CIVIL AVIATION ACTIVITIES

GÖRKEM DEMİRTAŞ - 130131022

- AIRPORT BUSINESS 


CEMAL EMRE UĞUR - 130131056

- MAINTENANCE & OVERHAUL



İBRAHİM EREN ÖZCAN - 130131047 

- AIR NAVIGATION SYSTEMS


OĞUZHAN KÖFÜNCÜOĞLU -  

- GENERAL AVIATION 


TUĞBA GEDİK - 130131029

- COMMERCIAL AIR TRANSPORT SERVICES


YASEMİN KAVUZ - 130131038

- AVIATION TRAINING

OĞUZHAN KÖFÜNCÜOĞLU

  GENERAL AVIATION

     General aviation (GA) is all civil aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire. General aviation flights range from gliders and powered parachutes to corporate business jet flights. The majority of the world's air traffic falls into this category, and most of the world's airports serve general aviation exclusively.

General aviation covers a large range of activities, both commercial and non-commercial, including flying clubs, flight training,agricultural aviation, light aircraft manufacturing and maintenance.

What is General Aviation

Definition The term General Aviation often is misinterpreted in public as well as in media and politics as "aviation in general". But even where the term is known to be a defined part of aviation, most conjure up a mental image of a small single-engine piston-powered aircraft, operating for recreation out of a small rural aerodrome. This image is correct for only about one-quarter of worldwide general aviation and aerial work activities whereby private travel for whatever reasons other than business, is considered as "recreational" even though family affaires, as an example, can hardly be considered as that. The other three-quarters of the roughly 40 million annual GA/AW flight hours are occupied with flight instruction, business travel, agricultural application, emergency medical services and other gainful pursuits. In fact, the diversity of GA/AW is so great that ICAO defines general aviation operation by exception: those flight activities not involving commercial air transportation or aerial work. Similarly, aerial work, for remuneration or for own use, may only be generally defined as operations used for specialized services such as agriculture, construction, photography, surveying, observation and patrol, search and rescue, aerial development, etc. (ICAO Annex 6, Operation of Aircraft, Definitions). In short, one could say, the primary mission of a flight is not to carry regular passengers or cargo from A to B. Essential services provided to the public by GA/AW for police, emergency medical services and search and rescue make all of our lives safer and more productive. Aerial survey, agricultural application and pipeline/powerline patrol add significantly to many aspects of the economy. And, for the many remote areas of the world, life and civilization would not be possible without the benefits provided by GA/AW operations. GA/AW activities globally create hundreds of thousands of jobs and tens of billions of dollars for the countries these activities serve. Without this activity essential transportation functions would be eliminated and the opportunities associated with them would be lost to the economies they potentially serve. Therefore, GA/AW needs and desires should be taken seriously as a worldwide economic engine. In sheer numbers GA/AW is impressive: Approximately 350,000 aircraft and 700,000 pilots are involved in these activities worldwide. On balance, roughly 60,000 aircraft and 400,000 pilots are employed in commercial air transportation (including cargo and charter). The significance of GA/AW becomes greater when it is realized that every airline and military pilot must begin their journey to professional competence in the cockpit of a general aviation aircraft. Aeronautical advancements enabled GA/AW to become an all-weather, utilitarian form of transportation and gave rise to an increasing number of business ventures built around light aircraft operations. GA/AW had finally arrived as a desirable alternative to airline travel now fraught with delays, cancellations and poor service. Larger and developing countries have reaped the greatest benefits from GA/AW because of their dependence on a small aircraft's ability to rapidly access remote or lightly traveled areas. Yet, smaller, well-established countries also benefit from the efficiencies and flexibility arising from GA/AW activities. All gain from the public safety and utilitarian aspects provided by small aircraft.

General aviation aircraft at Helsinki-Malmi Airport, Finland

Sharing the System
The world's aviation infrastructure was put into place principally to support the airlines and military aviation. GA/AW requires very little unique infrastructure and is a minority user of those facilities and services provided for larger commercial activities. The single exception to this statement is that through smaller local and regional airports general aviation derives its greatest advantage.

But, if GA/AW operations are to take advantage of their unique utility and flexibility they must occasionally use metropolitan area airports. In doing so they share the increasingly scarce resources of available runways and overlying airspace. The complexity of operations in these areas also requires a variety of expensive equipment to be installed in all aircraft, not just airliners. The combination of scarce runways and airspace combine with expensive equipment to create access barriers for GA/AW.

In reality, the special performance characteristics of GA/AW aircraft and their ability to stay beneath tightly controlled airspace allow these aircraft to avoid constraints imposed on larger, higher performance aircraft. For instance, most general aviation aircraft can easily operate out of a 1,000 by 15 meter runway, one-tenth the area required by airliners. And, by staying low and within carefully designed corridors expensive surveillance and navigation equipment may be omitted from small aircraft. In essence, GA/AW operates at the margins of an infrastructure designed specifically for the airlines. The smaller aircraft take advantage of the unused capacity of the larger system, effectively increasing the overall efficiency of a complex infrastructure.

The principles of fairness and equity should govern use of the aviation infrastructure within each State. Efforts must be made to accommodate all types of operators.

Paying the Way
Many countries of the world fund their aviation infrastructure development through user charges. While airlines pass these costs through to passengers, GA/AW must bear this burden as a direct operating cost. More importantly, most countries levy taxes associated with fuel consumed, yet, and despite ICAO recommendations, few of these monies flow back to the aviation infrastructure. Therefore, GA/AW is often double-charged for the services they receive. Additionally, hidden "taxes" are imposed on small aircraft in the form of expensive equipment mandated for operations in increasingly complex airspace, or of mandatory services they do not need or ask for. However, operators who do not use certain services should not be charged for those.

If direct user charges are employed, a graduated system of fees should be used that recognizes value for services received, and excise taxes levied on fuel should be abolished to prevent double charging. Since the infrastructure is designed primarily for airline and military interests, general aviation and aerial work activities should be viewed as marginal users of the system and charged accordingly. Ideally, very marginal users such as gliders, ultralights and light-weight homebuilts with little or no avionics and that typically only fly locally should be exempt from any charges.

                                                

Civil aviation is one of two major categories of flying, representing all non-military aviation, both private and commercial. Most of the countries in the world are members of the International Civil Aviation Organization (ICAO) and work together to establish common standards and recommended practices for civil aviation through that agency.

Civil aviation includes two major categories:

• Scheduled air transport, including all passenger and cargo flights operating on regularly scheduled routes; and
• General aviation (GA), including all other civil flights, private or commercial

Although scheduled air transport is the larger operation in terms of passenger numbers, GA is larger in the number of flights (and flight hours, in the U.S.) In the U.S., GA carries 166 million passengers each year, more than any individual airline, though less than all the airlines combined.

Some countries also make a regulatory distinction based on whether aircraft are flown for hire like:

• Commercial aviation includes most or all flying done for hire, particularly scheduled service on airlines; and
• Private aviation includes pilots flying for their own purposes (recreation, business meetings, etc.) without receiving any kind of remuneration.

All scheduled air transport is commercial, but general aviation can be either commercial or private. Normally, the pilot, aircraft, and operator must all be authorized to perform commercial operations through separate commercial licensing, registration, and operation certificates..

                                                         Scheduled airline traffic in 2009

An airline is a company that provides air transport services for traveling passengers and freight. Airlines lease or own their aircraft with which to supply these services and may form partnerships or alliances with other airlines for mutual benefit. Generally, airline companies are recognized with an air operating certificate or license issued by a governmental aviation body.

Airlines vary from those with a single aircraft carrying mail or cargo, through full-service international airlines operating hundreds of aircraft. Airline services can be categorized as being intercontinental, intra-continental, domestic, regional, or international, and may be operated as scheduled services or charters.

General aviation in North America

General aviation is particularly popular in North America, with over 6,300 airports available for public use by pilots of general aviation aircraft (around 5,200 airports in the U.S., and over 1,000 in Canada). In comparison, scheduled flights operate from around 560 airports in the U.S.According to the U.S. Aircraft Owners and Pilots Association, general aviation provides more than one percent of the United States' GDP, accounting for 1.3 million jobs in professional services and manufacturing.

A Diamond DA20, a popular trainerused by many flight schools

Regulations and Safety

Most countries have authorities that oversee all civil aviation, including general aviation,

 adhering to the standardized codes of theInternational Civil Aviation Organization (ICAO).

 Examples include the Federal Aviation Administration (FAA) in the United States,

 the Civil Aviation Authority (CAA) in the United Kingdom, the Luftfahrt-Bundesamt (LBA)
 in Germany,

 and Transport Canada in Canada.

Aviation accident rate statistics are necessarily estimates. According to the

 U.S. National Transportation Safety Board, in 2005 general aviation in the

 United States (excluding charter) suffered 1.31 fatal accidents for every 100,000 hours
 of flying 

in that country, compared to 0.016 for scheduled airline flights.^[7] In Canada, recreational
flying accounted

 for 0.7 fatal accidents for every 1000 aircraft, while air taxi accounted for 1.1 fatal accidents
 for

 every 100,000 hours.^[8] More experienced GA pilots appear generally safer, although 

the relations between flight hours, accident frequency, and accident rates are complex
 and often difficult to assess.

A general aviation scene at Kemble Airfield, England

Tuğba Gedik

    COMMERCIAL AIR TRANSPORT SERVICES

“An aIRCRAFT OPERATION INVOLVING THE TRANSPORT OF CARGO, MAIL OR PASSENGERS FOR REMUNERATION OR HIRE”

AIR TRANSPORT SERVICES GROUP

Air Transport Services Group is a leading provider of air Cargo transportation and related services to domestic and foreign air carriers and other companies that outsource their air Cargo lift requirements.

Through its principal subsidiaries, including two airlines with separate and distinct U.S. FAA part 121 Air Carrier certificates, ATSG (AIR TRANSPORT SERVICES GROUP) provides air Cargo lift, aircraft leasing, aircraft   maintenance services, and airport ground services.

::INRTODUCTION:

Commercial Air Transport Service is also known as Commercial Aviatoın.

It is the part of civil aviation with both scheduled and general aviatıon.

Airline services involve operating aircraft for hire to transport passengers or Cargo.

There are two categories of aircraft airplanes and other aircraft like as helicopters, airships and balloons.

“COMMERCIAL AIR TRANSPORT OPERATION BE CLASSIFIED INTO SCHEDULED AND NONSCHEDULED OPERATIONS.”

 

 

::SCHEDULED SERVICES::

SCHEDULED SERVICES ARE FLIGHTS SCHEDULED AND PERFORMED FOR REMUNERATION ACCORDING TO A PUBLISHED TIMETABLES OR REGULAR OR FREQUENT AS TO CONSTITUTE A RECOGNİZABLY SYSTEMATIC SERIES, WHICH ARE OPEN TO DIRECT BOOKING BY MEMBERS OF THE PUBLIC, AND EXTRA SECTION FLIHTS ACCOSIONED BY OVERFOW TRAFFIC FROM SCHEDULED FLIGHTS.

 

SCHEDULED INTERNATIONAL AIR SERVICE

IS A SERIES OF FLIGHTS THAT PASSENGERS ALL THE FOLLOWING CHARACTERISTICS.

v   AIRCRAFT FOR THE TRANSPORT OF PASSENGER MAIL ORCARGO DOR REMUNERATION IN SUCH A MANNER THAT EACH FLIGHT IS OPEN TO USE BY MEMBERS OF THE PUBLIC.

v IT PASSES THROUGH THE AIRSPACE OVER THE TERRITORY AT MORE THAN ONE STATE.

v TO SERVE TRAFFIC BETWEEN THE SOME TWO OR MORE POINTS

-  ACCORDING TO A PUBLISHED TIMETABLE OR

-  FLIGHTS SO REGULAR OR FREQUENT THAT THEY CONSITITUDER A RECOGNIZABLY SYSTEMATIC SERIES.

::NON-SCHEDULED SERVICES::

A COMMERCIAL AIR TRANSPORT SERVICE PERFORMED AS OTHER THAN A SCHEDULED AIR SERVICE.

A CHARTER FLIGHTS IS A NON-SCHEDULEDOPERATION USING A CHARTERED AIRCRAFT.

NON-SCHEDULED SERVICES FALL INTO FOUR CATEGORIES

   I.            CARGO AND CHARTER FLIGHTS

II.            COMBINED PASSENGER-CARGO FLIGHTS

III.            PASSENGER AND CORGO

IV.            NON-SCHEDULED NON-CHARTER FLIGHTSFOR THE CARRIAGE OF INDIVIDUALLY TICKETED OR INDIVIDUALLY WAYBILLED TRAFFIC.

 

::GENERAL ASPECTS FOR THE COMMERCIAL AIR TRANSPORTTION::

IN MOST COUNTRIES, A FLIGHT MAY BE OPERATED FOR MONEY ONLY IF IT MEETS THREE CRITERIA:

Ø THE PILOT MUST HOLD A VALID COMMERCIAL PILOTS CERTIFICATE

Ø THE AIRCRAFT MUST HOLD A VALID COMMERCIAL REGISTRATION

Ø THE OPERATOR MJST HOLD A CERTIFICATE OR SOME OTHER AUTHORIZATOIN FOR COMMERCIAL OPERATIONS.

NOTE: A COMMERCIAL CERFITICATE OR REGISTRATION REQURES HIGHER STANDARDS THAN PRIVATE ONE.

TYPES OF COMMERCIAL AIR TRANSPORTATON FLIGHTS

 

A.INTERNATIONAL FLIGHTS

 

AN INTERNATIONAL FLIGHTS IS A COMMERCIAL FLIGHT WITHIN CIVIL AVIATION WHICH FLIES OUTSIDE ITS OWN COUNTYR.

THE DEPARTURE AND THE ARRIVAL TAKE PLACE IN DIFFERENT COUNTRIES. AN IMPORTANT DIFFERENCE BETWEEN INRETNATIONAL AND DOMESTIC FLIGHTS IS THAT, BEFORE BOARDING THE AIRCRAFT, PASSENGERS MUST BE UNDERGO MIGRIATION FORMALITIES AND, WHEN ARRIVING TO THE DESTINATION AIRPORT.

THEY MUST UNDERGO BOTH IMMIGRATION AND CUSTOMS FORMALITIES, UNLESS BOTH THE DEPARTUR AND ARRIVAL COUNTRIES ARE MEMBERS OF THE SAME FREE TRAVEL AREA.

ALL AIRPORTS SERVING INTERNATIONAL FLIGHTS ARE KNOWN AS INTERNATIONAL AIRPORTS.

 

A.DOMESTIC FLIGHTS

IS A COMMERCIAL FLIGHT THAT CARRIES PASSENGER AND CARGO WITHIN A COUNTRY.

IT DOES NOT FLY OUTSIDE THE COUNTRY.

DEPARTURE AND ARRIVAL TAKES PLACE IN THE SAME COUNTRY.

ALL AIRPORTS SERVING DOMESTIC FLIGHTS ARE KNOWN AS DOMESTIC AIRPORTS.

 

 

HISTORY OF COMMERCIAL AIR TRANSPORT

 

AFTER WORLD WAR 2, COMMERCIAL AIR TRANSPORT SERVICES GREW EXPEDİTİOUSLY. EX-MILITARY AIRCRAFT WAS USED TO TRANSPORT PEOPLE AND CARGO. THIS GROWTH WAS ACCELERATED BY THE GLUT OF HEAVY AND SUPER-HEAVY BOMBER AIRFRAMES LIKE THE LANCASTER AND B-29. IT COULD BE  CONVERTED INTO COMMERCIAL AIRCRAFT. THE DC-3 MADE FOR EASIER AND LONGER COMMERCIAL FLIGHTS.THE FIRST COMMERCIAL JET AIRLINER TO FLY WAS THE BRITISH DE HAVILLAND COMET.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Emre Uğur

                                                   Maintenance and Overhaul

Aircraft maintenance is the overhaul, repair, inspection or modification of an aircraft or aircraft component. Maintenance, Repair and overhaul providers play an essential role in sustaining the world’s airline fleets. MRO is the blanket term for all the services relating to assuring aircraft safety and airworthiness. The largest providers typically offer the three main MRO capabilities: airframe, engine and component services. Engine maintenance makes up the largest proportion of the global market (35%), followed by component (22%) and airframe heavy maintenance (13%). Line maintenance accounts for just over one-fifth of the global market (22%), with modifications making up the balance. Most major providers cater only for only commercial customers with the minority offering services to government and defence clients. Maintenance accounts for approximately 10% of airlines’ costs.

Advanced technology gives service-centric companies many advantages. Not only does service provide an additional source of revenue, it provides a way to build relationships with customers and create long-term loyalties that supersede price and budget issues. Relationships can be built around value-added sharing of historical data, collaboration on design and predictive analysis of future needs and trends. Technology available today also allows companies to be more strategic, responsive and in tune to customer needs. This level of customer intimacy generates insights about future needs and allows companies to plan and schedule workforce, inventory and capacity with confidence.  All of these insights lead to greater forecasting abilities and efficiency—necessary for riding out periods of volatile pricing and market pressures.

The ability to respond quickly to service bulletins and aircraft directives is essential for allowing contractors to view the entire product lifecycle as a closed loop—from design and engineering through delivery and preventive maintenance and ongoing repairs. Tracking the details, from source documents to modifications and as-serviced configurations are critical to the level of confidence that must be present.

I’d like to tell you a success story which made by Lufthansa Technik. Lufthansa Technik will expand their successful co-operation in pre-defined VIP cabin completions by offering the Elite concept on the ACJ319. The new "ACJ319 Elite" product will be officially launched at EBACE 2015 and is available immediately. The Airbus ACJ319 Elite complements the modular ACJ319 concepts and fully customised cabins that are already available from Airbus Corporate Jets and Lufthansa Technik.

    ACJ319 Elite concept

With all these new exciting features and options in place, however, one thing has not changed: the ACJ319 Elite will continue to impress customers with full VIP cabin completion and value, plus an unrivalled rapidity, starting from just six months layover time.

What about aerospace and defense? As a result of a sluggish economy and reduction in military spending for new weapons systems and aircraft, today's maintenance, repair, and overhaul (MRO) operations must focus on improving asset turnaround time, maximizing throughput capacity, and increasing reliability of existing assets, in order to compete, grow, and profit. Exacerbating this trend is the growing complexity of performance-based SLAs and associated risks which are now compelling OEMs, supplier, and service operators to understand, design, and implement best-practice and Lean MRO initiatives. This, in turn, is driving many aerospace and defense companies and third-party MRO firms to employ Lean practices throughout their MRO operations.