< PreviousThe main features of Montréal’s development as a world air centre were also more specifically highlighted. In 1923, Canadian Vickers Limited began building flying boats there and five years later St. Hubert airport was inaugurated. Airmail services were an important component of early air transport and, prior to the war, Canada carried more airmail than any other country in the world. In 1930, the British airship R-100 made its first trans-Atlantic flight to Montréal. During that same year, 42 out of the 146 airplanes manufactured in Canada were built in the city of Montréal. In 1936, air express for valuable freight was organized, linking Montréal with 32 countries of the world. By 2007, Montréal was the only city in the world where, within a radius of 30 kilometres, one could build an airplane from A to Z: landing gear to the motor, through the wings and assembly. This made Montréal the third largest aircraft manufacturing hub in the world, behind Toulouse, France, and Seattle, USA. ICAO AND THE UNITED NATIONS At the Chicago Conference, the drafters of the Convention on International Civil Aviation had anticipated the emergence of a United Nations (UN) type of post- war organization. Accordingly, they wrote into the Convention a provision covering the possibility of ICAO becoming a constituent of such an organization: November 1944 – The Chicago Conference in the Grand Ballroom of the Stevens Hotel. ICAO Council 2007 Article 64: The Organization may, with respect to air matters within its competence directly affecting world security, by vote of the Assembly, enter into appropriate arrangements with any general organization set up by the nations of the world to preserve peace. At the first ICAO Assembly held in May 1947, Resolution A1-2 was adopted by 8 | ICAO JOURNAL | ISSUE 2 | 2019 THE HISTORY OF ICAOunanimous vote of the 32 Contracting States represented at the 3rd Plenary Meeting. This approved the agreement of relationship with the UN and authorized the President of the Council to sign a protocol bringing into force the agreement concerning such a relationship between the UN and ICAO. Edward Pearson Warner, first president of the PICAO and the ICAO Council, signed the protocol on 3 October 1947 and ICAO became a UN specialized agency. By this agreement, each organization undertakes to fulfil certain requirements whereby the other may participate in its work in the measure required for fulfilment of certain articles of the Chicago Convention and the Charter of the UN. While ICAO remained an independent and autonomous agency, its acquisition of constituency status in the United Nations organization was a major step, which greatly benefited many of its Contracting States in the years which followed, mainly through the United Nations Programme of Technical Assistance. As a Specialized Agency of the United Nations, ICAO works closely with the UN, and particularly with the Economic and Social Council. In light of its technical mandate, ICAO also works closely with other UN Specialized Agencies and International Organizations, such as: • International Telecommunications Union (ITU); • International Atomic Energy Agency (IAEA); • International Labour Organization (ILO); • International Maritime Organization (IMO); • Universal Postal Union (UPU); • World Meteorological Organization (WMO); • World Health Organization (WHO); and • World Tourism Organization (UNWTO). AVIATION GOVERNANCE AND ADVANCES PRE-ICAO Well before the Chicago Convention and ICAO were conceived, aeronautical authorities had already begun to meet internationally. In 1880, the Institut de Droit International (Institute of International Law), a private association of eminent jurists from many countries, included aviation on the agenda of its convention held in Oxford, England. The Comité juridique international de l’aviation, established in Paris in 1909, prepared a draft International Code of the Air (“Code de l’air”) through its national committees; the first congress of this new organization was held at Paris in 1911 and two other congresses were convoked previous to the World War I: one at Geneva in 1912; and the other at Frankfurt-am-Main in 1913. Unfortunately, this Code was not completed before World War I; but this effort was not without its influence on the further development of aviation legislation. Called by a decree of the French Government and in connection with the Universal Exhibition in 1889, the first International Congress of Aeronautics met at Paris with delegates from Brazil, France, Great Britain, Mexico, Russia and the United States. It was not, however, a conference of States, since the delegates were not representative of their governments with plenipotentiary power. The delegates agreed to refer questions of a complex nature to a Permanent International Aeronautics Commission, which, subsequently, held meetings at Paris (1900), Milan (1906), Nancy (1909) and Turin (1911). Moreover, another attempt of jurists at codification was the International Juridical Congress for the Regulation of Air Locomotion held at Verona in 1910. Internationalism was in the winds. Military aviation concerns were raised in these fora at a very early stage. The First International Peace Conference, held at The Hague, in 1899, prohibited for example the discharge of projectiles and explosives from balloons or by other methods of similar nature. This declaration was not renewed, however, at the Second Hague Conference assembled in 1907. The date of 17 December 1903 marked not only the first flight of the Wright brothers, but also the birth of international civil aviation, as we know it today. Already in the early years of aviation, people with foresight had realized that the advent of the airplane added a new dimension to transport, which could no longer be contained within strictly national confines. Not only was international flight of heavier-than-air vehicles rapidly emerging, but balloons and dirigibles also began crossing sovereign domestic borders with increasing frequency. In 1905, France formed the first Fédération aéronautique internationale (FAI). It was established as a non- governmental and non-profit organization to promote aeronautical and astronautical activities worldwide, First ICAO Convention, 1947, Montréal. THE HISTORY OF ICAO www.ICAO.int | 9particularly in the field of air sports, as well as to encourage related skills, proficiencies and safety measures. On 25 July 1909, Louis Blériot piloted a monoplane he’d invented with a 25-horsepower engine (Blériot XI) across the English Channel from Calais, France, to Dover, England. No legal steps had been taken to authorize this flight, or its landing in a foreign country, and Blériot did not even carry an identification document. In 1908, at least 10 German balloons were alleged to have crossed the Franco-German border and landed on French soil carrying more than 26 aviators, the majority of them German officers. Wishing to avoid an international confrontation, the French government proposed that an international conference be convened with the purpose of devising regulatory procedures relating to flights into and over foreign territory. As a result, at the invitation of France, the first important conference on an international air law was convened in Paris in 1910 (the Conférence internationale de navigation aérienne, or International Air Navigation Conference, held at the Ministry for Foreign Affairs). The 1910 Paris Conference represented the first diplomatic effort to formulate the principles of international law relating to air navigation and was of great historical importance. Nineteen European States attended this conference (Austria-Hungary, Belgium, Bulgaria, Denmark, France, England, Germany, Italy, Luxembourg, Monaco, Netherlands, Portugal, Romania, Russia, Serbia, Spain, Sweden, Switzerland and Turkey). Nations from other continents were not invited given that the prospect of their aircraft operating in Europe was not possible at that time. The technical work developed for the Paris Convention of 1910 and 1919 Paris Air Navigation Convention was insightful and comprehensive. France’s Louis Blériot crossed the English Channel in his 25-horsepower engine Blériot XI monoplane without permission and with no identification. Commissions at the conference were convened on the law of nations, administrative and technical issues, customs, and on the regulation of aerial navigation, and a number of basic principles governing aviation were eventually set out in what was referred to as the Projet d’une convention internationale relative à la navigation aérienne. This draft international convention relating to aerial navigation comprised seven chapters and 55 articles, and these in turn were contained in three annexes on Marks of Nationality and Registration, Aircraft Characteristics, and Rules Of The Air Traffic. The chapters foreseen to be contained within the Annexes were: 1. Nationality of Aircraft and Registration Requirements 2. Approval and Airworthiness Certificates 3. Authorization for Air Traffic within the Borders and above a National Territory 4. Regulations on Take-off, Landing and Flight 5. Customs and Freight 6. Public Aircraft 7. Final Provisions The important issue of equal treatment of all civil aircraft, whether national or foreign, within usable airspace was to become the obstacle beyond which the conference was unable to progress. Thus, the cause of failure of the conference was not the impossibility of reaching agreement as to the legal status of airspace, but centered instead 10 | ICAO JOURNAL | ISSUE 2 | 2019 THE HISTORY OF ICAOaround political complications. Those attending the conference were divided between the concept of a ‘freedom of the air’ (paralleling that of the sea), and the concept of national sovereignty extending to its sky rights. The Paris Conference therefore ultimately concluded with an acknowledgement of failure of sorts, since despite the progress which was made, no government subsequently took action on its ratification. In 1913, an attempt by an International Committee of Aeronautic Law in Brussels to resume the work of the Paris conference, through the Belgian Government, was also met with failure. In 1911, the British Parliament passed the Aerial Navigation Act, giving Britain the power to close British airspace – including parts of the English Channel – to all foreign aircraft. At that time, Europe was essentially on a war footing and many European countries passed similar legislation. Because of the lack of success with the first Paris Convention of 1910, the problems of international aviation were essentially left to be resolved through incremental bilateral agreements until the subsequently successful 1919 Paris Air Navigation Convention was established. It should be noted that there were remarkable similarities in the content, substance, and even in the precise wording of the articles and annexes of the 1910 and 1919 Conventions, demonstrating that despite the political complexities which ultimately condemned the former, the technical work developed on its behalf was insightful and comprehensive. In March 1916, during WWI, the First Conference of Pan-American Aeronautics, held in Santiago de Chile, recommended to the countries of North and South America that consideration be given to the necessity to unify their aerial legislation as well, so as to formulate an international air code of laws on aeronautics. Matters to be covered were enumerated but nothing ended up happening before the end of the war and the drafting of the 1919 Paris Convention. While WWI had for the most part interrupted diplomatic negotiations on international civil aviation, the tremendous development of military aviation during its time period brought about a decisive change in governmental attitudes towards air transport. This awareness led to an Inter-Allied Aviation Committee being established in 1916 by France, Great-Britain, Italy, and the USA, in order to coordinate aircraft fabrication and to standardize aeroplanes, motors, and other aircraft materials. This event clearly stressed the necessity of cooperation in post- war international aviation, and agreed more generally on the principle of State sovereignty in the air as established through other pre-1919 air transport activities. NEW INNOVATIONS AND A DYNAMIC FUTURE FOR INTERNATIONAL AVIATION For 75 years as of 2019, the Convention on International Civil Aviation has proven flexible and effective in permitting its signatory States to share their skies to their mutual benefit. Indeed, for many countries, and especially those characterized by Landlocked and Small Island Developing State status, air transport connectivity serves as a critical economic lifeline and plays a very important role in supporting countries’ efforts to achieve the 17 Sustainable Develop Goals (SDGs) adopted under the UN’s Agenda 2030. Helping governments appreciate these links between their aviation investments and overall economic potential is a key priority for ICAO today, but in 2019 our sector finds itself confronted by a veritable revolution in what powered flight will mean to 21st century civil societies. This refers not only to the millions of smaller drones being used for an almost endless variety of purposes around the world today, but also many other aircraft types. At one end of this spectrum we’ll see autonomously controlled aircraft navigating residential and urban environments to taxi us to local destinations and deliver goods. And at the other, sub-orbital planes will be moving at super- or hyper-sonic speeds, right alongside sub-orbital and commercial space transport flights. These new model aircraft will not only be transporting people and goods – they’ll also be providing services which are entirely new aviation deliverables such as internet access, emergency logistics, and many others not yet dreamed of. ICAO views this revolution more as an evolution, and recognizes that its mission and role is to anticipate, enable, and guide it. As standards setters, the Organization must nurture innovation in all its forms, but also safeguard the basic interoperability among nations which has made air transport such an incredible force for peace, prosperity and economic growth on a truly worldwide basis. It also has a critical responsibility to ensure that there are sufficient numbers of skilled personnel to manage 21st century aviation. Achieving greater gender equality sector-wide, whether for pilots or other skills-based or managerial roles, will be critical to this objective. Climate change and emissions reduction will perhaps be aviation’s most challenging priorities going forward, as increasing numbers of global citizens place higher and higher levels of environmental scrutiny on In 2019 our sector finds itself confronted by a veritable revolution in what powered flight will mean to 21st century civil societies. THE HISTORY OF ICAO www.ICAO.int | 11www.caainternational.com Part of the UK CAA International Group Together for better aviation At CAA International, we want to add a positive stamp to the aviation world. As the technical cooperation and training arm of the UK Civil Aviation Authority, we are committed to improving global aviation standards and supporting affordable, sustainable development goals. We have advised governments, aviation authorities, agencies and organisations in more than 140 countries, helping ICAO Member States design, implement and maintain regulatory best practice and comply with international standards. By helping to shape international legislation, improve operational safety performance and regulatory capacity, we’re working to support the sustainable success and global confidence in aviation. For us, there’s only one destination. Advancing aviation standards worldwide. 114019 CAAi_Global advert_210x276.indd 118/09/2018 10:42 every area of human endeavour. Even though air transport has one of the most accomplished emissions reduction records of any major industrial or transportation activity, the future will not likely see aviation being given any free passes where climate change responsibilities are concerned. Looking ahead we should expect to see a transformative evolution in how information is exchanged and airspace is managed in the 21st century Air Traffic Management (ATM) system. Fortunately, many of these new technologies and operations will also result in decreased emissions and noise from aviation. The future should also see ICAO addressing remotely piloted and autonomous aircraft through an entirely new and customized form of ‘unmanned air traffic management’, in response to calls from both governments and innovators for a standardized global UTM approach. And underlying all of these developments will be the new and emerging cyber threats which confront all citizens and organizations today. ICAO itself has faced malware and other attacks of this nature, but in terms of safeguarding the day-to-day transit of tens of millions of people, the aviation sector and world governments are already hard at work on assuring and maintaining a robust and responsive cybersecurity framework. Aviation’s goal in this regard is not to prescribe what firewall someone should use, but rather to establish a comprehensive sectoral performance architecture and a secure core foundation for digital interoperability. In today’s world our digital security foundation is largely realized through ‘certificated identities’, and so ICAO’s more specific challenge is to harmonize the identity certification process in order to protect the myriad information streams required in our network. The organization therefore signed an MoU earlier this year with the Internet Corporation for Assigned Names and Numbers, better known as ICANN, and our agencies are now exploring how to secure aviation’s digital certifications and communications. Blockchain technology should be highly relevant to these efforts, in light of its potential to exclude the loss, distortion, or forgery of vital data. Indeed, aviation blockchain applications are now being envisioned wherever there’s a need to manage and update complex and safety critical records, including personnel licensing, aircraft maintenance, operational approvals, or cargo manifests. In a similar vein, ICAO also envisions wide-ranging Fourth Industrial Revolution applications for artificial intelligence and machine learning in air transport. AI will help us to collect and analyze real-time data on aircraft weight, route, distance, and other fuel efficiency factors, to optimize crew and fatigue management priorities, and to help avoid over-booking and other reservations challenges. The potential inherent in these new technologies is virtually limitless for a system as complex and time-sensitive as aviation is today. While we will all be called upon to think faster and respond more quickly than ever in the years ahead, at the same time ICAO is reassured that international aviation’s built- in requirements for consensus and interoperability will protect air transport from the risks inherent in moving too quickly with nascent technologies. The ‘need for speed’ is very important in today’s world, but ICAO and the aviation sector will work together to make sure that being responsive and dynamic doesn’t ever affect the incredible safety, security and efficiency performance which has made aviation such an incredible force for peace and prosperity wherever aircraft fly. A concept of the future of urban aviation 12 | ICAO JOURNAL | ISSUE 2 | 2019 THE HISTORY OF ICAOwww.caainternational.com Part of the UK CAA International Group Together for better aviation At CAA International, we want to add a positive stamp to the aviation world. As the technical cooperation and training arm of the UK Civil Aviation Authority, we are committed to improving global aviation standards and supporting affordable, sustainable development goals. We have advised governments, aviation authorities, agencies and organisations in more than 140 countries, helping ICAO Member States design, implement and maintain regulatory best practice and comply with international standards. By helping to shape international legislation, improve operational safety performance and regulatory capacity, we’re working to support the sustainable success and global confidence in aviation. For us, there’s only one destination. Advancing aviation standards worldwide.ECONOMIC DEVELOPMENT OF AIR TRANSPORT A long-term global perspective for maximizing the benefits of aviation The availability of sustainable air connectivity can support trade and tourism and create significant opportunities for local citizens, businesses and producers to access foreign supplies and markets. While there is no single definition of air connectivity, it can be viewed as the ability of a network to move passengers, cargo and mail involving the minimum of transit points, which makes the trip as short as possible with optimal user satisfaction at the minimum price possible. GROWTH OF AIR TRANSPORT Air transport has continued to expand and demonstrate strong growth since 2010, irrespective of the challenging global macroeconomic conditions and despite the security and health concerns raised in different parts of the world. According to recent estimates, the total economic impact (direct, indirect, induced and tourism-connected) of the global aviation industry reached USD 2.7 trillion, some 3.6 percent of the world’s 50 100 150 200 250 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 1 9 4 4 1 9 4 6 1 9 4 8 1 9 5 0 1 9 5 2 1 9 5 4 1 9 5 6 1 9 5 8 1 9 6 0 1 9 6 2 1 9 6 4 1 9 6 6 1 9 6 8 1 9 7 0 1 9 7 2 1 9 7 4 1 9 7 6 1 9 7 8 1 9 8 0 1 9 8 2 1 9 8 4 1 9 8 6 1 9 8 8 1 9 9 0 1 9 9 2 1 9 9 4 1 9 9 6 1 9 9 8 2 0 0 0 2 0 0 2 2 0 0 4 2 0 0 6 2 0 0 8 2 0 1 0 2 0 1 2 2 0 1 4 2 0 1 6 2 0 1 8 Freight Tonne–Kilometres (billion) Revenue Passenger–Kilometres (billion) Oil crisis Iran–Iraq War Gulf War Asian crisis 9/11 terrorist attack SARS World Recession Air Passenger Traffic Evolution Source: ICAO Annual Report of the Council USD 2.7 trillion Total Economic Impact (direct, indirect, induced and tourism-connected) of the global aviation industry USD 5.7 trillion by 2036 65.5 million jobs Supported globally by the air transport industry gross domestic product (GDP). The air transport industry also supported a total of 65.5 million jobs globally. 98 million jobs by 2036 14 | ICAO JOURNAL | ISSUE 2 | 2019 ECONOMIC DEVELOPMENT OF AIR TRANSPORTThe future outlook also remains positive. The latest ICAO long-term traffic forecasts indicate that both air passenger traffic and air freight traffic are expected to more than double by 2035, characterized by a 4.3 percent annual growth rate for passenger traffic and 3.9 percent for freight traffic. This growth holds tremendous economic potential that will support all States in achieving the United Nations (UN) 2030 Agenda for Sustainable Development. In 2036, aviation is estimated to provide 98 million jobs and generate USD 5.7 trillion in GDP. ECONOMIC DEVELOPMENT OF AIR TRANSPORT Each State has the primary responsibility for its own aviation development, and the role of public policies and strategies cannot be overemphasized in fostering growth in the air transport industry. To maximize aviation’s contribution to economies and the use of aviation as an effective development tool, a long-term, global perspective is required. ICAO’s Strategic Objective of the Economic Development of Air Transport reflects the need for ICAO´s leadership in harmonizing air transport’s framework of economic policies and R e v e n u e P a s s e n g e r–Kilomtres (RPK) (billion) International RPKDomestic RPK 0 5,000 10,000 15,000 20,000 25,000 19952000200520102015202020252030203520402045 CAGR* 2015-2035: 4.3% CAGR* 1995-2015: 5.4% Historical Forecast CAGR* 2015-2045: 4.1% Total Passenger Traffic: History and Forecast Source: ICAO Long-term Traffic Forecasts supporting activities. It also refers to fostering the development of an economically viable civil aviation system (airlines, airports, air navigation services providers, etc.) and enhancing its economic efficiency and transparency, while facilitating access to funding for aviation infrastructure and other investment needs, technology transfer, and capacity building, to support the growth of air transport and for the benefit of all stakeholders. The following aspirational goals demonstrate a long-term ambition of States and ICAO in the development of sustainable air transport while recognizing the uncertainty in practice of their feasibility and realization. ACCESS TO AIR TRANSPORT FOR ALL PEOPLE, TO MOVE AT MINIMUM TIME, WITH MAXIMUM SATISFACTION AND MINIMUM COSTS The current air transport sector is still facing regulatory barriers, constraints, uncertainty and/or economic fragmentation, which impede efficiency, generate frictions, and hinder air connectivity improvement. To improve and optimize air connectivity, a globally harmonized regulatory framework is required, focussing on measures enabling market and capital access of the air transport sector. Regulations should facilitate transformation and new technologies, allowing the industry to do business in a more favourable operating environment and expand into new markets. Efforts in this respect must focus on the establishment and application of good regulatory practices and governance for air transport, including modernization and harmonization of regulatory approaches and regimes of States, and the promotion of connectivity, competition, and consumer interests. The multilateral approach to international air transport liberalization, especially the exchange of traffic rights on a multilateral basis, remains an ambition of the Organization, in the process of implementing the ICAO Long-Term Vision for International Air Transport Liberalization. There is a need to increase the momentum and support for the future development of a modern and more ambitious multilateral agreement among Member States by building understanding both of the benefits and challenges of liberalization and of barriers to opening market access. ECONOMIC DEVELOPMENT OF AIR TRANSPORT www.ICAO.int | 15NO CONSTRAINTS OF INFRASTRUCTURE, CAPACITY, TECHNOLOGY AND FINANCIAL RESOURCES FOR AVIATION DEVELOPMENT FULL TRANSPARENCY IN AIR TRANSPORT WITH THE AVAILABILITY OF NECESSARY INFORMATION FOR DATA-DRIVEN DECISION AND POLICY-MAKING FOR FURTHER INFORMATION: ICAO Economic Development of Air Transport: https://www.icao. int/sustainability/Pages/default. aspx Aviation Benefits Report: https://www.icao.int/sustainability/ Pages/IHLG.aspx ICAO and Aviation Development: http://www.icao.int/about-icao/ aviation-development/Pages/ default.aspx ICAO and the United Nations Sustainable Development Goals: http://www.icao.int/about-icao/ aviation-development/Pages/SDG. aspx The main challenge for financing aviation infrastructure development is to obtain and secure a large amount of investment over a long period for use in the development, modernization and expansion of quality aviation infrastructure commensurate with the projected traffic growth. Mobilizing long-term financial resources, however, has become more difficult and represents a great challenge for many States, especially given the strain on public finances and cost factors attributed to borrowing that exists in many developing countries. States should take a comprehensive, holistic and transformative approach, underpinned by coherent policies and good governance at all levels, to address aviation infrastructure financing challenges. This approach includes, for example, the alignment and integration of aviation infrastructure programmes and plans with an appropriately balanced development of transport modes, including multi-modal and urban planning initiatives, and linking them with national and/or regional development plans and strategies, harmonized with the international economic and financial frameworks, supported by economic cooperation and, when needed and as appropriate, international assistance for development. States are also encouraged to build a transparent, stable, and predictable investment climate to support aviation development, for example, by engaging multi-stakeholders diversifying funding sources; and elevating the role of the private sector, including through private investment, business reform, private finance initiatives, public- private partnerships (PPP) and various incentive schemes. Comprehensive and reliable aviation data, analysis and forecasts are the basis for States and the industry to make well-informed decisions and align regulatory and financing regimes with the projected growth of air traffic demand. Transparency creates credibility for regulatory decisions and makes the industry better positioned to comply with the regulatory requirements and plan for upcoming changes. Regulatory systems vary across States, as well as over time. Therefore, States’ laws, regulations, policies, practices, and relevant information and data should be made available to all stakeholders with clarity, predictability, accountability and open access. Aviation data analytics is undergoing a substantial transformation with the velocity and quantity of data growing and new technologies evolving to analyze such “big data” (an umbrella term for the explosion in the quantity and diversity of high-frequency digital data). In tandem with the pace of the industry development, States need to improve capabilities and capacity to manage the trove of information and to use advanced analytics to reap the tremendous value through developing data-driven strategies. MOVING FORWARD The effective delivery of the Strategic Objective – Economic Development of Air Transport requires holistic, coordinated efforts and long- term commitments by States and international communities, especially to mainstream the priorities of the aviation sector in the global, regional and national agenda and remove impediments to the sustainability of air transport. 16 | ICAO JOURNAL | ISSUE 2 | 2019 ECONOMIC DEVELOPMENT OF AIR TRANSPORTLEARNING HUB FOR INTERNATIONAL AVIATION PROFESSIONALS IATA TRAININGS DANGEROUS GOODS TRAININGS CARGO TRAININGS GROUND SERVICES OPERATION TRAININGS AIR TRANSPORT MANAGEMENT MASTER PROGRAM “CONQUER YOUR FEAR OF FLYING” PROGRAM ORGANIZATIONAL DEVELOPMENT TRAININGS DIGITAL TRAININGS LANGUAGE TRAININGS •• • • • • • • • / TurkishAviationAcademy/ AcademyTK/ Turkish Aviation Academy Mail: aviationacademy@thy.com Web: akademi.thy.com Phone: +90 (212) 463 63 63 Extension: 11900 Turkish Airlines Aviation Academy Ataturk Airport, Gate B Yesilkoy 34149 Istanbul/TURKEY ECONOMIC DEVELOPMENT OF AIR TRANSPORT www.ICAO.int | 17Next >