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22-497: The Chicago Convention 1944 (52 signatory states) required each state to provide air navigation services for their own state and early air navigation service providers (ANSPs) were state-controlled monopolies. En-route navigation is still offered by state-run monopolies although in Europe since 1997 they were under a performance review framework and since 2009 and 2013, under performance and risk-sharing charging regulations. In Europe,

44-689: The Chicago Convention , established the International Civil Aviation Organization (ICAO), a specialized agency of the United Nations charged with coordinating international air travel. The Convention establishes rules of airspace , aircraft registration and safety , security, and sustainability , and details the rights of the signatories in relation to air travel . The convention also contains provisions pertaining to taxation. The document

66-687: The Chicago Convention had 193 state parties, which includes all member states of the United Nations except Liechtenstein . The Cook Islands is a party to the Convention although it is not a member of the UN. The convention has been extended to cover Liechtenstein by the ratification of Switzerland . Some important articles are: Article 1 : Every state has complete and exclusive sovereignty over airspace above its territory. Article 3 bis : Every other state must refrain from resorting to

88-525: The Chicago Convention itself. Although there are numerous bilateral agreements, so-called 'air services agreements', which make more extensive agreements, including often tax exemption when refueling an aircraft that has come from another contracting state, these are independent from the Chicago Convention; moreover, some air services agreements do allow for the taxation of fuels. Standards And Recommended Practices Standards And Recommended Practices ( SARPs ) are technical specifications adopted by

110-524: The Council of ICAO in accordance with Article 38 of the Convention on International Civil Aviation in order to achieve "the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation". SARPs are published by ICAO in

132-456: The SI": the foot (for vertical distance = altitude ), the knot (for speed ), and the nautical mile (for long distance). Article 24 of the Chicago Convention stipulates that when flying from one contracting state to another, the kerosene that is already on board aircraft may not be taxed by the state where the aircraft lands, nor by a state through whose airspace the aircraft has flown. This

154-412: The convention, the duty to ensure compliance with these rules rests with the contracting state. Article 13 : (Entry and Clearance Regulations) A state's laws and regulations regarding the admission and departure of passengers, crew or cargo from aircraft shall be complied with on arrival, upon departure and whilst within the territory of that state. Article 16 : The authorities of each state shall have

176-445: The flight crew suitably licensed by the state in which the aircraft is registered. Article 32 : The pilot and crew of every aircraft engaged in international aviation must have certificates of competency and licensees issued or validated by the state in which the aircraft is registered. Article 33 : (Recognition of Certificates and Licences) Certificates of airworthiness, certificates of competency and licensees issued or validated by

198-488: The form of Annexes to Chicago Convention . SARPs do not have the same legal binding force as the Convention itself, because Annexes are not international treaties. Moreover States agreed to "undertake to collaborate in securing (...) uniformity", not to "comply with". Each Contracting State may notify the ICAO Council of differences between SARPs and its own regulations and practices. Those differences are published in

220-414: The form of Supplements to Annexes. A Standard is defined by ICAO as "any specification for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognized as necessary for the safety or regularity of international air navigation and to which Contracting States will conform in accordance with the Convention". A Recommended Practice

242-717: The organisation of ATM is highly fragmented, with each member state having its own ANSPs operating airport towers and centres under various ownership models. The 37 European ANSPs operate 60 control centres in 10.8 million km. Apart from five largest ANSPs ( DFS in Germany, DSNA in France, ENAIRE in Spain, ENAV in Italy and NATS in the UK) bearing 60% of total European gate-to-gate service provision costs and operating 54% of European traffic,

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264-689: The permission of the state or states whose territory is entered. Any license holder who does not satisfy international standard relating to that license or certificate shall have attached to or endorsed on that license information regarding the particulars in which he does not satisfy those standards. The convention is supported by nineteen annexes containing standards and recommended practices ( SARPs ). The annexes are amended regularly by ICAO and are as follows: Annex 5, Units of Measurement to be Used in Air and Ground Operations , named in its Table 3-3 three "non- SI alternative units permitted for temporary use with

286-428: The pilot in command must ensure that the aircraft is airworthy, duly registered and that the relevant certificates are on board the aircraft. The required documents are: Article 30 : The aircraft of a state flying in or over the territory of another state shall only carry radios licensed and used in accordance with the regulations of the state in which the aircraft is registered. The radios may only be used by members of

308-470: The remaining 40% of gate-to-gate traffic (airport towers and approach services) costs are borne by 32 smaller ANSPs. Such fragmentation leads to delays and costs EUR 4 bn a year. The Single European Sky programme was due to be delivered in 2020 but despite extensive collaboration (such as Functional Airspace Blocks transcending national borders) and research, this has not yet been successful. ATM encompasses both airspace and ground airport operations. Since

330-480: The right to search the aircraft of other states on landing or departure, without unreasonable delay. Article 24 : Aircraft on a flight to, from, or across the territory of another contracting State shall be admitted temporarily free of duty, subject to the customs regulations of the State. Fuel, lubricating oils, spare parts, regular equipment and aircraft stores on board an aircraft of a contracting State, on arrival in

352-551: The rise of computer sciences, risk management and decision-making are software-assisted. Recent system developments balance interests of airspace and runways on one side, and capacity overloads for taxiway network and terminals on the other. This aviation -related article is a stub . You can help Misplaced Pages by expanding it . This management -related article is a stub . You can help Misplaced Pages by expanding it . Convention on International Civil Aviation The Convention on International Civil Aviation , also known as

374-415: The state in which the aircraft is registered, shall be recognized as valid by other states. The requirements for the issuing of those certificates or airworthiness, certificates of competency or licensees must be equal to or above the minimum standards established by the convention. Article 40 : No aircraft or personnel with endorsed licenses or certificate will engage in international navigation except with

396-445: The territory of a contracting State, except with the special permission or other authorization of that State. Article 10 : (Landing at customs airports): The state can require that landing to be at a designated customs airport and similarly departure from the territory can be required to be from a designated customs airport. Article 12 : Each state shall keep its own rules of the air as uniform as possible with those established under

418-455: The territory of another contracting State and retained on board on leaving the territory of that State shall be exempt from customs duty, inspection fees or similar national or local duties and charges. This exemption shall not apply to any quantities or articles unloaded, except in accordance with the customs regulations of the State, which may require that they shall be kept under customs supervision. Article 29 : Before an international flight,

440-426: The use of weapons against civil aircraft in flight. Article 5 : The aircraft of states, other than scheduled international air services , have the right to make flights across state's territories and to make stops without obtaining prior permission. However, the state may require the aircraft to make a landing. Article 6 : (Scheduled air services) No scheduled international air service may be operated over or into

462-519: Was intended to prevent double taxation. However, there is no tax regulation in the Chicago Convention to refuelling the aircraft before departure. The Chicago Convention does not preclude a kerosene tax on domestic flights and on refueling before international flights. Although the ICAO has produced various policy documents suggesting that no taxes of any kind should be placed on aviation fuel, none of these are legally binding, and they are not found in

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484-591: Was signed on December 7, 1944, in Chicago by 52 signatory states. It received the requisite 26th ratification on March 5, 1947, and went into effect on April 4, 1947, the same date that ICAO came into being. In October of the same year, ICAO became a specialized agency of the United Nations Economic and Social Council (ECOSOC). The convention has since been revised eight times (in 1959, 1963, 1969, 1975, 1980, 1997, 2000 and 2006). As of March 2019,

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