil Aviation Training Centre, Bangkok. The latter project was approved by the UNDP in November; it aims at providing courses to commence at the Centre in 1975 in radar maintenance, radar air trafltc control, aeronautical information services and flight operations. A project for reinforcement of the Civil Aviation Department in Bangladesh was also approved and implementation commenced with the award of fellowshipS and the arrival of experts.

Thirty assignments to sixteen countries were arranged for ten inter-<:ountry experts covering the fields of aerodrome engmeering, radionavaids testing, fre­quency search, communications engineering, training, air transport economics, communications operations, fire

3. "large-scale'' is arbitranly defmed by ICAO as anything I!XC'*!dmg U.S.$500 000

Technical Assistance

fighting· and teletypewriter maintenance. Detailed briefmgs were given to the above experts before and between assignments as weB as to eight country pro­gramme experts. Support was obtained from most States for four regional projects for the period 1974-1976. Sixty fellowships were awarded.

Middle East and East African Office, Cairo

The Office continued to administer inter-country projects on frequency search and aerodrome fire and rescue services. Advice was provided to all States on ways to assure participation during 197476 in inter· country projects. Fellowships were awarded to 157 students from 22 States. Close liaison was maintained with the Civil Aviation Safety Centre in Beirut and the Civil Aviation Training Centre in CairO. A revised summary of Aviation Training Facilities in the Middle East Region was given to several States in the formula· tion of technical assistance projects, notably to Pakistan for the creation of a new Civil Aviation Training Institute in Hyderabad. The Office participated in preliminary studies of a proposed Gulf States Civil Aviation Training Institute.

North American and Caribbean Office, Mexico City

Twenty fellowship awards were made from the Inter· regional Aeronautical Training Project, another thirty· four from country projects and three under Assembly Resolution Al6-7 (lATA contribution). Eleven project documents, including original drafta or revisions were prepared in respect of nine country projects and one proposed regional project. Visits were made to eleven States or Dependent Territories to discuss the formula­tion of new technical assistance projects or implementa­tion of approved projects. Technical and administrative support was provided to two regional and three inter· regional projects assigned to the Region during the period. A meeting to discuss the establishment of a Caribbean Training Institute was convened at the Office with the participation of Representatives of sixteen States and Dependent Territories and the UNDP. A second meeting on the establishment of the Institute took place at Barbados late in November, at which agreement was reached on the inter-country agreement required for the estabhshment of the Institute and the arrangements for fmancing the operating costs. Assist· sace was given to one school in the preparation of a special course for senior A TS officers from various States; administrative support was also given in con­nexion with engineering training in one State for fellows from various Latin American countries.

81

South American Office {Lima)

An ICAO country brief was prepared by the Office for one State and another State received assistance in the preparation of a new project. Assistance provided to six States in the revision of ongoing projects resulted in the expansion or extension of these projects. One country received assistance in the preparation under a Funds-in· Trust arrangement with ICAO of a new project related to the implementation of a major aeronautical telecom· llll1Ilications programme covering aU the facilities recommended in the Plan, includfflg training of the associated technical personnel. At the request of another State, assistance was provided for the development of a short-term project for the evaluation of a major ATS/COM improvement programme. This project was later undertaken under a Funds-in-Trust arrangement with ICAO by a group of experts headed by the COM Officer of the Office. In consultation with Headquarters, asJistance was provided to one State m the implementa· tion of an air transport project under the UNDP and in the arrangements with a second State for the organiza· tion of special training courses. Thirty-three fellowships totalling 117 man{months were awarded under the ICAO Interregional Programme to students of eight collfltries. Sixty-two feBowships totalling 338 man/ months were awarded to students of seven States under nine country projects. As in past years, the Office continued to exercise administrative responsibilities for the inter-country projects assigned to South America. It also continued to provide administrative and technical support to the VHF Extended Range Project. Briefmg was provided to twelve experts prior to their taking up their assignments to various UNOPfiCAO projects in South American countries.

3. Finance

In this part, expenditure4 figures only are given and as totals by countries; in other words, if two or more pr(]jects are executed in one country, the figure reported will be the total of all these projects. With this qualification, ICAO expenditures under the UNDP in 1973 amounted to $7486197 for country and inter· country projects; for FUNDWI expenditures were $259 352 and for all other Funds-in· Trust activities $1 212 514 amounting to a total of $8 958 063 for all TA programmes administered by the Technical Assist­anre Bureau. This compares to a total figure of $7 236 725 in 1972. Overhead costs incurred in adminis­tration amounted to $l 114 249.

4. Under current UNOP accounting practice. "expenditures'· means actual disbursemenu 1n respact of fellowships and equipment, and pro forma costs Ill respect of expert service.

82 Annual Report of the Council 1973

I. UNDP COUNTRY PROJECTS EXECUTED BY ICAO

Expenditures Expenditures Country (U.S.$) Country (U.S.$)

AFRICA Americas (cont.) Botswana 19469 St. Vincent l 561 Burundi 26760 Trinidad and Tobago 39757 Central African Republic 29470 Uruguay 118 994

Ghana 11399 Venezuela 31179 Kenya 41 157

Total- Americas 1816561 Lesotho 14554 Liberia I 616 Malawi 7 783 ASIA/FAR EAST Mali 3 581 Afghanistan 504451 Mauritania 22 704 Bangladesh 19563 Mauritius 10240 Indonesia (257)

Nigeria 363 912 Iran• 209 979

Rwanda 39701 Khmer Republic 82 347 Sierra leone 195 laos 17 527 Somalia 27724 Malaysia 60818 Swaziland 31 647 Nepal 92 638

Togo 7 595 Pakistan 9 536

United Republic of Cameroon 183 Philippines 49 Upper Volta 5 630 Singapore 19257

Zambia 171 022 Sri Lanka 2H38 Thailand 23260

Total- Africa 836 362 Total - Asia/ Far East 1 067 006

AMERICAS Antigua 12498 EUROPE, MEDITERRANEAN Argentina 256 806 AND MIDDLE EAST Boll via 36134 Algeria 10 391

Brazil 12 662 Bulgaria I 349

British Virgin Islands 890 Democratic Yemen 286 313

Cayman Islands 2 656 Egypt, Arab Republic of 75706

Chile 228 135 Hungary I 468

Colombia 201 658 lrnq 7 540

Costa Rica 12 413 Jordan 86028

Cuba 10934 Lebanon 354113

Dominica 4168 Malta 41932

Dominican Republic 73M Romania 40739

Ecuador 106 899 Saudi Arabia 191991

El Salvador 3614 Sudan 78 977

Guatemala 20 357 Syrian Arab Republic [ 385

Haiti 9 017 Tunisia 145 268

Honduras 16 391 Turkey 82 160

Mexico 107 8J6 Yemen 78133

Montserrat I 562 Total - Europe, Mediterranean Netherlands Antilles 167 710 and Middle East I 483 493 Nicaragua 18 259 Panama 158 184 Sub-total - Country Projects 5 203 422

Paraguay 105 294

Poru 115 691 • Financed by a cost4laring agreem11nt between the Govern· St. Kitts 2411 ment of Iran and the United Nations Development Programme

St. Lucia 5 497 (UNOP)

Technical Assistance

2. UNDI' INTER-COUNTRY PROJECTS EXECUTED BY ICAO

Project

REGIONAL East African Civil Flying School East African School of Aviation East African CommunJty Telecommu·

nications Engineering

Total-Africa

VHF Extended Range (Americas) Air Traffic Services (Americas) Airworthiness (Americas)

Total - Americas

Asia/Far East- Regional Civil Aviation

Sub-total - Regional

INTERREGIONAL Frequency Search and Engineering Aerodrome Engineering Training Adviser Air Transport Econolnics Air Services OperationsfPersonnel

Ucensing Aerodrome Fire and Rescue Communications/Operations Teletypewriter Maintenance Aeronautical Training Airworthiness

Sub-total- Interregional

Sub-total - Inter-country projects

TOTAL- UNDP PROJECTS

3. FUNDS-IN-TRUST*

4. ASSOCIATE EXPERTS*

5. FUNDWI*

TOTAL PROJECT EXPENDITURE

Overhead Expenditures

• lncludmg forward commitments.

Expenditures (U.S.$)

482 078 3956

~

5!1 661

925 390 15 221

~

970986

137 618

I 620 265

166929 46363 13477 29 366

29454 30432 15 187 45 758

266 751 18 793

662 510

2 282 775

7486197

I 081 978

130 536

259 352

8 958 063

I 114249

83

4. Personnel

Two hundred and thirty experts5 from 35 countries were employed by ICAO during all or part of the year 1973 on projects administered by the Technical Assist­ance Bureau: 199 on assignments under the UNDP I under UNROD, 30 on Funds-in-Trust projects. 3 'on FUNDWI and 7 under the Associate Experts programme. Sixteen of the experts mentioned above were on Operational Assistance (OPAS) assignments.

The distribution of experts by nationality, grade and programme is shown in Appendix 10, their distribution by trade or profession and programme in Appendix II. Eighty-nine new experts were recruited in 1973, either to fill new posts or as replacements, and separations from the service during the year amounted to 68.

5. Fellowships

During 1973, a record number of 636 fellowships were awarded6 by ICAO. Of these 618 were awarded under UNDP programmes, 10 under FIT and 8 under the Voluntary Contributions for Aeronautical Technical Training Programme (Al6-7). Many were for training at ICAO-sponsored training centres: 174 under UNDP country programmes and 230 under inter-country pro­grammes, with another 6 under FIT and 2 under A16-7. Details of the nationalities of the recipients, fields of training, host countries and durations will be found in Appendix 12.

As stated above, the total of 636 fellowships awarded in 1973 is the largest in ICAO history, 5 per cent above the previous largest figure (601) achieved in 1972.

6. UNDP and FIT Programmes

Under the UNDP programme, ICAO had resident mis· sions in 47 countries for all or part of 1973 and gave assistance to 46 others in the form of fellowships, visits from experts assigned to inter-country projects, or sub-contractual arrangements. In addition, under various FIT arrangements, the Organization provided assistance to eight countries.

A brief country-by-country summary of the assist­ance provided (except for equipment and fellowships) is given in the paragrapha that follow; fellowships are listed in Appendix 12. The number of experts and the total

5. Ten of these ~KPerts were employed in two or more programmes dunng the year; the figures mentioned, there· fore, add up to 240 instead of 230.

6. Some of the Uaini~g under these fellowships Will be carried outafterthereportlngperiod.

84

number of man/months or services provided are shown m parentheses, for example "(2/1 5)" means that two posts of this particular profession were fLlled during the year (or part of the year) for a total of I 5 man/months.

An asterisk (*) denotes an expert provided under FIT; two asterisks(**) denote an associate expert. The term "OPAS" designates an expert who provided oper· ational assistance rather than advice or instruction.

Country Listings

AFGHANISTAN

Assistance to Afghan Air Authority AFG/69/522

PrOject Manager (1{12) Operations Adviser/Training Pllot (1/12) Aircraft Maintenance Adviser (1/12) Radio Maintenance Expert (1/12) Airline Traffic Expert (1{12) Aerodrome Construction Engineer (1/7) Mechanical Engineer (1{10) YAK40 Training Pilot (1/10) YAK-40 Maintenance Expert (1/12) Aircraft Maintenance Instructor (1/10) Procurement/Material Control Expert (1/12) Flight Safety Adviser (1/12) Accounting Adviser (Special Service Contract) (1/7) **Heavy Equipment Maintenance Expert (1/11)

Assistance was continued in the fields of Aerodrome Construction, Aircraft Maintenance, Flight Operations, Heavy Equipment Maintenance, Radio Maintenance, Procurement/Material Control, Traffic/Sales, and Airline Organization and Management. Flight training for Afghan pilots on Y AK-40 aircraft was inaugurated, and one YAK-40 flight crew was qualified later in the period, with a second crew under training. The services of the Aerodrome Engineer ended in July after advice and assistance on construction of 29 airfields in three years was completed.

Chief of Mission t Radio Maintenance Engineer (1/9)

Training and assistance in the fields of Operations and Flight Safety and Radio Maintenance continued throughout the period.

Two inter-country experts were assigned during the period: a COM{OPS expert (two months) who assisted in planning a domestic fiXed telecommunications network and advised on other improvements, and a teletypewriter maintenance instructor (three months) who trained five mechanics on Siemens equipment.

Annual Report of the Council- 1973

ALGERIA

ILS/VOR Maintenance Instructor (1/6) The services of the ILS{VOR Maintenance Instructor continued until mid-period. At the request of the Government the provision of an A 1S Radar Control Instructor has been postponed to January 1974.

ARGENTINA

Project Manager Electronics Engineer VOR/ILS Electronics Engineer Radar Flight Inspection Expert ATS Expert Short-term Experts

(1/ll) (1/7) (1/9) (1/3) (1{1)

(4Y2 months)

The project, providing assistance to the Centro de Instrucci6n, Perfeccionamiento y Experimentaci6n (CIPE) for advanced instruction of ground personnel, began early in the year; during the period all equipment foreseen in the project - counterpart and UNDP -was ordered and much of it was received. Instructional syllabi were prepared, and training began.

An A TS Expert, who will become a member of the project staff in 1974, completed a study and made recommendations for ATC, radar and non-radar opera­tions, laboratory requirements and necessary classroom remodelling.

The remodelling has now been completed. On the basis of the study subsequent specifications were developed at ICAO Headquarters and bids were requested from manufacturers to provide equipment. At the end of December 1973 a contract was signed cOvering these purchases.

A total of 372 students were trained in CIPE courses this year of which 68 were from other countries in South America.

A sub-contractor concluded a study of the Argentinian air transport system.

An inter-country teletypewriter expert spent four months working with counterpart personnel setting up new equipment and preparing a maintenance course for both Siemens and Olivetti teletypewriters. A frequency search unit expert was assigned for 4~ months to assist in setting up electronics equipment for the electronics laboratory. He also conducted a spectrum analysis of various designated bands of frequencies. An electronic engineer co-operated with a U.S. Federal Aviation Administration Engineer in a site location study of new ILS facilities at Aeroparque Airport.

t The Project Manager of the larger project also acted as Ch1ef ofMissionofthesmallerproject.

Technical Assistance

BANGLADESH

Civil Aviation Adviser (1/3) COM/OPS Expert (1/2) Fire Fighting Expert (1/2) Air Law Expert (1/1)

The Civil Aviation Adviser, appointed the previous year under the United Nations Relief Operations, Dacca (UNROD), completed his assignment in March. Three UNDP/ICAO assistance projects were included in the proposed country programme; the f'rrst - Immediate Assistance to the Department of Civil Aviation -began functioning late in the year.

An inter-country electronics engineer spent six weeks advising on the selection of receiving frequencies for various communications circuits.

BEUZE

A short visit by an engineer of the frequency search unit was made to advise on navaids installation.

BOLIVIA

Civil Aviation Adviser (1/12) The international expert provided advice and assistance to the Government, including the reorganization of the Adrninistraci6n de Aeropuertos y Servicios Auxiliares a Ia Navegaci6n Aerea, in the revision of Bolivia's AlP, and in the utilization of Bolivian airspace. Two visits were made by inter-country radio frequency search and engineering experts, one for three months to study and advbe on the updating of various communications plans, the other a short (8-day) assignment to advise on VOR siting in Cochabamba.

BOLIVIA, BRAZIL, ECUADOR and PERU

ProjectManager (1/12) Considerable progress was made on this project, designed to provide VHF Extended Range air/ground communica· tions facilities at 13 locations within the four partici· pating countries. Equipment ordered the previous year was installed at many of the sites; by the end of the reporting period four stations were already in operation on a trial basis.

BRAZIL

A one-month visit by two consultants assisted the Government in preparing the project document for the large-scale assistance project listed in Section 1.

85

BURMA

An electronics engineer advised the Government on improvements to the aircraft and equipment used for 11avaid flight checking; a second engineer Wlla assigned to advise on the selection of frequencies for communica­tions circuits.

CAYMAN ISLANDS

A frequency search unit engineer was assigned for one week to advise the Government on a site for a navaid installation.

CENTRAL AFRICAN REPUBLIC

An engineer of the frequency search unit was assigned for one month to assist in frequency selection and to mvestigate the causes of interference with communica· lions circuits.

CHAD

A frequency search unit engineer spent five weeks a::lvising on the selection of communications frequencies .nd determining the causes of interference with com­munications circuits.

CIDLE

Project Manager (1/12) Electronics Engineer lnstrnctor (Telecommunications) (1/12) Electronics Engineer Instructor (Navaids) (1/12) Teletypewriter Maintenance Expert (1/S) COMfOPS Instructor/Adviser (1/12) ATSlnstructor (1/B) Electronics Engineer Adviser (1/12)

Progress of the Civil Aviation Training Centre continued and can be measured by the increase in the number of graduates during the period. In the first half of the year, the centre graduated 103 students (surpassing each reporting period of 1972) and the number of graduates during the second half was SO per cent greater; the total number of graduates during the year was 256.

During the period the national counterpart position improved and eleven nationals were sent for fellowship training abroad.

An inter-country teletypewriter maintenance expert was assigned to the project for five months to train national

86

personnel in Siemens equipment and to inspect and evaluate procedures and equipment at various locations in the country.

COLOMBIA

Project Manager (1/12) ATS Instructors (2/24) Radio Maintenance Instructor (1/1) Navaids Maintenance Instructor (1/S)

Assistance to the Civil Aviation Training Centre in Bogota continued. At Government request, the project which had been scheduled to terminate in August was extended for another year. During the period 143 students were trained in basic and advanced courses, which meant a workload of 7 620 hours of theoretical and practical teaching. Almost all the equipment to be provided to the project as originally planned was dellvered to the Centre and is being used; most of the equipment to be provided for the extension of the project has already been ordered and some of it delivered to the Centre.

A short four-man mission under Funds-in-Trust advised the DAC on the evaluation of bids received for the provision of A TS facilities.

A subcontractor is continuing a study of the Colombian Air Transport System.

An inter-country airwonhiness expert was assigned for three months to advise on revision of airworthiness regulations and on airworthiness inspections.

CONGO, People's Republic of

Airline OperationS/Management Expert (1/12) Air Transport Economist (1/4)

The two experts have been working wlth the domestic airline (Lina..Congo) to assist in improving fljght safety and revenue.

COSTA RICA

Aerodrome Engineer (lfl% months) The expert began his mission at year-end. Three inter­country experts were assigned during the period:

An airworthiness expert (seven weeks) to advise on revision of civil aviation regulations;

A PEL/OPS expert (one month) to advise on the elaboration of personnel licensing regulations;

An engineer of the frequency search unit (three weeks) to advise on the installation of navaids.

Annual Report of the Council- 1973

DEMOCRATIC YEMEN

Civil Aviation Administration/Project Manager {1/9) ATS Expert/Instructor (1/9) Aeronautical Stations Operator (1/9) Radio Maintenance Expert (1/12) Senior MET Adviser (1/10) ••Radio Maintenance Technician (1/12) "'"'Fire and Rescue Officer (1/7) ••Aeronautical MET Experts (2/12)

Fellowship training continued during the period, IS fellows finishing in air trafftc control, radio main· tenance, meteorology and communications/operations. The experts provided advice and assistance to the Directorate of Civil Aviation and to the local airline. Telecommunication and training equipment for approxi· mately $175 OOOwas provided.

An inter-country airwonhiness expert spent six weeks advising on airworthiness regulations, and a flight opera­tions adviser assisted the airline in the preparation of a basic operations manual.

EAST AFRICAN COIIMUNITY

East African Civil Flying School, Soroti

Project Manager (1/12) Chief flying lnstructort (1/12) Chief Navigation lnstructort (1/11) Chief Engineering lnstructort (1/12) ChiefMaintenanceEngineert (1/12) Flying Instructorst (2/20) Navigation Instructort (I/12) Procedure Training lnstructort (1/9) Engineering Instructorst (2/20) Maintenance Engineert (1/9)

The first course of student pilots, which had completed its initial training at Soroti in 1972, finished its advanced training at the subcontractor's school in Scotland; on their return to East Africa most graduates were employed by East African Airways, and the remainder by parastatal organizations. The second pilot course completed its initial training during the period, and proceeded to Scotland for further training, and the third course cancelled training at Soroti at year-end. The first student mechanics course continued, and the second course was under way during the period.

Telecommunications Engineer (OPAS) {lfl2) The expert provided operational assistance to the Com· munity in connexion with communications and navaids installations at airports.

t Subcontract personnel, not directly hired by ICAO.

Technical Assistance

East African School of Aviation, Nairohi

Air Traffic Control Instructor (1/1) Except for the provision of one man/month of air traffic control instruction, this project terminated in 1972.

An inter..cotmtry electronics engineer spent foUI weeks advising on procedures and equipment employed by the East African navaid flight check unit.

ECUADOR

Electronics Engineer/Project Manager ( 1/12) ATS Expert (1/12) Aerodrome Engineer ( 1/1)

The mission provided assistance to the Government· in bringing into effect the Communications/Navaids plan with the installation of two new VORs and four NDBs plus various VHF communications systems. Advice was also given on the implementation of flight information subcentres and terminal areas. Support was also given to the activities of the Escuela Tecnica de Aviaci6n Civil.

Two inter-country experts were assigned during the period: an electronics engineer (2 weeks) who instructed government personnel in navaid inspection and an aerodrome ftre and rescue expert (six weeks) who reviewed the tlre and rescue services at Quito and Guayaquil Airports, as well as training tlre fighting personnel.

EGYPT, Arab Republic of

Training Adviser (1/1) Training Adviser/Project Manager (1/8) Airport Lighting Instructor (1/8) AirTrafflcControlExpert (1/1)

In addition to the continued ICAO 3Sllistance to the Civil Aviation Training Centre under a small-scale project, preparations were completed for a Phase 11 large-scale project. Equipment worth approximately $27 000 and 3/6 man-months of fellowship training for irtstructor upgrading were provided and implemented during 1973 under the small-scale project.

FoUI hundred and eighty students attended courses at the Centre during the period; 316 of these came from countries other than the Arab Republic of Egypt.

ELSALVADOR

The inter.country PEL/OPS expert visited El Salvador for 1!4 months to prepare a draft civil aviation law for government consideration.

87

ETIUOP!A

Three inter-country experts were assigned during the reriod:

An engineer of the frequency search unit (two months) to advise on selection of receiving frequencies for domestic and international cir· cuits;

A COM/OPS expert (two months) to advise on reduction in meS3age handling times at the Addis Ababa AFTN Centre and to prepare a COM/OPS manual;

A tl.'letypewriter maintenance instructor (four months) to give specialized training to govern· ment personnel.

GUATEMALA

PEijOPS Admer (1/3) Air Transport Economist (1/lVz)

The first expert advised the Government in the applica­tion of new regulations, and trained personnel. The economist began a short mission at year-end.

An inter-country ele~::tronics engineer, in two assign­ments totalling three months, assisted the Corporaci6n Centroamericana de Servicios de Navegaci6n Aerea (COCESNA) in the acceptance inspection and the illstallation of a new flight inspection console and trained COCESNA personnel in its use.

GUYANA

An inter-country electronics engineer spent two weeks a.ivising the Government on requirements and pro· cedures for flight and ground inspection of navaids.

HAITI

Road Construction Expert (1/3) The expert, on Joan from F AO, ascertained the possi· bility of constructing a mountain road required for the establishment of a point-to-point communications relay station. An inter-country electronics engineer was also assigned for a short period to this project.

HONDURAS

Aeronautical Information services Expert (1/3) The expl.'rt advised the Government on the improvement of Honduras' aeronautical information services.

88

During the period two inter-country experts were assigned to Honduras for a total of ten weeks to advise the Government on the preparation and application of airworthiness and personnel licensing and operatio~s regulations.

HONG KONG

The inter-country air transport economist was assigned for a shon period to examine the major econorric aspects related to further development of air transport lll Hong Kong.

INOONESIA

In a twO:month visit, an inter-country COM/OPS expert advised the Government on methods of improviDg message handling procedures at several locations alld prepared a COM/OPS manual. An electronics engineer was also assigned for one month to evaluate the installation of equipment in the country's navaid flight check unit, and to train government personnel. For FUNDWI projects, see section 7.

IRAN

Project Manager Nrcraft Maintenance Instructor

(1/12) (4/39)

Air Services Operations Expert (1/3) Electronics Engineer (1/12)

The first project consists of assistance to the Imperitl Aero Club of Iran for the training of aircraft mechanics. During the period the counterpart instructional team was completed, and a total of 188 stt~dents were under training. However, the present school is inadequate to meet Iranian needs; a new school building is under construction and the complements of international experts and national counterparts will both be increased.

The experts of the second project provided assistance to the Government in their fields of expertise.

Four inter-country experts were assigned to Iran during the year:

A frequency search engineer (3 months) whl) advised on the selection of new communications frequencies and the solving of interference problems.

An air transport economist (3 months) who reviewed the potentialities of air tr.ansp01t development within the country and advised on the expansion of the statistical department of the Directorate General of Civil Aviation.

Annual Report of the Council- 1973

An aerOdrome engineer (2 months) who advised the Government on a series of new airports.

An electronics engineer (I montll) who was con­cerned with the setting up of a calibration laboratory for the navaids flight check unit.

IRAQ

Three inter-country experts were assigned during the period:

An aerodrome engineer (two months) who advised on the design of the proposed terminal building for Baghdad International Airport, and on cargo handling;

An air transpon economist (seven weeks) who assessed the potential development of air trans­port and advised on the collection of statistical and economic data;

An airworthiness adviser (seven weeks) who assisted the government in the preparation of compre· hensive national airworthiness requirements and regulations based on the new civil aviation law.

IVORY COAST

An engineer of the inter-\:ountry frequency search unit spent three weeks advising on selection of frequencies for communications circuits.

JORDAN

Civil Aviation Management Adviser (1/6) Radio Maintenance Expert (1/4) ATSExpert (1/2)

The new project - assistance to the Directorate of Civil Aviation - began during the second half of the period.

KENYA

Chief Aerodromes Engineer (OPAS) (1/12) Financial Manager (OPAS) (l/1)

The experts provided operational assistance to the Government on matters related to its aerodrome development and modernization programme.

KHMER REPUBUC

Electronics Engineer (1/9) Air Transport Economist (1/6) Air Law Expert (1/6)

The electronics engineer advised and assisted the Govern­ment in navaid and communication matters. The

Technical Assistance

economist advised on the development of air transport in the Republic, and the air law expert i:; preparing a reformulation of the country's aviation lav.s.

Two electronics engineers visited the Republic, one for two months to recommend frequency assignments, the other for three weeks to provide trainJng and to help rehabilitate essential communications systems.

KUWAIT

•Electronics Engineer (1/12) Advice and assistance was provided to the Civil Aviation Department in communications and electronics engi­neering. An inter-country aerodrome engineer was assigned for three months to advise on the organization of a works department in the CAD.

LAOS

An inter-country teletypewriter maintenance expert spent 21/2 months training government maintenance per­soflllel on SA GEM electronic telegraph equipment.

LEBANON

Civil Aviatron Safety Centre

Project Manager{ Adviser Simulator Engineering Adviser Air Transport Economics Expert Visiting Experts

(Air Transport Economics, Accident Investigation and Instructional Techniques)

Simulator Operations Advisers

(1/12) (1/12) (2/17)

(g/12~)

(2/3)

The programme of training provided by the Civil Aviation Safety Centre was successfully completed despite two major periods of local difficulties. However, the number of students has been adversely affected. Nevertheless, the end-of-year training activity reached a high level with over 100 students undergoing training at one time. Approximately 4 000 hours of simulated flight training have been provided, and, additionally, students from 48 different countries have completed approxi­mately 3 370 man/weeks of formal training.

Flight Operations Adviser (1/12) AIR Adviser (1/12)

Tite experts continued to provide assistance to the Governments in their fw!ds of specialization, including advice on the operational safety aspects of Beirut

89

Airport and in en-route and station facility inspections of various operators.

LESOTIIO

Air Transport Adviser (1/1) The Adviser became ill shortly after his assignment began.

An inter-country airworthiness expert spent three weeks advising the Government on airworthiness procedures and on staffing and training of personnel.

UBERIA

An inter-country teletypewriter maintenance expert was in the country for four months to train civil aviation personnel on Teletype 28 equipment.

UBY AN ARAB REPUBUC

•civil Aviation Adviser (1/4) • ATS Expert (1/3) •COM/OPS Expert (1/2) •Airworthiness Expert (1/2) •Senior Airport Engineer (1/l) "'ElectronicsEngineer (1/1)

A new Funds-in-Trust project began late in the year, providing edvice and assistance to the Department of Civil Aviation,

An inter-country airworthiness expert was assigned for three weeks to advise the Government and Ubyan Airlines on airworthiness organization and procedures. An engineer of the frequency search unit spent I¥! months selecting frequencies for various domestic and international communications circuits.

MALAWI

An inter<ountry aerodrome ftre and rescue expert was in the country for two months to train fire fighting personnel and to advise on requirements for fire flghting equipment at various airports.

MALAYSIA

ATS Adviser (1/12) COM/OPSExpe<t (1/12)

Assistance was provided to the Government concerning the establishment of two Malaysian Flight Information

90

Regions, and local training of communications staff was carried out by the COM/OPS expert. Three inter-country experts were assigned during the period:

An electronics engineer (three weeks) advised on matters relating to the navaids flight inspection unit.

A second electronics engineer (one month) inves­tigated the unsatisfactory performance of an ATS speech circuit and made recommendations on suitable frequencies for use on international circuits.

An aeronautical training adviser (two months) advised on requirements for staff training.

MALTA

ATS Expert (OPAS) (1/12) Air Traffic Controller (OPAS) (1/12)

These experts provided operational assistance to the Government.

MAURITANIA

Chief, Department of Civil Aviation (OPAS) (1/11)

The expert provided operational assistance to the Government.

MAURITIUS

At year-end, two inter--country experts- an aerodrome engineer and an aerodrome fire and rescue expert -were in the country.

MEXICO

Senior Electronics Engineer (1/12) Electronics Engineer (COM System) (1/8) Telecommunications Engineer

(SwitchingSystems) (1/12) ATSAdmer (1/3)

The project to advise the Government on modernization of air navigation systems and air traffic services con­tinued during the period, during which communications installations in five control towers were completed and placed in service, and an approach control service and long range VHF facility were commissioned at Acapulco. Additional teletypewriter channels between various centres were provided. The navaids calibration labora­tory was operational. A training course for air traffic controllers on secondary suneillance radar was insti-

Annual Report of the Council 1973

tuted, and SSR were in process of installation at Mexico City, Monterrey and Guadalajara.

NEPAL

Flight Operations Expert (1{4) AJRAdriser (lfll) TechnicalOfficer(Electronics) 0/12) Fire and Rescue Expert (1/6) Flight Operations Expert/Flight Examiner (1/l)

The mission provided assistance to the Government in the updating of civil air regulations and the development of operational control procedures. Assistance was also provided in the fields of airworthiness and accident investigation and communications.

An electronics engineer made two visits to Nepal to train personnel of the Civil Aviation Department and to engineer frequency complements for a planned single sideband communications network.

NETHERLANDS ANTILLES

Project Manager/ATS Adviser (1/12) ATS Instructor (1/J2) Electronics Engineer (3/12)

The project includes the establishment of an Air Traffic Control Training Centre, and the improvement of facilities and services for civil aviation.

The Centre opened in December 1972 with the first bask ATC course consisting of 21 students from the islands of Aruba, Cu~ao and St. Maarten. Twelve of the seventeen students who eventually completed the course graduated successfully in September 197 3. Two short courses were given to operational controilers in preparation for the introduction of a traffic display system based on flight progress strips.

The three lCAO experts currently assigned to the pcoject also provided advice and assistance to the Government in their specialities.

An inter-country electronics engineer made a short visit to advise on the installation of an Its at St. Maarten.

NICARAGUA

A TS Expert (1/2) An ATS expert spent two months advising on the restructuring of the air traffic services and establishing a short-range plan for improvement of these services.

An inter-country PEL{OPS expert spent 11'2 months in

Nicaragua advising on the revision of the civil aviation code.

aclrnicolAssistance

NIGERIA

ProjectM-er (1/12) Senior Radio Maintenance Instructor ( 1/7) Senior ATS Instructor (1/7) Senior Aircraft Maintenance Instructor (1/7) Chief Flying Instructor (1/12) Pilot (Flying)lnstructors (4/3!) Procedure Training Instructor (1/12) Olief, Aircraft Maintenance (OPAS) (1/12) ••Assistant Radio Maintenance Instructor (1/7) ••Psychologist (1/12) Radio Maintenance fnstructor (1/12)

la 1973, national counterpart instructors took over control of three of the four schools; only the Flying School remained under control of an ICAO expert at year-end. Ninety-four students completed courses, bringing the total number of graduates to 460. Four new Cessna Skyhawks were ordered for basic training

An inter-country expert conducted a one-month course in instructional techniques.

Senior ATC Officer (OPAS) (1/12) Pilot Examiner (OPAS) (1/10)

The experts provided operational servi~s to the Govern­ment.

PANAMA

Project Manager (1/12) ATSExpert (1/12) AIR Services OPS Expert (1/12) Electronics Engineer (1/6)

The experts provided assistance to the Directorate of Civil Aviation (DCA) in their fields of specialization. This included advice on the organization of the DCA, on tbe national air navigation plans and the Panama terminal control area, and instruction of personnel.

PARAGUAY

Civil Aviation Adviser (1/12) Ground Subjects Instructor (1/4)

The mission provided advice to the Government on various aspects of civiJ aviation, particularly with regard to the modernization of airport facilities at several cities, and assistance to the Escuela Nacional de Aviaci6n Civil in terms of training of counterparts and the ordering and supply of training equipment,

91

Two engineers of the inter-country frequency search unit visited Paraguay at different times during the period to assist in the installation of new communications facilities at La Paz Airport.

PERU

Project Manager (1/6) Procedures Specialist (1/11) Electronics Engineer (1/9) ATC Spe<ialist (1/S)

Thls project is designed to provide advice and assistance to CORP AC, the Corporaci6n Peruana de Aeropuertos y de Aviaci6n Comercial. Assistance was given in the imtallation and preliminary alignment flight checking of the Uma ILS glide slope, and in the installation of the Tarapoto VOR. Training equipment was requisitioned and some of it delivered during the period. A basic ATC course for newly-hked controllers was organized and presented, An A TC laboratory was designed and con­structed and put into operation. Course material for VOR maintenance training was prepared. On-the-job tnining was provided for new VOR and Its equipment.

An inter-country frequency search unit expert was :migned to Peru for one month to advise on the national telecommuuications network,

PBIUPPINES

Three inter-country experts were assigned to the Philip­pines during the period:

An air transport economist (2'h months) to advise on the futUie development of air transport in the country;

An aerodrome fire and rescue expert (two months) to prepare specifications for fire fighting equip­ment and to train fire fighting personnel;

An aviation training adviser, who was in the country at year-end.

RWANDA

CiviJ Aviation Adviser (1/12) The expert provided advice and assistance to the Government in various fields, including the organization of the General Directorate of Civil Aviation, preparation of draft air regulations, modifications of FIR limits, and training of personnel.

92

SAUD! ARABIA

Chief of Mission Advanced ATS Instructor Training Adviser Senior Radio Maintenance

Instructor Radio Maintenance Instructor ATS Expert (Jeddah) ATS.fupert (Riyadh) A TS Expert (Dhahran) Air Transport Economist A TS Planning Expert Senior Aerodrome Engineer Aerodrome Engineers Aerodrome Engineer (E and M) COM/OPS Adviser Fire and Rescue Expert Fllght Operations Adviser Airworthiness Adviser Electronics Engineer

UNDP (1/12) (1/12) (1/9)

(1/12) (1/9) (1/9) (1/9) (1/9)

FIT

(1/3)

(1/3) (1/3) (1/3) (113)

(1/12) (1/12) (1/12) (4/37) (1/12) (1/S)

(1/12) (1/12) (1/11) (1/12)

The mission's work grew duting the year and two new positions were added (Air Transport Expert and Aero· drome Engineer/Contract Adviser Administrator). At the Jeddah Training Centre a new A TC simulator and a new Language Laboratory were installed. The airport development programme was about at its peak with new and ongoing projects exceeding $500 million. Contracts were entered into for over $7 miJlion for navigation aids and communications equipment as well as tenninal radar for Jeddah. The lCAO mission was active in all these fields. A new UNDP country programme was im· plemented wherein UNDP undertook to fmance the positions in the mJSsion that are directly aS$0ciated with training, as weU as a sizable fellowship programme over the Iwe-ye.ar period.

An inter-country air services operations adviser was in Saudi Arabia at year-end.

SIERRA LEONE

Three inter-country experts visited Siena Leone duting the period:

An aerodrome ftre and rescue expert(llh months) to determine present and future requirements and to train fire fighting personnel.

A teletypewriter maintenance expert (two months) to train government personnel on Siemens TlOO equipment.

A frequency search unit engineer, who was in the country at year-end.

Annual Report o[rhe Council- 1973

SINGAPORE

Flight Examiner/Operations Inspector (OPAS) (l{ll)

The expert provided operational assistance to the Government.

An inter-country aerodrome engineer spent llh months reviewing an agreement between the Government and a consultant frrm and advising on the consolidated master plan for the development of Singapore Airport. A COM/OPS expert devoted two months to training government personnel and to advising on the transition from manual to fuUy automated AFTN message relaying systems. An aeronautical training adviser was assigned for 2lh months to assess existing civil aviation training facilities and to make recommendations concerning the organization of an aviation training centre.

SOMAUA

Civil Aviation Adviser (1/2) Electronics Engineer Adviser (l/9)

The Civil Aviation Adviser departed in February and the Electronics Engineer Adviser took up duty in April.

The main effort has been directed to establishing a local civil aviation training institute, with priority to be given to the training of radio maintenance trainees. The Government has requested a five-year project as a priority item on its country programme, to start in 1974. Stop-gap training is being provided to an advanced intake of radio trainees.

An interregional aerodrome engineer advised on the new Kismayo Airport, as well as a possible runway extension at Hargeisa Airport. A frequency search engineer also advised on frequencies for the new communication circuits and made recommendations to avoid inter­ference to an important operational circuit.

SRI LANKA

A two-month visit of an inter-country COMfOPS expert was devoted to a study to detennine the present and future training requirements for COMfOPS personnel and to the preparation of training programmes.

SUDAN

Senior Aviation Adviser (1/3) This new project, under which the services of a Civil Aviation Adviser, for an actual duration of two years,

{f¢mkal Assistance

and. some 23 fellowship~ in various fields of specializa­tion will be provided, began late in the ye<u.

Chi~fTelecommunications Officer (OPAS) (I/ 1 0) Senior Signals Officer (OPAS) (1/12) MatketingSuperviser (1{10)

These experts provided operational assistance.

Three inter-country experts were assigned during the period'

An serodrome engineer (three months) to advise on the creation of an aerodrome engineering section in the DCA and to study aerodrome improvement projects;

An aerodrome fire and rescue expett to advise on the fire and rescue organization:

An air transport economist (one month) to assist the DCA on problems related to the provision of econontic and statistical information for policy­making purposes,

SURINAM

*Project Manager (1/g) *ElectronicsEngineer (1{8) *ATS Instructor (1/4)

This FIT project, which began in May, has as its main pmpose the updating of the national aeronautical telecommunications plan, including revision of the plans for installation of new communications and navigation sids equipment. A beginning was made on this objective, and much new equipment has already been ordered by the Government. The ATS expert has provided updating courses for A TS personnel and has advised on the upgrading of the air traffic control services standards.

An inter-country electronics engineer spent one month advising the Government on navaid requirements, including siting and procurement.

SWAZILAND

Director of Civil Aviation (OPAS) (1/12) The OPAS expert continued to provide administrative and operational assistance to the Government. During the period, the Kingdom of Swaziland adhered to the Convention on International Civil Aviation.

Two inter-country experts were assigned during the period: an aerodrome fi.re and rescue sen•ices expert (one month) to evaluate fire and rescue services at Matsapa Airport and an airworthiness expert (five weeks) to advise on a..rworthiness procedures and to prepare an airworthiness plan.

93

SYRIAN ARAB REPUBLIC

An inter-country aerodrome engineer was assigned for two months to advise the Government on the building of a new airport at Lattakta.

THAILAND

A 3!h month assignment of an aerodrome firt and rescue expert was devoted to advising on the ftre services at Bangkok lntematiorull Airport and to ltaining fire fighting personnel. A three-month visit of an electronics engineer was devoted to as.sessing the operational capa· bllities of AFTN and VHF circuit and to suggesting improvements, and this was followed by a second short mission of two electronics engineers to review frequency uses. An aerodrome engineer was also assigned ta Thailand for one month.

TOGO

An inter-country aerodrome Cue and rescue expert 1pent four weeks reviewing the fire fJghting services at Lome International Airport and training fire personnel.

TONGA

An interregional aerodrome engineer was assigned for Hve weeks to prepare plans for a feasibility study for a long-range international airport.

TRINIDAD AND TOBAGO

Flight Simulator Instructor (1{11) Assistance was given to the Government in reactivating an inoperative flight simulator. Classroom instruction in instrument Hying procedures was given to air traffic controllers and pilots.

TUNISIA

Aeronautical Telecommunications Adviser (1/12) A TS Radar Control Expert (1/9)

The two small-scale country projects, which terminated at year-end, advised the Office des Ports Aeriens on matters related to aeronautical telecommunications, including the equipping and building of a new radar air traffic control centre being provided with bilateral :wistance. It aJso provided tnining for radar controJJers md five radar mamtenance technicians in 1973. i\n inter-country teletypewriter maintenance expert ~pent three months in the country training government teletypewnter mechanics on SA GEM equipment.

94

TURKEY

Civil Aviation Adviser (1/5) Air Law Expert (1/3) Aerodrome Engineer (1/2) Air Transport Economist (l/1) AIR/OPS Exp"t (1/1)

Activities on this new project began in the second half of the year; initial steps were taken to review the existmg civil aviation infrastructure.

Airline Maintenance Expert (1/11) Three yean of assistance to the Technical Department of THY Turkish Airlines were concluded during the period. Some 38 airline personnel were provided familiarir.a· tion·type, short duration fellowships in airline mam· tenance tecluliques and related fields.

URUGUAY

Electronics Engineer (1/12) Electronics Technical Officer/Instructor (1/!2)

Training continued during the period, with courses in U specialities bejng given. The mission also provided assistance to the Government in the installation atd maintenance of navigational aids and communicatioos equipment for Montevideo Airport.

VENEZUELA

Air Navigation Services Adviser (1/6) ATS Expert' (2!7)

The edviser completed his assignment at mid·year; tie A TS Experts made recommendations to the Governme!lt on the resolution of air traffic control problems wit:hm the country.

VIET·NAM, Republic of

An inter-country aerodrome engineer spent Bi months reviewing a consultant-prepared survey of airport requirements in the Saigon metropolitan area, and advising on the organization of a works department irt the :OCA. An electronics engineer was assigned for two months to assist the DCA in the upgrading of com­munications systems through the installation of serru. automatic switching systems at the Saigon Telecom­

mllilicaOons Centre.

WESTERN SAMOA

An inter-country aerodrome engineer was in Western Samoa for five weeks preparing the prelirnina.Jy specifi-

Annual Report of the Council 1973

cations for a feasibility study on the development of Faleolo AirporL

YEMEN

Civil Aviation Adviser/Project Manager ( 1/12) Aithne Operations Adviser (1/2) Airworthiness Inspector (OPAS) (1/5) Air Traffic Services Adviser (1/3) Aerodrome Fire and Rescue Expert (1/3) Flight Operations Inspector (OPAS) (l/1)

The main work of the mission was devoted to the provision of advice, assistance and guidance to the Civil Aviation Administration covering a wide and diverse range of administrative, operational and technical mat· ten.

Significant and positive steps were taken in the eady implementation of the new projects provided for under the UNDP country programme to help in meetlng the initial priority needs of a long-tenn civil aviation development programme for the country in the fields of organization, administration aud air safety, to build up the required infrastructure. By the end of the year the arrival of experts, awards of fellowships and the place· ment of orders for navigational and communications equipme11t as provided in the programme was ac· complished. Initial surveys by the Air Traffic Services and Aerodrome Fire and Rescue advisers were com· pleted and work programmes commenced.

The Airworthiness OPAS Expert, who arrived in August, was joined toward the end of the year by the Flight Operations Inspector (OPAS). These two experts who are assigned to the Departmental headquarters in Sana'a provided the civil aviation authority with operationel services in their respective fields of specialization.

An inter.country frequency search expert and another expert specialized in communications operations assisted the authorities at Sana'a international airport with regard to the in troductjon of new communication facilities and services. An inter-country Aerodrome Engineer also carried out a detailed examination and submitted an engineering report on the Hodeidah airport runway.

ZAMBIA

ProjectManager (1/12) ATSinstructor {1/12) Meteorology Instructor (1/12) COM/OPSJnstructor (1/12)

A tota_J of 104 ob initio and in·service trainees partici· pated m the various cour~s offered by the ATC, MET

Technical Assistance

and C0M/OPS sections of the Civil Aviation and Meteorology Training Unit of the Zambia Air Services Training Institute, where ICAO assistance was provided. Three Zambian Counterpart Instructors were assigned by the Government and are presently undergoing fellowship training.

Inter-Country Projects

Assistance given to States under UNDP inter-country (regional and interregional) projects is summarized below:

Aerodrome Engineering Iran, Iraq, Kuwait, Mauritius, Singapore, Somalia, Sudan, Syrian Arab Republic, Thailand, Tonga, Viet-Nam (Republic of), Western Samoa, Yemen.

Aerodrome Fire and Rescue Services Ecuador, Malawi, Mauritius, Philippines, Sierra Leone, Sudan, Swaziland, Thailand, Togo.

Air Services Operations{ Personnel Licensing Costa Rica, Democratic Yemen, EI Salvador, Hon­duras, Nicaragua, Saudi Arabia.

Air Transport Economics Hong Kong, Iran, Iraq, Philippines, Singapore, Sudan.

Airworthiness Colombia, Costa Rica, Democratic Yemen, Honduras, Iraq, lesotho, Libyan Arab Republic, Swaziland.

Communications Operations Afghanistan, Ethiopia, Indonesia, Singapore, Sri Lanka, Yemen.

95

Radio Frequency Search and Engineering Argentina, Bangladesh, Belize, Boilvia, Burma, Cayman Islands, Central African Republic, Chad, Colombia, Costa Rica, East African Community, Ecuador, Ethiopia, Guatemala, Guyana, Haiti, Indonesia, Iran, lvory Coast, Khmer Republic, Libyan Arab Republic, Malaysia, Nepal, Netherlands Antilles, Nigeria, Para­guay, Peru, Sierra Leone, Somalia, Surinam, ThaJland, Viet-Nam (Republic of), Yemen.

Teletypewriter Maintenance Afghanistan, Ethiopia, Laos, Liberia, Sierra Leone, Tunisia.

Training Adviser Malaysia, Nigeria, Philippines, Singapore.

T. United Nations Fued for the DeYelopment of Irian Jaya (FUNDWI)

Project Manager (1/12) Mechanical Engineer (1/12) ElectronicsEngineer (1/7)

The project continued toward its expected tennination m the first half of 1974. Assistance to Merpati Irian Jay a Airline was suctessfuliy completed; the telecommunica­lionsfnavai.ds portion of the project was close to compJetion; two of the five airport rehabilitation pro­uammes were completed, two were more than 80 per ~:ent complete, and all equipment required was delivered to the site of the fifth airport, with rehabilitation work expected to begin early in the new year.

Chapter VI

CONSTITUTIONAL ANO LEGAL QUESTIONS

1. Introduction

In the constitutional and legal field, some of the main events during 1973 were: the addition of four States to the Organization's membership (Bangladesh, Fiji, Oman .and Swaziland); an increase in the number of States parties to the International Air Services Transit Agree· ment and to the Protocol on the Authentic Trilingual Text of the Convention on International Civil Aviation; cOJlSJderation by tht Counol and the Assembly of incidents involving the shooting down of one civil aircraft and the diversion of another; an increase in the number of parties to conventions adopted at conferences convened under the auspices of lCAO. The meetings in the legal field held during the year included a session of the Subcommittee on the Revision of the Rome Conven· tion (1952), the 20th Session (Special) of the Legal Committee, the 20th Session (Extraordinary) of the Assembly and an International Conference on Air Lew, the last three bodies being uns1tccessful in finding a solution for the question of joint action in certain cases of unlawful seizure of aircraft. The terms of reference of the Council's Committee on UnlawfuJ Interference were revised.

2. Chicago Acts

Adherence and Acceptances,

Bangladesh, Oman, Swaziland and fiji deposited instru· ments of adherence to the Convention on International Civil Aviation on 22 December (1972), 24lanuary, 14 February and 5 March 1973 respectively, bringing the number of Contracting States to 128. The number of the Parties to the International Air Services Transit Agree­ment rose to 85 with the deposit of an instrument of acceptance by Hungary on 1 5 January, Fiji on l4February, Oman on 23 February and Swaziland on 30 April. The number of Parties to the International Air Transport Agreement remained at I 2.

Authentic Trilingual Text of the Convenrion2

By the end of the year the Protocol on the Authentic Trilingual Text of the Convention on International Civil Aviation, adopted in Buenos Aires in September 1968, was in force for 73 States; 33 of these had signed wtthout reservattoll as to acceptance; 28 had deposited mstruments of acceptance with the depositary Govern·

96

ment, the United States of Amenca, and the adherence of 12 States to the Convention was deemed to constitute acceptance of the Protocol pursuant to Arttcle V of that instrument. Ten States that had signed the Protocol with reservation as to acceptance had not deposited instru­ments of acceptance when the year closed .

Amendments to the Convention on Jmernational Civil A11lation3

Status of the amendments The position with respect to the seven amendments to the Chicago Convention was as follows at the year end:

Amendment mtroducing Anicle 93 bis, on terminatwn of membership (adopted 27 May 1947; m force as of 20 March 1961 ):

68 ratifications

Amendment to Article 45 to permit transfer oj'the seat OJ the Organization bJ dedsiou of the Assembly (adopted J4June 1954; inforceasofl6May 1958):

94ratifications

Amendment to Artl'ctes 48(a), 49(e) atui 61 to provide for an Assembly session not Jess than once in three years (adopted 14 June 1954; in force as of12 December l956)c

98ratifications

Amendment to Article 50( a) raising the membership of the Council to 27 (adoPted 21 June 1961; in force as of 17 July 1962):

IOOratifications

Amendment to Article 48(a) raising the 11u •r of Contracting States upon whose request an extraunillwry meeting of the Assembly may be called to ''not less than one-fiftlr of the total number of Contracting States''

1. The States part1es to the Chicago Acts are hsred m Appen· db<: 1, Part 1. with dates on wtl1ch their insrrumenrs of ratificatiOn, adherence or acceptance were deposited.

2. The Stares parties to rhe Protocol on the AuthentiC Trilingual Text of the Convent1on are listed m Appendix 1, Part II. with the dates of signature. the dates on which instruments of acceptanca were deposited and the dates of entry into force.

3. The Stares that have ra11f1ed these amendments are hued in AppendiX 1. Part I. With t/w daft'S M WhiCh the InStruments of rat•focatoonweredeposoted.

Qmstitutional and Legal Questions

(adopted 14 September 1962: will enter into force when ratified by 66 States):

62ratifications

Amendment to Article SO(aj ra1sing the membership of the Council to 30 (adopted on 12 Mwch 1971; in force asofJ6Janwry !973):

86ratifications

Amendment to Article 56 raising the membership of the Air Navigation Commission to 15 (adopted on 5 July !971; will enter into force when ratl[ied by 80 States):

67 ratifications

Settlement of Differences between Contracting States

During the year, at the rt!quest of the parties (Pakistan and India), the Council did not consider the complaint and disagreement laid before it by the Government of Pakistan on 3 March 1971 under the Rules for the Settlement of Differences (Doc 7782).

Libyan civil aircraft shot down on 21 Febntary by Israeli fighters over the occupied Egyptian territory of Sinai

On 2g February, the Assembly, at its 19th Session (Extraordinary), adopted Resolution A19·1 condemning the Israeli action, relating to the shooting down of a libyan civil aircraft on 21 February by Israeli fighters over the occupied Egyptian territory of Sinai, which resulted in the eventual loss of 108 Jives, and directed the Council to instruct the Secretary General to institute an investigation and report to the Council. Later, the Secretary General, acting on instructions of the Council, established an investigation team. When the Council considered the report of the investigation team, on 4lune, it found from the report no justification for the shooting down of the Libyan civil aircraft, strongly condemned the lsraeb action whicll resulted in the destruction of the aircraft and tile loss of life and urged Israel to comply with the aims and objectives of the Convention.

Forcible diversion and seizure by Israeli military aircraft on 10 August of a Lebanese civil aircraft chartered by Iraqi Airways

On 20 August, the Council, meeting in Extraordinary Session, condemned Israel for violating Lebanon's sovereignty and for the diversion and seizure of a Lebanese civil aircraft on 10 August, considered that these actions by Israel constituted a vwlation of the Chicago Convention and recommended to the Assembly at ,ts 20th Session (Extraordinary) that it include m its agenda consideration of these actions in violation of the

97

Chicago Convention and take measures to safeguard international civil aviatiOn. On 30 August, in Resolution A20.1, the Assembly strongly condemned Israel for violating Lebanon's sovereignty, for the forcible diver· sioo. and seizure of a Lebanese civil aircraft and for violatmg the Chicago Convention; urgently called upon Israel to desist from committing acts of unlawful interference with international civil air transport and airports and other facilities serving such transport, and solemnly warned Israel that if it continued committing such acts the Assembly would take further measures agU.nst Israel to protect international civil aviation.

Request from the Government of israel relating to missiles seized in the vicinity of Rome International Airport at Fiumicino

On I October, the Council deferred action on mclusjon in its work programme of an Israeli request in accor­dattce with Article 54(n) of the Convention to take appropriate action with respect to the case relating to tv.o ground-to-air missiles seized by the Italian police in the vicinity of Rome International Airport at Fiumicino.

3. International Air Law Conventions

Ratifications and Adherences

The States which, in 1973, ratified or adhered to cottventions and protocols on international air law concluded under ICAO auspices are indicated below. It should be noted that with regard to The Hague Protocol of 1955, the Guadalajara Convention of 1961, The Hague Convention of 1970 and the Montreal Convention of 1971, the States listed are those communicated to lCAO by the depositaries.

Convention on International Recognition of Rights in Aircraft (Geneva, June 1948) (m jorce since 17 sep­umber 1953).

Ltbyan Arab Republic

Olnventwn on Da11Ulge Caused by Fore~gn Aircraft to Third Parties 011 the Surface (Rome, October !952) (in j01ce since 4 February !958):

None

Protocol to Amend the Convention for the Uni{lCatton of Certain Rules relating to 1nternatimwl Catriage by Air Signed at Warsaw on 12 October 1929 (The Hague, September 1955)(inforce since 1 August !963):

India

Convention, Supplementary to the Warsaw C011Vention, for the Um{ication of Certain Rules relatmg to Inter-

98

11atWnal Con-ioge by Air Performed by a Perron othe1 rhan tlte Contracting Carrier (Guadalajol'o, Septembel 196/)(in[orce since I May !964):

Greece, Saudi Arabia

Com•entkm on Offences and Certain other Acts Com· mitted on Board Aircraft {Tokyo, September !963) (in force since 4 December 1969):

Colombia, Ghana, Jordan, Laos, Malawi, Nicaragua, Pakistan

ConPention [or rhe Suppression of UnJowfuJ Seizure oj Aircraft (The Hague, December J970)(in[orcesince 14 Ot:tober 1971):

Barbados, Belgium, Colombia, Ghana, Guyana, Ice· land, Ivory Coast, Malawi, Netherlands (Kingdom ol the), Nicaragua, Nigeria, Philippines

Protocol to A mend the Convention for the Umfication of Certain Rules Relating to International CarriJJge by Air Signed at Warsaw on 12 October 1929 as Amended by the Protocol Done at The Hague on 28 Septembe' 1955 (Gwte11Ulla City, March 197l)(not in force):

None

Comwltion for the Suppression of Unlawful Acts againsl che Safety of Civil At>iation (Montreal, September 1971) (in force since 26 January !973):

Argentina, Australia, Bulgaria, China (Republic of), Costa Rica, Cyprus, Czechoslovak Socialist Repub· lie, Denmark, Dominican Republic, Fiji, Finland, Ghana, Guyana, Hungary, Iceland, Iran, Ivory Coast, Jordan, Korea (Republic of), Malawi, Netherlands (Kingdom of the), Nicaragna, Nigeria, Norway, Philippines, Portugal, Sweden, Union of Soviet Socialist Republics, United Kingdom, United Republic of Cameroon

Tlte Council Resolution of 19June 1972- Join taction

The 20th Session (Special) of the Legal Committee In January. the 20th Session (Special) of the Lega1 Committee considered the Council Resolution of 19 June 1972 and the report of the Special Sub com· mittee of the Legal Committee which had met at Washington in September 1972 to consider that Resolu· tion. The Committee recommended to the ICAO Council to submit to an extraordinary session of the Assembly of ICAO certain draft amendments to the Chicago Convention. It also recommended that there be convened, at the same time and place as the extra· ordinary session of the Assembly was held, a diplomatlc conference and thai there be s~Jbm1tted to the Con· ference both a draft convention proposed by Denmark, Finland, Norway and Sweden (blown as the "Nordic

Annual Report of the Council 1973

draft") to provide the machinery for use in the case of certain actions of States in cases of unlawful seizure of aircraft and unlawful interference with ClVil aviation and a "draft Protocol to the Convention for the Suppression of Unlawful Seizure of A1rctaft, signed at The Hague on 16 December 1970" proposed by the USSR, which bad also indicated that a similar Protocol could be developed in respect of the Convention for the Suppression of Unlawful Acts against the Safety of Civil Aviation, signed at Montreal on 23 September 1971. In March, the Council decided to convene, for the aOOve-mentioned purposes, the 20th Session (Extraordinary) of the Assembly and an international conference on air law. Botlt bodies met at Rome from 28 August to 21 September.

The 20th Session (Extraordinary} of the Assembly The Assembly was attended by delegates from 101 Contracting States as weli as observers from 2 non­contracting States and 8 international organizations, including the United Nations. Over 400 delegates and observers were in attendance. The proposed amendment to the Chicago Convention which was intended to include in that Convention supplementary provisions on the safety of c1vil aviation failed to receive the tWo· thirds majority of the Assembly required by Article 94(a) of the Convention and thus the Assembly did not adopt the amendment. On 30 August the Assembly adopted Rerolution A20-l: Diversion and Seizure by Israeli Military Aircraft of a Lebanese Civil Aircraft (see Section 2) and, on 21 September, Resolution A20.2: Acts of Unlawful Interference with C1vil Aviation. Later, the Council agreed that copies of these two resolutions should be sent to Contracting States for inf.-.nn<tt:.-. ...

/ntenwtiontll Conference on Air Law The Governments of 101 States were represented at the Conference; 8 international organizations, among them the United Nations, were represented by observers. The Conference was attended by over 400 representatives and observers. Substantive items on the agenda of the Conference included, inter alia, the Nordic draft Conven­tion and the USSR draft Protocols mentioned above as well as a draft Protocol to the Convention for the Suppression of Unlawful Acts against the Safety of Civil Aviation, signed at Montreal on 23 September 1971, proposed by Greece. None of the draft Protocols presented for consideration by the conference obtained the required majority when presented to final vote. No draft Convention was presented to vote. Consequently, the Conference tennmated without having adopted any instrument. The Conference adopted a Final Act wbicb was opened for signature on 21 September and was signed on behalf of 82 States.

Constitutional and Legal Questi01JS

Subcommittee on the Study of the Rome Convention ( 1952)

The Subconunittee on the Study of the Rome Conven· tion (1952) met from 2 to 12 April and discussed the following main items: Reasons why States have not ratified or adhered to the Convention; limitation of liability; nuclear damage; security for operators' liability; jurisdiction; possible consolidation of international rules contained in the Convention on Damage Caused by Foreign Aircraft to Third Parties on the Surface (Rome, 1952); the draft Convention on Aerial Collisions and the subject of liability of air traffic control agencies; liabilitY for damage caused by noise or sonic boom, and the relationship between the Rome Convention (1952) and the new instrument which might modify that Conven· tion. At the conclusion of its session, the Subcommittee considered that it could do no further useful work without guidance from the legal Committee.

Sonic Boom

In 1972, the Council requested the Legal Committee to consider as soon as possible the question of the applicability of Article l(l) of the Rome Convention to the sonic !mom. In April 1973, the Subconunittee on the Study of the Rome Convention (1952) reached no fum conclusion on the question of sonic boom. How· ever, it noted that there was a general view in favour of compensating for damage due to sonic boom, although there was no agreement as to the methods which might be employed to achieve that result.4

Problems arising out of the lease, charter and interchange of aircraft in international operations

The Council considered questions arising under Clauses (2) and (3) of Part B of Resolution A18·16 in March, these clauses being concerned respectively with such legal matters as the position in regard to the different international conventions under which problems might arise in connexion with the lease, charter and inter­change of aircraft in international operations and the question of national laws and regulations pertaining to international lease, charter and interchange of aircraft. In November, the Council decided that a report on these matters would be included in a single paper to be presented to the AssemblY which would also contain the report on technical problems contemplated by Resolu· tionAIB-16.5

Proposed Convention on lnternationt~l Intermodal Transport

On 26 March, the Council considered the question of the further action that might be taken on the international

99

combmed transport of goods and decided to defer action L.1 view of the pending studies to be carried out by UNCTAO, pursuant to ECOSOC Resolution 1734 (LIV) which establianed the Intergovernmental Preparatory Group on a Convention on International Intennodal Transport. ICAO was represented at the First Session of that body held at Geneva between 29 October and 2November.

4. Unlawful Interference with International Civil Aviation and its Facilities&

Committee on Unlawful interference

Revision of the Committee's Terms of Reference On 28 March, having considered the matter at a number of meetings, the Council finished the revision of the terms of reference of its Conunittee on Unlawful Interference estabUshed on 10 April 1969 in order to bring them up to date with the developments that had taken place aince their initial adoption and so as to broaden appropriately the scope of the Committee's work of assisting the Council.

Aviation Security Specifwations The Council entrusted the Conunittee with the task of reconunending to it the format of a possible new Annex on Security, and the text of the specifications to be contained in it, based on the material initially developed by the Air Navigation Commission, amended by the Council during a prellminary review, and circulated to States for their conunents at the end of 1972. Accord­ingly, the Committee considered the whole question during four meetings held in November and submitted to the Council the draft text of a new Annex, and associated material. The Council discussed the Report of the Committee and made considerable amendments in the draft new Annex. When put to the vote, however, on 12 December, the draft Annex failed to receive the 20 votes required for its adoption. Thereafter, the Conunittee was requested to study the situation in the light of the discussions in the Council with the view to making any proposals that may be considered appro­priate.

5. Work Pro- of the l.epl Co-

At its 20th Session (Special) held from 9 to 30 January, the Legal Committee established, subject to the approval

4. For further discussion of the que$tion of sonic boom, .. Section 2 of Chapter II.

5. For further discussiOn on certain aspects of ReooiUtion A18·16, see Section 3 of Chapter II.

6. See also Chapters II andiU.

!00

of the Council, a general programme of work. On 5 March, the Council approved the work programme which contains the following current items: l. Question of Revision of the Warsaw Convention of

1929 as Amended by the Hague Protocol of 1955: (a) cargo; (b) mail; (c) automatic insurance.

2. Study of the Rome Convention on Damage Cauied by Foreign Aircraft to Third Parties on the Surface (Rome, 1952).

3. Liability of Air Traffic Control Agencies. 4. Aerial Collisions. S. Study of a possible consolidation of intematioTial

rules contained in the Convention on Damage Caused by Foreign Aircraft to Third Parties on the Surface (Rome, 1952), the draft convention on aerial collisions and the subject of liability of air traffic control agencies.

6. Resolution B of the Guadalajara Conference. 7. Legaj Status of the Aircraft; aspects other thm

those found in the Tokyo Convention. g_ Proposed Simplification of Convention-Making

Procedures. 9. Legal Status of the Aircraft Commander.

6, Privileges, Immwrities and Facilities of the Organization

In 1973 one additional State (Hungary) undertook to apply to ICAO the Convention on the Privileges and Inununities of the Specialized Agencies adopted by the United Nations General Assembly in November 1947, there being 68 States that have done so.7

Annual Report of the Council- !973

7. Registration of Agreements and Anangements

In 1973, the total number of agreements and arrange­ments registered with the Organization pursuant to Article 83 of the Convention rose by 45 to 2 424; out of the additions, 29 were replacements for, modifications of, or supplements to, agreements previously registered. Fifteen were concerned with the granting of commercial rights in air transport; one related to the supervision or airworthiness, operation and maintenance of aeroplanes.

8. Collection of National Aviation Laws and Regulations

One hundred and twenty-three new basic texts were added to the Organization's collection of national laws and regulations during 1973. There were over l 000 amendments and additions to texts previously acquired.

1. Algeria, Argentina, Austr1a. Barbados, Belgium, Brazil. Bulgaria, Central African Republic, Chile, Cyprus. Czecbo­slovak Soc1alist Republic, Denmark. Ecuador. Egypt (Arab Republic ofl, Fiji, Finland, Germany (Federal RepUbliC of), Ghana. Gvawnala, Gumea. Haiti, Hungary, lmlia. lfaq, Ireland, Ivory Coast. Jama1ca, Japan, Jorda11, Kenya, Khl'llEir Republic. Kuwa•t. L110s. L1bvan Arab Republic, Luxembou~. Madagascar. Malawi. Malaysia. Mall. Malta, Mauritius. Morocco, Nepal, Netherlands (K~ngdom of the), New Zealand, N1caragua, N1ger, N1gena, Norway, Pak1;tan, Ph1-hpp1nes, Poland, Roman1a, Rwanda, Senegal, Sierra Leone, Singepore, Sweden, Tanzania !Umted RepUblic of), Thailand. Trimdad and Tobago, Tunisia, Union of Soviet Sociahn RepubliCS, Un1ted K1ngdom, Upper Volta. Zaire !Republic of), lind the non~ntracting States of Gambia and Lesotho.

Chapter VII

RELATIONS WITH OTHER INTERNATIONAL ORGANIZATIONS

I. Tbe United Natioos

General Assembly

In March, the Council dealt with the implementation of Rtoolution A19·2 of the 19th Session (Extraordinary) which referred to the relevant resolutions of the General Assembly of the United Nations concerning Portugal (see Chapter VIli, Section 2). The Council also con­sidered Resolutions 2908, 2909, 2923, 2945, 2946, 2977, 2980, 2984, 3030 and 3031 adopted by the General Assembly in the course of its 27th Session. With reference to the relevant clauses of these resolutions, the Councli noted that arrangements were concluded with the Organization of African Unity (OA U) and with the United Nations High Commissioner for Refugees (UNHCR) regarding assistance in aeronautical training to refugees from territories in Africa subject to colonial domination. It also confirmed that ICAO does not maintain any relations with the present regime in Southern Rhodesia, that the Organization has no dealings with South Africa that have a bearing on Namibia and that the des1gnation "'Namibia" is already used in the relevant lCAO documents. The Council also referred to the action taken in regard to South Africa by ICAO Assembly Resolution AIB-4. With regard to clause 2 of Resolution 291g (XXVII) and clause 7 of Reoolution 2980 (XXVII) concerning invitations to national liberation movements of colcnial territories in Africa to attend meetings of the Specialized Agencies, the Couucil decided to submit the subjecr to the 21st Session of the Assembly.

In the course of .its 28th Session in December 1973, the General Assembly of the Unite..: N::ti<> • .s decn:Jed to hold a special session of tne GenerU.:. k:~eutbly at a high political level, on an approl'ri<~Jo;. date just befo1:: the 30th regular session with the pu. pose of '"exammiltg the polltical a.11d other implkat ... m~ oi the state of .. orld development and internationd! ccol!omic co-operation, expanding the dimensions <>.ut! concepts of world eco­nomic and developmental co-0 .. ration, and giving the goal of development its right/ul place in the United Nations system and on the international stage ... ". At the special session the Assembly will also, m the litlrt of the implementation of the International Development Strategy for the Second United Nations Development Decade: "(a) Consider new concepts and options with a view to

promoting effectively the solution of world eco­nomic problems, in particular those of developing countnes, and assist in the evolution of a system of

/OJ

world economic relationa based on the equality and common interests of all countries;

(b) Initiate the necessary and appropriate structural changes to make the United Nationa system a more effective instrument of world economic co­operation and for the implementation of the International Development Strategy; .. " The same resolution requests the United Nations

Secretary..(;eneral to prepare, in consultation with the various specialized organizations of the United Nations a preliminary report based on the points mentioned above.

&onomic and Social Council ( ECOSOC)

At its 54th session in May 1973, ECOSOC adopted a resolution (No. 1768-LIV) inviting the Secretary-General of the United Nations and the Executive Heads of the Specialized Agencies to report on the relationship between the United Nations and the Specialized Agencies. Various aspects of this question were sub­sequently clarified at the meeting of the Administrative Committee on Co-ordination which was held in October.

The report of ICAO for 1972 was presented at the 55th Session of ECOSOC by the Secretary General who outlined the development of air transport during the year and described the work of JCAO in various fields of general interest, including human environment, unlawful interference with civil aviation and technical co­operation. At the same session, the Economic and Social Council decided that the report of lCAO for 1974, together with those of the Universal Postal Union and the International Atomic Energy Agency, will be reviewed in detail in 1975. ECOSOC also considered the status of implementation of the Declaration on the Granting of Independence to Colonial Countries and Peoples by the Specialized Agencies and undertook a fust over-all review and appraisal of the progress achieved in implementing the International Development Strategy for the Second United Nations Development Decade. In other areas of general interest to ICAO, ECOSOC establlshed an Economic Commission for Western Asia which will replace the United Nations Economic and Social Office in Beirut (UNESOB) and took a number of decisions aimed at improving the organization and rationalization of its work.

United Nations Conference on Trade and Development (UNCTAD)

ICAO participated in the work of the Group of Experts on Transport Infrastructure for land-locked

102

developing countries which was convened pursuant to Resolution 63 of the third session of UNCTAD, and recommended various measures designed to encourage economically justified expansion and improvements of aviation facilities and services of the countries con-cerned.

In October, the Organization was represented at the first session of the Inter-Governmental Preparatory Group on International Intermodal Transport estab­lished by UNCT AD in sccordance with Resolution 1734 (LlV) of the Economic and Social Council with the purpose of preparing a preliminary draft of a Convention on International lntermodaJ Transport.

United Nations Environment Programme (UNEP)

In February, ICAO took part in the meeting convened by the Secretariat of the United Nations Environment Programme to discuss with interested Specialized Agencies the "pre-programming" activity of the UNEP. Subsequently the Organization attended the first and the second sessions of the Environment Co~rdination Board (ECB) which decided its role, functions and methods of work and discussed the preparation of work programmes to be presented to the UNEP Governing Council.

Special Meeting on the Sudano-Sahelian zone

Arrangements for medium and long-term assistance to the States affected by prolonged drought conditions ill the Sudano-Sahelian zone were discussed in June at a special meeting attended by representatives of States and Specialized Agencies, including ICAO.

Economic CommisYion for Asia and the Far East (ECAFEJ

A number of matters of interest to ICAO were discussed at meetings of the Commission in whlch the Organization took part. An ICAO paper on the Devel­opment of Civil Aviation and Tourism was presented to the ECAFE Conunittee on Transport and Communi­cations. The Organization was also represented at the 21st session of the Conunission and at the first and second meetings of the permanent representatives to ECAFE who discussed the rationalization of the Con­ference structure. At its first seSSJon, the Commission's Sub-Committee on Tourism and Facilitation noted with interest the continuing activities of ICAO in the field of facilitation and recoguized the need to take into account aviation secunty aspects in the context of improved facilitation procedures. A report on decisions taken at the As.ia Pacific Regional Air Navigation meeting in respect of aircraft meteorological observa­tions over the Pacific and the Indian Oceans, which are

Ammal Report of the Coun('il- 1973

of interest in the detection and tracking of typhoons, was presented by the ICAO representative Jt tl1e s.ixth session of the ECAFE Typhoon Committee.

2. Inter-Agency Bodies

lCAO participated, as usual, in the work of the Administrative Committee on Co~rdination (ACC), in its Preparatory Committee and in other subordinate bodies in whose activities it is interested.

Consultations among the members of the ACC took place on several matters of common interest, The Conunittee discussed, inter alia, the statute of the proposed International Civil Service Commission and the situation faced by many organizations as a result of currency devaluation and inflation. It also examined the question of implementation of the relevant United Nations General Assembly resolutions on the Declara· tion on the Granting of Independence to Colonial Countries and Peoples and clarified various aspects of the reports to be prepared by the Specialized Agencies in accordance with ECOSOC Resolution 1768 (LIV) on the relationship between the United Nations and the Specialized Agencies. Preparations for another study on regional structures, also required by ECOSOC in its Resolution 1756 (LIV), were discussed and measures were taken to ensure co-ordination, with regard to collection of data from the Specialized Agencies. An assessment was made by the ACC on the progress achieved so far on the study in depth for ECOSOC on information systems and computer use in the United Nations famay and steps were taken to ensure completion of the study in a suitable manner.

ICAO was represented at the meetings of the ACC's Consultative Committee on Administrative Questions (CCAQ) and participated in the work of some other inter-agency bodies. In February, it took part in the meeting of the ACC Sub-Committee on Statistical Activities which examined an inventory of data bases on economic and social statistics submitted b_v the United Nations Statistical Office, discussed the preparation of a directory of international statistics and considered the question of standardization of samples used in stlitistical reports and publications of the Specialized Agencies. In March, the Organization participated in an ad hoc inter-agency meeting which was convened to review and improve arrangements for co~peration among international organizations in matters of relief in cases of disaster and in measures for disaster mitigation and prevention. Co.operation and relationships m the field of tourism between the United Nations system of organizations and the future World Tourism OrgarHzation was tlie main subject of an ad hoc inter-agency meeting in April, at which ICAO was represented.

Relations with Other Jnternatimwl Organizations

Joint inspection Unit

In June, the Council agreed that ICAO should continue to use the services of the Joint Inspection Unit until 31 December 1977 on the basis indicated in Resolution 2924-B (XXVII) of the United Nations General Assembly and in August it examined and noted the fifth report on the activities of the Joint Inspection Unit (JIU) covering the period July 1972 to June 1973.

The Council also noted the collective comments formulated by the members of the Administrative Committee on Co-ordination, including ICAO, on the report on "Conununications in the United Nations System" which was prepared by the JIU at the request oftheACC.

3. Specialized Agencies

lnter-govemmental Maritime Consultative Organization (IMCO)

Co<lperation between the two organizations was main­tained throughout the year. ICAO was represented at the ftrst meeting of the IMCO Ad Hoc Group of Search and Rescue (SAR) Experts and at the second and th.ird sessions of the IMCO Panel of Experts on Maritime Satellites (MARSAT). The SAR Group is developing, inter alia, a technical Annex that will closely parallel lCAO's Annex 12. The MARSAT Panel is making detailed preparations for an International Conference which may lesd to the signing of a Conven­tion for an International Maritime Satellite Organiza. tion. In November the Organization was represented at the International Conference to amend Article VII of the Convention on Facilitation of International Mari· time Traffic which in its Annex contains Standards and Recommended Practices on Facilitation.

International Telecommunication Union ( lTU)

In the many areas of common interest. dose co­operation was maintained between !CAO and ITU. A substantial amount of this activity is bandied by correspondence between the ICAO Regional Offices and the ITU's International Frequency Registration Board (FRB) which, over many years, has actively assisted in the etimination of interference with aero­nautical communications. With regard to attendance at meetings, lTU was represented at the ICAO Fifth Africa-Indian Ocean Regional Air Navigation Meeting md ICAO attended the ITU Plenipotentiary Con­ference. On this occasion, a matter of particular interest to ICAO was the recognition of tl1e need for an ITU World Administrative Radio Conference to Ire

103

concerned primarily with a revision of the high· frequency aliotment plans for the Aeronautical Mobile Service.

Universal Postal Union (UPU)

liaison was maintained with UPU through correspon· dence and participation by ICAO in the work of the UPIJ's Air Mail Committee which met in May and expressed, inter alia, its satisfaction with the study on "Fulure Prospects for Air Mail" undertaken by ICAO pursuant to Resolution C68 of the UPU's Tokyo Congress. The same Committee also considered the questions of air mail conveyance rates; air conveyance of msured items and security measures regarding air mail traffic.

World Health Organization (WHO)

In the course of the year, increased collaboration was established with WHO in the fteld of environmental pollution. ICAO attended a meeting of the WHO Study Group on the Publlc Health Aspects of Conununity Noise and maintained close contacts with WHO on matters concerning hygiene and sanitation in aviation with special regard to the quality of food and water and the handling of wastes. A progress report was sent to WHO on the airworthiness aspects of the automatic dichlorovos vapour disinsection system. The World Health Organization was represented at the Eighth Session of the ICAO Facilitation Division.

World Meteorological Organization (WMO)

The customary close co-operation with WMO con­tinued throughout the year by means of correspon­dence, consultations between the Secretariats and attendance at meetings.

Among the main subJects were the preparation of a new draft Annex 3 representing an updated and consolidated version of the regulatory documents for aeronautical meteorology and the planning for the joint ICAO/WMO Meteorology Divisional Meeting in 1974. As regards participation at meetings during 1973, WMO was represented at the Fifth Africa-Indian Ocean Regional Air Navigation Meeting, the Asia/ Pacific Regional Air Navigation Meeting and the second Denmark/Iceland Joint Financing Conference. WMO experts also participated in the Fourth Session of the Panel on Automatic Data Interchange. ICAO was repre· sented m sessions of WMO Regional Associations I (Africa), III (South America) and IV (North and Central America), a Technical Conference on Observa· tion ~nd Measurement of Atmosphenc Pollution, which was co-sponsored by WMO and WHO, the Commission

104

for Instruments and Methods of Observation and t

Working Group dealing with the Global Data Pro­cessing System.

In accordance Wlth recommendation No. 2 of th~ Seventh ICAO Conference on the Joint Financing of North Atlantic Ocean Stations (NAOS) that the partici. pation in the NAOS Agreement should bt broadened to include ali ICAO and WMO member States receivint benefits not only limited to civil aviation, the twQ

Organizations agreed that the new agreement, which i; expected to come into effect on I July 1975, will bt administered and co..ordinated by WMO.

4. Other International Organizations

Close rebltions were maintained with the International Air Transport Association (lATA) and with the Inter­national Federation of Airline Pilots Associatiom (IFALPA), both of which were represented at a number of ICAO meetinga in 1973; JCAO in tum toot part in the technical WQrk of these two bodies at various levels.

Liaison with the International Organization for Standardization (ISO) on the problems of aircraft noist and sonic Imam continued during the year. C(). operation of the ISO was also sought on technical matters related to air quality in the vicinity of aero. dromes and to methods of measurement of pollutants. On the problems of aircraft noise, as well as on other technical and economic problems concerning airports,

Annual Report of the Couocil - !973

liaison was also maintained with the Airport Asso­ciations Co-ordinatmg Council (AAC'C).

ICAO was represented at the 42nd General Assembly of the International Criminal Police Orgam­zatJOn (lCPO-INTERPOL), participated in an informal meeting called by !CPO-INTERPOL to develop proce­dures for disseminating information With respect to acts of unlawful interference and continued to work with this Organization on other aspects of safeguarding international civil aviation against unlawful acts,

Correspondence was exchanged and discussions were held with officials of the International Red Cross Organization concerning provisions relating to identifi­cation of, and conununications with, ambulance air­craft on mission in areas of armed conflict, for inclu­sion in Draft Additional Protocols to the Geneva Convention of 12 August 1949.

By invitation, representatives of the International Co-ordinating Council of Aerospace Industries Associa­tions (ICCAIA) attended the recent meetings of the Airworthiness Committee and the Conunittee on Air· craft Noise.

JCAO took part in the 44th Annual Meeting of the Aerospace Medical Association and in the 21st Inter­national Academy of Aviation and Space Medicine Meeting. The Organization was also represented at meetings of the AeronauticaJ Chart Committee of the Pan American Institute of Geography and History which concerned itself with the presentation of progress reports on the production of aeronautical charts.

Chapt..-VIII

ORGANIZATION AND ADMINISTRATION

I. Introduction

The year 1973 saw the convening of two extraordinary sessions of the Assembly and the election at one of them of three additional States to the Council after the entering into force of the amendment to Article SO( a) of the Convention increasing the membership of the Council to 30. On the Secretariat side, Dr. Assad Kotaite was reappointed Secretary General for a further three yws beginning 1 August J 973 and two of the four healls of Bureaux1 left the Organization. The continued rise in the cost of living was reflected in another upward reclassification of Montreal for post adjustment purposes (from Class 4 to Class 6) and a salary adjustment for Genesal Service Category staff at Headquarters amounting to 9 per cent of net salary.

In the latter part of the year the Finance Conunlttee began work on budget estimates for the next financial period (1975, 1976 and 1977). Subject to confrrmation by the Assembly, a new Extemal Auditor was appointed, and the Council had occasion to act under Financial Regulation 6.8 in fvting the assessments of the new Contracting States of Bangladesh, Fiji, Oman and Swaziland.

The Eighth Edward Warner A ward was bestowed posthumously on Mr. Shizuma Matsuo (Japan) and presented to his widow at a ceremony at ICAO Headquarters on 14 December.

2. Organization

Represenliltive Bodies

As indicated above, two extraordinary sessions of the Assembly were held in 1973. The first (the Assembly's 19th Session) was a short one, held at United Nations Headquarters from 27 February to 2 March, with Mr. Walter Binaghi, President of the Council, elected as its President. Originally it was to serve simply for the purpose of electing three additional members to the Council after the entering into force of the amendment to Article SO( a) of the Convention, but on the proposal of the United States the item "Possible adoption of the principle of a maximum assessment of 25 per cent for any Contracting State'' was added to the agenda by the Council. The Assembly itself extended this item to cover the level of the minimum assessment and added two further items - one ou the shootmg down of a Libyan civil a1rcraft over Smai by Israeli fighters and the other

105

m measures to be taken in pursuance of United Nations General Assembly Resolutions 2555 and 2704 in rela­ti[)n to Portugal. One hundred and seventeen Contract­ing States were represented at the session, some by personnel from their delegations to the United Nations, and one international organization, the United Nations, 'MIS also represented. The Assembly carried out all of its oork in plenary session.

As reported in Chapter VI, on the reconunendation of the Legal Committee the second extraordinary session (the Assembly's 20th Session) was convened simul­taneously with a diplomatic conference at the Head­quarters of the Food and Agriculture Organization in Rome (28 August to 21 September). After two days of jQint meetings to hear statements by dalegations, the two bodies met on alternate days. On this occasion too, the Assembly added an item to its agenda on the diversion of a Lebanese civil aircraft by Israeli military aircraft. In its work on the agenda it had recourse to an Executive Committee as well as to the plenary session, the President of the Assembly and Chairman of the Executive Committee being Mr. Y. Diallo of Senegal.

As no invitations to hold the Assembly's regular session in 1974 were forthcoming, the Council decided, .in October, to convene the session in Montreal from 24 September to 16 October.

At the 19th Session of the Assembly, the Kingdom ()f the Nether!anlls, Pakistan, and Trinidad and Tobago were elected to the Council. The eJection was conducted m the usual three parts, but the time periods prescribed m the Rules of Procedure for the notification of candidatures and for the conduct of the parts of the election were, by unanimous agreement, not observed and the election was completed within 24 hours.

In 1973 the Councll held three regular sessions, in accordance with its normal practice, and one extra­ordinary session - a single meeting on 20 August, called a! the request of Lebanon to consider the incident ten days earlier of the diversion of a Lebanese civil airliner by Israeli military aircraft. A discussion on working methods resulted in an agreement to make the long-standing arrangement of dividing a Council session into Committee and Council phases somewhat more flexible. At most sessions it has been found necessary

1. Mr. P.K. Roy retoffl<i after 20 years as Oorettor of the Legal Bureau and wa~ wc.;;eeded by Dr. C. Gomez Jsra. Mr. G.R. Besse resigned after 13 years as Direttor of the Aor Transport Bureau to attept an appointment as Dlfector of IT A ( lnsUtut du Transport aMoen) H•t succetOIOr had not been appo 1nted atthetimethjsreportwasprepared.

106

to hold some Committee meetings during the Council phase. In the future, some Council meetings witl be held during the Committee phase, an arrangement which has the advantage of permitting the disposition without dalay of items ready for consideration in the frrst part of the session. Three Council members -Argentina, Canada and India - changed their represen· tatives on the Council during 1973.2

The amendment to Article 56 of the Convention increasing the membership of the Air Navigation Com· mission to 15 has not yet come into force and the Conunission's membership therefore remained at 12 during 1973, though two States, Japan and Sweden, had permanent observers on it. There was only one change in the membership of the Air Navigation Com· mission during the year, with Australia withdrawing Mr. K. Arnold and nominating in his place Mr. J.E. Sansom, whom the Council elected as a member. Mr. J.E. Cole (Canada) was President of the Conunission; Mr. P.l. Seixas (Brazil) will succeed him in that office in 1974.

All Council Member States continued to be represented on the Air Transport Committee, their representatives being, with one exception, representa· tives on the Council as well. Because of the increase in Council membership, the membership of two of its subordinate bodies, the Finance Committee and the Edward Warner Award Committee, was mcreased by 2 to 13 and 7 respectively. The Committee on Unlawful Interference with International Civil Aviation and its Facilities continued to exist, with the same member­ship as in 1972: Argentina, France, Japan, Lebanon, Mexico, Senegal, Spain, Uganda, the Union of Soviet Socialist Republics, the United Kingdom and the United States. The revised terms of reference approved for the Committee in March recognized the role of the Air Navigation Commission and the Air Transport Committee in the development of preventive measures and procedures, made the Committee's role in this field primarily a co-ordinating one, and empowered it to make recommendations to the Council on the sending of technical fact-fmding missions when it considered this would be beneficial.

The Secretariat

In 1973 changes made in the organization of the Secretariat involved the establislunent of an Air Trans· port Studies Section in the Air Transport Bureau.

In the Technical Assistance Bureau the Reports and Evaluation Office was redesignated as the Planning and Evaluation Office and the Implementation Sections, Areas A to D, were redesignated as Project Implementation Sections, Europe and the Middle East; Africa; the Americas; Asia and the Far East, respectively. The Training Section was also redesignated as the Field Training Section.

Annual Report of the Council- 1973

In the Bureau of Admimstratmn and Services a new Publications Section was established which mcor­porated the previous Editorial and Printing Sections, the latter being redesignated as the Prmting Unit.

The Organization Chart appearing in Appendix g shows the structure of the Secretariat at 31 December 1973.

3. Personnel

There were 701 posts in the establishment in 1973, 24 more than in !972; 266 were in the Professional and higher categories, 435 in the General Service category. These totals include 72 Technical Assistance Bureau posts. There were 238 Professional category personnel in service on 31 December 1973, 8 more than on 31 December 1972. Tills total figure includes 6 staff members held surplus to establishment, 2 of whom, appointed on a regular basis, are included in the table in Appendix 9. Nineteen Professional category per· sormel left the service of the Organization during the year3, and 24 new appointees from 14 Contracting States reported for duty. At the close of the year 1973, there were 35 vacancies in the Professional category. Fifty-seven nationalities were represented, one less than at the end of 1972 (see Appendix 9).

During the period conSidered, the usual annual intenm review of General Service category staff salaries was conducted as a result of which the net salaries for that category of staff were raised by 9 per cent, effective I April 1973, on the basis of the upward movement of the local wage indices on which these salary adjustments are based.

At various times during its 78th, 79th and 80th Sessions, the Council reverted to the question of the post adjustment classification of Montreal, with special reference to the conclusions of the Expert Committee on Post Adjustments on some questions on which the Council had requested, in 1972, the Committee's views. Partly in modification of previous Council actions, and partly as a result of further movements in the local cost-of-living index, the Council decided to place Montreal in post adjustment class 3 with effect from I November 1971 (instead of 1 Aprtl 1972 as previously decided); in post adjustment class 4 with effect from I May 1972 (instead of I July 1972); in post adjustment class 5 with effect from I May 1973 (instead of I December 1972); and in post adjustment class 6 with effect from 1 November 1973.

2. For representetoves on the Council and members of the Council's $Ubordinate bodies in 1973. see Appendix 4.

3. 4 by retirement, 7 by re$ognation. 2 by expiratoon of non­career appointment, 1 by death. 1 by non-renewal of appointment, 1 by transfer. 1 by mutual agreement, 2 by e><piry of temporary appointment.

Organization and Administration

The Council received and noted the Report and the comments of the Secretary General on his expen. ence with the revised Council directives on 13 March 1970 on geographical distribution and rotation of staff. The Council made some suggestions for the improve. ment of future reports on this subject.

TI1e Council considered the invitation contained in the United Nations GeneraJ Assembly Resolution 3042 (XXVII) to comment on the draft statutes of the proposed International Civil Service Commission but decided not to make any comments.

4. Twenty-third Familiarization Course

The twenty·third ICAO Familiarization Course was held from 5 September to 17 October with eleven participants from Bahrain, Bolivia, Cyprus. Democratic Yemen, Korea, Kuwait, Peru, Philippines, Saudi Arabia, Senegal and Yugoslavia.

As in previous yean, the course had the purpose of familiarizing those attending it with the structure and functioning of ICAO. After conclusion of the course in MontreaJ, a number of the participants paid short visits to the Regional Offices accredited to their countries.

5. Public Information Activities

The ICAO Bulletin, published monthly, was improved in both its content and appearance; advertising in it, accepted under the established policy, provided the Organization with a revenue of U.S.$122 000 after deduction of sales costs. This amounted to an increase of more than SO per cent over 1972 revenues.

The Public Information Office produced a re­designed and revised version of the 12-page booklet Facts about /CAO, which describes in brief the history, organization and activities of ICAO. It is used as a low-cost supplement to the 72-page Memorandum on ICAO, and is distributed in large quantities to the general public.

The Office completed a new series of exhibition display units, together with six different posters, intended for RegionaJ Office and Headquarters use. The units are compact and easily transportable to serve requests emanating from Contracting States. The Office also produced a 28-minute radio programme on tape for distribution to radio broadcasting facilities in Con­tracting States; the programme, through narration, sound effects and music, provides information on JCAO's history and activities. Additional work was begun on the production of a booklet on ICAO Technical Assistance, as well as on updating the Air Age Education kit, distributed to secondary school teachers for course instruction.

107

The Public Information Office issued 13 press releases on ICAO activities, which were sent directly to 3 700 news outlets around the world. The Office replied to more than 2 500 written enquiries about the Organization and a wide range of aeronautical subjects, and aJmost twice as many external telephone enquiries.

Four feature articles were prepared exclusively for aviation news media. A variety of films were also mada available on loan to a large number of schools, unfver· sities and interested groups around the world.

6. Computer Activities

During 1973 the following publications were prepared as required from computer-processed data:

Air Transport Digests relating to Airline Traffic, Traffic Flow and Airport Traffic;

Four different Communication Frequency Usts for the European and African Regional Offices;

Air Navigation Systems Planning Usts containing Aerodrome Characteristics.

Administrative material now regularly processed relates to Budgeting, Accounting, Payroll, Personnel/ Establishment Listings, ICAO Inventory, Technical Assistance Purchasing and Inventory.

7. Language Services, Publlcations and Ubrary

At Headquarten, at the Regional Offices and at meetings held away from Headquarters, the translation output as well as the volnrue of interpretation provtdad was higher in 1973 than in 1972. Comparative flgures for the years 1963 to 1973 are given below; those for 1973 reflect the effect of the introduction of the fourth (Russian) language.

Translation Interpretation (in pages) (in man-days)

1973 25 503 4038 1972 20138 2649 1971 22 924 2 781 1970 21 803 3 182 1969 19 044 2 362 !968 20 225 2137 1967 !9683 2 704 1966 19 831 2 8!4 1965 !6 3!6 I 893 1964 17 683 2 139 1963 15 064 20!9

The translation backlog of 392 pages at the end of 1972 increased to 526 at the end of 1973.

108 Annual Report of the Council- 1973

Table VIII-I. Receipts from sales of ICAO publications

Sales from Headquarters Sales from or through Regional Offices:

African Office European Office Middle East and Eastern African Office Far East and Pacific Office South American Office North American and Caribbean Office

Sales through Sales Agencies: Her Majesty's Stationery Office, London Messrs Robertson & Mullens, Melbourne Oxford Book and Stationery Co., New Delhi United Nations Book Shop, New York Information Canada, Government Printing Office, Ottswa Japan Civil Aviation Promotion Foundation, Tokyo C.E. Fritzes Kungl, Stockholm

1973 U.S.$

1205!7.26

395.96 39 797.54

7 257.62 6 724.67 2 827.lg

4.75

14 728.05

8.66 I 241.25 5 320.16

198 823.10

1972 U.S.$

136 146.87

921.84 30 572.13 4131.55 3 638.96 2 025.73

8 582.16 10 000.35 1

21.95 I 325.05 7 510.15 I 353.64

206 229.48

1971 U.S.$

125 764.76

558.94 30 491.89 4231.20 5058.50 I 474.59

IS 970.22

I 490.28 60.31

3 270.04

5.00

188 405.73

(1) D!scontlnueda$salesagenton3t/12/71.accountsettled on lull in 1972.

The Printing Unit had an output of 76 390 000 page impressions which was 3.8 per cent higher than in 1972. The ICAO BuOetin was the only document printed contractually and totalled 8 304 000 page Impressions.

Receipts from the sale of ICAO publications in 1973 totalled U.S.$198 823.10. Table VIII-I gives comparative figures for 1973, 1972 and 1971.

During the year 384 volumes were added to the Ubrary, 282 by purchase and the rest as gifts or on an exchange basis. The Organization subscribed to 160 periodicaJs and received about the same number as gifts or in exchange.

8. Premises

Headquarters

Construction of the building in which the new ICAO Headquarters premises will be located in Montreal advanced at a steady pace. As previously reported, excavation started in September 1972. By mid-June 1973 the foundations and basement concrete work had been completed. At the time of writing, construction had reached the twelfth floor above ground level. The building is scheduled for completion by November· December 1974.

Steps were taken in the planning and execution of those portions of work on the new Headquarters premises for which lCAO itself is responsible, i.e. the fmishing and furnishing of the conference and related areas m the Assembly Block and the base of the Office Tower, as well as the plarming of the subdivision and layout of the special use areas in the basement and the standard office floors in the tower proper. In Section 9 reference is made to Council's decision regarding trans­fers between parts of the Budget, required to finance increased finishing costs.

For the detailed design and drafting of technical specifications the Organization contracted the services of several specialist consulting frrms. To assist in the implementation of the project, and to monitor and supervise execution of the work for which it is respon­sible, ICAO further availed itself of the services of an experienced senior construction administrator loaned by the Canadian Government's Department of Public Works.

More recently, in view of the scope and magnitude of the management and planning effort required for the new Headquarters project and as those portions of the project under ICAO's direct responsibility were entering the execution phase, the Secretary General appointed a senior career officer of the Secretariat as Project Manager who, under the Secretary General's immediate direction, will be in complete charge of the

Organization and Administration

entire effort until the OrganiLation is well settled into its new Headquarters premises.

9. Finance

The appropriations voted by the Assembly for the present triennium (Resolution AIB-23), with an indi· cation of how they are to be financed, are shown in Table Vlll-2.

The Council, pursuant to Financial Regulation 5.9, approved 1973 transfers from Part I (-$61 623), Part II ( -$258 782) and Part IV ( -$45 000) to Part lll (+$365 405). In accordance with Financial Regulations 5.2a) and 5.2c), Council approved supplementary appropriations amounting to $300 000 and $100 000 respectively under Part III, these supplementary appro­priations to be financed from resources available to the Organization and without resort to supplementary assessment of Contracting States. Pursuant to Financial Regulation 13.1, Council suspended the relevant portion of Financial Regulation 5.6 and approved the carry-over from 1973 to 1974 of $78 359 under Part III, $902 212 under Part IV, and $58 000 under Part v.

The above actions by the Council were necessary to cover a steep increase in pre-occupancy fmishing costs of the new Headquarters premises (Part III) and to provide flexibility in issuing contracts during 1973 or during 1974, necessary because of construction delays on the new premises (Parts Ill and IV), and to provide for Special Implementation Projects during 1973 and 1974 (Part V). The Secretary General was authorized to make adjustments that might be required in the light of actual expenditures at the end of the year, within the total revised appropriations of $13 409 893. The adjustments made are reflected in Table VIII-3.

Assessments for 1973 totalled $10091681. This

/09

amount includes those fixed by Council under Financial Regulations 6.8 and 7.4 (subject to approval by the next Assembly) for the new Contracting States of Bahrain (0.10%), Bangladesh (0.13%), Equatorial Guinea (0.1 0%), Fiji (0.10%), Oman (0.10%), Qatar (0.10%), Swaziland (0.10%) and the United Arab Emirates (0.10%). In connexion with determination of the assessment of Bangladesh, Council dacided to recommend to the Assembly reduction of the assess­ment of Pakistan from 0.40 per cent to 0.27 per cent. The amount received by the year's end was $8 602 425 or 85.24 per cent as compared with 86.41 per cent at the end of 1972 and 94.55 per cent at the end of 1971. Under the arrangements authorized by Financial Regulation 6.5, four States elected to pay part of their assessment in the currencies of the Arab Republic of Egypt, France, Senegal and Thailand (countries where the Organization has Regional Offices). Payments equi­valent to $76 000 or 0.75 per cent of the total amount assessed were made in these currencies. The sum of $1 103 678.47 was received in payment of assessments for previous years, reducing the total arrears to $787 582.92. Of this amount, 17.92 per cent repre­sents arrears being gradually paid off rmder arrange­ments approved by either the Assembly or the Cowtcil.

Table VID-4 showa the fmancial position of the Organization, in terms of balances in the General and Working Capital Funds at the beginning of the year and at the end of each quarter, with the corresponding figures for 1972.

All of the above relates to operations wtder the Organization's Regular Programme, fmanced by appro­priations mada by the Assembly. The staff of the Technical Assistance Bureau, Technical Assistance Officers in the Regional Offices and certain related supporting persormel and expenses are fmanced by the TA Administrative and Operational Services Costs Fwtd. Obligations under that fund in 1973 totalled $1114 249.

TableVlU-2. Appropriations for 1972, 1973, 1974

1972 1973 1974 U.S.$ U.S.$ U.S.$

Appropriations 11 039 800 12 348 300 12 264 700 To be fmanced by:

Miscellaneous Income 2 184 800 2 319 300 2 486 700 Assessments 8 855 000 10 029 000 9 778 000

110 Annual Report of the Council~ 1973

Table VIII-3. Revised appropriations for 1973

Appropriations Transfe:"s Res.AIB-23 between Supplementary Carry-Over Rev1sed Actual and C77/21"' Parts Appropriations Amounts Appropriations Obligations

U.S.$ U.S.$ U.S.$ U.S.$ U.S.$ U.S.$

Part I -Meetings 600 778 -61 623 539 ISS 539 155 Part II - The Secretariat 10 100 015 -258 782 9 841 233 9 841 233 Part Ill - General Services I 237 300 +365 405 +400000 -78 359 I 924 346 I 924 346 Part IV - Equipment I 000 200 -4S 000 -902 212 52988 52 988 Part V - Other Budgetary

Provisions 71 600 -58 000 13 600 9 304

13 009 893 +400000 -I 038 571 12 371 322 12 367026

• Carry-over of $661 593from 1972.

Table V1II4. Financial position of the Organization

Working Capital General Fund Fund Total

1973 1972 1973 1972 1973 1972 U.S.$ U.S.$ U.S.$ U.S.$ U.S.$ U.S.$

I January 483 94S 661 191 1103 261 919840 1 587 206 I 581 031 31 March 789 574 I 728 283 1 103 300 I 088 038 I 892 874 2816321 .30 June 309 431 621 891 I 104 000 I 088 074 I 413 431 1 709 965

30 September I 532512 671 350 I 105 500 l 101 690 2 638 012 I 773 040

31 December SS9 9S3 483 94S I 107 700 I I03 261 I 667 653 I 587 206

Appendix 1

Part I - States Parties to the Chicago Acts as of 31 December 1973

Note -(A} designates States which adhered to the Convention

Chicago Convention Amendmants to Chicago Convention Transit Transport lin force as of Articles46(a), Article SOla) Article501al Agreement Agreemant 4April1947l Article93bis Article45 491el and61 adopted on adopted on (in force as of lin force as of

STATES lin force (in force lin force 21 June1961 12March 1971 30January 1945) 8 February 1945) (Deposit of as of a of as of (in force as of (in force as of ratification 20 March 19611 16May 1958) 12 December 19561 17July 1962) 16January 1973) (Notificetion (Notification

oredherencel Deposit of Ratification of acceptance) of acceptance)

Afghanistan 4/4/47 213148 15/3156 15/3158 17/5/45 Algeria 7/5/63(A) 29/11/65 29/11168 29/11165 29111/65 1/2/72 16/4/84 Argentina 4/8/46(A) 19/11/63 21/9156 21/9156 19/11/63 7/6/71 4/6/48 Australia 1/3147 23/8/67 22/4/65 19/1162 15/12/71 28/8/45 Austria 27/8/46(Al 13/4/56 13/4/56 17n/62 10/9/73 10/12/59 Bahrain 20/8171(A) 1/11/71 1111/71 1/11/71 1/11/71 1/11/71 12/10/71 Bangladesh 22/12/niAl Barbados 2113167(A) 14/6/71 10/7/70 Belg1um 5/5/47 28/1/55 28/1155 15/2/62 21/5/71 19/7/45 Bolivia 4/4/47 2315/56 23/5/56 4/4/47 4/4/47 Bralll 817/48 14/10/49 17/6/59 17/6/59 6/3/68 15/6/71

~ Bulgaria 8/6/67(A) 18/12/68 16/12/68 16/12/68 16/12/69 4/6171 21/9/70 Burma 817/481Al 25/10/51 16/8/57 28/10/71 Burundi 19/1/681AI 18/2/68 18/2/68 Canada 13/2/46 2218/47 2/9/58 4/11154 17/10/61 12/5/71 10/2/45 CentraiAfncanAepubhc 28/6/61IAI 22/5/62 22/5/62 22/5162 22/5162

'""' 3/7/621A) 28/8/84 28/8/84 28/B/64 28/8/64 Chile 11/3/47 18/3/68 18/3168 20/12/67 20/12/67 10/10/72 Ctuna 2/12/53113) 24/3148(13) 16/2/56(13) 10/8/62(131 Colombia 31/10/47 Congo, People's Repubhc of 26/4/62(AI 26/5/62 26/5/62 26/5/62 26/5/62 CostaR•ca 1/5/58 5/7/60 5/7/60 5/7/60 9/1184 14/11/73 1/5/58 1/5159

'""' 11/5/49 30/9/63 12/8/63 29/10/62 29/10/62 18/6/71 20/6147 Cyprus 17/11611Al 31/7/62 12/10/61 Clechoslovak Soc.ahst Republic 1/3147 2114/48 2112/67 2112/57 9/3162 15/6171 18/4/45 Dahomey 29/5/61IAI 30/3162 15/8/72 23/4/63 Democratic Yeman 28/1/70(A) 3115/71

28/2/47 4/6/55 4/6155 15/5/62 4/6171 1112/49 Oomm•canAepublic 2511146 10/11147 28/12154 28/12/54 24/10/61 Ecuador 20/8/54 1111/65 11/1/68 1111165 11/1165 11/6171 Egypt,ArabRepubhcof 13/3/47 24/11149 15/3155 15/3155 27/2/62 17/7/72 13/3/47 EISalvador 11/6/47 22/1/63 22/1/63 1/6/46 1/6/45 Equatorial Guinea 22/2/72(Al Ethiopia 1/3147 25/10/54 25/10/54 23/1/63 16/6/71 22/3145 22/3145 Fiji 513/73(A) 4/4/73 4/4/73 4/4173 414173 14/2/73 Finland 30/3149(Al J0/12/54 30112/54 18/9/61 1315/71 9/4/67 France 25/3147 21/9/84 2119/84 20/11/62 13/9/72 24/6/46 Goboo 18/1/62(A) 1511/70 Germany, Federal Republic of 9/5/56(A) 27/4/59 27/4/59 16/8/62 25/8/72 8/6168

Chicago Convention Amendments to Chic.go Conwntion TranSit Transport

(in force as of Articl~481al, Art•cle50(a) Article60(al Agreement Agr0<1ment 4April 1947) Arttele93bis Article45 49(eland6f adopted on

_ ... 00 l/nfcu-cesfOf l!ntorceasof

STATES (in force (in force tintoroe 21 June 1961 12Match 1971 30Januiii'Y1946) 8 February 1945) (Oepas•tof as of as of as of (in forceesof Unforceasof ratification 20March 196H J6May 19581 t2Decembef19661 t7Jutv19621 HiJanu.wv1973) lNot1ficatlon !Notification

or adherence) Deposit of Ratification ofecceptanee) of liiCC!!ptance)

Ghana 9/5/57(A) 15/8/61 16/8/61 16/4/62 18/10/72 G,_ 1313147 12/12/66 12/12/56 2615/65 21/6171 21/9/45 28/2/46(2) Guatemala 28/4/lf/ 8/10/59 6110/59 28/4/47 Guinea 27/3159(A) 28/6/59 2616159 2616159 21/8/61 Guyana 312/filiAI 20/12172 Haiti 25/3148 1319/57 Honduras 715/53 1/6/55 1/6155 20/12/62 13/11145 13/11/45 Hungary 30/91691AI 30/10/70 30/10/70 30/10/70 30/10/70 617/72 15/11/73 Iceland 21/3147 5/7/55 5/7/55 17/5171 21/3/47 India 1(3/47 15/12(47 1911/55 19/1/55 18/12/61 15/6171 215/45 ll\dones1a 27/4/501AI 17/7/61 24111/69 18/10/65 28/7/61 14/6171 Iran 19/4/50 27/4/50 19/2/73 19/2/73 24/1/72 19/4150 Iraq 2(6147 9112/50 25/3155 25/3/55 3/10173 15/6/45 Ireland 31/10/46 4/1/55 4/1/55 9/4/62 15/6/71 15/11/57 lwael 2415/49(AI 1316/57 12/2/62 16/6/54 Italy 3f/f0/47(AJ 8/f0/52 2413158 2413158 1715/63 Ivory Coast 31/10/SO(AI 20/3161 20/3161 20/3161 14/11/61 20/3/61 Jamaica 26{3163(A) 18110/63 18/10/63 18110/63 18/10/63 15/6171 18/10/63

"'"'" 8/9t531AI 2ll6156 21/6156 4/6/62 1416112 20/10/53 Jordan 18/3/471AI 27/7/61 19/4/72 18/3/47 Kenya 1/5/641AI 31/5/64 3115/64 31/5/64 31/5/64 10/2172 KhiTIBl'"Repl.Jb/ic l6/ll56lAI Korea, Republic of 11/11{521AI 2315/57 2315/57 16/2/62 18/6171 2216160 Kuwait 18/5/601Al 3{7/62 15/6171 1716/60 lao• 1316/55lAI 416156 416{56 713162 1416/71 Lebanon 19/9/49 20/8/73 20/8/73 20/8173 18/6/62 4/5/72 Liberia 11/2/47 19/3/45 19/3/45 Libvan Arab Repub!u; 29/1/53!Al 6/12156 6/12/56 17/8162 27}4/12 Luxembourg 28/4/48 1117172 17/3155 17/3155 3110/63 11{7/72 2814/48 Madegasc:ar 14/4/62!Al 7{12/62 7112/62 7/12/62 7/12/62 16/1/73 14/5/62 Malawi 11/9J64fA) 30/11164 30.111164 30JUJ64 30/11164 2914171 Malaysia 7/4/68(AI 1/10/62 28/3161 28/3161 3110/61 15/6/71 3115/45(3) Mali 8/11/60(AI 10/1161 10/1/61 10/1161 1217/61 1/11/71 27/5/70 Malta 5/1/65(A) 2515/65 25/5/65 25/6/65 25/5/65 10/6/71 4/6165 Mauntania 1311/62!AI 2/4/62 2/4/62 2/4/62 2/4/62 MauritiUS 30/1/70(A) 1/9170 1/9/70 1/9170 1/9/70 9/6171 1319171 Mexico 25/6146 12/9/49 1315/55 13/5156 9/4/62 4/9173 26/6/46 Morocco 13111/56IAI 2116157 21/6157 21/6/57 S/12/64 17/6(71 2618/57 Nepel 29/6160(A) 23111/65 Netherla!lds,K1ngdomofthe 2613147 24/2/55 14112/55 31!5/55 8/5/62 29/6171 12/1/46 12/1145 New Zealand 7/3147 22/9/47 8/5/68 8/6156 14/5/62 9/6171 19/4/46 Nicaragua 28/12/45 917/62 9/7/62 917/62 17/11/61 24/8/73 28/12/45 Niger 29/5/61IAI 14/9/61 12/10/71 16/3162!4) Nigeria 14/11/SO(A) 713162 2318/71 25/1/61 ~=ay 6/5/47 18/7/62 1614/56 18/4156 10/10/61 17/6/71 30/1/46

1411/73CAl 23/2/73

Amendmeots to ChicaQO Convention .. Chicago Convention Transit Transport ~ (in force as of Articles48(a), Artlcle50(al Anicle50(al Agreement Agraement

4April19471 Article93bis Artide45 49(eland61 adoptad on adopted on tinforcaasof hnforceasof il. STATES tin force (in force (in force 21 June 1961 12 March 1971 30 January 19451 8February 1945) ".

(Deposit of as of as of "of (in force as of (in force as of ratification 20 March 19611 16 May 19581 12 December 19561 17 July19621 16January 1973) !Notifioetion (Notification

oradherencel DePOsit of Ratification of acceptance) of acceptance)

Pakistan 6111/47(AI 19/7/48 21/10/55 21/10/55 30/4/62 20/8n1 15/8/47(51 Panama 18/1/60(Ait61 24/9/63 24/9/63 2419/63 917/62 1116171 Paraguay 21/1/46 2615169 27/7/45 27/7/45 Peru 8/4/46 16/5/58 25/9/57 12/3164 Philipt)IOI!$ 1/3/47 17/11/62 1318/56 27/7/55 12/11/62 9/6/71 22/3146(71 Poland 614/45 2112/69 2315/62 23/5/62 2315/62 15/6/71 6/4/45(81 Portugal 27/2147 20/9/55 20/9/55 29/5/62 2617/71 1/9/59 a.w 5/10/71(AI Roman1a 30/4/651AI 31/5/66 31/5/65 31/5166 31/5/65 10/11171 Rwanda 312164(AI 15111/65 15/11/65 16111/65 15/11/65 17/3172 8/7/64 Saud1Arabia 19/2/621AI 2512165 25/2/69 25/2/66 25/2/65 20/9171 Senegal 11/11/60(AI 28/2/61 28/2/61 28/2/61 513162 16/2/72 8/3161 Sierra Leone 42111/61(AI 1515/62 Singapore 20/5/66(AI 4/1/67 4/1/67 4/1/67 411/67 31/5171 22/8/56 Sornelia 2/3/64(AI 30/9/64 30/9/64 30/9/64 30/9/64 10/6164 South Africa 1/3/47 24/5/56 24/5156 1312162 15/6171 30/11146 Spa1n 5/3/47 6/6/55 6/6155 2/4/62 27/8/71 3017/45 Sri lanka 1/6148tAI 9/12/48 611/55 6/1155 28/5/62 29/12/71 31/5/45(11 Sudan 29/61561AI 8/4/60 8/4160 514/50 31/5/62 21/11/73 Swuiland 14/21731A) 30/4/73 Swodoo 7/11148 8/7/55 817/55 28/12161 11/6171 19/11/45 19/11145 Switzerland 612147(91 17/4156 17/4/66 22/5/61 28/9/72 617/45 Synan Arab Republic" 21/12149 2311/53 613156 8/3156 1617/62 2613173 Tanzania,UnitedRepublicof 2314/621AI 10/4/63 10/4/63 10/4/63 10/4/63 25/6171 Thailand 4/4/47 3112/67 18/1160 18/7/56 17/1/62 14/9171 6/3147 Togo 18/5/65(AI 1211/73 16/9/65(101 Trinidad and Tobago 14/3/63tAI 10/7172 1314/63 Tun1s1a 18/11/67(AI 2316161 2316161 1611/61 27/12/61 28/10/71 26/4/62 Turkey 20/12/45 28/9/65 23/12155 23112/55 28/9/65 6/6/45 6/6156(11) Uganda 10/4/67tAI 25/5/71 Union of SoviE!t Soc1alist Repubhcs 15/10/70(A) 4/5/71 4/5/71 415171 15/6171 United Arab Emirates 25/4/72(AI 25/4/72 United Kingdom 1/3/47 19/1/48 17/2/55 17/2/65 4/1/62 11/6/71 31/5/46 United Republic of Cameroon 15/1!60(AI 14111/61 14/11/61 14/11/61 30/3/60 United States 9/8/48 22/6/56 2313/62 2713172 8/2/46(12) Upper Volta 21/3/621AI 1/2/71 1/2/71 112/71 8/9/65 Uruguay 1411/54 Venezuela 1/4/47(AI 6/7/66 612/62 28/3/46 VIE!t·Nam, Republic of 19/10/64(AI 30/12/57 30/12157 30/12/57 16/4/62 Yemen 17/4/64(AI Yugoslavia 9/3/60 1314/60 20/6161 20/6/61 6/3/62 14/6nt Zaire, Republic of 2717/61(A) 2318/62 2318/62 7/9/71 Zamtua 30/10/64(AI 12/10/65 12/10/65 12110/65 12/10/65 20/4/72 13110/65

*From 21 February 1968 to 28 September 1961 Syria was pert of the then Umted Arab Repubhc. "'

Appendix 1

Part II - Protocol on the Authentic Trilingual Text of the Convention on International Civil Aviation (Chicago, 1944),

done at Buenos Aires on 24 September 1968!11

Date of signature Date of signature Date of deposit without reservation with reservation of instrument Date of entry

a$ to acceptance as to acceptance of acceptance into force

Signed at Buenos Aires

Argentina 24/9/68 24/10/68 Belgium 24/9/68 2j1j69 2/1/69* Brazil 24/9/68 24{10/68 Cameroon 24/9/68 2/4/70 2/4/70* Canada 24/9/68 21/8{69 21/8/69* Chile 24/9{68 24/10/68 China 1 24/9/68 18/1/71 18/1/71* Colombia 24{9/68 8{5{10 8{5/10* Congo, People's Republic of 24/9{68 Costa Rica 24/9{68 30{12{69 30/12/69* Cub• 24/9/68 13/3{73 13/3/13 Czechoslovak Socialist Republic 24/9/68 24/10/68 Denmark 24{9/68 24fl0f68 Ecuador 27/9{68 24/10/68 France 24/9/68 19/2/69 19/2/69* Guatemala 24{9/68 6/8{11 6/8/71 India 24j9j68 29/12/69 29/12/69* Khmer Republic 25/9/68 Korea, Republic of 24/9/68 24/10/68 Mali 24/9/68 21!5{69 27/5/69* Mexico 24{9/68 25/3{70 25{3/70* Norway 24/9{68 24/10/68 Pakistan 24/9/68 24/10{68 Paraguay 24{9/68 Peru 24/9/68 Philippines 24/9/68 Poland 24/9/68 24/10/68 Portugal 24/9/68 24/10/68 Rwanda 24/9/68 24/10/68 Senegal 24/9{68 South Africa 24/9/68 24/l0/68 Spain 24{9/68 24/10/68 Sweden 24/9/68 24/10/68 Switzerland 24/9/68 22/1/69 22/1/69* Syrian Arab Republic 24{9/68 24{10{68 Togo 24{9/68 11/4/69 11/4/69"' United Kingdom 24/9/68 9/1{69 9{7{69* United Republic of Cameroon 24/9/68 2/4/70 2/4/70' Upper Volta 24j9j68 SJI/70 8/1/70* Uruguay 14{9{68 Venezuela 24{9/68 Yugoslavia 24/9/68 24/10/68

( 1 I Thit list is based on information rece1ved from the depositary State.

114

Appendix I

Sipted at Washinaton D.C.

United States of America Australia Germany, Federal Republic of Panama Ivory Coast Niger Luxembourg Chad Malawi Saudi Arabia Lebanon Tunisia Afghanistan Turkey Jordan Nigeria Tanzania, United Republic of Hungary Ireland Romania Bulgaria Gabon Netherlands, Kingdom of the Democratic Yemen Mauritius Egypt, Arab Republic of Madagascar Union of Soviet Socialist

Republics Zambia Kuwait Austria New Zealand Bahrain Qatar ItaJy Equatorial Guinea United Arab Emirates

Bangladesh Omon Swaziland Fiji Greece

loaccordanc;ewithArticleiV.2): ' on the date of acceptance

Date of signature Without reservation

as to acceptance

17/10/68 12/2/69 14/2/69 9/4j69

15/4j69

21/5/69

19/6/69 30/6!69

l9J9j69 9/10/69

29/l0/69 26j8j69

3/12/69 29/12/69

20j4j70

1/3/72

•• onthedateofsignaturewithoutreservatlonasroacc:eptance.

Date of signature with reservation as to acceptance

24/4/69

15!7/69 5/9/69

Date of deposit Of instrument of acceptance

JJ/4/69

9/6/69

5/1/70 15/1/70

14/5/70 18/5/10

16/11/10 14/1/11 15/3/71 15/6!71

20(9/13

115

Date of entry into force

24/10/68 12/2/69"'* 14/2/69** 9/4/69"'"'

15/4/69** ll/4/69"'

21/5/69** 9/6/69"'

19/6/69,.. 30/6/69**

5!4173

19/9/69*"' 9jl0j69 ..

29jl0/69** 26/8/69*"

30/10/69(2) 3/IZ/69**

29/12/69** 5/1/70*

15/1/70* 20j4J70** 27/2/70(2)

1/3/70(2) 14/5/70* 18/5!70*

14/1 Jj70(2) 16/11170*

14/1/71* 15/3/71* 15/6/71"' 19/9/71(2) 5/10/71(2) 1/3/72

23/3/72(2) 25/5/72(2) 21/1/73{2)

23;2!73(2) 16/3/73(2) 4(4/73(2)

20(9173

t2) Acceptance of Protocol is deEtmed by virtue ()f adhe~nce to Convention on International Civil Aviation, as provided by Article v of Pro toe() I. Oat<! of entry into force of F>rot()cOI eorr<tsponds to date on which edherenc;e to Conventoon on lnt<ttnationar Civil Aviation becomes effective.

NOTBS:

NOTES:

(l) By a note of t Aprlt 19S7 1he Char&l! d'Affaires ad interim ofCeyl<;m (now Sri Lanka), on behalf of the Govcmment of Ceylon, informed tlle 5ecretuy <>f State of the United States of America !hat "altboush no notice was siven by Ceylon of adherence to 1he Trans!! A,Sreement, the Government of Ceylon considers Itself a p4rty to the lntematlonal Air Service8 TraMit Apeernent slnce 3J May 1945, the date on whJch tbe U.nlied Kingdom Government accepted the Aj:reement ... ".

(1-) Reservation accumpanymg !he acceptance of G~eue. "In accepting 1h1s Agreement (transpon) 111 accordance wllh Arllcle VIii. paragraph two thereat, I am directed to make a reservalion with respect to !he righls and obhgatoon; contained m Arlocle [, SectiOn I, paragraph (5) of the Agreemenl whoch, under ArliciC IV. Secuon 1. Greece does not wish, for the tome bemg, to grant or receive".

(3) The MmoSier of the F:xtemal Affairs of !he FederaTion of Mu/aya (now the Federatoon of Malaysia) informed the Secretary Qf Sl31e of the Umted States of America. by a note da1ed 31 O"cember 1959 that, bY vinueoftheacceptance oft he said agreement on 31 May 1945 by the Governmen1 of tile United Kmgdom on behalf of tile United Kingdom and ots terntones. mcludmg the Federation of Malaya, "the Govemment of the Federation of Mala~~ considers (tse/f a party to this Agreement as from 31 May 1945",

(4) Tile Embassy of the Repubh.; of Niger nottfied the V..~rrment of State ut rne united States of Amertca bY a note rec<'lved on !6 March 196.2 t/lal after arqumng mdependence, and pursuant 10 Arhde 77 of lhelf conslitution, !lie Republic of Niger considers itself bound by the provisions of the >aid Agreement.

(5) The Ambassador of PrskrsNm made the foUowm,g statenu.•nl in the note No. F 96}48}1 of 24 Marcil 1948 to !he Department of Slate:" ... that by ~•nueof th" provisions m clause 4 of the Schedule of tile lnd~an Independence (International Arrangements) Order. 1947, the International Air Services Transit Agreement signed by Uniled Jnd1a contonu«s to be bmding after the parlition on the Dominion of Pakistan." The acceptance by India on 2 May 1945 of the Trans1t Agreement applied also to the lerntory, !hen a part of India, which later, on IS August 1947 became Pakostan.

(6) Adherence of Panama contams the followmg statement designated as a "reservalion". "La RepUblica de Panama se adluere a d1clla CONVENCLON con Ia resena de que Ia RepUblica de Panami no da su asentim1ento a Ia palabra J!<risdiccidn que aparece en el Articulo 2 de fa verso6n espaiiola de Ia Convenci6n, como equivalentedel t;!rmono ·~u~eramty'que aparece en eltexto ingJ;!s".

(7) Reservation accompanymg acceptance of the Pflili{J(JIIfes: "Tile above acceptance ts ba<ed on th., understllmhng ,. that the Pf"0~1s1on• of Artkle It, se.:tion 2 of the International Air Scr~oces Transh Agreement shall become operative as to the ('ommonwealth of the Phihppinea at such lime as the Convention on lnlernational Civil Av,.tion shall be ta!JfJed m accordance w1111 the Constotullon and laws of th« Phohppones". (Philipflme instrument of ratification of the Con~ention on International Covlt Aviation deposited I March 1947).

(8) By a note dated 17 March 1959, the Char~e d'Affaores ~d 1ntenm of the Po/1sh People's Republic mformed the Secretary of State of the Umted States of Amenca "that the Polish People's Repubhc has adhered 10 !he International Air Services Transol Agreement".

(9) The Minister of Swituri<lnd made the followmg slatemenl in the note tra~sm1ttlng: !he SWISS mstrum~nt of rauflcalmn "My go~ernmenl has onsrructed me to notify you Ilia! the autllonlies In Switzerland /lave agreed woth tile authonties in the PrincipahtY of Llechtenstdn that th1s Col\'ventoon will be appliCable to tile territory of the Prmc,pality as well as to tllal of the Svv1ss ConfederatiOn, as long as the Treaty of 29 March 1923 int~grating: the whole terntory of LleChtenstem with the Swoss customs territory wolf r~tmaln in force",

(10) The Ambassador of Togo mformed the Presodent oflhe Unoted States of America by a ROle daled 16 S~pt<tmber 1965 that "My Government lias Instructed me 10 notify the Go~ernmenr of the Umred States of America. as the depositary of thai Agreement !Tramtt/ and m accordance w1th Arll!'le 6. that the Repubhc of Togo considers itself bound by the PfOVIStORS of tile Chicago Conven1ion and tile aforesaid Agreement and requesls !lie Government of tile Un1ted States of Amenca to communicate lhJs declaution to !he Secretary General of ICAO and all the member Stales." (trans) The Ambassador's note further staled that at th~ tome of 1t:.e conclusicm of the Transit Agreemenl, Togo, which was then under tile mandate of France. was represented by it in liS mterna11onal relations and, m depositing its Instruments of ralifocallon of tile Convention [on 25 March 1947] and tile Agreement on 24 June 1948. France made no reservations concerning thelt application to !lie Territory of Togo, ~onseque!ltly, 11 follows thdl the Chocago Conven110n and the Transit Agreement were duly ratified for Togo on 1he dales on which FrancedepositedJtsmslrumenlsofraliflcationand,tllerefore, otis not necessary for Togo todeclareitsadherenceagain,

(II) Reservahon accompanying acceptance of Turkey " .. tile resenat1on made by the Turkish Delegallon on tile fifth freedom of the air conlained in the International Alr Transport Agreemenl 1s explamed m the folfowong arhcle of the law by whoch the aforementioned mstruments have been ratified 'The Turkosh Government, when concluding bilateral agreemefi!S, shall have the authorrry to accept aud apply for temporary peri<>ds th, p!'O>'tSIOil regarding the ftfth freedt~-m of the air contamed in tile lnternatoonal Aor Transport Agreemenl'."

02) The acceptance by !he Government of the Umted States of Ameriw was· " . given with the understandmg thai the pro~1soons of Arllcle Jl. ~c11on 2, of the International Air Services Trans1t Agreement .. shall become operative a~ to the United States of Amenca at ~uclltime as tile C:on~ention on Jnternallonal Civol A~iation ... shall be ratifle:! by the Uniled States of America", (United Stdtes lnstrurnent of ratification of the Convt'nl1011 on lnternalional C1~il Aviation dePQsited 9Aug:ust 1946.)

(13) On 2 December 1953 China re-tatified the Chicago Convention. All entnes recorded throushouttllis publication in respect of China refer to actions taken by the authorities represeni;lng China in the International Civil Aviation Organi:tatiOP at the time of those actions, (See also Note 6 i;o Appendix 2.)

Appendix 2

List of States Parties to the Geneva, Rome, Guadalajara, Tokyo, The Hague and Montteal Conventions

and the Hague Protocol, as of 31 December 1973

Algeria Argentina Brazil Central African Republic Chile Cuba Denmark Ecuador Egypt, Arab Republic of ElSalvador France Gabon

Algeria Argentina Australia Belgium Brazil Canada Cuba Ecuador Egypt, Arab Republic of

Australia Austria Belgium Brazil Chad Colombia Cyprus Czechoslovak Socialist Republic Denmark Egypt, Arab Republic of FiW France Gabon Germany, Federal Republic of Greece

Germany, Federal Republic of Greece Haiti Iceland Italy Ivory Coast Laos Lebanon Libyan Arab Republic Mali Mauritania Mexico1

Rome Convention1

Gabon Haiti Honduras haq Italy Luxembourg Mali Mauritania Morocco

Guadalajara Convention1

Guatemala Hungary kaq Ireland Italy Jamaica Lebanon Libyan Arab Republic Luxembourg Mexico Netherlands, Kingdom of the NewZealand4

Niger Nigeria

IJ7

Netherlands, Kingdom of the

N"ISO' Norway Pakistan Paraguay Rwanda Sweden Switzerland Thailand Tunisia United Republic of Cameroon United States

N"'8" Nigeria Pakistan Panguay Rwanda Spain Sri Lanka Tunisia United Republic of Cameroon

Norway Pakistan Paraguay Philippines Poland Romania Rwanda Saudi Arabia Swaziland Sweden Switzerland Tunisia United Kingdom5

Zambia

J/8

Argentina Australia Barbados Belgium Brazil Burundi Canada Chad China6

Colombia Costa Rica Cyprus Denmark Dominican Republic Ecuador Fiji7

Finland France Gabon Germany, Federal Republic of Greece Guatemala8

Argentina Australia Barbados Belgium Brazil Bulgaria Byelorussian Soviet Socialist Republic c ... da Chad Chile China Colombia Costa Rica Cyprus Czechoslovak Socialist Republic Dahomey Denmark Ecuador Fiji Finland

Tokyo Convention1

Hungary8

Iceland Israel Italy Ivory Coast Japan Jordan Kenya Korea, Repubfu: of uo' Lesotho Luxembourg Ubyan Arab Republic Madagascar Malawi Mali Mexico Netherlands, Kingdom of the 9

Nicaragua Niger Nigeria Norway

The Hague Convention1

France Gabon German Democratic Republic Ghana Guyana Hungary iceland hon lnoq Israel Ivory Coast Japan Jordan Malawi Mali Mexico Mongolia Netherlands, Kingdom of the Nicaragua Niger

Annual Report of the Council- 1973

Pakistan Panama Paraguay Philippines Poland Portugal Rwanda Saudi Arabia Senegal Sierra Leone Singapore South Africa Spain Sweden Switzerland Thailand Togo Trinidad and Tobago UnitedKingdom10

United States Upper Volta Yugoslavia Zambia

Nigeria Norway Pakistan Panama Paraguay Philippines Poland Portugal Romania South Africa Spain Sweden Switzerland Trinidad and Tobago Uganda Ukrainian Soviet Socialist Republic Union of Soviet Socialist Republics United Kingdom United States Yugoslavia

ndix2

Afgh"""tan Algeria Argentina Australia Austria Belgium Brazil Bulgaria Byelorussi.an Soviet Socialist Republic Canada Colombia Congo, People's Republic of11

Coba Cyprus Czechoslovak Sociali1t Republic Dahomey11

O.nmark Dominican Republic Ecuador Egypt, Arab Republic of El Salvador Fijl12

France Gabon Gennan Damocratic Republic' 3

Gennany, Federal Republic of

Argentina Australia Bmill Bulgaria CWlada Chad China Costa Rica Cyprus Czechoslovak Socialist Republic Denmark Dominican Republic Fiji Finland

The ftaaue Protocol1

Greece Guatemala Hungary Iceland India Iraq Ireland Israel Italy IvoryCoast11

Japan Korea, Republicof1 4

La"' Libyan Arab Republic Liechtenstein Luxembourg Madagascar t t

Malawi Mali Mexico Nauru Nepal Netherlands, Kingdom of the New Zealand Niger11

Nigeria

Montreal Conventioa1

Gennan Democratic Republic Gbana Guyana Hungary Iceland kau Israel Ivory Coast Jordan Korea, Republic of Malawi Mali Mongolia Netherlands, Kingdom of the Nicaragua

Norway Pakistan Paraguay Philippines Poland Portugal Romania Saudi Arabia Sanegal Singapore South Africa Spain Swaziland Swed.en Switzerland Syrian Arab Republic' 5

Tunisia

119

Ukrainian Soviet Socialist Republic Union of Soviet Socialist Republics United Kingdom16

United Republic ofCameroon11

Venezuela Western Samoa Yugoslavia Zambia

Niger Nigeria Norway Panama Philippines Portugal South Africa Spain Sweden Trinidad and Tobago Union of Soviet Socialist Republics United Kingdom United Republic of Cameroon United States Yugoslavia

/20 Annual Report of t!te Council- 1973

NOTES TO LIST OF STATES

1. ICAO is the depOSI'lary of the Geneva, Rome aod Tokyo Conventions, the f>ohsh People's Aepubhc the depositary of The H;tgue Protocol and Mex1co the depositary of the Guadalajara Convent1on. Depositanes of The Hague and Montreal Conv11ntioM are the Union of Soviet Socialist Republics, the United Kingdom of Great Britain and Northern Ireland and the United States of America. The lists re1at1ng to The Hague Protocol, the Guadalajara Convention alld The Hague and Montreal Conventions are as transmitted to ICAO by t/wrespective depcmtafies.

2. With a reservatiOn ccmcermng the priority to be givao to fiscal and other cla1ms arising out of work contracts or the salaries and wages of crew.

3. In a d&clarMion, dated 18 January 1972. the Gowrnment of FiJI stated that it C()nsldered otself to bo:l a party to the Convention. 4. Upon dep0$iting 1ts Instrument of accession on 19 May 1969, New Zealand declared thet the Convantion would extend to Cook

lstands, Niue and Tokelau Islands, in accordance with paragraph 1 of Article XVt. Th11 Convantion ext11nded to these territorii!S as from 17 August 1969 in accordance with paragraph 2of thll sam11Article.

5. In accordence With Article XVI, peragraphs 1 and 2. of the Convention, the Unoted K111gdom of Great Britain and Northern Ireland d&ctared ill a notification dated 16 March 1967, $1mt to th11 Government of the United States of Me.><Wo, thet the ConventiOn would extend to all of the territories for whose illternatiollal relatoons the Government of the Un•ted Kingdom was 111spons1ble, wtth certain excePtions.

6. Signature and ratifocatoon wen~ on 14 September 1963 and 28 February 1g66 respectively. AI on the cese of Note 13 to Appendix 1. Part 1, all entries recorded throughout this publocatiOn 1n respect of Ch1na refer to actions taken by the authorities represe11ting China io the International Covil Aviation Organizatioll at the time of those IK:tions.

1. Decteratioll dated 18 January 1972 by Fiji that it succeeded, upon independence, (whereof the date was 10 October 19701 to the rights and obJigatlomof tbe U11ited Kingdom in reSPe<:t of this Convant1on.

8. Reservatioo: does not consider itself bound by Article 24, paragraph 1 of th11 Convention. 9. Dectaratio!'l: " ... the Convention, with respect to the Kill9dom of the Netherlands, shall not enter into force for Surinam and/or the

Netherlands Antillll!l until the ninetieth day after the date on wh1ch the Golle'"nment of the Kingdom of the Netherlands will nave notified the /ntel'national Ci11il A11iatiDn Organization Wt ln Surinam and/or in tba Nethel"lands Antilles t!te neceuary steps for giving effect to the provistons of the <lbove~eotioned Com1ent10n nave been taken."

10. Declaration: " ... the provisions of the Convant,on shall not apply in 111gard to Southel"ll Rhodlllifll unleu and until the Government of the United Kingdom inform the International Civil Aviation Orgenization that they ate in a pceltion to ensure that the obligations imposed by the Con~tention in respea of that territory can be fuJIV implemented."

11. Notified the depositary that it considered itself bound by the Fre11ch act of ratlficet1on. 12. Declaration dated 1S January 1972 by Fiji that it considered iuelf bound by the provision• of the Warsaw ConvelltiOil of 1929 and by

the provisions of The H119ue Protocol of 28 September 1956 emending the Warsaw Convention. 13. Certain States hevellotrfied the depositary that they do not recognize the Gennsn Oemou-etit: Repub.lic • a State. 14 Statement received by ICAO from the depositary Golle'"nment: "The reception of the instrument of acceu,on and thiS notification does

not mean the recognition of the Republic of Ko111a by the Government of the Polish People's Republic." 15. Not1fied the depOsitary that it considered itself lxlund by the ratification of the UnitBd Ar<lb Republic. 16. The Un1ted Kingdom notified the depositary that the acceptance of the Protocol does not apply to Aden, Antigua. BruneJ, Dominica,

Greneda, Kemeran, the Kuria Muria Islands, Perim, the Protectorate of South Arab1a, Southern Rhodesia, St. Chriltopher, Nevis 111d Anguilla, St. Lucia, St. Vtncent, Swaziland and Tonga.

Appendix3

Part 1-Annexes to the Convention

Amendments .adopted up to 31 December 1973

Annex Date of Effective Date of No. Title and Amendment Nos. Adoption Date Applicability

Personnel Licensing 14/4/48 15/9/48 l/5;49 Amendments 1 • I 23 22/3/50 1/9/50 1/10/51 Amendments 124 • 129 27/6/50 1/11/50 1/10{51 Amendments 130 - 151 25{11{52 1{4/53 1{4/55 Amendment 152 2212/56 1{1{56 1/12{56 Amendment 153 16/4{51 1/9/57 1/12/57 Amendment \54 13/6/57 1{10/57 1/12/57 Amendment ISS 27/6/62 1/11/62 1/9/63 Amendment 156 11/12/72 11/4/73 2flf751

16/1{78' Current Edition of Annex - 6th, April 1973

RulesoftheAir 15/4/48 15/9/48 1/1/49 Amendment 1 27{11/51 1/4152 1/9/52 Amendment 2 17/11/53 1/4{54 1/9/54 Amendment 3 11/5/56 IS/9/56 1/12/56 Amendment 43 14/11{58 Amendments 8/11/59 1/5{60 1/8/60 Amendment6 13{12/61 1/4/62 1/7/62 Amendment 7 27/6/62 1/11/61 1/12{62 Amendment 8 29{11/65 29/3/66 25/8/66 Amendment 93 29/H/6S Amendment I 0 1/6/61 5/10/61 8{2/68 Amendment II 23/1/69 23{5[69 18{9/69 Amendment 12 25/5/70 25/9{70 4[2171 Amendment 13 24/3172 24/7/72 7/12!72 Amendment 14 15/11112 15{3!73 16{8{73 Amendment IS 13{12/72 13{4!73 16{8!73 Amendment 163 23/3173 Amendment 17 7/12/73 7{4{74 23{5{14

Current Edition~ 6th, September 1970

Meteorology !6{4{48 15{9{48 1/1{49 Amendments I - 21 11/9/48 23/12/48 1!1{49 Amendments 22- 37 29/5/SI 1/10/SI 1/1[52 Amendment 38 15/12/53 1/5/54 1{9{54 Amendment 39 18/5/54 20/8/54 1/9/54 Amendment4a 2&/9/54 1f1tSS 1/1/55 Amendment 41 1/4/SS 1{8/SS 1/1/56 Amendment 41 8/5/56 1/9/56 1/12/56 Amendment 43 13{6/51 J/10{57 l/12{5'7 Amendments 44 & 45 18/2/60 1/5/60 1/8/60 Amendment 463 8{6/60 8/6/60 Amendment 47 2/12/60 1/4/61 1/1{61 Amendment 4~:13 2{12/60 1/1{61 Amendment 49 8{4{63 1/8{63 1/11/63

121

!22 Annual Report of the Counci1- 1973

Annex Date of Effective Date of No. Title and Amendment Nos, Adoption Dote Applicability

Meteorology (cont.) Amendment 503 18(3/64 18/3/64 Amendment 51 31/5/65 1/10/65 10/3{66 Amendment S23 12)12/66 12{12{66 Amendment 53 12(12/66 12/4/67 24/8/67 Amendment S43 13/6{67 1/1/68 Amendment SS 16/12{68 16/4/69 18/9/69 Amendment 56 15/5/70 15/9/70 4/2/71 Amendment $1 19/3/71 6{9/11 6/1/12 Amendment SB3 19/3/71 6/l/72 Amendment S9 24/3/72 24/7/72 7/12/72

CUrrent Edition - ?th, September 1970

Aeronautical Chart: 16/4/48 1/11/48 1/3{49

Amendment l 6/12{48 15/3/49 15/3/49 Amendments 2 - 22 15/11/49 1{6/50 1/9/50 Amendments 23- 28 25/6/51 1/11/51 1/1/52 Amendment 29 19/6{52 1/12/52 1/4)53 Amendment 30 22/2/56 1{7/56 1/12/56 Amendments 31 & 32 13{6151 1/10{57 1/12/57 Amendment 333 14{1 1{58

Amendment 34 20f6{60 1/10/60 1/7{61

Amendment 35 8/12/61 lf4/62 1/7{62

Amendment 36 14/12/62 1{4/63 1/11/63 Amendment 37 11{12/63 1{6/64 1/11/64 Amendment 38 25/3/64 1/8/64 1/11/64

Amendment 39 10/12/65 10/4/66 25/8/66

Amendment 40 13/6{67 8/10/67 8)2/68

Amendment 41 23/1/69 23{5/69 18/9/69 Amendment 42 15{5/70 15{9/70 4/2/71 Amendment 43 29/11/71 29/3/72 7/12/72 Amendment 44 27/11/72 27/3173 16/8/73

Current Edition- 6th, October 196?

Units of Mea:JUrement to be Used in Air-Ground Communications 16/4/48 15/9148 1/1{49

Amendments 1 - ll 11/12/51 1/5/52 1/9/52

Amendment 12 8/12/61 1/4/62 1/7{64

CUrrent Edition - 3cd, April 1962

Operation of Aircraft, International CommercUJl Air 1hrtrsport4 10{12{48 15/7/49 1{1/50

Amendments J - 1 2? 5/12{50 1/6/51 1/10/51

Amendments 128- 131 4/12/51 1/5/52 1{9/52

Amendments 132 & 133 28/11/52 1/4{53 1{6/SJ

Amendment 134 2{12/52 1{5{53 1/7/53

Amendment 135 20/10/53 1{3/54 1/11/54

Amendment 136 23/2{56 1{7/56 1/12/56

Amendment 137 8/5/56 1{9{56 1/12/56

Amendment J38 15/5/56 15{9{56 lfl2f56

Amendments 139 & 140 13{6/51 1/10{57 1/12/57

Amendment 141 12;5;58 1{9{58 1/12/58

Amendment !42 8!12{59 1/5/60 1}8/60

Appendix 3 123

Annex Date of Effective Date of No. Title and Amendment Nos. Adoption Date Applicability

Operation of Aircraft, International Commercial Aw Transport {cont./ Amendment 143 2{12/60 1/4/61 1/7/61 Amendment 144 24/3/61 1/8/61 1/10/61 Amendment 1453 24/3/61 Amendments 146, 147 & 148 13/12/61 1/4/62 1/7/62 Amendment 149 8/4/63 1/8/63 1/11/63 Amendment 1 SO 14/12/66 14/4/67 24/8/67 Amendment I 51 8/11/67 8/3/68 22/8/68 Amendment 1524 23/1/69 23/5/69 18/9/69

Part I- Operation of Aircraft, International Commercial Air Transport 23f1169 23/5/69 18/9/69

Amendment I 25/5/70 25/9/70 4/2/71 Amendment 2 2/4/71 2/8/71 6/1{72 Amendment 3 10/12{71 10/4/72 7/12{72 Amendment 4 27/6/72 27/10/72 1/3/73 Amendment 5 29/5/73 1/10/73 23/5/74 Amendment 6 30/10/73 28/2/74 23/S/74 Amendment 7 7{12/73 7/4/74 23/5/74

Current Edition - 3rd, October 1912

Part II- Operation of Aircraft, International Genera/Aviation 2/12/68 2/4/68 18/9{69 Amendment I 1/6/70 1/10/70 4/2/71 Amendment 2 2/4/71 2/8/71 6/1/72 Amendment 3 29/5/73 1/10{73 23/5{74

Current Edition - 2nd, August 1971

Aircraft Nationality and Registration Marks 8/2/49 1/7/49 lfl0/495

1/1/516 Amendment 1 12/11/63 1/4/64 1/11/64 Amendment 2 8/11/67 8/3/68 22/8/68 Amendment 3 23/1/69 23/5/69 lg/9/69

CUrrent Edition - 3rd, May 1969

Airworthiness of Aircraft 1/3/49 1/9/49 1/10/49 Amendments I • 63 26/6/SO 1/1/SI 1/2/51 Amendments 64 • 83 13/11/51 15/4/52 15/5/52 Amendment 84 2/12/52 1/5/53 1/6/53 Amendment 85 13/6/57 1/10/57 1/12/57 Amendment 86 13/12/61 1/4/62 13/12/64 Amendment 87 12/11/63 1/4/64 12/11/66 Amendment 88 8/11/67 8/3/68 22/8/68 Amendment 893 2/4/71 6/1/72 Amendment 90 10{12{71 10/4/72 7/12/72 Amendment 91 16{3{73 30/7/73 23/5/74

Current Edition- 6th, July 1973

Pacilitatwn 25/3/49 1{9/49 1/3/50 Amendment I 7/11/52 1/3/53 1/7/53 Amendment 2 11{5{56 1/11/56 1{3/57 Amendment 3 22{6{60 1/11/60 1/3/61 Amendment 4 20{11/63 1/4/64 1/7/64

Appendix 3 123

Annex Date of Effective Date of No. Title and Amendment Nos. Adoption Date Applicability

Operation of Aircraft, International Commercial Air Transport (cont.) Amendment 143 2(12/60 1/4/61 1/7/61 Amendment 144 24/3(61 1/8/61 1/10/61 Amendment 1453 24/3/61 Amendments 146, 147 & 148 13/12/61 1/4/62 1/1(62 Amendment 149 8/4/63 1/8/63 1/11/63 Amendment 150 14/12/66 14/4/67 24/8/67 Amendment 151 8/11/67 8/3/68 22/8/68 Amendment 1524 23/1/69 23/5/69 18/9/69

Part 1- Operation of Aircraft, International Commercial Air Transport 23/1/69 23/5/69 18/9/69

Amendment I 25/5/70 25/9/70 4/2/71 Amendment 2 2/4/71 2/8/71 6/1/72 Amendment 3 I0/12/71 10/4/72 1/12/12 Amendment 4 27/6/72 27/10/72 1/3/73 Amendment 5 29/5/73 1/10/73 23(5/74 Amendment 6 30fl0/73 28/2/74 23/5/74 Amendment 7 7(12/73 7/4/74 23/5/74

Current Edition- 3td, October 1972

Part II- Operation of Aircraft, International General Aviation 2/12/68 2/4/68 18/9/69 Amendment I 1/6/70 1/10/70 4/2/71 Amendment 2 2/4/71 2/8/71 6/1/72 Amendment 3 29/5/73 1{10/73 23/5/74

Current Edition- 2nd, August 1971

Aircraft Nationality and Registration Mark$ 8/2/49 1/7/49 1/10/496 1/1/516

Amendment 1 12/11/63 1/4/64 1/Il/64 Amendment 2 8/11/67 8/3/68 22/8/68 Amendment 3 23/1/69 23/5/69 18/9/69

Current Edition - 3rd, May 1969

Airworthiness of Aircraft 1/3/49 1/9/49 1/10/49 Amendments I • 63 26/6/50 1/1/51 1/2/51 Amendments 64 • 83 13/11/51 15/4/52 15/5/52 Amendment 84 2/12/52 1/5/53 1/6/53 Amendment 85 13/6/57 1/10/57 1/12/57 Amendment 86 13/12/61 1/4/62 13/12/64 Amendment 87 12Jil/63 1/4/64 12/11/66 Amendment 88 8/11/67 8/3/68 22/8/68 Amendment 893 2/4/71 6/1/72 Amendment 90 10/12/71 10/4/72 7/12/72 Amendment 91 16/3/73 30/7/73 23/5/74

Current Edition - 6th, July 1973

Facilitahon 25/3/49 1/9/49 1/3/50 Amendment I 7/11/52 1/3/53 1/7/53 Amendment 2 17/5/56 1/11/56 1/3/57 Amendment 3 22/6/60 1/11/60 1/3/61 Amendment 4 20/11(63 1/4/64 I/7/64

124 Annual Report of the Cou11cil- .!973

Annex Dqteof Effective Date of No. Tille and Amendment Nos. Adoption Date Applicability

Facilitation (cont.}

AmendmentS 17/11/65 1}3/66 I/1(66 Amendment 6 16/12/68 15/4/69 15}7]69 Amendment 7 16/12{70 15/4/71 15/7171 AmendmentS 7/12/73 15/4/14 15/7/74

Current Edition- 6th, April1969

10 Aeronautical TeJecommuniCIJtions 30/5/49 IP/50 \I<JSII Amendments I - 3 28/3/5! 1/10/51 1/1/52 Amendments 4 & 5 Z8{3/5I 1/10}51 1/4/52 Amendment 6 1/4/52 4/7/52 119/52 Amendments 7 - II 11J6/52 1/12/52 1}4}53 Amendment 12 28/Jl/52 I/3{53 114153 Amendment 13 S/5153 l5(8(S3 1/10/53 Amendment 14 11/12/53 1}5{54 I/6}54 Amendmertts 1 S & 16 2/11/54 I/3}55 1/4/55 Amendments 17 - 20 10/12/54 1/4/55 1/I0/55 Amendment 21 27/5/55 I/9{55 I/10(55 Amendmeot 22 18/Il/55 1/4/56 1}12/56 Amendment 23 18/11/55 1/3/56 I/3{56 Amendment 24 18/11/55 114/56 1/12/56 Amendment 253 8/11/55 III/56 Amendment 26 22/2156 I/1{56 1/12/56 Amendmertt 27 11/5/56 15/9{56 1/12/56 Amendment 28 15/5/56 15/9/56 1/12/56 Amendment 19 4/6/57 I/10/57 1/12/57 Amendment 303 25/Il/57 ll\1151 Amendment 31 21/3}58 1{8{58 1/12/58 Amendment 32 9)6}58 I/10{58 1/12/58 Amendment 33 15/12/58 I/5}59 1/10/59 Amendment 34 8/12/59 I/5{60 1/8/60 Amendments 35 & 36 8{4/60 1/9/60 1}1/61 Amelldment 37 1Jlll60 l/4(6\ 1{1{61 Amendment 38 20/1/61 1/6}61 117/61 Amendment 39 26/6/61 I/12/61 1}1/62 Amendment 40 5/4/63 I/8}63 1/Il/63 Amendment 41 4{6}63 1/10/63 1/1/64 Amendmetlt42 25{3/64 I/8}64 1/11/64 Amendment 43 23/6/64 1/11/64 1/2/65 Amendment 44 3!/5}65 1/10{65 10/3/66 Amendment 45 12/12/66 12/4167 24/8/67 Amendment 46 1}6/61 5}10/67 8)2/68 Amendment 47 ll/12/67 !1/4/68 22(8}68 Amendment 48 23}1}69 23/5{69 18/9/69 Amendment 49 1/6}70 1/10}70 4{2/71 Amendment 50 24)3}72 24]7]12 1fl1f11 Amendment 51 11/12/72 11/4/73 16/8/73 Amendment 52 31/5/73 1/10/73 23!5/74 Amendment 53 7/12/73 7/4/74 23/5!74

Current Edition- 3rd, Vols.l &II, July !972

11 Air Traffic Services 18/5/50 1}10{50 1/6/51 Amendments I - 6 27/ll/51 1/4{52 1}9}52

Amendment 73 22}2/56 Amendment 8 li/5/56 15}9{56 1/12/56 Amendment 9 8}Il}59 1}5/60 1)8}60

Appendix 3 125

Annex Date of Effectfve Date of No. Title and Amendment Nos. Adoption Date AppliCability

II Air Traffic Setvices (cont.}

Amendment I 0 2/12/60 1/4/61 1/7/61 Amendment 113 26/6/61 Amendment 123 15/12/61 Amendment J 3 13/4/62 1/8/62 1/11/62 Amendment 14 19/6/64 1/ll/64 1/2/65 Amendment 15 17/3/65 29/3/66 25/8/66 Amendment 16 1/6/61 5/10/67 8/2/68 Amendment 17 23/1/69 23/5/69 18/9/69 Amendment 18 25/5/70 25/9/70 4/2/71 Amendment 19 15/ll/72 15/3J73 16/8/73 Amendment 20 1.3/3/73 30/7/73 23/5!74 Amendment 21 7/12/13 7/4J74 23/5/74

Current Edition- 6th, September 1970

12 Search and Rescue 25/5/50 1/12/50 1/3/51 Amendment 1 31/3/52 1/9/52 1/1/53 Amendment2 8/5/56 1/9/56 1/12/56 Amendment 3 13/6/57 l/10/57 1/12/57 Amendment4 8/12/59 l/5/60 1/8/60 Amendment 53 13/4/62 1/11/62 Amendment 63 3/6/64 1/7/64 Amendment 7 19/6/64 1/11/64 1/2/65 Amendment 83 10/12/65 Amendment 9 25/5/70 25/9/70 4/2/71 Anlendment 10 11}12/72 11/4/73 16/8(/3

Current Edition- 5th, September 1970

13 Aircraft A cadent Inquiry 11/4/51 1/9/51 1/12/51 Amendment I 24/11/65 24/3/66 25/8/66 Amendment 2 5/12/66 5/4/67 24/8/67 Amendment 3 27/3/72 27/7/72 7/12/72 Amendment 4 12/12/72 12/4/73 16/8/73

Current Edition- 3rd, Apnl 1973

14 Aerodromes 29/5/51 1/11/51 1/6/527 1/1/548

Amendments I • 6 20/5/53 1/9/53 1/4/549 Amendments 7- 13 12/5/58 1/9/58 1/12/58 Amendment 14 7/5/59 1/I0/59 1/10/59 Amendment 15 IS/5/59 1/I0/59 1/10/59 Amendment 163 2/12/60 2/12/60 Amendment 173 2/12/60 2/12/60 Amendment 18 9/6/61 1/10/61 1/10/61 Amendment 19 23/3/64 1/8/64 1/11/64 Amendment 20 13/12/65 13/4/66 25/8/66 Amendment 21 28/6/67 28/10/67 8/2/68 Amendment 22 28/6/68 28/10/68 18/9/69 Amendment 23 23/1/69 23/5/69 18/9/69 Amendment 24 31/3/71 6/9/71 6/1/n Amendment 25 26/5/71 26/9/71 6/1/72

126 Annual Report of the Council·- 1973

Annex Date of Effective Date of No. TuM and Amendment Nos. Adopfton Date ApplicabiliTy

14 Aerodromes fcont.j

Amendment 26 IS/12/11 15/4/72 7/12/72 Amendment 27 20/3/72 20/7/72 7/12/72 Amendment 28 11/12/72 11/4/73 16/8/73 Amendment 29 7/12/73 7/4/74 23/5/74

Current Edition- 6th, September 1971

IS Aeronatttical/n{ormation Services 15/5/53 1/9/53 1/4/54 Amendment l 27/5/55 1/10/55 1/10/55 Amendment 2 15/5/56 15/9/56 l/12/56 Amendment 3 16/4/57 l/9/57 l/12/57 Amendment 43 14/11/58 Amendment 5 24/3/59 l/9/59 lfl0/59 Amendment 6 20/6/60 l/10/60 l/1/61 Amendment 73 2/12/60 1/1/61 Amendment 8 25/3/64 1/8/64 1/11/64 Amendment 9 10/12/65 10/4/66 25/8/66 Amendment JO 13/6/67 8/10/67 8/2/68 Amendment II 23/1/69 23/S/69 18/9/69 Amendment 12 15/5/70 15/9/70 4/2/71 Amendment 13 19/3/71 6/9/71 6/1/72 Amendment 14 15/12/71 15/4/72 7/12/72 Amendment IS 19/3/73 30!7/73 23/5/14

Current Edition- 6th, July 1973

16 Aircraft NoUe 2/4/71 2/8/71 6/1/72 Amendment J 6/12/72 6/4/73 16/8/73

Current Edition - 1st, August 197 I

NOTES

1. With rnpectto allbuttheStandel'd In 2.1.7.1 and Recornmer>dfd Ptacuce ln2.1.7.2. 2. With respect to tfle Sl;andard Jn 2. 1.7. f and Recommended Pra.c!lce m 2. 1.7.2 only. 3. Oid not affect any Standard$ or Recomrnern:ted Pra<:tlces. 4. BY AllWndment J52 the thel> ex•.sting Am>~!>< 6 w8$ designated Annex 6, Part L 5. Foraircraftbeingreg•steredforthefirsttime. 6. ForalJ other aircraft. 7. For aerodromes used as reoutar or alternate ~M~rodromes by International aJr services. 8. For all other aerodromes usad or Intended to be usad for the op.,-ation of aircraft engaged In ln«trnational aor n"'igation. 9. some of these arnendrnents became apPlicable on 1 Apnl t95•, the others on 1 January 1956 ~>X<:ePt for the detailed wecltJcations for

approach '"'d lead-1n lighting systems (Part VI, 2.8 to 2.12 lnclu\lte), whose applicabilrty was lim•tect to instellations begun on or after 1 APrll1954,

Appendix3

Part II - Procedures for Air Na<igation S...Vices (PANS)

Amendments approved up to 31 December 1973

Date of Date of Title and Amendments Approval Applicability

PANS- Aircraft Operations (Doc 8168-0PS/611) 26/6/61 1/10/61 Amendment I 27/6/62 1/7/62 Amendm~nt 2 l4/l2/62 1/11/63 Amendment 3 S/4/651 5/5/66 Amendment4 7/6/65 7/6/65 Amendm~nt 5 12/12/66 24/8/67 Amendment 6 23/1/69 18/9/69 Amendment 7 IS/S/10 4/2/11 Amendment 8 19/3/71 6/1/72 Amendment 9 15/11/72 16/8/73 Amendm~nt I 0 7/12/73 23/S/74

Current Edition- 3rd, 1971

PANS -/GAO Abbreviations and Codes (Doc 8400) 18/3/64 1/11/64 Amendment I 7/6/65 10/3/66 Amendment 2 , 25/8/66 Amendment 3 13/6/67 8/2/68 Amendment 4 4/4/68 4/4/68 Amendment 5 28/6/68 9/1/69 Amendment6 23/J/69 18/9/69 Amendment 7 19/3/71 6/1/72 Amendment 8 26/5/71 6/1/72 Amendment 9 24/3/72 7/12/72 Amendment I 0 21/3/73 16/8/73 Amendment J J 29/S/13 23/5/74

Current Edition - 3rd, 1971

PANS -Meteorology (Doc 7605-MET/526) 24/5/55 1/1/56 Amendment I 8/5/56 1/12/56 Amendment 2 IS/6/56 1/12/56 Amendment 3 13/6/57 1/12/57 Amendment4 18/2/60 1/8/60 Amendment 5 2/12/60 1/7/61 Amendment 6 13/12/61 1/7/62 Amendment 7 8/4/63 1/11/63 Amendment 8 4/6/63 1/1/64 Amendment 9 31/5/65 10/3/66 Amendment 10 27/6/66 27/6/66 Amendment II 12/12/66 12/12/66 Amendment 12 12/12/66 24/8/67 Amendment 13 20/6/67 1/1/68 Amendment 14 28/6/68 9/1/69 Amendment 1 5 23/1/69 18/9/69 Amendment 16 1/6/70 4/2/71 Amendment 17 19/3/71 6/1/72 Amendment 18 26/5/71 6/1/72 Amendment 19 1/3/72 7/12/72 Amendment 20 21/3/73 16/8/73

Current Edition- 5th, 1970

127

128

Title and Amendments

PANS- Rules of the All and A1r Traffic Services (Doc4444-RAC/501)3 Jrd Edition Amendment I Amendment 2 Amendment 3 Amendment4 Amendment 5 Amendment6

4th Edition Amendment I

Amendment 2

5th Edition Amendment I Amendment 25

6th Edition Amendment I Amendment 2 Amendment 3 Amendment 45

7th Edition Amendment 1 Amendment 2 Amendment 3 Amendment 4 Amendment 5 Amendment 6 Amendment 7 Amendment 85

8th Edition Amendment 1 Amendment 25

9th Edition Amendment I Amendment 25

lOth Edition Amendment I Amendment 2 Amendment 3 Amendment4 Amendment 5

1. An amendment to Amendment 3 was approved on 13/12/65. 2. Con$«1Uentlal editorial amendment to the Foreword.

Annual Report of the Council - 1973

Date of Date of Approval Applicability

1/2/50 6/4/48 1/1/49

26/11/48 1/7/49 11/3/49 1/7/49 28/3/51 1/10/51 13/4/51 15/10/51 14/3/52 1/4/52

28/11/51 1/9/52 7/11/52 As soon as

possible 10/6/53 10/6/53

8/12/53 1/9/54 15/9/554 1/1/56 11/5/56 1/12/56

1/12/56 27/11/56 1/12/56

13/6/57 1/12/57 25/11/57 1/5/58

18/2/60 1/8/60

1/8/60 2/12/60 1/7/61 26/6/61 1/10/61

15/12/61 1/7/62 13/4/62 1/11/62

12/12/62 1/3/63 8/4/63 1/11/63

31/5/65 10/3/66 29/11/65 25/8/66

25/8/66 20/2/67 24/8/67 7/6/67 8/2/68

8/2/68 23/1/69 18/9/69

1/6/70 4/2/71

24/3/72 7/12/72 15/11/72 16/8/73 13/12/72 16/8/73

23/3/73 23/5/74 7/12/73 23/5/74

3. The publications considered to be the 1st and 2nd editions of the PANS·RAC are PICAO documents and are not included in this list.

4. Approved by the Air Navigation Commission under delegated authority. 5. This amendment g1111e rise to and_, Incorporated in a new edition.

Appendix 4

The Council. its Committees and the Air Navigation Commission

States Members

Argentina

Australia

Belgium Brazil

Canada

Colombia Congo, People's Republic of Czechoslovak Socialist Republic Egypt, Arab Republic of France

Germany, Federal Republic of

India

Indonesia Italy Japan Lebanon Mexico

Netherlands, Kingdom of the

Nicaragua Nigeria Norway

COUNCIL

Representah'ves

Com. R. Temporini (to4March)

Com. B.A.I. Lami llizo (from 5 March)

Mr. B. Lewis

Mr. A.X. Pirson Col. OJ. Moreira Lima

Mr. P.R. Joubert (w 12November)

Or. C. Bedard (from 13 Novemhrr/

Major Gen.(r) A. Urrego Mr. G. Mondjo Mr. 0. VodiCka Dr. F.K.Moursy Mr. Y. Lambert

Or. G. Schubert

Mr. Y.R. Malhotra (to 4 November)

Mr. P .K. Ramachandran (from 5 Novembe~f

Mr. Karno Barkah Or.A.Cucci Mr. H. Yamaguclti Mr. M. Abouchacra Mr. A. Acufia Ongay

Mr. W. Lak /from 2 March to 23 September/

Mr. A.P. Ruige (from 24 September)

Col. J.I. Silva Diaz Mr. E.A. Olaniyan Mr. B. Grinde

129

Alte171iltes

Mr. J.V. Rodriguez Nogueras Vice-Com. J.C. Amuch8stegui

Mr.K. Arnold (to 24 August)

Mr. J.E. Sansom (from 25 August)

Dr. J. Ribamar F. Machado Lt. Col. P.I. Seixas Mr.J.E.Cole Mr. R.L. Bolduc

Mr.P.Lescure Mr. C. Grimaud Mr.E.E.Grad Mr. H.-W. Thau

Mr. N. Hatanaka Dr.P.Ziade Mr. S. Alvear LOpez Mr. M. Vargas Campos Mr. R.L.M. Schreurs

(from 30 Apnl/

Mr. 0. Johannsen Mr. A.L. BergstrOm

/from 2 October)

/30

States Members

Pabst an

Senegal Spain Trinidad and Tobago

Tunisia Uganda Union of Soviet Sodalist Republics

United Kingdom United States

Members

Mr. J .V. Rodriguez Nogueras Mr. K. Arnold

(to24August) Mr. J .E. Sansom

(from 2S August) Lt.Coi.P.I.Seixas Mr.J.E.Cole

!President) Mr. E.E. Grad Mr. C. Grimaud Mr. S. Alvear LOpez Mr. F. Carcafto Alonso-Cuevillas Mr. A.P. Kalanzj Mr. I.V. Orlovets Mr.N.V. Lindemere Mr. G.M. Wolfe

Members

Com. R. Temporini (to4March)

Com. B.A.!. Lami Oozo (from 5 March/

Representatives

Mr. M.A. Rafi /Interim Representative from 26 March tnd Permanent Represen/ifive from 23 July)

Mr.T.F.Mirza (Temporary Representative from 31 May to271tme)

Mr. Y.Diallo Mr.M. Garda Benito Mr. J.M. Ahwai

/from5MIIJ'ch) Mr.M.J.Menchari Mr. E.M.K. Wakida Mr. A.F. Borisov

A/V/M. J.B.RusseU Mrs. Betty C. Dillon

AIR NA VI~A TION COMMISSION

Alternates

Mr.H.·W.TAau

Mr. L.l. Taranov Mr. RJ. Broughton Mr. R.E. Pattison

AIR TRANSPORT COMMITTE£

Alternates

Vice-Com. J.C. Amuchlistegui

Annual Report of the Council- 1973

Altenuues

Mr. F. Carcafio Alonso-Cuevillas

Mr. A.P. KaJanzi Mr.l.V.Orlovets Mr.E.P.Popov

(from 26 February to 17 December)

Mr. LJ. Taranov (from !8 November{

Mr. N.V. Undemere Mr. G.M. Wolfe

Nominated by

Argentina Australia

Ikazll Canada

Gennany, Federal Republic of France Mexico Spain Uganda Union of Soviet Socialist Republics United Kingdom United States

Nominated by

Argentina

Appendix 4

Members

Mr. B. Lewis

Mr. A .X. Pirson Col. OJ. Moreira Lima Mr.P,R.Joubert

(to 12 November) Dr. c. Bedard

!from 5 December/

MaJOr Gen.(r) A. Urrego Mr.G. Mondjo Mr.O. VodiCka Dr. F K. Moursy Mr. Y. Lambert Dr. G. Schubert

Mr.Y.Malhotra (to 4November/

Mr. PK. Ramachandran (from 7 November)

Mr. Karno Barkah (Chairman, to /OOctober)

Dr. A. Cued Mr.H. Yamaguchi Mr. M. AbolJchacra Mr. A. Acui'ia Ongay M<.W.Lak

(from /2 March to 23 September J Mr. A.P. Ruige

(from 24September) Coi.J.I.SilvaOiaz Mr. EA. Olaniyan Mr. 0. Johannsen Mr.M.A.Rafi

(from 27 September/ Mr.Y.Dial!o Mr.M. Garcia Benito

(Chairman, from I 1 October) Mr.J.M.Ahwai

(from 27 September) Mr.M.J.Menchari Mr. EM.K. Wakida

Mr. A.F. Borisov

A/V/M. J.B. Russell Mrs. Betty C. Dillon

AltenuJtes

Mr. K. Arnold (to 24 August)

Mr. J.E. Sansom (from 25 August)

Dr. J. Ribamar F. Machado Mr.J.E.Cole Mr. R.L. Bolduc

(to 26 September) Mr. E.L. Barclay

/from 27 September)

Mr. P.lescure Mr. E.E.Grad Mr. H.-W. Thau

Dr. G. Rinaldi Bacelli Mr. N. Hat an aka

Mr. M. Vargas Campos

Mr. B. Grinde

Mr. F. Carcai'io AJonso-Cuevillas

Mr. AP. Kaianzi (from 4 October/

Mr. J.Y. Orlovets Mr.EP.Popov

(from 12March to 17December) Mr.N.V. Lindemere Mr.R.J.Scibilia

Nominated by

Australia

Belgium Brazil Canada

Colombia

/31

Congo, People's Republic of Czechoslovak Socialist Republic Egypt, Arab Republic of France Germany, Federal Republic of

India

Jndonesia

Italy Japan Lebanon Mexico Netherlands, Kingdom of the

Nicaragua Nigeria Norway Pakistan

Senegal Spaffi

Trinidad and Tobago

Tunisia llgmda

Union of Soviet SOcialist Republics

United Kingdom United States

132

Members

Mr.B.Lewis

Mr.A.X.Pitson Mr. P.R. Joubert

Mr,P.I.escure Dr, G. Schubert

Mr. R.L.M. Schreurs (from 6June)

Mr. 0. Johannsen A/V/M. J.B. Ru=D

(Clulirmanf Mrs. Betty c. Dillon

Mr. B. Lewis Mr. A.X.Pirson Mr. P.R. Joubert

(to 12 November) Dr. c. Bedard

(from 5 December) Mr.P. Lescure Dr. G. Schubert

(Ch4imum) Mr.AP.Ruige Mr.O.Johannsen A/V/M. J.B. Russell Mrs. Betty C. Dillon

Members

Com. R. Temporin.i (to 4March)

Com. BA.I. Lami Dozo !from 5 March)

Mr. B. Lewis

JOINT SIPPORT COMMmEE

Up to J I !Xtober

Altenuues

Mr. K. Arnold (to 24August)

Mr.J.E. Sansom (from 2S August}

Mr.J.E.Cole Mr. R.L. Bolduc

Mr.E.E.Grad Mr.H.-W.Thau

Mr.B.Grilde Mr.N.V.Lindemere

Mr.GM.Wolfe

After 11 October

Mr. J.E. Sansom

Mr.J.E.Cole Mr. E.L. Barclay

Mr.E.E.Grad Mr.H.-W.Thau

Mr.B.Grinde Mr.N.V.Undemere Mr.GM.Wolfe

FINANCE COMMITIEE

Up to 11 October

Alternates

Vice-Com. J .C. Amuchlistegui

Mr.K.Amold (to 24 August)

Mr. J .E, Sansom /from 25 August)

AIIIIUCI/ Report of tftc Cou/ICII- /973

Nominated by

Australia

Belgium Canada

France Germany, Federat Republic of

Netherlands, Kingdom of the

Norway United Kingdom

United States

Australia Belgium Canada

France Gennany, Federal Republic of

Netherlands, Kingdom of the Norway United Kingdom United States

Nominated by

Argentina

Australia

Appendix 4

Memberl

Col. OJ. Moreira Uma Mr. P.R. Joubert

Mr. Y. Lambert Dr. G. Schubert

Mr. H. Yamaguchi Mr. EA. Olaniyan

(Chaimuzn) Mr. A.F. Borisov A/V{M.J.B.Russell Mrs. Betty C. Dillon

Members

Com. B.A.I. Lami Dozo Mr. B. Lewis Col. 0 J. Moreira Uma Mr.P.R.Joubert

(to 12 November) Dr. C. Bedard

(from 5 December) Mr. Y. Lambert

(Chairman) Dr. G. Schubert

Mr. H. Yamaguchi Mr. EA. Olaniyan Mr.B.Grinde Mr.Y.Diallo Mr. A.F. Borisov A/V/M. J.B. Russell Mrs. Betty C. Dillon

Members

Vice-Com. J.C. Amuchistegui Col. OJ. Moreira Uma Mr. P.R. Joubert

Mr. Kamo Barkah Dr.A.Cucci Mr.Y.Diallo Mr. M.J. Menchari

{Chairman) Mr. A.F. Borisov

Alternates

Mr.J.E.Cole Mr. R.L. Bolduc Mr. P. Lescure Mr.E.E.Grad Mr.H.-W.Thau Mr. N. Hatanaka

Mr. EP. Popov Mr. N.V. Underuere Mr.GM.Wolfe

Aftel' II Octuber

Alternates

Vice-Com. J .C. Amuduistegui Mr. J .E. Sansom Dr. J. Ribamar F. Machado Mr.J.E.Cole Mr. E.L. Barclay

Mr. P. Lescure

Mr. E.E. Grad Mr.H.-W.Thau Mr. N. Hatanaka

Mr. 0. Johannsen

Mr. LV. Or!ovets Mr. N.Y. Lindemere Mr. GM. Wolfe

Nominated by

Brazil Canada

France

133

Germany, Federal Republic of

Japan Nigeria

Union of Soviet Socialist Republics United Kingdom United States

Nominated by

Argentina Australis Brazil Canada

France

Germany, Federal Republic of

Japan Nigeria Norway Senegal Union of Soviet Socialist Republics United Kingdom United States

WORKING GROUP ON CONO!fiONS OF SERVICE

Up to II OcttJber

Alternates

Lt. Col. P.l. Seixas Mr.J.E.Cole Mr. R.L. Bolduc

Mr. E.P. Popov

Nominated by

Argentina Brazil c ... da

Indonesia Italy Senegal Tunisia

Union of Soviet Socialist Republics

134 Annual Report of the Council- 1973

After I I October

Members

Vice.Com. J .C. Amuchastegui Col. O.l. Moreira lima

(Ciwimvm) Mr. P.R. Joubert

{to J2November) lli.C. Beda<d

{from 5 December) Mr. Karno Barkah Dr. A. Cucci Mr. M. Vargas Campos Mr.M.A. Rafi Mr. E.M.K. Wakida Mr. A.F. Borisov

Alternates

Lt. Col. P.L Seixas

Mt.J.E Cole Mr. E.L. Barclay

Nominated by

Argentina Brazil

Canada

Indonesia Itaty Mexico PakiUan Uganda Union of Soviet Socioalist Republic:)

COMMIDEE ON UNLAWFUL INTERFERENCE WITH OOERNATIONAL CIVIL AVIATION AND ITS FACIUTIES

Membership

Argentina

France Japan Lebanon Mexico Senegal Spain Uganda Union of Soviet Socialist Rep.~blics United Kingdom United States

Represented by

Com. R. Temporini {to4March)

Com. BA.l. Lami Dozo {from 5 March)

Mr. Y. Lambert Mr. H. Yamaguchi Mr. M. Abouchacra Mr. A. Acuiia Ongay Mr.Y.Diallo Mr. M. Garcia Benito Mr. EM.K. Wakida Mr. A.F. Borisov A/V/M. J.B. Russell Mrs. Betty C. Dillon

(Chairman)

Appendix 5

ICAO Meetings Held in 1973

Meeting

Assembly

Nineteenth Session (Extraordinary) Twentieth Session (Extraordinary)

Council and its Committees

Seventy-eighth Session

Seventy-ninth Session

Eightieth Session

Council Committees

Commmee on Aircraft Noise, Third Meeting (CAN) Sorric Boom Committee, Second Meeting (SBC)

Air Navigation Commission

Seventy-second Session Seventy-third Session Seventy-fourth Session

Air Navigation Meetings

Regional Meetings

Fifth Africa-Indian Ocean Regional A1r Navigation Meeting (AFI)

Asia/Pacific Regional Air Navigation Meeting

(ASIA/PAC)

Panel Meetings

Aircraft Accident Data Reporting Panel, First Meeting (ADREPP)

Airworthiness Committee, Tenth Meeting (AIR)

Site

New York Rome

Montreal Committee Phase Council Phase

Montreal Committee Phase Council Phase

Montreal Committee Phase Council Phase

Montreal Montreal

Montreal Montreal Montreal

Rome

Honolulu

Montreal Montreal

135

Duration

From To

27 February 2March 28 August 21 September

22 January 5 FebruatY 26 February 29March

30 April ISMay 29May 27 June

17 September 26 October 13 November 13 December

5March 23M.,ci> 19 June 29June

23 January 29M.,cl>

30April 29June IS September 13December

10 January 2 February

5 September 2S September

7May ISMay

22May SJune

136 AmwaiRcporto!tll<' Cmmct/ !9?3

Duration

Meeting Site From To

Supersonic Transport Panel, Fourth Meeting (SSTP) Montreal 3 July 20Juiy Review of General Concept of Separation Panel,

Second Meeting {RGCSP) Montreal 2 October 190ctober All-Weather Operations Panel, Fifth Meeting (AWOP) Montreal 220ctober 2 November Automated Data Interchange Systems Panel,

Fifth Meeting {ADISP) Montreal 6 November 23 November Obstacle Clearance Panel, Fourth Meeting,{OCP) Montreal 26November ?December

Other Meetings

Meteorological Operational Telecommunication Network in Europe, Regional Planning Group, Ninth Meeting (MOTNEG) Paris 10 December 19December

Air Transport Meetings

Divisional Meetings

Facilitation Division, Eighth Session (FAL) Dubrovnik 6March 22 March

Other Meetings

Conference on Economics of Route Air Navigation Facilities and Airports (ERF A) Montreal 6 February 23 February

k&aJM~

Legal Committee, Twentieth Session Montreal 9lanuary 30 January Legal Subcommittee on the Revision of the

Rome Convention Montreal 2April 12April International Conference on Air Law Rome 28 August 21 September

Meetings of the European Civil Aviation Conference (EAC)

Directors General of Civil Aviation, Seventeenth Meeting (OGCA) Paris 29 January

Group on the Review of Non-scheduled Air Transport and Consolidation of Recommendations, Third Meeting (NSREC) Paris 30 January 2 February

Group on the Review of the Status of Implementation ofECAC Recommendations on Technical Questions, First Meeting (SlRn Paris 6 February 8 February

Group on Charter Concepts, Fourth Meeting {CHARCO) Madrid 13 February 16 February Coordinatillg Committee, Nineteenth Meeting Paris 28 February Directors General ofCivll Aviation, Eighteenth

Meeting (DGCA) Paris 28 February Economic Committee I --Scheduled Traffic,

Sixth Meeting (ECO I) Paris 20 March 22March

Appendix 5

Meeting

Group on the Categorization of Airborne Navigation and Communications Equipment, First Meeting {CATEQ)

Economic Committee II - Non-scheduled Traffic, Sixth Meeting (ECO~ll)

Technical Committee, Third Meeting (TECH) Coordinating Committee, Twentieth Meeting Group of Statisticians, Fourth Meeting Eighth Triennial Session of the European Civil

Aviation Conference Coordinating Committee, Twenty-first Meeting Directors Genel31 of Civil Aviation, Nineteenth

Meeting {DGCA) Coordinating Committee, Twenty-second Meeting Group on North Atlantic Passenger Fares Group on Charter Concepts, Fifth Meeting (CHARCO) Directors Geneml of Civil Aviation, Twentieth

Meeting (DGCA) Group on Special Event Charters and other

Charter Questions Group on Fares and Rates for Scheduled Services,

Third Meeting (FRS) Group on Non-scheduled Policy, Fourth Meeting {NSPOL) Group on North Atlantic lTC and ABC Minimum Price

Control, Third Meeting (NAT lTC) Directors General of Civil Aviation,

Twenty-first Meeting (DGCA)

Meetings of the African Civil Aviation Commission (AFCAC)

Second Plenary Session Eighth Bureau Meeting Ninth Bureau Meeting

Other Meetings

Paris

Pam Paris Paris Paris

Site

Strasbourg Strasbourg

Paris Paris Paris Paris

Paris Paris

Paris

Accra Accra Tunis

North Atlantic Systems Plarming Group, Ninth Meeting Paris Second ICAO Conference on the 1956 Danish and

Icelandic Joint Financing Agreements Paris

Note.- Not included IIJ'e: Informal AT Workshop-type Meetings Informal implementation Meetings

137

Duration

From To

3May 4May

gMay llMay 29May 31 May

I June 19June 21 June

25 June 30 June 28 June

12 September I 2 September 12 Septemlm 13 September 25 September 27 September

9 October

6 November g November

27 November 29 November II December 13 December

14December

14 December

3April 14April 29 Merch 30Mru-ch 25 Septamber 27 September

2gMay 6June

27 March 5 April

Appendix 6

Programme of ICAO Meetings for 1974

Meeting

Assombly

Twenty·fust Session

Cotmcil and its Committees

Eighty-fust Session

Eighty-second Session

Eighty-third Session

Air Navigation Commission

Seventy-fd'th Session Seventy-sixth Session Seventy-seventh Session

Air Navigation Meetings

Divisional Meetings

Eighth Air Navigation Conference Meteorology Divisional Meeting {MET) Accident Investigation Divisional Meeting {AIG)

Regional Meetings

Special North Atlantic/Pacific Regional Air Navigation Meeting {1974)

Panel Meetings

Aircraft Accident Data Reporting Panel, Second Meeting (ADREPP)

Application of Space Techniques Relating to Aviation Panel, Sixth Meeting (ASTRAP)

138

Site

Montreal

Montreal Committee Phase Council Phase

Montreal Committee Phase Council Phase

Montreal Committee Phase Council Phase

Mont~eal

Montreal Montreal

Montreal Montreal Montreal

Montreal

Montreal

Montreal

Duration

From To

24 September 16 October

21 January II March

10 May 10 June

23 October 25 November

21 January 10 May 21 October

17 April 13 May

3 June

6 November

4 February

3 September

15 February 11 April

31 May 28 June

5 November 20 December

II April 28 June 20 December

11 May IS May 26 June

22 November

22 February

13 September

Appmdix6

Meeting

Panel Meetings (cont.)

Supersonic Transport Panel, Fifth Meeting (SSTP)

Panel (to be specified)

Otker Meetings

Meteorological Operational Telecommunications Network in Europe, Regional Planning Group, Tenth Meeting (MOTNEG)

Air Transport Meetings

Panel Meetings

Passport Card Panel Two Meetings of the Panel on Route Facility

Cost Accounting Statistical Panel

Logal Meet"'8>

Legal Conunittee

OthttMeetings

Eighth ICAO Joint Financing Conference on North Atlantic Ocean Stations (NAOS)

WMO/ICAO Joint Financing Conference

Note.- Not included OJ'(!;

North Atlantic Systems Planning Group, Tenth Meeting lnfomud Implemen/lJtion Meetings

Site

Montreal

Montreal

Paris

Montreal Montreal Montreal Montreal

Montreal

Geneva Geneva

Study Groups of the European Civil Aviation Conference {ECAC) Meetings of the African Civil Aviation Commission /AFCAC) Workshop and Study Group Meetings in the Air Transport freld Two in[01111Pl FAL Al'e4 Meetings European Air Navigation Planning Group {EANPG) Meetings and Study Groups

139

Duration

From To

25 November 13 December

"' 2December 20 December 21 October 2 November

4th quarter

Mid-1974 Man:h 4th quarter

3 September 13 September

Witltin the period of the Assembly

18 February 18 February

25 February I Merch

A/19 A/W ASIA/PAC AFI/5 FAL/8 LC/W AIR LAW

Appendix 7

Participation of States and International Organizations in Main ICAO Meetings in 1973

Assembly, 19th Session (Extraordinary) Assembly, 20th Session {Extraordinary) Asia{Pacific Regional Air Navigation Meeting Fifth Africa-Indian Ocean Regional Air Navigation Meeting Eighth Session of the Facilitation Division Legal Conunittee, 20th Session International Conference on Air Law

Note. In the table below, "P" denotes representation by a member of the State's permanent delegation in Montreal, "S" special representation, and "0'' representation by observers. One asterisk{*) indicates a Council Member State. Two asterisks (**) indicate a non..Councll Member State with permanent representation to ICAO.

State or Organization A/19 A/20 ASIA/PAC AF!/5 FAL/8 LCf20 Air Law

Contracting States (as of 31 December 1973)

Afghanistan Algeria s s s Argentina* s P/S P/S Australia• P{S P/S P/S Austria s s s Bahrain s s s Bangladesh1 s s s Barbados s s s Belgium• p P/S P/S Bolivia s s Brazil• P/S P{S P/S P/S Bulgaria s s s s Bunna Burundi s Canada• P/S Central African Republic s Chad s Chile•• s P/S China Colombia* P{S s s P/S Congo, People's Republic of* P/S p P/S p

Costa Rica s s Cuba s s Cyprus s s s Czechoslovak Socialist Republic• P/S P/S PiS P/S Dahomey s Democratic Yemen

1. Bangladesh became a Contracting State of the Orgamzation on 21 January 1973

140

Appendix 7 141

State or Organization A/19 A/20 ASIA/PAC AFI/5 FALf8 LC/20 Air Law

Denmark p s s Dominican Republic•• s s s Ecuador s s s Egypt, Arab Republic or" P/S P/S P/S P/S El Salvador s s s Equatorial Guinea Ethiopia Fijf:J Finland s s s s France• PIS P/S P/S P/S Gabon s s Getmany, Federal Republlc or" s s Ghm s Greece s Guatemala s Guinea Guyana s Haiti s s s Honduras s s s llungory s s s Iceland s India" p P/S P/S P/S Indonesia• p s s s Irnn s s s Iraq s s s Ireland s s s s Israel•• s s s Italy• P/S s IVQry Coast s Jamaica s s s s Japan• P/S P/S P/S P/S Jordan s s s Kenya s s s Khmer Republic Korea, Republic of Kuwait Laos s Lebanon• p P/S P/S PiS liberia s Libyan Arab RepubLic s Luxembourg s Madagascar s Malawi s Ma1aysia s Mill s Malta s Mauritania s Mauritius Mexico• P/S P/S Morocco s s Nepal s Netherlands, Kingdom of the* P/S P/S PfS P/S

2. Fiji became a Contracting State of the Orgamzet1on on 4 April1973

142 Amlllal Report('( the Council- 1973

State or Organization A/19 A/20 ASlA/PAC AFI/5 FAL/8 LCf20 Air Law

New Zealand s s s Nicaragua* P/S p P/S Niger s s s Nigeria* p P/S P/S s P/S Norway* p s s s s Oman3 s 0 Pakistan* s P/S Panama** s s Pataguay s s Peru s s Philippines s s Poland s s Portugal_.* s s Qat" s s Romania s Rwanda s s s Saudi Arabia s s s Senegal* p P/S P/S P/S Sierra Leone s s s Singapore s s s Somalia s South Africa s Spain* P/S P/S Sri lanka s s Sudan Swaziland4

Sweden s Switzerland s Syrian Arab Republic s Tanzania, United Republic of s Thru!and s Togo s Trinidad and Tobago* s P/S s P/S Tunisia* P/S P/S p P/S Turkey s s s s Uganda* P/S P/S P/S P/S P/S Union of Soviet Socialist Republics* P/S P/S P/S P/S P/S United Arab Emirates s s s s United Kingdom* P/S P/S s s P/S United Republic of Cameroon s s s s s United States* P/S s P/S P/S s s Upper Volta s s s s Uruguay s s s Venezuela s s s Viet-Nam, Republic of s s Yemen s s Yugoslavia s s Zaire, Republic of s s Zambia

3 Oman became a Contractmg Stat11 of th11 Orgamzat1on on 23 F11bruary 1973.

4. Swaziland becam11 a Contracting State of the Orgamzat1on on 16 March 1973.

Appendix 7 143

State or Organization A/19 A/20 ASIA/PAC AFI/5 FAL/8 LC/20 Air Law

Non-Contracting States (as of 31 December 1973)

Albania Bahamas Bhutan Botswana Democratic People's Republic of Korea Gambia

0 German Democratic Republic 0 Guinea-Bissau

0 Holy See 0 lesotho liechtenstein Maldives Monaco Mongolia N•uru 0 San Marino 0 Tonga

0 Western Samoa

Jnter110tioflill Organizations

Airport Associations Coordinating 0 Council (AACC)

0 0

Agence pour la 5ecurite de Ia 0 Navigation Aerienne (ASECNA)

0 0 Council of Europe 0 Customs Co-operation Council (CCC) International Airline Navigators

0 Council (IANC) International Air Transport

0 0 Association (lATA) 0 0 0 0

International Association of Forwarding 0 Agents Associations (FIAT A)

International Bank for Reconstruction 0 and Development (IBRD)

International Chamber of Commerce (ICC) 0

International Council of Attcraft Owner and Pilot Associations (IAOPA) 0 0

lnternatwnal Criminal Police Orgauization (INTERPOL) 0

International Federation of Air Line 0 0

Pilots' Associations (IF ALP A) 0 0 0 0 0 \r\\ema\\()n:a\ \m,\'l.tu.\e lor the Un\f\cat\on

of Private Law (UNIDROIT) 0 0

International Law Association (!LA) 0 0 0

Appendix 7 143

State or Organization A/19 A/20 ASIA/PAC AFIJ5 FAL/8 LC/20 Air Law

Non-Conrracting States (as of 31 December 1973)

Albania Bahamas Bhutan Botswana Democratic People's Republic of Korea Gambia German Democratic Republic 0 0 Guinea-Bissau Holy See 0 0 Lesotho liechtenstein Maldives Monaco Mongolia Nauru San Marino 0 0 Tonga Western Samoa 0

International Organizations

Airport Associations Coordinatmg Council (AACC) 0 0 0

Agence pour la 5ecurite de la Navigation Aerienne (ASECNA) 0

Council of Europe 0 0 Customs Co-operation Council (CCC) 0 International Airline Navigators

Council (IANC) 0 International Air Transport

Association (lATA) 0 0 0 0 0 0 International Association of Forwarding

Agents Associations (FIAT A) 0 International Bank for Reconstruction

and Development (IBRD) 0 International Chamber of

Commerce (ICC) 0 International Council of Aircraft Owner

and Pilot Associations (IAOPA) 0 0 International Criminal Police

Organization (INTERPOL) 0 0 0 International Federation of Air Lme

Pilots' Associations (IFALPA) 0 0 0 0 0 International Institute for the Unification

of Private Law (UNIDROIT) 0 0 InternatiOnal Law Association (!LA) 0 0 0

144 Annual Report of the Council ~ 1973

State or Orgamzation A/19 A/20 ASIA/PAC AFI/5 FAL/8 LC/20 AlrLaw

International Organizatwns {COil f.)

International Telecommumcation Union (ITU) 0

Institut du Transport Mrien (ITA) 0 International Transport Workers

Federation (ITF) 0 0 0 United Nations (UN) 0 0 0 0 World Health Organization (WHO) 0 World Meteorological Organization (WMO) 0 0

Appendix 8

Structure of ICAO Secretariat II SECRETARY GENERAL II I OHk•oi l SecreAry Gl!loer,t

as of 31 December 1973

I I

I AlR N'AVlGATlON' BUREAU I L AlR TRANSPORT BUREAU I LEGAL BUREAU 1 L TECHNICAL ASSISTANCE I BUREAU

I BtJR.EAU OF ADMINISTRATION AND SEll VICES

I I r--

I [ "'"""" ••~oh ]

I

Fli1bt8ranch Eoooom•o••••l F•dHu<;oo..O I ProJe<:t I Peuonnd J Lab.JuaJe Bruch I dmm .. m•••• I FlouooSnMh 111 --Statabca Branch Joint FlnanC>nJ ' Branch

o,.eraltono ' Brand• ServiCI!II "'" I

Branch

r------1 ::::::;:::::T r----l ~· r--' ~--~~-1 ,---J r-' ~ ,-----J !I -- 1-........ _

~ M-· .I H "'T·-·~··· I i "''"'~·-1 PtoJ•c,.lmplert>U~u.tton H_ -~···~·.I l y ............ -·~1 ,_

·~~ - TO<m.illolosY "-'olS-~ A-S- I ...... Sec< LOll ~om.. So<tloot aadel--'A,._..., £~-Mld<lloEan

&R"'-<eSectioot ··- 11 -·- t I ·-1'1o}oebohnpl•,...,..tton

~ I --·~I .-----1

~ H I Y·~·-.. ·-1 Sect LOll - H ........ ". I :t -~ M---1 ,--~- I -~ -" PJ.............. --·Sectlooo I ·- II -- f -~ ..... - -- - tvoluali<lt>OffiC& ............ ~-

i't<>)eebohnple -...-----1 '"- - H ....... "_ I ,__ II '*"~""" f ~ ] y I

TheAmoritao

H --::.- I - -- Ao"<<_i<a ...

-~ - i't<>JeC~>hnplemeau-Toclmlc:dtlalt

,_ - H .... ~·-1 II -=-_,1-rl "--I

AOioat>dfoth,.

y .. ~ ........... I A.bllcot ..... I T-.S-c•u<l ........

II --~- ftd4T .. bo .... Se<:t>oD~· ..... Uc:---.}

y I H.---1 "'"" -- I l Ed-Jalllalt r ~- l{ ·-·- J--~Aflol·

··~--··I r .... ,_ ~-

~~- - I -+---·-~·~I ~ M'~-·1 _,_I l'rirldD1U..it I

... T..W..-.. Jt.~U•II

·- y Ad~::!.S:: U.Jt -~ I ~ -=-1

I --

o\..dioVIMol I ·~- ~

Proc.o.....,.aad w·-s&l SupplySootloot H .............. 1 AeddcatlttY..cil"tl"",l "'" ...dPt...,onl:loaSoction

t~&• H DiiO-UUt I ~ --.1 .. --~ fl~;.:;-u.u. 1 I

Ofllco,Cauo

-~ ""'"~

~ ~-"-"-~1 I Todll»c•l-lotaoc• I

CoriMI.ouoOff!co, M .. l..,Citl

~=~;-:

~-"-""I ~--- Reportingll.ne

e:.::· ~---~- ••• ~ Sub•idi&ry report>.n& lU.e

145

COUNTRY

Afghanistan Algeria Argentina Australia Austria Bahrain Bangledesh Barbados Belgium Bolivia Brazil Bulgaria Burma Burundi Canada Central African Republic Chad Chile China Colombia Congo, People's Republic of Costa Rica Cuba Cyprus

Appendix 9

National Distribution of Professional CategOry Staff as of 31 December 1973

1~ t ~ tt ~

LEVEL .j ~ ;g~ SG DIR PO P-5 P-4 P-J P-2 P-1 TOTAL ~ ~

12 33 28

Czechoslovak Socialist Republic Dahomey Democratic Yemen Denmark Dominican Republic Ecuador Egypt, Arab Republic of El Salvador Equatorial Guinea Ethiopia Fiji Finland Fnnoe GWon Germany, Federal Republic of Gham Greece Guatemala

21 14

146

Appendix 9 147

h .., LEVEL ~~ ~~ COUNTRY SG DIR PO P-S P-4 P-3 P-2 P-1 TOTAL .!; "'.e

Guinea Guyana Haiti I I 2 2 Honduras I I I

Hungary Iceland I I I

India 5 I 6 6

Indonesia I I I

lnm Iraq Ireland I I 2 I I

Israel I I 2 2 Italy I I 2 2 lvoryCoast Jamaica Japan Jordan Kenya Khmer Republic Korea, Republic of I I I

Kuwait lao• Lebanon I 2 3 3 Uberia Ubyan Arab Republic Luxembourg Madagascar Malawi Ma1aysia I I I

Mali Malta Mauritania Mauritius Mexico 3 I 4 I 3 Morocco Nepal I I I Netherlands, Kingdom of the I 2 2 5 I 4 New Zealand I I I 3 3 Nicaragua Niger Nigeria Norway I I 2 4 4

Omon Pakistan I I I 3 3 Panwna I I I Paraguay Peru I I I

Philippines I I 2 2 Poland I I 2 2 PortugaJ I I I

148 Annual Report of the Council- 1973

~E .'l! LEVEL §l ~~ ~~

COUNTRY SG DJR PO P-5 P-4 P-3 P-2 P-1 TOTAL ,!;-" o;;

Qatar Romania Rwanda Saudi Arabia Senegal I I I Sierra Leone Singapore Somalia South Africa Spain I 4 2 2 9 4 5 Sri Lanka I I 2 2 Sudan Sweden 2 I 3 3 Swaziland Switzerland I 2 3 3 Syrian Arab Republic Tanzania, United Republic of Thailand Togo Trinidad and Tobago I I I Tunisia I I I Turkey I I I Uganda Union of Soviet Socialist Republics 5 5 I 11 9 2 United Arab Emirates United Kingdom I I 5 16 4 2 29 6 23 United Republic of Cameroon United States I 5 6 3 2 17 2 15 Upper Volta Uruguay I I I Venezuela Viet-Nam, Republic of I I I Yemen Yugoslavia I I I Zaire, Republic of Zambia

TOTALS I 3 6 30 94 71 29 234 55 179

Appendix 10

Distribution of Technical Assistance Field Staff by Nationality, Grade and Programme, 1973

United Nations VnitedNatitm3 Development Funds-in· Relief Operations,

Country Programme 1l'u" Aswcillte FUND WI Dacca

Argentina P-5(2);P-4(4) Australia P-5(4);P-4(2) P-4(3);P-3(1)

P-3(1);C(I) Bolgium P-5(2);P-4(3) P-5(1) Brazil P-4(1);P-3(1) Canada P-6(3);P-5(3) P-4(3)

P-4(8); P-3(3) C(2)

Orile P-5(1);P-3(1) China P-4(1) Colombia P-4{1) Czechoslovak Socialist Republic P-5(2) Ecuador P-5(1) Egypt, Arab Republic of P-S(I);P-4(1)

P-3(1) Finland P-6(1) France P-S(I);P-4(3)

C(l) Germany, Federal Republic of P-3(2) Guatemala P-5(1) Iceland P-4(1) India P·5(1);P-4(5) P-4(1) P-5(1)

P-3(1) Ireland P-6(1);P-3(1) Italy P-4(1);P-3(1) Japan P-4(2) Lebanon P-5(1) Netherlands, Kingdom of the P-5(2);P-4(3) P-4(2) New Zealand P-4(1) P·S(I) Pakistan P-5(1) Peru P-5(1) Philippines P-3(1) Spain P-S(3);P-4(5)

P-3(4) Sweden P-5(4);P-4(5) P-5(3);P-4(1) P-2(2);P-1(5) P-3(1)

P-3(5) P-3(1) Trinidad and Tobago P-4(1);P-3(1) Tunisia P-5(1);P-4{1) Turkey P-4(1) United Kingdom P-6(1);P-5(19) P-5(3);P-4(2) P-5(1)

P-4(16);P-3(4) C(2)

Union of Sovi.et Socialist Republics P-4(1);P-3(1) United States P-6(6);P-5(15) P-6(1);P·5(2)

P-4(16);P-3(2) P-4(4) C(3)

Yugoslavia P-5(1)

149

Appendix 11

Distribution of Technical Assistance Field Staff by Programme and Profession or Trade, 1973

Aerodrome Fire and Rescue Expert Aerodrome Engineer Aerodrome Electrical and Mechanical Engineer Aeronautical Training Adviser Aeronautical Electronics Engineer Aeronautical Information Services Expert Aeronautical Meteorological Expert Aeronautical Teleconununications Adviser Aeronautical Stations Operations Expert Aircraft Maintenance Expert Aircraft Equipment Procurement and

Control Expert Aircraft Electrics, Instruments and

Avionics Instructor Air Accident Investigation Instructor Airline Traffic Expert Airline Maintenance Plannmg Engmeer Airline Corporate Management Expert Airline Operations Management Expert Air Law Consultant Airport Engineer Air Traffic Services Expert Air Traffic Controller Air Transport Expert Air Transport Economist Airport Ughting Instructor Airworthiness Expert Associate Expert in Meteorology Associate Expert -Psychologist Associate Expert -Heavy Vehicle

Maintenance Aviation Training Adviser Civil Aviation Adviser COM/OPS Expert Consultant -Air Transportation Electronics Engineer Electronics Engineer (Switching System) Electronics Field Engineer Expert in OPS and Approach Procedures Aight Operations Expert Flight Safety Expert Right Simulator Instructor Right Testing of Radio Nava1ds

and Calibration Laboratory Expert

United Nations United Nations Development Funds· Rehel Organization Programme in· Trust Associate FUNDWJ in Dacca

27 I I 5

17 5 I

17

I 6

150

Appendix II

United Nations Development Funds-Programme in-Truu Aswciate FUNDWI

Financial Manager Aerodromes Expert Ground Pilot Instructor llS/VOR Maintenance Instructor Market Research Manager Mechanical Engineer Meteorology Instructor PEL/OPS Expert 1 Project Manager 10 Pilot Flying Instructor 5 Procedwe Training Instructor 1 Radar Aeronautical Electronics

Engineer Instructor Radio MainteJIU)ce Engineer Radio Maintenance Technician Radio Teletypewriter Instructor Senior Teleconununications Engineer Senior Signals Officer

Simulator Engineering Adviser .1

Staff Pilot (Pilot Examiner) 1 Technical Officer (Electronics) 2 Teleconununications Engineer Teletypewriter Technician Instructor Teletypewriter Maintenance Expert Training Expert - Basic Radio Maintenance Training Expert - Air Traffic Services Training Management Adviser Training Pilot/OPS Adviser Training Pilot Visiting Lecturer - Management and

Economics in Conunercial Air Transport Visiting Lecturer -Planning Management and

Economics of Airport Operations Visiting Lecturer - Consultant Visiting Lecturer - Air Accident Investigation Visiting Lecturer - Airline Planning

and Financial Administration

Total 199 30

151

United Nations RelfefOrganization

in Dacca

Appendix 12

Fellowship Awards Made During 1973 under ICAO Programmes

Recipient Country

Afghanistan

Antigua

Argentina

Bangladesh

Bolivia

Botswana

British Virgin Islands Burundi

Cayman Islands

Central African Republic

Chad Chile

No. of Awards

I' I' I

Field of Training

Senior Commercial Pilot Licence Ground Training

Air Traffic Control Communicatiom Operations Air Transport Economics Aeronautical Information Cartography Aircraft Maintenance Airport Management

Civil Aviation Administration

Government Operations Officer/ Personnel Licensing

Air Traffic Control Training Centre Administration

Navaids Check (Console Operations) Aeronautical Information Services VOR/ILS Maintenance Air Traffic Control Improver Instruction Techniques Search and Rescue Co-ordinator Communications Enginearing Advanced Telecommunications

Techniques Basic Air Traffic Control Telecommunications Techniques (VHF) Aerodrome Engineer Aviation Medicine Pilot Training (Commercial Pilot

Licence -Instrument Rating and Multi-Engine)

Air Traffic Control Fire Fighting Air Traffic Control (OJT) Flight Operations Officer

Pilot Training Meteorology Civil Aviation Aircraft and Engine Inspector Aerodrome Engineer Airport Management

• Voluntary Contribution (Resolution A16-71.

152

Host Country

India Denmark Denmark Lebanon Egypt, Arab Republic of Singapore Pakistan Lebanon, United Kingdom,

Canada Lebanon, United Kingdom,

Canada, United States

Lebanon Trinidad Peru, Ecuador, Colombia,

United States, Canada, Spain, Luxembourg, Lebanon

Spain United States United States Thailand Thailand Thailand Thailand

Argentina Argentina Argentina Mexico Mexico

United Kingdom Trinidad United Republic of Cameroon Kenya Lebanon, United Kingdom,

Bermuda Belgium Ivory Coast Niger Mexico Mexico Puerto Rtco and United States

Dura Non

6months 6months

32 weeks 9 weeks

33weeks 4 months

24 months

6 months

3 months

28weeks 28'h month

5 months 4 months 4 months 4 months

24weeks I% month

IS weeks 21 months

8 months 4 months

18 months 4 months 2months

12months 9'hmonth 3 months 6 months

Il months 20 months

1 month 24 months

8 months 4 months

16months

AppendiX 12 153

No. of Recipient Country Awards Field o[Traim'"ng Host Country Duration

CoJombia Communications Superv1SD1 Argentina 2Dmontlu Aeronautical Information Argentina 8 months Aeronautical Information Spain 8 months Telecommunications Supervisor Argentina 4months Airport Management Argentina 8 months Air Traffic ControJ Radar United States 4 months Radar Control United States 4months Aircraft and Engine Jnspector Mexico 4months Aeronautical Operations Officer Mexico 1 month Accident Investigation Mexico 4 months Aerodrome Engineer Mexico 4months Air and Space Law Argentina 12 months Air Transport Argentina 2 months Radio Maintenance United States 3 months Air Traffk ControJ lnstttJctor

(RadM) Spain 6 months Aviation Medicine Mexico 4 months

Costa Rica Air Traffic ControJ Mexico 28months Aeronautical Operatiom Mexico 9months Accident Investigation Mexico 2months

Cyprus Airport Management Lebanon 12 weeks Airworthiness Administration Lebanon 4weeks

Democratic Yemen Junior Airport Fire Officers Lebanon 36 weeks Senior Airport Fire Offtcer Lebanon 6weeks Powerplant and Airframe Licence

Preparation Lebanon 20weeks Aircraft Instrument Ucence

Preparation Lebanon 13 weeks Air Transport Economics Lebanon J8weeks Qualified AllpOrt FiremfW Laban on 12 weeks

Flight Operations Officer Lebanon 17 weeks

Communicatiom Operations Supervisor Egypt, Arab Republic of 33 weeks

Meteorology Forecaster Kenya II months

Advanced Radio Maintenance Egypt, Arab Republic of 138 weeks

Advanced Airways Control Egypt, Arab Republic of 16 weeks

Dominica Air Traffic Control Trinidad 13 months

Air Traffic Control Antigua 2 months

Dominican Republic .. Air Traffic Control Mexico 28 months

4 Radio Maintenance Techniques Me rico 25 months

Aviation Medicine Me rico 2 months

Air Traffic Control Semiaar Mexico 1 week

East African Community Assistant Flying Instructor United Kingdom 36 weeks

Airllne Engineering and Inspection Lebanon II weeks

Government Operations Officer I 28 weeks Personnel Ucensing Lebanon

Ecuador Communicatiom Supervisor Argentina 4 months

Advanced Telecommunicatiom Tecfutiques Argentina 14 months

Technical Auxiliary Services Argentina 8months

Advanced Air Traffic Control Argentina 8months

Advanced Air Traffic Control United States 5 months

* One ATC fellcwshlp awarded under Resolution A 16-7.

154 Annual Report of the Council- 1973

No. of ReCipient Country Awards Field of Training Host Country Duration

Ecuador (cont.) Air Traffic Services PJanning United States 4 months Admiiris:tration and Training Argentina, Chile, Umted

Techniques States 3 months JI.S/VOR/DME United States 14months Flight Simulator Maintenance Argentina 2 months Aerodrome Planning Mexico, Spain 2 months Aerodrome Engineering Mexico 12months Telecommunications Techniques (VHF) Argentina 12 month~ Accident Investigation Mexico 6 months Aviation Medicine Mexico 4 months

Egypt, Arab Republic of Instructor Training United Kingdom 4months Airport Ughting United Kingdom 3 months Government Inspector Lebanon 45weeks Senior Airport Fire Officer Lebanon 6weeks Qualified Airport Fireman Lebanon 12weeks Junior Airport Fire Officers Lebanon f2weeks Accident Investiption Lebanon 8 weeks

El Salvador Aerodrome Engineering Mexico 4 months Advanced Air Traffic Control Mexico 4months Statistics Mexico 7weeks Air Traffic Control Mexico 7 months

Ethiopia Government Opem.tiom Officer/ Personnel UceiUing Lebanon 28 weeks

Airworthiness Inspector Lebanon 15 weeks Aeronautical Information Services Egypt, Arab Republic of 33weeks

Ghana Air Transport Economics Lebanon 45 weeks Flight Operations Officer Lebanon 51 weeks Senior Airport File Officers Lebanon 12 weeks Air Traffic Control Nigeria 6 months

Guatemala Aeronautical Ope13tions Mexico 9 months Aeronautical Meteorology Mexico 9 months Advanced Air Traffic Control Mexico 4 months VHF Maintenance Mexico 3months Accident Investigation Mexico 2 months Radio Technician Mexico 24 months

Haiti 3* Air Traffic Control Mexico 27months

2 Aircraft and Engine Maintenance Mexico 12'h months Air Transport Economics Lebanon I month Air Traffic Control Netherlands Antilles 6 months

Honduras Air Traffic Control Mexico 7months Advanced Air Traffic Control Mexico 12 months

Radio Technician Mexico 24 months

Statistics Mexico 7weeks

Hong Kong Alq>ort Pbnning United Kingdom, Federal Republic of Germany, United States 3months

Hungary Air Traffic Control on-the-job training United Kingdom 8 months

Air Transport Economics Lebanon 18 weeks

Indonesia Air Transport Economics Lebanon 22 weeks

* Awarded under AS$81'1'1blv Resolution A 16-7.

Appendix 12 155

No. of Recipient Country Awards Field of Training Host Country Duration

Indonesia (cont.) Communications Maintenance United States 12 months Stock Provisioning and Stores Procedures Lebanon 14weeks

Search and Rescue Co~rdinator Tluilland 15 weeks Airport Management Lebanon 2 months

han Aircraft Maintenance Instructor United Kingdom 12months Aircraft Electronics United Kingdom 24 months Airworthiness Lebanon 15 weeks

haq Aerodrome Electrical Installations United Kingdom 2 months Aeronautical Meteorology Facilities Egypt, Arab Republic of 6 months Government Operatiom Officer/

Personnel Ucensing Lebanon 28 weeks Fire Prevention and Protection Lebanon 2weeks Qualified Airport Firemen Lebanon 18 weeks Junior Airport Firemen Lebanon 18 weeks Teletype Machine Maintenance Egypt, Arab Republic of 6months VOR/ILS Maintenance Egypt, Arab Republic of II months Air Transport Economics Lebanon 12 weeks Basic Air Traffic Control Egypt, Arab Republic of 64 weeks

Jordan Basic Radio Telephony Operations Egypt, Arab Republic of 10 months Airport Electrician Egypt, Arab Republic of Smooths Advanced Airways Control Egypt, Arab Republic of 8 months Airport Management Lebanon 4months Basic Radio Teletype Operations Egypt, Arab Republic of 15 months Air Transport Economics Lebanon 36 weeks Airworthiness Administration Lebanon I month Airworthiness Government Inspector Lebanon 8 months Basic Radio Maintenance Paldstan 24 months VOR Maintenance United States 8 months Basic Air Traffic Control Paldstan 28 months Senior Airport Fire Officer Lebanon 12 weeks Qualified Airport Firemen Lebanon 36 weeks Fire Fighting United Kingdom 4 months Electrical Engineering United States 7 months Fireman Course Lebanon 18 weeks Basic Air Traffic Control Egypt, Arab Republic of 64 weeks Stock Provisioning and Stores

Procedures Lebanon 5 weeks Government Operations Officer/

Personnel Licensing Lebanon 28 weeks Flight Operations Officer Lebanon 4weeks

Kenya Instructor Techniques Lebanon Smonths Kluner Republic Transistor Techniques Thailand IS months

Communications Main temnce Thailand 23 months Flight Operations Officer Lebanon 20 months Communications Operations Thailand 4weeks Communication Equipment Maintenance Thailand 6weeks Air Traffic Control Supervisor Thailand 4 months

Korea, Republic of Flight Operations Offtcer Lebanon 34 weeks Air Transport Economics Lebanon 9weeks

Laos Single Sideband Maintenance and Transistor Techniques and VOR Thailand 15 months

Aerodrome and Approach Control Singapore IOlh months

/5o Amwal Re{IOrt vj the Council- 1973

No. of Recipient Country Awards Field of Training Host Country Duration

Laos (cont.) I' Basic Radio Maintenance TI1ailand 12 months I Airport Management Lebanon 1 months

Communications Operations Improver Thailand 4 months Search and Rescue Co~rdinator Thailand IS weeks Aeronautical Information Singapore 2months

Lebanon Airworthiness United Kingdom 2 months Accident Inve:stiption United States 2months

Lesotho Pilot Training United Kingdom 26 months Pilot Course Nigeria 24 months Basic Radio Maitltenance Nigeria 10 months Basic Air Traffic Control Egypt, Arab Republic of 34weeks

Uberia Aitcraft Electri~l and Instrument Preparation Lebanon 13 weeks

Air Transport Economics Lebanon 9weeks Government Operations Officar I

Personnel Liceasing Lebanon 28 weeks MaJawi Air Traffic Control Approach Control Kenya 6 months

Telecommunicatbns Engineering Kenya 7week:s Malaysia Search and Rescue Co-ordinator Thailand 30weeks

Accident Investiption Lebanon 2 months Mali Personnel Licensing Lebanon 10 weeks Mauritania Operations and Personnel Ucensing France 9 months Mauritius Qualified Airport Fireman Lebanon 24weeks

VOR and Il.S Maintenance Egypt, Arab Republic of 46 weeks Air Transport Economics Lebanon 9weeks

Mexico Navaids United States IOmonths Air Trafftc ContJol Planning

and Supervision United States 2months Jet Engine Maintenance Canada, United States 3 months

Montserrat Air Transport Control Antigua 3 months Nepal VOR Maintenance Thailand 3'hmonths

Communications Operations Supervisor Thailand 4 months Communications Operations Supervisor Egypt, Arab Republic of 2'hmonths Flying Training Thailand S'hmonths Communication Engineering Thailand 7'hmonths Government Operations Officer/

Personnel Ucensing Lebanon 28 weeks Netherlands Antilles Basic Radio Maintenance United Kingdom 24 months

Air Traffic Control -Area Procedural and Radar United Kingdom 27 months

I' Instructor Techniques Luxembourg 4week.s 3 Air TrafrJC Control Radar United Kingdom 3 months 2 Radio Maintenance United States JOmonths

Nicaragua 2 Statistics Mexico 14 weeks Aeronautical Operations Mexico 9 months Air Traffic Control Mexico 42 months Operations Offi«1r Mexico 36 months Aircraft and Engine Inspector Mexico 4 months Radio Maintenance Technician Mexico 32 months

Nigeria Pilot Ground Training United Kingdom 7 months Flying Training United States ?months Radio Maintenance United States, United Kingdom 6 months

4 Awarded under Assembly Resolution Al6-7.

Appendix 12 157

No. of Recipient Country Awards Field of Training Host Country Duration

Nigeriafcont.) Communications Operations Netherlands, Federal Republic of Germany, United Kingdom 6 months

Stock Provisioning and Stores Procedures Lebanon 5 weeks

Panama Basic Air Traffic Control Mexico 30months Radio Maintenance Technician Mexico 36 months Basic Telecommunications Technician Argentina II months Aircraft and Engine lnspectO£ Mexico 4months Aeronautical Operations Officer Mexico 9 months VOR Maintenance Techniques Mexico 12 months Advanced Air Traffic Control Argentina 12 months Aircraft and Engine Maintenance

Technician Mexico 24 months Airport Management Argentina 8 months Aeronautical Information Argentina 4 months Communications Supervisor Argentina 4 months

Paraguay Advanced Air Traffic Control Argentina 8 months Aeronautical Instruction Administration Argentina 3months Air Transport Economics Argentina 3months Instructor Techniques Argentina 12months Flight Simulator Instructor Mexico Smooths Planning and Programming of Training Argentina 1 month Basic Teleconununications Techniques. Argentina 4months Advanced Telecommunications

Techniques Argentina 4months Aeronautical Information Argentina 4 months

Poru Aeronautical Operations Argentina 12 months Advanced Air Traffic Control Argentina 4 months Airport Management Argentina 12 months Advanced Telecommunications

Techniques Argentina 4months Telecommunicatiom Techniques (VHF) Argentina 12months Telecommunications Techniques

(Transistor) Argentina 9 months Air Traffic Control Argentina 4 months Aerodrome Engineer Mexico 4months

Philippines Search and Rescue Co-ordinator Thailand 15 weeks Airport Management Lebanon 2months

Rwanda Advanced Airways Control Kenya 2 months Basic Air Traffic Control Nigeria 3 months Airport Electrician Tunisia 12 months Aeronautical Infonnation Services Egypt, Arab Republic of 33 weeks Airport Management Lebanon, Switzerland 8 months Advanced Airways Control Egypt, Arab Republic of 15 weeks Air Transport Economics Lebanon 18 weeks

St.Kitts Air Traffic Control Antigua 2months Air Traffic Control Trinidad 9 months

St. Lucia Airport Management Lebanon, United Kingdom 12months Saudi Arabia Accident Investigation Lebanon g.,..,

Stores Supply and Material Management United Kingdom 12 weeks

Senior Airport Fire Officer Lebanon 6 weeks Instructor Techniques Lebanon IOweeks

158 Annual Report of the Council- 1973

No. of Recipient Country Awards Field of Training Host Country Duration

Sierra Leone Aeronautical Communications Officer Advanced Course Nigena 6 months

Singapore Senior Airport Fire Officer Lebanon 24 weeks Government Inspector Lebanon 15 weeks

Somalia Airframe Licence ?reparation Lebanon 11 weeks Air Transport Economics Lebanon 18 weeks Qualified Airport Fireman Lebanon 36 weeks

Sri Lanka Air Traffic Control Improver Thailand 12 weeks Search and Rescue Co-ordinator Thailand 15 weeks ILS/VORJDME Maintenance United States 21 months Area/Airways Control Singapore 4 months Aeronautical Telecommunications France 6 months Aeronautical Telecommunications United Kingdom I month

Sudan Airport Management and Economics United Kingdom 12months Airport Management Lebanon 2 months Instruction Techruques Lebanon 2 months Senior Airport Fire Officer Lebanon 2 months Airline Engineering and Inspection Lebanon 11 weeks Air Transport Economics Lebanon 9weeks Junior Airport File Officer Lebanon 18weeks Accident Investigation Lebanon 16 weeks

Surinam Aeronautical Information Argentina 4 months Airport Management Lebanon 6weeks

Swaziland Communicatiom Operations Egypt, Arab Republic of II weeks Basic Air Traffic Control Nigeria 8 months Basic Radio Maintenance Nigeria II months Basic Air Traffic Control Egypt, Arab Republic of 32 weeks Basic Air Traffic Control Nigeria 4 months

Syrian Arab Republic Air Transport Economics Lebanon 18 weeks Instruction Techniques Lebanon Sweeks

Tanzania, United Republic of Senior Airport Fire Officer Lebanon 12 weeks Qualified Airport Fireman Lebanon 72 weeks

Thailand Powerplant and Airframe Ucence Preparation Lebanon 20weeks

Air Transport Economi~ Lebanon 18 weeks Flight Operations Officer Lebanon 4months Airport Development United States 24months Civil Aviation Administration United Kingdom, Canada,

United States 3months Airport Management Lebanon 12 weeks

Togo Air Traffic Control Tunisia 12 months Trinidad and Tobago Airport Management Lebanon 4 months Tunisia Air Traffic Control (Radar) United Kingdom 6 months

Air Traffic Control (Radar) Luxembourg 12months Air Traffic Control (Radar) France 21 months Radar Maintenance France 22 months

Turkey 34 Airline Procedures Netherlands 68 weeks

• Airline Maintenance Lebanon 12 weeks 2 Aeronautical Meteorology United Kingdom I month I Air Trame Facility Administration

and Management United States I month

Appendix 12

Recipient Country

Turkey (cont.)

Turks and Caicos Islands Uganda

Upper Volta

Uruguay Venezuela

Viet-Nam, Republic of Yemen

Yugoslavia

Zambia

No. of Awards Field of Training

Civil Aviation Administration Air Transport Economics Air Traffic Control Aerodrome Fire Search and Rescue Junior Airport Fire Officer Qualified Airport Fireman Meteorology Aircraft Mechanic Auxiliary Services Teclutician Telecommunications Techniques (VHF) Advanced Air Traffic Control Telecommunications Techniques

(Transistor) Communicatiom Operations Supervisor Airport Electrician and Mechanic Basic Air Traffic Control Accident Investigation Powerplant and Airframe Licence

Preparation Pilot Operating Standards Aircraft Instrument Licence

Preparation Aircraft Electrical Licence

Preparation Government Operations Officer/

Personnel Licensing Air Transport Economics Air Transport Economics Search and Rescue Meteorology Aeronautical Telecommunications

Operations

Air Traffic Control Radar Surveillance

Communications Operations

Advanced Meteorology Air Transport Economics Instructor Techniques Flight Operations Officer

159

Host Country Duration

United States I month

Lebanon 3 weeks Trinidad 9\-lmonths Lebanon 12 weeks Lebanon 6 weeks Lebanon 36 weeks Niger 12months Morocco 12months Argentina 4 months Argentina 6months Argentina 4months

Argentina 6months Thailand 4months Egypt, Arab Republic of 25 weeks Egypt, Arab Republic of 102 weeks Lebanon Sweeks

Lebanon 40weeks Lebanon 14 weeks

Lebanon 13 weeks

Lebanon 7 weeks

Lebanon 28 weeks Lebanon 9weeks Lebanon 9weeks United States I month Canada 7 months United Kingdom, Netherlends,

Luxembourg, Federal Republic of Germany, Nigeria, Kenya 12months

Kenya 24 months United Kingdom, Netherlands,

Kenya 12months Kenya 48 months Lebanon 9weeks Lebanon 5 weeks Lebanon 17 weeks

Appendix 13

Statistics for Diagrams

Statistics for Diagram I

Development of Civil Air Transport

Total Scheduled Services

Revenue Traffic 1954-1973

(ICAO Contracting States)

Total Freight Mail Tonne-km

You Passenger-Jan Tonne-km Tonne-km Performed (miUions) (millions) (millions) (miUions)

Excluding USSR 1954 52000 I 040 330 6090 1955 61000 I 240 370 7 120 1956 71 000 I 400 400 8 200 1957 82000 I 530 430 9 220 1958 85 000 I 570 470 9 620 1959 98 000 I 830 520 II 020 1960 109 000 2040 610 12 340 1961 117000 2 360 720 13470 1962 130000 2 770 810 15 100 1963 147 000 3 110 860 16 960 1964 171000 3 760 910 19 780 1965 198 000 4800 I 100 23 450

1966 229 000 5 700 I 530 27 510 1967 273 000 6 530 I 890 32 620 1968 316 000 8 310 2 380 37 620 1969 358000 9 970 2 550 44160

1970 381000 10580 2 750 47 810

1971 406 000 II 590 2 550 50660 1972 464 000 13 220 2420 57 380 1973 514000 15 490 2 520 64000

Including USSR 1

1970 460000 12060 3 140 56 720

1971 494 000 13 220 2 880 60570

1972 560 000 15 020 2 780 68 120 1973 617 000 17450 2900 75 600

China not included.

1. Since 1970 USSR statostlcs were reported in the iCAO traffic programme and include a smell emount of non-scheduled operatoons. Stetilrtlcs for 1973 are estimated by ICAO.

CONVERSION FACTORS 1 Kilometre= 0.621 Statute Mile I Statute Mile= 1.609 Kilometres I Tonne-Kilometre= 0.685 Short-Ton Statute Mile I Short-Ton Statute Mile= 1.460 Tonne-Ktlometres.

160

Appe11dix IJ

Statistics for Diagram 2 Trends in Load Factora on Scheduled Services

World Averages 1954-1973 (ICAO Cont'""'*'a States)

PASSENGER LOAD FACTORS WEJGHI' LOAD F ACI'ORS (percentages) /percentages)

Year Total International Domestic Total lntet?llltional Operations Operations Operations Operations Operations

Excluding USSR 1954 60.7 57.7 62.1 59.0 60.1 1955 62.2 60.5 63.0 59.1 60.6 1956 62.7 61.7 63.1 59.3 61.4 1957 61.2 61.3 61.2 57.4 60.5 1958 58.6 56.7 59.6 56.3 57.5 1959 .60.1 59.6 60.4 51fi 59.7 1960 59.2 58.5 59.6 55.3 57.6 1961 55.2 51.7 57.5 51.7 51.5 1%2 53.6 51.1 55.3 50.8 51.3 1963 53.8 51.2 55.6 50.6 51.4 1964 55.9 54.3 57.0 51.2 53.1 1965 56.1 54.5 57.2 51.7 53.7 1966 57.6 55.0 59.5 52.9 53.8 1967 57.0 53.6 59.4 50.0 51.7 1968 53.4 51.3 54.8 48.7 51.0 1969 51.9 51.0 52.5 47.6 51.5 1970 52.0 52.7 51.5 47.5 51.0 1971 50.8 50.5 51.1 46.0 48.9 1972 54.0 53.4 54.5 48.6 50.8 1973 54.4 54.6 54.2 48.9 51.7

Including USSR 1970 54.8 52.7 56.1 50.5 51.0 1971 54.0 50.6 56.1 49.2 48.9 1972 56.6 53.5 58.6 51.4 50.9 1973 57.1 54.7 58.6 51.0 51.7

China not included.

161

Domestic Operations

58.5 58.3 58.3 55.8 55.6 55.4 53.9 51.8 50.5 49.9 49.8 50.3 52.2 50.0 47.1 44.9 44.9 43.8 46.7 46.5

50.2 49.4 51.8 51.8

162

North Year America

1954 3957 1955 4 685 1956 5 364 1957 5 983 1958 6093 1959 7026 1960 7 596 1961 8007 1962 8 938 1963 10137 1964 11 829 1965 14 279 1966 16978 1967 20656 1968 24 635 1969 27014 1970 28 479 1971 29198 1972 32 415

Annual Report of the Council- 1973

Statistics for Diagram 3 Long-Term Regional Trends

Total Tonne-Kilometres Performed by the Scheduled Services of Airlines Registered in ICAO Contracting States of Each Region 1954-1973

Millions of tonne-km performed

Latin Europe East and America

Excluding lnchlding South Asia and USSR USSR and the Pacific Caribbean

1114 421 520 I 296 479 550 I 538 554 657 I 783 595 743 I 974 627 787 2 252 727 838 2 791 861 939 3 278 990 924 3 710 I 138 922 4039 I 339 990 4 713 I 616 I 100 5 482 I 925 I 167 6397 2 148 I 264 7 201 2 537 1 418 7 955 3 074 I 560 9 679 3 938 I 928

10928 19845 4 428 2127 11921 21 835 4929 2 369 13923 24657 5 819 2 713

Middle A/rica Ea"

142 50 174 60 174 72 210 94 231 112 261 140 271 155 309 191 395 226 469 248 529 285 565 358 656 430 719 475 797 606 922 681

I 082 818 I 239 999 I 349 I 165

1973 lE•t.) 35 000 15 880 27 480 6 850 3 060 I 540 I 385

Note. The ftgUres shown for each region include all operations of airlines registered in the region. The regions are divided on a geographicaJ basis as used in lCAO statistica] publications. (North America includes Canada and the United States; the Pacific includes Australia, New Zealand, and neighbouring islands.)

China not included.

Appendix 13 [63

Statistics for Diagram 4

Operating Remits and Net Results of Scheduled Airlines of ICAO Contracting States 1963-1972

(Not including China and the USSR)

Total Operating hofit Net Profit Operating Rerenues Amount Percentage Amount Percentage

Year in U.S. in U.S. o{Total in U.S. of Total Dollars Dollars Operating Dollars Operating

(ml7lio!ts} (mt1/iousj Revenues (miUkms) Revenues

1963 7153 330 4.61 106 1.48 1964 8110 619 7.63 366 4.51 1965 9347 887 9.49 534 5.71 1966 10 844 I 025 9.45 661 6.10 1967 12 488 913 7.31 609 4.8& 1968 13 970 752 5.38 434 3.11 1969 16082 891 5.S4 398 2.47 1970 17 817 450 2.5 -27 -0.2 1971 20116 609 3.0 138 0.7 1972 23021 806 3.5 234 1.0

Resolution

A18-l

Al8-2

Al8-3

Al&-4

Al8-5

Al8-6

Al8-7

Al8-8

Appendix 14

Review of Action Taken up to 31 Dec:ember 1973 on Resolutions of the 18th, 19th and 20th Sessions of the Assembly

Subject

Assembly Resolutions no longer in force

Amendment to Article 56 of the Comen­tion increasing the membership of the Air Navigation Commission to fifteen

Ratification of the Protocol containing the above Amendment

Measures to be taken in relation to South Africa in pursuance of United Nations Genera] Assembly Resolutions 2555 and 2704

Expression of appreciation and gratitude to the Canadian Government for its assistance and generous fmancial support in connexion with the new Headquarters premises

Setvices of the Joint Inspection Unit

Discharge by Contracting States of Financial Obligations to the Organization

TechrucaJAssistance

Action taken

No action required. It is planned to issue a new edition of Doc 8770, after the 21st Session, containing the texts of resolutions in force at that time.

The Protocol of Amendment was sent to Contracting States under cover of a State letter LE 3/1.10 · 71/155 dated 16 July 1971.

This Resolution was brought to the attention of Contracting States in the letter transmitting the Protocol. As of 31 December 1973, the latter had been ratified by 67 Contracting States, 13 short of the number required to bring it into force.

On 14 October 1971, the Council decided on the documents and communications that wouJd not be provided to South Africa and the meetings to which it would not be invited under the tenns of this Resolution and instructions were given to the Secretariat accordingly. In March 1973, the Council was infonned that South Africa was reducing its contribution to the regular budget of the Organization by 30%, the estimated vaJue of the setvices being denied to it by this decision.

The text of the Resolution was communicated to the Secretary of State for Extema] Affairs by the Secretary Genera] in a letter dated 13 August 1971.

Reports on the activities of the Joint Inspection Unit from July 1970 to June 1973 are being presented for the infor­mation of the 21st Session of the Assembly under Agenda Item 7. In June 1973 the Council decided that ICAO should continue to use the services of the Unit until 31 December 1977 on the basis indicated in the United Nations General Assembly Resolution 2924-B (XXVII).

A report will be submitted to the Assembly under Agenda ltemll.

The Resolution was brought to the attentiOn of all Contracting States by State letter TA 1/1 · 71/189 of 29 September 1971. Results obtained and trends in Technical Assistance activities are descnbed in Chapter V of the Annual Report and in the documentation for Item 12 of the 21st Session of the Assembly.

164

Appendix 14

Resolution Subject

Al8-9 Speedy Adoption and Ratification of a Convention on Acts of Unlawful Inter· ference with IntemationaJ Civil Aviation Other Than Acts of Unlawful Seizure

Al8·10

Al8-ll

Al8·12

of Aircraft

AdditionaJ TechnicaJ Measures for the Protection of the Security of Inter· nationaJ Civil Air Transport

ICAO Position at the IntemationaJ Conference on the Problems of the Human Environment (Stockholm, June 1972)

Development of Standards, Recom· mended Practices and Procedures andfor Guidance Materia] relating to the QuaJity of the Human Environment

.Action taken

A Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation was adopted by the btemational Conference on Air Law which met in NontreaJ in September 1971. It entered into force on 23 June 1973, having received the necessary 10 ratifica· tJons. As of31 December 1973,44 States were parties to it.

Ill response to Clause l(a), the Secretary General was authorized to retain the setvices of an Aviation Security Expert until the end of the current budgetary period (31 December 1974) and at the request of States in the Far East and Pacific Region an Aviation Security Expert Seminar under the auspices of!CAO was held in Bangkok from 10 to 13 Aprill973.ln December 1973, the Council adopted amendments to Annexes 2, 6, 9, 10, 11 and 14

165

and to the PANS·RAC andPANS.()PS designed to promote the security of air transport. In pursuance of Clause 1 (b) an item on airport security was included in the agenda of the 9th Session of the Facilitation Division, but the need for a speciaJ ICAO meeting on air transport security in the 1972·74 triennium was not demonstrated and therefore m action was taken under aause l(c). By State letter of 2 September 1971, Contracting States were asked to take the action urged upon them in Clause 2.

The Resolution was brought to the attention of States in State letter E 2/45 · 71/!83 dated 3 September 1971. By State letter E 2/45 · 71/211 of I November 1971 they were p-ovided with copies of a paper intended for presentation to the Stockholm Conference, outlining ICAO's position en the role of civil aviation in the relationship between tech· mlogicaJ advancement and the human environment, and iJvited to take it into account in establishing their nationaJ ~sitions for the Conference. AdditionaJ infonnation is p-esented to the 21st Session of the Assembly under Agenda Item 16.

After consultation with States, the Council, in June 1972, approved an "ICAO Environment Action Programme" as a basis for the development of regulatory and/or guidance material and for other relevant action on such subjects as atrcraft noise, sonic boom, engine emissions, aerodrome panning and land use and asked the Air Navigation Com­nission to pursue the technicaJ part of the programme. The Commission reviewed this part of the programme, in Narch 1973, and agreed on a number of steps, among them various fonns of co-operation with States and such organiza· funs as WHO, WMO and ISO and the inclusion of an e~vironmentaJ item in respect of airport planning on the agenda of the 8th Air Navigation Conference. These steps are additional to work aJready being undertaken by the Committees on Aircraft Noise and Sonic Boom. Close liaison on the subject, including attendance at appropriate meetings, has been maintained with the United Nations,

166

Resolution Subject

AIS-13

Al8-14

Al8-15

Al8-16 Part B

Consolidated Statement of Continuing Policies Related Specifically to Air Navigation

Implementation of new policies on ICAO Technical Manuals

Unification of Units of Measurement

Problems arisins out of the Lease, Charter and Interchange of Aircraft in International Operations

Annual Report of the Council 1973

Action taken

the new UN Environmental Agency and other specialized agencies dealing with environmental questions. See also documentation for Agenda Item 16 of the 21st Session of the Assembly.

The Resolution was brought to the attention of States in State letterS 1/1 - 71/164 of 26 August 1971 and the Council and Air Navigation Commission made arrangements for the implementation of the new policies and practices introduced by it. Three of these- the establishment of planning criteria for RegionaJ Air Navigation Meetings (Appendix B, Associated Practice 5), the development of directives for these meetings concerning consideration of implementation matters (Appendix 8, Associated Practice 6) and the review of the ICAO TechnicaJ ManuaJs Programme (Appendix S)- were the subject of specific studies. On the first, the Air Navigation Commission recommended certain measures to ensure that economic factors are given due consideration in the fonnulation of requirements for air navigation facilities and that States which may be called upon to provide additionaJ facilities will receive advance notice. On the second, the Commission developed revised directives whose effectiveness it will evaJuate in the light of experience with their application at the 5th Africa-Indian Ocean and the Asia/Pacific RegionaJ Air Navigation Meetings. The third is being pursued in conjunction with action on Resolution A18-14.

By State letter AN 18/34 · 72/151 of8 August 1972, States were asked for their views on needs and priorities for ICAO ManuaJs and Circulars, as well as about their ability to contribute to the ManuaJs Programme.ln the light of the replies received, the Air Navigation Commission submitted a plan of action to the Council but the latter asked for a further report, taking into account infonnation on needs and priorities from other sources, early in 1974.

A letter (AN 1/29.1-71/174 of 14September 1971) urging compliance with the Resolution was sent to the States that had not notified the Organization of their choice between the two tables of units in Annex S. A new Supplement to the Annex, issued in May 1973, showed a reduction in the totaJ number of differences flied and, in particular, that only five States were still using inches of mercury as the unit of measurement for aJtimeter setting.

Under Clause I, the Council approved a note for inclusion in the appropriate Annexes, when next amended, mging that when an aircraft is leased, chartered or interchanged and the State of Registry is unable to fulfil adequately its obligations under the Chicago Convention, it delegate those functions to the State of the Operator. A study undertaken by the Secretariat pursuant to Clause 2led to the conclusion that there were no problems in relation to the Chicago Convention and other Conventions that were serious enough

A pendix 14

Resolution Subject

Al8·17

AIS-18

Al8-19

Al8-20

Al8·21

Al8·22

Al8-23

Al8-24 A18-25

lntemationaJ Air Transport Fares and Rates Studies

Tariff Enforcement

Study of the possible development of ICAO traffic flow statistics

RegionaJ Air Transport Studies

Air Transport Work in the Regions -Genera1 Policy

Supplementary Budget 1971

Budgets 1972, 1973 and 1974

Principles to be applied in the deter­mination of scales of assessment (minimum and maximum assessments)

167

Action taken

10 justify recommending amendments at this time or that could not wsit upon the studies the LegaJ Committee has in hand or in prospect on those Conventions. Uttle infonna· lion was received from States in response to a request made pursuant to Clause 3 and for this reason it has not yet been distributed.

The feasibility oflCAO undertaking studies on internationaJ air transport fares and rates was examined by the Air Trans­port Committee and Council early in 1973. As a result, the Council decided to initiate a ftrst survey of the level of fares and rates for publication, if possible, before the 21st Session of the Assembly (.!W Chapter Ul, Section 3).

This Resolution was communicated to States (State letter EC 2/20 • 71/187 of 1 October 1971) and to lATA. In response to Clause 4, lATA infonned the Council that the irridence of maJpractices in the application of tariffs was high and had caused much concern on the part of its member airlines. This was reported to States (State letter EC 2/20 • 72/135 of 21 JuJy 1972) with a repetition of the invitation in Clause 2 (see AnnuaJ Report for 1971, page 55, and AnnuaJ Report for 1972, page 60).

This study is proceeding (see Chapter Ill, Section 4).

A plan for a continuing programme of regionaJ air passenger and air freight studies was approved in October 1971. Since lhat time, two studies on the development of intemationaJ passenger travel have been completed, one for East and South Asia and the Pacific, the other for Europe. Work has started on a study on air freight for East and South Asia and the Pacific.

Under Clause l(a) support has been given to the creation of the Latin American Civil Aviation Commission, while, in accordance with Clause l(c), the Council has examined the methods by which services on sir transport matters are provided to States in the Regions (see Chapter III, Section 6). In accordance with Clause 2, the Council from time to time reviews the functions of the RegionaJ Air Transport Officers and, as requested in Clause 3, will report on the effectiveness of these officers to the 21st Session of the Assembly, under Agenda Item 26.

The necessary administrative action has been completed.

The usuaJ administrative follow-up action has been taken with regard to 1972 and 1973 and is being taken with regard to 1974 by the Council, the Finance Committee and the Secretary GeneraJ, as appropriate, under the FinanciaJ Regulations.

Further action regarding the minimum and maximum assess­ments was taken by the 19th Session of the Assembly in Resolutions A!9-4 and Al9·3.

168

Resolution Sub;ect

A 18-26 Apportionment of the expenses of lCAO among Contracting States for 1973, 1973 and 1974.

At8-27 Supplementary Appropriation Limits

Al8-28 Working Capital Fund

A18-29 Confirmation of Council action in assessing new Contracting States

Al8-30

AIS-31

Al9·1

Al9·2

A19·3 Al9-4

Al9-S

A20.1

A20.2

Approval of the accounts of the Organization for the FinanciaJ Yean 1968, 1969 and 1970 and examination of the Audit Reports thereon

Approval of the Financial Statements of the United Nations Development Programme for the Financial Years 1968, 1969 and 1970 and examination of the Audit Reports thereon

Shooting down of a Libyan civil aircraft by Israeli fighters on 21 February 1973

Measures to be taken in relation to Portugal in pursuance of United Nations General Assembly Resolutions 2555 and 2704

Principles to be applied in determining scaJes of assessments (maximum and minimum assessments)

Principles to be applied in detennining scales of assessments (allowance for low per capita income)

Diversion and ~izure by Israeli military aircraft of a Lebanese civil aircraft Acts of unlawful interference with civil aviation

An11ual Repon of the Caunctl 1973

Action taken

The Secretary General notified Contracting States of their assessments.

The Council has obsetved this Resolution in acting on supplementary appropriations for 1973 and 1974.

The report called for in Clause 6 is being submitted to the 21st Session of the Assembly as documentation for Agenda Item 36.

No action required.

No action required.

The financiaJ statements and audit reports were trans· mitted to the Governing Council of the UNDP, the Advisory Committee on Administrative and Budgetary Questions and the United Nations Genera] Assembly.

On 5 March 1973, the Council directed the Secretary General to undertake a fact-finding investigation and report to it at the earliest possible date. The investigating team, composed of experts drawn from the JCAO Secretariat, was headed by the Chief of the Accident Investigation and Prevention Sectron of the Air Navigation Bureau. The Secretary GeneraJ's report on the investigation, which was carried out with the full co-operation of the parties involved, was considered by the Council on 4 June 1973 and copies were sent to aU Contracting States under cover of State letter LE 4/19.2.73/110 of20 June 1973.

On 29 March 1973, the Council authorized the Secretary General to implement this Resolution in the same manner as Al84 had been implemented.

The Secretary Gene raJ will obsetve the provisions of these Resolutions in preparing the draft scaJes of assessments for 1975, 1976and 1977 for submission to the 21st Session of the Assembly.

A report on the Council's study of the low per capita income aJ!owance fonnula is being submitted to the 21st Session of the Assembly under Agenda Item 35.2.

These Resolutions were sent to Contracting States under cover of State letter SA 20/2- 73/202 of II December 1973.

END

Appendix 14 165

Resolution Subject Action taken

Al8-9 Speedy Adoption and Ratification of a A Convention for the Suppression of Unlawful Acts

Al8·10

AJ8·ll

Al8-12

Convention on Acts of Unlawful Inter- Against the Safety of Civil Aviation was adopted by the ference with International Civil Aviation International Conference on Air Law which met in Other Than Acts of Unlawful Seizure Montreal in September 197l.lt entered into force on of Aircraft 23 June 1973, having received the necessary 10 ratifica­

tions. As of 31 December 1973, 44 States were parties to it.

Additional Technical Measures for the Protection of the Security of Inter· national Civil Air Transport

JCAO Position at the International Conference on the Problems of the Human Environment (Stockholm, June 1972)

DeveJopment of Standards, Recom· mended Practices and Procedures and/or Guidance Material relating to the Quality of the Human Environment

In response to Clause l(a), the Secretary General was authorized to retain the setvices of an Aviation Security Expert until the end of the current budgetal}' period (31 December 1974) and at the request of States in the Far East and Pacific Region an Aviation Security Expert Seminar under the auspices ofiCAO was held in Bangkok from JO to 13 April J973.1n December 1973, the Council adopted amendments to Annexes 2, 6, 9, 10, 11 and 14 and to the P ANS-RAC and PAN S-OPS designed to promote the security of air transport. In pursuance of Clause l(b) an item on airport security was included in the agenda of the 9th Session of the Facilitation Division, but the need for a special ICAO meeting on air transport security in the 1972-74 triennium was not demonstrated and therefore no action was taken under Clause l(c). By State letter of 2 September 1971, Contracting States were asked to take the action urged upon them in Clause 2.

The Resolution was brought to the attention of States in State letter E 2/45 · 71/183 dated 3 September 1971. By State letter E 2/45 · 71/211 of 1 November 1971 they were provided with copies of a paper intended for presentation to the Stockholm Conference, outlining JCAO's position on the role of civil aviation in the relationship between tech­nological advancement and the human environment, and invited to take it into account in establishing their national positions for the Conference. Additional information is presented to the 21st Session of the Assembly under Agenda Item 16.

After consultation with States, the Council, in June 1972, approved an "ICAO Environment Action Programme" as a basis for the development of regulatory and/or guidance material and for other relevant action on such subjects as aircraft noise, sonic boom, engine emissions, aerodrome planning and land use and asked the Air Navigation Com­mission to pursue tile technical part of the programme. The Commission reviewed this part of the programme, in Marclt 1973, and agreed on a: number of steps, among them various fonns of co-operation with States and such organiza. tions as WHO, WMO and ISO and the inclusion of an environmental item in respect of airport planning on the agenda of the 8th Air Navigation Conference. These steps are additional to work already being undertaken by the Committees on Aircraft Noise and Sonic Boom. Close liaison on the subject, including attendance at appropriate meetings, has been msintained with the United Nations,

A ndix 14

Resolution Subject

Al8-17

AIS-19

Al8-20

Al8-21

Al8-22

Al8-23

AIS-24 AIS-25

International Air Transport Fares and Rates Studies

Tariff Enforcement

Study of the possible development of ICAO traffic flow statistics

Regional Air Transport Studies

Air Transport Work in the Regions­General Policy

Supplementary Budget 1971

Budgets 1972, 1973 and 1974

Principles to be applied in the deter­mination of scales of assessment (minimum and maximum assessments)

167

Action taken

to justify recommending amendments at this time or that could not wait upon the studies the Legal Committee has in hand or in prospect on those Conventions. Little infonna· tion was received from States in response to a request made pursuant to Clause 3 and for this reason it has not yet been distributed.

The feasibility oflCAO undertaking studies on international air transport fares and rates was examined by the Air Trans­port Committee and Council early in 1973. As a result, the Council decided to initiate a first survey of the Jevel of fares and rates for publication, if possible, before the 21st Session of the Assembly (see Chapter Ill, Section 3).

Thi~ Resolution was communicated to States (State Jetter EC 2/20 • 71/187 of 1 October 1971) and to lATA. In response to Clause 4, lATA infonned the Council that the incidence of malpractices in the application of tariffs was higll and had caused much concern on the part of its member airlines. This was reported to States (State letter EC 2/20 • 72/135 of21 July 1972) with a repetition of the invitation in Clause 2 (see Annual Report for 1971, page 55, and Annual Report for 1972, page 60).

This study is proceeding (see Chapter Ill, Section 4).

A plan for a continuing programme of regional air passenger and sir freight studies was approved in October 1971. Since that time, two studies on the development of international passenger travel have been completed, one for East and South Asia and the Pacific, the other for Europe. Work has started on a study on air freight for East and South Asia and the Pacific.

Under Clause 1(a) support has been given to the creation of the Latin American Civil Aviation Commission, while, in accordance With Qause l(c), the Council has examined the methods by which setvices on air transport matters are provided to States in the Regions (see Chapter III, Section 6). In accordance with Clause 2, the Council from time to time reviews the functions of the Regional Air Transport Officers and, as requested in Qause 3, will report on the effectiveness of these officers to the 21st Session of the Assembly, under Agenda Item 26.

The necessary administrative action has been completed.

The usual administrative follow-up action has been taken with regard to 1972 and 197 3 and is being taken with regsrd to 1974 by the Council, the Finance Committee and the Secretary General, as appmpriate, under the Financial Regulations.

Further action regarding the minimum and maximum assess­ments was taken by the 19th Session of the Assembly in Resolutions A 19-4 and A 19·3.

PRICE' U.S.$3.75 ~or equivalent in other turrenciesl

@ ICAO 1974- 5n4. E/P1/2300