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ICAO colloquium focuses on aviation emissions A colloquium on aviation emissions held at ICAO headquarters in mid-May 2007 provided a comprehensive overview of a complex issue that will be high on the agenda of the 36th Session of the ICAO Assembly this September. Where the question of aviation emissions is concerned, the forthcoming session of the Assembly is just the beginning of an ICAO-led global effort needed to reduce the impact of aviation on the environment, according to ICAO Council President Roberto Kobeh González. "We also have to think of the upcoming years and ICAO's continuing leading role in a post-Kyoto period," he said in a welcome address to the colloquium participants. ICAO, as the only global forum that can bring all parties together on international civil aviation environmental issues, will continue to lead the way, together with its 190 member States and in cooperation with the main international non-governmental organizations, asserted the Council President. The Council President highlighted the importance of compiling information before taking action, noting that the International Panel on Climate Change (IPCC) had recently issued its fourth assessment report. "Once we increase our understanding of the situation, we will be in a better position to assess the magnitude of the problem, review proposed mitigation measures and establish a clear direction," he informed the colloquium. ICAO Secretary General Dr. Taïeb Chérif also underscored the importance of utilizing data in efforts to minimize the adverse effects of civil aviation on the environment, one of ICAO's primary strategic objectives. "Information is key to meeting this environmental challenge," he remarked. "Agreed and accurately characterized scientific and technical data are essential in developing forward-looking solutions. Precise technical information on aviation emissions and their impact on local air quality and global climate must form the basis of all measures." Looking to the future, Dr. Chérif said that ICAO should develop the capability to provide information on the status of emissions and to assess the reduction achieved through technological and operational means, thus allowing the organization to determine whether additional measures are necessary. Work is also under way to develop technological and operational goals, the Secretary General added. "We must continue to challenge aviation by setting goals," he proposed, noting that this process had worked well with respect to emissions of nitrogen oxides. In the longer term, he predicted ICAO would probably regulate new aircraft engines with alternative fuel sources that would produce a reduced impact on the atmosphere. In mitigating the environmental impact of aviation emissions, Dr. Chérif stressed that all possible mitigation measures would need to be explored. "Such measures must be made available under a clear framework, a framework that provides States with the flexibility to select alternatives in the most cost-effective manner." The ICAO emissions plan, he added, could prove instrumental in helping States achieve this goal. Taking part in the three-day event were representatives from a wide spectrum of the aviation and scientific communities. Among the participants were panellists from leading civil aviation administrations as well as other government and industry bodies and a number of university research centres. One purpose of the colloquium was to focus on the outcome of the mid-May 2007 meeting of the Committee on Aviation Environmental Protection (CAEP), which agreed, among other things, on provisional emissions trading guidelines that will be examined by the 36th Session of the ICAO Assembly this fall. Generally, colloquium participants expressed broad support for the leadership role played by ICAO in addressing the problem of emissions and other environmental issues, while pointing out the need for action by the entire aviation community. More information on the ICAO Colloquium on Aviation Emissions, including video clips of some of the presentations, is available at the following ICAO website. MPL proof-of-concept initiative seeks high quality data The initial results of multi-crew pilot licence (MPL) training programmes around the world will be carefully monitored by ICAO to assess whether there is a requirement to expand or improve on the current guidance material. Under the proof-of-concept project, protected information concerning the performance of trainees during and following the MPL training programme will be forwarded to ICAO by licensing authorities so that the organization can evaluate the existing MPL programme requirements and documentation on a periodic basis. The measure is intended to safeguard the long-term integrity of the multi-crew pilot licence. The quality of the data supplied to ICAO, especially in the early years of the MPL programme's implementation, will prove crucial to the further development of guidance material. A letter issued by the organization in June 2007 provides States with specific guidelines for gathering these data in a harmonized manner. The dataset definition was achieved through a cooperative effort involving ICAO, State regulators, the airline industry and pilot representatives. Standardized forms have been developed for collecting precise information in four specific areas. In addition to details about State regulations and the oversight of MPL licences, the forms request information on each MPL training programme offered by an approved training organization, the performance of each trainee, and the initial operational evaluation of each MPL holder. The identity of individual trainees will be protected by designating an identification number for tracking individual records for the purpose of analysis. ICAO anticipates receiving information on State regulations and oversight of MPL licences by October 2007. The evaluation of other MPL data is expected to commence in late 2008. An article about the MPL programme, contributed by the International Air Transport Association (IATA), appears in ICAO Journal Issue 3/2007 ("MPL represents a state-of-the-art ab initio airline pilot training programme," pp 33-34), and is available at the ICAO website. ICAO proposes major amendment of general aviation provisions ICAO Contracting States and international organizations have been asked to comment on a proposal to overhaul the ICAO provisions for international general aviation (GA) operations contained in Annex 6 (Part II) to the Chicago Convention. The deadline for comments was 15 July 2007. The proposed modifications to the GA provisions are considered necessary because of major developments in the GA sector in the years since the regulations were first introduced, among them the emergence of a rapidly expanding corporate aviation sector and an innovative scheme known as fractional ownership, a concept that many States have yet to address. The GA provisions currently contained in the annex were by and large established in 1968 and are still geared towards the GA environment prevalent at that time. The ICAO Air Navigation Commission has recognized that the current Annex 6, Part II, "is lagging behind the developments in general aviation and is in danger of becoming irrelevant," the ICAO Secretary General informed member States in a letter disseminated at the end of March 2007. "If timely action is not taken to amend Part II, this segment of international aviation could undergo changes in an uncoordinated manner as States develop their own regulations for contemporary general aviation, including large turbojet aircraft operating internationally and on intercontinental routes," the letter states. The proposed amendment, intended to become applicable on 20 November 2008, was developed with the assistance of the International Business Aviation Council (IBAC) and the International Council of Aircraft Owner and Pilot Associations (IAOPA), and reflects significant changes including the advent of new technologies and more capable GA aircraft. It proposes dividing Part II of Annex 6 into three sections, with the first section covering general provisions and definitions. Section II would cover provisions applicable to all GA operations, and Section III would concern provisions for business operations and any operation involving large aircraft or any turbojet aircraft. The amended provisions would address GA issues such as instrument approach criteria and equipage with ground proximity warning systems, and would introduce more stringent requirements for corporate and business operations and the operation of more sophisticated aircraft. The proposed amendment does not yet address the question of fractional ownership as there is a lack of a clear and consistent definition for these types of operations and uncertainty about their commercial or non-commercial nature. However, States have been asked to comment on how fractional or shared ownership is treated by their regulatory systems. They were also urged to provide ICAO with specific information on its legal status so that the organization can work on resolving the issues in this area. It is possible provisions for fractional ownership could be included in Annex 6, Part II, in the future. States have been asked to comment specifically on a proposed change to instrument approach criteria for general aviation. The current provisions apply an "approach ban" to all GA aircraft, whereby a precision instrument approach cannot continue beyond the outer marker fix and a non-precision approach cannot continue below 300 metres (1,000 ft) above the aerodrome unless the reported visibility or runway visual range (RVR) is above the specified minimum. The proposed amendment contemplates eliminating the approach ban for all GA operations, or alternatively, applying a modified ban only to operations involving large and turbojet aircraft covered under the new Section III. Under the latter option, the reported visibility requirement is eliminated with the result that the ban applies only to those approach operations where RVR is reported. States are requested to provide specific comments on both of these options in light of their own operating environments and requirements for general aviation. ICAO issues interim policy guidance on GNSS cost allocation ICAO has established policy guidelines on global navigation satellite system (GNSS) cost allocation that are available to the organization's 190 member States in draft form until a consensus has been reached on the definition of basic services and liabilities of GNSS service providers. The policy guidelines are the conclusions of a study that was initiated in 1998, when a worldwide conference on CNS/ATM systems implementation called on ICAO to address the issue of cost allocation among GNSS users, including its allocation between civil aviation and other user categories. Since then, a Secretariat study on the matter has been considered by various forums. In a letter dated 29 June 2007, ICAO member States were urged to apply the tentative policy guidance as much as possible in their negotiations with GNSS providers, responsible authorities and other interested parties. "The provisional guidance could serve as a tool for the civil aviation community to ensure an equitable treatment of all users," ICAO Secretary General Taïeb Chérif informed member States. ICAO continues to monitor developments and to collect relevant information to make an inventory of GNSS applications. The organization will also further coordinate technical, legal and economic aspects associated with GNSS cost allocation. Once a consensus on the critical issues has been built, the provisional guidance is to be redrafted with appropriate wording for inclusion in ICAO's formal policy statement, the Policies on Charges for Airports and Air Navigation Services (Document 9082). The provisional guidelines accepted by ICAO Council early this year call for basic GNSS services to be provided free of charge as a common good to a multiple number of user categories. Where there is a requirement for more advanced GNSS services, including augmentation services, the provisional guidance recommends instituting user charges to cover the higher costs associated with the higher quality service. Before any costs are recovered for GNSS services, however, ICAO recommends using a consultative process to arrive at an agreement on how the cost will be allocated. Cost allocation among users should be discussed and agreed upon through transparent negotiations and consultations between a GNSS service provider and representatives of civil aviation as well as other user categories, the provisional guidelines state. The draft guidance also states that the cost allocation should be consistent with ICAO's policies on air navigation services charges. Such uniformity ensures that civil aviation is requested to pay only its fair share of the relevant costs, ICAO concluded, and prevents unfair discrimination against international civil aviation. Bosnia and Herzegovina assumes responsibility for airspace The Government of Bosnia and Herzegovina assumed full responsibility for the airspace over its territory on 20 April 2007, when control was officially transferred from the European Force (EUFOR). The transfer took place at the ICAO European and North Atlantic Office in Paris with the signing of a protocol by the Commander of EUFOR and the Minister of Transport and Communication of Bosnia and Herzegovina, a ceremony that was attended by high-level officials from NATO, Eurocontrol, the European Commission and ICAO. The ICAO regional office played a role in drafting the protocol, whose signing signalled the last step in a process that started 10 years earlier, following the signing of the Dayton Agreement. The Minister of Transport and Communication also expressed Bosnia and Herzegovina's appreciation for ICAO's support in establishing a functioning civil aviation administration and for its ongoing assistance with implementing the provisions of the Convention on International Civil Aviation. The full transfer of responsibility for the airspace above Bosnia and Herzegovina, a phased process that began in 2000 with the opening of its upper airspace to civil air traffic, means the country now has the obligation to provide air navigation facilities and to implement standard systems needed for conducting international aviation operations. More information on the recent transfer of Bosnia and Herzegovina airspace control, in particular video clips and documents related to the signing of the protocol, is available at the ICAO European and North Atlantic Office website. Seminars to help introduce performance-based navigation ICAO's performance-based navigation (PBN) initiative has entered a new phase following the recent dissemination of a PBN manual in final draft form on the ICAO secure website, as well as other guidance on how States and air navigation service providers (ANSPs) can implement the PBN concept. The new information, available at ICAO-NET, includes guidelines on issuing operational approvals for PBN for different phases of flight. Since PBN revises the current required navigation performance (RNP) concept, the PBN Manual replaces the Manual on Required Navigation Performance, which is now out of print. In order to assist States and operators with the introduction of PBN operations, ICAO is in the midst of organizing workshops in all regions of the world. So far 10 seminars have been planned, including one in Bangkok from 11 to 14 September 2007, and another in New Delhi from 17 to 21 September 2007. The PBN seminars are intended for all stakeholders in the PBN implementation process, among them State regulatory authorities, aircraft operators, ANSPs, and procedure design organizations. While some States are already moving ahead with PBN implementation, others will find the information provided at the seminars to be a necessity in getting their programmes under way. More information on the seminars, and PBN in general, can be found at the ICAO PBN website. Amendment greatly simplifies ICAO Annex 10 A recent amendment to ICAO Annex 10 addresses a wide range of provisions for different communications, navigation and surveillance (CNS) systems such as the aeronautical telecommunication network (ATN), the aeronautical mobile-satellite (route) service (AMS(R)S), the universal access transceiver (UAT) and automatic dependent surveillance-broadcast (ADS-B) using the 1090 MHz extended squitter. Standards and recommended practices (SARPs) for these systems have been restructured, with technical specifications divided into a "core" element of SARPs, complemented by additional material to be published in an ICAO manual and by references to documents developed by other standards-making bodies such as the International Telecommunication Union (ITU) and RTCA. The amendment simplifies Annex 10 by replacing some 1,500 system-specific provisions for the AMSS with approximately 150 performance-oriented SARPs that are mainly of a generic nature and not tied to a specific technology. The amendment of new system-level provisions for extended squitter, relocation of Mode S and extended squitter data formats, and the transfer of some other detailed provisions to a new technical manual, allow for a further significant reduction of standards in Annex 10. Disclosure of ICAO safety oversight audit results A total of 87 Contracting States and two territories had agreed by mid-May 2007 to the disclosure of either their full safety oversight audit report or an executive summary of the audit report at ICAO's public website. Audit results are currently available to all Contracting States at a secure website, but as of 23 March 2008, such information will be released in summary form to the public provided that the member State has authorized its disclosure. Beyond this date, ICAO intends to issue a press release revealing the identity of those States that have not given their authorization to release their audit results. Efforts will be made during the 36th Session of the ICAO Assembly this September to encourage senior government officials to sign the release consent forms if their States have not already provided such consent. (The forthcoming Assembly, to be held at ICAO headquarters from 18 to 28 September, will set out a work programme and budget for the organization for the coming three years, 2008-10.) Since January 2005, audits conducted under the Universal Safety Oversight Audit Programme (USOAP) are performed according to the comprehensive systems approach. This covers all of the safety-related provisions in 16 of the 18 annexes to the Chicago Convention, and is greatly expanded over the initial audit mandate, which was concerned with just three of the Convention annexes. To date, 26 final safety oversight audit reports have been posted at the ICAO secure website, and nine States have provided consent to the release of audit information under this current audit cycle to the public. Recent final safety oversight audit reports that were posted on the ICAO secure website in April and May 2007 include Botswana, Bulgaria, El Salvador, Greece, Italy, Liberia, Namibia and Sierra Leone. New approach recommended for enhancing safety in Africa A recent field mission by an ICAO Air Navigation Commission (ANC) team has highlighted the need for increased ICAO involvement in coordinating and managing safety efforts throughout the African region. Despite a mandate to resolve safety-related deficiencies that threaten the viability of civil aviation, "ICAO and Contracting States have struggled to meet the challenges posed by the aviation difficulties in the African region," the Commission noted in a report presented to the ICAO Council in late November 2006. The ANC report on safety and efficiency in the African region was based in part on previous findings as well as the team's 18-day visit to organizations and institutions in Kenya, Senegal, South Africa and the United Republic of Tanzania last August. The team concluded that the problems facing the region demand "a new approach" if ICAO is to fulfil its mandate. The new approach requires strong political leadership from ICAO, supported by strong programme management and coordination, and must involve the regional offices "in a leading role in the development and implementation of response plans arising from the various audit tools in use throughout the region." Also in need are adequate capital investment, improved sharing of safety-related information, and training for aviation personnel in technical, management and leadership skills. The Commission offered two specific recommendations for ICAO action that could bolster high-level political support from governments in the region for tackling safety and efficiency issues. It called for development of an implementation plan that integrates various current safety-related activities by mid-2007, noting that such a plan would have to be endorsed by all stakeholders and supported with adequate funding and staffing. One outcome would be the integration of ICAO's regional office activities with its global business plan, thus positioning the organization's regional offices as the primary focal point for ICAO activities. In the other recommendation, the Commission called for the convening of a high-level meeting to identify solutions to safety-related operational oversight and airworthiness issues. While acknowledging that resources for meetings remain scarce, the Commission recommended that ICAO conduct such a meeting, with the goal of obtaining an endorsement for a comprehensive regional implementation plan, no later than March 2008. Sustained improvement in the level of flight safety in the African region requires that ICAO play a greater role in addressing civil aviation issues in Africa, the Commission concluded. However, it also noted that enhancement of this role would require "a substantial investment of energy and capital by the organization and both political and financial support by Contracting States and other interested organizations over a period of several years." Revised strategic document helps assure global ATM harmonization A revised global plan for achieving a seamless air traffic management (ATM) system around the world has been accepted by the ICAO Council. The renamed document, the Global Air Navigation Plan (Doc 9750), describes a strategy aimed at achieving near- and medium-term benefits on the basis of available and foreseen aircraft capabilities and air navigation infrastructure. Developed in accordance with ICAO's strategic objectives, it contains guidance on how to support a uniform transition to the ATM system envisioned in the operational concept endorsed by the 11th Air Navigation Conference in 2003. The operational concept, simply put, describes how the emerging and future air navigation system should operate. One important change reflected in the revised Global Plan is the incorporation of relevant material from an industry roadmap PIO 16/06 (pdf) that provides a common frame of reference for all partners involved in enhancing aviation safety and efficiency. Among significant changes in the revised Global Plan, which first appeared in 1993 and remains a "living" document, is the introduction of a set of 23 Global Plan initiatives that stem from the industry roadmap. The initiatives are options for air navigation system improvements that, once implemented, result in direct performance enhancements. States and regions will adopt initiatives that meet performance objectives specific to the particular needs of a State, region, homogeneous ATM area or major traffic flow. A set of interactive planning tools, such as software applications and web-based reporting forms, will assist with the analytical process. The planning framework will also serve to ensure the integration of the Global Plan and regional plans and associated work programmes. Currently under development by ICAO is a performance manual which will offer guidance on establishing regional performance targets associated with 11 key performance areas or expectations identified in the operational concept. PANS-OPS amendments receive approval Volumes I and II of the Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS, Doc 8168) have been amended with the objective of improving flight safety, following approval of the changes by the ICAO Air Navigation Commission in early December. The amendments, incorporated in the fifth edition of the ICAO document, became applicable on 15 March 2007. Among other things, Amendment 15 to Volume I, Flight Procedures, provides pilots and operators with guidance on approach procedures that involve vertical guidance (APV) for satellite-based augmentation system (SBAS) operations. The amendment also introduces procedures and guidance for avoiding runway nominations when the preferential runway could pose an operational hazard, and it clarifies the role of flight crew in the operation of the airborne collision avoidance system (ACAS) and in responding to its associated advisories. Amendment 14 to Volume II, Construction of Visual and Instrument Flight Procedures, improves efforts to prevent controlled flight into terrain (CFIT) accidents by providing approach designers with new criteria, as well as improving existing criteria. Key new provisions introduced in this amendment lay the foundation for implementation of performance-based navigation (PBN) by addressing quality assurance in the procedure design process. Because PBN flight procedures rely on the onboard database for navigation information, it has become increasingly important to ensure that the quality of the procedure is maintained at every step of the process. Additional significant provisions include detailed guidance on coding of procedures for use in databases, construction criteria and associated charting provisions for design of SBAS APV approaches and, in recognition of the proven performance of basic GNSS operations, reduced obstacle protection areas for the design of basic GNSS approaches. Software tool and website facilitate CNS/ATM planning An interactive software application that enables air navigation service providers and airspace users to build, evaluate and compare the economics of alternative options or scenarios for the implementation of CNS/ATM systems has been placed at ICAO's Secure Site. The tool, known as the database and financial analysis computer system (DFACS), is supported by a user's manual and an illustrative example. (For more details about the software application, see "Interactive analytical tool allows users to evaluate CNS/ATM business cases," ICAO Journal, Issue 3/2006, page 19.) The ICAO Secretariat has also created a new secure web tool to facilitate the establishment of a network of experts in the fields of aviation forecasting and economic analysis. The network will make it possible to exchange information needed prior to implementing CNS/ATM systems, such as studies on cost effectiveness, cost-benefit analyses and business cases. It will also facilitate the sharing of other types of forecasts and economic analyses and documents. Experts can join the network by registering at the Civil Aviation Forecasts and Economic Analysis website, accessible via the ICAO secure site. |