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I have the honour to transmit, at the direction of the Council, its Report for the year 1999 prepared in compliance with Article 54(a) of the Convention on International Civil Aviation. It constitutes documentation for the next ordinary Session of the Assembly, which will be convened in 2002, but it is being circulated to Contracting States now for their information. It will also be smt to the Economic and Social Cotincil of the United Nations in pursuance of Article VI, paragraph 2 (a) of the Agreement between the United Nations and ICAO.
the past, delegated to
ments in civil itself are described in The Council held the One hundred and fifty-six th Session from 1 of sixteen meetings, one of which was held One hundred and with a total of fourteen meetings, two of which were held outside the Council phase. Authority was delegated- to the President to act on a number of matters, as necessa y, when the Council was not in session.
President of the Council
Glossary
AACO. kab Air Carriers Organization CAMP. Civil Aviation Master Plan ACAC. Arab Civil Aviation Commission CAPS. Civil aviation purchasing service ACAS. Airborne collision avoidance systems CAR. Caribbean Region ACC. Area control caw CFIT. Controlled flight into terrain ACT. Auports Council International CNSIATM. Communications, navigation, ADREl? Accident and incident reporting data surveillance and air traffic management ADS. Automatic dependent surveillance COCESNA. Cenbal American Corporation for Air ADSR Automatic Dependent Surveillance Panel Navigation Services AEA. Association of European Airlines COM. Communication AECI. The Spanish Agency for International COMESA. Common market for Eastern and Ceoperations Sauthern Africa AFCAC. African Civil Aviation Commission COSCAR The Cooperative Development of AFRAA. African Airlines Assodation Operational Safety and Continuing Airworthiness AFTN. Aeronautical fixed telecommunication COSPAS. Space system for search of vessels in network distress AIG. Accident Investigation and Prevention CPDLC. Controller-pilot data link communications AIPs. Aeronautical Information Publications CVR. Cockpit voice recorder AIS. Aeronautical information senrice DCA. Department of Civil Aviation AIS/MAP. Aeronautical Information DGCA. Directorate General of Civil Aviation Services/ Aeronautical Charts DME. Distance measuring equipment AMBEX. AFI bulletins exchange DOT. Department of Transportation AMCF! Aeronautical Mobile Communications Panel EANPG. ELTR Air Navigation Planning Group AMHS. Aeronautical message handling system EATCHIP. European ATC Harmonization and AMSS. Aeronautical mobile satellite service Integration Programme ANC. Air Navigation Commission ECA. Economic Commission for Africa AOSCF. Administrative and operational services ECAC. European Civil Aviation Conference cost fund ESCAP. Economic and Ma1Commission for Asia APANPIRG. ASIA/PAC Planning and and the Pacific Implementation Regional Group EU. European Union APEC. Asia Pacific Economic Cooperation EUROCONTROL. European Organhtion for the APIRG. AFI Planning and Implementation Group Safety of Air Navigation APT. Asia-Pa&c Telecommunity FAA. Federal Aviation Administration ASAS. Airborne separation assurance system FAI. Fbdkation akonautique internationale ASECNA. Agency for the Security of Aerial FASID. Facilities and Services Implementation Navigation in Africa and Madagascar Document AsMA. Aerospace Medical Association FIR. Flight information region ATC. Air traffic control MS. Flight management systems ATM. Air traffic management GASP. Global aviation safety plan ATN. Aeronautical telecommunication network GATS. General Agreement on Trade in Services ATS. Air traffic services GDI? Gross domestic product AVSEC. Aviation Security GLONASS. Global orbiting navigation satellite CAA. Civil Aviation Authority system CAEI! Committee on Aviation Environmental GNSS. Global navigation satellite systems Protection GPS. Global position system Annual Report of the ~olrncil- 1999
GPWS. Ground proximity warning system OPS. Operations GREPECAS. CAR/SAM Regional Manning and PANS. Procedures for Air Navigation Services Implementation Group PIRGs. Planning and implementation regional HE High frequency PUPS IAOPA. International Council of Aircraft Owner RAC Rules of the air and air tr&c services and Pilot Associations RNAV Area navigation IATA. International Air Transport Association RNE! Required navigation performance IAVW. International airways volcano watch RVSM. Reduced vertical separation minima IBAC International Business Aviation Council SADC. Southern African Development Community IBIS. ICAO bird strike infomation system SADIS. Satellite distribution system ICC. International Chamber of Commerce SAM. South American Region ICPO/INTERPOL. International Criminal Police SARIPs. Standards and Recommended Practices Organization SARSAT. Search and rescue satellite-aided tracking IETC, International Explosives Technical SFOR Stabilization Forces Commission SIDS. Small island developing States IFALPA. International Federation of Air Line Pilots' SIP. Special implementation project Associati~ns SPPD. Support Services for Policy and Programme IFATCA, International Federation of Air Traffic Development Conkollers' Associations SSR. Secondary surveillance radar IFL, International frequency list STP. Standardized Training Package ILS. Itrstnvnent landing systems TCB. Technical Ceoperation Bureau IMO. International Maritime Organization TCCA.Transatlantic Common Aviation Area IfCC. Intergovernmental Panel on Climate Change TE Trust Funds ISCC. Morrnation Systems Coordination TJNCTAD. United Nations Conference on Trade and Commitbee Development ISCS. International Satellite Communications TJNDF! United Nations Development Programme System TJNEIP. United Nations Environment Programme ISO. International Organization for Standardization UNFCCC. United Nations Framework Convention ITU.International Telecommunication Union on Climate Change JIU. Joint Inspechon Unit UNIDROIT. International Institute for the LACAC Latin American Civil Aviation Unification of Private Law Commission WU. Universal Postal Union LUT. .Local user terminal USOAP. Universal Safety Oversight Audit MCC. Mission control centre Programme MET. Meteorology VAAC. Volcanic ash advisory centre MIDANPIRG. MID Air Navigation Planning and WL.VHF digital link Implementation Regional Group VHF. Very high frequency MLS. Microwave landing system VMC. Visual meteorological conditions MOTNEG. Meteorological Operational VNAV Vertical navigation Telecommunications Network Europe - VOR. VHF omnidirectional radio range Regional Planning Group VSAT. Very small aperture terminal MoU. Memorandum of Understanding WAFC. World area forecast centre MSA. Management service agreement WAFS. World area forecast system MSAW. Minimum safe altitude waming WCO. World Customs Organization NAT SPG. NAT Systems Planning Group WGS-84. World Geodetic System - 1984 NOTAM. Notice to airmen WHO. World Health Organization OCR. Optical character recognition WMO. World Meteorological Organization OECD. Organization for Economic Co-operation WRC-2000.World Radiocorrununication Conference and Development (2000) OFZ. Obstacle £ree zone WTO. World Tourism Organization. OPAS. Operational assignment Y2K. Year 2000 problem OPMET. Operational meteorological information Chapter 1 The Year in Summary
This chapter szimmarizes the principal trends and Africa's economic growth softened slightly with deuelopm~ntsin civil aviation and the work of ICAO a 2.7 per cent GDP increase. The regon with the in 1999. T~blesin Appendix 72 provide detniled largest shark in the world economy, Asia/Pacific, s~atisticson the data presented in this chapter. regained some of its economic strength with approximately 3.5 per cent GDP growth in 1999. Developing economies in the AsiaIPadfic Region,
r accounting for almost two-thirds of the region's output, made a significant contribution as their THE ~RLD average GDP grew at 6.0 per cent, but tlus result ECONOMY, masks vast differences between countries. China's GDP growth led again at over 7.1 per cent. Several South-East Asian economies gradually recovered from recession in 1998, and so did Japan which In 1999, world gross domestic product (GDP) saw its GDP slowly stabilizing around 0.3 per cent grew approximately 3.0 per cent in real terms growth in 1999. Asia's four newly industrialized (Figure 1). For the industrialized countries, GDP economies regained momentum, averaging a 7.7 grew almost in line with the global average, per cent GDP growth. Australia's economy grew supported by continued robust GDP growth in more slowly at around 4.4 per cent, while New North America (4.2 per cent). GDP growth for Zealand's 5.6 per cent growth represented a strong developing countries amounted to about 3.8 per recovery. cent, a lower level than throughout most of the Europe achieved an average GDP growth of 1990s. 2.3 per cent, a rate also achieved within the European Union. The economies of Central and Eastern European countries grew in the aggregate around 2.5 per cent. Most countries of the Commonwealth of Independent States exper- ienced GDP growth, averaging 2.9 per cent, following a,period of economic decline. In other regions the trend of a softened economic development prevailed. Latin America and the Caribbean as a region was faced with stagnation (0.2 per cent GDP growth) and experienced the weakest economic performance of the decade. The Middle East (2.5 per cent GDP growth) remained basically stable compared to the previous year. The world trade volume in goods and services is estimated to have grown at about 4.6 per cent 1940 91 92 93 94 95 96 97 98 1999 Year in 1999, similar to growth in 1998. These developments reflect the somewhat reduced growth among the major trading partners and Figure 1. Development in world GDP in constant prices the volatility of highly export-oriented economies year-on-year changes, 1990-1999 in both advanced and developing economies. A~rnualReport of the Coulzcil - 1999
International tourism continued to prosper in 1999, when an estimated 657 million tourists travelled to foreign countries, spending almost $455 billion*, according to preliminary results of the World Tourism Organization. Global tourism development achieved a robust ~;rowthof 3.2 per cent for both international arrivals and receipts (Figure 2).
1990 91 gZ 83 BL 85 % 87 B8 1998 Year
Figure 3. Scheduled traffic tonne-kilometres performed, 1990-1999
shows a slight increase to 69 per cent in 1999; however, there was little change in the average 1990 91 82 93 94 95 96 97 98 1999 weight load factor, which remained at 60 per cent Year (Table 3). On a regional basis, some 36 per cent of the total Figure 2. International tourism receipts and arrivals traffic volume (passengers/freight/mail) was U.S. dollars, 1990-1999 carried by North American airlines. European airlines carried 28 per cent, Asia/Pacific airlines 27 per cent, Latin American and the Caribbean airlines 4 per cent, Middle East airlines 3 per cent and African airlines 2 per cent (Table 4). Data for individual countries (Tables 5 and 6) show that in 1999 approximately 46 per cent of the total volume of scheduled passenger, freight and mail traffic was accounted for by the airlines of the United States, Japan and the United Scheduled Operations Kingdom (34, 6 and 6 per cent respectively). On international services, about 40 per cent of all In 1999, the total scheduled traffic carried by the traffic was carried by the airlines of the United airlines of the 185 Contracting States of ICAO States, the United Kingdom, Germany and Japan amounted to a total of about 1560 million passen- (18, 8, 7 and 7 per cent respectively). gers and some 28 rmllion tonnes of freight. Both the overall and tl~e international passenger/ freight/mail tonne-kilometres performed increased Non-scheduled by some 6 per cent over 1998 (Tables 1 and 2). Commercial Operations Figure 3 shows the trend from 1990 to 1999. In 1999, the overall capacity increased at a It is estimated that in 1999 total international slightly lower rate than traffic (Figure 4). Hence non-scheduled passenger-kilometres increased the average passenger load factor on total by some 11 per cent, with the non-scheduled scheduled services (domestic plus international) share of overall international air passenger traffic remaining at about 14 per cent (Figure 5 and * All amounts in this chapter are in U.S. dollars. Table 7). Domestic non-scheduled passenger Chapter 1 - The Year in Strmmary
During the same period, the airports concerned (17 of which are located in North America, 5 in Europe and 3 in Asia) also handled some 11 million commercial air transport movements.
-%
FINANCES ' . I (
{
%* - A
19s0 91 92 93 94 95 96 97 98 1999 Year Preliminary estimates for 1999 indicate that the world's scheduled airhes as a whole experienced an operating profit for the sixth year in succession Figure 4. Scheduled traffic (Table 9 and Figure 6). achieved bad factors, 1990-1999 The operating revenues of scheduled airlines of ICAO Contracting States are tentatively estimated at $306 500 million in 1999 and operating expenses for the same airlines at $294 000 million, pving an operating profit of 4.1 per cent of operating revenues. Th~sfollows an operating profit of 5.4 per cent in 1998. Per tonne-kilometre, operating revenues decreased from 50.6 cents in 1998 to an estimated 78.9 cents in 1999, while operating expenses decreased from 76.2 cents to an estimated 75.6 cents.
Figure 5. International non-scheduled traffic passenger-kilometres performed, 1990- 1999 traffic represents only about 8 per cent of total non-scheduled passenger traffic and some 2 per cent of total domestic passenger traffic world- wide.
Airport Operations
In 1999, the 25 largest airports in the world handled some 1 045 million passengers, Figure 6. Scheduled airlines according to preliminary estimates (Table 8)- operating and net, 1990-1999
Chapter I - The Yenr in Stimrnary lease-type arrangements rather than outright provided for full-market access and 5 provided purchase or transfer of ownership. 11is trend in for the "open skies" concept, while another 30 private participation in infrastructure provision is contained one or more features such as increased expected to continue, primarily with regard to capacity, multiple designation, unrestricted airports rather than air navigation services, pricing and cargo provisions and codesharing where the process of transferring operations to arrangements. Two open skies agreements autonomous bodies commenced more recently. expanded their coverage to include provisions on intermodal transportation involving the selling of k The Secretariat comnzenced zuork on a Study services to passengers on combined air and on Priva tization in the Provision of Airports surface travel such as railroads and buses. and Air Navigation Services which, in the first instance, will be presented to a k In November, the Council adopted a Conference on the Economics of Airports and Resolution defining the position of the Air Navigation Sergices to be convened in Organization on nir transport in the General Montreal from 19 to 28 June 2000. ICAO Agreement on Trade in Services (GATS). The also condticted a Seminar on the Privatization Resolution requested the World Trade ofAirports which was held in Guatemala City Organization tWTO) to take into accoz~ntthe from 13 to 16 December 1999for States in the progressive liberalization that has been taking Americas. place in international air transport in recent years at the bilateral and regional levels as well as ICAO's constitt~tionalresponsibility for international air transport, particz~lrtrlyas
, +vv ." -" ? regards safety and security.
ECONOMIC k The Secretarirrt attended the Third %& REGULATION Ministerial Conference of the WTO in Seattle, United States, from 30 November to
I - A 3 December as well as the preparatory meetings prior to the Conference. Although The number of bilateral air service agreements the Conference failed to set the agenda for a reported in 1999 showed a reduction for the conrprehensive nezu round of rnz~ltilateral fourth year in a row, possibly reflecting an trade negotiations, the review of the Air increasing reliance by States on existing bilateral Transport Annex of the General Agreement and regional air service agreements. States on Trade in Services (GATS) by the WTO reportedly concluded 44 bilateral air service zuill proceed in 2000 as part of a built-in agreements in 1999 (of which 32 were first-time agenda by an earlier rninisterial decision. agreements and 12 were replacements) in comparison to 54 agreements signed in 1998 (42 An important development in 1999 was the new, 12 replacements). The number of progress of air transport liberalization at the amendments to existing agreements also showed regional level. The Co~mdlof Arab Transport a decrease, with 21 reported in 1999 compared to Pyhisters of the Arab Civil Aviation Commission 31 in 1998. There were two bilateral Memoranda (ACAC) reached an agreement to liberalize intra- of Understanding (MOUs) reported in 1999. Arab air services over a period of five years, In terms of the regions involved, only 6 new gradually ending restrictions on third, fourth and agreements, 3 replacements, 6 amendments and hfth traffic freedoms for carriers of ACAC member one MOU were between States within the same States. In Latin America, the Air Transport Working ICAO Region while 26 new agreements, 9 Group set up by the Conference of Ministers of replacements, 15 amendments and one MOU Transport, Communications and Public Works of involved States in different ICAO Regions. South America adopted a resolution to continue its Continuing a trend, over 60 per cent of the 67 work with a view to developing a common bilateral agreements and amendments reported commercial air policy for the region to be presented in 1999 liberalized the respective regulatory to the Ministers of Transport in a meeting framework in varying degrees. For example, 6 scheduled for November 2000. Annrial Report of the Council - 1999
In Africa, the 21 States that form the Common liberalization including the freedom to provide Market for Eastern and Southern Africa services, airline ownership and the right of (COMESA) reached an agreement to phase in establishment, competition policy and leasing of liberalization in air transport within the sub- aircraft. It advocates liberalization between the EU region. The first phase would allow free and United States markets on an incremental, movement of intra-COMESA air cargo and non- regional basis, with provisions for other like- scheduled passenger services, two daily scheduled minded States to join subsequently. passenger services between any city pairs with no At the national level, the Government of capacity restrictions, and multiple airline Australia announced a more liberal aviation designation. Full liberalization of air transport policy providing for negotiation of reciprocal services within COMESA is targeted for October open skies arrangements with like-minded States 2000. Also, the Council of Ministers of the Central when it is in Australia's national interest. This African Economic Union adopted, in Banguz, an policy calls for multiple airline designation and agreement on liberalizing air transport between its unrestricted market access, pricing, freight and six member States. Finally at a meeting of the codesharing. In December, the Government of the Economic Commission for Africa (ECA) in United States sponsored a multilateral ministerial Yamoussoukro (November 1999)) which was conference in Chicago on the theme "Aviation in attended and addressed by the Secretary General, the Zlst Century - Beyond Open Skies" to African Transport Ministers adopted a region- "deepen understanding of critical aviation issues wide provisional aviation agreement to liberalize of the next century"; the President of the ICAO the African skies with the aim of reaching full Council attended and addressed this meeting. integration by 2002. The agreement would become Discussions focused on the need for greater effective thty days after ratification, which is liberalization and adequate infrastructure, the scheduled to take place at the next meeting of the primacy of safety and security and the nature African Ministers of the Organization of African and means of liberalization. Unity (OAU) in Togo in June 2000. Competition in air transport continued to Elsewhere, the leaders of the Asia Pacific receive regulatory attention in 1999. The European Economic Cooperation forum (APEC)endorsed a Commission launched formal investigations into proposal by its Transportation Working Group alleged anti-competitive practices concerning the aimed at increasing competitive air services within use of computer reservation systems (CRS) by Air the region. The proposal would reduce restrictions France, which partly owns CRS vendor Amadeus. on market access for both passenger and air The Commission also imposed a fine on British freight services, and would allow for multiple Airways (BA) for abusing its dominant position as airline designation and cooperative arrangements. a buyer of travel agent services following an The European Union (EU) and Switzerland signed investigation into the discount scheme an air transport agreement on the basis of the implemented by BA. In the United States, the "Community acquis" rules on air transport within Department of Justice opened an anti-trust action the EU. The agreement, subject to national against American Airlines for monopolizing and ratification procedures and the assent of the attempting to monopolize passenger services to European Parliament, would apply to all routes and from ik hub at Dallas/Fort Worth Airport. In between any point in the EU and any point in October, the Department of Transportation (DOT) Swiss territory as well as to all carriers registered issued a report on the impact of airport business in Switzerland or in an EU member State. A draft practices on airline competition, including agreement between the EU and 10 Central and recommendations on the means to enhance Eastern European States for the extension of a competitive access to airports. The DOT also European Common Aviation Area has been drawn outlined ways to further reduce barriers to entry up for review by the Transport Ministers. The into the airline industry in its response to a study Association of European Airlines (AEA) released a of airline competition by the Transportation Policy Statement on a Transatlantic Common Research Board. American Airlines and BA Aviation Area (TCAA) intended to give impetus to withdrew their request to United States authorities negotiations between the EU and the United States for regulatory approval of their proposed alliance to develop a single regulatory framework. The after the DOT announced it would refuse anti- TCAA proposal identifies core areas for trust immunity to the alliance between the two. Chnvter 1 - The Yenr in Sz~~nnzaru
* ICAO, through the Planning and Inzplemen- tation Regio-nal Grot~ps(PIRGs), continued to monitor the progress of implenzentation by States of the provisions of Annexes 4 and 15, which require pt~blication of aeronazitical coordinates referenced to the World Geodetic System - 1984 (WGS-84). Implementation Planning for the implementation of communi- is expected to improve in 2000, and 1CAO cations, navigation, surveillance/air traffic will continue to monitor progress and assist management (CNS/ATM) systems continued in States, as required. 1999 through the individual and combined efforts of Contracting States and the work of several Planning and Implementation Regional Groups Communications (PIRGs). Specific CNS/ATM system elements and implementation plans are being integrated * SARPs for the HF data link IHFDL), into regional air navigation plans and the Global developed at the fifth meeting of the Air Navigation Plan for CNS/ATM Systems Aeronaz~ticnlMobile Co-mmunications Panel (Global Plan). Additionally significant efforts are (AMCP), were adopted by the Coz~nciland being made to conduct cost-benefit analyses in became npplicable (as part $Amendment 74 order to facilitate the implementation of new to Annex 10) on 4 November. sys terns. Substantial progress was made in all regions Work was completed on the development of an toward implementation of reduced separation amendment to the Annex 10 SARI'S ro extend the minima based on CNS/AThi systems and provision of AMSS to a greater range of aircraft concepts. In the Pacific Region, the concept of and to provide for improved utilization of the RF required navigation performance (RNP) formed spectrum; adoption of the amendment by the the basis for a reduction of separation to 50 NM Council is expected in March 2000. In addition, both longitudinally and laterally. Initial steps work on VDL. Mode 3 (TDMA integrated continued to be taken to implement similar voice/data) and VDL Mode 4 (data link for reductions in the African, Latin America and the surveillance applications) continued. The Caribbean, Middle East and South American application of next-generation satellite systems Regions. RNP5 airspace is being planned for for air navigation was investigated through the implementation in parts of the Middle East definition of acceptability criteria for these Region. RNPS, in conjunction with area navigation systerns. (RNAV), allowed States and aircraft opera tors to take advantage of airborne RNAV capabilities within the coverage of existing VOR based Navigation systems. Work continued on the introduction of RVSM in portions of the European and Pacific Progress continued in a number of States and Regions. international organizations in global navigation Controller-pilot data link communications satellite systems (GNSS) development and (CPDLC), automatic dependent surveillance implementation. The ICAO GNSS Panel (ADS) and aeronautical message handling continued development of SARPs for GNSS and, system (AMHS) trials have taken place in most at its third meeting in April, recommended the ICAO Regions. The ADS trials, together with first package of SARPs for inclusion in Annex 10, extensive work on development of ADS Volume I. procedures aimed at using ADS for separation Development of satellite-based augmentation purposes, should lead to the application of ADS systems continued. This form of augmentation is in oceanic airspace for conformance monitoring expected to support the use of GNSS for all and separation purposes. These developments phases of flight down to Category I precision should eventually lead to a more efficient approach. Several architectures for ground-based utilization of the airspace while increasing augmentation systems with the potential to capacity. support Category II/III precision approach An?zzia1 Reaort of the Cour~cil- 1999
applications also continued to be developed and ments in line with the ICAO Global Plan. Several tested. This type of augmentation may be used PEGS developed ATM implementation plans with by some States as an alternative in support of associated timelines and evolution tables. Category I operations. A number of States have Several. concepts for operation of ATM systems approved the global positioning system (GPS) for were advanced. The United States progressed supplemental or primary use for some operations work on implementation of its Free Flight and types of airspace. concept, while in Europe, the ATM Strategy for 2000+ was further developed. The Air Traffic Management Operational Concept Panel Surveillance (ATMCP) met twice as a working group of the whole and began its work toward describing a Considerable progress continued to be reported gate-to-gate ATM operational concept that will during the year in improving surveillance facilitate' the evolutionary implementation of a capabilities. This included development of the seamless, global ATM system. airborne separation assurance system (ASAS) and automatic dependent surveillance-broadcast (ADSB) concepts, based on SSR Mode S extended squitter technique. Aeronautical surveillance plans (ASP) aimed at coherent implementation of < +?+* * surveillance facilities, including Mode S, airborne collision avoidance system (ACAS) and automatic AERODROMES dependent surveillance, are under development in the regions. -+ 2--> -.. ., .
Aeronautical Spectrum Large aeroplanes with wing spans greater than 65 m (larger than the B747-400) and capable of ICAO has actively worked with the International carrying more than 550 passengers may enter Telecommunication Union (ITU), globally and into service by 2005, which would have an regionally to ensure that decisions related to impact on the airport infrastructure. To spectrum management will secure the long-term accommodate such aeroplanes, some States have availability of radio frequency spectrum for air undertaken airport development projects using navigation, communication and surveillance current ICAO guidance material. The recent (radar) services. The ICAO position was amendment to Annex 14, Volume I, which formulated in concert with Contracting States. A includes new specifications related to this issue, personal letter from the President of the ICAO should facilitate States' activities in this regard. Council was sent to the Ministers in charge of States are required to evaluate and publish the civil aviation to solicit their involvement and strength of airport pavements using ICAO's support of the ICAO position at the ITU World ACN/PCN system. As the current procedures for Radiocommunication Conference (2000) (WRC- pavement design and evaluation indicated some 2000). limitations when used for analysing the complex loading of new larger aeroplanes equipped with six or more wheels per strut (e.g. Boeing 777), Air Traffic Management more mature and globally acceptable procedures continue to be examined. In this context, As part of the evolutionary process leading to the full-scale pavement testing research projects have implementation of a seamless global air traffic progressed in two States. The results of these management (ATM) system, air traffic control tests are expected to be available around mid- (ATC) systems around the world continued to be 2000. updated with modern equipment capable of As a result of the Montreal Protocol on Strbstlznces supporting advanced ATM concepts. that Deplete the Ozone Layer, the production of Progress was made in the development of halons, one of the three complementary fire airspace planning and ATM infrastructure require- extinguishing agents recommended ~LIhex 14, Chapter 1 - The Year in Su-mmaru
Volume I, for aerodrome rescue and fire fighting, area forecast centres (RAFCs), and transition ceased on 31 December 1993. Only remaining plans for the phased transfer of responsibilities stocks of halons and recycled halons have since from the remaining RAFCs to the WAFCs have been permitted for essential uses and .the search been developed in the regions concerned. for a suitable alternative is still in progress. ICAO Work continued in States responsible for continues to monitor research in the industry in Volcanic Ash Advisory Centres to develop and order to keep the related specifications c~urent. issue graphical volcanic ash advisories for provi- The continuous growth of air traffic places sion to area control centres and meteorological increasing demands on airport infrastructure watch offices. development. Partly to access funds for invest- ment to meet these demands, there is a growing trend towards private involvement in airports. As this also has safety implications, States need to ensure that appropriate legislation and safety regulations are in place. In this context, ICAO's work on the licensing/certification of aerodromes, currently in an advanced stage of progress, should be useful to States to ensure safety and to meet their obligations under the Convention. The satellite-based COSPASSARSAT system continued to play an important role in detecting emergency locator transmitters and in locating
* -? - I -, aviation distress sites. 'ii I The system also continued to expand its AERONAUTICAL capability. There were 7 low-altitude earth orbit METEOROLOGY and 3 geostationary satellites in operation, and ' I several replacement satellites incorporating
- *x**L technical enhancements were ' being built. At year's end, 35 local user terminals (LUTs) and 20 The centralization and commercialization of mission control centres (MCCs) were in meteorological forecast services around the operation. Although global coverage was already world continued in 1999. An increasing use of provided on 406 MHz, additional LUTs and improved automatic weather observing systems MCCs were planned to increase the real-time for general meteorological observations in States coverage of the system and to reduce overall has prompted requests for a review by ICAO of response time. A geostationary component of the the role of these systems in the provision of system has been developed, which will provide observations for aviation. Progress continued in for almost instantaneous alert. Since it began trial the computer preparation of global forecasts of operations in September 1982, the COSPAS significant weather (SIGWX) by the world area SARSAT system has contributed to the rescue of forecast centres (WAFCs). As a result, SIGWX more than 10 000 persons in aeronautical, charts for Africa, Europe, the Middle East, the maritime and terrestrial incidents. North Atlantic, and Southern and Western Asia, prepared by means of interactive computer workstations, are being issued by the WAFC, London- Overall, global coverage by 3 ICAO satellite broadcasts was achieved, and very small aperture terminals were installed in more than 130 States. These broadcasts provide global WAFS products and operational meteorological (OPMET) information, such as METARs, TAFs and SIGMETs, directly to States. The implementation of the satellite broadcasts and Increasing airport and airspace congestion the provision of SIGWX forecasts by the WAFCs continued to affect operations in many areas of the have permitted the closure of 5 of the 15 regional world. Air travel has been increasing more rapidly 10 A~zizualReport of the Council - 1999
than current airport and airspace capacity. The expected implementation of CNS/ ATM systems 015 1 Includes dala from 60CIS from 1986 o- should contribute substantially to lessening airport and airspace congestion on a worldwide basis.
-k In order to help alleviate grotlndside congestion at airports, ICAO completed the developnzen t of new technical specifics tions for "advanced feclzrzology" travel cards, e.g. the passport card and other "snzart cards" designed to inzplenzent systenzs for tlze
IBO 02 04 06 BE 90 92 94 96 90 nuto~nated border inspection of passerzgcrs. Year Such systenzs will enable frequent travellers Number of passengers killed booths, per 100 million passenger-kilometes to bypass the queues at inznzigration on scheduled services particularly at airports with lzigh-traffic volunles at peak periods.
04 L-_.,,,.-- lncludcr dal6 tom the CIS
+.
SAFETY, I L
v2 - L A ><
Scheduled Operations
Preliminary information on aircraft accidents involving passenger fatalities in scheduled air Number of fatal acc~dents per 100 mill~onarcraft-kilometres services worldwide shows that in 1999 there were flown on scheduled services 20 aircraft accidents with passenger fatalities involving aircraft with a certificated maximum take-off mass of more than 2 250 kg. The number of passenger fatalities involved was 489. This compares with 20 fatal accidents and 905 passenger fatalities in 1998 (Table 11).Relating passenger fatalities to the volume of traffic, the number of passenger fatalities per 100 million passenger-kilometres decreased to 0.02 from 0.035 in 1998. However, there was little change in the number of fatal aircraft accidents per 100 million aircraft-kilometres flown and the number of fatal aircraft accidents per 100 000 landings which remained at the 1998 rate levels of 0.9 and 0.10 1980 82 84 08 BE 00 92 80 98 QB respectively (Figure 8). Year The safety levels are sigruficantly different for the Number of fslal accidents per 100 000 milllon landlngs various types of aircraft operated on scheduled by aircraft on scheduled services passenger services. For instance, in turbo-jet aircraft Figure 8. Aircraft accident statistics operations, which account for about 95 per cent of the total volume of scheduled traffic (in terms of passenger-kilometres performed), there were Chapter I - The Year in Stim~nary
8 accidents in 1999 with 347 passenger fatalities; in * By 31 December, 49 Contracting Stntes had turboprop and piston-engined aircraft operations, been aiidited by ICAO teams in the three which account for about 5 per cent of the scheduled areas presently covered by the progrnmme: traffic volume, there were 12 accidents with personnel licensing a~zdtraining, opem tion of 142 passenger fatalities. The fatality rate for turbo- aircraft and ainoorthiness of aircraft. In jet aircraft operations was, therefore, far lower than addition, States have been az~dited to for propeller-driven aircraft. determine evidence of a sozlnd civil aviation regtilatory system and organization.
Non-scheduled , Summary reports containing an abstract of the Commercial Operations findings and corrective actions proposed by the audited States are made available to all Non-scheduled commercial operations include Contracting States. both the non-scheduled flights of scheduled
.v\yq..r..,. <: >. 1. '." '~,$XP";"""'' r.T-r-Y-Tll ?>**'!-I-:ti, ^,:.-- -. ' il .-i.wm:wFw7i::J+ airlines and all air transport flights of non- ,.:., , >+,,. . , . , , , , . ,I __ , , , . , : . , ;: :cw".'*el ,,,,. ... ,P*'i.;\ , '.,':"...",:. .:*,;i)$~:,j;;~~~,t.'.:<;.."..*...-$ ,-.r .. -...... , ,,,..'"',,y.,,, ,;; ':' ., .. :,:,:.'"a: <<,.,,, "::z scheduled commercial operators. Data available , , ,* .,>.:, : .. . ., , . ', , , :i .;)<'>T;,Y: :/ ",l, ,, ,( :&%,:::r;;i < ;; ,, 1" I to ICAO on the safety of non-scheduled . .>.,: I . . , ."i,,, t;3~;8;.~~~~:~~oo.(v~~);;c% ,$,, <, ;:,!.23:::',,3b,, , ::,;j passenger operations show that in 1999 there : , ::, , ,., Co~$INGEhc*;!PcANNIN&;$,-- !': were 22 fatal accidents involving aircraft with a , . , ' ; , . ' :,,- , : ! , ;,?, . ,:,, . . < _I " _ ,. I< , :. ! certificated maximum take-off mass of more than I... I.... : ...... Li ,dE>.: <::-IA;l,,,:A: '.,..-= PI:< ,dli:*i*^;:ir %,:,-;lr:hd%.- k ICAO's efforts toward efective contingency planning for Y2Kfbcused on nll three lmels of * In accordance with Assembly Resollition planning: national, regional and global. At fhe A32-21, the lCAO Universal Safety Oversight national level, States evere provided with advice Atidit Progranzme was lairnched on 1 January, and infom~ation to assist thin fheir with azidit activities commencing in March. preparations. At the same time, they toere urged The programme calls fir the conduct of to develop national ATS contingency plans mandatory and regular safety oversight audits where these did not already exist. The ICAO of all Contracting Stakes and for greater Regional Offices,zuorking throzig/r the Planning transparency in the disc2osure of audit reszrlfs. and Implementation Regiorzal Grotrps (PIRGs), It supersedes the volirntary ICAO Safety developed regiorial contingency plans. At the Oversight Assesslrient Progran~nzeestablished global level, tzuo ICAObATA Globnl Year 2000 in March of 1996. Contingency Planning Group Meetings were Annual Rcport of the Courzcil - 1999 held with tlre principal objectives of EUROCONTROL. This multi-national project lmmlonizing col~ti~zge~lcyplans af tlze I-egional aims at developing an incident analysis tool to iizterfaces and establishilzg the fvanzework for improve human reliability within a high- regional and global Y2K coordinatio~zunits. All reliability system. Validation of the project is lCAO Regions had finalized tlzcir colzfinge~zy expected to take place during 2000. plans prior to the Y2K date clmlalzge. The The Fourth Global Flight Safety and Human unprecedented level of coopwution between Factors Symposium was held in Santiago, Chile, ICAO, its Contracting States, the Airports from 12 to 15 April 1999. The Symposium was Council Intwnatioizal (ACI), the International attended by more than 500 participants from 58 Air Transport Association (IATA), drjhereizt Contracting States and 6 international organiz- aviation agencies and industries culnzilzated in a ations. The recommendations of the Symposium sealnless and uncuaz$~l clul~zgeoveu. provided ICAO with a basis for formulating a follow-up, five-year plan of action on Flight Safety Most of the Y2K contingency plans were aimed and Human Factors for the period 2000-2004. An at ensuring that shutdown of major facilities opening address to the Symposium was given by across a region would not have the effect of the President of the Council of ICAO. closing the airspace completely. This ensured that strategic international routes would remain open. Additionally, regional coordination was estab- lished to facilitate fli~htsafety and continuify of international ATS through collection and analysis I of dormation and effective coordination. A global TRAINING Y2K coordination unit was also established at ICAO Headquarters. The establishment of this unit was made possible due to a significant contribution by the Government of Canada, and It was determined that high-quality standardized the unit is now available as a permanent crisis training packages for government safety management lnfrastrucktre which can be activated oversight inspectors need to be prepared and on short notice. disseminated to States which are experiencing difficulties with the implementation of ICAO safety oversight Standards due to a shortage of properly qualified Government Safety Inspectors. 3r Tlze United States Federal Aaiatiolz Adnzinistratioiz's Acadenzy and ICAO began a collaborative effort to prepare Standardized Training Packages (STPs) for Gouernitzent Safety Inspectors. The first of four STPs was During 1999, the industry increased, its attention con~pleted in 1999. The remaining courses to Human Factors issues in aviation security. The will be completed during the first haIfof2000. International Aviation Security Human Factors Technical Advisory Group held a conference in Amsterdam, Netherlands, which focused on standardizing screener selection, training, and *hx - " perforn-lance monitoring. The Federal Aviation 5 Administration (FAA) published a document entitled "Test and Evaluation Plan for Measuring WARSAW SYSTEM Checkpoint Effectiveness and Efficiency", a first depiction of the critical issues for airport security checkpoints and their associated measures of performance. -k A1; Inter~iationulConference 071 Air Law zuas The Human Error Reductioi~ in Air Traffic convcned in Moiitrenl fvonz 10 to 28 May for Management (HERA) Project was initiated by the purpose of adopting a new il~telnctio~zaI Chapter I - The Year in Summary legal instrtrment to modernize and consoli- date the "Warsaw System" of air carrier liability. The Conference adopted the Convention For the Unification of Certain Rules for International Carriage by Air, done at Montreal on 28 May 1999. By the end of 1999, the Convention had been signed by 61 States and one Regional Economic Integration Organization (the European Community), and had been ratified by one State. 1wE?uIMwmY%% Year Acl of unlawful seizure During the reporting period, 6 acts of unlawful interference were officially reported or confirmed by concerned States. These included 3 unlawful seizures involving international flights and 3 seizures of domestic aircraft (Table 12). These acts have been included in the annual statistics to assist in the analysis of trends and developments (Figure 9). Inadenb of sabotage -k Since the cornmencement of the Mechanism forj?nancial, techrzical and material assistance to States zvith rcgard to aviation sectirity in 1989, 137 States have reqtrested assistance; of these, 110 {lave received technical evaltration missions, 34 have been visited during follozo- up missions and 139 trnining events have been staged in which 3 046 trainees have participated. In 1999, these activities have been financed thro~rglz voizintary corr fributions by 4 donor States totalling $454 924 and throligh the firrzding of4 posts by 3 donor States. * The Cotincil adopted in March a declaration lW8~WMWB94@% urging all Sfates to refruin from the zrse of Year weapons against civil aircraft in flight ~lndto Number of persons killed or injured be guided by the principles, rtrles, Standards nnd Reconzmended Pmctices (SARPs) of the Convention on International Civil Aviation Figure 9. Aviation security statistics and its Annexes, and r~latedavintion sectirity 1980-1999 A~zrzualReport of the Courzcil - 1999 conventions, for the safe and efficient noise developments in Europe were brought to developnzent of civil az~iatioli.The declaratior? the attention of the Council and in March were also calls upon States which Iznve not yet done the subject of correspondence between the so, to ratfi Article 3 bis of the Conventiori on President of the Council of ICAO and the International Ciuil Aviation, a provision President of the Council of the European Union which calls for States to refrail1 from using calling for further consideration of these matters weapons against civil aircraft in flight. within ICAO. Also in April, the Intergovernmental Panel on * Pursuant to the entry into force of the Climate Change (IPCC) completed a special Convention on the Marking of Plastic report on Aviation and tlze Global Atnzosplzere Explosives for the Purpose of Detection which was prepared in collaboration with the on 21 June 1998, the Council exanzined a list Scientific Assessment Panel of the Montreal of experts nominated for nie~lzbershipin the Protocol at ICAO's request. This report gives lnter~iational Explosives Technical States, ICAO and other UN policy-making bodies Conznzission (IETC). In accordance with the an authoritative common base of information for Cou~zcildecision, the President of the Council addressing the impact of aircraft engine appointed members to the Co~nrnissionfrom emissions. the following States: Argentina, Austria, Following the adoption in December 1997 of Canada, the Czech Republic, Egypt, France, the Kyoto Protocol to the UN Framework Germany, Japan, Kuwait, Mexico, Sazidi Convention on Climate Change, negotiations Ambia, Switzerland, the United Kingdom, continued on developing the rules governing the tlie United States alid Zanzbia. The first new mechanisms provided for in the Protocol session of the IETC was Izeld at ICAO with a view to their completion in late 2000. Headq~iarters fion~ 13 to 15 December. These include emissions trading, which could be During the session the Conznzission adopted of relevance to aviation. its Rules of Procedt~re,exanzined its nzarzdate and work nzethodology, reviewed the status of the Technical Annex to the Convention, .k In February, on the basis of reconimendations considered thefunctions of the Ad Hoc Group by tlic fourth nzeeting of ICAO's Committee of Specialists on the Detection of Explosives o~z Aoiation Enviro~zme~ztal Protection and identified its future work programme. (CAEP/4, April 1998), the Council adopted new Standards and Reconmended Practices reducing, by an average of 16 per cent (applicable to new engirle designs after 2003), the levels of nitrogcn oxides that aircraft - T- r ," -? A* jX I . engines will be allou~edto emit and increasing the stringency of noise Standards for single- ENVIRONMENTAL engined light propeller-driz~en aeroplarzes. PROTECTION ' ,> k C07zcerning noise, in June the Cozrncil exparzded CAEPrs mandate to enable the In April, the Council of the European Union Conznzittee, in addition to the work already adopted Council Regulation (EC) No. 925/1999 under way regardilzg a noise Standard more on the registration and operation within the stri?zgef~t than Chapter 3, to explore Community of certain types of civil subsonic jet worldu~idethe isszle of operating restrictions aeroplanes that have been modified and on Chapter 3 aircraft. CAEP has since given recertificated as meeting the noise Standards in this task n high priority. Chapter 3 of Annex 16. However, in adopting the Regulation, it decided to postpone the date of its application by one year to 4 May 2000, referring k Concenzing en gin^ enzissions, as reqzlcsted by to ongoing consultations with the United States the Assenzbly in 1998 CAEP is placing and developments within ICAO. The aircraft particular enzphasis on developing policy Chapter 1 - The Year in Summary optio~zs to linzit or reduce greenhouse gas Aviation Workplace (Doc 9654) was promoted at enzissions fronz civil aviation. In doing so, it international civil aviation medicine conferences is taking into accotrnt the IPCC's special and meetings in China, Denmark, Hungary the report and the reqzlirements of the Kyoto Republic of Korea, Sri Lanka, -and the United Protocol. This zoork inclzides monitoring States. advances in technology and exploring the further development of Annex 16 to spec$calZy address emissions of global concern; and developing guidance material on operational nzeaszlres to redzrce emissions as *m+ *>* XL'? xi3 I:- i " well as a methodo1og.y for assessing the 81 .r ' *J environmen ful benejfs of the implementat ion B TECHNICAL of CNSIATM systems. This zoork also CO-OPERATION incIz~des analysing the potential roIt of $ * niarket-based options, such as emissions- atu. ** ",8&A ' + related levies (charges or taxes), emissions trading and z~olzintary agreements, with a Tne ICAO Technical Co-operation Programme for viezo to reporting on this szibject to the 1999 was valued at $60.5 million, of which $54.3 Assembly in 2001. million (or 90 per cent) was implemented. During the year, the Technical Co-operation Bureau executed 126 projects In 72 developing countries and a total of 12 new and revised large-scale projects were approved. The TCB employed 366 experts from 41 countries to work SMOKING in its field projects. A total of 581 fellowships RESTRlCTlOMS . were awarded and procurement expenditures for field projects totalled $21.23 million. 1.1 . In 1999, ICAO, through its European and North Atlantic Office and its Technical Co-operation By the end of the year, further progress had been made in achieving a smoke-free environment on Programme, played an important role in the normalization of the navigation services the board passenger flights worldwide, in many air in Balkan area. In Bosnia and Herzegovina, thror~gh cases based on voluntary changes in airline the execution of a technical cooperation project policies. All carriers in A,ustralia, New Zealand, funded the European Commission, ICAO is the Nordic countries and North America have by implemented complete smoking bans system- assisting the Department of Civil Aviation to wide. In Asia, Europe and the Middle East, a implement measures and execute day-to-day tasks large majority of all flights are now smoke-free. for a safe and efficient civil aviation infrastsucture In South America, it is still a minority of flights in accordance with ICAO SARPs. ICAO's activities that are smoke-free. In the African Region, the in Bosnia and Herzegovina have far-reaching airlines of some 15 States have banned smoking effects on the population of the country as well as on board passenger flights. benefiting national and international air carriers serving or overflying the country. A major achievement of the project is the return to Bosnia and Herzegovina of its upper airspace and the preparation of a comprehensive plan for airspace and air-traffic-sene route structure to be SUBSTANCE implemented in coordination with the Stabili- ABUSE zation Forces. In response to a request from the United Nations Special Representative for Civil Administration in Kosovo to provide assistance in the opening of Pristina Airport, ICA3 fielded During the year, the Manual on Prevention oJF a mission to Pristina Airport in November 1999. Probleillntic ZJse of Psyc/roactiue Sirbstarrces in the The mission, which consisted of experts in Annual Report of the Council - 1999 the fields of aerodrome engineering, mechanical the operating conditions and procedures were and electrical engineering, facilitation and security, disseminated in accordance with ICAO provisions communication/navigation/s~r~eillance,meteor- (Annex 15). ology . equipment and air traffic management, In Somalia, ICAO's Civil Aviation Caretaker reviewed and evaluated the airport facilities and Authority for Somalia continued its activities in produced its report, covering the issues of safety 1999 for the operation of a might Information security installation, management and adminis- Centre, Aerocom and Aeromet facilities, as well tration. As a result of the ICAO mission, Pristina as training, capacity building and rehabilitation Amport was opened for daylight civilian of the airport infrastructure and aviation services operations only under visual meteorological at airports in Somalia. The flight information conditions and following visual flight rules, services are provided from remote facilities provided the aeronautical information regarding stationed in Nairobi. Chapter I - The Year in Summaw 17 * In Januay, the Safety Oversight Audit Unit was established bringing into efect a Universal Safety Oversight Programme including a systematic reporting and monitoring system on the implementation of safety-related Standards and Recommended Practices (SARPs). Under the programme, which was established in accordance with Assembly Resolution A32-11, the auditing of States commenced in March, and by the end of the year, 49 States had been audited. It is expected that all Contracting States will be audited by the end of 2001. * The Air Navigation Commission marked its 50th Anniversary in February. The Commission is composed of 15 technical experts appointed by the Council on the basis of their experience and individual expertise. The Commission recommends to the Council the most appropriate course of n the process af and amending the Standards and Recommended Practi Ps) contained in 8 Annexes to the Convention and their related proced * In May, the Con les for International I November 1996. :?his * On 17 August 1999, the Protocol relating to an amendment to the Convention on International Civil Aviation [Final Clause, Russian Text], signed at Montreal on 30 September 1977, entered into force for those States which have ratified it. Thirty days thereafter, on 16 September 1999, the Protocol on the Authentic Quadrilingual Text of the Convention on International Civil Aviation (Chicago, 1944), signed at Montreal on 30 September 1977, entered into force for those States which have accepted it and ratified the Protocol relating to the Final Clause (Russian Text). Both Protocols being in force, the Convention is now equally authentic in the English, French, Russian and Spanish languages. * In September, the Council awarded the 33rd Edward Warner Award, the highest honour in the world of civil aviation, to Mr. Jerome E Lederer (United States of America) in recognition of his eminent contributions to the improvement of all aspects of safety in international aviation. 18 Annual Report of the Council - 1999 * In September, 252 world aviation experts representing 84 Contracting States and 11 international organizations participated in the 1999 Accident Investigation and Prevention (AIG) Divisional Meeting. They agreed on a series of recomnrendations designed to , strengthen accident prevention through enhanced reporting systems and more efficient sharing ofsafety-related information, as well as to enhance the technical spec$cations for accident and incident investigation. k On 3 October 1999, the Protocol to Amend the Convention on Damage Caused by Foreign Aircraft to Third Parties on the Surface, signed at Rome on 7 October 1952, signed at Montreal on 23 Sqternber 1978, entered into force. .k International Civil Aviation day was celetrrated on 7 December with the theme "Promoting Global Friendship and Understanding". k During 1999, ICAO played a major role through the European and North Atlantic Ofice in the normalization. of uir navigation services for Bosnia and Herzegovina. A project funded by the European Commission (EC) wasjnalized, assisting the Department $Civil Aviation to execute day-to-day tasks and ensure safe and eficient air transportation in accordance with ICAO SARPs. Furthermore, management of upper airspace was returned to the authorities of Bosnia and Herzegovina. * A full year of intensive activity went into preparing for the date change to the year 2000. Concerted eflorts of the ICAO/LATA Global Year 2000 Contingency Planning Group, the ICAO Regional Ofices and Regional Planning Groups and natioml planning, together with the establishment of a global Y2K coordination unit at ICAO Headquarters over the transition period, led to a successful transition of international civil aviation to the year 2000 and substantial and long-lasting benefits for the safety and eflectiveness of flight operations worldwide. This was the result of an unprecedented level of cooperation between ICAO; its Contracting States, ACI, LATA, various aviation agencies and civil aviation industries. * In keeping with Assembly Resolution A32-1, Increasing the effectiveness of ICAO, Council continued its efforts to streamline the working methods and procedure of the Council and the Assembly without weakening the Organization or adversely afecting its function. The Council in its work programme placed greater emphasis on policy matters and devoted more time to air navigation matters. It delegated to the Air Navigation Commission and to the President of the Council azlthority to deal with various aviation matters. To improve communication with States, the Organization made greater use of the World Wide Web. Cost savings were realized in document production, recruitment and building management. Measures to introduce a wider variety of staff awards and incentives were approved by Council.