Chicago Convention, Part I: air navigation

Page ID

010-01-01

Syllabus (AMC1 FCL.210; FCL.215)

Part I Air Navigation: relevant parts of the following chapters: (a) general principles and application of the convention; (b) flight over territory of Contracting States; (c) nationality of aircraft; (d) measures to facilitate air navigation; (e) conditions to be fulfilled on aircraft; (f) international standards and recommended practices; (g) validity of endorsed certificates and licences; (h) notification of differences.

Syllabus anchor

ICAO Doc 7300 (syllabus cites 7300/6; current is 9th edition, 2006)

Regulatory baseline

Convention on International Civil Aviation, ICAO Doc 7300, 9th edition (2006); EASA Easy Access Rules for Aircrew, November 2025

Reading time

21 min

Learning objectives

1. State what the Chicago Convention says about sovereignty, territory and state aircraft, and where airspace stops belonging to any State.
2. Explain which flights may enter another State without prior permission, and which of the visited State's rules still bind you.
3. Identify the documents an aircraft in international navigation carries, and who issues and recognises its certificates and licences.
4. Explain how international standards are adopted, and tell apart a State's notified difference from an endorsement on one aircraft or one licence.

The idea

Aircraft cross borders in minutes, but every border is also a different set of laws. If each State made up its rules from scratch, a pilot would have to relearn everything at each frontier. The Chicago Convention is the agreement that prevents this. It says who controls the sky above a country, when a visiting aircraft may come in, what papers it carries, and how States keep their rules close enough that a licence earned in one place still means something in another. The first part of the Convention, on air navigation, is the part you are examined on.

Where the Convention fits

The Convention was signed at Chicago on 7 December 1944 and came into force on 4 April 1947, the thirtieth day after the 26th ratification or adherence. Its preamble gives the motive: civil aviation can build friendship between nations, but its abuse can threaten general security, so States agree on principles that let it grow in a safe and orderly manner.

The syllabus cites an older edition. The current edition used here dates from 2006 and contains every amendment in force on 1 January 2006. Inside Part I, the only amendment is one added rule about weapons and civil aircraft, covered below.

Part I, "Air Navigation", has six chapters. They map onto the syllabus items like this:

• Chapter one: general principles and application, item (a).
• Chapter two: flight over the territory of contracting States, item (b).
• Chapter three: nationality of aircraft, item (c).
• Chapter four: measures to facilitate air navigation, item (d).
• Chapter five: conditions to be fulfilled with respect to aircraft, item (e).
• Chapter six: international standards and recommended practices, items (f), (g) and (h): standards, validity of endorsed certificates and licences, and notification of differences.

Part II creates ICAO (the International Civil Aviation Organization) and is taught on page 010-01-02.

The figure shows six blocks in a row, one per chapter, each with a small icon: a crown for sovereignty, a route arrow for overflight, a flag for nationality, a customs gate for facilitation, a document stack for conditions on aircraft, and a rule book for standards. Under each block sits its syllabus letter, (a) to (h).

Sovereignty and territory

Who controls the sky above a country? The State below. Every State has complete and exclusive sovereignty over the airspace above its territory, and this is recognised for every State, not only the ones that signed.

"Territory" is wider than dry land. It is the land areas plus the adjacent territorial waters under the State's sovereignty, suzerainty, protection or mandate. So a coastal State's sovereign airspace reaches out over its territorial waters. The Convention gives no width for those waters, so do not memorise one.

Beyond them lies the high seas. Airspace there is not any State's territory, and the rules of the air established under the Convention apply.

The figure is a side-on cross-section of a coastline: land, then a strip of territorial waters, then open sea. A tall column over the land and territorial waters is labelled "State sovereignty". Over the high seas the column changes colour and reads "rules established under the Convention". No width is drawn for the territorial waters.

Civil and state aircraft

The Convention applies only to civil aircraft. Aircraft used in military, customs and police services are deemed state aircraft. A State's state aircraft may not fly over or land in another State without authorisation, by special agreement or otherwise. When a State regulates its own state aircraft, it must have due regard for the safety of civil aircraft.

Weapons, interception and misuse

A later addition says States must refrain from using weapons against civil aircraft in flight, and must not endanger lives on board when intercepting. A State may require an aircraft flying over it without authority to land at a designated airport, and every civil aircraft must comply. The rule was adopted on 10 May 1984 and came into force on 1 October 1998. Interception in practice is on page 010-05-05.

Each State also agrees not to use civil aviation for any purpose inconsistent with the aims of the Convention.

Flying into another State

Suppose you want to fly a private aeroplane to a neighbouring country for lunch. Must the State on the other side say yes first? The Convention splits flights into groups.

Non-scheduled flights. Aircraft of other contracting States that are not engaged in scheduled international air services may fly into or across a State non-stop, and land for non-traffic purposes, without prior permission. This is subject to the Convention and to the State's right to require a landing. For safety, a State may also require such aircraft to follow prescribed routes, or to get special permission, over regions that are inaccessible or lack adequate air navigation facilities. If they carry passengers, cargo or mail for remuneration or hire, they may take on or put down traffic, subject to that State's regulations, conditions and limitations and to its right to refuse cabotage.

Scheduled international air services. These may operate over or into a State only with its special permission or other authorisation, and under its terms.

Cabotage. A State may refuse foreign aircraft permission to carry passengers, mail or cargo for remuneration or hire between two points inside its own territory, and may not grant that privilege on an exclusive basis.

Pilotless aircraft. An aircraft able to fly without a pilot may not do so over a contracting State's territory without that State's special authorisation.

The figure is a vertical flowchart. First decision: state or civil aircraft? State aircraft lead to "needs authorisation". Civil aircraft lead to a second decision: scheduled international service? Yes leads to "needs permission". No leads to "may enter, transit and make non-traffic stops without prior permission", with a list of conditions beneath: required landing, prescribed routes, prohibited areas, customs airport, local rules.

The visited State's rules still apply

A right of entry does not mean you bring your own rules. The visited State keeps control:

• Prohibited areas. For military necessity or public safety, a State may restrict or prohibit flight over certain areas, applied without distinction between its own aircraft engaged in scheduled international services and other States' aircraft engaged likewise. The areas must be of reasonable extent and location, and descriptions and changes go to other States and ICAO.
• Temporary restrictions. In exceptional circumstances, an emergency or for public safety, a State may restrict or prohibit flight over all or part of its territory with immediate effect, without distinction of nationality. An aircraft entering such an area may be required to land as soon as practicable at a designated airport.
• Customs airports. Unless allowed to cross without landing, an aircraft entering a State must, if that State's regulations require, land at a designated customs airport, and depart from one. States publish these airports and send details to ICAO.
• National air regulations. A State's laws on admission, departure, operation and navigation of aircraft in its territory apply to aircraft of all contracting States without distinction as to nationality.
• Rules of the air. Each State ensures that aircraft over its territory, and aircraft carrying its nationality mark wherever they are, comply with the rules in force there. It keeps its rules uniform with those under the Convention to the greatest possible extent. In the EU these are SERA, taught on page 010-05-01.
• People and cargo. Passengers, crew and cargo must comply with the State's entry, clearance, immigration, passport, customs and quarantine laws.
• Search. A State's authorities may, without unreasonable delay, search foreign aircraft on landing or departure and inspect the prescribed certificates and documents.

The visited State owes something back. Airports open to public use by its national aircraft are open under uniform conditions to aircraft of all contracting States, as are its air navigation facilities, including radio and meteorological services. Charges on foreign aircraft may not exceed those paid by national aircraft in similar operations, and no charge may be imposed solely for the right of transit, entry or exit.

Nationality and facilitation

Aircraft have the nationality of the State where they are registered, and cannot be validly registered in more than one State. Aircraft in international air navigation must bear nationality and registration marks. Details are on page 010-03-01.

Chapter four is the "keep things moving" chapter. States adopt all practicable measures to speed up flights and prevent unnecessary delay, especially in immigration, quarantine, customs and clearance. An aircraft flying to, from or across another contracting State is admitted temporarily free of duty, and fuel, oils, spare parts, regular equipment and stores that stay on board when it leaves are exempt from customs duty. States give practicable assistance to aircraft in distress in their territory. After an accident involving a foreign aircraft, the State where it happened opens an inquiry and the State of registry may appoint observers (page 010-12-01). States provide airports, radio, meteorological and other air navigation facilities, as far as practicable, to the standards established under the Convention.

Conditions on the aircraft and the crew

Every border check ends with: can you show who and what you are? An aircraft of a contracting State in international navigation carries:

1. a certificate of registration;
2. a certificate of airworthiness;
3. the appropriate licences for each crew member;
4. a journey log book;
5. an aircraft radio station licence, if radio-equipped;
6. a passenger list with places of embarkation and destination, if carrying passengers;
7. a cargo manifest and detailed declarations, if carrying cargo.

The first four are always carried. The last three depend on equipment and load. Which documents you must carry on an EU-registered aeroplane is set by the EU operations rules, not by this list alone.

The journey log book records particulars of the aircraft, its crew and each journey. Radio transmitting apparatus may be carried over other States only if the State of registry has licensed it, and only flight crew holding a special licence from that State may use it.

Who issues, who recognises. Every aircraft in international navigation has a certificate of airworthiness issued or rendered valid by the State of registry. The pilot and other operating crew hold licences issued or rendered valid by the State of registry. Other States must recognise these as valid, provided they were issued under requirements equal to or above the minimum standards established under the Convention. A State may still refuse to recognise, for flight above its own territory, licences another State granted to the first State's own nationals.

Standards and recommended practices

All of this works only if States' rules look alike. States therefore collaborate to secure the highest practicable degree of uniformity in regulations, standards, procedures and organisation. ICAO adopts international standards, recommended practices and procedures on eleven named subjects, including communications and navigation aids, airports, rules of the air and air traffic control, personnel licensing, airworthiness, registration, meteorology, charts, customs and immigration, and distress and accident investigation.

The Council of ICAO adopts them and, for convenience, designates them as Annexes to the Convention. An Annex needs a two-thirds vote of the Council. It becomes effective within three months of being sent to States, or a longer period the Council sets, unless a majority of States register disapproval. So Annexes are not ratified one by one. As of October 2026, ICAO has 19 Annexes holding over 12 000 standards and recommended practices. The Convention uses both terms without defining them, and ties the duty to notify differences only to standards. The Council itself is taught on page 010-01-02.

Differences, endorsements and validity

Keep two levels apart.

Level one: a State's rules differ

A State that finds it impracticable to comply in all respects with an international standard, or to bring its rules fully into line after an amendment, or that adopts differing rules, must immediately notify ICAO of the differences. After an amendment to a standard, a State that does not amend its own rules must notify the Council within 60 days of the adoption of the amendment, or say what it intends to do. The Council then immediately notifies all other States. States publish their differences in the general part of their AIP (Aeronautical Information Publication).

Level two: one aircraft or person falls short

If an aircraft or part failed to meet an international airworthiness or performance standard at certification, a complete list of the failures must be endorsed on or attached to its airworthiness certificate. A licence holder who does not fully meet the international standard for the licence must have the shortfalls endorsed on or attached to the licence.

Then comes validity. Aircraft or personnel with such endorsed certificates or licences may not take part in international navigation without the permission of the State or States whose territory is entered. Registering or using such an aircraft or part in a State other than the one that first certificated it is at the importing State's discretion.

The figure has two columns. Left, "State level": the State's rules differ from a standard, the State notifies ICAO, the Council informs all States, the difference is published in the AIP. Right, "Individual level": an aircraft or licence falls short, the shortfall is endorsed, permission of each State entered is needed.

The transitional rules protect older equipment. The standards do not apply to types whose prototype was submitted for national certification before three years after the adoption of the airworthiness standard, nor to licences first issued before one year after adoption of a qualification standard. They do apply to all personnel whose licences are still valid five years after that adoption.

The EU link

The EU licensing rules build on this. For rating renewal, an applicant who holds a valid class or type rating on a third-country licence issued in accordance with the ICAO licensing annex, and who is entitled to exercise the privileges of that rating, is exempt from the assessment and refresher training. To fly outside Union territory on an aircraft registered in a Member State other than the one that issued your licence, you must carry, in print or electronically, the latest ICAO attachment on automatic validation of licences and the list of States party to it. Licensing is taught on page 010-04-01.

This lesson does not replace ATO instruction, the destination State's AIP, or your aircraft's POH/AFM.

In the real world

Picture planning a private flight to a neighbouring State. Your non-scheduled flight may enter and land for a non-traffic stop without prior permission, but that State's rules still apply. So you check which airports are customs airports, where prohibited areas lie, and what differences from ICAO the State has published. You also confirm that your aircraft's certificates and your licence, issued or rendered valid by the State of registry, will be recognised.

Exam traps

• Sovereignty stops at the coast. Wrong: it covers the airspace above the territory, and territory includes adjacent territorial waters.
• Only signatories have sovereignty. Wrong: the Convention says every State has it.
• Over the high seas, the State of registry's rules apply. Wrong: the rules established under the Convention apply.
• Cabotage means overflight rights. Wrong: it is carrying paying traffic between two points inside one State, which that State may refuse to foreign aircraft.
• The 60 days applies to every difference. Wrong: the general duty is immediate notification; 60 days runs from the adoption of an amendment to a standard.
• An endorsed licence cannot be used at all. Wrong: it can be used, but not in international navigation without the permission of each State entered.

Explain it back

Sources

1. Convention on International Civil Aviation (Chicago, 1944), ICAO Doc 7300, 9th edition (2006): Part I, Chapters I–VI (Articles 1–42).
2. ICAO, How ICAO develops standards: icao.int.
3. Commission Regulation (EU) No 1178/2011, Part-FCL, FCL.045 and FCL.740 — via EASA Easy Access Rules for Aircrew, November 2025.

This page is educational. It does not replace instruction at your ATO or your aircraft's POH/AFM. Rules change: check the regulation in force.