< PreviousICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................90.............................................................................................................................................................................Global Safety Information Exchange (GSIE)In the spirit of promoting aviation safety, in September 2010 the Department of Transportation of the United States, the Commission of the European Union, the International Air Transport Association (IATA) and ICAO signed a Memorandum of Understanding (MoU) on a Global Safety Information Exchange (GSIE). The objective of the GSIE is to identify information that can be exchanged between the parties to enhance risk reduction activities in the area of aviation safety.The GSIE developed a harmonized accident rate beginning in 2011. This was accomplished through close cooperation between ICAO and IATA to align accident definitions, criteria and analysis methods used to calculate the harmonized rate, which is considered a key safety indicator for commercial aviation operations worldwide. The joint analysis includes accidents meeting the ICAO Annex 13 — Aircraft Accident and Incident Investigation criteria for all typical commercial airline operations for scheduled and non-scheduled flights. Starting in 2013, ICAO and IATA have increasingly harmonized the accident analysis process and have developed a common list of accident categories to facilitate the sharing and integration of safety data between the two organizations.A total of 104 accidents were considered as part of the harmonized accident criteria in 2015. These include scheduled and non-scheduled commercial operations, including ferry flights for aircraft with an MTOW above 5700 kg. The GSIE harmonized accident rate for the period from 2011 (the first year the rate was calculated) to 2015 is shown below. As of 2013, a breakdown of the rate in terms of the operational safety component covering accidents involving damage to aircraft and the medical/injury component pertaining to accidents with serious or fatal injuries to persons, but little or no damage to the aircraft itself, is also presented.GSIE Harmonized Accident Rate (accidents per million sectors)ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................91.............................................................................................................................................................................The breakdown of accidents in 2015 by harmonized category can be seen below.Accidents by categoryAccident categoriesControlled flight into terrain (CFIT)Ground safety (GS)Loss of control in-flight (LOC-I)Injuries to and/or incapacitation of persons (MED)Operational damage (OD)Other (OTH)Runway safety (RS)Unknown (UNK)Additional information on aviation safety and the details of the categories used is available with the online subscription version of this publication.ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................92.............................................................................................................................................................................Universal Safety Oversight Audit Programme (USOAP)The Universal Safety Oversight Audit Programme (USOAP) was initially launched in January 1999 in response to widespread concerns about the adequacy of aviation safety oversight around the world. Initially, USOAP activities consisted of regular and mandatory audits of ICAO Member States' safety oversight systems.USOAP audits focus on a State's capability to provide safety oversight by assessing whether the State has effectively and consistently implemented the critical elements (CEs) of a safety oversight system that enable the State to ensure the implementation of ICAO's safety-related Standards and Recommended Practices (SARPs) and associated procedures and guidance material.The programme was expanded in 2005 to the USOAP Comprehensive Systems Approach (CSA), which included safety-related provisions contained in all safety-related Annexes to the Chicago Convention. The USOAP CSA cycle, which ended in December 2010, entailed about 40 safety oversight audits annually, with each ICAO Member State required to host an audit at least once during the cycle.Continuous Monitoring Approach (CMA)In January 2013, ICAO launched the new USOAP Continuous Monitoring Approach (CMA) concept incorporating the analysis of safety risk factors. This vital improvement to international aviation safety required the participation and support of all Member States, particularly during the two-year transition period (2011 - 2012) while the tools and guidance required for USOAP CMA were developed. Its processes and tools are constantly reviewed to enable a more information-driven, risk-based and results-oriented approach. The objectives of the CMA include:a) monitoring States' safety oversight systems using a web-based platform — the "Online Framework" (OLF);b) validating States' progress through various on-site and off-site validation activities; and c) continuing to assess the effectiveness and sustainability of States' safety oversight systems through audits.With the CMA, the USOAP has improved cost-effectiveness, dynamicity and flexibility (with the introduction of activities of limited scope). The USOAP CMA will continue to evolve in the next few years, in order to support State's efforts in implementing a State Safety Programme (SSP). In 2014, ICAO initially published "new Protocol Questions (PQs) on safety management" to be used for audits and other continuous monitoring activities conducted under the Universal Safety Oversight Audit Programme (USOAP) Continuous Monitoring Approach (CMA). These PQs are being used to conduct voluntary and confidential assessments of SSP implementation at the request of ICAO Member States. In July 2017, amended SSP-related PQs will be published by ICAO to reflect Amendment 1 of Annex 19 (Safety Management), the 4th edition of the SMM and lessons learned to date. Although Amendment 1 to Annex 19 does not become applicable until November 2019, select States will be approached by ICAO with a view to performing audits including the amended SSP-related PQs in 2018 and 2019 on a voluntary but non confidential basis. As of 2020, ICAO will perform audits using the amended SSP-related PQs on the States which will meet the criteria to be established by ICAO, in line with ICAO’s Global Aviation Safety Programme (GASP).ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................93.............................................................................................................................................................................Status of the USOAP CMAEach ICAO Member State should establish and implement an effective safety oversight system that reflects the shared responsibility of States and the broader aviation community to address all areas of aviation activities. The USOAP CMA measures the effective implementation of a State's safety oversight system.To standardize the conduct of audits under USOAP CMA, ICAO has established protocol questions (PQs) that are based on the Chicago Convention, safety-related ICAO Standards and Recommended Practices (SARPs) established in the Annexes to the Convention, Procedures for Air Navigation Services (PANS), ICAO documents and guidance material.Each PQ contributes to assessing the effective implementation of one of the eight CEs in one of the eight audit areas. The use of standardized PQs ensures transparency, quality, consistency, reliability and fairness in the conduct and implementation of USOAP CMA activities.A comprehensive analysis of USOAP results can be found in the Report on Universal Safety Oversight Audit Programme Continuous Monitoring Approach (USOAP CMA) Results - 1 January 2013 to 31 December 2015 available with the online subscription version of this publication.Global Audit ResultsAverage effective implementation percentage (EI%) of safety oversight systems by audit areaICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................94.............................................................................................................................................................................ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................95Emergency and Incident Response (EIR) Process — Establishment of an ICAO Crisis Response Mechanism and Strategy on Disaster Risk Reduction in Aviation.............................................................................................................................................................................One of the primary objectives of ICAO is to “meet the needs of the people of the world for safe, regular, efficient and economical air transport”. Civil aviation plays an essential role in supporting assistance to States and Regions affected by natural disasters, conflicts and pandemics. Air transport has proven to be a catalyst for sustainable development; it also serves as the main mode of transportation to deliver humanitarian relief, particularly to least developed countries (LDCs), landlocked developing countries (LLDCs) and small island developing States (SIDS). Air operators assist in the evacuation of people stranded by natural disasters or victims of conflict. Airports have become staging points for first responders, relief supplies, cargo deliveries and refugee transfers. The UN Action PlanThe preamble to the United Nations (UN) Plan of Action on Disaster Risk Reduction for Resilience (April 2013), addresses the vital importance of disaster risk reduction to the entire UN System. It states that “Responding to the dramatic increase in extreme weather events and mega-disasters is one of the great challenges of our present age”. Disaster risk reduction includes disciplines such as disaster management, disaster mitigation and disaster preparedness. The action plan is intended to accelerate the integration of disaster risk reduction into all UN country-level operations in response to the rising levels of disruption to millions of lives each year from disasters. Over the past ten years, disasters have continued to exact a heavy toll and, as a result, the well-being and safety of persons, communities and countries as a whole have been affected. Over 700 000 people have lost their lives, over 1.4 million have been injured and approximately 23 million have been made homeless as a result of disasters. The total economic loss was more than $1.3 trillion. The Sendai FrameworkBased upon the experience gained over the past few decades, States have adopted a series of UN frameworks addressing disaster response including the Yokohama Strategy and Plan of Action for a Safer World (1994, Yokohama, Japan); the Hyogo Framework for Action 2005-2015 (2005, Hyogo, Japan); and most recently the Sendai Framework for Disaster Risk Reduction 2015-2030 (2015, Sendai, Japan). The Sendai Framework sets forth a scope and purpose, expected outcome, goal, targets, priorities and guiding principles to coalesce disaster risk reduction actions across sectors by States at local, national, regional and global levels. An important element in the Sendai Framework is reinforcement of other post-2015 international agendas including the UN Sustainable Development Goals (SDGs). ICAO ProvisionsSeveral ICAO Annexes have provisions that stipulate requirements for States in respect of emergency planning and disaster relief. Annexes 1, 6, 11, 14 and 19 provide Standards and Recommended Practices for States relating to emergency planning and response. Annex 9—Facilitation has long contained provisions for States addressing border control formalities in respect of responses to disasters. Annex 9 contains provisions that address facilitation of relief flights following natural and man-made disasters which seriously endanger human health or the environment, as well as similar emergency situations where United Nations assistance is required. In addition, Annex 9 and 14 contain provisions for States regarding their preparations for international outbreaks of communicable diseases.A History of ActionOver its more than 70 year history, ICAO has responded to numerous crises including aviation specific occurrences, as well as natural and man-made disasters that affect aviation. For example, ICAO has been involved in the ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION...................................................................................................................................................................96.............................................................................................................................................................................International Atomic Energy Agency (IAEA) Joint Radiation Emergency Plan (JPLAN) of the International Organizations on emergency preparedness and response. Ultimately, ICAO’s involvement proved to be very valuable in March 2011 when an earthquake and tsunami struck the north-east coast of Japan and devastated the Fukushima Daiichi nuclear power plant. During the emergency, ICAO led an informal ad hoc transportation task force. The task force was formalized as the Working Group on Air and Maritime Transportation (WG-AMT) under the Inter-Agency Committee on Radiological and Nuclear Emergencies (IACRNE) responsible for the coordination of arrangements by relevant organizations for preparation and response to radiation accidents. As another example, ICAO has been actively involved in efforts to mitigate the effects of pandemics; both in terms of the spread of infectious diseases and the impact on the continuity of international civil aviation. Holistic Aviation Risk ManagementStates are primarily responsible to prevent and reduce disaster risk and any response undertaken by the Organization should be guided by, and in concert with, the State(s) affected. This principle will underpin the ICAO Crises Response Mechanism and Strategy on Disaster Risk Reduction in Aviation.A major transition in the international community’s response to disasters is a shift from a culture of reaction to a culture of prevention. Civil aviation has made a similar shift in the transition from a reactive culture to a proactive/predictive approach to safety, security and border control management. Emergencies and disasters, both at the regional and international level, can have an adverse effect on aviation infrastructures and, consequently, impede air transport operations in times of need. A robust aviation response to disasters requires development of resilient aviation infrastructures, compliant with ICAO Standards and Recommended Practices (SARPs) and subject to integrated and holistic aviation risk management concepts. Organizational procedures are needed to guide both the Organization’s tactical response to aviation-specific crises, that could affect the safety or continuity of international civil aviation, as well as disasters (man-made or natural) that directly impact the ability of civil aviation to provide timely humanitarian relief. The strategic element of the ICAO approach will aim to improve the reliability of civil aviation infrastructure when disasters occur. While different in nature, the tactical responses and the strategic approaches are intrinsically linked. For example, assisting States in the development of disaster resilient civil aviation infrastructures will, in turn, facilitate the tactical response by States when crises occur. Thus, a systematic approach is under development that will address the key role of the State affected, the multi-sector nature of any crises and the need for ICAO to engage multiple entities to mobilize the resources needed in both a tactical and strategic fashion.ICAO activities planned in support of the proposed enhanced mechanism include:a) coordination of efforts within ICAO, and with the State(s) affected, the UN System, international organizations and other partner organizations in response to crises resulting from natural and/or human causes;b) fostering the implementation of proactive global aviation procedures and crisis preparedness policies in high-risk areas; andc) coordination of “assistance-teams” composed of experts from States and/or ICAO during crises in line with the Organization’s “No Country Left Behind” (NCLB) initiative.ConclusionThe potential for civil aviation to support assistance to States and regions affected by crises, such as natural disasters, conflicts and pandemics, is profound. However, effective disaster risk reduction will require an integrated approach across a wide range of partners, across sectors and, in turn, within the international civil aviation community. The Sendai Framework sets forth a roadmap for a coordinated approach to disaster risk reduction. The international strategy for disaster reduction reflects a major shift from the traditional emphasis on disaster response to disaster reduction and seeks to promote a culture of prevention already underway in ICAO. A systematic approach is needed that addresses the key role of the State affected, the multi-sector nature of any crises and the need for ICAO to engage multiple entities to mobilize the resources needed in both a tactical and strategic fashion. ICAO WORLD CIVIL AVIATION REPORTINTERNATIONAL CIVIL AVIATION ORGANIZATION.....................................................................................................................................................................97In October 2016, the 39th Session of the ICAO Assembly adopted Resolution A39-24, Strategy on Disaster Risk Reduction and Response Mechanism in Aviation establishing a crisis response mechanism and disaster risk reduction strategy in aviation that would institutionalize and guide ICAO’s strategic approach and tactical responses to aviation-specific crises that could affect the safety or continuity of international civil aviation. The full text of the Resolution and additional information on the Sendai Declaration and the Sendai Framework for Disaster Risk Reduction 2015–2030 are available to the online subscribers to this publication..............................................................................................................................................................................Sendai DeclarationWe, the Heads of State and Government, ministers and delegates participating in the Third United Nations World Conference on Disaster Risk Reduction, have gathered from 14 to 18 March 2015 in Sendai City of Miyagi Prefecture in Japan, which has demonstrated a vibrant recovery from the Great East Japan Earthquake in March 2011. Recognizing the increasing impact of disasters and their complexity in many parts of the world, we declare our determination to enhance our efforts to strengthen disaster risk reduction to reduce disaster losses of lives and assets from disasters worldwide.We value the important role played by the Hyogo Framework for Action 2005-2015: Building the Resilience of Nations and Communities to Disasters during the past ten years. Having completed the assessment and review of and considering the experience gained under its implementation, we hereby adopt the Sendai Framework for Disaster Risk Reduction 2015-2030. We are strongly committed to the implementation of the new framework as the guide to enhance our efforts for the future.We call all stakeholders to action, aware that the realization of the new framework depends on our unceasing and tireless collective efforts to make the world safer from the risk of disasters in the decades to come for the benefit of the present and future generations.We thank the people and the Government of Japan as well as the City of Sendai for hosting the Third United Nations World Conference on Disaster Risk Reduction and extend our appreciation to Japan for its commitment to advancing disaster risk reduction in the global development agenda.1234Air Navigation Capacity and Efficiency Next >