icoa introduction

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CHAPTER 2: INTERNATIONAL ORGANISATIONS

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2.1 Convention on International Civil Aviation

Introduction

In response to the invitation of the United StatesGovernment, representatives of 54 nations met atChicago from November 1 to December 7, 1944,to "make arrangements for the immediateestablishment of provisional world air routes andservices" and "to set up an interim council tocollect, record and study data concerninginternational aviation and to makerecommendations for its improvement." TheConference was also invited to "discuss theprinciples and methods to be followed in theadoption of a new aviation convention."INTERNATIONAL CIVIL AVIATION CONFERENCE

Chicago, Illinois, 1 November to 7 December 1944

The Convention on International Civil Aviation, also known as the Chicago Convention,

established the International Civil Aviation Organization (ICAO), a specialized agency of theUnited Nations charged with coordinating and regulating international air travel. Theconvention establishes rules of airspace, airplane registration and safety, and details therights of the signatories in relation to air travel.

The document was signed on December 7, 1944 in Chicago, Illinois, by 52 signatory states.It received the requisite 26th ratification on March 5, 1947 and went into effect on April 4,1947. ICAO came into being on 4 April 1947. In October of the same year, ICAO became aspecialized agency of the United Nations linked to Economic and Social Council (ECOSOC).The convention has since been revised eight times (in 1959, 1963, 1969, 1975, 1980, 1997,2000 and 2006). Links to all versions of the document can be found in the external linkssection.

The original signed document resides in the National Archives of the United States.Wikipedia

2.2 International Civil Aviation Organisati on (ICAO)

Foundation of the International Civil Av iation Organization (ICAO)

The consequence of the studies initiated by the US and subsequent consultations betweenthe Major Allies was that the US government extended an invitation to 55 States orauthorities to attend, in November 1944, an International Civil Aviation Conference inChicago. Fifty-four States attended this Conference end of which a Convention on

International Civil Aviation was signed by 52 States set up the permanent International Civil Aviation Organization (ICAO) as a means to secure international co-operation on highestpossible degree of uniformity in regulations and standards, procedures and organisationregarding civil aviation matters. At the same time the International Services Transit

Agreement and the International Air Transport Agreement were signed.

The most important work accomplished by the Chicago Conference was in the technical fieldbecause the Conference laid the foundation for a set of rules and regulations regarding airnavigation as a whole which brought safety in flying a great step forward and paved the wayfor the application of a common air navigation system throughout the world.




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PICAO - North

Atlantic Route Service Conference (Dublin, March 1946)

Because of the inevitable delays in the ratification of the Convention, the Conference hadsigned an Interim Agreement, which foresaw the creation of a Provisional InternationalOrganization of a technical and advisory nature with the purpose of collaboration in the fieldof international civil aviation (PICAO). This Organization was in operation from August 1945to April 1947 when the permanent ICAO came into being. Its seat was in Montreal, Canadaand in 1947 the change from PICAO to ICAO was little more than a formality. However, italso brought about the end of ICAN because, now that ICAO was firmly established, theICAN member States agreed to dissolve ICAN by naming ICAO specifically as its successorOrganization.

From the very assumption of activities of PICAO/ICAO, it was realised that the work of the

Secretariat, especially in the technical field, would have to cover two major activities:

a. those which covered generally applicable rules and regulations concerning trainingand licensing of aeronautical personnel both in the air and on the ground,communication systems and procedures, rules for the air and air traffic controlsystems and practices, airworthiness requirements for aircraft engaged ininternational air navigation as well as their registration and identification, aeronauticalmeteorology and maps and charts. For obvious reasons, these aspects requireduniformity on a world-wide scale if truly international air navigation was to become apossibility. Activities in these fields had therefore to be handled by a central agency,i.e. ICAO headquarters, if local deviations or separate developments were to beavoided;

b. those concerning the practical application of air navigation services and facilities byStates and their co-ordinated implementation in specific areas where operatingconditions and other relevant parameters were comparable.

To meet the latter objective it was agreed to sub-divide the surface of the earth into anumber of "regions" within which distinct and specific air navigation problems of a similarnature existed. A typical example of this process is illustrated by a comparison of the socalled "North Atlantic Region (NAT)", where the primary problems concern long-rangeoverseas navigation, with the "European-Mediterranean region EUR)" where thecoordination of trans-European operations with domestic and short range international trafficconstitutes the major problem. Once the regions created, it was necessary to provide bodies




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which were able to assist States in the resolution of their specific "regional" problems and itwas agreed that this could best be achieved by the creation of a number of Regional Officeswhich were to be located either in the Region they served or, if more than one Region was tobe served by such an Office, as close as possible to the Region concerned.

As a consequence of the above ICAO adopted theconcept of Regions and Regional Offices on theunderstanding that any regional activities could only beundertaken provided they did not conflict with theworldwide activities of the Organization. However, it wasalso recognised that such activities could vary fromRegion to Region taking into account the generaleconomic, technical or social environment of the Regionconcerned.

According to the depositary, the Government of the UnitedStates of America, ICAO comprises of 190 ContractingStates.

Mr. E. Warner, First President of theCouncil of ICAO from 1947 to 1957

www.icao.int

ICAO EMBLEM AND ITS HISTORY

The International Civil Aviation Organization ICAO was established in 1944 by 52 nationswhose aim was to assure the safe, orderly and economic development of international airtransport. This article outlines the history of the emblems, which have been used by TCAOuntil the present time. The origins of the United Nations emblem are also provided hereafter,

as it constitutes the basis of the ICAO emblem.

HISTORY OF THE UN EMBLEM

The story of the United Nations emblem started with the symbol created by the PresentationBranch of the United States Office of Strategic Services in April 1945 in response to arequest for a lapel pin to be designed for the "United Nations Conference on InternationalOrganization" to be held in San Francisco. Among the various designs that came out, an

azimuthally equidistant projection of the world map centred on the NorthPole and showing all countries in a circle with a Figure 1 softening touchof crossed branches of olive was retained as the unofficial emblem Figure1 and appeared on the original copy of the UN Charter signed on 26 June1945 and on early UN documents. The projection of the map extends 40 0

South Latitude and includes four concentric circles. It should be notedthat the 100 th meridian west of Greenwich was made the vertical axis ofthe projection.

The first Secretary General of the United Nations, Mr. Trygve Lie,submitted a report to the First Session of the UN General Assembly held in 1946, whichsuggested the adoption of an emblem for the United Nations. The Sixth Committee,responsible for legal questions, brought several modifications to the original design whichhad been used at San Francisco to include all the countries to the sixtieth parallel and tomake the Greenwich meridian as vertical axis in order to avoid the truncation of countriesand to represent them as far as possible in their proper relationship to the cardinal points.




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The present distinctive emblem of the United Nations Figure 2 was approved by Resolution92-0 on 7 December 1946 by the First Session of the UN General Assembly, held in NewYork.

DESCRIPTION OF THE UN EMBLEM

The design adopted for the UN emblem may be described as follows: amap of the world on a north polar azimuthally equidistant projectioninscribed in a wreath of crossed conventional branches of au olive tree;the projection extends to 60 degrees south latitude and includes fiveconcentric circles, all except the central circle being divided into octants,with the Greenwich meridian as the lower vertical axis. The two symbolscomposing the UN emblem are the olive branch, which can be tracedback to ancient Greece as a symbol of peace and the world map, whichdepicts the area of concern to the United Nations in achieving its primaryintended purpose of maintaining international peace and security. Themap projection, occasionally referred to as Guillaume Postel’s projection, represents theworld somewhat as a round stadium in which all nations are assembled. The designpossesses the essential requirements of simplicity and dignity, as well as an aestheticquality, which have enabled it to survive with a considerable measure of success as aneffective international symbol enjoying global acceptance.

ICAO EARLY EMBLEMS

Since 1946, two versions of early emblems Figures 3 and 4, with a design showing theeastern and western hemispheres between a pair of wings, were used by ICAO onconference badges and publications. The design of Figure 3 was also embodied in the sealof the Organization Figure 5.

In October 1950, these early designs weresubstituted by other similar emblems Figures6 and 7, which were a combination of theearly designs with four concentric circles, allbeing divided into octants, inscribed in a

wreath of crossed conventional branches ofolive tree, and therefore show similarities withthe emblem of the United Nations.

Further to a request from ICAO tostandardize the emblems of the Specialized

Agencies, the Preparatory Committee of the Administrative Committee on Coordination, at the 4th meeting of its 21 session, on 10 July1952, agreed that, when new Agencies were considering the adoption or changing anemblem, they should bear in mind the desirability of basing their design on the UnitedNations emblem.




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The early emblems had been occasionally subject to criticism withrespect to their design and also to the value of their symbolism; it wasalso felt that ICAO’s emblem should follow more closely the pattern ofthe United Nations, putting an additional accent on the idea of unity ofthe United Nations family of international organizations.

In 1954, the two hemispheres between the wings were removed fromthe ICAO emblem and the polar projection of the world was shown as in

the UN emblem; it displayed longer wings set lower on the globe than on the current emblemFigure 8.

FIRST OFFICIAL EMBLEM

A modified version of the emblem, with the wings relocated slightlyhigher on the globe for better balance Figure 9, was approved by theSecretary General of ICAO on 6 January 1955; at this stage. Hedecided that steps should be taken towards adopting an ICAO emblem,as none of the prior emblems had ever received formal recognition bythe Council or the Assembly. On 21 February 1955, the SecretaryGeneral of the United Nations authorized the use of the United Nationsemblem with the design of the wings superimposed to serve as theofficial emblem of ICAO.

In August 1955, the new emblem, as approved by the United Nations, was submitted forformal approval by the ICAO Council. When considering the design of this new emblem, theCouncil felt that the incorporation of the initials "ICAO" and "OACI" would identify it moreclearly with the Organization these acronyms would refer to the English, French and Spanishdenominations of the International Civil Aviation Organization, as the original text of theConvention on International Civil Aviation had been drawn up in those three languages.

Further to the Councils request to present additional proposals for approval by the 10[h Assembly, members of the Secretariat were invited to submit further designs for an officialemblem; six staff members submitted ten different designs. The ad hoc Committee on ICAOemblem selected one of the five designs submitted by Mr. Maurice St. Onge, Canadian,Cartographic Draftsman, in the Aeronautical Information Section of the Secretariat.Furthermore, Mr. St. Onge was requested to revise his selected design.

As none of the revised designs was judged to be superior to the basicdesign in use since 1951, the emblem as per Figure 10 was eventuallyselected to maintain the practical advantages of retaining a visible signof ICAO’s relationship with the United Nations, as a radically differentICAO emblem would have taken many years before achieving thecurrency which had been attached in many countries of the World tothe widely-recognized "UN crest".

ICAO Council agreed to recommend to the Assembly this first officialemblem (Figure 10), which was adopted by the 10th Session of the Assembly, held inCaracas in July 1956 Resolution A10-11.

SECOND OFFICIAL EMBLEM

The Union of Soviet Socialist Republics USSR deposited adherenceto the Convention on International Civil Aviation on 15 October 1970and became the 120 th member of ICAO on 14 November 1970.Further to a request of the Deputy Minister of Foreign Affairs of theUSSR on 30 October 1970, the Assembly decided at its 18 th Sessionin 1971 to proceed with the introduction of the Russian language in




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ICAO. In October 1972, the Secretary General of ICAO agreed to introduce a revised ICAOemblem (Figure 11) incorporating the initials of the Organization in Cyriffic alphabet inrecognition of the introduction of Russian as a fourth language of the Organization.

The Council recommended to the 21 st Session of the Assembly the adoption of the newofficial emblem Resolution 4.21-4. It should be noted that the Cyrillic characters adopted forthe emblem do not correspond to the initials of the Organization in Russian, but rather thetransliteration of the English ICAO. ICAO became also the only UN Specialized Agency toinclude more than two acronyms in its emblem.

INTRODUCTION OF ARABIC AND CHINESE LANGUAGES

In 1974, the 21 Session of the Assembly approved the use of Arabic in correspondencebetween ICAO and the Arab States and interpretation at the Assembly Sessions andRegional Meetings for the Middle East. The use of Arabic in ICAO had been on a pragmaticand reasonable approach taking into account the real needs of the Arab Contracting Statesand the conditions at ICAO. The 26th Assembly held in 1986 approved Arabic as a workinglanguage at ICAO.

In 1977, the 22nd Session of the Assembly had decided to adopt the Chinese language asone of the working languages of ICAO. In accordance with the decision to extend the use ofthe Chinese language in ICAO, the Chinese Unit was established in October 1994.

THIRD OFFICIAL EMBLEM

In May 1995, a revision to the ICAO emblem (Figure 12) was made to recognize theintroduction of Arabic and Chinese as working languages of theOrganization In view of the difficulty in accurately reproducing theChinese characters, it was initially proposed to limit their number in theemblem and to show only "Civil Aviation Organization" in Chinese. Afurther proposal for the amendment of the Chinese-language inscriptionto be used on the emblem (Figure 13), reflecting more accurately the fillname of the Organization, was submitted by China. Despite the fact thatthe Arabic inscription appearing in the emblem was not an Arabic wordbut a transliteration from the English, the new emblem was adopted

Resolution 431-1 at the 31 st Session of the Assembly held in 1995. The possibility to reviewthe choice of the Arabic acronym for the name of the Organization could be considered later.The emblem at Figure 13 is the current one used by ICAO.

VARIATIONS OF THE ICAO EMBLEM

Occasionally, variations of the emblem had been used by ICAO to mark some of itsanniversaries, as shown at Figures 14 to 18.

At the invitation of the ICAO’s Secretary General, staff members were invited in February1993 to submit designs for a logo to Figure 13 mark the 50th anniversary of ICAO,

commemorated in 1994. Seventy submissions were received from 28 staff members and theselected official version for use by ICAO and Contracting States, is reproduced at Figure 17.The original design was submitted by Mr. Brian Darling, Canadian, Systems ProcedureWriter in the Office Automation Section of the Secretariat.




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CONCLUSION

The compilation of the various emblems used by ICAO since its inception has shown aconsistent evolution of the design according to the languages used by the Organization, withhowever the accent put on having a pattern close to the emblem of the United Nations,embracing the world through the spirit of cooperation to achieve the safe and orderlydevelopment of civil aviation.

The International Air Transport Assoc iation (IATA)

The International Air Transport Association is aninternational industry trade group of airlinesheadquartered in Montreal, Quebec, Canada (wherethe ICAO also happens to be headquartered, eventhough they are different entities).

IATA was formed in April 1945, in Havana, Cuba. It isthe successor to the International Air Traffic Association,founded in The Hague in 1919, the year of the world'sfirst international scheduled services. At its founding, IATA had 57 members from 31 nations,mostly in Europe and North America. Today it has over 270 members from more than 140nations in every part of the globe.

The main objective of the organisation is to assist airline companies to achieve lawfulcompetition and uniformity in prices. For fare calculations IATA has divided the world in threeregions:

1. South, Central and North America.2. Europe, Middle East and Africa. IATA Europe includes the geographical Europe andthe countries Morocco, Algeria and Tunisia.3. Asia, Australia, New Zealand and the islands of the Pacific Ocean.

To this end, airlines have been granted a special exemption by each of the main regulatoryauthorities in the world to consult prices with each other through this body. However, theorganisation has been accused of acting as a cartel, and many low cost carriers are not fullIATA members. The European Union's competition authorities are currently investigating thebody. In 2005 Neelie Kroes, the European Commissioner for Competition, made a proposalto lift the exception to consult prices. In July 2006 the United States Department ofTransportation also proposed to withdraw antitrust immunity. IATA teamed with Sita for anelectronic ticketing solution.

IATA assigns 3-letter IATA Airport Codes and 2-letter IATA airline designators, which arecommonly used worldwide. ICAO also assigns airport and airline codes (see Appendix 1).




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For Rail & Fly systems IATA also assigns IATA train station codes. For delay codes, IATAassigns IATA Delay Codes.

IATA is pivotal in the worldwide accreditation of travel agents (with exception of the U.S.,where this is done by the Airlines Reporting Corporation (ARC)) although for practicalpurposes this, and giving permission to sell airline tickets from the participating carriers, isachieved through national member organisations.

They also regulate the shipping of dangerous goods and publish the IATA Dangerous GoodsRegulations manual, a globally accepted field source reference for airlines shippinghazardous materials.

Ai r Transport Association (ATA)

Formation 1936Headquarters Washington, DCMembership 17 airlinesKey people James C. May, President and CEOWebsite http://www.airlines.orgThe Air Transport Association(ATA) is America’s oldest andlargest airline trade association.

ATA’s 18 member airlines andtheir affiliates transport more than90 percent of U.S. airlinepassenger and cargo traffic. U.S.airlines founded the association in1936 and it is based inWashington, D.C.

ATA advocates on behalf of the airline industry and is involved in many prominent aviationissues. ATA’s senior staff members have testified before Congress on numerous legislativeand regulatory matters including aviation safety, airline consumer issues, aviation security,airspace congestion, and aviation and the environment.

The Air Transport Association supports the Nextgen modernization of the air traffic controlsystem. This system will update the current 1950’s radar based technology with a modern,satellite-based navigation system.[4] Aviation experts predict that a modern ATC system willsave jet fuel and reduce delays by allowing planes to fly shorter routes and by allowing moreaircraft to fly safely at any given time. Modernizing the air traffic control system would alsoreduce the amount of time that airplanes spend waiting on runways and in holding patterns.

The Air Transport Association has been very involved in environmental issues for theaviation industry on the subject of fuel efficiency.

Every May and December, the Air Transport Association releases a travel forecast for the

upcoming summer or winter holiday season. This forecast is used to predict the number ofpassengers that will travel during the holidays and to determine trends in flying behavior.

ATA Spec 100: Manufacturers' Technical Data

The Air Transport Association released the newest version of ATA Spec 100 in 1999. According to the ATA website, this information will not be revised, and has been combinedwith ATA Spec 2100 to produce the ATA iSpec 2200: Information Standards for AviationMaintenance manual.

This specification defines a widely-used numbering scheme for aircraft parts and theappearance of printed aircraft maintenance information. The Federal Aviation




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Administration's JASC (Joint Aircraft System/Component) code table provides a modifiedversion of ATA Spec 100.

ATA Spec 100 contains format and content guidelines for technical manuals written byaviation manufacturers and suppliers and is used by airlines and other segments of theindustry in the maintenance of their respective products. This document provides theindustry-wide standard for aircraft systems numbering, often referred to as the ATA systemor ATA chapter numbers.

The format and content guidelines define the data prepared as conventional printeddocumentation. In 2000, ATA Spec 100 and ATA Spec 2100 were incorporated into ATAiSpec 2200: Information Standards for Aviation Maintenance. ATA Spec 100 and Spec 2100will not be updated beyond the 1999 revision level.

Appendix 1

ICAO airport code

The ICAO (IPA pronunciation: [a ɪ 'ke ɪ jo]) airport code or location indicator is a four-letteralphanumeric code designating each airport around the world. These codes are defined bythe International Civil Aviation Organization, and published in ICAO Document 7910:Location Indicators.

The ICAO codes are used by air traffic control and airline operations such as flight planning.They are not the same as the IATA codes encountered by the general public, which areused for airline timetables, reservations, and baggage handling. ICAO codes are also usedto identify other locations such as weather stations, International Flight Service Stations or

Area Control Centers, whether or not they are located at airports.

Unlike the IATA codes, the ICAO codes have a regional structure, are not duplicated and arecomprehensive. In general, the first letter is allocated by continent and represents a countryor group of countries within that continent. The second letter generally represents a countrywithin that region, and the remaining two are used to identify each airport. The exception tothis rule is larger countries that have single-letter country codes, where the remaining three

letters identify the airport.In the contiguous United States and Canada, most, but not all, airports have been assignedthree-letter IATA codes which are the same as their ICAO code without the leading K or C.e.g., YYC and CYYC (Calgary International Airport, Calgary, Alberta), IAD and KIAD (DullesInternational Airport, Chantilly, Virginia). These codes are not to be confused with radio ortelevision call signs, even though both countries use four-letter call signs starting with thoseletters.

However, because Alaska, Hawaii and other United States territories have their own 2-letterICAO prefix, the situation there is similar to other smaller countries and the ICAO code oftheir airports is typically different from its corresponding 3-letter FAA/IATA identifier. Forexample, Hilo International Airport (PHTO vs ITO) and Juneau International Airport (PAJN vs

JNU).

ZZZZ is a special code which is used when no ICAO code exists for the airport and isnormally used in Flight plans.

List o f airports in Malaysia

List of commercially operational airports in the Malaysia, sorted by location.

List City/Town State ICAO IATA Airport name




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PeninsularMalaysia

Alor Setar Kedah WMKA AOR Sultan Abdul Halim Airport/RMAF Alor Setar

Batu Berendam Malacca WMKM MKZ Batu Berendam Airport

George Town Penang WMKP PEN Penang International Airport

Ipoh Perak WMKI IPH Sultan Azlan Shah Airport

Kerteh Terengganu WMKE KTE Kerteh Airport

Kota Bharu Kelantan WMKC KBR Sultan Ismail Petra Airport

Kuala Terengganu Terengganu WMKN TGG Sultan Mahmud Airport

Kuantan Pahang WMKD KUA Sultan Haji Ahmad Shah Airport / RMAF

Langkawi Kedah WMKL LGK Langkawi International Airport

Pangkor Island Perak WMPA PKG Pangkor Airport(Pulau Pangkor)

Redang Island Terengganu WMPR RDN Redang Airport(Pulau Redang)

Senai Johor WMKJ JHB Sultan IsmailInternational (near JohorBahru) Airport

Sepang Selangor WMKK KUL Kuala LumpurInternational Airport

Subang Selangor WMSA SZB Sultan Abdul Aziz Shah Airport

Tioman Island Johor WMBT TOD Tioman Airport(Pulau Tioman)

East MalaysiaBa'kelalan Sarawak WBGQ BKM Ba'kelalan AirportBario Sarawak WBGZ BBN Bario Airport

Bintulu Sarawak WBGB BTU Bintulu Airport

Kota Kinabalu Sabah WBKK BKI Kota KinabaluInternational Airport

Kuching Sarawak WBGG KCH Kuching International Airport




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Kudat Sabah WBKT KUD Kudat Airport

Labuan Labuan Federal WBKL LBU Labuan Airport / RMAFTerritory Labuan

Lahad Datu Sabah WBKD LDU Lahad Datu Airport

Lawas Sarawak WBGW LWY Lawas Airport

Layang Layang Atoll LAC Layang Layang Airport

Limbang Sarawak WBGJ LMN Limbang Airport

Long Akah Sarawak WBGL LKH Long Akah Airport

Long Banga Sarawak LBP Long Banga Airport

Long Lellang Sarawak WBGF LGL Long Lellang Airport

Long Seridan Sarawak WBGI ODN Long Seridan Airport

Marudi Sarawak WBGM MUR Marudi Airport

Miri Sarawak WBGR MYY Miri Airport

Mukah Sarawak WBGK MKM Mukah Airport

Mulu Sarawak WBMU MZV Mulu Airport

Sandakan Sabah WBKS SDK Sandakan Airport

Sibu Sarawak WBGS SBW Sibu Airport

Tanjung Manis, Sarawak WBGT Tanjung Manis AirportSarikei

Tawau Sabah WBKW TWU Tawau Airport

Further reading:

1. http://www.icao.int/icao/en/m_about.html2. http://en.wikipedia.org/wiki/IATA3. http://en.wikipedia.org/wiki/American_Translators_Association

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