The Regulation of Non-Scheduled Air Services in the United Kingdom 1960 to 1972: A Note. B. K. Humphreys. Civil Aviation Authority, Room T404, Space House, Kingsway, London WC2 England. 1976. 4p

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.

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

Journal of the Royal Aeronautical Society ◽

10.1017/s0368393100133449 ◽

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.

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International Civil Aviation Organization

International Organization ◽

10.1017/s0020818300023316 ◽

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”.

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International Civil Aviation Organization

International Organization ◽

10.1017/s0020818300021639 ◽

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.

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

FIAT JUSTISIA ◽

10.25041/fiatjustisia.v13no1.1472 ◽

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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International Civil Aviation Organization

International Organization ◽

10.1017/s0020818300010870 ◽

1962 ◽

Vol 16 (1) ◽

pp. 223-224 ◽

Cited By ~ 1

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.

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Regulatory framework for civil aviation between the EU and the UK after Brexit

10.26552/pas.z.2021.2.46 ◽

2021 ◽

Author(s):

Maroš Vereš ◽

◽

Anna Tomová

Keyword(s):

European Union ◽

United Kingdom ◽

Regulatory Framework ◽

Air Transport ◽

Civil Aviation ◽

The European Union ◽

Sources Of Information ◽

Economic Relations ◽

The United Kingdom ◽

The Uk

This paper deals with the topic of Brexit, and its objective is a complex description of the new regulatory framework of civil air transport in United Kingdom. The methods like description, analysis and synpaper were applied on extensive and diverse sources of information, e.g. case laws, regulations, studies or expert articles. The paper introduces a comprehensive set of facts that clarify the act of withdrawal of the United Kingdom from the European Union. The explanation of the new regulatory framework of civil air transport for the United Kingdom, and its impact on the United Kingdom and the European Union, brings contribution to the students of Department of Air Transport. The significance of the work is mainly in the timeliness of the topic, that could subsequently be used as an educational material in the field of air transport within the international economic relations.

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Australia's Contribution to the Development of International Civil Aviation and Prospects for the Supersonic Future

Journal of the Royal Aeronautical Society ◽

10.1017/s0368393100073466 ◽

1960 ◽

Vol 64 (597) ◽

pp. 549-561

Author(s):

D. G. Anderson

Keyword(s):

United Kingdom ◽

Civil Aviation ◽

Single Event ◽

The United Kingdom ◽

Fortieth Anniversary

As a native South Australian, I feel particularly honoured to have been asked by the Adelaide Branch of the Royal Aeronautical Society to deliver this second lecture in the Memorial Series commemorating the historic flight of the Smith Brothers from the United Kingdom to Australia. Just a few months ago—on 10th December, 1959—we celebrated the fortieth anniversary of the epic arrival of the Vickers Vimy at Darwin. One thing emerges clearly from our aviation record in the succeeding forty years, and it is simply that no single event has had such a profound effect on that record as the remarkable, trail-blazing flight of the Smith Brothers. If we came of age as a nation on the cold dawn beaches of Gallipoli on 25th April, 1915, then just as surely we won our wings as a nation on that hot summer afternoon of 10th December, 1919, when the Vickers Vimy touched down at Fanny Bay aerodrome, Darwin. We have, I think, continued to wear those wings with considerable distinction ever since.

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A Trend Analysis of Air Traffic Occurrences in the UK Airspace

Journal of Navigation ◽

10.1017/s0373463303002224 ◽

2003 ◽

Vol 56 (2) ◽

pp. 211-229 ◽

Cited By ~ 6

Author(s):

Arnab Majumdar ◽

Washington Ochieng

Keyword(s):

United Kingdom ◽

Traffic Control ◽

Performance Indicator ◽

Significant Risk ◽

Air Traffic ◽

Civil Aviation ◽

The United Kingdom ◽

Recent Occurrence ◽

Using Data ◽

The Uk

The volume of air traffic has increased considerably in the United Kingdom in recent decades and with further predicted increases, there is concern that safety is not compromised. In the UK, the number of occurrences is a key safety performance indicator. An occurrence can be thought of as a failure in the chain of operations in the air traffic system. Some of these occurrences result in a loss of separation between aircraft, varying from a slight loss of separation posing no danger of collision to a very serious loss with a significant risk of collision, known as an airprox. However, in the UK this definition is extended to include controller overload that does not necessarily involve a loss of separation. This paper analyses recent occurrence trends in the UK airspace attributed to air traffic control during the period 1998 to 2000 using data from the Civil Aviation Authority and the United Kingdom Airprox Board. The results indicate a decline in the rate of occurrences over the period 1990–1999 due to safety aids on board aircraft and in control rooms. Furthermore, the different conditions under which airproxes occur have been explored and observations made on duration and causes of controller overloads.

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Approach and Landing Guidance for Civil Aviation

Journal of Navigation ◽

10.1017/s0373463300022554 ◽

1972 ◽

Vol 25 (2) ◽

pp. 176-191

Author(s):

K. A. Wood

Keyword(s):

United Kingdom ◽

Technical Committee ◽

Guidance System ◽

Civil Aviation ◽

New Approach ◽

The United Kingdom ◽

Future Needs ◽

International Operations ◽

The Future

Increasing traffic movements, size of aircraft and congestion of large buildings around modern civil airports, particularly those involved in major international operations, together with the predicted operation of STOL and VTOL types of aircraft, have led to an intensive review of the future needs for new approach and landing aids.This paper was presented at an Institute meeting held in London on 15 December 1971, with Mr. H. E. Smith, Chairman of the Technical Committee, in the Chair. Mr. Wood, who is the United Kingdom member of the I.C.A.O. All Weather Operations Panel, reviews the whole situation broadly, with emphasis on operational requirements, present and future possibilities of the v.h.f./u.h.f. ILS guidance system and the effort, both national and international, to establish a new approach and landing guidance system which will satisfy future requirements.

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