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assure you that our nation's position as a world power is of small moment in such a forum. At times I felt like the town banker attending a poverty rally - the smaller nations tended to band together with an inbred resistance to the power of our nation, our airlines and our aircraft manufacturers. Suffice to say that the task of rewriting the annex was considerable. But a new annex was written, which enlarged the entire scope of international rule. Not the least of these changes was the new concept that the nation in which the aircraft was manufactured could participate in foreign investigations. That Third Session was held in Montreal, Canada during January and February of 1965. The Division's recommendation for amendment to Annex 13 was adopted by the 107 member nations and became applicable on August 25, 1965. The substantial nature of the amendments was such that it was decided to reissue the Annex in its second edition. 

While the Annex has been adopted pursuant to the provisions of Article 37 of the Convention, aircraft accident inquiry is itself the subject of Article 26 of the Convention. As I mentioned before, this Article imposes an obligation on the nation of occurrence to investigate the accident and, as far as its law permits, to conduct the Inquiry in accordance with ICAO procedure. However, Article 26 does not preclude the taking of further action in the field of aircraft accident investigation, and therefore under prescribed circumstances, the annex has been enlarged to an investigation of both foreign and domestic accidents. In order to maintain the correct relationship between the provisions of Article 26 and those of the Annex, we must realize that Article 37 of the Convention is the controlling Article in the development of an Aircraft Accident Inquiry Annex, but nothing in the Annex may contravene the express terms of Article 26.