International Civil Aviation Organization

1953 ◽  
Vol 7 (1) ◽  
pp. 137-140
Keyword(s):  
United Kingdom ◽  
Mediterranean Region ◽  
Civil Aviation ◽  
International Civil Aviation Organization ◽  
French Government ◽  
Finance Committee ◽  
The United Kingdom ◽  
Air Navigation Services ◽  
European Mediterranean Region

The seventeenth session of the Council of the International Civil Aviation Organization opened in Montreal on September 9, 1952 and concluded on December 5. The Council sanctioned the holding of a special frequency meeting to consider certain problems associated with frequency assignments in the European-Mediterranean region in Paris in October and decided that the first ICAO Air Navigation Conference should be convened in Montreal in February 1953. After discussion and exchange of views, the draft agenda for the 1953 ICAO Assembly was referred to the Air Navigation Commission, the Air Trans-port Committee, the Finance Committee, and the Committee on Joint Support of Air Navigation Services for their consideration and report. After withdrawal by the French government of its invitation to hold the seventh session of the Assembly in France, the Council accepted the invitation of the United Kingdom and decided to hold the seventh session in Brighton, England, opening on June 16, 1953.

International Civil Aviation Organization

1956 ◽  
Vol 10 (1) ◽  
pp. 195-200
Keyword(s):  
United States ◽  
United Kingdom ◽  
Federal Republic ◽  
Civil Aviation ◽  
International Labor Organization ◽  
Federal Republic Of Germany ◽  
International Civil Aviation Organization ◽  
The United Kingdom ◽  
International Labor ◽  
Made In

The ninth session of the International Civil Aviation Organization (ICAO) Assembly was held in Montreal from May 31 through June 13, 1955.1 Representatives from 53 contracting states, and observers from the Federal Republic of Germany, the UN, and the International Labor Organization were present at the session at which Brigadier C. Stephen Booth (Canada) was elected President. Following statements by various delegations, the delegates considered the provisional agenda consisting of eighteen items; the first seventeen were adopted without discussion, but a debate developed on the last item, sponsored by the United Kingdom, which proposed that various amendments involving changes in the higher direction of ICAO be made in the ICAO Convention. It was pointed out that if this item were included in the agenda, Rule 10 (d) requiring that proposals for an amendment to the Convention be submitted to member states at least 90 days before the opening of the session would have to be suspended. The United Kingdom representative declared that his delegation was more interested in having a review of the future organization and methods of ICAO take place than in proposing specific amendments to the Convention; therefore, if it were the general wish of the delegates, he would withdraw his request for the discussion of specific amendments on the understanding that the Assembly would take up such a review under the agenda item dealing with the working methods of the Council. This proposal was unanimously adopted by the Assembly, after which the Assembly unanimously approved a proposal of France, the United Kingdom and United States to add the following item to the agenda: “The application of the Federal Republic of Germany for membership in the Organization”.

International Civil Aviation Organization

1962 ◽  
Vol 16 (1) ◽  
pp. 223-224 ◽  
Keyword(s):  
South Africa ◽  
United Kingdom ◽  
Civil Aviation ◽  
International Civil Aviation Organization ◽  
The Past ◽  
The United Kingdom ◽  
The World ◽  
To Come ◽  
Article 50

The first extraordinary session of the International Civil Aviation Organization (ICAO) Assembly was convened at headquarters in Montreal from June 19 to 21, 1961, at the request of twelve of the contracting states, to consider increasing the size of the ICAO Council. The delegate of the United Kingdom proposed a change in article 50(a) of the ICAO convention to provide for 27 members of the ICAO Council instead of 21, and delegates of Venezuela, Cameroun, and South Africa immediately supported the increase. Among arguments advanced for expanding the Council were the following: 1) a Council of 21 no longer adequately represented the membership of the organization, which had reached 86; 2) adequate geographic representation was of paramount importance since international routes covered most of the world; 3) the increase would facilitate the participation in the Council's work of the more than twenty states that had achieved independence in the past few years; 4) the practice of holding an Assembly session only every three years placed greater responsibilities on the Council; and 5) all the specialized agencies except ICAO and the Intergovernmental Maritime Consultative Organization had increased the size of their executive bodies. Although there was some debate as to whether the increase ought to be to 25 or 27 members, the United Kingdom motion for the latter number prevailed, along with a proposal sponsored by the Italian and Venezuelan delegations stating that it was highly desirable for the amendment to the convention to come into force before the next Assembly session. Consequently, all contracting states to the convention were urged to ratify the amendment as soon as possible.

A causal factors analysis of helicopter accidents in New Zealand 1996-2005 and the United Kingdom 1986-2005

2009 ◽  
Vol 113 (1148) ◽  
pp. 647-660 ◽  
Author(s):  
A. Majumdar ◽  
K. Mak ◽  
C. Lettington ◽  
P. Nalder
Keyword(s):  
United Kingdom ◽  
New Zealand ◽  
Civil Aviation ◽  
Logical Scheme ◽  
The United Kingdom ◽  
Factors Analysis ◽  
Accident Data ◽  
Operational Failures ◽  
Attention Failure ◽  
Operational Failure

Abstract Helicopter accidents cause many fatalities, and their avoidance is a major area of work for Civil Aviation safety authorities around the World. This paper uses helicopter accident data from the United Kingdom between 1986 and 2005 for 566 accidents and from New Zealand between 1996 and 2006 for 230 accidents to analyse helicopter accidents according to five categories of causes: airworthiness failure (engine); airworthiness failure (non-engine), operational failure, maintenance failure and mixed failure (i.e. operational and airworthiness combined). Factors associated with accidents, e.g. the engine types and weights of the helicopters involved; the nature of the operations and the phase of flight of the helicopter are also analysed. Operational failures were further analysed by Human Factors Analysis and Classification Scheme (HFACS) and airworthiness failures by a logical scheme of helicopter components. The results indicate that operational failures, especially due to unsafe acts, are the major cause of accidents in both countries followed by airworthiness causes. Light single piston helicopters are by far the major group associated with accidents in both countries, with few accidents for twin turbine helicopters. The majority of accidents were in non-public operations with few in public operations and in both countries, the cruise/flight/circuit phase has the largest number of accidents. Further analyses indicated statistically significant associations: type of helicopter and the cause of accidents; type of helicopter and the phase of flight; cause of accidents and nature of flights; cause of accidents and phase of flights; training flights and inadequate supervision; landing and procedural error and cruise and attention failure.

The Provision of Aerodrome Obstruction Data for Rational Code Civil Air Transport Operations

1956 ◽  
Vol 60 (542) ◽  
pp. 121-130
Author(s):  
F. C. Petts
Keyword(s):  
United Kingdom ◽  
Air Transport ◽  
Civil Aviation ◽  
Transport Aircraft ◽  
Performance Requirements ◽  
The United Kingdom ◽  
International Civil Aviation Organisation ◽  
Survey Technique ◽  
Terrestrial Photogrammetry ◽  
Code Civil

The introduction of rational performance requirements governing the operation of civil transport aircraft has given rise to a need for accurate and detailed information on obstructions in the vicinity of aerodromes. This paper states the origin and nature of the requirement and describes a survey technique, a particular application of terrestrial photogrammetry, which was used to meet it.In the United Kingdom and in other member countries of the International Civil Aviation Organisation considerable progress has been made towards the rationalisation of performance requirements governing the operation of civil transport aircraft.

International Civil Aviation Organization

1951 ◽  
Vol 5 (1) ◽  
pp. 203-204
Keyword(s):  
Far East ◽  
Air Transport ◽  
Civil Aviation ◽  
International Civil Aviation Organization ◽  
International Telecommunication Union ◽  
International Telecommunication ◽  
The Far East ◽  
The Pacific ◽  
The Government ◽  
Air Navigation Services

The second part of the eleventh session of the Council of ICAO was convened in Montreal on September 27, 1950. The government of Spain dispatched a delegation to Montreal to take part in the meetings and arrange for that government's entry into the International Civil Aviation Organization. The agenda included: 1) appointment of members to serve on the Air Navigation Commission, Air Transport Committee, the Committee on Joint Support of Air Navigation Services, and the Finance Committee; 2) the proposals of the Secretary-General, Dr. Albert Roper, for reorganization of the secretariat and the question of his successor for 1951; 3) the site for a permanent office for the far east and the Pacific; 4) schedules for meetings of the subordinate bodies of the organization for 1952; and 5) a preliminary scale of contributions for 1952. The work of the Air Navigation Commission was surveyed in the report of the commission on 1) “differences” from ICAO standards, 2) sites for AIR, OPS and COM division meetings, and 3) necessary changes in abbreviations and symbols. Special attention was given to the formulation of ICAO's position on charges for airline operated agency messages carried over the aeronautical network and a study of this problem was to be undertaken in collaboration with the International Telecommunication Union. The Council also was to discuss the communication to the Universal Postal Union on air mail charges upon which the member governments had made comments.

International Civil Aviation Organization

1953 ◽  
Vol 7 (3) ◽  
pp. 412-414
Keyword(s):  
International Organizations ◽  
Civil Aviation ◽  
Fiscal Year ◽  
International Civil Aviation Organization ◽  
Organization Of American States ◽  
Council Of Europe ◽  
Finance Committee ◽  
Total Budget ◽  
American States ◽  
Fourth Session

From January 13 to March 26, 1953, the eighteenth session of the Council of the International Civil AviationOrganization met in Montreal. Activities at this session were predominantly concerned with matters pertaining to the seventh session of the ICAO Assembly, which was scheduled to open in June in Brighton, England. It was decided that invitations to the Assembly should be extended to Japan and Libya, invitations were also approved for those international organizations which had been invited to the fourth session of the Assembly and to the Organization of American States and the Council of Europe, and supporting documentation for items on the Assembly agenda was approved. On the recommendation of the Finance Committee a total budget for the organization for the fiscal year 1954 of Canadian $3,289,606 was approved for submission to the Assembly. Assessments for 1953 were then fixed at two units each for Korea and Libya, the two newest members of the organization.

International Civil Aviation Organization

1959 ◽  
Vol 13 (4) ◽  
pp. 639-641 ◽  
Keyword(s):  
Vice President ◽  
Secretary General ◽  
Civil Aviation ◽  
International Civil Aviation Organization ◽  
Finance Committee

The twenty meetings of the 35th session of the Council of the International Civil Aviation Organization (ICAO) were held between November 12 and December 17, 1958, except for the first meeting which was called during the committee phase on September 25. At its last meeting the Council unanimously decided to appoint Mr. R. M. McDonnell of Canada, Secretary General of ICAO to succeed Carl Ljungberg of Sweden, who had served in that post for more than seven years. Additional elections and appointments, inter alia, included: W. G. Algar of Ireland, First Vice- President of the Council for 1958–1959; Col. E. Chagas of Brazil, Second Vice-President; Henry Soderberg of Sweden, Third Vice-President; J. R. Belcher of Canada, Chairman of the Finance Committee.

International Civil Aviation Organization

1953 ◽  
Vol 7 (4) ◽  
pp. 565-570
Keyword(s):  
United Kingdom ◽  
The United States ◽  
Civil Aviation ◽  
Successful Outcome ◽  
International Civil Aviation Organization ◽  
Council Of Europe ◽  
International Telecommunication Union ◽  
International Telecommunication ◽  
Class B ◽  
Preparatory Committee

The Council of the International Civil Aviation Organization held its 19th meeting in Montreal, Canada, from April 29 to May 22 and June 10 to 12, 1953. Nineteen of the twenty-one members of the Council attended the session. The Council made several decisions concerning ICAO's relations with other international organizations. After considering the president's report on discussions with the International Telecommunication Union on the subject of Class B messages, the Council approved a proposal sponsored by the United States that the president of the Council should be authorized to continue such consultations at his own discretion. A United Kingdom proposal that an interagency study committee be appointed was rejected. Concerning the invitation of the Council of Europe to ICAO to convene a conference on the coordination of European air transport, the Council of ICAO felt that the successful outcome of such a conference would be expedited if careful preparation were made before the conference was actually convened. It therefore proposed that the following steps be taken: 1) that Belgium, Denmark, France, Italy, the Netherlands, Norway, Sweden, Switzerland, and the United Kingdom be invited to nominate representatives to a preparatory committee which would study the agenda and questions which might arise on the agenda of the proposed conference and report to the Council; 2) that the president of the Council ascertain whether the proposed action was acceptable to the Committee of Ministers of the Council of Europe, with the understanding that if ICAO accepted responsibility for convening the conference, the results of the conference would be made available to all ICAO members; and 3) that the Secretary-General of ICAO undertake the necessary preparatorywork for the conference should the other arrangements be concluded satisfactorily. The Council also approved a new text of arrangements for liaison between ICAO and the World Meteorological Organization. The recommendations of the Air Navigation Commission concerning the dates and locations of the second Air Navigation Conference, the fifth session of the COM Division and the fourth session of the MET Division were approved. The invitation of Spain that the second African Indian Ocean Regional Air Navigation Meeting be held at Santa Cruz de Tenerife, Canary Islands, was accepted by the Council, which set November 17, 1953, as the date on which the meeting would convene.

scholarly journals Air Rage Arrangement Between the United Kingdom and Indonesia Based on the Tokyo Convention 1963

FIAT JUSTISIA ◽  
2019 ◽  
Vol 13 (1) ◽  
pp. 19
Author(s):  
Naek Siregar
Keyword(s):  
United Kingdom ◽  
Civil Aviation ◽  
Legal Obligation ◽  
Flight Safety ◽  
Flight Crew ◽  
Legal Norms ◽  
Air Rage ◽  
The United Kingdom ◽  
The Uk ◽  
Security Standards

The implementation of international and national civil aviation must refer to applicable international and national legal norms to ensure the safety of passengers, flight crew, aircraft, and goods transported. To meet safety and security standards, each country must regulate flight security programs that refer to the regulations of the International Civil Aviation Organization (ICAO). Indonesia and the UK must meet these standards in dealing with perpetrators of air rage. Indonesia and the United Kingdom are the countries that participated in the ratification of the Convention on Offices and Certain Other Acts Committed on Board Aircraft, commonly called The Tokyo Convention 1963. Both countries have a legal obligation to implement the convention in their national law. A distinctive feature between Indonesia and the United Kingdom makes the implementation of the Tokyo Convention 1963 in that country different but still has the same goal of ensuring flight safety and security.

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