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Text GOST R 56490-2015 Air transport. Helicopter safety management system. Risk management. Model Guide for an Airport Services Safety Management System. Key points

FEDERAL AGENCY

FOR TECHNICAL REGULATION AND METROLOGY

NATIONAL

STANDARD

RUSSIAN

FEDERATION

Air Transport

Helicopter Safety Management System

Risk management

SAMPLE SYSTEM MANUAL

SAFETY MANAGEMENT FOR AIRPORT SERVICES

Key points

Official edition

Standa rtinform

Foreword

1 DEVELOPED by Aviatekhpriemka Open Joint Stock Company (Aviatekhpriemka OJSC)

2 8NESEN by the Technical Committee for Standardization TC 034 "Air Transport"

3 APPROVED AND PUT INTO EFFECT by Order of the Federal Agency for Technical Regulation and Metrology dated June 19, 2015 No 765-st

4 INTRODUCED FOR THE FIRST TIME

The rules for the application of this standard are established in GOST R 1.0-2012 (section B). Information about changes to this standard is published in the annual (as of January 1 of the current year) information index "National Standards". and the official text of the changes and amendments is in the monthly index "National Standards". In case of revision (replacement) or cancellation of this standard, a corresponding notice will be published in the next issue of the monthly information index "National Standards". Relevant information, notification and texts are also posted in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet ()

© Standartinform.2016

This standard cannot be fully or partially reproduced, replicated and distributed as an official publication without the permission of the Federal Agency for Technical Regulation and Metrology

5.1 Documentation hierarchy of the airport computer operator's security management system*

5.2 Documented procedures for the airport operator's security management system

7 Process for approving, issuing and managing the Safety Management System Manual. . 5

8.11 Preparation and exchange of information in the field of ensuring the safety of a helicopter operator *

Introduction

Airport activities for airfield support include:

Operational maintenance and current repair of airfield pavements, drainage and drainage systems, the unpaved part of the airfield, internal airport roads and the forecourt:

Development of changes to aircraft taxiing procedures on the apron and parking areas: providing information on the restrictions in force at the aerodrome; amendments to aeronautical information documents:

Coordination and control over the construction of facilities at the aerodrome and the aerodrome area:

Preparation of documentation for the commissioning of helipads in the area of ​​​​responsibility of the airport and monitoring their technical condition:

Provision of work to eliminate the consequences of aviation accidents with the available means and equipment as part of the airport's emergency rescue team;

Ornithological support:

Ensuring control over the work of third-party contractors at the airport;

Provision of special vehicles and means of mechanization for the operational maintenance of the airfield and the restoration repair of artificial pavements:

Provision of special vehicles for transportation within the airport of workers, household and other goods;

Provision of emergency rescue operations, medical support of flights, investigation of aviation and transport accidents with special vehicles:

Organization of technical operation and repair of slectraxlort in accordance with the requirements of the instructions of manufacturers;

Ensuring the training and certification of drivers and managers of the entrance (departure) to the aircraft in compliance with the rules for the movement of special vehicles on the platform with the issuance of a permit;

Operation of lifting machines and mechanisms:

Maintenance and repair of special vehicles, means of mechanization, technological equipment;

Provision of special vehicles for the maintenance of aircraft;

Provision of special vehicles for refueling aviation fuels and lubricants and special liquids (hereinafter referred to as aviation fuels and lubricants) of aircraft, draining aviation fuels and lubricants from aircraft tanks;

Meeting and escorting aircraft.

The airport complex operator develops and maintains documentation on the security management system, the basis of which is the Safety Management System Manual.

For the purposes of this standard, an airport complex is understood as an aerodrome - a piece of land or water area with buildings, structures and equipment located on it (her), intended for take-off, landing, taxiing and parking of aircraft. The term "aerodrome" is also applied to a heliport or landing site suitable for the safe landing of an aircraft of the corresponding type.

NATIONAL STANDARD OF THE RUSSIAN FEDERATION

Air Transport

Helicopter Safety Management System

Risk management

AIRPORT SERVICES SAFETY MANAGEMENT SYSTEM MODEL GUIDE

ACTIVITIES

Key points

Air transport safety management system of helicopter activity. risk management.

The standard guide on safety management system for services of airport activities. mom provisions

Introduction date - 2016-03-01

1 area of ​​use

This standard applies to standard manuals for the airport services safety management system, is intended for helicopter operators implementing a safety management system (SMS) for the activities of the service provider - the airline (hereinafter referred to as the airline) in accordance with ICAO requirements. and establishes the necessary requirements for it.

The Guidelines for the Security Management System for Airport Operations Services (hereinafter referred to as the Guidelines) of an airline are subject to mandatory regulation in accordance with the rules of helicopter operations that this airline maintains.

This International Standard provides guidance to helicopter airlines developing a Manual and defines its structure and elements. It may be a separate manual or a section (chapter) of the Helicopter Safety Management System (HMS) manual of the airline, may be included in other manuals of the organization (flight operations manuals, maintenance manuals, airport support manuals, etc.) .) or other documents of the organization, which is determined by the scale and complexity of the processes of the airline's activities. The structure of the Manual must comply with the requirements of the state body controlling the activities of the airline.

2 Normative references

8 of this standard uses normative references to the following standards:

GOST ISO 9001-2011 Quality management systems. Requirements

GOST R 14.08-2005 Environmental management. Procedure for Establishing Environmental Aspects in Product Standards (ISO/IEC64)

GOST R 51898-2002 Safety aspects. Rules for inclusion in standards

Note - When using this standard, it is advisable to check the validity of reference standards in the public information system on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet or according to the annual information index "National Standards", which was published as of January 1 of the current year, and on issues of the monthly information index “National Standards* for the current year. If the reference standard is replaced. If an undated reference is given, then it is recommended that the current version of that standard be used, taking into account any changes made to that version. If the reference standard to which the dated reference is given is replaced, then it is recommended to use the version of this standard with the year of approval (acceptance) indicated above. If, after the approval of this standard, the referenced standard to which a dated reference is given is amended to affect the provision referenced, that provision

3 Terms and definitions

This standard uses the terms according to GOSTR 14.08. GOST R 51898. as well as the following terms with their respective definitions:

3.1 service providers or suppliers of products and services: Approved aviation training organizations (3.8) exposed to aviation safety risks in the course of providing their respective services, aircraft operators, approved maintenance organizations, organizations responsible for design aircraft type and/or manufacturer, air traffic management providers and certified aerodromes.

3.2 system: A set of various interrelated and interacting elements in which activity processes are implemented aimed at achieving specified goals.

3.3 safety regulation: The application of rules and regulations to influence the operation of the aviation transport system in order to ensure an acceptable level of safety in aviation activities.

3.4 security: The state of a system in which risk is reduced to an acceptable level and maintained at or below that level through a continuous process of threat detection, risk management, and health management.

3.5 safety performance criteria for evaluating the safety level of a system using certain quantities and their values

3.6 risk: A measure of the quantity of a hazard, measured as an expert value of a combination of two quantities - a normalized frequency or a measure of the possibility of an accidental occurrence of hazardous events and the possible damage from them.

3.7 risk acceptability degree of public willingness to accept a given risk

3.8 organization: Holding company (integrated structure), organization (enterprise) of service providers.

4 General provisions

The peculiarities of the development of manuals on the air traffic management system of the Russian Helicopters holding company and organizations included in the holding are due to the complexity of the organizational structures of organizations, which include almost all representatives of service providers, including developers and manufacturers of helicopter equipment, heliports (heliports), flight control units.

Establishing a separate air traffic control system for each service provider in one organization is not practical and inefficient in terms of resource costs and complexity of management, so the heliport air traffic control system should be part (subsystem) of the organization's overall air traffic control system.

5 Security management system documentation

5.1 Hierarchy of operator safety management system documentation

airport complex

Table 1 shows a typical documentation hierarchy for an airport complex (AC) SMS operator. The order in which this hierarchy is developed in an individual organization depends on the structure of the organization, but. as a rule, it begins with the definition of the organization's policy and objectives in the field of SMS.

Table! - Hierarchy of SMS documentation

End of table 1

5.2 Documented procedures for the operator's safety management system

airport complex

5.2.1 The documented procedures of the AK operator's SMS should constitute the main documentation. used in the overall planning and management of security activities.

Documented procedures should describe (to the extent of detail necessary to adequately manage the activities concerned) the responsibilities, authorities and relationships of personnel who direct, perform, inspect or review work affecting safety: indicate how various types of work should be performed, use documentation and exercise control.

The level of detail depends on the following factors:

AK scale. number of organizations (legal entities) carrying out airport activities:

Availability of production personnel to documentation. to incorrect procedures or technologies or notifications of the author of the documentation;

Established procedures of the organization, which, in case of discovery of inaccurate, incomplete or incorrect procedures or technologies, information or instructions contained in the documentation used by production personnel on airport activities, will ensure the registration of such data and notification of the author of the documentation.

5.2.2 Each documented procedure should cover a logically separable part of the system, such as a complete system element or part of it, or a series of interrelated actions that relate to several elements of the SMS.

5.2.3 The number of documented procedures, the extent of each, and the nature of their design and presentation shall be established using this International Standard. Each procedure usually reflects the complexity of the means used, the organization and nature of the activity.

5.3 Security management system guidance

5.3.1 The manual should consist of documented system procedures for the overall planning and control of activities within the organization, or it should refer to such procedures. The manual should cover all applicable elements of the organization's quality management system standard (see GOST ISO 9001).

8 The manual should describe in appropriate detail the same aspects of management. as in 5.2. In some cases, the relevant documented procedures of the system and some sections of the Manual may be identical. However, some adaptation is necessary to ensure that only the appropriate documented procedures (or portions thereof) are selected for the specific purposes of the Guide being developed.

5.3.2 Objectives of the Safety Management System Manual

The AK operator's manual is developed for the following purposes (but not limited to):

Statement of policy, procedures and requirements in the field of air safety:

Description and implementation of an effective IAMS:

Ensuring better management of established practices and facilitating air traffic safety activities;

Providing a documented basis for conducting SMS performance reviews:

Training of personnel involved in the development of the SMS and methods for assessing its compliance with the requirements of the state;

Submitting SMS documentation for external purposes such as demonstrating compliance with international standards;

Distribution of functions between the structural subdivisions of the aircraft operator and structural subdivisions of the Russian Helicopters OJSC organization; procedures for the implementation of the functions of the SMS, joint procedures of the organization's quality management system, ensuring the necessary interaction between departments, personnel, monitoring the implementation of tasks and documenting the results of work in the field of activity.

5.3.3 Structure and form

Although the structure or form of the manual is not established, it should accurately, with the necessary completeness and concisely set out the policy, objectives and main documented procedures of the organization. One of the methods that ensure adequate addressing and location of the issue under consideration is linking the sections of the Guide to the elements of the SMS. Other approaches are equally acceptable, such as structuring the Manual to reflect the nature of the organization.

5.3.4 Variety of safety management system manuals

The guide can be:

Direct compilation of documented SMS procedures:

Grouping or subdivision of documented SMS procedures;

A series of documented procedures for specific capabilities or applications;

A collection consisting of more than one document or documentation level:

A document representing a common framework with adapted applications:

separate document.

5.3.5 Specific applications of the Safety Management System Guide

When the operator of the AK considers it necessary to distinguish between the content or use of the Guide. it is very important that manuals describing the same system do not contradict each other.

Any manual should define the functions of the administration, document or refer to the system components and procedures, and succinctly state any applicable requirements contained in the SMS standard.

6 Process for preparing the Safety Management System Manual

6.1 Responsibility for training

When the management of an organization decides to document the SMS in the Manual, the actual process should start with the task of coordinating activities. The actual writing work should be carried out and managed by the Designated Competent Authority or other separate functional units.

The use of existing documents and references can significantly reduce the time for developing the Guidelines, as well as help identify shortcomings in the SMS. that need to be identified and corrected.

The responsible person (working body) must, if necessary:

Establish and list applicable SMS policies, objectives and documented procedures, or develop programs to do so:

Decide which SMS elements to apply;

Obtain data on the existing SMS and practices in a variety of ways. such as questionnaires and interviews:

Determine the structure and form of the intended Guidance;

Classify existing documentation according to the chosen structure and form:

Use any other method suitable within the organization to complete the draft Guidelines.

6.2 Use of links

Wherever appropriate, and in order to avoid increasing the volume of the Guide, references to current standards (standards of the organization) or documents available to the user of the Guide should be included.

6.3 Accuracy and completeness

The responsible person (working body) should be responsible for ensuring the accuracy and completeness of the draft Guidelines, as well as for the integrity and content of this document.

7 Process for approving, issuing and managing the Safety Management System Manual

7.1 Final review and approval

Before publishing the Guidelines, responsible persons are obliged to analyze it. in order to* ensure the clarity, accuracy, suitability of the appropriate structure. Intended users should also be able to evaluate the document and comment on its applicability. The release of the Guidelines must be approved by the management of the organization responsible for its implementation. Each copy of the Manual must have a certificate of release.

7.2 Distribution of the Guide

The method of dissemination of the officially adopted Guide (either in full or in parts) should ensure that all users have adequate access to the Guide. Proper distribution and management can be facilitated, for example, by assigning serial numbers to instances for recipients. The administration of the organization should ensure that the contents of the Guide are viewed individually as appropriate for the particular user within the organization.

7.3 Making changes

A method should be provided for justifying, developing analysis, monitoring and amending the Manual. Changes should be subject to the same review and approval process as for the development of the main Guidance.

7.4 Publication and change management

Document production and change management are important to ensure that the contents of the Guide are properly authorized. Officially approved content should be easily identifiable. Various methods can be envisaged to facilitate the physical process of making changes. To ensure that the Guide is up to date, it is necessary to have a method in place to ensure that each Guide holder receives all changes and applies those changes to each Guide. A table of contents, a separate revision status page, or other appropriate means may be used to convince users that that they have received an officially approved Manual.

7.5 Uncontrolled instances

All copies of the Guide distributed for suggestion, outside use, and in other cases where change control is not provided, should be identified as uncontrolled.

NOTE If such a process is not provided for, unintentional use of obsolete documents becomes possible.

8 Contents of the Safety Management System Guide

8.1 Structure of the Manual

8.1.1 The manual should have the following structure:

Section heading:

Criteria:

Reference documents for cross-references.

8.1.2 Under each numbered section heading, a description of the purpose of the section should be given, followed by criteria and reference documents.

By chain is meant what the organization seeks to achieve through the implementation of the activities described in the section. Criteria determine the scope of what needs to be considered when writing this section. Reference documents are used to link information to other organization manuals or standard operating procedures that provide details of elements and processes.

6.1.3 The manual should contain the following sections:

a) document control:

b) regulatory requirements of the safety management system:

c) scope and integration of the safety management system;

d) helicopter safety policy:

e) roles and responsibilities of personnel;

c) presentation of data on the safety of helicopter activities;

g) identification of hazards and assessment of risk factors;

i) monitoring and measuring the effectiveness of security;

j) safety investigations and corrective actions:

k) preparation and exchange of information in the field of ensuring the safety of helicopter activities;

l) continuous improvement and verification of the safety management system:

m) maintaining documentation of the security management system:

n) controlling the implementation of changes;

p) an emergency or contingency plan.

8.2-8.15 provides exemplary information that may be included in each section.

8.2 Document control

Describe how the Manual(s) will be updated (updated) and how the organization will ensure that all employees involved in security receive the most recent version of the Manual.

8.2.2 Criteria

a) Documents on paper or created in a controlled electronic environment and a list for distribution of documents;

b) the relationship between the Manual and other existing manuals such as the Maintenance Control Manual* or the Flight Operations Manual;

c) a process for periodically reviewing the Manual and related forms and documents to ensure they are appropriate, adequate and effective;

d) the process of implementation, agreement and approval by the regulatory body.

8.3 Regulatory requirements for the safety management system

Present the existing regulations and guidance material on the Air SMS for reference, reference and familiarization of all participants in the process.

8.3.2 Criteria

a) Explain existing regulations and standards of SMS 8D. Include deadlines for compliance with them and links to advisory materials where appropriate;

6) there. where appropriate, explain the meaning and implications of the application of regulations for the organization:

c) if necessary, establish a relationship with other requirements and standards related to air traffic safety.

8.4 Scope and integration of the safety management system

Describe the areas and scope of activities and resources of the organization in the aviation industry to which the provisions of the SMS apply.

A description of the scope of operational processes and equipment required to carry out the organization's hazard identification and risk management program is also required.

8.4.2 Criteria

a) Explain the nature of the aviation activities of the organization and its position or role in the aviation industry as a whole;

b) identify the main areas, departments, production sites and facilities of the organization in which the SMS is applied;

c) determine the main processes, activities and equipment needed to carry out the organization's hazard identification (HIRM) and risk management program, especially those related to air traffic safety.

If the scope, processes and equipment related to the HIRM program. are described in too much detail or the text is too long, this material may be presented in a supplementary document where appropriate;

d) if the SMS will be applied in a group of interrelated structural units, organizations or contractors, it is necessary to define and document such integration and assign responsibility for this in the prescribed manner;

e) if the organization has other relevant control and management systems, such as a quality management system, an occupational health and safety system, their relationship to the SMS should be determined.

8.5 Helicopter safety policy

Describe the organization's intentions, management principles and commitment to safety improvement in the context of a product or service maintenance and repair service provider. The description of the security policy should be just as concise. as the company's mission statement.

8.5.2 Criteria

a) The safety policy should be commensurate with the scope and complexity of the organization;

b) the security policy contains a statement of the organization's intentions, management principles and commitment to continual improvement of security;

c) the security policy is approved and endorsed by the responsible manager;

d) the security policy is promoted by the responsible manager and other representatives of the administration of the organization;

e) the safety policy should be reviewed periodically;

f) employees at all levels are involved in the creation and maintenance of the SMS;

g) Communicate the security policy to all employees to make them aware of their individual security obligations.

8.6 Roles and responsibilities of personnel

Describe the powers, duties and responsibilities of the personnel involved in the implementation of the SMS. in ensuring the safety of the VD.

8.6.2 Criteria

a) The responsible manager is responsible for that. that the SMS is properly implemented and functions in accordance with the requirements in all areas of the organization;

b) a head (service, department) responsible for security has been appointed in accordance with the established procedure. security committee and task forces (individual officials) on security issues;

c) authorities, duties and responsibilities of the personnel involved in the implementation of the SMS are defined and documented. at all levels of the organization;

d) all employees are aware of their authority, duties and responsibilities in relation to any decisions and actions in the field of security management;

e) there is a diagram of the hierarchy of responsibility in the field of the organization's SMS.

8.7 Helicopter safety reporting

8.7.1.1 The safety reporting system should include both reactive (accident or incident reporting, work incident, etc.) and proactive and predictive (hazard reporting) components. Appropriate safety reporting systems should be described.

6.7.1.2 The following elements need to be considered: report format, confidentiality. addressees, investigation and evaluation procedures, corrective/preventive actions and dissemination of the report (reports).

8.7.2 Criteria

a) The organization has a procedure for recording internal events, including accidents. incidents and other occurrences within the scope of the SMS;

b) a distinction must be made between mandatory reports (accidents, major incidents, major failures, etc.). about which it is necessary to notify the relevant organizations, which are entrusted with state control in the field of aviation safety, and provide information on ordinary minor incidents. that do not go outside the organization:

c) a system should be developed for voluntary and confidential reporting of hazards and incidents, providing for the protection of the data and identity of the whistleblower from disclosure;

d) procedures for reporting security data are simple, accessible, and appropriate for the size of the organization;

g) the reporting of data in the serious accident sector and the corresponding recommendations are addressed to and considered by the managers at the appropriate level;

(e) Reports are collected in an appropriate database to facilitate the necessary analysis.

8.8 hazard identification and risk assessment

8.8.1.1 Describe the system for identifying hazards and the process for comparing these data.

8.8.1.2 Describe the process for categorizing hazards and risks and then prioritizing them in order of importance in order to produce a documented safety assessment. Describe how hairlessness is assessed and how preventive action plans are implemented.

8.8.2 Criteria

a) Identified hazards are assessed, prioritized and processed for proper risk assessment:

b) there is a structured process for assessing risk factors, including an assessment of their severity, possibility, and preventive controls;

c) the main task of identifying hazards and assessing risk factors is to ensure safety;

d) when assessing risk factors, work logs, forms or computer programs are used. appropriate complexity of the structure and operational activities of the organization;

e) the safety assessment is endorsed by the head of the appropriate level:

f) there is a process for evaluating the effectiveness of the developed corrective, preventive and remedial measures:

g) there is a procedure for regularly reviewing safety assessments and documenting their findings.

8.9 Monitoring and measuring safety performance

Describe the SMS component. relating to the monitoring and measurement of safety performance, including safety performance indicators (SPIs).

8.9.2 Criteria

a) A formal process for developing and updating a set of safety performance indicators and related targets:

b) alignment between the SPI and the organization's security objectives, if applicable, and an approval process;

c) a process for monitoring the effectiveness of the SPI, including taking corrective action when unacceptable or abnormal trends occur;

d) any other additional criteria or procedures for monitoring and measuring the effectiveness of the SMS or ensuring safety.

8.10 Safety investigations and corrective actions

Describe how incidents and events are investigated and processed, including their compliance with the organization's SMS hazard identification and risk management system.

8.10.2 Criteria

a) Procedures to ensure internal investigation of reported incidents and events:

b) distribution in the organization and provision in accordance with the established procedure of reports on completed investigations:

c) a procedure to ensure that identified or recommended corrective actions are taken and their results and effectiveness are evaluated;

d) the order of the disciplinary investigation and the actions taken on the conclusions of the investigation report:

e) clearly defined conditions under which disciplinary action is considered (eg illegal acts, reckless negligence, gross negligence or willful misconduct);

c) a procedure for identifying active failures, as well as associated factors and hazards;

g) the procedure and format of the investigation provide for the processing of the results of the identification of contributing factors or hazards for further actions of the organization's system to identify hazards and manage risk factors, if necessary.

8.11 Preparation and exchange of information in the field of helicopter safety

activities

Describe the type of SMS training received by personnel, other security measures, and the process for ensuring the effectiveness of this training. Describe the documentation of the training. Describe the processes and channels for the exchange of information about security within the organization.

8.11.2 Criteria

a) The curriculum, potential participants and training requirements are documented;

b) there is an evaluation process to evaluate the effectiveness of training;

c) training includes initial training, retraining and advanced training if necessary;

d) training in the field of the SMS of the organization is part of the overall training program in the organization;

e) familiarization with the SMS is included in the employee's training when being hired by the organization or in the curriculum:

e) processes and channels for the exchange of security information within the organization.

8.12 Continuous improvement and review of the safety management system

Describe the process for continuous review and improvement of the SMS.

8.12.2 Criteria

a) A process of regular internal review and re-audit of the organization's SMS to ensure its compliance, adequacy and effectiveness;

b) describe other programs that contribute to the continuous improvement of the organization's SMS and the effectiveness of safety, research in the field of air safety. ISO systems.

8.13 Documentation of the security management system

Describe the method of storing records related to the SMS.

8.13.2 Criteria

a) The organization has a system for accounting or archiving of SMS documentation, which ensures the preservation of all documents created in connection with the implementation and operation of the SMS;

b) Documents to be retained include hazard and risk assessment reports, minutes of the safety focus group meetings, safety performance scorecards, SMS audit reports and SMS training documents;

c) documents must be traceable for all elements of the SMS and available for day-to-day management of the SMS. and for the purposes of internal and external audits.

8.14 Controlling the implementation of changes

Describe the change management processes that can affect security risks. and integration of these processes into the SMS.

8.14.2 Criteria

a) Procedures to ensure that significant organizational or operational changes take into account any potential impact on existing safety risks;

b) procedures to ensure that a proper safety assessment is carried out prior to the introduction of new equipment or processes that may affect safety risks;

c) procedures for revising existing safety assessments in the event of changes to relevant processes or equipment.

8.15 Emergency or contingency plan

Describe the organization's objectives and obligations in the event of an emergency and the appropriate remedial action. Describe the roles and responsibilities of key personnel. An emergency plan can be:

a) as a separate document;

b) part of the SMS manual.

8.15.2 Criteria

a) The organization has an emergency plan that describes the roles and responsibilities in the event of a major incident, crisis or accident:

b) there is a notification order;

c) the organization has arrangements with other organizations to provide assistance and services in an emergency, if necessary;

d) the organization has an established procedure for dealing with an emergency;

e) there is a procedure for monitoring the condition of all affected persons and notifying their relatives;

f) the organization has an established procedure for resolving issues related to the media and insurance companies;

g) the organization has defined duties and responsibilities for accident investigation;

i) clearly defined requirements for the preservation of physical evidence, security of the affected area and mandatory reporting of security information to authorities;

j) there is a training program for training personnel in emergency situations;

k) a disabled aircraft or equipment evacuation plan is developed by the organization in consultation with aircraft and equipment owners, aerodrome operators or other organizations, as applicable;

l) there is a procedure for fixing the actions carried out in the course of activities in the event of an emergency.

Bibliography

|1) ICAO Annex 14 to the Convention on International Civil Aviation. Aerodromes. Design and operation of airfields (g. I). Heliports (t. H)

UDC 629.735.083:006.354 OKS 03.220.50

Keywords: safety management system, risk, safety, services, airport activities, heliport

Editor U.H. Bayonet Technical Editor at. N. Prusakova Proofreader ON Vlasova Computer proofing by A. N. Zolotareva

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The organizational structure is a diagram consisting of departments and individual officials of the company, arranged according to levels of significance and responsibility, containing the relationship between them and the order of subordination. Depending on the stage of development of the company (formation, development, stabilization, crisis), different approaches to building an organizational structure are required. It is especially important to control the situation at the stage of transition from one stage to another and at the stage of active growth and development of the company. A well-designed organizational structure makes it possible to optimize the number of personnel and the number of departments, simplify the interaction of departments, evenly distribute the workload on staff, avoid duplication of functions and their “sagging”, eliminate double and triple subordination, delineate the scope of activities of managers, determine their powers and responsibilities, increase labor productivity. The organizational structure is the basis for building an effective management system. For the airport, this is one of the main components on which all the work of any air transportation is built. The airport should especially have a well-coordinated, well-functioning structure. The life and safety of passengers depends on it. Let us consider in more detail how the organizational structure of any airport is built.

At the airport, the Marketing Department is headed by the Vice President of Marketing. He is a member of the Board of Directors and takes part in the development of the target orientation of the airline's activities, the development of a long-term strategy for its implementation, and the preparation of plans for the development of air transport production. Organizationally, he reports to the president and coordinates marketing work throughout the company. The responsibility of the VP of Marketing is to integrate the activities of the various functional units, regardless of the specific organizational structure adopted by the airline.

The main task of the marketing department is to develop a strategy and tactics for the company's behavior in the air transportation market, taking into account its goals, financial and technical capabilities. The airport is characterized by the organization of marketing by types of air transportation and types of functions. The marketing management department is the main department that determines the marketing activities of the airline. It is made up of groups.

The planning group is responsible for drawing up marketing plans based on information from offers from other groups. The marketing plan reflects the characteristics of the main strategic goals of the airline, data on forecasting the development of regional markets, marketing strategies for each region, tariff policy and sales plans for regions and airlines, action plans to improve the quality of service, a tactical action plan, recommendations for sales promotion and advertising work (sent to the advertising department), a description of the procedures for monitoring the effectiveness of marketing activities.

The plan of tactical measures (for the next year) has several options, which allows you to respond flexibly to changing market conditions.

The Aviation Booking System Group (ASB) is developing the main directions for the development of the system. Thanks to these systems, the time of booking a ticket for any route is reduced several times. The ticket booking system is connected to the hotel booking system, which is also very convenient for passengers.

The market development group is a division. which receives information about regional markets abroad and about the situation in the air transportation market. The generalized results of market research are the basis for forecasting the demand for air transportation and developing a marketing strategy and tactics.

The fare group is responsible for collecting all information on aviation

international tariffs and the conditions for their application, is engaged in the calculation of tariffs for various directions, the development of the airline's tariff policy, etc.

The in-flight service group is responsible for developing recommendations for improving the in-flight service.

The route marketing department includes six route groups. The main task of this department is to develop a strategy for the development of each airline, here proposals for scheduling, setting tariffs, maintenance, etc. are developed. Information from this department is transferred to the marketing management department (it is primary for drawing up marketing plans).

The passenger service department consists of two groups: the legal group is responsible for the development of passenger insurance rules, conditions for the use of air tickets and other legal issues, and the transport service group is responsible for developing new service rules (non-standard) on board the aircraft, which are then transferred to the passenger service training group.

The aviation reservation system (ARS) service department develops the entire range of services provided by this system and prepares the conditions for booking (how many seats to leave in the airline, how many to transfer to agents of other companies, etc.).

A group of foreign missions and agencies works out information for travel agencies and representative offices abroad.

The system development group is responsible for setting tasks for programmers.

The information group is engaged in collecting and issuing information to passengers on various countries and cities where flights are carried out: this is a concert program, theater repertoire, festivals, national holidays, etc.

The reservation control department deals with the distribution of seats by airline, flight formatting, blocking (how many seats and on which flights are booked for the year, month when the reservation is canceled, etc.).

The aviation security department or service (SBU) is a separate structure, and is subordinate to state security control bodies.

The organizational structure is aimed primarily at establishing clear relationships between the individual divisions of the airline, the distribution of rights and responsibilities between them. It implements various requirements for improving management systems, expressed in certain principles.

Topic 1. Introductory provisions

1.1. Terms and Definitions.

1.2. The purpose and objectives of the discipline "Airports and airport activities", the connection with the disciplines of the training profile "Organization of airport activities", the scientific foundations of the discipline. Connection of discipline with disciplines (modules) of the profile. Problems of development of airports.

1.3. Airports as a static VT system. Prospects for the development of airports.

1.4. Modern tasks and prospects for the development of airports: ensuring the safety and regularity of flights, the efficiency of the subsystems of the main operators (operators) of airports and airfields.

Topic 2. Airport complexes. Basic elements of airports.

2.1. Airport classification.

2.2. Regulatory legal documents for the design of airports.

2.3. General information about access and intra-port roads, access railway line.

2.4. The main objects of the airport complex, their purpose.

2.5. Service and technical areas of airports.

2.6. The composition and placement of buildings and structures for the main production purpose: buildings and structures for servicing passenger and cargo transportation, servicing aircraft, aviation fuel supply for air transportation.

2.7. Airfield lighting equipment. General information about the light-signal systems of airfields. Light-signal systems of civil airfields with JVI and OMI.

2.8. The composition and placement of buildings and structures of auxiliary and administrative-public purposes.

2.9. Modern tasks of technical operation of buildings and structures of airports. Basic rules and methods of technical operation of airfields, buildings and structures of airports.

2.10. Technical operation of buildings and structures of airports. PPR buildings and structures of airports. Operational maintenance and repair of buildings and structures of airports.

Topic 3. State regulation of airport development

3.1. Basic normative legal acts on state regulation of design, construction and operation of airport facilities.

3.2. Federal executive authorities providing state regulation.

3.3. Authorized bodies.

3.4. Acceptance of constructed and reconstructed buildings and structures.

Topic 4. Airport activities

4.1. Normative legal documents on the execution of state functions (the provision of public services).

4.3. Features of the provision of airport activities at federal, regional airports and airports of local airlines.

4.4. Technological systems. Technological processes and technological operations. Technological processes in the operation of buildings and structures.

4.5. The relationship of the subsystems of the airport enterprise in providing technological processes during the current and major repairs of buildings and structures of airports.

Topic 5. Certification of aerodromes

5.1. Normative legal documents on the certification of airfields.

5.2. Features of airfield certification in the Russian Federation.

5.3. Aerodrome certification procedure.

5.4. Airfield guide.

5.5. Federal aviation rules by types of airport activities.

Topic 6. Provision of aircraft flights by airport operators

6.1. General provisions for the provision of flights by the main operators (operators) of airports and airfields.

6.2. The essence of airfield, search and rescue support for aircraft flights of operators, legal entities and individuals.

6.3. Organizational structures of enterprises. Organizational and production structures of enterprises. Organizational and technological structures of enterprises. Organizational structures of enterprise management. Organizational structures of management of the main operators (operators) of airports. Organizational structures and organization of work of the main operators and operators of airports. Organizational and legal forms of the main operators and operators of airports. Organizational structures of management of the main operators (operators) of airports. Application of the theory of competence in the functioning of airport enterprises (airport operators).

Topic 7. Environmental protection during the operation of airports

7.1. The impact of the production activities of airport operators on the environment.

7.2. Sources of noise and the main ways to reduce noise.

7.3. Sources of surface sewage pollution. Methods for cleaning surface wastewater.

7.4. Government Decisions on Environmental Protection. Regulatory documents that determine the procedure for using the elements of the environment. Problems of nature protection in the operational maintenance of airfields, saving labor, energy and raw materials.

METHODOLOGICAL INSTRUCTIONS

ON THE PERFORMANCE OF COURSE WORK

Writing a term paper aims to determine the level of knowledge gained in the study of a theoretical course and further development of special disciplines taught in senior courses.

When writing a term paper, textbooks, study guides, monographs, scientific articles, statistical materials, regulatory legal documents and any other available materials are used.

The topic of the course work for full-time students is selected from the given approximate topics and is carried out according to the last two digits of the student's record book.

The course work should include a title page, abstract, table of contents, introduction, textual material, including theoretical and calculated parts, illustrations, diagrams, drawings, list of references.

Illustrations, diagrams, drawings for term paper can be made at the request of students and in agreement with the teacher on whatman paper or in the form of slides in electronic form.

Coursework requirements:

1. The volume of the course work must be at least 10 pages of A4 typewritten text.

2. Times New Roman font: body text 14, headings 16 bold.

EXAMPLE TOPICS OF COURSE WORKS

1. State registration and admission of airfields for operation.

2. The tasks of the main operators (operators) of airports and aerodromes for the operational maintenance of buildings and infrastructure facilities of airport facilities.

3. Use of IT technologies in the provision of airport services by airport operators.

4. Methods for calculating the capacity of airport facilities and its elements.

6. Basic principles for organizing the operation of buildings and structures of the airport complex.

7. The main tasks of the divisions of the main operators (operators) of airports (aerodromes) for the design, construction of buildings and structures.

8. The main tasks of the divisions of the main operators (operators) of airports (aerodromes) for the operational maintenance of buildings and structures.

9. Organization of PPR of buildings and structures of airport complexes.

10. Organization of CTT airports.

11. Organizational structures of management of the main operators (operators) of airports (aerodromes).

12. Organization of current repair of industrial buildings of airports.

13. Organization of current repair of elements of civil aviation airfields.

14. Organization of acceptance of airport facilities for operation after construction (reconstruction).

15. Organization of acceptance of buildings and structures of airports for operation after current repairs.

16. Organization of work of working and state acceptance commissions.

17. Features of the implementation of technological processes for servicing aircraft of civil aviation operators, legal entities and individuals.

18. Organization of technical operation of buildings and structures for industrial purposes.

19. Rules and procedures for organizing airport activities in the Russian Federation.

20. Subsystems of the airport enterprise for the operation of buildings and structures for ground support of aircraft flights.

21. Proposals for improving the throughput capacity of airport elements.

22. Develop proposals for the formation of a complex of main buildings and structures of airports, depending on the class of the airport.

23. Develop proposals for organizing the overhaul of industrial buildings of the airport complex.

24. Develop proposals for organizing the reconstruction of the terminal building of the airport complex with an increase in passenger traffic.

25. Develop proposals for organizing runway overhaul without interrupting aircraft flights.

26. Develop proposals for improving the organization of acceptance of airport buildings for operation after construction (reconstruction).

27. Develop proposals for the development of hierarchical and functional management of airport enterprises in the Russian Federation.

28. Develop proposals for improving the state regulation of airport activities in the Russian Federation.

29. Develop proposals for the standardization of requirements for class I airports.

30. Develop proposals for the standardization of requirements for class II airports.

31. Develop proposals for the standardization of requirements for class III airports.

32. Develop proposals for improving the classification of airports in the Russian Federation.

33. Develop proposals for improving the classification of airfields in the Russian Federation.

34. Develop proposals for improving the classification of Russian heliports.

35. Develop proposals for the construction of heliports on offshore oil platforms to ensure aircraft flights.

36. Develop proposals for improving the classification of landing sites in the Russian Federation.

37. Develop proposals for improving the requirements for airport activities (by types) of the Russian Federation.

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Introduction

2.2 Aircraft centering chart

3.2 Baggage list

3.4 Centering chart

Conclusion

List of used resources

Annex No. 1 Statement of registration of shipments of passengers and baggage

Appendix No. 2 Luggage list

Appendix No. 3 Summary loading list

Appendix No. 4 Centering chart

Introduction

The airport- a complex of structures intended for receiving, sending, basing aircraft and servicing air traffic, 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 facilities and the necessary equipment.

International airport - an airport that is open for the reception and departure of aircraft performing international air transportation, and in which border and customs control is carried out.

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

There are seaports 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 (RD), as well as an apron (there are several at large airports), parking and refueling places, warehouses) and an air traffic control complex (services: organizations air traffic, electro-radio engineering and electrical lighting, meteorological, navigational, etc.).

Airport complex (passenger terminal)

It includes the terminal itself, designed to serve passengers. Most of the services that serve passengers from the moment they enter the airport to departure and from the moment the ladder is presented to the aircraft to leave the airport are based in the terminal:

· service organization of passenger transportation;

airline representative 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 dispatch, arranges, processes, loads cargo and mail on board aircraft. It is equipped with a covered heated warehouse, means of delivery and mechanized loading and unloading, means of handling cargo "in bulk" and in containers.

Classairport.

The airport class is determined by the annual volume of passenger traffic (passenger exchange), that is, the total number of all arriving and departing passengers, including transit passengers (with a transfer 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. belong to out-of-class, and with an annual traffic volume of less than 100 thousand people. - to unclassified.

Unclassified airports of local airlines are located on aerodromes of the 3rd or 4th class, with artificial or unpaved runways (artificial runway surfaces at airports of the 4th class 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 leaders, the question is whether to use information technology (IT) in business or not. IT is a powerful tool for increasing the efficiency of the airport business and achieving competitive advantages.

However, many of you have experienced sub-optimal IT implementation choices made at the highest levels of airline management. This is usually due to 3 reasons:

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

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

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

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

ITinairlinesbeforecrisis

In the context of the rapid growth of the economy, all the newest and most complex in the field of information technology in passenger service revolved around the electronic ticket (ET) and the "savings" of the airline's funds.

Firststage passenger service - sale of transportation.

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

The access of sales agents or customers themselves to the resources of the airlines hosted in the CRS is carried out through the GDS (Global Distribution System)

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

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

If these airlines are members of one of the alliances, in addition to opening IET links, it becomes necessary to solve more complex information links - 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 partner airline systems. Major airlines have hundreds of IET type links.

Secondstage- servicing passengers at the airport of departure.

Registration of passengers is the business of the airport. It is economically unprofitable for airlines to maintain their own passenger service at the airport. The only exception is if the airport has its own terminal. The main information that comes to the airport from the airline's CRS is the passenger list (PNL - Passenger Name List).

The emergence of new check-in methods (using self-service kiosks, via the airline website, etc.) makes this process very individual for each airline. Airlines tend to impose a single (own) DCS at all airports in their route network. Airlines say the only way for a check-in agent to see a passenger's flight coupon is through direct access from the Departure Control System (DCS) 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 operate, and therefore it was necessary to unify the interaction of these programs with peripheral equipment (printers, readers, scales, etc.). It is proposed to provide such unification with the help of CUTE (Common User Terminal Equipment).

The thirdstage- accounting of revenue and mutual settlements.

Accounting for revenue when using paper forms is carried out on flight coupons that are delivered to the airline from airports. If the airline has a RAS (Revenue Accounting System) automated revenue accounting system, coupon information is entered into the RAS manually. To facilitate this procedure, information about financial transactions (so-called ret files) is received from the GDS. In a paper-based environment, small airlines do without RAS by manually accounting for revenue, as well as settlements between agents and airlines.

With the transition to EB, data on flight coupons enter the RAS in the form of lift files from the airline's CRS. In addition, for the calculation of airlines among themselves (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 dispensed with RAS, accounting for revenue manually, then with the transition to electronic banking, systems of this type became necessary for all airlines.

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

ITinairportsbeforecrisis

Like any "revolution", the introduction of electronic security could not 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), designed to replace the now obsolete Common Use Terminal Equipment (CUTE) standard, has been approved, 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 installing equipment for check-in counters, boarding gates and self-check-in kiosks, they received monthly payments for the use of 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.

Against the background of the costs of airlines paying GDS for domestic sales of 4 or more dollars for each passenger segment, it seems not much - the only difference is that airlines can compensate for these costs in airfare, while airports cannot.

Despite the threat of introducing unified standards for electronic registration of passengers at the level of a regulatory act, a number of airports used a more reliable and cheaper method of registering passengers "Type B": ETL, which allows, without interactive interaction with CRS, to register passengers locally, in the airport database. CUPPS-based shared self-check-in kiosks (CUSS) and 2D barcode technology used on boarding passes were boosted.

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

2. Calculations of the maximum payload, free tonnage and centering chart

Limiting(PKZ)- this is the maximum payload determined by the requirements of flight safety in the expected conditions of the forthcoming flight, it is determined by subtracting the operating weight and the allowable takeoff weight.

m prev. = m additional take-off - m eq.

where:

m additional take-off- this is the allowable takeoff weight of the aircraft at the start, determined by the safety requirements in the conditions of the upcoming takeoff, flight and landing. Determined by engineering and navigational calculation.

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

where:

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

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

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

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

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

m top. - is the mass of fuel that is refueled in the aircraft tanks and is composed of the mass of fuel for the flight plus the aeronautical fuel reserve (ANF).

m top.= ANZ+ m top p.

where:

ANZ(aeronauticalstock)- this is the amount of fuel that depends on the choice of alternate aerodrome and is used in exceptional cases.

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

m top p. = nt.h* flow/speed

where:

nt.h- This is the hourly rate of fuel consumption.

Prot.tr- is the distance between the start point and the end point.

speed- is the speed of the aircraft.

2.1 Payload 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, the capacity of aircraft structural elements.

m pass. - is the mass of all passengers.

All passengers are divided into 3 age groups:

VZR (adults) - from 12 years and older

RB (large child) - from 2 to 12 years

RM (small child) - from 0 to 2 years

The weight of the TCD depends on the transportation season:

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

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

Quantity of VZR*75 (80) kg.

Number of RB*30 kg.

Quantity RM*15 kg.

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

m bug. - is the mass of personal belongings of passengers accepted for carriage 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 to the aircraft cabin without putting them in the luggage compartment .

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

2.2 Aircraft centering chart

centeringschedule- This is an official document that records the flight data, the calculation of the short circuit limit, the distribution of the takeoff and landing weight and the balance of the aircraft.

Centeringaircraft is the distance from the toe of the MAR to the center of gravity of the aircraft, expressed as a percentage of the length of the MAR.

X=X/Va*100%

where:

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

Wa is the length of the SAH in meters.

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

Distinguishthe followingkindsalignments:

1. centering of an empty plane

2. alignment of an empty equipped aircraft.

3. alignment of the aircraft without fuel.

4. takeoff centering.

5. landing centering.

8.maximum permissible centering on the ground.

9. maximum permissible flight centering front and rear.

10.centering the overturning of the aircraft on the tail.

Contentandpickingcenteringgraphic arts.

In the upper part on the left, the mass characteristics of the flight are indicated. Below, on the left, there are graphs of the initial data of the type of loading, their value, division price on the scale of the working field and the direction of the report on the working field of the chart. 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 the alignment by individual load groups.

Each division of the scale is a graphical value of changes in alignment.

The starting points of the calculation are the initial centering of the empty equipped aircraft and its mass.

Example:

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

Aircraft: Boeing 767-200ER

Route length: 2360 km.

Technical speed: 851 km/h.

Flight No. 144

Departure date: 3.02.2014

Departure time: 10:00

Number of seats: 178

Operator: Aeroflot Airlines

Aircraft commander: Petrova N.A.

Initialdata:

m snar = 86070 kg

madm.lift.=158760 kg

m equipment =2 people

m a.e. =7 people

m =40230 kg

Nt.h=4500 kg

VZR=160 people

RB=4 persons

RM=5 people

m bag =3200 kg

m r.cl. =950 kg

m gr. =2000 kg

ANZ=4500 kg

m equipment =2*80=160 kg

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

m VZR \u003d 160 * 80 \u003d 12800 kg

m RB =4*30=120 kg

m RM \u003d 5 * 15 \u003d 75 kg.

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

m top p. \u003d Nt.h * Tr.tr / speed

m top.p. \u003d 4500 * 2360 / 851 \u003d 4500 * 2.8 \u003d 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 take-off -m eq.

m prev. =158760-105175=53585 kg

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

m fact. \u003d 12995 + 3200 + 950 + 2000 \u003d 19145 kg.

m sv.t. =m kz -m fact.

m St.T. =40230-19145=21085 kg.

3. Registration of transportation documents

3.1 Register of passenger and baggage shipments

The register of passenger and baggage shipments (VR) is the primary document and serves to record passengers by category sent by this flight.

According to the registration sheet:

Accounting for the initial departures of passengers and baggage by landing points,

Accounting for paid baggage shipments,

Compilation of baggage and summary-loading lists and centering schedule.

For registration of shipments of passengers and baggage, two forms of the statement are used:

1. The formK11-a. This form is used to record shipments on non-stop flights. Form K11-a is filled in in one copy, which, with the attached flight coupons, remains at the airport of departure. In the case of a flight on an aircraft of another airline, flight coupons are sent to the aircraft operator.

2. The formK11-b is used to account for flights with intermediate stops and is filled in 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 statement.

Orderfillingstatementsregistration.

Before starting registration, the registration agent fills in the heading of the sheet, which indicates the type of aircraft, its number, flight number, aircraft ownership, date and time of departure, airport of departure and destination, and the number of seats installed on the aircraft.

When registering a flight with an intermediate landing, the heading indicates the initial and final airports, and specifically the name of the airport to which passengers are checked in, are indicated in the landing point column.

Count "paragraphlandings"- each passenger following on a paid air ticket is given a separate line in the statement and the number “1” is put down in the corresponding column.

If the passenger is accompanied by a child under the age of 2 years, then in the check-in sheet he is entered in the line of an adult passenger, with whom he follows in the column "RM". If there are two children under 2 years old with a passenger (VZR), then the second child is entered in the “RB” column and a separate line is assigned to him. "RB" - children aged 2 to 12 years.

When following a family, the lines used for their registration are combined with a curly bracket. For example, a family consisting of one adult (ADD), one child (RB) and 2 RMs presented tickets for check-in. count "manualbaggage"- the mass of the passenger's things that he takes into the aircraft (in the passenger compartment) is put down in numbers.

Count "baggage"- the number of pieces and the weight of the checked baggage shall be indicated (that is, the baggage is registered with baggage tags under the responsibility of the carrier). From the total mass of baggage, the mass of paid baggage is allocated.

Count "numbersluggagetags"- the numbers of the baggage tags with which the baggage was numbered are put down. If baggage 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 the end of the registration, the agent sums up the results, and transfers the data to the SOPP dispatcher. The registration sheet is filled out carefully; it is strictly forbidden to make any corrections or erasures when filling out the columns of the sheet.

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 put at the end of it, new data is entered in the next line. The corrected totals in the statement must be negotiated and signed by the check-in agent and the baggage acceptor.

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

Exercise

Fill in the registration sheet for passenger and baggage shipments.

St. Petersburg-Surgut.

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

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

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

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

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

W 1 VZR, 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 Baggage list

The baggage sheet is a document confirming the acceptance and delivery of baggage on board the aircraft.

It is issued by the baggage acceptor following the results of check-in in three copies for each baggage unloading point. The first copy follows along with the cargo and is handed over by the receptionist of the destination airport. The second copy remains with the flight attendant, and the third copy - in the airport of departure.

The baggage list contains the following information:

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

About unaccompanied baggage (baggage sent according to pre-shipment receipts),

About all malfunctions found during acceptance operations,

About the results of baggage claim at the airport of destination.

The procedure for filling out the baggage list.

The heading of the baggage claim shall indicate 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 "roomluggagetagsandforwardingreceipts"- the full number of the first and last baggage tags with which the baggage was numbered (that is, marked) is indicated. If the checked baggage was forwarded, then this column indicates the number of the forwarding receipt.

Count "Colourtags"- indicate the color of the tags that mark the luggage.

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

Count "numbersluggagepremisesandcontainers"- on the basis of the centering chart, the number of the baggage compartment of the aircraft, where the baggage will be loaded to the given point of landing (unloading), is put down.

Count "the weightcontainerwithbaggage"- 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 of pieces and the weight of luggage are indicated in the corresponding columns.

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

Line "uploadedinairplanePSBairportdepartures"- the baggage acceptor signs, which confirms the accuracy of the baggage list data.

Line "marksaboutmalfunctionsattransportationbaggage"- filled in in cases where the baggage handling technology is violated, that is, in the process of baggage acceptance and delivery, baggage malfunctions 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 "dataonresultsdistributionbaggage"- filled in by the baggage handler of the airport of unloading after the baggage is issued to passengers. If there were no malfunctions during the baggage claim, the tear-off coupons of the luggage tags are stored for 5 days, and if a malfunction occurs, until the causes of the malfunction are investigated.

3.3 Consolidated loading list

Consolidatedbootstatement(SZV)- this is the primary document, which records the entire commercial load in general for flights and points of landing.

Based on the SZV data, a message is transmitted about the flight loading at the next landing point. The SZV is compiled by the person on duty for the execution of accompanying documentation in triplicate. The first copy of the SZV remains with the crew and is attached to the flight task, the second copy is transferred to the SOPS of the airport of first landing, and the third copy remains in the SOPS of the airport of departure and serves to record shipments and report on the loading of the aircraft at the airport of first landing.

SZV is filled in on the basis of the data of the check-in sheet, the baggage sheet and the postal and cargo sheet.

The procedure for filling out a consolidated load sheet.

Before starting to fill in the SZV, the duty officer for the execution of the accompanying documentation gets acquainted with the flight plan for the given day (daily plan), specifies in the CPAP the time of departure according to the schedule, the aircraft number, and the maximum commercial load with the controller of the SOPP, after which he fills in the heading part of the sheet.

Line "signadditionalflight"- scheduled flight - "1" is indicated, non-scheduled flight - "0" is indicated.

Line "fromairportbeforeairport"- indicates the initial and final airports.

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

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

Line "typeandroomairvessel"- the type and number of the aircraft according to the daily flight plan is affixed.

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

Line "flight"- the flight number according to the schedule is put down.

Line "limitmail"

Line "ultimateamountarmchairs"- filled in on postal flights.

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

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

Line "timedeparture"- the figures indicate the time of departure of the flight according to the schedule.

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

Count "the airportlandings"- the points of landing of the aircraft are sequentially indicated. "PR" - indicates the load, which through this airport follows in transit (flight). DG - additional loading - the results of registration of passengers and their luggage are affixed. BC - total - these lines are obtained by summing the lines PR and DG.

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

Count "amountpassengers"- based on the results of registration, the number of passengers by category and by landing points is entered in number.

Count "baggage"- the total mass of checked baggage is entered and the mass of paid baggage is allocated from the total mass.

Count "cargoandmail"- on the basis of the postal-cargo list, the mass of cargo and mail is affixed, respectively.

Count "officialmarks"- messages about the loading of the flight are indicated. When transporting heavy loads, “TYAZH” is affixed, when transporting official correspondence - the number of the service package, if ballast was used when compiling the centering schedule, then “BAL” is indicated.

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

When determining the actual load of the flight, it is necessary:

1. Fill in the line mass of passengers.

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

3. Summarize the data by types of loading and enter it in the line "loading".

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

graph "the airportlandings"- the code indicates the name of the airport to which the load change occurs.

graph "viewsending"- depending on the type of shipment, “PAS” is indicated - passenger, “BG” - baggage, “GR” - cargo, “PCH” - mail.

· line «+, -»: «+» - is affixed in the case when the payload increases (passenger transfer, baggage, cargo and mail reloading), "-" - the payload decreases (removal).

graph "amountpassengers"- the number of passengers is indicated.

graph "the weight"- the mass of passengers, baggage, cargo, mail is affixed.

· line "Total"- determined by summing the "weight" column, and then transferred to the "last minute changes" row. Last minute changes must be signed by the boarding agent.

withtaking into accountchanges"- these rows are obtained by summing or subtracting last minute changes from the "load" row (thus determining the actual load of the flight),

· line "Maximum Permissible- the mass of the maximum payload is affixed, which is calculated by the airport navigator on duty when preparing the crew for departure.

After compiling the SZV, the duty officer (dispatcher) puts his signature in the line “made by the dispatcher”.

PeculiaritiesfillingSZVinintermediateairports.

Upon receipt of the departure telegram from the initial airport of departure, the person on duty for the preparation of accompanying documentation proceeds with the issuance of the SZV (filling out the header part of the statement).

Upon arrival of the aircraft at the intermediate airport, on the basis of the copy of the SZV received from the crew, the duty officer fills in the line "PR" in the new SZV, that is, from the copy of the SZV of the initial departure, the loading of the "DG line" of the destination airport is transferred to the "PR line" of the new sheet.

At the end of the registration, the duty officer enters the registration results in the “DG line”, then summarizes with the “PR line” and fills in the “BC line”. The final SZV line at the airport of intermediate landing is determined by summing up the “aircraft lines” by landing points, the rest of the payload calculations are similar to the calculations at the airport of initial departure.

In the heading of the statement, the duty officer puts down the airport of intermediate landing in the line with the sign of the additional flight - "T".

3.4 Centering chart

centeringcharacteristicsaircraft- the concept of designation and definitions used in the calculation of payload.

The basis of the centering characteristics is the center of gravity.

Centregravity- this is the point of application of the total 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 center of gravity of the aircraft determines the balance, stability and controllability of the aircraft on the ground and in the air, that is, flight safety.

Aircraft centering (X?) - this is the distance from the toe of the MAR (average aerodynamic chord) of the wing to the center of gravity of the aircraft, expressed in% of the length of the MAR.

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

Distinguish:

centering of an empty equipped aircraft

centering of an empty aircraft

aircraft takeoff centering

flight centering

landing alignment

Maximum permissible centering (front and rear)

centeringschedule- this is an official document that records the 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 centering schedule is drawn up by the centering dispatcher in two copies. 1 copy is handed over to the crew, 2 - remains in the SOPP of the airport of departure along with other documents.

In the upper part on the left of the graph, mass characteristics are given, on the right - information about the flight. Below, on the left, the initial data of the type of loading, their value, the division price on the working field of the chart and the direction of the report on the working field (“”) are indicated. 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 accounting for the value of centering by individual types of loading. Each division of the scale is a graphic value of the change in centering.

The starting points for the calculation are the centering of an empty equipped aircraft and its mass.

Conclusion

Airports are increasingly interested in building mobile and social media applications and smart technologies including geolocation services to improve the quality of service.

Improving the passenger experience is the main driver of IT infrastructure investment for most (59%) of the world's airports. One example of this change has been 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 applications, with two-thirds of those surveyed already conducting application trials or investment evaluations.

With the constant increase in the number of passengers at airports around the world, the tasks of both optimizing the use of existing resources and effectively managing passenger traffic are becoming priorities. Half of the participants in the study 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 technology to track the real-time location of airport employees, vehicles, luggage and other key resources, and to monitor passenger traffic. More than 60% of operators see the improvement of business intelligence systems in all aspects of airport management as a priority, while 40% are already applying these new infrastructure technologies.

List of used resources

1. Air Code of the Russian Federation.

2. Federal Aviation Rules "General Rules for the Air Transportation of Passengers, Baggage, Cargo and Requirements for Servicing Passengers, Consignors 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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List of questions for the semester exam

on the discipline "Organization of production"

1. Main structural divisionsairport

The structure of the airport is formed depending on its equipment, functions and scope of planned work. Depending on this, its structural subdivisions can be created in the structure of the airport:

Production - dispatching service;

Aerodrome control tower;

ATC service;

Fuel service;

Aerodrome service;

SOP (SOPGP SOPP);

Radio technical support service for flights and airport activities;

Service of electrical and lighting support for flights and airport activities (ESTOP);

Department for the operation of ground facilities (water, electricity, heat, etc.);

Other services and departments to ensure the operation of the airport.

Each service is staffed by certified professionals to perform specific tasks and functions.

2. infrastructureairport ra. Main functions

Infrastructure(from Latin. Infra - below, under and structura - structure, location) is a material system through which goods and services reach the consumer. In relation to the air transportation service, infrastructure refers to a system of airports, air terminals, equipped air routes, airline agencies and offices, cargo warehouses, cargo stations and platforms, as well as a corresponding network of intermediaries and functional offices. A distinction should be made between the airline's own infrastructure and the infrastructure of the air transport system. The infrastructure of an airline includes only its own network of points of sale, offices, agencies, etc. Only the largest airlines in the world have their own terminals and cargo complexes at many airports in the world. Most airlines rent parts of the premises and facilities at airports, and no airline has its own air routes.

Any airport cannot be considered autonomously, outside the common air transport network, since each airport must have an adequate partner at the other end of the air route with the appropriate technical equipment and capabilities.

The airport is a crossroads of various activities and interests of various partners. This is where partners combine their activities to carry out air travel.

Airport partners are those who provide services, as well as users of airport services, which primarily include airlines.

The processes of privatization taking place in the world contribute to the formation of various aviation enterprises with various forms of ownership in the civil aviation industries, and airports are no exception.

Currently, the infrastructure of Russian airports is very different:

* joint-stock companies;

* unitary state enterprises (UGP);

* federal treasury enterprise;

Today, the operation of airports is carried out in various organizational forms and statuses (federal, regional and local significance).

Airport functions can be classified in various ways and distributed among structural subdivisions, services, (departments) of the airport in various combinations.

At large airports, functions are more specific and distributed among the relevant, sometimes numerous departments and services.

Part of the functions of the airport (especially ground handling) is performed by airlines, concessionaires (specialized commercial enterprises with the rights transferred to them to carry out their activities at the airport) or individual government organizations.

The relevant services (departments) of the airport usually cover most or all of the following areas of airport activity:

apron and aircraft parking areas;

facilities and services of the passenger terminal;

hangars and aircraft maintenance areas;

means and service of ATC support;

· means and service of air navigation support of flights;

means and service of lighting support for flights and airport activities;

· meteorological support of flights and airport activities;

Aircraft maintenance facilities and services;

· facilities and service for providing flights and airport activities with fuel and lubricants (fuels and lubricants);

· cargo and mail handling facilities and areas;

means and service of providing AB

Other facilities, services and areas.

working areas (runway, taxiways, lighting equipment);

3. Main tasks and functions of the CPAP

Production Dispatch Service of the Enterprise (PDSP)

Main line of work:

· implementation of operational management and coordination of activities of all departments, services, groups in order to ensure the implementation of the daily production flight plan, the regularity and punctuality of flights;

interaction with related services of the base airport and operating airports.

The main tasks and functions of the CPAP:

· coordination of overflights planned for flights;

Formation of a daily plan, its coordination with all interested services;

· timely provision of flights at all stages of preparation with subsequent control over the progress of their implementation, coordination of the work of services during servicing in the base port;

Obtaining information about aircraft departures and landings, coordination of the use of alternate airfields;

interaction with airport services when landing aircraft at alternate aerodromes on issues related to ensuring flights to the landing aerodrome;

preparation of the main accompanying flight documentation (SZV, CG);

· development and coordination with all subdivisions of the base port of technological schedules for servicing aircraft;

Investigation, analysis and classification of the causes of flight delays, identification of services and specific persons responsible for the delay;

preparation of documents for the application of penalties to the relevant services responsible for the flight delay.

4. The concept ofair company dispatching

DISPATCHER - an official who exercises operational control and management of production units for the implementation of technological operations related to ensuring the daily plan and regularity of flights.

The practice of civil aviation shows that the tasks of interaction are most successfully solved by introducing a dispatcher control and monitoring system, that is, dispatching. In dispatching, each group is responsible for the performance of a particular operation, and the dispatcher has the authority to require operations to be completed on schedule.

Implementation of dispatching allows:

Improve the organization and management of air traffic at the airport;

Quickly eliminate malfunctions, failures and delays that occur during operation;

Control the course of the technological process;

Implement computer systems with the installation of terminals at the workplace of dispatchers.

Dispatching provides for the organization of a clear interaction between airport services (airlines) in the process of preparing an aircraft for departure on the following issues:

Aircraft maintenance;

Aircraft refueling;

For additional types of services (cleaning salons, refueling with special liquids and water, heating and cooling salons);

Preparation of flight documentation (flight plan, navigational calculation, weather report);

Passenger service and aircraft loading (baggage, mail, cargo);

For the execution of accompanying documents (luggage list, check-in list, centering schedule, postal and cargo list, summary load list);

Operation of radio equipment and airport communications;

To provide electrical lighting support for flights;

To ensure flight safety and aviation security.

The main goal of interaction between airport services and airlines is to strictly adhere to the developed technological schedule for aircraft ground handling, which ensures the fulfillment of the flight schedule and the efficiency of the airport.

5. Technological schedule of aircraft preparation for departure. Appointment andcontent

The main ground handling activities of the airport, airlines and concessionaires are carried out in the area of ​​the apron, where the aircraft stands are located and the majority of ground handling procedures are carried out.

The capacity of the airport depends mainly on the number of stops and the quality of ground handling of the aircraft.

Platform - the area where aircraft are located for loading, unloading, maintenance and doses a correction of aircraft with fuel and oils.

In order to achieve the maximum use of the airport, the allowable service time accommodation sun in the parking lot - typically 30 to 45 minutes for narrow body aircraft and 45 minutes to 1 hour for wide body aircraft.

During this period of time, intensive and well-coordinated actions are carried out, including:

The main actions of aircraft maintenance on the apron
* unloading and loading of baggage carried in the aircraft compartment * unloading and loading cargo and mail * Procedures for the management and control of loading operations in order to ensure the correct centering of the aircraft * waste disposal and restocking of the aircraft kitchen with in-flight catering * engineering support procedures for checking systems and aircraft maintenance * cleaning of passenger cabins and maintenance of aircraft toilets * Aircraft refueling with aviation fuel, oils and water * change and briefing of the aircraft crew * disembarkation and subsequent boarding of passengers in the aircraft * providing the aircraft with electricity and air conditioning air during the shutdown of its own systems * towing and starting procedures for aircraft engines

All of the above actions must be carried out in accordance with the technological schedule, based on the choice of the optimal time for this.

A failure in time of one procedure can seriously affect the performance of other procedures in the intervals of the time allocated for them in the technological maintenance schedule of this type of aircraft.

Any delay or interference will cause the aircraft to miss its allotted takeoff time. This, in turn, will delay the parking of another arriving aircraft at this parking lot, which may lead to a redistribution of parking lots with a corresponding redistribution of actions for processing the aircraft and moving passengers from one area of ​​the passenger terminal to another,

In the event of a group failure to service aircraft at parking lots, ATC actions may be required to delay arriving aircraft in the airspace of the airport or even divert their routes to other airports.

Thus, the apron requires strict observance of the time allocated in the technological schedules for aircraft ground handling.

6. Technological groupafik. Purpose, classification

Technological schedules are developed according to the types of aircraft and the purpose of the flight.

It is most convenient for practical work to use a time-based technological schedule for preparing an aircraft for departure in the form of a table that reflects the sequence of the main work and services of performers for servicing initial, final, transit and return flights.

A variation of TG by aircraft type is that the preparation of aircraft that use containers to transport cargo, mail and baggage differs from that where loading is carried out in bulk (in bulk).

The main difference between the aircraft maintenance TG is the use of technology.

For each type of aircraft, only special equipment is assigned that has its own official approval (certificate). For example, for loading into cargo hatches on such aircraft as A-310, V-767, Il-86 and Il-96, airlines use container loaders with a carrying capacity of up to 7000 kg, and on TU-154, IL-62, loading is carried out at using a conveyor belt or even manually.

There is also a difference in technological schedules for the maintenance time of one or another type of aircraft. So, for example, in the autumn-winter navigation, the Arktika anti-icing liquid is used, with the help of which the planes of the fuselage and the aircraft stabilizer are processed.

The processing time for TU-154 and IL-96 according to TG is the same - 15 minutes, while the time for servicing and starting passengers on IL-96 is 5 minutes earlier. Consequently, both the time for "douring" and for starting the engines is longer.

The technological schedule contains:

- data on the name of the performers (special vehicles);

- name of work (teams that are performed by services and sub-

divisions of the airport, airlines);

- responsible services for the performance of work;

- serial number of technological works;

- the sequence of operations in preparing the aircraft for departure;

- start and end time of aircraft maintenance (before departure);

- the duration of the work performed by the airport services for servicing

Sun on the platform.

7. Duties of the Supervisor

· coordination of work in the technical and commercial maintenance of aircraft on the apron;

· control over the timely execution of operations during aircraft maintenance in accordance with the technological schedule;

· management of loading and unloading operations on the aircraft in accordance with the loading scheme, taking into account the sequence of unloading in intermediate ports, taking into account the peculiarities of loading dangerous, valuable and urgent cargo;

· securing luggage, cargo and mail in cargo compartments;

· termination of work on the preparation of the aircraft in the event of an emergency affecting the safety of the flight and threatening the lives of passengers.

- Loading into the aircraft and securing the cargo are integral parts of the aircraft's commercial support at the initial airport.

Responsibility for flight safety and the complexity of the operations performed at this stage determines the direct participation in them of many officials of the SOPGP and the crew: loading dispatcher, loader foreman, loaders, cargo warehouse acceptance officers; drivers of special vehicles and operators inside aerodrome means of mechanization of loading and unloading operations, a flight attendant (flight operator), a dispatcher for organizing commercial servicing of aircraft on the apron, a co-pilot.

The main task of this stage of aircraft commercial support is its timely loading in strict accordance with the centering schedule (CG) and reliable cargo securing, which is a guarantee of flight safety.

Passenger (cargo) aircraft is loaded on the passenger (cargo) apron or in the parking lot. The start and end time of loading at the initial airport is determined by the technological schedules for preparing the aircraft for departure. Loading of a transit aircraft at an intermediate airport begins immediately after unloading and ends no later than 20 minutes before scheduled departure.

The complexity of loading operations is determined by:

* the nature of the goods (light small-sized or heavy and large-sized goods, mail in normalized packaging);

* the availability of appropriate means within the airfield and onboard mechanization of loading operations;

* ease of access and access to hatches of cargo compartments.
The general procedure for loading the aircraft is as follows:

1) the aircraft should be loaded only after refueling;

2) first of all, it is necessary to load the cargo, then mail, and lastly, luggage;

3) to perform loading in strict accordance with the CG and the aircraft loading scheme in the order of numbering the cargo compartments (trunks) and their sections;

4) the center of gravity of the load must be in the middle of each section of the cargo compartment or the compartment as a whole.

8. Interaction of CPAP with other services of the airport in the preparation of aircraftto departure

The structure of the airport is formed depending on its equipment, functions and scope of planned work. Depending on this, its structural subdivisions can be created in the structure of the airport:

Production - dispatching service;

departments and services of airlines and airports of information about the movement of aircraft of airlines, the timing of the closure and opening of airports due to weather conditions, delays, cancellations, overlapping flights or changing the type of aircraft.

Receives and transmits information about the takeoff and landing of the airline's aircraft within the country, in the CIS and abroad, and also coordinates, if necessary, the use of alternate airfields;

Take measures to prevent delays in the departure of aircraft, establish their causes and guilty groups (services);

Draws up acts on the delay in the departure of the aircraft and prepares documents for the application of penalties to the relevant services of the airport and airlines;

Keeps records and analyzes the regularity of flights and violations of technological schedules, develops recommendations for its improvement;

In the event of an accumulation of aircraft at the airport due to a “failure situation” (due to weather conditions, for technical reasons), an hourly schedule for the acceptance and release of aircraft is developed, and control over its implementation is carried out;

The instructions of the CPAP on the implementation of the daily flight plan (DFP) and the preparation of the aircraft for departure are mandatory for all services providing flights.

9. Operational control schedule

1. flight number;

2.aircraft number;

3.parking number;

4.flight route;

5. landing time;

6. data on the loading of the arriving aircraft;

7. beginning and end of aircraft unloading;

8. technical serviceability of the aircraft (according to the ATB report);

9.beginning and end of refueling fuel and lubricants;

10. Aircraft readiness for landing;

11. beginning and end of registration of passengers;

12. crew readiness report;

13. beginning and end of passenger boarding;

14. beginning and end of loading cargo, mail and baggage;

15. beginning and end of loading of supplies;

16. stripping off the ladder;

17. start time of towing;

18.time of departure;

20.mark about regularity.

The basis for the commercial servicing of aircraft on the apron is the performance of the technical schedule for the preparation of aircraft for departure and arrival with the fulfillment of the requirements for ensuring the safety and security, as well as the maximum use of the commercial volume of the aircraft.

The entire order of priority for performing technological operations under the aircraft, as well as the sequence of special equipment entrances, determines Aircraft Departure Dispatcher (DOOP) based on specific conditions. His instructions are mandatory for the employees to perform operational shifts of integrated ground support for transportation and related services. He organizes, manages, controls and takes the necessary measures to fulfill the technological schedule for preparing the aircraft for departure.

The technological process of preparing the aircraft for departure begins from the moment the aircraft is placed in the parking lot and the blocks are installed, and ends, in accordance with RRP-90, with the departure of the aircraft, i.e. the time of cleaning blocks in order to start the movement of the aircraft associated with the departure. This time is indicated in the schedule.

10. Airport handling

Handling is a comprehensive organizational support for the commercial and technical maintenance of aircraft, passenger, baggage and crew services at airports and cities of destination along the flight route. This term is widely used in ICAO documents, its use in Russian allows replacing the above 16 Russian words and significantly reducing the working documentation. Therefore, this abbreviation is widely used in this Guide.

In addition, the term "handling" is often used in the sense of "service organization": crew handling, passenger handling, etc.

Handling includes the following main types of organizational support:

1) Organization of ground handling of aircraft of Russian and foreign carriers at airports of departure*, landing and return departure:

* Handling the acceptance-release of aircraft at the airport (acceptance-release, ensuring aviation security, using the airport terminal),

* Handling commercial aircraft handling at the airport (passenger service, baggage handling),

* Handling aircraft maintenance at the airport (arranging the execution of a transit form, ensuring the meeting and departure of the aircraft, cleaning the cabin, etc.),

* Handling of technical means at the airport (airstairs, means of delivering passengers to the aircraft, etc.),

* Handling additional services at the airport (excess parking, hangar, medical examination, additional security, VIP lounge, communications, etc.),

* Airfuel handling at the airport (aircraft refueling, etc.),

* Flight catering handling at the airport (order and delivery of catering),

* Customs handling at the airport,

* Passport control handling at the airport (including expedited passport control and border crossing),

* Handling flight documentation at the airport

In accordance with the order of the FSVT of Russia dated October 30, 1998. No. 342, the organization of ground handling of aircraft of Russian and foreign carriers at the airports of departure of the aircraft is not classified as a type of aircraft flight support.

ADDITIONAL SERVICES.

* Accommodation of crews in a hotel (hotel handling for the crew),

* Provision of transfer (airport-hotel) - car handling for crew and passengers

OTHER TYPES OF HANDLING:

* Hotel handling for passengers* (booking and provision of hotels for passengers).

* Visa handling (visa support for crews and passengers).

* Security handling (organization of security of the aircraft, crew and passengers).

* Operational and legal handling (assistance in obtaining urgent permits from the aviation authorities of the Russian Federation and foreign states for the right to perform flights (landing, overflight) on international (domestic) air routes for Russian and foreign carriers.

* Payment handling (organization of non-cash payment for services of third parties),

* Program handling (organization of business and cultural programs for passengers and crew).

* Handling of failure situations (organization of customer support in case of

failure situations during the flight).

in accordance with the order of the FSVT of the Ministry of Transport of the Russian Federation dated October 30, 1998. 342, these types of handling are not classified as types of aircraft flight support.

11. Techairport handling

This technology is aimed at high-quality commercial maintenance of aircraft, in accordance with international standards and requirements of instructions, meeting safety requirements, increasing the "regularity of flights, ensuring the maximum commercial load of baggage, cargo and mail. It was developed taking into account the current documents that determine the production activities of services and divisions of the agro-industrial complex.

The basis for the commercial maintenance of aircraft on the apron is the fulfillment of technological schedules for the preparation of aircraft for departure and arrival with the fulfillment of flight safety requirements, as well as the maximum use of aircraft commercial volumes.

The entire order of priority for performing technological operations under an aircraft, as well as the order of entrances of special equipment, is determined by the dispatcher for preparing the aircraft for departure, based on specific conditions. His instructions are mandatory for the employees to perform operational shifts of integrated ground support for transportation and related services. He organizes, manages, controls and takes the necessary measures to fulfill the technological schedule for preparing the aircraft for departure.

Management of the approach and departure of special vehicles and transport to the aircraft is carried out by employees of the relevant departments, admitted by order for the right to control the movement of special vehicles in the aircraft preparation area on the platform.

Technology includes:

· Requirements for ensuring flight safety during commercial loading of aircraft.

· Requirements for loading and centering instructions.

Technological schedules for all types of aircraft preparation for flights and upon aircraft arrival

· Interaction of the DOOP with the services and divisions of the AVC.

· Features of commercial maintenance of aircraft of various types.

12. Mission for the flight. Purposeand content

EThe operator is obliged to enter the following information into the flight task:

1. Registration number of the aircraft

2. Type of aircraft and its modification

3. Date of flight

4. Flight number

5. List of crew members

6. Assignment to the flight crew

7. Point of departure

8. Departure time (chock time, takeoff time)

9. Point of arrival (planned and actual)

10. Arrival time (actual landing time and block setting time)

11. Type of flight (ETOPS, VFR, aircraft transfer, etc.)

12. Route and sections of the route with checkpoints, distances, times and tracks

13. Planned cruising speed and flight time between checkpoints

14. Estimated and true time of the year

15. Safe heights and minimum flight levels

16. Planned altitudes and flight levels

17. Fuel calculation (records of fuel check in flight)

18. Quantity of fuel on board during engine start

19. Alternate aerodrome for landing and, if necessary, for take-off on the route, including the information described in paragraphs 12,13,14,15 above

20. Initial confirmation of the passage of the flight plan by the ATC unit and its subsequent reconfirmation

21. Change calculations in flight

22. Necessary weather information

The operator must ensure that all entries in the flight assignment are made correctly and correspond to the truth.

13. TVI. Purpose and listNo mandatory CPAP information

The requirements of this Table of intra-airport information on the movement of aircraft at the aerodromes of the Russian Federation (hereinafter referred to as the "Table") apply to legal entities and individuals (enterprises, institutions, airlines of any form of ownership) whose activities are related to the planning and performance of flights, air navigation services, commercial and technical support for flights at the airfields of the Russian Federation.

1. This Report Card determines the list, procedure and deadlines for submitting mandatory information on the planning and execution of flights, commercial and technical support for flights in order to interact with TRS and ATC enterprises with other legal entities and airport services at the aerodromes of the Russian Federation.

2. The timesheet is compiled in accordance with the Air Code of the Russian Federation, other documents regulating messages (mandatory information) on the movement of aircraft on air routes and local air lines, as well as the technologies of operation of ATC control centers and airport services at all stages of preparing the aircraft for flights (flights ) and during their post-flight maintenance.

3. The time sheet contains mandatory information necessary for officials and services involved in the preparation of the aircraft for the performance of flights (flights) and their maintenance after arrival.

4. Mandatory information is grouped by control towers and services of enterprises for TRS and ATC and the airport, regardless of whether these control towers and services belong to legal entities at the aerodrome.

5. The transfer of mandatory information between control centers (including the EU ATM RC) and airport services is carried out in accordance with the technology of operation of enterprise controllers for TRS and ATC and the technologies of work of the relevant specialists of airport services, using the available technical means (GGS, direct telephone, television devices, radio channels, etc.)

6. The report card is a standard document, on the basis of which the TRS and ATC enterprises develop the Report Card, in relation to local conditions (taking into account specific conditions and opportunities), while maintaining the list of mandatory information.

7. The Table of mandatory information developed in relation to local conditions and the methods for transmitting mandatory information are approved by the head of the enterprise for TRS and ATC.

8. The frequency of reissuing the report card is determined based on the ongoing changes, but not less than 1 time in 3 years.

9. Civil aviation enterprises and airlines, as well as other legal entities at the airport that are not part of the enterprises for TRS and ATC, provide flights and receive mandatory information on the movement of aircraft through the TWT on a contractual basis.

10. At airports where there are no CPAPs or ISGs, their functions to fulfill the requirements of the Report Card can be performed by the TCO only on a contractual basis between the TRS and ATC enterprise, the airport and other legal entities at the aerodrome,

11. At airports equipped with automated command and control systems (ATC, CPAP, automated process control systems, etc.) *, the Report Card, which will be developed in relation to local conditions, must contain appropriate instructions on the method of transmitting mandatory information.

12. Mandatory information passing through an automated system should not

13. Control over the fulfillment of the requirements of the Report Card is assigned to the heads of airlines, airports, airlines, enterprises for TRS and ATC, enterprises and institutions of any form of ownership insofar as they concern them,

14. All officials and performers associated with planning, flight operations and ATS, commercial and technical support of flights at airports, are personally responsible for meeting the requirements of the Timesheet, the timeliness and reliability of mandatory information insofar as it concerns.

Note:

(*) - Messages that can pass through the automated command and control system are determined by the compilers of the time sheet in relation to local conditions and the availability of automated systems.

In the presence of AS CPAP or other automated process control systems, information about the beginning and end of operations is entered by services in accordance with the TG.

14. Aircraft schedule. The procedure for granting slots

All regular transportation of passengers, baggage, mail and cargo is carried out by air lines in accordance with the established current schedule.

The flight schedule is divided into 2 types:

1. internal timetable for the movement of aircraft of the air carrier of the Russian Federation.

2. international timetable for the movement of aircraft.

The internal schedule includes all regular flights of air carriers registered in the territory of the Russian Federation, regardless of the form of ownership, having “licenses” for the right to operate regular flights on interregional and intraregional airlines on all types of aircraft.

The international schedule includes all regular flights of air carriers registered in the territory of the Russian Federation, regardless of the form of ownership, having "licenses" for the right to operate regular flights on international and interstate airlines.

Currently, a carrier can have 2 licenses.

1. For the right to carry out air transportation of passengers.

2. The right to carry out air transportation of goods.

The aircraft schedule is the main program document of the Civil Code of the Russian Federation, which is developed, published and maintained in order to:

Ensuring control over the parameters of the license for the right to perform regular transportation;

planning the conditions for the safe operation of flights in the airspace and airports;

· control of compliance by flights with the throughput capacity of airport services;

coordination of flights of various air carriers, based on the required material resources for their implementation, limitations on the capacity of the air network and satisfaction of commercial conditions for the operation of flights;

creation of conditions for regular flights;

· Calculation of material resources necessary for the performance of scheduled flights;

· providing consumers with various data on the schedule and other information accompanying the schedule for the organization of commercial and technical activities.

Note. Schedule for non-scheduled (charter) flights on all aircraft on air routes and international flights of the 1st category, (regulated separately).

The domestic and international flight schedule is developed for two seasons:

- "Summer" - the beginning of the action - the last Sunday of March.

The end of the action is the last Saturday of October.

- "Winter" - the beginning of the action - the last Sunday of October.

The end of the action is the last Saturday of March.

The dates of validity of the summer and winter season schedules correspond to the dates set by IATA.

Formation, publication, operational adjustment of the schedule and maintenance of regulatory and reference information is carried out in local time.

Note. For ATC services, all time parameters are indicated in Coordinated Universal Time - UTC (this is atomic time, as close as possible to the solar time of the Greenwich meridian).

Participants in the formation, approval, publication and operational adjustment of the schedule. Their main functions.

In the process of formation, coordination, publication and operational adjustment of the schedule, the following are involved:

· Federal Air Transport Agency;

· Interregional Territorial Administrations (MTU);

· Air carriers;

· Airports.

· Main center for planning and regulation of air traffic flows;

· Schedule and Tariff Center (STC);

15. Daily flight plan. On themeaning, content

FLIGHT PLAN- strictly defined information about the planned flight.

DAILY FLIGHT PLAN- a flight plan drawn up on the eve of the flight day based on the aircraft schedule and agreed requests for aircraft flights outside the schedule.

RPP- repeating flight plan - a plan that applies to all navigation and does not require approval in the traffic service.

PPL- a preliminary flight plan submitted for flights by airlines within a period of 3 hours to 3 days, requiring approval at the traffic service and at the destination airport for approval of the SLOT.

SLOT- a window in the daily plan, presented by the airport of destination for the arrival, service and departure of the flight that submitted the PPL, or the application for the operation of the flight.

The main task of planning is the uniform distribution of flights during the day, depending on the throughput of the airport (acceptance and release of aircraft).

To compile the WBS, the planning manager must have:

1. Aircraft departure plan according to the federal and regional schedule for the given day.

2. Plan coming from other airports (operating scheduled and non-scheduled flights).

3. Work order plans for civil aviation flight units and an extract from flight plans (applications) for planned flights from airports of other airlines and transit crews.

4. Information about the state and readiness of the airfield of the first landing and alternates for the reception and maintenance of aircraft, and in some cases fuel and lubricants at the airport.

5. Preliminary flight plan for registered and controlled flights (should be marked with the symbols “A”, “K”, “GZ”), as well as flights with the transfer of departure to the next day.

6. Check the availability of reserve crews, in their absence, report to the headquarters of the flight squad.

7. Control the receipt from the headquarters of the flight detachment of the plans of orders for the performance of flights of their flights for the next day and from the production and dispatch center (CPDC) of the plans for the order of the planned aircraft.

8. Enter in the SPP the regional numbers of the aircraft, the names of the PIC and their meteorological minimums, the number of crew members and the names of the PIC of the reserve crews from the outfits received from the headquarters of the flight squad.

9. Send the SPP (plan-summary of movement) to the Information and Computing Center no later than 15.00 Moscow time, where the SPP is printed and an extract from the SPP is made.

10. Send a telegram to the airport of departure about the prohibition or transfer of arrival time for non-scheduled flights in accordance with the “Aircraft traffic report sheet” (TS).

To compile a consolidated (general) NGN, the planning controller receives the following necessary information from the interested services of the airport and airlines:

plan - a summary of passenger flights;

plan-summary of cargo flights;

plan-summary of charter flights;

plan - a summary of foreign airlines.

The NGN indicates all landing points, including technical ones (aircraft refueling and necessary maintenance).

Aircraft movements are tracked in the SPP throughout the entire flight depth.

All SPPs are divided into autumn - winter and spring - summer navigation.

Changes to the NGN are made according to the telegrams that come through "SITA", "Gabriel" and "AFTN" (TLG is considered an official document). Telegrams (TLG) about the changes are recorded in the "Order Book", after which all interested services (representative offices) are notified by means of communication, and only after that amendments are made to the SPP.

1. Flight number.

2. Flight letter (letter index).

4. Aircraft number.

5. Layout (maximum commercial load).

6. Aircraft ownership.

7. Surname of the PIC (his minimum takeoff/landing).

8. Route.

9. Planned time.

10. Actual arrival time.

11. Scheduled departure time.

12. Planned takeoff time.

13. Actual takeoff time.

14. Time of arrival at the airport of the first landing.

15. The reason for the delay according to the classifier (the culprit of the delay a / p)

16. Report card on the movement of the aircraft

PROCEDURE FOR PREPARING STANDARD TELEGRAPH MESSAGES ON TRP and ATS

1. GENERAL PROVISIONS

Telegraph messages on planning, support and performance of flights, as well as other TTI activities and additional information related to them, are compiled in accordance with the Table of Standard ATS Messages (Appendix 13).

The table of standard ATS messages is part of a similar Table of the International Civil Aviation Organization (ICAO).

It contains a list of messages and related standard
sets of data with permanent numbers assigned to them, called data fields. Some of these fields, which are not used in the Russian Federation, are not indicated in the Table.

Telegraphic messages - applications for TRP are drawn up on standard forms, other messages - on the forms of ordinary telegrams. Forms PPL, FPL and telegrams with other types of standard messages for TRP and ATS are filled in with the obligatory observance of the following rules.

Forms of flight plans for IVP and other standard messages on ATS for domestic flights are filled in block letters of the Russian alphabet.

Time in TTI flight plans and other standard ATS messages is Coordinated Universal Time (UTC).

When filling out forms, transferring text to another line is allowed only in whole groups, without their breaks. The total number of characters per line, including spaces between fields, must not exceed 69.

Each message on the TRS and ATS is drawn up in the form of a telegram and transmitted in accordance with the established procedure to the authorities that ensure the flight of the aircraft (activities on the TRS and ATS).

The first (address) part of the message is filled in by the ADP dispatcher in accordance with the rules for addressing and transmitting telegraph messages.

The second (informational) part of the message is filled in by the PIC (aircraft operator) and includes:

Data provided in fields 3-18; they are enclosed in parentheses and are intended for automatic processing in the computer systems of ATC systems and transmission to ATS units of these systems;

Additional information about the flight; it is placed outside of parentheses in messages (except for flight plans) and is intended for other airport services (to be completed by the traffic controller).

The third part of the TRP plans (Field 19 of the FPL and the reverse side of the PPL) is filled in by the PIC with the established data in all cases and is not transmitted in telegraph messages, with the exception of the signature data of some messages.

The data enclosed in parentheses in messages of all types for TRS and ATS must be compiled in the order and sequence determined by the Table of Standard Messages for ATS. Distortion of the order and format of messages is unacceptable due to the fact that automated processing of these data is not possible in case of distortion.

Exampleflight plan changes (FCG):

(CHG-DV345-UHHH-USSS-9/IL62-16/USSS0600-18/RMC DATE2106/ACS MALFUNCTION)

CHG (change); -DV345 (scheduled flight number 345, operated by DAK airlines); -УХХХ (departure airfield Khabarovsk); -USSS (airfield of destination Yekaterinburg); -9/IL62 (aircraft type replaced by IL-62); -16/USSS0600 (destination aerodrome Yekaterinburg, estimated elapsed time to arrival 06:00); -18/DATE/2106 (date of flight 21 June); RMK / AC FAULT (reason for change).

An example of an aircraft departure delay (DLA):

(DLA-DM661-UUDD0200-UTTT)RZ/I01

DLA (delay, delay extension); -DM661 (scheduled flight number 661 operated by Domodedovo); -УУДД0200 (airfield of departure Domodedovo, new aircraft departure time 02:00 UTC); -UTTT (airfield of destination Tashkent); РЗ/И01 (reason for IAS delay, failures and malfunctions of aviation equipment).

Change of the preliminary flight plan (PFC):

(ПЦХ-ДВ9 0 0 7 -УХХХ-УЦЦ-9/TU54-16 /УЦЦ0135-18/ DATE/ 2106)

PCC (change); -DV9007 (off-schedule flight number 9007, operated by the Far Eastern Aviation Corporation "DAK"); -UHKhU (departure airfield Khabarovsk); - USCC (airfield of destination Chelyabinsk); -9/TU54 (aircraft type replaced by Tu-154); -16/USSTs0135 (destination airport Chelyabinsk, estimated elapsed time to arrival changed to 01:35); -18/DATE/2106 (date of flight 21 June).

Aircraft departure (DEL):

(DEP-DV9027-UHHH0310-USSS-REG/85805 STS/K) RZ/ P01

120/10/450/90/2000 25/1/150/30/450 ZI USSS 2D USSS PRS-DV902

GR11/35 USSS)

Note. Payload data is transmitted at the direction of the SOP, the reason for the delay is at the direction of the CPAP with designations according to the Classifier, information outside the parenthesis is not transmitted outside the Russian Federation,

DEP (aircraft departure); -DV9027 (off-schedule flight number 9027, operated by the Far Eastern Aviation Corporation "DAK"); -UHKHKHOZYU (airfield of departure Khabarovsk, take-off time 3 hours 10 minutes, UTC); - USSS (airfield of destination Yekaterinburg); -REG/85805 (aircraft registration number);

STS/K (letter "K"); РЗ/П01 ("П" - the symbol of the SOPL service, "01" - the reason for the delay, late check-in of passengers); 120/10/450/90/2000 ("total load: 120 passengers, including unaccompanied children -10, luggage 450 kg, mail 90 kg, cargo 2000 kg); 25/1/150/30/ 450 (loading to the first point of boarding: 25 passengers, including 1 unaccompanied children, 150 kg baggage, 30 kg mail, 450 kg cargo); USSS (on board two deputies to Yekaterinburg); PRS-DV902 (on board some of the passengers of flight 902); GR11 / 35 USSS (on board group No. 11 in the amount of 35 people to Yekaterinburg).

Landing aircraft (APP):

(APP-PL9027-ULLL-UUVVSH0)

APP (aircraft landing); -PL9027 (off-schedule flight number 9027 operated by Pulkovo Airlines); - ULLL (departure airfield St. Petersburg); - UUVV1240 (landing airport Vnukovo, landing time 12 hours 40 minutes UTC).

Aircraft return, direction to the alternate aerodrome (AFA):(FLA-PL9027-UUWV-ULLL-REG/85709~DATE/2705-UTC/0815-RMK/ CLOUD)

FLA (aircraft return);-PL9027 (off-schedule flight number 9027 operated by Pulkovo Airlines); -UUVV (airfield of destination Vnukovo); -ULLL (return to the airport of departure St. Petersburg); REG/85709 (aircraft registration number); - DATE/2705 (aircraft return date May 27); -UTC/0815 (start time of the maneuver 8 hours 15 minutes UTC); RMK / CLOUD (reason for return).

(FLA-PL9027-UUWV-UVGG1205-REG/85709-MIN/80 0.8-DATE/2705-RMC/TOPL/0230 LOW CLOUD)

FLA (direction of the aircraft to the alternate airfield); -PL9027 (off-schedule flight number 9027 operated by Pulkovo airline); -UUVV (airfield of destination Vnukovo); -UVGG1205 (alternate airfield Nizhny Novgorod, maneuver start time 12:05 UTC); -REG/85709 (aircraft registration number); -MIN / 80 0.8 (landing minimum PIC: vertical visibility 80 m, horizontal -0.8 km); - DATE / 2705 (date of direction to the alternate airfield on May 27); - RMK / LOW CLOUD (reason for return).

Restriction, termination (extension) of aircraft intake for all reasons,except for weather conditions (APZ):

I (APZ-UNNN0400/0900-DATA/2809-RMK/RUNWAY CLEANING) READ MESSAGE:

ALZ (stopping the reception of the aircraft); - UNNNO4OO/O90O (Tolmachevo airport, the time of stopping the reception of aircraft from 04:00 to 09:00 UTC); I - DATE / 2809 (limitation date September 28); - RMK/CLEAR RUNWAY "restriction reason).

Resumption of aircraft reception (ARC): (ARC-UNNNO900-DATE/2809)

AR (resumption of aircraft reception); - UNNN0900 (Tolmachevo airport, the time of resumption of aircraft reception is 09:00 UTC); -DATE/2809 (the date of resuming the reception of the aircraft on September 28).

Primarymessageaboutaviationincident,incident(serious incident), as well as any information about a security risk

Aircraft, crew and passengers (ALR): (ALR-IR9057-TU34-REG/65708-DATA/2704-UTC/0840-TCK/UUVV-

VIEW / ROUGH LANDING-MU / VISIBILITY 5-RMK / COMMISSION IS ESTABLISHED)

Notes: 1. The location of the incident is indicated after the abbreviation "PTK/" by the description of the points (points) adopted when filling in the data fields,

The type of incident, weather conditions and the measures taken are indicated after the appropriate abbreviations "VID/", "MU/" and "RMK/" in any form.

The aircraft ownership is indicated after the designation of the aircraft registration number after the abbreviation "-OPR/" if the flight number does not correspond to the name of the airline (aircraft operator).

ALR (initial message); -IR9057 (off-schedule flight number 9057 operated by Aviacor airline); -TU34 (type VS Tu-134); -REG/65708 (aircraft registration number); -DATE/2704 (date of incident April 27); UTC/0840 (time of incident 8 hours 40 minutes UTC); -TCHK/UUVV (accident site Vnukovo airport); - VIEW / ROUGH LANDING (kind of incident); -MU / VISIBILITY 5 (weather conditions at the time of the incident); - RMK / A COMMISSION IS ESTABLISHED (measures taken).

The act of unlawful interference in the activities of the GA (ANV): (ANV-DM651-TU54-REG/85609-FULL NAME/IVANOV-DATA/2804-UTC/0820-TCK/UVV AREA С0780-VIEW/CAPTURE OF AIRCRAFT-POB/130-RMK/ON BOARD TWO TERRORISTS ARMED WITH AUTOMATIC MACHINES DEMAND AFTER REFUELING IN TASHKENT FLIGHT TO DELI REMAINING FUEL 15 TONS)

Notes: 1. The location of the accident is indicated after the abbreviation "PTCH/" by the description of aerodromes, points, points, ATS areas, sections and route designations adopted when filling in the data fields.

The type of incident, weather conditions, requirements and actions are indicated
after the corresponding abbreviations "VID/", "MU/" and "RMK/" in any form.

The aircraft ownership is indicated after the designation of the aircraft registration number after the abbreviation "-OPR/" if the flight number does not correspond to the name of the airline (aircraft operator).

4. Updated data are requested from the traffic control at the airport of aircraft departure orat crew.

READING MESSAGES :

ANV (act of unlawful interference); -DM651 (scheduled flight number 651, operated by Domodedovo); -TU54 (type VS Tu-154); -REG/85609 (aircraft registration number); - Full name / IVANOV (surname of the FAC); -DATE/2804 (date of the incident April 28); -UTC / 0820 (incident time 8 hours 20 minutes UTC); - POINT / AREA OF VVVV (the place of the incident is the ATS area of ​​the Samara RC); С0780 (level 7800 m); - VIEW/CAPTURE OF THE AIRCRAFT (content of the act of unlawful interference); - FOB/130 (total number of passengers and crew on board the aircraft 130); - RMK / ON BOARD TWO TERRORISTS ARMED WITH AUTOMATED MATCHES DEMAND AFTER FUELING IN TASHKENT THE FLIGHT TO DELI THE REMAINING FUEL OF 15 TONS (information about the terrorists, their weapons and other information about the incident).

17. Types of flight support

Flight support is organized and carried out for the purpose of safe, regular and efficient performance of civil aviation flights.

Relevant activities include:

Organization of flight work (flight operation service);

Organization of flight personnel training;

Flight performance.

Navigation support (navigation service):

Development of aircraft maneuvering schemes in the airfield area;

Navigator preparation of drugs;

Bringing aeronautical information;

Control of the readiness of drugs for flight operations.

Provision of aeronautical information (AIS service):

providing LS with aeronautical information;

routes, maps, amendments, NOTAM.

Providing air traffic control (ATC):

Planning and coordination of VD;

Direct ATC;

Control over the observance by the aircraft crews of the procedure for using the airspace.

Meteorological support (AMS, AMC), including bringing to the management and flight personnel, traffic services and other meteorological information services necessary to fulfill the assigned duties.

Engineering and aviation support (IAS, ATB, ATC):

Timely and high-quality maintenance, inspections, modifications and repair of aircraft;

Ensuring a high level of flight safety;

Analysis of the causes of AT failures and development of measures to prevent them;

Monitoring compliance with the rules of technical operation of the aircraft.

Aviation technical support (ATB, ATC) (aviation technical base, center), including direct maintenance and preparation of the aircraft for flight.

Aerodrome support (Aerodrome service - AS, AB):

Carries out activities for the operational readiness of the runway, RD, MS;

Prepares the airfield and areas of beacon landing systems;

Electrical lighting support (ESTOP Base):

Maintenance and maintenance of service stations in good condition;

Power supply, backup power sources, searchlights, JVI, OMI.

Radio technical support (ERTOS Base):

Provision of ATC authorities with the necessary RTS, means of communication and control over the movement of aircraft;

Ornithological support, including the implementation of measures to prevent collisions between aircraft and birds.

Commercial security(Transport Organization Service - SOP), including the implementation of a set of measures aimed at the use of carrying capacity and the safe performance of aircraft flights.

Integrated Ground Support for Transportation (KNOP), including direct provision of aircraft training on the platform.

Ensuring operational management of production (CPAP), including management and coordination of actions of aviation enterprises to fulfill the planned targets and operations provided for by the technological schedules for the preparation of the aircraft:

Regime and security support (Aviation Security Service):

screening of passengers, their hand luggage and luggage;

pre-flight screening of the aircraft;

protection of aviation equipment and facilities;

airfield fencing;

...

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