MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

FEDERAL AIR TRANSPORT AGENCY

FSBEI HPE "ST. PETERSBURG STATE UNIVERSITY OF CIVIL AVIATION"

Introduction to the profession

Methodical letter for studying the discipline

Direction of training

162700 “Operation of airports and provision

aircraft flights"

Training profile

« »

Graduate qualification (degree)

"bachelor"

Form of study

correspondence

Saint Petersburg

1. Goals of mastering the discipline

The goals of mastering the discipline “Introduction to the Profession” are to familiarize students with the air transport system (AT), the characteristics of aircraft, airlines, the main tasks of training students in accordance with the requirements of the educational program of higher education, the organization of the work of the University and the basics of the educational process.

The main objective of the discipline is to form in the student a fairly complete idea of ​​his future profession, about the main opportunities, about the structure, about the main elements and functions of the air transport system, about the educational program in the direction and profile of study and about the basics of the educational process.

The discipline “Introduction to the Profession” is one of the disciplines of the variable part of the “Professional Cycle” (B.3).

This discipline is based on the competencies developed by the student during the development of the secondary education program.

The discipline is a predecessor to such disciplines as: “Airports and airport activities”, “Operation of airfields”, “Mechanization and automation of technological processes”, “Operational management of production and technological processes”, “Technological processes at airports”, “Certification of airports and airfields” ", "Organization of passenger and cargo transportation by air transport."

The process of mastering the discipline is aimed at developing and possessing the following competencies:

general cultural:

Possession of a culture of thinking, knowledge of its general laws;

The ability to formulate concepts and judgments, inductive and deductive conclusions, to identify meaning and semantic content in what is heard, seen or read;

The ability to perceive, generalize, analyze and synthesize information obtained from various sources, set a goal and choose ways to achieve it;

The ability to logically correctly, reasonedly and clearly construct oral and written speech, mastery of the skills of rhetoric, argumentation, discussion and polemics;

And professional:

Willingness to participate in the development and implementation of measures to improve the efficiency of air transport, ensure the safety of aircraft flights, ensure aviation security and prevent acts of unlawful interference in aviation activities, ensure environmental protection, and ensure the quality of work and services.

As a result of mastering the discipline, the student must:

know:

Objects and tasks of your future activities;

Basic provisions of ICAO documents;

Basic provisions of documents regulating the activities of air transport in Russia;

Basic technical and economic characteristics of modern domestic and foreign aircraft (AC);

Main characteristics, structure, functions of the constituent elements of airlines and airports;

Fundamentals of the educational process and the main provisions of the educational program in the profile;

be able to:

Apply regulatory documents regulating the activities of civil aviation;

own:

Terms and definitions used in air transport.

The total labor intensity of the discipline is 2 credit units, 72 academic hours.

The discipline is studied in the 1st semester.

Introduction.

The role of discipline in the educational process. The purpose and main objectives of the discipline.

Section 1. Organizational system of air transport (international, federallocal, regional)

The role and place of transport in the life support of production and the population.

The place of air transport (AT) in the unified transport system of the world and Russia. Distinctive features of VT in the implementation of the transportation process.

World VT system, its structure and components. International organizations, associations, civil aviation councils (ICAO, IATA, ASI), their status, role and main documents.

Federal system of VT of Russia, its functional structure and main elements. State governing bodies of VT (Ministry of Transport, Federal Service for Supervision of Transport, Federal Air Transport Agency, regional departments of federal executive authorities), their functions and tasks.

Section 2. Airways. Aircraft performance characteristics

Airways. Air traffic control system and its characteristics.

Aircraft (AC) and their main technical and economic characteristics. Flight performance characteristics of domestic and foreign aircraft: flight range, passenger capacity, payload, required length of runways (runways), take-off weight, their comparison.

Airline enterprises, airport enterprises, enterprises (operators) providing airport services in a narrow market segment, enterprises selling and booking air transportation. Brief characteristics of production and air terminal complexes. Airports as an element of the air transport system. Classification of airports and airfields. General plans and facilities of airports.

Section 4. General characteristics of the direction and profile of training. Objects of graduate work

Qualification characteristics of graduates in the field of training “Operation of airports and provision of aircraft flights.” The role of graduates in air transport production. Objects of work of graduates (air transportation services, production control rooms, airfields, operation of ground facilities, research and design institutes and organizations).

The main tasks of training graduates in the direction and profile of training.

Requirements for professional qualities of graduates (knowledge, skills, proficiency). Requirements for the personal qualities of graduates (self and team management, sociability, focus, initiative, decency, mobility, etc.).

Section 5. State educational standards of higher professional education, areas of training. Educational program

Basic requirements of the federal state educational standard of higher education (FSES HPE) training direction 162700 “Operation of airports and provision of aircraft flights.” Composition of the Federal State Educational Standard for Higher Education, content of the main sections.

Section 6. Structure of the university: faculties, directions, profiles. Basics educationalth process

Structure of the university. Cooperation of the university with employer associations and specialized enterprises and organizations.

Fundamentals of the educational process. Features of the working curriculum of the university. Semesters and sessions. Rules for students.

Midterm control (abstracts). Final control in the discipline (exam, test). Practice. Preparation and defense of term papers, projects, final qualifying work. State exam.

3. Questions for testing

2. The concept of specially authorized bodies.

3. Ownership of aviation property.

4. Mandatory certification and certification in civil aviation.

5. Licensing of activities in the field of aviation.

6. Types of aviation.

7. Aircraft. Aircraft types.

8. Admission to operation of civil and state aircraft.

9. Airfields and airports. Give definitions.

10. State registration of airports and airfields.

11. Admission to operation of airports and airfields.

12. The concept of aviation personnel.

13. Admission of persons from among the aviation personnel to activities.

14. Aircraft crew.

15. Aircraft commander.

16. Aviation enterprise and operator.

17. Commercial activities in the field of civil aviation of foreign aviation enterprises.

18. Tariffs and fees in the field of civil aviation and rules for the sale of transportation documents.

19. Aviation safety.

20. Ensuring aviation security.

21. Pre-flight inspection.

22. Carrier. Define and list major airlines.

23. Air transportation.

24. Compliance with air transportation rules.

25. Agreement for air transportation of passengers, baggage, cargo and mail.

26. General principles of responsibility.

27. Responsibility of the carrier for delay in delivery of passengers, baggage or cargo.

29. International Civil Aviation Organization (ICAO). ICAO objectives.

31. Organizational system for managing air transport in the Russian Federation.

32. Airports Council International (ACI).

33. Aircraft performance characteristics.

1. Air Code of the Russian Federation. Federal Law of March 19, 1997 No. 60-FZ [Electronic resource]. - M.: Consultant Plus.

2. “Regulations on the Ministry of Transport of the Russian Federation”: Approved by Decree of the Government of the Russian Federation of July 30, 2004 No. 000 [Electronic resource]. - M.: Consultant Plus.

3. “Regulations on the Federal Air Transport Agency”: Approved by Decree of the Government of the Russian Federation of July 30, 2004 No. 000 [Electronic resource]. - M.: Guarantor.

4. “Regulations on the Federal Service for Supervision in the Sphere of Transport”: Approved by the Decree of the Government of the Russian Federation dated 01.01.01. No. 000 [Electronic resource]. - M.: Guarantor.

5. Convention on International Civil Aviation (ICAO).

6. ICAO. Appendix 6. Operation of aircraft. Part 1: International commercial air transport. Aircraft. - 8th ed. - Montreal: ICAO, 2001. - 136 p.

7. Federal State Educational Standard of Higher Education (FSES HPE) training area 162700 “Operation of airports and provision of aircraft flights.”

8. Federal Aviation Rules “Airport Certification. Procedures". Put into effect by order of the Federal Air Transport Service of Russia (registered by the Ministry of Justice of Russia on August 31, 2000, registration No. 000);

9. Ashford N., Moore Airport. - M.: Transport, 1991.

10. Babaskin, V.V., Efficiency of air transport: Textbook for universities [Text] / St. Petersburg: GUGA, 2007. - 128 p.

11. Air transport in the modern world: Textbook for universities. Allowed UMO [Text] / [etc.]. - St. Petersburg: GUGA, 2010. - 336 p.

12., Piskov / M.: Stroyizdat, 1987. - 199 p.

13. Olyanuk air transport system: Textbook for universities / 2nd ed., additional. - St. Petersburg: GUGA, 2006. - 282 p.

14. Basics of aviation (introduction to the specialty): Textbook for universities. Allowed UMO / , . - St. Petersburg: GUGA, 2010. - 173 p.

15. Air transport carpenters / Novosibirsk: NGAEiU, 2003. - 238 p.

Periodicals

Airport international

Air transport review

Airports international / International airports

Transport Information Bulletin

Interaction of different modes of transport, logistics and container transportation (with signs)

Air transport (with signs)

Transport Bulletin

Air transport of civil aviation

civil Aviation

Transport: science, technology, management

Information and reference materials on the InternetInternet:

Information and legal system http://www. consultant ru/

Information and legal system http://www. garant. ru/products/bank/

Scientific electronic library eLibrary. ru – free access

Aviator database.

The methodological letter was compiled in accordance with the Work Program of the discipline “Introduction to the Profession” and the requirements of the Federal State Educational Standard for Higher Education and the Professional Educational Standard for Higher Education in the field of preparation “ Operation of airports and provision of aircraft flights", training profile « Organization of airport activities» .

Developer:

, associate professor of the department. No. 23

Head of Department No. 23

Ph.D. _____________

2 UDC (075.8) BBK O37ya7 M 36 Reviewers: Sosnin P.I. – Head of the Department of Information Systems and Technologies at Ulyanovsk State Technical University, Doctor of Technical Sciences, Professor, Honored Worker of Higher Education of the Russian Federation; Gortikov V. A. – Director of the International Airport “Ulyanovsk-Vostochny” Makhitko V. P., Zakharova I. V. Introduction to the specialty “Organization of Airport Activities”: textbook. – Ulyanovsk: UI GA, 2017. – 108 p. The objects of the airport complex, the processes of airport flight support, aircraft maintenance, and the transportation of passengers and cargo are considered. The legal basis for organizing airport activities is outlined. The engineering structures and equipment of the airfield and the standards for its technical operation are described. Intended for students in the field of professional training “Operation of Airports and Support of Aircraft Flights”, profile “Organization of Airport Activities”. UDC (075.8) BBK O37ya7 © Makhtitko V. P., Zakharova I. V., 2017 3 CONTENTS Introduction……………………………………………………………………… Chapter 1. Organizational basis of the airport’s activities 1.1 The airport is an element of the aviation transport system………..…. 1.2 International aviation organizations……………………………. 1.3 Legal regulation of the airport.………………..…………. Chapter 2. Airport structure 2.1 General plan of the airport……………………………………………………… 2.2 The airfield and its facilities……………………………………..….… …… 2.3 Service and technical territory of the airport.…………..…………… 2.4 Airport terminal complex……….……………….……………….…… Chapter 3. Airport services for airlines 3.1 Types of aircraft and airport services……………... 3.2 Ground handling of aircraft…………………………… 3.3 Planning and coordination of airspace use…………………………………… …………………… Chapter 4. Technologies for organizing passenger transportation 4.1 Passenger service at the airport…………………………….…. 4.2 Baggage handling………………………………………………………. 4.3 Completing the commercial load of the flight………………………. Chapter 5. Technologies for organizing cargo transportation 5.1 Airport cargo complex..………………………………………… 5.2 Handling of various types of cargo.....………..……………… ………. 5.3 Procedure for loading and unloading the aircraft……………………. 5.4 Automation of registration of freight transportation…………………... Glossary……………………………………………………………….………. Literature.…………………………………………………………….……. Applications…………………………………………………….…………. 4 7 12 15 20 25 32 35 44 45 51 57 61 65 70 72 75 78 83 93 95 4 INTRODUCTION The modern world cannot be imagined without air travel. Overcoming distances between countries and continents in a minimum time, globalization of the world economy, and development of hard-to-reach regions would be impossible without aviation. Airports are links in transport infrastructure that connect ground transportation and airspace. The 20th century began with confident steps into the sky. In 1903, brothers Orville and Wilbur Wright managed to achieve stable, controlled flight in the Flyer 1 aircraft. In 1904, N. E. Zhukovsky discovered the law of lift of an airplane wing, developed the vortex theory of a propeller, and calculated the main profiles of the wing and propeller blades. The first airplanes were light, they did not need high speed to rise into the sky, 300-900 m was enough for a takeoff run, so any flat area was suitable for them as an airfield. One of these sites was Khodynskoye Field in Moscow, which has been used as an airfield since 1910. Commercial air travel originates in the American city of St. Petersburg on the west coast of the Florida Peninsula, where on January 1, 1914, a small aircraft began operating regular flights across Tampa Bay. Devau, built in Kenicksberg in 1919, is considered the world's first airport. It not only had an airfield, aircraft hangars and passenger accommodation, but was equipped with a stationary aviation weather service, which began operating in 1921. Over the past hundred years, the network of airports has covered all continents. Civil transportation alone is carried out by more than 50 thousand air harbors. A modern airport is a complex engineering facility that provides air transportation of passengers and cargo. The development of airports in the Russian Federation reflects the development trends of the domestic economy. Thus, in the early 90s, the crisis in the country led to a reduction in passenger traffic from 86 million passengers in 1991 to 38 million in 1993. At that time, more than 1,400 airports supported air traffic, of which only a quarter remained in the 2000s. First of all, small airports of regional importance that served local air routes in the Far North, Siberia and the Far East ceased to exist. 5 The reasons for this were the outflow of population from the northern regions and the decline in their economic activity. In 2000–2012 the average growth rate of passenger air traffic was 11.4% per year, the growth of cargo traffic was 6.1% per year, and by 2013 the volume of passenger traffic amounted to 225.16 billion. pkm, which exceeded the 1990 level by 42%. In 2008, the Concept for the development of the airfield (airport) network of the Russian Federation was adopted. It identifies airports that form the national backbone of air transport. They were selected based on the criterion of social significance and based on the development prospects of the regions where they are based. For the construction and reconstruction of airport infrastructure facilities, this document provided for financing of 1.74 billion rubles, of which 57% came from the federal budget, 24% from the budgets of the Russian Federation and 19% from private investments. Public-private partnership is considered the main mechanism for modernizing the country’s airport network. The state program “Development of the transport system of the Russian Federation for 2013-2020” includes a section “Civil Aviation” with funding of 1678.9 billion rubles. (in prices of the corresponding years), including 422.6 billion rubles. from the federal budget, 32.3 billion rubles. from the budgets of the constituent entities of the Russian Federation, 1224.1 billion rubles. extrabudgetary funds. The state program plans to reconstruct 102 runways; according to the aircraft fleet renewal plan, at least 418 aircraft will be supplied to operators by 2020. As a result, the number of air passengers will increase to 86.1 million per year, the number of passengers sent from Russian airports will increase to 76.6 billion, civil aviation cargo turnover will increase to 5.9 billion t-km per year, the volume of transported cargo will up to 1.5 million tons per year. Interim results of the implementation of these plans are reflected in Annexes 1 and 2. Despite the unfavorable trends in the economy in recent years, air transport enterprises are increasing traffic volumes. At the same time, it should be noted the concentration of aviation markets: the 35 largest airlines carry out up to 90% of passenger traffic, small airlines are uniting in order to remain competitive. The Transport Strategy of the Russian Federation until 2030, approved by Order of the Government of the Russian Federation dated November 22, 2015 No. 1734-r, determines the directions for the development of the country’s transport system, based on the pace of socio-economic development. The strategy provides for the construction and reconstruction of highways, the construction of high-speed railways, the development of infrastructure of sea and river ports, airports and the air navigation system. The development of air transport is necessary for the economic activities of the state. Therefore, this industry requires trained specialists. The educational discipline “Introduction to the Specialty” is aimed at developing knowledge about the main areas of operation of the modern airport complex among students majoring in “Organization of Airport Operations.” This discipline introduces students to the basics of their future profession, the technical and economic indicators of the airport, and the functions of its departments. Objectives of the discipline: to develop knowledge about the structure of the airport complex and the interaction of its services, processes of airport servicing of aircraft (AC), servicing passengers, cargo, mail. To consolidate knowledge and develop practical skills of students, each section of the textbook contains test questions and practical tasks. 7 CHAPTER 1. ORGANIZATIONAL BASICS OF THE AIRPORT 1.1. An airport is an element of the aviation transport system. The transport system ensures communication between the regions of the country, their exchange of resources, and economic interaction between enterprises. Therefore, the development of transport is important for any state. Given the scale and natural and climatic characteristics of our country, aviation is an important link in transport chains. It performs functions that are not available to other elements of the transport system - road, rail, river and sea transport. Aviation of the Russian Federation includes three areas, differentiated by functional purpose: a) state aviation meets the needs of the country as a whole - protection of state interests, border protection, defense, emergency rescue operations during the liquidation of emergency situations and their consequences; b) experimental aviation is used for research activities, during development work, testing of aircraft and other equipment; c) civil aviation satisfies the needs of citizens and legal entities, using aircraft for the transportation of passengers, luggage, cargo, mail, for various aviation works, educational and amateur flights, excursion flights, etc. Civil aviation is divided into two classes: - transport aviation carries out on a commercial basis, transportation of goods, passengers, luggage and mail (on regular and irregular routes) and performance of aviation work; - general aviation (GA) carries out non-commercial transportation (business, private, sports flights), performs aviation work free of charge or privately. All of the above forms of airspace use are impossible without aviation infrastructure - a set of interconnected service structures or facilities that ensure the functioning of aviation. Aviation 8 infrastructure includes airfields and airports, aircraft flight control centers and points, air traffic management facilities, aircraft storage areas, points for receiving, storing and processing information in the field of aviation activities, centers and equipment for training flight personnel, as well as other structures and equipment that is used to provide air transport. Aviation infrastructure, aircraft and the personnel operating them make up the aviation transport system (ATS). It has a hierarchical structure and consists of four interconnected subsystems (Fig. 1.1): - “crew - aircraft” system; - “dispatcher – air traffic control equipment” system; - aircraft technical operation system; - flight support system. Rice. 1.1 Structure of the air transport system ATS is a human-machine system, the elements of which are organizationally connected and act together according to common standards. Elements of the ATS are aircraft and their crews, airlines, airfields and airports, organizations for the maintenance of aircraft and air traffic services, institutions for the supervision of flight safety, complexes of ground-based facilities. Organization of flight activities Regulation of flight activities Shturmanskoye Aerodrome Security and security Aeronautical Meteorological Ornithological Engineering and aviation Organization of transportation Medical Radio-light engineering Operational management of ASR and RPS "E-VS" system: aircraft ← crew ATC system: dispatcher → ATC facilities aircraft technical operation system flight support system flight support system 9 flight preparation and support, personnel employed operation and repair of aircraft and ground equipment, aviation administration. The main subject of the aircraft is the operator - a citizen or legal entity that has an aircraft on the right of ownership, lease or other legal basis, uses this aircraft and has an operator’s certificate (Article 61 of the Air Code of the Russian Federation). A carrier is an operator that has a license to carry out air transportation of passengers, baggage, cargo or mail on the basis of air transportation contracts. Airports where aircraft are permanently based are called base airports. Airports designated for unscheduled landings are called alternate airports. According to their status, there are three types of airports: - federal airports provide air communication between federal cities of Moscow, St. Petersburg, Sevastopol, between the administrative centers of the constituent entities of the Russian Federation and international routes; the register of airport data is approved by the Government of the Russian Federation; An international airport is one that is capable of receiving aircraft performing international transportation, equipped with border, immigration, customs, phytosanitary, sanitary and quarantine control points; - airports of regional importance - large and medium-sized airports connecting regional centers; - airports of local air lines have the main volume of traffic on local air lines (AL) - routes laid between populated areas within the territorial management of the FAVT. For domestic air transportation, the point of departure, destination and all landing points are located on the territory of the Russian Federation. International air transportation includes those whose points of departure and destination are located on the territories of two states or on the territory of one state, if a landing point (points) is provided on the territory of another state (Article 101 of the Air Transport Code of the Russian Federation). An airport, as a rule, unites several economic entities performing various functions to support flights. The main operator for the provision of services at airports is an economic entity that has an airport certificate and a certificate of state registration and suitability of the airfield for 10th operation. An operator providing services at airports is an economic entity that has certificates to carry out airport activities, has and (or) uses on any legal basis a complex of structures, including an airfield, and (or) an air terminal, and (or) other airport infrastructure facilities , intended for the provision of a complex or part of services at airports (Resolution of the Government of the Russian Federation No. 599 “On the procedure for ensuring access to services of natural monopolies at airports” dated July 22, 2009, as amended on January 31, 2012). The airport's property complex includes a land plot, real estate, movable property, property rights, and intellectual property. Not all airport facilities can be transferred to the ownership of business entities. The airfield, runways, taxiways, aircraft parking areas, aprons, radio and lighting equipment are not subject to privatization and can only be in state ownership. The airport's technological process includes four interconnected technological lines for servicing the following flows: 1) passengers and their luggage; 2) flow of cargo and mail; 3) flow of arriving and departing aircraft; 4) the flow of material assets necessary for the airport’s production activities. To service each of these flows, the airport has appropriate services, equipment, and buildings. The work of these services constitutes the content of the airport’s activities. The organization of airport activities is carried out by the flight support system. This ATS subsystem performs the following functions: - aerodrome flight support consists of constantly maintaining the aerodrome in a condition suitable for the acceptance and release of aircraft; - aviation engineering support involves monitoring and maintaining the aircraft in good condition; - navigational support for aircraft flights consists of the fact that the co-pilot or navigator receives information for route planning and flight calculations based on lists of air routes and airfields with maneuver and approach diagrams, 11 collections of information data for international flights, operational data on changes conditions of airfields; - radio technical support is carried out through airfield and route radars, direction finders, which provide communication between the aircraft in flight and air traffic control; - lighting equipment allows aircraft to land at night and in poor weather conditions; - meteorological support means that the aircraft crew receives oral advice or documents with a weather forecast in the airfield area (if the flight lasts more than 2 hours); this information is provided to airlines by the Federal Service for Hydrometeorology and Environmental Monitoring on the basis of an agreement; the airfield also has its own point for measuring and observing actual weather, which is necessary for the operation of the airport complex; - ensuring ornithological safety is aimed at eliminating conditions for aircraft collisions with birds in a 15 km zone around airports; - medical support involves monitoring the health status of the crew 2 hours before departure and quarterly (VLEK); - emergency rescue and search and rescue operations (ASR and SSR). The flight support system as an element of the ATS has two groups of organizational functions: a) organization of transportation - these are the processes of selling transportation, registering passengers and organizing their boarding, receiving and delivering on board luggage, cargo, mail, calculating the load of the aircraft, servicing it during departure and arrival at the place; b) operational management of the current activities of the airport - this is the coordination of the work of all flight support systems, all structures of the airport complex, based on the requirements of flight safety and their regularity. External coordination of the ATS is carried out through the existing structure of government bodies in the country and in the world responsible for regulating flight activities and organizing flight activities. Based on their requirements and decisions, the work of airports and airfields, relations between airlines and consumers of air transport services, the work of general aviation information and air traffic control structures at the national and international levels are built.

14. The Organization develops and approves staff job descriptions taking into account the labor functions performed by the Organization’s employees.

15. The organization ensures professional training (retraining, advanced training) of aviation personnel in accordance with the requirements of current legislation and regulations governing the activities of civil aviation, approved in the prescribed manner.

16. The organization ensures the receipt, communication to its personnel and control of the implementation of regulations, as well as information on flight safety and aviation security insofar as it relates to airport activities to provide services to passengers, baggage, cargo and mail.

III. Certification requirements for organizations providing passenger and baggage services

17. Airport activities to provide services for passengers and baggage on domestic air routes are carried out by the services of the Organization in accordance with the complex technology (technologies) approved by the head of the Organization, which reflects the following issues and provides documents (taking into account the types of work performed by the Organization):

procedure (procedures) for passenger registration and baggage check-in, including in ZOLiD (basic and simplified methods);

conditions and standards for baggage transportation;

service priorities;

servicing passengers when merging flights, replacing aircraft;

measures in case of passengers not showing up for boarding;

delivery of passengers to the aircraft;

boarding passengers on the aircraft;

transportation, loading of luggage onto the aircraft and its mooring;

disembarkation of passengers from the aircraft;

delivery of passengers to the airport terminal;

unloading baggage from the aircraft, delivering baggage to the unstack area and handing it over to passengers;

servicing transfer and transit passengers;

services for disabled people and other persons with disabilities in accordance with the procedure for providing passengers with disabilities and other persons with disabilities with services at airports and on aircraft, provided for in paragraph 13 of Article 106.1 of the Federal Law of March 19, 1997 N 60-FZ "Air Code of the Russian Federation";

services for unaccompanied children;

transportation of special types of luggage (weapons, ammunition, etc.);

transportation of fragile, oversized, heavy luggage, animals, etc.;

organization of work in case of violations of the aircraft movement schedule;

refusal to transport baggage if it contains substances and (or) items prohibited for transportation by air, as well as in case of non-payment of established tariffs and fees;

removal of baggage from the aircraft due to the passenger’s failure to show up to board the aircraft;

removal of baggage from the aircraft during long delays in flight departure;

acceptance and delivery of baggage when reloading it from one aircraft to another, as well as when merging/separating flights;

restrictions on accepting baggage for transportation (oversized, fragile, heavy, containing dangerous items, etc.);

measures taken in case of shortage, damage or loss of luggage;

measures taken in relation to detained, unclaimed, undocumented baggage;

search and delivery of luggage;

measures taken in relation to found and forgotten items;

sale of unclaimed luggage and found belongings of passengers;

conducting claims proceedings;

calculation of commercial load and aircraft alignment;

quality quide;

information support for air transportation of passengers and baggage (including internal information sheets, texts of information messages, etc.);

technological schedules for aircraft maintenance by type of flight;

flight regularity;

metrological support;

samples of technological documentation (forms, statements, tags, magazines, etc.).

18. If the Organization carries out airport activities to provide services for passengers and baggage on international air routes, the complex technology (technologies) approved by the head of the Organization additionally reflects the following issues:

interaction with government regulatory authorities;

servicing diplomatic couriers and their luggage;

servicing passengers who are denied entry into the country;

service for deported passengers;

servicing passengers carrying animals and birds as luggage.

19. To carry out airport activities to provide services to passengers and baggage, the Organization must have (taking into account the types of work performed) on the right of ownership or on other legal grounds:

buildings and structures of the airport complex with the necessary premises for servicing passengers and baggage, accommodating the Organization's aviation personnel, equipment and engineering facilities, including backup power supplies for the operation of systems that provide technological processes for servicing passengers, the activities of state regulatory authorities, and baggage handling , aviation security, warning (information), water supply, sewerage and emergency lighting;

buildings and structures with the necessary equipment for the maintenance and repair of airport terminal equipment and apron equipment used in passenger air transportation, and premises for accommodating the Organization’s aviation personnel;

buildings and structures with areas for the maintenance, maintenance and repair of ground special transport used in servicing passengers and baggage, and premises for accommodating the Organization’s aviation personnel.

20. For all buildings and structures intended for the functioning of the Organization’s services, technical passports must be issued in the prescribed manner indicating the percentage of wear of the main structural elements of buildings and structures.

21. Premises intended for the functioning of the Organization’s services must comply with the requirements of current technological design standards.

22. On the facades of premises intended for the functioning of the Organization’s services, signs are installed that reflect the names of the relevant services (purpose of the premises).

23. Taking into account the types of work performed, the Organization must be equipped with special transport, technological equipment, engineering and technical means, as well as means of mechanization, weighing and transportation of luggage, including:

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documentation necessary for the Organization to provide services to passengers and baggage

With changes and additions from:

1. The constituent documents of the Organization registered in the established manner, the document (documents) containing the decision on the creation of the Organization, which is not a constituent document for legal entities of certain organizational and legal forms, as well as a document defining the powers of the head of the Organization.

2. Certificate of state registration of the Organization and a document confirming the assignment of statistical reporting codes to the Organization.

shift supervisors;

personnel responsible for receiving and distributing baggage;

personnel involved in weighing, loading, unloading, and mooring luggage.

for environmental protection;

8. A document regulating the procedure for servicing passengers and baggage traveling on designated flights, approved by the head of the Organization.

for servicing passengers and baggage on international airlines;

for servicing passengers and baggage on domestic airlines;

13. Plan(s) for professional training (retraining, advanced training) of aviation personnel, approved by the head of the Organization.

19. Plan-scheme (plans-schemes) of the service territory on which the Organization’s services are located (linked to an artificial runway (apron).

20. Documents confirming the right of ownership (possession and/or use on other legal grounds) of buildings, structures and premises necessary for the Organization to carry out its activities and operate the Organization’s services (certificates of ownership, purchase and sale agreements concluded with third-party organizations, lease, etc.), operational and technical documentation for the specified buildings, structures and premises (technical passports, plans, etc.).

21. Documents confirming ownership (possession and/or use on other legal grounds) of technological equipment, engineering and technical means, means of mechanization, weighing, baggage transportation and other means and equipment operated by the Organization’s services, as well as documents confirming compliance of the specified means and equipment to the established mandatory requirements (certificates of conformity, fire and hygiene certificates, documents on acceptance for equipping civil aviation, etc.).

22. Other documents necessary for the Organization to carry out airport activities to provide services for passengers and baggage, provided for by acts of current legislation, these Rules and other regulations adopted in the prescribed manner.

3. A document reflecting the organizational and production structure of the Organization (if this issue is not reflected in the constituent documents of the Organization).

4. Documents reflecting the organizational and production structure and staffing schedule of the Organization’s services (indicating their actual staffing levels) performing work included in the airport activities carried out by the Organization.

5. Regulations on the services of the Organization performing work included in the airport activities carried out by the Organization.

6. Job descriptions and orders of appointment (permission to work):

heads of the Organization's services;

shift supervisors;

personnel performing alignment and loading;

personnel responsible for receiving and issuing cargo and mail;

personnel involved in weighing, loading, unloading, and mooring cargo and mail.

7. Orders of the head of the Organization:

on the appointment of responsible persons:

for occupational health and safety;

for fire safety;

for environmental protection;

on the admission of drivers to independent work on the airfield (apron) with the right (without the right) to approach the aircraft;

on the admission of personnel to manage the approach/departure to/from the aircraft on the apron.

8. A document regulating the procedure for servicing cargo and mail traveling by letter flights, approved by the head of the Organization.

9. Documents on metrological support of the Organization’s activities:

order(s) of the head of the Organization on the appointment of persons responsible for metrological support and the condition of measuring instruments;

a list of instruments and equipment operated by the Organization’s services that are subject to regular metrological verifications, approved by the Organization, and documents evidencing the completion of such verifications, the validity of which has not expired;

schedule for metrological verifications approved by the Organization;

regulations on metrological support.

10. Complex technology (technologies):

for servicing cargo (including dangerous cargo, if the Organization provides servicing of such cargo) and mail on international air routes;

for servicing cargo (including dangerous cargo, if the Organization provides servicing of such cargo) and mail on domestic air routes;

work in faulty (non-routine, emergency) situations;

others developed and approved by the Organization.

11. A document defining the layout and organization of the movement of aircraft, special transport and mechanization equipment at the airfield.

12. Occupational health and safety instructions approved by the Organization.

13. Plan(s) for professional training (retraining, advanced training) of aviation personnel, approved by the head of the Organization.

14. A quality manual or other document(s) on the Organization’s quality system approved by the Organization.

15. Documents regulating the preparation of the Organization and its services for work in the autumn-winter (spring-summer) period (hereinafter referred to as the OZP and VLP, respectively) in accordance with the requirements of regulatory documents regulating the activities of civil aviation, including:

orders on the organization and preparation of the Organization and its services for work in the OZP (VLP);

plans for preparing the Organization's services for work in the OZP (VLP);

an order to create a commission in the Organization to test personnel knowledge about the peculiarities of work in a specific period (OZP or VLP);

protocol (protocols) containing the results of testing personnel knowledge about the peculiarities of work in a specific period (OZP or VLP);

acts of verification of the readiness of the Organization and its services to work in the OZP (VLP);

schedule of maintenance during the preparation of special transport and mechanization equipment (if any are operated by the Organization’s services) for the winter protection period (VLP);

orders for the admission of special transport, mechanization equipment (if any are used in the Organization’s services) and personnel to work in the OZP (VLP);

order from the head of the Organization on the readiness of the Organization to work in the OZP (VLP).

16. Documents for lifting and other machines subject to state registration with state technical supervision authorities (if such machines are operated by the Organization’s services), including:

order(s) of the head of the Organization on the appointment of persons responsible for the operation of machines;

lists of machines registered (operated) in the Organization’s services;

passports for cars, certificates of registration of cars with state technical supervision authorities, valid coupons (operation permits) for passing state technical inspection of cars.

17. Documents regulating the work of the Organization for the consideration of claims:

order of the head of the Organization to appoint a commission to consider claims;

regulations on the claims commission of the Organization, approved by the head of the Organization;

log of claims proceedings.

18. A log of drivers undergoing a medical examination before leaving the line and upon returning to the park.

19. Documents regulating the activities of the Organization to provide servicing of dangerous goods (if the Organization provides servicing of such goods):

orders of the head of the Organization:

on the appointment of persons responsible for servicing dangerous goods in the Organization's services;

on the admission of personnel of the Organization’s services to work with dangerous goods;

on the commissioning in the Organization of vehicles equipped for the transportation of dangerous goods, including radioactive materials;

licenses and (or) other documents issued by authorized government bodies granting the Organization the right to carry out servicing of dangerous goods;

scheme(s) for storing dangerous goods in a warehouse, approved by the Organization;

an act on inspection and assessment of the radiation situation in the area of ​​the radioactive material storage warehouse and sanitary passports for dosimetric monitoring of personnel and detection of radioactive materials with notes on the inspections carried out (if the Organization provides servicing of radioactive cargo).

20. Plan-scheme (plans-schemes) of the service territory on which the Organization’s services are located, with reference to an artificial runway (apron), as well as an indication of the aircraft parking areas into which (from which) dangerous dangerous goods are loaded cargo (if the Organization provides servicing of such cargo).

21. Documents confirming the right of ownership (possession and/or use on other legal grounds) of buildings, structures and premises necessary for the Organization to carry out its activities and operate the Organization’s services (certificates of ownership, purchase and sale agreements concluded with third-party organizations, lease, etc.), operational and technical documentation for the specified buildings, structures and premises (technical passports, plans, etc.).

22. Documents confirming ownership (possession and/or use on other legal grounds) of technological equipment, engineering and technical means, mechanization, weighing, cargo transportation, mail and other means and equipment operated by the Organization’s services, as well as documents confirming the compliance of the specified facilities and equipment with the established mandatory requirements (certificates of conformity, fire and hygiene certificates, documents on acceptance for equipping civil aviation, etc.).

23. Other documents necessary for the Organization to carry out airport activities to provide cargo and mail services, provided for by acts of current legislation, these Rules and other regulations adopted in the prescribed manner.

Many people dream of working at an airport. It’s not surprising, because everyone associates this word with long journeys, interesting meetings, beautiful surroundings and, of course, good earnings. Those who work at the airport always have some privileges, even if they are simple technical workers.

A large number of people want to take the place of pilots. But this requires not only special education, but also good knowledge of at least one foreign language.

So how can people without special skills work at the airport? preparation? Next, we will consider the main types of activities that do not require the qualification of a civil aviation pilot.

Airport services

This group of employees also requires appropriate education; without this you will definitely not be hired.

Professions involved in ensuring take-off, flight and landing of aircraft:

• air and ground traffic coordination controller;
• flight dispatcher;
• air navigation specialist;
• supervisor;
• navigator.

These are some of the highest paid professions, but at the same time, the most stressful. A candidate for this position must have great self-control, strong nerves and excellent organization.

Specialties that do not require aviation training

List of positions that require engineer qualifications:

• maintenance manager;
• low voltage and signal equipment engineer;
• equipment maintenance engineer;
• service technician;
• technical supervision inspector.

These professions cannot be called stressful, but they require great responsibility, because a lot depends on the serviceability of the equipment. Engineering knowledge will be useful for working in the information systems and telecommunications section. There is always a need for competent programmers and radio technicians.

Administrative work:

For the following group of employees serving passengers, higher education is not required, but knowledge of foreign languages ​​is required, at least one:

• passenger check-in agent;
• escort agent;
• receptionist;
• passenger service administrator;
• baggage handler.

Work without special training

If you do not have sufficient knowledge, you still should not despair. Here is a list of professions that do not require any special skills, except maybe a driver's license:

• driver;
• loader;
• porter;
• storekeeper.

Security Service

The specialists of this group ensure not only corporate, but also transport security of all services. They are responsible for control over the transportation of prohibited substances, as well as for anti-terrorist protection.

This group includes:

• rapid response team;
• customs control inspectors;
• aviation security specialists;
• pass printing operators;
• dog handlers;
• fire and environmental safety specialists.

The work is very dangerous, but it also pays well. Also, security staff always enjoy additional bonuses.

List of “female” professions

When asked what a girl can do at the airport, the most common word she hears is “stewardess.” After all, the profession of a flight attendant is still considered very prestigious.

Applicants will need excellent knowledge of at least one foreign language. Airlines themselves conduct flight attendant training, which lasts 3-4 months. Also, girls are subject to strict requirements regarding appearance and neatness.

This has many advantages - flights to distant countries, communication with famous people, dutyfree shopping and other advantages. But these are also significant disadvantages, because the flight attendant is not at home much. In addition, unforeseen and dangerous situations may arise during the flight.

Work without risk

For those who do not have a model appearance and want to find a job that does not require much risk, it is better to pay attention to the following positions:

• customs declarant;
• marketer;
• clerk;
• HR manager;
• accounting employee;
• waitress;
• barmaid.

These are not all the positions available at the airport. The article reflected only a small part of them. In conclusion, we can only give advice in the words of the famous poet: “All works are good - choose according to your taste!”

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Introduction

2.2 Aircraft alignment chart

3.2 Luggage list

3.4 Centering chart

Conclusion

List of resources used

Appendix No. 1 Registration sheet for shipments of passengers and baggage

Appendix No. 2 Baggage list

Appendix No. 3 Summary loading sheet

Appendix No. 4 Centering chart

Introduction

Airport- a complex of structures intended for receiving, sending, basing aircraft and servicing air transportation, having for these purposes an airfield, an air terminal (at large airports there are often several air terminals), one or more cargo terminals and other ground structures and the necessary equipment.

International airport is an airport that is open for the reception and departure of aircraft performing international air transport, and where border and customs control is carried out.

One of the very first airports in the world was Königsberg Devau Airport, which opened in 1919.

There are sea airports to provide air transportation by seaplanes. Such airports do not have a runway; its role is played by the water surface of a reservoir - a river, lake or sea area.

Aerodrome

The airfield of any airport includes an airfield (runways (runways)), taxiways (taxiways), as well as an apron (there are several at large airports), parking and refueling areas, warehouses) and an air traffic control complex (services: organizations air traffic, electrical and radio engineering and electrical lighting, meteorological, navigation, etc.).

Airport terminal complex (passenger terminal)

It includes the airport terminal itself, designed to serve passengers. The airport terminal is home to most of the services that serve passengers from the moment they enter the airport until departure and from the moment they enter the plane until they leave the airport:

· service organization of passenger transportation;

· airline representation services;

· security;

· luggage service;

· border, immigration and customs control services;

· various organizations and enterprises providing rest, food, leisure for passengers, etc.: restaurants and cafes, points of sale of periodicals and souvenirs, shops, etc.

Cargo complex

Accepts for shipment, processes, processes, and loads cargo and mail on board aircraft. Equipped with an indoor heated warehouse, means of delivery and mechanized loading and unloading, means of processing cargo “in bulk” and in containers

Classairport.

The class of an airport is determined by the annual volume of passenger traffic (passenger turnover), that is, the total number of all arriving and departing passengers, including transit passengers (transferring from one aircraft to another).

Classification of airports depending on the annual volume of passenger traffic:

Airports with an annual traffic volume of more than 10 million people. are classified as extracurricular, and with an annual traffic volume of less than 100 thousand people. -- to unclassified.

Unclassified airports of local airlines are located at 3rd or 4th class airfields, with artificial or unpaved runways (artificial runway surfaces at 4th class airports are often road).

1. Improving the organization of passenger service at the airport

A modern airport is a high-tech commercial enterprise whose goal is to extract maximum profit from its activities while maintaining the highest level of flight safety.

Today, for many airport industry managers there is no question of whether to use information technology (IT) in business or not. IT is a powerful tool for increasing the efficiency of airport business and achieving competitive advantages.

However, many of you have encountered a suboptimal choice of IT implementation made at the highest levels of airline management. As a rule, this is due to 3 reasons:

1. the difficulty of assessing the economic efficiency of investments in IT;

2. the complexity of a comparative analysis of the characteristics of various information products, the features of their old and new versions;

3. the desire to avoid IT-related transformation of existing business and technological processes of the airline.

As a result, decision-making, in addition to direct expediency, is affected by a number of additional factors (emotional, psychological, material, etc.), which make making a seemingly unambiguously correct decision impossible at a given moment in time.

ITVairlinesbeforecrisis

In conditions of rapid economic growth, everything new and complex in the field of information technology for passenger service revolved around the electronic ticket (ET) and the “saving” of airline funds.

Firststage passenger services - sale of transportation.

Airline resources - aircraft seats are located in CRS (Computer Reservation System)

Sales agents or customers themselves have access to airline resources hosted in CRS through GDS (Global Distribution System)

With the introduction of EB, in addition to the traditional GDS access (link) to the CRS, which provides seat reservations on the plane, the need arose for GDS access to the so-called ETDB (electronic ticket database) of the airline. This link is used at the registration stage by the EB agent.

If an EB is issued for a complex route, which is served by two (or more) airlines, there is a need for an EB link between its own ETDB (so-called IET links). In addition, it is necessary to check whether there is an interline agreement between them. In this case, one of the airlines is the validating carrier, on whose form the transportation is issued, and the other is the operator carrying out part of the route or all of the transportation.

If these airlines are members of one of the alliances, there is a need, in addition to opening IET links, to solve more complex information connections - calculating points for joint bonus programs, information support for special services at the airport and in flight, etc., which requires the interaction of many systems included in the commercial airline complex, with similar systems of the partner airline. Large airlines have hundreds of IET links.

Secondstage-- passenger service at the airport of departure.

Passenger check-in is the responsibility of the airport. It is not economically profitable for airlines to maintain their own passenger service department at the airport. The only exception is that the airport has its own terminal. The main information that arrives at the airport from the airline's CRS is the passenger list (PNL - Passenger Name List).

The advent of new check-in methods (using self-service kiosks, airline websites, etc.) makes the process very individual for each airline. Airlines are seeking to impose a single (proprietary) DCS at all airports on their route network. Airlines state that the only way for a check-in agent to see a passenger's flight coupon is through direct access from the check-in system (DCS - Departure Control System) to the airline's ETDB.

The accumulation of DCS at the airport leads to a new serious problem: at one check-in counter, client programs of different DCS must alternately function, and therefore it was necessary to unify the interaction of these programs with peripheral equipment (printers, readers, scales, etc.). It is proposed to ensure such unification using CUTE (Common User Terminal Equipment).

Thirdstage-- revenue accounting and mutual settlements.

Revenue accounting when using paper forms is carried out using flight coupons, which are delivered to the airline from airports. If the airline has an automated revenue accounting system (RAS) (Revenue Accounting System), information from coupons is entered into RAS manually. To facilitate this procedure, information about financial transactions (so-called ret files) is received from the GDS. In the context of paper technology, small airlines manage without RAS, performing revenue accounting, as well as settlements between agents and airlines manually.

With the transition to digital electronics, data on flight coupons enters RAS in the form of lift files from the airline’s CRS. In addition, to settle payments between airlines (for joint transportation), exchange files are generated and sent to a single settlement center - Interline Data Exchange Center (IDEC).

If, under the conditions of paper technology, airlines often did without RAS, accounting for revenue manually, then with the transition to electronic systems, systems of this type became necessary for all airlines.

Thus, the airline’s “savings” on ticket forms turned into income in the budgets of GDS, CRS, BSP, SITA, and it was the air carriers who paid for the implementation and support of these technologies.

ITVairportsbeforecrisis

Like any “revolution,” the introduction of electronic security could not help but be used by the main players to try to redistribute the market for IT services at airports. Despite the fact that as a result of the joint work of IATA, ACI and a number of other organizations, a new industry standard, Common Use Passenger Processing Systems (CUPPS), was approved to replace the now outdated Common Use Terminal Equipment (CUTE) standard, a number of airports have invested in host systems DCS (Departure Control System) and CUTE (Common Use Terminal Equipment). And, in addition to the costs of leasing and installation of equipment for check-in counters, boarding gates and self-check-in kiosks, they received monthly payments for using the system, communication channels, messages and system support in the amount of 10 cents per passenger. With a passenger flow of 1 million passengers per year - $ 100 thousand variable payments.

Compared to the costs of airlines paying GDS for domestic sales of 4 dollars or more for each passenger segment, it seems not much - the only difference is that airlines can compensate for these costs in the cost of air tickets, but airports cannot.

Despite the threat of introducing uniform standards for electronic passenger registration at the regulatory level, a number of airports used a more reliable and cheaper “Type B” passenger registration method: ETL, which allows passengers to be registered locally, in the airport database, without interactive interaction with CRS. They boosted shared use self-check-in (CUSS) kiosks built on the principles of CUPPS and the technology of two-dimensional bar codes used on boarding passes.

Under these conditions, it is economically and technologically beneficial for airports to implement their own airport management systems, including not only AODB, but also a dispatch control system (DCS).

2. Calculations of maximum commercial load, free tonnage and alignment schedule

Limit(PKZ)- this is the largest commercial load, determined by flight safety requirements in the expected conditions of the upcoming flight, it is determined by subtracting the operating weight and the permissible take-off weight.

m prev = m additional burglary - m eq.

Where:

m additional burglary- This is the permissible take-off weight of the aircraft at launch, determined by safety requirements under the conditions of the upcoming take-off, flight and landing. Determined by engineering and navigation calculations.

m eq. = m snar.+ m equipment+ m k.e.+ m Pete.+ m top

Where:

m eq.- This is the take-off weight of the aircraft without a short circuit, it is determined by summing the weight of the empty aircraft, the weight of the flight and cabin crew, the weight of food and the weight of fuel.

m snar. - this is the mass of an empty aircraft with main and additional equipment, the mass of the crew, and the mass of the flight crew.

m equipment- This is the mass of the flight crew, measured in kilograms and determined by multiplying the number of flight crew members by 80 kg.

m k.e. - this is the mass of the cabin crew and is determined by multiplying the number of cabin crew by 75 kg.

m Pete. - total standardized mass of food products with packaging, utensils and containers.

m top - This is the mass of fuel that is filled into the aircraft tanks and consists of the mass of fuel for the flight plus the aeronautical fuel reserve (ANF).

m top= ANZ+ m top.p.

Where:

ANZ(air navigationstock)- this is the amount of fuel that depends on the choice of an alternate airfield and is used in exceptional cases.

m top.p.- this is a lot of fuel for the flight.

m top.p. = Nt.hour* Prot.tr/speed

Where:

Nt.hour- This is the hourly fuel consumption rate.

Prot.tr- this is the distance between the starting point and the ending point.

speed- is the speed of the aircraft.

2.1 Commercial load weight (actual)

m fact.= m pass.+ m bug.+ m r.k.+ m gr.

Where:

m fact.- This is the largest commercial load, limited by the number of passenger seats and the capacity of aircraft structural elements.

m pass. - this is the mass of all passengers.

All passengers are divided into 3 age groups:

VZR (adults) - from 12 years and older

RB (big child) - from 2 to 12 years

RM (small child) - from 0 to 2 years

The weight of the airborne particles depends on the season of transportation:

75 kg - spring-summer period (from the last Sunday in March to the last Saturday in October).

80 kg. - autumn-winter period (from the last Sunday in October to the last Saturday in March)

Quantity of VZR * 75 (80) kg.

Quantity of RB*30 kg.

Quantity of RM*15 kg.

We add up the obtained data by age categories and get the mass of passengers.

m bug. - This is the mass of personal belongings of passengers accepted for transportation on board an aircraft under the responsibility of the carrier.

m r.k. - this is a mass of personal belongings of passengers that they take with them into the aircraft cabin without handing them over to the luggage compartment .

m gr. - This is the mass of cargo accepted for transportation from the shipper, under the responsibility of the carrier.

2.2 Aircraft alignment chart

Centeringschedule- this is an official document that records flight data, calculation of the maximum short-circuit, distribution of takeoff and landing weight and alignment of the aircraft.

Alignmentairplane- this is the distance from the nose of the MAR to the center of gravity of the aircraft, expressed as a percentage of the length of the MAR.

X=H/Va*100%

Where:

X is the distance from the toe of the MAR to the center of gravity in meters.

Va- this is the length of the MAR in meters.

In operation, the alignment of the aircraft is determined using an alignment graph or using an automated short circuit calculation system.

Distinguishfollowingkindsalignments:

1. centering an empty plane

2. centering of an empty equipped aircraft.

3.alignment of the aircraft without fuel.

4. take-off alignment.

5. landing alignment.

8. maximum permissible alignment on the ground.

9. maximum permissible flight alignment front and rear.

10. Centering the aircraft turning over onto its tail.

ContentAndpickingcenteringgraphic arts.

The mass characteristics of the flight are indicated in the upper left part. Below on the left are the graphs of the initial data of the loading type, their division value on the scale of the working field and the direction of the report on the working field of the graph. On the right, in the vertical column, the actual short circuit is recorded line by line.

On the working field of the graph there are lines with scales for accounting for changes in alignment by separate loading groups.

Each scale division represents a graphical value of the alignment changes.

The starting points for the calculation are the initial alignment of the empty, loaded aircraft and its mass.

Example:

Calculate the maximum payload and free tonnage weight of a departing aircraft on the St. Petersburg-Surgut route.

Aircraft: Boeing 767-200 ER

Route length: 2360 km.

Technical speed: 851 km/h.

Flight No. 144

Departure date: 02/3/2014

Departure time: 10:00

Number of seats: 178

Operator: Aeroflot airline

Aircraft commander: Petrova N.A.

Originaldata:

m snar =86070 kg

madditional lift.=158760 kg

m equipment =2 people

m k.e. =7 people

m short circuit =40230 kg

Nt.hour=4500 kg

VZR=160 people

RB=4 people

RM=5 people

m bag =3200 kg

m r.kl. =950 kg

m gr. =2000 kg

ANZ=4500 kg

m equipment =2*80=160 kg

m k.e. =7*75=525 kg

m VZR =160*80=12800 kg

m RB =4*30=120 kg

m RM =5*15=75 kg.

m pass. =12800+120+75=12995 kg

m top.p. =Nt.hour*Prot.t/speed

m top.p. =4500*2360/851=4500*2.8=12600 kg.

m top =ANZ+m top.p.

m top. =4500+12600=17100 kg

m eq. =m snar.s. +m equipment +m k.e. +m Pete. +m top

m eq. =86070+160+525+1320+17100=105175 kg.

m prev =m additional burglary -m eq.

m prev. =158760-105175=53585 kg

m fact. =m pass +m bug +m r.k. +m gr .

m fact. =12995+3200+950+2000=19145 kg.

m St.T. =m short circuit -m fact.

m st.t. =40230-19145=21085 kg.

3. Registration of transportation documents

3.1 Registration sheet for passenger and baggage shipments

The Passenger and Baggage Registration Sheet (VR) is a primary document and is used to record passengers by category sent on a given flight.

According to the registration sheet:

Accounting for initial shipments of passengers and baggage at boarding points,

Accounting for paid baggage shipments,

Drawing up baggage and loading lists and alignment schedule.

To register shipments of passengers and baggage, two forms of statements are used:

1. FormK11-a. This form is used to record shipments on non-stop flights. Form K11-a is filled out in one copy, which, with the attached flight coupons, remains at the airport of departure. If a flight is performed on an aircraft of another airline, flight coupons are sent to the aircraft operator.

2. FormK11-b is used to account for flights with intermediate stops and is filled out in duplicate. The second copy is handed over to the flight attendant on board the aircraft for the intermediate landing airport and serves to control the attendance of passengers for landing at this airport.

The main document confirming the fact of registration is the flight coupon, which is attached to the manifest.

Orderfillingstatementsregistration.

Before registration begins, the registration agent fills out the header part of the statement, which indicates the type of aircraft, its number, flight number, ownership of the aircraft, date and time of departure, airport of departure and destination, number of seats installed on the aircraft.

When registering a flight with an intermediate stop, the start and end airports are indicated in the header section, and specifically the name of the airport to which passengers are checked in is indicated in the boarding point column.

Count "paragraphlanding"- each passenger traveling on a paid air ticket is given a separate line in the statement and the number “1” is entered in the corresponding column.

If a child under the age of 2 years is traveling with a passenger, then in the registration sheet he is entered in the line of the adult passenger, with whom he is traveling in the “RM” column. If two children under 2 years of age are traveling with the passenger (VZR), then the second child is entered in the “RB” column and is given a separate line. "RB" - children aged 2 to 12 years.

When following a family, the lines used to register them are combined with a curly brace. For example, a family consisting of one adult (VZR), one child (RB) and 2 RMs presented tickets for registration. graph "manualluggage"- the numbers indicate the mass of the passenger’s belongings, which he takes into the aircraft (into the passenger cabin).

Count "baggage"- the number indicates the number of pieces and weight of checked baggage (that is, baggage is checked in with baggage tags under the responsibility of the carrier). From the total weight of luggage, the weight of paid luggage is allocated.

Count "numbersluggagetags"- the numbers of the luggage tags with which the luggage was numbered are indicated. If luggage tags are selected in ascending order of numbers, then it is allowed to indicate the number of the first and last tags in full, and the rest with the last three digits.

After registration is completed, the agent sums up the results and transfers the data to the SOPP dispatcher. The registration sheet must be filled out carefully; making any corrections or erasures when filling out columns on the sheet is strictly prohibited.

If it is necessary to make a correction, the line with the erroneous entry is crossed out and the signature of the person responsible for registration is placed at the end; new data is entered in the next line. The corrected totals in the statement must be discussed and signed by the check-in agent and the baggage handler.

A check-in sheet without flight coupons is considered invalid.

Exercise

Fill out the passenger and baggage shipment registration sheet.

St. Petersburg-Surgut.

Sh 1 VZR, 1 RB, 3 RM, bag-18 kg, bag-5 kg, bag-34 kg.

Sh 1 VZR, 1 RB, suitcase-27 kg, bag-5 kg, stroller-10 kg.

Sh 1 VZR, 1 RB, 1 RM, bag-15 kg, suitcase-10 kg, bag-15kg, bag-5 kg.

W 1 VZR, skis-11 kg, bag-5 kg, suitcase-15 kg.

W 1 VZR, suitcase-20 kg, bag-5 kg, bag-7 kg.

Sh 2 VZR, 1 RB, suitcase-34 kg, bag-15 kg.

W 1 VZR, 1 RM, suitcase-25 kg, stroller-10 kg, bag-18 kg.

Ш 1 ВЗР, suitcase-15 kg, suitcase-10 kg.

W 1 VZR, bag-5 kg, suitcase-15 kg, TV-6 kg.

W 1 VZR, bag-18 kg, bag-5 kg.

3.2 Luggage list

The baggage manifest is a document confirming the acceptance and check-in of baggage on board the aircraft.

It is issued by the baggage handler following check-in in triplicate for each baggage unloading point. The first copy travels along with the cargo and is handed over by the destination airport pick-up person. The second copy remains with the flight attendant, and the third copy - at the departure airport SOPP.

The baggage manifest contains the following information:

About baggage accepted from passengers of transportation on this flight and registered with baggage tags,

About unaccompanied baggage (baggage sent with forwarding receipts),

About all malfunctions detected during acceptance operations,

About the results of baggage claim at the destination airport.

Procedure for filling out the baggage manifest.

The header part of the baggage manifest indicates the airport of departure and destination (unloading) of baggage, the type and number of the aircraft, the date of departure and the flight number.

Count "numberluggagetagsAndpre-deliveryreceipts"- the full number of the first and last luggage tags with which the luggage was numbered (that is, marked) is indicated. If checked baggage was forwarded, the number of the forwarding receipt is indicated in this column.

Count "colortags"- the color of the tags used to mark the luggage is indicated.

Count "quantityplacesluggage"- the number indicates the number of pieces of baggage accepted from passengers for transportation.

Count "numbersluggagepremisesAndcontainers"- based on the alignment chart, the number of the baggage compartment of the aircraft is indicated where the baggage will be loaded to the given landing (unloading) point.

Count "weightcontainerWithluggage"- for container transportation, the weight of the container with luggage is indicated, and for piece transportation, the weight of pieces of luggage is indicated.

Line "Total"- the number indicates the number of pieces and weight of luggage in the corresponding columns.

Line "officialmarks"- filled in in cases where baggage is transported under control (foreign tourists, deputies) and when unaccompanied baggage is transported according to a forwarding receipt.

Line "loadedVairplanePSBairportdepartures"- the baggage handler signs, thereby confirming the accuracy of the data on the baggage manifest.

Line "marksOmalfunctionsattransportationluggage"- filled in in cases where the baggage handling technology is violated, that is, in the process of accepting and checking in baggage, malfunctions in baggage are reflected (lack of baggage, damage to baggage, undocumented baggage). The data reflected in this line is confirmed by the signatures of the baggage handler and the flight attendant.

Line "dataByresultsdistributionsluggage"- filled in by the baggage handler at the unloading airport after baggage is handed over to passengers. If no malfunctions occur during baggage claim, then the tear-off coupons of the baggage tags are stored for 5 days, and if a malfunction occurs, until the causes of the malfunction are investigated.

3.3 Summary loading list

Summarybootstatement(NW)- this is the primary document in which the entire commercial load is recorded as a whole by flight and by landing point.

Based on the SZV data, a message is transmitted about the loading of the flight at the next boarding point. The SZV is drawn up by the person on duty to prepare the accompanying documentation in triplicate. The first copy of the SZV remains with the crew and is attached to the flight mission, the second copy is transferred to the SOPP of the airport of first landing, and the third copy remains in the SOPP of the airport of departure and is used to record shipments and report the loading of the aircraft at the airport of first landing.

The SZV is filled out based on the data from the check-in sheet, baggage list and postal cargo list.

The procedure for filling out the summary loading sheet.

Before starting to fill out the SZV, the person on duty for completing the accompanying documentation gets acquainted with the flight plan for the given day (daily plan), clarifies in the PDSP the scheduled departure time of the flight, the aircraft number, and from the SOPP dispatcher - the maximum payload, after which he fills out the header part of the statement.

Line "signadditionalflight"- scheduled flight - indicate “1”, unscheduled flight - indicate “0”.

Line "fromairportbeforeairport"- the start and end airports are indicated.

Line « datedeparture"- numbers indicate the day, month, year of the flight.

Line "behindnumber"- to be filled in in cases where the flight is rescheduled to the next day.

Line "typeAndnumberairvessel"- the type and number of the aircraft are indicated according to the daily flight plan.

Line "armchairs"- the number indicates the number of seats installed on this aircraft.

Line "flight"- the flight number according to the schedule is indicated.

Line "limitmail"

Line "ultimatequantitychairs"- to be filled out on postal flights.

Line "signtransitflight"- “P” - initial flight, “T” - transit flight.

Line "numbershifts"- the number of the shift that completed the commercial load for this flight is indicated. As a rule, there are four shifts in the service.

Line "timedeparture"- numbers indicate the scheduled departure time of the flight.

Line "FULL NAME.commanderairvessel"- the surname and initials of the aircraft commander are indicated and the aircraft operator is indicated.

Count "airportlanding"- aircraft landing points are indicated sequentially. “PR” - indicates the load that is transiting (flying) through this airport. DG - additional loading - the results of registration of passengers and their luggage are entered. BC - total - these lines are obtained by summing the lines PR and DG.

At the initial departure airport, the load is entered into the DG line based on the results of the check-in sheet.

Count "quantitypassengers"- based on the registration results, the number of passengers is entered by category and by boarding point.

Count "baggage"- the total weight of checked baggage is indicated and the weight of paid baggage is separated from the total weight.

Count "cargoAndmail"- based on the postal cargo list, the weight of cargo and mail is indicated accordingly.

Count "officialmarks"- messages about flight loading are indicated. When transporting heavy cargo, the number of the service package is indicated; when transporting official correspondence, the number of the service package is indicated; if ballast was used when drawing up the alignment chart, then BAL is indicated.

When summing up the results for a flight, the “total” line is filled in for each type of shipment; the final line is obtained by summing the “DG” lines at the initial departure airport and by summing the “AC” lines at the intermediate landing (transit) airport.

When determining the actual load of a flight, you must:

1. Fill in the line mass of passengers.

2. Transfer the results of the columns “cabin loading” (1), “baggage” (2), “cargo” (3) and “mail” (4) to the appropriate lines.

3.Summarize the data by type of loading and enter it in the “loading” line.

Last minute changes - made by the boarding agent in the event of a change in commercial load (passenger no-show for boarding, removal of cargo). In this case, changes can be made provided that the alignment established by the alignment manager is maintained and only with his consent. Changes are made in the "last minute changes" column.

· column "airportlanding"- the code indicates the name of the airport to which the load change occurs.

· column "viewsending"- depending on the type of shipment, indicate “PAS” - passenger, “BG” - luggage, “GR” - cargo, “PC” - mail.

· line «+, -»: «+» - is affixed in the case when the commercial load increases (passenger boarding, additional loading of luggage, cargo and mail), “-” - the commercial load decreases (removal).

· column "quantitypassengers"- the number indicates the number of passengers.

· column "weight"- the weight of passengers, luggage, cargo, mail is indicated.

· line "Total"- determined by summing the “weight” column and then moving it to the “last minute changes” line. Last minute changes must be confirmed by the boarding agent's signature.

Withtaking into accountchanges"- these lines are obtained by summing or subtracting last minute changes from the “load” line (thus determining the actual load of the flight),

· line "maximum permissible- the weight of the maximum commercial load is indicated, which is calculated by the airport navigator on duty when preparing the crew for departure.

After drawing up the SZV, the duty officer (dispatcher) puts his signature in the line “drawn up by the dispatcher”.

PeculiaritiesfillingSZVVintermediateairports.

Upon receipt of the departure telegram from the initial departure airport, the person on duty for processing the accompanying documentation begins to prepare the SZV (filling out the header part of the statement).

Upon arrival of the aircraft at the intermediate airport, on the basis of a copy of the SWS received from the crew, the duty officer fills in the “PR” line in the new SDS, that is, from the copy of the initial departure SWS, the loading of the “DG line” of the destination airport is transferred to the “PR line” of the new statement.

Upon completion of registration, the duty officer enters the registration results in the “DG line”, then sums them with the “PR line” and fills in the “BC line”. The final TAC line at the stopover airport is determined by summing the “aircraft lines” at the landing points; the remaining calculations of the commercial load are similar to the calculations at the initial departure airport.

In the header part of the statement, the duty officer enters the stopover airport in the line indicating the additional flight - “T”.

3.4 Centering chart

Centeringcharacteristicsairplane- concept of designation and definitions used in calculating commercial load.

The basis of centering characteristics is the center of gravity.

Centergravity- this is the point of application of the general force of gravity of the aircraft, that is, the point of application of the resultant of all gravity forces of all parts of the aircraft.

The location of the aircraft's center of gravity determines the balancing, stability and controllability of the aircraft on the ground and in the air, that is, flight safety.

The centering of the aircraft (X?) is the distance from the tip of the MAC (average aerodynamic chord) of the wing to the center of gravity of the aircraft, expressed as a % of the MAC length.

In operation, the alignment of the aircraft is determined using an alignment chart or an automated payload calculation system.

There are:

· alignment of an empty equipped aircraft

· alignment of an empty aircraft

aircraft take-off alignment

· flight alignment

· landing alignment

· maximum permissible alignment (front and rear)

Centeringschedule is an official document that records flight data, the calculation of the maximum payload and the placement of the actual payload, as well as the resulting takeoff and landing weight and balance of the aircraft.

The alignment schedule is drawn up by the alignment dispatcher in two copies. 1 copy is handed over to the crew, 2 - remains in the SOPP of the departure airport along with other documents.

The upper left part of the graph shows the mass characteristics, and the right part shows information about the flight. Below on the left are the initial data of the type of loading, their value, the division price on the working field of the graph and the direction of the report on the working field (“”). On the right, in the vertical column, the actual commercial load is recorded line by line.

On the working field there are lines with scales for recording the alignment value of individual types of loading. Each scale division represents a graphical change in alignment.

The starting points for the calculation are the alignment of the empty loaded aircraft and its mass.

Conclusion

Airports are increasingly interested in creating applications for mobile devices and social networks, as well as smart technologies, including geolocation services, in order to improve the quality of service.

Improving the passenger experience is the main driver of IT infrastructure investment for the majority (59%) of the world's airports. One example of this change is the rapid increase in the use of mobile and social media applications to provide personalized services. In particular, by the end of 2015, 88% of airports plan to invest in the creation of mobile applications that provide passengers with up-to-date information about changes in flight status and waiting times. During this period, 78% of airports also plan to invest in social media apps, with two thirds of those surveyed currently testing app trials or evaluating investments.

With the number of passengers constantly growing at airports around the world, both optimizing the use of existing resources and effectively managing passenger traffic are becoming priorities. Half of the study participants see the use of geolocation services as a tool to reduce airport congestion. Over the next three years, new navigation services for mobile devices should become commonplace, allowing passengers to easily navigate the airport. Currently, only 10% of airports use geolocation services, but by 2015 their number could grow to 70%.

Airports are beginning to use geolocation technologies to track the real-time location of airport employees, vehicles, baggage and other key assets, as well as monitor passenger traffic. More than 60% of operators see improving business intelligence systems across all aspects of airport management as a priority, while 40% are already adopting these new infrastructure technologies.

List of resources used

1. Air Code of the Russian Federation.

2. Federal Aviation Rules “General rules for air transportation of passengers, baggage, cargo and requirements for servicing passengers, shippers and consignees.” 2007

3. http://www.aviaport.ru/digest/2012/09/25/241129.html.

4. http://ru.wikipedia.org/wiki/%C0%FD%F0%EE%EF%EE%F0%F2.

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