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2.1 Convention on International Civil Aviation

Introduction

In response to the invitation of the United States
Government, representatives of 54 nations met at
Chicago from November 1 to December 7, 1944,
to "make arrangements for the immediate
establishment of provisional world air routes and
services" and "to set up an interim council to
collect, record and study data concerning
international aviation and to make
recommendations for its improvement." The
Conference was also invited to "discuss the
principles and methods to be followed in the
adoption 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 the
United Nations charged with coordinating and regulating international air travel. The
convention establishes rules of airspace, airplane registration and safety, and details the
rights 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 a
specialized 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 links
section.

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

Wikipedia


2.2 International Civil Aviation Organisation (ICAO)

Foundation of the International Civil Aviation Organization (ICAO)

The consequence of the studies initiated by the US and subsequent consultations between
the Major Allies was that the US government extended an invitation to 55 States or
authorities to attend, in November 1944, an International Civil Aviation Conference in
Chicago. 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 highest
possible degree of uniformity in regulations and standards, procedures and organisation
regarding 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 field
because the Conference laid the foundation for a set of rules and regulations regarding air
navigation as a whole which brought safety in flying a great step forward and paved the way
for 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 had
signed an Interim Agreement, which foresaw the creation of a Provisional International
Organization of a technical and advisory nature with the purpose of collaboration in the field
of international civil aviation (PICAO). This Organization was in operation from August 1945
to April 1947 when the permanent ICAO came into being. Its seat was in Montreal, Canada
and in 1947 the change from PICAO to ICAO was little more than a formality. However, it
also brought about the end of ICAN because, now that ICAO was firmly established, the
ICAN member States agreed to dissolve ICAN by naming ICAO specifically as its successor
Organization.

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 training
and licensing of aeronautical personnel both in the air and on the ground,
communication systems and procedures, rules for the air and air traffic control
systems and practices, airworthiness requirements for aircraft engaged in
international air navigation as well as their registration and identification, aeronautical
meteorology and maps and charts. For obvious reasons, these aspects required
uniformity on a world-wide scale if truly international air navigation was to become a
possibility. 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 be
avoided;

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

To meet the latter objective it was agreed to sub-divide the surface of the earth into a
number of "regions" within which distinct and specific air navigation problems of a similar
nature existed. A typical example of this process is illustrated by a comparison of the so
called "North Atlantic Region (NAT)", where the primary problems concern long-range
overseas navigation, with the "European-Mediterranean region EUR)" where the
coordination of trans-European operations with domestic and short range international traffic
constitutes 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 it
was agreed that this could best be achieved by the creation of a number of Regional Offices
which were to be located either in the Region they served or, if more than one Region was to
be served by such an Office, as close as possible to the Region concerned.

As a consequence of the above ICAO adopted the
concept of Regions and Regional Offices on the
understanding that any regional activities could only be
undertaken provided they did not conflict with the
worldwide activities of the Organization. However, it was
also recognised that such activities could vary from
Region to Region taking into account the general
economic, technical or social environment of the Region
concerned.

According to the depositary, the Government of the United
States of America, ICAO comprises of 190 Contracting
States.






Mr. E. Warner, First President of the
Council 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 nations
whose aim was to assure the safe, orderly and economic development of international air
transport. This article outlines the history of the emblems, which have been used by TCAO
until 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 Presentation
Branch of the United States Office of Strategic Services in April 1945 in response to a
request for a lapel pin to be designed for the "United Nations Conference on International
Organization" to be held in San Francisco. Among the various designs that came out, an
azimuthally equidistant projection of the world map centred on the North
Pole and showing all countries in a circle with a Figure 1 softening touch
of crossed branches of olive was retained as the unofficial emblem Figure
1 and appeared on the original copy of the UN Charter signed on 26 J une
1945 and on early UN documents. The projection of the map extends 40
0

South Latitude and includes four concentric circles. It should be noted
that the 100
th
meridian west of Greenwich was made the vertical axis of
the 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, which
suggested the adoption of an emblem for the United Nations. The Sixth Committee,
responsible for legal questions, brought several modifications to the original design which
had been used at San Francisco to include all the countries to the sixtieth parallel and to
make the Greenwich meridian as vertical axis in order to avoid the truncation of countries
and 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 Resolution
92-0 on 7 December 1946 by the First Session of the UN General Assembly, held in New
York.

DESCRIPTION OF THE UN EMBLEM

The design adopted for the UN emblem may be described as follows: a
map of the world on a north polar azimuthally equidistant projection
inscribed in a wreath of crossed conventional branches of au olive tree;
the projection extends to 60 degrees south latitude and includes five
concentric circles, all except the central circle being divided into octants,
with the Greenwich meridian as the lower vertical axis. The two symbols
composing the UN emblem are the olive branch, which can be traced
back to ancient Greece as a symbol of peace and the world map, which
depicts the area of concern to the United Nations in achieving its primary
intended purpose of maintaining international peace and security. The
map projection, occasionally referred to as Guillaume Postels projection, represents the
world somewhat as a round stadium in which all nations are assembled. The design
possesses the essential requirements of simplicity and dignity, as well as an aesthetic
quality, which have enabled it to survive with a considerable measure of success as an
effective international symbol enjoying global acceptance.

ICAO EARLY EMBLEMS


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


In October 1950, these early designs were
substituted by other similar emblems Figures
6 and 7, which were a combination of the
early designs with four concentric circles, all
being divided into octants, inscribed in a
wreath of crossed conventional branches of
olive tree, and therefore show similarities with
the emblem of the United Nations.

Further to a request from ICAO to
standardize 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 J uly
1952, agreed that, when new Agencies were considering the adoption or changing an
emblem, they should bear in mind the desirability of basing their design on the United
Nations emblem.
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The early emblems had been occasionally subject to criticism with
respect to their design and also to the value of their symbolism; it was
also felt that ICAOs emblem should follow more closely the pattern of
the United Nations, putting an additional accent on the idea of unity of
the United Nations family of international organizations.

In 1954, the two hemispheres between the wings were removed from
the 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 emblem
Figure 8.

FIRST OFFICIAL EMBLEM

A modified version of the emblem, with the wings relocated slightly
higher on the globe for better balance Figure 9, was approved by the
Secretary General of ICAO on 6 J anuary 1955; at this stage. He
decided that steps should be taken towards adopting an ICAO emblem,
as none of the prior emblems had ever received formal recognition by
the Council or the Assembly. On 21 February 1955, the Secretary
General of the United Nations authorized the use of the United Nations
emblem with the design of the wings superimposed to serve as the
official emblem of ICAO.

In August 1955, the new emblem, as approved by the United Nations, was submitted for
formal approval by the ICAO Council. When considering the design of this new emblem, the
Council felt that the incorporation of the initials "ICAO" and "OACI" would identify it more
clearly with the Organization these acronyms would refer to the English, French and Spanish
denominations of the International Civil Aviation Organization, as the original text of the
Convention 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 official
emblem; six staff members submitted ten different designs. The ad hoc Committee on ICAO
emblem 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 basic
design in use since 1951, the emblem as per Figure 10 was eventually
selected to maintain the practical advantages of retaining a visible sign
of ICAOs relationship with the United Nations, as a radically different
ICAO emblem would have taken many years before achieving the
currency which had been attached in many countries of the World to
the widely-recognized "UN crest".

ICAO Council agreed to recommend to the Assembly this first official
emblem (Figure 10), which was adopted by the 10th Session of the Assembly, held in
Caracas in J uly 1956 Resolution A10-11.

SECOND OFFICIAL EMBLEM

The Union of Soviet Socialist Republics USSR deposited adherence
to the Convention on International Civil Aviation on 15 October 1970
and became the 120
th
member of ICAO on 14 November 1970.
Further to a request of the Deputy Minister of Foreign Affairs of the
USSR on 30 October 1970, the Assembly decided at its 18
th
Session
in 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 ICAO
emblem (Figure 11) incorporating the initials of the Organization in Cyriffic alphabet in
recognition 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 new
official emblem Resolution 4.21-4. It should be noted that the Cyrillic characters adopted for
the emblem do not correspond to the initials of the Organization in Russian, but rather the
transliteration of the English ICAO. ICAO became also the only UN Specialized Agency to
include 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 correspondence
between ICAO and the Arab States and interpretation at the Assembly Sessions and
Regional Meetings for the Middle East. The use of Arabic in ICAO had been on a pragmatic
and reasonable approach taking into account the real needs of the Arab Contracting States
and the conditions at ICAO. The 26th Assembly held in 1986 approved Arabic as a working
language at ICAO.

In 1977, the 22nd Session of the Assembly had decided to adopt the Chinese language as
one of the working languages of ICAO. In accordance with the decision to extend the use of
the 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 the
introduction of Arabic and Chinese as working languages of the
Organization In view of the difficulty in accurately reproducing the
Chinese characters, it was initially proposed to limit their number in the
emblem and to show only "Civil Aviation Organization" in Chinese. A
further proposal for the amendment of the Chinese-language inscription
to be used on the emblem (Figure 13), reflecting more accurately the fill
name of the Organization, was submitted by China. Despite the fact that
the Arabic inscription appearing in the emblem was not an Arabic word
but 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 review
the 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 its
anniversaries, as shown at Figures 14 to 18.

At the invitation of the ICAOs Secretary General, staff members were invited in February
1993 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 the
selected 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 Procedure
Writer 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 a
consistent evolution of the design according to the languages used by the Organization, with
however 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 orderly
development of civil aviation.














The International Air Transport Association (IATA)

The International Air Transport Association is an
international industry trade group of airlines
headquartered in Montreal, Quebec, Canada (where
the ICAO also happens to be headquartered, even
though they are different entities).

IATA was formed in April 1945, in Havana, Cuba. It is
the successor to the International Air Traffic Association,
founded in The Hague in 1919, the year of the world's
first 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 140
nations in every part of the globe.

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

1. South, Central and North America.
2. Europe, Middle East and Africa. IATA Europe includes the geographical Europe and
the 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 regulatory
authorities in the world to consult prices with each other through this body. However, the
organisation has been accused of acting as a cartel, and many low cost carriers are not full
IATA members. The European Union's competition authorities are currently investigating the
body. In 2005 Neelie Kroes, the European Commissioner for Competition, made a proposal
to lift the exception to consult prices. In J uly 2006 the United States Department of
Transportation also proposed to withdraw antitrust immunity. IATA teamed with Sita for an
electronic ticketing solution.

IATA assigns 3-letter IATA Airport Codes and 2-letter IATA airline designators, which are
commonly 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, IATA
assigns 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 practical
purposes this, and giving permission to sell airline tickets from the participating carriers, is
achieved through national member organisations.

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

Air Transport Association (ATA)

Formation 1936
Headquarters Washington, DC
Membership 17 airlines
Key people J ames C. May, President and CEO
Website http://www.airlines.org
The Air Transport Association
(ATA) is Americas oldest and
largest airline trade association.
ATAs 18 member airlines and
their affiliates transport more than
90 percent of U.S. airline
passenger and cargo traffic. U.S.
airlines founded the association in
1936 and it is based in
Washington, D.C.

ATA advocates on behalf of the airline industry and is involved in many prominent aviation
issues. ATAs senior staff members have testified before Congress on numerous legislative
and 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 control
system. This system will update the current 1950s radar based technology with a modern,
satellite-based navigation system.[4] Aviation experts predict that a modern ATC system will
save jet fuel and reduce delays by allowing planes to fly shorter routes and by allowing more
aircraft to fly safely at any given time. Modernizing the air traffic control system would also
reduce 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 the
aviation 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 of
passengers 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 combined
with ATA Spec 2100 to produce the ATA iSpec 2200: Information Standards for Aviation
Maintenance manual.

This specification defines a widely-used numbering scheme for aircraft parts and the
appearance of printed aircraft maintenance information. The Federal Aviation
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Administration's J ASC (J oint Aircraft System/Component) code table provides a modified
version of ATA Spec 100.

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

The format and content guidelines define the data prepared as conventional printed
documentation. In 2000, ATA Spec 100 and ATA Spec 2100 were incorporated into ATA
iSpec 2200: Information Standards for Aviation Maintenance. ATA Spec 100 and Spec 2100
will not be updated beyond the 1999 revision level.
Appendix 1

ICAO airport code

The ICAO (IPA pronunciation: [a'ke jo]) airport code or location indicator is a four-letter
alphanumeric code designating each airport around the world. These codes are defined by
the 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 are
used for airline timetables, reservations, and baggage handling. ICAO codes are also used
to 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 are
comprehensive. In general, the first letter is allocated by continent and represents a country
or group of countries within that continent. The second letter generally represents a country
within that region, and the remaining two are used to identify each airport. The exception to
this 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 assigned
three-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 (Dulles
International Airport, Chantilly, Virginia). These codes are not to be confused with radio or
television call signs, even though both countries use four-letter call signs starting with those
letters.

However, because Alaska, Hawaii and other United States territories have their own 2-letter
ICAO prefix, the situation there is similar to other smaller countries and the ICAO code of
their airports is typically different from its corresponding 3-letter FAA/IATA identifier. For
example, Hilo International Airport (PHTO vs ITO) and J uneau International Airport (PAJ N vs
J NU).

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

List of 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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Peninsular
Malaysia

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 J ohor WMKJ J HB Sultan Ismail
International (near J ohor
Bahru) Airport

Sepang Selangor WMKK KUL Kuala Lumpur
International Airport

Subang Selangor WMSA SZB Sultan Abdul Aziz Shah
Airport

Tioman Island J ohor WMBT TOD Tioman Airport
(Pulau Tioman)

East Malaysia

Ba'kelalan Sarawak WBGQ BKM Ba'kelalan Airport
Bario Sarawak WBGZ BBN Bario Airport

Bintulu Sarawak WBGB BTU Bintulu Airport

Kota Kinabalu Sabah WBKK BKI Kota Kinabalu
International 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 / RMAF
Territory 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 Airport
Sarikei

Tawau Sabah WBKW TWU Tawau Airport



Further reading:

1. http://www.icao.int/icao/en/m_about.html
2. http://en.wikipedia.org/wiki/IATA
3. http://en.wikipedia.org/wiki/American_Translators_Association