Standards And Recommended Practices Research Articles

МЕТОДОЛОГИЧЕСКОЕ ОБЕСПЕЧЕНИЕ ИМПЛЕМЕНТАЦИИ МЕЖДУНАРОДНЫХ СТАНДАРТОВ ПО БЕЗОПАСНОСТИ ПОЛЕТОВ В РОССИЙСКИХ НОРМАТИВНЫХ ДОКУМЕНТАХ

The present paper delves into the challenge of implementing international flight safety standards into the Russian regulatory framework governing the establishment, application, and refinement of aviation safety management systems (SMS) in the civil aviation sector in Russia. It underscores the reliance of SMS regulatory adherence on the Standards and Recommended Practices (SARPs) set forth by the International Civil Aviation Organization (ICAO). The paper conducts an examination of prevailing discrepancies, indeterminacies, and ambiguities in delineating core terms and concepts within the English and Russian renditions of ICAO SARPs documentation. Furthermore, it offers an evaluation of the implementation hurdles associated with SARPs in regulatory documentation pertaining to civil aviation flight safety in Russia. The deficiencies in the regulatory infrastructure for flight safety in Russia are substantiated. Drawing from practical insights gained in formulating and improving regulatory and methodological support for SMS in prominent Russian airlines, the paper proposes measures to mitigate inaccuracies and uncertainties in the integration of ICAO SARPs editions within the Russian regulatory framework for aviation industry service providers.

THE PRINCIPLE OF AD COELOM IN RESPECT TO THE LOW-ALTITUDE AIRSPACE FOR THE COMMERCIAL UNMANNED AERIAL VEHICLES (UAVs) IN MALAYSIA

The development and innovation of unmanned aerial vehicles (UAVs) or drones especially in the commercial arena are predicted to give a positive impact on socio-economic growth in Malaysia. Malaysia has been chosen in this discussion to evaluate the development of UAV laws and initiatives by Malaysia's Civil Aviation Authority to uphold commercial UAVs in line with the International Civil Aviation Organization's (ICAO) mission to provide the fundamental international regulatory framework through Standards and Recommended Practices (SARPS) in addressing UAVs. Nevertheless, the existing laws in Malaysia regarding the right of way and right to use low-altitude airspace did not offer much for commercial UAVs due to the ad coelom principle. The right to use airspace for commercial UAVs shall be the first and major concern in moulding the UAV laws. This article is aimed to analyse and evaluate the relationship of the ad coelom principle with the laws available in Malaysia which might honour the right to low-altitude airspace for commercial UAVs. This article adopts doctrinal research by referring to the available laws and regulations in Malaysia to see the integration of the ad coelom principle with the right of way and right to low-altitude airspace for commercial UAVs. The concept of ‘avigation easement’, ‘drone corridor’, and ‘drone-port’ could be the best solutions in determining the right of ways for commercial UAVs to reflect the ad coelom principle. Therefore, the Civil Aviation Authority of Malaysia (CAAM), the Federal government, all States, municipal councils, and private individuals shall be ready to draw zoning of airspace horizontally or vertically without neglecting public rights and breaching other laws. This is to realize the CAAM mission for the integration of Air Traffic Control (ATC) in controlling the navigable airspace of manned aircraft which is to be extended to the UAVs by the year 2035.

No Country Left Behind and ICAO’s Leadership Role in Air Transport

No Country Left Behind (NCLB) is a proactive initiative of International Civil Aviation Organization (ICAO) that is confined to the nineteen Annexes to the Chicago Convention and ICAO’s safety and security audits. This gives one the impression that, beyond assisting Member States on complying with the Standards and Recommended Practices (SARPs) of the Annexes, ICAO has no further responsibility to its Member States. History and common sense show otherwise as this article argues. Repeatedly, sessions of the ICAO Assembly have linked this initiative to air transport in Resolutions adopted on the economic development of air transport. A fortiori, the ICAO Strategic Objective on the economic development confirms a ‘leadership’ role for ICAO requiring that ICAO focuses on taking the lead in guiding and assisting States in their economic policies, particularly in adapting them to market forces. Although this is by no means a prescriptive role, it nonetheless behoves ICAO to engage in studies on trends in air transport and guide, inform and educate States on achieving equality of opportunity to compete economically and use air transport as an engine of development. As this article argues, a viable tool exists in the form of the Technical Assistance Programme of ICAO. In the least, the glaring conundrum presented between ICAO’s approach to air transport and the direction set by its own Strategic Objective bears a compelling need for further study. No country left behind, air transport, leadership, ICAO Assembly, Chicago Convention, competition

AN ANALYSIS OF THE REGULATORY FRAMEWORK OF COMMERCIAL AGRICULTURE UNMANNED AERIAL VEHICLES (UAVs) IN MALAYSIA

The development of agriculture in Malaysia is expanding from conventional methods to the latest technology of unmanned aerial vehicles (UAVs). The potential of the operation of UAVs in the agriculture sector in Malaysia has enforced the Civil Aviation Authority Malaysia (CAAM) by the power given in the Civil Aviation Act 1969, to come out with the first directive designed specifically for UAVs in agriculture. It contains the proper guidelines and safety procedures of the said operation. This article is aimed to analyse and examine the legal framework of the Civil Aviation Directive 6011 Part II (CAD 6011 Part (II) – UAS AGR) set by the CAAM in administering the operation of UAV agriculture. As a member of the International Civil Aviation Organization (ICAO), Malaysia is obliged to develop its national regulations based on the Chicago convention and the International Standards and Recommended Practices (SARPs). This article will adopt the doctrinal research by referring to the current directive of CAAM, current laws, and regulations as enforced in Malaysia in administering the extensive operation of UAVs in agriculture. Further, this article is aimed to analyse safety, risk assessment, and liabilities vis-à-vis the UAV agriculture. In brief, the operation of UAVs in agriculture is a part of CAAM’s mission towards the integration of manned and unmanned aircraft into the navigable airspace in line with the mission of ICAO together for the sustainability of the economy and the efficiency of the industry to cope with the development of digital and technology.

Aviation Safety in South Sudan

Africa contributes only 3.9% in air traffic, but records 19% of aviation accidents, in terms of fatalities. High accident rates are attributed to poor compliance with International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs). This study analyzed the prevalence of aircraft accidents in the youngest African country, South Sudan, which obtained independence in July 9, 2011. The quantitative study examined aviation accident databases to determine the number of aircraft accidents in South Sudan, the aircraft manufacturers and aircraft models, number of fatalities, and causes of accidents, categorized as pilot error, technical failure, air traffic control, or weather-related events. The accidents were collected from the Aviation Safety Network (ASN) database, which is maintained by the Flight Safety Foundation. A total of 83 accident cases were examined, with 32 satisfying the criteria of accidents covering the July 2011 to May 2021 period. The findings show that Antonov aircrafts account for a majority of the accidents (31.25%), followed by Cessna (21.88%) and LET (15.63%). The 32 aircrafts involved in the accidents were carrying 378 occupants, 72 occupants died, representing a fatality rate of 19.5%. Antonov (66.67%) and LET (27.7%) contributed the greatest fatalities. In terms of accident causes, technical failures (46.9%) and pilot errors (43.8%) were the most dominant causes. Weather-related conditions only contributed to 9.4% of all the cases investigated. These results show that South Sudan continues to suffer from poor aviation infrastructure, poor compliance to internationally recognized SARPs.

About flight safety management during operation of unmanned aircraft systems

The development of the unmanned aircraft market is hindered by the regulatory deficiencies of this aviation segment. This fully applies to the most important aspect of the activity – flight safety management. In accordance with the Standards and Recommended Practices (SARPs) ICAO and the Air Legislation of the Russian Federation, the availability of flight safety management systems (SMS) is mandatory for operators, developers and aircraft manufacturers, as well as for aircraft engines and propellers. However, this requirement does not fully apply to organizations involved in design, manufacture and operation of unmanned aircraft systems (UAS). At the same time, UAS use in various spheres of economic activities is associated with significant and diverse risks for manned aircraft, as well as vehicles, people and important infrastructure facilities on the ground. The article analyzes the current situation with the regulatory framework with relation to SMS development and implementation in the unmanned aviation segment at the international and state level and the prospects of its improvement. Based on experience, the most major methodological issues while SMS developing and implementing in various entities-aviation services providers are related to the selection, implementation and application of methods for safety risk management techniques, which have significant features for UAS operation. Considering anticipated adoption of SMS requirements in the near future, some innovative practices in this area of activity about aviation safety risk management for such entities have been reviewed.

Is the World Ready for Drones?

Remotely Piloted Aircraft (RPA) are revolutionizing the world. RPA, Unmanned Aerial Vehicles (UAVs), Unmanned Aircraft Systems (UAS) or ‘drones’ present many new opportunities for a diverse range of industries and practices. Drones are a new way for a closer societyaviation relationship, transportation of goods and data gathering. These opportunities present corresponding challenges: safety around people, infrastructure and other airspace users; privacy, and international uniformity. It is only a matter of time before drones will need integration with non-segregated airspace. Very soon drones could make international flights, particularly in regions with many countries in close proximity (e.g. Europe, South East Asia). Despite these exciting prospects, drone technology is outpacing national and international law. International aviation regulations are governed by the Chicago Convention 1944 and administered by the International Civil Aviation Organization (ICAO). Countries around the world are waiting for the first drone Standards and Recommended Practices (SARPs) from ICAO due in 2018. In the meantime, countries have received from ICAO a 2011 Circular Advisory, the 2015 Manual on Remotely Piloted Aircraft Systems (RPAS’) and Annex 2 Appendix 4 of the Chicago Convention. Working with this limited guidance, research to date on New Zealand, the United States and Singapore demonstrates great divergence in regulatory approaches and overall shows current State drone regulations are inadequate or failing on the current concerns. Therefore, clear guidance and uniformity is needed from ICAO.

Rethinking the potency of ICAO SARPS on global reduction of aviation emission and protection of global environment

The Standards and Recommended Practices (SARPs) of Annex 16 Vol. II, Chicago Convention 1944, are created and adopted by the International Civil Aviation Organization (ICAO), for the purpose of regulating aircraft emission in the civil aviation sector. The creation of ICAO standard and Recommended Practices on aviation environment came up in 1981, following the declaration in Article 2(2) of Kyoto protocol to UNFCCC that developed countries of (Annex I parties), shall pursue limitation or reduction of emission of greenhouse gases from aviation by working through the international civil aviation organization (ICAO). However, while the SARPS have been recognized by ICAO and the contracting states as the sole international regulations for reduction of aviation emission, the SARPs are also known to have some limitations on reduction of aviation emission. This paper therefore examines the capacity of SARPs Annex 16 Vol II of Chicago Convention 1944 to make effective reduction in international reduction of aviation emission for protection of environment. This involves identifying the strength and limitations of ICAO SARPs on reduction of aviation emission as well as making recommendations for improved performance. A qualitative-doctrinal research approach is adopted where by the bulk of analysis on the study is based on information from library research materials the study concludes the ICAO SARPs have more limitations than strength and would require some improvement for achieving a more effective reduction in aviation emission.

International Civil Aviation Organization Supersonic Task Group overview and status

A resurgence of interest in supersonic flight has emerged due to recent technological advances. Given the global impact of such aircraft, environmental standards and recommended practices (SARP) are being developed under the International Civil Aviation Organization (ICAO) to ensure the mitigation of accompanying sonic booms prior to any re-introduction of civil supersonic flight operations. In 2004, ICAO’s Committee of Environmental Protection (CAEP) established the supersonics work program under Working Group 1 (WG1) to develop SARPs. Current proposed concepts include (1) traditional sonic boom aircraft (like the Concorde), which operate supersonically over water; (2) low-boom designs with overland operation capabilities; and (3) traditional aircraft flying under Mach cut-off conditions. To-date, WG1/SSTG continues to formulate an enroute sonic boom SARP for civil supersonic airplanes. Metrics, test procedures, and a data framework continue to be investigated for suitability and efficiency. A newly formed Landing and Take-Off (LTO) noise subgroup for supersonic aircraft has been tasked to define a second SARP for the terminal environment (i.e., subsonic operations). An overview of ICAO’s hierarchy supporting SARPs development, WG1/SSTG technical program, and a current status update is presented.

Assessment of Technical Airworthiness in Military Aviation: Implementation and Further Advancement of the Bow-tie Model

International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs) serve to harmonize the safety regulation of civil aviation around the world. ICAO SARPs are only applicable to countries signatory to the 1944 Chicago Convention and only to civil aircraft operations. There is no complimentary international organization providing the same standardization of military aviation regulations. NATO provide international standards for interoperability, and the EDA now provide a militarized European regulatory set aimed at harmonizing requirements for European militaries, however there is no political platform to extend this beyond a voluntary adoption, particularly beyond the European Union. Each military aviation regulator has developed a unique airworthiness regulatory system. There is no recognized method for unbiased assessment and comparison of the disparate regulatory frameworks. This poses a significant challenge when establishing acceptance between military regulatory authorities. This paper develops an assessment framework based on assuring technical integrity utilizing a novel implementation of bow-tie methodology. Further, a unique visualization method is presented to facilitate the comparative assessment of the different regulatory frameworks. This visualization method is a powerful tool for conveying the regulator interaction with the organizations performing design, production and maintenance under their regulatory framework.

Fatigue Risk Management Systems: Issues of Air Crew Integrity and Liability

On 3 March 2009, the Council of the International Civil Aviation Organization (ICAO) approved international standards, which stipulate that regulations on flight and duty time limitations must be based on 'scientific principles and knowledge'. These standards became effective on 19 November 2009 and remain applicable. On 13 June 2011, the Council adopted international standards for Fatigue Risk Management Systems (FRMS) with a view to better addressing crew fatigue, which is considered a key contributor to aircraft accidents. The new standards, which would amend current standards of ICAO Annex 6 to the Convention on International Civil Aviation - Operation of Aircraft Part I - International Operations - Aeroplanes came into effect on 30 October 2011 and become applicable on 15 December 2011. Global standards on limitations applicable to crew duty hours have gradually become obsolete and inapplicable in the face of varying operational contexts that require globally harmonized management systems containing standards and guidance material. In July 2011, ICAO, the International Air Transport Association (IATA) and the International Federation of Air Line Pilots' Associations (IFALPA) issued guidance for operators that provide air operators with information for implementing an FRMS that is consistent with applicable standards and recommended practices (SARPs) of ICAO. Also in existence, hand in hand with this guidance, is the Regulator's Manual that guides regulators through the FRMS process. Both these documents are accessible through the ICAO website. On 30 and 31 August 2011, ICAO held an FRMS Symposium where a unique gathering of more than 500 representatives from government, the air transport industry and the scientific community held important discussions that resulted in several conclusions. Both the regulatory regime and the discussions in the Symposium bring to bear important issues of air crew integrity and their responsibility to disclose vital information in terms of their fitness to pilot a flight as well as their continuing health. This article, written from the perspective of the crew with focus on the technical crew, discusses their liability for non-disclosure of critical information of a pre-existing medical condition and concludes by asking compelling questions to ensure safety of flight.

International Civil Aviation Organization. An Introduction

Established by the Convention on International Civil Aviation, which resulted from the Chicago Conference on International Civil Aviation of 1944, the International Civil Aviation Organization (ICAO) is charged with responsibilities regarding both air navigation, which relates principally to the technical and operational aspects of aircraft movement, and air transport, which relates to the transportation by air of passengers, baggage, cargo and mail. In ICAO s sixty years of operation, the prime objective of promoting and enhancing aviation safety (technical and operational safety of flight), has been supplemented by the objective of promoting and ensuring aviation security (safeguarding civil aviation against acts of unlawful interference).In this book, one of the world's foremost authorities on aviation law well-known as a major mover in numerous ICAO initiatives and projects, and as teacher, author, and lecturer describes and analyzes, in comprehensive detail, the entire legal regime contemplated by ICAO. Among the topics and issues covered are the following:functions of the various ICAO organs; standard setting procedure; membership and adherence; judicial and quasi-judicial competence; standards for airports and air navigation facilities; ICAO relations with states and other international organizations; economic regulation and aspects of economic planning; aircraft noise, land use, and other environment-related issues; and dispute settlement.The author gives in-depth attention to the ICAO standards and recommended practices (SARPS) governing such elements as meteorological service, aircraft registration, airworthiness of aircraft, aeronautic telecommunications, air traffic services, search and rescue procedures, accident investigation, environmental protections, and transport of dangerous cargo. Of special value is his description of the new integrated global satellite-based system, in process of gradual implementation, designed to support communications, navigation, surveillance, and air traffic management for the needs of commercial and non-commercial aviation. Useful appendices include the text of the Convention on International Civil Aviation and a list of ICAO member states. With up-to-date commentary and analysis, this book is a fundamental resource for all professionals, legal and other, concerned with civil aviation.

Development of standards for aeronautical satellite navigation system

One of the work objectives of the International Civil Aviation Organisation (ICAO) is the development of the standards and procedures necessary to support transition to the CNS/ATM systems, which include Global Navigation Satellite System (GNSS). The Global Navigation Satellite System Panel (GNSSP) was established by the ICAO Air Navigation Commission in 1993 with the basic objective to develop ICAO standards and recommended practices (SARPs) and guidance material as required to support aeronautical GNSS applications world-wide. The first package of GNSS SARPs was adopted and published by ICAO in 2001, and further work is under way to introduce new satellite constellations and system elements in an evolutionary fashion.

GPS Availability and Outage Reporting for Aviation Applications

The availability of the Global Positioning System (GPS) for airborne applications is driven by the accuracy, integrity, and continuity of the system. The International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS) for Global Navigation Satellite Systems (GNSS) describe these requirements for each phase of flight [ICAO, 2000]. The availability requirement is provided as a range of values instead of one specific number so there is flexibility for the intended operation, traffic density, complexity of airspace, and availability of alternative navigation aids. Individual countries need to determine what level of implementation of satellite navigation is acceptable for their airspace. This paper examines the various options available for GNSS, ranging from standalone use of the signal to augmentation systems involving the use of differential corrections.This paper also discusses systems that the U.S. and several other countries have implemented to disseminate information regarding GPS satellite out-ages, as well as the impact those outages have on the availability of GPS for navigation. When GPS satellites are taken out of service for maintenance, there is need to interpret the effect of the satellite outage and provide GPS outage information in a format which is meaningful to the pilot during the pre-flight planning process, as well as notification to Air Traffic Control.

GNSS Activities – Report

INTERNATIONAL CIVIL AVIATION ORGANIZATION ACTIVITIES The International Civil Aviation Organization (ICAO) Global Navigat ion Satel l i te System Panel (GNSSP) focus is on the validation and approval of GNSS Standards and Recommended Practices (SARPs). Other issues being discussed included spectrum issues, development of SARPs for groundbased regional augmentation (GRAS), Global Positioning System (GPS) L5 impact on distance measuring equipment (DME) and frequencies for the European Galileo system.

Microwave Landing System Area Navigation

The International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS) states that the Time Reference Scanning Beam (TRSB) Microwave Landing System will supplant the existing Instrument Landing System (ILS) as the recognized international standard as early as 1995. The MLS provides the ability to determine the aircraft's position in three dimensional space over a large coverage volume in the airport terminal area. This affords the capability to navigate and execute approaches throughout this volume of coverage. This technique is known as Microwave Landing System Area Navigation (MLS RNAV). In order to assess and further develop the potential capabilities of MLS RNAV, the FAA Technical Center has undertaken the tasks of performing analytical studies, as well as the development of a prototype MLS RNAV system.