Topic 1. Introductory provisions
1.1. Terms and Definitions.
1.2. Purpose and objectives of the discipline “Airports and Airport Operations”, connection with disciplines in the training profile “Organization of Airport Operations”, scientific foundations of the discipline. Connection of the discipline with the disciplines (modules) of the profile. Problems of airport development.
1.3. Airports as a static air transport system. Prospects for the development of airports.
1.4. Modern tasks and prospects for the development of airports: ensuring the safety and regularity of flights, the efficiency of the subsystems of the main operators (operators) of airports and airfields.
Topic 2. Airport complexes. Basic elements of airports.
2.1. Airport classification.
2.2. Regulatory legal documents for airport design.
2.3. General information about access and intra-port highways, access railway line.
2.4. The main objects of the airport complex, their purpose.
2.5. Service and technical areas of airports.
2.6. Composition and placement of buildings and structures for primary production purposes: buildings and structures for servicing passenger and cargo transportation, aircraft maintenance, aviation fuel supply air transport.
2.7. Airfield lighting equipment. General information about airfield lighting systems. Lighting systems of civil airfields with OVI and OMI.
2.8. Composition and placement of buildings and structures for auxiliary and administrative and public purposes.
2.9. Modern tasks of technical operation of airport buildings and structures. Basic rules and methods of technical operation of airfields, airport buildings and structures.
2.10. Technical operation of airport buildings and structures. PPR of airport buildings and structures. Operational maintenance and repair of airport buildings and structures.
Topic 3. State regulation of airport development
3.1. Basic regulatory legal acts on state regulation of the design, construction and operation of airport facilities.
3.2. Federal executive authorities providing state regulation.
3.3. Authorized bodies.
3.4. Acceptance of constructed and reconstructed buildings and structures.
Topic 4. Airport activities
4.1. Regulatory legal documents on the performance of government functions (provision of government services).
4.3. Features of providing airport activities at federal, regional airports and airports of local airlines.
4.4. Technological systems. Technological processes and technological operations. Technological processes in the operation of buildings and structures.
4.5. Interrelation of airport enterprise subsystems in providing technological processes during current and major repairs of airport buildings and structures.
Topic 5. Certification of airfields
5.1. Regulatory legal documents on certification of airfields.
5.2. Features of certification of airfields in the Russian Federation.
5.3. Aerodrome certification procedure.
5.4. Airfield Guide.
5.5. Federal aviation rules for types of airport activities.
Topic 6. Providing aircraft flights by airport operators
6.1. General provisions for the provision of flights by the main operators (operators) of airports and airfields.
6.2. The essence of airfield, search and rescue support for flights of aircraft operators, legal entities and individuals.
6.3. Organizational structures of enterprises. Organizational and production structures of enterprises. Organizational and technological structures of enterprises. Organizational structures of enterprise management. Organizational management structures of the main airport operators (operators). Organizational structures and work organization of chief operators and airport operators. Organizational and legal forms of main operators and airport operators. Organizational management structures of the main airport operators (operators). Application of the theory of competence in the functioning of airport enterprises (airport operators).
Topic 7. Environmental protection during airport operation
7.1. Impact of airport operators' production activities on the environment.
7.2. Sources of noise and the main ways to reduce noise.
7.3. Sources of surface water pollution. Methods for treating surface wastewater.
7.4. Government decisions on environmental protection. Regulatory documents defining the procedure for using environmental elements. Tasks of environmental protection during the operational maintenance of airfields, saving labor, energy and raw materials.
METHODOLOGICAL INSTRUCTIONS
FOR COMPLETING COURSE WORK
Writing a term paper is aimed at determining the level of knowledge gained when studying a theoretical course and further mastering special disciplines taught in senior courses.
When writing coursework, textbooks, teaching aids, monographs, scientific articles, statistical materials, regulatory legal documents and any other available materials are used.
The topic of the course work for full-time students is selected from the provided sample topics and is carried out according to the last two digits of the student’s record book.
The course work must include a title page, abstract, table of contents, introduction, text material, including theoretical and computational parts, illustrations, diagrams, drawings, and a list of references.
Illustrations, diagrams, drawings for course work can be made at the request of students and in agreement with the teacher on Whatman paper or in the form of electronic slides.
Requirements for completing coursework:
1. The volume of course work must be at least 10 pages of typewritten text in A4 format.
2. Font Times New Roman: body text 14, headings 16 bold.
SAMPLE TOPICS OF COURSE WORKS
1. State registration and admission of airfields to operation.
2. The tasks of the main operators (operators) of airports and airfields regarding the operational maintenance of buildings and infrastructure structures of airport facilities.
3. Use of IT technologies in the provision of airport services by airport operators.
4. Methods for calculating the capacity of airport facilities and its elements.
6. Basic principles of organizing the operation of buildings and structures of the airport complex.
7. The main tasks of the divisions of the main operators (operators) of airports (airfields) in the design and construction of buildings and structures.
8. The main tasks of the divisions of the main operators (operators) of airports (aerodromes) for the operational maintenance of buildings and structures.
9. Organization of maintenance work on buildings and structures of airport complexes.
10. Organization of STT of airports.
11. Organizational management structures of the main operators (operators) of airports (aerodromes).
12. Organization of routine repairs of industrial buildings at airports.
13. Organization of routine repairs of airfield elements civil aviation.
14. Organization of acceptance of airport structures into operation after construction (reconstruction).
15. Organization of acceptance of airport buildings and structures into operation after current repairs.
16. Organization of work of workers and state acceptance commissions.
17. Features of the implementation of technological processes for servicing aircraft of civil aviation operators, legal entities and individuals.
18. Organization of technical operation of buildings and structures for industrial purposes.
19. Rules and procedures for organizing airport activities in the Russian Federation.
20. Subsystems of an airport enterprise for the operation of buildings and structures for ground support of aircraft flights.
21. Proposals for improving the capacity of airport elements.
22. Develop proposals for the formation of a complex of main buildings and structures of airports depending on the class of the airport.
23. Develop proposals for organizing major repairs of industrial buildings of the airport complex.
24. Develop proposals for organizing the reconstruction of the terminal building of the airport complex with an increase in passenger traffic.
25. Develop proposals for organizing a major overhaul of the runway without interrupting aircraft flights.
26. Develop proposals for improving the organization of acceptance of airport buildings into operation after construction (reconstruction).
27. Develop proposals for the development of hierarchical and functional management of airport enterprises in the Russian Federation.
28. Develop proposals for improving state regulation of airport activities in the Russian Federation.
29. Develop proposals for standardizing requirements for class I airports.
30. Develop proposals for standardizing requirements for class II airports.
31. Develop proposals for standardizing requirements for class III airports.
32. Develop proposals to improve the classification of airports in the Russian Federation.
33. Develop proposals for improving the classification of airfields in the Russian Federation.
34. Develop proposals for improving the classification of heliports in the Russian Federation.
35. Develop proposals for the construction of heliports on offshore oil platforms to support aircraft flights.
36. Develop proposals for improving the classification of landing sites in the Russian Federation.
37. Develop proposals for improving the requirements for airport activities (by type) in the Russian Federation.
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List of questions for the semester exam
in the academic discipline "Production Organization"
1. Main structural divisionsairport
The structure of the airport is formed depending on its equipment, functions and the volume of planned work. Depending on this, the airport’s structural divisions can be created:
Production and dispatch service;
Airfield control tower;
Air Traffic Control Service;
Fuel and lubricants service;
Aerodrome Service;
SOP (SOPGP SOPP);
Radio technical support service for flights and airport activities;
Electrical and lighting support service for flights and airport activities (ESTOP);
Department of operation of ground facilities (water, light, heat, etc.);
Other services and departments to support airport activities.
Each service is staffed by certified specialists to perform specific tasks and functions.
2. Infrastructurera airport. Main functions
Infrastructure(from Latin. Infra - below, under and structura - structure, location) is a material system with the help of which goods and services reach the consumer. In relation to air transportation services, infrastructure means a system of airports, air terminals, equipped air routes, airline agencies and offices, cargo warehouses, cargo stations and aprons, as well as the corresponding network of intermediaries and functional offices. A distinction must be made between the airline's own infrastructure and the infrastructure of the air transport system. The airline's infrastructure includes only its own network of sales points, offices, agencies, etc. Only the largest airlines in the world have their own air terminals and cargo complexes at many airports around the world. Most airlines lease parts of premises and facilities at airports, and not a single airline has its own air routes.
Any airport cannot be considered autonomously, outside the general air transport network, since each airport must have an adequate partner at the other end of the air line with the appropriate technical equipment and capabilities.
The airport is a place where different activities and interests of different partners intersect. This is where partners combine their activities to carry out air transport.
Partners in airport activities are those who provide services, as well as users of airport services, which include, first of all, airlines.
The privatization processes taking place in the world contribute to the formation of various aviation enterprises with different forms of ownership in the civil aviation sectors, and airports are no exception.
Currently, the infrastructure of Russian airports is very diverse:
* joint stock companies;
* unitary state enterprises (USE);
* federal treasury enterprise;
Today, airports operate in various organizational forms and statuses (federal, regional and local).
Airport functions can be classified in various ways and distributed between structural units, services, (departments) of the airport in various combinations.
IN major airports functions are more specific and distributed among relevant, sometimes numerous departments and services.
Some airport functions (especially ground handling) are performed by airlines, concessionaires (specialized commercial enterprises with the rights to carry out their activities at the airport transferred to them) or individual government organizations.
The relevant airport services (departments) usually cover most or all of the following areas of airport activity:
· apron and aircraft parking areas;
· passenger terminal facilities and services;
· hangars and aircraft maintenance areas;
· ATC support facilities and services;
· air navigation support facilities and services;
· means and service of lighting support for flights and airport activities;
· meteorological support for flights and airport activities;
· aircraft maintenance facilities and services;
· means and service for providing flights and airport activities with fuels and lubricants (fuels and lubricants);
· cargo and mail processing facilities and areas;
AB support facilities and service
· other facilities, services and areas.
· working areas (runways, taxiways, lighting equipment);
3. Main tasks and functions of the PDSP
Enterprise production dispatch service (PDSP)
Main area of work:
· implementation of operational management and coordination of the activities of all departments, services, groups in order to ensure the implementation of the daily production flight plan, the regularity and punctuality of flights;
· interaction with related services of the base airport and operating airports.
Main tasks and functions of the PDSP:
· carrying out approvals for overflights planned for flights;
· formation of a daily plan, its coordination with all interested services;
· timely provision of flights at all stages of preparation with subsequent monitoring of their progress, coordination of the work of services during servicing at the base port;
· obtaining information on aircraft departures and landings, coordinating the use of alternate airfields;
· interaction with airport services when landing aircraft at alternate aerodromes on issues related to ensuring flights to the landing aerodrome;
· preparation of the main accompanying documentation for the voyage (SZV, TG);
· development and coordination with all departments of the base port of technological schedules for aircraft maintenance;
· investigation, analysis and classification of the causes of flight delays, identification of services and specific persons responsible for the delay;
· preparation of documents for the application of penalties to the relevant services responsible for the flight delay.
4. Concept ofair traffic control
DISPATCHER is an official who carries out operational control and management of production units for the implementation of technological operations related to ensuring the daily plan and regularity of flights.
The practice of civil aviation shows that interaction problems are most successfully solved by introducing a dispatch control and monitoring system, that is, dispatching. In dispatching, each group is responsible for completing a particular operation, and the dispatcher has the authority to demand that operations be completed within the scheduled time frame.
The introduction of dispatching allows you to:
Improve the organization and management of air transport at the airport;
Quickly eliminate malfunctions, failures and delays that arise during work;
Monitor the progress of the technological process;
Implement computer systems with the installation of terminals at the dispatchers’ workplace.
Dispatching involves organizing clear interaction between airport services (airlines) in the process of preparing an aircraft for departure on the following issues:
By maintenance aircraft;
Aircraft refueling;
For additional types of services (cleaning of interiors, refilling with special liquids and water, heating and cooling of interiors);
Preparation of flight documentation (flight plan, navigation calculation, weather report);
Passenger service and aircraft loading (baggage, mail, cargo);
On the preparation of accompanying documents (luggage list, registration sheet, alignment schedule, postal cargo list, summary loading sheet);
On the operation of radio equipment and airport communications;
To provide electrical lighting support for flights;
To ensure flight safety and aviation security.
The main goal of interaction between airport services and airlines is to strictly adhere to the developed technological schedule for aircraft ground handling, ensuring compliance with the flight schedule and the efficiency of the airport.
5. Technological schedule for preparing aircraft for departure. Purpose andcontent
The main ground handling activities of the airport, airlines and concessionaires are carried out in the area of the apron, where aircraft parking areas are located and most aircraft ground handling procedures are carried out.
The airport's capacity mainly depends on the number of parking lots and the quality of aircraft ground handling.
Platform - area where aircraft are located for loading, unloading, maintenance and doses A correcting aircraft with fuel and oils.
In order to achieve maximum utilization of the airport, the allowable service time is aircraft accommodations in the parking lot - usually from 30 to 45 minutes for a narrow-body aircraft and from 45 minutes to 1 hour for a wide-body aircraft.
During this period of time, intensive and well-coordinated actions are carried out including:
|
Basic aircraft maintenance actions on the apron |
|
* unloading and loading of baggage transported in the aircraft compartment* unloading and loading of cargo and mail* procedures for managing and monitoring loading operations to ensure correct alignment of the aircraft* eliminating waste and replenishing aircraft kitchen supplies with in-flight meals* engineering support procedures for checking systems and maintaining aircraft* cleaning passenger cabins and servicing aircraft toilets* refueling aircraft with aviation fuel, oils and water* change and briefing of the aircraft crew* disembarkation and subsequent boarding of passengers on the aircraft* providing aircraft with electricity and air conditioningair during the period of shutdown of its own systems* towing and aircraft engine starting procedures |
All of the above actions must be carried out in accordance with the technological schedule, based on choosing the optimal time for this.
A failure in the timing of one procedure can seriously affect the performance of other procedures within the time intervals allocated for them in the technological maintenance schedule for a given aircraft type.
Any delay or interference will cause the aircraft to miss its allocated take-off time. This in turn will delay the installation this place parking of another arriving aircraft, which may entail a redistribution of parking spaces with a corresponding redistribution of actions for handling the aircraft and the movement of passengers from one area passenger terminal to another,
In the event of a group failure of aircraft servicing at the stands, ATC actions may be required to delay arriving aircraft at airspace airport or even diverting their routes to other airports.
Thus, the apron requires strict adherence to the time allocated in the technological schedules for aircraft ground handling.
6. Technological groupAfic. Purpose, classification
Technological schedules are developed according to aircraft types and the purpose of the flight.
It is most convenient for practical work to use a time-based technological schedule for preparing an aircraft for departure in the form of a table that reflects the sequence of the main works and services of the performers for servicing the initial, final, transit and return flights.
A variation of TG by aircraft type is that the preparation of aircraft that use containers for transporting cargo, mail and luggage differs from that where loading is carried out in bulk (in bulk).
The main difference between TG aircraft maintenance is the use of technology.
For each type of aircraft, only those special equipment that has its own official approval (certificate) are listed. For example, for loading into cargo hatches on aircraft such as A-310, B-767, Il-86 and Il-96, airlines use container loaders with a lifting capacity of up to 7000 kg, and on TU-154, Il-62 loading is carried out at using a conveyor belt or even manually.
There is also a difference in the technological schedules for the maintenance time of one or another type of aircraft. For example, during autumn-winter navigation, anti-icing liquid “Arktika” is used, with which the planes of the fuselage and the stabilizer of the aircraft are treated.
The processing time for TU-154 and IL-96 by TG is the same - 15 minutes, during which time the service and passengers began boarding the IL-96 5 minutes earlier. Consequently, the time for “dousing” and starting the engines is longer.
The technological schedule contains:
- data on the names of performers (special vehicles);
- name of work (commands that are performed by services and divisions);
divisions of the airport, airlines);
- responsible services for the execution of work;
- serial number of technological work;
- sequence of operations when preparing an aircraft for departure;
- time of start and end of aircraft maintenance work (before departure);
- duration of work performed by airport maintenance services
Aircraft on the apron.
7. Supervisor responsibilities
· coordination of work during technical and commercial maintenance of aircraft on the apron;
· control over the timeliness of operations during aircraft maintenance in accordance with the technological schedule;
· management of loading and unloading operations on the aircraft in accordance with the loading scheme, taking into account the order of unloading at intermediate ports, taking into account the peculiarities of loading dangerous, valuable and urgent cargo;
· ensuring that luggage, cargo and mail are secured in cargo compartments;
· cessation of work on aircraft preparation in the event of an emergency that affects flight safety and threatens the lives of passengers.
- Loading the aircraft and securing cargo are part of the commercial support of the aircraft at the initial airport.
Responsibility for flight safety and the labor intensity of the operations performed at this stage determines the direct participation in them of many SOPGP officials and the crew: loading dispatcher, loader foreman, loaders, cargo warehouse acceptance officers; drivers of special vehicles and operators inside airfield mechanized loading and unloading operations, flight attendant (flight operator), dispatcher for organizing commercial aircraft maintenance on the apron, co-pilot.
The main task of this stage of commercial support for the aircraft is its timely loading in strict accordance with the centering schedule (CG) and reliable securing of cargo, which is a guarantee of flight safety.
A passenger (cargo) aircraft is loaded on the passenger (cargo) apron or in the parking lot. The start and end times of loading at the initial airport are determined by the technological schedules for preparing the aircraft for departure. Loading of a transit aircraft at an intermediate airport begins immediately after unloading and ends no later than 20 minutes before the scheduled departure.
Labor intensity loading operations defined:
* the nature of the cargo (light, small-sized or heavy and large-sized cargo, mail in standardized packaging);
* the presence of appropriate means inside the airfield and on-board mechanization of loading operations;
* ease of access and access to cargo compartment hatches.
The general procedure for loading an aircraft is as follows:
1) the aircraft should be loaded only after it has been refueled;
2) first of all, it is necessary to load the cargo, then the mail and lastly the luggage;
3) loading is carried out in strict accordance with the CG and the aircraft loading scheme in the order of numbering of cargo compartments (trunks) and their sections;
4) the center of gravity of the load must be in the middle of each section of the cargo compartment or the compartment as a whole.
8. Interaction of the PDSP with other airport services when preparing aircraftfor departure
The structure of the airport is formed depending on its equipment, functions and the volume of planned work. Depending on this, the airport’s structural divisions can be created:
Production and dispatch service;
departments and services of airlines and airports information on the movement of airline aircraft, the timing of closing and opening of airports due to weather conditions, delays, cancellations, combining flights or changing the type of aircraft.
Receives and transmits information about the takeoff and landing of airline aircraft within the country, in the CIS and abroad, and also coordinates, if necessary, the use of alternate airfields;
Take measures to prevent delays in aircraft departure, establish their causes and the culprit groups (services);
Draws up reports on delays in aircraft departure and prepares documents for the application of penalties to the relevant airport and airline services;
Keeps records and analyzes the regularity of flights and violations of technological schedules, develops recommendations for its improvement;
If there is a congestion of aircraft at the airport due to a “failure situation” (due to weather conditions, technical reasons), an hourly schedule for the receipt and release of aircraft is developed and its implementation is monitored;
PDSP instructions on the implementation of the daily flight plan (DFP) and preparation of aircraft for departure are mandatory for all services providing flights.
9. Operational control schedule
1.flight number;
2.aircraft number;
3.parking number;
4.flight route;
5. landing time;
6. data on the loading of the arriving aircraft;
7.beginning and ending of aircraft unloading;
8. technical serviceability of the aircraft (according to the ATB report);
9.beginning and ending of fuel and lubricant refilling;
10.readiness of the aircraft for landing;
11.beginning and ending of passenger registration;
12.report on crew readiness;
13.beginning and ending of passenger boarding;
14.beginning and ending of loading of cargo, mail and luggage;
15.beginning and ending of loading of in-flight supplies;
16. removal of the ladder;
17. towing start time;
18.departure time;
20. mark of regularity.
The basis of commercial servicing of aircraft on the apron is the implementation of TG preparation of aircraft for departure and arrival, fulfilling the requirements for ensuring power supply and aviation safety, as well as maximum use of commercial volumes of aircraft.
The entire order of priority for performing technological operations on board the aircraft, as well as the sequence of entrances for special equipment, is determined by dispatcher for preparing the aircraft for departure (DOP) based on specific conditions. His instructions are mandatory for workers on operational shifts to carry out complex ground support for transportation and related services. He organizes, manages, controls and accepts necessary measures to fulfill the technological schedule for preparing the aircraft for departure.
The technological process of preparing an aircraft for departure begins from the moment the aircraft is parked and chocks are installed, and ends, in accordance with RRP-90, with the departure of the aircraft, i.e. the time of removing the blocks in order to begin the movement of the aircraft associated with departure. This time is indicated in the schedule.
10. Airport handling
Handling is a comprehensive organizational support for commercial and technical maintenance of aircraft, servicing passengers, baggage and crews at airports and host cities along the flight route. This term is widely used in ICAO documents; its use in Russian makes it possible to replace the above 16 Russian words and significantly reduce working documentation. Therefore, this abbreviation is widely used in this Guide.
In addition, the term “handling” is often used to mean “service organization”: crew handling, passenger handling, etc.
Handling includes the following main types of organizational support:
1) Organization of ground handling of aircraft of Russian and foreign carriers at airports of departure*, landing and return flight:
* Handling of aircraft acceptance and release at the airport (acceptance and release, ensuring aviation security, use of the airport terminal),
* Handling commercial aircraft servicing at the airport (passenger service, baggage handling),
* Handling of aircraft maintenance at the airport (organizing the implementation of the transit form, ensuring the meeting and departure of the aircraft, cleaning the cabin, etc.),
* Handling of technical equipment at the airport (stairways, means of delivering passengers to the aircraft, etc.),
* Handling of additional services at the airport (excess parking, hangar, medical examination, additional security, VIP lounge, communications, etc.),
* Handling of aviation fuels and lubricants at the airport (refueling aircraft, etc.),
* Handling of flight catering at the airport (ordering and delivery of flight catering),
* Customs handling at the airport,
* Handling passport control at the airport (including expedited passport control and border crossing),
* Handling flight documentation at the airport
In accordance with the order of the FSVT of Russia dated October 30, 1998. No. 342, the organization of ground handling of aircraft of Russian and foreign carriers at aircraft departure airports is not classified as a type of aircraft flight support.
ADDITIONAL SERVICES.
* Accommodation of crews in the hotel (hotel handling for the crew),
* Providing transfer (airport-hotel) - car handling for crew and passengers
OTHER TYPES OF HANDLING:
* Hotel handling for passengers* (booking and provision of hotels for passengers).
* Visa handling (visa support for crews and passengers).
* Security handling (organizing the protection of aircraft, crew and passengers).
* Operational and legal handling (assistance in obtaining urgent permits from the aviation authorities of the Russian Federation and foreign countries for the right to operate flights (landing, overflight) on international (domestic) air routes for Russian and foreign carriers.
* Payment handling (organization of non-cash payment for third party services),
* Program handling (organization of business and cultural programs for passengers and crew).
* Handling of faulty situations (organization of Customer support during
failure situations during the flight).
in accordance with the order of the FSVT MT of the Russian Federation dated October 30, 1998. No. 342, these types of handling are not classified as types of aircraft flight support.
11. Techairport handling ology
This technology is aimed at high-quality commercial servicing of aircraft, in accordance with international standards and the requirements of instructions, meeting safety requirements, increasing the regularity of flights, ensuring maximum commercial loading of baggage, cargo and mail. It is developed taking into account the current documents defining the production activities of services and divisions of the agro-industrial complex.
The basis for commercial servicing of aircraft on the apron is the implementation of technological schedules for preparing aircraft for departure and arrival, fulfilling the requirements for ensuring flight safety, as well as maximizing the use of commercial volumes of aircraft.
The entire order of priority for performing technological operations on board the aircraft, as well as the order of special equipment entrances, is determined by the dispatcher for preparing the aircraft for departure, based on specific conditions. His instructions are mandatory for workers on operational shifts to carry out complex ground support for transportation and related services. He organizes, manages, controls and takes the necessary measures to fulfill the technological schedule for preparing the aircraft for departure.
Management of the approach and departure of special vehicles and transport to the aircraft is carried out by employees of the relevant departments, authorized by order to have the right to direct the movement of special vehicles in the aircraft preparation area on the apron.
Technology includes:
· Requirements for ensuring flight safety during commercial loading of aircraft.
· Loading and centering instructions required.
· Technological schedules of all types of aircraft preparation for flights and upon aircraft arrival
· Interaction of the Preschool Educational Inspectorate with the services and divisions of the AVK.
· Features of commercial maintenance of various types of aircraft.
12. Flight task. Purposeand content
EThe operator is required to include the following information in the flight mission:
1. Aircraft registration number
2. Aircraft type and its modification
3. Flight date
4. Flight number
5. List of crew members
6. Flight crew assignment
7. Departure point
8. Departure time (block removal time, take-off time)
9. Arrival point (planned and actual)
10. Arrival time (true landing time and time of installation of blocks)
11.Flight type (ETOPS, VFR, ferrying, etc.)
12.Route and sections of the route with checkpoints, distances, times and tracks
13. Planned cruising speed and flight time between checkpoints
14. Estimated and true time of year
15.Safe altitudes and minimum levels
16. Planned altitudes and flight levels
17. Fuel calculation (records of in-flight fuel checks)
18.Amount of fuel on board during engine start
19. Alternate airfield for landing and, if necessary, for take-off on the route, including the information described above in paragraphs 12,13,14,15
20. Initial confirmation of the passage of the flight plan by the air traffic control unit (ATC) and its subsequent reconfirmation
21.Changing calculations in flight
22. Necessary weather information
The operator must ensure that all entries in the flight mission are correct and true.
13. TVI. Purpose and listno mandatory PDSP information
The requirements of this Table of intra-airport information on the movement of aircraft at aerodromes of the Russian Federation (hereinafter referred to as the “Table”) apply to legal entities and individuals (enterprises, institutions, airlines of any form of ownership) whose activities are related to the planning and execution of flights, air navigation services, commercial and technical support for flights at airfields of the Russian Federation.
1. This Table defines the list, procedure and deadlines for submitting mandatory information on the planning and execution of flights, commercial and technical support of flights for the purpose of interaction of air traffic control and air traffic control enterprises with other legal entities and airport services at airfields of the Russian Federation.
2. The report card is compiled in accordance with the Air Code of the Russian Federation, other documents regulating messages (mandatory information) about the movement of aircraft on air routes and local air lines, as well as operating technologies of air traffic control centers and airport services at all stages of preparing aircraft for flights (flights) ) and during their post-flight maintenance.
3. The report card contains mandatory information necessary for officials and services involved in preparing aircraft for flights (flights) and servicing them after arrival.
4. Mandatory information is grouped by control centers and services of air traffic control and air traffic control enterprises and the airport, regardless of whether these control centers and services belong to legal entities at the airfield.
5. The transfer of mandatory information between control centers (including the EC ATM RC) and airport services is carried out in accordance with the work technology of air traffic control and air traffic controllers of enterprises and the work technology of the corresponding airport service specialists, using available technical means (GHS, direct telephone, television devices, radio channels, etc.),
6. The report card is a standard document on the basis of which air traffic control and air traffic control enterprises develop a report card in relation to local conditions (taking into account specific conditions and capabilities), while maintaining a list of mandatory information.
7. The table of mandatory information developed in relation to local conditions and methods of transmitting mandatory information are approved by the head of the enterprise for air traffic control and air traffic control.
8. The frequency of reissue of the report card is determined based on the changes that occur, but not less than once every 3 years.
9. Civil aviation enterprises and airlines, as well as other legal entities at the airport that are not part of air traffic control and air traffic control enterprises, provide flight support and receive mandatory information about the movement of aircraft through the air traffic control point on a contractual basis.
10. At airports where there are no PDSP or ISG, their functions to fulfill the requirements of the Table can be performed by the ADP only on a contractual basis between the air traffic control enterprise and air traffic control, the airport and other legal entities at the aerodrome,
11. At airports equipped with automated management and control systems (ATC automated control systems, PDSP automated control systems, process control systems, etc.) *, the Table, which will be developed in relation to local conditions, must contain appropriate instructions on the method of transmitting mandatory information.
12. Mandatory information passing through the automated system should not
13. Control over compliance with the requirements of the Table is assigned to the heads of airlines, airports, airlines, air traffic control and air traffic control enterprises, enterprises and institutions of any form of ownership insofar as they are concerned,
14. All officials and performers associated with the planning, execution of flights and ATS, commercial and technical support of flights at airports, bear personal responsibility for fulfilling the requirements of the Timesheet, the timeliness and accuracy of mandatory information as it relates.
Note:
(*) - Messages that can pass through an automated management and control system are determined by the report compilers in relation to local conditions and the availability of automated systems.
If there is an AS PDSP or other automated process control systems, information about the beginning and end of operations is entered by the services in accordance with the TG.
14. Airplane schedule. Slot provision procedure
All regular transportation of passengers, mail baggage and cargo is carried out by air in accordance with the established current schedule.
Airplane schedules are divided into 2 types:
1. internal schedule of aircraft of the Russian air carrier.
2. international schedule aircraft movements.
The internal schedule includes all regular flights of air carriers registered on the territory of the Russian Federation, regardless of the form of ownership, having “licenses” for the right to operate regular transportation on interregional and intraregional airlines on all types of aircraft.
The international schedule includes all scheduled flights of air carriers registered on the territory of the Russian Federation, regardless of their form of ownership, that have “licenses” for the right to carry out scheduled transportation on international and interstate airlines.
Currently, a carrier can have 2 licenses.
1. The right to carry out air transportation of passengers.
2. The right to carry out air transportation of goods.
The aircraft traffic schedule is the main program document of the Civil Code of the Russian Federation, which is developed, published and maintained for the purposes of:
· ensuring control of the parameters of the license for the right to perform regular transportation;
· planning conditions for the safe operation of flights in the airspace and airports;
· monitoring compliance by flights with airport service capacity standards;
· coordinating flights of various air carriers, based on the required material resources for their implementation, restrictions on the capacity of the air network and meeting the commercial conditions for operating flights;
· creating conditions for regular flights;
· calculation of material resources necessary to carry out planned flights;
· providing consumers with various schedule data and other schedule-related information for organizing commercial and technical activities.
Note. Schedule for irregular (charter) flights on all aircraft on air routes and international routes of the 1st category (regulated separately).
The domestic and international aircraft traffic schedule is developed for two seasons:
- “Summer” - the beginning of the action is the last Sunday of March.
Ends on the last Saturday of October.
- “Winter” - the beginning of the action is the last Sunday of October.
The end of the action is the last Saturday of March.
The validity periods of the summer and winter season schedules correspond to the dates established by IATA.
Formation, publication, prompt adjustment of the schedule and maintenance of regulatory and reference information are carried out in local time.
Note. For air traffic control services, all time parameters are indicated in Coordinated Universal Time - UTC (this is atomic time as close as possible to the solar time of the Greenwich meridian).
Participants in the formation, coordination, publication and operational adjustment of the schedule. Their main functions.
The process of formation, approval, publication and prompt adjustment of the schedule involves:
· Federal Air Transport Agency;
· Interregional territorial departments (ITU);
· Air carriers;
· Airports.
· Main center for planning and flow regulation air traffic;
· Center for Schedules and Tariffs (STC);
15. Daily flight plan. Onmeaning, content
FLIGHT PLAN- strictly defined information about the planned flight.
DAILY FLIGHT PLAN- a flight plan drawn up on the eve of the flight day based on the aircraft traffic schedule and agreed requests for unscheduled aircraft flights.
RPP- repeating flight plan - a plan that applies to all navigation and does not require approval from the traffic service.
PPL- a preliminary flight plan submitted for flights by airlines within a period of 3 hours to 3 days, requiring approval by the traffic service and at the destination airport to coordinate the SLOT.
SLOT- a window in the daily plan presented by the destination airport for the arrival, service and departure of the flight of the submitting PPL, or an application for the flight.
The main planning task is the uniform distribution of flights during the day, depending on the airport capacity (acceptance and release of aircraft).
To prepare a WBS, the planning manager must have:
1. Aircraft departure plan according to the federal and regional schedule for a given day.
2. Plan coming from other airports (scheduled and unscheduled flights).
3. Plans of assignments of flight units of civil aviation and an extract from flight plans (applications) for planned flights from airports of other airlines and transit crews.
4. Information on the condition and readiness of the first landing and alternate airfields for receiving and servicing aircraft, and in some cases fuel and lubricants at the airport.
5. Preliminary flight plan for lettered and controlled flights (must be marked with the symbols “A”, “K”, “GZ”), as well as flights with a postponement of departure to the next day.
6. Check the availability of reserve crews, and if they are absent, report to the flight squad headquarters.
7. Monitor the receipt from the flight squad headquarters of the work order plans for the execution of their flights for the next day and from the production control center (PDSC) of the work order plans for the planned aircraft.
8. Enter into the SPP the regional numbers of the aircraft, the names of the PICs and their meteorological minimums, the number of crew members and the names of the PICs of the reserve crews from the orders received from the headquarters of the flight squad.
9. Send the SPP (traffic summary plan) to the information and computing center (information and computing center) no later than 15.00 Moscow time, where the SPP is printed and an extract from the SPP is made.
10. Send a telegram to the airport of departure about the prohibition or postponement of arrival time for unscheduled flights in accordance with the “Aircraft Movement Message Table” (AT).
To compile a summary (general) SOP, the planning manager receives the following necessary information from interested airport services and airlines:
plan - summary of passenger flights;
plan - summary of cargo flights;
plan summary of charter flights;
plan - summary of foreign airlines.
The SOP specifies all landing points, including technical ones (aircraft refueling and necessary maintenance).
The SPP tracks aircraft movements throughout the entire flight depth.
All navigation systems are divided into autumn - winter and spring - summer navigation.
Changes to the NGN are made according to telegrams that arrive via “SITA”, “Gabriel” and “AFTN” (TLG is considered an official document). Telegrams (TLG) about changes are recorded in the “Book of Orders”, after which all interested services (representative offices) are notified using means of communication and only after that amendments are made to the SPP.
1. Flight number.
2. Flight letter (letter index).
4. Aircraft number.
5. Layout (maximum commercial load).
6. Ownership of the aircraft.
7. Last name of the PIC (his takeoff/landing minimum).
8. Route.
9. Planned time.
10. Actual time of arrival.
11. Scheduled departure time.
12. Planned take-off time.
13. Actual take-off time.
14. Time of arrival at the airport for the first landing.
15. The reason for the delay according to the classifier (the culprit of the delay in the airport)
16. Aircraft movement report sheet
PROCEDURE FOR COMPLETING STANDARD TELEGRAPHIC MESSAGES FOR IVP and ATS
1. GENERAL PROVISIONS
Telegraphic messages about the planning, support and execution of flights, as well as other airborne aviation activities and related to them additional information are compiled in accordance with the Table of Standard ATS Messages (Appendix 13).
The Table of Standard ATS Messages is part of a similar Table of the International Civil Aviation Organization (ICAO).
It contains a list of messages and the standard messages associated with them.
sets of data with constant numbers assigned to them, called data fields. Some of these fields that are not used in the Russian Federation are not indicated in the Table.
Telegraph messages - applications for temporary residence permits are drawn up on standard forms, other messages - on regular telegram forms. Forms for PPL, FPL and telegrams with other types of standard messages for temporary air traffic police and internal affairs bodies must be filled out in compliance with the following rules.
Forms of flight plans for air traffic control and other standard ATS messages for domestic flights are filled out in block letters of the Russian alphabet.
Time in air traffic control flight plans and other standard ATS messages is Coordinated Universal Time (UTC).
When filling out forms, moving text to another line is allowed only in whole groups, without breaks. The total number of characters per line, including spaces between fields, must not exceed 69.
Each message on air traffic control and air traffic control is drawn up in the form of a telegram and transmitted in the established order to the authorities supporting the flight of the aircraft (air traffic control and air traffic control activities).
The first (address) part of the message is filled in by the ADP dispatcher in accordance with the rules for addressing and transmitting telegraph messages.
The second (information) part of the message is filled in by the PIC (aircraft operator) and includes:
Data provided in fields 3-18; they are enclosed in parentheses and are intended for automatic processing in the computer systems of ATC systems and transmission to the ATS points of these systems;
Additional flight information; it is placed outside parentheses in messages (except flight plans) and is intended for other airport services (to be completed by the traffic controller).
The third part of the plans for the IVP (field 19 of the FPL and the reverse side of the PPL) is filled in by the PIC with the established data in all cases and is not transmitted in telegraph messages, with the exception of the subscription data of some messages.
Data enclosed in parentheses in messages of all types on air traffic police and traffic police must be compiled in the order and sequence defined by the Table of Standard Messages on Air Traffic Services. Distortion of the order and format of messages is unacceptable due to the fact that automated processing of this data is impossible if distorted.
Exampleflight plan changes (FCP):
(TsKhG-DV345-UHHH-USSS-9/IL62-16/USSS0600-18/DATE2106 RMK/AF MALFUNCTION)
TsHG (change); -DV345 (scheduled flight number 345, operated by DAK airlines); -UХХХ (departure airfield Khabarovsk); -USSS (destination airfield Yekaterinburg); -9/IL62 (VS type replaced by Il-62); -16/USSS0600 (destination airfield Ekaterinburg, estimated elapsed time before arrival 06:00); -18/DATE/2106 (flight date June 21); RMK/AIRCASE MALFUNCTION (reason for change).
An example of an aircraft departure delay:
(DLA-DM661-UUDD0200-UTTT)RZ/I01
DLA (delay, extension of delay); -DM661 (scheduled flight number 661, operated by Domodedovo PA); -UUDD0200 (Domodedovo departure airfield, new aircraft departure time 02:00 UTC); -UTTT (destination airfield Tashkent); RZ/I01 (reason for delay of IAS, failures and malfunctions of aviation equipment).
Change of preliminary flight plan (PTP):
(ПЦХ-ДВ9 0 0 7 -УХХХ-УСТЦ-9/ТУ54-16 /УСТЦ0135-18/DATE/ 2106)
PTSH (change); -DV9007 (out-of-schedule flight number 9007, operated by the Far Eastern Aviation Corporation "DAK"); -UKHU (departure airfield Khabarovsk); -USCC (destination airfield Chelyabinsk); -9/TU54 (aircraft type replaced by Tu-154); -16/USCC0135 (destination airfield Chelyabinsk, estimated elapsed time before arrival changed to 01 h 35 min); -18/DATE/2106 (flight date June 21).
Aircraft departure (DEL):
(DEP-DV9027-UХХХ0310-USSS-REG/85805 STS/K) RZ/P01
120/10/450/90/2000 25/1/150/30/450 ZI USSS 2D USSS PRS-DV902
GR11/35 USSS)
Note. Data on commercial loading is transmitted as directed by the SOP, the reason for the delay is as directed by the PDSP with designations in accordance with the Classifier, information in parentheses is not transmitted outside the Russian Federation,
DEP (aircraft departure); -DV9027 (out-of-schedule flight number 9027, operated by the Far Eastern Aviation Corporation "DAK"); -UKHKHOZYU (departure airfield Khabarovsk, take-off time 3 hours 10 minutes, UTC); -USSS (destination airfield Yekaterinburg); -REG/85805 (aircraft registration number);
STS/K (letter "K"); RZ/P01 (“P” is the symbol of the SOPL service, “01” is the reason for the delay, late check-in of passengers); 120/10/450/90/2000 (“total load: 120 passengers, including 10 unaccompanied children, 450 kg of luggage, 90 kg of mail, 2000 kg of cargo); 25/1/150/30/ 450 (loading to the first boarding point: 25 passengers, including 1 unaccompanied children, 150 kg of luggage, 30 kg of mail, 450 kg of cargo); ZI USSS (three foreign tourists on board the aircraft to Yekaterinburg); 2D USSS (on board two deputies to Yekaterinburg); PRS-DV902 (on board some of the passengers of flight 902); GR11/35 USSS (on board group No. 11 of 35 people to Yekaterinburg).
Aircraft landing (APR):
(APR-PL9027-ULLL-UUVVSH0)
APP (aircraft landing); -PL9027 (out-of-schedule flight number 9027, operated by Pulkovo Airlines); -ULLL (departure airport St. Petersburg); -UUVV1240 (Vnukovo landing airfield, landing time 12 hours 40 minutes UTC).
Return of the aircraft, direction to the alternate airfield (AFA):(FLA-PL9027-UUVV-ULLL-REG/85709~DATE/2705-UTC/0815-RMK/ CLOUDY)
FLA (return of aircraft);-PL9027 (out-of-schedule flight number 9027, operated by Pulkovo Airlines); -UUVV (destination airfield Vnukovo); -ULLL (return to departure airport St. Petersburg); REG/85709 (aircraft registration number); - DATE/2705 (aircraft return date May 27); -UTC/0815 (manoeuvre start time 8 hours 15 minutes UTC); RMC/CLOUDY (reason for return).
(FLA-PL9027-UUVV-UVGG1205-REG/85709-MIN/80 0.8-DATE/2705-RMK/TOPL/0230 LOW CLOUD)
FLA (direction of aircraft to an alternate airfield); -PL9027 (out-of-schedule flight number 9027 operated by Pulkovo Airlines); -UUVV (destination airfield Vnukovo); -UVGG1205 (alternate airfield Nizhny Novgorod, maneuver start time 12:05 UTC); -REG/85709 (aircraft registration number); -MIN/80 0.8 (landing minimum PIC: vertical visibility 80 m, horizontal visibility -0.8 km); -DATE/2705 (date of direction to the alternate airfield on May 27); -RMC/LOW CLOUD (reason for return).
Restriction, termination (extension) of the use of aircraft for all reasons,except for weather conditions (APZ):
I (APZ-UNNN0400/0900-DATE/2809-RMK/RUNWAY CLEANING) READING MESSAGE:
ALZ (cessation of taking VS); -UNNNO4OO/O90O (Tolmachevo airport, time of termination of aircraft reception from 4:00 a.m. to 9:00 a.m. UTC); I -DATE/2809 (limit date September 28); -RMK/RUNWAY CLEANING "reason for restriction").
Resumption of aircraft reception (APV): (APV-UNNNO9OO-DATE/2809)
APV (resumption of VS); -UNNN0900 (Tolmachevo airport, time of resumption of aircraft reception 9 hours 00 minutes UTC); -DATE/2809 (date of resumption of aircraft reception is September 28).
Primarymessageaboutaviationincident,incident(serious incident), as well as any information about a security threat
Aircraft, crew and passengers (ALR): (ALR-IR9057-TU34-REG/65708-DATE/2704-UTC/0840-TChK/UUVV-
VIEW / ROUGH LANDING-MU / VISIBILITY 5-RMK / COMMISSION IS CREATED)
Notes: 1. The location of the incident is indicated after the abbreviation “ТЧК/” by the description of points (points) adopted when filling out the data fields,
The type of incident, weather conditions and measures taken are indicated after the corresponding abbreviations “VID/”, “MU/” and “RMK/” in free form.
The ownership of the aircraft is indicated behind the aircraft registration number after the abbreviation “-OPR/” if the flight number does not correspond to the name of the airline (aircraft operator).
ALR (initial message); -IR9057 (out-of-schedule flight number 9057 operated by Aviakor airline); -TU34 (type of aircraft Tu-134); -REG/65708 (aircraft registration number); -DATE/2704 (date of incident April 27); UTC/0840 (time of incident 8 hours 40 minutes UTC); -TChK/UUVV (scene of the incident: Vnukovo airport); -KIND / ROUGH LANDING (type of incident); -MU/VISIBILITY 5 (weather conditions at the time of the incident); -RMK/COMMISSION IS CREATED (measures taken).
Act of unlawful interference in the activities of Civil Aviation (ANV)): (ANV-DM651-TU54-REG/85609-FULL NAME/IVANOV-DATE/2804-UTC/0820-TCHK/AREA UVVV S0780-VIEW/AIRCRAFT CAPTURE-POB/130-RMK/ON BOARD TWO TERRORISTS ARMED WITH MACHINES DEMAND AFTER REFUELING IN TASHKENT FLIGHT TO DELHI REMAINING FUEL 15 TONS)
Notes: 1. The location of the incident is indicated after the abbreviation “ТЧК/” with a description of airfields, points, points, ATS areas, sections and route designations adopted when filling out the data fields.
The type of incident, weather conditions, requirements and actions are indicated
after the corresponding abbreviations “VID/”, “MU/” and “RMK/” in any form.
The ownership of the aircraft is indicated behind the designation of the aircraft registration number after the abbreviation “-OPR/”, if the flight number does not correspond to the name of the airline (aircraft operator).
4. Updated data is requested from the airport of departure of the aircraft orat crew.
READING MESSAGES :
ANV (act of unlawful interference); -DM651 (scheduled flight number 651, operated by Domodedovo PA); -TU54 (type of aircraft Tu-154); -REG/85609 (aircraft registration number); -Full name/IVANOV (surname PIC); -DATE/2804 (date of incident April 28); -UTC / 0820 (incident time 8 hours 20 minutes UTC); -TCHK/DISTRICT UVVV (scene of the incident, district of the Samara RC Department of Internal Affairs); С0780 (level 7800 m); -TYPE/CAPTURE OF AN AIRCRAFT (content of the act of unlawful interference); -POB/130 (total number of passengers and crew on board the aircraft 130); - RMK/ON BOARD TWO TERRORISTS ARMED WITH MACHINES DEMAND AFTER refueling in TASHKENT FLIGHT TO DELHI REMAINING FUEL 15 TONS (information about the terrorists, their weapons and other information about the incident).
17. Types of flight support
Flight support is organized and carried out with the aim of safe, regular and efficient execution of civil aviation flights.
Relevant activities include:
Organization of flight work (flight operation service);
Organization of training of flight personnel;
Flight operations.
Navigation support (navigation service):
Development of aircraft maneuvering schemes in the airfield area;
Navigation training of drugs;
Providing aeronautical information;
Monitoring the readiness of aircraft for flight operations.
Providing aeronautical information (AIS service):
providing LAN with aeronautical information;
routes, maps, amendments, NOTAMs.
Providing air traffic control (ATC):
Planning and coordination of air activities;
Direct air traffic control;
Monitoring compliance by aircraft crews with the procedure for using airspace.
Meteorological support (AMS, AMC), including provision to management and flight personnel, traffic services and other services of meteorological information necessary to perform assigned duties.
Aviation engineering support (IAS, ATB, ATC):
Timely and high-quality maintenance, inspections, modifications and repairs of aircraft;
Security high level flight safety;
Analysis of the causes of AT failures and development of measures to prevent them;
Monitoring compliance with aircraft technical operation rules.
Aviation technical support (ATB, ATC) (aviation technical base, center), including direct maintenance and preparation of aircraft for flight.
Aerodrome support (Airdrome service - AS, AB):
Carries out measures for the operational readiness of runways, taxiways, and stations;
Prepares the airfield and areas for radio beacon landing systems;
Electrical lighting support (ESTOP Base):
Maintenance and maintenance of service stations in good condition;
Power supply, backup power supplies, spotlights, OVI, OMI.
Radio technical support (ERTOS Base):
Providing air traffic control authorities with the necessary radio communication systems, means of communication and control over the movement of aircraft;
Ornithological support, including carrying out measures to prevent aircraft collisions with birds.
Commercial support(Transportation Organization Service - SOP), including carrying out a set of measures aimed at using the carrying capacity and safe operation of aircraft flights.
Integrated ground transportation support (KNOP), including direct provision of aircraft preparation on the apron.
Ensuring operational production management (PDSP), including management and coordination of the actions of airline units to carry out planned tasks and operations provided for by technological schedules for aircraft training:
Regime and security support (Aviation Security Service):
screening of passengers hand luggage and luggage;
pre-flight inspection of aircraft;
security of aviation equipment and facilities;
airfield fencing;
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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 air transport services
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 application 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 relevant agents (executing companies) engaged 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.
Airport, according to Federal system 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 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 ACTIVITIES
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, refilling 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 regulations in the field of flight safety, servicing 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, inspection of crew members, service personnel, passengers, hand luggage, luggage, mail, cargo and on-board supplies, prevention and suppression of attempts to hijack and hijack aircraft ships).
2.2.4 Control and direct support of planning, operation, development, improvement and arrangement of 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 entities 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 undergoing customs, border and sanitary-quarantine control procedures carried out in 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. As a rule, airports of federal significance include airports whose annual volume of passenger traffic is at least 500 thousand people, with runway with artificial turf and a set of radio navigation and lighting equipment, allowing 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 (the list of airports of federal significance 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 administrative centers 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 airport, including non-aviation activities (food, trade, entertainment, different kinds services for legal entities and individuals, etc.) subject to the creation of the appropriate material and technical base and obtaining licenses to perform the specified work.
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 state system certification in air transport is carried out in accordance with the laws of the Russian Federation “On Certification of Products and Services”, “On the Protection of Consumer Rights” and has the purpose of:
- 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 of 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. The certification of airports and the issuance of corresponding certificates is carried out by the Air Transport Department of the Ministry of Transport of the Russian Federation and its regional departments.
Air Transport Department:
- establishes general principles for airport certification, organizes the development, implementation and implementation of the Certification Rules, procedures for inspection control over compliance with the Certification Rules and certified facilities;
- 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 carried out upon application by an independent airport or an airline that includes the airport as a structural unit.
The certificate certifies the airport’s compliance with state requirements (standards) for the activities of servicing air transportation and aviation work on a commercial basis.
4.2.4. An airport can 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 Air Transport Department (for airport activities providing transportation on international and interregional air lines - the list of airports is determined by the Air Transport Department) 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 for by the 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 requirements for ensuring flight safety;
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, regulation of passenger transport on these roads, as well as telephone communications between cities and other settlements 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 conditions of operation 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 of 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, rent, concession, granting expansion and construction rights with subsequent long-term lease of 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 services approved or agreed upon by the airport management economic activity. 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 performed 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. Establishment rents, 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. Government regulation pricing policy airports and control over the correct application of the unified system of aviation rates and charges 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 (works) 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 decision 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) air transport participants experience serious problems with obtaining time slots for flights, then at the request of the above air carriers, the Department of Air Transport (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 (legal or individual with professional knowledge of the problem of coordinating schedules on airlines), ensures, with the participation of interested parties, the creation of a coordination committee at the airport (as an advisory body), approves the work regulations of the coordinator and the coordination 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.
Krasnodar
An organizational structure is a diagram consisting of divisions and individual officials of a company, arranged according to levels of significance and responsibility, containing the relationships between them and the order of subordination. Depending on the stage of development of the company (formation, development, stabilization, crisis), different approaches to building organizational structure. It is especially important to control the situation at the stage of transition from one stage to another and at the stage of active growth and development of the company. A well-constructed organizational structure makes it possible to optimize the number of personnel and the number of divisions, simplify the interaction of divisions, evenly distribute the load on personnel, avoid duplication of functions and their “sagging”, eliminate double and triple subordination, delimit the scope of activity of managers, determine their powers and area of responsibility, increase labor productivity. The organizational structure is the basis for building an effective management system. For an airport, this is one of the main components on which the entire operation of any air transportation is based. An airport especially must have a coherent, well-functioning structure. The lives and safety of passengers depend on this. Let's take a closer look at how the organizational structure of any airport is built.
At the airport, the marketing department is headed by the vice president of marketing. He is a member of the Board of Directors and takes part in developing the target orientation of the airline's activities, developing a long-term strategy for its implementation, and drawing up plans for the development of air transport production. Organizationally, he reports to the president and coordinates marketing efforts throughout the company. The responsibility of the vice president of marketing is to integrate the activities of various functional units, regardless of the specific organizational chart adopted by the airline.
The main task of the marketing department is to develop a strategy and tactics for the company's behavior in the air transportation market, taking into account its goals, financial and technical capabilities. The airport is characterized by the organization of marketing by type of air transportation and type of functions. The Marketing Management Department is the main department that determines the airline's marketing activities. It consists of groups.
The planning group is responsible for drawing up marketing plans based on information from proposals coming from other groups. The marketing plan reflects the characteristics of the main strategic goals of the airline, data on forecasting the development of regional markets, marketing strategies for each region, tariff policy and sales plans for regions and airlines, action plans to improve the quality of service, a tactical action plan, recommendations for sales promotion and advertising work (sent to the advertising department), a description of procedures for monitoring the effectiveness of marketing activities.
The tactical action plan (for the coming year) has several options, which allows you to flexibly respond to changing market situations.
The aviation reservation system (ARS) group is developing the main directions for system development. Thanks to these systems, the time for booking a ticket on any route is reduced several times. The ticket booking system is linked to the hotel booking system, which is also very convenient for passengers.
The Market Development Group is a division. which receives information on regional markets abroad and on the conditions of the air transportation market. The generalized results of market research are the basis for forecasting demand for air travel and developing marketing strategies and tactics.
The tariff group is responsible for collecting all information on aviation
international tariffs and the conditions for their application, is involved in calculating tariffs for various destinations, developing the airline’s tariff policy, etc.
The aircraft service group is engaged in developing recommendations for improving service on board the aircraft.
The route marketing department includes six route groups. The main task of this department is to develop a development strategy for each airline; proposals for scheduling, setting tariffs, servicing, etc. are developed here. Information from this department is transferred to the marketing management department (it is primary for drawing up marketing plans).
The passenger services department consists of two groups: the legal group is responsible for developing rules for passenger insurance, conditions for the use of air tickets and other legal issues, and the transport services group is responsible for developing new rules for service (non-standard) on board the aircraft, which are then transferred to the passenger service training group.
The aviation reservation system (ARS) maintenance department is developing the entire range of services provided by this system and preparing booking conditions (how many seats to leave with the airline, how many to transfer to agents of other companies, etc.).
A group of foreign missions and agencies processes information for travel agencies and representative offices abroad.
The system development group is responsible for setting tasks for programmers.
The information group collects and provides passengers with information on various countries and cities where flights are carried out: this is a concert program, theater repertoire, festivals, national holidays, etc.
The reservation control department deals with the distribution of seats by airline, flight formatting, blocking (how many seats and on which flights are booked per year, month, when the reservation is canceled, etc.).
The aviation security department or service (SBU) is a separate structure and is subordinate to government security control authorities.
The organizational structure is aimed, first of all, at establishing clear relationships between individual divisions of the airline and distributing rights and responsibilities between them. It implements various requirements for improving management systems, expressed in certain principles.
Name:
Air Transport. . Risk management. Standard manual for the security management system for airport services. Basic provisions
Valid
Date of introduction:
Cancellation date:
Replaced by:
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 Technical Committee for Standardization TC 034 “Air Transport”
3 APPROVED AND ENTERED INTO EFFECT by Order Federal agency on technical regulation and metrology dated June 19, 2015 Ne 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, notifications 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 operational maintenance of the airfield and 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 “aerodrome” 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 are used 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 suppliers of products and services: Approved aviation training organizations (3.8) exposed to aviation safety risks in the course of their provision of related services, aircraft operators, approved maintenance organizations, organizations responsible for design aircraft type 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 dangerous 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
The peculiarities of the development of manuals for air traffic management system of the Russian Helicopters OJSC holding and the organizations included in the holding are due to the complexity of the organizational structures of the 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 recording 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 air traffic management system:
Providing improved management of established practices and facilitating activities to ensure airborne safety;
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 SMS functions 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 managing 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 review and approval process should be applied 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 SMS 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 in appropriate cases;
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 evaluation 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) Training program, 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 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.
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