Page 8 - InterPilot Vol2 No2
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IFALPA & ICAO: Jointly

averting potential threats

hat gives one airline the right to fly Following ICAO’s Airline Transport Regulation Panel
Wfrom ‘MegaCity Airport’ to ‘Minor- (ATRP) meeting in May, IFALPA Deputy President,
City Airport’ where others may not? How do
the Governments of these countries allocate Captain Martin Chalk, discusses the importance of
access to routes whilst protecting their citi- effective representation of IFALPA’s pilot members in
zens from airlines with poor safety records;
as they live underneath or fly on those air- the face of the economic regulation of the industry.
The 1944 Chicago Convention, to which lines, number and size of aircraft used and licenses to its pilots, engineers, etc. Reports
almost all of the World’s countries are sig- even fares charged to international routes. of incidents and accidents are investigated
natories, provides the underlying legal However, more recently it has been asked to by the ‘MegaCountry Air Accident Investiga-
framework for the answers to these ques- advise on the liberalization of the interna- tor’ and any lessons are fed back through
tions. This Convention created the Interna- tional airline industry from these ‘restric- the national regulator and to ICAO. If Mega-
tional Civil Aviation Organization (ICAO), tive’ national regulations. City Airlines chooses to ignore any require-
based in Montreal, Canada, which develops There are two separate but connected rea- ment of the MAA, or any license holder fails
Standards and Recommended Practices sons which underlie IFALPA’s interest in to accept the responsibilities of their
(SARPS) to enable National Governments to this area and the allocation of scarce license, then the regulator has the ability to
negotiate a framework of Air Service Agree- resources to it; a threat to air safety and a withdraw the license until they comply.
ments (ASAs) between two or more coun- threat to our Member Associations’ ability Consequently, the Government of ‘Minor-
tries. On the basis of audited adherence to to represent their pilot members effectively. Country’ to whose airports MegaCity Air-
these SARPS, it may be accepted that air- lines operates, can be confident that these
lines operate to an agreed minimum level of A ThreAT To SAfeTy operations are properly and safely regu-
safety and may take advantage of the ASAs Flying many hundreds of people 12km lated.
negotiated by their government. above the earth, over wide expanses of At the recent ATRP meeting in Montreal,
The underlying assumption, since 1944, desert and ocean, in up to hurricane force attended by IFALPA’s President, Deputy
has been that all airlines are owned, con- winds and temperatures down to -70c for President, and MA representatives on behalf
trolled, regulated and subject to the laws of many hours is not inherently a safe exercise. of their national panel members, the pres-
one sovereign ICAO signatory state. It has been made relatively safe by the appli- sure was on ICAO to facilitate the lifting of
Recently, this underlying assumption has cation of lessons learned each time we suf- the requirement for national ownership and
been brought into question by a number of fered the loss of an aircraft. Commercial control of airlines, and for greater access to
parties – airlines who wish to seek capital aviation is one of the safest things we do – markets by all airlines. IFALPA supports
investment from outside their country, safer even than taking a bath! International efforts to strengthen the airline industry,
countries who wish to pool their sover- civil aviation has developed a remarkable but not at the risk of damaging the high and
eignty to enable consolidation in their air- ability to make the extraordinary ordinary. improving levels of safety we have all
line industries (e.g. the EU Member States) IFALPA believes ICAO should identify and worked towards and some have paid a
and other countries who are ideologically preserve the benefits gained from the sim- heavy price to attain.
drawn to less ‘State interference’ in their ple and unavoidable structure of each air- If MegaCountry and AnotherCountry
industry. line being subject to one clear set of laws agree that nationals of either of their coun-
ICAO has a group called the Airline and regulations, before they are changed. tries can own and control any of their air-
Transport Regulation Panel (ATRP) which is Take the case of ‘MegaCity Airlines’, lines – does the newly merged AnotherMega
constituted to give advice to ICAO on the which is owned and controlled by nationals Airlines have the choice between the laws
economic regulation of the industry. It used of ‘MegaCountry’, is subject to the regula- and regulations of the two countries? Who
to be involved in the structures by which tions of the ‘MegaCountry Aviation Author- decides which country’s regime they must
individual countries would allocate the air- ity’ (MAA), which also issues its AOC and follow? Will they, given the chance, play one
Vol 2 | No 2 | July 2014 InterPilot | The Safety and Technical Journal of IFALPA
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