Aéro Montréal hosts ICAO: A live discussion on the development of civil aviation and global air connectivity

Like Aéro Montréal’s Facebook page for a fascinating video discussion on the role of ICAO and other international aviation bodies in the development of civil aviation and global air connectivity! It started at 12.15pm Eastern.

This live webinar : International aviation organizations, role and mission (ICAO, IATA, ACI, IFALPA). Don’t miss this opportunity to ask your questions live directly on the Facebook page. If you encounter difficulties in viewing the below video, it helps to refresh the page.

Today’s webinars will include:

1-Introduction by : Mr. Anthony Philbin from International Civil Aviation Organization (ICAO)
2-From International Air Transport Association (IATA) – Mona Aubin
3-From Airports Council International (ACI) World – Antoine Rostworowski
4-From International Federation of Air Line Pilots’ Associations (IFALPA) – Captain Ron Abel


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A sneak peek at the ICAO/ACI Wildlife Strike Hazard Reduction Symposium

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Making history one test flight at a time

Aircraft manufacturers are amongst the most innovative and dynamic companies in the world. This is part of the reason why aviation is, of course, one of the safest modes of transport in existence. But how do these corporations translate ideas into products? One of the critical steps that must be completed before a new aircraft type can enter service is rigorous testing. To give you some insight of what this actually looks like, Bombardier has provided a video overview of its Global 7000 flight test programme, which has been progressing at a rapid pace.

The aircraft, named the “Powerhouse”, is on track to enter into service in the second half of 2018. Earlier this month, the second flight test vehicle (FTV2) successfully completed its first flight, and has joined FTV1 at the Bombardier Flight Test Centre in Wichita, Kansas, primarily for power plant testing.



Francois Caza, Vice President, Product Development and Chief Engineer, Bombardier noted that they now have a flight test vehicle dedicated to testing the aircraft’s systems and pointed to the data from FTV2 that will supplement the successful results they have already obtained from test rigs, including the Integrated Systems Test and Certification Rig (ISCTR) and, from the extensive flight testing of FTV1 to date.  “We are on track with our test programme and are very pleased with the progression and performance of our flight test vehicles to date. The dedication and collaboration our teams have shown were critical in achieving this significant milestone”, he added.

Bombardier reports that the highly efficient engines on the Global 7000, coupled with the new transonic wing,  will offer an impressive smooth ride, steep approach capability and short field performance. You can watch their video below.



About the Contributor

This article was sponsored and prepared by Bombardier. Bombardier designs, manufactures and supports innovative aviation products and services and provides solutions and training for the business, commercial and other specialized aircraft markets.

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The language of the skies

There are some 100,000 commercial flights each day in the world which means that literally millions of interactions take place between pilots and air traffic controllers. These very often take place in English – a foreign language for the vast majority. So how do these foreign-language discussions take place and how efficient are they? More importantly, are there breakdowns, and if so, what are they due to? And how can we make improvements?

François Grosjean, Ph.D., is Emeritus Professor of psycholinguistics at Neuchâtel University in Switzerland. His domains of interest are the perception, comprehension and production of language, be it speech or sign language, in monolinguals and bilinguals. He also has interests in biculturalism, applied linguistics, aphasia, sign language, and natural language processing. To find answers to these crucial questions, he recently interviewed Dr. Judith Burki-Cohen, who has worked extensively on these questions in her former capacity as a senior scientist at the US Department of Transportation’s Office of the Secretary, Research and Technology. Professor Grosjean has kindly permitted that we reproduce below an excerpt of their discussion, which was originally published in Psychology Today.


FG: There are some instances where communication between pilots and air controllers break down though. Can you tell us how much is due to faulty English as compared to other reasons?

JBC: In addition to readback and hearback errors, there are many reasons why communication breakdowns happen. Faulty English is just one of them and restricted to areas with international flights or pilots. Use of non-standard phraseology may or may not be due to lack of English proficiency. There are also stuck microphones which block an entire frequency and there is frequency congestion where a pilot cannot get a word in.

Another problem is airplane callsign confusions, where a pilot may take a clearance for another airplane with a similar sounding callsign. Certainly, all these issues are not helped with lack of English proficiency as a compounding factor.

FG: How important is accent in communication breakdown since a controller and a pilot might each have a different English accent? Would you have an example of an incident due to this?

JBC: There are certainly complaints from both pilots and controllers, and incidences where accents may have played a role. A quick search of an official reporting system in the United States for “foreign accent” yields just 10 reports filed in the past ten years. However, there are many unreported incidents involving pilots flying into non-English speaking territory, pilots using airports with foreign students, pilots communicating with non-native English speaking crews, and of course air traffic controllers communicating with international flights or pilots.
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FG: Not only may pilots and air controllers have different first languages influencing their English but they might also come from different cultures. How does this affect communication?

JBC: You may be thinking of the 1990 Avianca crash near JFK airport, where 73 of the 158 passengers died. This is a perfect example of James Reason’s Swiss Cheese Model, where several “holes” in the system have to line up to result in an accident. Yes, the Avianca copilot may have been intimidated by the controller’s assertive manner, and a certain “macho” culture may have prevented him from successfully communicating the seriousness of the situation. This is all conjecture, however.

The facts are that the crew did not use the correct phraseology, which would have required them to declare a fuel emergency and request an emergency landing. Also, the crew had failed to obtain weather information before and during the flight and were unaware of the serious weather around JFK airport. Thus, they did not have enough fuel to handle the resulting delays at this notoriously busy airport. Moreover, the captain missed the first approach and had to go around for a second try. Finally, a less busy controller might have further inquired after hearing the non-standard phrase “we’re running out of fuel,” especially with an international crew.

FG: A few years ago, you gave specific recommendations for how air traffic controllers should talk to foreign pilots speaking English. What were they?

JBC: Controllers should be aware that international pilots may be less familiar with the phraseology or that regional phraseologies may differ. Controllers should be especially careful with numbers and stick to giving them in single digits instead of grouping them, that is, “eight” “three” instead of “eighty three”. Grouping occurs differently for different languages (three and eighty in German, or four times twenty and three in French). Units for weights, distances, barometric pressure etc. may also be different in different countries.

Controllers should speak “staccato,” that is, break the instruction up into its component words by inserting short pauses. Recognizing where one word ends and the next begins is notoriously difficult for listeners of a foreign language. And of course controllers should pay extra attention to complete and correct readback. Finally, keeping instructions short will facilitate correct readback and save time over trying to cram too much information into one clearance.

Please click here to consult the full interview by François Grosjean.

Source: Grosjean, Fr., “Bilingualism in the Sky,” Psychology Today, 15 March 2017.


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New bird strike analyses will be available at the Wildlife Strike Hazard Reduction Symposium


The joint International Civil Aviation Organization (ICAO) / Airports Council International (ACI) Wildlife Strike Hazard Reduction Symposium (WSHRS2017) will take place from 16 – 18 May at ICAO Headquarters in Montréal, Canada. It aims to increase the international awareness of the wildlife strike threat to aircraft operational safety; building an international community to exchange ideas, experiences and cooperative efforts to better manage wildlife strike hazards on and in the vicinity of airports; and advancing new technologies and formulating effective strategies in preventing and mitigating the risk of wildlife strikes to aircraft. The event will also be an opportunity for networking, collaboration and coordination between States, industry and other stakeholders.

New bird strike/wildlife analyses will be available at the
Wildlife Strike Hazard Reduction Symposium!

The ICAO Bird Strike Information System (IBIS) is an important element in accident prevention and is highly supported by airlines and experts working to reduce the threat of bird strikes to aircraft. It has contributed significantly to the development of international Standards and Recommended Practices (SARPs) on bird strike hazard reduction.

Over 70,000 bird strikes and wildlife incidents were analyzed for the most recent report, covering the years 2008-2015; the new report will be available for participants at the Symposium. Click here to view the last report, covering the years 2001-2007.


Topics of discussion for the Symposium

programme overview  for the event is available online, and the range of topics include:

The Global Picture
Data on wildlife strikes are valuable in helping the industry to better understand the dynamics of the wildlife strike problem. This session will deliver a status update on a global scale and provide statistical analysis of wildlife strikes. The session will reveal trends that will assist the community in recognizing areas of concern to be addressed through various means, such as effective wildlife control programmes.

Regulatory Framework
Wildlife strikes are an increasing safety and economic concern that have resulted in hundreds of fatalities and enormous annual financial losses to the aviation industry. This session will focus on strengthening the importance of the implementation of ICAO SARP requirements and guidance materials on wildlife control as well as defining areas where new standards need to be developed. CAAs will have the opportunity to present their own national regulatory framework and share their experiences and challenges.

Best Practices
This session will focus on examples of techniques that can be used to deter or control wildlife at aerodromes, such as habitat management and repellent technology. Various stakeholders will have the opportunity to share their best practices from their own realities.

Emerging Technologies, Future Trends and Research
There is a variety of existing and new technologies available to predict and detect wildlife that is potentially hazardous to aircraft operations and provide information to reduce the risk of these hazards. Such technologies and procedures, including predictive and real-time bird avoidance systems, are particularly important in dealing with the significant hazards posed by wildlife beyond the boundaries of airports.

Working Together
The most efficient way to prevent wildlife strikes would involve all stakeholders. This session will bring together airport operators, airlines, air traffic management, aircraft manufacturers and other stakeholders, including wildlife strike committees, to share their viewpoints on working together to reduce wildlife strike hazards.




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Changi Airport’s Lost and Found: The strangest things discovered

It goes without saying, when you’re flying from one country to another, you can easily lose track of your things because of jet-lag or a race to catch a connecting flight. Changi Airport, one of the busiest airports in the world, finds an astounding 3,300 abandoned items – or more – in its terminals every month. Here are some of the most unusual finds at Changi:

A bed frame

Image of white wooden bed frame

The airport’s check-in counters are always busy with activity. While some passengers travel light, there are many who travel with extra baggage that gets forgotten and ends up at the Lost and Found. One of the bulkiest and strangest items found unaccompanied was a full-sized bed frame! Airport staff believe that some travellers may bring the items with them to the airport and then discover that they are too big to bring onboard. Other similarly odd items that are orphaned at the airport include washing machines and wine fridges. You never know what other things you will find…

How about a pet hamster?

An image of a grey syrian hamster

Changi Airport receives the patronage of not just humans, but also their pets! This was proven when the airport witnessed the happy reunion of a hamster with its owner. Discovered in a public area of one of the airport’s terminals, the furry pet was found safe and sound, curled up in its cage. Thankfully, the two were brought together within half an hour.

A gold bar

A gold bar

Perhaps one of the most valuable items lost – and thankfully found – was a 1kg gold bar! Valued at over USD35,000, it was discovered on the ground in the transit area of Terminal 2. The gold bar was kept safe at Lost and Found overnight until the owner – who had already arrived in Penang in Malaysia and filed a police report – returned to Singapore to claim it.

Used dentures

Airport staff find at least one pair of worn dentures every two months in the transit areas of Changi Airport. They usually go unclaimed, so the next time you’re seated beside someone on a plane who appears to be missing teeth, you may consider whether they are actually parked somewhere waiting to be discovered.

Recovering lost items

There are several ways to report or claim a lost item at airports. At Changi Airport you simply visit an information counter at the airport and staff will direct you to Lost and Found. Alternatively, you would call the Changi Contact Centre at +65 6595 6868, or send an email, or file a lost report on the Changi Airport website.

All items found are kept for 60 days from when they are handed over to the Lost and Found department. After the 60-day period, non-personal items such as bags, clothing, watches, etc. are donated to charity. Items containing personal information phones and documents are incinerated.

With Changi serving as a hub for travellers jetting across the globe for countless reasons, it’s not surprising that the airport’s Lost and Found is filled with eclectic and interesting wares. But travellers can rest assured that misplaced items, if found, will be kept safe until they’ve been returned to their rightful owner, so long as they are claimed within 60 days.

About the Contributor

Changi Airport is the world’s sixth busiest airport for international traffic. With over 100 airlines providing connectivity to 380 cities worldwide, Changi Airport handles more than 7,000 flights every week (which works out to one every 90 seconds!). You can visit their website here and their NowBoarding blog here.


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Register now for the ICAO inaugural Global Aviation Security Symposium!

The International Civil Aviation Organization (ICAO), in collaboration with Airports Council International (ACI), will be holding the inaugural Global Aviation Security Symposium (AVSEC2017) from 12 – 14 September, 2017 at ICAO Headquarters in Montréal, Canada.

The three-day Symposium will serve as a platform for promoting the work of ICAO, its Member States and stakeholders in the area of aviation security. AVSEC2017 will bring together AVSEC professionals from around the globe to advance the cultivation of a new mind-set towards aviation security, one that embraces AVSEC as a culture beyond a set of standards. It will also strategically enhance international cooperation and collaboration to address the threat posed by terrorists targeting civil aviation by reinforcing, strengthening and promoting the international framework of aviation security standards.

To complement the Symposium, participants will have the opportunity to experience an interactive exhibition showcasing the latest State and industry AVSEC technology and process innovations, along with dynamic learning workshops that will stimulate panel discussions on current challenges facing aviation security.

The programme for AVSEC2017 is currently in development and will be available shortly. Please continue to check the website for updates.


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A sneak peek at the ICAO/ACI Wildlife Strike Hazard Reduction Symposium

The joint International Civil Aviation Organization (ICAO) / Airports Council International (ACI) Wildlife Strike Hazard Reduction Symposium (WSHRS2017) will take place from 16 – 18 May at ICAO Headquarters in Montréal, Canada. It aims to increase the international awareness of the wildlife strike threat to aircraft operational safety; building an international community to exchange ideas, experiences and cooperative efforts to better manage wildlife strike hazards on and in the vicinity of airports; and advancing new technologies and formulating effective strategies in preventing and mitigating the risk of wildlife strikes to aircraft. The event will also be an opportunity for networking, collaboration and coordination between States, industry and other stakeholders.

Sneak peek at the wildlife strike reporting tools that will be presented at WSHRS2017:

As a solution offered to make wildlife strike reporting much quicker, more efficient, and to reduce the element of human error that often comes with manipulating data, three wildlife strike reporting tools will be introduced and explained at the Wildlife Strike Hazard Reduction Symposium.

Catered to take into account and to serve the current reality of strike reporting for various States, the tools will:

  • Allow for the electronic filing of wildlife strike incidents for States that do not use ECCAIRS and do not have their own databases, eliminating the current need for manual entry of reported data which potentially introduces human error;
  • Demonstrate how ECCAIRS is an effective method for reporting bird strikes, in addition to all incidents and accidents; and
  • For States with existing large non-ECCAIRS databases, create a customized bridge between ECCAIRS and these databases, allowing States to continue using their database while simultaneously creating access to the larger ECCAIRS system for more efficient reporting.




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Aéro Montréal hosts ICAO: A live discussion on the development of civil aviation and global air connectivity

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Cybersecurity: Information-sharing is Critical to Building Aviation System Resiliency

ICAO is preparing for the inaugural ICAO Cyber Summit and Exhibition, a joint aviation safety and security event, with the theme: Making sense of cyber – security, safety and resilience, that will be convened in Dubai, United Arab Emirates from 5 to 6 April 2017. The event, which is being hosted by the General Civil Aviation Authorities (GCAA), will bring together States, industry, partners and other key players to address challenges to aviation resulting from cyber threats for the first time in a high-level strategic forum to discuss current and future cybersecurity issues.

A workshop will be held the day prior to the Summit on 4 April 2017 and will provide participants an opportunity to interact with industry professionals to gain hands-on knowledge of cyber issues. Participants can pre-register for the free event here.

As organizations around the world and in all sectors are fast discovering, cyber attacks have become the “new normal.” It is no longer a question of if an organization will be attacked, it is a question of when. Luc Tytgat, Director of Strategy and Safety Management at the European Aviation Safety Agency (EASA), said recently that aviation systems were subject to an average of 1,000 attacks each month. In the US, Turkey, Sweden, Spain, and Poland, aviation systems infected with malware or security breaches have provoked delays, loss of information, and growing concern among public officials, regulators, aircraft operators, and passengers.

Critical infrastructure serves as the backbone of the economy, and is essential to the functioning of modern society. Protecting critical infrastructure such as power and water supplies, banking and financial services, and transportation systems from cyber attacks is a global issue that requires governments and industry to work together. The economic impact of a coordinated and sustained cyber attack on critical infrastructure is estimated to easily run into the tens of billions of dollars.



A University of Cambridge Centre for Risk Studies report released last year, pointed to one example where a cyber attack on the power distribution network in South-East England would see up to 13 million people hit by blackouts, alongside disruption to a million rail and more than 300,000 air passenger journeys each day.

The potential of large scale cyber attacks against the aviation system is very real. Global aviation has one of the most complex and integrated systems of information and communications technology (ICT). ICT is pervasive across the aviation ecosystem, from designing and manufacturing aircraft to flight operations, reservations and ticketing, maintenance, communications, navigation, surveillance, and air traffic management (CNS/ATM). As a growth sector, the global aviation system is also in a continual state of evolution through the rapid adoption of new technologies, and becoming increasingly interconnected through the integration of subsystems and the exchange of data.

The new generation of aircraft are IP-enabled, and by 2025 up to 70% of the global fleet will provide in-flight connectivity. Specific aircraft interfaces are being designed into the wider aviation ecosystem and easily interface with commercial-off-the-shelf (COTS) technologies. Connectivity enhances aircraft capabilities and passenger amenities, but it also increases the number of entry points into systems. The CNS/ATM system is also becoming more dependent on digital technology enablers. However, certain CNS/ATM technologies were not designed with the cyber threat in mind.

Automated Dependent Surveillance-Broadcast (ADS-B) – a cooperative surveillance technology and an integral component to the future air traffic system – is vulnerable to spoofing and jamming because it is unencrypted and unauthenticated, showing aircraft ID, altitude, latitude/longitude position, bearing, and speed. The same holds true for the Aircraft Communication and Reporting System (ACARS), and without encryption and authentication a malicious actor could inject false data or information into the system, causing havoc for air traffic control and flight operations.

Organizations that make up the aviation system must therefore develop and implement cybersecurity strategies to become more secure, vigilant, and resilient. This will involve more than just adopting good security policies and implementing technical fixes. It also requires that organizations collaborate more and acquire new intelligence about cyber threats through the sharing of information within and across industries. Governments have an important role to play to ensure the right conditions exist that will make this happen.


It is widely recognized that no one organization can have complete awareness of every security threat, vulnerability, and incident that it may face and the assets and processes that need to be protected. However, organizations in the same or similar business sectors that work in comparable environments often have the same security concerns, and sharing security information can help protect their individual organization and increase the effectiveness of the community’s collective response to security attacks. To combat cyber crime, businesses and governments must improve their strategy around cyber threat information-sharing and collaborative communication. The more information organizations have about cyber crime techniques, the better they will understand how cyber criminals operate and what behaviours to look for.

In 2013, the Obama Administration took the step of issuing a Presidential Policy Directive on Critical Infrastructure Security and Resilience that strengthened the partnership with industry and encouraging new information sharing programs such as the creation of the Information Sharing and Analysis Centers (ISACs).

In December 2014, the Civil Aviation Cybersecurity Action Plan was signed by Airports Council International (ACI), Civil Air Navigation Services Organisation (CANSO), International Air Transport Association (IATA), International Coordinating Council of Aerospace Industries Associations (ICCAIA), and ICAO. The Action Plan committed to information sharing and the development and promotion of best practices in combating cyber crime.

Reflecting growing international concern, cybersecurity was on the agenda of the ICAO Assembly in September. ICAO urged Member States to align cybersecurity responsibilities within respective governments and adopt a flexible, outcome-focused approach to deal with new kinds of risks.

In EASA’s new cybersecurity centre, an Aviation Computer Emergency Response Team will help understand the nature of the threats, collect evidence of previous cyber attacks, identify security flaws and vulnerabilities, analyze and develop responses to cyber incidents or vulnerabilities. These efforts mirror recommendations by a 2015 US Federal Aviation Administration (FAA) advisory committee.

Nonetheless, many organizations in the aviation sector have not moved much past discussion and good intentions. Information is not adequately being shared for a variety of reasons, with organizations citing legal reasons or business concerns as the main factors. The reality is that businesses are apprehensive about sharing critical cyber information, even on a voluntary basis. This may be due to law, regulation, or contract, which can create obligations of secrecy and expose a company to legal liability risk if information is shared.

There are also concerns over reputational risk, as a company that discloses its vulnerabilities may cause concern for its customers and shareholders. Disclosed vulnerabilities may even encourage further attacks.

To overcome the reluctance to share information, businesses need to better understand how they can share information safely and effectively and how they can realize the benefits from information sharing. Fundamentally, information sharing is a matter of trust, and governments can help create this trust by clarifying the rights and obligations of those who share and receive information as well as the protections that are offered when the arrangements on information disclosure and use are respected.



Developing an effective information-sharing community requires careful consideration of the oversight and governance arrangements so that members can trust that their rights and obligations are clearly governed and that security measures are in place to prevent the sharing of unauthorized data.

Consideration must be given to the information to be shared, its timing, and the audience: anonymization, redaction, obfuscation, and delay in the release of the information must all be considered in order to minimise individual or collective vulnerability yet still inform recipients. Building effective information-sharing communities can be further enabled through the employment of digital engagement tools and techniques.

Having agreements in place for cross sector sharing will allow the community to learn from other industries’ experiences and lessons learned from cyber attacks that may not yet have manifested in the aviation system. The creation of such information sharing communities could in turn help develop the collaborative relationships with government agencies to provide and be provided with cybersecurity threat information that will help all organizations – public or private – to prevent, detect, and respond to threats in a more timely and effective manner.

Starting small and not initially setting too high ambitions for information sharing communities will help build trust and the type of industry/government collaborative relationships that are needed to prevent, detect, and respond to cyber attacks. This can be covered by the terms of use of an information-sharing platform, which will need to be actively enforced.

Community membership criteria and a clearly defined member application sharing communities already exist. The Gloucestershire Safer Cyber Forum (GSCF) –– was launched by the Gloucestershire’s Police Constabulary as a means to step up the fight against cyber crime. And, the CSO Alliance –– was launched to tackle organized maritime crime, active in over 60 countries, through real-time intelligence-sharing and to promote a coordinated approach to maritime security, from piracy to smuggling, illegal boarding, theft, and corruption, as well as cyber crime.

The valuable human interactions that are facilitated through such secure online members-only platforms help to enhance “security through community,” process are equally important to ensuring members are vetted and duly authorised by their organizations to participate.

The benefits from participating in a digital information sharing community will also need to be realised quickly. The functionality of the technology platform should provide members with the ability to engage, share, and learn of best practices and insights. Value-added content such as statistics, trend analyses, and intelligence reports and this same philosophy and approach needs to be explored and encouraged for the aviation sector.

While there is always a risk that shared information will be misused by a recipient, the experience has been that the benefits of sharing security information within closed communities far outweigh the risks, especially when the digital engagement technology and process environment supports the relevant levels of functionality, security, and privacy that are needed by the community. Strength comes from working together, smartly and securely, utilizing the digital engagement technology that exists today.


Eugene Hoeven is the President and Founding Partner of EH&A Aviation Management Consulting, Montréal, Canada. Previously he was Director ICAO Affairs with the Civil Air Navigation Services Organisation (CANSO) and Director, Risk Management and Insurance at the International Air Transport Association (IATA).

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On International Women’s Day: Women in Aviation

Though to flourish and thrive, the aviation industry needs both men and women on board, we’re celebrating International Women’s Day today and all the women who contribute to the aviation industry every day.

We are optimistic about the future of aviation and we look forward to witnessing the progress in bridging the gender gap.  Several initiatives and partnerships are being undertaken at ICAO to support the advancement of talented women within the global aviation community.  ICAO Assembly Resolution A39-30 on ICAO’s Gender Equality Programme, which promotes the participation of women in the global aviation sector, aims to achieve UN Sustainable Development Goal No.5 on Gender Equality and Empowerment of Women within the framework of the 2030 Agenda.

This video highlights some of the bold women we may not always see, but whose work has had a lasting impact on aviation through the decades:



Multimedia Developer: Margarita Luna

Creative Content: Annie Hui Wen, Jimena Blumenkron and Sara Moubarak



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Airports Council International announces the winners of their 2016 Airport Service Quality Awards

Airports of different sizes and in different regions around the globe are celebrating after Airports Council International (ACI) World announced the winners of their 2016 Airport Service Quality (ASQ) Awards. The ASQ Awards are presented to airports whose customers have rated them the highest over the course of the year, based on their demonstrated commitment to providing excellent customer experience.

As the ASQ programme celebrates its 10th anniversary of assisting airports in best serving their customers, Angela Gittens, the Director General of ACI World, pointed to this year’s group of winners, the largest yet, “These airports have dedicated themselves to delivering a stellar customer experience. Promoting a culture of continuous service improvement has become a matter of gaining competitive advantage and optimizing non-aeronautical revenue performance. ACI proudly recognizes these accomplishments and we look forward to seeking more effective, efficient and profitable ways of serving the flying public together.”

The ASQ programme surveys passengers at the airport on their day of travel, delivering some 600,000 individual surveys in 41 languages in 84 countries every year. They measure passenger reviews on 34 key performance indicators that include airport access, check-in, security screening, restrooms, stores and restaurants. Each airport follows identical surveys, creating an industry database that allows airports to compare themselves to others around the world. The ASQ Programme also has a feature that facilitates sharing of best practices among airport operators.

The ASQ Awards Ceremony will be held later this year during at the 27th ACI Africa/World Annual General Assembly, Conference & Exhibition which will take place in Port Louis, Mauritius from 16–18 October 2017.


Best Airports by Region (over 2 million passengers per year)

Africa: Mauritius Airport

Asia Pacific: Seoul Incheon Airport

Europe: Sochi Airport

Middle East: Abu Dhabi Airport

North America (tie): Indianapolis, Jacksonville and Toronto Billy Bishop Airports

Latin America-Caribbean: Guayaquil Airport


Best Airport by Size

With 2 – 5 million passengers per year (tie): Guayaquil, Jaipur and Sochi Airports

With 5 – 15 million passengers per year (tie): Hyderabad and Tianjin Airports

With 15 – 25 million passengers per year: Haikou Airport

With 25 – 40 million passengers per year: Taipei Taoyuan Airport

With over 40 million passengers per year: Seoul Incheon Airport


Best Airport by Region (under 2 million passengers per year)

Africa: Bloemfontein Airport

Latin America-Caribbean: Puerto Plata Airport

Europe: Murcia Airport

North America: Saskatoon Airport


Best Airport by Size and Region 


2 to 5 million passengers per year: Jaipur Airport

5 to 15 million passengers per year: Tianjin Airport

15 to 25 million passengers per year: Haikou Airport

25 to 40 million passengers per year: Taipei Taoyuan Airport

Over 40 million passengers per year: Seoul Incheon Airport



2 to 5 million passengers per year: Sochi Airport

5 to 15 million passengers per year: Porto Airport

15 to 25 million passengers per year: Vienna Airport

25 to 40 million passengers per year: Moscow Sheremetyevo Airport

Over 40 million passengers per year: London Heathrow Airport


Latin America-Caribbean

2 to 5 million passengers per year: Guayaquil Airport

5 to 15 million passengers per year: Punta Cana Airport


Middle East

5 to 15 million passengers per year: Amman Airport


North America

2 to 5 million passengers per year: Toronto Billy Bishop Airport

5 to 15 million passengers per year: Indianapolis Airport

15 to 25 million passengers per year: Tampa Airport

25 to 40 million passengers per year: Minneapolis Airport

Over 40 million passengers per year: Dallas Fort Worth Airport


Most Improved Airport

Africa: Bloemfontein Airport

Asia Pacific: Makassar Airport

Europe: Krakow Airport

Middle East: Abu Dhabi Airport

North America: Columbus Airport

Latin America-Caribbean: Oranjestad Airport


For a complete list of all the winners, download the PDF version of ACI’s Media Release.


ACI’s Airport  Service Quality (ASQ) is the world-renowned and globally established global benchmarking programme measuring passengers’ satisfaction while they are travelling through an airport.  Airports Council International (ACI), the trade association of the world’s airports, was founded in 1991 with the objective of fostering cooperation among its member airports and other partners in world aviation, including the International Civil Aviation Organization, the International Air Transport Association and the Civil Air Navigation Services Organisation. In representing the best interests of airports during key phases of policy development, ACI makes a significant contribution toward ensuring a global air transport system that is safe, secure, efficient and environmentally sustainable. As of January 2017, ACI serves 623 members operating 1,940 airports in 176 countries.

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Aéro Montréal hosts ICAO: A live discussion on the development of civil aviation and global air connectivity

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Register now for the ICAO inaugural Global Aviation Security Symposium!