Establishment of a Flying School

Sample details Pages: 31 Words: 9246 Downloads: 4 Date added: 2017/06/26 Category Statistics Essay Tags: School Essay Did you like this example? Civil Aviation Scenario Evolution In December 1910, a party from Belgium and two from England with many aircrafts arrived in India. The first amongst them was famous Humber motor companies. The team was led by Capt WG Windham, comprising two pilots, one French and one English and two mechanics. Don’t waste time! Our writers will create an original "Establishment of a Flying School | Business Dissertations" essay for you Create order After reaching Bombay (Mumbai) they proceeded to Allahabad to demonstrate the aircraft at the Industrial Exhibition due to be held there shortly. The first actual flight was successfully attained by Mr. David in a Beriot on the 10th of December 1910 circled the Polo ground at a height of 25 to 30 feet. The second aircraft flew the next day, December 11, 1910, under the control of French Pilot Piguet and carried the first passenger in India. He was one of the sons of the Maharaja of Benares In a show at Tollygunj, near Calcutta on December 21, 1910, in a show Baron flew with a lady passenger Mrs. N.C. Sen who thus became the first woman in India to get airborne. The history of civil aviation in India started with its first commercial flight on February 18, 1911. It was a journey from Allahabad to Naini made by a French pilot Monseigneur Piguet covering a distance of about 10 km over the river Yamuna. The first domestic air route Karachi-Delhi began in December 1912 by the Indian State Air Services in collaboration with the Imperial Airways, UK. It was actual extension of London-Karachi flight The Indian aviation gathered momentum after three years (1915) with the opening of a regular airmail service between Karachi and Madras by the first Indian airline- Tata Sons Limited October 15, 1932, JRD Tata started Tata Aviation and piloted the first carriage of mail from Karachi to Bombay. Tata Aviation later became Air India. At the time of Independence, there were 9 air transport companies operating in India. Tata Airlines, Indian National Airways, Air Service of India, Deccan Airways, Ambica Airways, Bharat Airways, Mistry Airways and Oriental Airways Air Corporation Act of 1953 was passed nationalising all airlines. Air India International took over the international traffic and Indian Airlines Corporation the domestic. Sector structure/Market size The Indian civil vaiation industry is among the fastest growing industries in the world with its growth rate of 18% per annum. Number of players as well as the number of aircraft is increasing in India at it is mainly due to the open sky policy of the government, because of which many overseas players are entering in the aviation market. Today, private airlines account for around 75 per cent share of the domestic aviation market. India was at 12th position in the worlds aviation market in 2006, but it has improved its position holding 9th position at present.In the year 2006 the domestic air services were available at 75 airport in India which has improved up to 82 airports now. Month-wise Indian Scheduled Domestic Operation (Aircraft Kms Flown) of Civil Aviation in India (May 1988 to December 2008) In India the air passenger travel is increasing at about 25% a year since the aviation sector opened up the skies to private carriers. Government has estimated that by 2025 the growth of aviation sector in India will outpace the global average. Currently the aviation sector is going through bad phase which started from 2008 after economic slowdown hit the market in 2008, while year 2007 was the best ever in terms of growth for Indias civil aviation sector. The domestic airlines passenger load increased by 36.47 % (to 317.29 lakh passengers) in the first three quarters of 2007. International Air Transport Association (IATA), estimated about the Indian aviation sector that India will contribute significantly to global air travel. This contribution which was US$ 5.1 billion in 2007 will soon cross US$ 5.6 billion after the market condition will be stable and then it will grow significantly. In 2007 market research firm PhoCus estimated that domestic air traffic will be more than double and touch 86.1 million passengers by 2010, up from 32.2 million passengers in 2007. But after economic slowdown this estimate may take some time to achieve after 2010. Opportunities Aviation sector is going to play a major role in terms of employment in this sector. There is going to be huge demand for technical and administrative employees in this sector due to the vast growth of aviation sector in the future. Aviation sector is not only limited up to pilots and air-hostesses but there are many employment options in this sector which are related to aviation and without which industry cannot function. Some of the Operations jobs include: Pilots, airhostesses, air traffic controller, cabin safety instructor, in-flight managers, In-flight base managers, cabin services instructor, maintenance controllers, aircraft maintenance engineers, quality control manager, cargo officers and ground staff. There is also a wide range of positions on the ground and these include the services of mechanics, baggage handlers, ticket agents and reservations agents. Potential for Growth and its future The Indian Civil Aviation market was worth US$ 5.6 billion in 2008 which has grown at a compound annual growth rate (CAGR) of 18 per cent. According to Centre for Asia Pacific Aviation (CAPA) the domestic traffic will increase by 25% to 30% till 2010. Also international traffic will grow by 15 per cent and total market will have more than 100 million passengers by 2010. At present the Indias civil aviation passenger growth is 20% and it is one of the highest in the world. By 2020, 400 million Indian passengers are likely to be airborne. More than 100 million passenger in which 60 million will be domestic passengers and around 3.4 million tons of cargo per annum are expected to handle by the Indian airports by 2020. There are many significant steps which are still to be taken by the government to propel growth in the Indian civil aviation sector. Indian government is already working on its plans to modernize existing airports by 2010 and is investing more than US$ 9 billion in the project. There is also a plan of the government to develop around 300 unused airstrips. Kapil Kaul, CEO India Middle East, Centre for Asia Pacific Aviation (CAPA), in an interview said that Indias civil aviation passenger growth is among the highest in the world. The sector is slated to cruise far ahead of other Asian giants like China or even strong economies like France and Australia. The number of passengers who will be airborne by 2020 is a whopping 400 million. The markets being as it is holds great promise for potential investors and numerous International no-frills budget carriers are making a beeline for India. With so much activity in the sector there is a tremendous need for personnel as well. While earlier, the airline industry was largely government owned and perceived as regulated and also a tad boring, with private and international players entering the market, opting for a career in the airlines has become both a lucrative and glamorous option To meet the growing demand, Indian scheduled carriers are placing major orders for aircraft. Based on press reports, Indian carriers placed orders over US $12 billion at the 2005 Paris Air Show. Of the 280 aircraft order received by Airbus, 135 are from Indian carriers. Moreover, of the $50 billion that Airbus can earn from these deals, the contribution of Indian carriers is over $15 billion. Airbus forecasts that the number of new aircraft it would sell to Indian carriers would go up to 400 by the year 2023. This will make the India the third largest market for new aircraft in Asia, behind China (1,790) and Japan (640), according to Airbus Global Market Forecast 2004-2023. The aviation industry is of the view that the European aircraft maker may have to again revise its projection upwards. The report further states that Boeing expects India to buy aircraft worth $35 billion in the next 20years. As per a press report, the Center for Asia Pacific Aviation (CAPA) estimates India domestic airlines would need 650 new aircraft by 2012, up from the current 210. Every new carrier launched in the country will need to buy a minimum of five aircraft to start operations, as stipulated under the license condition, in the next 12 months. Inter Globe Enterprises has placed firm orders for 100 aircraft worth $6.5 billion. The anticipated fleet augmentation planned by airlines of India are shown in Table Source DGCA It will be observed that India is likely to see large increase in aircraft registered in India and operation of such fleet would result in straining of aviation infrastructure. Policy decisions have been undertaken to enhance the airport infrastructure. Another component of aviation infrastructure that is of crucial importance to growth of Civil Aviation is up-gradation of capacity to train critical manpower. The training for making available operating crew and maintenance personnel is an expensive exercise and requires long gestation period. Prior to liberalization in early 90s, the two State-owned airlines had established elaborate training infrastructure to train critical manpower for their needs. The training plans were evolved based on its fleet expansion plans. In the first phase of domestic market liberalization in early 90s the requirement of critical manpower had placed a strain on availability of this human resource. Large scale poaching of critical manpower from one airline to another had been resorted to. The growth of fleet in the first half of the current decade had again resulted in shortage of operating crew and maintenance personnel. The series of steps have been taken recently to meet the present shortfall of cockpit crew that include increase of eligibility age of pilots from 60 years to 65, permission to ex-pat pilots to operate airline services etc. Industry is still facing problem besides opening up of doors for foreign pilots. In fact DGCA has taken a lead role to alleviate the situation of shortage of pilots in all possible manners without compromising the safety aspects. Private airlines are equipping themselves with flight simulators for pilot training including recurrent checks. Indian Airlines has been inducting CPL holders for its training program at CTE Hyderabad. Air India has embarked on a planned program to cater to long-term requirement of pilots by resorting to induct trainees for outsourced training to PPL CPL level thus enabling them to be inducting into ab-initio training program at its training establishment. Based on the fleet augmentation plans of various airlines and expected increase in the number of airlines, the requirement of critical manpower is expected to be the key factor in maintaining sufficient operating capacity to meet the growing demand for air travel in the country. Demand For Operating Crew The requirement of operating crew, of which cockpit crew is most critical due to long gestation period in training and need for elaborate and expensive infrastructure involving training aides such as aircraft simulators and other equipment in addition to training aircraft. The demand for operating crew in the country is based on the combined fleet augmentation proposed by all existing scheduled airlines and the prospective entrants into the air transportation business. Apart from schedule operators, pilots are also required by a large number of existing non-scheduled operators involved in charter operations and also for corporate aircraft owned by large business houses. Since the unprecedented growth rates achieved in the domestic market, and huge orders placed by airlines for new aircraft to cater to expected passenger carriage in the market, government, airlines, and other research institutions involved in civil aviation have been making projections for pilots requirements in the country. The projection by various bodies are at variance depending upon their estimation of the size of the market and expectations of the fleet size. The Center for Asia Pacific Aviation (CAPA) estimates that Indias domestic airlines would need 650 new aircraft by 2012, up from the current 210. This projection results in annual induction of over 70 aircraft that would require over 500 pilots per year for the new aircraft yet to be inducted. While evaluating the emerging aviation scenario, Kaw Committee (2006) had the following to say about critical manpower requirements to meet future needs: Induction of large number of aircraft would require more than thousand additional type-rated pilots and equally large number of type-rated engineers in span of a decade, to meet the growth requirements, in addition to the recurring requirement of the licensed personnel. At present, most of the private operators get their pilots and engineers trained at the facilities of aircraft manufacturers or approved training organizations abroad. Considering the huge potential of training engineers and pilots in the country, some agencies, including aircraft manufacturers are thinking of establishing type-training facilities in India. DGCA will have to be strengthened to conduct examinations and licensing of large number of pilots and engineers required to operate and maintain the additional aircraft being acquired. Currently there are 1650 ALTP commercial pilots licensed by the DGCA to meet requirements of over 200 aircraft operated by scheduled airlines and 2300 CPL holders meeting the airlines and general aviation aircraft. There are about 500 expatriate pilots assisting airlines in keeping airlines aircraft flying. The total requirement of pilots that would have to be trained from initial stage should take into account natural wastage on account of superannuation. FAST estimates consolidated additional requirement of pilots for the Scheduled/ non-scheduled airlines and the corporate sector at around 3000 pilots during the five years (2007-2012). Broad estimation of the requirement is shown below in Table In the present civil aviation scenario, the fleet plans of various airlines can undergo changes keeping in view growth rates on micro basis and intensity of future competition. The projection of requirements of pilots on year-to-year basis is therefore fraught with uncertainties, but a projection of pilot requirement on a longer time horizon is likely to be more realistic. Demand for Pilot Training Apart from air transportation of passengers on scheduled services and corporate travel, another potential area that has not seen much development is the need of air transportation for disaster management and medical relief /evacuation. In the coming years the use of small aircraft /helicopters is likely to become prevalent and air linking of district centers with State capitals/ major towns will be necessary. Operation of aircraft for this sector of aviation will also add to requirements of pilots. It may be noted that there is great demand for Pilot Training in India that has arisen due to phenomenal growth in air travel spurred by economic growth during the past. The present policies of the Government of India pertaining to emphasis on infrastructure and services sector leads to a very positive economic outlook that will have impact on the air transportation sector. The growth of traffic recorded in recent years is likely to be sustained in the immediate future and is expected to stabilize at a reasonable level. The sustenance of this growth is dependent on the growth and development of Aviation infrastructure of which training of critical manpower is a very important feature. Type of Training Flying Training Institutes offer various levels of trainings for commercial flying. These include Private Pilot License (PPL), Commercial Pilot License (CPL), Multi-engine Rating, and Instrument rating; apart from Commercial Helicopter Pilot License, Flight Instructor License/Rating, and Airline Transport Pilot License. In the first phase it is proposed to impart training for PPL and CPL as these trainings involve flying training on single engine aircraft. For multi engine rating and IR rating, induction of twin-engine aircraft is required along with requisite training aids such as specific aircraft simulator. Eligibility Qualifications for Entry to PPL/ CPL course Candidates for PPL training should have completed Senior Secondary Examination (10+2). Minimum age of 17 years is prescribed for induction into the course. PPL holders would be eligible to be inducted for CPL training and should have PPL issued with 50 hours of flying and not less than 10 hours of solo flying within a period of preceding 12 months. The flying club issues student Pilot license after checking the general capability of the student to continue flying training such as enough leg space in the cockpit. Selection Procedure The selection of candidates may be done on the basis of a written examination followed by Pilot Aptitude Test and Interview. The written examination for entry into PPL course will be on general subjects such as English, Physics, Mathematics and Reasoning, where as for CPL written exam will be for subjects of Air Navigation, Aviation Met, Technical general and Air Regulations. Ground Courses and Flying Training Ground Courses: Topics for the ground courses that are laid down by DGCA for PPL and CPL along with duration are shown in Table 2.1. Trainee Intake Course Duration PPL Course: The Institute in the First Phase will cater to induction of a batch of 20 trainees for PPL course. Initially induction will be carried out twice a year. During the second year of operation of institute four batches of 20 trainees each are proposed to be inducted at three monthly intervals. Trainees are expected to complete PPL Course, Simulator and Flying Training in six months. The course work and part simulator training will be completed in three months followed by intensive flying training of 50 flying hours per trainee. CPL Course: The CPL course will commence during the second year of institutes functioning Training Infrastructure Flying and Gliding Clubs: It is observed that Flying and Gliding Clubs have been receiving financial assistance from the Central Government ever since their inception in 1928. This assistance gradually increased on the recommendation from various Committees set up for the purpose from time to time. It is also to be noted that in addition to receiving subvention from the Central Government most of the clubs were receiving grants and donations from the State Governments and other private organizations besides the revenue earned through: Flying fees paid by the trainees Membership fees/subscriptions etc. The subvention budget was raised to 3.5 crores by the Ministry of Civil Aviation. Later on this subvention was withdrawn except for SC/ST candidates. All the flying clubs except private ones became sick due to non-subsidy to students as it was a great burden for pilot student to pay for full flying cost. Flying clubs are generally private bodies headed by Deputy Commissioner of the district, with Sr. public person and DGCA member on its board. Equipment i.e. aircraft are purchased by the Central Government (DGCA or Aero Club of India) and given to flying clubs but remain property of DGCA. Indira Gandhi Rashtriya Udan Academy (IGRUA) was set up in Fursatganj in U.P. to provide quality training to the pilots. The Academy envisaged a quantum improvement in the standards of flying and ground training of Commercial Pilots in the country. For this, the Academy is equipped with most modern and sophisticated trainer aircraft, up-to-date audiovisual training aids and other facilities for effective ground training. Highly qualified flying and ground instructors, with long experience in the field of aviation and flying training were recruited. Academy is funded by Ministry of Civil Aviation (Air India Indian) and is equipped with latest aircraft /simulator. It has produced a large number of pilots who are serving airlines. IGRUA charges Rs.16.5 lakhs for CPL training. IGRUA uses mainly TB-20 trainer aircraft and it charges per flying hour is Rs.12, 000/-. IGRUA have been permitted to admit 100 flying students per year. IGRUA is supported to the tune of Rs.10 crores (approximately) on its recurring annual account. Proposed Training Establishment At Gondia in Mahrashtra: Ministry of Civil Aviation (MCA) is in the process of setting up National Flying Training Institute (NFTI) at Gondia in Maharastra. MCA is concerned regarding shortage of world-class facilities for training the pilots in India to meet the large-scale demand of well-trained pilots. Ministry also envisages that specific infrastructure meeting the needs of International Standardized Flying Training including the research and development in the fields of pilot training, aviation related innovated and practical courses comparable to the requirements of standards of CAR, issued by DGCA (India). ICAO, FAA (of USA) and other international training centers of repute should be established. NFTI is a green field training center and aims to develop NFTI investment as viable economic units. NFTI may have institutional structure which meet the DGCA requirements for flying training. These are Society registered under the Societies Registration Act, 1860 Statutory body under an Act of Parliament Company incorporated under the Companies Act, 1956 Foreign Training Institutes/ Schools: Indian flying students also go abroad for flying training and obtaining PPL and CPL in foreign Academies predominantly in USA, Canada and Australia. The pilots having successfully completed the training program receive license issued by Civil Aviation Authorities of respective countries. DGCA accepts the license of foreign aviation authority and endorses the license after passing of the students of three papers and flight check by the DGCA pilot. The duration of obtaining CPL license is comparatively much less and may cost about $US 20,000/- as fees. The student pilot also pays additional expenditure for boarding and lodging and traveling Process For Grant Of Approval For Flying Training Institute Approval for setting up Flying Training Institute is issued by the DGCA in accordance with CAR Section 7, Series D Part 1 issued in July 1999 and subsequently amended from time to time. This document details eligibility requirements, and describes the process in details along with minimum requirements relating to infrastructure, procedures and manpower for grant of approval This document is applicable for flying training activities with aircraft having maximum certified take off mass not exceeding 5700 kgs. The document also encloses formats for applicants to be utilized at various stages in the process. Eligibility requirements for issue of approval: Approval of organizations undertaking flying training activities can be granted to Central Government or state owned or controlled ones. Indian citizens, Nonresident Indian, or overseas corporate bodies can also apply for setting up flying training institutes. A company registered in India having its principal place of business within India with or without foreign equity participation (excluding NRI equity as approved by Government of India from time to time is covered in eligibility criteria. Stages of Approval Under the prescribed process, approvals are granted stage-wise. The stages are as under: Grant of Initial No Objection Certificate Permission for import/ acquisition of Aircraft Grant of Approval Grant of Initial No Objection Certificate (NOC) Stage 1 Application is to be made to the Director General of Civil Aviation in prescribed format. For issue of initial NOC, Security clearance and FIPB approval (in case of foreign equity participation) is necessary. Application should contain following information with supporting documents. Following details are required to be furnished in the application: Memorandum of Articles of Association duly registered with the competent authority No Objection Certificate from Airports Authority of India from air traffic point of view No Objection Certificate from Owner of the airport for use of airport for setting up of training institute and for providing parking and Hangar space. Financial soundness of applicant Project report giving details of organization, manpower, training plans, infrastructure and equipment for the institute, source of funding, viability of project etc. Details of Directors of the Board and Chairman/ CEO for necessary security clearance Type and number of aircraft and simulator and source of procurement Submission of requisite fee Initial NOC will be granted after the application is found satisfactory from the point of view of need of training institute, airport capacity and constraints at the proposed airport, suitability of proposed aircraft type, aircraft maintenance arrangements etc. This NOC is valid for one and half years during which applicant will take necessary steps to comply with requirements and acquire final approval for starting the training institute. Issue of permission to import of Aircraft Stage 2 Initial NOC holder will take necessary steps to the satisfaction of DGCA for establishing required infrastructure, recruitment and training of manpower, preparation and approval of training manual, maintenance system manual, MEL, Maintenance schedules, security program etc. Initial NOC holder will furnish necessary information to show that the specific aircraft proposed to be imported meets the requirements for import of aircraft and that all mandatory modifications and airworthiness directives are complied. On demonstration of necessary preparedness the initial NOC holder will apply to the Ministry of Civil Aviation for grant of permission to import/ acquire aircraft in the prescribed format. The permission to import aircraft shall be valid for one year extendable by three months on one time basis. For new aircraft extension may be permitted for actual lead-time of the delivery. Grant of Approval Stage 3 For the final grant of approval institute shall have necessary training aids, Hangars, suitable space for aircraft maintenance, well lighted workshops and fire fighting / safety equipments. Well-marked and adequate parking bays and taxi tracks along with facilities for mooring should be available. Adequate space for engineering, maintenance, operations and classrooms should be in place. The institute should have a well equipped library with aviation books, literature, up to date flying training circulars/ compendium, CARs, AICs, AIP, Jeppson Charts route maps etc. Chief flight instructor/ Flight Instructor, in-charge and Quality control Manager should be recruited for whom DGCA approval is obtained. Adequate number of flight instructors, ground instructors and engineering personnel should be employed. Specific approval is necessary for employment of foreign licensed pilots/ engineers. On completion of necessary preparedness, applicant will apply to DGCA for grant of approval to the flying institute. The application should cover the following aspects: Particulars of specific aircraft with installation of mandatory instruments and equipment Certification of Registration and Certificate of airworthiness of the aircraft Approval of the maintenance organization Name, license/ approvals and endorsements of flight instructors/ engineers Comprehensive insurance policy covering aircraft, occupants and third party risks in accordance with requirement Compliance of relevant CAR and conditions for initial NOC if any Details of facilities, equipment, procedures and necessary manpower. On satisfactory review by the DGCA, a team constituted in DGCA will carry out inspection of the institute. If the institute meets all requirements DGCA will grant approval to the institute that shall be valid for one year and shall be renewed each year. Sources For Instructors The sources from where instructors could be recruited are as follows: From general aviation Indian Air Force International Market There is a shortage of instructors at present in the Indian aviation market. However, NEC can approach Indian Air force for instructors on deputation. The instructors can also be sourced from the International market. Company Profile (Foundation for Aviation and Sustainable Tourism) Vision of FAST Foundation for Aviation and Sustainable Tourism (FAST) to be a Think Tank evaluating policies and a Research Organization of Repute. About FAST(Foundation for Aviation and Sustainable Tourism) Foundation for Aviation and Sustainable Tourism(FAST) is an international. non-government, non-political, autonomous research organization was founded in the year 1992 .It is not working for the profit but its objective is to promote the Civil Aviation and Tourism in harmony with the environment and provides common platform for the industry and the government to find a workable solutions. Its main aim is to function as an institutional base for the study of all aspects with regard to civil aviation and tourism including their management Organization Former Secretary General, International Civil Aviation Organization (ICAO), Dr. S.S.Siddhu is the founder Chairman of this organization. Lt. Gen (Retd.) K M Seth, PVSM, AVSM, former Governor of Tripura and Chattisgarh is the president. Former Executive Director, Airport Authority of India (AAI) Mr. Gurcharan Bhatura is the director general of FAST. Mr. B.K Joshi, former Joint Director General of Civil Aviation is the secretary general. Board of trustees FAST is managed by the board with following trustees: Lt. Gen. (Retd.) K.M. Seth PVSM, AVSM Former Governor of Tripura Chattisgarh Mr. N.N. Jha IAS (Retd.) Mr. B.N. Jha,IAS (Retd.) Mr. Uma S Bhartia, Manager Director India Glycols Ltd Mr. P.R.S. Oberoi CMD, East India Hotels (Oberoi group of hotels) Mr. Siddhanta Sharma, Chairman Spice Jet Mr. VP Agrawal, Member (Planning) AAI Mr. Gurcharan Bhatura, Director General, FAST. Executive Council Lt. Gen. (Retd.) K.M. Seth AVSM, PVSM former Governor of Tripura Chhattisgarh, President FAST Mr. M. P. Bezbaruah, IAS (Retd.) Mr. Raghu Menon, CMD, National Aviation Company of India Limited Mr. Anil Bhandari, MD International Travel House Ltd Mr. Kanu Gohain, Director General Civil Aviation Mr. Parvez Dewan, CMD India Tourism Development Corporation Mr. R. Krishnan, Consulting Editor Cruising Heights Mr. Raman Sidhu India Head, Corp Affairs Fidelity international Mr. MM Bhagat, Chairman Bhagat Group Mr. Gurcharan Bhatura, Director and Secretary General Mr. B. K. Joshi, Treasurer Corporate Members and Members from industry There are many members of this organization which is from the aviation industry. Some are as follows : Mr.Naresh Goyal (Chairman) Jet Airways (I) Pvt Ltd Mr. Parvez Dewan,- (Chairman Managing Director) India Tourism Development Corporation, Mr. Uma S. Bhartia (Managing Director)India Glycols Ltd. Mr. Raghu Menon,- (Chairman Managing Director) National Aviation Company of India Limited Shri Siddhanta Sharma (Chairman) SpiceJet Limited Mr. R. Gupta (Former Secretary) Ministry of Civil Aviation. Mr. K. Gohain Director General Civil Aviation Mr. V. P. Agrawal Member Planning Airport Authority of India(AAI). Dr. G. K. Agarwal former Dy. M. D. Indian Airlines Capt. D. V. Sharma former Director Operations Indian Airlines Mr. H. S. Bhatia former Member Engg. IAAI Mr. Ashok Bhushan former Director Planning Indian Airlines Mr. V. K. Chandana former Joint DGCA Mr. Nalin Sharma former Chief Architect Airport Authority of India(AAI). Mr. Daya Kishan former Director Meteorology Mr. B. S. Mathur Mr. R. C. Gupta both former Chief Engineers of Airport Authority of India(AAI). Mr. Ravinder Sethi a renowned Aviation and Tourism Consultant. And there are other well known members from the industry. Achievements and major projects handled Fast is the only research organization in India which has combined both the aviation and tourism under a single umbrella. It is registered with Bureau of Administration and Services(ADB) of International Civil Aviation Organization (ICAO) which in itself implies recognition of its standing. FAST has successfully completed 17 years in the aviation industry and has conducted several important studies and national and international level seminars and conferences. FAST has played its significant role towards the promotion of Indian Civil Aviation and playing its role in developing cordial relations with International Civil Aviation Organization(ICAO). So far FAST has successfully conducted seven International conferences and is well known worldwide for its successful world class conferences and seminars. Its seventh International conference INDIA ASEAN Needs for Civil Aviation cooperation was a great success held in February. Its next International conference is going to be held in September 2009. Ministry of Civil Aviation (MoCA) associated FAST as a member of KAW committee constituted to review the working conditions of the DGCA. FAST was also invited by the Chattisgarh Tourism Board, Raipur, for advice on introduction of Heli Tourism. Also North East Council Sectretary of Shillong had sought its advice to improve Air Connectivity in the NE Region. FAST was contacted for advice on setting up of a flying academy in Lilabari airport, Assam. They were seeking suggestion on regulatory mechanism for Civil Aviation for Planning Commission. They were also approached for getting an action plan for development of sustainable tourism in Andaman Nicobar Island. The major project/studies and research handled by FAST is as follows : Techno- economic feasibility for aircraft maintenance and repair facility Corporate plan for airports authority of India Privatization of airports in India- recent developments and contemporary issues Space tourism- industry of the 21st century Action plan for development of sustainable tourism in Andaman Nicobar islands Regulatory mechanism for civil aviation Enhancing air connectivity in North east Region Heli- Tourism in Chhattisgarh Setting up of Pilot Training Centre at Lilabari, Assam List Of publication Aviation and sustainable tourism emerging trends New horizon on travel and tourism Flight into millennium aviation and tourism symbiosis Airborne for progress : tourism and aviation Aviation and tourism : synergy for success Address and contact details Foundation for Aviation and Sustainable Tourism (FAST) IInd floor, Old Vayudoot Building Indian Airlines Complex, Safdarjung Airport New Delhi-110 003 ( INDIA) Tel : +91-11-24627100 Telefax : +91-11-24610377 E-Mail: [emailprotected]/* */ www.fastindia.org Chapter 4 Training Academy Civil Infrastructure 4.1 Concept The campus facilities for Pilots Training Institute are proposed at two locations. The one is within airport boundary. As the facilities like Workshop, rooms of instructors, engineering staff should be within the boundary. The second Location is outside but near to the airport area. Second location is chosen because it is not possible to locate the facilities within airport boundary. These facilities are Administrative Area, Teaching area, Hostel for trainees, residential area, guest house and club and sports complex. 4.2 Site Study and Interaction General A site has been selected. This land will have to be acquired from Government. The proposed campus site is accessible from main approach road to Airport. 4.3 Planning Criteria and Master Planning General A detailed study has been done for setting up a Training institute in a healthy and convenient environment with investment as low as possible. Proposal is of providing all essential infrastructure and facilities for training purpose. Development of buildings, hangar, Apron etc is important but to make provision for support service/Bulk services is also necessary. They are A) Power Supply B) Water Supply c) Sewage System D) Drainage System A detailed study survey is considered for power supply of desired load and coordination with local electricity authorities and state electricity board will have to be done to get the required load for power supply available and its confirmation. Water Supply The source of water supply for the New Campus should be located on the vacant land. The required numbers of deep tube wells are to be bored after carrying out the tests for the expected yields and quality of water. At the campus the necessary pump houses, underground tank and RCC overhead tank should be built. For distribution of water supply, cast Iron pipe water lines of required diameter should be laid from tube wells to underground tanks and from these to overhead tank. Water treatment plants should also be developed to remove impurity if possible. Sewerage System We have constructed a sewerage treatment plant of required capacity and some independent septic tanks for each block of buildings. Its necessary to construct sewerage treatment plant for sewerage load of all the building located at new campus site i.e. administrative block, teaching areas and residential complex including guest house, and other individual building in this campus. Drainage System The entire open land is made to provide natural slope for carrying the rainwater flow to fall in to main storm water drains. Similarly other water drains ( administrative , teaching and residential block ) will join the main storm water drains . Power supply The power is made available at the flying training school by local Govt. electricity department. The cost of providing power supply from primary source up to proposed substation at Institutional new campus by state Electricity board/authority has not been included in the estimated cost for power supply system. It is recommended that one primary source feeder at 11 kv from state Electricity Department should dedicated feeder for the Institute. The cost of providing power intake at substation of new campus has not been included in this report. Standby Power A reliable and uninterrupted power supply is the basic requirement for as aviation training academy. Therefore proposed power supply system shall be so designed that in the event of failure of normal power distribution equipment or a feeder, an alternative source of power can be switched on therefore; the generations of the required capacity for standby power supply will have to be installed. It is assumed that 40% of lighting load and 60% of essential power load will be supplied power, through standby source. Proposed New Institutional Campus for Pilots Training Institute (Phase I) The new campus has been planned to comprise of following five areas: Residential Complex. Administrative Building. Teaching Campus. Hostel Block. Guest House Club. The brief scope and concept for design and planning for each of the above complex has been given as below. a) Residential Complex The Residential campus including is proposed to located on the vacant land of adjoining to Airport. Existing Road will connect the residential campus to Airport complex. The residential campus is proposed to have single room hostels for boys and girls, separate residential Units for executives and other staff, guest house including one for VIP and a recreation club along open space for sports complex. The layout of residential complex has been planned in a manner with scope for future expansion in a phased manner. b) Administrative Building An RCC framed structure building (with provision for the floor on top)has been proposed for phase-1. This building has been designed to built and another storey on ground floor for subsequent phase expansion. The administrative building will consists of following. Directors Office Dy Director (Admin,Finance,Persional etc) The offices for Senior Faculty/Flying instructor and senior manager. Main Office Reception and waiting lounge Toilet Blocks Miscellaneous like stairs,kitchen etc Seminar Room c) Teaching Complex The facilities which are primarily meant for class room teaching, seminar/conference rooms, Library, simulator rooms, auditorium etc. are proposed to be provided at the new campus, As already stated the site for the complex is adjacent to Airport and will be accessible from the main approach road to the airport.. D) Hostel Block (Trainees) In first phase will be about providing hostel facilities (single room) for 25 trainees. This will be a double storied RCC Building with provision for future expansion. The other facilities to be provided in hostel block will include Common dining hall and kitchen , common room/lounge, separate for boys and girls, warden room/office, toilet block etc. E) Flying Teaching Complex at Airport The teaching complex will be near to apron. This teaching complex will consists of following facilities. A Flying operational offices. (i) Chief Instructors Room (ii) Instructors Room (iii) Briefing/debriefing Room Flight dispatch Room B Engineering workshop offices (i) Chief Engineer Room (ii) Store Rooms (iii) Workshop Rooms C Aircraft Parking Area Hangar Apron Taxi Link i) Hangar It will consist of a structural steel hangar of size 25 meter wide and 30 meter long. The height of the hangar will be 8 meter. These will be 2 R.C.C. structure Building to house the facilities for Flying and Engineering workshop offices ii) Apron Taxi-Link The Apron Area for parking of Aircraft provided is 66m 40m. The provision has also been made for Taxi-link connecting the Apron with Runway for Taxing of Aircraft to Apron Hanger.. 4.6 Hanger Design Concept The primary function of a hangar is to provide an enclosure for servicing, overhauling and doing repairs on the aircrafts. The hangar will be constructed as structural steel frame and covered with proper type of metallic sheets as roofing. The hanger will also be provided with facilities like shops and stores for spare parts. The size of hangar has been decided on the basis of the size of trainer aircraft, and numbers to be 1 parked at a time inside the hangar and turning radius of aircraft. 4.7 Furniture Office Equipment The detailed break up for working out the requirements of furniture, computers, telephones etc have been taken into consideration separately for Administrative Block, Technical Block, Operational and engineering office and Teaching area. 4.8 Technical Specifications Teaching/Institutional complex. Teaching complex, Administrative offices, Trainee Hostels, guesthouses, Auditorium, Residential Quarters for faculty members and staff, club etc. will be R.C.C. framed structure with brick walls. The External finish of institutional building, administrative Building, club and auditorium will be provided with some permanent superior finish, with weather coating. Internal finishes of the building will be cement plaster on walls with top finish of oil based distemper/ or other superior finish. Aluminum doors and windows and first class seasoned wood for doors and windows. The floor of buildings will be of vitrified tiles or marble with granite combination in the public areas, classrooms computer hall. All class room and laboratory / workshop will be provided with wall tiles up to a height of 1.50 meter. From floor to provide a permanent finish for walls to avoid periodical maintenance. Toilets will also be provided with the similar superior finishes. The ceilings of all buildings will be plastered and painted white. Air conditioners will be provided in all Important Buildings 4.9 Environmental Assessment of Site The factors like Noise and pollution will be low on the institute as it is in the outskirts. Surrounding Environment It is proposed to have plantation of trees and landscaping and greenery will be developed to make Institute more beautiful and attractive. 4.10 Cost Estimate General: The cost estimates are based on the following technical specifications, scope of work and the assumption. Prevailing unit are a Market rates for similar Constructions Market Rate Prevailing rates from Manufacturers/Suppliers. Market rates based on quotations, wherever possible Charges @.7% of the cost will have to be added for consultancy, detailed engineering/architectural drawings, structural designs etc. at the time of accord of sanction of project and budget/funds allotment. In the absence of detailed engineering several details based on the sound engineering practices and experience in the airport works, have been adopted to work out a reasonable and realistic cost estimate. Summary of Cost Civil Infrastructure All the costs are approximations and based on some previous report. Aircraft Training AIDS 5.1 It has been observed that the aircraft which are mainly used in India for the training purpose are 5.3 The brief details on some of the training aircraft are as follows: 5.3.1 Pushpak Pushpak was designed and developed by Hindustan Aeronautics Ltd. had been the main stay of training from 1960 onwards. It is seen that 106 Pushpak aircraft are on Indian register. Pushpak is of tail wheel type and side-by-side sitting. These aircraft have lived their utility and are of earlier design concept. Therefore Pushpak aircraft is not in consideration. 5.3.2 Diamond DA 20 Katana Katana is two-seater light plane manufactured by Diamond Aircraft Corporation, Canada. Diamond had built 331 Katana Also in Canada up to October 1998, when manufacture of the variant was suspended. At least 20 were supplied to Diamond in Austria in 1998. European production of DV 20s terminated with the production of 160 aircraft. Australian and Canadian production establishments delivered more than 650 DV/DA 20s of all versions by end 2001. DA 20 was produced in various versions with different power plants. DA 20-C1 is powered by Teledyne Continental IO-240-B (125 hp) flat four driving a Sensenich two-blade wood and composite propeller. Structure of the Aircraft is made mostly of GFRP construction with local CFRP reinforcement in high-stress areas. Fuselage comprises of two large cells, which are bonded together and incorporate transverse bulkheads in the cabin/center section area and three ring bulkheads in the tail cone. Wings are made out of GFRP and Spar caps are made out of CFRP. Diamond 40 is a four seat light plane powered by Textron Lycoming IO-360 engine of 180 hp. Another new version is DA-40-TDI (133hp) with turbo engine is also available. 5.3.3 Cessna 152 Cessna 152 has been the most successful trainer aircraft produced by Cessna Aircraft Company of USA. Total all types 183, 666 aircraft were produced by this company by 2001. The production of Cessna 152 was stopped in 1980s but resumed production of 172 in 1994. Cessna 152 is side-by-side two seat trainer aircraft of semi-monocoque metal construction. Some of the important particulars of the aircraft are as follows: Horsepower: 115 Gross Weights: 1600 lbs Top Speed: 108 knots Empty Weight: 1040 lbs Cruise Speed: 103 knots Fuel Capacity: 26.00 gal Stall Speed (dirty): 42 knots Range: 303 nm Takeoff Landing Ground Roll: 735 ft Ground Roll: 445 ft Over 50 ft obstacle: 1385 ft Over 50 ft obstacle: 1075 ft Rate of Climb: 670 fpm Ceiling: 14000 ft 5.3.4 Cessna 172 Cessna 172 has various variants. Cessna 172 Sky hawk is very popular model. It is a four seat light plane. Standard Cessna 172 compared with pre-1986 (172Q) versions, features fuel injected engine; specially developed McCauley propeller optimized for reduced rpm operation; new Honeywell avionics; metal instrument panel with backlit, non-glare instruments; all electric engine gauges, dual vacuum system, digital clock, EGT gauge, hour meter and centrally mounted enunciator panel; stainless steel control cables; epoxy corrosion-proofing; cabin improvements; steps for visual checking of fuel tanks, which have quick-reference quantity tabs, and consolidation of all primary electrical components into a single junction box on the firewall for simplified servicing. Cessna 172 is all metal semi-monologue construction. It is widely used and is a successful trainer aircraft. It is powered by 160 hp Textron Lycoming IO-360-L2A flat-four piston engine driving a two-blade, fixed pitch McCauley metal propeller. The model 172R is certified to the requirements of U.S. FAA (Federal Aviation Regulation) Part 23 through amendment 23-6, including day, night, VFR and IFR. Some performance details are as follows: Horsepower: 160 Gross Weights: 2450 lbs Top Speed: 123 knots Empty Weight: 1642 lbs Cruise Speed: 122 knots Fuel Capacity: 42.00 gal Stall Speed (dirty): 47 knots Range: 580 nm Takeoff Landing Ground Roll: 945 ft Ground Roll: 550 ft Over 50 ft obstacle: 1685 ft Over 50 ft obstacle: 1295 ft Rate of Climb: 720 fpm Ceiling: 13500 ft 5.3.5 TB-20 TB-20 is manufactured by M/s. Socata of France. The TB-20 GT version has been certified in January 2001 by DGCA, France. A large number of TB-20 GT Trinidad has been sold to various customers in France and USA. It is of a semi- monocoque construction and is powered by 250 Textron Lycoming IO-540 flat six, driving a two-blade Hartzell constant speed propeller. This aircraft is being used by IGURA for PPL and CPL training. Its leading particulars are as follows: Horsepower: 250 Gross Weights: 1600 lbs Top Speed: 108 knots Empty Weight: 1040 lbs Cruise Speed: 163 knots Fuel Capacity: 26.00 gal Stall Speed (dirty): 42 knots Range: 303 nm Takeoff Landing Ground Roll: 735 ft Ground Roll: 445 ft Over 50 ft obstacle: 1955 ft Over 50 ft obstacle: 1075 ft Rate of Climb: 1130 fpm Ceiling: 20000 ft 5.3.6 Zlin ZLIN 242L has been manufactured by MORAVAN AEROPLANES INC of Czech Republic. It is a primary prop trainer sport playing. Total of the 120 aircraft have been delivered by 2002. Aircraft is a conventional aeroplane and is powered by Textron Lycoming AEIO-360 flat-four engine of 200hp driving three blades constant speed would composite propeller. Some performance details are as follows: Horsepower: 200 Gross Weights: 2248 lbs Top Speed: 124 knots Empty Weight: 1609 lbs Cruise Speed: 123 knots Fuel Capacity: 31.71gal Stall Speed (dirty): 64 knots Range: 504 nm Takeoff Landing Ground Roll: 1005 ft Ground Roll: 935 ft Over 50 ft obstacle: 1625 ft Over 50 ft obstacle: 1725 ft Rate of Climb: 886 fpm Ceiling: 14760 ft 5.4 Aircraft Operating Flying Cost Per Hour 5.4.1 The total operating cost per hour of flying for typical trainer aircraft and Cessna 172 aircraft has been assumed in the study. Total operating cost consists of fuel, oil, spares and material for maintenance, accident reserve fund, overhauls fund, maintenance and certification of avionics etc. indirect fixed cost will consist of all administrative overheads, depreciation and insurance. Operating Cost of aircraft has been worked out on following assumptions in respect of various components of the total cost. 5.4.2 Basic Price of the Aircraft: The purchase price of Cessna aircraft could be seen for various make model serial no. from the web site. It is observed that the purchase price of Cessna 172 S.P. of 2000 make and Low on total time is about US $2,40,000/-. From Janes All the worlds aircraft book of 2003-2004 it is observed that the cost of Cessna 172 is about US $1,82,000/-. The price of the aircraft is negotiable with the company evaluation. For the present study landed aircraft price is estimated as 1.2 crores including freight and insurance. 5.4.3 Spare engine and aircraft spares: Experts are of the view that the spare engine for five aircraft is minimum requirement for efficient running of the academy. Also spares at least about 10% of the purchased cost of the aircraft are needed for maintenance purpose. It is considered view of the experts that at least cost of one aircraft towards these elements is needed. Therefore, appropriation of 1.2 crores would be reasonable for the present costing purpose. 5.4.4 Investment estimates for aircraft and related items: Investments towards purchase of five aircraft, spare engines and aircraft and engine spares are given in the Table 5.1. Aircraft and engine spares are assumed at 10% of airframe price and 60% of engine price respectively. Table 5.1 5.5 Assumptions for Operating Cost 5.5.1 Life of the aircraft: The experts says that the life of an trainer aircraft is usually more than 20 years. The utilization low but due to bad handling by students it may cause the aircraft for repair . Therefore aircraft life of 15 years is assumed. 5.5.2 Residual value: The residual value of the aircraft is taken 10%. 5.5.3 Annual utilization: According to DGCA the annual use of an trainer aircraft is 450 hrs. But taking 800 hrs in a flying academy may be appropriate. This will be providing a training of 4 hours a day for 200 clear days in a year. 5.5.4 Depreciation: To show the real value of cost of operation depreciation value has been considered. 5.5.5 Insurance: The insurance rates vary from company to company from 3-5% but in this case we have taken it as 3.5% per annum.This includes hull, instructor and third party. 5.5.6 Interest on Investment: It is not taken in account to calculate operating cost. 5.5.7 Fuel And Oil Cost: The trainer aircraft uses AvGAS .The cost of the AvGAS varies and is taken about Rs. 75/- per lt. The Transportation cost is to be calculated. Cessna 172 aircraft consumes around 30-35 liters of Av Gas in an hour. Oil consumption is around 4% of the fuel cost. 5.5.8 Maintenance Cost: It is estimated that materials and spares for maintenance of aircraft and engines/ propellers would amount to approximately Rs 1325 per hour of flying. 5.5.9 Accident Reserve/Overhaul cost: 5.5.9.1 The cost will be due to overhauling of the engine and is taken Rs.500/-per hour of flying. Direct Operating Cost Of The Aircraft 5.6.1 Direct Operating cost consisting of various cost elements discussed above are presented in Table 5.2 below. Direct Operating Cost Of The Aircraft (For 4000 Hours of Flying) (Utilization 800 hours p.a.) CESSENA 172 5.7 Manpower requirement for the Academy: Academy will have three wings viz. flying operation wing, engineering wing and administrative wing. In Flying wing there will be a Chief Flying Instructor assisted by two seniors Assistant Flying Instructors (SAFI), 5 assistant Flying Instructors and one Ground Instructor. The Engineering wing which is for maintaining five aircraft will be headed by Chief Engineer assisted by Deputy Chief Engineer, One Quality Control Manager,One assistant Engineer and one Chief Mechanic ,Six workers level junior mechanics and six aircraft hands. One Store Keeper and one Store Clerk cum Typist are also required. Administrative Staff will be Asst. Secretary cum Accountant, Assistant Account, Typist cum Clerk, Attendant cum Clerk, Driver. 5.7.1 The salary structure of personnel has been assumed based on prevailing market conditions and is indicated in the Tables 5.3-5.5 below. The Personnel salaries have been worked out in these tables. Table 5.3 Indirect Operating Cost Flying Club Operation wing Total salary amount of Operation, Engineering and Administrative wing Fixed cost Rs.1,73,14,000 Rs.4,328.00/- Annual Operational hrs. 4000/- Fixed cost per hour 1,73,14,000 = Rs.4,328.00 4,000 Note (a) Inclusive of all perks DA, HRA and CCA etc. (b) The salary projected above is subjected to change. 5.8 Hourly Operating Total Cost: The operating cost consists of variable cost of maintenance and insurance etc of aircraft. The fixed cost is of flying, engineering and maintenance staff. The total operating cost is equal to the sum of the operating cost and fixed cost as shown in the table 5.6 Table 5.6 It is observed that the total operating cost per hour of flying of Cessna Aircraft will be about Rs.10,500. 5.9 Teaching/Training AIDS 5.9.1 Library Library is essentially required for an Academy as thus needs to be established. The latest technical books on the subjects relevant for CPL training are to be purchased. The books are available with publishers locally and some of these could be procured from abroad. Manufacturer of the aircraft may suggest some of the books of use to the flying students. 5.9.2 Publications: Publications of the Civil Aviation Authority is required AIP, AIC, CAR and ICAO publications are required for the library. 5.9.3 Audio Visual: Training films are available on CD/DVD for PPL, CPL, multi Engine, Instrument Training etc. These have to be procured for quality training for the flying students. 5.9.4 Equipment: Computer video projectors are needed for classroom training. Computers and projectors with facility of power point projections are available in the market. 5.9.5 Flight Simulators: Simulator are designed to be used in flight schools to teach/learn students to recognize the function of all instruments present in a fully IFR equipped Cessna 172 Skyhawk aircraft. Model TRC472B, which is approved by JAR. Its cost is about EUR 39,450. Cost of simulator TRC 472 B 33.53 lacs * 1 Euro = Rs.85.00 Cost of three simulators 100.59 lacs Cost of advanced simulator 130.00 lacs Cost of all simulators 230.59 lacs Spares and other incidentals (@17% 29.07 lacs Total 255.95 lacs Rs 2.56 crores approx. 5.9.6 Investments for Training Aids: Investment for training simulators and other training aids is summarized below Table 5.7 5.10 Maintenance shop: DGCA approved maintenance shops are required to carrying out the maintenance schedules. It is estimated that tools and other equipment and facilities would require investment of Rs.50 lacs. Chapter 6 Investment Summary 6.1 Total investments on civil works for the Training Academy is discussed in Civil Infrastructure. The total estimated investments for construction of Training School, hangars, workshops, hostels etc. is Rs 10.31 crores. This investment is for Phase I during which two batches of 20 pilot trainees each will be inducted. 6.2 Investments for induction of five trainer aircraft, with necessary spare engine support and spare parts have been estimated. This fleet of 5 aircraft will provide for 4000 hours of flying training in a year and would cater to training of 20 trainee pilots (first batch) to CPL level, and 20 trainee pilots (second batch) will be trained up to PPL level. The investments on this account are expected to be Rs 7.30 crores. 6.3 Training curriculum of pilots requires them to undergo training on simulator. Keeping in view the workload provision has been made to induct three simulators at a cost of Rs 2.56 crores. That a part provision for other training equipment such as overhead projectors, VCD/DVD players, projection systems, computers etc. have been made at Rs 0.20 crores. Provision has also been made for workshop for maintenance of trainer aircraft and Rs 0.5 crores has been provided for the same. 6.4 The total investments for civil works, training aircraft, spares support, simulators and training aids, and maintenance workshop are summarized below: Summary of Capital Investment 6.5 Recurring Annual Expenditure 6.5.1 Civil infrastructure Maintenance Expenditure: The fixed assets of Civil works proposed for the Training School in Chapter 6 have to be maintained by way of periodic upkeep. The annual maintenance costs is normally assumed between 3 to 5% of the investments costs. At 4% the annual maintenance cost will amount to Rs 40 lakhs. 6.5.2 Flying Training Expenditure: Operation of aircraft entails expenditure under two heads namely variable cost (Aircraft Fuel, Oil, Maintenance materials etc.) and fixed costs ( Depreciation, Insurance). While the former is related to extent of operations, latter is incurred on annual fixed basis. Aircraft operating Costs are summarized. Based on these estimates expenditure for aircraft operations are worked out below 6.5.2.1 Variable Cost Elements Cost Rs per hour Fuel/ Oil 2730 Spare/ Maintenance materials 1325 Accident/ Overhaul reserve fund 500 Subtotal 4555 For Annual fleet utilization of 4000 hours expenditure = 4000*4555 = 182.20 Lakhs 6.5.3 Depreciation Training Aircraft = 900*4000 = Rs. 36.00 Lakhs Simulators (10 years St Line) = Rs 25.00 Lakhs Sub Total = Rs 61.00 Lakhs Aircraft Insurance = 525*4000 = Rs. 21.0 Lakhs 6.5.5 Personnel Salary Expenditure: The Training Academy will employ personnel in Flying, Engineering and Administrative wings. The details of staff in each wing and annual expenditure have been estimated and are summarized below: Flying Wing : Rs. 95.00 Lakhs Engineering Wing: Rs 71.22 Lakhs Administrative Wing: Rs 6.92 Lakhs Total Rs 173.14 Lakhs Total Annual Expenditure: Annual Expenditure (Recurring) for the Training Academy is summarized below in Table 6.2: Annual Expenditure (Recurring)

Steroids And Their Relationship With Exercise / Sports...

Research Project: Steroids The topic I have chosen to talk about today is steroids and their relationship with exercise/sports science and chemistry. You’re probably wondering what are steroids? How and what are they made of? Why would anyone take them? I felt that these four things went very well together and are very interconnected with one another especially chemistry and steroids. First of all, what are steroids? Steroids are derived from the lipid family that also includes cholesterol, steroid hormones, and bile salts. [1][3]These molecules are derived from two-carbon acetyl-CoA units, when combined forms a five carbon isoprene molecule, which finally creates and forms a seventeen carbon tetracyclic hydrocarbon which becomes the molecular skeleton for a steroid. [1][2] From that point on the steroid base can turned into different kinds of steroids for different purposes, like gels, pills, fluids and others. This is where the chemistry aspect comes in, to create different forms of this substance a person must have a thorough knowledge of molecules, elements, chemical reactions, how to change the physical state of the substance, and much more chemistry. So the creation of steroids is in a sense a big chemistry project with many different steps and parts going into it. The most popular and common of these steroids is anabolic-androgenic. So where did steroids come from and why do people use them? In history steroids, anabolic specifically, were created as a syntheticShow MoreRelated_x000C_Introduction to Statistics and Data Analysis355457 Words   |  1422 Pagesthe Cedar Rapids, Iowa, Community Schools. In his spare time he enjoys reading and hiking. He and his wife have a daughter, Anna, who is a graduate student in Civil Engineering at Cal Tech. JAY DEVORE earned his undergraduate degree in Engineering Science from the University of California at Berkeley, spent a year at the University of Shefï ¬ eld in England, and ï ¬ nished his Ph.D. in statistics at Stanford University. He previously taught at the University of Florida and at Oberlin College and has had

Communication Ia Free Essays

INTRODUCTION For this Portfolio, the theme I chose was ‘Peer Pressure in Sport’. Even though Peer Pressure is a broad topic, personally, I chose this theme because of my observations and experiences developed due to my involvement in sports and with other athletes. This topic can assist my academic background by showing me how to deal with people. We will write a custom essay sample on Communication Ia or any similar topic only for you Order Now It can also help me with my future career of being a professional rugby player where I can learn to cope and deal with issues that may come my way. This theme would be portrayed in a short dialogue where it would be analyzed and discussed. A dialogue about a group of youths who are given an opportunity to show their talent where only seven players were needed. This caused a player to stop the sport because he wasn’t chosen. This genre was chosen because in my view, the theme was placed in a context where the reader can read and understand the points that would be brought forward without having to read between the lines. For my Expository, the Primary Source that would be used is a Questionnaire and the Secondary Source would be a website, www. bbc. com. These sources would assist my investigation and my research question. PREFACE Peer Pressure is the influence exerted by a peer group or an individual, encouraging other individuals to change their attitudes, values or behaviors in order to conform to group norms. This reflective is exhibited in as a dialogue because I believe that readers may better understand the concept when placed in a real life situation. This piece shows a group of teenagers from around the neighborhood, mainly footballers, who are subjected to pick their best six players and a keeper for a tournament. The setting of the dramatic piece is taken in a neighborhood. This piece was produced and intended for a teenage audience who participate in sport activities or teenagers who watch sports. The type of language used in the reflective would allow them relate to the situation and also allow a little comic relief. This piece is expected to target the specified audience because of the negative and positive impacts on youths. They can also relate to experiencing or observing this type of situation or one similar in any sport they play or that they would like to play. This dialogue can be used at a school or at a presentation amongst teenage athletes. This would allow them REFLECTIVE Scene 1 This scene begins on the corner of Tern Drive. This occurs in the evening time when the youths of the neighborhood usually come out their houses to hang out. Kerry: Wah going on fellas? Wats d vybz. Jody: I’m alright and you? Keevyn: I just dey for d while. Curtis: Wats the plan tonight fellas? Sweat awa? Brian: Yeah, I for dat. Allyuh hadda call out d rest ah them though. Five ah we cyah sweat alone. Kerry: Yeah boi Keevyn. You have d bike so start pedaling cuz I not walking. We would meet ur on d field. Keevyn: Steupzz, always doing me this yes. Waheva, I would meet allyuh on d field. (Everyone departs, Keevyn on his bike to call out the others and the rest walking away to the field. ) Scene 2 On the field the friendly game of football begins. It goes on for a while, while other guys appear to partake in the custom. An unknown man also appears to watch the game. After a shot was taken wide of the goal he calls in everyone. Mr. Mac: Youths Come! Come! May I have a few seconds of your playing time? Kerry: Wam pops, what you want? I hope is not any Jehovah witness thing. (Everyone laughs) Mr. Mac: No , my name is Mr. Mac I want to place an offer for you young footballers. Curtis: Well hurry up. Talk fast cuz d lights does come off ten. Mr. Mac: I am hosting a tournament in the indoor facility in Chaguanas. It is six and a keeper tournament but it’s only one more side I need. So choose your best six and let me know. The prize is $6,000. 00 and free to enter. (They all become enthusiastic about it and start talking amongst themselves. ) Kerry: Aite fellas. All ah we look interested, so we for it. Jody: Well I guess Keevyn would be the goalkeeper because he is very good in the goal post. Keevyn: Waheva, don’t matter to me. Just choose a good side cuz if I get more than 3 I walking off. Kerry: Aite, the side is me, Keevyn, Curtis, Jody, Brian, Beans and Muscle Frog. Che: So what bout me? I way better dan Beans. He is rel filth and he rel slow. Brian: Nah Che. Beans having ting. He is a good playmaker. He could reach rel far dawg. You on the other hand should stop play football on a whole. Imagine you on d reserve side for Couva Sec. relax dawg. Khellon: (laughing scandalously) You have one seta cricketers starting before you. Best you really stop yes. Che: Steupzz forget allyuh boy dan. I going home. That why allyuh not going to win anything. (Che walks off very angrily talking to himself and kicking the floor. ) Mr. Mac: OK. Enough with that petty squabble. Here is my card, (He hands Kerry the card) and you can call me to register the names of the players you have chosen. I have some more pressing matters to attend to so my time is short. Good Bye for now. (Mr. Mac makes his departure and the boys go back to play football. ) Scene 3 The team they carried to the tournament won it and some of the players were scouted for Pro League teams. They all came out to have their evening sweat a week after for the first time since the tournament. They sent Keevyn to call out the rest of players. Keevyn: Che! Che! Afternoon! Sweat boi. (Che walks outside to his gate) Che: Nah boi, me and football is not no friend again. I realize allyuh men was talking sense last time so forget it. Keevyn: (laughs softly) You serious dan. Waheva dawgie you do your ting. Che: Yea boi allyuh is rel fake friend. (Che walks back inside his house while Keevyn rides away to call out the rest of the players. (Keevyn reaches the field already sweating to meet some of the guys juggling the ball. ) Keevyn: Eh allyuh know d youth man really stop play football. Jody: Who are you talking about? Keevyn: Che boi! D man say we was telling d truth when Mr. Mac was here. So he really stops play football. Kerry: (With a puzzled look on his face) Hmm. He cyah be serious. Waheva yes. Forget bout he. If he cyah take talk, football is really not for him. Jody: So are we going to stand and talk for the rest of the night or play football? Everyone realizes then run unto the field to begin the match. ) ANALYTICAL This analysis is written to show the different aspects of communication. The genre of work that would be analyzed is a dramatic piece. The aspects of communication that would ensure a proper analysis are the registers used and the dialectal variations exhibited. The reflective was written to give off a comedic effect to try to keep the intended audience alert and not bore them, but also put across the points that were needed to show them situation at hand. It was also written presupposing that the readers have encountered or will encounter experiences to which they can relate and base their discernment upon the devices employed in the piece. Throughout the piece, an informal register was used amongst the youths of the neighborhood. This can be shown because of the types of slangs used. Register is the kind of language used that is appropriate to a particular context or situation. For example â€Å"Wah going on fellas? Wats d vybz? † This type of language was used because of how they have been friends for a great period of time and that they play football together. However, a more formal tone is exchanged between Mr. Mac and the youths, e. g. â€Å": Youths Come! Come! May I have a few seconds of your playing time? †. This level of formality is due to the fact that Mr. Mac was meeting them for the first time. Mr. Mac and Jody are the only two characters who spoke Standard English and applying the acrolect variation. Mr. Mac’s use of the language may have been because of his social status or that he wanted to sound as if he actually does have status to promote his tournament. It may have also been because he was well educated. Jody, however, may have just grown up in an environment where the language he speaks is favored more, seeing that he speaks the language even in an informal setting. The rest of the characters spoke a more basilect variation of the language. This may have been because of the setting and that they are comfortable with the language they speak or that they came from a lower class. Many of the youth’s speech contained typical creole structure such as the replacement of the ‘th’ with the ‘d’ as shown in the example â€Å"Eh allyuh know d youth man.. †. 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Affirmative Action in Education Essay Example For Students

Affirmative Action in Education Essay The policy of affirmative action in education will no longer be needed in the near future. In the past, however, legislators determined that in order to prevent racial discrimination affirmative action would be needed. Recent demographic studies indicate that the Caucasian race will steadily decrease as the present populations of minorities increase. Factors such as fewer white births, an influx of immigrants, and an increase in interracial marriage will play a major role in contributing to this change. Affirmative action programs are operated by the federal, state, and local governments specifically intended to increase the number of opportunities for various groups, including women, racial, and ethnic minorities. (Http://www.vote96.ss.ca.gov) For example, affirmative action promotes the hiring of less skilled workers, giving the employer no choice other than to choose the best of the minority workers they can find, regardless of job skill requirements. (Http://www.inmotionmagazine. com/feed1.html.)According to Ernest Pasour, the phrase affirmative action was first used in a racial discrimination context, which was issued by President John F. Kennedy in 1961. (Http://www.self-gov.org/freeman/8901paso.htm) He said, It indicated that federal contractors should take affirmative action to ensure that applicants and employees are treated without regard to their race, creed, color, or national origin. (Http://www.self-gov.org/freeman/8901paso.htm) The growing United States population of minorities in the 21st century will eventually surpass the population of the Caucasian race for the first time in history, a change that will become evident in politics, education, industry, values, and culture, according to William A. Henry III (Beyond the Melting Pot 28). One authority says as of now one in every four Americans defines himself/herself as either non-white or Hispanic (Beyond the Melting Pot 28). According to Michael Lind, California, Texas, New York, and eventually t he whole country will soon acquire or have already acquired non-white majorities (The End of the Rainbow 39). A typical U.S. citizen as defined by the United States Census Bureau is someone who traces his or her descent in a direct line to Europe (Beyond the Melting Pot 28). Henry says, if the current trends in immigration and birth rates persist, the Hispanic population will have further increased an estimated twenty-one percent, the Asian presence about twenty-two percent, African-Americans twelve percent, and Caucasians a little more than two percent, when the 20th century ends (Beyond the Melting Pot 28). Immigration, intermarriage, decrease in white births, and interracial births are all factors causing the Caucasian race to become a minority. Authorities have reported that from the mid-1985 to 1990, eleven million new jobs opened up while the total working population grew by only five million (The Case For Immigrants F6). As we progress into the next millennium their will most probably be an increase in demand for skilled and professional workers, and it will become harder and harder for employers to fill positions. The United States in turn may have to look abroad for these qualified professionals whom may have Asian, African, or Latin American backgrounds. As these professionals are hired they willimmigrate to the United States along with their families, in turn contributing to the increasing population of minorities in the United States (The Case For Immigrants F6). As the minority races increase and white race decreases, intermarriage will most likely become more common and evident in the United States. According to the Sacramento Bee, data from California, shows that somewhere between a quarter and a third of all Hispanics marry Anglos (The Case For Immigrants F6). Anglos are non-Latin Caucasian inhabitants of the United States, as defined by the Websters New Ideal Dictionary. While intermarriage rises in the United States their will be lesser and lesser pure Caucasian births, resulting in an increase in multiracial children. All of these factors will eventually cause the Caucasian race to become a minority race in the United States. .u19e553dceafdcfc56ed5aac9a46b0807 , .u19e553dceafdcfc56ed5aac9a46b0807 .postImageUrl , .u19e553dceafdcfc56ed5aac9a46b0807 .centered-text-area { min-height: 80px; position: relative; } .u19e553dceafdcfc56ed5aac9a46b0807 , .u19e553dceafdcfc56ed5aac9a46b0807:hover , .u19e553dceafdcfc56ed5aac9a46b0807:visited , .u19e553dceafdcfc56ed5aac9a46b0807:active { border:0!important; } .u19e553dceafdcfc56ed5aac9a46b0807 .clearfix:after { content: ""; display: table; clear: both; } .u19e553dceafdcfc56ed5aac9a46b0807 { display: block; transition: background-color 250ms; webkit-transition: background-color 250ms; width: 100%; opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #95A5A6; } .u19e553dceafdcfc56ed5aac9a46b0807:active , .u19e553dceafdcfc56ed5aac9a46b0807:hover { opacity: 1; transition: opacity 250ms; webkit-transition: opacity 250ms; background-color: #2C3E50; } .u19e553dceafdcfc56ed5aac9a46b0807 .centered-text-area { width: 100%; position: relative ; } .u19e553dceafdcfc56ed5aac9a46b0807 .ctaText { border-bottom: 0 solid #fff; color: #2980B9; font-size: 16px; font-weight: bold; margin: 0; padding: 0; text-decoration: underline; } .u19e553dceafdcfc56ed5aac9a46b0807 .postTitle { color: #FFFFFF; font-size: 16px; font-weight: 600; margin: 0; padding: 0; width: 100%; } .u19e553dceafdcfc56ed5aac9a46b0807 .ctaButton { background-color: #7F8C8D!important; color: #2980B9; border: none; border-radius: 3px; box-shadow: none; font-size: 14px; font-weight: bold; line-height: 26px; moz-border-radius: 3px; text-align: center; text-decoration: none; text-shadow: none; width: 80px; min-height: 80px; background: url(https://artscolumbia.org/wp-content/plugins/intelly-related-posts/assets/images/simple-arrow.png)no-repeat; position: absolute; right: 0; top: 0; } .u19e553dceafdcfc56ed5aac9a46b0807:hover .ctaButton { background-color: #34495E!important; } .u19e553dceafdcfc56ed5aac9a46b0807 .centered-text { display: table; height: 80px; padding-left : 18px; top: 0; } .u19e553dceafdcfc56ed5aac9a46b0807 .u19e553dceafdcfc56ed5aac9a46b0807-content { display: table-cell; margin: 0; padding: 0; padding-right: 108px; position: relative; vertical-align: middle; width: 100%; } .u19e553dceafdcfc56ed5aac9a46b0807:after { content: ""; display: block; clear: both; } READ: Essay about A Discussion On Intercultural Communication EssayThe Proposition 209 of California began in 1996, it set out to eliminate all equal opportunity efforts such as affirmative action, outreach, recruitment, mentoring, and tutoring programs in public employment, education, and contracting. (Http://www.ajdj.com/noccri/defeat.html) It abolished all public counseling and recruitment programs designed to help minority youth apply for college, and eliminated public programs directed at females, including The Girls Science Network, program which is designed to encourage females to pursue math and science courses and careers. (Http://www.ajdj.com/noccri/defeat.html) In add ition to these it also eliminated womens centers on college campuses, outreach and mentoring programs for minority students, magnet schools designed to desegregate school districts, and efforts to recruit women in non-traditional jobs like policing and skilled trade. (Http://www.ajdj.com/noccri/defeat.html) Since Proposition 209 of California has been put into affect, there have been arguments in favor and against it. Some people who are favoring Proposition 209 of California feel that the affirmative action programs are dividing the people and tearing us apart as a country. Some even feel that the passing of Proposition 209 of California will stop the government from discrimin-ating against the qualified individuals who dont get the job because of an affirmative action case. (Http://vote.96.ss.ca.gov/Vote96/html/BP/209yesarg.htm) Though there are quite a few people who favor Proposition 209 of California, their is also another side, those who oppose it. Many feel that the Propositi on 209 of California is unfair. They feel that its harming the equal opportunity for women and minorities. (Http://vote96.ss.ca.gov/Vote96/html/BP/209noarg.htm) They believe that affirmative action is fair. They feel it is a way of making sure that those who were previously excluded are brought into the workplace. Without affirmative action programs, employers with a history of discriminatory practices would continue with usual business, but with affirmative action the employers would have to make efforts to recruit and hire qualified women and minorities for available from which they were previously excluded. (Http://www.aclu.org/library/pbp17.html) Another argument raised againstaffirmative action is that individual Caucasian people, often Caucasian males,have to pay for past discrimination and may not get the jobs or admissions theydeserve. (Black, White, and Shades of Gray and Brown and Yellow} 15) William Henry predicts that by the year 2020 the number of United States resident s who are Hispanic or non-white will have more than doubled, to nearly 115 million, while the Caucasian population will no longer be increasing. By the year 2056, the average United States resident, as defined by census statistics, will trace his or her descent to Africa, Asia, a Hispanic area, the Pacific Islands, Arabia, almost anywhere but white Europe. (Beyond the Melting Pot 28) According to William Henry III, The former majority will learn, as a normal part of everyday life, the meaning of the Latin slogan on the United States coinsE Pluribus Unum, one formed from many. For these reasons the policy of affirmative action in education will no longer be needed in the near future for the minorities of today, but will it be needed for the new Caucasian minorities-to-be?Bibliography:

Short Essay on My Favorite Teacher free essay sample

The economist of the countries decides one line which is known as the poverty line and the one who falls below this poverty line are being considered poor. Poverty is on its peak when it comes to the Asian Countries and most importantly when it comes to the subcontinent. India being so advanced, modernized and developed is still having barriers of poverty and is one of those countries where the poverty is on its peak. Pakistan is also feeling the heat from this curse and poverty in Pakistan is also very much high. There are so many reasons which have contributed in this cause when we analyze the economic condition of Pakistan. The extreme terrorism, natural disasters, political instability and high inflation has played its vital role in making this poverty dragon more giant and devastating. When people are considered to be under poverty, this is the major issue. In Pakistan there are more than 37% people who fall below the poverty line that means their daily earning is less than 2 dollars which makes them less than 60 Dollars a month. We will write a custom essay sample on Short Essay on My Favorite Teacher or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page The people on Pakistan are being considered poor when they are unable to get access and advantage form the basic necessities of life. These basic necessities include food, education, cloth and shelter. If an individual does not have good food to eat, or he don’t have such resources to make his children study and provide them education, if he don’t have good and new clothes to wear and at the same time he does not have shelter or roof over his head is considered as poor and is being rated below the poverty line in Pakistan. Once the poverty increases it gives birth to several correlated problems and social issues. If the basic necessities of life are beyond the reach of people than they will surely adopt and select illegal and unethical way of earning that might include begging, theft, stealing and even robbery. This effects the law and order situation of the country. So it is very much important to address this problem of poverty on high priority so that it should be resolved before it becomes the national issue

Background of the Problem Essays

Background of the Problem Essays Background of the Problem Paper Background of the Problem Paper From the very beginnings of antibiotic therapy, scientists have feared that its widespread use can lead to the development of resistant bacterial strains, able to mutate into forms that can sidestep antibiotics. In 1945, as the discovery of penicillin was hailed as a magic bullet that was the answer to so many infections and health problems that beset mankind. However, it is important to note that the discoverer of this first antibiotic himself, Alexander Fleming was aware of the potential dangers of the use of antibiotic, and warned that the abuse and misuse of this wonder drug could foster resistance to it (Sheff, 2001, p.42). In 1941, almost every strain of Staphylococcus aureus was treatable with penicillin. However, by 1950, 60 percent of hospital-acquired Staphylococcus aureus infection was resistant to said drug. Indeed, Flemings prediction has been alarmingly prophetic (Sheff, 2001). According the Centers for Disease Control and Prevention (CDC), 2 million people annually develop an infection from receiving healthcare in the US.   (Houghton 2006) The CDC also indicates that between 90,000 to 100,000 patients die each year from healthcare-associated infection (HAI). This is an extensive problem that affects healthcare worldwide (Houghton, 2006). Problem Statement HAIs exact a high price in terms of human suffering and morality. Moreover, HAIs exert a huge financial burden on healthcare institutions. In a 2004 study that focused on hospitals in Pennsylvania, 12,000 patients were found to develop HAIs during their hospital stay (Houghton, 2006). This translates to $2 billion in additional healthcare costs and at least 1500 preventable deaths (Houghton, 2006). CDC (2006) defined HAIs as â€Å"infections that patients acquire during the course of receiving treatment.†Ã‚   HAIs are unnecessary tragedies because they are highly preventable. In response, the Department of Health released guidelines to prevent HAIs which hospitals were required to adopt (Houghton, 2006). However, the guidelines did not provide precise directives as to how healthcare providers can evaluate their ability to comply with the guidelines or assess the efficacy of their procedures (Carling, Briggs, Hylander, Perkins, 2006). To this end, this research seeks to identify the prevalence of MRSA and VRE bacterial strains in HAIs at the Assir Central Hospital and Khamis Mushait Hospital, and identify how these MSRA and VRE strains are resistant to vancomycin.   Results will then be related to how Assir Central Hospital and Khamis Mushait Hospital evaluated their guidelines and how effective they have been in combating MRSA and VRE in HAIs through vancomycin. Research Hypothesis and Questions The evaluation methods of Assir Central Hospital and Khamis Mushait Hospital have a significant relationship to the effectiveness of combating MRSA and VRE in HAIs. The independent variable is the evaluation methods that Assir Central Hospital and Khamis Mushait Hospital use as far as combating MRSA and VRE in HAIs through vancomycin. The dependent variable is the effectiveness of the said hospitals in terms of successfully combating MRSA and VRE in HAIs. Intervening variables that could affect the outcome of the research are the health practitioner’s level of awareness and education in so far as MRSA and VRE in HAIs are concerned Research question: How cleaning and disinfecting practices affect the problem of HÐ µalth-associatÐ µd infection? Significance of the Study Infections are serious problems because the infection can become systemic and lethal as the microorganisms involved develop resistance to antibiotics (Broadhead, Parra, Skelton, 2001). Moreover, there is no simple answer to address the dangers of antibiotic-resistant organisms and their spread. Roughly 10 to 20 percent of all healthy individuals carry Staphylococcus aureus in their anterior nares at any given time, which indicates the prevalence of this pathogen in the environment (Zaoutis, Dawid, Kim, 2002, p. 313). Exacerbating the problem is the fact that other microorganisms continue to develop resistance to antibiotics and therefore pose a similar threat to public health (Wiseman, 2006).

The Criminal Justice System Assignment Example | Topics and Well Written Essays - 500 words

The Criminal Justice System - Assignment Example Police brutality is an issue of great concern globally. Torture in cells on claimed suspects by law enforcement is a clear sign of a failed criminal justice system. The perpetrators of such inhumanity are never brought to book. The same supposed law that was meant to protect is the same law that seeks to destroy (Garland, 2002). I believe that if a crime was to be committed but the offender is not brought to book, it still is an offence that is punishable according to the law. This means that one is indeed a criminal despite the fact that they did not get caught in the act of committing the crime. Criminal masterminds that manage to commit crimes and still evade law enforcers do not cease being criminals despite the fact they managed to outsmart the law. It still is a crime and that automatically qualifies them as criminals (Garland, 2002). The conflict model of the criminal justice system argues that for an organization to be fully effective, it should be willing to work competitively to produce justice rather than cooperatively (John, 2005). On the other hand, consensus model also known as the systems perspective of CJS, argues that to produce justice, organizations should be willing to work cooperatively. The conflict model, also known as the System conflict theory, argues that worries over fame, fame, success cause conflict in the justice system itself. Some of the main differences between the crime control and the due process model are; in crime control, repression of crime is the most important function while in the due process, providing fairness under the law is seen as the key function (William, 2001). In the crime control, concentration is placed on vindicating the victims’ rights rather than protecting the defendants’ rights while on the other side of the due process, concentration is placed on the

Gay adoption Essay Example | Topics and Well Written Essays - 1500 words

Gay adoption - Essay Example †). This limited scope of adoption is contrary to the legal rights that the validity of gay marriage protects. If the couple find themselves free to openly love one another, why are the laws of the land preventing them from doing what comes naturally to a married couple? That of starting a family. Admittedly, same sex couples are not biologically capable of impregnating one or the other in order to achieve a naturally formed family. We also must admit that as a society there are still millions of children housed in adoption institutions or foster care systems looking for a good home. Good homes are hard to find these days, even with heterosexual couples. So why not give the same sex couples a try? Why not allow them to adopt a child and prove that they too can be exemplary parents to their children, even though they may not share the same bloodline? These adopted children need loving homes, who is to say that a a same sex home cannot provide that? What exactly are the reasons t hat our society still has inhibitions when it comes to allowing same sex couple to adopt? This paper aims to look at the arguments both for and against same sex adoptions with the full intention of providing factual information that will prove that allowing same sex adoptions will prove beneficial to the child and therefore, should be legally allowed across the United States. Let me begin this discussion by presenting the con side of the argument. These arguments range from psychological in nature, all the way to religious defenses. Whatever the argument presented, these non-supporters of the gay adoption cause do so on the same grounds, they are little informed and truly homophobic in nature which is why they are opposed to the love of a same sex couple being shared with a child who wants nothing more than the same. Politicians such as the United Kingdom's Independence party candidate Winston McKenzie has declared that gay adoption should be likened to child abuse and is a violatio n of a child's human rights. Mr. McKenzi claims that there is an abuse of the child's rights because; â€Å"that child has no opportunity to grow up under normal circumstances... There are people out there who bring up their kids encouraging them to believe they are gay themselves. † (Chorley. Matt â€Å"Allowing Gay Couples to Adopt Is a Form of Child Abuse, Says UKIP Election Candidate). It is important to note that Mr. McKenzie is a Christian with anti-gay sentiments therefore same sex adoption was against his religious beliefs. Aside from religious points of view such as Mr. McKenzie's the cause for gay adoption was not helped by the June 29 news that gay father Frank Lombard sexually molested his 5 year old adopted son. Reports coming from the Associated Press indicate that this is a disturbing trend that is emerging from a scientific literature about gay fathers. According to reports: â€Å"The Arrest Warrant documents that Lombard sodomized one of his two adopted Afr ican-American sons and made the boy give him oral sex on-line† (Cameron, Paul Dr. â€Å"Lombard Demonstrates Why Gays Should Not Be Allowed to Adopt†). The main fear of the psychological community is that children in same sex adopted homes are dangerously exposed to child molestation due to the queer lifestyle of the adopted parents. In the peer-reviewed Psychological Reports journal, Dr. Paul Cameron of the

Measuring Up to Customer Expectations Essay Example | Topics and Well Written Essays - 2000 words - 1

Measuring Up to Customer Expectations - Essay Example ith this consideration, the paper intends to discuss about the present customer service as well as expectations within Samsung which have emerged from the delivery of superior products and services by the organisation. Moreover, in the main findings section, various strategies which could be applied by Samsung to deliver consistent as well as effectual customer services within the competitive marketplace will also be evaluated. Apart from these strategies, this paper also provides certain recommendations which can be fruitful for the organisation to sustain customer service excellence going forward. Customer service is regarded as a service stipulation which organisations’ deliver prior to and after a product purchase. Customer service involves a sequence of activities which are designed by an organisation in order to enhance the level of customer satisfaction through delivering products and services as per the customers’ expectations. The significance of customer service may differ in terms of industry, a company’s products and services. Superior interpersonal communication system is quite essential in order to enhance customer services through which an organisation can attain excellent competitive advantage. In the present business scenario, customer service is considered as a significant consideration where every leading organisation always attempts to meet effective level of customer expectation (University of Cambridge, 2012; Newby & McManus, 2002; Richmond/ Wayne County, n.d.). In this similar context, it can be said that customer service is a kind of systematic process which is utilised in order to make certain that customer satisfaction is achieved by delivering products as well as services according to the demands of the consumers. In accordance with the present business situation, customer service generally takes place while operating a transaction process regarding products’ sales and service. Moreover, it is considered as a vital constituent

Data Mining Techniques in Airline Industry

Data Mining Techniques in Airline Industry Purpose and Scope All around the world, the airline industry could be described in few words, which is intensely competitive and dynamic. The airline industry generates billions of dollars every year but still has a cumulative profit margin of less than 1%1. Many Airlines are trying to recover from deep debt. The reasons for these are multifold- fuel prices, high cyclicality and seasonality, fierce competition, high fixed costs and many other issues related to security and passengers safety. To ensure for the best economic outcome, Airline companies are trying with their most creative asset data. Data used in conjunction with data mining techniques allows comprehensive intelligent management and decision-making system. Achieving these benefits in a timely and intelligent manner may help in resulting lower operating costs, better customer service, market competitiveness, increased profit margin and shareholder value gain. This purpose of this paper is to demonstrate the applications of data mining techniques on multiple aspects of airline business. For example, to predict the number of domestic and international airline passengers from a specific city/airport, to dynamically price the tickets depending on seasonality and demand, to explore the frequent flyer database to prepare for CRM implementation, to makes the operational decisions about catering, personnel, and gate traffic flow, to assist the security agencies for secure and safe flights for the passenger specially after 9/11 incident. Predict the Number of Passenger by applying Data Mining Technique Forecasting is critical to any business for planning and revenue management, especially in the Airline industry, where a lot of planning is required to buy/lease new aircrafts, to hire crew members, to find the new slots in busy airports and to get the approvals from many aviation authorities. In the case of Air travel, lot of seasonality and cyclicality involved. Passengers are more likely to fly to some destinations based on the time of the year. Business travelers are likely to travel weekdays than weekends. Early morning and evening flights are desired by business travelers who want to accomplish a days work at their destination and return the same day. To forecast the number of passenger, artificial neural network (ANN) can be used. The purpose of a neural network is to learn to recognize patterns in a given data. Once the neural network has been trained on samples of the given data, it can make predictions by detecting similar patterns in future data. The growth factors which might influence the air travel demand depend on several things. Mauro Calvano2 in his study of transport Canada aviation forecast 2002-2016 considered 12 major socio-economic factors as follows: GDP Personal Disposable income Adult Populations US economic Outlook Airline Yield Fleet/route structure/Average Aircraft Size Passenger Load factors Labor cost and productivity Fuel cost/Fuel efficiency Airline cost other than Fuel and Labor Passenger Traffic Allocation Assumptions New technology Factors 1 to 5 are related demand side of the forecast Factors 6 to 10 are related to operations and supply side Factors 10 and 11 represent the structural changes This historical data is called the estimation set. A fraction of the overall available data is reserved for validating the accuracy of the developed forecast model. This reserved data set is called the forecasting set because no information contained in it is used in any form during the development of the forecast model. The data in the forecasting set are used for testing the true extrapolative properties of the developed forecast model. The estimation set is further divided into a training set and a testing set. Information in the training set is used directly for the determination of the forecast model, whereas information in the testing set is used indirectly for the same purpose. Figure1: Forecasting Process Model For a given ANN architecture and a training set, the basic mechanism behind most supervised learning rules is the updating of the weights and the bias terms, until the mean squared error (MSE) between the output predicted by the network and the desired output (the target) is less than a pre-specified tolerance. Neural networks are can be represented as layers of functional nodes. The most general form of a neural network model used in forecasting can be written as: Y = F [H1 (x), H2 (x), à ¢Ã¢â€š ¬Ã‚ ¦. , Hn (x)]+ u Where, Y is a dependent or output variable, X is a set of input/ influencing variables, F Hs are network functions, and u is a model error. This input layer is connected to a hidden layer. Hs are the hidden layer nodes and represents different nonlinear functions. Each node in a layer receives its input from the preceding layer through link which has weights assigned, which get adjusted using an appropriate learning algorithm and the information contained in the training set. Figure2: ANN Architecture Abdullah Omer BaFail3 did the study to forecast the number of airline passenger in Saudi Arabia. He selected the most influencing factors to forecast the number of domestic passengers in the different cities of Saudi Arabia. For Dhahran he selected factors like: Oil gross domestic product for last 6 years, private non-oil gross domestic product, Import of goods and services for last 10 years, and population size for last 2 years. The domestic and international actual and forecasted number of passengers for the city of Dhahran for the years 1993 through 1998 is shown below. Forecasts underestimated the actual travel. The Mean Absolute Percentage Error (MAPE) for domestic travel is about 10%, while for international travel is about 3%. Figure3: Forecasting results from Abdullah Omer BaFail3 The take away from the Abdullah Omer BaFail3 for me is that the efficient forecasting model can be invented using ANN if we using the right influencing indicators. In this study some indicators which influence are oil gross domestic product and per capita income in the domestic and international sectors. In view of the fluctuating nature of the passenger usage of airline services in Saudi Arabia, certain suggestions were made. Most of these recommendations were in order to improve the flexibility of the system to the fluctuations in demand and supply. Hub and spike model was also suggested as solutions in certain sectors to increase the flexibility in adjusting their capacity allocations across markets as new information about demand conditions become available. Application of Data Mining technique to predict the Airline Passengers No-show Rates Airlines overbook the flights based on the expectation that some percentage of booked passengers will not show for each flight. Accurate forecasts of the expected number of no-shows for each flight can increase airline revenue by reducing the number of perishable seats (empty seats that might otherwise have been sold) and the number of involuntary denied boardings at the departure gate. Typically, the simplest way is to go for average no-show rates of historically similar flights, without the use of passenger-specific information. Lawernce, Hong, Cherrier4 in their research paper predicted the no-show rates using specific information on the individual passengers booked on each flight. The Airlines offer multiple fares in different booking class. The number of seats allocated to each booking class is driven by demand for each class, such that revenue is maximized. For example, few seats can be kept on hold for the last-minute travelers with high fares and number of seats sold in lower-fare classes earlier in the booking process. Terms and conditions of cancellation and no-show also vary in each class. The no-shows results in lost revenue if the flight departs with empty seats that might otherwise have been sold. Near accurate forecasts of the expected number of no-shows for each flight are very much desirable because the under-prediction of no-shows leads to loss of potential revenue from empty seats, while over-prediction can produce a significant cost penalty associated with denied boardings at the departure gate and also create customer dissatisfaction. In the simplest model, the overbooking limit is taken as the capacity plus the estimated number of no-shows. Bookings are offered up to this level. No-shows numbers are predicted using time-series methods such as taking the seasonally weighted moving average of no-shows for previous instances of the same flight. Figure4: No-show trend over days to departure Source: Lawernce, Hong, Cherrier4 The simple model does not take account of specific characteristics of the passengers. Lawernce, Hong, Cherrier4 in his study used classification method, similarly Kalka and Weber5 at Lufthansa used induction trees to compute passenger-level no-show probabilities, and compared their accuracy with conventional, historical-based methods. I tried to summarize Lawernce, Hong, Cherrier4 approach and results briefly below. Whenever a ticket is booked the Passenger Name Records (PNRs) is generated and all the passenger information is recorded. The PNR data includes, for each passenger, specifics of all flights in the itinerary, the booking class, and passenger specific information such as frequent-flier membership, ticketing status, and the agent or channel through which the booking originated. Each PNR is also specified whether the passenger was a no-show for the specified flight. In the simplest model the mean no-show rate over a group of similar historical flights is computed. The mean in turn used to predict the number of no-shows over all booking classes. The passenger-level model given by can be implemented using any classification method capable of generating the normalized probabilities. The PNR records are partitioned into segments, and separate predictive models are developed for each segment. In the passenger-level modeling we characterize each using the PNR details. Let Xi; i = 1à ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦..I denote I features associated with each passenger. Combining all features yields the feature vector X = [X1à ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Xi ] Each passenger, n = 1à ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦.N, booked on flight m is represented by the vector of feature values xmn = [xmn, 1à ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦ xmn, ià ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦Ãƒ ¢Ã¢â€š ¬Ã‚ ¦.. xmn, I ] We know the predicted no-show rate from the historical model; it is assumed the passenger inherits the no-show rate. The passenger level predictive model is then stated as follows: given a set of class labels cmn a set of feature vectors xmn and a cabin level historical prediction  µmhist predict the output class of passenger n on flight m: P(C = cmn |  µmhist , X= xmn ) We are specifically interested in the no-show probability, cmn = NS, and write this probability in the simplified form P(NS |  µmhist , xmn ) The number of no-shows in the cabin is estimated as à ¢Ã‹â€ Ã¢â‚¬Ëœ P(NS |  µmhist , xmn ) The summing of probabilities for each passenger in the cabin, gives no-show rate for the cabin. An analogous approach can also be used to predict no-show rates at the fare-class level. Lawernce, Hong, Cherrier4 compare results computed using the historical, passenger-level, and cabin-level models. The models were built using approximately 880,000 PNRs booked on 10,931 flights, and evaluated against 374,900 PNRs booked on 4088 flights. The figure shows a conventional lift curve computed using the three different implementations of the passenger-level model. Figure 5: Gain Charts Source: Lawernce, Hong, Cherrier4 Each point on the lift curve shows the fraction of actual no-shows observed in a sample of PNRs selected in order of decreasing no-show probability. The diagonal line shows the baseline case in which it is assumed that the probabilities are drawn from a random distribution. The three implementations of the passenger-level model identify approximately 52% of the actual no-shows in the first 10% of the sorted PNRs. This is one of the way the Airlines can incorporate data mining models incorporating specific information on individual passengers can produce more accurate predictions of no-show rates than conventional, historical based, statistical methods. Application of Data Mining technique to Strategies Customer Relationship Management In the current time most of the industries using frequency marketing programs as a strategy for retaining customer loyalty in the form of points, miles, dollars, beans and so on. Airlines are a big fan of this Kingfishers Kingmiles, Jet Airways Jet Privilege, American Airlines AAdvantage, Japan Airlines Mileage Bank, KrisFlyer Miles etc. they all seemed to have carved their own identities. Frequent Flyer Program presents an invaluable opportunity to gather customer information. It helps to understand the behavioral patterns, unveil new opportunities, customer acquisition and retention opportunities. This helps Airlines to identify the most valuable and the appropriate strategies to use in developing one-to-one relationships with these customers. The objective of data mining application over the frequent flyer customer data could be many, but ideally it is as follows: Customer segmentation Customer satisfaction analysis Customer activity analysis Customer retention analysis Some of the examples in each category are: Classify the customers into groups based on sectors most frequently flown, class, period of year, time of the day, purpose of the trip. Which types of customers are more valuable? Do most valuable customers receive the value for money? What are the attributes and characteristics of the most valuable customer segments? What type of campaign is appropriate for best use of resources? What are the opportunities to up-selling and cross-selling, for example hotel booking, upgrade to next class, credit card, etc. Design packages or grouping of services Customer acquisition. Yoon6 designed a database knowledge discovery process consisting of five steps: selecting application domain, target data selection, pre-processing data, extracting knowledge, and interpretation and evaluation. This study refers to the Yoon process to deal with three mining phases, including the pre-process, data-mining, and interpretation phases for airlines, as illustrated in figure below. Figure 6: database knowledge discovery process Source: Yoon6 Some straightforward solution can be implemented that can also be scaled-up in future like K-means, Kohonen self-organizing networks and classification trees. In the case of K-means algorithm, it is applied on customer data, assigning each to the closest existing cluster center. The K- means model is run with different cluster number until K-means clusters are well separated. In the case of classification trees (C5.0), we derive a simple rule set to uniquely classify the complete database. Again, we have to generate the attributes, resulting from the sequence of flight segments. The accuracy of the forecast for each segment is provided by balancing the training set according to equally sized clusters. We regulate the number of subsequent rules, while determining a minimal numbers of records given within each subgroup. Maalouf and Mansour7 did the study based on 1,322,409 customer activities transactions and 79,782 passengers for a period of 6 years. They prepared Data based on Z-Score Normalization and ran the multiple queries and transformed the data to create the clustering input records. They used K-means and O-Cluster algorithms. The result generated by clustering provides customer segmentation with respect to important dimensions of customers needs and value. The table below is the result is a summary of the profile produced by k-means clustering that includes: revenue mileage, number of services used, and customer membership period. Figure 7: Clustering result on Airline Customer Data Source: Maalouf and Mansour7 The results generated by k-means clustering are used as a basis for the association rules algorithm. Two different scenarios have been applied. The first scenario is based on Financial, Flight, and Hotel activities with 1,896 records. The second scenario is based on the flight activities especially the sectors, with 1,867 records. Figure 8: Association rules for best customer activities Source: Maalouf and Mansour7 Some of the take way from Meatloaf and Mansour7 study. Clustering using k-means algorithm generated 9 different clusters with specific profile for each one. From the cluster analysis it can be found which are the best customer clusters (higher mileage per passenger) than other clusters. Need a retention strategy for these clusters. Cross Selling strategies can be formulated between the clusters (for example between: 15 and 11; 13 and 17 because they are close in services value. The cluster analysis provides an opportunity for the airline to produce more revenue from a customer. For example, the airline could apply an up-selling strategy by selling a higher fare seat depending on the clusters. From the cluster analysis Airline may adopt an enhanced strategy for customers in clusters in order to increase services usage and revenue mileage per passenger. Plan for marketing campaign or special offers by analysis through association rules, for example, the customers using the Flight and Financial services never use the Hotel Services and the customers using the Flight and Hotel services never use the Financial Services. By analyzing the services used in different clusters, Airline can characterize services integration. It enables the airline to serve a customer the way the customer wants to be served. Application of Data Mining Application technique to understand the Impacts of Severe Weather Severe weather has major impacts on the air traffic and flight delays. Appropriate proactive strategies for different severe-weather days may result in improvement of delays and cancellations. Thus, understanding en-route weather impacts on flight performance is an important step for improving flight performance. Zohreh and Jianping8 in their study proposed a framework for data mining approach to analysis of weather impacts on Airspace system performance. This approach consists of three phases: data preparation, feature extraction, and data mining. The data preparation phase includes the usual process of selection of data sources, data integration, and data formatting. Figure 9: Framework proposed by Zohreh and Jianping8 He used three data sources: Airline Service Quality Performance (ASQP), Enhanced Traffic Management System (ETMS), and National Convective Weather Forecast (NCWF) supplied by National Center for Atmospheric Research. He used NCWF data from April through September 2000 to represent the severe weather season. These data-sets included the scheduled and actual departure and arrival times of each flight of ten reporting airlines, tail number, wheels off/on times, taxi times, cancellation and diversion information, planned departure and arrival times, actual departure and arrival times, planned flight routes, actual flight routes, and cancellations, flight frequencies between two airports, intended flight routes between two airports, flight delays, flight cancellations, and flight diversions. The image segmentation phase resulted in a set of severe-weather regions. Then for each of these regions, a set of weather features and a set of air traffic features are extracted. A day is described by a set of severe-weather regions, each having a number of weather and traffic features. As a result of this study it was found that there is strong correlation of blocked flights, #of bad weather regions, bad weather airports, blocked distance, bad weather longitude, by pass distance, bad weather latitude, # of bad weather pixels with flight performance. Similarly the clustering algorithms (like K-means) can be applied. The expectation is that the same clusters have similar weather impacts on flight performance. Zohreh and Jianping8 generated clusters for the entire airspace It was found that a cluster with worse weather almost always had bad performance. The clusters with large percentage of blocked flights, bypass distance, and blocked distance had a worse performance. These results were promising and showed that days in a cluster have similar weather impacts on flight performance Other data mining approach which can be applied is Classifications. Application of Classification can help us discover the patterns/rules that have significant impact on the flight performance. Discovered rules may be used to predict if a day is a good or a bad performance day based on its weather. For example Rule for Good: if %BlockedFlights and BypassDistance then Good (n, prob) There can be different ways where we can apply data mining approach to analysis of weather impact on airline performance. It seems to be that results obtained from clustering and classifications were very meaningful for airline and passengers to plan ahead. Application of Data Mining techniques to ensure safety and security of Airlines passenger The reaction of the terrorist attack on 26/9 and 11/9 resultant in increase Security at airports: It ends up allowing only ticketed passengers past the security gates, screen carry-on luggage more carefully for possible weapons. The question is whether these steps could have avoided the attacks, the people involved in the attack had legitimate tickets, and carrying box cutters and razor blades (like in any other normal person would do). The uncommon was the combination of their characteristics, like none were U.S. citizens, all had lived in the U.S. for some period of time, all had connections to a particular foreign country, all had purchased one-way tickets at the gate with cash. With the amount of data available about the passenger during ticketing, the can be reviewed to characterize relevant available passenger information. Given a passengers name, address, and a contact phone number, various data bases (public or private) can identify the social security number (SSN), from which much information will be readily available (credit history, police record, education, employment, age, gender, etc.). Since there is large number of characteristics available on both individual passengers, it will be important to identifying signals within the natural variability or noise. If predicted wrong, this may lead to either falsely detaining an innocent passenger or failing to detain a plane that carries a terrorist. The airlines already collect much data on various flights. When the data come in the form of multiple characteristics on a single item, exploratory tools for multivariate data can be applied, such as classification, regression trees, multivariate adaptive regression splines/trees. The security of the air transportation can be improved substantially through modern, intelligent use of pattern recognition techniques applied to large linked databases. Similarly Data mining techniques can be used for the Safety of the passenger. An air safety office plays a key role in ensuring that an aviation organization operates in a safe manner. Currently, Aviation Safety offices collect and analyze the incident reports by a combination of manual and automated methods.. Data analysis is done by safety officers who are very familiar with the domain. With Data mining one can find interesting and useful information hidden in the data that might not be found by simply tracking and querying the data, or even by using more sophisticated query and reporting tools. In a study done by Zohreh Nazeri, Eric Bloedorn, Paul Ostwald10 it was found that finding associations and distribution patterns in the data, bring important inside. The other finding is Linking the incident reports to other sources of safety related data, such as aircraft maintenance and weather data, could help finding better causal relationships. SumMRry Business Intelligence through efficient and appropriate Data mining application can be very useful in the Airline industry. The Appropriate action plans from the data mining analysis can result in improved customer service, help generating considerable financial lift and set the future strategy.