MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

FEDERAL AIR TRANSPORT AGENCY

FGBOU VPO "ST. PETERSBURG STATE UNIVERSITY OF CIVIL AVIATION"

Introduction to the profession

Methodological letter for the study of the discipline

Direction of training

162700 "Operation of airports and provision of

flights of aircraft "

Preparation profile

« »

Qualification (degree) of the graduate

"bachelor"

Form of study

correspondence

St. Petersburg

1. Objectives of mastering the discipline

The objectives of mastering the discipline "Introduction to the profession" are to familiarize students with the air transport system (AT), the characteristics of aircraft (AC), airlines, the main tasks of training students in accordance with the requirements of the OOP VO, the organization of the University and the basics of the educational process.

The main task of the discipline is to form a sufficiently complete understanding of the student's future profession, about the main opportunities, about the structure, about the main elements and functions of the air transport system, about the educational program in the direction and profile of training and about the basics of the educational process.

The discipline "Introduction to the profession" is one of the disciplines of the variable part of the "Professional cycle" (B.3).

This discipline is based on the competencies formed in the student during the development of the secondary education program.

The discipline is preceding for such disciplines as: "Airports and airport activities", "Airfield operation", "Mechanization and automation of technological processes", "Operational management of production and technological processes", "Technological processes at airports", "Certification of airports and aerodromes "," Organization of passenger and cargo transportation by air ".

The process of mastering the discipline is aimed at the formation and possession of the following competencies:

general cultural:

Possession of the culture of thinking, know its general laws;

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

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

Ability to logically correctly, reasoned and clearly build oral and written speech, possession of the skills of rhetoric, arguing, discussion and polemics;

and professional:

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

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

know:

Objects and tasks of their future activities;

Basic provisions of ICAO documents;

The main provisions of the documents regulating the activities of air transport in Russia;

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

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

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

be able to:

Apply the legal and regulatory documents governing the activities of civil aviation;

own:

Terms and definitions used in air transport.

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

The discipline is studied in 1 semester.

Introduction.

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

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

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

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

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

Federal system of military equipment of Russia, its functional structure and main elements. State control bodies of VT (Ministry of Transport, Federal Service for Supervision in the Sphere of Transport, Federal Air Transport Agency, regional departments of federal executive bodies), their functions and tasks.

Section 2. Airways. Aircraft performance characteristics

Airways. Air traffic control system and its characteristics.

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

Air companies, airport enterprises, enterprises (operators) providing airport services in a narrow segment of the market, enterprises selling and booking air travel. Brief characteristics of industrial and air terminal complexes. Airports as an element of the IT system. Classification of airports and aerodromes. General plans and airport facilities.

Section 4. General characteristics of the direction and profile of training. Graduate work objects

Qualification characteristics of graduates in the direction of training "Operation of airports and aircraft flight support". The role of graduates in the air transport industry. Objects of work of graduates (air transportation services, production - dispatch, airfield, operation of ground structures, research and design institutes and organizations).

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

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

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

The main requirements of the federal state educational standard of higher education (FSES HPE) of the training area 162700 "Operation of airports and aircraft flight support". The composition of the Federal State Educational Standard of Higher Education, the content of the main sections.

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

The structure of the university. Cooperation of the university with associations of employers and specialized enterprises and organizations.

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

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

3. Questions for credit

2. The concept of specially authorized bodies.

3. Belonging to aviation property.

4. Mandatory certification and attestation in civil aviation.

5. Licensing of activities in the field of aviation.

6. Types of aviation.

7. Aircraft. Aircraft types.

8. Permission to operate civil and state aircraft.

9. Aerodromes and airports. Give definitions.

10. State registration of airports and aerodromes.

11. Permission to operate airports and aerodromes.

12. The concept of aviation personnel.

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

14. The crew of the aircraft.

15. The commander of the aircraft.

16. Aviation enterprise and operator.

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

18. Tariffs and charges in the field of civil aviation and rules for the sale of carriage documents.

19. Aviation security.

20. Ensuring aviation security.

21. Pre-flight inspection.

22. Carrier. Define and list major airlines.

23. Air transportation.

24. Compliance with the rules of air transportation.

25. Contract for the carriage of passengers, baggage, cargo and mail by air.

26. General principles of responsibility.

27. The carrier's liability for delayed delivery of passengers, baggage or cargo.

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

31. Organizational system of air transport control in the Russian Federation.

32. Airports Council International (ASI).

33. Aircraft performance characteristics.

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

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

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

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

5. Convention on International Civil Aviation (ICAO).

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

7. Federal State Educational Standard of Higher Education (FGOS VPO), direction of training 162700 "Operation of airports and aircraft flight support".

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

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

10. Babaskin, VV, The efficiency of air transport: a textbook for universities [Text] / SPb .: GUGA, 2007. - 128p.

11. Air transport in the modern world: Textbook for universities. Admitted. UMO [Text] / [and others]. - SPb .: GUGA, 2010 .-- 336p.

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

13. Olyanyuk air transport system: textbook for universities / 2nd ed., Add. - SPb: GUGA, 2006 .-- 282p.

14. Fundamentals of Aviation (introduction to the specialty): Textbook for universities. Admitted. UMO /,. - SPb .: GUGA, 2010 .-- 173p.

15. Carpenters of air transport / Novosibirsk: NGAEiU, 2003. - 238p.

Periodicals

Airport international

Air Transport Review

Airports international / International airports

Transport information bulletin

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

Air transport (with signs)

Transport Herald

Air transport of civil aviation

civil Aviation

Transport: science, technology, management

Online reference materialsInternet:

Legal information system http: // www. consultant. ru /

Legal information system http: // www. garant. ru / products / bank /

Scientific electronic library eLibrary. ru - free access

Aviator database.

The methodological letter was drawn up in accordance with the Work program of the discipline "Introduction to the profession" and the requirements of the Federal State Educational Standard of Higher Education and PrEPP in the direction of training " Operation of airports and provision of aircraft flights ", training profile « Organization of airport activities» .

Developer:

, associate professor of the department. No. 23

Head of the department number 23

to. so-called. _____________

MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

(MINISTRY OF TRANSPORT OF RUSSIA)

FEDERAL AIR TRANSPORT AGENCY

(ROSAVIATION)

FGOU VPO "SAINT-PETERSBURG STATE

UNIVERSITY OF CIVIL AVIATION "

Abstract on the topic:

"Non-aviation / non-core activities in the marketing of an airline"

Performed:

3rd year student, FAM

692 account group

Dorokhina M.I.

Checked:

Lieberman P.Yu.

St. Petersburg

2011

1. Introduction …………………………………………………… ... ……………… 3

2. Activities of the airport ……………………………………………………. ……4

3. Types of airport services ………………………… ……………………………… ..... 6

4. Non-aviation activities of the Domodedovo airport. ………………… .. …… 10

1. Introduction

Airport - a complex of structures, including an airfield, an air terminal, and other structures, intended for receiving and dispatching aircraft, servicing air traffic and having the necessary equipment, aviation personnel and other workers for these purposes.

Any airport cannot be considered autonomously, outside the general air transport network, since each airport must have an adequate partner at the other end of the air line with the appropriate technical equipment and capabilities. The airport is the intersection of various activities and interests of various partners. It is here that the partners combine their activities for air travel. Airport partners are those who provide services, as well as users of airport services, which primarily include airlines. The privatization processes taking place in the world contribute to the formation in the civil aviation sectors of various aviation enterprises with various forms of ownership, and airports are no exception.

Today the functioning 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 between structural divisions, services, (departments) of the airport in various combinations. At large airports, functions are more specific and distributed among the corresponding, sometimes numerous, departments and services. Some of the airport's functions (especially ground handling) are performed by airlines, concessionaires (specialized commercial enterprises with the rights to carry out their activities at the airport transferred to them) or individual government organizations.

1. Airport activities

Airports can be owned and operated (operated) in different ways: by governments, corporations, and sometimes by a private company. The airline is the customer of the airport and uses the airport on a reimbursable basis. Another type of airport customer is concessionaires, who are a real and significant source of annual income for the airport.

In order to operate efficiently, airports are generally divided into two distinct areas:

Airport areas of operation:

1. Aerodrome
2. Public area

1 - Aerodrome (flight area) where heavy aircraft traffic, their parking and handling, as well as other areas used by customs, immigration and other bodies (departments), including the security system, are carried out.

2 -Public area which includes the airport area for free access to the general public.

The boundary between the public and the airside is usually defined by a fencing around the work areas where the airport, airlines and concessionaires carry out aviation activities to provide air services.

There are four distinct operating areas of the flight zone at the airport:

1. The runway for aircraft take-off and landing and the necessary ATC facilities;

2 Apron area where aircraft are located for loading, unloading and ground handling;

3. Passenger terminals for handling and serving passengers;

4. Interconnected facilities and facilities required for the airport to carry out its activities.

The main goal of interaction, the activities of the working areas of the airport's flight zone is to strictly adhere to the developed technological schedule for ground handling of the aircraft, which ensures the fulfillment of the flight schedule and the efficiency of the airport.

Formation of airport revenues and their structure. In modern market conditions, airport revenues are formed mainly from 2 types of activities:

1. Aviation activities:

Takeoff and landing operations

Passenger service

Aircraft parking areas

Aircraft ground handling

Security

Other aviation revenues

1. Non-aviation activities:

Granting of concessions (rights to operate)

Renting out of premises

Retail

Utilities

Parking and car rental

Other non-aviation income

3. Types of airport services

Services provided by the airport are divided into three types: airport, non-airport and non-aviation services.

Airport services- services related to the provision of an aerodrome, air terminals, runways (runways) and aerodrome equipment, parking areas, hangars, aviation security services (provision of access and intra-facility regime, apron patrolling, security and inspection of aircraft, suppression of acts of unlawful interference (ANV)), air navigation services in the area of ​​responsibility of the aerodrome.

Non-airport services- services related to the sale of passenger and cargo air transportation, as well as organizational support of flights, maintenance and repair of aircraft.

Under non-aeronautical activities means a wide scope of work located in the airport area: banks, hotels, business centers, parking lots, shops, restaurants, etc.

Non-aeronautical services are rendered to airlines, enterprises, organizations and individuals and are associated with the leasing of buildings and structures, premises and working areas, territories and parking lots, communication channels and means, information systems and technological equipment for performing ground handling, concessions for certain types of core activities and the right to participate in joint activities in the aviation profile, etc. Abroad, such services bring airports up to 60% of income. At Russian airports, this figure is much lower. Airports are quite a profitable trading area. The terminals are crowded with passengers, tourists, who have nothing to do while waiting for the flight, except for shopping. Airlines offer passengers to check-in for a flight 2 hours before departure, which leaves passengers with plenty of time to shop. But airports can offer passengers, especially transit passengers, other ways to use their time and money. The organization of leisure for transit passengers involves a number of services: they can play in the casino (airport "Schiphol" in Amsterdam), virtual golf, watch movies and videos, play and much more.

An interesting study by the Airports Council International (ACI Europe) on the main sources of income for European and North American airports (Fig. 1). This study; found that, first, European airports receive twice as much revenue from non-aeronautical activities than North American airports; second, in both Europe and North America, revenues from aviation activities are almost equal to revenues received by airports from other sources of their activities; thirdly, looking at these sources, it becomes clear that in the United States and Canada, parking takes the first place in airport revenues, while in Europe the revenues from the operation of stores located in terminals come first.

The services offered to transit passengers at European airports are very diverse. For example, Schiphol Airport invites you to admire the urban and rural views of Holland during a minibus tour.

Rice. 1 Revenue structure of airports in Europe and North America

Those who do not want to leave the airport can sunbathe in the solarium, improve their figure in the fitness center, work out a solid and well-aimed shot in the golf center, and try their luck in the casino. Constant broadcasting of announcements and hanging clocks everywhere will not let you miss your flight. At the airport "Tempelhof" (Berlin) there is an entertainment establishment "La Ve en Rose". It constantly hosts performances in the style of pop cabaret. Nearby is the Magic Bar, reminiscent of a castle in Disneyland. His bartenders assure everyone that they have magic. At the airport "Frankfurt" (Frankfurt-am-Main) in terminal No. 1 there is a disco, a bowling alley, slot machines, cinemas. Terminal 2 has a stage where local bands perform.

You can visit an exhibition of old aircraft or join a tour of the airport or around the airport on the monorail. A characteristic feature of Tokyo's Narita Airport is the abundance of electronics. Computer games for children, computer, audiovisual programs for adults. In addition, inquisitive passengers are offered a walk to the nearby botanical garden and aeronautics museum.

An important question for passengers is how to get to the airport more conveniently. In this sense, many airports work closely with the railways. As you know, the flight does not start from the airport. Sometimes, to get to it, the passenger has to spend twice as long as the flight itself. To solve this problem, airports are cooperating with rail services. Thus, the delivery of air passengers at the Schip-hol airport has been organized. It is connected to Amsterdam by a high-speed line. Such lines are also available at the airports of Singapore, Manchester and Frankfurt. In Frankfurt, for example, the Intercity train stops directly at the airport. A special King Cross train runs from London to Hitrow Airport. Travel time - 30 minutes. Passengers arriving at Zurich or Geneva airports can take the escalator down to the terminal connected to the train station and quickly travel by bullet train to the desired city. Moscow Domodedovo Airport is connected to the capital by a railway line. An express train from Paveletsky railway station delivers passengers to the airport in 35 minutes.

Work description

Airport - a complex of structures, including an airfield, an air terminal, and other structures, intended for receiving and dispatching aircraft, servicing air traffic and having the necessary equipment, aviation personnel and other workers for these purposes.
Any airport cannot be considered autonomously, outside the general air transport network, since each airport must have an adequate partner at the other end of the air line with the appropriate technical equipment and capabilities. The airport is the intersection of various activities and interests of various partners. This is where the partners combine their activities for air travel. Airport partners are those who provide services, as well as users of airport services, which primarily include airlines. The privatization processes taking place in the world contribute to the formation in the civil aviation sectors of various aviation enterprises with various forms of ownership, and airports are no exception.

MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

(MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION)

FEDERAL AIR TRANSPORT AGENCY

(ROSAVIATION)

FEDERAL STATE BUDGET

EDUCATIONAL INSTITUTION

HIGHER PROFESSIONAL EDUCATION

ST. PETERSBURG STATE UNIVERSITY

CIVIL AVIATION "

Airports and airport activities

Methodical instructions

on the study of the discipline and the implementation of term paper

For students in the field of preparation

"Operation of Airports and Aircraft Flight Support"

(full-time and part-time education)

Educational and methodological council

Of the University

AIRPORTS AND AIRPORT ACTIVITIES

Methodical instructions for the study of the discipline and the implementation of course work for students of FAAP, FLE, KF, ZF in the direction of training "Operation of airports and aircraft flight support."

Federal State Budgetary Educational Institution of Higher Professional Education "St. Petersburg State University of Civil Aviation".

Il. no, tab. 2, Bibl. 15.

Compiled by V.A. Kolyasnikov, Associate Professor, Candidate of Technical Sciences

Reviewers: Panferov V.V., professor, doctor of technical sciences.

OV Kurzhumov, head of the aerodrome service of JSC Northern Capital Gateway.

Introduction

Airports, as a complex of buildings and structures, are one of the main components of the air transport system. Using the complex of buildings and structures of airports, the main operators and airport operators provide a range of services for ground handling of aircraft (hereinafter referred to as AC) of individuals and legal entities, passenger services, handling of cargo, mail and baggage. To ensure the flights of aircraft of aviation enterprises and individuals, it is necessary to ensure the operational and technical maintenance of airport facilities in accordance with the requirements of the regulatory legal documents of the Russian Federation, to ensure the implementation of all types of airport activities in accordance with the established technological processes and to have professionally trained personnel.

The main purpose of the course "Airports and airport activities" is to study the scientific and practical foundations of the functioning of air transport in the world and the Russian Federation, the organization of the functioning of the main operators and airport operators as part of the air transport system, gaining practical knowledge on the organization of the functioning of airport operators in ground support of aircraft flights, technical and operational maintenance of buildings and structures included in the airport complex.

The discipline "Airports and airport activities" is one of the professional disciplines for the profile "Organization of airport activities" in the direction of training "Operation of airports and provision of aircraft flights.

1. Place of discipline in the educational process and requirements for the knowledge and skills of the graduate

As a result of studying and mastering the bachelor's course in the organization of airport activities must:

know:

terms and definitions in the field of air transport in terms of organizing and ensuring the technical and operational maintenance of elements of airport complexes;

airport classification;

airport requirements;

the composition and purpose of the elements of the airport master plan;

methods for calculating the capacity of the airport and its elements;

regulatory legal framework for organizing the functioning of airport operators and services provided by types of airport activities;

types of airport activities;

rules and procedures for organizing airport activities;

organization of interaction between airport services in the provision and performance of aircraft flights.

Be able to:

apply normative legal documents on the organization of the functioning of airport operators and the services provided by types of airport activities;

comply with the rules and procedures for organizing airport activities;

comply with the requirements of technological maps for the operational maintenance of the elements of the airport complex.

Own:

skills in the application of regulatory legal documents on the organization of the functioning of airport operators and the services provided by types of airport activities;

skills in the application of regulatory legal documents for the operation of airports;

skills to comply with the rules and procedures for organizing airport activities;

theoretical foundations of the technical and operational maintenance of buildings and structures of airports and their elements.

The volume of the classroom curriculum of the discipline is 108 hours (three credit units).

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

A large number of applicants want to be in the pilot's seat. But this requires not only special education, but also a good knowledge of at least one foreign language.

So who can work at the airport for people without specials? preparation? Further, we will consider the main types of activities for which the qualification of a civil aviation pilot is not required.

Airport services

For this group of employees, appropriate education is also necessary, without this you will definitely not be accepted.

Aircraft takeoff, flight and landing professions:

• dispatcher for the coordination of air and ground traffic;
• flight support dispatcher;
• air navigation specialist;
• supervisor;
• navigator.

These are some of the highest paid jobs, but also the most stressful. A candidate for this position needs to have a lot of composure, strong nerves and excellent organization.

Specialties that do not require aviation training

List of positions for which the qualification of an engineer is required:

• maintenance manager;
• low voltage and signaling equipment engineer;
• equipment maintenance engineer;
• adjuster;
• technical supervision inspector.

These professions cannot be called stressful, but they require a lot of responsibility, because a lot depends on the serviceability of the equipment. Engineering knowledge will be useful for work in the section of information systems and telecommunications. Competent programmers and radio technicians are always required there.

Administrative work:

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

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

Work without special training

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

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

Security Service

The specialists of this group ensure not only corporate, but also transport security of the work of all services. It is they who are responsible for the control of the transport of prohibited items, as well as for the anti-terrorist guard.

This group includes:

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

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

List of "female" professions

When asked who a girl can work at the airport, the word "stewardess" is most often heard. After all, the profession of a flight attendant is still considered very prestigious.

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

This has many advantages - flying to distant countries, communicating with famous people, shopping at duty free and other advantages. But these are also significant disadvantages, because the stewardess is little at home. In addition, unforeseen and dangerous situations may arise on the flight.

Work without risk

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

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

These are not all positions that are available at the airport. Only a small part of them was reflected in the article. In conclusion, you can only give advice with the words of the famous poet: "All works are good - choose the taste!"

Send your good work in the knowledge base is simple. Use the form below

Students, graduate students, young scientists who use the knowledge base in their studies and work will be very grateful to you.

Posted on http://www.allbest.ru/

Introduction

2.2 Aircraft alignment schedule

3.2 Luggage list

3.4 Centering plot

Conclusion

List of used resources

Appendix No. 1 List of registration of shipments of passengers and baggage

Appendix No. 2 Luggage list

Appendix No. 3 Consolidated loading list

Appendix No. 4 Centering chart

Introduction

An airport- a complex of structures intended for receiving, dispatching, 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 structures and the necessary equipment.

International airport - an airport that is open for receiving and dispatching 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 the Königsber Airport Devau, 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 the reservoir - river, lake or sea water area.

Aerodrome

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

Air terminal complex (passenger terminal)

Includes the actual airport terminal, designed to serve passengers. Most of the services are based at the airport, serving passengers from the moment they enter the airport territory until departure and from the moment the ladder is presented to the plane until leaving the airport:

· service organization of passenger transportation;

· Services of the representative office of airlines;

· Security;

· Luggage service;

· Services of border, immigration and customs control;

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

Cargo complex

Accepts for shipment, formalizes, processes, loads cargo and mail on board aircraft. 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 class of the airport 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 of more than 10 million people. are extracurricular, and with an annual traffic volume of less than 100 thousand people. - to unclassified.

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

1. Improving the organization of passenger service at the airport

A modern airport is a high-tech business enterprise with the aim of maximizing the value of its operations while maintaining the highest level of flight safety.

Today, for many business leaders in the airport industry, the question is not whether to use information technology (IT) in business or not. IT is a powerful tool for improving the efficiency of the airport business and achieving competitive advantages.

Nevertheless, many of you have come across a sub-optimal choice of implemented IT, adopted at the highest levels of management of the airline. 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 time.

ITvairlinesbeforecrisis

In the conditions of rapid economic growth, all the newest and most complex in the field of information technologies for passenger service revolved around the electronic ticket (EB) and the "savings" of the airline's funds.

Firststage passenger service - sale of transportation.

Airline Resources - Airplane seats hosted on CRS (Computer Reservation System)

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

With the introduction of electronic security, in addition to the traditional access (link) of the GDS to the CRS, which ensures the reservation of a seat on the aircraft, 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 DL agent.

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

If these airlines are members of one of the alliances, there is a need, in addition to opening IET links, to solve more complex information links - to accrue 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 complex of the airline, with similar systems of the partner airline. Major airlines have hundreds of IET links.

Secondstage- passenger service at the airport of departure.

Passenger check-in is a matter for the airport. It is economically unprofitable for the airline to maintain its own passenger service at the airport. The only exception is the presence of its own terminal at the airport. 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 (via self-service kiosks, via the airline's website, etc.) makes this process very individual for each airline. Airlines are striving to impose a single (proprietary) DCS at all airports in their route network. The 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 the same check-in counter, client programs of different DCS must alternately function, which required unification of the interaction of these programs with peripheral equipment (printers, readers, scales, etc.). It is proposed to provide such unification using CUTE (Common User Terminal Equipment).

Thirdstage- revenue accounting and mutual settlements.

Revenue accounting when using paper forms is carried out according to flight coupons, which are delivered to the airline from the airports. If the airline has an automated revenue accounting system RAS (Revenue Accounting System), information from coupons is entered into RAS manually. To facilitate this procedure, information about financial transactions (so-called ret files) is received from the GDS. In a paper-based environment, small airlines dispense with RAS by performing revenue accounting and manual agent-to-airline settlements.

With the transition to electronic security, data on flight coupons are sent to RAS in the form of lift files from the airline's CRS. In addition, for the calculation of airlines among themselves (for joint flights), exchange files are generated and sent to a single settlement center - Interline Data Exchange Center (IDEC).

If, in the conditions of paper technology, airlines often dispensed with RAS, performing manual revenue accounting, then with the transition to electronic security, systems of this type have become necessary for all airlines.

Thus, the “saving” of the airline's funds on air ticket forms turned into income in the budgets of GDS, CRS, BSP, SITA, and it was the air carriers that paid for the introduction and support of these technologies.

ITvairportsbeforecrisis

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

Compared to the costs of airlines that pay GDS for domestic sales of $ 4 or more for each passenger segment, it seems a little - the only difference is that airlines can compensate for these costs in the cost of air tickets, while airports cannot.

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

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

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

Limiting(PKZ)- this is the highest payload, determined by the safety requirements for the expected conditions of the upcoming flight, it is determined by subtracting the operating weight and the allowable take-off weight.

m prev. = m additional vzl. - m eq.

where:

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

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

where:

m eq.- This is the take-off weight of the aircraft without SC, it is determined by summing the weight of the empty aircraft, the weight of the flight and cabin crew, the weight of the power supply and the weight of the fuel.

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

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

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

m top. - This is the mass of fuel that is filled into the aircraft tanks and is made up of the mass of fuel for the flight plus the air navigation fuel reserve (ANZ).

m top.= ANZ+ m top.p.

where:

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

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

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

where:

NT.hour- this is the hourly rate of fuel consumption.

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

speed- this 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. - this is the mass of all passengers.

All passengers are divided into 3 age groups:

TCD (adults) - 12 years and older

RB (large child) - from 2 to 12 years old

RM (small child) - from 0 to 2 years

TCD weight depends on the transportation season:

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

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

The amount of VZR * 75 (80) kg.

The number of RB * 30 kg.

RM quantity * 15 kg.

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

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

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

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

2.2 Aircraft alignment schedule

Centeringschedule- This is an official document that records flight data, calculation of the limiting short circuit, the distribution of takeoff and landing weight and the center of the aircraft.

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

X =X / VA * 100%

where:

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

Wah is the length of MAR in meters.

In operation, the aircraft alignment is determined using the alignment schedule or with the help of an automated SC calculation system.

Distinguishthe followingviewsalignments:

1. centering an empty plane

2. centering of empty loaded aircraft.

3.Centering the aircraft without fuel.

4. takeoff alignment.

5. Landing alignment.

8.maximum permissible centering on the ground.

9.Maximum permissible flight balance front and rear.

10. centering of the aircraft capsizing on the tail.

Contentandcollationcenteringgraphics.

In the upper part on the left, the mass characteristics of the flight are indicated. Below on the left are the columns of the initial data of the type of loading, their value, the division value on the scale of the working area and the direction of the report on the working area of ​​the chart. On the right in the vertical column, the actual short circuit is written line by line.

On the working area of ​​the chart, there are lines with scales for accounting for changes in centering by separate loading groups.

Each division on the scale is a graphical representation of the alignment change.

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

Example:

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

Aircraft: Boeing 767-200 ER

Length of the route: 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: N.A. Petrova

The originaldata:

m shell = 86070 kg

mperm.take. = 158760 kg

m outfit = 2 people

m c.e. = 7 people

m k.z. = 40230 kg

NT.h = 4500 kg

TCD = 160 people

RB = 4 people

RM = 5 people

m bag = 3200 kg

m r.cl. = 950 kg

m gr. = 2000 kg

ANZ = 4500 kg

m outfit. = 2 * 80 = 160 kg

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

m TCD = 160 * 80 = 12800 kg

m RB = 4 * 30 = 120 kg

m PM = 5 * 15 = 75 kg.

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

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

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

m top. = ANZ + m top.p.

m top. = 4500 + 12600 = 17100 kg

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

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

m prev. = m additional vzl. -m eq.

m prev. = 158760-105175 = 53585 kg

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

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

m St. t. = m kz -m fact.

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

3. Registration of shipping documents

3.1 Check-in list for shipments of passengers and baggage

The register of passengers and baggage dispatches (BP) is the primary document and serves to keep track of passengers by categories sent by this flight.

According to the registration sheet, the following is made:

Accounting for primary shipments of passengers and baggage by landing points,

Accounting for paid baggage shipments,

Drawing up luggage 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 out in one copy, which with 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 landings and is filled in in duplicate. The second copy is given to the flight attendant on board the aircraft for the intermediate landing airport and is used to control the attendance of passengers for boarding at this airport.

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

Orderfillingstatementsregistration.

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

When registering a flight with a stopover, in the heading section, the initial and final airports are indicated, and the name of the airport to which the passengers are checked in is indicated in the column for the landing point.

Count "paragraphlanding "- each passenger following a paid air ticket is assigned a separate line in the list and the number “1” is entered 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 the passenger (TCD) is accompanied by two children under 2 years old, then the second child is entered in the column "RB" and a separate line is assigned to him. "RB" - children aged 2 to 12 years.

When following a family, the lines occupied to register them are concatenated with a curly brace. For example, a family consisting of one adult (TCD), one child (RB) and two RMs presented tickets for registration. count Manualluggage "- the numbers indicate the mass of the passenger's belongings, which he takes to the aircraft (to the passenger compartment).

Count "baggage"- the number indicates the number of pieces and the weight of checked baggage (that is, baggage is checked out with baggage tags under the responsibility of the carrier). The weight of paid baggage stands out from the total weight of baggage.

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

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

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

Exercise

Fill in the check-in 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.

Ш 1 ВЗР, skis-11 kg, bag-5 kg, suitcase-15 kg.

Ш 1 ВЗР, suitcase-20 kg, bag-5 kg, bag-7 kg.

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

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

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

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

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

3.2 Luggage list

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

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

The baggage list contains information:

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

About unaccompanied baggage (baggage sent on parcel receipts),

All faults discovered during acceptance operations,

On the results of baggage claim at the destination airport.

The procedure for filling in the luggage list.

The heading part of the baggage list contains 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 "roomluggagetagandpre-consignmentreceipts "- indicates the full number of the first and last baggage tags with which the baggage was numbered (that is, marked). If the check-in baggage was sent, then the number of the re-dispatch receipt shall be indicated in this column.

Count "Colourtags "- indicates the color of the tags with which the baggage is marked.

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

Count "Numbersluggagepremisesandcontainers "- on the basis of the centering schedule, the number of the luggage compartment of the aircraft is entered, where the luggage will be loaded before this point of embarkation (unloading).

Count "the weightcontainerwithluggage "- for container transportation, the weight of the container with baggage is indicated, and for piece transportation, the weight of the baggage items is indicated.

Line "Total"- the number indicates the number of pieces and the weight of the baggage according to the corresponding columns.

Line "Servicemarks "- to be filled in in cases where baggage is transported under the control (foreign tourists, MPs) and when unaccompanied baggage is transported on a parcel receipt.

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

Line "MarksOmalfunctionsattransportationluggage "- to be 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 acceptor and the flight attendant.

Line "dataonthe resultsdistributionluggage "- to be filled in by the baggage acceptor of the airport of unloading after baggage has been handed over to passengers. If no malfunctions occurred during baggage claim, then tear-off coupons of baggage tags are stored for 5 days, and if a malfunction occurs, until the causes of the malfunction are investigated.

3.3 Bootstrap summary

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

Based on the CZV data, a message is transmitted about the loading of the flight at the next landing point. The SZV is drawn up by the person on duty for the preparation of the 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 sent to the SOPP of the airport of the first landing, and the third copy remains at the SOPP of the airport of departure and serves to record dispatches and messages about the loading of the aircraft at the airport of the first landing.

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

The procedure for filling out the summary boot sheet.

Before filling in the SZV, the person on duty for completing the accompanying documentation gets acquainted with the flight plan for the given day (daily plan), specifies in the CPAP the time of departure of the flight according to the schedule, the aircraft number, and with the SOPP dispatcher - the maximum commercial load, and then fills in the header part of the statement.

Line "Signadditionalflight "- scheduled flight - "1" is indicated, out-of-schedule flight - "0" is indicated.

Line "fromairportbeforeairport "- the starting and ending airports are indicated.

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

Line "pernumber"- to be completed in cases when the flight is transferred to the next day.

Line "type ofandroomairship "- 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 the given aircraft.

Line "flight"- the number of the flight according to the schedule is affixed.

Line "limitmail "

Line "Limitingnumberarmchairs "- to be completed on mail 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 numbers indicate the time of departure of the flight according to the schedule.

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

Count "an airportlanding "- the landing points of the aircraft are indicated sequentially. "PR" - indicates the load, which passes through the airport in transit (overflight). DG - additional loading - the results of registration of passengers and their luggage are put down. BC - total - line data is obtained by summing the PR and DG lines.

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

Count "numberpassengers "- based on the data of the registration results, the number of passengers is put down by category and by landing points.

Count "baggage"- the total weight of checked baggage is affixed and the weight of paid baggage is allocated from the total weight.

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

Count "Servicemarks "- messages about the loading of the flight are indicated. When transporting heavy cargoes, "TYAZH" is put down, when transporting official correspondence - the number of the service package, if ballast was used when drawing up the alignment schedule, then "BAL" is indicated.

When summing up the flight totals, 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 "aircraft" lines at the intermediate landing (transit) airport.

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

1. Fill in the line the mass of passengers.

2. Transfer the totals of the columns "cabin load" (1), "baggage" (2), "cargo" (3) and "mail" (4) into the corresponding lines.

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

Last minute changes - made by the boarding agent in the event of a change in payload (no passenger arrives at boarding, removal of cargo). In this case, changes can be made subject to maintaining the alignment set by the alignment dispatcher and only with his consent. Changes are made in the last minute changes column.

Graph "an airportlanding "- the code indicates the name of the airport to which the load change occurs.

Graph "viewsending "- depending on the type of shipment, "PAS" - passenger, "BG" - baggage, "GR" - cargo, "PCh" - mail are indicated.

· line «+, -»: «+» - is affixed in the case when the commercial load increases (passengers' admission, additional baggage, cargo and mail), "-" - the commercial load decreases (removal).

Graph "numberpassengers "- the number indicates the number of passengers.

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

· line "Total"- is determined by summing up the “weight” column and then transferred to the “last minute changes” line. Last minute changes must be confirmed by the signature of the boarding agent.

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

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

PeculiaritiesfillingSZVvintermediateairports.

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

Upon arrival of the aircraft at the intermediate airport, based on 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 "line of PR" of the new statement.

Upon completion of registration, the duty officer enters the registration results in the "DG line", then sums it up with the "PR line" and fills in the "BC line". The final CZV line at the intermediate landing airport is determined by summing up the "aircraft lines" by landing points, the rest of the calculations of the commercial load are similar to the calculations at the airport of initial departure.

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

3.4 Centering plot

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

Centering characteristics are based on the center of gravity.

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

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

Aircraft centering (X?) Is the distance from the nose of the MAR (mean aerodynamic chord) of the wing to the aircraft's center of gravity, expressed as a% of the length of the MAR.

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

Distinguish:

Centering of empty equipped aircraft

Centering of an empty aircraft

Takeoff centering of the aircraft

Flight balance

Landing centering

Maximum permissible centering (front and rear)

Centeringschedule- this is an official document that records flight data, calculation of the maximum payload and placement of the actual payload, as well as the takeoff and landing weight and balance of the aircraft obtained at the same time.

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

In the upper part on the left of the graph are the mass characteristics, on the right - the information about the flight. Below on the left are the initial data of the type of loading, their value, the division price on the working area of ​​the chart and the direction of the report on the working area (""). On the right, in the vertical column, the actual sales load is recorded line by line.

On the working area there are lines with scales for taking into account the centering value by separate types of loading. Each division of the scale represents a graphical value of the centering change.

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

Conclusion

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

Improving the passenger experience is the main driver of IT investment for the majority (59%) of the world's airports. One example of this change has been the explosive increase in the use of mobile apps and social networks to deliver 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 operational information about changes in flight status and waiting times. During this period, 78% of airports also plan to invest in social media apps, with two-thirds of those surveyed already testing app trials or evaluating investments.

With the constant growth in the number of passengers at airports around the world, both the optimization of the use of existing resources and the efficient management of passenger traffic are becoming priorities. Half of the survey participants see the use of geolocation services as a tool to reduce airport congestion. Over the next three years, new mobile navigation services should become commonplace, allowing passengers to navigate the airport with ease. At the moment, only 10% of airports use geolocation services, but by 2015 their number may grow to 70%.

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

List of used resources

1. Air Code of the Russian Federation.

2. Federal Aviation Rules "General rules for air transportation of passengers, baggage, cargo and requirements for servicing passengers, consignors and consignees." 2007 year.

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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