sign in sign up
<<
Home , Air Spain, Aviaco, British European Airways, Delta Air Transport, LANICA, Madrid runway disaster

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, .

Orders for this publication should be sent to one of the following addresses, together with the appropriate remittance (by bank draft or post office money order) in U.S. dollars or the currency of the country in which the order is placed or m a freely convertible currency:

Cauda: Information Canada, Ottawa, On­ : Representante de Ia OACI, Oflcina tario. Norteamerica y Caribe, Apartado postal 5·377, Mhico 5, D.F. E1ypt (Arab RepubHc of): ICAO Represen­ tative, and Eastern African Peru: Representante de Ia OACI, Oficina Office, 16 Hassan Sabri, Zamalek, . Sudamerica, Apartado 4127, .

France: Representant de l'OACI, Bureau Seneaal: Representant de l'OACI, Bureau , 3bis, villa Emile·Bergerat, 92 Neuilly· Afrique, Bofte postale 2356, . sur-Seine. : C.E. Fritzes Kung!. Hovbokhandel. : Oxford Book and Stationery Co., Fredsgatan 2, Box 16356, 16. Scindia House, New or 17 Park Street, Calcutta. : ICAO Representative, and Pacific Office, P.O. Box 614, . : Japan Civil Aviation Promotion Foundation, No. 38 Shiba Kotohira-Cho, United Kinadom: Her Majesty's Stationery Minato·Ku. . Office, P.O. Box 569, , S.E. l.

International Civil Aviation Or1anization (Attention· Distribution Officer), International Aviation Building, 1080 University Street, Montreal I OJ, Quebec, Canada.

Do you receive the ICAO BULLETIN?

The ICAO Bulletin conforM o conche account of the octivitres of the Orgonizotron os well os articles of interest to the aero­ nautical world. The Bulletin wiiJ olso keep you up to dote on the loted ICAO publicotiom, their contents, amendments, supplements, ~:orri· gendo, ond prices.

Avaifabk! In three nparata editions: Engf!sh, French and Spanilh. Annual sub1criptron U.S. $9.00 (surface maif); U.S. $17.00 (aor malt). 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 develop­ ments 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 . 12 3. Financial Results. 17 4. Fares and Rates ...... 20 5. Inter-airline Co-operation . 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. 43 1. Introduction. 43 2. Meetings. 43 3. International Standards and Recommended Practices (SARPS) and Procedures for Air Navigation Services {PANS) 50 4. Air Navigation Plans ...... •. 52 5. Participation of the Regional Offices in Air Navigation Activities ... 54 6. Projects given special attention during 1973 . 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 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

~--5. Fellowships . u83 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. 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 101 I. The United Nations. 101 2. Inter-Agency Bodies . 102 3. Specialized Agencies . 103 4. Other International Organizations . 104

Chapter VHI. Organization and Administmtion .. . lOS 1. Introduction. • ...... 105 2. Organization. 105 3. Personnel. 106 4. Twenty-third ICAO Familiarization Course . 107 5. Public Information Activities .. 107 6. Computer Activities. 107 7. Language Services, Publications and Library . 107 8. Premises ...... 108 9. Finance. 109

Appendices 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 on 24 September 1968 . . 1 I 4 2. List of States Parties to the , , 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 USSR traffic which has been available only from 1970) aviation in 1973. It is sub-divided into nine sections: were as follows: Passengers carried 11.0% 1. Traffic on scheduled services; Passenger-km 13.0% 2. Non.scheduled commercial air transport; Freight tonne-km 17.0% 3. Financial results; Mail tonne-km !2.0% 4. Airline fares and rates; Total tonne-km 13.9% 5. Inter-airline co-operation; It may be noted that the annual increases recorded for 6. General aviation; 1973 over 1972 were all, except for freight, well below 7. Evolution of the commercial air transport fleets of these ten-year averages. Regarding the annual rates of ICAO Contracting States; increases shown in Table 1.1 it may be observed that the 8. Safety; growth figures for the years 1964 to 1969 were well 9. Technical trends and developments. 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 I. Traffic on Scheduled Services rates picked up, though not to the pre·1970 , but fell again somewhat in 1973. Apart from mail traffic of In this section some general indications are given, mainly which the erratic growth is largely attributable to the through a series of tables and diagrams, of the develop­ fluctuations in military mail, by far the ment up to the end of 1973 of the scheduled traffic of 1 highest growth rate over the decade was shown by the of ICAO Contracting States • Information freight, but even here the 1973 increase over 1972 has on such matters as rates of growth, national ranking and not equalled the pre-1970 rate. load factors is presented for total operations (inter­ national and domestic) and for international ope1ations International and domestic scheduled traffic separately with breakdowns according to the category of load (passengers, freight and mail) and the region of The proportions of total scheduled traffic that are airline registration. carried on international as opposed to domestic services are shown in Table 1-2. It may be seen that the Total scheduled tro/]tc introduction of USSR statistics from 1970, because of the large volume of domestic traffic in that country, Global traffic data for the decade 1964 to 1973 is given in caused the share of traffic carried on international Table I-1 and presented graphically for the twenty-year services to drop rather sharply (from 46.3 to 39.6 per pen·od 1954 to 1973 in Diagram I. From this material it cent in the case of total tonne-kilometres performed~ can be seen that during 1973, on scheduled domestic Apart from this the percentage moving on international and international services, the airlines of ICAO Con­ services has gradually increased ove.r the past decade. tracting States carried a total of 75 600 million tonne­ When, in order to analyse the ten-year trend, statistics kilometres of traffic (passengers, freight and mall), for the USSR are excluded it appears that between 1964 representing an increase of 11.0 per cent over 1972. and 1973 the proportion of traffic moving on inter­ Breaking down this total into its main traffic com­ national services increased from 41.7 to 49.1 per cent in ponents it appears that in 1973 the number of passen· terms of total tonne·kilometres performed, from 22.8 to gers carried rose by 7.3 per cent to 483 million, 24.1 per cent for passengers carried, from 39.8 to 44.4 passenger·kilometres by l 0.2 per cent to 617 000 per cent for passenger-kilometres, and from 50.1 to 62.9 million, freight tonne-kilometres by 16.2 per cent to per cent for freight tonne.kilometres. For mail tonne· 17 450 million, and mail tonne-kilometres by 4.3 per kilometres, owing mainly to the decline in the United cent to 2 900 million. In terms of tonne-kilometres States military mail, the percentage dropped from 52.8 passengers accounted for 73 per cent of the load, freigh; to46.1. for 23 per cent and mail4 per cent. The average annual rates of growth for the various 1. The traffic: data referred to rover the airlines of all ICAO Contracting States, mduding the USSR from 1970. except traffic categories in the ten years 1964-1973 (excluding . 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

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

Freight toone-km Mail tonne-km Total tonne-km Passengers Passenger-km performed performed perfonned Annual Annual Annual Annual Annual increase increase increase increase increase Year Millions (%) Millions (%) Millions (%) Millions (%) Millions (%)

Excluding USSR 1964 155 171 000 3 760 910 19 780 1965 177 14.2 198000 15.8 4800 27.7 I 100 20.9 23 450 18.6 1966 200 13.0 229 000 15.7 5 700 18.8 I 530 39.1 27 510 17.3 1967 233 16.5 273 000 19.2 6 530 14.6 I 890 23.5 32 620 18.6 1968 265 13.7 316000 15.8 8310 27.3 2 380 25.9 37 620 15.3 1969 298 12.5 358000 13.3 9 970 20.0 2 550 7.1 44160 17.4 1970 311 4.4 381 000 6.4 10580 6.1 2 750 7.8 47 glQ 83 1971 333 7.1 406 000 6.6 11 590 9.5 2 550 -7.3 50660 6.0 1972 368 10.5 464000 14.3 13220 14.1 2 420 -5.1 57380 13.3 1973 394 7.1 514 000 10.7 15 490 17.2 2520 4.1 64 000 11.5

Including USSR 1970 382 460 000 12060 3 140 56 720 1971 41! 7.6 494 000 7.4 13 220 9.6 2 880 -8.3 60570 6.8 1972 450 9.5 560 000 13.4 15 020 13.6 2 780 -3.5 68 120 12.5 1973 483 7.3 617 000 10.2 17450 16.2 2 900 4.3 75 600 11.0

Table 1-2. International traffte as percentage of total traffic (Scheduled services of airlines of lCAO Contracting States)

Total Passen· Passen­ Freight Mail Tonne-km Year 8"' ger-kin 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 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)

Total tonne-km Passengers Passenger·tm Tonne-km of freight Tonne·km of mail performed lnter- Il\let· {nter· Inter- Inter- Years Domestic national Domestic natbnal Domestic national Domestic national Domestic nationaJ

Excluding USSR 1965/64 14.2 14.3 16.5 14.7 23.0 32.3 23.3 18.8 17.8 19.5 1966/65 12.4 15.0 lS.O 1;.7 165 20.8 45.3 33.3 16.6 18.3 1967{66 18.2 10.9 22.5 !U 14.2 14.9 28.6 18.4 21.8 14.5 1968{67 15.3 8.6 19.3 9.9 28.9 26.0 29.0 16.6 21.5 143 1969/68 11.3 16.8 11.2 15.5 4.3 33.9 2.5 13.1 9.5 21.2 1970{69 1.4 14.4 0.9 19.5 4.5 7.5 -4.6 21.1 2.9 15.5 1971/70 7.0 7.3 6.0 5.1 6.0 11.6 4.4 -17.7 5.2 6.5 1972/71 10.5 10.3 11.2 18.9 9.8 16.9 -4.1 -6.3 10.1 16.9 1973/72 6.7 9.2 8.9 13.4 14.8 18.5 3.9 4.9 8.6 14.7

1964/73 10.3 11.7 11.9 \4.3 13.2 20.3 13.7 10.4 12.5 15.5

Including USSR 1971/70 7.5 7.4 7.7 6.8 na 6.6 6.8 1972/71 9.3 10.3 10.2 \9.0 na na na 9.5 16.9 1973/72 7.0 9.1 8.5 13.4 na na na 8.5 14.6

The annual percentage increases i.n intemahonal and Perhaps the most significant fact that emerges from in domestic scheduled traffic are given in Table 1-3 and, these tables is that approximately 58 per cent of the as indicated by ttle increasing relative importance of the total volume of schedtded passenger, freight and mail international sector mentioned in the last paragraph, traffic handled by the ail lines of 127 Conttacting States international traffic has, wtth the exception of rna~, of lCAO on their international and domestic services is gener'i:l.lly grown more rapidly than domestic traffic. accounted for by the carriers of two countries, the Indeed, in terms of total tonne-kilometres performed, United States and the USSR (43% and 1 5~& respect­ international scheduled traffic has grown more rapidly ively), the other 42 per cent being divided between tlw. than domestic in all but two of the years since 1964 airlines

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\

TolelflOI""d~Uc) 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 ~ Ae " 6 1370 !~!1205 14 S<""Q'"""'"' " 9 870 "'~ " "15 5<10"" Swot>e,,.nd " 11 800 ffi ~: In~•• " 17 400 3&5 ]7 Solgoum " ~ 611 14 " "\6 520 Sout~ Alnco " 10 346 "' " l>;to"CO " 25 230 "' " ]1 \90 ""165 "15 -'i" 407 -2 ~:::. 23" ~23S 213 tO G•-• ' 21 325 16\ ~ " ~ 119 119 ~~~:.~ '"~ 23" 236 176 34 Co'Omboo 31 1ij5 \39 \9 uoloM n n5 218 8 Vonoz ...)a "' 158 17 lcotond " M~ '" \90 \3 Po~"ton " 160 124 19 Phdi~~"'fi " " t:JO 116 12 ~~:::~! r,.otv Stat••' " tOO 191 "~ 110:. 11'! " ~ 125 109 C~•l• " ~ 96 S3 " )nDk08 ': " ~ % "0 SoudoA•oa ~ " Yugo,tov•a " " :: ;:~ ..~Inca• .," " %" " " " " "w "' T~•ot I0<.00Wtcount"<"'l59t' 7391066!>86 JO 790 26872 1~ 601410~96& 10 2~14\0 1960~ 14 TotOfiO

NOTE Att l\173dota "'" •ov- 0wmat.. thu< th• rao~ong onM<~-"' '*'•-,..., ,,...,,.,. ""'eouSMM$. 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•nttVOWnt00"•A•"'""L•mued" 3Et.. enStote•.••'l"OIOtheY•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· ~c-:::!:·~ ..~=~~~:::.~::.~~.';::~.o~ ::';"'" a<>d U!!Ondo """"""""on tho mult• nat,ono ""t'"" "Eo

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 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 9 400 282 42 7 390 271 44 Lebanon 10 360 269 34 8 360 269 34 11 320 254 26 13 225 181 24 Scandinavia' 12 300 277 8 9 286 264 8 13 270 220 23 14 170 135 26 14 240 226 7 11 240 225 7 15 236 198 19 12 236 198 19 India 16 180 131 37 15 150 111 36 17 170 165 10 16 135 8 18 125 106 19 17 120 99 21 19 105 86 22 27 55 "'44 25 South 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 23 85 80 8 24 65 60 8 "23 85 66 29 22 80 62 29 25 76 65 36 32 30 22 36 Kor&a 27 70 58 21 23 70 58 25 27 70 49 42 28 45 30 60 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 31 55 54 2 32 30 29 3 G•- 32 50 42 19 27 50 39 28 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, , 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, , Ivory C08$t, , Niger, , Togo and Upper Volta, are partners in the multi-national airline "". 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.

Armual Report of the Council- 1973

Diagram 2. In general it may be observed that the Regions recovery of load factors from the very low levels reached in 1971 did not continue beyond 1972. In fact the 1973 The distribution of scheduled traffic according to the figures showed little change from those realized in 1972. region of airline registration is shown in Table I-6 and A further point of interest, noted in the last edition c:i Diagram 3. The percentage of the total attributable to this Report, is that the inclusion of data from each region does not change greatly from year to year 1970 has, because of the high load factors achieved (see Table I-6) except for 1970 when the European share within the USSR, had a marked effect on the average increased by about 12 per cent (from 22.8 to 35 per domestic load factor, raising it by about 5 percentage cent) owing to the inclusion of USSR data for the first points (from 46.5 to 51.8 per cent) and consequently a time. significant but lesser effect on the average load factor for Since 1970 there has been a slight decline in the all operations. 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 ofJCAO Contracting States registered in the Region.

East and Latin South America ICAO North and the •nd Middle Year World America1 Europe Pacific2 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 Annual Report of the Council- 1973 for total operations) and consequently, a very snnll A new round-the-world service established by Air increase in the shares of other regions. The fact remains, France via -Tokyo-Papeete-Uma-Paris, also provides however, that the carriers of Europe and the first direct link between Japan and South America continue to account for a very large proportion of the and between Japan and Tahiti. total - 83 per cent of all operations, 72 per cent of In Asia the new airline Bangladesh Biman in June international and 91 per cent of domestic - the inaugurated its first service to London, from Dacca and European airlines accounting for the larger share of , using a leased 707 pending delivery of international traffic (45 per cent) and the North its own of the same type. A!italia and American of domestic traffic (61 per cent). joined the carriers operating services across Siberia via Percentage increases in 1973 traffic over 1972 varied to Tokyo. considerably between regions. For total tonne· Within Africa Air Algerie extended its network to kilometres performed on international service~ the hith· include Niamey, , , and est rate of increase, 25 per cent, was recorded by the . The Lebanese all- TMA introduced airlines of Asia and the Pacific, followed by the Middle cargo operations to lagos. Pan American began a weekly East (20 per cent), Latin America and the Caribbean ali-freight service between New York and , (18.5 per cent), Europe (14 per cent), Africa (13 per and . cent) and North America (7 per cent). The greatest On the North Atlantic the United Kingdom's annual Increases were recorded in international freitht "second-force" carrier, , began oper­ tonne-kilometres performed by the airlines of the Middle ating scheduled services in April with daily flights East (35 per cent) and Asia and the Pacific (33 per cent) between Gatwick and New York and five round-trip foUowed by those of latin America and the Caribbean flights a week to . The Polish airline LOT (22 per cent), Africa (19 per cent), Europe (16 per cent) began twice weekly services between and New and North America (11 per cent). York m April. inaugurated services between Load factors also varied significantly between and and Washington. At the beginning of regions. The average weight load factors for international the year the Australian carrier, , terminated operations achieved by the airlines of the various regions service between London and , thus ending in 1973 were as follows: Middle East 55 per cent, its round-the-world service. Europe 54.2 per cent, Asia and the Pacific 54 per cent, On the mid Atlantic recommenced latin America and the Caribbean 50.3 per cent, North service to Panama after 19 years' suspension. Lufthansa America 4g.1 per cent, and Africa 45 per cent. began flying three times a week to Nassau. Cubana started operations between Havana and East , Development of Routes and Services alternating the service every other week with its service to . The extension to , Chile, of one of Although the growth of international air transport Aeroflot's three Moscow-Havana flights, originally continues to be mainly accounted for by existing routes, planned for late 1972, began in May but was sub­ major new route developments are of interest as trend sequently cancelled in October, as was Cubans's Havana­ indicators, serving to highlight areas where further route Santiago service. In Peru a new airline, Aero-Peru, was expansion and traffic growth may be expected in the established by the Peruvian Government to take over the future. services formerly operated by Aerolineas Peruanas An important feature in 1973 was the development (APSA) which ceased operations in 1971. The new of international services to and from China. The Civil carrier began domestic services immediately and is Aviation Administration of China signed agreements for expected to begin international operations in 1974. services from Peking to Albania via Teheran and Against all these new developments of routes and . In January Pakistan International Airlines services, 1973 also saw an extension of the inter-airline replaced its route to China via and by capacity reduction agreements concluded in the United a -Islamabad-Peking-Shanghai route over the high States in 1972 and, as fuel shortages were felt in the last Karakoram chain of mountains. In February Ethiopmn months of the year, a number of airlines took unUateral Airlines introduced the fust service between Africa and action to reduce international and domestic services. China operating between and Shanghai ri.a These reductions are described below in Section 5. 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 Air transport and tourism introduced a service from Teheran to Peking a-td Shanghai in May; and Ariana Afghan Airlines from The year 1973 was characterized by a number of Kabul to Peking in July. substituted Pekmg developments that influenced tourism in a variety of for S!tanghai on its China service via KarachJ. ways. The year may clearly be divided into two periods, Civil Aviation in 1973 II

the period prior to October and the ensuing months strong expansion in international tourism in Asia and the which were dominated by the fuel crisis. Pacific. Travel by the Japanese to North America and The first part of the year was noteworthy for a Europe also showed rapid growth. Figures released by continuation of the high rate of economic growth the United States Travel Service showed that the number recorded since late 1971 in a large number of indus­ of Japanese visitors to the United States, including trialized and developing countries throughout the world. Guam and Honolulu, during the first eight months of As a group, the industrialized economies of the Organ­ 1973 was 425 000 or 61 per cent more than during the ization for Economic Co~peration and Development corresponding period in 1972. This consolidated Japan's (OECD) showed increases in gross national product of 8 role as the major source of foreign overseas visitors per cent and world trade reflected corresponding (excluding Mexico and Canada) to the United States. In strength. However, sustained world prosperity in turn 1962, by comparison, Japan ranked only eighth as an created difficulties which were which were to adversely originator of tourists to the United States. affect international tourism. Strong inflationary pres­ In contrast, the growth in foreign by sures came into play in a considerable number of United States citizens was moderate during the first six countries while the currency adjustments of the previous months of 1973 over 1972 (+ 6 per cent), as compared year and the adoption of floating exchange rates by with the corresponding period 1972 over 1971 (+ 23 per many States led to continued uncertainty in inter­ cent). Reports of high price-inflation in Europe and national money markets. Tlms, wht1e the growth in certain countries in Asia, coupled with the appreciation personal incomes resulting from world economic con­ of many European and Asian currencies, held back ditions might have been expected to lead to a sharp growth in United States foreign travel to Europe in the increase in international tounsm, it now appears that period January to June 1973 to 6.7 per cent, while air there was in fact a noticeable slow-down in the growth tourist travel to Asia actually declined by 1.5 per cent. of foreign travel, probably because a large number of Growth in United States travel to South American potential international tourists responded to rising prices destinations was strong, at 15 per cent, reflecting the and the uncertainty in foreign exchange markets by tendency for the currencies of those countries to move purchases of consumer durables as a hedge against with the dollar; nevertheless, the 15 per cent growth of inflation. the ftrst six months of 1973 was sharply down from the Events in October 1973 resulted in a change in the 29 per cent increase recorded in 1972. The moderate world economic situation, and by December there were growth in foreign travel by American tourists in 1973 indications of possible widespread economic recessions. during an economic boom was also due to a higher The cutback in the production of crude petroleum by proportion of consumer disposable income being spent the Arab members of the Organization of Petroleum upon consumer durables, in preference to travel. Exporting Countries (OPEC) led to shortages of jet fuels Provisional data from the Organization for Econ­ and prices increased radically. By December, general omic Co-operation and Development (OECD) concerning economic uncertainty, higher fares and mclusive tour the growth of tourism in Europe during the first months prices, combined with flight reductions to conserve fuel of 1973 indicate a general slow-down in the rate of were beginning to affect the outlook for winter tourism growth in the major originating markets. The varied in North America and Europe. By the end of the year performance of destination countries in Europe reflected the fuel crisis and its impact on international aviation changes in the relative attractiveness of these countries was of serious concern to those countries which are as a result of currency adjustments. While , heavily dependent upon international tourism. Yugoslavia, and Scandinavia showed increases of The total number of international tourist arrivals as more than 20 per cent over 1972, countries such as the reported by the International Union of Official Travel and Switzerland registered either a decline Organizations (IUOTO) for 1972 was 200 million, an or little change in the number of tourist arrivals, Travel increase of 9 per cent over 1971. In view of the to the United States by European residents showed an 8 developments that took place in 1973, it may be per cent increase for the frrst six months of 1973, down estimated that international tourism grew by about 8 per sharply from the 26 per cent recorded in 1972 over cent over 1972. IUOTO's final estimates for the growth 1971. Nevertheless, North Atlantic travel by Europeans in world revenues from tourism for 1972 showed a rise continued to grow at a slightly faster pace than that by of 16 per cent in terms of the U.S. dollar, to attain Americans. Surcharges on the cost of inclusive tours $24 200 million. originating in Europe in November and December as a International tourism development patterns have result of fuel cost increases are thought likely to have been influenced by exchange rate fluctuations and some impact on the winter inclusive tour market which inflation. Continued strengthening of the Japanese Yen in recent years has shown much stronger growth than was partly responsible for continued high growth in the sununer travel. Japanese foreign travel market which sustained the Long-haul air tourism witnessed several encouraging 12 Annual Report of the Council- 1973

developments during the first months of 1973, but heul 2. Non-scheduled Conunercial Air Transport too rising fuel costs may be expected to have an adverse impact on growth in the near future. The Caribbean fnternatl(maf rra[jic tourist market t.howed a contmued irnprovetttent o~r recent years and moves were made by a number of Rates of growth of international non-scheduled pas· Caribbean and latin American countries to develop senger traffic slackened in 1973 for the third consecutive travel from Europe through mclusive tour charte1s year. Significant forces which may be cited as influ. (ITCs) and the new class of non-affinity charters. Tte encing this development were world economic con­ growtli ill tourism to the Far East from Europe was also ditions (see Air transport and tourism), the growing use strong, in patt d11e to the growth of exempt charters and of promotional fares on scheduled services and regu­ ITCs. latory changes. There was continued improvement in the An important trend in recent yearS has been the' availability of statistical information on non-scheduled move towards increased vertical integration in t)le travel traffic through JCAO, ECAC, AFCAC and various .industry. A 1ecent $Urvey of 28 airlines throughout the governmental sources, notably the United States Depatt· world shows that these aulines operated some 400 hote\5 ment of Commerce, on the bes.is of which estimates for h1 261 cities of the world, with a total of 130 000 room; \973 have been compiled. either in being or und~r construc:botl in 1973. Airline The total number of pa.ssenger-kdometres flown in investment in l1otels contmued in 1973 and a number of international non-scheduled flights by both scheduled airlines based in Asia and the Pacifk, including Japan Air and noll-scheduled operators ts estimated at 102 000 Unes, Qantas, and Airlines announced major million in 1973, up from about 93 000 million the plans to build new hotels in the regron, JOining major prevmus year (see Table 1-7). This may be compared European and North American companies in the trend with a total scheduled service figure of 230 000 million, towards diversificatiOn. for a grand total of 332 000 million passenger-kilometres A significant development tn travel marketing was performed internationally throughout the world. Non­ the creation of the International Fedef3.tion of Tour scheduled traffic thus accounted fOr almost one third Operators (ffTO), groupmg a number of Europe's major (30.7 per cent) of all international passenger traffic in organizers, including compames m the 1973, little changed from 1972. United lGngdom, Denmai\1., Sweden, Norway, , Approximately 65 ~r cent of total passenger­ the Netherland~ and BelgJ.Um. The member t;Ompanies kllometres performed in non-scheduled Operations was generate more than 8 miUJOn air tourists per annum. carried by non-scheduJed operators (52 per cent by JFTO's aims are to represent the trade in negotiations non-scheduled operators of ECAC States and 13 per cent w:itli destination countries and to protect the interests of by the U.S. supplemental air carriers), while approxi· tour operators on such matters as night flying restnc· mately 35 per cent was canied by ~heduled airlines. tions, overflight charges, pollution control, consume1 Total non·S~:heduled traffic grew by an estimated 9.8 per protection and taxes. cent in 1973, compared with 12.7 per cent in 1972. Tile In November 1973 it was announced that several growth in traffic carried by non-scheduled operators was major European tour, transport and hotel companie! about 12.9 per cent, against 16.2 per cent the previous were to form a tourism consortium to be called the year, while the non-scheduled traffic of scheduled Group T which would rank as one of the largest in the airlines grew by only 4.7 per cent ill 1973 (7,2 per ce-nt world. Frincipal participants include Wirtz, Generalcat, m1972). Sodehotel and Van Hool, while Qther associated com. The largest single international ch&rter market in the panies ace , Airtour, Transair, Tjaereborg Rejser, world is comprised of the traffic carried among the 20 Thomson Holidays, Wagons-Uts and a number of other States belonging to the European Civil Aviation Confer· tour organizers and financial interests. ence (ECAC). This is estimated to have grown by about There was growing interest in licensing tour oper­ 15 per cent in 1973, compared with 18.5 per cent a year ators active in marketing package tours and the new eatlier. For 1973, the traffic in this area is estimated at non-affinity chatters (ABC/TGC). Indicative of this was 33 \00 million passenger-kilometres, re-presenting almost the decision by the United Kingdom to introduce a one-third of total non-scheduled traffic. licensing scheme in , which caJled for four In tenns of passenger-kilometres, the second largest types of licences covering advanced booking travel, charter market is the North Atlantic with a total of inclusive tours, other forms of air travel and the about 27 300 million passe!lger-kllometres, or 26.9 per brokerage of aircraft seats. The requirement to post a cent of the world totaL bond equivalent to 10 per cent of the expected annual The two fastest growing charter markets continue to turnover is designed to ensure that funds will be be travel between ECAC member States and other States avaiiable to provida transportation for stranded tourists in Europe, and the Middle East (EUMED) in the event of the organizer declaring bankruptcy. 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)

Pass-km % Pass-km % (millions) Change (millions) Change 1971 1972 1972/71 1973 1973/72

ECAC Non-scheduled Carriers1 lntra-ECAC 24300 28 800 +18.5 33 100 +14.9 ECAC - Non-ECAC Europe, Africa, Middle East 3 200 4 900 +53.1 6100 +24.5 ECAC - Latin America/ Africa I 900 2 300 +2l.l 2 500 + 8.7 ECAC - Australia/South-East Asia 3 100 4100 +32.3 5100 +24.4 ECAC - North Atlantic 6900 7 200 + 4.3 5 700 -20.8 Sub-total 39400 47 300 +20.1 52 500 +11.0

U.S. Supplemental Carriers2 U.S.- North Atlantic 9 700 9 200 - 5.2 II 100 +20.7 U.S. -Other International 900 I 600 +77.8 2000 +25.0 Sub-total 10600 10 800 + 1.9 13 100 +21.3

Total by Non-scheduled Carriers 50000 58 100 +16.2 65 600 +12.9

Scheduled Airlmes, Non-scheduled Operations3 North Amencan Airlines 16 700 13 900 -16.8 13 500 - 2.9 European Airlines 1240[1 17400 +40.3 19100 + 9.8 Others 3 000 3 100 + 3.3 3400 + 9.7

Total by Scheduled Airlines 32100 34400 + 7.2 36000 + 4.7

GRAND TOTAL 82 100 92 500 +12.7 101 600 + 9.8

European C1vll Av•etlon Conference. ' UnitedStetesCiv•l Aeronautics Soard. '·3. ICAO.

EUMED market grew by an esumated 25 per cent in total declined to 27.5 per cent and in 1973 rose slightly 1973 to reach 6 100 million passenger-kilometres, to an estimated 28.5 per cent, still below the 1971 share. compared with a 53 per cent increase the previous year. TI1e marketing of new promotional and discount fares 01arter travel between ECAC States and Asia is also by the scheduled airlines in 19721ed to scheduled traffic estimated to have grown by 25 per cent in 1973 (32 per (including non-lATA airlines) increasing by 26.2 per cent in 1972) for a total of 5 I 00 million passenger­ cent to 9 783 000 passengers, while traffic on non­ kilometres. scheduled services rose by only 7.2 per cent to Final passenger data for 1972 and provisional figures 3 7l3 000 for a total increase in air travel on the North for 1973 regarding the North Atlantic (see Table 1·8) Atlantic of 19.9 per cent to 13 496 000 passengers. In suggest that this important charter market may have 1973, however, it appears that there was a reversal of entered a new stage in its development. Between 1967 1972 trend. Scheduled traffic is estimated to have and !971 the charter traffic share of the total North undergone a marked slowdown in growth to 5.5 per cent American passenger market rose from 16.6 per cent to for a total of 10 319 000 passengers, while non­ 30.8 per cent. In 1972, however, the charter share of the scheduled 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 enues increased by 28.1 per cent, military revenues in 1973 is estimated at 14 427 000, marking an advance dropped by 20.9 per cent. Corrunercial revenues now of 6.9 per cent. account for 77.3 per cent of the total, compared with It is significant that in this particular market charter 67.7 per cent in 1972. The operating profit in 1973 fell traffic carried by IAT A·member airlines on transatlantic by 61.2 per cent to U.S.$6.5 million, an operating non-scheduled services has shown strong growth in margin of 2.1 per cent. Operating revenues per tonne· contrast to that transported by other non-scheduled kilometre performed in this period were 12.6 U.S. operators. In 1972 lATA charter traffic increased by cents, up 9.6 per cent over the 11.5 U.S. cents reported 25.5 per cent, and in 1973 by an estimated 25.7 per for 1971. cent, compared with a non-lATA charter decrease of0.9 per cent in 1972 and a small increase of 2.2 per cent in Non-scheduled Carrier Industry Developments 1973. Few major changes were noted during the year among Financial dora European non-scheduled operators. Only one major carrier, Aviaction Hanseatische Luftreedrei (Federal On the basis of fmancial data published by lCAO for Republic of ), ceased operations in 1973, non-scheduled air transport, operating revenues for 90 compared with six the previous year. British Midland major non-scheduled carriers have been estimated at U.S. Airways withdrew from the United Kingdom charter $975 mlliion in 1972. Average operating revenues per market, following heavy losses on its 1972 transatlantic tonne-kilometre performed declined by about 6 per cent charter programme and announced that in the future it from 16,6 U.S. cents to about 15.6 cents. Non-scheduled would concentrate on the development of scheduled services flown by scheduled airlines grossed operating regional services. In a significant move, four of Spain's revenues estimated at U.S.$1 000 million in 1972, up 7 major charter operators (, , and per cent over 1971, while revenue per TKP on these Transeuropa) formed a co~perative group, Charter services remained unchanged at about 17.0 U.S. cents. Espana, to increase Spain's 20 per cent share of the Data made available by the National Air Carrier foreign passenger charter market. Two Belgian carriers, Association showing the fmancial results of the United BIAS International and Delta Air Transport, both owned States supp1ementals for the period January - by Cie Maritime Beige, were merged during the year as September 1973, indicate that total operating revenues Delta Air Transport, In other developments, new com· rose by 12.3 per cent over the ftrst nine months of 1972 panies were foundad in France (Europe Air Charter), to U.S.$309 million. However, while commercial rev· and in the United Kingdom (Thames Eastern Airways), Ovil Aviation in 1973 15

while Hapag-Uoyd Flugzeug GmbH (Federal Republic A memorandum of understanding was signed in of Germany), set up in 1972, received its operating March by the Governments of the United States and the permit and Transportes Aereos y Enlaces (T .A.E.), a United Kingdom to allow ABC/TGC charters to be Spanish carrier which ceased operations in 1970, was operated under the rules of the originating country. By reactivated. late 1973, the United States had signed similar memo­ Saber Air, 80 per cent owned by the Government of randa with a total of five European countries. However, Singapore, went into bankruptcy in 1973 and ceased Italy, Denmark, Norway and Sweden did not choose to operations. Elsewhere in the Far East, an all-cargo permit the operation of ABC/TGC ffights during 1973. charter carrier known as Orient Pearl Airways, founded The United States also announced that it would permit in 1971 in , commenced operations in 1973, non-affmity group charters originating outside the while in Afnca, Zambia Airways established a subsidiary United States under the regulatiOns of the country of charter company, National Air Charters Zambia Ltd., to origin, provided that these foreign charter rules were promote Zambian tourism. basically similar to the rules governing TGCs in the Approval was granted by the Canadian Transport United States and provided that a formal charter Commission for the purchase by of 30 per agreement existed with the countries concerned. cent of the shares of Wardair, a Canadian charter earner. The TGC concept met with limited acceptance in A large number of wide-body jets, ordered in 1971 the United States travel market between April and and 1972, were delivered to non-scheduled operators August 1973, whereas the ABC formula in Europe and during 1973. aircraft were placed in service Canada appeared to meet with great success. The varying by World Airways (2), Wardair (I) and degree of success encountered by the two types of f1ugdienst (1), while Lockheed L-1011 aircraft were non-affinity charters may be partly attributed to differ· delivered to Court Une (2) and Lufttransport ences in defmition. Unlike the TGC, the ABC is not Untemehmen (LTIJ) (1), and McDonnell Douglas OC-10 subject to cancellation 45 days prior to departure if aircraft to Trans lnternationl Airlines (TIA) (3), Over· there are insufficient passengers. The fmal TGC price is seas National Anways (ONA) (2), (l)and pro-rated depending upon the number of passengers on (l). departure, while the ABC price is a fixed price set by the At the Annual Assembly of the InternatiOnal Au organizer. Furthermore, the ABC retailer may withhold Carrier Association (IACA) held in June 1973, it was commission at the time of sale, while the TGC retailer is announced that the articles of incorporation were to be only compensated after the flight has taken place. amended to permit scheduled carriers, or their affiliates, In the light of the initial results of the ABC and to become active members of the AssociatiOn. IACA, TGC concepts it may be expected that 1974 will, like which was formed by a group of European and North 1973, be year of transition and experiment. In par· American charter companies in 1971, now comprises 14 ticular, ECAC member States appear to favour a member companies. 2 world-wide extension of ABC flights, with priority being given to East and and the Pacific, and a Policy and Regulatwn reduction in the advance booking period from 90 to 60 days. Governments continued, in 1973, to seek greater har­ monization of charter rules and regulations, particularly Affinity Charters in Europe and North America where the non-scheduled international air transport industry is most developed. In several instances, States which introduced non­ affinity, advance booking charters during the year, also Non-affinity Advance-Booki11g Charters took measures to suspend affinity group charters. The Despite general agreement reached on the subject of the Canadian Transport Conunission ruled that affinity new non-affinity class of air charters on the North charters to or from Canada would not be permitted after Atlantic by the United States, Canada and ECAC 30 June 1974. The United Kingdom likewise set a member States in November 1972, there was a period of cut-off date of I January 1974 for United Kingdom uncertainty at the beginning of 1973 as to whether originating charters. However, the United States stated advance-booking charters (ABCs) and travel group in June that no decision on the suspension of affinity charters (TGCs) would in fact be permitted to operate from I April as originally planned. The United Kingdom 2. The 14 members of IACAat the end of 1973we.-e: Air Spain was prepared to withhold authorization of ABC/TGCs and Spantax (Spain), Cona1r and Sterling A•rwavs (Denmark), unless the United States agreed to the concept of part lnex Adria A•rwavs (Yugo$1av1a). Warda1r (Canada), Eurala1r charters on scheduled services, otherwise referred to as (France), Holland (Netherlands), Phoenix A•rwavs and SATA (Switzerland), Overseas NatiOnal Airways, Saturn Apex fares (individual advance-purchase excursion Airways, Trans International Airlines and World Airways fares). (U.S.A.). 16 Annual Report of the Council- 1973

group charters would be taken before I November 1974, Regulation of North Atlantic Charter Operations thus permitting a full evaluation of the success of the non-affmity concept. 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. 3 Part-charters and "Exempt" Cluzrters The transatlantic certificates of six United States sup· plemental an carriers expire on 5 July 1975. A total of Failure to reach a general agreement on the concept of nine supplementals, Capitol International, Holiday Air part-charters on scheduled services blocked further of America/Purdue Airlines, Jolmson Flying Service, discussion of this question during the year. However, McCulloch International, , Over· ECAC took note of two decisions in December 1973 seas National, , Trans International and that suggested a possible modification in position in the World Airways, have applied for supplemental trans­ light of the fuel shortage. The Civil Aeronautics Boatd atlantic authority under the new proceeding. In a move (CAB) granted a request by Pan American that it be to compete with laker Airways proposed "Skytrain" allowed to transport military charter traffic on sched­ service, five United States supplementals, Capitol Inter­ uled services, but at the same time disalJowed a request national, Overseas National, Trans International, Saturn for authorization to carry civil charter traffic on such and World, applied at the same time for limited services. Pan American had proposed these measures to scheduled service authority. The applications for hear· conserve fueL ings at that time were denied. In addition to the six Nevertheless, beginning I April 1973, schedul~d United States supplemental airlines operating on the airlines were authorized to carry inclusive tour pac;­ North Atlantic, there were, as of May 1973, a total of sengers on part charters between the United Kingdom 25 foreign charter carriers with transatlantic authority. and destinations in , For the second The application by laker Airways, a British non· year, the United Kingdom continued to permit the scheduled operator, to operate no-reservation, low-cost operation of "exempt" charters between the United scheduled services between london Stansted and New Kingdom and the Far East by scheduled airlines, There York continued to encounter legal delays. In January services were suspended in July 1973. 1973, eighteen months after the initial application, the United Kingdom Civil Anation Authority designated Laker as a scheduled service North Atlantic carrier. Inclusive Tour Charters Following settlement by the carrier of an outstanding case involving affmity-group charter rule violations, the In the United States various steps were taken durirlg CAB commenced the pre-hearing on the airline's foreign 1973 to expand the availability of Inclusive Tour carrier permit in September. The Board ruled that both Charters (ITCs) to the American public and to liberalize the bilateral agreement and fare levels should be part of lTC regulations, a continuation of a trend observed in the case to be heard in 1974. 1972. In January 1973, the CAB announced a proposal The past year has been marked by a number of to authorize all United States scheduled airlines and moves to establish minimum charter rates on the North foreign route airhnes to operate lTC services. Sud1 Atlantic. These rates have hitherto been set by market authority had previously been restricted to non­ forces, but competitive pressures in the transatlantic scheduled air carriers. The CAB noted that it is tre charter market have been such as to force 1973 rates to announced policy of the United States Government that their lowest in five years. The CAB authorized United "both scheduled carriers and supplemental carriers t:e States and foreign flag carriers engaged in scheduled and permitted a fair opportunity to compete in the bulk aJr non-scheduled passenger transportation on the North transportation market". Effective 22 August, Part 378 Atlantic to hold discussions on rules, procedures, prac· of the CAB's regWations was amended to permt tices and minimum rate levels for charter services. scheduled airlines to operate ITCs, with various limih· The CAB had been asked by the National Air Carrier tions being applied to the operation of such serviCiis Association to authorize such discussions following the between points at which they do not hold scheduled establishment of minimum charter rates in May by service authority, known as "off-route" points. France, the Federal Republlc of Germany and the ECAC member States continued to seek broad~r Netherlands. While the Netherlands applied minima agreement on the detailed aspects of lTC regulations, as (2.2 U.S. cents per passenger mile in the off-season and they apply to intra-Europaan and to intercontinental 2.5 cents peak) only to originating charters, those set by services. Changes in lTC price control were noted in tre France and the Federal Republic of Germany applied to United Kingdom which abolished the minimum prire mles for European tours as of I April 1973, and in tre 3. These charters were .. exempted.. from the affinity rules Netherlands, which announced new minimum fares. orig.nally established by lATA. Civil Aviation in 1973 17

both inbound and outbound charters. French rates are by unstable exchange rates, the airline financial situation 2.4 U.S. cents off-season and 2.75 cents peak, while the in 1973 was aJso influenced by the oil crisis which German rates are 2.3 U.S. cents and 2.6 cents respect­ developed towards the end of the year. During the last ively. quarter of the year the airlines were faced with Discussions on transatlantic charter rates were held drastically increasing fuel prices and, due to shortages, at Brighton in late July at a meeting of the representa­ were also forced to cut back on services offered. The tives of 22 scheduled and 20 non-scheduled carriers. The financial effects of this were two-sided in that the cost main objective of the meeting was to set a minimum per available seat increased but so did the load factors on seat-mile rate that would establish some fixed relation­ the fewer services that were maintained. ship between the lowest lATA scheduled fare and the minimum charter rate, but agreement was blocked on Revenues and expenses (see Diagram 4) the questions of differentiating rates by type of aircraft and by seating configuration. 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 3. Financial Results (see Table 1-9). The operating revenues in 1972 were $23 021 million, up 14.4 per cent over 1971 whereas the General operating expenses were up 13.9 per cent over 1971 to $22 215 million. The operating result in 1972 represents Tite finances of the international air transport industry 3.5 per cent of total operating revenues against a in 1973 were significantly affected by developments in corresponding figure of 3.0 per cent in 1971. Operating the world monetary system. An increasing instability in revenues and operating expenses per tonne-ldlometre the exchange rates among currencies, already noticed in performed (TKP) both increased, the revenues from 1972, took new proportions in February 197 3 with the 35.9 U.S. cents per TKP to 36.5 cents per TKP, and the devaluation of the U.S. dollar by 10 per cent. This operating expenses from 34.9 cents per TKP to measure was followed by adjustments and fluctuations 35.3 cents per TKP (see Table I-10). It should be noted, of the exchange rates for other currencies dunng the however, that this growth in unit revenues and expenses, year. Because the airlines in aU parts of the world earn in terms of United States currency, is partly due to tlte revenues and incur costs in their national currencies, as fact that the value of the U.S. dollar in 1972, compared well as in U.S. dollars and other foreign currencies, and with other currencies, tended to dec!ine.ln effect, some because any world-wide analysis requires conversion of airlines reported decreasing unit expenses in terms of all data into one single currency, the substantial varia­ their national currencies, but when the data were tions of the exchange rates during the year make it converted, using different exchange rates for the two difficult to make meaningful comparisons of the airline years, the resulting figures in cents per TKP showed an finances for !972 and 1973. Apart from being affected 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 Annual Report of the Council - 1973

The net result of the scheduled airline industry is $650 million or 5.3 per cent of the operating revenues. derived from the operating result by taking into account The 1973 revenues and expenses for airlines of other non-operating items and taxes. In 1972 the net profit of States, when expressed in U.S. dollars, will be somewhat the world's scheduled airlines rose slightly to I.~ per inflated by the devaJuation of the dollar in February cent of the operating revenues. The highest net proftt for 1973 and the other variations in exchange rates that the last ten years was 6.1 per cent of the operating took place during the year. It is tentatively estimated revenues in 1966; the worst result was in 1970 when a that for the world's scheduled airlines as a whole both loss of 0.2 per cent of operating revenues was recorded. operating revenues and operating expenses, in dollars, These statistics are based on world totaJs and du not were 15 to 17 per cent higher than in 1972 and that portray the considerable differences between the hence the operating result in 1973 was of the same order different airlines, since the losses of one airline are of magnitude as in 1972. 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 4. Airline Fares and Rates showed an operating profit of more than 6 per cent of the totaJ operating revenues. International Traffic In 1972 U.S. airlines as a group accounted for 53 per cent of the total tonne-kilometres performed and Passenger Fares 48 per cent of the totaJ operating revenues of the The internationaJ scheduled airline industry continued scheduled airlines of the ICAO Contracting States to experience considerable difficulty in 1973 in reaching (excluding China and the USSR). The operating profit of agreement on international fares and rates in a number U.S. airlines amounted to U.S.$516 million in 1972 as of regions. This difficulty was, to a considerable degree, against an operating profit of $26g ml11ion in 1971, but brought about by problems particular to the industry the opemting profit for the rest of the airlines of the which remain unresolved and by other developments in world went down to $290 million from $341 million in the world at large. It is a reOection of the growing 1971. The increase in the operating profit of the U.S. complexity of the influences affecting internationaJ air airlines was mos.t!y due to increases in domestic fares fares that, in the year ending October 1973, lATA and to various cost-reducing measures adopted by the member airlines convened 35 traffic conferences and airlines. As a result, the average revenue per tonne· policy groups involving more than 200 days of meetings. kilometre performed increased by 1.9 percent while the Despite this activity, open rate situations prevailed in average expenditure per tonne-kilometre performed many traffic areas at various times, although at the end declined by 0.2 per cent. On the other hand, non-U.S. of the year there was some improvement. In open rate airlines showed an increase of 1.9 per cent in average areas lATA members were generally applying IAT A fares expenditure and 1.1 per cent in average revenue per with the consent of governments. tonne-Jdlometre performed. A major issue facing the scheduled airlines is the fare Financial results for all transport operations of strategy to be adopted to meet competition from charter Aeroflot are not available and could therefore not be operators in such markets as the North Atlantic, Europe included in world estimates in this report. However, for and the Middle East and Europe to the Far East, the year 1972 fmanciaJ data have been provided with especially in situations where there is over-capacity and respect to the internationaJ operations of Aeroflot. Tt~y a lack of uniform regulations regarding charter traffic. show operating revenues of $210 million and operating Changes in the discount and promotional fare structure expenses of $173 million. The operating result was thus evolved by the industry as an answer to charter $37 million or Jg per cent of the operating revenues. Per competition have increasingly become the cause of open tonne-Jdlometre performed the revenues were 41.9 cents rate situations. On a number of occasions States refused and the expenses 34.4 cents. The net result after tax was to ratify fares agreed by the airlines which contained $5.2 million corresponding to 2.5 per cent of revenues. promotion a] rares judged too low; in particular. the In 1973, scheduled airlines of th.e United States United States Civil Aeronautics Board (CAB) held that accounted for 51 per cent of the total tonne-kilometres such fares were partly responsible for the poor fmancial performed by scheduled airlines of aJI ICAO Contracting results of the industry in recent years, States (excluding China and the USSR). Based on Among important interventions by States may be reports for nine months it is estimated that operating noted the actions of the CAB in connexion with Atlantic revenues for the U.S. airlines in 1973 increased by 10 and PaciOc fares, the role of the European Civil Aviation per cent to about $12 200 million and the operating Conference member States in arriving at a status quo expenses by 9 per cent to about $11 550 million thus situation on the North Atlantic for much of 1973 and resulting in an estimated operating profit in the order of measures taken by the States comprising the Grupo Civil Aviation in 1973 21

Andino4 to introduce fares aimed at developing regional necessary to resort to intergovernmental discussions on a tourism. bilateral basis in an effort to seek a rapid solution to the The dollar and the being the cur­ problem. rencies used in lATA fare agreements, the devaluation of By the end of February 1973, talks held between the U.S. dollar in February and the subsequent wide­ the United States Government and the Governments of spread practice of Ooating the exchange rates between Belgium, the Netherlands, France and Switzerland had major mternational currencies posed serious problems resulted in memoranda of understanding, but no agree­ for the world's international airlines. Emergency con­ ment had been reached with the Governments of the ferences were convened by IAT A to consider these United Kingdom, the Federal Republic of Germany and problems in London in February and March, in Paris in Italy. Between 27 February and 20 March, the CAB August and subsequently in Monaco in October. A suspended the transatlantic air fares fl.led by eleven system of local currency surcharges was developed to foreign air carriers for application on I April, on the compensate carriers for the effects of currency changes grounds that the proposed fares would not result in as while the Association examines the possibility of estab­ great an improvement in revenue as the fares flied by the lishing an lATA Unit of Value (IUV) to replace the United States flag carriers. dollar and the pound sterlmg as the reference currencies Faced with a continuing deadlock on the 1973 fares for international fares and rates. package, the member States of tl1e European Civil Inflation, which was a particularly serious problem Aviation Conference (ECAC) met at the beginning of in 1973, led many States to introduce price control March and called upon the lATA carriers to adopt the programmes for varying periods which directly or status quo on the North Atlantic tariff structure for the indirectly influenced airline requests for fare increases period I April through 31 October, subject to price on both mternahonal and domestic routes. adjustments occasioned by the devaluation of the dollar. The pnce of aviation fuel became a matter of maJor In March, a full traffic conference which was concern to air carriers throughout the world during convened by lATA in London to consider the ECAC 1973, and by the end of the year fuel price rises had request, reached agreement to maintain the 1972 fare become such that increases in international fares and structure until 31 December 1973, except for devalua· rates were envisaged. Noting that average fuel costs for tion adjustments. A meeting of IAT A airlines had earlier the first ten months of 1973 were 52 per cent above the been called to determine the level of adjustments 1972 level, lATA airlines voted to raise fares and rates required by the I 0 per cent do liar devaluation of by an amount equivalent to an overall 6 per cent 12 February. Fares were increased by 6 per cent for increase effective I January 1974. This was computed tickets purchased in North America and by between 0 on the basis of a formula increase of 1.2 per cent in fares and 12 per cent for tickets purchased in Europe. The for every 10 per cent increase in average fuel costs over only tariff rule change agreed upon at the London the datum period. At the beginning of 1974 approval meeting was a reduction in the advanced booking was being sought foe a further 7 per cent increase in requirement (from 30 to 15 days) on ali winter GIT, fares and rates to cover fuel price rises since October 12/21-day GIT and affimty group fares. 197 3. It appears that the price of airline fuel will in Specific issues which governments and airlines future be an important determinant of international sought to resolve centred mainly upon the promotional fares and rates. fare structure, few major changes being proposed for first and fares. Major points of disagree­ North Atfantic ment included the terms and fare levels for proposed The year !973 opened with no agreement on North new advance purchase excursion fares (APEX); proposals Atlantic fares for the period commencing I April. to abolish the group inclusive tour (GlT) in favour of an Traffic conferences and meetings of senior airline execu­ individual inclusive tour fafe (liT); proposals for a new tives had been held by the lATA North Atlantic carriers 14/45-day excursion rate, w1th prices falling between during the second half of 1972. While mitial agreement those currently offered for 14/21 and 22/45-day excur­ on the basic fare structure had been reached, various sions; and proposals to abolish youth fares. government decisions on low-cost services and the The agreement reached in london in March on continued absence of uniform charter regulatiOns in the North Atlantic fares was challenged in the United States area led to recognition of the need to reassess the North on two occasions during the ensuing months. In June, Atlantic fare structure. the United States Cost-of-Living Councll issued a deci­ The inability of lATA carriers to reach agreement sion to the effect that international fares of U.S. carriers on North Atlantic fares beyond 31 March 1973 resulted were subject to domestic price-freeze regulations and 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 4. Compris•ng Bolivia, Colomb.a, Chile, Ecuador and Peru. 22 Annual Report of the Council- 1973

that the devaluation adjustments to fares were to be Monaco conference in October, but was not fmalized rescinded. This decision was later reversed. The second due to two negative votes. challenge was presented by a U.S. Court of Appeals Fewer problems were met in deciding on the South decision in August, rejecting the CAB's approval of the Atlantic fare package which was agreed upon at the North Atlantic fare structure. However, following London conference in March for the period I May 1973 further deliberations, the CAB reapproved the 1973 to 31 March 1974. This package maintained fares at the fares in October on the grounds that it would be previous level and introduced a new individuaJ excursion counter-productive at that time to precipitate an open· fare across the South Atlantic. At the 1973 Monaco rate situation. At the same time the CAB made it cle:u conference further agreement was reached for the year that it would not sanction similar fares in 1974. beginning I April 1974 involving average fare increases During a traffic conference in Monaco in October, of 2 to 4 per cent. lATA airlines reached agreement on a North Atlantic fare package effective from I January 1974 to North and South America 31 October 1974. Between New York and London, ftrs1 Agreement was reached on fares within the Western class and winter economy fares were raised by 6 pet Hemisphere (Traffic Conference I) for the period May cent, shoulder economy by 4 per cent and peak 1973 to March 1974 at fare conferences held in in economy by 2 per cent. Youth fares were increased by November 1972 and January 1973. North-South 12 per cent, the 14/21-day and the 22)45-day excursion America long-haul fares were increased by 5 per cent, fares by 10 per cent in winter and by 7 per cent in the with the exception of GIT fares. In the U.S.-Caribbean shoulder and peak periods, while the 14/21-day GIT fare area, economy fares were increased by 5 per cent, while was raised by 8 per cent in winter and by 7 per cent ii1 excursion fares were raised by between I and 5.4 per summer. In addition, fares were subject to currency cent. Two new promotional fares, an advance purchase aLijustments as appropriate. travel group fare and an individuaJ inclusive tour fare The Monaco fare package was disapproved by the were introduced and first-class excursion and G!T fares CAB at the end of November, reiterating its position eliminated except in the Venezuela and Netherlands that it would refuse any package that "further raises Antilles markets. Similar changes took place in the norma] economy fares, fails to related the 22/45-day structure ofU.S./Canada-Mexico fares, while in addition, excursion fare more closely to costs and fails to norma] first-class fares were set at 140 per cent of eliminate unjustly discriminatory fares'' (i.e. youth normaJ economy, resulting in slight increases on certain fares).ln a mail vote, the lATA carriers agreed to rescind routes. the increase in economy fares and to further incresse the In July, two non-lATA airlines, Air Panama and 22/45-day excursion fare. Youth fares were not included Aerocondor (Colombia) ffied fares with the CAB which in the final agreement. Youth fares will not be available significantly undercut lATA fares between the U.S. and from the United States, but will be in effect westbound Panama, Colombia and neighbouring States. These fares from Europe at levels set by government orders. were approved and the CAB denied petitions by IAT A However, the Monaco fare agreement will apply to travel carriers to conduct fare discussions between airlines between Canada and Europe. operating in the U.S.-Panama/Colombia)Ecuador/Peru markets. However, at an IATA conference in December Mid and South Atlantic in Hollywood, , lATA carriers agreed to lower The difflculty encountered in reaching agreement on fares in these markets to meet Air Panama's fares, which North Atlantic fares influenced negotiations on the Mid have since been raised by 6 per cent. and South Atlantic fare structure and in March an fAT A Acting on a recommendation of the Consejo de steering conunittee was set up to examine the means of Turismo del Grupo Andino (comprising Bolivia, Colom­ establishing fares and rates for the mid-Atlantic indepen­ bia, Chile, Ecuador and Peru) which met in Lima in dently of the North Atlantic, to ensure that lack of 1972, fares on flights within the sub-region were reduced agreement on the North Atlantic would not disrupt fare by 30 per cent effective I May 1973, with a view to structures on the mid-Atlantic. Although a mid-Atlantic promoting regionaJ tourism. The reduced fares, approved fare package was developed at the March 1973 con­ at the IAT A meeting in Miami, are available to groups of ference held in London, it proved impossible to achieve ten persons. complete agreement on the establishment of a low GIT Following the meeting in Monaco in October, fare between the FederaJ Republic of Germany and the agreement was reached to increase the North-South Bahamas and on the matter of part charter or non­ America fares by 3 per cent from 1 Aprll 1974 to affmity group fares between the United Kingdom and 31 March 1975. At a conference in Hollywood, Florida the Caribbean area. in December, agreement was reached for North-Centra] A mid-Atlantic fare package for the period America and North America-Caribbean routes for the 1 January 1974 to 31 March 1975 was drawn up at the period IS Aprill974 to 14 Aprill975, including a 5 per Civil Aviation in 1973 23

cent fare increase. Discussion on fares for USA/Canada. ZeaJand and points in the Far East. These fares were Mexico routes was deferred until early 1974 in view of fCOposed to compete with London-Singapore "exempt failure to agree at a conference in November 1973. charter" (see Section 2) fares of £93 one-way. In June, British Airways and announced that North, Cenrral and South Pacific the "exempt charter" fare would be replaced by two lATA airlines convened meetings in January and Feb. new, low, scheduled service fares set at £I27.30one-way ruary in London, New York and Singapore to establish 3Jid £224.65 for a 14/19-day excursion return ticket. fares for the North, Central and South Pacific routes for Fares between the Traffic Conference 2 and Traffic the period May 1973 to March 1974. Fare increases of Conference 3 areas will be discussed at the Singapore 9 per cent in the norma] , economy, excursion conference in January 1974. and other promotional fares were agreed for the North and Central Pacific and of 10 per cent for the South E>Jrope, Middle East and Africa Pacific. Five per cent of these increases were to offset Fares in the Traffic Conference 2 area remained the devaJuation of the U.S. dollar. \\ithout agreement for the third year in succession On the North and Central Pacific, the basic GIT fare \\ith the exception of the fares on routes within was reduced by 5 per cent and a new affinity fare for Africa, which were agreed upon for the year beginnmg groups of I 00 passengers at the level of 62 per cent I April 1973. The basic disagreement hinges on the below the normal economy class fare was introduced, introduction of public non-affinity group fares and while on the South Pacific routes, the CIT and the put charters and of special arrangements for inclusive affinity fares were reduced by 7 per cent and a new tuurs. On fares within Europe there was disagreement individuaJ advance purchase fare at a very low level was on conditions of sale regarding inclustve tours from introduced. Scandinavia and the United Kingdom to the rest of Jn July, the U.S. CAB disapproved the 9 per cent E~rope. Nevertheless, tl1e bask fare structure which fare increase on the North and Central Pacific but had been drawn up in Torremolinos in 1972 was approved the proposed raise in South Pacific fares implemented by all airlines. At the Monaco meeting in subject to a 60-day price freeze ordered by the U.S. October, formal agreement was again held up by Cost-of-Living Council. Approval of the South Pacific opposition to the principle of the introduction of fare increase was aJso conditional upon the airlines speciaJ inciusive tour arrangements from the United explaining certain fare construction anomalies. In Kingdom and Ireland to certain countries in Europe. September the CAB reversed its earlier decision on Fares on services between Europe and the Middle South Pac1fic fares on the grounds that the new fares East remained open because of disagreement on two from the Un,ted States mainland were substantiaily proposals to change GIT fares to public non-affinity higher than the combination of local fares over Hawaii. group fares and to mtroduce new inclusive tour rates Although technically an open-rate situation thus pre· between the United Kingdom and . On routes vailed, a fare status quo was observed by all airlines. between Europe-Middle East and Africa an open-rate Faced with the disapproval of transpacific fares by situation resulted from the requirement of one airline the CAB, lATA calied a policy group meeting in to abolish control of inclusive tour prices and to October in Monaco to review these fares. Agreement permit the carriage of certain charter groups on was reached by mail vote on North and Central scheduled services. There was also disagreement on a Pacific fares for the period January 1974 to March proposal to Introduce APEX (advance booldng excur· 1975 and it was decided to consider the South Pacific sion fares) on the London-Johannesburg route. While situation at a traffic conference to be held in Singa· agreement was reached on the fare structure in the sub· pore in 1974. The North/Central Pacific passenger fare area within the Middle East, formal closure of the latter agreement provides for a 3 per cent currency surcharge awaited agreement on Europe-Middle East fares. on U.S.-originating traffic. Most fares between the west coast of the Umted States and Tokyo and Hong Kong Domestic Traffic 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 Parsenger and Cargo Fares groups of 70 or more). ICJ\0 receives very little information on fare and rate developments in the domestic services of Contracting Europe -Middle East -Africa and St.ltes but the following examples may be indicative of Asia/Australasia the generaJ trends. Fares in this region have remained open since April There were a number of developments in con­ 1972 due to disagreement on the introduction of new nexion with domestic fares in the United States. low-cost public excursion fares to Australia, New During the ftrst months of 1973, domestic airlines 24 Annual Report of the Council- 1973

were granted permission to impose a 59-cent surcharge Australia's domestic air fares were raised by an on boarding passengers to cover the costs of new average of 11.5 per cent in November. First-class fares security measures (baggage searches and passenger increased by 15 per cent whlle normal economy and screening). In May, the CAB acted on a decision off-peak fares rose by 10 per cent. reached in December 1972 which stated that the youth Two major fare increases were noted in Argentina standby, youth reservation and family fares are un· during 1973. Increases of 12 to !5 per cent were justly discriminatory and should be cancelled. authorized by the Government in January, followed by Beginning I June, the Board ordered the discounts at a further 50 per cent increase in June. which these fares are offered to be reduced by one­ third every six months and fmally cancelled by I June Cargo rates 1974. A number of new low-fare schemes were pro­ Several significant developments were noted in 1973 in posed by several airlines during the first six months of the field of cargo rates. In February the CAB ex. the year to counter the competitive impact of pressed its opinion on the agreements adopted by domestic travel group charters (TGC). However, TWA lATA in 1972 relating to North Atlantic cargo rates, and were the only airlines to im­ and ruled that the traffic resolutions containing the plement plans and introduced an advance booking rate structure were not in the public interest. The CAB programme called "demand scheduling" on selected found that, generally, rates between European cities domestic routes. Savings over normal economy fares and Cities in the United States other than New York ranged up to 47 per cent, depending upon the dsy and are constructed by the use of "add-ons" to the New the season. American Airlines fded to discontinue its York-London base rate and that the "add-ons" were demand scheduling experiment after 14 January 1974 excessive in relation to the miles operated. Airlines and to replace it with APEX from March. were given until 1 September to file new mileage-based A general domestic price increase of 5 per cent air freight rates for the North Atlantic. The CAB's was granted by the CAB effective I December 1973. decision was important in that it clearly stated that The last previous increase had been for 2.7 per cent in rates to and from the United States should be based September 1972. Airline applications for an increase on actual mileage. were fded in August following the lifting of price During the first months of the year new low bulk controls on domestic air fares, but were rejected by rates for single shipments of 15 and 30 tonnes were the CAB on the grounds of insufficient cost justiflca· introduced by Air France, Lufthansa, KLM and Sea­ tion. Applications for fare increases were again fded in board World Airlines on services between the United October, based on a standard load factor of 55 per States and various cities in Europe. The rate was cent. originaily proposed by Seaboard World at 40 U.S. cents In the United Kingdom, price control legislation per kilo (for 30 000 kilos) for all commodities in delayed application until June 1973 of the 5 per cent unitized consignments giving shippers a saving of up to increase in certain domestic fares granted by the Civil 3g per cent compared with existing rates. The signifi. Aviation Authority (CAA) in October 1972. In August, cance of the bulk rate, which is competitive with the CAA approved fare increases of 4 per cent between full-plane charter rates, is that it constitutes a step London, , and , and average towards a simple and non-discriminatory alternative to increases of 7.5 per cent on 600 other domestic route the complex commodity rate structure. segments operated by 15 airlines. These were to take Failure to agree on the North Atlantic rates at the effect on 1 November, but were later limited to 5 per lATA Composite Cargo Traffic Conference in Mexico cent in accordance with Government policy on retail City in May/June centred on BOAC's stipulation that prices. bulk cargo rates should be tied to annual contract Air fares on services within metropolitan France agreements, on proposals for minimum charter rates and within the Franc monetary zone were permitted to and on the issue of split cargo charters. The conference be raised by the Secretariat general a l'aviation civlle was reconvened in Geneva in July and a rates package (SGAC) as of 15 April 1973. Fare increases averaged 5 was adopted with only slight amendments for the per cent. period I January 1974 to 31 December 1974. Of particular interest was the introduction of a The conference reached agreement on new structure for domestic fares in Sweden which cargo rates for all other regions for introduction on went into effect on 1 May. The new fares, which I October 1973. There were few changes of any im­ represent savings of up to 46 per cent on long-haul portance on North, Central and South Pacific rates, routes, were set in direct relationship to the cost of while in the area encompassing Asia, Australia and providing service on routes of different length. The Australasia general cargo rates were raised by 2 per b<:.sic fare is without reservation; a firm reservation cent. However, there were major changes in Western may be booked at a $6.50 surcharge. Hemisphere rates. Between the United States and the Civil Aviation in 1973 25

Caribbean, Mexico and Venezuela, genera] cargo rates East African Airways concluded pooling agree· were increased by between 4 and 9 per cent. South· ments with Lufthansa on the - route, bound US ..South America rates were unchanged but and with on the route between Rome and northbound rates from Argentina, Brazil, Chile, Para­ Nairobi. and Air are now operating guay and Uruguay were increased by 3 to 4 per a ioint service between Bombay and Mauritius, using cent and from Bolivia, Colombia, Ecuador and Peru by Air India aircraft. 10 to 11 per cent. Most specific commodity rates were increased in this region by an average of 6 per cent. Asia and the Pad[lC

Participation in the new nationaJ airline of Papua-New , 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· The trend towards airline mergers, consolidations and trolling 60 per cent interest, with Ansett Airlines other forms of co-operation continued in 1973. In holding 16 per cent and the AustraJian Government addition, towards the end of the year, fuel shortages nominees (Qantas and Trans-Australia Airlines) each and increases in fuel prices led to capacity limitation holding 12 per cent. Neither Ansett nor Trans-Australia agreements, schedule curtailments, and some aircraft Airlines will operate on the Port Moresby-Sydney line, were taken out of service. which route will be reserved for the new airline . Three of Australia's domestic airlines, East· Africa West, Connair and Bush Pilots are to combine to increase tourism to "outback" areas willie the possi· Additwnal steps were taken by three North African air bnity of closer contact or a merger between Trans· carriers, Air Algerie, and Airlines and Qantas was being studied. towards the formation of Air Maghreb. The three and the Cook Islands Govern· companies together entered into an insurance agree· ment have aMounced plans to establish the fmt ment designed to obtain more favourable tenns for the domestic airline in the Cook Islands, the service to carriers than they could negotiate separately. Agree· begin with flights between Rarotonga and Aitutaki. Air ment was also reached on tfle appointment of joint New Zealand now operates scheduled commercial station managers at key European airports and on the service between New Zealand and the Cook islands. aJiocation of long-haul routes. Air and Filipinas Orient Airways agreed to a In West Afnca, it was announced in April that merger directed by governmental decree. A new name Airways and Air Afnque had agreed to operate, has not yet been selected tor the merged airline which as far as possible, in a common muJtinationaJ organiza· will serve domestic routes. At a later date, the two tion. This was the first agreement associating Air airlines are expected to be merged into Philippine Air Afrique with an airline of an English-speaking African Lmes, which serves both domestic and international State. routes. Earlier in the year, an agreement had been British transferred its majority concluded under which TWA would provide Air Manila shareholdings in Gambia AltWays and with advisory, management and training services for a Airways to the Governments of the States concerned. three-year penod. Under a ten ·year management agreement, British Qantas and CP Air agreed to pool the1r services for Caledoman will retain responsibility for the fmancial passenger, cargo and mail services between AustraJia and commercial management of Gambia Arrways, while and Canada. A pooling agreement was also concluded a seven-year agreement has been signed with Sierra between Qantas and Japan Air Lmes (JAL) for services Leone Airways to ensure the continuity of British between Australia and Japan via Hong Kong or Manila. Caledonian's management services. Air Cambodge concluded an agreement for (TWA) has entered into a contract with the Liberian assiStance with UTA on the operation of the Paris· Government to conduct an in-depth study of all phases Phom Penh line, with the possibtlity that the line of Liberian air transport, including the operations of the might be extended to Singapore. Following the revision national carrier, Liberian National Airlines, Robertsfield of the Franco-Japanese bilateral agreement, pool airport and all other airports in . The study is to services were agreed upon between JAL and Air France lead to the establishment of a Liberian Air Transport on the Tokyo-Tahiti route and between JAL and UTA Authority and includes plans for the training of on the Noumea-Tokyo route. Lines and Air personnel. Airways entered into a pooling France agreed on the joint operation of a once-weekly agreement with Union de Transports aerien (UTA) for cargo service between SeouJ and Paris effective passenger and freight services between Paris and Lagos. I October 1973. Both carriers will provide aircraft for 26 Annual Report of the Council- 1973

operating the route and will pool revenues. A tripartite tenance agreements into such fields as the interchange pooling agreement between Aeroflot, AlitaJia and of cockpit crews and the development of common Japan Air Lines has been agreed in principle for service ground serv,ce staffs. between Rome and Tokyo via Moscow and the trans­ In , the United States non.-scheduied siberian route. operator Overseas National Airways entered into an agreement to assist in operating Europe DC-8.60 aircraft on a cargo and passenger service between and Hong Kong, the aircraft to be The European Parliament in March approved a resolu­ dry-leased by Overseas National to Austrian Airlines. tion calling for measures to reorganize the European lcelandair (Fiugfelag) and Loftleidir, the two air transport system. The resolution provides for a Icelandic air carriers, were merged effective 1 August thorough investigation of bilateral agreements and 1973, following 18 months of negotiations. A holding traffic rights at the level of the European Economic company, Fiugleidir has been formed to take control of Community, standardizing air services and specifica­ both airlines, their properties and subsidiary companies tions covering particular aircraft types, establishing a such as International Air Bahama and (Interna­ European Flight scheduling system, improving the tional Air Bahama is a wholly owned subsidiary of route network through granting of additional traffic Loftleidir which also has a 50 per cent interest in rights and using a common system of capacity control Cargolux). The merged airlines will each retain their which shouJd, under certain conditions, also cover separate identity. charter flights "so as to safeguard the future of A decision in principle was taken to merge Irish scheduled services''. The resolution also calls for a International Airlines (Aerlinte Eiream) with Aer Lingos common standpoint on security matters, a common Teoronta. The two airlines already have a rommon approach to regulatory provisions affectmg air trans­ management but different boards of directors and port and charter flights in particular, and on the separate fmancial reports. Full integration may not be rate-making policy which, it recommended, should be completed until1975. related to capacity regulation. A new national air carrier, Air , was estab­ In May, the Committee on Economic Affairs and lished, with 5 I per cent participation by the Maltese Development of the Council of Europe's Consultative GJvernmem, 20 per cent by Pakistan International Assembly approved a report calling for effective con­ Airlines and 29 per cent by the public -the latter share trol of scheduled service capacity and urging the may, to a large extent, be subscribed by the present European Civil Aviation Conference to arrange for Malta Airways of which British Airways Holdings taJks with the United States and Canadian authorities owns 34 per cent. The flight services of the new airUne on this subject. are to be operated by the European Division of British In September an Association composed of I g Airways (formerly BEA) until I April 1974 when lATA-Member airlines operating scheduled services in Pakistan International Airlines wlll take over the 5 Europe was established . The new Association, which management of the new airline and of its flight services. developed from the former European Air Research Further integration of British Overseas Airways Bureau (EARB) will be called the Association of Corporation and into the European Airlines (AEA). This Association, designed to newly formed British Airways continued throughout the promote closer co-ordination between European year. The new name began to be used early in the year, scheduled carriers, will review problems affecting the side by side with the names of the merged carriers, with airline industry and develop an inter-airline consensus the objective of achieving full integration by I April on all matters of concern to European air transport, 1974. In April1973, a joint unit, British Airways Travel, wlll sponsor toint economic studies and exchange of was formed to handle passenger and charter sales in the infonnation between airlines and will seek to expand United Kingdom and to expand package tour and group and streamline existing areas of inter-airline activity at travel for BEA, BOAC and associated companies. the tecluricallevel. Effective I September, the names of BOAC and BEA Airline members of the KSSU Group (KLM, SAS, ceased to be used, the two airlines being known and UTA) continued to expand their co­ respectively as the Overseas Division and the European operation with the introduction of OC-10--30 aircraft Division of British Airways. British Caledonian Airways, of which some 40 have been ordered in technicany which became the second scheduled British carrier 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, 5. The 18 airline members are , A1r France, Alitalia, Austnan Airlines, aritish Airways, , lber1a, lcelandair, A\italia, Iberia, Lufthansa and Sabena) are considering KLM, Lufthansa, Olympic, Sabena, SAS, Swissair, TAP, possible extension of their aircraft purchase and main· THY, JugoslavAirTransportand UTA. Civil Aviation in 1973 27

operating on the North Atlantic route in April, has taken initiated in May. The agreement does not provide for over the long-haul charter activities fonnerly carried out reduction in the total number of flights,. but is aimed at by Britannia Airways. achieving better capacity sharing.

Latin America and the Caribbean Capacity limitatiom

Coinciding with the accession to independence of the Concern over excess capacity in the light of prevaning Bahamas on I July 1973 a new national airline, fuel shortages and rising fuel costs affected international , was established. The new carrier, which was routes. On the North Atlantic, 81lbstantial capacity formed by merging the fanner Out Island Airways and reduction agreements were made between Pan American Flamingo AirUnes is controlled by Bahamian Air Carrier Airways, TWA, British Airways and British Caledonian (Holdings) Ltd., in which the Bahamian Government Airways. PAA's services to Ireland were discontinued. holds a majority interest. The two merged airlines had TWA agreed to suspend its services to Nairobi and to been established in 1970 when the former Bahamas abandon a planned extension to Johannesburg. Air Airways ceased operations. France, KLM, Swissair, SAS, all reduced frequencies BWIA and Air Jamaica signed an Agreement to across the North Atlantic on a unilateral basis. In the co-ordinate the Air Jamaica Advance Booking Charter Pacific region, Japan Air Lines, Korean Air Lines and Operation in .the United Kingdom. The Agreement also Philippine Air Lines also reduced services. In November, provides for BW1A to become general sales agents in the the CAB authorized Pan American Airways to meet With Eastern Caribbean for Air Jamaica, while Air Jamaica other airlines with a view to achieving schedule adjust­ will provide reciprocal services for BW1A in Jamaica. ments, capacity curtailments and consolidation of opera­ The United States local air carrier Hughes Air West tions. Ail airlines licensed by the CAB to operate on acquired a 25 per cent participation in the Nicaraguan routes served by PAA were allowed to participate in the airline LaNica. discussions. A companion request to allow United States airlines to negotiate pooling agreements was rejected, In Middle East December, the Association of European Airlines (AEA) recommended bilateraJ djscussjons to achieve joint limi­ AUA, the Airlines, signed a three-year tations of capacity on a voluntary basis. agreement with Pan American Airways under the tenns Within the United States the two main capadty­ of which the latter will provide technical and manage­ Umitation agreements in effect since 1971 were reviewed ment training assistance and will look after the mainten­ during the year. These two agreements, applied between ance and overhaul of AUA aircraft at several European American AirUnes, United Air Lines and TWA in four points. U.S. transcontinental markets, and between American Pakistan International Airlines concluded a two-year Airlines, Eastern Airlines and Pan American Airways on agreement with Egyptair to overhaul engines for the the New York-San Juan (Puerto Rico) route. Tlte initial latter's fleet. objective was to assist in stabilizing airline finances by increasing load factors. However, developing fuel short­ North America ages and sharp increases in the price of aircraft fuel during the year created a favourable climate for the In the United States the CAB approved the acqUisition continuation of the existing agreements and their exten­ of Caribbean Atlantic Airlines by , sion to other routes. subject to certain operating restrictions designed to As the fuel supply situation tightened, the CAB afford protection to the services of PAN American granted airlines broad authority to engage in talks aiming Ainvays in the Caribbean region. at capacity reduction, exempting such discussions from Following discontinuation of Qantas service across the provisions of anti-trust legislation. In October, 30 the North Atlantic and the United States, the airline airlines met in Washington to discuss capacity reductions entered into an interline agreement with TWA by which in some 64 markets. By the end of the year, about 1 000 Qantas transpacific passengers bound for Europe and daily departures had been cancelled. 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 6. General Aviation flights. In Canada, Air Canada signed an agreement with Statistics pertaining to the nature and development of Lufthansa to improve flight scheduling on the Nortli general aviation activities, i.e. civil aviation opentions Atlantic route. Operation of Canada-Federal Republic of other than scheduled and non-scheduled commercial air Germany services in pool by the two airlines was transport, are not collected regularly on a world-wide Multi-engmaf1xad wmgaircraft

Single-enginefbo:ed wing aircraft Civil Aviation in 1973 29

basis. However, using statistics of aircraft on register, ftXed-wing aircraft increased by 41 per cent from about and estimates supplied by Contracting States on general 143 000 in 1967 to almost 201 000 in 1972; at the end aviation activities, it is possible to draw some conclu­ of 1972 the United States alone accounted for over sions about the development of general aviation in ICAO 155 300 of the fiXed-wing aircraft, approximately 77 per States. cent of the total. Among the different typesofaircrait, One indication of the development of general both turbo-jet and turbo-prop aircraft increased at tile aviation is the number of civil aircraft on register in greatest rate over the five-year period. However, in ICAO Contracting States, which are operated by other absolute tenns, single-engined piston aircraft remained than commercial air transport operators. These statistics by far the dominant category and constituted over S8 are shown in Tablel·ll and DiagramS for the years per cent of the ftXed.-wing fleet in 1972. 1967 through 1972, but do not include China and the Rotary-wing aircraft in general aviation during the USSR for which data are not available. The number of 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 AnnULI! Report of the Council - 19 73

the number registered than the ftxed-wing aircraft, types of aircraft manufactured in the USSR and increasing by over 92 per cent from about 2 600 in 1967 employed in the fleets of other ICAO Contracting States to about 5 000 in 1972. The majority of rotary.wing are available,? aircraft are single-engined piston but the greatest rate of Between 1964 and 1973 the number of commercial increase was for turbine.engined aircraft, i.e. from over air transport aircraft in service increased by 41 per cent 300 in 1967 to over I 000 aircraft in 1972, &n increase from 5 425 to 7 623, as shown in Table 1·12. During this of about 233 per cent. period there were important changes in the composition Based on preliminary 1973 statistics supplied by the of the fleet. The number of piston-engined aircraft Contracting States, it is estimated that in 1973 over 33 declined by about 55 per cent from 3 438 to I 540, and million hours were flown by general aviation aircraft in now constitutes about 20 per cent of the total fleet. In ICAO Contracting States, excluding China and the 1964, turbo- constituted about 19 per cent of USSR. According to revised estimates the number of the fleet and by 1973 the percentage increased to over generaJ aviation flying hours in 1972 was 31 million 59 per cent. The actual number of these aircraft which means that the flying activity increased by about increased by over 300 per cent from I 043 to 4513 7 per cent between 1972 and 1973. In comparison with during the decade. Turbo-prop aircraft have increased these f.tgUres, airlines of the same lCAO States in 1973 from 944 in 1964 to I 570 in 1973, but have remained perfonned 127 million hours in scheduled services. Of at about 20 per cent of the total fleet for most of the the 33 million general aviation flying hours estimated for I 0-year period. 1973, almost 16 per cent were flown by commercial operators in various types of aerial work while the Aircraft Orders and Deliveries remaining 84 per cent were flown by non-commercial operators in private flying. Concerning the jet component of these fleets, annual The number of private pilot licences in ICAO statistics on orders and deliveries of turbo-jet aircraft Contracting States (excluding China and the USSR) was between 1964 and 1973 are given in Table 1-13. Orders of the order of slightly over 530 000 in 1973 and it placed by commercial operators for new turbo-jet appears that the number of valid licences has been aircraft reached the peak between 1965 and 196g, and increasing generally at about the rate of 3 per cent to the annual number of orders was substantially less in the 3.5 per cent per year for the world over the last several following years, reaching a low point of 133 ordera in years. 1971. However, orders of jet aircraft increased in 1972 A special branch of general aviation is aerial work, (303 aircraft orders) and again in 1973 (320 orders). To which comprises various types of specialized commercial a certain extent, the decline in the annual number of aviation services, chiefly in agriculture, construction, orders since 1968 is a result of the completion of the photography anti SUJVeying. In a number of ICAO process of replacing propeller aircraft with jet aircraft Contracting States, notably the USSR, the United for short· and medium-hauJ traffic. The increase in States, Canada, Australia and Brazil, this branch of orders since 1971 can be attributed to a reassessment of gene raJ aviation reaches substantial proportions. In com· future aircraft capacity requirements in tenns of the 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 6. Statistics tor aircraft h..,ing a maximum take-off weight of the order of 5.2 million hours in 1973 and have less than 9 000 kg (20 000 lb) are not included in this section. remained at about the same level over the last several years. 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:

7. Evolution of the Commercial Air Transport FleetsB 31/12171 31112172 TUrbo-jets of ICAO Contracting States Ilyushin IL·62 7 9 Tupolev TU-10A 4 4 Composition of Fleets TU-124 14 4 TU-134 25 27 TU-154 2 The evolution of the commercia] air transport fleets of Yakovlev YAK-40 8 ICAO Contracting States over the decade between 1964 Turbo-prop$ and 1973 is summarized in Tables 1-12, 1·13 and 1-14. Antonov AN-10 2 1 AN-12 7 These statistics, however, do not include aircraft fleet AN-24 50 • llyuthin IL-18 .. and manufacturer data for the USSR and CWna, since ~ ~ they were not available. However, statistics on certain 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 207 209 417 417 707-320C 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 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 YAK-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 33 recently introduced wide-bodied jet aircraft, and also were 33 aircraft accidenh involving passenger fatalities possibly to some financial improvement for the airlines on scheduled services in 1973, which resulted in 922 since 1971. passenger fatalities (see Tables 1-15 and 1·16 and The financial commitment represented by orders Diagram 6). 8 The corresponding figures for 1972 were placed in 1973 for these aircraft was estimated to be 44 accidents and 1 402 passager fatalities. Taking into about $3 500 million as compared with about $3 700 account the volume of traffic in the respective years, the million for orders placed in 1972. Although there were number of fatal aircraft accidents per 100 thousand more aircraft orders placed in 1973 than in 1972, the hours flown in 1973 came down to 0.24 from 0.34 in 1972 financial commitment was higher, mainly because 1972, and the number of fatal aircraft accidents per 100 it included nine orders for the Anglo-French Concorde thousand landings also decreased to 0.30 in 1973 from supersonic aircraft. 0.43 in 1972. The number of passenger fatalities per 100 The trend in annual aircraft orders during the million passenger-kilometres decreased from 0.25 in 1964-73 period resulted in corresponding changes in the 1972 to 0.15 in 1973. In terms of these indications, the annual rate of deliveries and in the backlogs of aircraft safety record for 1973 was better than for 1972; in fact, manufacturers. Deliveries, after reaching a peak of 725 the fatality rate was the lowest ever recorded. It can be aircraft in 1968, decreased thereafter until 1972 when seen from Table 1-15 that the rates of accidents and they amounted to 238 aircraft. However, in 1973, fatalities fluctuate considerably from one year to the deliveries had again increased to almost 300 aircraft. The next, e.g., 1972 versus 1973. However, as shown in backlog of unftlled orders which was over I I 00 aircraft Diagram 6, the long-term trend has been one of declining at the end of 1966 and 1967 had shown a similar trend, rates, whether measured in tenns of fatalities per and the 1973 backlog of 493 was higher than in 1971 passenger-kilometre flown, in terms of fatal accidents or 1972. per aircraft landing, or any other similar indicators. The status of orders and deliveries as of the end of It may also be noted that the number of crew knted 1973 is shown in Table 1-14, which gives data for all in accidents involving passenger fatalities was 120 in types of turbo-jet and turbo-prop aircraft currently in 1973 compared with a corresponding figure of 189 in production. In reviewing the total turbo-jet aircraft 1972. The number of passengers surviving in fatal deliveries for the year 1973, the following aircraft types accidents was 550 in 1973 compared with a corres· constituted a majority of all deliveries: , 92 ponding flgure of 350 in 1972. (31 per cent), McDonnell Douglas OC-10, 57 (19 per Although the overall trend of improvement in airline cent), Lockheed L-1011, 39 (13 per cent), Boeing 747, safety is fairly regular, the safety level and the character 28(10 per cent) and the McDonnell DouglasDC-9, 21 (7 of accidents are significantly different for the various per cent). Ali other types of turbo-jet aircraft amounted types of aircraft operated on scheduled services, as to 20 per cent of total deliveries. The backlogs of shown in Table 1-16. For instance, in turbo-jet aircraft unf.tlled orders are almost evenly divided between large, traffic, which now accounts for more than 94 per cent high-capacity types of aircraft (the DC-10, L-1011, of the total volume of scheduled traffic, there were IS B-747 and A·300B) and short· and medium-haul aircraft accidents involving 625 passenger fatalities; in turbo­ (the B-727, DC-9 and the Trident). propeller and piston-engined aircraft traffic, which now As for turbo-prop aircraft, orders increased signifi­ accounts for less than 6 per cent of the scheduled traffic cantly from 21 m 1971 to 41 in 1973, while deliveries volume, there were 18 accidents involving 297 passenger decreased from 49 in 1972 to 28 in 1973. fatalities. The fatality rate for traffic of turbo-jet aircraft Current manufacture of turbo-prop aircraft centres is far lower than for traffic of propeller aircraft. This about short- and medium-haul twin-engined models, difference may to some extent be explained by the such as the Fokker F-27 and the Hawker Sidde!ey superior technical reliability of turbo-jet aircraft com­ HS-748. There is now a total backlog of 27 orders for pared With older propeller-driven aircraft. However, an turbo-prop aircraft. 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. Safety

Scheduled Traffic 8. It !Titily be noted that for 1973, as for earl1er years, the ICAO record of accidents IS probably incomplete en reference to From the airline safety point of view the year 1973 smaller aircraft in air taxi types of operations, both scheduled brought a significant improvement in the fatal accident and non-scheduled. This shortcoming IS believed to be insig. nificant for the overall picture of safety in commercial air record. According to preliminary estimates pertaining to transport but it is possible that the number of fatalities in ICAO Contracting States, not including China, there 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.- Pass.· Km Miles Aircraft Aircraft Year accidents killed km. miles flown flown Hours Landings

Excluding USSR 1954 28 443 0.85 1.36 1.36 2.19 0.42 1955 26 401 0.67 1.07 1.14 1.82 0.36 1956 27' 552 0.78 1.25 1.06 1.71 0.34 1957 31 501 0.62 0.99 1.09 1.76 0.36 1958 30 609 0.72 1.15 1.02 1.65 0.34

1959 28 613 0.63 1.00 0.91 1.46 0.31 1960 34' 873 0.80 1.29 1.09 1.76 0.40 0.52 1961 25 805 0.69 1.11 0.80 1.29 0.31 0.38 1962 29 778 0.60 0.97 0.90 1.44 0.37 0.44 1963 31 715 0.49 0.78 0.90 1.46 0.39 0.46

1964 25 616 0.36 0.58 0.68 1.09 0.30 0.35 1965 25 684 0.35 0.56 0.61 0.98 0.29 0.33 1966 31' I 001 0.44 0.10 0.69 1.12 0.33 0.40 1967 30 678 0.25 0.40 0.57 0.91 0.29 0.35 1968 35 912 0.29 0.47 0.58 0.94 0.32 0.38

1969 32 946 0.27 0.43 0.48 0.17 0.21 0.34 1970 28 687 0.18 0.29 0.40 0.64 0.23 0.29 1971 31 867 0.21 0.34 0.44 0.71 0.25 0.3I 1972 42' I 210 0.26 0.42 0.58 0.94 0.34 0.43 1913* 30 824 0.16 0.26 0.40 0.64 0.24 0.30

Including USSR 1970 30 786 0.17 0.27 I971 33 915 0.20 0.32 "' "' "' "' 0.25 0.41 na"" "" "' "' 1972 44' 1402 "' "' "' 1973* 33 922 0.15 0.24 na "' "' "'

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

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

Non-scheduled Commercial Traffic 100 million passenger-kilometres for non-scheduled air transport service in 1973 was accordingly about twice as Non-scheduled air transport service includes both the high as for scheduled air transport. However, it should non-scheduled flights of scheduled airlines and the Ve noted that both the number of accidents and the flights of non-scheduled operators. In 1973 there were number of fatalities in non-scheduled air transport in 23 accidents involving 437 passenger fatalities, whereas 1973 were considerably lower than in 1972. in 1972 there were 32 accidents involving 565 passenger fatalities in this type of service. For 1973, the number of General Aviation passenger-kilometres performed in all non-scheduled air transport is estimated at about 22 per cent of the Statistical information on safety levels in civil aviation passenger-kilometres perfonned in domestic and inter­ other than scheduled and non-scheduled air transport is national scheduled service. The number of fatalities per 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 developments concerning the effects of civil aviation on general aviation activity in the world, maintains safety the human environment are highlighted. In reading this statistics for tltis type of flying. According to prelimi· section, it should be borne in mind that technical nary information, there were 701 fatal general aviation developments grow over a number of years and that the accidents in 1973 in the United States, resulting in 1 340 contribution of a single year is rarely clearly defmed. fatalities (crew and passengers). The number of OOurl flown in general aviation in the United States is Supersonic Transport (SST) estimated at about 28 million, which means that the number of fatal general aviation accidents per 100 The Anglo-French Concorde and the USSR TU·144 thousand aircraft hours was 2.5, this rate being about continued their programmes of development flight the same as for 1972. 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 9. Technical Trends and Developments be introduced into international commercial service during 1975 and 1976 respectively. British Airways and This section outlines the major technical developments Air France have placed orders for nine Concordes. By in international civil aviation. First, the trends and the end of the year, Concorde flight test hours developments concerning aircraft design and operatiom numbered over 2 000, almost a third of which have been are discussed, then the developments in ground flown at supersonic speed. An altitude of about 20 700 supporting services are dealt with, and finally the metres and a Mach number of 2.16 have been reached. Civil Aviation in 1973 37

Tests included simultaneous failure of two engines on departure and destination of many passengers. It is one side of the aeroplane at Mach 2 and emergency expected that these aeroplanes would be used to provide descents simulated with the flying controls in the a greater number of direct services between cities, mechanical mode. During the year the Concorde also operating from secondary aerodromes, thus relieving made a number of flights for the measurement of congestion at major hub airports which would then be atmospheric pollutants in the stratosphere. able to accommodate more longer-haul traffic. A main In at least one State studies are being conducted on consideration is to achieve a noise level low enough to be second generation SSTs which could be operational in acceptable for operations from secondary aerodromes the mid-t9gOs, Special attention is being given to located in populated areas. Design studies have generally environmental problems, particularly airport noise, and encompassed aeroplanes with range varying from about to operating economies. Designs under study encompass 400 to 2 000 nautical miles and capacity varying from cruise speeds of Mach 2.2 to 2.7, capacity of250 to 300 120 to 200 passengers. passengers and range of about 4 200 nautical miles. Short Take-offand Landing Aircraft (STOL) Wide-bodied High Capacity Aerophmes limited operations with propeller-driven aeroplanes Tite number of high capacity aeroplanes in service having STOL capabilities are being conducted in some increased by about 45 per cent during the year. About States. In addition, several States are devoting consi­ 220 Boeing 747 aircraft ~ now entering its fifth year of derable research and development effort to advanced service ~ are flying in most regions of the world. They concepts for STOL transports. However, a number of are generally fitted to carry approximately 360 passen­ studies which were originally directed to producing gers in a mixed economy/first class conftguration. A STOL aircraft are now favouring development of total of about 255 of these aeroplanes has been ordered, reduced take-off and landing (RTOL) aeroplanes including ali-cargo and short-range versions. A special (referred to above). performance (747SP) short body model featuring longer Development continued in Canada on the DHC-7, a range and improved tske-off perfonnance is under four-engine, , 40-passenger STOL aeroplane, development. Deliveries are expected to commence in designed to be capable of operating from 610-metre 1976. runways. The ftrst flight is expected to take place in late The McDonnell Douglas DC-10 has been in airline 1974. service, particularly in North America and Europe, throughout the year. About 130 aircraft, including Advanced Subsonic Transport Development long-range versions, are now in service. TI1e Lockheed L-1011 saw increasing airline service Work is progressing in a number of countries, particu­ and by year end about 45 of these aeroplanes had been larly in the United States, on developing technology for delivered. Both the L-1011 and DC-10 are three-engined advanced subsonic transports which could be in service aeroplanes, carrying from 250 to 350 passengers, and during the 19g0s. Research on supercritical flow tech­ have attracted large orders (about 335 in all). It is nology indicates that the aerodynamic efficiency of reported that twin-engine short/medium range versions flight in the high subsonic speed range can be consi­ of these aeroplanes are presently under study. derably improved. This has been verified by flight tests A twin-engined medium- or short-range aeroplane, of two research aeroplanes with wing contours modified the A-300 8, capable of carrying between 250 to 300 to supercritical aerofoil sections. Application of super· passengers, is being bulit by a consortium of European critical teclmology would allow reduced direct operating manufacturers. A number of European airlines have costs at the cruise speeds now employed (Mach O.go to placed 17 orders for the aeroplane and it is expected to o.g5) or increased cruise speeds at somewhat higher enter airline service during the second quarter of 1974. direct operating costs. Research on the application of advanced composite Short-haul Transport materials (boron-epoxy, graphite-epoxy, etc.) continues. The high strength-to-weight ratio of these materials Studies are being continued by a number of companies would permit significant reduction of airframe structural and consortiums on the development of short-haul weight and compensate for increased weight associated transport aeroplanes which, it appears, could be in with design features which may be incorporated for service late in the decade. The designs under considera· noise reduction or performance improvement. At tion generally have reduced take-off and landing (RTOL) present, however, material costs are very high. Second­ performance and are intended to be capable of operating ary structural parts such as spoilers and fore-flaps made from secondary airports, with lengths in the of these new materials are undergoing in-service tests on order of 1 200 metres or less, closer to the real point of some commercial transports. 38 Annual Report of the Council- 197.3 Advanced EnginefPowerplant Developments non-scheduled air transport, and 210 aerodromes for regular use by international general aviation. The distri­ There is continuing interest in several States in design bution of these aerodromes among the ICAO regions is studies and development of engines suitable for shown in Table 1-17, and the trend in the number of use in advanced STOL and RTOL aircraft. For such aerodromes required for international civil aviation from purposes. it is considered essential to minimize engine 1956 to 1973 in Diagram 7. The total of I 019 noise levels and to design for high take-off{ cruise thrust international aerodomes represents about 4.5 per cent of ratios in order to match the performance characteristics the 23 237 total for civil land aerodromes in ICAO and power requirements of the aircraft concerned. Contracting States, this total figure being based on WhiJst concepts and details vary considerably from information collected from unofficial sources on the design to design, the following general trends are number of civil land aerodromes in States. apparent: The development of new aerodromes and the expansion of existing ones continued to meet in some (a) use of very high by-pass ratios- up to three times as areas with resistance from the public, often of an high as those used in the turbofan engines installed organized nature. This resistance is generally related to in modem long-range aeroplanes; anticipated adverse environmental effects ascribed to (b) use of low fan blade tip speeds - usually achieved aerodromes and their operation. The nature of the by driving the fan via reduction gearing from the problem is serious as it significantly affects the cost and corresponding turbine shaft; and time involved in construction or may even prevent the development of the aerodrome. A number of aero­ (c) use of variable pitch fan blading. dromes exist that extend out from shore and serious In order to minimize development costs, most of these consideration is underway in several States for new designs are based on the use of a gas generator section airports that will be fully offshore in order to avoid from an existing developed engine. some environmental problems. Several new large aerodromes are in various stages of Aerodromes design or construction. These plans indicate a certain trend towards the use of muhi-building passenger The number of regular and alternate aerodromes to serve terminal designs generally arranged in a linear pattern international operations, listed in ICAO's Air Navigation and employing intra-aerodrome passenger transportation Plans, was 1 019 at the end of the year, an increase of 85 systems. These new aerodromes take up more land to over the total at the end of 1972; 28 of these provide buffer zones for environmental reasons. aerodromes are either under construction or are projects and, therefore, are not yet operational. This figure Aerommtical Telecommunications and includes 644 aerodromes designated primarily for regular use by international scheduled air transport, 131 alter· nate aerodromes for use by international scheduled air With regard to the use of communications satellites in transport, 33 aerodromes for regular use by international 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 Annual Report of the Council- 1973

Services, the following trends were observed.ln the case to improve the overall traffic management system of the ftxed service, increasing use is being made of continued on a broad front, regionally and world-wide. commercially available satellite links on a rental bas~ for The need for extending service to circuits of the Aeronautical Fixed Telecommunicalions areas where flight information service or air traffic Network. This trend is likely to continue in the future, advisory service had so far been considered sufficient or particularly since the costs of such rental arrangements acceptable was further emphasized and also confirmed are becoming increasingly competitive with those for by two major ICAO Regional Air Navigation Meetings. alternative technical means. In the case of the mobile In high traffic density areas, insufficient aerodrome service the situation is less encouraging and renains and ATS capacity resulted in a need for more advanced substantially as reported for 1972. The physical con­ planning of air traffic scmcc ~y'>tems tc> permit better straints that are imposed on the design of the airl:ome utilization of airspace and to achieve greater air traffic component of a satellite link, in particular the desiBn of handling capacity. The potential of area navigation the antenna system, are such that it is technically techniques continued to receive attention, and studies impossible for an aircraft station to communicate with regarding the role of increased accuracy and reliability of ground stations through commercial satellites sudt as aircraft navigation and ground based monitoring systems those now being provided by INTElSAT. Conseque~tly, in relation to reduction ofthe current separation minima such communications require the development and were accelerated. Towards the end of the year the need deployment of unique seronautical communicaiions for optimum efficiency within the a1r traffic services satellites. Notwithstanding the fact that a number of system and for general availability of dtrect ATS routes States are studying various possibilities in this direction, was further accentuated by determined efforts to con· the necessary degree of international agreement has not serve fuel in the face of a ge:1eral shortJge of aviation yet been reached that would permit the evaluation and fuel. development phase prescribed by ICAO to be wm· Measures to regulate traffic fiow along heavily menced, although useful progress has been made. travelled air routes or to limit the number of flights into The ground-referenced long distance radio ~avi­ particularly congested aerodromes, in order to alleviate gational aid LORAN· A is coming towards the end of its excessive delays, were implemented on a provisional long and useful life. The non-civil aviation require!llents basis pending increase in the capacity of the system. for this aid are diminishing and the costs of its upkeep Disruption of the air traffic flow in Western Europe are increasing. At the same time, many long mnge continued to be particularly serious in the summer aircraft are being fitted with inertial navigation systems months and confirmed the need for central flow control (INS) which are of such reliability and accuracy that facilities intended to improve the organization of the air cross-checldng and updating against a ground referenced traffic flow. The situation was aggravated by prolonged aid is no longer considered necessary. There will, of labour disputes in some States between the air traffic course, remain a large number of aircraft engaged in controllers and their employers. trans-oceanic flights which wlil not possess an INS The development and application of primary and capability and which will be dependent upon a grGund secondary radar techniques continued, as did the use of referenced aid either as a primary means of navigation or automation for the processing and displaying of flight for cross-checldng their Doppler radars. The best means plan and flight progress information. of meeting that continuing requirement is being studied Research continued into the requirements of SSTs in a number of States but by the end of 1973 no ftrm for air traffic services and into the means of meeting conclusions had been reached. these requirements and of integrating SST traffic into Airborne communications and navigational e•uiP· the existing traffic flow patterns. ment - generally referred to as avionics equipment - Airborne coliision avoidance devices continued to be being installed in new aircraft continued to beneftt from the subject of considerable publicity. Further develop· the application of new circuit techniques and mat~rials ment and evaluation of such devices, capable of universal many of which are spin-offs from space technology. application, were considered important. It was, however, Such applications were ftrst made several years ago and generally recognized that the primary system for the resulted in substantial reductions in the weight and size prevention of collision between aircraft continued to be of avionics equipment. Additionally, modern avionics a well-organized and well-managed air traffic services equipment is proving to be of increasing reliability. system. This led to the conclusion that any airborne collision avoidance system developed for universal appli· Rules of the Air and Air Traffic Ser~~ices cation must fulfil the fundamental requirement of being supplementary to, compatible with and fully integrated The year saw no major breakthrough in equipment or with the air traffic services infrastructure, particularly techniques designed to alleviate air traffic congestion in that of the air traffic control system in its most high trafftc density areas of the world, but steady efforts advanced forms. By the end of the year airborne Civil Aviation in 1973 41

collision devices were not in general operational use and tirline flight planning personnel. This in tum has no specific type or system had been selected for •rought about a need for the lCAO procedures to be standardization, nationally or internationally. nore closely aligned with the progressive centralization It was generally recognized that the efficiency and md automation of seronautical and meteorological capacity of the air traffic services are closely tied to the ~ervices. quality of the available navigation and communications In the field of weather observations, automation has facilities, and of the meteorological and aeronautical also spread to a great number of aerodromes. Efforts to information services, and that improvement in the air levelop operational methods for the measuring of slant traffic services will largely depend upon the develop­ risual range and dangerous tow-level wind shear condi· ments achieved in these related f~elds. lt was also lions have been continued and there seems to be a good recognized that, in Western Europe, the air navigation (hance that such operational methods will be available system could not keep pace with the traffic growth, at within three to six years. least in the near future, and that the period when traffic growth could be accepted without relating it to the fnvil'onment capacity of the air navigation system, especially that of the air traffic services, was rapidly approaching its end. fhe aviation community continued to demonstrate its The European Air NaVigation Planning Group, consti­ !hare of responsibility for the preservation of the quality tuted in November 1972, set up comprehensive evalu­ of the environment, especially in regard to noise, air ating machinery in the form of various working groups JlOllution and aerodrome land use. and addressed itself to improving the situation. In the continuhlg development of power plants emphasis is being placed on noise reduction, both with Meteorology regard to the design of intrinsically quieter engines and to the application of effective acoustical treatment to air The trend towards automation of meteorological services tnlet and outlet ducts. The measure of success already for aviation continued in a broad range of related tchieved is illustrated by the fact that demonstrated activities. Based on the use of electronic computers, the 1oise levels for many newly certificated aeroplane types traWtionaJ plotting of weather charts, their analysis by are substantially lower than the limits currently pre· meteorologists and the preparation of forecast charts uibed in lCAO Annex 16, limits which were thought at have been or are being automated in many parts of the he time of their establishment, four years ago, to world. Forecast weather charts are being disseminated to present a very severe challenge to the designera. Consi· meteorological offices at aerodromes by area forecast ~erable attention is also being given to the development centres (designated by lCAO Regional Air Navigation ~f possible noise reduction modifications which could be Meetings) usually by means of facsimile transmissions· illcorporated in certain of the oJder type jet aeroplane the charts are then duplicated and provided to fligh; mginesstillinservice. crews of departing aircraft, to airline operational Research continued in some States on methods of planning staff and to other aeronautical users. This nducing engine emissions. The United States adopted centralization of forecasting functions has, in an in­ regulations which will progressively limit smoke and creasing number of countries, led to reductions in giSCOUS emissions pennitted from aircraft engines. meteorological staff at aerodromes. As mentioned above in the section on Aerodromes For the provision of meteorological information to States continued to emphasize the need for thoroush paots of general aviation :tircraft, a number of States eavironmental and ecologicaJ stuWes when planning new have installed automated telephone infonnation services auodromes, which would take into account all pertinent and, for aircraft in flight, use was made of a wide rang; f~ctors, including land use, noise, and air pollution. of radiotelephony b..-oadcM:ts. The above developtnen:ts contribu~ed to a decrease 10 personal weather briefings Uto s;-~:::::::':.~ :r":r~~d=:~:~:.~~':.':'. ~~~:'i~ and related consultations between pilots and forecasters. il difficult to geneializ.e fiom the limited data that w~no A parallel trend is the increasing use of computer­ collected. At some aerodro

Chapter II

AIR NAVIGI>.TION

I. Introduction meetings and seven Air Navigation Commission panel· type meetings. A brief account of the results of each During 1973, the Organization's main efforts in the air meeting is given below. navigation field continued to be directed towards keeping the Annexes, Procedures for Air Navigation Fifth Africa-Indian Ocean Regional Services (PANS) and Regional Plans abreast of Air Navigation Meeting changing requirements and assisting and facilitsting their implementation. Rome, 10 January to 2 February Eleven air navigation meetings were held in 1973, as described in Section 2. The work of these meetings, The task of the Meeting was a complete updeting of excepting the two regional air navigation meetings the detalied plan for the air navigation facilities and mentioned below, will result in significant amendments services to be provided by States that would serve to the provisions of the Annexes and PANS. international commercial and general aviation opera­ During the year the Council adopted amendments tions until at least 1977. Since it had been eight years to eight technical Annexes and approved amendments since this was last accomplished, technical, political to ali four existing PANS documents. The scope of the and economic developments in the area had largely individual amendments IS outlined in Section 3. overtaken the agreements of 1964 on the subject. As a result of the Fifth Africa-Indian Ocean The number of aerodromes and route stages Regional Air Navigation Meeting and the Asia/Pacific considered surpassed all preceding AFl/RAN Meetings, Regional Air Navigation Meeting, major amendments and, also for the first time, non-scheAuled (charter) were made to the regional Plans covering the areas for and international ·general aviation (IGA) operations which the two meetings had done planning. Addition­ were included in the planning activities. The Meeting Illy, amendments of a minor scope were made to all decided that 144 regular aerodromes and 18 alternates J.eaional Plans, in consultation with States by cortes· were required for international scheduled air transport operations. Two regular and one alternate aerodromes ~Orsaruzation encouraged and asgjsted States in were required for international non-scheduled air trans· a. implementation of the Annexes and PANS. The port operations. In addition, 14 regular serodromes Air Navigation Commission and the Council continued were required for international general aviation opera­ ftieir study of the need to accelerate the work on tions only. No alternate aerodromes were designated IC'AO TechnicaJ Manuals to ensure the timely avail­ by the Meeting for these aerodromes. For each aero­ - of up-to-date guidance for the implementation drome, requirements for the runway length pavement Ofthe provisions of Annexes and PANS. strength, visual and non-visual aids were specified. The 1be Regional Offices continued to be the principal Meeting recognized the requirement to provide profile means of assisting States with the implementation of guidance for jet aircraft, irrespective of weather condi­ Rlgional Plans. Their main efforts in this regard are lions, and agreed that this should be provided by clelcribed in Section S. either llS or VASIS. However, where a requirement Special attention was given to several projects, was stated for ILS, the principle was adopted, for cost­ particularly those identified by the Assembly at its effective reasons, not to state a requirement for VASlS U:th Session as requiring such attention. The individual to serve the same runway. llfojectl are described in Section 6. A number of VOR{DME facilities were recom­ mended either to provide azimuth guidance during the approach-to.J.and, or to provide efficient transition 2. Meetinp from en-route facilities to the llS or to serve as a back-up to the llS. It was considered that these Bleven meetings dealing with au navigation subjects requirements together with those for VOR{DME in the were held in 1973. These comprised two regional alr terminal area could, in most cases, be met by the same Ra"rigation meetings, two Coundl Technical Comnuttee facility. A number of locators were recommended to 43 44 Annual Report of the Council 1973 supplement llS facilities and in some instances til In considering meteorology items, the main serve as low-powered NDBs to provide azimuth guid­ achievement of the Meeting was the development of an ance to instrument approach runways. Requirement> area forecast system for t11e AFI Region. In the were stated for 21 runways for Category II meteon> development of this system, account was taken of the logical conditions, i.e., operations down to 30 metres increasing number of operations expected both within decision height and a runway visual range of 400 the Region and from Africa to other Regions. Also of metres. Twenty~ight Category II llS instaliatioll! concern were the types of aircraft expected to be were specified for signal quality only for use in gool operating during the period for which the Plan was or bad weather for autopilot-coupled approaches an4 being made. The Meeting also reviewed the require­ automatic landings. No Category Ill operations wen ments for meteorological offices to serve the aero­ planned for the Region. dromes of the AFI Region and designated meteoro­ Another problem involving airport operations th

Class I. The plan for the location of International will be provided with lighting and approach and NOT AM Offices and their areas of responsibility was landing systems that will enable operations in runway reviewed and brought up to date. The importance of visual range conditions as low as 400 metres. Addition­ pre-flight briefmg and post-flight information was ally, the Meeting focused on measures that could be stressed. States were asked to include the mandatory taken at the airports to improve flight safety. For charts in their chart production programme, and a example, one of the many recommendations made calls number of States accepted production responsibility upon each State to form a committee composed of for the World Aeronautical Chart - ICAO I: l 000 000 experts in different disciplines to review the bird· not yet produced. hazard situation at each airport; proposals would then The Meeting was attended by 304 representatives be made to reduce any potentially hazardous situation. from 62 Contracting States, 2 non-Contracting States, The formation of an international Pacific Basin bird­ I special administration and 9 international organiza­ hazard committee to exchange information on methods tions. for reducing the hazard caused by birds is also advocated. In formulating requirements for radio navigation Asia/Pacific Regional Air Navigation Meeting aids, the Meeting recommended a large numbf'r of Honolulu. 5-28 September changes so as to update the !CAO Plan in the light of current and planned operations. Aids to be provided The area of consideration extended from the USSR would be used for navigation guidance by aircraft and territory east of the Urals in the north to Australia and others would be used for the control of air traffic. New Zealand in the south, and from Pakistan to the New aids were recommended at a large number of western seaboard of the . The Asian/Australian locations to provide for the increased number of part of this area had not been considered by a RAN aerodromes in the area and to support the greatly meeting since 1968 and the Pacific part not since expanded air routes network. In stating the require­ 1962. The Recommendations for the area agreed upon ments for instrument landing systems (ILS), the by the Meeting are based upon the air routes expected Meeting identified a number of Category I facilities to be flown during the next five years, and the types that would, in the future, require some improvements of aircraft that will fly those routes. For the first time, in the U.S signal structure. These would make the the USSR participated actively in an ICAO regional facility more suitable for use by modern high perform­ meeting for the area covered by the Meeting and ance transport aircraft using advanced automatic flight provided information on the air navigation facilities control systems on a routine basis. The Meeting pro· now in operation or planned in the eastern USSR. The vided for continuation of a number of non-directional Meeting also planned requirements for international air beacons. In some cases, VORs (VHF omnidirectional navigation in the whole territory of China and in radio-range facliities) also are called for and it was Mongolia, the Democratic People's Republic of Korea understood that when these were implemented the and the Democratic Republic of Viet-Nam. Although NDBs would be withdrawn from the Plan. The Meeting these countries were not represented at the Meeting, it also agreed that there was a continuing requirement for is anticipated that the Plan prepared by the partici· the provision of Loran-A services for long-range naviga­ pants will be useful guidance for their Governments tion and that steps should be taken to ensure the when they extend their aeronautical facilities and continuing availability of the existing Loran-A chains. services so as to enable international air services to Planning for the preparation and exchanga of operate into or over their territories to a greater extent meteorological data took into account, for the first than at present. time, aeronautical meteorological services and facilities The Meeting reviewed the facilities to be provided in the Asian portion of the USSR, all of China, at 194 airports throughout the area, of which 126 are Mongolia and the whole of the Indo-Chinese and required for regular use by international air services, lO Korean Peninsulas. This included, for example, arrange­ for use by international general aviation, 2 for exclu­ ments for the broadcasting of aeronautical weather sive use by non-scheduled operations and 56 others for information to aircraft in flight over the Asian part of alternate use. For most of the main airports, facilities the USSR and the inclusion of such data from China suitable for use by large aircraft, such as the Boeing in broadcasts from Tokyo. Arrangements were made to 747, McDonnell Douglas OCl0-30 and Lockheed expand the area forecast system so as to cover routes 1-IOII, have been planned. A few airports also have across the Asian portion of the USSR towards Europe been designated to receive operations by the Concorde and routes across the South Pacific. Special arrange­ supersonic transport. For each anport the runway ments have been recommended to provide very long length, pavement strength and the visual aids to be flights (e.g., Perth-Bombay, Singapore-Moscow, New provided have been spec1fied. Many of these J.1rports Delhi-Frankfurt) with adequate forecasts. The Meeting 46 Annual Report of the Council- 1973 endorsed and further developed a new scheme for the services messages, provision of information to aircraft, dissemination of aeronautical meteorological data m and air traffic incident reporting and investigation. bulletin format in the SEA Region - that is, messages In the field of search and rescue (SAR), the for a given area are to be collected and forwarded in Meeting revised the boundanes of the areas in which one bulletin instead of a number of single messages the provision of SAR service is the responsibility of exchanged between individual aerodromes as now specific administrations; also, a plan was prepared practised. This had been proposed by a COM/MET listing the search and rescue facilities (i.e., search Regional Planning Group for the MID/SEA Regions; aircraft, rescue boats and helicopters) which should be the Meeting recommended that the Group continue its available at suitable locations to respond to any SAR work and assist in the actual implementation of the requests wh.ich would be made in cases of need. scheme. The adequacy of the provision of aeronautical In the field of aeronautical communications, the information services (AIS) and of aeronautical charts existing aeronautical flXed service communications in was discussed and significant deflcienc1es reviewed. the Pacific and SEA Regions were reviewed; adjust· Shortcomings were still apparent and it was feared that ments were made to satisfy new requirements, contmued non-compliance with the provisions in including those for areas in Asia not previously covered Annexes 4 and 15 to the Chicago Convention, and by the ICAO Plan. To provide for the stringent transit consequential lack of reliable aeronautical information times required for air traffic service messages, the needed for aircraft operations, could lead to serious installation of fully automatic switching equipment has problems to the user. Remedial action was suggested, been recommended for a number of locations in the such as according the AIS of a State a status within area. In the aeronautical mobile services field, with a the aviation administration that would enable it to view to improving the air/ground communications with discharge its functions efficiently. Implementation of aircraft, it recommended the introduction of single the requirements contained in Annexes 4 and 15 was sideband on the HF en-route links, particularly in stressed. The plan for International NOTAM Offices those areas where overlapping VHF en-route coverage was amended, selectivity in the origination of NOT AM was not available. By using modem techniques, since Class I was underlined and States were asked to overlapping VHF en-route coverage is increasing, the include in their aeronautical chart production pro· Meeting found that it was possable to delete some gramme a number of charts which were considered frequencies in the HF radio-telephone networks and appropriate to the Region. In general, improving the also a few network stations. Radio frequencies assigned quality in AIS/MAP services was deemed necessary. to the network of radio navigation aids were replanned The limited availability of adequately trained AIS/MAP to ensure that there will be no interference between personnel was considered one of the main reasons for a facilities working on the same or adjacent channels. Jack of quality of AIS in the area. It was therefore Included in the ICAO Plan were 70 new flight recommended that ICAO support efforts by States to information regions (FIR) to encompass the airspace expand their AIS/MAP training facilities and that over the Asian part of the USSR, Mongolia, China, the States take full advantage of these facilities to give Democratic People's Republic of Korea, the Demo­ their AIS/MAP personnel the specialized training cratic Republic of Viet-Nam, West and East available. Malaysia. Also recommended was the extension of The Meeting concluded its work by preparing a flight information service to parts of the Indian Ocean programme for implementation of the recom­ not covered in the existing air navigation plan. A mendations made by the Meeting so that, where neces­ number of changes were made to the limits of already sary and appropriate, a recommendation can be existing flight information regions in the interest of implemented by neighbouring States or groups of operational efficiency. The Meeting developed a new States on a properly co-ordinated basis. plan of Air Traffic Services (ATS) comprising a total The Meeting was attended by 159 representatives of 163 routes and recommended progressive implemen­ from 27 Contracting States, I non-contracting State tation of air traffic control service along these routes. and 6 international organizations. Recommendations were also made regarding the lateral and vertical limits of control areas, and the provision Third Meeting of the Committee on of aerodrome control and approach control services at Aircraft Noise (CAN) international aerodromes. A ntfmber of important Montreal, 5-23 March organizational and procedural matters relating to air traffic services were considered in detail, including The Meeting studied the progress that has recently cruising level systems, separation of aircraft, alhmeter been achieved in various aspects of noise reduction setting procedures, assignment of SSR codes, civil­ technology, including Jet noise suppression in super­ military co-ordination, flight plans and a1r traffic sonic transport aeroplanes, and devoted considerable Air Navigation 47

attention to the developmf'nt of proposed international Advisers. The Report of the Meeting was published as noise certification schemes for types of aircraft not Doc 9063, CAN/3. currently embraced by the Standards of Annex 16. The Council reviewed the Report of the Meeting in With regard to CTOL (Conventional Take-off and Ju11e 1973, and the Council action on the recommen­ Landing) jet aeroplanes in the lower weight ranges, it dations of the Meeting is recorded in the Supplement was concluded that it would be reasonable at this stage to the Report. to extend the applicability of the present Annex 16 noise certification Standards to cover future types and Second Meeting of the Sonic Boom Committee (SBC) continued production versions of such aeroplanes, Montreal, 19-29 June regardless of weight category. A recommendation to this effect was accordingly developed. The most important matter considered by the Meeting The Meeting found it possible to develop a pro­ concerned the means by wh.ich, in an international posed noise certification scheme for light propeller· context, protection could be provided for the land driven aeroplanes, based on the general principles areas (and their immediate vicinity) of those States applied to Jet aeroplane noise certification, but in· which have prohibited supersonic overflights from the cluding appropriate modifications in the interest, inter adverse effects of sonic booms generated by flights alia, of simplicity and reduction of costs. It was o~er the seas. After discussing the various teclmical, recommended that these specifications be adopted by operational and legal issues involved, the Meeting the Council with the status of Recommended Practices decided to recommend the inclusion of an appropriate Wltil such time as further experience and refinement Standard in Annex 6, Parts I and II. In addition, it was enables them to be transformed into Standards. ~ed that in practice such a Standard would need to The Meeting further recommended that a reference be supported by suitable guidance material, whose ambient air temperature of 15°C be introduced into

Advisers. The Report of the Meeting was published as The recommendations relatmg to Annex 6, Part I, Doc 9064, SBC/2. proposed replacement of AMC Nos. I and 2 on The Council reviewed the Report of the Meeting i1 Aeroplane Performance Operating Umitations by three November and took such action on the Recommend!· self-contained Examples on the same subject in the tions of the Meeting as was indicated in the Supplt· form of green page guidance material. These Examples ment to the Report. cover a range of aeroplane types in operation at present and provide guidance to operators in planning First Meeting of the Aircraft Accident their operations so far as they relate to the per­ Data Reporting Panel ( ADREPP) formance of an aeroplane. Amendment 6 to the Annex Montreal, 7-18 MJ:ly developed on the basis of these reconunendations was adopted by the Council on 30 October. The Meeting was of an organizational nature. It exam· The recommendation related to Annex 8 proposed ined ways to develop a method of efficient and amendment of Standards on continuing airworthiness comprehensive accident reporting to ICAO, aimed 1t to make it obligatory for the State of Manufacture to making available significant statistics for accident pre· provide all information associated with continuing air­ vention studies, taking into account the desirability of worthiness to the State of Registry and to any other incident reporting, the development in electronic com· State on request. This recommendation has been sent puter data processing and the exchange of accidelt to States and interested international organizations for information between States. comment. The Panel agreed upon a number of general prin· The Meeting made five recommendations relating ciples and the development of an ICAO Manual of to amendment of the Airworthiness Technical Manual. Aircraft Accident/Incident Classification. It establishEd These amendments are being incorporated into the two Working Groups, one to develop an electronic data First Edition of the Manual which is in preparation. reporting system and the other a manual data reportitg The Meeting reviewed all the information made system, which will pursue the Panel's task following is available to it on automatic disinsection of aircraft by first meeting. Dimethyl Dichioro Vinyl Phosphate (DDVP). There The Meeting was attended by 15 of the 16 Pare! was general agreement in the Committee that the Members and by II Advisers. evidence produced showed that the use of DDVP in At the Meeting the Panel prepared an interin aircraft within the ranges of conditions produced by report which is expected to be finalized during tie normal operations of the system specified by the second meeting scheduled for February 1974. The Air United States Public Health Services appeared to Navigation Commission reviewed the interim report in present no airworthiness problem. However, a majority June. of the Members held the view that the evidence was insufficient to assure that no corrosion problems would Tenth Meeting of the Airworthiness Committee (AlRC) occur on a long-term basis. The Committee, therefore, Montreal, 22 May to 8 June decided to recommend that the DDVP automatic sys­ tems be permitted, at present, only on a trial besis and The Conunittee reviewed its working methods to briJig the effects of their use in service be monitored. The these into line with the new airworthiness policy a1d Conunittee also recommended that appropriate main­ prepared guidelines to be used by it in the develcp­ tenance procedures should be specified and that an ment of new guidance material and in updating tll.e analysis of fault conditions should be made by the existing material in the Airworthiness Technical Ma· certification authorities before the system is approved nual. Four ad hoc Working Groups were established by for installation in a particular type of aircraft. the Committee to review the material in the Manual The Meeting was attended by 15 Members of the with a view to determining which of it is significandy Committee or their representatives and 54 Advisers. out of date and should therefore be deleted and ako to identify those Sections which need to be broudlt Fourth Meeting of the Technical Panel on up to date. The Working Groups are also to prepa-e Supersonic Transport Operations (SSTP) specific proposals for revision of the material cm­ Montreal, 3-20 July sidered to be out of date. The Committee will review the Working Group's proposals at its next meeting a~~d The Meeting updated the Panel's statement of devel'lp specific recommendations for amendment of basic characteristics of SST s and, for the first time, the Airworthiness Technical Manual. was able to include the operational and performance The Meeting made 15 recommendations - 3 br details of the TU-144. The policy of reviewing the amendment of the SARPS of Annex 6, Part I arrd "Possible Operational Requirements" (PORs) and Annex 8 and 12 related to other matters. "Areas from which additional Operational Require- Air Navigation 49 ments apphcable to SSTs might emerge" (Areas) with aircraft under operational conditions Decame available. the objective of developing Operational Requirements, It recommended that ICAO arrange for the collection was continued. As a result of this work, onJy five of such data. "Areas" were carried forward for review. Of these, one The Meeting also formulated Reconunendations on exists in the ATS field, three concern OPS and one time-keeping accuracy in air traffic services and on represents a MET question. The Panel made a total of board aircraft, guidance material relating to navi­ thirteen Recommendations, including four for amend­ gational guidance on VOR-defined ATS routes, and the ment of the Standards, Recommended Practices and carriage by aircraft of instruments and equipment for Procedures. The amendments proposed to the SARPS measuring and maintaining vertical position. concern mainly the RAC·ATS documents and represent When considering its future work, the Meeting substantial progress, made possible by extensive Con· recommended that the subject of determination of corde and TU-144 flight expenence, in translating separation minima for longitudinal separation of air· "Operational Requirements" (ORs) into specific propo· craft on crossing tracks should be added to its Work sa1s for amendment of ICAO Annexes and PANS Progranune. documents. The Meeting was attended by 12 Members and 21 The Air Navigation CommiSsion considered the Advisers. Report of the Meeting in October. It took action on The Air Navigation Commission will review the the Recommendations of the Meeting, including the Report of the Meeting in February 1974. proposals for the amendment of Allilexes 2, II, 15 and the PANS-RAC. It also made tentative arrange· Fifth Meeting of the All-Weather ments for a further meeting of the Panel, which is Operations Panel fA WOP) expected to be the fmal one. The Panel is continuing Montreal, 22 October to 2 November its work in a series of Working Group meetmgs. Good The Panel at its Fifth Meeting made an initial assess· progress is being made. ment of separate proposals for a new non-visual preci­ The Meeting was attended by 14 of the 16 Panel sion approach and landing guidance system, submitted Members and by 30 Advisers. to ICAO by five States in response to Recommenda· tion 3/7 of the Seventh Air Navigation Conference. It Second Meeting of the Review of the General formulated a comprehensive programme to monitor Concept of Separation Panel (RGCSP) and assess States' [uture programmes to develop such a Montreal, 2·19 October system. It also recommended a number of SARPS amendments to Annex 10, in the continuing process of The most important subject considered was a compre· improving and refining the specifications for U.S as hensive study relating to determination of lateral further experience as gained in low visibility operations. separation miruma as applied to the spacing of parallel The Meeting developed guidance material on the im­ ATS routes in a high traffic density VOR/DME en­ plementation of ali-weather operations, and recom­ vironment. The Meeting confirmed the method used mended that this guidance material be published as an for this purpose involving, inter alia, a mathematical ICAO Circular. It prepared documentation for the model for assessing aircraft navigational performance Eighth Air Navigation Conference pertaining to all· and associated collision risk in the stated environment weather operations aspects of lights to be used for the and application of "target levels of safety" (values of assessment of runway visual range (RVR) and of a the collision risk below which the traffic is regarded as system for the guidance and control of aircraft and Deing safe). Prehminary results indJcated that the safe vehicles during low visibility conditions. separation between parallel ATS routes with opposite The Meeting was attended by all I 0 Panel Mem· direction traffic in a VOR/DME environment w11ere bers and by 32 Advisers. the navigation of aircraft is the responSJbility of the pilot without intervention by ATS, 1S of the order of The Air Navigation Conunission will take action on 25 nautical miles. The Meeting recommended that, the Report of the Meeting in February 1974. although preliminary in nature and subject to specified Fifth Meeting of the Autoi1Ulted Data limitations, the results of the study should De taken lnterclumge Systems Panel ( ADISP) into account by States planning ATS route structures Montreal, 6-23 November with closely spaced tracks in an env1ronment similar to that defined. At thiS Meeting the Panel continued work on the The Meeting concluded that it could not usefully "Conunon lCAO Data Interchange Network" (CIDIN) contribute towards a conclusive assessment of reducittg and updated and modafied materials on formats and the vertical separation muumum above flight level 290 procedures for network ground-ground data inter· until requued data on static pressure errors on bo1rd change. Addihonally it d1d prelimmary work on means 50 Annual Report of the Council- 1973

of achieving multiple messaga dissemination over ti-e existing Procedures for Air Navigation Services (PANS­ CIDIN, on the management of the C!DIN networt, ABC, PANS-MET, PANS-OPS and PANS-RAC) were and on the interface of CIDIN with other networks:. amended. A brief explanation of the origin and scope Particular attention was given to the interface with the of the indiv1dual amendments is gJ.ven below. AFTN and work on the development of SARPS for The amendments adopted and approved by the the AFTN/CIDIN interface was begun. Council include amendments to Annexes 2, 6 (Part I), The Meeting reviewed the degrees of compatibility 10, II and 14 and the PAN8-RAC and PAN8-0PS which might be achieved between the air-ground aut!l­ concerning security measures to prevent unlawful inter­ mated data interchange systems and ground-ground ference with international civil aviation and its facili· networks; and, in the context of Recommendation ties. 1!/1 a) of the Seventh Air Navigation Conference, The dates of adoption, effective dates and dates of considered the relationship between the air-grou~d applicability of the individual amendments are listed in automated data interchange systems and that of other Appendix 3 which provides the same information for air-ground data transmission systems under develop­ all amendments to Annexes adopted and amendments ment. to PANS approved before 1973. The Meeting was attended by all 12 Panel Mem· bers and by 23 Advisers. Annex 2 (Rules of the Air) The Air Navigation Commission will take action on the Report of the Meeting in February 1974. Amendment 16 This amendment resulted from a recommendation of Fourth Meeting of Obstacle CieJJrance Panel (OCP) the Seventh Air Navigation Conference. It consisted in Montreal, 26 November to 7 December the addition of a note to paragraph 3.5.3 to the effect that the conditions and circumstances in which SSR The Meeting developed proposals for obstacle limi1a­ Mode C transmission of pressure altitude satisfies the tion surfaces relating to precision approach runways requirements for level information in position reports Category II, for inclusion in Armex 14 and for m are indicated in the PANS-RAC, Part II. editorial revis.ion of Part IV of Annex 14. The pro­ posed surfaces are intended to piovide protection from Amendment 17 obstacles for aircraft obliged to execute a missed This amendment resulted from Council action in approach after the pilot had previously elected to pursuance of Assembly Resolutions A17-10 (lm(ie· continue a Category II approach below the Decision mentation by States of security specifications and Height. The Meeting also reviewed the adequacy of the practices adopted by the Assembly and further work Annex 14 specifications for strip lengths as they apply by ICAO related to such specifications and practices) to aircraft overflying strips at low heights, e.g. durin8 a and AIS-10 (Additional technical measures for the missed approach, and concluded that there was insllf­ protection of the security of international civil air flcient evidence at the time to justify any change to transport). It introduced provisions relating to practices the specifications. The Air Navigation Commission had to be followed in the event that an aircraft is being previously agreed that the Meeting's reports on the subjected to unlawful interference. above subjects should be documented for consideration by the Eighth Air Navigation Conference. Annex 6 (Operation of Aircraft) The Meeting also continued its work on the devel­ Part I- International Commerchll Air Transport opment of new material to replace the material in the present PANS-OPS relating to approach to land proce­ Amendment 5 dures and obstacle clearance criteria. The Panel expe~ts This amendment stemmed from proposals emanating to complete the major part of this work by its next from the Seventh Air Navigation Conference. The meeting. This meeting is not foreseen for 1974 but amendment added definitions of "Flight Recorder" and could possibly be held in 1975. "Maximum Weight" (of aircraft). It also amended the The Meeting was attended by ali 13 Panel Mem­ specifications for the carriage of Flight Recorders in bers and by 24 Advtsers. aeroplanes and the minimum number of parameters to be recorded by them, and in the case of Cockpit Voice 3. International Standards and Recommended Recorders 1t included specifications for their operation Practicas (SARPS) and Procedures for and for the retention of information recorded. Air Navigation Senrices (PANS) Amendment6 In 1973, eight of the Technical Annexes (2, 6 (Part 1), This amendment orig~nated from Assembly Resolution 6 (Part II), 8, 10, II, 14 and 15) and each of the Alg-16, Part B, Clause I (problems arising out of the Air Navigation 51

lease, charter and interchange of aircraft in international Recommendations 1/1 and 1/2 of the Ninth Meeting of operations); the introduction of new ICAO policy on the Airworthiness Committee. It involved principally international airwortlnness; and a suggestion from the ~dltorial changes so as to delete all references to the Federal Republic of Germany that aeroplanes be pro­ Acceptable Means of Compliance and to amalgamate the vided with an emergency power supply for electrically texts of the Fourth and Fifth Editions of the Annex. operated gyroscopic attitude indicators. By the amend­ The latter action was intended to eliminate a difficulty ment, the existing "Introductory Note" to Chapter 3 of long standing caused by the simultaneous existence was revised to point to a practical method for States to and validity of two editions of the Annex, which were ctischarge their functions under the Convention and the substantially identical in nearly all respects. Annex, in cases of leases, charters and interchange of aircraft in international operations. The Acceptable .4.nnex I 0 (Aeronautical Telecommunications) Means of Compliance (AMC) for Aeroplane Performance Operating Limitations was replaced by guidance material Amendment 52 in the form of an Attachment (green pages); this Tills amendment affected only Volume I of the Annex necessitated consequential amendments to Chapter 5 of and stemmed from the Seventh Air Navigation Con­ the Annex. Further, the amendment involved an amend­ ference. It introduced SARPS relating to an emerg.;11cy ment to Chapter 6 of the Annex concerning ail locator beacon - aircraft (ELBA), made provision for aeroplanes over 5 700 kg (12 566 lb) fitted with additional U.S localizer and glide path frequency pairs electrical attitude indicating instruments and newly and the introduction of 25 kHz channel spacing in the introduced into service after 1 January 1975 (i.e. those VHF band of the International Aeronautical Mobile aeroplanes for which individual certificates of airworthi­ Service. It also included refinements to the specifications ness are first issued by the States of Manufacture after for U.S, SSR and VOR and extended the protection 1 January 1975). These aeroplanes, when operated in dates for U.S, DME and VOR from 1975 to 19g5_ accordance with the Instrument Flight Rules, are to be equipped with an emergency power supply, independent Amendment 53 of the main electrical generating system, that would This amendment affected only Volume I of the Annex operate and illuminate a gyroscopic artificial horizon for and resulted from Council action in pursuance of a minimum period of 30 minutes after the total failure Assembly Resolutions Al7-I0 and Al&-10 which intro­ of the main electrical generating system. duced an addition to the SSR specification to provide recognition of an aircraft which rs being subjected to Amendment 7 unlawful interference. This amendment resulted from Council action in pur­ suance of Assembly ResolutiOns Al7-10 and AI8-IO.It introduced provisions relating to practices to be fol­ Annex II (Air Traffic Services) lowed in the event that an aircraft is being subjected to unlawful interference. Amendment 20 Tills amendment resulted mainly from a recommenda· Annex 6 (Operation of Aircraft) tion of the Seventh Air Navigation Conference. It Part II -International General Aviation introduced changes in the defmitions and in the provi­ sions relating to coded designators for ATS routes and Amendment 3 reporting points, to cater for the need of area navigation This amendment stemmed from Recommendations of practices. the Seventh Air Navigation Conference. It covered, in the main, the inclusion in the Annex of a Recommended Amendment 2I Practice concemmg the design, carriage and installation This amendment resulted from Council action pursuant of Emergency Location Beacons - Aircraft (ELBA) in to Assembly Resolutions Al7-10 and AIS-10. It intro­ such aeroplanes and on such flights as may be deter­ duced provisions relahng to practices to be followed by mined by the appropriate authority. air traffic services units in the event that an aircraft is being subjected to unlawful interference. Annex Sf Airworthiness of Aircraft) Annex I4(Aerodromes) Amendment 9I This amendment resulted in the issuance of the Sixth Amendment 29 Edition of Annex 8. It stemmed from the new ICAO Tltis amendment resulted from Council action pursuant policy on international airworthiness approved by the to Assembly Resolutions Al7-IO and Al&-10. It intro­ Council on 15 March 1972, as .1 result of action on duced provisions relating to security on aerodromes. 52 Anuual Report of the Council- 1973

Annex 15 (Aeronautical Information Services) Technical Regulations. The amendment updated the guidance material on meteorological briefing and docu­ Amendment 15 mentation practices ::md the related model fonns and This amendment stemmed from Recommendations charts (Attachments A and B), and introduced new 16/3, 16/8, 16/10 b) and 16/15 of the Sixth European­ guidance material on the n.;curacy of meteorological Mediterranean Regional Air Navigation Meeting, but was forecasts for supersonic transport aircraft operations partly consequential to Amendment 43 to Annex 4 and (Attachment C). It also included a cross-reference in Amendment zg to Annex 14. It incorporated into the Attachment H to those parts of Attachments A and B Annex provisions which require those States which do which deal with flight documentation for supersonic not produce Aerodrome Charts to publish, in their transport aircraft. Aeronautical Information Publications, information con­ cerning the locations at aerodromes of established check-points for VOR and aircraft equipped with inertial Procedures for Air Navigation Services­ navigation systems, require the publication in Aero· Aircraft Operations (Doc 8168-0PS/6llj3) nautical Information Publications of the names, coded designators and geographical co-ordinates of significant Amendment 10 points defining air traffic services routes, and of informa­ This amendment resulted from Council action in pur­ tion of a more or less permanent character concerning suance of Assembly Resolutions Al7-l0 and AJg.JO.It bird concentrations in the vicinity of aerodromes and introduced provisions relating to practices to be fol­ bird migrations, list the type of information inappro· lowed in the event that an aircraft is being subjected to priate to NOTAM, specify the type of information unJawfulinterference. appropriate to Aeronautical Information Circulars; and bring the terminology in the Annex into line with the definition adopted for Annex 14 concerning snow on Procedures for Air Navigation Services­ the ground. Rules of the Air and Ali- Traffic Services, (Doc 4444-RACf50/(IO)

Procedures for Ali- Navigation ServiceS­ Amendment 4 JC40 Abbreviations and Codes (Doc 8400/3) This amendment had its origin in recommendations of the Seventh Atr Navigation Conference. It introduced a Amendment 10 number of changes to provide for area navigation This amendment arose from Recommendation 4/2 of practices, and to permit omission of level information the Third Meeting of the Obstacle Clearance Panel and from position reports in prescribed circumstances. The from the introduction of meteorological abbreviations amendment also introduced some new SSR radiotele­ by the World Meteorological Organization into its phony phraseologies and updated the guidance material briefing and documentation practices. It clarified the on the use of SSR in air traffic services. significations of the Q Code signals QFE anll QNH, brought the Note to the answer form of the Q Code Amendment 5 signal QBC into line with paragraph 2.6.3 of Annex 3, This amendment resulted from Council action in pur­ and added the abbreviations and ISOL to the EMBD suance of Assembly Resolutions Al7-10 and AlS-10. It operational meteorological messages. introduced a number of provisions in Parts III and V relating to practices to be followed by air traffic services Amendment ll units in the event that an aircraft is being subjected to This amendment stemmed from Recommendation 5/7 unlawful interference or that such interference is sus­ of the Seventh Air Navigation Conference. It added the pected. abbreviations RNAV and STAR to the PANS.ABC, and deleted the abbreviation SIA from that document.

4. Air Navigation Plans Procedures for Air Navigation Services­ Meteorology (Doc 7605-MET/526/5) Planning

Amendment 20 l11e European Air Navigation Planning Group (EANPG) Tills amendment arose partly from a recommendation of held two meetings (its second and third) in April and the Third Meeting of the Technical Panel for Supersonic November /December. On the basts of experience galfled Transport Aircraft Operations and partly from amend­ at these meetmgs the Cotmctl will be asked early u1 1974 ments by the World Meteorological Organization to its to reach a decision on continuation of the Group wh1ch, Air Navigation 53

under the present agreement, will termin--llrdinate !Qng-term technical the need for approach path guidance f()r all commercial arrangements on a tys.tem batis, encouragin@. at the ~ame transrort aircraft and developed revised planning criteria time strict adherence to the relevant ICAO procedures for ficlusion in the basic statement of operational and operating pmctices. requirements submitted to re8ional air navigation l'he Council's Standing Group on Implenwntation meetings. The Works:ng Group also prepa:red a draft considered a proposal for a COM/ ATS Special Im­ proposal for amendment of related provisions in Annex plementation Project in the CAR Region wh.ich is JO which, together with the revised operatiooal tequire­ expected to be dealt with by the Council in early 1974. ments, has been circulated to States for comment. The project is aimed at the elimiPation of a m3jor The Working Group on Regmna\ ?\\]mtnt of deficiency includes non-implementation of a tli.ght infor­ requirements ior na~i.y.tion a\dt.. 'The problem is pri­ mation centre, with its associated aetonautica\ £\xed. marily one of co~rdlnation between the various subor­ service facilities to adjacent centres, and incomplete dinate bodies concerned anti has been under study at the implementation of AT.S in two ffight information Fifth Africa-Indian G.;ean and Asia/Pacific Regional Air regions. The purpose o£ the project iS to de-.el.op detailed Navigatkm Meetings held during 1973. Shoul.d the engineering specifications for and to estim11t~ the invest­ Working Group's study indicate the need for a revision ment and opel'aUonal C{)sts of the necessary facilities. to the Qtganization of regional air navigation meetings, Additionally the project will assist, as appropriate, in the th.e Commission will submit appropnate proposals to the preparation of any possible requests by the States Council early in 1974. concerned for external financing of their pari of the investment costs arul. for technical assistance from Implementation external sources for installation of the facilities and for de'#etopfl1ent

S. Participation of the Regional Offices In the COM field the prov,sion of advtce and in Air Navigation Activjt.ies asststance to States continued in the preparation of plans for the implementation of Aeronautical Fixed Telecom· Assistance and advice to States on implementation muuication Network (AFTN) and ATS Speech Cin;uits problems and the processing of proposals for the and in some cases thiS reqUired co-ordinated action with amendment of the Air Navigation Plans formed, as usud, other Regional Offices. Proposals concerning the AFI a major part of the work of the Regional Offices. A COM/ AFTN Spec1al Implementation Project recom· short summary of the work of the s.ix Offices in the air mended by the AFf/5-RAN Meeting were prepared by navigation field during the year follows. the Offtce and approved by the Council. A proposal for African Office (Dalalr) the establishment of an ATS Duect Speech NctwOiks Study Group recommended by the AFI/5-RAN Meuing This period was marked by the holding of the Fifth was cuculated to States far appropriate action and in Africa-Indian Ocean Reg:10nal Air Navigation (AFI/5- preparahou for th.e work of this study group a number RAN) Meeting in Rome (10 January to 2 February of manufacturers of radw equ1pment have Deen 1973) and of the African Civil Avlation Conunission requested to provide informatJOn on Selecttve Calling (AFCAC) Second Plenary Session in (3-14 April Systems (SELCAL) which are suitable for use on high 1973). All Technical Officers were actively engaged in frequency (HF) smgle sideband (SSB) speech networks. making preparations for the initial follow-up of the Letters have Deen forwarded to States on follow-up of AFI/5-RAN Meeting and, in particular, the development recommendations of th.e AFI/5-RAN Meetim~ which are of national implementation plans. of immediate interest to the AFI Region. Interregional In the AGA field, emphasis continued to be placed AFTN routings between AFI, EUR and SAM Regions on fostering implementation of pavement strength were the subJeCt of correspondence with the European reporting provisions and updating of the aerodrome and South American Offices. The second ed1hons of the requirements developed by the AFI/5-RAN Meeting. African Office COM List No. I - low frequency In the ATS field, actiVities were mainly directed 10 (LF)/medmm frequency (MF) NAVAlDS, No. 2 - the provision of advice and assistance to States to foster Facilities Operating on Frequencies in the Bands early implementatjon of the recommendations of the l08·1l8 MHz and 960-l 215 MHZ and No. 3 - AFl/5-RAN Meeting and also of the conclusions reach~d Frequency Assignments m the Band 117.975-136 MHz at prevJous informal meetings. Particular emphasis was were distributed to States. One State was advtsed on the placed on the promulgation of the basic network of A1S choice of a VHF frequency to be used at a natwnal routes. States in charge of flight information regio.ns landing ground and, following correspondence, another (FIR) were provided with lists of reporting point State tntroduced compatible SSB on one HF aeromobile designators requiring Csts for assistance under the held in and proposals for corrective action ICAO Voluntary Assistance Programme. were made. As a follow-up action on decisions taken at During the period under review, 26 visits were made the first meeting of the EANPG in November 1972, to 19 States and 9 meetings were attended by various meetings of Working Groups on Airspace and Traffic members of the staff. Management, on ATS message formats and on VHF Work on air navigation matters related to the channel requirements were held and reports on the African Civil Aviation ComnW;sion (AFCAC) is recorded progress achleved during these meetings were received by in Chapter III, Section 6. the EANPG. Consolidated guidance and information material regarding the provision of air traffic services in European Office (Paris) the EUR Region was prepared and issued to States. The NAT System Planning Group held its ninth mt>eting The European Air Navigation Planning Group (EANPG) during May/June at the Office and was provided with and its subordinate Working Groups have continued to secretariat assistance prior to and during the meeting. absorb a significant proportion of the time and effort of The summary of this meeting was subsequently dis· the Office. The EANPG held its Second and Third tributed to States. Meetings at the Office and made several recommenda· In the COM field, continuing follow-up action was tions for action on the part of ICAO, States and taken in respect of COM recommendations made by the international organizations. EUM/6-RAN Meeting. COM activity has been devoted to In the field of navigation aids, the Office partici­ the follow-up of the recommendations made by the pated in an operational and technical review of all very Eighth Meeting of the Meteorological Operational Tele­ high frequency (VHF) omnidirectional radio ranges communications Network - Europe (MOTNE) Regional (VOR) and distance measuring equipments (DME) Planning Group concerning short-term arrangements for undertaken by European States, as a consequence of the transmission of operational meteorological data into Recommendation 3/4 of the Sixth European Mediter· and out of the EUR Region, and an increase of ranean Regional Air Navigation (EUM/6-RAN) Meeting. modulation rate on the main MOTNE loops. In particu· As a resuJt of this review the Office has developed a lar, preparations were made for the dissemination in the consolidated proposal for amendment of the entire EUR EUR Region over the Aeronautical Fixed Telecommuni· Regional Plan of VORs and DMEs based on the criteria cation Network (AFTN), rather than on MOTNE, of used in the review. In addition, the EANPG Working extra-regional operational meteorological data using the Group charged with the study of the deployment of predetermined distribution technique. Detailed instruc· navigatiOn aids (NADG) held its first meeting and tions were issued to all concerned for the implementa· prepared a report on its fmdings for subJlllssion to the tion of the new system as of 1 October. The ninth EANPG. The EUR Traffic Forecasting Group (EUR/ meeting of the MOTNE Reg~onal Planning Group took TFG) held two meetings in the spring of 1973 in order place in December, mainly to evaluate the efficiency of to prepare its updated traffic forecast for the period the new system and to recommend further steps towards 1973-1977, develop an improved method of data co!lec­ implementation of a doubled-capacity MOTNE in 1976. tJOn and forecasting, prepare the collection of actual A meeting of the European Frequency Co-ordinating traffic data m the summer of 1973 anJ renew dnd edn Body (EUR/FCB) was held in May to study problems 56 Annual Report oj !lie Council 1973 associated with the reduced VHF channel spacing Far East and Pacific Office (Bangkok) recommended by the EUM/6-RAN Meeting and the Seventh Air Navigation (AN) Conference, both in the The Fust Regional Seminar on Av1ation Security was Aeronautical Mobile Service and Radio Navigation Aids held m Bangkok m April, attended by 54 participants f~elds. As in the previous period, extensive assistance was from 18 States of the SEA/PAC Region and 3 Interna­ provided to States in their consultations for a more tional OrganiZations. Representation was at a high level balanced distribution of frequency assignments for and mcluded representatives from national security VOR/DME, as recommended by the EUM/6-RAN departments, civil aviation admmlStrations and airlines. Meeting. The technical implications of the review carried The Senunar unanimousJy agreed that such gatherings out by States in tlus connexion were evaluated by a were useful and commended ICAO on the role it play~ m meeting of the EUR/FCB, held in October. This meeting matters of J.VIahnn security. also reached an agreement on the future geographical The Asia/Pacific Regional Air Navigation (RAN) separation critena for VOR mstallations with a vtew to Meeting was held in Honolulu from 5 to 28 September eventual updating of the supplementary material con­ (see Section 2). The Regional Office was much mvolved cerned in the Attachment to Annex 10 as called for by with the preparation of documentation for the meeting the Seventh Air Navigation Conference. Publication of and with preliminary consultations with States on the the European Office Frequency and Facility Lists has work expected of the meeting. Five Technical Officers continued regularly, a catalogue of the data in EUR from the Far East and Pacific Office attended the operational meteorological (OPMET) data banks has meeting as secretaries or adVIsers to the various com· been issued, and advice has been given to States on mittees. current COM problems, such as frequency assignment In the AGA field, advice was provided to several questions, clearance of interference of VHF and high States on the question of measurement and reporting of frequency aeronautical mobile service channels, etc. bearing strength of runways and other a..trport pavement In the MET field a survey was made regarding areas. There was a consensus amongst States that there runway visua1 range (RVR) observations and the avail­ was a need for testing techniques of a non-destructive ability of transmissometers at international EUR air· type for measuring airport pavement strength and the ports. Follow-up action on Recommendation 1 I /5 of suggestion was made to Headquarters that this matter be the EUM/6-RAN Meeting required the preparauon for studied further. Advice was given to two States on and attendance at an informal MET meeting for serv1ces queries raised by them concerning, m one case, exten· to be provided to IGA. As a result of this meeting, the sion of a runway into the sea and, m the other, EANPG subsequently decided to establish a working mstallation of a non-stand::.rd precision approach lighting group in order to carry the work forward. Further system. activities comprised the attendance at the Second In the ATS field, the question of the transfer of Conference on the 1956 Danish and Icelandic Joint responsibility to Malaysia for the provision of air Financing Agreements (DEN/ICE-2), the Informal Plan­ navigation services in the greater part of the Singapore ning Meeting of the World Meteorolog~cal Organization flight informatiOn region (FIR) was the subject of World Weather Watch for a new North Atlantic Ocean continued consultations with the officials of both States StatiOn Agreement and assistance in the preparation for concerned, culminating in an informal meeting on 28/29 and attendance at MOTNEG/9. June between Malaysia, Singapore, lATA and IFALPA In the AIS field, the Office was instrumental in the winch was convened at the Office. The meeting wa~ organization and conduct of the first meeting of the aimed at resolvmg any points of controversy on a revised EANPG Workmg Group dealing with Automatton in AIS proposal submitted by MalaySia wtth a view to facili­ and the report on the proceedings of tlus meeting was tatmg formal action on the proposa1 at the Asia/Pacific considered by the EANPG. In addition the Office RAN Meetmg. The meeting resulted m the submission participated in the meeting of the Bird Strike Committee by Singapore of an alternative proposal and an agree­ Europe (BSCE) and has established contact with its ment that both States would give further consJderat,on Chairman in order to assume agreed baison functions to both proposals m an effort to Identify any features between that body and ICAO. WJth possible common bas1c elements on wluch a Visits were made to 7 of the 30 States to which the solution to the problem, acceptable to all concerned, Office is accredited and 15 international meetings might be estabhshed pnor to the Asia/Pacific RAN outside Paris were attended. Thirty-six proposals for Meeting. Subsequently, the Asia/Pacific RAN Meeting amendment to the EUR Regional Plan and five proposals agreed on the establishment of a , a Kota relating to the NAT Regional Plan were processed. Work Kinabalu and a Smgapore FIR. on air navigation matters related to the European Civil Preliminary consultations took place with the avia· Aviation Conference (ECAC) is recorded in Chapter III, tiou J.uthonties of New Zealand and FiJi concerning Section 6. action to be taken on Recommendation 7/5 and Air Navigation 57 Recommendation 7/6 of the Asia/Pacific RAN Meeting tored. Advice was also given to a State in connexion with respect to informal meetings to be held between with a proposal to install Doppler VORs instead of States concerned with the provision of ATS in the conventional VORs at six locations in that State. airspace around Honiara Island, and in the upper On the initiative of the Regional Office, the Thai airspace above Auckland Ocearuc and Nandi FIRs. Flight Inspection Unit has undertaken the conunis· Co-ordmation continued to be effected between Viet· sioning flight check of new VOR, U.S and Visual Nam and the adjacent States aimed at establishing Approach Slope Indicator System (VASIS) facilities at emergency routings over and around V1et-Nam in view Vientiane International Airport, Laos. With a view to of the prevailing circumstances in that area. However, re-activating the minimum number of urgently required this problem decreased in volume as well as in gravity COM/NA VAID facllities at Phnom Penh, which were during the course of this year. Co-ordination was also damaged during hostilities there, the Regional Office carried out between bordering States of the Bay of initiated a UNDP project which enabled the ICAO Bengal for Simplification of the ATS route system across Regional Frequency Search and Engineering Unit expert the related FIRs. Agreements reached at an informal to arrange for the repair in Bangkok of the COM/ meeting to discuss the possibility of providing air traffic NAVAJO equipment by Khmer technicians assisted by control on the routing Singapore/Kuala Lumpur to Thai technicians. The project also provided for procure­ Madras resulted in the establiShment of an airway on 1 ment of spare parts. Assistance was providad to States February. Assistance was provided to four States for the concerned on frequency assignment and management implementation of new ATS routes and for the establish· matters. New editions of the Far East and Pacific Offices ment of a reporting scheme over the high seas. Con­ Office Frequency lists Nos. I, 2 and 3 were published. siderable effort was exerted in attempting to eliminate In the MET field, the provision of area forecast the restrictions imposed on air traffic along several ATS service by the New Delhi and Tokyo Area Forecast routes across the India/Pakistan border following their Centres continued to be monitored, and the conunents re-establishment after the cessation of hostilities in the of "User" States were communicated to the "Provider" sub-contment near the dose of 1971. Anew list of ATS States concerned as appropriate. Of the reconunended reporting point designators assigned by the ICAO MID/SEA Area Forecast Centres, only Regional Office to the SEA Region and the Nandi FIR remains to be established. A revised list of ATS/MET was prepared for dissemination to States. reporting points, taking into consideration changes Pursuant to a recommendation of the SAR special which have been introduced in the pattern of aJt traffic Implementation Project (1970-1971), the first SAR routes and in the designation of the ATS reporting Co-ordinator Course, conducted by a SAR expert, points, was fmalized and forwarded to States. This list seconded by the Australian Civil Aviation Administra· was later used by the Asia/Pacific RAN Meeting in its tion, was held at the Civil Aviation Training Centre discussions on the subject. A questionnaire on States' (CATC) Bangkok from mid-June to end-September. The requirements for the reception of warnings of severe fifteen-week course was attended by eleven students storms of tropical or sub-tropical origin was prepared from seven States in the SEA/PAC area. The CATC is and forwarded to States. Work started on the draft planning a second SAR Co-ordinator Course to start in manual on the Regional Oparational Meteorological February 1974. Bulletin Exchange System (ROBEX), which will be In the COM field, the first ATS duect speech circuit submitted for consideration by the Second Meeting of via satellite was established between Manila and the MID/SEA COM/MET Regional Planning Group, to Singapore in June; the total number of aeronautical be held early in I974. fixed service ( AFS) Circuits m the Regtons using the AIS documents pub!Jshed by States were reviewed, common carrier system has steadily increased. Pursuant and comments and suggestions were provided to 5 States to a Recommendation of the Informal COM/ATS with a view to bringing about closer compliance with the Meeting (Bangkok, 1971), compatible single sideband relevant ICAO Standards and Recommended Practices. (SSB) has been introduced into the aeronautical mob1le Forty-two visits were made to 22 States and (R) service (AMS (R)) at Tokyo, Bangkok and Dependent Territories during the period. No proposals Singapore; a survey undertaken recently showed that 65 for amendment of MID/SEA and NAT/NAM/PAC Air per cent of mternational flights used SSB (A3H mode) Navigation Plans were processed because of the Asia/ to communicate With Bangkok. It was noted that a large Pacific RAN Meeting convened in Honolulu during number of Doppler VHF omnidireciJonal radio ranges September. (VOR) have been installed in various locations of the SEA Region, and m Japan 111 partJcular; the claim made Middle East and Eastern African Office {Cairo) by the manufacturers that tlus type of VOR not only gives greater beanng accuracy but also requires very httle After provuling secretanat assistance to the General, or no periodical flig!It checking 1s bemg closely moni· COM and MET Committees of the Fifth Africa-Indian 58 Annual Report of the Council- 1973

Oc~an Regional Aar Navigation (AFI/5-RAN) Meeting EUR, MID/SEA and AFi Area Forecast Centres being considerable time was devoted to follow-up action on noted. An increasmg number of States are satisfactorily the results of the meeting. receiving the MID radio teletypewriter broadcast of In the AGA field, consultation continued WJtll operatJOn

being prepared by the Office. As a result of assistance rurvey of a centrally located mountain top was con­ provided during visits to the States concerned, steps are ducted in one State which derJt()nstrated the feasibility being initiated for extension of the Kingston Control published. Co­ in the provision of aeronautical mobile/high frequency ordination problems between several States in the (AMS/HF) services in part of its Oceanic FIR. This was Eastern Caribbean having become acute, an informal accomplished in collaboration with an ICAO Technical meeting to examine these problems in the light of Assistance Expert assigned to the State concerned. existing FIR boundaries was held in the Regional Office Assistance was provided to States in the selecuon of from 27-30 November, at which six States from the AMS and NA VAID frequencies for new planned facili­ CAR and SAM Regions, as well as lATA and IF ALP A, ties and in the drafting of proposed amendments to the were represented. As a result of this meeting, a proposal ICAO Air Navigation Plans. Based on the type of for amendment of the Cura~ao, Maiquetia and San Juan operation selected by one State for the introduction of FIR boundaries will be submitted by Netherlands AMS{HF/single sida.band (SSB), a worldwide survey Antilles (Kingdom of the Netherlands). carried out with assiatance from Headquarten and the In the Central American FIR tlte task of implemen·

Regulations, this Office prepared a draft of such the SAM A1r Navigation Plan has been mculated for regulations for their consideration. comment. An informal meeting on AIS/MAP was convened in Activities in the COM field were devoted to the November with the participation of seven selected States follow-up of the technical agreements reached at the from the CAR Region. CAR/SAM COM Informal Meeting held at the Office in The 13 States to which the Office is accredited and late 1972. The detailed technical specifications prepared 6 Dependent Territories were visited in 22 missions. by the Office for the terminal equipment to be used in Nineteen meetings, of which six were held in the the Aeronautical Fixed Telecommunication Network Regional Office, were attended by the staff of the (AFTN)/aeronautical fixed service (AFS) multipoint Office. A total of 45 Working Papers were prepared by network interconnecting stations in four countries were the Office for the above meetings. Ten amendment approved and adopted by the States concerned and proposals to the CAR Air Navigation Plan were pre­ action is in progress for the joint acquisition of the cessed. 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 Svutlt American Office {Lima) for a domestic telecommunications network using tlw same techniques so as to ensure standardization of In the AGA field, at the request of one State, a study terminal equipment, and to another of these countries in was made in consultation with ICAO Headquarters on studies to solve some propagation problems between two the feasibility of night operations into one airport, very high frequency (VHF) repeater stations. Co­ including detennination of lighting requirements not ordination was effected with two countries for the covered in the Plan for this purpose. An engineer from implementation of a VHF radio link, including the one State received assistance in the preparation of provision of assistance in the formulation of a technical/ technical specifications for the acquisition and installa­ operational agreement covering conditions for the loan tion of approach lighting at two airports, runway of certain equipment by one of these countries to the lighting at nine airports and Visual Approach Slope other. Co-ordination was also effected with another six Indicator System (VASIS) at all recommended locations. States in determining the action which should by tsken Guidance material was provided to another State on by them to bring into service new tennfnal facilities for a measures to avoid bird hazards at one airport. number of Circuits associated with a fully automatic Follow-up action on the concluSions of the SAM switching centre being installed by one of these States. ATS/COM Meeting between Brazil and Senegal held in In this connexJOn, assistance was provided to two of in late 1972 was continued in an effort to these States in the preparation of technical specifications improve air traffic services provided to transatlantic for their new terminal facllities and in the development flights within the Dakar Oceanic and Recife upper flight of the corresponding installation plan. An engineer from information regions (VIR). In consultation with the one State spent four weeks at the Office to receive North American and Caribbean Office, co-ordination assistance in the review of the part of his country's was carried out with four States for the establishment of national plan pertaining to aeronautical telecommunica­ a direct ATS route for air traffic between Mexico City tions and radio a1ds to navigation, including the prepara­ and Lima, and with another three States regarding tion of the technical specifications for acquisition of the application of coded designators for ATS reportin~ equipment involved. Another State was ass1sted Ill the points within two flight infonnation regions (FIR)/ preparation of its national plan for aeronautical telecom­ UIRs. In relation with a proposal of one State to realign munications. Seven countries received assistance m the several ATS routes within its FIR/UIR following the selection of frequenc1es for new VHF onUlidirectional deletion from the Plan of certain radio aids to navig;~­ radio range (VOR) or non-directional rad1o beacon tion, co-ordination with tlle neighbouring States was (NOB) stations. In co-ordination with the North carried out for the implementation of the proposal. American and Caribbean Office the first joint edition Assistance was provided to one State in the preparation (1973) of the Record of VHF Frequency Assignments to of an amendment to update the RAC Part of its Caribbean and South Amencan VOR and instrument Aeronautical Information Publication (AlP) and to landing system (lLS) Radio Aids to Navigation and the another State in drafting a major proposal for amend· second joint edition of the CAR/SAM AFTN Routmg ment to the RAC Plan as well as in defining the Guide were published. implementation programme for same. Consequent to In the MET field, follow·up continued on the recommendations of the Fifth Africa-Indian Ocean application of a system of exchange of operational Regional Air Navigation (RAN} Meeting, a proposal for meteorological information in the form of bulletins amendment of the RAC Regional Supplementary Pro­ prepared by the MET Offices concerned so as to comply cedures was processed and a proposal for amendment of with the requirements of Table MET 2. Follow-up actioll Air Navigation 61 for the revision and updating of the requirements for Short and Reduced Take-of[ and Landing plain language exchanges of certain meteorological fSTOLfRTOL) Aircraft Developments phenomena (SIGMET} was continued in consultation with the States concerned and the user airlines, including The ICAO programme for gathering information relevant new steps to cover the exchange of aerodrome forecasts. to the design and operation (including the operating In this connexion, assistance was provided to several environment) of aircraft with STOL/RTOL capabilities States in drafting the corresponding proposals for continued by correspondence with participating States. amendment of the MET Plan, two of which have now Late in 1973, the Air Navigation Commission reviewed been circulated to States for comment. A consequential the trends in this field as determined from reports amendment of the CAR/SAM MET Plan resulting from received from participating States and from other recommendations of the AFI/S·RAN Meeting has also reports appearing in the technical press. At present, it been circulated. At its request, one State received advice appears that the development of STOL aircraft for on the practicability of integrating into a single cen· intensive short-haul application is slipping further into trailzed body all the different agencies engaged in the future and will likely be preceded by widespread use meteorological services. Measures have been suggested to of RTOL aircraft, some of which are already under one State to improve the co-ordination between its development. In view of this, and considering that meteorological and associated aeronautical services. developments in the STOL/RTOL fteld are proceeding at In the SAR field, assistance was provided to the a relatively slow pace and are stili in a very fluid state, Government of Peru in the review of the ftnal version of the Air Navigation Commission agreed that it is at the Multilateral SAR Agreement which was opened for present premature for ICAO to undertake the task of signature by the interested States in August and has been developing specifications related to aperation of these signed by ten CAR/SAM States to date. types of aircraft. The Air Navigation Commission further In the AIS fteld, in response to an invitation to agreed that this programme should continue as a suitable participate in an overall check on NOT AM Class I means of keeping ICAO abreast of developments in the exchanges, 12 of the 13 International NOT AM Offices in STOLfRTOL field and of providing a basis for the the Region completed the survey forms. On the basis of initiation of further action. the replies, a report on the prevailing situation regarding these exchanges, including suggestions for improvement, was circulated to the States concerned. Assistance was Accident lnvestigation and Prevention provided to three States in the drafting of amendments to their AlPs, advice was provided to another three FoUowing the First Meeting of the ADREP Panel (see countries so as to improve the chart presentation of their Section 2), a draft Manual of Aircraft Accident/Incident AlPs and another three countries were encouraged to Oassjfication for Electronic Data Processing (EDP} of issue NOTAM Class 1 summaries on a regular basis. Accident/Incident Infonnation was prepared by the Advice was provided to one State regarding the produc­ Secretariat and sent to Panel Members for review and tion of the World Aeronautical Chart - ICAO comment. As a result of the Panel Members' conunents a I:l 000 000 chart covering its territory and to another revised draft EDP Manual was prepared and will be State regarding the presentation of aerodrome obstruc· reviewed during the Second Meeting of the ADREP tion charts Type A. A review was made of States' Panel. seronautical information services to assess the degree of A Manual Data Reporting Form and a parent implementation reached by States and to update existing Manual Accident/Incident Classification Book, prepared information in the Air Navigation Plans. by the Panel Manual Data Processing (MOP} Working A meeting of civil aviation authorities of the Region Group, were reviewed together with the draft EDP was held at the Regional Office; several conclusions and Manual in order to ensure that the EDP and MDP agreements to foster the implementation of the Air systems will not only be compatible but identical as far Navigation Plan in South America were reached. as detailed data reporting is concerned. Twenty-six visits to the thirteen States of the Region In conjunction with Amendment 4 to Annex 13, were made by members of the Office and ten amend· which became applicable on 16 August, a system was set ment proposals to the SAM Air Navigation Plan were up for requeating Subsequent Notifications on accidents processed. which became known to the Secretariat from unofficial sources. The system only applies to those cases where 6. Projects given special attention during 1973 Subsequent Notifications have not been received within one month of the required reporting date. A form letter During 1973, special attention was given to a number of is then sent requesting information regarding the ac· projects in the technical field. An account of the more cident. A similar system was set up for requesting important projects is given below. Summaries of Reports from States. 6_2______~------~--- A11nuall3.~POrt of the Council- 1973 Aviatioll Medicine earlier reports were analysed by the Rescue and Fire Fighting Panel at its second meeting (1972). The new The development of the lCAO Manual of Civil Aviatiot reports will be studied by the Panel to permit verifica­ Medicine has progressed according to the schedules set. tion of some conclusJOns drawn m the previous analysis. The first edition is expected to be ready for distributioo To examine the characteristics required for runway early in 1974. As recommended by the PEL/TRG/MFD strips, particularly those including runways to be used Divisional Meeting (1970), the guidance material con· by large Jet aircraft or for precision approaches, further tained in the Manual is aimed at aiding the interpretatioo information was collected on aircraft undershooting, and implementation of the medical provisions of An­ running off or overrunning a runway. The Organization nex J. has received 803 reports on such occurrences, and an The collection of infonnation and data is continuing analysis was prepared as documentation for the Eighth on causes of career termination by professional flight Air Navigation Conference. crew, pilot and air traffic controller incapacitatioo, Revised information on removal of disabled aircraft assessment of borderline medical cases, application by was published as Amendment No. 2 to the Aerodrome States of the flexibility provisions and post-graduale Manual, Part 5, Volume I - Equipment, Procedures and aviation medicine training. Senrices. Amendment No. 3 to the Manual on Airport Master PUmning, which included information on airport Aerodromes capacity, was also issued. Information on land·use planning in the vicmity of airports was prepared and As a resuJt of a recommendation of the Sixth ElM. issued as a new Part (Part 8) of the Aerodrome Manual. Regional Air Navigation Meeting(l971) a programme to correlate equipment developed by States to measme Telecommunications runway braking action was established. Five States agreed to a programme to correlate eight different types The manuals on Teletypewriter Operating Practices and of measuring equipment over a variety of pavement on Planning and Engineering of the Aeronautical Fixed surface conditions. Tests were conducted from Janu;uy Telecommunication Network were both amended to to March and a report based on an analysis of the data keep them fully in line with the provisions of Annex 10. collected, indicating a possible need for amendment ()f The collection and analysis of statistics on the types Annex 14, was developed for submission to the Eighth and priorities of aeronautical fixed messages was con­ Air Navigation Conference. tinued and expanded with a view to grouping the With the help of a Study Group on Snow, Slush, Ice message categories and priorities in a better manner than and Water on Aerodromes, the Secretariat pursued is presently prescribed in Annex 10, Volume II. This studies on measurement of the runway friction coef­ study was primarily concerned with the procedures for ficient. This is to support specifications, included m handling diverted communications traffic in the event of Annex 14 as a result of Amendment 23, which call f()r a circuit failure; however, the data being collected are the provision of information on the presence of contami· also expected to assist in longer-term studies of the nants on pavement surfaces including their effect on future role and structure of the aeronautical fixed braking action. Proposals for revision of Annex 14 to service. reflect modern practices were developed for submission During J 974 the International TeJecommunication to the Eighth Air Navigation Conference. Union will convene a World Administrative Radio The Visual Aids Panel in 1972 developed criteria for Conference to deal with matters affecting the Maritime lighting to be used in operational performance Category Services. A study has been made of all frequency III conditions. The Panel completed its work on this allocation matters to be considered by the Conference matter during 1973 and a report for submission to the which might have a bearing on aeronautical interests of Eighth Air Navigation Conference was developed. concern to ICAO. The results of that study Jdentify As a result of a directive from the Air Navigation subjects of potential aeronautical interest on the agenda Commission, a complete editorial revision of Annex 14 and suggest action that, if taken by States, would be was undertaken by the Secretariat and submitted to the consonant with established ICAO policy. This guidance Air Navigation Commission for initial review. was circulated to ali Contracting States to assist them in To analyse the effectiveness of aerodrome rescue preparation for the ITU Conference. and fire fighting services, further infonnation was Among the many recommendations of the Seventh coilected on the frequency and nature of aircraft Air Navigation Conference was one related to the accidents involving fire and occurring on or in the co-ordination of systems developments which called on immediate vicinity of aerodromes. The OrganizatiQn ICAO in its future work to pay due attention to the received an additional 55 reports on aircraft rescue and interrelationship between advanced aeronautical tech­ ftre fighting operations. Three hundred and twenty·QRe niques, systems and sub-systems, in particular the Ali' NavigatiOn 63

interrelationship among those sub-systems, with the aim and Rescue) and decided to circulate it to Contracting of ensuring that a totaJ systems planning approach is States and designated international organizations for followed with due regard to ope[ational need, technical comment. The fmal review of the draft revised edition is feasibility and cost effectiveness. This very broad subject scheduled to take place early in 1974. is being explored in consultation with States to deter­ mine what additional measures can be taken by ICAO to Meteorology achieve the purpose of the reconunendation. Many airline operating agencies have a need to TwD important studies were completed with the help of conununicate with their aircraft at long distances which, consultants. One dealt with the effects on aircraft in most cases, dictates that only high frequencies (3 to operations of low-level wind shear and turbulence. It 30 MHz) can be used until such time as suitable recommended new ways and means to provide pilots aeronautical mobile satellite facilities become generally with information concerning these conditions which available. In consultation with States a short-term partial sometimes cause considerable difficulties in landing and solution to this problem has been evolved which includes take-off and which various meetings since 1964 had a set of controlling principles for the use of the limited considered with limited success. The other study revised number of high frequency channels which are at present and updated the aeronauticaJ requirements by operators available for this purpose. It is foreseen that a more and flight crewa for meteorological information in the complete long-term solution would require a reviSion of light of present and foreseeable flight planning practices the aeronautical allotment plans of the International of operators. Both studies will be issued as working Telecommunication Union so as to make more channels papers for the Eighth Air Navigation Conference (1974). available through channel splitting associated with the ThJS Conference will also consider those parts of a use of single sideband modulation techniques. thorough draft revision of Annex 3 and the PANS-MET, which was prepared during 1972 and completed in Rules of the Air and Air Tra[Ftc Services coasultation with the World MeteoroiogicaJ Or8fl1lization during 1973, that are appropriate to the theme of the Work continued on the task of updating and restruc· Conference (The Aerodrome and its vicinity). The turing the ICAO regulatory documents relating to rules remainder of the draft revision will be considered by a of the air and air traffic services. Initial draft texts of subsequent Meteorology Divisional Meeting (1974). new regulatory documents were further examined by a A Circular was completed on methods of assessing working group of the Air Navigation Commission. runway visual ranga, based on information suPPlied by Detailed draft procedures relating to the provision States on the principal methods and practices used in of information to aircraft by means of Automated reporting of runway visual range for operations in low Tenninal lnfonnation Service (A TIS) were developed by visibility. In addition, the existing approved procedures the Air Navigation Commission. Following consultations are described in the Circular. with States and International Organizations the draft The Air Navigation Commission developed a state· trocedures were finalized in draft Amendment 6 to the ment of aeronautical requirements for climatologicaJ PANS·RAC, lOth Edition, for consideration by the Air data. This statement is based on conunents from Navigation Conunission early in 1974. Contracting States and interested international organiza· In pursuance of a decision by the Council, the Air tions on a draft statement prepared by the Secretariat Navigation Commission initiated a detailed study on wluch took into account requirements for climatological interception of civil aircraft. It will review, early in data expressed in ICAO documents for aU types of 1974, draft material on the subJect for possible inclusion operations from International General Aviation (IGA) to in Annexes 2, 6, lO, 11, 15 and the PANS-RAC. SSTs. After approval by the Council, it will be trans· An analysis was undertaken of the existing provi· mtted to the World Meteorological Organization for the sions relating to the content and format of flight plans amendment and amplification by that Organization of and related air traffic services messages to update and it:l climatologicaJ forms and procedures. Simplify them. Work continued, with the assistance of a Secretariat Environment Study Group, on the development of regulatory and guidance material relating to the civil aviation safety Work has continued on the implementation of the lCAO aspects of the operation of large, unmanned free Action Programme regarding the Environment, which balloons for scientific purposes. WIS prepared pursuant to Assembly Resolution Alg·l2 Search and Rescue and was approved by the Council in 1972. Technical subjects on this programme include noise, sonic boom, The Air Navigation Commission gave preliminal)' con· engine exhaust emissions and aerodrome planning. There Sideration to a draft revised edition of Annex 12 (Search is already considerable progress in respect of the frrst 64 Alumal Report of the Council- 1973

two sub.1ects wluch are tn the hands of Council Comm1t· Regional Secunty Senunars provided the framework tees (Committee on Aircraft Noise and Sonic Boom within which States could co-ordmate their respective Committee) (see below). Aircraft engine exhaust emis­ security programmes on a regional hJsis where tins was sions represents a relatively new subject and a Study considered desirable or necessal)' and thereby ensured Group was established to assist the Secretariat in the development of complementary and compatible developing international spec1ficatwns on some aspects aviation security programmes to the benefit of all States and in establishing the need for such specifications on in the region, others. At the same time, progress was monitored or Elsewhere in this report several references are made work by States known to be active in this field and m to amendments to Techmcal Anne>..es covering aviation the field of aerodrome planning. Concerning the latter, security measures. A fust major revision of ICAO in accordance with a request by the Council to consider Security Manual was commenced by the Secretanat with the need for an 1tem on environmental issues at all the assistance of the Aviation Security Study Group. technical meetings, the Air Navigntion CommissiOn has For other developments regarding aviation security included an item on aerodrome environmental planning measures see Chapter VI, Section4. on the agenda of the Eighth Air Navigation Conference (!974). Aircraft/ln[rastrncture Compatibifity Aircraft Noise Work continued on the study on the feasibility of applying systems planning to the introduction of new Further progress in the development of noise cettifica· aircraft types. In accordance with Council decisions the lion specifications for different types of aircraft was Secretariat proceeded with the execution of Task I made by the Committee on Aircraft Noise which, as (Aircraft Characteristics for infrastructure planners)and noted in Section 2, held its third meeting in MarciL parts of Task 2 (Infrastructure Characteristics for air· Arising from that meeting, certain proposed amend· craft designers). ments of Annex 16 - Aircraft Noise - are currently A minimal list of aerodrome characteristics con­ being processed. sidered to be essential for aircraft designers was com­ As the result of consideration by the Air Navigatioa piled to facilitate the collection of data describing the Commission of communications received frem States existing mfrastructure; the Secretariat compiled from and interested international organizations, some prelimJ­ the sources available to it informatwn concerning nary data relating to nmse abatement operational prac· general airport characteristics and runways. This infor· tices and procedures have been circulated to States fer mation, stored in a computer in a way that will permit information. 1bis subject is being kept under review later analyses, was printed out and sent to States for with the objective of developing, at an appropriate time, verification and updating. In order to obtain jnformation additional ICAO specifications to supplement the on the infrastructure expected to be m being in 1975, guidance material already included in Attachment C of 1980 and l9g5, States, in response to a questionnaire Annex 16, prepared by the Secretariat, provided data similar to those Technical data relating to noise exposure indic~, collected for the infrastructure now existing. A survey received from States in response to recommendations of was also conducted to ascertain the distribution and use the Spt>cial Meeting on Aircraft Noise in the ViCinity of made in Contracting States of information provided and Aerodromes (Montreal, November - December 1969), disseminated by manufacturers, describing those charae­ have been prepared for early publication in an ICAO teristics of their aircraft that are important to airport Circular. In addition, other data relating to the effect of planners and designers. noise exposure on land-use planning have been developed for inclusion in the Aerodrome Manual. Audio· Visual Training Aids Security measures to prevent unlawful interference with international civil As part of its regular Audio·VJsual Aids Programme, the aviation and its facilities Organization produced the training films "Marshalling Signals", "Separation of Aircraft" and "Technical At the request of several States, a Regional Aviatioo Aspects of Accident Investigation". Two posters, "Three Security Seminar was held in Bangkok, 10-l3 Apri, Bar Vasis'' and "Taxiway Lighting" were produced in Eighteen States and three international organizations three language versions. Under the special programme participated. It provided a forum for an exchange of for the acquisition of printing rights of training films of information, experience and views on aviation security States, the film "Area Navigation" and some sequences programmes developed by States and the proble111s of animation of the film "Weather Forecasting of encountered by them. Participants also agreed that Tomorrow" were acquired. Air Navigation 65

/CAO Teclmica/ Manuals Programme Annexes and PANS. The comments of States on this subject were sought and after review by the Air The Council has been seeking means of implementing Navigation Commission, certain proposals were put the new policies in Assembly Resolution A18-13, before the Council. However, these were referred back Appendix S and Resolution AlS-14 concerning the to the Air Navigation Commission for further study and acceleration of ICAO's work on JCAO Tedmical a plan of action is now in the course of preparation, for Manuals to assist States in the implementation of consideration by the Council early in 1974. Chapter Ill

AIR TRANSPORT

I. Introduction The Conference was attended by delegates from 54 Contracting States and observers from 9 international Two major meetings in the air transport field were held organizations. The most significant actiOns of the in 1973, the Conference on the Economics of Route Air Conference and subsequent action by the Council are Navigation Facilities and Alfports and the Eighth Session described in Section 3. The Report of the Conference of the Facilitation Division. Based on recommendations was issued as Doc 9053-ERFA(I973). of these meetings, the Council adopted revised State­ ments to Contracting States on charges for Airports and Facilitation Division, Eighth Session Route Air Navigation Facilities and an amendmen1 of Dubrovnik, 6-22 Marcil Annex 9. The study of the feasibility of ICAO embarking on The Eighth Session of the Facilitation Division was held studies of international fares and rates was examined and in Dubrovnik from 6 to 22 MarciL It was attended by the Council initiated some follow-up work to aid the delegates, advisers and observers from 55 Contracting Assembly in deciding on a future work programme in States and by observers from 8 international organiza· this field. The Council aJso authorized an initial study of tions. The Report of the Meeting was subsequently the levels of international fares and rates in different issued as Doc 9055-FAL/8 (1973). The Division's parts of the world. recommendations and Council action on them are The first of the series of informal civil aviation described in Section 5. forecasting workshops arranged to allow the exchange of views among air transport forecasting bodies was held. Statistical Workshop Meeting In the statistical field a survey of States' wiltingrtess Mexico City, 13-16 February to participate in a programme of collection of coupon origin and destination statistics was conducted. The first An informal statistical workshop meeting was held in the edition of the Statistical Manual was fmalized for ICAO Regional Office in Mexico City in February. publication in the four ICAO languages. Participants from the governments and airlines of eight In the context of regional co-ordination of air States in the NAM/CAR region met to pool ideas and transport, as requested by the Assembly, the Council discuss common problems related to the collection of air considered what were the most efficient ways and means transport statistics, with the assistance of a statistical of providing effective service to States in the different officer from Headquarters and the an transport officer regions on air transport matters. Secretariat services were in the ICAO Regional Office in Mexico City. furnished to the European Civil Aviation Conference and the African Civil Aviation Commission, both of whlch Ovil Aviation Forecasting Workshop held plenary sessions in 1973. Some Secretariat allsist­ Montreal, 5-9 November ance was provided to the meetings that led to the establishment of the Latin American Civil AviahOn The first of the series of informal civil aviation fore­ Commission. casting workshops arranged to allow the exchange of views among air transport forecasting experts foreseen by Assembly Resolution Al6-22 was held in Montreal 2. Meetings from 5 to 9 November. Invitations were extended to ali States of the NAM/CAR region and some 40 participants Conference on the Economics of Route Air attended from 7 States and 3 international organi­ Navigation Facilities and Airports zations. Montreal, 6-23 February UbrksJwp Meeting on Economics of Airports The Conference on the Economics of Route Air Navi­ and Route Air Navigation Facilities gation Facilities and Airports (ERFA) was held in Arusha, 26 November- 5 December Montreal from 6 to 23 February to consider economic aspects of the provision of en route facilities and senices An informal workshop meeting on economics of airports and determination of related principles, and also ques· and route air navigation facilities was held in Arusha lions relating to the economics of international airports. from 26 November to 5 December at the mvitation of 66 Air Transport 67 the Governments of , the United Republic of data relating to route air navigation facilities and and Uganda. Participants from eight States in services. and adjacent to East Africa and two international One Recommendation of the ERFA Conference organizations met to exchange views on the economic which was the subject of considerable discussion by the aspects of airport management and of the operation and Council and by the Air Transport Committee and Air cost management of en route facilities and services. They Navigation Commission to which it was referred, was were assisted in their deliberations by the air transport Recommendation No. 2 which asked the Council to officer from the Cairo RegionaJ Office. explore the possibility of regionaJ air navigation meetings assessing the costs and banefits associated with 3. Economic Activities implementation of proposed additionaJ facilities and services, and the impact which their implementation will The study of the development of intemationaJ air have on users as a result of the cost recovery through passenger travel to, from and within Europe - the fifth charging systems. The Council recognized that the in the series of regionaJ air passenger studies - was practicability of restructuring regionaJ air navigation reviewed by the Air transport Committee in March and meetings to allow sophisticated cost/benefit anaJysis was issued as Circular 114-AT/29. Work was initiated on the doubtful, but concurred with the aim of having closer next study in the continuing programme of regionaJ attention given to the economic justification for facili­ studies under Resolution A18-20, a study of air freight ties and services. It therefore agreed to implement a development for the East and South Asia and Pacific procedure on a tria] basis by which, as soon as possible region. following a RAN meeting, an evaluation would be made Following Council's acceptance in November 1972 of the costs of those facilities and services recommended of a request addressed to ICAO by the Government of by the meeting on which objections were maintained Venezuela on behaJf of thirteen States of the Caribbean following the meeting, and this evaJuation would ba Sea that ICAO prepare documentation for a meeting of taken into consideration by the Council when reviewing those States on air transportation, three papers were the RAN facilities and services on which States had prepared, one summarizing work of ICAO on studies of made reservations. The Council aJso agreed that this air transport fares and rates, one presenting a factual more simplified cost evaJuation exercise might be used, inventory of the existing air transport services in the on a trial basis, at regiona1 air navigation meetings in countries of the region and one describing documen­ examining the objections expressed during those tation available on co-operative arrangements between meetings. airlines. In accordance with ERFA Recommendations On the basis of the Recommendations of the relating to the economics of internationaJ airports, the Conference on the Economics of Route Air Navigation Council agreed to examine the possibility of introducing Facilities and Airports (ERFA), the Council approved a regular collection of aJrport financiaJ statistics. The ad revision of its Statements on Charges for Auports and hoc collection of airport fmanciaJ data which was Air Navigation Route Facilities. These Statements submitted to the Conference was published in August as include the Council recommendation that the charge for Circular 115-AT/30, entitled The Economic Situation of the use of route air navigation facilities should, as far as /ntemational Airports- 1970. possible, be a single charge per flight and the charge The study of the feasibility of ICAO embarking on should be based essentially on the distance flown within studies on intemationaJ air transport fares and rates, a defined area and the aircraft weight. However, the caJied for by Resolution A18-17, was examined by the statements recognize that either or both of these two Air Transport Committee and Council early in 1973. On factors need not be considered in areas where distance the basis of this study the Council decided that the flown andjor aircraft types are reasonably homogeneous. Secretariat should initiate a first study, for pubilcation if The Council agreed to recommendations by the possible before the 1974 Session of the Assembly, which Conference concerning the study of cost accounting and would present anaJyses and regionaJ comparisons of the cost aJlocation principles related to route facilities and actual levels of intemationa1 air transport fares and rates services and directed that the study be undertaken with on scheduled services, supplemented with data on the assistance of a panel. to be constituted of experts in average revenues and, if possible, on non-scheduled rates. the fmanciaJ administration of route facilities. Nomina­ A further short-term project, supplementing the feasi­ tions for membership on the panel were received from bility study, is a further exploration of whether differ­ eleven governments and aJI nominees were appointed by ences in fare levels can be explained by corresponding the President of the Council. This Panel, scheduled to differences in traffic and operating conditions. This hold its first meeting in March 1974, will also have the work was undertaken with the assistance of a smaJI task of recommendmg the most appropriate fonnat for group of experts, with a view to the results being ready the biennial collection by ICAO of financiaJ and traffic for submission to the 1974 Session of the Assembly. 68 Annual Report of the Council- 1973

To meet a request from the Universal Postal Union, consultatiOil of the Statistical Panel on the technical ICAO submitted comments to that body on the formula feasibility of collecting coupon origin and destination they use in the establishment of air mad conveyance statistics, a survey of States· willingness to participate in rates. These comments were available to the UPU's Air a collection of such statistics and theu views concerning Mail Committee at its meeting in May 1973, but that disclosure practices was conducted. On the basis of this Committee decided that they could not be taken into survey, the Atr Transport Committee at the end of the account before the next Postal Congress, in 1974, year decided that, before recommending that Council primarily because the directtves given at the previous embark on an experimental collection of COD statistics, 1969 Congress ruled out any departure from the existing it was preferable to inform States of the responses to the guiding principles at this time. Consequently the letter earlier survey, present a specific proposal to them which infonning ICAO Contracting States of these develop­ took account of their views and ask them to confinn ments made clear that if the ICAO comments were to their willingness to participate in the proposed pro· receive any consideration at the 1974 Congress, it would gramme in the light of this further information. have to be on the initiative of some State. The Statistical Manual, which is intended to serve In March the Organization as usual furnished the as a guide to those who provide civil aviation statistics UPU with statistics on the financial situation of inter­ and those who use them, was published around the national airlines for the year 1971. Also, to assist the end of the year. This Manuaf will be updated from UPU in developing air mail conveyance rate forecasts for time to time. the period 1976-1981, ICAO provided them with an A major development in the production of the analysis of trends of operating costs of international ICAO D1gests of Statistics during the 1972·1974 trien­ airlines. nium is transition to data processing. This transition has The first of the series of informaJ civil aviation caused some inevitable delays in publication of certain forecasting workshops arranged to allow the exchange of Digests. Also, in order to make full use of the computer views among air transport forecasting bodies foreseen by facility, a change in physical format of the Airline Assembly Resolution A16-22 was held in Montreal from Traffic Digest is being implemented. 5 to 9 November 1973. The workshop was arranged for The first collection in tht- regular programme of participants from the North American/Caribbean region. statistics of non-scheduled commercial air transport, for It used the Manual on Air Traffic Forecasting (Doc the year 1971, has been published in Special D1gest of 8991-AT/722) as a basic working document and Stahstics No. 175, Although incomplete, 1971 reporting discussed such questions as the accuracy of air traffic was better than anticipated and it is hoped that as States forecasting in the past, conversion of forecasts into and their operators develop more experience with the planning criteria, desirable practices in the presentation system of reporting non-scheduled statistics, the quality of forecasts, and certain issues related both to short- and and quantity of reporting will improve. long-term forecasting. The Council decided that States should me Air For the purposes of future economic studies in the Transport Reporting Form D-1 (Fleet and Personnel} for air transport field, Contracting States were asked during their domestic scheduled airlines as well as their inter· 1972 for information on the weight and value of goods national scheduled airlines beginning with the year 1973. in international trade, and particularly in trade by air. This will enable ICAO to produce worldwide aircraft Subsequently the Legal Sub-Committee on Revision of fleet and aircraft utilization statistics covering both the Warsaw Convention developed a recommendation scheduled airlines and non-scheduled air transport which called for similar information to be placed before operators. the Legal Committee. The Air Transport Committee in As reported m Section 2, a statistical workshop May examined whether the data received from States was held for States of the NAM/CAR region early in was adequate for the purpose of the Legal Committee 1973. Furthermore, air transport officers m the Regional and agreed that while it was in part, in order to satisfy Offices have given guidance and short courses on air the needs of the Legal Committee to the greatest extent transport statistics to civil aviation department officials. 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 5. Facilitation transmitted to the Legal Committee early in 1974. The Eighth Session of the Facilitation Division was held in Dubrovnik from 6 to 22 March and was attended by 4. Statistics delegates, advisers and observers from 55 Contracting States and by observers from 8 international organiza· In furtherance of the study on future development of tions. The Division adopted 34 A-type recommendatiOns ICAO statistics in the field of traffic flow, following concerning Jmendments to Annex 9 and 19 B-type Air Transport 69

recommendations not affecting the Annex. In general, mentioned in the paper to be presented to the 21st the A-type recommendations dealt with items such as Se1sion of the Assembly under the facilitation item on the elimination of the Passenger Manifest requirement; its agenda. introduction of the dual-channel baggage clearance As in previous years, liaison was maintained with system at international airports; electronic data pro­ other international organizations having an interest in cessing techniques in the handling and clearance of air facilitation such as the United Nations and its regiona1 cargo; greater facilitation in the clearance of containers/ Economic Commissions, the World Health Organization, pallets and their loads; establishment of warehousing the Inter-Governmental Maritime Consultative Organiza­ facilities at international airports; provision of mech­ tioo, the Customs Co-operation Council, the Inter­ anized baggage dispensing systems in baggage claim national Air Transport Association, the International areas~ facilitation of disaster relief flights~ measures Urian of Official Travel Organizations, etc. Assistance in relating to unlawful interference with international civil overcoming facilitation problems was given to Contract­ aviation; etc. ing States mainly through correspondence but, when After having invited States' comments on the circumstances permitted, also through visits by facili­ Division's A-type recommendations, the Air Transport tation experts from Headquarters. Congo (People's Committee conducted a review of Recommendations Re~ublic of), Denmark, Ethiopia, Kenya, Sweden, A·l to A·32. In a separate action the Committee also Tanzania (United Republic of), Uganda, United States conducted a review of proposals which had been and Zaire (Republic of) were visited for this purpose. commented on by States for amendments to Annex 9 on By the end of 1973, 45 Contracting States had the subject of Unlawful Interference {including Recom­ notified the Organization of the extent of their com­ mendations A-33 and A-34 of FAL/8). As a result the pliance with JCAO's Policies on TOxation in the Field of Committee submitted a composite amendment of International Air Transport (Doc 8632.C/96g) adopted Annex 9 to Council whiclt adopted it as Amendment by the Council in 1966. An amendment to the Supple­ g to the Annex, to become effective on 15 April and ment to the document contairring the information is applicable on 15 July 1974. expected to be published in early 1974. The &type recommendations of the F AL Division The Fourth Intermediate Session of the European dealt with such matters as study of a standard traffic Civil Aviation Conference (ECAC) in 1972 adopted form; continuing programmes to inform passengers of Retommendations Nos. 7-13 which had been proposed entry requirements and procedures; systems of identi· by the Second Meeting of the ECAC Faciiltation fying, classifying and labelling dangerous or hazardous Conmittee. Information received since then froru ECAC cargo; dynamic public information displays at intema· Member States on the status of implementation of those tional airports; establishing of Airport FAL Committees; recommendations in their respective territories was unlawful interference with international civil aviation, puttished and forwarded to all ECAC States in late and others. The Division also adopted a recommendation 1913. on the continuation of the work of the Panel on Passport Cards and its conclusion by mid-1974. These 6. Participation of the Regional Offices 8-type recommendations were cons1dered by the Air in Air Transport Activities Transport Committee and proposals for action on them submitted to the Council. The action taken by the latter All Regional Offices participate in ICAO air transport is reflected in Supplements I and 2 to the Division's actil'ities and air transport officers are on the staff of Roport (Doc 9055-FAL/8(1973)). each Office. BY means of correspondence and, primarily, Eighty-two Contracting States had notified the by missions to States, the officers provide assistance and Organization by the end of the year of the status of liairon with ICAO on air transport matters and obtain implementation in their respective territories of An· information from States. The conclusions of the ICAO nex 9, Sixth Edition. These notifications were published regional air transport studies on air passenger and air in the Supplement to the Annex and brought to the freight development served as a basis of discussion in attention of all Contracting States. those regions where such studies have been prepared. In October the Air Transport Committee, in order States were encouraged to complete and return to ICAO to assist the Council in fulnJling its obligation under air transport statistical reporting forms, to inform ICAO Clause 4) of Resolution Al6-27, carried out a review of of charging policies, to implement the ICAO Facilitation the status of implementation of Annex 9, Sixth Edition. provisions and notify differences to ICAO and to The Council, at its first sesSlon in 1974, will consider the establish national facilitation committees. Information Committee's report on this subject which, inter alia, was obtained from States on the future development of enumerates the particular aspects of the Annex which theiJ air transport activities, including plans for inter· are beHeved to require further intensive work by States airline co-operation, airport development and new routes and their operators at this juncture. These aspects will be andoervices. 70 Annual Report of the Council- /973

As required by clause l(c) of Resolution AlB-11, and Cairo Regional Offices and from Headquarters. The the Council examined the needs of States in the air Second PJenary Session of APCAC was held from 3 to transport field and considered the most efficient wtys l4 April in Accra. The APCAC Bureau (the executive and means of providing effective services in the regiGns body, composed of the President and four Vice­ so that States may be served as well as possible in air Presidents) met twice in 1973, in Accra in March just transport matters. It was noted that ICAO is providrng prior to the plenary session and in Tunis in September. services to States on a regionaJ basis through both ihe The work of APCAC in the air transport field, based Regional Offices and Headquarters, though limitations on the directives of the plenary session, was in 1973 of time and travel funds do not allow most regional air devoted primarily to non-scheduled operations, in­ transport officers to visit the States in their respecttve cluding regular collection of statistics and development region sufficiently frequently to provide a complettly of a common APCAC policy on regulation of non· adequate liaison with ICAO. The Council took ttlis scheduled operations; optimum development of inter­ factor into consideration when drawing up the bud~et national air services, on which a consultant was engaged estimates foe the 1975·1977 triennium. A furtler to prepare a study; publication of the study of policies conclusion was that a primary need for States in sorne of AFCAC Member States on bilateral air transport regions is the development of air transport sectiGns agreements as AFCAC Circular No. 3; preliminary within their civil aviation administrations. In this regnd examination of the scope and cost of studies to the Council requested the Secretary General to contiflue determine the contribution of civil aviation to the as actively as possible to promote training in the air development of national economies of AFCAC Member transport field for personnel in n:ationaJ administratioos. States; continued promotion of the ICAO facilitation and statistical programmes; and efforts to define and Air Transport Work in Africa and the Middle East meet the training requirements of APCAC Member States in the field of international air transport statistics. African Office ( Dak4r I The plenary session also looked into questions of Activities in the air transport field were devo1ed training and decided that a seminar on advanced pilot primarily to the African Civil Aviation Commissnn training in Africa should be held in 1974. It further ( APCAC) for which the air transport officer contimed instructed the Bureau to convene a seminar in 1974 at to serve as Secretary (see below). The officer visited six which medical experts w:ill discuss the question of States in the region to discuss air transport matters on sickle-cell anaemia. On tl1e question of fostering arrange­ behalf of both ICAO (to cover severaJ of the fields ments between States whenever this will contribute to mentioned in the preceding paragraphs) and APCAC. the implementation of ICAO Regional Plans, the Bureau was instructed to consider without delay any requests Middle East and Eastern African Office(Cairoj received from fCAO for action by AFCAC. The ah transport officer visited four States in the regbn The Secretary of APCAC, as. well as undertaking a to discuss questions regarding the ICAO air transport number of liaison visits to States to co-ordinate AFCAC work programme. Active liaison was maintained With activities, represented the Commission at the lOth regional civil avjation, postal, travel and tourist organita­ Anniversary Ceremony of the Organization of African tians. Assistance was also extended to the Beirut CN'il Unity (OAU) and the Assembly of Heads of States and Aviation Safety Centre in its programme of training in Governments of OAU, where matter$ concerning the ~he field of air transport economics. strategy of the economic development of Africa, The Office continued to provide assistance to tne mcluding air transport, for the second decade of OAU Secretary of APCAC when called Upotl (see below). The were discussed. He also represented APCAC at the air transport officer assisted in serving the Secood Eighth Triennial Session of the European Civil Aviation Plenary Session of AfCAC in April and in following 1p Conference (EC AC), toge1her with the President of the recommendations of that Session, notably in he APCAC. The Commission was also represented at the fields of statistics and non-scheduled opera dons. 13th Annual Conference of the International Civil The air transport officer served as secretaryfadvi~er Airport Association and the II th Session of the Civil to the informal workshop meeting on airport and route Aviation Council of Arab States. facility economics in Arusha and the United Republic of Tanzania (see Section 2). Air Transport Work in the Americas

African Civil Aviation Commission ( AFCAC/ Norrh American al1d Caribbean Office The air transport officer in Dakar continued to serve as Mexico O'ty Secretary of AFCAC through the agreement that ICAO fn the air transport field the Office participated in the provide secretariat services to the Commission, receivirlg organization and condtiCI of the statistical workshop any nec-essary assistance or expert advice from the Dal

provided to seven States in determining which are the sions of Annex 9 (Sixth Edition), and their position present differences between their nationa1 regulations vis-i't-vis Council's Resolutions and Recommendations on and practices and Annex 9. Information on the air T~xation (Doc 863 2). Assistance was provided to four transport activities of CAR States has been gradually States in the preparation of amendments to the PAL coUected by means of correspondence or in the course Section of their AlPs and to three States on the of visits to States. At the request of the Central coo.stitution of Airport F AL Committees. American States, assistance has been provided to them in The air transport officer represented the Organiza­ the compilation of traffic flow statistics. The establish­ tion at the Sixth Meeting of Directors of Customs of ment of nationa] F AL committees or reactivation of A10ciacibn Latinoamericana de Ubre Comercio and at same has been encouraged where this action is required. tie Seventh Meeting of the Committee on Research and The questions of air transport economics, statistics and Pluming of the OAS Inter-American Travel Congress. facilitation were documented by the Office for the XV Liaison was maintained with the inter-governmental Meeting of DGCAs of and Panama, on mganizations interested in the development of air the bssis of which this Meeting adopted several resolu­ trmsport and tourism in the region, notably OAS, tions aimed particularly at intensifying statisticaJ and IUOTO (RegionaJ Office for the Americas), ALALC and facilitation activities. A working paper was prepared, for the Andean Pact. Three of the twelve States to whiah the infonnal AIS/MAP meeting of CAR States, con­ the Office is accredited were visited an connexion with cerning the preparation of amendments to the FAL a:t transport activities. section of their AlPs. At the request of one State and one dependent territory, assistance has been provided to Lrltin Amnictm avll APiation Commiuion (LACAC} them on the air transport aspects of two airport en the basis of the decisions of the First Conference of construction projects. A seven-week statistics course has Aeronautica1 Authorities of Latin America, held in been prepared to be given to participants from Central BJgota, Colombia, in July 1973, the Second Conference, American States. Nine of the fourteen States to which meeting in Mexico City from 11 to 14 December 1973, the Office is accredited were visited in connexion with e1tabtished the Latin American Civil Aviation COJ1ll11is.. air transport activities. The ICAO Representative and the sbn (LACAC), with membership open to States of air transport officer attended the Conference estab· S:luth and Central America (including Panama), Mexico lishing the Latin American Civil Aviation Commission alld the Canbbean. The Statute of the Commission came (see below). il.to force provisionally on 14 December 1973 and wU1 1% in force definitively when approved by twelve States. South American Office (Lima} With the primary objective of providing Member States A meetin@: of civil aviation authorities of the SAM region with a framework within which to discuas and plan in October 1973, convened by the Regiona1 Office at the measures for co-operation and co-ordination of their request Of a number of States in the region and held in civil aviation activities, the Commission is similar to the the RegionaJ Office, dea1t with various air transport, air African and European civil aviation bodie5. Uke these navigation and technical assistance regionaJ questions. It bodies the Commission has requested the Council of adopted a number of conclusions, agreements and ICAO that JCAO should provide secretariat services to resolutions in support of the ICAO air transport pro­ the Commission. The Secretary General of ICAO gramme and as suggested in Circular 90-AT/16 the !Kldressed the opening session of the Mexico City meeting a]so adopted some measures aimed at accel­ Conference. The air transpOrt officer in the Lima Office erating the development of intemationaJ air passenger participated in preparing documentation for the Con­ travel in the region. The meeting also adopted a ference, including the draft Statute, and attended the resolution requesting the coUaboration of JCAO in the Conference, together with the lCAO Representative and preparation of a draft constitution for a Latin American the air transport officer from the Mexico City Office. civil aviation body for submission to the Second Conference of Aeronautical Authorities of Latin America in December 1973 (see below). Air transport work in Europa Amendments to the Manual of Airports and Air Navigation Facility Tariffs (Doc 7100-AT/707) con­ European Office (lbrfs) cerning six States were prepared for inclusion in the lhe primary task of the air transport officer in the Paris 1973 edition of this Manual. SeveraJ States were assisted Office continued to be the provision of secretariat in the provision of information to JCAO on the survey assistance to the European Civil Aviation Conference questionnaire regarding proposed JCAO collection of (ECAC) in accordance with Assembly Resolution Coupon Origin Destination (COD) Traffic Flow Stat­ A 10..5. Headquarters were regularly informed about IStics, the lCAO Air Transport Reporting Forms, differ­ ECAC activities and financiaJ arrangements with ECAC ences between their national regulations and the provi- for the secretariat services furnished by the Organization 72 Annual Report of the Council ·- /973

continued as in the past, subject to some adjustments of The Teclmical Committee of ECAC met in May to rates charged to ECAC to take account of increased constder the proposals submitted by two of its working pnces. Additionally, the air transport officer visited two groups and the future work pro~ramme of ECAC in the States in the region which are not members ofECAC to technical field. l! made arrangements for the consolida· discuss questions regarding the ICAO air transport work tion of past technical recommendahons and for tbe programme. elimination of those no longer in force. It also approved a new method of categorization of airborne navigation European Ovil Aviation Conference (ECACJ and communications equipment and a draft recommen­ ECAC held its Eighth Triennial Session in dation on the categorization of certificates of airworthi· from 25 to 30 June 1973. Three of the four Standing ness for rotoccraft. Committees of ECAC, as well as working groups of these The results of the Standing Committee and working Committees, the Co-ordinating Committee and the group meetings were examined by the Eighth Triennia] Directors General of civil aviation of ECAC Member Session, which adopted a resolution on North Atlantic States also met during the year. A list of these 30 fares and rates and nine recommendations dealing with meetings appears in Appendix 5. matters referred to above and such questions as common The Economic Committee/1 (scheduled air traJ.s· ECAC practices with respect to applications for trans· port) revived a special group of experts to foilow up the atlantic flights by private travel clubs operating large ICAO Study, Development of International Air Passen­ aircraft, price control of advance booking charters and ger Travel-Europe (Circular 114-AT/29) issued in the tariff control and other conditions for inclusive-tour middle of the year and the "Review of the economic charters on the North Atlantic. In addition to the development of the airlines of ECAC Member States" election of new officers for the next triennium, the updated by ICAO in 1972. The situation of North Conference approved a work programme which will Atlantic fares and rates was the subject of particular entail the undertaking of additional activities and a attention throughout the year: a recommendation for budget which will allow, inter a/ill, for an increase of the the maintenance of the status quo of passenger fares was sums reimbursed to ICAO on account of administrative adopted in March and a Seminar on the long-term and language services costs. economic consjderations which affect the passenger fares The 1967 lntemationaJ Agreement on the Procedure structure in the North Atlantic was held in September. for the Establishment of Tariffs for Scheduled Air Contacts were established with the Organization for Services was ratified by Cyprus, thus bringing the total Economic Co-operation and Development (OECD) to number of ratifications at the end of the year to 14. 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 Air Transport Wod:: :in the Far East and Pacif'JC inter-city transport in Europe. A Manua1 on the status of implementation of ECAC recommendations on sched­ uled air transport was published in June. The Economic Far East and Pacific Office (Bangkok) Committee/11 (non-scheduled air transport) continued The air transport officer visited seven States in the its efforts towards the harmonization of ECAC Sta1es' region to discuss questions relating to the ICAO air regu]ations and policies on non-scheduled air transport. transport work programme. The first of a series of air Considerable work was devoted throughout the year to transport seminars, for the western area of the ASIA/ the development of measures to accompany the intro­ PAC region, was convened in Bangkok in August 1973 duction on the North Atlantic of the "advance bookmg and action was initiated on some of the suggestions charter" concept adopted by Canada, ECAC and the emanating from the seminar. Preparatory work on the United States in the last quarter of 1972: recommen­ convening of the next seminar, to be held early in 1974, dations were formulated on the control of this new for States of the eastern area, was initiated. charter category and on the introduction of an addi­ States were encouraged to provide statistics on air tional category to be known as "special event charters" transport through the ICAO statistical reporting forms and discussions were resumed with Canada and the and other required data separately, including data on air United States authorities to review the North Atlantic freight at international airports for the ICAO study on charter situation in 1973 and consider arrangements for air freight development in the region. 1974. Non-scheduled traffic statistics, as in previous States were requested to provide mformation on the years, were published in the form of a digest containing activities of their nationaJ facilitation committees and on data for the twelve-month period ending 31 October the status of implementation of the provisions of 1972 and consolidated with statistics on intra-European Annex 9. These requests were followed up during scheduled operations (domestic and international in misstons and. where practicable, meetings of the national 1972). aJJd/or a1rport fac1litation commJI!ees were attended. Air Transport 73

Administrations were encouraged to take appropriate and follow-up of the Regional Aviation Security Seminar foUow-up action on the recommendations of the held in Bangkok in April. 8th Session of the PAL Division. The opportunity was The Regional Office extended its usual co-operation taken at the !8th Meeting of the lATA FAL Advisory to the Economic Commission for Asia and the Par East Group in Bangkok to establish appropriate informal (ECAPE) through participation in the meetings of its liaison with members of that Group. States were 1ransport Committee and its Sub-Committee on canvassed on the suitability of an early date to convene Tourism and Facilitation. Papers prepared by the Office an Area PAL Meeting and, on the basis of the majority were presented at the two meetings. view, the meeting was scheduled for February 1974. The importance of training administrative officiaJs Action was taken both with respect to physicaJ arrange­ in air transport economics was emphasized at every ments for the meeting and to the enilstment of c:yportunity, and a paper on the subject was submitted region-wide support. to the Eleventh Informal Meeting of DCAS of the Support was provided for the preparation, conduct SEA/PAC Regions, held in Auckland in November. Chapter IV

JOI~T FINANCING

I.Genornl (I) I 00 per cent of ATS costs, (2) 30 per cent of MET and related MET/COM Work in the joint financing field in 1973 was concened costs, chiefly with (I) the planning and holding of the 1973 (3) IOO per cent of the costs of the Main Meteoro­ Second ICAO Conference under the 1956 Danish ~d logicaJ Office at Keflavik, Icelandic Joint Financing Agreements, (2) the planning (4) 90 per cent of NAVAJOS costs(Loran), and for the Eighth fCAO Joint Financing Conference on (5) 100 per cent of AEROCOO costs(including the North Atlantic Ocean Stations (NAOS/8), and (3)the NAT cable rentaJs); carrying out of the Organization's genera] responsibilities (d) the charge to be introduced 1 January 1974 aim at under these three Joint Financing Agreements. an initial cost recovery rate of 40 per cent, auto· Negotiations pursuant to Assembly ResolutJon maticaJiy increased to 50 per cent l January 1976. Al4-37 for participation in the Danish and tceJa!Kiic If at the end of 1978 a unified system of charges for Joint Financing Agreements continued with India, lsr.ael, flights across the North Atlantic is not yet in force, Mexico, , Portugal, Spain and the Union ofSotiet another Joint Financing Conference be convened SociaJist Republics, which were operating regular trans­ with the aim of reviewing the whole system as atlantic air services north of the 40th parallel North but established by the Conference; were not contributing to the support of the jointly (e) the Council concur with the decision of the Govern· financed facilities in Iceland, Greenland and the Faroe ments of Denmark and Iceland, accepted by the Islands. Conference, to request the United Kingdom Govern­ The Second Conference on the 1956 Danish md ment to act as their Agent in the billing and Icelandic Joint Financing Agreements was held at the collecting of tl1e charges as institute-d. Organization's European Office in Paris from 27 March Other recommendations were related to the use of to 5 April 1973. The Conference was attended by 81 revenue collected from charges for adjustment of Joint delegates, advisers and observers from I 5 States parties Financing contributors, the study of the FIR structure to the 1956 Danish and Icelandic Joint Financing in the North Atlantic, the continuation of Loran A Agreements, 2 other States whose civil aircraft operators System and the deletion of Dalatangi from Annex I, fly the North Atlantic north of 40°N, and 4 inter­ Part JJA, to the 1956 (celandic Joint Financing Agree­ nationaJ organizations. The Conference reached a ment. number of conclusions concerning the future of the In the latter part of 1973 Denmark and Iceland 1956 DanSsh and Icelandic Joint Financing Agreemnts indicated that due to legaJ difficulties it was not concerning their technical and fmanciaJ aspects. practicable for them to institute user charges on The Conference recommended, inter alia, that: 1 January 1974 (as recommended by the Council) but (a) in accordance with Article XIV(2) of the 1~56 that they hoped to be able to do so by I July 1974. Tile Danish and Icelandic Joint Financing Agreeme1ts, Council urged Denmark and Iceland to take the neces­ the Council request the Governments of Denrrruk sary action to make it practicable to implement t11e and Iceland to institute, commencing I Jamnry Recommendations of the DENflCE/2 Conference as 1974, a system of charges for the use of those puts soon as possible, thereby fulftl!ing the intent of t11e of the Services attributable to civil aviation; parties of the 1956 Danish and Icelandic Joint Financing (b) as regards the 1956 Danish Agreement the fol!oMng Agreements under Article XIV thereof. percentages of the jointly financed costs be allo­ cated to civil aviation: (I) 30 per cent of MET and related MET/COM 2. Agreement on the Joint Financing of costs, Certain Air Navigation Services in (2) 100 per cent of AEROCOM costs (including the Greealand and the Faroes, 1956 NAT cable rentals), and (The Danish Joint Financing Agreement) (3) 90 per cent of NAVAJOS costs (Lorans md NDB); In March 1973, following receipt of unanimous consent (c) as regards the t956tcelandic Agreement the foUow­ of the Contracting Governments, the Council approved ing percentages of the jointly Hnanced costs be an increase in the cost limit in Article V of allocated to civil aviation: the Agreemellt effective l Jmwary 1972 from 74 Joint Financing 75

U.S.$3 142 379 to U.S.$3 549 998, which was based on rable IV-I. The Danish Joint Financing Agreement the 1973 estimates plus a margin for contingencies u.s. representing 10 per cent of all estimated costs other than Dollars those related to the ICE/CAN cable rentals. The rate of A11stralia 6 453.69 exchange used was the IMF Central Rate ofU.S.$1.00= BElgium 51 734.79 D.Kr.6.9g. Catada 269 382.09 Actual costs in 1972, audited in 1973 and approved C11ba 3 428.55 by the Council in October 1973, were U.S.$3 295 376, C:techoslovak Socialist Republic 22 264.86 about 1.67 per cent above the estimates. The various 56 269.00 under-expenditures almost balanced the over­ ~nmark FillJand 22 554.61 expenditures: notably the under-expenditure for the Flallce 158 650.45 Loran Stations due to substantial savings in maintenance Gtrmany, Federal Republic of 256 903.21 costs of new buildings and equipment introduced in G.eece 101 496.79 recent years. At Frederiksdal, further savings resulted Iceland 81 126.15 from the reduction of personnel plus the fact that their lrdand 65 579.46 1972 salary increase was not paid in 1972 but carried Ittly 91 713.46 over to the 1973 account. As to the over-expenditures at Japan 886.60 Greenland Stations, they were due to the following: so N~therlands, Kingdom of the lSI 827.04 (a) new agreements concluded with radio operators, Norway 43 201.66 radiosonde personnel and telecommunications P<:k.istan IS 760.65 experts; Sweden 64 995.77 (b) high transportation cost caused by extraordinary ice Switzerland 75 911.41 conditions at Tingmiarmiut, Kap Tobin and Prins Un.ited Kingdom 711 906.66 Christian Sund; and Ullited States I 306 724.90 (c) fire at Dundas and high winds at Upernavik, Narssarssuaq and Angmagsalik. 3 608 nt.go On the basis of the number of transatlantic crossings Denmark (fixed 5% share north of the 40th parallel made by its civil aircraft in for special benefits) 191 176.43 1972, each Contracting Government's final share of that 3 799 948.23 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 ditures previously approved by the Council. The rising exchange rate of 6.28205 Danish Kroner per U.S. ce&t trend compounded by the devaluation of the U.S. Dollar) are shown in Table IV.L l)(lllar (at the time of Council review of the 1974 In October 1973 the Council, in accordance with estimates U.S.$1.00= D.Kr.6.28205) caused the 1974 Recommendations Nos. 1, 3, 5 and 8 of the Second estimates to exceed the limit on annual costs recently ICAO Conference on the 1956 Danish and Icelandic flied in Article V of the Danish Joint Financing Agreements and based on the 1972 audited actual costs Atreement by U.S.$321 922. The Government of and 1972 crossings by all civil aircraft across the North ~nmark accordingly proposed, pursuant to past Atlantic north of 4o<'N, determined a single user charge practice and Article XXII(l)(b) of the Agreement, that per civil aircraft crossing of the North Atlantic for the the Article V limit should be raised to U.S.$4 185 850. cslendar year 197 4 for the jointly financed ~rvices in The Government of Denmark also proposed new capital Greenland and the Faroes as D.Kr.49 (equivalent to expenditures estimated at U.S.$151 653 necessary for U.S.$7 .80 at the rate of exchange of U.S.$1.00 = the continuation of the setvices. In December 1973, D.Kr.6.28205). Council gave its approval to the new capital expendi· The 1974 estimates submitted by the Government tures, subject to the Secretary General's obtaining the of Denmark in November 1973 totalling Kr.24 323 595 cmsent of Contracting Governments to the proposed or U.S.$3 871 920 were 5.88 per cent higher than those inorease m the limit on annual costs, as required under for 1973 due mainly to increasing costs of supplies and A1ticle XXII(I)(b) of the Agreement. The Council also increases in salaries, to severe storm damages at Dan­ indicated that 1t was satisfied with the estimates and markshavn in 1973, to the rental of a voice circuit for authorized to make quarterly advances in 1974 to the remote control of the VHF facilities at Prins Christian Government of Denmark, totalling U.S.$3 549 99g Sund and Frederiksdal from Gander, to an increase in representing 100 per cent of the existing cost limit in the interest rate from 7 per cent to 8 per cent per annum Article V, 91.68 per cent of the estimates and 93.42 per and to implementation of substantial new cap1tal ex pen- cent of the 1974 assessments. 76 Annual Report of the Council /973

The annual report on the operation and utJlizatiot Table IV-2. The Icelandic Joint Financing Agreement of the jointly financed services in 1972 (Doc 9070\ u.s. issued in August 1973, showed that: Dollars (a) nine meteorological stations in Greenland madt Australia 5 003.63 26 349 surface synoptic, 3 571 radiosonde anl Belgium 37 854.81 3 262 radiowind observations and the average ter­ Canada 171 482.85 minal height of the upper air observations was wei Cub• 2 403.42 above the 16 760 metres recommended for jet Czechoslovak Socialist Republic 11 980.95 operations; Denmark 33 689.82 (b) the air/ground communications station at Prim Finland 14132.33 Christian Sund handJed 9 496 messages to and fron France 107 467.71 aircraft; Germany, Federal Republic of 160 756.99 (c) the Loran Stations at Skuvanes and Frederiksdli Greece 51 367.07 provided continuous radio navigation services wid Iceland 49 076.56 brief interruptions; the periods of interruption wert Ireland 44 772.45 somewhat shorter than in 1971; the improvement£ Italy 66 329.57 due to the introduction of new equipment authoJo Japan 30965.82 ized by the Council; and Netherlands, Kingdom of the 101 965.12 (d) the number of North Atlantic crossings (104175) Norway 26 987.40 benefiting from the services was 2 per cent higher Pakistan 8 020.95 than in 1971; the cost of utilization was U.S.$30.l Sweden 40 556.65 per crossing as compared with U.S.$27.1 in 197l Switzerland 51 026.05 (the rates of exchange applied were D.Kr.7.50"' United Kingdom 403 283.38 U.S.$1.00 for 1971 and D.Kr.6.98 = U.S.$1.00 fcr United States 833 201.02 1972). 2 252 324.55 3. Agreement on the Joint Financing of Iceland (fixed 5% share Certain Air Navigation Services in Iceland, 1956 for special benefits) 119 028.47 (The Icelandic Joint Financing Agreement) 2 371 353.Q2

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 computing its assessment for 1974. The 1974 assess­ V of the Agreement effective 1 January 1972 frorn ments in Icelandic Kronur were approved by the Council U.S.$1 880 829 to U.S.$2 117 743, which was based on in October 1973; the U.S. DoUar equivalents (at the the 1973 estimates plus a margin for contingencie~ exchange rate of 92.9813 Icelandic Kronur per U.S. representing 10 per cent of all estimated costs other than Dollar) are shown in Table IV.2. those related to the SCOT /ICE and ICE/CAN cab It In October 1973 the Council, in accordance with rentals. The rate of exchange used was the IMF central Recommendations Nos. I, 4, 6 and 8 of the Second rate of U.S.$1.00 = l.Kr.98.56 (the cost limit originally ICAO Conference on the 1956 Danish and Icelandic proposed by Iceland in November 1972 wa~ Joint Financing Agreements and based on the 1972 U.S.$2 319 028 based on the rate of exchange or audited actual costs and 1972 crossings by all civil U.S.$1.00 = l.Kr.88.00; following the devaluation aircraft across the North Atlantic north of 4Q0 N, of the Icelandic Krona in December 1972 t~ determined a single user charge per civil aircraft U.S.$1.00 = l.Kr.98.56, Iceland revised its proposal to crossing of the North Atlantic for the calendar year U.S.$2 117 743 which was approved). 1974 for the jointly financed services in Iceland as Actual costs in 1972, audited in 1973 and approved I.Kr.559 (equivaJent to U.S.$6.01 at the rate of by the Council in October 1973, amounted to exchange of U.S.$1.00 = l.Kr.92.9813). U.S.$1 957 693 - 4.55 per cent higher than the esh The 1974 estimates submitted by the Government mates - mainly because of inflation and resulting salary of Iceland in November 1973 totalling Kr.227 314 980 increases. As in the case of the Danish Agreement, the or U.S.$2 444 739, were 20.24 per cent higher than number of transatlantic crossings north of the 40th those for 1973 due mainly to inflation resulting in salary parallel made in that year by its civil aircraft was the increases, to rental of a teletypewriter circuit in the basis for determining each Contracting Government'~ SCOf{ICE cable from Bracknell to Reykjavik for trans· share of the 1972 costs and the difference between thi~ mission of basic MET messages and to implementation and its 1972 assessment was taken into account in of substantial new capital expenditures previously Joint Financing 77 approved by the Council. The rising costs trend com­ NAOS year" (i.e. I July 1974 - 30 June 1975) which pounded by the devaluation of the U.S. Dollar (at the might prove acceptable to them. The outcome of the time of Council review of the 1974 estimates consultation by conespondence indicated that 13 NAOS U.S.$1.00 = I.Kr.92.9813) caused the 1974 estimates to Contracting Governments found the suggested arrange­ exceed the limit on annual costs recently fixed in Article ments acceptable, but that one Government considered V of the Icelandic Joint Financing Agreements by a contribution for the 21st NAOS year by it as not U.S.$326 996. The Government of Iceland accordingly acceptable if in excess of the one it would have had to proposed, pursuant to past practice and to Article pay had Switzerland remained a party to the Agreement. XXII(l){b) of the Agreement, that the limit should be The Council therefore hlcluded an item in the agenda for raised to U.S.$2 643 656. In December 1973, the the gth NAOS Conference, pursuant to Article XX(2) of Council indicated that it was satisfied with the estimates the 1954 NAOS Agreement, as the consultation had and authorized the Secretary General to make quarterly failed to conclude an anangenrent acceptable to all the advances to the Government of Iceland, totalling remaining NAOS Governments whose fmancial respon· U.S.$2 117 743 representing 100 per cent of the existing sibilities were affected. Article V limit, 86.62 per cent of the estimates and Following notice by the United States of the g9.30 per cent of the 1974 assessments. withdrawal of its vessels from Ocean Station "D., at the The annual report on the operation and utilization outset of the 20th NAOS year and from Ocean Station of the jointly financed services for the year 1972 was "C'' half-way through that year, the Council consulted issued in August 1973 as Doc 9071. It indicated that: the 17 NAOS Contracting Governments concerning an (a) the area control centre at Reykjavik, operating arrangement which might prove acceptable to them. continuously, handled a total of 51 928 movements, This consultation by correspondence, pursuant to including 31 960 landings and take-offs; VHF com­ Article XIU of the 19S4 NAOS Agreement, although munications with aircraft numbered I 53 400; and resulting in the attainment of a Supplementary Under­ 193 %8 messages were exchanged with neigh­ standing1 for the 20th NAOS year, failed to conclude an homing area control centres; arrangement acceptable to all the NAOS Governments (b) the nine weather stations made 26 148 surface whose financial responsibilities were affected. The synoptic, 719 radiosonde, and 709 radiowind obser­ Council therefore also included this subject in the vations, most of the upper air observations reaching agenda for the 8th NAOS Conference. terminal heights well above the 16 760 metres In implementation of Recommendation No. 2 recommended for jet operations; (para. 3(d)) of the 7th NAOS Conference, the Council (c) the radio navigation service provided by the Loran in October 1973, decided that the WMO{ICAO large­ Station at Vik had 31 short periods of interruption scale Joint Financing Conference and the Eighth ICAO totalling ItO minutes, compared with 212 minutes Joint Financing Conference on NAOS should be con· in 1971; vened on 18 February 1974 in Geneva, Switzerland, at (d) serviceability was reported at 99.9 per cent for the the Headquarters of the WMO. It was understood, inter voice channel and 99.57 per cent for the teletype­ alia, that the agenda, provisional rules of procedure and writer channels rented in the cable connecting preparatory documentation for the large-scale Confer­ Canada, Greenland. Iceland and Scotland; ence would be provided by WMO, while the agenda, (e) the number of flights considered to have benefited provisional rules of procedure and preparatory documen­ from the services was 104 175 (the same as from the tation for NAOS/g would be provided by ICAO. The services provided under the Danish Agreement); the Council, in October 1973, also decided that the agenda average cost of utilization was US.$17.9 per for the NAOS/8 Conference would consist of 3 items: crossing, as compared with U.S.$16.2 in 1971 (1) obligations to pay and rights to receive cash for the (applying the same rate of exchange in both cases, 21st NAOS year (I July 1974 - 30 June 1975), l.Iu.sg.OO = U.S.$1.00). (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 4. The North Atlantic Ocean Stations the 1954 Joint Financing Agreement on North Atlantic Joint Financing Agreement, 1954 Ocean Stations. The annual report on the operation and utilization Following receipt of notices of withdrawal from Canada, Switzerland and the United States with effect as of the 1. Th1s Supplementary U"nderstand1ng determined that funds end of the 20th NAOS year (30 June 1974) the Council totalling £110914 lthEr Canada/Umted States share of the consulted the remaining 14 NAOS Contracting Govern­ w-eaJJed Common Fund for the 20th NAOS Year} should be reallocated to the other NAOS Contractmg Governments ments concerning an arrangement, m tenns of "obliga­ m Proportion to the1r 20th NAOS year theoretical re;pon­ tions to pav anc1 rights to receive casr1 for the 21st Siblhtles. 78 Annual Report of the Council- /973 of the North Atlantic Ocean Stations, covering the year the upper air observations reached terminal heights 1972, was issued in August 1973 as Doc 9069, atd well above the 16 760 metres recommended for Jet included the following statistics: operations; and (a) the stations made 30 273 radio contacts wih (d) the ships covered 16 530 nautical miles in search aircraft and 17 gg9 with ships; and rescue operations and rescued one person from (b) the stations provided navigational assistance to another ship. aircraft in the form of radar position fixes to 26 117 The number of transatlantic crossings (121 3g2) flights and direction-fmding bearings to 286 flights; benefiting from the services provided by the Ocean (c) meteorological observations transmitted to shore Stations was 2.9 per cent higher than in 1971; the cost stations consisted of 67 49g surface synoptic obser­ of utilization was U.S.$39.31 per crossing as compared vations; 10 gQ3 radiowind observations and 5 813 to U.S.$43.37 in 1971 (applymg the same rate of radiosonde observations; a very high percentage of exchange in both cases, £1.00 = U.S.$2.40). Chapter V

TECHNICAL ASSISTANCE

I. Introduction Increase Experts (decrease) The assistance programmes described in this chapter are Year-end in field over 1971 those administered by the Technical Assistance Bureau. They consist of the following: 1 1971 ISS 1972 IS8 + 1.5% I. United Nations Development Programme (UNDP) 1973 180 + 16% 2. Funds-in-Trust Programme (FIT) 2 1974 (estimated ) 230 +48% 3. Associate Experts Programme 4. United Nations Fund for the Development of Irian Fellowships, too, show an increase: Jaya (FUNDW!) 5. Voluntary Contributions Programme for aeronautical Total Increase training Fellowships (decrease) More than 80 per cent of the total of technical Awarded over 1971 assistance projects administered by ICAO is funded by the UNDP. For the past two years, these projects have 1971 soo been carried out under new procedures recommended by 1972 601 +20.2% a special study (the "Capacity Study") whlch was 1973 636 +26.8% 2 commissioned by the UNDP Governing Council. The 1974 (estimated ) 820 + 64% study was designed to assess the capacity of the UNDP system to provide increased assistance to the developing A further indicator of increasing programme size is countries and make appropriate recommendations. Full the inter-country UNDP/ICAO programme (regional and details of the nature of the changes introduced, par­ ~terregional) which has now been approved for the ticularly with regard to programming, were given in l974-76 period. For those projects whlch consist either Chapter V of the Council's Reports to the Assembly for of experts on short-term assignments or of fellowslUps, 1971 and 1972 (Doc 8982, Al9fP-l and Doc 9046); in the three-year total is approximately $3.3 million or the second report it was pointed out that "it is as yet $1.1 million per year. This compares to a 1973 totai of too soon to know whether the new programming some $0.8 million, an increase of almost 40 per cent. If procedures and the efforts of the Technical Assistance all inter-country programmes are taken into account, the Bureau have been effective in ensuring that civil aviation 1971-73 yearly average of $1.6 million compares to the in the developing countries will receive the amount of planned 1974-76 yearly average (for finn projects) of assistance it requires". S2.4 million. The latter ftgure is conservative; other During 1973 the Technical Assistance Bureau's potential projects now being considered by the UNDP efforts in this regard have continued, both for UNDP may raise it. programmes and for the others listed above, and certain trends have emerged in so far as programme size is United Nations Development Programme concerned. For one thing, total expenditures for aU programmes executed by the TAB increased to In 197 3, the liNDP Governing Council, at its $g 95g 063 in 1973 from $7 236 725 in 1972. However, January and June sessions, approved an additional 48 monetary ftgures are not necessarily the best way of country programmes, bringing the total number of comparing programme size from year to year, because of approved programmes to 83. or those 48 new pro­ inflationary changes and those brought about by cur­ grammes, the following 25 had an aviation component rency revaluations; governments' rephasing of projects to be executed by ICAO: 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 1. In addition, asststance was gtven to Bangledesh under the programmes in the field at the end of each year, is a Untted Nattons Reltef Operations, Dacca (UN ROO I. 2. The 1974 ftgufe is estmlated on the basts of projects. either more reliable indication of the increase in programme alreedy approved tn 1973 or in process of approval; thts size as new projects are developed. flgoretsllkelytoincrellSI!ratherthandecrellSII. 79 80 Annual Report of the Council~ /973

Barbados Malawi 2. Participation of the Regional Offices Bolivta Maldives in Technical Assistance Activities Botswana Nepal Brazil Pakistan During 1973, technical assistance officers were assigned Paraguay to four of the six Regional Offices - Bangkok, Cairo, Dominican Republic Rwanda Lima and Mexico City (a fifth officer will be assigned to Ecuador Dakar early in 1974). The Offices assisted in the Egypt, Arab Republic of Swaziland preparation of country briefs and project documents; EIS;i)vador Turkey they maintained close liaison with UNDP Resident Guatemala Uruguay Representatives, field missions and training centres. Israel Viet-Nam, Republic of Under delegated authority from Headquarters, several of Jordan Zambia the Offices made intet-l-'OUntry fellowship awards and Lebanon administered certain inter-country projects within their regions. During 1973, the following large-sc:ale 1 projects A listmg of some of the technical assistance activi­ were formally approved by the UNDP, involving a total ties of the various Offices follows: UNDP contribution of $3.4 million against estimated contributions by Governments of$15.9 million: African Office {Dakar)

Brazil: Brazilian Airworthiness Compliance The Office provided briefing to seven experts prior to Certification Infrastructure their assignment in the area, made arrangements for the Egypt, Arab Civil Aviation Training Centre, termination of the services of the expert of the Radio Republic of: Phase II Frequency Search and Engineering Unit in April and for Yemen: Civil Aviation Organization and the reactivation of this project in October and took Administration action to obtain information from States on their Asia/Far East: Deveklpment of Regional Civil requirements for regional projects and fellowships during Aviation Training Centre, Bangkok the 1974-76 period. A T A Officer will be assigned to this Office in January 1974 and the Office will be delegated authority Funds-in- Trust (FIT{ Programme for the scheduling of Regional TA experts and the award of fellowships, thus bringing it into line with the other During 197 3 expert services, fellowships andfor equip· ICAO Regional Offices. ment were provided under FIT arrangements to Argen­ tina, Columbia, , lebanon, Ubyan Arab Re­ Far East and Pacific Offlee {Bangkok) public, Nigeria, Saudi Arabia and Surinam. Nine country programme projects were formulated and associated documents prepared for five States - Bangla­ Associate Experts Programme desh, , Nepal, Philippines and the Republic of Viet-Nam - as well as one regional pr~ect for an Under an agreement with the Government of Swe-den, extension to the Civil Aviation Training Centre, associate experts are provided to assist lCAO experts in Bangkok. The latter project was approved by the UNDP the field. During the period, one Swedish associate in November; it aims at providing courses to commence expert served in Afghanistan, two in N1geria at the Civil at the Centre in 1975 in radar maintenance, radar air Aviation Training Centre and four in Democratic trafltc control, aeronautical information services and Yemen. flight operations. A project for reinforcement of the Similar agreements were signed m 1973 with the Civil Aviation Department in Bangladesh was also Governments of Denmark and Finland but by the end of approved and implementation commenced with the the period, no associate experts from these two award of fellowshipS and the arrival of experts. countries had as yet been assigned, Thirty assignments to sixteen countries were arranged for ten inter-<:ountry experts covering the fields of aerodrome engmeering, radionavaids testing, fre­ United Nations Fund for the Development quency search, communications engineering, training, air of/rianJaya (FUND WI/ transport economics, communications operations, fire

Information concerning this project will be found in 3. "large-scale'' is arbitranly defmed by ICAO as anything Section 7. I!XC'*!dmg U.S.$500 000 Technical Assistance 81

fighting· and teletypewriter maintenance. Detailed South American Office {Lima) briefmgs were given to the above experts before and between assignments as weB as to eight country pro­ An ICAO country brief was prepared by the Office for gramme experts. Support was obtained from most States one State and another State received assistance in the for four regional projects for the period 1974-1976. preparation of a new project. Assistance provided to six Sixty fellowships were awarded. 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· Middle East and East African Office, Cairo Trust arrangement with ICAO of a new project related to the implementation of a major aeronautical telecom· llll1Ilications programme covering aU the facilities The Office continued to administer inter-country recommended in the Plan, includfflg training of the projects on frequency search and aerodrome fire and associated technical personnel. At the request of another rescue services. Advice was provided to all States on State, assistance was provided for the development of a ways to assure participation during 197476 in inter· short-term project for the evaluation of a major country projects. Fellowships were awarded to 157 ATS/COM improvement programme. This project was students from 22 States. Close liaison was maintained later undertaken under a Funds-in-Trust arrangement with the Civil Aviation Safety Centre in Beirut and the with ICAO by a group of experts headed by the COM Civil Aviation Training Centre in CairO. A revised Officer of the Office. In consultation with Headquarters, summary of Aviation Training Facilities in the Middle asJistance was provided to one State mthe implementa· East Region was given to several States in the formula· tion of an air transport project under the UNDP and in tion of technical assistance projects, notably to Pakistan the arrangements with a second State for the organiza· for the creation of a new Civil Aviation Training tion of special training courses. Thirty-three fellowships Institute in Hyderabad. The Office participated in totalling 117 man{months were awarded under the preliminary studies of a proposed Gulf States Civil ICAO Interregional Programme to students of eight Aviation Training Institute. 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 North American and Caribbean Office, Mexico City continued to exercise administrative responsibilities for the inter-country projects assigned to South America. It Twenty fellowship awards were made from the Inter· also continued to provide administrative and technical regional Aeronautical Training Project, another thirty· support to the VHF Extended Range Project. Briefmg four from country projects and three under Assembly was provided to twelve experts prior to their taking up Resolution Al6-7 (lATA contribution). Eleven project their assignments to various UNOPfiCAO projects in documents, including original drafta or revisions were South American countries. prepared in respect of nine country projects and one proposed regional project. Visits were made to eleven States or Dependent Territories to discuss the formula­ 3. Finance tion of new technical assistance projects or implementa­ tion of approved projects. Technical and administrative In this part, expenditure4 figures only are given and as support was provided to two regional and three inter· totals by countries; in other words, if two or more regional projects assigned to the Region during the pr(]jects are executed in one country, the figure reported period. A meeting to discuss the establishment of a will be the total of all these projects. With this Caribbean Training Institute was convened at the Office qualification, ICAO expenditures under the UNDP in with the participation of Representatives of sixteen 1973 amounted to $7486197 for country and inter· States and Dependent Territories and the UNDP. A country projects; for FUNDWI expenditures were second meeting on the establishment of the Institute $259 352 and for all other Funds-in· Trust activities took place at Barbados late in November, at which $1 212 514 amounting to a total of $8 958 063 for all agreement was reached on the inter-country agreement TA programmes administered by the Technical Assist­ required for the estabhshment of the Institute and the anre Bureau. This compares to a total figure of arrangements for fmancing the operating costs. Assist· $7 236 725 in 1972. Overhead costs incurred in adminis­ sace was given to one school in the preparation of a tration amounted to $l 114 249. special course for senior ATS officers from various States; administrative support was also given in con­ 4. Under current UNOP accounting practice. "expenditures'· nexion with engineering training in one State for fellows means actual disbursemenu 1n respact of fellowships and from various Latin American countries. 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 3 581 Afghanistan 504451 Mauritania 22 704 Bangladesh 19563 Mauritius 10240 Indonesia (257) Nigeria 363 912 • 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 183 Philippines 49 Upper Volta 5 630 Singapore 19257 Zambia 171 022 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 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 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 3614 Sudan 78 977 Guatemala 20 357 Syrian Arab Republic [ 385 Haiti 9 017 145 268 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 18 259 Panama 158 184 Sub-total - Country Projects 5 203 422 Paraguay 105 294 115 691 Poru • 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 83 2. UNDI' INTER-COUNTRY PROJECTS 4. Personnel EXECUTED BY ICAO Two hundred and thirty experts5 from 35 countries Expenditures were employed by ICAO during all or part of the year Project (U.S.$) 1973 on projects administered by the Technical Assist­ ance Bureau: 199 on assignments under the UNDP I REGIONAL under UNROD, 30 on Funds-in-Trust projects. 3 'on East African Civil Flying School 482 078 FUNDWI and 7 under the Associate Experts programme. East African School of Aviation 3956 Sixteen of the experts mentioned above were on East African CommunJty Telecommu· Operational Assistance (OPAS) assignments. nications Engineering ~ The distribution of experts by nationality, grade and programme is shown in Appendix 10, their distribution Total-Africa 5!1 661 by trade or profession and programme in Appendix II. Eighty-nine new experts were recruited in 1973, either VHF Extended Range (Americas) 925 390 to fill new posts or as replacements, and separations Air Traffic Services (Americas) 15 221 from the service during the year amounted to 68. Airworthiness (Americas) ~ Total - Americas 970986 5. Fellowships

Asia/Far East- Regional Civil Aviation 137 618 During 1973, a record number of 636 fellowships were awarded6 by ICAO. Of these 618 were awarded under Sub-total - Regional I 620 265 UNDP programmes, 10 under FIT and 8 under the Voluntary Contributions for Aeronautical Technical INTERREGIONAL Training Programme (Al6-7). Many were for training at Frequency Search and Engineering 166929 ICAO-sponsored training centres: 174 under UNDP Aerodrome Engineering 46363 country programmes and 230 under inter-country pro­ Training Adviser 13477 grammes, with another 6 under FIT and 2 under A16-7. Air Transport Econolnics 29 366 Details of the nationalities of the recipients, fields of Air Services OperationsfPersonnel training, host countries and durations will be found in Ucensing 29454 Appendix 12. Aerodrome Fire and Rescue 30432 As stated above, the total of 636 fellowships Communications/Operations 15 187 awarded in 1973 is the largest in ICAO history, 5 per Teletypewriter Maintenance 45 758 cent above the previous largest figure (601) achieved in Aeronautical Training 266 751 1972. Airworthiness 18 793

Sub-total- Interregional 662 510 6. UNDP and FIT Programmes

Sub-total - Inter-country projects 2 282 775 Under the UNDP programme, ICAO had resident mis· sions in 47 countries for all or part of 1973 and gave TOTAL- UNDP PROJECTS 7486197 assistance to 46 others in the form of fellowships, visits from experts assigned to inter-country projects, or 3. FUNDS-IN-TRUST* I 081 978 sub-contractual arrangements. In addition, under various FIT arrangements, the Organization provided assistance 4. ASSOCIATE EXPERTS* 130 536 to eight countries. A brief country-by-country summary of the assist­ 5. FUNDWI* 259 352 ance provided (except for equipment and fellowships) is given in the paragrapha that follow; fellowships are listed TOTAL PROJECT EXPENDITURE 8 958 063 in Appendix 12. The number of experts and the total

Overhead Expenditures I 114249 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 • lncludmg forward commitments. outafterthereportlngperiod. 84 Annual Report of the Council- 1973 number of man/months or services provided are shown ALGERIA m parentheses, for example "(2/1 5)" means that two posts of this particular profession were fLlled during the ILS/VOR Maintenance Instructor (1/6) year (or part of the year) for a total of I 5 man/months. The services of the ILS{VOR Maintenance Instructor An asterisk (*) denotes an expert provided under continued until mid-period. At the request of the FIT; two asterisks(**) denote an associate expert. The Government the provision of an A1S Radar Control term "OPAS" designates an expert who provided oper· Instructor has been postponed to January 1974. ational assistance rather than advice or instruction.

ARGENTINA Country Listings Project Manager (1/ll) AFGHANISTAN Electronics Engineer VOR/ILS (1/7) Electronics Engineer Radar (1/9) Assistance to Afghan Air Authority AFG/69/522 Flight Inspection Expert (1/3) ATS Expert (1{1) PrOject Manager (1{12) Short-term Experts (4Y2 months) Operations Adviser/Training Pllot (1/12) Adviser (1/12) The project, providing assistance to the Centro de Radio Maintenance Expert (1/12) Instrucci6n, Perfeccionamiento y Experimentaci6n Airline Traffic Expert (1{12) (CIPE) for advanced instruction of ground personnel, Aerodrome Construction Engineer (1/7) began early in the year; during the period all equipment Mechanical Engineer (1{10) foreseen in the project - counterpart and UNDP -was YAK40 Training Pilot (1/10) ordered and much of it was received. Instructional YAK-40 Maintenance Expert (1/12) syllabi were prepared, and training began. Aircraft Maintenance Instructor (1/10) An A TS Expert, who will become a member of the Procurement/Material Control Expert (1/12) project staff in 1974, completed a study and made Flight Safety Adviser (1/12) recommendations for ATC, radar and non-radar opera­ Accounting Adviser (Special tions, laboratory requirements and necessary classroom Service Contract) (1/7) remodelling. **Heavy Equipment Maintenance Expert (1/11) The remodelling has now been completed. On the basis of the study subsequent specifications were Assistance was continued in the fields of Aerodrome developed at ICAO Headquarters and bids were Construction, Aircraft Maintenance, Flight Operations, requested from manufacturers to provide equipment. At Heavy Equipment Maintenance, Radio Maintenance, the end of December 1973 a contract was signed Procurement/Material Control, Traffic/Sales, and Airline cOvering these purchases. Organization and Management. Flight training for A total of 372 students were trained in CIPE courses Afghan pilots on Y AK-40 aircraft was inaugurated, and this year of which 68 were from other countries in one YAK-40 flight crew was qualified later in the period, South America. with a second crew under training. The services of the Aerodrome Engineer ended in July after advice and A sub-contractor concluded a study of the Argentinian assistance on construction of 29 airfields in three years air transport system. was completed. An inter-country teletypewriter expert spent four Chief of Mission t months working with counterpart personnel setting up Radio Maintenance Engineer (1/9) new equipment and preparing a maintenance course for Training and assistance in the fields of Operations and both Siemens and Olivetti teletypewriters. A frequency Flight Safety and Radio Maintenance continued search unit expert was assigned for 4~ months to assist throughout the period. in setting up electronics equipment for the electronics laboratory. He also conducted a spectrum analysis of Two inter-country experts were assigned during the various designated bands of frequencies. An electronic period: a COM{OPS expert (two months) who assisted in engineer co-operated with a U.S. Federal Aviation planning a domestic fiXed telecommunications network Administration Engineer in a site location study of new and advised on other improvements, and a teletypewriter ILS facilities at Aeroparque Airport. maintenance instructor (three months) who trained five t The Project Manager of the larger project also acted as Ch1ef mechanics on Siemens equipment. ofMissionofthesmallerproject. Technical Assistance 85 BANGLADESH BURMA

Civil Aviation Adviser (1/3) An electronics engineer advised the Government on COM/OPS Expert (1/2) improvements to the aircraft and equipment used for Fire Fighting Expert (1/2) 11avaid flight checking; a second engineer Wlla assigned to Air Law Expert (1/1) advise on the selection of frequencies for communica­ The Civil Aviation Adviser, appointed the previous year tions circuits. under the United Nations Relief Operations, Dacca (UNROD), completed his assignment in March. Three UNDP/ICAO assistance projects were included in the CAYMAN ISLANDS proposed country programme; the f'rrst - Immediate Assistance to the Department of Civil Aviation -began A frequency search unit engineer was assigned for one functioning late in the year. week to advise the Government on a site for a navaid installation. An inter-country electronics engineer spent six weeks advising on the selection of receiving frequencies for various communications circuits. CENTRAL AFRICAN REPUBLIC

An engineer of the frequency search unit was assigned BEUZE for one month to assist in frequency selection and to mvestigate the causes of interference with communica· A short visit by an engineer of the frequency search unit lions circuits. was made to advise on navaids installation.

BOLIVIA CHAD

Civil Aviation Adviser (1/12) A frequency search unit engineer spent five weeks The international expert provided advice and assistance a::lvising on the selection of communications frequencies to the Government, including the reorganization of the .nd determining the causes of interference with com­ Adrninistraci6n de Aeropuertos y Servicios Auxiliares a munications circuits. 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 CIDLE engineering experts, one for three months to study and advbe on the updating of various communications plans, Project Manager (1/12) the other a short (8-day) assignment to advise on VOR Electronics Engineer lnstrnctor siting in Cochabamba. (Telecommunications) (1/12) Electronics Engineer Instructor (Navaids) (1/12) Teletypewriter Maintenance Expert (1/S) BOLIVIA, BRAZIL, ECUADOR and PERU COMfOPS Instructor/Adviser (1/12) ATSlnstructor (1/B) ProjectManager (1/12) Electronics Engineer Adviser (1/12) Considerable progress was made on this project, designed to provide VHF Extended Range air/ground communica· Progress of the Civil Aviation Training Centre continued tions facilities at 13 locations within the four partici· and can be measured by the increase in the number of pating countries. Equipment ordered the previous year graduates during the period. In the first half of the year, was installed at many of the sites; by the end of the the centre graduated 103 students (surpassing each reporting period four stations were already in operation reporting period of 1972) and the number of graduates on a trial basis. 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 BRAZIL improved and eleven nationals were sent for fellowship training abroad. A one-month visit by two consultants assisted the Government in preparing the project document for the An inter-country teletypewriter maintenance expert was large-scale assistance project listed in Section 1. assigned to the project for five months to train national 86 Annual Report of the Council- 1973 personnel in Siemens equipment and to inspect and DEMOCRATIC YEMEN evaluate procedures and equipment at various locations in the country. Civil Aviation Administration/Project Manager {1/9) ATS Expert/Instructor (1/9) COLOMBIA Aeronautical Stations Operator (1/9) Radio Maintenance Expert (1/12) Project Manager (1/12) Senior MET Adviser (1/10) ATS Instructors (2/24) ••Radio Maintenance Technician (1/12) Radio Maintenance Instructor (1/1) "'"'Fire and Rescue Officer (1/7) Navaids Maintenance Instructor (1/S) ••Aeronautical MET Experts (2/12) Assistance to the Civil Aviation Training Centre in Fellowship training continued during the period, IS Bogota continued. At Government request, the project fellows finishing in air trafftc control, radio main· which had been scheduled to terminate in August was tenance, meteorology and communications/operations. extended for another year. During the period 143 The experts provided advice and assistance to the students were trained in basic and advanced courses, Directorate of Civil Aviation and to the local airline. which meant a workload of 7 620 hours of theoretical Telecommunication and training equipment for approxi· and practical teaching. Almost all the equipment to be mately $175 OOOwas provided. provided to the project as originally planned was dellvered to the Centre and is being used; most of the An inter-country airwonhiness expert spent six weeks equipment to be provided for the extension of the advising on airworthiness regulations, and a flight opera­ project has already been ordered and some of it tions adviser assisted the airline in the preparation of a delivered to the Centre. basic operations manual.

A short four-man mission under Funds-in-Trust advised EAST AFRICAN COIIMUNITY the DAC on the evaluation of bids received for the provision of ATS facilities. East African Civil Flying School, Soroti

A subcontractor is continuing a study of the Colombian Project Manager (1/12) Air Transport System. Chief flying lnstructort (1/12) Chief Navigation lnstructort (1/11) An inter-country airwonhiness expert was assigned for Chief Engineering lnstructort (1/12) three months to advise on revision of airworthiness ChiefMaintenanceEngineert (1/12) regulations and on airworthiness inspections. Flying Instructorst (2/20) Navigation Instructort (I/12) Procedure Training lnstructort (1/9) CONGO, People's Republic of Engineering Instructorst (2/20) Maintenance Engineert (1/9) Airline OperationS/Management Expert (1/12) The first course of student pilots, which had completed Air Transport Economist (1/4) its initial training at Soroti in 1972, finished its advanced The two experts have been working wlth the domestic training at the subcontractor's school in Scotland; on airline (Lina..Congo) to assist in improving fljght safety their return to East Africa most graduates were and revenue. employed by East African Airways, and the remainder by parastatal organizations. The second pilot course completed its initial training during the period, and COSTA RICA proceeded to Scotland for further training, and the third course cancelled training at Soroti at year-end. The first Aerodrome Engineer (lfl% months) student mechanics course continued, and the second The expert began his mission at year-end. Three inter­ course was under way during the period. country experts were assigned during the period: Telecommunications Engineer (OPAS) {lfl2) An airworthiness expert (seven weeks) to advise on The expert provided operational assistance to the Com· revision of civil aviation regulations; munity in connexion with communications and navaids A PEL/OPS expert (one month) to advise on the installations at airports. elaboration of personnel licensing regulations; An engineer of the frequency search unit (three weeks) to advise on the installation of navaids. t Subcontract personnel, not directly hired by ICAO. Technical Assistance 87

East African School of Aviation, Nairohi ETIUOP!A

Air Traffic Control Instructor (1/1) Three inter-country experts were assigned during the Except for the provision of one man/month of air traffic reriod: control instruction, this project terminated in 1972. An engineer of the frequency search unit (two months) to advise on selection of receiving An inter..cotmtry electronics engineer spent foUI weeks frequencies for domestic and international cir· advising on procedures and equipment employed by the cuits; East African navaid flight check unit. 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 ECUADOR manual; A tl.'letypewriter maintenance instructor (four Electronics Engineer/Project Manager ( 1/12) months) to give specialized training to govern· ATS Expert (1/12) ment personnel. Aerodrome Engineer ( 1/1) The mission provided assistance to the Government· in bringing into effect the Communications/Navaids plan GUATEMALA with the installation of two new VORs and four NDBs plus various VHF communications systems. Advice was PEijOPS Admer (1/3) also given on the implementation of flight information Air Transport Economist (1/lVz) subcentres and terminal areas. Support was also given to The first expert advised the Government in the applica­ the activities of the Escuela Tecnica de Aviaci6n Civil. tion of new regulations, and trained personnel. The economist began a short mission at year-end. Two inter-country experts were assigned during the period: an electronics engineer (2 weeks) who instructed An inter-country ele~::tronics engineer, in two assign­ government personnel in navaid inspection and an ments totalling three months, assisted the Corporaci6n aerodrome ftre and rescue expert (six weeks) who Centroamericana de Servicios de Navegaci6n Aerea reviewed the tlre and rescue services at Quito and (COCESNA) in the acceptance inspection and the Guayaquil Airports, as well as training tlre fighting illstallation of a new flight inspection console and personnel. trained COCESNA personnel in its use.

EGYPT, Arab Republic of GUYANA Training Adviser (1/1) Training Adviser/Project Manager (1/8) An inter-country electronics engineer spent two weeks Airport Lighting Instructor (1/8) a.ivising the Government on requirements and pro· AirTrafflcControlExpert (1/1) cedures for flight and ground inspection of navaids. 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 HAITI project. Equipment worth approximately $27 000 and 3/6 man-months of fellowship training for irtstructor Road Construction Expert (1/3) upgrading were provided and implemented during 1973 The expert, on Joan from F AO, ascertained the possi· under the small-scale project. bility of constructing a mountain road required for the establishment of a point-to-point communications relay FoUI hundred and eighty students attended courses at station. An inter-country electronics engineer was also the Centre during the period; 316 of these came from assigned for a short period to this project. countries other than the Arab Republic of Egypt.

ELSALVADOR HONDURAS

The inter.country PEL/OPS expert visited El Salvador Aeronautical Information services Expert (1/3) for 1!4 months to prepare a draft civil aviation law for The expl.'rt advised the Government on the improvement government consideration. of Honduras' aeronautical information services. 88 Annual Report of the Council- 1973 During the period two inter-country experts were An aerOdrome engineer (2 months) who advised the assigned to Honduras for a total of ten weeks to advise Government on a series of new airports. the Government on the preparation and application of An electronics engineer (I montll) who was con­ airworthiness and personnel licensing and operatio~s cerned with the setting up of a calibration regulations. laboratory for the navaids flight check unit.

HONG KONG IRAQ

The inter-country air transport economist was assigned Three inter-country experts were assigned during the for a shon period to examine the major econorric period: aspects related to further development of air transport lll An aerodrome engineer (two months) who advised Hong Kong. on the design of the proposed terminal building for Baghdad International Airport, and on cargo INOONESIA handling; An air transpon economist (seven weeks) who assessed the potential development of air trans­ In a twO:month visit, an inter-country COM/OPS expert advised the Government on methods of improviDg port and advised on the collection of statistical message handling procedures at several locations alld and economic data; prepared a COM/OPS manual. An electronics engineer An airworthiness adviser (seven weeks) who assisted was also assigned for one month to evaluate the the government in the preparation of compre· installation of equipment in the country's navaid flight hensive national airworthiness requirements and regulations based on the new civil aviation law. check unit, and to train government personnel. For FUNDWI projects, see section 7.

IRAN An engineer of the inter-\:ountry frequency search unit spent three weeks advising on selection of frequencies Project Manager (1/12) for communications circuits. Nrcraft Maintenance Instructor (4/39)

Air Services Operations Expert (1/3) JORDAN Electronics Engineer (1/12) The first project consists of assistance to the Imperitl Civil Aviation Management Adviser (1/6) Aero Club of Iran for the training of aircraft mechanics. Radio Maintenance Expert (1/4) During the period the counterpart instructional team ATSExpert (1/2) was completed, and a total of 188 stt~dents were under The new project - assistance to the Directorate of Civil training. However, the present school is inadequate to Aviation - began during the second half of the period. meet Iranian needs; a new school building is under construction and the complements of international experts and national counterparts will both be increased. KENYA

The experts of the second project provided assistance to Chief Aerodromes Engineer (OPAS) (1/12) the Government in their fields of expertise. Financial Manager (OPAS) (l/1) The experts provided operational assistance to the Four inter-country experts were assigned to Iran during Government on matters related to its aerodrome the year: development and modernization programme. A frequency search engineer (3 months) whl) advised on the selection of new communications frequencies and the solving of interference KHMER REPUBUC problems. An air transport economist (3 months) who Electronics Engineer (1/9) reviewed the potentialities of air tr.ansp01t Air Transport Economist (1/6) development within the country and advised on Air Law Expert (1/6) the expansion of the statistical department of The electronics engineer advised and assisted the Govern­ the Directorate General of Civil Aviation. ment in navaid and communication matters. The Technical Assistance 89

economist advised on the development of air transport Airport and in en-route and station facility inspections in the Republic, and the air law expert i:; preparing a of various operators. reformulation of the country's aviation lav.s.

Two electronics engineers visited the Republic, one for LESOTIIO two months to recommend frequency assignments, the other for three weeks to provide trainJng and to help Air Transport Adviser (1/1) rehabilitate essential communications systems. The Adviser became ill shortly after his assignment began.

KUWAIT An inter-country airworthiness expert spent three weeks advising the Government on airworthiness procedures •Electronics Engineer (1/12) and on staffing and training of personnel. Advice and assistance was provided to the Civil Aviation Department in communications and electronics engi­ neering. An inter-country aerodrome engineer was UBERIA assigned for three months to advise on the organization of a works department in the CAD. An inter-country teletypewriter maintenance expert was in the country for four months to train civil aviation personnel on Teletype 28 equipment. LAOS

An inter-country teletypewriter maintenance expert UBYAN ARAB REPUBUC spent 21/2 months training government maintenance per­ soflllel on SA GEM electronic telegraph equipment. •civil Aviation Adviser (1/4) • ATS Expert (1/3) •COM/OPS Expert (1/2) LEBANON •Airworthiness Expert (1/2) •Senior Airport Engineer (1/l) Civil Aviatron Safety Centre "'ElectronicsEngineer (1/1) A new Funds-in-Trust project began late in the year, Project Manager{ Adviser (1/12) providing edvice and assistance to the Department of Simulator Engineering Adviser (1/12) Civil Aviation, Air Transport Economics Expert (2/17) Visiting Experts (g/12~) An inter-country airworthiness expert was assigned for (Air Transport Economics, three weeks to advise the Government and Ubyan Accident Investigation and Airlines on airworthiness organization and procedures. Instructional Techniques) An engineer of the frequency search unit spent Simulator Operations Advisers (2/3) I¥! months selecting frequencies for various domestic and international communications circuits. The programme of training provided by the Civil Aviation Safety Centre was successfully completed despite two major periods of local difficulties. However, MALAWI the number of students has been adversely affected. Nevertheless, the end-of-year training activity reached a An inter

Regions, and local training of communications staff was tuted, and SSR were in process of installation at Mexico carried out by the COM/OPS expert. Three inter-country City, Monterrey and Guadalajara. experts were assigned during the period: An electronics engineer (three weeks) advised on matters relating to the navaids flight inspection NEPAL unit. A second electronics engineer (one month) inves­ Flight Operations Expert (1{4) tigated the unsatisfactory performance of an AJRAdriser (lfll) ATS speech circuit and made recommendations TechnicalOfficer(Electronics) 0/12) on suitable frequencies for use on international Fire and Rescue Expert (1/6) circuits. Flight Operations Expert/Flight Examiner (1/l) An aeronautical training adviser (two months) The mission provided assistance to the Government in advised on requirements for staff training. 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. MALTA An electronics engineer made two visits to Nepal to train ATS Expert (OPAS) (1/12) personnel of the Civil Aviation Department and to Air Traffic Controller (OPAS) (1/12) engineer frequency complements for a planned single These experts provided operational assistance to the sideband communications network. Government.

NETHERLANDS ANTILLES MAURITANIA Project Manager/ATS Adviser (1/12) Chief, Department of Civil ATS Instructor (1/J2) Aviation (OPAS) (1/11) Electronics Engineer (3/12) The expert provided operational assistance to the The project includes the establishment of an Air Traffic Government. Control Training Centre, and the improvement of facilities and services for civil aviation. The Centre opened in December 1972 with the first MAURITIUS bask ATC course consisting of 21 students from the islands of Aruba, Cu~ao and St. Maarten. Twelve of At year-end, two inter--country experts- an aerodrome the seventeen students who eventually completed the engineer and an aerodrome fire and rescue expert -were course graduated successfully in September 197 3. Two in the country. 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 MEXICO pcoject also provided advice and assistance to the Government in their specialities. Senior Electronics Engineer (1/12) Electronics Engineer (COM System) (1/8) An inter-country electronics engineer made a short visit Telecommunications Engineer to advise on the installation of an Its at St. Maarten. (SwitchingSystems) (1/12) ATSAdmer (1/3) The project to advise the Government on modernization NICARAGUA of air navigation systems and air traffic services con­ tinued during the period, during which communications ATS Expert (1/2) installations in five control towers were completed and An ATS expert spent two months advising on the placed in service, and an approach control service and restructuring of the air traffic services and establishing a long range VHF facility were commissioned at . short-range plan for improvement of these services. Additional teletypewriter channels between various centres were provided. The navaids calibration labora­ An inter-country PEL{OPS expert spent 11'2 months in tory was operational. A training course for air traffic Nicaragua advising on the revision of the civil aviation controllers on secondary suneillance radar was insti- code. aclrnicolAssistance 91 NIGERIA Two engineers of the inter-country frequency search unit visited Paraguay at different times during the period ProjectM-er (1/12) to assist in the installation of new communications Senior Radio Maintenance Instructor ( 1/7) facilities at La Paz Airport. Senior ATS Instructor (1/7) Senior Aircraft Maintenance Instructor (1/7) Chief Flying Instructor (1/12) Pilot (Flying)lnstructors (4/3!) PERU Procedure Training Instructor (1/12) Olief, Aircraft Maintenance (OPAS) (1/12) Project Manager (1/6) ••Assistant Radio Maintenance Instructor (1/7) Procedures Specialist (1/11) ••Psychologist (1/12) Electronics Engineer (1/9) Radio Maintenance fnstructor (1/12) ATC Spe

PANAMA PBIUPPINES Project Manager (1/12) Three inter-country experts were assigned to the Philip­ ATSExpert (1/12) pines during the period: AIR Services OPS Expert (1/12) Electronics Engineer (1/6) The experts provided assistance to the Directorate of An air transport economist (2'h months) to advise on the futUie development of air transport in the Civil Aviation (DCA) in their fields of specialization. country; This included advice on the organization of the DCA, on tbe national air navigation plans and the Panama An aerodrome fire and rescue expert (two months) terminal control area, and instruction of personnel. to prepare specifications for fire fighting equip­ ment and to train fire fighting personnel; An aviation training adviser, who was in the country at year-end.

PARAGUAY

Civil Aviation Adviser (1/12) RWANDA Ground Subjects Instructor (1/4) The mission provided advice to the Government on CiviJ Aviation Adviser (1/12) various aspects of civiJ aviation, particularly with regard The expert provided advice and assistance to the to the modernization of airport facilities at several cities, Government in various fields, including the organization and assistance to the Escuela Nacional de Aviaci6n Civil of the General Directorate of Civil Aviation, preparation in terms of training of counterparts and the ordering and of draft air regulations, modifications of FIR limits, and supply of training equipment, training of personnel. 92 Annual Report o[rhe Council- 1973 SAUD! ARABIA SINGAPORE

UNDP FIT Flight Examiner/Operations Chief of Mission (1/12) Inspector (OPAS) (l{ll) Advanced ATS Instructor (1/12) The expert provided operational assistance to the Training Adviser (1/9) (1/3) Government. Senior Radio Maintenance Instructor (1/12) An inter-country aerodrome engineer spent llh months Radio Maintenance Instructor (1/9) (1/3) reviewing an agreement between the Government and a ATS Expert () (1/9) (1/3) consultant frrm and advising on the consolidated master ATS.fupert () (1/9) (1/3) plan for the development of Singapore Airport. A ATS Expert (Dhahran) (1/9) (113) COM/OPS expert devoted two months to training Air Transport Economist (1/12) government personnel and to advising on the transition ATS Planning Expert (1/12) from manual to fuUy automated AFTN message relaying Senior Aerodrome Engineer (1/12) systems. An aeronautical training adviser was assigned Aerodrome Engineers (4/37) for 2lh months to assess existing civil aviation training Aerodrome Engineer (E and M) (1/12) facilities and to make recommendations concerning the COM/OPS Adviser (1/S) organization of an aviation training centre. Fire and Rescue Expert (1/12) Fllght Operations Adviser (1/12) Airworthiness Adviser (1/11) SOMAUA Electronics Engineer (1/12) Civil Aviation Adviser (1/2) The mission's work grew duting the year and two new Electronics Engineer Adviser (l/9) positions were added (Air Transport Expert and Aero· The Civil Aviation Adviser departed in February and the drome Engineer/Contract Adviser Administrator). At the Electronics Engineer Adviser took up duty in April. Jeddah Training Centre a new A TC simulator and a new Language Laboratory were installed. The airport The main effort has been directed to establishing a local development programme was about at its peak with new civil aviation training institute, with priority to be given and ongoing projects exceeding $500 million. Contracts to the training of radio maintenance trainees. The were entered into for over $7 miJlion for navigation aids Government has requested a five-year project as a and communications equipment as well as tenninal radar priority item on its country programme, to start in for Jeddah. The lCAO mission was active in all these 1974. Stop-gap training is being provided to an advanced fields. A new UNDP country programme was im· intake of radio trainees. plemented wherein UNDP undertook to fmance the positions in the mJSsion that are directly aS$0ciated with An interregional aerodrome engineer advised on the new training, as weU as a sizable fellowship programme over Kismayo Airport, as well as a possible runway extension the Iwe-ye.ar period. at Hargeisa Airport. A frequency search engineer also advised on frequencies for the new communication An inter-country air services operations adviser was in circuits and made recommendations to avoid inter­ Saudi Arabia at year-end. ference to an important operational circuit.

SRI LANKA SIERRA LEONE A two-month visit of an inter-country COMfOPS expert Three inter-country experts visited Siena Leone duting was devoted to a study to detennine the present and the period: future training requirements for COMfOPS personnel An aerodrome ftre and rescue expert(llh months) to and to the preparation of training programmes. determine present and future requirements and to train fire fighting personnel. A teletypewriter maintenance expert (two months) SUDAN to train government personnel on Siemens TlOO equipment. Senior Aviation Adviser (1/3) A frequency search unit engineer, who was in the This new project, under which the services of a Civil country at year-end. Aviation Adviser, for an actual duration of two years, {f¢mkal Assistance 93

and. some 23 fellowship~ in various fields of specializa­ SYRIAN ARAB REPUBLIC tion will be provided, began late in the ye

SURINAM An inter-country aerodrome Cue and rescue expert 1pent four weeks reviewing the fire fJghting services at Lome *Project Manager (1/g) International Airport and training fire personnel. *ElectronicsEngineer (1{8) *ATS Instructor (1/4) This FIT project, which began in May, has as its main TONGA pmpose the updating of the national aeronautical telecommunications plan, including revision of the plans An interregional aerodrome engineer was assigned for for installation of new communications and navigation Hve weeks to prepare plans for a feasibility study for a sids equipment. A beginning was made on this objective, long-range international airport. and much new equipment has already been ordered by the Government. The ATS expert has provided updating TRINIDAD AND TOBAGO courses for A TS personnel and has advised on the upgrading of the air traffic control services standards. Flight Simulator Instructor (1{11) An inter-country electronics engineer spent one month Assistance was given to the Government in reactivating advising the Government on navaid requirements, an inoperative flight simulator. Classroom instruction in including siting and procurement. instrument Hying procedures was given to air traffic controllers and pilots.

SWAZILAND TUNISIA

Director of Civil Aviation (OPAS) (1/12) Aeronautical Telecommunications Adviser (1/12) The OPAS expert continued to provide administrative ATS Radar Control Expert (1/9) and operational assistance to the Government. During The two small-scale country projects, which terminated the period, the Kingdom of Swaziland adhered to the at year-end, advised the Office des Ports Aeriens on Convention on International Civil Aviation. matters related to aeronautical telecommunications, including the equipping and building of a new radar air Two inter-country experts were assigned during the traffic control centre being provided with bilateral period: an aerodrome fi.re and rescue sen•ices expert :wistance. It aJso provided tnining for radar controJJers (one month) to evaluate fire and rescue services at md five radar mamtenance technicians in 1973. Matsapa Airport and an airworthiness expert (five i\n inter-country teletypewriter maintenance expert weeks) to advise on a..rworthiness procedures and to ~pent three months in the country training government prepare an airworthiness plan. teletypewnter mechanics on SA GEM equipment. 94 Annual Report of the Council 1973

TURKEY cations for a feasibility study on the development of Faleolo AirporL Civil Aviation Adviser (1/5) Air Law Expert (1/3) Aerodrome Engineer (1/2) YEMEN Air Transport Economist (l/1) Civil Aviation Adviser/Project Manager ( 1/12) AIR/OPS Exp"t (1/1) Activities on this new project began in the second halfof Aithne Operations Adviser (1/2) the year; initial steps were taken to review the existmg Airworthiness Inspector (OPAS) (1/5) civil aviation infrastructure. Air Traffic Services Adviser (1/3) Aerodrome Fire and Rescue Expert (1/3) Airline Maintenance Expert (1/11) Flight Operations Inspector (OPAS) (l/1) The main work of the mission was devoted to the Three yean of assistance to the Technical Department of provision of advice, assistance and guidance to the Civil THY were concluded during the period. Aviation Administration covering wide and diverse Some 38 airline personnel were provided familiarir.a· a range of administrative, operational and technical mat· tion·type, short duration fellowships in airline mam· ten. tenance tecluliques and related fields.

Significant and positive steps were taken in the eady URUGUAY implementation of the new projects provided for under the UNDP country programme to help in meetlng the Electronics Engineer (1/12) initial priority needs of a long-tenn civil aviation Electronics Technical Officer/Instructor (1/!2) development programme for the country in the fields of Training continued during the period, with courses in U organization, administration aud air safety, to build up specialities bejng given. The mission also provided the required infrastructure. By the end of the year the assistance to the Government in the installation atd arrival of experts, awards of fellowships and the place· maintenance of navigational aids and communicatioos ment of orders for navigational and communications equipment for Montevideo Airport. equipme11t as provided in the programme was ac· complished. Initial surveys by the Air Traffic Services and Aerodrome Fire and Rescue advisers were com· VENEZUELA pleted and work programmes commenced.

Air Navigation Services Adviser (1/6) The Airworthiness OPAS Expert, who arrived in August, ATS Expert' (2!7) was joined toward the end of the year by the Flight The edviser completed his assignment at mid·year; tie Operations Inspector (OPAS). These two experts who A TS Experts made recommendations to the Governme!lt are assigned to the Departmental headquarters in Sana'a on the resolution of air traffic control problems wit:hm provided the civil aviation authority with operationel the country. services in their respective fields of specialization.

An inter.country frequency search expert and another VIET·NAM, Republic of expert specialized in communications operations assisted the authorities at Sana'a international airport with An inter-country aerodrome engineer spent Bi months regard to the in troductjon of new communication reviewing a consultant-prepared survey of airport facilities and services. An inter-country Aerodrome requirements in the Saigon metropolitan area, and Engineer also carried out a detailed examination and advising on the organization of a works department irt submitted an engineering report on the Hodeidah airport the :OCA. An electronics engineer was assigned for two runway. months to assist the DCA in the upgrading of com­ munications systems through the installation of serru. automatic switching systems at the Saigon Telecom­ ZAMBIA mllilicaOons Centre. ProjectManager (1/12) WESTERN SAMOA ATSinstructor {1/12) Meteorology Instructor (1/12) COM/OPSJnstructor (1/12) An inter-country aerodrome engineer was in Western A tota_J of 104 ob initio and in·service trainees partici· Samoa for five weeks preparing the prelirnina.Jy specifi- pated m the various cour~s offered by the ATC, MET Technical Assistance 95 and C0M/OPS sections of the Civil Aviation and Radio Frequency Search and Engineering Meteorology Training Unit of the Zambia Air Services Argentina, Bangladesh, Belize, Boilvia, Burma, Cayman Training Institute, where ICAO assistance was provided. Islands, Central African Republic, Chad, Colombia, Three Zambian Counterpart Instructors were assigned by Costa Rica, East African Community, Ecuador, the Government and are presently undergoing fellowship Ethiopia, Guatemala, Guyana, Haiti, Indonesia, Iran, training. lvory Coast, Khmer Republic, Libyan Arab Republic, Malaysia, Nepal, Netherlands Antilles, Nigeria, Para­ Inter-Country Projects guay, Peru, Sierra Leone, Somalia, Surinam, ThaJland, Viet-Nam (Republic of), Yemen. Assistance given to States under UNDP inter-country (regional and interregional) projects is summarized Teletypewriter Maintenance below: Afghanistan, Ethiopia, Laos, Liberia, Sierra Leone, Aerodrome Engineering Tunisia. Iran, Iraq, Kuwait, Mauritius, Singapore, Somalia, Sudan, Syrian Arab Republic, Thailand, Tonga, Training Adviser Viet-Nam (Republic of), Western Samoa, Yemen. Malaysia, Nigeria, Philippines, Singapore. Aerodrome Fire and Rescue Services Ecuador, Malawi, Mauritius, Philippines, Sierra Leone, T. United Nations Fued for the DeYelopment Sudan, Swaziland, Thailand, Togo. of Irian Jaya (FUNDWI) Air Services Operations{ Personnel Licensing Costa Rica, Democratic Yemen, EI Salvador, Hon­ Project Manager (1/12) duras, Nicaragua, Saudi Arabia. Mechanical Engineer (1/12) ElectronicsEngineer (1/7) Air Transport Economics The project continued toward its expected tennination Hong Kong, Iran, Iraq, Philippines, Singapore, Sudan. m the first half of 1974. Assistance to Merpati Irian Jay a Airworthiness Airline was suctessfuliy completed; the telecommunica­ Colombia, Costa Rica, Democratic Yemen, Honduras, lionsfnavai.ds portion of the project was close to Iraq, lesotho, Libyan Arab Republic, Swaziland. compJetion; two of the five airport rehabilitation pro­ uammes were completed, two were more than 80 per Communications Operations ~:ent complete, and all equipment required was delivered Afghanistan, Ethiopia, Indonesia, Singapore, Sri to the site of the fifth airport, with rehabilitation work Lanka, Yemen. expected to begin early in the new year. Chapter VI

CONSTITUTIONAL ANO LEGAL QUESTIONS

1. Introduction ment, the United States of Amenca, and the adherence of 12 States to the Convention was deemed to constitute In the constitutional and legal field, some of the main acceptance of the Protocol pursuant to Arttcle V of that events during 1973 were: the addition of four States to instrument. Ten States that had signed the Protocol with the Organization's membership (Bangladesh, Fiji, Oman reservation as to acceptance had not deposited instru­ .and Swaziland); an increase in the number of States ments of acceptance when the year closed . parties to the International Air Services Transit Agree· ment and to the Protocol on the Authentic Trilingual Amendments to the Convention on Text of the Convention on International Civil Aviation; Jmernational Civil A11lation3 cOJlSJderation by tht Counol and the Assembly of incidents involving the shooting down of one civil Status of the amendments aircraft and the diversion of another; an increase in the The position with respect to the seven amendments to number of parties to conventions adopted at conferences the Chicago Convention was as follows at the year end: convened under the auspices of lCAO. The meetings in the legal field held during the year included a session of Amendment mtroducing Anicle 93 bis, on terminatwn the Subcommittee on the Revision of the Rome Conven· of membership (adopted 27 May 1947; m force as of tion (1952), the 20th Session (Special) of the Legal 20 March 1961 ): Committee, the 20th Session (Extraordinary) of the 68 ratifications Assembly and an International Conference on Air Lew, the last three bodies being uns1tccessful in finding a Amendment to Article 45 to permit transfer oj'the seat solution for the question of joint action in certain cases OJ the Organization bJ dedsiou of the Assembly of unlawful seizure of aircraft. The terms of reference of (adopted J4June 1954; inforceasofl6May 1958): the Council's Committee on UnlawfuJ Interference were 94ratifications revised. Amendment to Artl'ctes 48(a), 49(e) atui 61 to provide for an Assembly session not Jess than once in three years 2. Chicago Acts (adopted 14 June 1954; in force as of12 December l956)c Adherence and Acceptances, 98ratifications

Bangladesh, Oman, Swaziland and fiji deposited instru· Amendment to Article 50(a) raising the membership of ments of adherence to the Convention on International the Council to 27 (adoPted 21 June 1961; in force as of Civil Aviation on 22 December (1972), 24lanuary, 17 July 1962): 14 February and 5 March 1973 respectively, bringing the IOOratifications number of Contracting States to 128. The number of the Parties to the International Air Services Transit Agree­ Amendment to Article 48(a) raising the 11u •r of ment rose to 85 with the deposit of an instrument of Contracting States upon whose request an extraunillwry acceptance by Hungary on 1 5 January, Fiji on meeting of the Assembly may be called to ''not less than l4February, Oman on 23 February and Swaziland on one-fiftlr of the total number of Contracting States'' 30 April. The number of Parties to the International remained at I 2. 1. The States part1es to the Chicago Acts are hsred m Appen· db<: 1, Part 1. with dates on wtl1ch their insrrumenrs of Authentic Trilingual Text of the Convenrion2 ratificatiOn, adherence or acceptance were deposited.

By the end of the year the Protocol on the Authentic 2. The Stares parties to rhe Protocol on the AuthentiC Trilingual Text of the Convent1on are listed m Appendix 1, Part II. with Trilingual Text of the Convention on International Civil the dates of signature. the dates on which instruments of Aviation, adopted in Buenos Aires in September 1968, acceptanca were deposited and the dates of entry into force. was in force for 73 States; 33 of these had signed 3. The Stares that have ra11f1ed these amendments are hued in wtthout reservattoll as to acceptance; 28 had deposited AppendiX 1. Part I. With t/w daft'S M WhiCh the InStruments mstruments of acceptance with the depositary Govern· of rat•focatoonweredeposoted.

96 Qmstitutional and Legal Questions 97 (adopted 14 September 1962: will enter into force when Chicago Convention and take measures to safeguard ratified by 66 States): international civil aviatiOn. On 30 August, in Resolution 62ratifications A20.1, the Assembly strongly condemned Israel for violating Lebanon's sovereignty, for the forcible diver· Amendment to Article SO(aj ra1sing the membership of sioo. and seizure of a Lebanese civil aircraft and for the Council to 30 (adopted on 12 Mwch 1971; in force violatmg the Chicago Convention; urgently called upon asofJ6Janwry !973): Israel to desist from committing acts of unlawful 86ratifications interference with international civil air transport and airports and other facilities serving such transport, and Amendment to Article 56 raising the membership of the solemnly warned Israel that if it continued committing Air Navigation Commission to 15 (adopted on 5 July such acts the Assembly would take further measures !971; will enter into force when ratl[ied by 80 States): agU.nst Israel to protect international civil aviation. 67 ratifications Request from the Government of israel relating Settlement of Differences between Contracting States to missiles seized in the vicinity of Rome International Airport at Fiumicino During the year, at the rt!quest of the parties (Pakistan and India), the Council did not consider the complaint On I October, the Council deferred action on mclusjon and disagreement laid before it by the Government of in its work programme of an Israeli request in accor­ Pakistan on 3 March 1971 under the Rules for the dattce with Article 54(n) of the Convention to take Settlement of Differences (Doc 7782). appropriate action with respect to the case relating to tv.o ground-to-air missiles seized by the Italian police in Libyan civil aircraft shot down on 21 Febntary the vicinity of Rome International Airport at Fiumicino. by Israeli fighters over the occupied Egyptian territory of Sinai 3. International Air Law Conventions On 2g February, the Assembly, at its 19th Session (Extraordinary), adopted Resolution A19·1 condemning Ratifications and Adherences the Israeli action, relating to the shooting down of a libyan civil aircraft on 21 February by Israeli fighters The States which, in 1973, ratified or adhered to over the occupied Egyptian territory of Sinai, which cottventions and protocols on international air law resulted in the eventual loss of 108 Jives, and directed concluded under ICAO auspices are indicated below. It the Council to instruct the Secretary General to institute should be noted that with regard to The Hague Protocol an investigation and report to the Council. Later, the of 1955, the Guadalajara Convention of 1961, The Secretary General, acting on instructions of the Council, Hague Convention of 1970 and the Montreal Convention established an investigation team. When the Council of 1971, the States listed are those communicated to considered the report of the investigation team, on lCAO by the depositaries. 4lune, it found from the report no justification for the shooting down of the Libyan civil aircraft, strongly Convention on International Recognition of Rights in condemned the lsraeb action whicll resulted in the Aircraft (Geneva, June 1948) (m jorce since 17 sep­ destruction of the aircraft and tile loss of life and urged umber 1953). Israel to comply with the aims and objectives of the Ltbyan Arab Republic Convention. Olnventwn on Da11Ulge Caused by Fore~gn Aircraft to Forcible diversion and seizure by Israeli military Third Parties 011 the Surface (Rome, October !952) (in aircraft on 10 August ofa Lebanese civil aircraft j01ce since 4 February !958): chartered by Iraqi Airways None

On 20 August, the Council, meeting in Extraordinary Protocol to Amend the Convention for the Uni{lCatton Session, condemned Israel for violating Lebanon's ofCertain Rules relating to 1nternatimwl Catriage by Air sovereignty and for the diversion and seizure of a Signed at Warsaw on 12 October 1929 (The Hague, Lebanese civil aircraft on 10 August, considered that September 1955)(inforce since 1 August !963): these actions by Israel constituted a vwlation of the India Chicago Convention and recommended to the Assembly at ,ts 20th Session (Extraordinary) that it include m its Convention, Supplementary to the Warsaw C011Vention, agenda consideration of these actions in violation of the for the Um{ication of Certain Rules relatmg to Inter- 98 Annual Report of the Council 1973

11atWnal Con-ioge by Air Performed by a Perron othe1 draft") to provide the machinery for use in the case of rhan tlte Contracting Carrier (Guadalajol'o, Septembel certain actions of States in cases of unlawful seizure of 196/)(in[orce since I May !964): aircraft and unlawful interference with ClVil aviation and Greece, Saudi Arabia a "draft Protocol to the Convention for the Suppression of Unlawful Seizure of A1rctaft, signed at The Hague on Com•entkm on Offences and Certain other Acts Com· 16 December 1970" proposed by the USSR, which bad mitted on Board Aircraft {Tokyo, September !963) (in also indicated that a similar Protocol could be developed force since 4 December 1969): in respect of the Convention for the Suppression of Colombia, Ghana, Jordan, Laos, Malawi, Nicaragua, Unlawful Acts against the Safety of Civil Aviation, Pakistan signed at Montreal on 23 September 1971. In March, the Council decided to convene, for the aOOve-mentioned ConPention [or rhe Suppression of UnJowfuJ Seizure oj purposes, the 20th Session (Extraordinary) of the Aircraft (The Hague, December J970)(in[orcesince 14 Assembly and an international conference on air law. Ot:tober 1971): Botlt bodies met at Rome from 28 August to Barbados, Belgium, Colombia, Ghana, Guyana, Ice· 21 September. land, Ivory Coast, Malawi, Netherlands (Kingdom ol the), Nicaragua, Nigeria, Philippines The 20th Session (Extraordinary} of the Assembly Protocol to A mend the Convention for the Umfication The Assembly was attended by delegates from 101 of Certain Rules Relating to International CarriJJge by Contracting States as weli as observers from 2 non­ Air Signed at Warsaw on 12 October 1929 as Amended contracting States and 8 international organizations, by the Protocol Done at The Hague on 28 Septembe' including the United Nations. Over 400 delegates and 1955 (Gwte11Ulla City, March 197l)(not in force): observers were in attendance. The proposed amendment None to the Chicago Convention which was intended to include in that Convention supplementary provisions on Comwltion for the Suppression of Unlawful Acts againsl the safety of c1vil aviation failed to receive the tWo· che Safety of Civil At>iation (Montreal, September 1971) thirds majority of the Assembly required by Article (in force since 26 January !973): 94(a) of the Convention and thus the Assembly did not Argentina, Australia, Bulgaria, China (Republic of), adopt the amendment. On 30 August the Assembly Costa Rica, Cyprus, Czechoslovak Socialist Repub· adopted Rerolution A20-l: Diversion and Seizure by lie, Denmark, Dominican Republic, Fiji, Finland, Israeli Military Aircraft of a Lebanese Civil Aircraft (see Ghana, Guyana, Hungary, Iceland, Iran, Ivory Coast, Section 2) and, on 21 September, Resolution A20.2: Jordan, Korea (Republic of), Malawi, Netherlands Acts of Unlawful Interference with C1vil Aviation. Later, (Kingdom of the), Nicaragna, Nigeria, Norway, the Council agreed that copies of these two resolutions Philippines, Portugal, Sweden, Union of Soviet should be sent to Contracting States for inf.-.nn

Subcommittee on the Study of the combmed transport of goods and decided to defer action Rome Convention ( 1952) L.1 view of the pending studies to be carried out by UNCTAO, pursuant to ECOSOC Resolution 1734 (LIV) The Subconunittee on the Study of the Rome Conven· which establianed the Intergovernmental Preparatory tion (1952) met from 2 to 12 April and discussed the Group on a Convention on International Intennodal following main items: Reasons why States have not Transport. ICAO was represented at the First Session of ratified or adhered to the Convention; limitation of that body held at Geneva between 29 October and liability; nuclear damage; security for operators' liability; 2November. jurisdiction; possible consolidation of international rules contained in the Convention on Damage Caused by 4. Unlawful Interference with International Foreign Aircraft to Third Parties on the Surface (Rome, Civil Aviation and its Facilities& 1952); the draft Convention on Aerial Collisions and the subject of liability of air traffic control agencies; liabilitY Committee on Unlawful interference for damage caused by noise or sonic boom, and the relationship between the Rome Convention (1952) and Revision of the Committee's Terms ofReference the new instrument which might modify that Conven· On 28 March, having considered the matter at a number tion. At the conclusion of its session, the Subcommittee of meetings, the Council finished the revision of the considered that it could do no further useful work terms of reference of its Conunittee on Unlawful without guidance from the legal Committee. Interference estabUshed on 10 in order to bring them up to date with the developments that had Sonic Boom taken place aince their initial adoption and so as to broaden appropriately the scope of the Committee's In 1972, the Council requested the Legal Committee to work of assisting the Council. consider as soon as possible the question of the applicability of Article l(l) of the Rome Convention to Aviation Security Specifwations the sonic !mom. In April 1973, the Subconunittee on The Council entrusted the Conunittee with the task of the Study of the Rome Convention (1952) reached no reconunending to it the format of a possible new Annex fum conclusion on the question of sonic boom. How· on Security, and the text of the specifications to be ever, it noted that there was a general view in favour of contained in it, based on the material initially developed compensating for damage due to sonic boom, although by the Air Navigation Commission, amended by the there was no agreement as to the methods which might Council during a prellminary review, and circulated to be employed to achieve that result.4 States for their conunents at the end of 1972. Accord­ ingly, the Committee considered the whole question Problems arising out of the lease, charter during four meetings held in November and submitted to and interchange of aircraft in the Council the draft text of a new Annex, and international operations associated material. The Council discussed the Report of the Committee and made considerable amendments in The Council considered questions arising under Clauses the draft new Annex. When put to the vote, however, on (2) and (3) of Part B of Resolution A18·16 in March, 12 December, the draft Annex failed to receive the these clauses being concerned respectively with such 20 votes required for its adoption. Thereafter, the legal matters as the position in regard to the different Conunittee was requested to study the situation in the international conventions under which problems might light of the discussions in the Council with the view to arise in connexion with the lease, charter and inter­ making any proposals that may be considered appro­ change of aircraft in international operations and the priate. question of national laws and regulations pertaining to international lease, charter and interchange of aircraft. 5. Work Pro-of the l.epl Co- In November, the Council decided that a report on these matters would be included in a single paper to be At its 20th Session (Special) held from 9 to 30 January, presented to the AssemblY which would also contain the the Legal Committee established, subject to the approval report on technical problems contemplated by Resolu· tionAIB-16.5 4. For further discussion of the que$tion of sonic boom, .. Proposed Convention on lnternationt~l Section 2 of Chapter II. Intermodal Transport 5. For further discussiOn on certain aspects of ReooiUtion A18·16, see Section 3 of Chapter II. On 26 March, the Council considered the question of the further action that might be taken on the international 6. See also Chapters II andiU. !00 Annual Report of the Council- !973 of the Council, a general programme of work. On 7. Registration of Agreements and Anangements 5 March, the Council approved the work programme which contains the following current items: In 1973, the total number of agreements and arrange­ l. Question of Revision of the Warsaw Convention of ments registered with the Organization pursuant to 1929 as Amended by the Hague Protocol of 1955: Article 83 of the Convention rose by 45 to 2 424; out of (a) cargo; (b) mail; (c) automatic insurance. the additions, 29 were replacements for, modifications 2. Study of the Rome Convention on Damage Cauied of, or supplements to, agreements previously registered. by Foreign Aircraft to Third Parties on the Surface Fifteen were concerned with the granting of commercial (Rome, 1952). rights in air transport; one related to the supervision or 3. Liability of Air Traffic Control Agencies. airworthiness, operation and maintenance of aeroplanes. 4. Aerial Collisions. S. Study of a possible consolidation of intematioTial rules contained in the Convention on Damage 8. Collection of National Aviation Caused by Foreign Aircraft to Third Parties on the Laws and Regulations Surface (Rome, 1952), the draft convention on aerial collisions and the subject of liability of air One hundred and twenty-three new basic texts were traffic control agencies. added to the Organization's collection of national laws 6. Resolution B of the Guadalajara Conference. and regulations during 1973. There were over l 000 7. Legaj Status of the Aircraft; aspects other thm amendments and additions to texts previously acquired. those found in the Tokyo Convention. g_ Proposed Simplification of Convention-Making Procedures. 1. Algeria, Argentina, Austr1a. Barbados, Belgium, Brazil. 9. Legal Status of the Aircraft Commander. Bulgaria, Central African Republic, Chile, Cyprus. Czecbo­ slovak Soc1alist Republic, Denmark. Ecuador. Egypt (Arab Republic ofl, Fiji, Finland, Germany (Federal RepUbliC of), Ghana. Gvawnala, Gumea. Haiti, Hungary, lmlia. lfaq, 6, Privileges, Immwrities and Facilities Ireland, Ivory Coast. Jama1ca, Japan, Jorda11, Kenya, Khl'llEir of the Organization Republic. Kuwa•t. L110s. L1bvan Arab Republic, Luxembou~. Madagascar. Malawi. Malaysia. Mall. Malta, Mauritius. , Nepal, Netherlands (K~ngdom of the), New In 1973 one additional State (Hungary) undertook to Zealand, N1caragua, N1ger, N1gena, Norway, Pak1;tan, Ph1- apply to ICAO the Convention on the Privileges and hpp1nes, Poland, Roman1a, Rwanda, Senegal, Sierra Leone, Inununities of the Specialized Agencies adopted by the Singepore, Sweden, Tanzania !Umted RepUblic of), Thailand. Trimdad and Tobago, Tunisia, Union of Soviet Sociahn United Nations General Assembly in November 1947, RepubliCS, Un1ted K1ngdom, Upper Volta. Zaire !Republic there being 68 States that have done so.7 of), lind the non~ntracting States of Gambia and Lesotho. Chapter VII

RELATIONS WITH OTHER INTERNATIONAL ORGANIZATIONS

I. Tbe United Natioos world economic relationa based on the equality and common interests of all countries; General Assembly (b) Initiate the necessary and appropriate structural In March, the Council dealt with the implementation of changes to make the United Nationa system a more Rtoolution A19·2 of the 19th Session (Extraordinary) effective instrument of world economic co­ which referred to the relevant resolutions of the General operation and for the implementation of the Assembly of the United Nations concerning Portugal International Development Strategy; .. " The same resolution requests the United Nations (see Chapter VIli, Section 2). The Council also con­ Secretary..(;eneral to prepare, in consultation with the sidered Resolutions 2908, 2909, 2923, 2945, 2946, 2977, 2980, 2984, 3030 and 3031 adopted by the various specialized organizations of the United Nations General Assembly in the course of its 27th Session. With a preliminary report based on the points mentioned above. reference to the relevant clauses of these resolutions, the Councli noted that arrangements were concluded with &onomic and Social Council ( ECOSOC) the Organization of African Unity (OA U) and with the United Nations High Commissioner for Refugees At its 54th session in May 1973, ECOSOC adopted a (UNHCR) regarding assistance in aeronautical training to resolution (No. 1768-LIV) inviting the Secretary-General refugees from territories in Africa subject to colonial of the United Nations and the Executive Heads of the domination. It also confirmed that ICAO does not Specialized Agencies to report on the relationship maintain any relations with the present regime in between the United Nations and the Specialized Southern Rhodesia, that the Organization has no Agencies. Various aspects of this question were sub­ dealings with that have a bearing on sequently clarified at the meeting of the Administrative Namibia and that the des1gnation "'Namibia" is already Committee on Co-ordination which was held in October. used in the relevant lCAO documents. The Council also The report of ICAO for 1972 was presented at the referred to the action taken in regard to South Africa by 55th Session of ECOSOC by the Secretary General who ICAO Assembly Resolution AIB-4. With regard to outlined the development of air transport during the clause 2 of Resolution 291g (XXVII) and clause 7 of year and described the work of JCAO in various fields of Reoolution 2980 (XXVII) concerning invitations to general interest, including human environment, unlawful national liberation movements of colcnial territories in interference with civil aviation and technical co­ Africa to attend meetings of the Specialized Agencies, operation. At the same session, the Economic and Social the Couucil decided to submit the subjecr to the 21st Council decided that the report of lCAO for 1974, Session of the Assembly. together with those of the Universal Postal Union and In the course of .its 28th Session in December 1973, the International Atomic Energy Agency, will be the General Assembly of the Unite..: N::ti<> •.s decn:Jed to reviewed in detail in 1975. ECOSOC also considered the hold a special session of tne GenerU.:. k:~eutbly at a high status of implementation of the Declaration on the political level, on an approl'ri<~Jo;. date just befo1:: the Granting of Independence to Colonial Countries and 30th regular session with the pu. pose of '"exammiltg the Peoples by the Specialized Agencies and undertook a polltical a.11d other implkat... m~ oi the state of .. orld fust over-all review and appraisal of the progress development and internationd! ccol!omic co-operation, achieved in implementing the International Development expanding the dimensions <>.ut! concepts of world eco­ Strategy for the Second United Nations Development nomic and developmental co-0 ..ration, and giving the Decade. In other areas of general interest to ICAO, goal of development its right/ul place in the United ECOSOC establlshed an Economic Commission for Nations system and on the international stage ... ". At Western Asia which will replace the United Nations the special session the Assembly will also, m the litlrt of Economic and Social Office in Beirut (UNESOB) and the implementation of the International Development took a number of decisions aimed at improving the Strategy for the Second United Nations Development organization and rationalization of its work. Decade: United Nations Conference on Trade and "(a) Consider new concepts and options with a view to Development (UNCTAD) promoting effectively the solution of world eco­ nomic problems, in particular those of developing ICAO participated in the work of the Group of countnes, and assist in the evolution of a system of Experts on Transport Infrastructure for land-locked /OJ 102 Ammal Report of the Coun('il- 1973

developing countries which was convened pursuant to of interest in the detection and tracking of typhoons, Resolution 63 of the third session of UNCTAD, and was presented by the ICAO representative Jt tl1e s.ixth recommended various measures designed to encourage session of the ECAFE Typhoon Committee. economically justified expansion and improvements of aviation facilities and services of the countries con- cerned. 2. Inter-Agency Bodies In October, the Organization was represented at the first session of the Inter-Governmental Preparatory lCAO participated, as usual, in the work of the Group on International Intermodal Transport estab­ Administrative Committee on Co~rdination (ACC), in lished by UNCT AD in sccordance with Resolution its Preparatory Committee and in other subordinate 1734 (LlV) of the Economic and Social Council with bodies in whose activities it is interested. the purpose of preparing a preliminary draft of a Consultations among the members of the ACC Convention on International lntermodaJ Transport. took place on several matters of common interest, The Conunittee discussed, inter alia, the statute of the United Nations Environment Programme (UNEP) proposed International Civil Service Commission and the situation faced by many organizations as a result In February, ICAO took part in the meeting convened of currency devaluation and inflation. It also examined by the Secretariat of the United Nations Environment the question of implementation of the relevant United Programme to discuss with interested Specialized Nations General Assembly resolutions on the Declara· Agencies the "pre-programming" activity of the UNEP. tion on the Granting of Independence to Colonial Subsequently the Organization attended the first and Countries and Peoples and clarified various aspects of the second sessions of the Environment Co~rdination the reports to be prepared by the Specialized Agencies Board (ECB) which decided its role, functions and in accordance with ECOSOC Resolution 1768 (LIV) methods of work and discussed the preparation of on the relationship between the United Nations and work programmes to be presented to the UNEP the Specialized Agencies. Preparations for another Governing Council. study on regional structures, also required by ECOSOC in its Resolution 1756 (LIV), were discussed and Special Meeting on the Sudano-Sahelian zone measures were taken to ensure co-ordination, with regard to collection of data from the Specialized Arrangements for medium and long-term assistance to Agencies. An assessment was made by the ACC on the the States affected by prolonged drought conditions ill progress achieved so far on the study in depth for the Sudano-Sahelian zone were discussed in June at a ECOSOC on information systems and computer use in special meeting attended by representatives of States the United Nations famay and steps were taken to and Specialized Agencies, including ICAO. ensure completion of the study in a suitable manner. ICAO was represented at the meetings of the Economic CommisYion for Asia and ACC's Consultative Committee on Administrative the Far East (ECAFEJ Questions (CCAQ) and participated in the work of some other inter-agency bodies. In February, it took A number of matters of interest to ICAO were part in the meeting of the ACC Sub-Committee on discussed at meetings of the Commission in whlch the Statistical Activities which examined an inventory of Organization took part. An ICAO paper on the Devel­ data bases on economic and social statistics submitted opment of Civil Aviation and Tourism was presented b_v the United Nations Statistical Office, discussed the to the ECAFE Conunittee on Transport and Communi­ preparation of a directory of international statistics cations. The Organization was also represented at the and considered the question of standardization of 21st session of the Conunission and at the first and samples used in stlitistical reports and publications of second meetings of the permanent representatives to the Specialized Agencies. In March, the Organization ECAFE who discussed the rationalization of the Con­ participated in an ad hoc inter-agency meeting which ference structure. At its first seSSJon, the Commission's was convened to review and improve arrangements for Sub-Committee on Tourism and Facilitation noted co~peration among international organizations in with interest the continuing activities of ICAO in the matters of relief in cases of disaster and in measures field of facilitation and recoguized the need to take for disaster mitigation and prevention. Co.operation into account aviation secunty aspects in the context of and relationships m the field of tourism between the improved facilitation procedures. A report on decisions United Nations system of organizations and the future taken at the As.ia Pacific Regional Air Navigation World Tourism OrgarHzation was tlie main subject of meeting in respect of aircraft meteorological observa­ an ad hoc inter-agency meeting in April, at which tions over the Pacific and the Indian Oceans, which are ICAO was represented. Relations with Other Jnternatimwl Organizations 103

Joint inspection Unit concerned primarily with a revision of the high· frequency aliotment plans for the Aeronautical Mobile In June, the Council agreed that ICAO should continue Service. to use the services of the Joint Inspection Unit until 31 December 1977 on the basis indicated in Resolution Universal Postal Union (UPU) 2924-B (XXVII) of the United Nations General Assembly and in August it examined and noted the liaison was maintained with UPU through correspon· fifth report on the activities of the Joint Inspection dence and participation by ICAO in the work of the Unit (JIU) covering the period July 1972 to June UPIJ's Air Mail Committee which met in May and 1973. expressed, inter alia, its satisfaction with the study on The Council also noted the collective comments "Fulure Prospects for Air Mail" undertaken by ICAO formulated by the members of the Administrative pursuant to Resolution C68 of the UPU's Tokyo Committee on Co-ordination, including ICAO, on the Congress. The same Committee also considered the report on "Conununications in the United Nations questions of air mail conveyance rates; air conveyance System" which was prepared by the JIU at the request of msured items and security measures regarding air oftheACC. mail traffic.

World Health Organization (WHO) 3. Specialized Agencies In the course of the year, increased collaboration was lnter-govemmental Maritime Consultative established with WHO in the fteld of environmental Organization (IMCO) pollution. ICAO attended a meeting of the WHO Study Group on the Publlc Health Aspects of Conununity Co

ORGANIZATION AND ADMINISTRATION

I. Introduction m measures to be taken in pursuance of United Nations General Assembly Resolutions 2555 and 2704 in rela­ The year 1973 saw the convening of two extraordinary ti[)n to Portugal. One hundred and seventeen Contract­ sessions of the Assembly and the election at one of them ing States were represented at the session, some by of three additional States to the Council after the personnel from their delegations to the United Nations, entering into force of the amendment to Article SO( a) of and one international organization, the United Nations, the Convention increasing the membership of the 'MIS also represented. The Assembly carried out all of its Council to 30. On the Secretariat side, Dr. Assad Kotaite oork in plenary session. was reappointed Secretary General for a further three As reported in Chapter VI, on the reconunendation yws beginning 1 August J973 and two of the four of the Legal Committee the second extraordinary session healls of Bureaux1 left the Organization. The continued (the Assembly's 20th Session) was convened simul­ rise in the cost of living was reflected in another upward taneously with a diplomatic conference at the Head­ reclassification of Montreal for post adjustment purposes quarters of the Food and Agriculture Organization in (from Class 4 to Class 6) and a salary adjustment for Rome (28 August to 21 September). After two days of Genesal Service Category staff at Headquarters jQint meetings to hear statements by dalegations, the amounting to 9 per cent of net salary. two bodies met on alternate days. On this occasion too, In the latter part of the year the Finance Conunlttee the Assembly added an item to its agenda on the began work on budget estimates for the next financial diversion of a Lebanese civil aircraft by Israeli military period (1975, 1976 and 1977). Subject to confrrmation aircraft. In its work on the agenda it had recourse to an by the Assembly, a new Extemal Auditor was Executive Committee as well as to the plenary session, appointed, and the Council had occasion to act under the President of the Assembly and Chairman of the Financial Regulation 6.8 in fvting the assessments of the Executive Committee being Mr. Y. Diallo of Senegal. new Contracting States of Bangladesh, Fiji, Oman and As no invitations to hold the Assembly's regular Swaziland. session in 1974 were forthcoming, the Council decided, The Eighth Edward Warner A ward was bestowed .in October, to convene the session in Montreal from 24 posthumously on Mr. Shizuma Matsuo (Japan) and September to 16 October. presented to his widow at a ceremony at ICAO At the 19th Session of the Assembly, the Kingdom Headquarters on 14 December. ()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 2. Organization m the Rules of Procedure for the notification of candidatures and for the conduct of the parts of the Represenliltive Bodies election were, by unanimous agreement, not observed and the election was completed within 24 hours. As indicated above, two extraordinary sessions of the In 1973 the Councll held three regular sessions, in Assembly were held in 1973. The first (the Assembly's accordance with its normal practice, and one extra­ 19th Session) was a short one, held at United Nations ordinary session - a single meeting on 20 August, Headquarters from 27 February to 2 March, with Mr. called a! the request of Lebanon to consider the Walter Binaghi, President of the Council, elected as its incident ten days earlier of the diversion of a Lebanese President. Originally it was to serve simply for the civil by Israeli military aircraft. A discussion on purpose of electing three additional members to the working methods resulted in an agreement to make the Council after the entering into force of the amendment long-standing arrangement of dividing a Council session to Article SO( a) of the Convention, but on the proposal into Committee and Council phases somewhat more of the United States the item "Possible adoption of the flexible. At most sessions it has been found necessary 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 1. Mr. P.K. Roy retoffl

105 106 Annual Report of the Council- 1973

to hold some Committee meetings during the Council In the Bureau of Admimstratmn and Services a phase. In the future, some Council meetings witl be new Publications Section was established which mcor­ held during the Committee phase, an arrangement porated the previous Editorial and Printing Sections, which has the advantage of permitting the disposition the latter being redesignated as the Prmting Unit. without dalay of items ready for consideration in the The Organization Chart appearing in Appendix g frrst part of the session. Three Council members - shows the structure of the Secretariat at 31 December Argentina, Canada and India - changed their represen· 1973. tatives on the Council during 1973.2 The amendment to Article 56 of the Convention increasing the membership of the Air Navigation Com· 3. Personnel mission to 15 has not yet come into force and the Conunission's membership therefore remained at 12 There were 701 posts in the establishment in 1973, 24 during 1973, though two States, Japan and Sweden, more than in !972; 266 were in the Professional and had permanent observers on it. There was only one higher categories, 435 in the General Service category. change in the membership of the Air Navigation Com· These totals include 72 Technical Assistance Bureau mission during the year, with Australia withdrawing posts. There were 238 Professional category personnel Mr. K. Arnold and nominating in his place Mr. J.E. in service on 31 December 1973, 8 more than on 31 Sansom, whom the Council elected as a member. Mr. December 1972. Tills total figure includes 6 staff J.E. Cole (Canada) was President of the Conunission; members held surplus to establishment, 2 of whom, Mr. P.l. Seixas (Brazil) will succeed him in that office appointed on a regular basis, are included in the table in 1974. in Appendix 9. Nineteen Professional category per· All Council Member States continued to be sormel left the service of the Organization during the represented on the Air Transport Committee, their year3, and 24 new appointees from 14 Contracting representatives being, with one exception, representa· States reported for duty. At the close of the year tives on the Council as well. Because of the increase in 1973, there were 35 vacancies in the Professional Council membership, the membership of two of its category. Fifty-seven nationalities were represented, subordinate bodies, the Finance Committee and the one less than at the end of 1972 (see Appendix 9). Edward Warner Award Committee, was mcreased by 2 During the period conSidered, the usual annual to 13 and 7 respectively. The Committee on Unlawful intenm review of General Service category staff salaries Interference with International Civil Aviation and its was conducted as a result of which the net salaries for Facilities continued to exist, with the same member­ that category of staff were raised by 9 per cent, ship as in 1972: Argentina, France, Japan, Lebanon, effective I April 1973, on the basis of the upward Mexico, Senegal, Spain, Uganda, the Union of Soviet movement of the local wage indices on which these Socialist Republics, the United Kingdom and the salary adjustments are based. United States. The revised terms of reference approved At various times during its 78th, 79th and 80th for the Committee in March recognized the role of the Sessions, the Council reverted to the question of the Air Navigation Commission and the Air Transport post adjustment classification of Montreal, with special Committee in the development of preventive measures reference to the conclusions of the Expert Committee and procedures, made the Committee's role in this on Post Adjustments on some questions on which the field primarily a co-ordinating one, and empowered it Council had requested, in 1972, the Committee's to make recommendations to the Council on the views. Partly in modification of previous Council sending of technical fact-fmding missions when it actions, and partly as a result of further movements in considered this would be beneficial. the local cost-of-living index, the Council decided to place Montreal in post adjustment class 3 with effect The Secretariat from I November 1971 (instead of 1 Aprtl 1972 as previously decided); in post adjustment class 4 with In 1973 changes made in the organization of the Secretariat involved the establislunent of an Air Trans· effect from I May 1972 (instead of I July 1972); in port Studies Section in the Air Transport Bureau. post adjustment class 5 with effect from I May 1973 In the Technical Assistance Bureau the Reports (instead of I December 1972); and in post adjustment and Evaluation Office was redesignated as the Planning class 6 with effect from 1 November 1973. and Evaluation Office and the Implementation Sections, Areas A to D, were redesignated as Project 2. For representetoves on the Council and members of the Implementation Sections, Europe and the Middle East; Council's $Ubordinate bodies in 1973. see Appendix 4. Africa; the Americas; Asia and the Far East, respectively. 3. 4 by retirement, 7 by re$ognation. 2 by expiratoon of non­ career appointment, 1 by death. 1 by non-renewal of The Training Section was also redesignated as the Field appointment, 1 by transfer. 1 by mutual agreement, 2 by Training Section. e>

4. Twenty-third Familiarization Course 6. Computer Activities

The twenty·third ICAO Familiarization Course was During 1973 the following publications were prepared held from 5 September to 17 October with eleven as required from computer-processed data: participants from Bahrain, Bolivia, Cyprus. Democratic Air Transport Digests relating to Airline Traffic, Yemen, Korea, Kuwait, Peru, Philippines, Saudi Arabia, Traffic Flow and Airport Traffic; Senegal and Yugoslavia. Four different Communication Frequency Usts for As in previous yean, the course had the purpose the European and African Regional Offices; of familiarizing those attending it with the structure Air Navigation Systems Planning Usts containing and functioning of ICAO. After conclusion of the Aerodrome Characteristics. course in MontreaJ, a number of the participants paid Administrative material now regularly processed short visits to the Regional Offices accredited to their relates to Budgeting, Accounting, Payroll, Personnel/ countries. Establishment Listings, ICAO Inventory, Technical Assistance Purchasing and Inventory. 5. Public Information Activities

The ICAO Bulletin, published monthly, was improved in 7. Language Services, Publlcations and Ubrary both its content and appearance; advertising in it, accepted under the established policy, provided the At Headquarten, at the Regional Offices and at Organization with a revenue of U.S.$122 000 after meetings held away from Headquarters, the translation deduction of sales costs. This amounted to an increase output as well as the volnrue of interpretation provtdad of more than SO per cent over 1972 revenues. was higher in 1973 than in 1972. Comparative flgures The Public Information Office produced a re­ for the years 1963 to 1973 are given below; those for designed and revised version of the 12-page booklet 1973 reflect the effect of the introduction of the Facts about /CAO, which describes in brief the history, fourth (Russian) language. organization and activities of ICAO. It is used as a low-cost supplement to the 72-page Memorandum on Translation Interpretation ICAO, and is distributed in large quantities to the (in pages) (in man-days) general public. The Office completed a new series of exhibition 1973 25 503 4038 display units, together with six different posters, 1972 20138 2649 intended for RegionaJ Office and Headquarters use. 1971 22 924 2 781 The units are compact and easily transportable to serve 1970 21 803 3 182 requests emanating from Contracting States. The Office 1969 19 044 2 362 also produced a 28-minute radio programme on tape !968 20 225 2137 for distribution to radio broadcasting facilities in Con­ 1967 !9683 2 704 tracting States; the programme, through narration, 1966 19 831 2 8!4 sound effects and music, provides information on 1965 !6 3!6 I 893 JCAO's history and activities. Additional work was 1964 17 683 2 139 begun on the production of a booklet on ICAO 1963 15 064 20!9 Technical Assistance, as well as on updating the Air Age Education kit, distributed to secondary school The translation backlog of 392 pages at the end of teachers for course instruction. 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

1973 1972 1971 U.S.$ U.S.$ U.S.$

Sales from Headquarters 1205!7.26 136 146.87 125 764.76 Sales from or through Regional Offices: African Office 395.96 921.84 558.94 European Office 39 797.54 30 572.13 30 491.89 Middle East and Eastern African Office 7 257.62 4131.55 4231.20 Far East and Pacific Office 6 724.67 3 638.96 5058.50 South American Office 2 827.lg 2 025.73 I 474.59 North American and Caribbean Office 4.75 Sales through Sales Agencies: Her Majesty's Stationery Office, London 14 728.05 8 582.16 IS 970.22 Messrs Robertson & Mullens, Melbourne 10 000.35 1 Oxford Book and Stationery Co., New Delhi I 490.28 United Nations Book Shop, New York 8.66 21.95 60.31 Information Canada, Government Printing Office, Ottswa I 241.25 I 325.05 3 270.04 Japan Civil Aviation Promotion Foundation, Tokyo 5 320.16 7 510.15 C.E. Fritzes Kungl, Stockholm I 353.64 5.00 198 823.10 206 229.48 188 405.73

(1) D!scontlnueda$salesagenton3t/12/71.accountsettled on lull in 1972.

The Printing Unit had an output of 76 390 000 Steps were taken in the planning and execution of page impressions which was 3.8 per cent higher than in those portions of work on the new Headquarters 1972. The ICAO BuOetin was the only document premises for which lCAO itself is responsible, i.e. the printed contractually and totalled 8 304 000 page fmishing and furnishing of the conference and related Impressions. areas m the Assembly Block and the base of the Office Receipts from the sale of ICAO publications in Tower, as well as the plarming of the subdivision and 1973 totalled U.S.$198 823.10. Table VIII-I gives layout of the special use areas in the basement and the comparative figures for 1973, 1972 and 1971. standard office floors in the tower proper. In Section 9 During the year 384 volumes were added to the reference is made to Council's decision regarding trans­ Ubrary, 282 by purchase and the rest as gifts or on an fers between parts of the Budget, required to finance exchange basis. The Organization subscribed to 160 increased finishing costs. periodicaJs and received about the same number as For the detailed design and drafting of technical gifts or in exchange. specifications the Organization contracted the services of several specialist consulting frrms. To assist in the implementation of the project, and to monitor and 8. Premises supervise execution of the work for which it is respon­ sible, ICAO further availed itself of the services of an Headquarters experienced senior construction administrator loaned by the Canadian Government's Department of Public Construction of the building in which the new ICAO Works. Headquarters premises will be located in Montreal More recently, in view of the scope and magnitude advanced at a steady pace. As previously reported, of the management and planning effort required for excavation started in September 1972. By mid-June the new Headquarters project and as those portions of 1973 the foundations and basement concrete work had the project under ICAO's direct responsibility were been completed. At the time of writing, construction entering the execution phase, the Secretary General had reached the twelfth floor above ground level. The appointed a senior career officer of the Secretariat as building is scheduled for completion by November· Project Manager who, under the Secretary General's December 1974. immediate direction, will be in complete charge of the Organization and Administration /09 entire effort until the OrganiLation is well settled into amount includes those fixed by Council under its new Headquarters premises. 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 9. Finance Guinea (0.1 0%), Fiji (0.10%), Oman (0.10%), Qatar (0.10%), Swaziland (0.10%) and the United Arab The appropriations voted by the Assembly for the (0.10%). In connexion with determination of present triennium (Resolution AIB-23), with an indi· the assessment of Bangladesh, Council dacided to cation of how they are to be financed, are shown in recommend to the Assembly reduction of the assess­ Table Vlll-2. ment of Pakistan from 0.40 per cent to 0.27 per cent. The Council, pursuant to Financial Regulation 5.9, The amount received by the year's end was $8 602 425 approved 1973 transfers from Part I (-$61 623), Part or 85.24 per cent as compared with 86.41 per cent at II ( -$258 782) and Part IV ( -$45 000) to Part lll the end of 1972 and 94.55 per cent at the end of (+$365 405). In accordance with Financial Regulations 1971. Under the arrangements authorized by Financial 5.2a) and 5.2c), Council approved supplementary Regulation 6.5, four States elected to pay part of their appropriations amounting to $300 000 and $100 000 assessment in the currencies of the Arab Republic of respectively under Part III, these supplementary appro­ Egypt, France, Senegal and Thailand (countries where priations to be financed from resources available to the the Organization has Regional Offices). Payments equi­ Organization and without resort to supplementary valent to $76 000 or 0.75 per cent of the total amount assessment of Contracting States. Pursuant to Financial assessed were made in these currencies. The sum of Regulation 13.1, Council suspended the relevant $1 103 678.47 was received in payment of assessments portion of Financial Regulation 5.6 and approved for previous years, reducing the total arrears to the carry-over from 1973 to 1974 of $78 359 under $787 582.92. Of this amount, 17.92 per cent repre­ Part III, $902 212 under Part IV, and $58 000 under sents arrears being gradually paid off rmder arrange­ Part v. ments approved by either the Assembly or the Cowtcil. The above actions by the Council were necessary Table VID-4 showa the fmancial position of the to cover a steep increase in pre-occupancy fmishing Organization, in terms of balances in the General and costs of the new Headquarters premises (Part III) and Working Capital Funds at the beginning of the year to provide flexibility in issuing contracts during 1973 and at the end of each quarter, with the corresponding or during 1974, necessary because of construction figures for 1972. delays on the new premises (Parts Ill and IV), and to All of the above relates to operations wtder the provide for Special Implementation Projects during Organization's Regular Programme, fmanced by appro­ 1973 and 1974 (Part V). The Secretary General was priations mada by the Assembly. The staff of the authorized to make adjustments that might be required Technical Assistance Bureau, Technical Assistance in the light of actual expenditures at the end of Officers in the Regional Offices and certain related the year, within the total revised appropriations supporting persormel and expenses are fmanced by the of $13 409 893. The adjustments made are reflected in TA Administrative and Operational Services Costs Table VIII-3. Fwtd. Obligations under that fund in 1973 totalled Assessments for 1973 totalled $10091681. This $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

Amendmants to Chicago Convention 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 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 Amendments to Chic.go Conwntion Chicago Convention TranSit Transport (in force as of Articl~481al, Art•cle50(a) Article60(al_ ... 00 Agreement Agr0<1ment 4April 1947) Arttele93bis Article45 49(eland6f adopted on 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 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 of acceptance) DePOsit of Ratification 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 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

( 1I Thit list is based on information rece1ved from the depositary State.

114 Appendix I 115

Date of signature Date of signature Date of deposit Without reservation with reservation Of instrument Date of entry as to acceptance as to acceptance of acceptance into force

Sipted at Washinaton D.C.

United States of America 17/10/68 24/10/68 Australia 12/2/69 12/2/69"'* Germany, Federal Republic of 14/2/69 14/2/69** Panama 9/4j69 9/4/69"'"' Ivory Coast 15/4j69 15/4/69** Niger JJ/4/69 ll/4/69"' Luxembourg 24/4/69 Chad 21/5/69 21/5/69** Malawi 9/6/69 9/6/69"' Saudi Arabia 19/6/69 19/6/69,.. Lebanon 30/6!69 30/6/69** Tunisia 15!7/69 5!4173 Afghanistan 5/9/69 Turkey l9J9j69 19/9/69*"' Jordan 9/10/69 9jl0j69 .. Nigeria 29/l0/69 29jl0/69** Tanzania, United Republic of 26j8j69 26/8/69*" Hungary 30/10/69(2) Ireland 3/12/69 3/IZ/69** Romania 29/12/69 29/12/69** Bulgaria 5/1/70 5/1/70* Gabon 15/1/70 15/1/70* Netherlands, Kingdom of the 20j4j70 20j4J70** Democratic Yemen 27/2/70(2) Mauritius 1/3/70(2) Egypt, Arab Republic of 14/5/70 14/5/70* Madagascar 18/5/10 18/5!70* Union of Soviet Socialist Republics 14/1 Jj70(2) Zambia 16/11/10 16/11170* Kuwait 14/1/11 14/1/71* Austria 15/3/71 15/3/71* New Zealand 15/6!71 15/6/71"' Bahrain 19/9/71(2) Qatar 5/10/71(2) ItaJy 1/3/72 1/3/72 Equatorial Guinea 23/3/72(2) United Arab Emirates 25/5/72(2) Bangladesh 21/1/73{2) Omon 23;2!73(2) Swaziland 16/3/73(2) Fiji 4(4/73(2) Greece 20(9/13 20(9173

loaccordanc;ewithArticleiV.2): ' on the date of acceptance •• onthedateofsignaturewithoutreservatlonasroacc:eptance. 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. Oatrot()cOI eorr

(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!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~1 soons 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 Germany, Federal Republic of Netherlands, Kingdom of the Argentina Greece N"ISO' Brazil Haiti Norway Central African Republic Iceland Pakistan Chile Italy Paraguay Cuba Ivory Coast Rwanda Denmark Laos Sweden Ecuador Lebanon Switzerland Egypt, Arab Republic of Libyan Arab Republic Thailand ElSalvador Mali Tunisia France Mauritania United Republic of Cameroon Gabon Mexico1 United States

Rome Convention1

Algeria Gabon N"'8" Argentina Haiti Nigeria Australia Honduras Pakistan Belgium haq Panguay Brazil Italy Rwanda Canada Luxembourg Spain Cuba Mali Sri Lanka Ecuador Mauritania Tunisia Egypt, Arab Republic of Morocco United Republic of Cameroon

Guadalajara Convention1

Australia Guatemala Norway Austria Hungary Pakistan Belgium kaq Paraguay Brazil Ireland Philippines Chad Italy Poland Colombia Jamaica Romania Cyprus Lebanon Rwanda Czechoslovak Socialist Republic Libyan Arab Republic Saudi Arabia Denmark Luxembourg Swaziland Egypt, Arab Republic of Mexico Sweden FiW Netherlands, Kingdom of the Switzerland France NewZealand4 Tunisia Gabon Niger United Kingdom 5 Germany, Federal Republic of Nigeria Zambia Greece

IJ7 J/8 Annual Report of the Council- 1973

Tokyo Convention1

Argentina Hungary8 Pakistan Australia Iceland Panama Barbados Israel Paraguay Belgium Italy Philippines Brazil Ivory Coast Poland Burundi Japan Portugal Canada Jordan Rwanda Chad Kenya Saudi Arabia China 6 Korea, Repubfu: of Senegal Colombia uo' Sierra Leone Costa Rica Lesotho Singapore Cyprus Luxembourg South Africa Denmark Ubyan Arab Republic Spain Dominican Republic Madagascar Sweden Ecuador Malawi Switzerland Fiji7 Mali Thailand Finland Mexico Togo France Netherlands, Kingdom of the 9 Trinidad and Tobago Gabon Nicaragua UnitedKingdom10 Germany, Federal Republic of Niger United States Greece Nigeria Upper Volta Guatemala8 Norway Yugoslavia Zambia

The Hague Convention1

Argentina France Nigeria Australia Gabon Norway Barbados German Democratic Republic Pakistan Belgium Ghana Panama Brazil Guyana Paraguay Bulgaria Hungary Philippines Byelorussian Soviet Socialist Republic iceland Poland c... da hon Portugal Chad lnoq Romania Chile Israel South Africa China Ivory Coast Spain Colombia Japan Sweden Costa Rica Jordan Switzerland Cyprus Malawi Trinidad and Tobago Czechoslovak Socialist Republic Mali Uganda Dahomey Mexico Ukrainian Soviet Socialist Republic Denmark Mongolia Union of Soviet Socialist Republics Ecuador Netherlands, Kingdom of the United Kingdom Fiji Nicaragua United States Finland Niger Yugoslavia ndix2 119 The ftaaue Protocol1

Afgh"""tan Greece Norway Algeria Guatemala Pakistan Argentina Hungary Paraguay Australia Iceland Philippines Austria India Poland Belgium Iraq Portugal Brazil Ireland Romania Bulgaria Israel Saudi Arabia Byelorussi.an Soviet Socialist Republic Italy Sanegal Canada IvoryCoast11 Singapore Colombia Japan South Africa 11 Congo, People's Republic of Korea, Republicof1 4 Spain Coba La"' Swaziland Cyprus Libyan Arab Republic Swed.en Czechoslovak Sociali1t Republic Liechtenstein Switzerland Dahomey11 Luxembourg Syrian Arab Republic' 5 O.nmark Madagascar t t Tunisia Dominican Republic Malawi Ukrainian Soviet Socialist Republic Ecuador Mali Union of Soviet Socialist Republics Egypt, Arab Republic of Mexico United Kingdom16 El Salvador Nauru United Republic ofCameroon11 Fijl12 Nepal Venezuela France Netherlands, Kingdom of the Western Samoa Gabon New Zealand Yugoslavia Gennan Damocratic Republic' 3 Niger11 Zambia Gennany, Federal Republic of Nigeria

Montreal Conventioa 1

Argentina Gennan Democratic Republic Niger Australia Gbana Nigeria Bmill Guyana Norway Bulgaria Hungary Panama CWlada Iceland Philippines Chad kau Portugal China Israel South Africa Costa Rica Ivory Coast Spain Cyprus Jordan Sweden Czechoslovak Socialist Republic Korea, Republic of Trinidad and Tobago Denmark Malawi Union of Soviet Socialist Republics Dominican Republic Mali United Kingdom Fiji Mongolia United Republic of Cameroon Finland Netherlands, Kingdom of the United States Nicaragua 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 and 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.>

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,

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 - 12? 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

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

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 Annual Report of the Council - 1973 Date of Date of Title and Amendments Approval Applicability

PANS- Rules of the All and A1r Traffic Services (Doc4444-RAC/501)3 Jrd Edition 1/2/50 Amendment I 6/4/48 1/1/49 Amendment 2 26/11/48 1/7/49 Amendment 3 11/3/49 1/7/49 Amendment4 28/3/51 1/10/51 Amendment 5 13/4/51 15/10/51 Amendment6 14/3/52 1/4/52

4th Edition 28/11/51 1/9/52 Amendment I 7/11/52 As soon as possible Amendment 2 10/6/53 10/6/53

5th Edition 8/12/53 1/9/54 Amendment I 15/9/554 1/1/56 Amendment 25 11/5/56 1/12/56

6th Edition 1/12/56 Amendment I 27/11/56 1/12/56 Amendment 2 13/6/57 1/12/57 Amendment 3 25/11/57 1/5/58 Amendment 45 18/2/60 1/8/60

7th Edition 1/8/60 Amendment 1 2/12/60 1/7/61 Amendment 2 26/6/61 1/10/61 Amendment 3 15/12/61 1/7/62 Amendment 4 13/4/62 1/11/62 Amendment 5 12/12/62 1/3/63 Amendment 6 8/4/63 1/11/63 Amendment 7 31/5/65 10/3/66 Amendment 85 29/11/65 25/8/66

8th Edition 25/8/66 Amendment 1 20/2/67 24/8/67 Amendment 25 7/6/67 8/2/68

9th Edition 8/2/68 Amendment I 23/1/69 18/9/69 Amendment 25 1/6/70 4/2/71

lOth Edition Amendment I 24/3/72 7/12/72 Amendment 2 15/11/72 16/8/73 Amendment 3 13/12/72 16/8/73 Amendment4 23/3/73 23/5/74 Amendment 5 7/12/73 23/5/74

1. An amendment to Amendment 3 was approved on 13/12/65. 2. Con$«1Uentlal editorial amendment to the Foreword. 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

COUNCIL

States Members Representah'ves Alte171iltes

Argentina Com. R. Temporini Mr. J.V. Rodriguez Nogueras (to4March) Vice-Com. J.C. Amuch8stegui Com. B.A.I. Lami llizo (from 5 March) Australia Mr. B. Lewis Mr.K. Arnold (to 24 August) Mr. J.E. Sansom (from 25 August) Belgium Mr. A.X. Pirson Brazil Col. OJ. Moreira Lima Dr. J. Ribamar F. Machado Lt. Col. P.I. Seixas Canada Mr. P.R. Joubert Mr.J.E.Cole (w 12November) Mr. R.L. Bolduc Or. C. Bedard (from 13 Novemhrr/ Colombia Major Gen.(r) A. Urrego Congo, People's Republic of Mr. G. Mondjo Czechoslovak Socialist Republic Mr. 0. VodiCka Egypt, Arab Republic of Dr. F.K.Moursy France Mr. Y. Lambert Mr.P.Lescure Mr. C. Grimaud Germany, Federal Republic of Or. G. Schubert Mr.E.E.Grad Mr. H.-W. Thau India Mr. Y.R. Malhotra (to 4 November) Mr. P.K. Ramachandran (from 5 Novembe~f Indonesia Mr. Karno Barkah Italy Or.A.Cucci Japan Mr. H. Yamaguclti Mr. N. Hatanaka Lebanon Mr. M. Abouchacra Dr.P.Ziade Mexico Mr. A. Acufia Ongay Mr. S. Alvear LOpez Mr. M. Vargas Campos Netherlands, Kingdom of the Mr. W. Lak Mr. R.L.M. Schreurs /from 2 March to 23 September/ (from 30 Apnl/ Mr. A.P. Ruige (from 24 September) Nicaragua Col. J.I. Silva Diaz Nigeria Mr. E.A. Olaniyan Norway Mr. B. Grinde Mr. 0. Johannsen Mr. A.L. BergstrOm /from 2 October)

129 /30 Annual Report of the Council- 1973

States Members Representatives Altenuues

Pabstan 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) Senegal Mr. Y.Diallo Spain Mr.M. Garda Benito Mr. F. Carcafio Alonso-Cuevillas Trinidad and Tobago Mr. J.M. Ahwai /from5MIIJ'ch) Tunisia Mr.M.J.Menchari Uganda Mr. E.M.K. Wakida Mr. A.P. KaJanzi Union of Soviet Sodalist Republics Mr. A.F. Borisov Mr.l.V.Orlovets Mr.E.P.Popov (from 26 February to 17 December) Mr. LJ. Taranov (from !8 November{ United Kingdom A/V/M. J.B.RusseU Mr. N.V. Undemere United States Mrs. Betty C. Dillon Mr. G.M. Wolfe

AIR NA VI~A TION COMMISSION

Members Alternates Nominated by

Mr. J .V. Rodriguez Nogueras Argentina Mr. K. Arnold Australia (to24August) Mr. J .E. Sansom (from 2S August) Lt.Coi.P.I.Seixas Ikazll Mr.J.E.Cole Canada !President) Mr. E.E. Grad Mr.H.·W.TAau Gennany, Federal Republic of Mr. C. Grimaud France Mr. S. Alvear LOpez Mexico Mr. F. Carcafto Alonso-Cuevillas Spain Mr. A.P. Kalanzj Uganda Mr. I.V. Orlovets Mr. L.l. Taranov Union of Soviet Socialist Republics Mr.N.V. Lindemere Mr. RJ. Broughton United Kingdom Mr. G.M. Wolfe Mr. R.E. Pattison United States

AIR TRANSPORT COMMITTE£

Members Alternates Nominated by

Com. R. Temporini Vice-Com. J.C. Amuchlistegui Argentina (to4March) Com. B.A.!. Lami Oozo (from 5 March/ Appendix 4 /31

Members AltenuJtes Nominated by

Mr. B. Lewis Mr. K. Arnold Australia (to 24 August) Mr. J.E. Sansom (from 25 August) Mr. A .X. Pirson Belgium Col. OJ. Moreira Lima Dr. J. Ribamar F. Machado Brazil Mr.P,R.Joubert Mr.J.E.Cole Canada (to 12 November) Mr. R.L. Bolduc Dr. c. Bedard (to 26 September) !from 5 December/ Mr. E.L. Barclay /from 27 September) MaJOr Gen.(r) A. Urrego Colombia Mr.G. Mondjo Congo, People's Republic of Mr.O. VodiCka Czechoslovak Socialist Republic Dr. F K. Moursy Egypt, Arab Republic of Mr. Y. Lambert Mr. P.lescure France Dr. G. Schubert Mr. E.E.Grad Germany, Federal Republic of Mr. H.-W. Thau Mr.Y.Malhotra India (to 4November/ Mr. PK. Ramachandran (from 7 November) Mr. Karno Barkah Jndonesia (Chairman, to /OOctober) Dr. A. Cued Dr. G. Rinaldi Bacelli Italy Mr.H. Yamaguchi Mr. N. Hat an aka Japan Mr. M. AbolJchacra Lebanon Mr. A. Acui'ia Ongay Mr. M. Vargas Campos Mexico M<.W.Lak Netherlands, Kingdom of the (from /2 March to 23 September J Mr. A.P. Ruige (from 24September) Coi.J.I.SilvaOiaz Nicaragua Mr. EA. Olaniyan Nigeria Mr. 0. Johannsen Mr. B. Grinde Norway Mr.M.A.Rafi Pakistan (from 27 September/ Mr.Y.Dial!o Senegal Mr.M. Garcia Benito Mr. F. Carcai'io AJonso-Cuevillas Spaffi (Chairman, from I 1 October) Mr.J.M.Ahwai Trinidad and Tobago (from 27 September) Mr.M.J.Menchari Tunisia Mr. EM.K. Wakida Mr. AP. Kaianzi llgmda (from 4 October/ Mr. A.F. Borisov Mr. J.Y. Orlovets Union of Soviet SOcialist Republics Mr.EP.Popov (from 12March to 17December) A/V/M. J.B. Russell Mr.N.V. Lindemere United Kingdom Mrs. Betty C. Dillon Mr.R.J.Scibilia United States 132 AIIIIUCI/ Report of tftc Cou/ICII- /973

JOINT SIPPORT COMMmEE Up to JI !Xtober

Members Altenuues Nominated by

Mr.B.Lewis Mr. K. Arnold Australia (to 24August) Mr.J.E. Sansom (from 2S August} Mr.A.X.Pitson Belgium Mr. P.R. Joubert Mr.J.E.Cole Canada Mr. R.L. Bolduc Mr,P.I.escure France Dr, G. Schubert Mr.E.E.Grad Germany, Federat Republic of Mr.H.-W.Thau Mr. R.L.M. Schreurs Netherlands, Kingdom of the (from 6June) Mr. 0. Johannsen Mr.B.Grilde Norway A/V/M. J.B. Ru=D Mr.N.V.Lindemere United Kingdom (Clulirmanf Mrs. Betty c. Dillon Mr.GM.Wolfe United States

After 11 October

Mr. B. Lewis Mr. J.E. Sansom Australia Mr. A.X.Pirson Belgium Mr. P.R. Joubert Mr.J.E.Cole Canada (to 12 November) Mr. E.L. Barclay Dr. c. Bedard (from 5 December) Mr.P. Lescure France Dr. G. Schubert Mr.E.E.Grad Gennany, Federal Republic of (Ch4imum) Mr.H.-W.Thau Mr.AP.Ruige Netherlands, Kingdom of the Mr.O.Johannsen Mr.B.Grinde Norway A/V/M. J.B. Russell Mr.N.V.Undemere United Kingdom Mrs. Betty C. Dillon Mr.GM.Wolfe United States

FINANCE COMMITIEE Up to 11 October

Members Alternates Nominated by

Com. R. Temporin.i Vice-Com. J .C. Amuchlistegui Argentina (to 4March) Com. BA.I. Lami Dozo !from 5 March) Mr. B. Lewis Mr.K.Amold Australia (to 24 August) Mr. J .E, Sansom /from 25 August) Appendix 4 133

Memberl Alternates Nominated by

Col. OJ. Moreira Uma Brazil Mr. P.R. Joubert Mr.J.E.Cole Canada Mr. R.L. Bolduc Mr. Y. Lambert Mr. P. Lescure France Dr. G. Schubert Mr.E.E.Grad Germany, Federal Republic of Mr.H.-W.Thau Mr. H. Yamaguchi Mr. N. Hatanaka Japan Mr. EA. Olaniyan Nigeria (Chaimuzn) Mr. A.F. Borisov Mr. EP. Popov Union of Soviet Socialist Republics A/V{M.J.B.Russell Mr. N.V. Underuere United Kingdom Mrs. Betty C. Dillon Mr.GM.Wolfe United States

Aftel' II Octuber

Members Alternates Nominated by

Com. B.A.I. Lami Dozo Vice-Com. J .C. Amuduistegui Argentina Mr. B. Lewis Mr. J .E. Sansom Australis Col. 0 J. Moreira Uma Dr. J. Ribamar F. Machado Brazil Mr.P.R.Joubert Mr.J.E.Cole Canada (to 12 November) Mr. E.L. Barclay Dr. C. Bedard (from 5 December) Mr. Y. Lambert Mr. P. Lescure France (Chairman) Dr. G. Schubert Mr. E.E. Grad Germany, Federal Republic of Mr.H.-W.Thau Mr. H. Yamaguchi Mr. N. Hatanaka Japan Mr. EA. Olaniyan Nigeria Mr.B.Grinde Mr. 0. Johannsen Norway Mr.Y.Diallo Senegal Mr. A.F. Borisov Mr. LV. Or!ovets Union of Soviet Socialist Republics A/V/M. J.B. Russell Mr. N.Y. Lindemere United Kingdom Mrs. Betty C. Dillon Mr. GM. Wolfe United States

WORKING GROUP ON CONO!fiONS OF SERVICE Up to II OcttJber

Members Alternates Nominated by

Vice-Com. J.C. Amuchistegui Argentina Col. OJ. Moreira Uma Lt. Col. P.l. Seixas Brazil Mr. P.R. Joubert Mr.J.E.Cole c... da Mr. R.L. Bolduc Mr. Kamo Barkah Indonesia Dr.A.Cucci Italy Mr.Y.Diallo Senegal Mr. M.J. Menchari Tunisia {Chairman) Mr. A.F. Borisov Mr. E.P. Popov Union of Soviet Socialist Republics 134 Annual Report of the Council- 1973

After I I October

Members Alternates Nominated by

Vice.Com. J .C. Amuchastegui Argentina Col. O.l. Moreira lima Lt. Col. P.L Seixas Brazil (Ciwimvm) Mr. P.R. Joubert Mt.J.E Cole Canada {to J2November) Mr. E.L. Barclay lli.C. Beda

COMMIDEE ON UNLAWFUL INTERFERENCE WITH OOERNATIONAL CIVIL AVIATION AND ITS FACIUTIES

Membership Represented by

Argentina Com. R. Temporini {to4March) Com. BA.l. Lami Dozo {from 5 March) France Mr. Y. Lambert Japan Mr. H. Yamaguchi Lebanon Mr. M. Abouchacra Mexico Mr. A. Acuiia Ongay Senegal Mr.Y.Diallo Spain Mr. M. Garcia Benito Uganda Mr. EM.K. Wakida Union of Soviet Socialist Rep.~blics Mr. A.F. Borisov United Kingdom A/V/M. J.B. Russell United States Mrs. Betty C. Dillon (Chairman) Appendix 5

ICAO Meetings Held in 1973

Duration Meeting Site From To

Assembly

Nineteenth Session (Extraordinary) New York 27 February 2March Twentieth Session (Extraordinary) Rome 28 August 21 September

Council and its Committees

Seventy-eighth Session Montreal Committee Phase 22 January 5 FebruatY Council Phase 26 February 29March Seventy-ninth Session Montreal Committee Phase 30 April ISMay Council Phase 29May 27 June Eightieth Session Montreal Committee Phase 17 September 26 October Council Phase 13 November 13 December

Council Committees

Commmee on Aircraft Noise, Third Meeting (CAN) Montreal 5March 23M.,ci> 29June Sorric Boom Committee, Second Meeting (SBC) Montreal 19 June

Air Navigation Commission 23 January 29M.,cl> Seventy-second Session Montreal 30April 29June Seventy-third Session Montreal IS September 13December Seventy-fourth Session Montreal

Air Navigation Meetings

Regional Meetings

Fifth Africa-Indian Ocean Regional A1r 10 January 2 February Navigation Meeting (AFI) Rome Asia/Pacific Regional Air Navigation Meeting Honolulu 5 September 2S September (ASIA/PAC)

Panel Meetings

Aircraft Accident Data Reporting Panel, 7May ISMay First Meeting (ADREPP) Montreal SJune Airworthiness Committee, Tenth Meeting (AIR) Montreal 22May

135 136 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 5 137 Duration Meeting Site From To

Group on the Categorization of Airborne Navigation and Communications Equipment, First Meeting {CATEQ) Paris 3May 4May Economic Committee II - Non-scheduled Traffic, Sixth Meeting (ECO~ll) Pam gMay llMay Technical Committee, Third Meeting (TECH) Paris 29May 31 May Coordinating Committee, Twentieth Meeting Paris I June Group of Statisticians, Fourth Meeting Paris 19June 21 June Eighth Triennial Session of the European Civil Aviation Conference Strasbourg 25 June 30 June Coordinating Committee, Twenty-first Meeting Strasbourg 28 June Directors Genel31 of Civil Aviation, Nineteenth Meeting {DGCA) Paris 12 September Coordinating Committee, Twenty-second Meeting Paris I 2 September Group on North Atlantic Passenger Fares Paris 12 Septemlm 13 September Group on Charter Concepts, Fifth Meeting (CHARCO) Paris 25 September 27 September Directors Geneml of Civil Aviation, Twentieth Meeting (DGCA) 9 October Group on Special Event Charters and other Charter Questions 6 November g November Group on Fares and Rates for Scheduled Services, Third Meeting (FRS) Paris 27 November 29 November Group on Non-scheduled Policy, Fourth Meeting {NSPOL) Paris II December 13 December Group on North Atlantic lTC and ABC Minimum Price Control, Third Meeting (NAT lTC) Paris 14December Directors General of Civil Aviation, Twenty-first Meeting (DGCA) 14 December

Meetings of the African Civil Aviation Commission (AFCAC)

Second Plenary Session Accra 3April 14April Eighth Bureau Meeting Accra 29 Merch 30Mru-ch Ninth Bureau Meeting Tunis 25 Septamber 27 September

Other Meetings

North Atlantic Systems Plarming Group, Ninth Meeting Paris 2gMay 6June Second ICAO Conference on the 1956 Danish and Icelandic Joint Financing Agreements Paris 27 March 5 April

Note.- Not included IIJ'e: Informal AT Workshop-type Meetings Informal implementation Meetings Appendix 6

Programme of ICAO Meetings for 1974

Duration Meeting Site From To

Assombly

Twenty·fust Session Montreal 24 September 16 October

Cotmcil and its Committees

Eighty-fust Session Montreal Committee Phase 21 January 15 February Council Phase II March 11 April Eighty-second Session Montreal Committee Phase 10 May 31 May Council Phase 10 June 28 June Eighty-third Session Montreal Committee Phase 23 October 5 November Council Phase 25 November 20 December

Air Navigation Commission

Seventy-fd'th Session Mont~eal 21 January II April Seventy-sixth Session Montreal 10 May 28 June Seventy-seventh Session Montreal 21 October 20 December

Air Navigation Meetings

Divisional Meetings

Eighth Air Navigation Conference Montreal 17 April 11 May Meteorology Divisional Meeting {MET) Montreal 13 May IS May Accident Investigation Divisional Meeting {AIG) Montreal 3 June 26 June

Regional Meetings

Special North Atlantic/Pacific Regional Air Navigation Meeting {1974) Montreal 6 November 22 November

Panel Meetings

Aircraft Accident Data Reporting Panel, Second Meeting (ADREPP) Montreal 4 February 22 February Application of Space Techniques Relating to Aviation Panel, Sixth Meeting (ASTRAP) Montreal 3 September 13 September

138 Appmdix6 139 Duration Meeting Site From To

Panel Meetings (cont.)

Supersonic Transport Panel, Fifth Meeting (SSTP) Montreal 25 November 13 December

2December"' 20 December Panel (to be specified) Montreal 21 October 2 November

Otker Meetings

Meteorological Operational Telecommunications Network in Europe, Regional Planning Group, Tenth Meeting (MOTNEG) Paris 4th quarter

Air Transport Meetings

Panel Meetings

Passport Card Panel Montreal Mid-1974 Two Meetings of the Panel on Route Facility Montreal Man:h Cost Accounting Montreal 4th quarter Statistical Panel Montreal 3 September 13 September

Logal Meet"'8>

Legal Conunittee Montreal Witltin the period of the Assembly

OthttMeetings

Eighth ICAO Joint Financing Conference on North Atlantic Ocean Stations (NAOS) Geneva 18 February 25 February WMO/ICAO Joint Financing Conference Geneva 18 February I Merch

Note.- Not included OJ'(!; North Atlantic Systems Planning Group, Tenth Meeting lnfomud Implemen/lJtion Meetings 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 Appendix 7

Participation of States and International Organizations in Main ICAO Meetings in 1973

A/19 Assembly, 19th Session (Extraordinary) A/W Assembly, 20th Session {Extraordinary) ASIA/PAC Asia{Pacific Regional Air Navigation Meeting AFI/5 Fifth Africa-Indian Ocean Regional Air Navigation Meeting FAL/8 Eighth Session of the Facilitation Division LC/W Legal Conunittee, 20th Session AIR LAW 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 German Democratic Republic 0 0 Guinea- Holy See 0 0 lesotho liechtenstein Maldives Monaco Mongolia N•uru 0 San Marino 0 Tonga Western Samoa 0

Jnter110tioflill Organizations

Airport Associations Coordinating 0 0 0 Council (AACC) Agence pour la 5ecurite de Ia 0 Navigation Aerienne (ASECNA) 0 0 Council of Europe 0 Customs Co-operation Council (CCC) International Airline Navigators Council (IANC) 0 International Air Transport 0 0 0 0 Association (lATA) 0 0 International Association of Forwarding 0 Agents Associations (FIAT A) International Bank for Reconstruction and Development (IBRD) 0 International Chamber of Commerce (ICC) 0 International Council of Attcraft Owner and Pilot Associations (IAOPA) 0 0 lnternatwnal Criminal Police Orgauization (INTERPOL) 0 0 0 International Federation of Air Line Pilots' Associations (IFALP 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 SECRETARY GENERAL ISecreAry OHk•oi Gl!loer,t l Structure of ICAO Secretariat as of 31 December 1973 II II I I

AlR N'AVlGATlON' BUREAU AlR TRANSPORT BUREAU LEGAL BUREAU TECHNICAL ASSISTANCE I IBtJR.EAU OF ADMINISTRATION I I L I 1 L BUREAU AND SEll VICES I I r-- I F•dHu<;oo..O ProJe<:t Peuonnd dmm .. Fli1bt8ranch Eoooom•o••••l Joint FlnanC>nJ I Lab.JuaJe Bruch ServiCI!IIm•••• Statabca Branch o,.eraltono I FlouooSnMh [ "'"""" ] Branch ' Brand• I 111 ••~oh Branch "'" I 'I I J -- ~· ...... r------1 ::::::;:::::T r----l r--' ,---J r-' ~ ,-----J !I _ 1- PtoJ•c,.lmplert>U~u.tton ,_ H_ -~···~·.ITOOffiC& I --·~I ,--~- I Y·~·-.. ·-1 ...... ·- II ~- f M---1-~ ..... i't<>)eebohnple I -- - ~ -- H - I -" - ,__ ...-----1 TheAmoritao'"- - '*"~""" H ...... "_ I Ao"<<_iJeC~>hnplemeau-,_ - - --- AOioat>dfoth,. II -=-_,1- H.... ~·-1 A.bllcot ...... rl "--I y.. ~ T-.S-c•uoD~· H.---1 y I Ed-Jalllalt -- I l ~Aflol· r .... ,_ ~- l{ ·-·-J-- ~- I r ··~--··I~~- - l'rirldD1U..it I ~ M'~-·1 _,_I -+---·-~·~I Jt.~U•II ... T..W..-.. ·- -~ y Ad~::!.S:: U.Jt I ~ o\..dioVIMol I -- -=-1 I ~ ·~- Proc.o.....,.aad SupplySootloot H ...... 1 AeddcatlttY..cil"tl"",l "'" w·-s&l ...dPt...,onl:loaSoction t~&• H DiiO-UUt I ~ ..Ofllco,Cauo --.1-- ~ fl~;.:;-u.u. -~ 1 ""'"~ I CoriMI.ouoOff!co, M ..l..,Citl Todll»c•l-lotaoc• ~ ~-"-"-~1 I ~=~;-: I ~-"-""Ie:.::· ~--- Reportingll.ne ~---~- ••• ~ Sub•idi&ry report>.n& lU.e

145 Appendix 9

National Distribution of Professional CategOry Staff as of 31 December 1973

1~ t ~ tt ~ LEVEL .j ~ ;g~ COUNTRY SG DIR PO P-5 P-4 P-J P-2 P-1 TOTAL ~ ~

Afghanistan Algeria Argentina Australia Austria Bahrain Bangledesh Barbados Belgium Bolivia Brazil Bulgaria Burma Burundi Canada 12 33 28 Central African Republic Chad Chile China Colombia Congo, People's Republic of Costa Rica Cuba Cyprus Czechoslovak Socialist Republic Dahomey Democratic Yemen Denmark Dominican Republic Ecuador Egypt, Arab Republic of El Salvador Equatorial Guinea Ethiopia Fiji Finland Fnnoe 21 14 GWon Germany, Federal Republic of Gham Greece Guatemala

146 Appendix 9 147 h .., LEVEL ~~ "'.e COUNTRY SG DIR PO P-S P-4 P-3 P-2 P-1 TOTAL ~~.!;

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 ~~ ~~o;; COUNTRY SG DJR PO P-5 P-4 P-3 P-2 P-1 TOTAL ,!;-"

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

United Nations United Nations Development Funds· Rehel Organization Programme in· Trust Associate FUNDWJ in Dacca

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 27 Air Traffic Controller I Air Transport Expert I Air Transport Economist 5 Airport Ughting Instructor Airworthiness Expert Associate Expert in Meteorology Associate Expert -Psychologist Associate Expert -Heavy Vehicle Maintenance Aviation Training Adviser Civil Aviation Adviser 17 COM/OPS Expert 5 Consultant -Air Transportation I Electronics Engineer 17 Electronics Engineer (Switching System) Electronics Field Engineer Expert in OPS and Approach Procedures I Aight Operations Expert 6 Flight Safety Expert Right Simulator Instructor Right Testing of Radio Nava1ds and Calibration Laboratory Expert

150 Appendix II 151

United Nations United Nations Development Funds- RelfefOrganization Programme in-Truu Aswciate FUNDWI in Dacca

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 Appendix 12

Fellowship Awards Made During 1973 under ICAO Programmes

No. of Recipient Country Awards Field of Training Host Country Dura Non

Afghanistan Senior Commercial Pilot Licence Ground Training India 6months I' Air Traffic Control Denmark 6months I' Communicatiom Operations Denmark 32 weeks I Air Transport Economics Lebanon 9 weeks Aeronautical Information Egypt, Arab Republic of 33weeks Cartography Singapore 4 months Aircraft Maintenance Pakistan 24 months Antigua Airport Management Lebanon, United Kingdom, Canada 6 months Civil Aviation Administration Lebanon, United Kingdom, Canada, United States 3 months Government Operations Officer/ Personnel Licensing Lebanon 28weeks Air Traffic Control Trinidad 28'h month Argentina Training Centre Administration Peru, Ecuador, Colombia, United States, Canada, Spain, Luxembourg, Lebanon 5 months Navaids Check (Console Operations) Spain 4 months Aeronautical Information Services United States 4 months VOR/ILS Maintenance United States 4 months Bangladesh Air Traffic Control Improver Thailand 24weeks Instruction Techniques Thailand I% month Search and Rescue Co-ordinator Thailand IS weeks Communications Enginearing Thailand 21 months Bolivia Advanced Telecommunications Techniques Argentina 8 months Basic Air Traffic Control Argentina 4 months Telecommunications Techniques (VHF) Argentina 18 months Aerodrome Engineer Mexico 4 months Aviation Medicine Mexico 2months Botswana Pilot Training (Commercial Pilot Licence -Instrument Rating and Multi-Engine) United Kingdom 12months British Virgin Islands Air Traffic Control Trinidad 9'hmonth Burundi Fire Fighting United Republic of Cameroon 3 months Air Traffic Control (OJT) Kenya 6 months Cayman Islands Flight Operations Officer Lebanon, United Kingdom, Bermuda Il months Central African Republic Pilot Training Belgium 20 months Meteorology Ivory Coast 1 month Chad Civil Aviation Niger 24 months Chile Aircraft and Engine Inspector Mexico 8 months Aerodrome Engineer Mexico 4 months Airport Management Puerto Rtco and United States 16months • Voluntary Contribution (Resolution A16-71.

152 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 13 months Dominica Air Traffic Control Trinidad Air Traffic Control Antigua 2 months 28 months Dominican Republic .. Air Traffic Control Mexico 4 Radio Maintenance Techniques Me rico 25 months Aviation Medicine Me rico 2 months Air Traffic Control Semiaar Mexico 1 week 36 weeks East African Community Assistant Flying Instructor United Kingdom Airllne Engineering and Inspection Lebanon II weeks Government Operations Officer I Personnel Ucensing Lebanon 28 weeks 4 months Ecuador Communicatiom Supervisor Argentina 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 A16-7. Appendix 12 155 No. of Recipient Country Awards Field of Training Host Country Duration

Indonesia (cont.) Communications Maintenance United States 12 months 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 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 12 159 No. of Recipient Country Awards Field of Training Host Country Duration

Turkey (cont.) Civil Aviation Administration United States I month Air Transport Economics Lebanon 3 weeks Turks and Caicos Islands Air Traffic Control Trinidad 9\-lmonths Uganda Aerodrome Fire Search and Rescue Lebanon 12 weeks Junior Airport Fire Officer Lebanon 6 weeks Qualified Airport Fireman Lebanon 36 weeks Upper Volta Meteorology Niger 12months Aircraft Mechanic Morocco 12months Uruguay Auxiliary Services Teclutician Argentina 4 months Venezuela Telecommunications Techniques (VHF) Argentina 6months Advanced Air Traffic Control Argentina 4months Telecommunications Techniques (Transistor) Argentina 6months Viet-Nam, Republic of Communicatiom Operations Supervisor Thailand 4months Yemen Airport Electrician and Mechanic Egypt, Arab Republic of 25 weeks Basic Air Traffic Control Egypt, Arab Republic of 102 weeks Accident Investigation Lebanon Sweeks Powerplant and Airframe Licence Preparation Lebanon 40weeks Pilot Operating Standards Lebanon 14 weeks Aircraft Instrument Licence Preparation Lebanon 13 weeks Aircraft Electrical Licence Preparation Lebanon 7 weeks Government Operations Officer/ Personnel Licensing Lebanon 28 weeks Air Transport Economics Lebanon 9weeks Yugoslavia Air Transport Economics Lebanon 9weeks Search and Rescue United States I month Zambia Meteorology Canada 7 months Aeronautical Telecommunications United Kingdom, Netherlends, Operations Luxembourg, Federal Republic of Germany, Nigeria, Kenya 12months Air Traffic Control Radar Surveillance Kenya 24 months Communications Operations United Kingdom, Netherlands, Kenya 12months Advanced Meteorology Kenya 48 months Air Transport Economics Lebanon 9weeks Instructor Techniques Lebanon 5 weeks Flight Operations Officer 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 161

Statistics for Diagram 2 Trends in Load Factora on Scheduled Services World Averages 1954-1973 (ICAO Cont'""'*'a States)

PASSENGER LOAD FACTORS WEJGHI' LOAD FACI'ORS (percentages) /percentages)

Year Total International Domestic Total lntet?llltional Domestic Operations Operations Operations Operations Operations Operations

Excluding USSR 1954 60.7 57.7 62.1 59.0 60.1 58.5 1955 62.2 60.5 63.0 59.1 60.6 58.3 1956 62.7 61.7 63.1 59.3 61.4 58.3 1957 61.2 61.3 61.2 57.4 60.5 55.8 1958 58.6 56.7 59.6 56.3 57.5 55.6 1959 .60.1 59.6 60.4 51fi 59.7 55.4 1960 59.2 58.5 59.6 55.3 57.6 53.9 1961 55.2 51.7 57.5 51.7 51.5 51.8 1%2 53.6 51.1 55.3 50.8 51.3 50.5 1963 53.8 51.2 55.6 50.6 51.4 49.9 1964 55.9 54.3 57.0 51.2 53.1 49.8 1965 56.1 54.5 57.2 51.7 53.7 50.3 1966 57.6 55.0 59.5 52.9 53.8 52.2 1967 57.0 53.6 59.4 50.0 51.7 50.0 1968 53.4 51.3 54.8 48.7 51.0 47.1 1969 51.9 51.0 52.5 47.6 51.5 44.9 1970 52.0 52.7 51.5 47.5 51.0 44.9 1971 50.8 50.5 51.1 46.0 48.9 43.8 1972 54.0 53.4 54.5 48.6 50.8 46.7 1973 54.4 54.6 54.2 48.9 51.7 46.5

Including USSR 1970 54.8 52.7 56.1 50.5 51.0 50.2 1971 54.0 50.6 56.1 49.2 48.9 49.4 1972 56.6 53.5 58.6 51.4 50.9 51.8 1973 57.1 54.7 58.6 51.0 51.7 51.8

China not included. 162 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 North Excluding lnchlding South Asia and Middle Year America USSR USSR and the Pacific Caribbean A/rica Ea"

1954 3957 1114 421 520 142 50 1955 4 685 I 296 479 550 174 60 1956 5 364 I 538 554 657 174 72 1957 5 983 I 783 595 743 210 94 1958 6093 I 974 627 787 231 112 1959 7026 2 252 727 838 261 140 1960 7 596 2 791 861 939 271 155 1961 8007 3 278 990 924 309 191 1962 8 938 3 710 I 138 922 395 226 1963 10137 4039 I 339 990 469 248 1964 11 829 4 713 I 616 I 100 529 285 1965 14 279 5 482 I 925 I 167 565 358 1966 16978 6397 2 148 I 264 656 430 1967 20656 7 201 2 537 1 418 719 475 1968 24 635 7 955 3 074 I 560 797 606 1969 27014 9 679 3 938 I 928 922 681 1970 28 479 10928 19845 4 428 2127 I 082 818 1971 29198 11921 21 835 4929 2 369 I 239 999 1972 32 415 13923 24657 5 819 2 713 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 Appendix 14

Review of Action Taken up to 31 Dec:ember 1973 on Resolutions of the 18th, 19th and 20th Sessions of the Assembly

Resolution Subject Action taken

A18-l Assembly Resolutions no longer No action required. It is planned to issue a new edition of in force Doc 8770, after the 21st Session, containing the texts of resolutions in force at that time. Al8-2 Amendment to Article 56 of the Comen­ The Protocol of Amendment was sent to Contracting States tion increasing the membership of the under cover of a State letter LE 3/1.10 · 71/155 dated Air Navigation Commission to fifteen 16 July 1971. Al8-3 Ratification of the Protocol containing This Resolution was brought to the attention of Contracting the above Amendment 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. Al&-4 Measures to be taken in relation to On 14 October 1971, the Council decided on the documents South Africa in pursuance of United and communications that wouJd not be provided to South Nations Genera] Assembly Resolutions Africa and the meetings to which it would not be invited 2555 and 2704 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. Al8-5 Expression of appreciation and gratitude The text of the Resolution was communicated to the to the Canadian Government for its Secretary of State for Extema] Affairs by the Secretary assistance and generous fmancial support Genera] in a letter dated 13 August 1971. in connexion with the new Headquarters premises Al8-6 Setvices of the Joint Inspection Unit Reports on the activities of the Joint Inspection Unit from July 1970 to June 1973 are being presented for the infor­ mation 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). Al8-7 Discharge by Contracting States of A report will be submitted to the Assembly under Agenda Financial Obligations to the ltemll. Organization Al8-8 TechrucaJAssistance 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 14 165

Resolution Subject .Action taken

Al8-9 Speedy Adoption and Ratification of a A Convention for the Suppression of Unlawful Acts Convention on Acts of Unlawful Inter· Against the Safety of Civil Aviation was adopted by the ference with IntemationaJ Civil Aviation btemational Conference on Air Law which met in Other Than Acts of Unlawful Seizure NontreaJ in September 1971. It entered into force on of Aircraft 23 June 1973, having received the necessary 10 ratifica· tJons. As of31 December 1973,44 States were parties to it. Al8·10 AdditionaJ TechnicaJ Measures for the Ill response to Clause l(a), the Secretary General was Protection of the Security of Inter· authorized to retain the setvices of an Aviation Security nationaJ Civil Air Transport 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 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. Al8-ll ICAO Position at the IntemationaJ The Resolution was brought to the attention of States in Conference on the Problems of the State letter E 2/45 · 71/!83 dated 3 September 1971. By Human Environment (Stockholm, State letter E 2/45 · 71/211 of I November 1971 they were June 1972) 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. Al8·12 Development of Standards, Recom· After consultation with States, the Council, in June 1972, mended Practices and Procedures andfor approved an "ICAO Environment Action Programme" as a Guidance Materia] relating to the basis for the development of regulatory and/or guidance QuaJity of the Human Environment 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 Com­ nission 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 Annual Report of the Council 1973

Resolution Subject 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. AIS-13 Consolidated Statement of Continuing The Resolution was brought to the attention of States in Policies Related Specifically to Air State letterS 1/1 - 71/164 of 26 August 1971 and the Navigation 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. Al8-14 Implementation of new policies By State letter AN 18/34 · 72/151 of8 August 1972, on ICAO Technical Manuals 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.

Al8-15 Unification of Units of Measurement 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.

Al8-16 Problems arisins out of the Lease, Under Clause I, the Council approved a note for inclusion Part B Charter and Interchange of Aircraft in the appropriate Annexes, when next amended, mging in International Operations 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 14 167 Resolution Subject 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.

Al8·17 lntemationaJ Air Transport Fares The feasibility oflCAO undertaking studies on internationaJ and Rates Studies air transport fares and rates was examined by the Air Trans­ port 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).

AIS-18 Tariff Enforcement 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). Al8-19 Study of the possible development of This study is proceeding (see Chapter Ill, Section 4). ICAO traffic flow statistics Al8-20 RegionaJ Air Transport Studies 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.

Al8·21 Air Transport Work in the Regions - Under Clause l(a) support has been given to the creation of Genera1 Policy 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.

Al8·22 Supplementary Budget 1971 The necessary administrative action has been completed. Al8-23 Budgets 1972, 1973 and 1974 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. Al8-24 Principles to be applied in the deter­ Further action regarding the minimum and maximum assess­ A18-25 mination of scales of assessment ments was taken by the 19th Session of the Assembly in (minimum and maximum assessments) Resolutions A!9-4 and Al9·3. 168 An11ual Repon of the Caunctl 1973

Resolution Sub;ect Action taken

A 18-26 Apportionment of the expenses of The Secretary General notified Contracting States of their lCAO among Contracting States assessments. for 1973, 1973 and 1974.

At8-27 Supplementary Appropriation Limits The Council has obsetved this Resolution in acting on supplementary appropriations for 1973 and 1974. Al8-28 Working Capital Fund The report called for in Clause 6 is being submitted to the 21st Session of the Assembly as documentation for Agenda Item 36. A18-29 Confirmation of Council action in No action required. assessing new Contracting States

Al8-30 Approval of the accounts of the No action required. Organization for the FinanciaJ Yean 1968, 1969 and 1970 and examination of the Audit Reports thereon

AIS-31 Approval of the Financial Statements The financiaJ statements and audit reports were trans· of the United Nations Development mitted to the Governing Council of the UNDP, the Programme for the Financial Years 1968, Advisory Committee on Administrative and Budgetary 1969 and 1970 and examination of Questions and the United Nations Genera] Assembly. the Audit Reports thereon Al9·1 Shooting down of a Libyan civil On 5 March 1973, the Council directed the Secretary aircraft by Israeli fighters on General to undertake a fact-finding investigation and report 21 February 1973 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. Al9·2 Measures to be taken in relation to On 29 March 1973, the Council authorized the Secretary Portugal in pursuance of United General to implement this Resolution in the same manner Nations General Assembly as Al84 had been implemented. Resolutions 2555 and 2704 A19·3 Principles to be applied in determining The Secretary Gene raJ will obsetve the provisions of these Al9-4 scaJes of assessments (maximum and Resolutions in preparing the draft scaJes of assessments minimum assessments) for 1975, 1976and 1977 for submission to the 21st Session of the Assembly. Al9-S Principles to be applied in detennining A report on the Council's study of the low per capita scales of assessments (allowance for income aJ!owance fonnula is being submitted to the low per capita income) 21st Session of the Assembly under Agenda Item 35.2.

A20.1 Diversion and ~izure by Israeli military aircraft of a Lebanese These Resolutions were sent to Contracting States civil aircraft under cover of State letter SA 20/2- 73/202 of A20.2 Acts of unlawful interference with II December 1973. civil aviation

END Appendix 14 165 Resolution Subject Action taken

Al8-9 Speedy Adoption and Ratification of a A Convention for the Suppression of Unlawful Acts 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. Al8·10 Additional Technical Measures for the In response to Clause l(a), the Secretary General was Protection of the Security of Inter· authorized to retain the setvices of an Aviation Security national Civil Air Transport 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. AJ8·ll JCAO Position at the International The Resolution was brought to the attention of States in Conference on the Problems of the State letter E 2/45 · 71/183 dated 3 September 1971. By Human Environment (Stockholm, State letter E 2/45 · 71/211 of 1 November 1971 they were June 1972) 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 tech­ nological 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. Al8-12 DeveJopment of Standards, Recom· After consultation with States, the Council, in June 1972, mended Practices and Procedures and/or approved an "ICAO Environment Action Programme" as a Guidance Material relating to the basis for the development of regulatory and/or guidance Quality of the Human Environment 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 Com­ mission 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 14 167 Resolution Subject 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. Al8-17 International Air Transport Fares The feasibility oflCAO undertaking studies on international and Rates Studies air transport fares and rates was examined by the Air Trans­ port 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).

Tariff Enforcement 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). AIS-19 Study of the possible development of This study is proceeding (see Chapter Ill, Section 4). ICAO traffic flow statistics Al8-20 Regional Air Transport Studies 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. Al8-21 Air Transport Work in the Regions­ Under Clause 1(a) support has been given to the creation of General Policy 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. Al8-22 Supplementary Budget 1971 The necessary administrative action has been completed. Al8-23 Budgets 1972, 1973 and 1974 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. AIS-24 Principles to be applied in the deter­ Further action regarding the minimum and maximum assess­ AIS-25 mination of scales of assessment ments was taken by the 19th Session of the Assembly in (minimum and maximum assessments) Resolutions A 19-4 and A 19·3. PRICE' U.S.$3.75 ~or equivalent in other turrenciesl @ ICAO 1974- 5n4. E/P1/2300