Issues to be Addressed:

•What are the means by which legal obligations in the area of aviation
safety have become binding upon States?
•What are the substantive conventional international laws governing safety?
•What has been the level of national compliance with and implementation
of such laws and standards?
•What means have been employed, unilaterally and multilaterally, to
monitor compliance, and sanction noncompliance?
Politically Motivated Blacklists
Blacklisting a State's aircraft from one's
skies is nothing new. During war, the
airlines of a belligerent State are banned.
During most of the Cold War, the US
refused to allow the world's largest
airline, Aeroflot, to fly to the US, while the
Soviet Union banned most western
aircraft from its vast airspace. After Fidel
Castro came to power in Cuba, its
airlines were banned from serving US
cities.

Overflight rights also were denied Cuba's

airlines until Cuba brought a complaint
before the ICAO Council. Both the US
and Cuba had ratified the multilateral Air
Transit Agreement, conferring First and
Second Freedom rights to the other;
hence, the US ban on Cuban flights was
unlawful. Ultimately, the US capitulated.
 The Chicago Convention of 1944
Articles 12 & 37
•Article 12 of the Chicago Convention requires every contracting
State to keep its regulations uniform, to the greatest extent possible,
with those established under the Convention.

•Article 37 of the Convention attempts to achieve uniformity in air

navigation, by requiring that every contracting State cooperate in
achieving "… the highest practicable degree of uniformity in
regulations, standards, procedures, and organization in relation to
aircraft personnel, airways and auxiliary services in all matters in
which uniformity will facilitate and improve air navigation. To this
end [ICAO] shall adopt and amend from time to time...international
standards and recommended practices and procedures" addressing
various aspects of air safety and navigation.
 Chicago Convention
Article 38 provides that any
State finding it
impracticable to comply
with SARPs, or which has or
adopts regulations different
therefrom, "shall give
immediate notification" to
ICAO of the differences.
The Council is then obliged
immediately to notify other
States of such
noncompliance.
 Blending Articles 37 and 38
Article 37 gives ICAO the authority to
promulgate Annexes to the Chicago
Convention. Member States must
comply with the Annex standards and
procedures, unless they promptly object
under Article 38. Most do not exercise
their right to object under Article 38.
Thus, a State has an affirmative duty to
harmonize its domestic law with the
SARPs. But this duty is emasculated by
the ability of a State to opt-out if it
deems it impracticable to comply.
 Article 33 of the Chicago Convention
Under Article 33, States are obliged to recognize the
validity of the certificates of airworthiness and personnel
licenses issued by the State in which the aircraft is
registered, so long as the standards under which such
certificates or licenses were rendered are at least as
stringent as those established under the Chicago
Convention.
The negative implications of Article 33 are that if a State
fails to comply "with the minimum standards which may
be established from time to time pursuant to this
Convention", then other States are not obliged to
recognize the validity of the Certificates of Airworthiness
issued by the delinquent State, and may therefore ban
such aircraft from their skies, even when they have
conferred traffic rights to the State pursuant to Article 6 of
the Convention.
Article 6 of the Chicago
Convention
Article 6 of the Chicago Convention
provides that "[n]o scheduled international
air service may be operated over and into
the territory of a contracting State, except
with the special permission or other
authorization of that State, and in
accordance with the terms of such
permission or authorization."
 The Bilaterals:
Bermuda I

In addition to traffic rights, Bermuda I also addressed various

"soft rights" issues, such as safety. Article 4 provides that the
certificates of airworthiness, competency and licenses issued by
one contracting State shall be honored as valid by the other.
 MALIAT
A typical, modern approach is
found in the so-called "APEC
Multilateral Agreement”. It
repeats Bermuda I's reciprocal
recognition clause, but adds that
such recognition is contingent on
the requirements for such licensing
or certification are at least as
stringent as those set forth in the
Chicago Convention and its
Annexes, echoing Article 33 of the
Chicago Convention.
 British Caledonian v. Bond

On the afternoon of May 25, 1979, American Airlines DC-10 Flight 191 crashed on take-off
from Chicago's O'Hare International Airport, killing all 271 persons on board. Early
reports indicated that the left wing pylon and the engine attached to it had separated
from the wing as the aircraft took off. Later investigations showed that as the engine-
pylon assembly tore loose from the wing, it severed hydraulic and electrical lines, which
caused one set of wing slats to retract. The retraction of these slats, which govern slow
speed lift, in turn caused asymmetrical lift of the aircraft.

“If doubts about airworthiness exist, one

country may refuse to recognize another
country's certificate of airworthiness, but only
if the certificating nation has not observed the
minimum standards of airworthiness
established in Annex 8 pursuant to Articles
33 and 37 of the Chicago Convention.”
US Foreign Airport
Security Act of 1985
At various times, the DOT has decertified and
recertified various foreign airports—
including Lagos, Bogotá, Athens, Manila, Port-au-
Prince and Beirut—
on the basis of FAA security audits.
The US
launched the
International
Aviation Safety
Assessment
Program
[IASA] in 1991
IASA Process:
Under the International Convention on Civil Aviation (Chicago Convention) each country is
responsible for the safety oversight of its own air carriers. Other countries can only conduct
specific surveillance activities, principally involving inspection of required documents and the
physical condition of aircraft.
FAA conducts the International Aviation Safety Assessment Program (IASA), assessing the Civil
Aviation Authority (CAA) of each country that has carriers operating to the United States.
Because of the provisions of the Chicago Convention and national sovereignty, FAA is not
permitted to evaluate a foreign carrier within its own sovereign state.
An IASA assessment determines if the foreign CAA provides oversight to its carriers that operate
to the United States according to international standards. The International Civil Aviation
Organization (ICAO), a United Nations agency, and Annexes 1, 6, and 8 of the Chicago
Convention develop those standards.
If the CAA meets standards, FAA gives that authority a Category 1 rating.
Category 1 means the air carriers from the assessed state may initiate or continue service to the
United States in a normal manner and take part in reciprocal code-share arrangements with U.S.
carriers.
IASA ratings (MS Excel) are released to the public.
What happens if a CAA does not meet ICAO standards?
If the CAA does not meet standards, FAA gives that CAA a Category 2 rating.
Category 2 means the air carriers from the assessed state cannot initiate new service and are
restricted to current levels of any existing service to the United States while corrective actions are
underway.
http://www.faa.gov/passengers/international_travel/
 IASA Categories
Category 1, Does Comply with ICAO Standards: A
country's civil aviation authority has been assessed by FAA
inspectors and has been found to license and oversee air
carriers in accordance with ICAO aviation safety standards.

Category 2, Does Not Comply with ICAO Standards:

The Federal Aviation Administration assessed this
country's civil aviation authority (CAA) and determined that
it does not provide safety oversight of its air carrier
operators in accordance with the minimum safety oversight
standards established by the International Civil Aviation
Organization (ICAO). Source: FAA
 Category 2 States
This rating is applied if one or more of the following deficiencies are
identified:
1. the country lacks laws or regulations necessary to support the
certification and oversight of air carriers in accordance with
minimum international standards;
2. the CAA lacks the technical expertise, resources, and
organization to license or oversee air carrier operations;
3. the CAA does not have adequately trained and qualified
technical personnel;
4. the CAA does not provide adequate inspector guidance to
ensure enforcement of, and compliance with, minimum
international standards;
or
5. the CAA has insufficient documentation and records of
certification and inadequate continuing oversight and
surveillance of air carrier operations.
 Consequences of Category 2 :
1. The air carriers from the assessed state are
restricted to current levels of any existing
service to/from the United States;
2. No reciprocal code-share arrangements
between air carriers for the assessed state
and U.S. carriers are allowed; and
3. The carrier’s aircraft are subject to
additional inspections at U.S. airports.
21 States:

Bangladesh
Belize
Cote D’Ivorie
Croatia
Democratic Republic of the Congo
Gambia
Guyana
Haiti
Honduras
Indonesia
Israel
FAA Flight Standards
Kiribati Service:
Nauru
Nicaragua IASA Category 2 States
Paraguay (2009)
Philippines http://www.faa.gov/safety/programs_initiatives/oversight/iasa/media/iasaws.xls “Category 2 States do not meet
ICAO Standards
Serbia and Montenegro
Swaziland
Ukraine
Uruguay
Zimbabwe Croatia removed from this list as of 2011
 FAA Category 2 –
“Does Not Meet ICAO Standards”

2013 2014 2015

Bangladesh Kiribati Bangladesh Bangladesh
Barbados Montenegro Barbados Barbados
Belize Nauru Curacao Curacao
Cote D’Ivoire Nicaragua Ghana Indonesia
Curacao Paraguay India Nicaragua
Dem. Rep. Philippines Indonesia St. Maarten
Congo Serbia Nicaragua Uruguay
Gambia St. Maarten St. Maarten
Ghana Swaziland Uruguay
Guyana Ukraine
Haiti Uruguay
Honduras Zimbabwe
Indonesia
The US FAA view of the IASA
Program
“The United States Federal Aviation
Administration (FAA) established the IASA
program through public policy in August of
1992. FAA's foreign assessment program
focuses on a country's ability, not the
individual air carrier, to adhere to
international standards and recommended
practices for aircraft operations and
maintenance established by the United
Nation's technical agency for aviation, the
International Civil Aviation Organization
(ICAO).”
“The purpose of the IASA is to ensure that all
foreign air carriers that operate to or from
the United States are properly licensed and
with safety oversight provided by a
competent Civil Aviation Authority (CAA)
in accordance with ICAO standards.”
“The FAA works with countries to ensure
that they comply with ICAO standards and
earn IASA Category 1 ratings.”
 2004-2005
June – Egypt’s Flash Airline jet crashes
in Red Sea, killing 133 French nationals
August – West Caribbean Airways jet
crashes in Venezuela killing 160 (152
French)
August – Helios Airways crashed near
Athens, killing 121
 Prior European Blacklists
Several European States had previously blacklisted certain
airlines from their skies.
The United Kingdom had banned aircraft operated by airlines
from Equatorial Guinea, The Gambia, Liberia and Tajikistan,
as well as Sierra Leone's Star Air and Air Universal, Cameroon
Airlines, Albanian Airlines and the Democratic Republic of
Congo's Central Air Express.
France banned North Korea's Air Koryo, the United States'
Air Saint Thomas, Liberia's International Air Services, Lineas
Aer de Mozambique, and Thailand's Phuket Airlines.
Belgium banned airlines from the Ukraine, Republic of
Central Africa, Egypt, Armenia, Democratic Republic of
Congo, Libya, Nigeria, Ghana and Rwanda.
Switzerland banned airlines from Azerbaijan, Egypt, Bulgaria,
Lebanon and Nigeria.
 THE EU PROMULGATED
REGULATIONS GOVERNING
THE EU REGULATIONS OPERATING BANS ON FOREIGN
CARRIERS IN LATE 2005.
THE REGULATION PROVIDES
THAT BANS ARE TO BE IMPOSED
"ACCORDING TO THE MERITS OF
EACH INDIVIDUAL CASE",
EVALUATING "WHETHER THE
AIR CARRIER IS MEETING THE
RELEVANT SAFETY
STANDARDS".
THE PHRASE "RELEVANT
SAFETY STANDARDS" IS
DEFINED AS "THE
INTERNATIONAL SAFETY
STANDARDS CONTAINED IN THE
CHICAGO CONVENTION AND ITS
“NAME AND SHAME” ANNEXES . . .
AS WELL AS, WHERE
APPLICABLE, THOSE IN
RELEVANT COMMUNITY LAW.”
 EU Criteria
Three broad areas are
assessed under the
Regulation:
1. evidence of serious
safety deficiencies;
2. the lack or
willingness of an air
carrier to address
safety deficiencies;
and
3. the lack or ability or
willingness of the
governmental
authorities
responsible for safety
oversight to address
safety deficiencies.
 11.4.2008
legal notice
The civil aviation authorities of
Member States of the European
Community are only able to inspect
aircraft of airlines that operate flights
to and from Community airports;
and in view of the random nature of
such inspections, it is not possible to
check all aircraft that land at each
Community airport.
The fact that an airline is not
included in the Community list does
not, therefore, automatically mean
that it meets the applicable safety
standards.
Where an airline which is currently
included in the Community list
deems itself to be in conformity with
the necessary technical elements and
requirements prescribed by the
applicable international safety
standards, it may request the
Commission to commence the
procedure for its removal from the
list. Source: EU
The EU Acts
On March 22, 2006, the
European Union published
a consolidated blacklist of
92 airlines to be banned
from EU skies.
The blacklist is updated every
three months.
The list is dominated by
African airlines.
The original list included 50
carriers from the
Democratic Republic of
Congo, 13 from Sierra
Leone, 11 from Equatorial
Guinea, 6 from Swaziland, 3
from Liberia as well as
airlines in Kazakhstan,
Thailand, and North Korea.
Democratic Republic of Congo
Africa One Liberia
African Company Airlines International Air Services
North Korea
Aigle Aviation Satgur Air Transport, Corp.
Air Koryo
Air Boyoma Weasua Air Transport, Co. Ltd.
Air Kasai Comoros
Sierra Leone
Air Navette Air Service Comores
Aerolift, Co. Ltd.
Air Tropiques s.p.r.l. Afghanistan
Afrik Air Links
Ato—Air Transport Office Ariana Afghan Airlines
Blue Airlines
Air Leone, Ltd.
Kazakhstan
Business Aviation s.p.r.l. Air Rum, Ltd.
BGB Air
Butembo Airlines Air Salone, Ltd.
GST Aero Air Company
CAA—Compagnie Africaine d’Aviation Air Universal, Ltd.
Kyrghizstan
Cargo Bull Aviation Destiny Air Services, Ltd.
Central Air Express Phoenix Aviation
First Line Air (SL), Ltd.
Cetraca Aviation Service Reem Air
Heavylift Cargo
CHC Stelavia Thailand
Paramount Airlines, Ltd.
Comair Phuket Airlines
Compagnie Africaine d’Aviation
Star Air, Ltd.
Rwanda
C0-ZA Airways Teebah
Silverback Cargo Freighters 
Air Consul
Das Airlines SA West Coast Airways Ltd.
Doren Aircargo Equatorial Guinea Swaziland
Enterprise World Airways
Avirex Guinee Equatoriale African International Airways, (Pty)
Filair Ltd.
Free Airlines COAGE—Compagnie Aeree de Guinee
Equatorial Airlink Swaziland, Ltd.
Galaxy Corporation
Ecuato Guineana de Aviacion Jet Africa
GR Aviation
Global Airways Ecuatorial Cargo Northeast Airlines, (Pty) Ltd.
Goma Express GEASA—Guinea Ecuatorial Airlines SA Scan Air Charter, Ltd.
Great Lake Business Company GETRA—Guinea Ecuatorial de Swazi Express Airways
I.T.A.B.—International Trans Air Business Transportes Ae5eos
Jetair—Jet Aero Services, s.p.r.l. Jetline Inc.
Kinshasa Airways, s.p.r.l. KNG Transavia Cargo
Kivu Air Prompt Air GE SA
Lac—Lignes Aériennes Congolaises
UTAGE—Union de Transport Aereo de
Malu Aviation Guinea Ecuatorial
Malila Airlift
Mango Mat
Rwabika “Bushi Express”
Safari Logistics

The EU Blacklist
Services Air
Tembo Air Services
Thom’s Airways
TMK Air Commuter
Tracep

(2006)
Trans Air Cargo Services
Transports Aeriennes Congolais (Traco)
Uhuru Airlines
Virunga Air Charter
Waltair Aviation
Wimbi Diri Airways
The EU List is Updated Every
Three Months
By 2008, the EU had blacklisted all the
airlines of the Democratic Republic of the
Congo, Equitorial Guinea, Indonesia, the
Kyrgyz Republic, Liberia, Sierra Leone,
and Swaziland, as well as:
AIR KORYO Democratic People Republic of
Korea
AIR WEST CO. LTD Sudan
ARIANA AFGHAN AIRLINES Afghanistan
MAHAN AIR Islamic Republic of Iran
SILVERBACK CARGO FREIGHTERS
Rwanda
TAAG ANGOLA AIRLINES Angola
UKRAINE CARGO AIRWAYS Ukraine
UKRAINIAN MEDITERRANEAN AIRLINES
Ukraine
VOLARE AVIATION ENTREPRISE Ukraine
[1] http://ec.europa.eu/transport/air-ban/pdf/list_en.pdf (visited
May 27, 2008).
BY APRIL 2009 And all the airlines of:
THE EU HAD
BLACKLISTED:
ANGOLA
BENIN
CERTAIN AIRLINES
D.R. CONGO
OF:
KYRGYZ REPUBLIC
EQUITORIAL GUINEA
KAZIKSTAN
INDONESIA
D.R. KOREA
LIBERIA
SUDAN
GABON
AFGHANISTAN
SIERRA LEONE
UKRANE
SWAZILAND
CAMBODIA
RWANDA
 By July 2009, the EU had blacklisted
more than 250 airlines
And specific airlines D.R. Korea (1)
The EU banned all of:
Rwanda (1)
the airlines of: Afghanistan (1)
Sudan (1)
Benin (9)
Liberia Angola (18)
Ukraine (4)

Sierra Leone Cambodia (1)

And imposed
Swaziland D.R. Congo (58) restrictions upon
specific airlines of:
Equatorial Guinea
Zambia (10) Angola
Gabon (6) Aruba

Source:http://ec.europa.eu/transport/air-
Indonesia (55) Comoro
ban/doc/list_en.pdf
Kazakstan (63) Gabon
Kyrgyz Rep. (18) South Africa
By 2010, the EU had blacklisted
airlines of:
Afghanistan
Angola The EU had placed operational
Cambodia restrictions on certain airlines of:
Benin DPRK
Republic of Congo Gabon
Democratic Republic of Congo Aruba
Djibouto Bangladesh
Equitorial Guinea Camoros
Indonesia Gabon
Kazakhstan
Iran
Kyrgyz Republic
Angola
Liberia
Ukraine
Gabon
Philippines
South Africa
Sao Tome and Principe
(with the exception of aircraft registered
Sierra Leone in the EU)
Sudan
Swaziland
Zambia
EU BLACKLIST 2011
Afghanistan
Angola
Benin
Congo
D.R. Congo
Djibouti
Equatorial Guinea
Ghana
Indonesia
Kazakhstan
Kyrgyz Republic
Liberia
Gabon
Mauritania
Mozambique
Philippines
Sao Tome and Principe
Sierra Leone
Sudan
Suriname
Swaziland
Zambia
 EU CRITERIA FOR BLACKLISTING
with respect to Bangladesh, the
Democratic Republic of Korea,
Kyrgyzstan and Libya a finding that they
had "not exercised an adequate
oversight… in accordance with their
obligations under the Chicago
Convention";
with respect to the Democratic Republic
of the Congo, Equatorial Guinea and
Swaziland, a finding that they did not
"have the ability to provide adequate
oversight to…airlines and ensure that
they operate in accordance with ICAO
standards"; and
with respect to Equatorial Guinea,
Kyrgyzstan and Sierra Leone, a finding
was made that their airlines had a
principal place of business in another
State, in contravention of Annex 6 to the
Chicago Convention.[1]
[1] Commission Regulation (EC) of 474/2006 (Mar. 22, 2006).
 “The key conclusions to be drawn
from this latest update of the list

EU Criteria
are twofold:
a) the list acts a strong incentive
to remedy safety deficiencies;
withdrawal from the list is indeed
possible, when the parties
concerned put effectively in place
sound corrective action to comply
with all relevant safety standards;
b) the concept of a Community list
is increasingly proving to serve as
a preventive rather than punitive
instrument for safeguarding
aviation safety. This is illustrated
by the numerous instances where
the Community has successfully
addressed potential safety threats
well ahead of resorting to the
drastic measure of imposing
restrictions.” . . .
“The safety audits of the International
Civil Aviation Organisation (ICAO)
constitute a pillar and one of the
common criteria which are used
to impose an operating ban.
Enhancing the cooperation in this
area with ICAO is therefore
essential.”
http://europa.eu/rapid/pressReleasesAction.do?reference=IP/09/1136&format=HTML
&aged=0&language=EN&guiLanguage=en
 EU Process
“The civil aviation authorities of Member States of the
European Union are only able to inspect aircraft of airlines
that operate flights to and from Union airports; and in view
of the random nature of such inspections, it is not possible
to check all aircraft that land at each Union airport. The fact
that an airline is not included in the Community list does
not, therefore, automatically mean that it meets the
applicable safety standards. Where an airline which is
currently included in the Community list deems itself to be
in conformity with the necessary technical elements and
requirement as prescribed by the applicable international
safety standards, it may request the Commission to
commence the procedure for its removal from the List.”
http://ec.europa.eu/transport/modes/air/safety/air-ban/doc/list_en.pdf
 Angolan Airlines Plane Crashes on
Landing, 5 Dead
THURSDAY, JUNE 28, 2007

LUANDA, ANGOLA — An Angolan airlines plane crashed on landing at

an airport in northern Angola on Thursday, killing five people on the same day
the European Union said it was blacklisting the airline due to safety concerns.
The European Union announced Thursday it was adding the airline to its
revised international blacklist. The airline would be barred from flying to eu
nations because of safety concerns, the European Commission said. Earlier
this year, the European union unilaterally banned 62 African airlines from
flying into eu airspace following a string of air disasters, including the Kenya
Airways B737 crash that killed 114 people.
On Thursday, African governments inaugurated the civil aviation agency,
based in Namibia with regional offices in South Africa, Ethiopia, Libya,
Nigeria and Cameroon. The body aims to streamline aviation regulations and
licensing throughout Africa at a time when the continent has the worst
accident record in the world. About 3 percent of air traffic worldwide
currently takes place over Africa.
 TRADE WARS ERUPT
Angola Threatens Reprisals
LUANDA, Angola (AP) — The Angolan
government warned it may ban European
airlines from its airspace in response to the
EU's blacklisting of the country's flag-carrier.
Angolan Deputy Transport Minister Helder Preza
said late Sunday the decision was
"groundless.“ "We will have to study the
decision and act accordingly," Preza told
Radio Nacional de Angola, adding that the
government would "use the principle of
reciprocity."
TAAG flies to Paris and Lisbon, Portugal. Air
France, British Airways and TAP Air Portugal
all fly to the Angolan capital, Luanda.
 The EU Responds
“Progress made by the civil aviation authority
of Angola and the air carrier TAAG Angola
Airlines to resolve progressively any safety
deficiencies are recognised. In that context,
the cooperation and assistance agreement
signed between the civil aviation authorities of
Angola and of Portugal allowed the airline to
operate again into Portugal only with certain
aircraft and under very strict conditions.”
http://europa.eu/rapid/pressReleasesAction.do?reference=IP/09/1136&format=HTML&aged=0&language=EN&guiLanguage=en
 Late 2011:
The EU blacklists airlines from the
Philippines, Honduras and the two Congos
Aeromajestic and Interisland Airlines, a Filipino company, Stellar Airways from
the Democratic Republic of Congo and Equatorial Congo from the Republic of
Congo were banned because they failed to provide documented evidence that
they comply with international safety standards. Honduran carrier Rollins Air
was placed on the list after France raised concerns about the airline's safety.
Three Boeing 767s operated by Jordanian Aviation were prohibited from using
European airspace.
Three Russian carriers were left off the EU blacklist - VIM AVIA, Yakutia and
Tatarstan Airlines - after Russian authorities imposed operating restrictions on
the companies.
Although the EU's air safety committee was "very concerned" with the
performance of Albanian airlines, the commission kept them off the list too after
Albanian authorities took "very strong" safety enforcement measures.
The EU flight-ban list now counts 273 airlines from 20 countries.

EU Blacklist: http://ec.europa.eu/transport/air-ban/doc/list_en.pdf
 EU Blacklist 2013:
Number of Carriers Banned
Afghanistan 5 Sierra Leone 7
Angola 13 Sudan 18
Benin 9 Surinam 1
Swaziland 1
Republic of Congo 9 Zambia 1
Dem.Rep. of Congo 51 Kazakstan 28
Djibouti 1 Kyrgyz Republic 14
Equatorial Guinea 5 Liberia 1
Eritrea 3 Gabon 7
Ghana 1 Mozambique 16
Indonesia 52 Philippines 32
Kazakstan 28 Sao Tome & Principe 11
Kyrgyz Republic 14 Sierra Leone 7
Liberia 1 Sudan 18
Gabon 7 Surinam 1
Mozambique 16 Swaziland 1
Philippines 32 Zambia 1
Sao Tome & Principe 11
 EU Press Release July 2013
Taking into account the improved safety oversight provided by the competent authorities of the
Philippines, and the ability of the air carrier Philippine Airlines to ensure effective compliance with relevant
aviation safety regulations, and following an on-site safety assessment visit last June, it was decided to lift
the ban affecting this carrier registered in the Philippines. For all other carriers registered in the
Philippines the ban remains.
Conviasa, registered in Venezuela, was also removed from the EU air safety list, following the successful
resolution of the serious safety deficiencies which led to its ban from EU skies in April 2012. These
improvements were proved during consultations with the Commission and the EU's Agency for aviation
safety (EASA), and through recent audits performed by Spain and by the International Civil Aviation
Organization (ICAO) in Venezuela.
In December 2012 Mauritania became the first country to be fully removed from the EU air safety list,
where it was added in 2010. The improvements that led to this decision were verified during an on-site
safety assessment visit conducted by the Commission in April 2013.
Consultations were held with the civil aviation authorities of Libya. Progress was noted by the Committee,
but the Libyan civil aviation authorities agreed to maintain the voluntary restrictions applicable to all
airlines licensed in Libya. This voluntary restriction excludes Libyan airlines from flying into the EU until
when they will be fully recertified in accordance with international safety standards. The on-going
implementation of these measures will remain under close monitoring by the Commission and the EU Air
Safety Committee.
The Commission also praised the good progress in Sudan as well as in Mozambique.
The Commission recognised the efforts of the safety oversight authorities of the Democratic Republic of
Congo, Indonesia, Kazakhstan, Libya, Mauritania, Mozambique, Philippines, Russia and Sudan to reform
their civil aviation system and to improve safety, in order to eventually become able to guarantee the
effective application of international safety standards. The Commission continues to actively provide
support and assistance for these reforms in cooperation with ICAO, EU Member States and EASA.
 EU Blacklist December 5 Dec 2013
The updated EU air safety list includes all airlines certified in 21 states, for a total of 295
airlines fully banned from EU skies: Afghanistan, Angola, Benin, Republic of the Congo,
the Democratic Republic of the Congo, Djibouti, Equatorial Guinea, Eritrea, Gabon (with
the exception of 3 airlines which operate under restrictions and conditions), Indonesia
(with the exception of 5 airlines), Kazakhstan (with the exception of one airline which
operates under restrictions and conditions), Kyrgyzstan, Liberia, Mozambique, Nepal,
Philippines (with the exception of one airline), Sierra Leone, Sao Tome and Principe,
Sudan, Swaziland and Zambia. The list also includes 2 individual airlines: Blue Wing
Airlines from Suriname and Meridian Airways from Ghana, for an overall total of 297
airlines.

Additionally, the list includes 10 airlines subject to operational restrictions and thus
allowed to operate into the EU under strict conditions: Air Astana from Kazakhstan,
Afrijet, Gabon Airlines, and SN2AG from Gabon, Air Koryo from the Democratic People's
Republic of Korea, Airlift International from Ghana, Air Service Comores from the
Comoros, Iran Air from Iran, TAAG Angolan Airlines from Angola and Air Madagascar
from Madagascar.
European Commission
Press release
Brussels, 5 December 2013
 EU Blacklist 2015
The updated EU Air Safety List includes all airlines certified in 20 states, for a
total of 231 airlines: Afghanistan, Angola (with the exception of one airline
which operates under restrictions and conditions), Benin, Republic of the
Congo, Democratic Republic of the Congo, Djibouti, Equatorial Guinea, Eritrea,
Gabon (with the exception of 2 airlines which operate under restrictions and
conditions), Indonesia (with the exception of 4 airlines), Kazakhstan (with the
exception of one airline which operates under restrictions and conditions),
Kyrgyzstan, Liberia, Libya, Mozambique, Nepal, São Tomé and Príncipe,
Sierra Leone, Sudan and Zambia. The list also includes one individual airline:
Blue Wing Airlines (Suriname), bringing the overall total of airlines banned from
EU skies to 232.

Additionally, the list includes 8 airlines which are subject to operational

restrictions. These airlines can only fly to the Union with specific aircraft types:
Air Astana (Kazakhstan), Afrijet and SN2AG (Gabon), Air Koryo (Democratic
People's Republic of Korea), Air Service Comores (the Comoros), Iran Air
(Iran), TAAG Angolan Airlines (Angola) and Air Madagascar (Madagascar).
Adverse Effects of Blacklisting
Loss of traffic in blacklisted markets;
Tarnished reputation in flown markets;
Higher aircraft insurance rates, or inability to
procure insurance for blacklisted airlines or
tour operators that book them;
Inability to lease aircraft; and
Higher cost of capital by commercial banks.
ICAO Oversight
In 1994 the ICAO General Assembly passed
Resolution A32-11, which established ICAO's
Safety Oversight Programme [SOP]
ICAO in 1999 replaced the SOP with a more
meaningful and mandatory Universal Safety
Oversight Audit Programme [USOAP].
By 1997, ICAO had found that
though 75% of States had laws
establishing a CAA, only 51%
had given it adequate legal
status, 22% had adequate
staffing, and 13% had adequate
inspector training.
By 2004, ICAO had audited 181
States for safety compliance and
performed 120 audit follow-up
missions.
In 2005, ICAO began a
comprehensive systems audit of
all Annexes.
By April 2008, 90 member States
had been audited.
41.6% of audited States lacked
implementation of Critical
Elements of Safety Oversight.
In 2005, the USOAP was expanded to cover the safety-related provisions in all safety-
related Annexes (all with the exception of Annex 9 — Facilitation and Annex 17 —
Security) and also to implement a comprehensive systems approach for the conduct
of safety oversight audits. The new approach consists of three phases:

Pre-audit phase. During this phase, the information provided by the State in the
State Aviation Activity Questionnaire (SAAQ) and Compliance Checklists (CCs) is
reviewed by SOA to analyze the type of organization for safety oversight established
by the State, the implementation of Annexes provisions and the differences from
SARPs identified by the States. This allows ICAO to tailor the audit in accordance
with the level and complexity of aviation activities in the State and determine the
duration of the audit and the size and required composition of the audit team.

On-site phase. During this phase, the State is visited by an ICAO audit team to
validate the information provided by the State and conduct an on-site audit of the
State’s system and overall capability for safety oversight. This includes an audit of
the organization, processes, procedures and programmes established and maintained
by the State to help it fulfil its safety oversight obligations.

Post-audit phase. This phase encompasses all the activities following the on-site
audit, including the preparation of the audit interim report, the development by the
State of its corrective action plan and the completion of the audit final report. In
accordance with Assembly Resolution A35-6, the audit final reports are made
available to Contracting States in their entirety through a secure website, along with
information derived from the AFDD. Source: ICAO
 ICAO SAFETY OVERSIGHT AUDIT
The comprehensive systems approach for the conduct of safety oversight audits
consist of the following safety related annexes:
– Annex 1 Personnel Licensing,
– Annex 2 Rules of the Air,
– Annex 3 Meteorological Service for International Air Navigation,
– Annex 4 Aeronautical Charts,
– Annex 5 Units of Measurement to be Used in Air and Ground Operations,
– Annex 6 Part I Operation of Aircraft,
– Annex 6 Part II Operation of Aircraft,
– Annex 6 Part III Operation of Aircraft,
– Annex 7 Aircraft Nationality and Registration Marks,
– Annex 8 Airworthiness of Aircraft,
– Annex 10 Volume I Aeronautical Telecommunications,
– Annex 10 Volume II Aeronautical Telecommunications,
– Annex 10 Volume III Aeronautical Telecommunications,
– Annex 10 Volume IV Aeronautical Telecommunications,
– Annex 10 Volume V Aeronautical Telecommunications,
– Annex 11 Air Traffic Services,
– Annex 12 Search and Rescue,
– Annex 13 Aircraft Accident and Incident Investigation,
– Annex 14 - Volume I Aerodromes,
– Annex 14 - Volume II Aerodromes,
– Annex 15 Aeronautical Information Services,
– Annex 16 - Volume I Environmental Protection,
– Annex 16 - Volume II Environmental Protection,
– Annex 18 The Safe Transport of Dangerous Goods
Principal Issues of Assessment
Is there a clear policy governing
regulation of airworthiness,
operations, and personnel
licensing?
Is there an appropriate system
for certification of aircraft
operators and maintenance
organizations?
Are inspectors and licensing
personnel given periodic
training?
Is appropriate reference
material available?
Do provisions exist for license
and certificate revocation if
deficiencies are identified?
Does the CAA have an adequate
budget to accomplish its
mission?
 Principal Deficiencies
Absence of basic aviation
laws;
Failure of the CAA to
enforce safety laws and
regulations;
Failure of national laws to
conform to SARPs.
 The Eight Critical Elements
of USOAP Audits
1. Primary Aviation Legislation
2. Specific Operating Regulations
3. Civil Aviation System and Safety Oversight Functions
4. Qualification and Training of Technical Staff
5. Procedures and Technical Guidance
6. Licensing and Certification Obligations
7. Surveillance Obligations
8. Resolution of Safety Concerns
 SAFETY OVERSIGHT AUDIT RESULTS UNDER THE
COMPREHENSIVE SYSTEMS APPROACH
Level of Implementation of the Critical Elements of a Safety
Oversight System
CRITICAL ELEMENT 1 Not implemented 10 = Fully implemented
= Global average
12345678910
Primary aviation legislation
Specific operating regulations
State civil aviation system and safety oversight functions

Technical personnel qualification and training

Technical guidance, tools and the provision of safety-critical information

Licensing, certification, authorization and approval obligations

Surveillance obligations
Resolution of safety concerns
IATA Regional Accident Rates
Region 2005 2006 2007
Africa 9.21 4.31 4.09
Asia & Pacific 1.00 0.67 2.76
Russia & C.I.S. 0.00 8.60 0.00
Europe 0.33 0.32 0.29
Latin America 2.59 1.80 1.61
Mid. East & N. Africa3.84 0.00 1.08
North America 0.19 0.49 0.09
North Asia 0.00 0.00 0.88
Industry 0.76 0.65 0.75
 ICAO Security Audits
The 33rd ICAO General Assembly passed several
resolutions strongly condemning the use of aircraft as
weapons of mass destruction.”
One such resolution called upon ICAO to establish a
security audit program modeled on USOAP.
In 1994, ICAO had inaugurated the Safety Oversight
Programme [SOP] to assess State compliance with
SARPs.
In 2001, ICAO launched the Universal Security
Audit Programme [USAP] to assess State
compliance with Annex 17 (security).
 ICAO Audits & Transparency
•In 2005, the ICAO Council approved a procedure for disclosing information
about a State having significant SARPs deficiencies in its aviation safety
obligations.
•In 2006, aviation Directors-General from 153 of 189 member States agreed
that by March 23 2008, the names of those States that fail to agree to full
transparency of their USOAP audits will be posted on the ICAO website.
•More than 100 States have already agreed to transparency. By September
2006, 79 States had made their USOAP audits publicly available on the ICAO
web site. By Nov. 2008, 161 State audit results were posted at:
http://www.icao.int/fsix/auditRep1.cfm
•ICAO and IATA also signed a MOU "to share safety-related information from
their respective audit programs to better identify potential safety risks and
prevent aircraft accidents", as well as share accident and incident monitoring.
The two have agreed that "experts from each organization will be allowed to
participate as observers in audit missions of the other, upon request.”
An Example of Audit Executive
Summaries (one paragraph)
Côte d’Ivoire has not made noticeable progress in its civil aviation
organization and in the development of safety oversight qualifications. The
area’s organization has not yet been reviewed in order to reinstate in the
NCAA the regulatory functions granted to other units operating in the area,
created since 1995. Also, the delegation which is essential to the Director of
the NCAA and to civil aviation inspectors has not yet been identified or
carried out. The NCAA has qualified technical personnel to fulfil safety
oversight tasks and the related process is well-managed by the technical
personnel. However, on account of its public establishment status, the
NCAA cannot provide its management staff with adequate working and
remuneration conditions and has great difficulty maintaining key
qualifications within the agency. The NCAA does not have the essential
rights and means to develop and implement a structured training
programme. The current training provided by the NCAA to its technical
personnel does not take into account the policy to develop qualifications or
the need to develop individual or collective technical qualifications according
to service priorities, the evolution of flight equipment activities and
technology as well as the tasks to be provided to that end.
 BLACKLISTING:
THE CONFLICT BETWEEN NATIONAL AND
INTERNATIONAL AVIATION SAFETY
STANDARDS
Professor Dr. Paul Stephen Dempsey
Director, Institute of Air & Space Law
McGill University
[email protected]
http://www.mcgill.ca/iasl