Hub airportis any airport that has a large number of arriving and departing passengers and a high percentage of connecting flights (compared to peripherally located airports). At the same time, air carriers operating the hub airport coordinate flight schedules in order to achieve the most convenient connections for transfer

Non-hub airportis an airport that does not provide services for transfer passengers, baggage and cargo and does not have a large number of connecting flights.

Hub airports are divided into:

1. International hub airports - international airports that ensure the concentration and distribution of the country's main international passengers and cargo flows, connecting international flights.International airport is an airport that is open for the reception and dispatch of aircraft performing international air transportation, and where border and customs control is carried out, and in cases established by international treaties of the Russian Federation and federal laws, other types of control.
2. Domestic Russian hub airports are airports that ensure the concentration and distribution of passengers and cargo flows within regions and between regions of the country, and the further redirection of these flows to international hub airports.

3. The group of international hub airports includes airports with significant passenger traffic and a developed network of international air lines, which allows connecting flights from regional airports (including domestic Russian hubs) to international medium and long-distance main air lines.

4. A hub (from the English Hub and poke) is a large hub airport characterized by a large share of serviced transfer passengers and (or) cargo and mail, a wide network of routes and the presence of a large base air carrier or an alliance of air carriers.

An hourglass hub is characterized by typical north-south passenger traffic, which is concentrated at the hub in the morning for distribution to destinations in the south.

This model is typical for charter flights, for example to Palma de Mallorca, where passengers are received from all regions of Germany and then Air Berlin distributes them to their final holiday destinations in Spain. In the evening, passenger traffic returns from the south to the north, again with connecting flights through the hub.

A coverage area hub, also called a contiguous area hub, collects passengers within its extended coverage area (colored) and distributes them to final destinations outside that area.

Depending on the established status, airports are divided into airports of federal, regional (republican) significance and airports of local airlines.

1. Federal airports are especially significant airports, which include international and domestic Russian hub airports, socially and economically significant airports of the national supporting airfield network. At airports of federal significance there are airfields of federal significance.Airports of federal significance include airports that constitute the main key elements of the national air transport system of the Russian Federation, ensuring the stable functioning of the most significant interregional (mainline) and international air communications of the Russian Federation. Airports of federal significance, as a rule, include airports with an annual volume of passenger traffic of at least 500 thousand people, with a runway with artificial turf and a set of radio navigation and lighting equipment that allows flights of class 1 and 2 aircraft , or classified as federal, taking into account their socio-political significance in the system of government of the Russian Federation.
Airports of federal significance form a backbone network of airports and provide the needs of all regions of the country and the main transport aviation connections with countries near and far abroad. These airports account for more than 80% of the total volume of air traffic in Russia on domestic routes and 95% on international routes.

Airfields of federal significance remain in federal ownership.Airfields of federal significance are located at hub airports and other airports of important socio-economic importance.

The list of such airfields is approved by the Government of the Russian Federation.

Airports necessary to ensure the connectivity of the national backbone airport network are airports that, in addition to federal airports, ensure the unity and continuity of aviation connections on the territory of the Russian Federation, allowing for the most direct routes when flying from north to south, from west to east , from southwest to northeast and from northwest to southeast countries, with maximum coverage of the country's territory.

Socially and economically significant airports of the national core airport network are airports located in cities with big amount living population, as well as airports with large passenger traffic, located in the main resort cities and centers of the federal districts of the Russian Federation.

Airports of regional and local significance - airports primarily serving interregional and local air lines (air transportation between neighboring regions and within one region); At these airports there are airfields of regional and local importance.

Airports of regional significance (republican - if the corresponding airport is located in the capital of a republic within the Russian Federation) include non-federal airports located in the administrative centers of regions and territorial production complexes, the main volume of work of which is interregional long-haul air transportation.

Local airline airports include airports where the main volume of work consists of intraregional air transport, as well as flights for the use of aviation in the national economy.

Passenger airports are primarily designed to transport passengers, while cargo airports are primarily designed to transport cargo and mail. In most cases, modern airports combine the work of providing passenger and cargo transportation. The share of a particular type of transportation depends on a number of factors, among which we can highlight the possibility of ensuring the delivery of passengers and cargo by other modes of transport - rail, road or water. In some cases, air transport is the only mode of transport that provides communication with remote and hard-to-reach areas. Basic airports include airports where aircraft of one or more airlines are based.

Reserve airports include airports for occasional servicing of aircraft of one type or another. Terminal airports include airports located at one end of the air line, and intermediate airports on the intermediate section of the air line. It should be noted that the same airport can be the final airport for some airlines and intermediate for others.

An airport is a strategically and socially significant facility, an integral part of global air transport. The 25 largest airports in the world handle up to 30% of all scheduled and non-scheduled passenger traffic. In total, there are more than 1,000 airports in the world that provide international transportation, or 7% of the total number of civil airports, 40% international airports located in Europe.

"...aviation activities - organizational, production, scientific and other activities of physicallegal entities and legal entities, aimed at supporting and developing aviation, meeting the needs of the economy and the population in air transportation, aviation work and services, including the creation and use of an airfield network and airports, and solving other problems;..."

Airport tax- payment collected from the passenger in whose name it is issued (booked) ticket . This payment is distributed to the asset airport , which serves aircraft before departure, as well as upon arrival. To refer to the concept of “airport tax”, different airlines use different terminology, for example: “tax”, “fee”, etc. The fee will be reflected on the ticket when booking. Airlines independently regulate the amount of the airport tax up or down depending on the season, destination and contractual relations with the airport.At the ICAO Conference on Airport Charges in 1956 . A general principle was developed, recorded in document No. 7806-C/899, which states that charges must be related both to airport costs and to the ability of airlines using the airports to pay them.The main purpose of collecting airport taxes can be considered to be the desire of airports to cover their costs of maintaining service facilities.

When regulating tariffs, the following main tasks can be set:

1. control of the general level of tariffs to prevent the development of inflation;

2. limiting tariffs from above in order to ensure the availability of services for the majority of potential consumers;

3. limiting tariffs from below to prevent dumping;

4. ensuring price transparency of the market (introducing the principle of announced tariff);

5. ensuring reasonable stability of tariffs (preventing tariff changes for a certain time).

Civil aviation, being public transport, is practically inaccessible to a wide range of users (aviation services are used by no more than 20% of the population of the Russian Federation, 80% of traffic from Moscow).

Airport taxes are collected by airport authorities without fail and include:

1) fee for take-off and landing (for the provision of a runway, taxiways, for lighting equipment). The fee rate is set per ton of maximum take-off weight.

2) fee for ensuring aviation security (for the implementation of access control, security of the airport territory, including aircraft in parking lots, inspection of crew members, passengers, baggage, cargo) The fee rate is set per ton of maximum take-off weight.

3) fee for excess parking (the fee is charged after 3 hours after the aircraft is parked). For parking of cargo aircraft, the fee is charged 6 hours after landing. The fee rate is set for each hour of excess parking in the amount of 10% of the take-off and landing fee.

Tariffs for commercial passenger services:

1) Tariff for passenger services. is established for check-in and boarding services for departing passengers. The tariff is set per passenger separately for domestic and international transportation.

2) fee for using the airport terminal. The fee is charged for each arriving, departing or transit passenger

3) cargo handling fee. The tariff is set per 1 kg of cargo separately for domestic and international transportation. Tariffs for aircraft maintenance. Tariff for additional aircraft maintenance: for the provision of a stairway, tariff for the delivery of passengers, for the delivery of on-board food, for refilling drinking water, for servicing bathrooms, for internal cleaning, tariffs for aviation fuels and lubricants,

Air navigation fees and meteorological support: fee for air navigation services in the airfield area. The rate is set per ton of maximum take-off weight. for air navigation services along the route, fee for meteorological support.

Regulatory documents (in printed form they can be taken for exams) links:

Non-aviation activities Airports are activities to develop ground services provided to passengers at airports.On the one hand, it helps to maximize the airport's profits, on the other hand, a developed commercial infrastructure improves the quality of the airport and the level of passenger satisfaction.There are tenants of commercial and office premises.In each specific case, the distribution of commercial infrastructure depends on a combination of various factors, of which most significant are: 1. INamount of passenger traffic; 2.C structure of passenger traffic (in direction – domestic / international flights, by passenger profile – business/tourism, etc.); 3. ABOUTthe main route for passengers to travel through the airport; 4. TOstructural characteristics of the airport (possibility of placing commercial infrastructure in a sterile area).

The success of a commercial airport concept depends on the following conditions:

1. Sufficient space at the airport. If there is not enough space, there will simply be no source of maximizing income;

2. The technological effectiveness of passenger service processes (inspection processes, check-in, boarding gates, baggage handling). This is primary for the passenger, because he comes to the airport to fly (first of all);

3. Master planning based on correct calculations of rentable areas and their distribution for different categories of points. It is also necessary to take into account the ratio between departing passengers from the domestic and international departures terminal, legal restrictions (in terms of activities permitted at airports) and fire safety standards (they are increased in airport buildings);

4. Availability of data on the profile of passengers and their needs (through surveys, observations, airline statistics, statistics of airport website visitors, statistics of data on residents of the region where the airport is located);

Depending on the design characteristics of airports, three main models for zoning passenger traffic within the airport can be distinguished:

· The departure and arrival areas are located in different terminals;

· the departure and arrival zones are located on different floors;

· The departure and arrival areas are located in different parts of the terminal.

An analysis of the largest and highest quality airports showed that the second model is the most common, since it allows the most efficient distribution of passenger traffic and the creation of clear airport logistics.

When managing non-aviation activities of a company, it is worth analyzing the following most important indicators:

· Percentcatching(penetration rate): the percentage of all passengers who make purchases in a particular category of retail outlets. Depending on the product category and location of the outlet, the % capture can range from 1 to 50%. The change in this indicator can be influenced by: the size of the average check, the location of the point, the competitive environment, the average time a passenger spends in a specific area of ​​the airport.

· INrevenue per passenger(revenue per PAX): the amount of revenue of the point of sale operator in terms of each passenger. An increase in the indicator can be an indicator of either a simple increase in prices at a retail outlet, or an increase in the level of service or speed of service.

· Dcost per passenger(income per PAX): amount of airport income ( rent, received from the operator of the outlet), in terms of each passenger. It is this indicator that reflects the operator’s efficiency for the airport. The airport, in turn, can influence this indicator through the correct selection of tenants and their location, through providing the possibility of early check-in for the flight (increasing the time a passenger spends at the airport). of the cost of goods sold, a percentage of the margin (margin is a value expressing the difference between two specific indicators) is of interest to a franchisee whose store has a different markup level for goods only if he clearly controls the pricing policy of wholesale and retail sales.

1. fixed royalty is a regular payment that is tied to a contract and has a fixed percentage of sales. This amount is tied to the cost of the franchisor’s services, the number of enterprises, the area of ​​the building, and the number of clients served.

Lump sum payment- a one-time payment in which payments are not distributed between individual items of goods and services. The amount of lump sum payments is fixed and does not depend on other terms of the contract and economic results. The concept is often used in economics

Alternate airport during takeoff - a/d where the aircraft can proceed if an emergency situation occurs shortly after takeoff of the aircraft.

Flight plan – a route intended for the aircraft captain to follow. Airways to follow.

Controlled traffic - a/d on which dispatch service is provided. Air and ground.

Controlled airspace – airspace established in dimensions within which dispatch service is provided in accordance with the airspace classification.

Road control point – a point that determines the location of the highway in the selected coordinate system.

Flight according to VFR (Rules Air Flight) – VFR flight.

Flight under IFR (Instrument Flight Rules) – flight under IFR.

Platform – part of the road intended for accommodating aircraft, boarding and disembarking, loading and unloading and aircraft maintenance.

Maneuvering area – part of the airport, excluding the apron, intended for take-off, landing and taxiing of aircraft.

Airfield (AF) – part of the road on which the runway, taxiways, aprons and special-purpose area are located.

Airstrip (Lp) - this is part of the airfield of the highway, including the runway and stop strips.

runway– part of the airstrip intended to provide take-off run and landing run for aircraft.

End Stop Lane (CTL) – part of the runway adjacent to the runway, designed to support the load from the aircraft without damaging its structure.

Taxiways – part of the aircraft specially prepared for taxiing the aircraft.

Parking place (MS) – a prepared site on the highway intended to accommodate aircraft for the purpose of servicing it.

FLIGHT SERVICE

11.1. SERVICES AND OTHER DIVISIONS, THEIR FUNCTIONS.

To perform functional tasks at the airport, the following main divisions, departments, and services are organized:

1. Production and control room;

2. Flight Safety Inspectorate;

3. Organization and development of transportation (by type of transportation);

4. Movements and relevant units that ensure the operation of radio equipment and communications facilities (or allocated relevant units into independent enterprises or institutions);

5. Aerodrome;

6. Shturmanskaya;

7. Fuels and lubricants;

8. Electrical and lighting support;

9. Special transport;

10. Aviation security.

In addition, the following additional services should function:

1. Information and analytical, commercial, economic planning, legal and other administrative and managerial;

2. Heating and sanitary support;

3. Operation of ground structures;

4. Capital construction;

5. Repair and construction site;

6. Chief mechanic;

7. Environmental protection;

8. Metrological;

9. Logistics;

10. Hotel services, dispensary;

11. Medical and sanitary;

12. Fire department;

13. Emergency rescue;

14. VOKhR (as part of the aviation security service);

15. Housing and communal services;

16. Other units providing production and commercial activities of the airport, including non-aviation activities (catering, trade), subject to the creation of the appropriate material and technical base and obtaining licenses to perform the specified work.

Table 11.1.

Providing aircraft flights by airline services

IN modern conditions independence of air transport enterprises, the above services at some airports have a different name.

The airport can create its own services for aircraft maintenance (aviation engineering service, etc.).

The specific list, names and composition of services and units are established by the airport independently (except for services ensuring flight safety and aviation security), depending on the volume and structure of traffic at the airport, the composition of buildings and structures on the balance sheet of the airport, the specifics of the organization of management at the airport, distribution responsibility between airport services and tenants and concessionaires for the implementation of certain types of work and services at the airport. But regardless of the name of the units, the following main tasks of ground services and interaction with the traffic service and the flight director must be ensured.

The airfield unit provides:

Timely and high-quality preparation of the airfield for flights;

Organization and implementation of work on current and major repairs of the airfield, drainage and drainage systems, intra-airport roads and station areas;

Control of work on the airfield carried out by other services;

Compliance with safety, fire safety and environmental requirements;

High production discipline and responsibility for operational maintenance and preparation of the airfield for flights;

Control check of radio communication with the traffic controller; if radio communication is lost or unstable, it is necessary to stop the work and move the airfield equipment off the airstrip;

Immediately follow the commands of the flight director or air traffic controller (SDP MVL) to clear the airstrip and critical zones of the airfield from aerodrome equipment and people.

Service officials are responsible for fulfilling the listed requirements and fill out a checklist - obligation.

The aerodrome service is responsible for the preparation of the aerodrome, and the traffic service and the flight director are responsible for making a decision on the suitability of the aerodrome for flights based on the condition of the runway, and for stopping, renewing or limiting the acceptance and release of aircraft.

Traffic Service and Airport Flight Director

All airport services carry out work at the aerodrome only with the permission of the flight director (RPA), after agreeing on their implementation with the responsible person of the aerodrome service, under the guidance of the responsible persons of the service performing these works.

The flight director, based on the report and entry in the logbook of an aerodrome service official on the condition of the airfield and a personal inspection of the airfield, makes a conclusion about its readiness for flights and signs in the logbook.

Entries in the airfield condition log are made when taking over a shift, when the condition of the airfield surface changes, and after completion of work to prepare the airfield for flights.

Officials of the ESTOP service, the ERTOS base and other services, on the eve of the work, inform the airfield service of the nature of the work, the place and time of the work in order to combine their implementation in time.

Departure to the runway, taxiway and adjacent safety strips of vehicles and machinery for the maintenance of airfield surfaces, maintenance of landing gear and performance of official duties by officials is carried out at the direction of the RPA and with the permission of the traffic controller (SDP MVL).

When performing work on the airfield, the organization of the safety of movement of aerodrome vehicles, as well as control over their work, is ensured by the head of the aerodrome service or responsible person for carrying out the work, who is obliged, at the direction of the traffic controller (SDP MVL), if necessary, to take measures for the immediate removal of vehicles, mechanisms and people from the airfield.

In all cases, the airstrip and critical zones of the airfield must be cleared of airfield equipment no later than 5 minutes before the estimated (updated) time of aircraft landing.

If it is necessary to temporarily stop the reception and release of aircraft for technical reasons, the traffic service provides information about the start and end times of work to the addresses provided in the aircraft traffic message sheet, but no later than 2 hours before the start of work.

Special transport service obliged:

Ensure that equipment in good condition, equipped with side and flashing lights, radio stations and towing devices, is placed at the disposal of the head of the airfield service (according to the report card) and upon his request no later than 20 minutes. in winter, and in summer - according to preliminary application per day;

Select a person in charge from the special transport service and a squad of drivers who have permission to work at the airfield, ensuring that drivers pass

briefing and medical examination before leaving the line;

Know the requirements for equipment allocated for work at the airfield and the requirements for the technology of interaction between services providing flights;

Find additional reserves of drivers and mechanisms for timely snow removal operations in cases of airfield closure.

Aerodrome vehicles operating on the airfield must be equipped with intra-airport communication radios for interaction with the control panel, the air traffic controller (SDP MVL, KDP MVL) and the person responsible from the airfield service for the work. The vehicle responsible for carrying out the work, in addition to an intra-airport radio station, must be equipped with an aviation radio receiver to listen to radio traffic on the landing frequency.

The head of the special transport service is responsible for the timely allocation of the required number of technically serviceable vehicles and mechanisms equipped with side and flashing lights, radio stations and towing devices, as well as training of vehicle drivers.

11.2. GROUND FLIGHT SUPPORT SCHEDULES

To ensure clarity of ground support for flights, standard technological schedules have been developed for each aircraft for 3 stages of flights: before departure, when stopping at a transit airport, upon arrival at the final airport.

An example of such a graph for the most typical TU-154 aircraft at the stage of preparation for departure is shown in Fig. 11.1.

Fig. 11.1. An example of a technological schedule for ground support for preparation for departure of a TU-154 aircraft.

The left side of the figure shows airport services, their types of work and types of machines, mechanisms, and equipment. At the bottom of the figure is the time until the plane takes off, in minutes. In the center of the figure, the processes of preparing for a flight are graphically shown, indicating the start and end times of this process.

Monitoring the implementation of such schedules and compliance with the flight schedule at the airport is carried out by the enterprise's production and dispatch service (PDSP).

Ground support for air transportation passengers and cargo are carried out by the following services:

Organization of passenger transportation (SOPP);

Organization of international transport (SOMP);

Organization of freight transportation (SOGP).

At airports with a small volume of work, SOPP and SOPS can be combined into one service; in such cases, the international sector is organized in SOPP.

At large airports, each of these services or all together can be separated into separate, independent enterprises - legal entities (CJSC, LLC, OJSC).

Regardless of the above organizational features, airports must implement a comprehensive technology for ground transportation support to ensure the safety and regularity of flights.

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Introduction

2.2 Aircraft alignment chart

3.2 Luggage list

3.4 Centering chart

Conclusion

List of resources used

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

Appendix No. 2 Baggage list

Appendix No. 3 Summary loading sheet

Appendix No. 4 Centering chart

Introduction

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

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

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

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

Aerodrome

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

Airport terminal complex (passenger terminal)

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

· service organization of passenger transportation;

· airline representation services;

· security;

· luggage service;

· border, immigration and customs control services;

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

Cargo complex

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

Classairport.

The class of an airport is determined by the annual volume of passenger traffic (passenger turnover), that is, the total number of all arriving and departing passengers, including transit passengers(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. are classified as extracurricular, and with an annual traffic volume of less than 100 thousand people. -- to unclassified.

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

1. Improving the organization of passenger service at the airport

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

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

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

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

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

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

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

ITVairlinesbeforecrisis

In conditions rapid growth economy, all the newest and most complex things in the field of information technology for passenger service revolved around the electronic ticket (ET) and the “saving” of airline funds.

Firststage passenger services - sale of transportation.

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

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

With the introduction of EB, in addition to the traditional access (link) of GDS to CRS, which ensures booking a seat on an airplane, the need arose for GDS access to the so-called ETDB (database electronic tickets) airlines. This link is used at the registration stage by the EB agent.

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

If these airlines are members of one of the alliances, there is a need, in addition to opening IET links, to solve more complex information connections - calculating joint points 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. U major airlines the number of IET type links is in the hundreds.

Secondstage-- passenger service at the airport of departure.

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

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

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

Thirdstage-- revenue accounting and mutual settlements.

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

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

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

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

ITVairportsbeforecrisis

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

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

Despite the threat of introducing uniform standards for electronic passenger registration at the regulatory level, a number of airports used a more reliable and cheaper “Type B” passenger registration method: ETL, which allows passengers to be registered locally, in the airport database, without interactive interaction with CRS. They boosted CUPPS-based shared use self-check-in (CUSS) kiosks and 2D bar code technology used on boarding passes.

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

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

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

m prev = m additional burglary - m eq.

Where:

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

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

Where:

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

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

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

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

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

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

m top= ANZ+ m top.p.

Where:

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

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

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

Where:

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

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

speed- is the speed of the aircraft.

2.1 Commercial load weight (actual)

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

Where:

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

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

All passengers are divided into 3 age groups:

VZR (adults) - from 12 years and older

RB (big child) - from 2 to 12 years

RM (small child) - from 0 to 2 years

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

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

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

Quantity of VZR * 75 (80) kg.

Quantity of RB*30 kg.

Quantity of RM*15 kg.

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

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

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

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

2.2 Aircraft alignment chart

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

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

X=H/Va*100%

Where:

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

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

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

Distinguishfollowingkindsalignments:

1. centering an empty plane

2. centering of an empty equipped aircraft.

3.alignment of the aircraft without fuel.

4. take-off alignment.

5. landing alignment.

8. maximum permissible alignment on the ground.

9. maximum permissible flight alignment front and rear.

10. Centering the aircraft turning over onto its tail.

ContentAndpickingcenteringgraphic arts.

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

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

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

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

Example:

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

Aircraft: Boeing 767-200 ER

Route length: 2360 km.

Technical speed: 851 km/h.

Flight No. 144

Departure date: 02/3/2014

Departure time: 10:00

Number of seats: 178

Operator: Aeroflot airline

Aircraft commander: Petrova N.A.

Originaldata:

m snar =86070 kg

madditional lift.=158760 kg

m equipment =2 people

m k.e. =7 people

m short circuit =40230 kg

Nt.hour=4500 kg

VZR=160 people

RB=4 people

RM=5 people

m bag =3200 kg

m r.kl. =950 kg

m gr. =2000 kg

ANZ=4500 kg

m equipment =2*80=160 kg

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

m VZR =160*80=12800 kg

m RB =4*30=120 kg

m RM =5*15=75 kg.

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

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

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

m top =ANZ+m top.p.

m top =4500+12600=17100 kg

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

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

m prev =m additional burglary -m eq.

m prev. =158760-105175=53585 kg

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

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

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

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

3. Registration of transportation documents

3.1 Registration sheet for passenger and baggage shipments

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

According to the registration sheet:

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

Accounting for paid baggage shipments,

Drawing up baggage and loading lists and alignment schedule.

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

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

2. FormK11-b is used to account for flights with intermediate stops and is filled out in duplicate. The second copy is handed over to the flight attendant on board the aircraft for the stopover 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 manifest.

Orderfillingstatementsregistration.

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

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

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

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

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

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

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

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

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

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

Exercise

Fill out the passenger and baggage shipment registration sheet.

St. Petersburg-Surgut.

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

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

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

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

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

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

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

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

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

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

3.2 Luggage list

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

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

The baggage manifest contains the following information:

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

About unaccompanied baggage (baggage sent with forwarding receipts),

About all malfunctions detected during acceptance operations,

About the results of baggage claim at the destination airport.

Procedure for filling out the baggage manifest.

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

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

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

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

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

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

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

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

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

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

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

3.3 Summary loading list

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

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

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

The procedure for filling out the summary loading sheet.

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

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

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

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

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

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

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

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

Line "limitmail"

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

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

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

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

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

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

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

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

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

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

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

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

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

1. Fill in the line mass of passengers.

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

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

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

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

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

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

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

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

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

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

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

PeculiaritiesfillingSZVVintermediateairports.

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

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

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

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

3.4 Centering chart

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

The basis of centering characteristics is the center of gravity.

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

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

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

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

There are:

· alignment of an empty equipped aircraft

· alignment of an empty aircraft

aircraft take-off alignment

· flight alignment

· landing alignment

· maximum permissible alignment (front and rear)

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

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

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

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

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

Conclusion

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

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

With the constant growth 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 become priorities. Half of the study participants see the use of geolocation services as a tool to reduce airport congestion. Over the next three years, new navigation services for mobile devices should become commonplace, allowing passengers to easily navigate the airport. Currently, only 10% of airports use geolocation services, but by 2015 their number could grow to 70%.

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

List of resources used

1. Air Code of the Russian Federation.

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

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

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

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

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

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

III. Certification requirements for organizations providing passenger and baggage services

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

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

conditions and standards for baggage transportation;

service priorities;

servicing passengers when merging flights, replacing aircraft;

measures in case of passengers not showing up for boarding;

delivery of passengers to the aircraft;

boarding passengers on the aircraft;

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

disembarkation of passengers from the aircraft;

delivery of passengers to the airport terminal;

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

servicing transfer and transit passengers;

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

services for unaccompanied children;

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

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

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

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

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

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

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

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

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

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

search and delivery of luggage;

measures taken in relation to found and forgotten items;

sale of unclaimed luggage and found belongings of passengers;

conducting claims proceedings;

calculation of commercial load and aircraft alignment;

quality quide;

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

technological schedules for aircraft maintenance by type of flight;

flight regularity;

metrological support;

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

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

interaction with government regulatory authorities;

servicing diplomatic couriers and their luggage;

servicing passengers who are denied entry into the country;

service for deported passengers;

servicing passengers carrying animals and birds as luggage.

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

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

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

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

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

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

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

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

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

With changes and additions from:

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

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

shift supervisors;

personnel responsible for receiving and distributing baggage;

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

for environmental protection;

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

for servicing passengers and baggage on international airlines;

for servicing passengers and baggage on domestic airlines;

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

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

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

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

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

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

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

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

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

heads of the Organization's services;

shift supervisors;

personnel performing alignment and loading;

personnel responsible for receiving and issuing cargo and mail;

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

7. Orders of the head of the Organization:

on the appointment of responsible persons:

for occupational health and safety;

for fire safety;

for environmental protection;

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

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

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

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

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

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

metrological verification schedule approved by the Organization;

regulations on metrological support.

10. Complex technology (technologies):

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

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

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

others developed and approved by the Organization.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

log of claims proceedings.

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

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

orders of the head of the Organization:

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

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

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

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

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

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

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

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

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

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

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