Izmir Model United Nations Conference

2024

International Civil Aviation Organization (ICAO)

Study Guide
Academic Advisor: Duru Kılıç

Academic Assistant: Zeynep Neva Yurttav

Table of Contents

1. Letter from the Secretary-General..................................................................................... 3

2. Letter from the Academic Advisor..................................................................................... 3
3. Introduction to the International Civil Aviation Organization (ICAO)..........................4
4. Agenda Item A: Discussing the potential role of ICAO regarding Unmanned Armed
Vehicles (UAVs).........................................................................................................................5
a. Glossary............................................................................................................................ 5
b. Introduction to the Agenda Item...................................................................................... 5
i. ICAO’s Role................................................................................................................5
ii. What are UAVs.......................................................................................................... 6
c. ICAO’s History with UAVs..............................................................................................8
d. Policy Response Regarding UAVs................................................................................... 9
i. Countries................................................................................................................... 10
ii. Organizations........................................................................................................... 10
5. Agenda Item B: Encountering Counter-Terrorism and Unmanned Aircraft Systems
(UASs) Digital Forensics on Civil Aviation.......................................................................... 10
a. Glossary.......................................................................................................................... 10
b. Introduction to the agenda item......................................................................................10
i. What are UASs..........................................................................................................10
ii. ICAO’s History with UAS....................................................................................... 11
iii. Threats Posed by UASs.......................................................................................... 12
6. Further Reading................................................................................................................. 12
7. Bibliography....................................................................................................................... 12
 1. Letter from the Secretary-General

2. Letter from the Academic Advisor

Esteemed delegates,

I wholeheartedly welcome all of you to the İzmir Model United Nations Conference
2024 and to our committee International Civil Aviation Organization. I am Duru Kılıç, the
Academic Advisor responsible for this committee. I am a freshman at İzmir Atatürk High
School, and this is my second year in my MUN journey. I am extremely excited to meet and
conduct this committee with all of you.

Reading this study guide will ensure your complete understanding of the agenda item,
and give you the necessary ideas as to what you should talk about in order to conclude the
committee. Furthermore, researching “HarvardMUN Rules of Procedure” will help you to
understand how a committee in a Model United Nations conference is conducted. These two
points - the study guide and the rules of procedure - are the main things I highly recommend
all of you to pay attention to before the conference. Additional research, especially on your
allocated country, will naturally also be to your advantage. Make sure you come prepared!

If you need guidance or have any questions, you may always contact me or the
Academic Assistant. Aiding you is a pleasure. I wish all of you enjoyable three days in this
conference and the continuation of your MUN journey. Good luck!

Sincerely,

Duru KILIÇ

kilicdurukilic@gmail.com
 3. Introduction to the International Civil Aviation Organization (ICAO)

The International Civil Aviation Organization (ICAO) is a United Nations agency that
helps 193 countries to cooperate together and share their skies to their mutual benefit.
ICAO’s support and coordination has helped countries to diplomatically and technically
realize a uniquely rapid and dependable network of global air mobility, connecting families,
cultures, and businesses all over the world, and promoting sustainable growth and
socio-economic prosperity wherever aircraft fly.

As it enters a new era of digitization, and of incredible new flight and propulsion
innovations, air transport is relying more than ever on ICAO’s expert support and technical
and diplomatic guidance to help chart a new and exciting future for international flight. ICAO
is innovating itself to answer this call, and expanding its partnerships among UN and
technical stakeholders to deliver a strategic global vision and effective, sustainable solutions.

But how does ICAO achieve all this? ICAO develops Standards and Recommended
Practices (SARPs) with its member states to essentially recommend countries practices on
aviation. The establishment and maintenance of international Standards and Recommended
Practices (SARPs), as well as Procedures for Air Navigation (PANS), are fundamental tenets
of the Convention on International Civil Aviation (Chicago Convention) and a core aspect of
ICAO’s mission and role.
4. Agenda Item A: Discussing the potential role of ICAO regarding
Unmanned Armed Vehicles (UAVs)

a. Glossary

UAV: UAVs are aircraft that are guided autonomously, by remote control, or by both
means and that carry some combination of sensors, electronic receivers and
transmitters, and offensive ordnance.
Aviation:

b. Introduction to the Agenda Item

As technology continues to develop, it is inevitable that it also shines on

armory and weaponry. As UAVs (Unmanned Armed Vehicles) come to light, the
aircraft industry also gets affected, causing new systems such as “Unmanned Aerial
Vehicles” or “Unmanned Combat Aerial Vehicles”.

i. ICAO’s Role

ICAO has five comprehensive strategic objectives to enhance global

aviation safety, increase the capacity and improve the efficiency of air
navigation, enhance global civil aviation security, minimize the adverse
environmental effects of civil aviation and foster the development of a sound
and economically viable civil aviation system. These objectives are:

Safety: Enhance global civil aviation safety. This Strategic Objective is

focused primarily on the State's regulatory oversight capabilities. The Global
Aviation Safety Plan (GASP) outlines the key activities for the triennium.

Air Navigation Capacity and Efficiency: Increase the capacity and improve the
efficiency of the global civil aviation system. Although functionally and
organizationally interdependent with Safety, this Strategic Objective is focused
primarily on upgrading the air navigation and aerodrome infrastructure and
developing new procedures to optimize aviation system performance. The
Global Air Navigation Capacity and Efficiency Plan (Global Plan) outlines the
key activities for the triennium.
Security & Facilitation: Enhance global civil aviation security and facilitation.
This Strategic Objective reflects the need for ICAO's leadership in aviation
security, facilitation and related border security matters.

Economic Development of Air Transport: Foster the development of a sound

and economically-viable civil aviation system. This Strategic Objective
reflects the need for ICAO's leadership in harmonizing the air transport
framework focused on economic policies and supporting activities.

Environmental Protection: Minimize the adverse environmental effects of civil

aviation activities. This Strategic Objective fosters ICAO's leadership in all
aviation-related environmental activities and is consistent with the ICAO and
UN system environmental protection policies and practices.

As explained above, ICAO develops SARPs to adhere to these

Strategic Objectives. The issue of UAVs stand in between the lines of
Objectives 1 and 3, hence its role in this issue.

ii. What are UAVs

UAVs are aircraft that are guided autonomously, by remote control, or

by both means and that carry some combination of sensors, electronic
receivers and transmitters, and offensive ordnance. They are used for strategic
and operational reconnaissance and for battlefield surveillance, and they can
also intervene on the battlefield—either indirectly, by designating targets for
precision-guided munitions dropped or fired from manned systems, or directly,
by dropping or firing these munitions themselves.
 Early UAVs, known as RPVs or drones, were used in World War II
primarily as targets for training and decoys. The AQM-34 Firebee, developed
in the 1960s, played a key role in reconnaissance during conflicts like the
Vietnam War, providing clear imagery and intelligence on enemy activities.
However, their capabilities were limited by technology, relying on film
cameras and rudimentary recovery methods. In the 1980s, advancements in
avionics, sensors, and precision-guided munitions dramatically improved UAV
capabilities. The introduction of digital communication links allowed for
remote control and real-time data transmission, leading to the deployment of
strategic-range UAVs like the RQ-4 Global Hawk in the early 2000s. These
UAVs boasted sophisticated sensor arrays and could operate at high altitudes,
making them invaluable assets for intelligence gathering and surveillance in
modern conflicts.
 c. ICAO’s History with UAVs

The advantages of strategic UAVs notwithstanding, the emergent technologies

described above were first exploited in war by Israeli battlefield UAVs. Israeli
battlefield UAVs pioneered the use of emergent technologies in warfare, starting with
the Tadiran Mastiff in 1975 and the larger Scout, both effective in identifying and
marking surface-to-air missiles during Lebanon's 1982 conflict. The U.S. Marine
Corps adopted the Mastiff and later procured the IAI-designed RQ-2 Pioneer, utilized
in the Persian Gulf War. The U.S. Army supported the development of the RQ-5
Hunter, propelled by pusher and tractor propellers, which saw action in the 2003 Iraq
invasion. Inspired by Israel's success, the U.S. aggressively developed UAVs, notably
the MQ-1 Predator, introduced in 1995, utilized for surveillance and armed missions,
followed by the MQ-9 Reaper in 2007, with enhanced capabilities and payload
capacity. These UAVs, operated predominantly by the U.S. Air Force, have become
integral in target location for combat missions, and have been procured by U.S. allies
like the United Kingdom.

All major military powers and even some militia groups employ battlefield
surveillance UAVs to extend the view of ground and naval forces and to enhance the
reach and accuracy of their supporting fire, hence the need for ICAO to oversee this.
On 12 April 2005, during the first meeting of its 169th Session, the Air Navigation
Commission requested the Secretary General to consult selected States and
international organizations with respect to: present and foreseen international civil
unmanned aerial vehicle (UAV) activities in civil airspace; procedures to obviate
danger to civil aircraft posed by UAVs operated as State aircraft; and procedures that
might be in place for the issuance of special operating authorizations for international
civil UAV operations. The first ICAO exploratory meeting on UAVs was held in
Montreal on 23 and 24 May 2006. Its objective was to determine the potential role of
ICAO in UAV regulatory development work. The meeting agreed that although there
would eventually be a wide range of technical and performance specifications and
standards, only a portion of those would need to become ICAO SARPs. It was also
determined that ICAO was not the most suitable body to lead the effort to develop
such specifications. However, it was agreed that there was a need for harmonization
of terms, strategies and principles with respect to the regulatory framework and that
ICAO should act as a focal point.
 The second informal ICAO meeting in Palm Coast, Florida, in January 2007,
determined that work on technical specifications for UAV operations was well
underway within RTCA and EUROCAE, and coordination between their joint
committee was sufficient. The main concern for ICAO was ensuring safety and
uniformity in international civil aviation operations. It was agreed that there was no
immediate need for new ICAO SARPs but rather a need to harmonize concepts and
terms. A strategic guidance document was proposed to guide regulatory evolution,
serving as a basis for state and organizational regulations. As regulatory material
matured, it could be proposed for inclusion in the ICAO guidance document. The
meeting emphasized coordinated development of SARPs to ensure harmonization and
uniformity early in the technology's emergence, with ICAO playing a central role.

d. Policy Response Regarding UAVs

The Global Air Traffic Management Operational Concept (Doc 9854) states
“An unmanned aerial vehicle is a pilotless aircraft, in the sense of Article 8 of the
Convention on International Civil Aviation, which is flown without a
pilot-in-command on-board and is either remotely and fully controlled from another
place (ground, another aircraft, space) or programmed and fully autonomous.” This
understanding of UAVs was endorsed by the 35th Session of the ICAO Assembly.

The regulatory framework under development by ICAO is being shaped

within the context of the above statement. All UA, whether remotely-piloted, fully
autonomous or a combination thereof, are subject. Only the remotely-piloted aircraft
(RPA), however, will be able to integrate into the international civil aviation system in
the foreseeable future. The functions and responsibilities of the remote pilot are
essential to the safe and predictable operation of the aircraft as it interacts with other
civil aircraft and the air traffic management (ATM) system. Fully autonomous aircraft
operations are not being considered in this effort, nor are unmanned free balloons nor
other types of aircraft which cannot be managed on a real-time basis during flight.

For battlefield UAVs, however, no consisting global regulatory framework nor

any SARPs of ICAO exist, This lack of policy is concerning on many levels.
 i. Countries

The European Union sees benefits and challenges for civilian drones, and in
2014 proposed a set of regulations to control the effects of drones on peoples'
safety, security, and privacy.

Australia: UAVs must be kept at least 30 meters from structures, buildings,

and people. UAVs should not be operated hazardously.

Brazil: Drones are regulated by ANAC under RBAC-E No. 94/2017, with
complementary rules by DECEA and ANATEL.

Canada: Since 2019, drones over 250 grams must be registered, insured, and
operators must be licensed after passing an exam.

France: Flying drones over nuclear power plants is illegal, with strict penalties
for violations.

European Union (including Switzerland): Drones are classified into Open,

Special, and Certified categories based on operational risks.

Hong Kong: No-fly zones include Victoria Harbour, the airport, military sites,
prisons, and leisure facilities. Regulations following American standards are
proposed.

India: Importing drones requires permission from WPC and DGCA. Drones
above 2 kg need Air Defense clearance and trained pilots.

Indonesia: UAVs should not exceed 120 meters in altitude without permission
and must stay 500 meters away from restricted areas unless authorized.

Iran: Imported dronesare illegal, with various restrictions and registrations.

Japan: Safety rules introduced in 2015, with restrictions on airspace and

altitude.

Malaysia: Drones under 20 kilograms can fly without approval if deemed safe.
Myanmar: No specific laws, but restrictions imposed by authorities.

Philippines: Commercial drone operators must register and secure

certification.

Republic of Ireland: Specific permissions required for UAV operations.

Singapore: Laws regulate drone flying for safety, security, and privacy.

South Africa: Regulations introduced in 2015 focus on safety aspects and

restrictions.

South Korea: Many areas, including near government offices, are no-fly
zones.

Thailand: Registration required for most drones, with penalties for

non-compliance.

United Kingdom: Various regulations including altitude and proximity to

airports.

United States: FAA regulations require registration for drones over 250 grams
and have specific rules for recreational and commercial use

ii. Organizations

Unmanned Aircraft Systems (UAS) Advisory Group was set up in 2015 by the
United Nations’ civil aviation arm to draw up global rules and regulations for
the safe use of unmanned aircraft. The team comprises countries such as the
United States, France, and China, as well as industry bodies like the Global
Pilots' Association.

In December 2017, the International Air Transport Association (IATA), a

global airline trade body, pressed governments to ensure the enforcement of
regulations to curb the reckless and dangerous flying of recreational drones.
5. Agenda Item B: Encountering Counter-Terrorism and Unmanned Aircraft
Systems (UASs) Digital Forensics on Civil Aviation

a. Glossary

UAS: UAS (Unmanned Aerial System) is the entire package needed to operate the
system, which includes the UAV itself, the ground control system, camera, GPS, all
the software, skills needed to operate the system and tools required for maintenance.

Counter-terrorism: Counterterrorism, also known as anti-terrorism, relates to the

practices, military tactics, techniques, and strategies that governments, law
enforcement, businesses, and intelligence agencies use to combat or eliminate
terrorism.

b. Introduction to the agenda item

While UAS offer significant benefits across various industries, they also
present risks to aviation infrastructure and national security. Unauthorized UAS
operations near airports and deliberate disruptions to aviation operations underscore
the need for robust regulatory frameworks and effective countermeasures.
Additionally, the use of UAS by non-State actors for reconnaissance and offensive
operations poses complex security challenges.
 i. What are UASs
UAS are air vehicles and associated equipment that do not carry a
human operator, but instead are remotely piloted or fly autonomously. UAS
commonly are referred to as Unmanned Aerial Systems (UAS), Unmanned
Aerial Vehicles (UAV), Remotely Piloted Aircraft Systems (RPAS), and
drones. A UAS generally consists of

1. an aircraft with no pilot on board,

2. a remote pilot station,
3. a command and control link, and
4. a payload specific to the intended application/operation, which often
includes specialized cameras or other sensors that collect data for
near-term analysis.

ii. ICAO’s History with UAS

The International Civil Aviation Organization (ICAO) is responsible

for coordinating and developing global Standards and Recommended Practices
(SARPs), Procedures, and Guidance material for unmanned aviation with the
goal of facilitating a safe, secure, and efficient integration of unmanned
aircraft into the global aviation system.

Unmanned aviation affords unique opportunities, including cargo

transportation, delivery of life-saving materials, wildlife monitoring, disaster
management support, infrastructure inspection, and much more. The rapid
advancement of technologies supporting unmanned aviation presents unique
challenges to ensure safe operations.

Technologies in the fields of unmanned aircraft systems (UAS),

remotely piloted aircraft systems (RPAS), UAS Traffic Management (UTM),
advanced air mobility (AAM), vertiports, as well as work conducted by
technical standards organizations continue to advance. ICAO's global aviation
leadership, and its role as a forum to exchange information and build global
consensus are key to developing a holistic vision and a harmonized
framework.

iii. Threats Posed by UASs

UAS have become increasingly popular as technological advancements

have improved their capability and reduced their cost, making them affordable
and accessible to the general public. Consequently, the major concerns posed
by UA in the civil aviation environment are mostly related to the reckless use
of UA in airspace and the possible ignorance of the owner/operator.

The inherent difficulty in preventing the acquisition and use of UAS, in

addition to the limited ability to track them near airports, results in an overall
increased vulnerability to acts of unlawful interference targeting civil aviation
infrastructure. Incidents and other developments in the illegal use of UAS as a
vector of attack on aviation facilities and systems are increasing the risk from
this kind of attack. When States are assessing associated threats and risks with
UAS, consideration should be given to consulting the ICAO Aviation Security
Global Risk Context Statement to the extent practicable.

Weaponized UA are becoming more advanced and more accessible to

terrorists, who have demonstrated increased interest and willingness to use this
vector of attack in the civilian environment. Mitigations against such attacks
currently appear to be lagging behind the development of the threat. The
misuse of UA in regulated airspace could impact civil aviation operations and
constitute an act of unlawful interference if it endangers aviation safety. This
can result in the forced closure of an airport over an extended period, thereby
potentially causing safety-related incidents, the cancellation of hundreds of
flights, disruption to tens of thousands of passengers, and substantial
economic damage.
6. Questions to Ponder

1. How can ICAO inherently affect the government’s choices on safe aviation security
regarding unmanned armed vehicles and aircraft systems?

2. Are SARPs questionable? Is there room to improve/add more of them?

3. How can International Law affect ICAO’s and governments’ choices regarding
unmanned armed vehicles?

4. What defines “ICAO’s role” and what are the organization’s capabilities, targets, and
boundaries?

5. What are the threats and benefits of unmanned armed vehicles and general aircraft
systems?

6. How can countries use unmanned armed vehicles and aircraft systems to their benefit?

7. What are the other organization’s roles regarding the usage of unmanned armed
vehicles and aircraft systems? Is a partnership of ICAO with them possible?

8. How can unmanned aircraft systems be used in counter-terrorism and what role can
technology and innovation play in Counter-Terrorism and UAS's Digital Forensics on
Civil Aviation? What are the benefits, risks, and boundaries of it?

9. What are the existing international standards or guidelines related to Encountering

Counter-Terrorism and UAS's Digital Forensics on Civil Aviation, and how
effectively have they addressed the issues?

10. What measures should be taken to ensure adequate training and education for using
Unmanned Aircraft Systems?

11. What are the consequences or penalties for using aircraft systems in
counter-terrorism?

12. What are the specific challenges and considerations for ensuring the legal usage of
unmanned air vehicles?
 7. Bibliography

https://www.icao.int/about-icao/AirNavigationCommission/Pages/how-icao-develops-standar
ds.aspx

https://www.britannica.com/technology/military-aircraft/Unmanned-aerial-vehicles-UAVs

https://www.researchgate.net/publication/319077930_UAVs_regulations_and_law_enforcem
ent

https://www.unmannedairspace.info/emerging-regulations/icao-adopts-annex-6-part-iv-appro
ves-inclusive-standards-for-manned-and-unmanned-vehicles/

https://www.researchgate.net/publication/228152141_Drones_and_the_Boundaries_of_the_B
attlefield

https://www.infrastructure.gov.au/infrastructure-transport-vehicles/aviation/international-avia
tion/international-aviation-engagement