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Air Transport. . Risk management. Standard manual for the security management system for airport services. Basic provisions

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Text GOST R 56490-2015 Air transport. Helicopter safety management system. Risk management. Standard manual for the security management system for airport services. Basic provisions

FEDERAL AGENCY

ON TECHNICAL REGULATION AND METROLOGY

NATIONAL

STANDARD

RUSSIAN

FEDERATION

Air Transport

Helicopter Safety Management System

Risk management

STANDARD SYSTEM MANUAL

SECURITY MANAGEMENT OF AIRPORT SERVICES

Basic provisions

Official publication

Standa rtinform

Preface

1 DEVELOPED by the Open Joint Stock Company "Aviatekhpriemka" (JSC "Aviatekhpriemka")

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

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

4 INTRODUCED FOR THE FIRST TIME

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

© Standardinform.2016

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

5.1 Hierarchy of documentation of the security management system of the airport computer operator*

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

7 The process of approval, publication and management of the safety management system by the Manual. . 5

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

Introduction

Airport airfield support activities include:

Operational maintenance and ongoing repairs of airfield pavements, drainage and drainage systems, the unpaved part of the airfield, airport roads and landside area:

Development of changes to aircraft taxiing patterns on the apron and parking areas: providing information about the restrictions in force at the airfield; making changes to aeronautical information documents:

Coordination and control over the construction of facilities at the airfield and near the airfield:

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

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

Ornithological support:

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

Providing special machines and means of mechanization for the operational maintenance of the airfield and the restoration of artificial surfaces:

Providing special vehicles for transportation of workers, household and other cargo within the airport;

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

Organization of technical operation and repair of slectraxlort in accordance with the requirements of the manufacturer’s instructions;

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

Operation of lifting machines and mechanisms:

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

Providing special vehicles for aircraft maintenance work;

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

Meeting and escorting aircraft.

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

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

NATIONAL STANDARD OF THE RUSSIAN FEDERATION

Air Transport

Helicopter Safety Management System

Risk management

STANDARD MANAGEMENT SYSTEM FOR AIRPORT SERVICES SECURITY MANAGEMENT SYSTEM

ACTIVITIES

Basic provisions

Air transport Safety management system of helicopter activity. Risk management.

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

Date of introduction - 2016-03-01

1 area of ​​use

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

The management of the security management system for airport services (hereinafter referred to as the Manual) of the airline is subject to mandatory regulation in accordance with the rules of helicopter activities that this airline conducts.

This standard provides guidance material for helicopter airlines developing the Manual and defines its structure and elements. It may be a separate manual or section (chapter) of the Helicopter Operations Safety Management System (HSMS) Manual of the airline, or may be included in other organizational manuals (flight operations manuals, maintenance manuals, airport support manuals, etc. .) or other documents of the organization, which is determined by the scale and complexity of the airline’s operations. The structure of the Manual must comply with the requirements of the government body that controls the airline's activities.

2 Normative references

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

GOST ISO 9001-2011 Quality management systems. Requirements

GOST R 14.08-2005 Environmental management. Procedure for establishing environmental aspects in product standards (ISO/IEC64)

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

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

3 Terms and definitions

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

3.1 service providers or product and service providers: Approved aviation training organizations (3.8) exposed to safety risks aviation activities in the course of their provision of related services, aircraft operators, approved maintenance organizations, organizations responsible for aircraft type design and/or manufacture, air traffic management providers and certified aerodromes.

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

3.3 safety regulation: Application of norms and rules to influence the process of functioning of the aviation transport system in order to ensure an acceptable level of safety of aviation activities.

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

3.5 safety indicators: Criteria for assessing the security level of a system using certain quantities and their meanings.

3.6 risk: A measure of the amount of danger, measured in the form of an expert value of a combination of two quantities - a standardized frequency or a measure of the possibility of the random occurrence of hazardous events and possible damage from them.

3.7 risk acceptability: The degree of readiness of society to accept a given risk.

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

4 General provisions

Features of the development of manuals for airborne management systems of the holding JSC Russian Helicopters and organizations included in the holding are due to the complexity of the organizational structures of organizations, which include almost all representatives of service providers, including developers and manufacturers of helicopter equipment, heliports ( helipads), flight control units.

Creating a separate air traffic management system for each service provider in one organization is impractical and ineffective in terms of resource costs and management complexity, therefore the heliport air traffic management system should be part (subsystem) of the organization's overall air traffic management system.

5 Safety management system documentation

5.1 Hierarchy of operator safety management system documentation

airport complex

Table 1 shows a typical hierarchy of documentation for an airport complex operator (AC). The procedure for developing this hierarchy in an individual organization depends on the structure of the organization, but. As a rule, it begins with defining the organization's policies and goals in the field of SMS.

Table! - Hierarchy of SMS documentation

End of table 1

5.2 Documented operator safety management system procedures

airport complex

5.2.1 Documented SMS procedures of the operator of the aircraft carrier should constitute the main documentation. used in the overall planning and management of security activities.

Documented procedures should describe (in the degree of detail necessary to adequately control the activities involved) the responsibilities, authorities and relationships of personnel who direct, perform, check or review work affecting safety: specify how various types of work should be performed, use documentation and exercise control.

The level of detail depends on the following factors:

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

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

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

5.2.2 Each documented procedure should apply to a logically separable part of the system, such as a complete system element or part thereof, or a sequence of interrelated actions related to several elements of the SMS.

5.2.3 The number of documented procedures, the scope of each of them and the nature of their design and presentation should be established using this standard. Each procedure usually reflects the complexity of the means used, the organization and the nature of the activity.

5.3 Safety management system manual

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

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

5.3.2 Objectives of the Safety Management System Manual

The AK Operator's Manual is being developed for the following purposes (but not limited to):

Statement of policies, procedures and requirements in the field of airborne safety:

Description and implementation of an effective SMS:

Providing improved management of established practices and facilitating air traffic safety activities;

Providing a documented basis for conducting audits of the functioning of the SMS:

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

Submission of SMS documentation for external purposes, such as demonstrating compliance with international standards;

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

5.3.3 Structure and form

Although the structure or form of the manual is not specified, it should accurately, completely and concisely state the policies, objectives and basic documented procedures of the organization. One of the methods to ensure adequate addressing and location of the issue under consideration is to link sections of the Guide to the elements of the SMS. Other approaches are equally acceptable, such as structuring the Manual to reflect the nature of the organization.

5.3.4 Variety of safety management system manuals

The guide could be:

Direct compilation of documented SMS procedures:

Grouping or subdividing documented SMS procedures;

A series of documented procedures for specific capabilities or applications;

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

A document that provides a general framework with adapted annexes:

A separate document.

5.3.5 Specific applications of the Safety Management System Manual

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

Any manual should define the functions of the administration, document or reference the system components and procedures, and summarize all applicable requirements contained in the SMS standard.

6 Process for preparing the Safety Management System Manual

6.1 Responsibility for preparation

When the management of an organization decides to document the SMS in the Manual, the actual process must begin with the task of coordinating activities. The actual writing work should be carried out and managed by the designated competent authority or other separate functional units.

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

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

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

Decide which elements of the SMS to apply;

Obtain data on existing SMS and practical approaches through various methods. such as questionnaires and interviews:

Determine the structure and form of the intended Guidelines;

Classify existing documentation according to the selected structure and form:

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

6.2 Use of links

Where appropriate, and to avoid increasing the length of the Guide, references to applicable standards (organization standards) or documents available to the user of the Guide should be included.

6.3 Accuracy and completeness

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

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

7.1 Final review and approval

Before issuing the Guidelines, responsible persons are required to review them. in order to ensure clarity, accuracy, suitability and appropriate structure. Intended users should also have the opportunity to evaluate the document and comment on its applicability. The release of the Guide must be approved by the management of the organization responsible for its implementation. Each copy of the Manual must have a certificate of release permission.

7.2 Distribution of the Manual

The method of dissemination of the officially adopted Guide (either in its entirety or in parts) should ensure that all users have adequate access to the Guide. Proper distribution and management can be facilitated, for example, by assigning serial numbers to recipient copies. The administration of the organization must ensure individual familiarization with the content of the Guide that is suitable for a specific user within the organization.

7.3 Making changes

A method for justifying, developing analysis, monitoring and making changes to the Guidelines should be provided. When making changes, the same analysis and approval process should be used as during the development of the main Guide.

7.4 Publishing and change management

Document publication and change control are important to ensure that the contents of the Guide are properly authorized. Officially approved content must be easily identifiable. Various methods can be envisaged to facilitate the physical process of making changes. To ensure that the Manual is current, it is necessary to have a method to ensure that all changes are received by each Manual holder and that those changes are included in each Manual. A table of contents, a separate revision status page, or other appropriate means may be used to reassure users. that they have received officially approved Guidelines.

7.5 Uncontrolled copies

All copies of the Guide distributed for the development of proposals, use outside the organization and in other cases where control of changes is not provided must be identified as uncontrolled.

NOTE Failure to provide such a process may result in the inadvertent use of outdated documents.

8 Contents of the Safety Management System Manual

8.1 Structure of the Manual

8.1.1 The manual should have the following structure:

Section title:

Criteria:

Reference documents for cross-referencing.

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

By chain we mean that. what the organization seeks to achieve by implementing the actions described in the section. The criteria determine the scope of what needs to be taken into account when writing this section. Reference documents are used to link information to other manuals or the organization's standard operating procedures that contain details of elements and processes.

6.1.3 The manual should contain the following sections:

a) control of document flow:

b) regulatory requirements of the safety management system:

c) scope and integration of the safety management system;

d) helicopter safety policy:

e) roles and responsibilities of personnel;

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

g) identification of hazardous factors and assessment of risk factors;

i) monitoring and measuring security effectiveness;

j) security investigations and corrective actions:

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

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

m) maintaining documentation of the safety management system:

n) monitoring the implementation of changes;

p) action plan in case of an emergency or emergency.

8.2-8.15 provides sample information that might be included in each section.

8.2 Document flow control

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

8.2.2 Criteria

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

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

c) a process for periodically reviewing the Manual and related forms and documents to ensure their suitability, adequacy and effectiveness;

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

8.3 Safety management system regulatory requirements

Present existing regulations and instructional material on the Internal Management System for reference, reference and familiarization of all participants in the process.

8.3.2 Criteria

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

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

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

8.4 Scope and integration of the safety management system

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

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

8.4.2 Criteria

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

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

c) identify the key processes, activities and equipment necessary to implement a hazard identification and risk management (HIRM) program, particularly those related to aircraft safety.

If the scope, processes and equipment relevant to the HIRM program. are described in too much detail or the volume of text is too large, this material may be presented in an additional document where appropriate;

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

e) if the organization has other relevant control and management systems, such as a quality management system, health, environment and safety system, it is necessary to determine their relationship with the SMS.

8.5 Helicopter Safety Policy

Describe the organization's intent, governance, and commitment to improving safety in the context of a product or service maintenance provider. The description of the security policy should be equally brief. as a company mission statement.

8.5.2 Criteria

a) The safety policy must be commensurate with the size of the operation and the complexity of the organization's structure;

b) the security policy sets out the organization's intentions, management principles and commitment to continuous improvement of security;

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

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

e) the safety policy should be reviewed periodically;

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

g) the safety policy is communicated to all employees to ensure that they are aware of their individual safety responsibilities.

8.6 Roles and responsibilities of personnel

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

8.6.2 Criteria

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

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

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

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

e) there is a diagram of the hierarchy of responsibility in the area of ​​SMS of the organization.

8.7 Helicopter safety data reporting

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

6.7.1.2 The following elements need to be considered: report format, confidentiality. addressees, investigation and assessment procedures, corrective/preventive measures and dissemination of the report.

8.7.2 Criteria

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

b) it is necessary to distinguish between mandatory reports (in the case of aircraft accidents, serious incidents, significant malfunctions, etc.). about which it is necessary to notify the relevant organizations that are entrusted with state control in the field of aviation safety, and the provision of information about ordinary minor incidents. that do not go beyond the organization:

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

d) procedures for reporting security data are simple, accessible and appropriate to the scale of the organization’s activities;

e) the presentation of data in the high-consequence incident sector and the corresponding recommendations are addressed to and considered by managers at the appropriate level;

f) reports are collected in an appropriate database to facilitate the necessary analysis.

8.8 Hazard identification and risk assessment

8.8.1.1 Describe the system for identifying hazards and the process for collating this data.

8.8.1.2 Describe the process of categorizing hazards and risks and then prioritizing them according to significance in order to prepare a documented safety assessment. Describe how a disability assessment is carried out and how preventive action plans are implemented.

8.8.2 Criteria

a) Identified hazards are assessed, ranked by significance and processed to properly assess risk factors:

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

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

d) workbooks, forms or computer programs are used when assessing risk factors. the relevant complexity of the organization's structure and operational activities;

e) the safety assessment is endorsed by a manager at the appropriate level:

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

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

8.9 Monitoring and measuring security performance

Describe the SMS component. relating to monitoring and measuring security performance, including security performance indicators (SPI).

8.9.2 Criteria

a) A formal process for developing and updating a set of security performance indicators and associated targets:

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

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

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

8.10 Security Investigations and Corrective Actions

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

8.10.2 Criteria

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

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

c) a procedure ensuring the implementation of established or recommended corrective actions and the assessment of their results and effectiveness:

d) the procedure for disciplinary investigation and actions taken based on the findings of the investigation report:

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

c) a procedure to ensure the identification of active operational failures, as well as associated factors and hazardous factors;

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

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

activities

Describe the type of training received by personnel in the area of ​​SMS, other safety measures, and the process for ensuring the effectiveness of this training. Describe the documentation of the training. Describe the processes and channels for sharing security information within the organization.

8.11.2 Criteria

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

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

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

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

e) familiarization with the SMS is included in the employee’s training upon hiring to the organization or in the training program:

f) processes and channels for sharing security information within the organization.

8.12 Continuous improvement and review of the safety management system

Describe the process for continually reviewing and improving the SMS.

8.12.2 Criteria

a) The process of regular internal audits and re-examinations of the organization’s SMS to ensure its compliance, adequacy and effectiveness;

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

8.13 Maintaining documentation of the safety management system

Describe the method for storing SMS-related documentation.

8.13.2 Criteria

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

b) documents to be retained include hazard and risk assessment reports, minutes of safety task force meetings, safety performance indicator tables, SMS audit reports and SMS training documents;

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

8.14 Controlling implementation of changes

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

8.14.2 Criteria

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

b) procedures to ensure that an appropriate safety assessment is carried out before introducing new equipment or processes that may affect safety risks;

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

8.15 Emergency or contingency plan

Describe the organization's objectives and responsibilities in the event of emergency situations and appropriate recovery measures. Describe the roles and responsibilities of key employees. An emergency plan could be:

a) in the form of a separate document;

b) part of the SMS manual.

8.15.2 Criteria

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

b) there is a procedure for reporting;

c) the organization has agreements with other organizations to provide assistance and services in emergency situations if necessary;

d) the organization has an established procedure for action in emergency situations;

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

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

g) the organization has defined duties and responsibilities for the investigation of aviation accidents;

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

j) there is a training program to train personnel to act in an emergency;

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

l) there is a procedure for recording actions taken during activities in the event of an emergency.

Bibliography

|1) ICAO Annex 14 to the Convention on International Relations civil aviation. Aerodromes. Design and operation of airfields (g. I). Heliports (t.N)

UDC 629.735.083:006.354 OKS 03.220.50

Key words: safety management system, risk, security, services, airport activities, heliport

Editor U.H. Bayonet Technical editor V. N. Prusakova Proofreader O N Vlasova Computer layout A N. Zolotareva

The set was handed over on November 26, 2015. Signed and stamped 02/08/2016. Format 60 « 84 ^. Ariel headset. Uel. treat clause 1.86. Educational ed. clause 1.40. Circulation 33 "ke. Zach. 152.

Published and printed by FSUE "STANDARTINFORM". 123965 Moscow. Pomegranate lehr.. 4. www.90slinfo.1u

Ministry of Transport of the Russian Federation

AIR TRANSPORT DEPARTMENT

ON APPROVAL OF THE REGULATIONS ON AIRPORTS OF THE RUSSIAN FEDERATION
(temporary)

In order to ensure the sustainable functioning of the national air transport system of Russia, create conditions for the effective development of airports and protect the interests of consumers of services air transport
I ORDER:
1. Approve and put into effect from 01.11.95 the temporary (until the release of the Federal Aviation Rules “Airports of the Russian Federation”) Regulations on Airports of the Russian Federation.
2. Heads of regional air transport departments. managers of airlines should organize a study of the requirements of the Regulations on Airports of the Russian Federation with the command and management staff and specialists of the relevant services.
3. Control over the implementation of this order is entrusted to the Deputy Director of the DVT K.K. Ruppel.

Director of the Department V.V. Zamotin

MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

Air Transport Department

POSITION
about airports of the Russian Federation
(temporary)

Moscow 1995

Chapter 1 GENERAL PROVISIONS
1.1. Purpose and content of the Regulations
1.1.1. This Regulation on Airports of the Russian Federation (hereinafter referred to as the Regulation) is put into effect in order to ensure the sustainable functioning of the national air transport system, create conditions for the effective development of airports and protect the interests of consumers of air transport services.
1.1.2. The regulations determine the purpose, functions and tasks of airports, the composition of the property complex, the basic procedures for managing the development and attraction of investments in airports, the features of state regulation, relationships with air carriers and other clients.
1.1.3. The provision is mandatory for use by all state regulatory bodies in air transport, airports and air transport operators, air transport infrastructure enterprises, regardless of their departmental affiliation and form of ownership.
1.1.4. Based on the general principles and requirements established by these Regulations, as well as the domestic and foreign rules and documents in force in the air transport of the Russian Federation, airports independently, taking into account the specific operating conditions of a particular airport, develop and put into effect regulatory and methodological documents in the prescribed manner (regulations, guidelines, recommendations, etc.) regulating the organization and management of the functioning and development of airports in the Russian Federation.
1.1.5. Monitoring compliance with the requirements and correct application of these Regulations is carried out by the Air Transport Department of the Ministry of Transport of the Russian Federation.
1.2. Definition, status and ownership of airports
1.2.1. An airport is an enterprise (a structural unit of an enterprise) that provides reception and dispatch of passengers, baggage, cargo and mail, services for aircraft flights, crews and has for these purposes the necessary ground facilities, buildings, equipment, structures and a specially prepared land plot.
The airport, on its own or by the relevant agents (executing enterprises) involved on a contractual basis, ensures the reception and release of aircraft, operates the airfield, air terminal, postal and cargo complexes, storage and refilling facilities for fuels and lubricants (fuels and lubricants). technical and commercial maintenance of aircraft, operation of means of providing technological processes in the airport area with heat, electricity, transport and communications.
The airport, in accordance with the Federal System for ensuring the protection of civil aviation activities from acts of unlawful interference, ensures compliance with the requirements of norms, rules and procedures for aviation security.
The airport, in accordance with current legislation and without disturbing the ecology of the airport area, also carries out other (non-aviation) activities, leases, concessions and on other contractual terms to enterprises objects, structures, buildings, non-residential premises, equipment and land plots for production and commercial activities (for airports of state ownership - in agreement with the body authorized by the owner).
1.2.2. Taking into account the socio-economic significance, the monopoly position of airports in the air transport market and the need to protect the interests of consumers of air services when making decisions on the creation or reorganization of airports, the formation of an airport management system or the transformation of their form of ownership, appropriate mechanisms must be provided for the effective participation of the state in managing the development and functioning of airports. These may include:
consolidation in state ownership of a controlling stake in joint-stock airports or airlines that include airports;
consolidation in state ownership of a complex of state-owned non-privatized property of airports (including the airfield complex and the air traffic control complex);
inclusion, in accordance with the procedures provided for by the airport charter, on the basis of a decision of representatives of the airport owners and with the consent of the relevant government bodies at various levels responsible for ensuring the development and functioning of air transport, representatives of these government bodies in the airport management bodies representing the interests of the owners (supervisory boards, boards of directors, etc.)
1.2.3. Airports, as a rule, operate in the organizational and legal form of a state unitary enterprise or joint-stock company with a controlling stake in state ownership.
Airports currently operating in the status of structural divisions of united civil aviation enterprises (combining the functions of an airport and an air carrier) are subject to separation into independent enterprises.
The timing and procedure for separating airports into independent enterprises, taking into account the readiness of specific enterprises and economic feasibility, are established:
- for federally owned airports - by the State Committee of the Russian Federation for Management state property in agreement with the Ministry of Transport of the Russian Federation (Department of Air Transport of the Ministry of Transport);
- for other airports - by the property management committees of the constituent entities of the Russian Federation in agreement with the regional air transport departments of the Ministry of Transport of the Russian Federation.
The basic principles of division of property between airports and airlines during the division of united airlines are established by a joint decision of the State Property Committee of Russia and the Ministry of Transport of the Russian Federation.

Chapter 2 PURPOSE AND MAIN TASKS OF AIRPORT OPERATIONS
2.1. Special purpose
2.1.1. The activities of airports are carried out in the interests of passengers and other clients - consumers of air services, as well as subjects of the air transport market that directly carry out air transportation or contribute to their implementation.
2.1.2. Airports must help meet the needs of the population of the serviced territory for aviation services, guarantee equal opportunities for users in the provision of services (air transport operators, passengers and clients, tenants, concessionaires, etc.), effectively operate and expand production capacity in accordance with the needs of the air transport market, with ensuring the safety of life, health, property interests of users, compliance with current domestic and international conditions, norms, and rules for the functioning of airports.
2.2. Main tasks of airports
2.2.1. Carrying out work and services for servicing aircraft of airlines (airlines) and other owners at the airport (servicing passengers, baggage, handling cargo, mail, refueling with fuel and lubricants and special fluids, regulating air traffic in the airfield area, providing flight catering, supplying heat and electricity, etc.
2.2.2. Ensuring compliance in the airport area with the requirements established by current legislative and regulatory acts in the field of flight safety, servicing of aircraft, passengers, baggage, mail and cargo.
2.2.3. Ensuring aviation security (creation and operation of an aviation security service, airport security, aircraft and civil aviation facilities, screening of crew members, service personnel, passengers, hand luggage. baggage, mail, cargo and on-board supplies, preventing and suppressing attempts to seize and hijack aircraft).
2.2.4 Control and direct support of planning, operation, development, improvement and arrangement land plots, all main and auxiliary facilities, buildings and structures on the airport territory.
2.2.5. Expanding the scope of services for passengers and airport clients.
2.2.6. Rational use of available own labor, material and financial resources, borrowed funds and investor funds to ensure economic efficiency of current activities and long-term production development of the airport.
2.2.7. Acquisition on the right of ownership or on the terms of rental, leasing, concession and other agreements necessary for the effective organization of production activities of property, buildings, structures, land plots, licenses, non-property rights, financial assets and securities.
2.2.8. Construction and operational maintenance of the necessary structures to ensure take-off, landing, taxiing and parking of aircraft, as well as to support the activities of airport services.
2.2.9. Control over construction on the airport territory in compliance with flight safety requirements, prohibition of the construction of objects that are high-altitude obstacles, control over compliance with the requirements for the installation of markings and radio equipment, fences in the airfield area.
2.2.10. Participation in the investigation, in accordance with the established procedure, of accidents and breakdowns of aircraft at the airport, flight accidents with aircraft in the airport area.
2.2.11. Organization and implementation of emergency rescue operations.
2.2.12. Carrying out, in the prescribed manner, the collection, synthesis and analysis of information about aviation accidents at the airport and the prerequisites for them, about failures and malfunctions of ground-based aviation equipment.
2.2.13. Carrying out measures to strengthen the internal security regime at the airport in cooperation with law enforcement agencies.
2.2.14. Implementation, in accordance with the general airport development plan, of capital construction, reconstruction and overhaul of airport facilities.
2.2.15. Organization of training and retraining of personnel.
2.2.16. Organizing, in accordance with the established procedure, technical supervision of the condition of facilities and maintaining records and reporting on production, economic, operational and other activities on the territory of the airport.
2.2.17. Conducting foreign economic activity, concluding commercial, technical and other agreements (agreements), contracts with foreign legal and individuals in accordance with current legislation.
2.2.18. Implementation of cooperation on a contractual basis with Russian and foreign airports, air carriers, other enterprises, organizations, associations, etc. on issues of effectively meeting existing and future needs for the development of air services, opening new and operating existing airlines.
2.2.19. Implementation of environmental protection measures at the airport and adjacent areas.
2.2.20. Organization of civil defense of facilities, preparation for the implementation of defense tasks provided for by the relevant plans and mobilization tasks.
Some of the listed tasks can be performed by specialized enterprises under contracts with the airport, including in some cases on the basis of lease (sublease) from the airport of relevant buildings, structures, equipment and other necessary property.
2.3. Classification and types of airports
2.3.1. For the purposes of design, operation and certification, airports are divided into classes depending on the volume and profile of work performed in accordance with regulatory documents governing the design, construction, operation and certification of airports.
2.3.2. Depending on the type of transportation performed, airports are divided into international and domestic transportation.
International airports include airports through which international air transportation is permitted in accordance with the established procedure and where appropriate customs, border and sanitary-quarantine control is ensured.
Airports for domestic transportation include airports that do not have permission to carry out international aviation flights, transportation through which, as a rule, is carried out within the Russian Federation and without going through the customs, border and sanitary-quarantine control procedures carried out at international airports.
2.3.3. Depending on the established status, airports are divided into airports of federal, regional (republican) significance and airports of local airlines.
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 usually include airports whose annual volume passenger transportation through which is at least 500 thousand people, having a runway with artificial turf and a complex 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 government system Russian Federation (the list of federal airports is given in the appendix).
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.
Airports of local airlines 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.

Chapter 3
MAIN DIVISIONS AND COMPOSITION OF THE AIRPORT PROPERTY COMPLEX
3.1. Composition of the airport's main departments
3.1.1. To implement the goals and objectives formulated in Section 1, the airport creates the following main divisions, departments, services (standard), the list of which is given below:
- information and analytical, commercial, economic planning, legal and other administrative and managerial;
- production and control room:
- flight safety inspection:
- organization and development of transportation (by type of transportation);
- movements and relevant units ensuring the operation of radio equipment and communications facilities (before the separation of the relevant units into independent enterprises or institutions);
- airfield;
- navigator's:
- fuels and lubricants:
- electrical and lighting support;
- special transport (vehicle fleet);
- heating and sanitary technical support;
- operation of ground structures:
- capital construction;
- repair and construction site;
- chief mechanic;
- aviation security;
- environmental protection;
- metrological;
- logistics:
- hotel and dispensary services;
- medical and sanitary;
- fire department;
- emergency rescue:
- VOHR (as part of the aviation security service):
- housing and communal services;
- other divisions providing production and commercial activities of the airport, including non-aviation activities (food, trade, entertainment, various types of services for legal entities and individuals, etc.) subject to the creation of the appropriate material and technical base and obtaining licenses to carry out these works
The airport can create its own services for aircraft maintenance (aviation engineering service).
3.1.2. The specific list, names and composition of services and divisions 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, and the distribution of responsibilities between airport services and tenants, concessionaires for the implementation of certain types of work and services at the airport.
3.2. Composition of the airport property complex
3.2.1. In its production and commercial activities, the airport uses property owned by it, under the right of economic management, or received under rental agreements, leasing, etc. equipment, real estate, land plots under real estate and adjacent territories, both within the existing land use boundaries and taking into account the future development of the airport, to ensure service at the airport for air carriers, passengers and clientele.
Joint-stock companies created in the process of privatization on the basis of state-owned air transport enterprises use state-owned non-privatized property of airports on the basis of a long-term lease agreement.
3.2.2. The composition of airport buildings and structures, the requirements for their main indicators are determined by the volume of work performed on passenger service, baggage, cargo and mail handling, technical and commercial maintenance of aircraft, other work and services for the main (aviation) and non-aviation activities of the airport.
3.2.3. The main buildings and structures for industrial purposes include: airfields; air traffic control (ATC), radio navigation and landing facilities (if these facilities and corresponding services are not allocated in the prescribed manner or are not subject to separation into independent enterprises or institutions);
buildings and structures for passenger transportation services; buildings and structures for servicing freight and postal transportation; aircraft maintenance buildings and structures; aviation fuel supply facilities.
3.2.4. Industrial buildings and auxiliary structures include the airport control building, emergency rescue stations, special transport service structures, airfield service base, repair and maintenance workshops, material and technical equipment warehouses, repair and construction base, boiler room, automatic telephone exchange, power supply systems. heating, water supply and sanitation. airport gas supply. a complex for dry cleaning and washing of aircraft soft equipment, environmental protection and waste disposal facilities. transport routes, engineering networks and structures, medical institutions, a dispensary for flight personnel, service canteens.
3.2.5. The buildings and structures supporting commercial activities of the airport may include: administrative business center. customs complex, catering and recreation facilities. currency exchange offices and other facilities intended to provide non-aviation activities and services.

Chapter 4
CERTIFICATION OF AIRPORTS AND LICENSING OF AIRPORT ACTIVITIES
4.1. Approval for operation and registration of airports
4.1.1. The order and procedures for opening and admitting airports to operation, the rules for their certification, registration and licensing of activities are regulated by the Air Transport Department of the Ministry of Transport of the Russian Federation.
4.1.2. The decision to open the airport for international flights is made by the Government of the Russian Federation.
4.1.3. Information about civil aviation airports of the Russian Federation is compiled into a special information data bank - the register of airports of the Russian Federation.
The regulations on the register of airports of the Russian Federation and the procedure for registering airports in it are established by the Department of Air Transport of the Ministry of Transport of the Russian Federation.
4.1.4. Information about all changes in the equipment and condition of airports and equipment that arose during operation is submitted to the Air Transport Department and recorded in the register.
4.2. Airport certification
4.2.1. Airport certification is an integral part of the state certification system for air transport, is carried out in accordance with the laws of the Russian Federation “On Certification of Products and Services”, “On Protection of Consumer Rights” and is aimed at:
- creating conditions for the effective operation of air transport in the Russian Federation:
- confirmation of compliance of air transport facilities with established requirements;
- ensuring flight safety and preventing acts of illegal interference in the activities of the airport, safety for life, health and property of the population;
- ensuring environmental protection:
- protection of the interests of the state, society and its citizens from dishonesty aviation enterprises and other legal entities and individuals whose activities are related to the implementation and provision of air transportation and aviation work;
- implementation of antimonopoly legislation, creation of conditions of free competition for the operation of airlines.
4.2.2. Certification of airports and issuance of corresponding certificates is carried out by the Department of Air Transport of the Ministry of Transport of the Russian Federation and its regional departments.
Air Transport Department:
- sets general principles carrying out certification of airports, organizes the development, implementation and implementation of the Certification Rules, procedures for inspection control over compliance with the Certification Rules and certified objects;
- makes decisions on joining international air transport certification systems, and also enters into agreements on mutual recognition of certification results;
- represents the Russian Federation in relations with foreign countries and in international organizations on airport certification issues.
4.2.3. Certification is subject to application independent airport or an airline that includes an airport as a structural unit.
The certificate certifies the airport’s compliance with state requirements (standards) for service activities at on a commercial basis air transportation and aviation work.
4.2.4. An airport may serve air transportation and aerial work only if the airport has a Certificate with special operational provisions attached to it. Operation of an airport that does not have a Certificate or whose validity has expired is not permitted.
Special operational provisions define the rights, tolerances and restrictions for the airport relating to the operation of flights in connection with the performance of air transport or aerial work to which this Certificate relates. They relate to determining the types of aircraft served, air routes, permitted airfield minimums, etc.
4.2.5. The certification rules determine the list of documents provided to obtain certificates, the procedure for considering applications, the criteria for assessing applicants applying for a certificate, the procedure and timing for registration and issuance of a certificate.
An assessment of an airport's compliance with established requirements is carried out in the event of acceptance into operation of: a newly built, reconstructed or technically re-equipped airport, or an aircraft of a new type, of a higher class or with a higher flight weight, being allowed to operate at the airport.
4.2.6. The validity periods of certificates and the procedure for their renewal are determined by the Air Transport Department. Making changes to existing certificates does not entail a postponement of their validity.
The certificate holder does not have the right to transfer these documents to another airline, legal entity or individual.
4.2.7. An airport holding an Airport Operating Certificate must:
- fulfill all requirements prescribed by the airport certification body (Department of Air Transport, regional air transport departments);
- ensure compliance with the required norms and rules regulated by current legislation;
- notify the airport certification body of all operationally significant changes occurring at the airport;
- carry out regular scheduled flight safety inspections at the airport, etc. if necessary, special inspections, especially after incidents and accidents;
- if non-compliance with current requirements is detected at the airport, introduce the necessary restrictions to ensure flight safety and inform the airport certification body;
- ensure compliance of the provided aeronautical information data with the actual characteristics and parameters of the airport.
4.2.8. The Air Transport Department has the right:
- establish a list of mandatory services performed by the airport. related to ensuring flight safety, aviation security, search and rescue operations;
- inspect airports to monitor their compliance with established requirements;
- suspend the validity of the Certificate in case of non-compliance of the airport with the established requirements.
Ensuring compliance of a certified airport with established requirements throughout the entire period of its operation rests with the airport operator - the Certificate holder.
4.2.9. Control over ensuring compliance of airports with certification requirements is carried out by the Department of Air Transport.
All deficiencies that are identified by the inspectors, upon their written notification, must be immediately eliminated by the management of the airline.
4.3. Licensing of airport activities
4.3.1. Airport activities related to servicing on a commercial basis aircraft, passengers and cargo at airports of the Russian Federation can be carried out by legal entities and individuals only on the basis of special permits (licenses).
4.3.2. Licensing of airport activities is carried out in accordance with the “Regulations on licensing of transportation and other activities related to the implementation of the transport process in air transport in the Russian Federation”, approved by Decree of the Government of the Russian Federation of August 23, 1993 N 850, and has the purpose of:
ensuring flight safety and compliance with established environmental standards during the operation of aircraft;
ensuring the normal functioning of the aviation services market, protecting the interests of consumers of aviation services and implementing the requirements of antimonopoly legislation.
4.3.3. Licenses are issued by the Department of Air Transport (for airport activities providing transportation on international and interregional air lines - the list of airports is determined by the Department of Air Transport) and regional air transport departments (for airports not included in the above list) of the Ministry of Transport of the Russian Federation for a period of at least three years.
Enterprises and entrepreneurs can simultaneously have licenses for several types of activities.
Licenses may provide for restrictions on the territory of their validity and the types of work performed.
The license does not relieve you from the obligation to have the necessary certificates. working diplomas, certificates and other documents provided current rules for the operation of aircraft. buildings, structures, equipment, technical means, devices and other objects.
4.3.4. The licensing rules determine the list of documents. provided for obtaining licenses, the procedure for considering applications, criteria for assessing applicants applying for licenses, the form, procedure and timing of registration and issuance of a license.
4.3.5. Refusal to issue a license is made in cases where:
the aviation and other equipment operated by the applicant does not meet the established flight safety requirements;
The applicant’s production base does not meet environmental and other established requirements:
the applicant’s qualification certificate does not correspond to the nature of the activity for which permission is requested;
the submitted documents contain incorrect information;
the applicant, in accordance with the procedure established by law, was found guilty of unfair competition in licensed activities.
4.3.6. Transfer of the license to other legal entities or individuals is prohibited.
If the legal form of the license holder changes, the license is subject to re-registration. Re-registration of a license is carried out in the manner established for its issuance.
4.3.7. The license holder is obliged to:
ensure compliance with the conditions specified in the license;
provide, at the request of the Air Transport Department of the Ministry of Transport of the Russian Federation, information on licensed activities.
4.3.8. Monitoring compliance with the conditions stipulated in the licenses. carried out by the Department of Air Transport and regional air transport departments of the Ministry of Transport of the Russian Federation.
4.3.9. A license may be canceled or suspended at the request of the license holder, as well as in the following cases:
liquidation of a legal entity:
failure by the license holder to comply with the conditions specified in the license;
failure to report, within the prescribed period, the information provided for by the current licensing rules to the Air Transport Department of the Ministry of Transport of the Russian Federation.

Chapter 5
DEVELOPMENT AND ATTRACTING INVESTMENTS IN AIRPORTS
5.1. Basic requirements for documentation and procedures for justifying the development of airports
5.1.1. Airport development is understood as the process of increasing the capacity (capacity) of individual airport buildings and structures, aimed at ensuring their compliance with the volumes of transport and commercial services provided by airports, current requirements and standards for ensuring the safety and regularity of flights, the quality and efficiency of servicing aircraft, passengers, handling cargo, improving the environmental situation in the airport area.
The procedure for assessing the compliance of airport buildings and structures with the planned scope of work is determined by the regulatory requirements established by the Air Transport Department of the Ministry of Transport of the Russian Federation.
5.1.2. The main documents defining the future development of airports, their buildings and structures are:
- airport development scheme or technical and economic assessment of the feasibility of airport development (or individual complexes, buildings and structures);
- feasibility study (feasibility study) for the development of the airport (or individual complexes, buildings and structures);
- business plan for the development of the airport (or individual buildings and structures) or investment plan (program) for development;
- airport master plan.
Master plans, schemes and feasibility studies for airport development must be developed by competent organizations that have the appropriate licenses and experience in carrying out such work.
Airports of federal significance must have airport master plans approved by the airport management with a 20-year development perspective for buildings and structures, subject to adjustment and clarification once every 5 years. Copies of master plans are sent to the Department of Air Transport and the State Pedagogical Research Institute of the State Aeroproject, as well as to the authorities of the constituent entities of the Russian Federation. With all changes to the general plan of the federal airport (including the prospects for its development), the airport must notify the Department of Air Transport and the State Pedagogical Research Institute of Aeroproject.
The airport has the exclusive right to control the construction, reconstruction and operational maintenance of all buildings, structures and facilities on its territory, including the airfield area, air traffic control and air traffic control facilities, passenger and cargo complexes and other facilities, including those operated by airlines, equipment and utilities airport.
5.1.3. A mandatory section of all documents defining the future development of airports is an assessment of the efficiency of commissioning airport production assets. The increase in production capacity, the compliance of the airport equipment with flight safety requirements and standards, the economic efficiency of putting fixed production assets into operation are analyzed, as a criterion for which when carrying out work on the development of the airport, the payback period of investments should be taken taking into account the dynamics of capital investments, operating income, expenses and profits airport, inflation rates.
For each development project, to analyze risk factors, several calculation options are developed with different sets of input data, taking into account optimistic and pessimistic forecasts of the conditions for the implementation of the project (plan).
5.1.4. The placement of airport facilities, the development of housing and other construction in its vicinity must ensure flight safety, full compatibility of the airport, as an integral part of the city-forming complex, with the established requirements for environmental protection, planning practices and development of cities (settlements).
Local authorities provide construction, reconstruction, improvement and operation of access roads to the airport, traffic regulation passenger transport on these roads, as well as telephone communications between cities and other populated areas and airports.
Measures necessary for the planning and implementation of planning projects, development and use of territories adjacent to the airport, which could affect the operating conditions and development of the airport, can be implemented by interested bodies and departments only in agreement with the Air Transport Department of the Ministry of Transport of the Russian Federation.
The necessary alienation of land plots in order to ensure the safe operation and development of the airport is carried out by decision of local authorities in accordance with the current regulations of the Russian Federation.
5.1.5. At airports, at individual facilities and adjacent territories, environmental protection measures must be provided, including protection from noise impacts, special types of radiation (microwave, electromagnetic, etc.), protection of atmospheric air from mobile and stationary sources of pollution, and soil protection. vegetation, fauna and water bodies, etc. The procedure for determining zones and pollution indicators, as well as the protective measures being developed, is determined by the current legislation in the field of environmental protection, as well as rules and requirements. instructions, techniques, etc. approved by the Air Transport Department of the Ministry of Transport of the Russian Federation. Airports must have everything Required documents on environmental issues, which record actual pollution (environmental passport, standards for maximum permissible emissions and discharges, acoustic passport, etc.).
Independent enterprises and organizations located on the territory of the airport ensure the availability of the necessary environmental documents for their site and occupied buildings and structures and carry out protective measures. Airport administrations are obliged to monitor the environmental protection activities of such enterprises and whether they have all the necessary environmental documents.
5.2. Organization of financing for airport development
5.2.1. Sources of financing for airport development are:
the enterprise's own funds, including the authorized capital formed in the prescribed manner, which is allocated to the enterprise by the founders (shareholders - for a joint-stock enterprise), depreciation funds for the restoration (renovation) of fixed assets, profit remaining at the disposal of the enterprise;
raised and borrowed funds from domestic and foreign individuals and legal entities (investors), intended for the implementation of investment programs on a contractual and, as a rule, repayable basis, including in the form of bank loans, loans, bills, bonds and other securities:
funds allocated on a preferential or non-refundable basis from the federal budget of the Russian Federation, republican, municipal and regional budgets, as well as target extra-budgetary funds formed by decision of the relevant government bodies.
5.2.2. When considering possible sources of financing for airport development, one should focus on mixed financing from various sources, including investor funds, government allocations from budgets at various levels, and the airport’s own funds. The implementation of their development programs provides for the broad participation of government bodies at various levels - shared financing of airport development programs from budgets at various levels and specialized extra-budgetary funds, preferential provision of land plots and conditions for the construction and reconstruction of the airport, development of their infrastructure from local sources, provision of state ( government or government bodies at the appropriate level) guarantees for loans or credits allocated to the airport by investors, issuance of special loans and securities guaranteed by local authorities on preferential terms for the airport and investors.
When an airport issues a targeted bond issue or other securities to finance a duly approved airport development program, the following must be ensured:
- targeted use of funds received from the issue, open access to the relevant data by the public and the media;
- formation, as part of the use of airport revenues, of a reserve fund to cover obligations to investors on issued securities, taking into account the volumes and payment schedule for obligations;
- preferential, by decision of the relevant government bodies, taxation of income, accrued interest, profit from the issue, use and any transactions with the specified securities;
- the presence of sufficient guarantees for investments in securities issued by the airport, ensuring the possibility of investing funds in them by any non-state and public investors - legal and private persons (in this case, it is possible to jointly, on a shared basis, provide the necessary guarantees by government bodies at the appropriate level and consortiums of banks and other non-state financial structures);
- guarantees from banks and other financial structures to ensure the return of funds invested in airport securities may give the guarantors the right to receive, in order to repay overdue debts arising on issued securities, fees and other income of the airport, but does not give the right to transfer or pledge the airport or any its complex, object.
5.2.3. Funds from the federal budget of the Russian Federation. republican, municipal and regional budgets and extra-budgetary funds can be provided in the form of: gratuitous loans, investment (preferential) loans, etc. The decision on the amount and type of financing from these sources is made by the relevant government management and regulatory bodies, whose competence includes resolving these issues.
5.2.4. A mandatory document that is provided to receive funds from the funding sources specified in clause 6.2.3 is a feasibility study with the conclusion of interested organizations, enterprises and departments and an application for budgetary allocations indicating the requested amount and the proposed type of financing. When planning the use of funds from the federal budget of the Russian Federation, the feasibility study must be submitted for examination to the Ministry of Transport of the Russian Federation.
At the request of the relevant government and regulatory authorities, the airport develops and submits for consideration a business plan (investment plan, program) for development, which must also pass the examination of the Ministry of Transport of the Russian Federation in the case of planning the use of funds from the federal budget of the Russian Federation.
5.2.5. Allocations from the federal budget of the Russian Federation are allocated to finance the development of airports of federal significance by decision of the Government of the Russian Federation. To consider the issue of allocating centralized capital investments, the airport must send an application for budget financing with a feasibility study for the feasibility of developing the airport or its facility and a business plan to the Regional Air Transport Administration. The regional department is obliged to review the specified materials and send them with its conclusion to the Air Transport Department of the Ministry of Transport of the Russian Federation. The application and Conclusion must contain proposals for the volume of budget financing, as well as volumes for other sources of financing, proposed types and forms of financing.
5.2.6. The following main forms of attracting non-state investors to the implementation of airport development programs are used:
- sale of part of the airport’s shareholding at an investment competition or auction as part of the implementation of its privatization plan;
- sale of blocks of shares as part of their issue when increasing the authorized capital of a joint-stock airport:
- competitive sale, leasing, rental, concession, granting expansion and construction rights with subsequent long-term lease individual airport facilities or complexes, for example, terminal complexes, service sector facilities, etc. (with the exception of objects that are not subject to privatization, related to ensuring flight safety, or the ownership of which may lead to a technological monopoly over the process of airport operation);
- concluding contracts for the management of the airport or its individual complexes.
5.2.7. Attraction of foreign investors is carried out in the manner established by the current legislation of the Russian Federation.

Chapter 6
RELATIONSHIP OF THE AIRPORT WITH AIR CARRIERS AND OTHER CLIENTURES
6.1. Access rights for air carriers to airport facilities
6.1.1. The airport is obliged to ensure the right of equal access and equal operating conditions for air carriers of all forms of ownership operating flights (transportations) on the basis of existing licenses. including providing information necessary for organizing and performing transportation, providing for lease (use) necessary to support the aviation activities of the facility. structures, storage tanks for fuels and lubricants. cargo, equipment. special vehicles, hangars, parking areas, areas and premises in terminals, places in hotels and dispensaries, land plots on the territory of the airport, taking into account the available production facilities and conditions for the effective use of the airport property complex.
It is unacceptable to introduce measures of discriminatory economic impact and restrictions on the exercise of commercial rights of operators, except in cases where such restrictions relate to ensuring transportation safety and the requirements of government bodies. force majeure circumstances.
6.1.2. Sublease of any property leased from the airport by legal entities and individuals is not permitted.
6.1.3. In order to ensure technological connections for the reception, dispatch of aircraft and air transportation services, the airport enters into agreements with airlines, which establish the list and procedure for the provision of services and the legal responsibility of the parties.
All services of the contracting parties involved in ensuring the departure and landing of aircraft are in operational cooperation with the airport's production and dispatch service. The parties use only technologies for operational servicing of aircraft, passengers, processing of mail, baggage, cargo and other types of business activities approved or agreed upon by the airport management. Under the terms of the contract, the airport has the right to establish the procedure for entering any area used (rented) by clients and providing the necessary information to inspect compliance with the terms of the contract.
In case of non-fulfillment or improper fulfillment of the terms of the contract, the parties have the right to terminate it early.
6.1.4. When several clients contact the airport with a request to rent the same buildings, structures, parking lots, equipment or proposals for work and services, the decision is made on a competitive basis, with priorities given to clients who:
previously carried out similar work under an agreement with the airport (including on a priority basis - base airlines);
have prepared a business plan confirming the possibilities for the best implementation of the production functions provided for by the airport charter, and have sufficient conditions to ensure quality service standards.
When concluding contracts with airlines, in addition to the above, the following priorities are also used (listed in descending order of priority):
Airlines operating scheduled international flights:
airlines operating scheduled domestic flights;
airlines performing domestic and international air transportation on a charter basis.
6.2. Setting rentals, airport rates and fees
6.2.1. Aviation rates and charges established by airports must comply with the following requirements:
determined according to a unified methodology established by the Air Transport Department of the Ministry of Transport of the Russian Federation:
be the same for all air carriers (i.e., they depend only on the type of aircraft served and the list of services provided).
The rates and fees and all their changes are subject to approval and registration in accordance with the procedure established by the Air Transport Department of the Ministry of Transport of the Russian Federation.
6.2.2. State regulation of the pricing policy of airports and control over the correct application of the unified system of aviation rates and fees is carried out by the Department of Air Transport with the participation of regional air transport departments of the Ministry of Transport of the Russian Federation and territorial departments of the State Committee of the Russian Federation for Antimonopoly Policy and Support of New Economic Structures.
6.2.3. State regulation of airport pricing policy includes both regular and selective control, analysis and assessment of the following main aspects of pricing policy:
- the level of prices (rates and fees), including the correctness of their calculations, the correspondence of price growth rates to the reasonable growth rates of airport costs, and the airport’s profitability level to the established limit (at the end of the year as a whole);
- compliance of the volume and quality of services (work) actually provided by the airport of any airline with the rates and fees charged to it (that is, the volume and quality of services provided for when calculating airport prices);
- timing of price revisions, including lead time and frequency;
- the correctness of settlements with airlines regarding rates and fees, including the amount of prepayment for airport services, the timing of invoicing by airports. Correct execution of invoices (reflecting the scope of work for airlines) and organization of appropriate accounting at airports:
- airport policies in relations with third-party enterprises and organizations providing airport services at the airport, including the base airline (encouraging the development of competition: responsibility and control over the prices and quality of their services).
6.2.4. Leases and concessions for servicing the main activities of air carriers are provided by airports for a fee based on compensation of the airport’s full costs of supporting aviation activities and reproducing the property used.
6.3. Allocation of time slots to air carriers at airports. Coordinated airports
6.3.1. The airport, in agreement with air carriers, determines the service time (arrival/departure) of the aircraft, taking into account the capacity of facilities and services and their actual load.
If it is not possible to provide the air carrier with the time slot that it requests, the airport is obliged to offer another nearby time slot.
If a mutually acceptable solution on the allocation of a time slot is not reached between the airport and the air carrier, then the Department of Air Transport (regional air transport department) of the Ministry of Transport of the Russian Federation considers the conflict situation with the interested parties to make a decision.
6.3.2. In the event that air carriers carrying out more than half of the airport's operations and/or airport management believe that, at certain periods, the airport's capacity is insufficient for actual or planned operations, and if new (at the airport) participants in air transportation experience serious problems with obtaining time slots for flights, then, at the request of the above air carriers, the Air Transport Department (the corresponding regional air transport department) of the Ministry of Transport of the Russian Federation will organize an analysis of airport capacity using generally accepted methods for this purpose. to determine the possibilities of increasing it by changing the infrastructure and operating procedures of the airport. Stakeholders should be able to review both the results of the analysis and the methodology used to conduct it.
6.3.3. If the results of the analysis indicate that there is no ability to quickly resolve the problems of airport congestion (the capacity of the airport’s ground complexes does not allow us to fully satisfy the requests of all air carriers in terms of volume or time of service provision). The Air Transport Department of the Ministry of Transport of the Russian Federation, with the consent of interested parties, can declare an airport coordinated for those periods of time during which capacity problems arise at this airport, after which it appoints an independent airport coordinator (a legal entity or individual with professional knowledge of the problem of scheduling coordination on airlines), ensures, with the participation of interested parties, the creation of a coordinating committee at the airport (as an advisory body), approves the work regulations of the coordinator and the coordinating committee.
The coordinator is responsible for allocating time slots to air carriers for service at the airport and controls the process of using time slots.
The regulations for the activities of the coordinator are based on the principles:
efficiency (maximum use of airport capacity):
impartiality (working on the basis of objective criteria);
transparency (availability of information to all interested parties);
using fair and non-discriminatory procedures for the allocation of time slots and the provision of services;
preserving the rights of old (at a given airport) participants in air transportation;
providing the opportunity for new air transportation participants to enter the market:
maintaining the necessary proportions between interregional and intraregional air transportation.
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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, dispatching, basing aircraft and servicing air transportation, having for these purposes an airfield, an air terminal (in major airports often several air terminals), one or more cargo terminals and other ground facilities and 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 (transferring from one aircraft to another).

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

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

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

1. Improving the organization of passenger service at the airport

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

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

However, many of you have encountered suboptimal choices of IT implementations 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 of rapid economic growth, everything new and complex in the field of information technology for passenger service revolved around the electronic ticket (ET) and the “saving” of airline funds.

Firststage passenger services - sale of transportation.

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

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

With the introduction of EB, in addition to the traditional 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 (via self-service kiosks, airline website, etc.) makes the process very individual for each airline. Airlines are seeking to impose a single (proprietary) DCS at all their airports. 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 EB, data on flight coupons is supplied to 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 electronic registration passengers at the level of a regulatory act, a number of airports used a more reliable and cheaper method of registering passengers “Type B”: ETL, which allows, without interactive interaction with CRS, to register passengers locally, in the airport database. 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 quantity 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:

VZR (adults) - from 12 years and older

RB (big child) - from 2 to 12 years

RM (small child) - from 0 to 2 years

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

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

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

Quantity of VZR * 75 (80) kg.

Quantity of RB*30 kg.

Quantity of RM*15 kg.

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

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

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

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

2.2 Aircraft alignment chart

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

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

X=H/Va*100%

Where:

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

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

In operation, the alignment of the aircraft is determined using the 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. If a flight is performed on an aircraft of another airline, flight coupons are sent to the aircraft operator.

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

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

Orderfillingstatementsregistration.

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

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

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

If a child under 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; new data is entered in the next line. The corrected totals in the statement must be discussed and signed by the check-in agent and the baggage handler.

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

Exercise

Fill out the passenger and baggage shipment registration sheet.

St. Petersburg-Surgut.

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

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

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

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

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

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

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

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

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

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

3.2 Luggage list

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

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

The baggage manifest contains the following information:

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

About unaccompanied baggage (baggage sent with forwarding receipts),

About all malfunctions detected during acceptance operations,

About the results of baggage claim at the destination airport.

Procedure for filling out the baggage manifest.

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

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

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

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

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

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

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

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

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

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

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

3.3 Summary loading list

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

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

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

The procedure for filling out the summary loading sheet.

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

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

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

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

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

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

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

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

Line "limitmail"

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

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

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

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

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

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

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

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

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

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

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

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

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

1. Fill in the line mass of passengers.

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

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

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

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

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

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

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

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

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

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

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

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

PeculiaritiesfillingSZVVintermediateairports.

Upon receipt of the departure telegram from the initial airport of departure, 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 out 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.

At the end of registration, the duty officer enters the registration results in the “DG line”, then sums it 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 attribute line 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 of individual types of loading. Each scale division represents a graphical change in alignment.

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

Conclusion

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

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

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

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

Shown in Fig. 3 organizational structure of JSC "Anapa Airport" belongs to the linear-functional type of organizational structures.

The company is headed by a general director, who is responsible to the board of directors. Advisors report directly to the CEO, Chief Accountant, heads of departments and deputies with services formed along functional lines. These include:

1. Deputy general director for production, to which they are directly subordinate:

Production and dispatch service of the enterprise;

Complex of engineering and technical maintenance of aviation equipment;

Logistics Department;

Transportation organization service;

Fuel filling complex;

Information Technology and Communications Service.

2. Head of the flight safety and quality service, to whom he directly reports:

Navigation service;

Medical unit;

3. Deputy General Director for Airport Operations and Construction, to whom he directly reports:

Aerodrome Service;

Special transport service;

Flight electrical lighting service;

Heating and sanitary technical support service;

Ground Facilities Operation and Construction Service;

ORGANIZATIONAL STRUCTURE OF JSC "ANAPA AIRPORT"

Fig.2. Organizational structure of JSC "Anapa Airport"

4. Commercial director, to whom he directly reports:

Hall of Officials and Delegations;

Settlement Department;

Contracts Department;

Hotel.

5. Deputy General Director for Security, to whom he directly reports:

Aviation Security Service;

Flight Search and Rescue Service;

First department;

Civil Defense and Emergency Specialist.

All services, departments and groups are headed by chiefs who are entrusted with the responsibilities of operational management of the activities of the units and control functions.

Structure of the transportation organization service

Passenger service is the main activity of Anapa Airport OJSC. Ultimately, the work of all departments of the enterprise is aimed at maximizing the organization of passenger service. The transportation organization service, which includes 5 technological groups corresponding to the main operations of the technological process of passenger service, is directly involved in the organization of passenger service in the AVK (Fig. 4):

Passenger check-in and baggage clearance group;

Passenger meeting and boarding group;

Dispatch support group for emergency control systems;

Information group;

Baggage claim and service control group.

· The Transportation Organization Service (SOP) is a structural division of Anapa Airport OJSC.

Fig.3. SOP Organizational Structure

· The service is created and liquidated by a decision of the Board of Directors of OJSC Anapa Airport, which is announced for the enterprise by order of the general director.

· The service reports directly to the Deputy General Director of Anapa Airport OJSC for production.

· General management of the service, ensuring that SOP employees fulfill assigned tasks is carried out by the head of SOP, who is appointed to the position and dismissed from it by order of the General Director of Anapa Airport OJSC. The head of the SOP is responsible for failure to ensure that the SOP fulfills the functions and tasks assigned to the service. During the period of temporary absence of the head of the Security Operations Center, his official duties are performed by a person temporarily appointed by order of the General Director of Anapa Airport OJSC.

· SOP employees are appointed to positions and dismissed from positions by order of the General Director of Anapa Airport OJSC on the recommendation of the head of the SOP.

· The rights and responsibilities of the head of the SOP and employees of the SOP are determined by the relevant job descriptions and these Regulations.

· The activities of the SOP are aimed at providing commercial servicing of aircraft of airline carriers performing domestic and international flights in terms of passenger service, baggage, mail and cargo handling. The main objectives of the SOP are: organizing a high level of service for passengers, shippers, consignees, airline agents, compliance with current work technologies, registration of transportation documentation, calculation of aircraft alignment characteristics, monitoring compliance with the rules for the transportation of passengers, baggage, mail and cargo, resolving general issues , relating to the activities of Anapa Airport OJSC, maintaining cleanliness and microclimate in the terminal premises in accordance with the requirements of the relevant documents.

· The office for record keeping has personal stamps of employees, the use of which is regulated by the Regulations on the accounting, storage and control of the movement of stamps in the SOP.

The main functions of the SOP are:

· Organization and provision of quality service for passengers, baggage, mail and cargo in accordance with approved technologies;

· Implementation of the entire range of organizational and technical measures provided for by current legislation and regulatory and technical documentation for uninterrupted and reliable operation of equipment and property assigned to SOP;

· In accordance with current rules, timely and high-quality execution of transportation documentation;

· Implementation of measures to improve the organization of transportation, increase the technical equipment of the SOP with means of communication, mechanization and automation of technological processes;

· Participation in the development of aircraft schedules, concluding agreements with airlines and cargo clients;

· Carrying out aircraft alignment calculations and monitoring the placement of commercial cargo on aircraft in accordance with loading patterns;

· Registration in the prescribed manner of documents related to violation of the rules for transporting passengers, baggage, mail and cargo;

· Development and implementation of measures to eliminate violations committed by SOP employees in the technological process of servicing passengers, processing baggage, mail and cargo;

· Conducting consideration of complaints and claims from passengers and cargo clients, organizing the preparation of responses to them, developing and implementing measures to eliminate the causes of complaints;

· Participation in drawing up plans for current and major repairs of buildings and structures assigned to the SOP, drawing up current and long-term plans and applications for equipment, material assets, accounting for property used in the premises and technological areas of the SOP;

· Ensuring safe access of vehicles and mechanization equipment to and departure from aircraft during loading and unloading operations;

· Development of proposals for the implementation of measures to save material resources, fuel and energy through their rational use. Rational use of allocated financial resources;

· Ensuring compliance with current rules and regulations on labor protection, safety and industrial sanitation when providing service to passengers and processing of baggage, mail and cargo by service employees;

· Organization of work on labor protection in accordance with current regulations. Ensuring that workers undergo medical examinations, training and knowledge testing, providing workers with special clothing, instructions and rules, monitoring the technical condition and safe operation of facilities and fixed assets;

· Participation in accident investigations; severe, fatal and group accidents; occupational diseases and occupational poisoning associated with the operation of equipment, property and vehicles; development of measures to prevent recurrence of similar cases, monitoring the implementation of these measures;

· Professional training of service workers, testing the knowledge of personnel on labor protection, electrical safety, fire safety, development of appropriate training programs and instructions. Organizing advanced training for employees and conducting their certification;

· Interaction with agents and representatives of airlines at Anapa airport;

· Execution of SOP measures by the relevant personnel in accordance with the instructions, orders in force at Anapa Airport OJSC:

To organize the search and rescue of aircraft on the signal “READY”, “ALERT”;

Upon receipt of information about the preparation of criminal acts in the activities of the Civil Aviation, reports of the seizure of aircraft and the announcement of the “NABAT” fee;

In cases of aviation accidents or preconditions for them (evacuation and escort of passengers, unloading, weighing and delivery of baggage, mail and cargo to a designated safe place);

For civil defence.

· Organization of warehouse operations, maintaining records and statistical reporting on services provided to passengers and cargo clients, maintaining records of receipt and consumption of materials;

· Organizing the work of the airport complex development group to keep the terminal premises clean and provide additional services passengers for baggage packing.

Interaction of SOP with other services (divisions).

To perform the functions and exercise the rights provided for in this provision, the transportation organization service interacts:

With the flight safety and quality service on issues of: organization, planning and implementation of measures to ensure flight safety, compliance with the requirements of regulatory documents, analysis of the state of flight safety, certification, standardization, quality system management.

Receipts:

Regulatory and administrative documentation on flight safety, certification, organizational issues of flight support;

Analyzes of the state of flight safety in the Civil Aviation Administration, Southern UGAN, JSC Anapa Airport, conclusions on the investigation of the accident;

Flight Safety Information Bulletins.

Providing:

Monthly reports on ensuring flight safety in the service;

Quarterly analyzes of the state of flight safety in the service;

Reports, certificates, reports on the implementation of inspector orders, regulatory and administrative documents of the Ministry of Transport of the Russian Federation, FSNST, FAVT, Southern UGAN Rostransnadzor, Southern OTU Rosaviatsiya, orders and instructions of the General Director regarding SBP and K;

Office memos, certificates, information on quality system management issues (upon request and if necessary).

With PDSP on issues: planning and execution of flights, commercial support of flights.

Receipts:

Information on termination, renewal and restrictions on the acceptance and release of aircraft;

Information about changes and additions to the daily flight plan;

Information on the planning of scheduled and controlled flights, additional custom flights, unscheduled commercial flights, military and other departments;

Messages according to the aircraft movement information sheet;

Information about the readiness of the crew and aircraft to receive passengers.

Providing:

Information about preliminary commercial loading for the flight, the presence of organized groups of children on the flight;

Information about failure situations in the technological process of servicing passengers and cargo, mass gatherings of passengers at the airport terminal;

Operational information on the commercial load of the flight upon departure of the aircraft.

With the Special Vehicle Transport Service (SST) on the following issues:

Receipts:

Special vehicles and mechanization equipment for organizing services for passengers, luggage, mail and cargo;

Information about the delay in the allocation of special vehicles for a certain time;

Prompt allocation of a passenger bus for one-time urgent requests;

Performing maintenance and repair of process equipment.

Providing:

Table of allocation of special vehicles for commercial servicing of passengers, baggage, mail and cargo;

Applications for maintenance and repair of SOP technological equipment.

With the navigation service regarding:

Receipts:

Information on limiting the take-off weight of the aircraft and data for calculating the alignment schedule;

Daily navigational calculations for flights (distance between airports, flight time on this type of aircraft, estimated fuel consumption for the flight, alternate airfield).

Providing:

Information on the types of services provided for commercial aircraft maintenance.

With the logistics department regarding:

Receipts:

Materials, equipment, inventory, workwear and personal protective equipment, uniforms.

Providing:

Applications for the purchase of materials, equipment, inventory, workwear and personal protective equipment, and uniforms completed in accordance with the established procedure.

With FEO on questions:

organizing, planning and implementing measures to ensure the financial and economic activities of the service, fulfilling the requirements of regulatory documents.

Receipts:

Annual service cost estimates;

Approved staffing SOP.

Providing:

Necessary information on service, plans for repairs, reconstruction and other work for inclusion in the economic and social development plan;

Proposals for inclusion in the cost estimate, purchase of new equipment;

Draft staffing schedules, time sheets and other documents for the calculation and payment of wages, staff reporting schedules;

Established reporting.

Contact the ESTOP service regarding:

organizing and implementing measures to provide electricity to the terminal building and technological areas of the SOP.

Receipts:

Uninterrupted supply of electricity to office and production premises, technological service areas and passenger rest areas;

Maintenance and repair of electrical equipment service.

Providing:

Applications for repair and maintenance of electrical equipment of the service;

Contact TiSTO service regarding:

Receipts:

Providing all types of thermal energy;

Ensuring the service's needs for domestic and drinking water supply;

Maintenance of heat supply, water supply, sewerage and ventilation systems.

Providing:

Applications for repair and maintenance of heating, water supply, sewerage and ventilation systems;

With SPASOP regarding:

organizing and performing search and rescue operations, ensuring fire safety during emergency evacuation operations, observing fire safety standards when performing aircraft maintenance.

Receipts:

Information regarding the participation of SOP calculations as part of the airport’s automated control system;

Schedules for ASC exercises and training, training sessions;

Regulatory framework regarding PASOP, fire safety norms and rules;

Information about identified violations of fire safety rules in the SOP and measures taken regarding them.

Providing:

Daily reports on the number of workers on duty as part of the ASR, involved in emergency rescue operations;

Applications for the inclusion of SOP personnel in the emergency crews of the ASK and the compliance of candidates with the requirements for them;

Reliable information on emergency flight support issues, in terms of SOPs;

Information on compliance with fire safety standards at SOP facilities and when performing aircraft maintenance work.

With the information technology and communications service on issues:

Receipts:

Providing the required quantity of portable radio stations at the request of the head of the service;

Maintenance and repair of radio stations;

Carrying out maintenance and repair of audio and visual information systems, operational communication equipment.

Instructions on the rules for using office equipment and communications, automated systems established in the SOP;

Software of used automated systems;

Maintenance of software products;

Providing:

Applications for repair and maintenance of communications and office equipment;

Table of allocation of portable radio stations.

With the MSCh on questions:

Receipts:

Organizing periodic medical examinations of service employees in accordance with current industry documents;

Conducting daily medical monitoring of SOP workers working on the platform.

Receive first aid kits medical care.

Conducting training for ACP personnel in providing first aid to victims of accidents.

Providing:

All data necessary for organizing medical examinations;

With the legal department:

Receipts:

Necessary consultations and opinions on legal issues, visas on documents of legal significance.

Copies of agreements on issues related to the activities of the SOP.

Representation:

Documents of legal significance.

With the labor protection and industrial safety service

Receipts:

Regulatory and administrative documentation on ecology and organization of environmental activities, metrological support and labor protection;

Analyzes of the state of labor protection at civil engineering enterprises.

Providing:

Information on environmental issues, metrological support, labor protection;

Control charts for assessing the state of health protection in the SOP.

Production and economic activities of OJSC "Anapa Airport".

Analysis of the volume of work performed.

airport transit charter flight

Table 1. Production indicators for the last 3 years

Anapa Airport serves more than 600 thousand passengers a year.

An analysis of the dynamics of the airline's development in recent years indicates a steady increase in flights carried out from the airport and an increase in the number of air passengers sent.

Every year the number of passengers at Anapa Airport increases by 6-8%.

In the summer season, the airport's passenger traffic reaches 6,000 people per day.

Diagram 1. Number of sorties over 3 years

Diagram 2. Number of passengers served over 3 years

Diagram 3. Financial indicators for 3 years

Forecast of enterprise development until 2012.

Today the resort town of Anapa has about 130 thousand inhabitants, sanatorium-resort complex it includes 178 health resorts (sanatoriums, boarding houses, holiday homes, children's medical and health complexes), 37 of which are year-round. According to the master plan for the reconstruction and development of the resort, it is planned to increase the population of the city of Anapa to 250 thousand residents by 2012, develop the network of resort business institutions by more than 2 times, and transfer seasonal health resorts to a year-round system of operation.

The development of the Anapa resort city is inextricably linked and will significantly affect the development of Anapa Airport OJSC.

Anapa Airport has a favorable geographical location in terms of the passage of main traffic flows (proximity of the main seaports - Novorossiysk, Temryuk, development of the southern part Taman Peninsula- construction seaport Iron Horn, ferry crossing through the Kerch Strait.

The forecast for the development of the transportation market is based not only on an increase in passenger traffic to the Anapa resort area, but also taking into account the growth in the number of cities: Temryuk (development of the Azov Sea resort area), Novorossiysk (in connection with the transfer of the Black Sea Fleet from Sevastopol).

With the expansion of business and tourist connections, there has been a constant increase in passenger traffic to the South. At the same time, in the coming years, with the expansion of resort and tourism activity on the Black Sea coast, a sharp increase in foreign tourists and tourists from other regions of Russia is expected. The demand for organizing transit and charter transportation is also growing; particularly promising destinations are the regions of Siberia, the Far East, the cities of Greece, Turkey, and Germany.

The opening of a terminal (remote access for passenger registration) in the large industrial city of Novorossiysk for registration of air passengers flying from Anapa Airport will improve the quality of passenger service and make air travel more attractive. Registered passengers and their checked baggage will be delivered to the airport on comfortable buses immediately on time departure of the aircraft, which will reduce the time passengers spend at the airport terminal.

Registration of passengers at the Novorossiysk terminal will make it possible to relieve the technological areas of the airport during peak periods, and consequently increase the capacity of the airport terminal.

An analysis of the development dynamics of Anapa Airport OJSC in recent years indicates an increase in the volume of traffic and flights operated from Anapa Airport, and predicts their further growth in the future economic development enterprises until 2012.

Table 2. Development plan of JSC Anapa Airport until 2012

The company forecasts volume growth for the period from 2008 to 2012 from 9% to 20% annually for the development of passenger traffic and the number of aircraft sorties and from 50% to 100% annually for the development of cargo transportation.

The commissioning of Gelendzhik Airport will not significantly affect the volume of work of Anapa Airport OJSC. The services of Gelendzhik Airport will be used by passengers who directly arrive in the city of Gelendzhik and some passengers of Novorossiysk whose purpose is not recreation. This part of passengers makes up no more than 15-20% of the total passenger traffic at Anapa Airport.

The growth rate of passenger traffic from 2009 to 2012 exceeds this outflow.

The development plan of JSC Anapa Airport until 2012 expects a 20-fold increase in cargo traffic. The main categories of cargo are agricultural products and wine products. The main part will be transit cargo. The limiting factors for the development of Anapa Airport OJSC today are:

· dimensions of the runway and its condition. Currently, Anapa Airport has one runway with a length of 2500 m. and a width of 42 meters, which creates restrictions on commercial loading for aircraft of the Tu-154 type in the summer. In addition, there are restrictions on the acceptance of aircraft of the Il-76 type and all foreign types of aircraft. Restrictions on the reception of cargo aircraft of the IL-76 type hinder the development of Anapa Airport OJSC to the proper extent as a powerful cargo hub.

Taking into account the statistics of almost all airlines on replacing their aircraft engine fleet with foreign aircraft, as well as mass write-offs since 2009. Aircraft type TU-154, JSC "Anapa Airport" requires a runway, the dimensions of which will allow it to accept all types of aircraft without restrictions.

· insufficient number of aircraft parking spaces. During the summer peak period of activity from 11.00 to 16.00, the enterprise is forced to refuse airlines to accept aircraft, thereby underestimating the actual volume of work. For this reason, there is no possibility of basing aircraft at Anapa airport.

· low capacity of the airport complex, currently it is 400 passengers per hour. During the summer peak period of activity, the capacity of the airport complex is twice, and sometimes more, higher than the standard.

Airport- a complex of structures designed for receiving, sending, basing aircraft and servicing air transport , having for these purposes airfield, air terminal , one or morecargo terminals and other ground facilities and necessary equipment.
Objectives of Airport Marketing Managementcan be classified into two main categories - stabilization and development. The variety of aspects of airport development determines the complexity of target orientation and its content.The general goal of the development and operation of the airport, in principle, is to fully, timely and qualitatively satisfy the needs of various user groups for services to support the air transport process.The most progressive direction in the airport development strategy is the formation of network business models: hubs, alliances, commercial agreements.

TYPES OF AIRPORTS:

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 flow returns from south to north, again with connecting flights via 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 passenger traffic volume 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 the 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 of the country, with maximum coverage of the country.

Socially and economically significant airports of the national core airport network are airports located in cities with a large 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 used 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.

The airport is a strategically and socially significant facility, component world 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 providing international traffic, or 7% of the total number of civil airports, 40% of international airports are located in Europe.

Aviation and non-aviation activities are carried out at airports.Special requirements for types of aviation activities related to ensuring flight safety and aviation security are regulated by the authorized federal executive body in the field of civil aviation and established by federal aviation rules.Non-aviation activities of all types on the airport territory are carried out on the basis of agreements concluded by legal entities and individuals with the main operator of the airport.

"...aviation activities - organizational, production, scientific and other activities of physicallegal and legal entities, aimed at supporting and developing aviation, meeting the needs of the economy and the population in air transportation, aviation works and services, including the creation and use of the 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 They independently regulate the amount of airport tax up or down depending on the season, destination and contractual relationship 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 servicing of the aircraft: 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 (by 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 terminal and international departures, restrictions of legislation (in terms of types 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, 3 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): the amount of airport income (rent received from the outlet operator) per 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 an agreement 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 air space – 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 (CBL) – 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.

 

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