International Civil Aviation Organization (ICAO). International Civil Aviation Organization (ICAO): constitution, members and structure of the organization The role of the international civil aviation organization ICAO

International Civil Aviation Organization(abbr. ICAO from the English International Civil Aviation Organization abbr. ICAO) is a specialized agency of the United Nations, established in 1944 to promote the safe and orderly development of international civil aviation throughout the world. It establishes the international standards and regulations necessary to ensure flight safety, aviation security, the efficiency and regularity of air transport and the protection of the environment from the impact of aviation. The Organization is an instrument of cooperation in all areas of civil aviation among its 190 Contracting States.

ICAO airport code

ICAO airport code- a four-letter unique individual identifier assigned to the airports of the world by the International Civil Aviation Organization (ICAO). These codes are used by airlines, authorities air traffic, meteorological services for the transmission of aeronautical and meteorological information on airports, flight plans (flight plans), designations of civil airfields on radio navigation charts, as well as airport addresses in the international aviation telegraph network AFTN.

ICAO codes have a regional structure: as a rule, a two-letter country prefix is ​​used, where the first letter is assigned to a group of countries located nearby, the second letter identifies a specific country in the group. The remaining two letters of the code identify the airport in that country.

The exceptions are big countries(Russia, Canada, USA, China, Australia), each of which has a one-letter prefix, and the remaining three letters identify the airport.

In addition to the ICAO code, many airports have an IATA code - a three-letter code assigned to the world's airports by the International Air Transport Association (IATA).

Smaller airports (especially local airline airports) may have neither an ICAO code nor an IATA code.

In a number of countries of the world, military airfields (air bases) have ICAO codes and

On a global scale, civil aviation (GA) activities are regulated by international intergovernmental (and non-governmental), universal or regional aviation organizations. Our article describes the most influential of them. The bulk of international aviation organizations was created during the period of rapid development of civil aviation (1944-1962), which was due to the need to standardize and unify the rules, documents, procedures, requirements and recommendations in the field of implementation and ensuring flights, as well as developing common approaches to flight safety.

Undoubtedly, the main such organization is ICAO— GA International Organization (International Civil Aviation Organization), whose goal is the development of world civil aviation, the development and implementation of unified rules for the performance and maintenance of flights in order to increase the level of safety and regularity of air transportation. ICAO was established as a special agency of the United Nations on December 7, 1947 on the basis of the provisions of the Chicago Convention apartment in Montreal (Canada). Members of ICAO are states. Structurally, the Organization consists of the Assembly, the Council, the Air Navigation Commission, seven committees and the secretariat. The Assembly is the supreme body of ICAO. The regular session of the Assembly meets at least once every three years, and an emergency session may be held if necessary. ICAO's permanent body, the Council, is chaired by the President and consists of representatives from 36 Contracting States, elected by the Assembly every three years.

ICAO's activities are focused on the following main areas: technical (development, implementation and improvement of standards and recommended practices - SARP), economic (study of air traffic development trends, on the basis of which recommendations are made on the values ​​​​of charges for the use of airports and air navigation services, as well as the procedure tariff setting and facilitation of formalities in transportation; the provision of ongoing technical assistance to developing countries at the expense of developed ones), in legal (drafting new conventions on international air law).

Another example of a universal organization is International association air transport (IATA, International Air Transport Association), which was established in 1945 and headquartered in Montreal. Unlike ICAO, IATA members are legal entities- airlines, and the main goals of the organization are the development of safe, regular and economical air transport, as well as ensuring the development of cooperation between airlines. The supreme body is the General Meeting, and the permanent working body is the Executive Committee.

IATA summarizes and disseminates the experience of economic and technical operation air transport, organizes the coordination of flight schedules between carriers and their work with sales agents, as well as mutual settlements between airlines. Another important function of IATA is to conduct an airline safety audit (IOSA, IATA Operational Safety Audit) - a strict check of the carrier's activities in 872 parameters, without which a company cannot join either IATA or any of the alliances such as Star Alliance, Skyteam or One World. Obtaining an IOSA certificate enhances the status of an airline and enhances opportunities for international cooperation.

There are also international organizations that represent and protect the interests of individuals, as well as increasing their role in the development of a safe and regular air service system, cooperation and unity of action: pilots - the International Federation of Airline Pilots' Associations (IFALPA - International Federation of Airline Pilots' Associations) and controllers - International Federation of Air Traffic Controllers Associations (IFATCA - International Federation of Air Traffic Controllers Associations). Both organizations function to increase and maintain professional level of its members, social partnership, expansion of cultural and sectoral international relations, exchange of experience.

Regional international aviation organizations are represented by: the European Civil Aviation Conference (ECAC - European Civil Aviation Conference), the African Civil Aviation Commission (AfCAC - African Civil Aviation Commission), the Latin American Civil Aviation Commission (LACAC - Latin America Civil Aviation Commission) and the Civil Aviation Council of Arab states (ACAC - Arab Civil Aviation Commission). The goals of each of these organizations are similar: to promote cooperation between the participating States in the field of air transport for its more efficient and orderly development, to ensure the systematization and standardization of common technical requirements for new aviation equipment, including communication, navigation and surveillance systems, flight safety issues, the collection of statistical aircraft accident and incident data.

A special organization also operates on the territory of the CIS - Interstate aviation committee(POPPY)- an executive body in the field of civil aviation and the use of airspace, common to 11 countries of the former USSR (except Lithuania, Latvia, Estonia and Georgia).

The IAC is engaged in the certification of aircraft, airfields and airlines, as well as the investigation of aviation accidents. However, as independent experts note, the combination of these functions in some cases raises suspicion of a conflict of interest, biased investigations and conclusions of commissions.

In the field of air navigation, the largest organization is the European Organization for the Safety of Air Navigation - EUROCONTROL. It was established in 1960 with the aim of ensuring air navigation and flight safety, managing and coordinating air traffic in the upper airspace over the territory of 40 member countries, developing uniform rules for performing flights and the activities of air navigation services. EUROCONTROL's highest governing body is the Permanent Commission, working with heads of state, ATS providers, airspace users, airports and other organisations. Among the main functions of the organization is the planning and management of aircraft flows. As you know, European ATC centers serve an average of 5-6 times more flights per year than Russian ones (in the busiest Center - Maastricht - the air traffic intensity exceeds 5000 aircraft per day!), Therefore, EUROCONTROL introduced a system of hard slots (time windows ) for each of the flights arriving for management.

INTERNATIONAL AVIATION ORGANIZATIONS.

1. International aviation organizations that operated prior to the formation of ICAO.

Prior to the formation of ICAO, the following international organizations were active:

C I N A - International Air Navigation Commission, was formed in 1919 after the Paris Conference. Carried out administrative and arbitration functions, approved flight technical standards and rules for the unification of international air navigation. Legally, it lasted until 1947 and was abolished by the Chicago Convention.

C I D P A - was created in 1925 in Paris to unify the rules relating to the field of private international air law. It was not a permanent organization, it did not have its own charter, so there was no decision to liquidate it. It has been superseded by the ICAO Assembly.

K A P A - permanent American aviation commission. It was formed in 1927 in Lima. Engaged in the same issues as SINA in Europe, but in relation to the American continent. It was abolished by the Chicago Convention.

There are currently about 30 international air transport organizations. The most influential and authoritative among them are:

International Air Transport Association (IATA).

International Air Carriers Association (IACA).

International Civil Airports Association (ICAA).

International Civil Aviation Organization (ICAO).

International Federation of Air Transport Controllers' Associations (IFATCA).

International Society Aeronautical Telecommunications (SITA).

International Council airport operators.

There are also a number of regional organizations.

2. ICAO.

ICAO - International Civil Aviation Organization ( ICAO - International Civil Aviation Organization) - an interstate international organization that regulates the activities of civil aviation, including the use of airspace, flight safety, and the organization of air transportation.

ICAO was established in 1944. On November 1, 1944, an international conference was held in Chicago, in which 52 states took part. The USSR refused to take part in the conference, mainly for political reasons. All participants agreed that an international aviation organization should deal with two groups of issues:

Develop and implement unified international basis flight technical norms and rules that would contribute to improving the safety and regularity of flights on international air lines (IL);

Issues of an economic nature - to increase the efficiency and cost-effectiveness of MVL operation.

On the first issue, there were no complications and the provisions concerning the unification of flight technical standards and rules were included in the text of the Convention.

On the second question, about the economic functions of ICAO, there was a struggle between the US, UK and Canada. As a result of tripartite secret meetings at the conference, a draft of these countries was proposed, according to which the functions of ICAO in the economic field were defined only as advisory.

ICAO began its activities in 1947. The headquarters is located in Montreal. The official representation of ICAO in Europe is Paris. In Africa, Cairo.

Organizational structure of ICAO :

The Assembly is the supreme body of ICAO, in which all ICAO member states can be represented on an equal footing. Currently, over 160 states are members.

Other non-ICAO member states may participate in the work of the Assembly as observers.

The Assembly is held at least once every three years.

The functions of the Assembly are mainly to determine the direction of ICAO activities in the field of international air navigation and international air transport. The Assembly sums up the results of ICAO's activities for a certain period, approves the corresponding program, the implementation of which is entrusted to the Council.

The Council is a permanent body of ICAO, which ensures the continuity of the organization's activities between sessions.

The Assembly is responsible to this supreme body for its work. The Council consists of 33 states elected by the Assembly. The former USSR was elected to the Council in 1971.

The President is elected to lead the Council.

The first responsibility of the Council is its adoption of international standards and recommendations.

Permanent working bodies - Administrations. Offices - subsidiary bodies of ICAO, which are engaged in the development of technical issues of civil aviation and are approved by the Council to carry out specific assignments.

There are also regional offices of the ICAO secretariat, whose task is to assist countries in the implementation of air transport development plans (Egypt, France, Kenya, Mexico, Peru, Senegal, Thailand). There is a commission on ICAO affairs in Russia.

Goals and objectives of ICAO is the development of principles and technical

methods of international air travel and to promote the planning and development of international air transport in order to:

To ensure the safe development of international civil aviation throughout the world;

Encourage the art of constructing and operating aircraft for peaceful purposes;

Contribute to the development of air routes, airports and air navigation facilities for international civil aviation;

Meet the needs of the peoples of the world for safe, regular, reliable and economical air transport;

Prevent economic losses caused by excessive competition;

Ensure respect for the rights of the contracting states and equal opportunities in the operation of MVL;

Avoid discrimination between contracting states;

Contribute to the improvement of flight safety in international air traffic;

In general, to promote the development of all aspects of the international GA.

In the field of organizing air transportation, the main areas of cooperation between states within the framework of ICAO are the simplification of formalities, the unification of baggage allowances, and the balance of interests of the state, airlines and clients.

ICAO is working on the creation of uniform procedures related to compliance with the requirements of state authorities when entering the country, transiting or leaving the country of passengers, as well as requirements for aircraft

and crews.

Arrival and departure of aircraft.

Arrival and departure of passengers and their luggage.

Tools and services designed to handle loading at international airports.

Landing at non-international airports.

Other facilitation provisions.

In addition, the Appendix contains recommended by ICAO

shipping documents, such as:

General Declaration;

Cargo list;

Boarding / disembarking card;

Crew member's certificate;

United Nations Standard Form for Trade Documents.

Thus, the purpose of the Annex is to standardize and unify the procedures and documents used by states in international transportation.

On the issue of baggage allowances and related excess baggage charges, ICAO's work is aimed at promoting the development of a unified baggage and excess baggage system, and at minimizing conflicts between "weight" and "piece" baggage systems.

To protect the interests of states, airlines and clients, ICAO develops requirements for compensation, conditions of carriage. In order to harmonize the various conditions of transport, the ICAO Council recommends that States ensure, taking into account their international obligations and national policy, compliance of all provisions relating to passenger tariffs and rules of carriage with the general rules of carriage of airlines.

On the issue of compensating passengers who are denied boarding on flights when they have confirmed seat reservations, the ICAO Council recommends that States put in place compensation systems.

ICAO's protection of the interests of air transport consumers also includes the requirement to comply with tariffs and specifically inform all users of international air transport about the variety of tariffs and related conditions that are actually set in the market by airlines.

In the field of regulation of international air transport, the role of ICAO is also in the regulation of commercial issues of relations between states and airlines, as well as in coordinating the activities of other international organizations in this area.

There are 4 levels of responsibility for the safety of air transportation (passengers and baggage):

1. International (provides ICAO and IATA, and for the transport of dangerous goods except ICAO and IATA-IAEA).

2. State.

3. Industry.

4. Responsibility of the airline.

ICAO requirements for flight attendants:

1.Admission to this type of aircraft (license + simulators).

2.Knowledge of the emergency schedule.

3.Knowledge and ability to use ACC.

4. Uniform (BP should stand out against the background of passengers).

5. Safety instructions must be in the pocket of each seat.

6. On board should be, and the BP should know by heart instructions for actions in emergency situations.

7. The PSU must have individual emergency flashlights.

8. Emergency exits and aisles of the aircraft are not littered with luggage and other things.

9. Tables, seat belts, seatbacks, audio equipment, armrests, portholes - control over the fulfillment of these requirements during takeoff / landing is carried out by the BP.

3. IATA.

IATA - International Air Transport Association ( IATA - International Air Transport Association) is a non-governmental international organization established at the Conference of representatives of 50 air transport companies from 31 countries, held in Havana from April 16 to 19, 1945. The headquarters of IATA is located in Geneva.

Goals of IATA: promote the development of safe, regular and economical air transport, encourage the commercial activities of airlines, support activities aimed at improving the economic results of their activities and the study of related problems, develop measures for the development of cooperation between airlines directly or indirectly involved in international air services , development of cooperation with ICAO and other international organizations.

IATA members are divided into two categories: active and associate.

Any commercial airline operating regular international air transportation under the flag of a state entitled to membership in ICAO (Recognizing the Chicago Convention) can become a full member of IATA.

Airlines operating scheduled domestic flights may join IATA as Associate Members, which have the right to an advisory vote.

To join ICAO, an entry fee must be paid by the airline.

Currently, IATA members are more than 200 airlines.

The supreme body of IATA is the General Assembly (General Assembly). It consists of all IATA members. Regular and special sessions of the General Meeting are held. The next meeting meets annually.

The General Meeting elects the President of IATA, members of the Executive Committee, discusses and approves the reports of the Executive and Standing Committees, approves the budget, composition of the Standing Committees, creates new committees, etc. The Executive Committee manages IATA between General Meetings. The President of IATA is elected for a term of 1 year.

The Executive Committee meets at least twice a year, usually before and after the General Meeting.

There are currently 6 Standing Committees in IATA:

Advisory for transportation, technical to combat hijacking and theft of luggage and cargo, legal, financial, special for the study of the conjuncture, medical.

As a non-governmental organization, IATA deals primarily with the commercial affairs of airlines. IATA develops recommendations on the level, construction and rules for the application of tariffs, approves uniform rules for the air transportation of passengers, baggage and cargo, regulates the procedure for using benefits and discounts from tariffs, develops common standards passenger service, conducts work on the generalization and dissemination of economic and technical experience in the operation of airlines, and also through its settlement body (Clearing House) carries out financial settlements between member airlines.

IATA's international operations work to help airlines minimize costs and maximize customer service through the development and implementation of passenger and customer service standards and airport service procedures. Information about these standards is distributed in more than 50 IATA publications, as well as through

computer networks. These IATA standards are used throughout the world by both airline personnel and handling agents and other personnel involved in air transport.

IATA pays special attention to multilateral transport agreements, the so-called agreements.

In order to ensure that airlines reduce losses from lost or stolen tickets, IATA is developing a multilateral agreement to share responsibility for such tickets.

Another issue that the airline community is working on within IATA is baggage security. In accordance with ICAO requirements, IATA has developed procedures to ensure the obligation to control baggage carried on board aircraft.

In its activities, IATA pays great attention to ensuring aviation security. IATA has developed minimum requirements on Regime Security at International Airports.

I did not know where to attach the next topic and decided to place it on this page. The topic is about SAFA. Reading.

What should you be prepared for when flying abroad? What is SAFA?

Here is some information that I found. We read carefully, because there is a lot of useful information. There is such a European flight safety inspection - SAFA. She checks all foreign ships flying to Europe. This is a serious structure, there are about three thousand specialists from all countries. Each country, including Russia, has the right and opportunity to conduct an inspection led by SAFA. Russian aviation operates according to the Federal Aviation Rules. Approximately 90 percent they are identical with the SAFA quality standards. But 10% are differences, including in the design of aircraft. Therefore, some misunderstanding between SAFA and Russian rules leads to the fact that Russian air carriers write a bunch of comments. The remarks are very peculiar. For example. In the Tu-154 aircraft, next to the toilet, there are two side chairs where flight attendants sit during takeoff and landing. As required by SAFA, a flight attendant strapped in this seat must be able to reach the lifejacket by hand. But in the Tu-154, it is not structurally provided for where to put this vest at all in order to reach it with your hand. Well, there is no such place in all Tu! And this is a remark of the third category, the most severe. As a result, of course, they came up with: a special container is attached to this seat before take-off with Velcro (“father-mother”), in which this vest will be. And there are many such things. For example, Russian planes have never had a luminous path that leads to emergency exits. None of this is in the design. Russian aircraft, even the latest, Tu-204, Il-96. And SAFA requires it.

Where did this attack come from?

Ramp checks were introduced into the practice of European aviation authorities not this year. Their appearance is preceded by the entire history of the creation and the first decades of the functioning of the ICAO. With the signing of the Chicago Convention and the 18 annexes governing all aspects of commercial carrier operations, member states were expected to base their national aviation laws on ICAO standards and recommended practices. However, the lack of a mechanism for influencing national aviation administrations and verifying the implementation of ICAO decisions led to the fact that in the late 80s. The United States has developed the International Aviation Safety Assessment (IASA). According to the results of ramp inspections of aircraft of foreign airlines, the Federal Aviation Administration (FAA) draws a conclusion about the fulfillment or non-compliance with ICAO standards by one state or another. The data obtained is published in the public domain. European states introduced a similar practice only in 1996, and in April 2004, the SAFA program was transferred directly to the European Commission. The audits are still carried out by the national aviation authorities of 42 European states (including countries - members of the European Conference on Civil Aviation and countries that have concluded an agreement to participate in the program). The functions of program management, analysis of audit results and database maintenance were left to the European Aviation Safety Agency (EASA).
It is officially stated that the purpose of ramp checks under the SAFA program is to study the compliance of carriers and national aviation authorities of third countries with the requirements of three appendices to the Chicago Convention: Annex 1 (licensing of aviation personnel), Annex 6 (flight operation) and Annex 8 (maintaining the airworthiness of the aircraft). Meanwhile, the control chart also contains items related to radio navigation and the safe transportation of goods. Inspections reveal compliance with ICAO standards not only by individual operators, but also by the quality of the supervisory activities of national aviation authorities, and in case of violations, comments are made to the airline and to the executive authorities of the operating country.
SAFA's focus is on carriers from non-EU countries, although according to internal documents, mutual audits of European companies also take place. As a rule, the choice of aircraft to be checked is random. Each state determines how many checks must be carried out annually. The choice of the aircraft is at the discretion of the inspectors, who, having familiarized themselves with the flight schedule and the time of preparation for return flights, most often determine four aircraft intended for inspection during the day. But a number of factors have a significant impact on their choice. First, many inspectors believe they will find more to complain about when they inspect a Soviet-made aircraft than when they inspect a new Boeing aircraft from an American airline. And if the inspector sees an aircraft in the schedule, the check of which revealed shortcomings, he, most likely, will again select this particular aircraft. Secondly, in some cases, the order to carry out an inspection comes from the national aviation authorities. If, as a result of previous checks, a carrier or a specific aircraft received serious comments or there are certain claims against a particular type of aircraft or against the supervisory authorities of a particular country, then this information will serve as a reason for conducting an audit. "Problem" aircraft are tracked through the Eurocontrol database, and as soon as a flight plan is submitted, the appropriate signal is sent to the national aviation administration of the country of destination.
The number of checks is steadily growing. For example, the UK increased the number of annual checks from 200 to 820. Currently, ramp checks also apply to business aviation operators.

How to perform a ramp test.

The inspection is carried out in accordance with the "Detailed Manual for the SAFA Inspector".The instructions followed by SAFA inspectors state that the inconvenience caused during the inspection should be kept to a minimum. This means that it is forbidden to delay the departure of an aircraft without a serious reason (threat to flight safety). Contact with passengers is not allowed. The inspection time is strictly limited by the time of preparation for the return flight. If time does not permit, the list of 53 questions (see box) should be shortened. As a rule, the inspection is carried out by two inspectors, one of whom interrogates the flight crew, and the second assesses the condition of the aircraft outside, in the cabin and in the luggage compartment. As soon as all questions are clarified, the inspectors leave the board. It should be noted that the longer the time interval between flights, the more thoroughly the check will be carried out. The second conclusion is that the presence of an airline representative on board during the inspection greatly simplifies the process, since representatives usually speak the language. Finally, the knowledge of the answers to the questions contained in the control chart by the flight crew will significantly reduce the time of verification. As experience shows, pilots of Russian companies often find it difficult to answer.
SAFA inspectors should not only be aware of the flight and technical operation of the aircraft, but also know the ICAO requirements contained in Annexes 1, 6 and 8. However, if there are no problems with technical training, then knowledge of ICAO documents is far from always perfect. As a rule, inspectors know the aviation legislation of their country and, in case of conflict, refer to Part 25 of the JAR. The second problem concerns the assessment of the state of the aircraft, which should be carried out in accordance with the AFM (Flight Operations Manual) and the manufacturer's documentation. Therefore, in case of detection of breakdowns or leaks, a lot of time is spent searching for a description of this problem in the documentation for the aircraft. If the documentation exists only in Russian, the problem is exacerbated.

All deviations from the norms and standards of ICAO noticed during the audit, depending on the severity of the possible impact on flight safety, are divided into three categories. Each category corresponds to a number of measures taken. All comments are entered into the database.
Observations related to category I (low degree of impact on flight safety) will not entail any action, except for notifying the aircraft commander of the deficiencies found. And therein lies a certain difficulty, since the inspectors have repeatedly encountered indifferent or negative reactions from Russian pilots. The standard response from commanders is often: "Don't tell me, it's not my problem. Report to your superiors." However, in such cases, the company's management is not notified, and only the commander of the ship knows about the inspection and comments received. The airline's management may not be aware of what has been accumulated in the database a large number of comments. But even if they are category I remarks, their number matters.
If Category II violations (which may have serious consequences for flight safety) the aircraft commander is notified orally; in addition, a corresponding letter is sent to the airline and to the supervisory authorities of the operating country. Moreover, the rules allow not to report the results of the first check by letter, but to accumulate a few comments. There is also a disagreement here if the aircraft flies under foreign registration. So, if violations are noticed on an aircraft with a Bermuda registration, which is included in the Russian air operator certificate, a letter is sent to the Russian supervisory authorities.
Bermuda aviation authorities are unaware of the inspection that took place. But if the remark concerns the airworthiness of the aircraft, then this is the area of ​​responsibility of the Bermuda authorities and only indirectly Russian. If the carrier has accumulated a large number of category II comments that are not worked out and not corrected, the inspector may decide to assign category III to the violation.
Category III violations represent a significant threat to flight safety. If such violations are discovered, the consequences for the carrier can be very serious: from a ban on the departure of aircraft to the introduction of restrictions on flights to Europe. Such measures are taken extremely rarely, and in situations requiring immediate action. Understanding all the consequences of such measures, the inspectors are extremely reluctant to do so. A take-off ban and subsequent take-off clearance require a series of approvals, and a permit is issued only by the inspector who issued the ban. Strict regulation of the actions of inspectors in similar situations guarantees that, unless absolutely necessary, no inspector will assume such responsibility.
Here are some examples of typical remarks:

· There is no confirmation that the AFM is approved by the aviation authorities of the operating country.

· SRPPZ equipment (EGPWS) is not installed.

· The "Exit" signs and light paths in the cabin do not light up, there are obstacles on the way to emergency exits.

· The cabin crew seats do not recline to the stowed position and the harness system does not meet ICAO standards.

· There is no confirmation of permission to operate on reduced vertical separation minima (RVSM), area navigation techniques (BRNAV), etc. This question comes up all the time. According to Russian rules, this permission is indicated in the appendix to the air operator certificate. But the commanders of the aircraft do not know this and cannot prove that they have permission to fly in RVSM. The problem is that even if it is proved after the fact that the remark was made illegally, it is impossible to remove it from the database.

For example, if the inspector finds that tire wear exceeds the allowable limits, then it is necessary to prove that the allowable limits are different on Soviet-made aircraft. Otherwise, a remark is made. The same applies to leaks of fuel, water, hydraulic fluid, etc.
Often there are questions about securing cargo, the condition of containers and pallets.
A separate issue is the level of crew proficiency English language. Faced with the fact that the crew does not understand the questions being asked, the inspector notes this fact, and he enters the base as a violation. Forms in Russian will be the same violation, although nowhere in the ICAO standards is it specified in which language the forms and technical documentation should be.
All comments are entered into the EASA database. They are available only to the national aviation administrations of the 42 countries participating in the program. Currently, the situation is being corrected: all ICAO member states should be able to familiarize themselves with the data on their carriers.
The data is analyzed both by airlines and aircraft types. And in the case of an aviation accident, regardless of whether it occurred on European territory or not, the first step is to raise the carrier's file in the database and draw the appropriate conclusions.

Black list.
Based on the results of the data analysis, a proposal may be made to include the carrier in the black list. Such a proposal may be made by the national aviation administration of any of the EU member states, the European Commission or EASA. Regardless of the source, all such claims are reviewed by the Air Safety Committee; the data are studied, after which the corresponding recommendation is issued by the European Commission. The committee is made up of seven aviation safety experts, so even assuming there was some political overtones in the original proposal to blacklist, the final decision is made based on the safety record of the carrier in question. So far, there have been no cases where the committee's decision has been challenged.
As a rule, the rationale for the blacklisting decision is the presence of clear and proven violations of safety standards by the carrier, its inability to promptly eliminate these violations, as well as the lack of cooperation from the supervisory authorities of the operator's country. The latter usually means that when contacting the national aviation authorities of the country, an adequate response was not received.

So what's now.
What actions should the carrier take if comments are received as a result of the SAFA ramp check? First of all, it is necessary to have complete information regarding the test itself and its results. In most cases, only the aircraft commander has such information, who must be aware of his responsibility for reporting the results of the audit to the company's management. He should also ask the inspector for a business card (or contacts) and, if possible, a copy of the control card. If a copy is not possible, it must be requested later. A description of all actions to eliminate the violations found, as well as the justification for the illegality of the comments, is sent to the inspector who conducted the inspection. The carrier should as soon as possible investigate the issues noted by the inspector and the results of the investigation should be as detailed as possible. The return letter to the national aviation administration that conducted the inspection should also indicate how similar problems were corrected on aircraft of the same type operated by the carrier.
Thus, the elimination of comments and communication with the inspection require systematic work. It is logical that in the structure of the airline a designated employee is responsible for this work. The procedure for processing comments should be debugged and known to the management, the quality control department, the department flight operation etc.
As for preparation for inspections, the main task here is to teach the flight crew and cabin crew to answer the questions of the inspectors. All questions are standard, and with a certain preparedness, it will not be difficult to answer them. So, if the chief flight attendant finds it difficult to indicate the location of the rescue equipment, the correct answer may be a link to the relevant sections of the RLE.
One of the most important aspects is knowledge of how the national standards of the country of the operator differ from those of the ICAO. The Chicago Convention allows discrepancies if the country explains their reasons with reason (Article 38). A professional response with reference to documents will help to refute inappropriate remarks. In any case, the results of the SAFA ramp tests deserve the most serious consideration.

The most common non-compliances that are found by SAFA inspectors are the following:

1. Crew cabin.

1.1. The general condition of the cab: - the cargo compartment is dirty;

There are traces of repair of individual parts without fixation in
documents (logbook).

1.2. Spare exits:

In the area of ​​emergency exits, personal belongings of the crew and
passenger luggage;

Additional passenger seats are installed, which
may be an obstacle to the rapid evacuation of people in emergency
cases;

Absence of "emergency exit" stencils;

Lack of a light path for the emergency escape route
aircraft.

1.3. Equipment:

Aircraft equipped with SSOS instead of QPWS;

Lack of shoulder belts in workplaces
flight and cabin crew members;

Lack of stencils for the purpose of office space;

Lack of emergency flashlights for crew members;

Lack of life jackets by the number of passengers
armchairs;

Insufficient safety instructions for
passengers;

Lack of fire extinguishers in each separate passenger
salon;

Fire bottles do not comply with international
standard;

There are no pressure gauges or the date of verification of fire-fighting cylinders for compliance is not indicated.

Lack of instructions for fire fighting at the places of flight attendants according to the emergency schedule;

There is no list of aircraft emergency equipment or it is not
corresponds to the quantity and placement;

The aircraft is not equipped with mooring equipment in accordance with
list;

Some of the oxygen cylinders are empty;

Stocks of medical supplies for first aid.
- First aid kits and medical kits are not
comply with Appendix B of Appendix No. 6;

2. Documentation.

2.1. Ship and flight documentation:

The originals of the State Registration Certificate of the Aircraft, the Airworthiness Certificate of the Aircraft, the Air Operator's Certificate are missing, and instead of them, copies are presented;

The aircraft logbook does not fully comply with the standard and
ICAO recommendations;

The use of obsolete radio navigation equipment by aircraft crews
kart;

The Jeppesen Compilationsthe latest additions have not been made;

Lack of license to use radio station or license
signed by the airline management;

The flight plan is not signed by the PIC (navigator);

The centering schedule is signed by the co-pilot;

In part B of the "operational specifications" in the column "Approved for
flights” is not reflected in terms of which minimum aircraft is allowed, none
column maximum mass at zero fuel quantity, but with
maximum load.

2.2. Flight Manual:

There is no confirmation from the authorized body of the Civil Aviation Committee on the reliability of the Flight Manual (verification with the control copy);

Missing MEL or MEL not approved by the GA authority.

2.3. Flight Operations Guide:

The responsibilities of each crew member in
emergency;

Missing checklists for emergency equipment
and actions of crew members in an emergency;

The situation is not reflected in which it is constantly listened to
emergency frequency 121.5 MHz;

Aircraft Inspection Checklist Missing
(inspection of the aircraft when searching for an explosive device);

There are no requirements for the PIC to ensure the safety of all,
related to this flight, flight recorder records in case of
aviation accident or incident;

There is no instruction on actions in unforeseen
circumstances;

Technical requirements for a working flight plan were not specified;

There is no information (instruction) on the actions of the crew members in
in the event of an incident during the transport of dangerous goods;

Actions to be taken in cases where
when it is not possible to establish communication with ATC or when this communication is
interrupted for any reason (meaning the action of the aircraft crew as
requires AIPhost country);

there is no corresponding permission from the authority that allows to make approaches for landing using precision systems according to ICAO category 2;

The forms of pre-flight preparation are not defined and there are no instructions in
regarding control over the mass and centering of the aircraft;

There are no calculations for aircraft flights with two gas turbines
engines during extended-range flights;

There is no list of visual signals (code of visual signals) for
use by intercepting and intercepted aircraft and procedures
actions of the PIC in these situations;

There are no special instructions for calculating the quantity
fuel and oil related to flight situations, including failure of one or
more engines in flight;

There are no instructions and requirements for crew training for
prevent the aircraft from entering the area prohibited for flights.

3. Safety (cabin).

3.1. Cargo aircraft:

In the cockpit, the navigator's chair, the flight engineer's seat are not
equipped with shoulder straps.

In the escort cabin, some of the seats are missing waist
tie-down straps.

3.2. Passenger aircraft:

Ambulance kit missing. Missing
recommendations for the use of medications, some
Expired drugs cannot be used. Quantity
medicines does not correspond to the number of passengers carried;

Hand fire extinguishers: notes on quantity, condition and dates
expiration dates;

Aircraft are not equipped with a fixed oxygen supply system
passengers. The number of oxygen masks is not enough for the transported
passengers;

Access to emergency (emergency) exits is not provided;

Hand luggage (luggage) is stored on free seats
passengers;

Passengers are transported in the seats of flight attendants (the number
more passengers than seats intended for transportation
passengers).

4. Aircraft condition.

There are traces of soot and burnt oil on the fuselage and
individual parts of the airframe;

There are no screws for fastening the removable panels of the SChK (VS An-12);

There are traces of fuel leakage from the wing tanks, around
fuel sediment drain valve;

There are traces of corrosion on the chassis elements;

The inscriptions on the hatches are unreadable;

There are undocumented traces of a collision with
birds (dents, blood, feathers);

The plating is damaged, there are no static drains
electricity;

Luggage is placed in technical compartments (hydraulics);

Traces of leakage (water leakage) from toilets;

Tire wear is more than acceptable; - -- - there are hydraulic and oil leaks;

General condition of the cargo compartment, cargo compartments (trunks)
unsatisfactory;

There is a damaged interior, faulty light bulbs;

The pallets are broken. Mooring knots are not fixed, barrier
the mooring net is torn.

international organization

Raymond Benjamin

International Civil Aviation Organization (ICAO from English. ICAO- International Civil Aviation Organization) is a specialized agency of the United Nations that establishes international standards for civil aviation and coordinates its development in order to improve safety and efficiency.

ICAO is established by the "Convention on International Civil Aviation". The International Air Transport Association (IATA) is not an ICAO.

The International Civil Aviation Organization is based on the provisions of Part II of the Chicago Convention of 1944. Exists since 1947. The headquarters is located in Montreal, Canada. The USSR joined ICAO on November 14, 1970.

The statutory goal of ICAO is to ensure the safe, orderly development of international civil aviation throughout the world and other aspects of the organization and coordination of international cooperation on all matters of civil aviation, including international transportation. In accordance with ICAO rules, international airspace is divided into flight information regions - airspace, the boundaries of which are established taking into account the capabilities of navigation and air traffic control facilities. One of the functions of ICAO is the assignment to airports of the world of four-letter individual codes - identifiers used to transmit aeronautical and meteorological information at airports, flight plans (flight plans), designations of civil airfields on radio navigation charts, etc.

ICAO Charter

The Charter of ICAO is considered to be the ninth edition of the International Convention on Civil Aviation (also called the Chicago Convention), which includes changes from 1948 to 2006. It also has the designation ICAO Doc 7300/9.

The Convention is supplemented by 18 Annexes (eng. Applications) that establish international standards and recommended practices.

ICAO codes

Both ICAO and IATA have their own code system for airports and airlines. ICAO uses four-letter airport codes and three-letter airline codes. In the US, ICAO codes are usually distinguished from IATA codes only by the prefix K (eg LAX = KLAX). In Canada, similarly, the prefix C is added to the IATA codes to form the ICAO code. In the rest of the world, ICAO and IATA codes are not related, since IATA codes are based on phonetic similarity, and ICAO codes are location-based.

ICAO is also responsible for issuing alphanumeric aircraft type codes, which consist of 2-4 characters. These codes are commonly used in flight plans.

ICAO also provides telephone call signs for aircraft around the world. They consist of a three-letter airline code and a one- or two-word call sign. Usually, but not always, the call signs correspond to the name of the airline. For example, the code for Aer Lingus is EIN and the callsign is Shamrock, for Japan Airlines International the code is JAL and the callsign is Japan Air. Thus, Aer Lingus flight number 111 would be coded "EIN111" and pronounced "Shamrock One Hundred Eleven" over the radio, the same Japan Airlines flight would be coded "JAL111" and pronounced "Japan Air One Hundred Eleven". ICAO is responsible for aircraft registration standards that include alphanumeric codes indicating the country of registration.

Organization structure

The structure of the organization is described in the second part of the Convention on International Civil Aviation. In accordance with Article 43 "Name and Structure", the organization consists of an Assembly, a Council and "other organs as may be necessary".

The international organization ICAO operates under the auspices of the UN and is the coordinating body of global importance in the field of civil aviation (GA).

Mission and purpose of ICAO

According to the charter, the goal of ICAO is to ensure the safe and controlled development of civil aviation, to promote cooperation between countries on the organization of flights and passenger services. Key role international body- in the division of airspace into sections with the help of navigation aids and control over the observance of borders.

ICAO assigns special 4-letter codes to airports so that aircraft captains can clearly communicate navigation and meteorological information, draw up flight plans and charts.

What is ICAO doing?

The International Civil Aviation Organization is engaged in approving world standards and making recommendations in the field of aircraft design, regulates the work of pilots and crew, dispatchers and airport employees, monitors the implementation of safety regulations.

The organization creates common instrument flight rules, unifies aeronautical charts and aviation communications. ICAO also prioritizes concern for environment and minimizing environmental damage due to air emissions and noise pollution.

The UN body seeks to improve the movement of travelers by standardizing procedures at customs, improving sanitary and migration control.

IC identification codesAO

Like IATA, the International Civil Aviation Organization has a classification code for air harbors and air carriers. The difference between the codes of both organizations is that the IATA code is based on the abbreviation of the name, while the ICAO code is based on the location. ICAO digital combinations are also needed in flight plans, in call signs for aircraft.

Charter and structure

The Charter of the organization adopted the edition of the Chicago Convention with amendments and provisions that supplement the document.

The International Civil Aviation Organization includes the Assembly, the Council and the Air Navigation Commission, as well as various committees and regional divisions in Paris, Bangkok, Mexico City and other cities.

The Assembly meets every three years or more often - on extraordinary occasions. The body is engaged in the election of the chairman and other leading persons, considers the reports of the Council, draws up a budget and plans financial operations, reviews earmarked spending of funds and considers proposals for amendments to the bylaws.

Advice ICAO organizations consists of 36 countries, which are elected by the Assembly. Council members draw up annual reports, execute the instructions of the Assembly and appoint an air transport committee, establish an air navigation commission and its head. The functions of the Council also include assigning salaries to the President, monitoring and informing the participating States about deviations from the plan of the Assembly.

The Air Navigation Commission considers proposals to amend the Annexes to the Chicago Convention, advises the Council on air navigation aspects.

Security

Illegal violation of the boundaries of air territories is a threat to the safety and stability of aviation, therefore, ICAO is developing plans to prevent terrorist attacks and ensure the safety of passengers and crew. She created a program of 7 courses in preparation for flight and survival in extreme situations. ICAO maintains about 10 training centers that actively cooperate with developing countries for pilot training.

MembersICAO

Members of the specialized agency are 191 countries from the UN (except Dominica and Liechtenstein) and the Cook Archipelago.

Reference information

The headquarters is located in Montreal. ICAO mailing address: International Civil Aviation Organization (ICAO), 999 Robert-Bourassa Boulevard, Montréal, Quebec H3C 5H7, Canada. The organization has 8 regional offices in different parts of the world.