An Analysis on the Design Phase of Euro Shuttle Wagons Project Essay

An Analysis on the Design Phase of Euro Shuttle Wagons Project - Essay Example Euro tunnel shuttle service is a shuttle transport service that expresses street vehicle by rail through the channel tunnel. The wagons used for the shuttle have a large loading capacity.The Tunnel project usually has a very tight timescale and heavy liquidated damages (LDs) linked with delays and so this one. Eurotunnel’s success rate is dependent on the timeframe of the tunnel being finished and ready to start its operations in particular season, otherwise, interest payments would start to devastate the profit of the project.There are many aspects of design, construction and operation of the Euro Channel Tunnel Wagons project that needs approval from the Intergovernmental Commission (IGC), a body of British and French civil servants. The main focus of project manager during development phase of the project is and should be on safety, defence, security and environmental issues, as IGC takes these issues as criteria to evaluate the performance of channel tunnel project.The saf ety clause was not clearly defined at the start of the project and was later gradually defined; this was not only because of the unfamiliarity of tunnel channel to safety regulators but also because of the allegation of events such as the UK Kings Cross Fire in November 1987. Due to lack of safety, changes are required to meet IGC considerations and the effect of those changes was not only delays but it also had impacted on other related elements of the project and characteristics of the product, and on the image of TML.

Divorce: A Global Problem Essay -- Informative Essay

In any married couple's relationships there are going to be times when their relationship is put to the test. Some couples make it through their relationships without any and live the rest of their lives happily married, but most can not fix their problems and are forced to get a divorce. Couples marry with the intent of staying together for the rest of their lives, but unfortunately that is not the case for many marriages. In fact, more than 50% of married couples end up getting a divorce. Divorce is the dissolution of marriage by a court. Since the married couple is getting a divorce they do not only have to handle the stress of the divorce, but also the financial problems it brings. Divorce affects everyone differently, and there are many different types and laws that influence divorce. Divorce is looked at differently by every state. Not all of the states have the same laws for divorce. There are two ways that states look at divorce they are called â€Å"community property† and â€Å"equitable distribution.† â€Å"Community property.† This is when all property that was bought during the marriage is owned by both people involved in the divorce, and there are many states that look at divorce like this. The states are: Arizona, California, Louisiana, Nevada, Texas, Idaho, New Mexico, Wisconsin, and Washington. The community property rule does not count inheritances or gifts the couple received during the marriage. â€Å"People facing divorce sometimes do not get what they deserve, because they are anxious to get it over with, or they hope to reconcile and do not want to alienate their spouse, or they want to get back at their spouse for real or imagined wrongs† (Fowles 5). The other way that states divide up the married couples possess ions... ... people emotionally, financially, and it can be very stressful for anyone to handle. The laws around divorce can be very confusing and if the couples do not know their way around the laws. They could end up spending a lot more on the divorce than they needed to. Annotated bibliography Beech, Hannah. â€Å"Breaking Up is Easy to do.† Time World Magazine. Time, 30 Oct. 2006.Web. 17 Oct. 2011. D'antonio, William. â€Å"Walking the Walk on Family Values.† Boston News. The Boston Globe, 31 Oct. 2004. Web. 17 Oct. 2011. Didi, Tatlow. â€Å"Chinese Law Could Make Divorce Women Homeless.† The New York Times. The New York Times, 7 Sept. 2011. Web. 10 Oct. 2011. Divorce Staff. â€Å"Divorce Law and Separation Advice.† Free Divorce Information. 2011. Web. 14 Oct. 2011. Flowers, Deborah. â€Å"Dealing With the Financial Impact of Divorce.† About.com. About.com, 2011. Web. 17 Oct. 2011.

Conscious Efforts Equate to Saving Lives

Livery cab driver killings — the challenge that New York City had to combat and a situation that allowed authorities to prove that they were doing their job. The killing of livery cab drivers was a time that united the people of New York (Rashbaum, 2000). Livery cab driver killings had been a major problem in New York for over 30 years. Every year, policemen and the government had to deal with countless investigations to provide justice for dozens of killed drivers each year. Not only were the livery cab drivers killed — they were also robbed (Rashbaum, 2000). The people who had enough means and power to do something about it, like the government and the New York State Federation of Taxi Drivers, did something about it, and here are as follows: The New York State Federation of Taxi Drivers led by Fernando A. Mateo employed several safety measures to reduce livery cab driver killings. Mateo and his subordinates obliged all livery cab drivers to put bulletproof partitions inside the livery cabs. Because of this, the livery cab drivers were divided into parts where the livery cab driver was protected from his passenger who may have been a potential robber or murderer, through a wall or divider. While the wall or divider, or what the federation technically terms as partition, can prevent robbery, it obviously may not keep the livery cab drivers from murder at all since bullets can pass through walls. This possibility was a major concern of the New York State Federation of Taxi Drivers. To counterattack what was left of the problem, the federation ordered livery cab drivers to use bulletproof partitions. Bulletproof material prevented the livery cab drivers from getting shot. To further make this protective measure effective, livery cab drivers were ordered to close the partitions all the time. While it was true bulletproof material was used as a shield from gun shots and other means of killing, these partitions still made a driver susceptible to killing once it is left open. The use of surveillance cameras was also ordered by the city and the federation. Through this, a livery cab driver was given the chance to put another eye at the passenger's area. The driver can readily see the potential harms a passenger may do even before he does it. A passenger, for example, who releases a gun from his bag, will be readily seen by the driver. The time the potential murderer is releasing a gun is also the time a driver can call the police or employ other preventive measures to protect his own life. That time, every time a driver became suspicious of a passenger, he can readily report it to the policemen who were monitoring him through a secret alarm system. The city's mayor, Rudolph W. Giuliani, showed his support for these safety measures by providing each livery cab driver with enough financial assistance. The city released $5 million worth of protection equipment. Each livery cab driver in New York City was given $325. This amount of money served as an assistance to pay for the needed equipment like partitions and bulletproofing. Surveillance cameras cost $700. This means that the city paid for half the total expense of a driver for one surveillance camera. If a driver chose to put up a partition inside his livery cab, then he may put up one which cost $275 on the average. The city, together with the New York State Federation of Taxi Drivers, employed other preventive and protective measures without the use of material things. The city revised its law regarding the punishment for liver cab driver killers and robbers. Tougher sanction was applied in which another two to three years were added to the years a convict will have to spend in jail. Police decoy was also widely used. This was another preventive and protective measure to investigate murder and robbery cases more efficiently. With the use of police decoy, an officer pretended to be a livery cab driver. He went around the neighborhood to get passengers and picked up their fares. This was an effective step since robbery and murder reduced from 2,000 to 455 cases. The efficient investigation allowed for this impressive change in the statistics. Aside from police decoys who served as patrols, protection was maximized especially when livery cab drivers were required to stop at areas where there were police officers. These officers obliged drivers to pull over to see their current condition. The police officers ensure the safety and protection of drivers by checking the passengers. Police officers were able to prevent 50 possible livery cab driver killings by spotting 50 passengers with guns. Such intense conscious effort caused very pronounced victory than expected. Before 2000, no single year has passed without dozens of livery cab drivers being killed. When these aforementioned measures were employed, the year came when no single case of livery cab driver killing or robbery was reported. With this change in statistics, the New York State Federation of Taxi Drivers and the government of New York City proved that with efficient action, achieving a goal becomes possible. Because of this, the federation and the city became more inspired with employing more measures to totally alleviate killings so that such victory won't last for only a year. To maintain positive changes, the federation and the government worked hand in hand to put up tracking systems for the drivers. This way, the drivers were always monitored. The police tracked down the whereabouts of every livery cab driver. Adolfo Carrion, Jr., New York City's councilman, was willing to co-sponsor this to further improve livery cab driver killings. In 2000, statistics dramatically changed from drastic to impressive when it comes to cases of killings. Every livery cab driver did not just begin to feel safer and more secured with his job — his children and wife patiently waiting at home were finally able to sleep soundly at night. All they needed to wait for was a goodnight kiss from their father. References: Michaelluo. (2004). Police Measures Avert Livery Cab Killings. New York Times. Retrieved December 1, 2007, from http://www.nytimes.com/2004/02/07/nyregion/07livery.html ?ei=5007&en=f4b0e5806c7261c&ex=1391576400&adxnnl=1&partner= USERLAND&adxnnlx=11143479799ScWbxozk+DIlE+9e5ddS Rashbaum, W. K. (2000). After Deaths, City Plans Millions for Livery Cab Safety. The New York Times. Retrieved December 1, 2007 from http://query.nytimes.com/gst/fullpage.html ?res=950CE2DA1631F936A25757C0A9669C8B63 Â   Â   Â  

Blindness of Love in Twelfth Night by Shakespeare Essay

Blindness of Love in Twelfth Night by Shakespeare In the play Twelfth Night Shakespeare shows how anyone can be blinded by love and act so impulsively to satisfy their appetite for love, that often they fall in love with a faà §ade rather then the person behind the disguise. Also Shakespeare also shows how people are apt to ignore the evidence that disproves the disguise they have fallen in love with. Almost all of the characters in Twelfth Night fell in love with a disguise; I will detail the confusing relationships and disguises used in the play to show the blindness of love. Olivia is easily the largest victim to love and disguise. Olivia quickly falls in love with Viola, who is disguised as Cesario. Olivia realizes how far†¦show more content†¦Antonio, the friend of Sebastian, falls deeply in love with Sebastian after caring for him for so long after the shipwreck. Antonio never considers the thought that Sebastian may not love him back because Antonio is so focused on his love. Antonio is unrelenting with his love to wards Sebastian to the point that he risks his life by accompanying him to Illyria, where he is a wanted man. The disguise that Sebastion wears is not one he deliberately puts on, but one that Antonio places on him to disguise any signs that his love may be one sided. Finally the disguise is violently torn away when Antonio learns that Sebastian has married Olivia so abruptly. Malvolio is deeply in love with Olivia, whom he is a servant to. He has often received negative signals from her, but he does not pay attention to them. Malvolio receives a note that Maria left for him as a trick and Malvolio quickly believes that it is from Olivia to him. Malvolio is so content with the idea of Olivia finally showing her affection for him that he doesnt question why, in the note, she asks him to act so oddly or hear the snickering of the pranksters watching him. There is also the idea that Olivias power and beauty causes many to fall for her. Orsino, Sebastian, Sir Andrew, and Malvolio all ar e in love with Olivia, but it may just be the shallow love for money and beauty and not one for true love that causes this. Sebastian agrees to marry her without everShow MoreRelatedComparing Shakespeare s Romeo And Juliet And His Comedy Twelfth Night1627 Words   |  7 PagesCompare how love is presented in Shakespeare’s tragedy Romeo and Juliet and his comedy Twelfth Night INTRODUCTION Shakespeare uses similar techniques in his contrasting plays ‘Twelfth Night’ and ‘Romeo and Juliet’ to explore societal conventions of love and courtship, while also considering different types of love – such as fraternal love or the idea of infatuation; and, despite the fact that each play lies at opposite ends of the genre spectrum, he still manages to clearly convey the idea to bothRead MoreWilliam Shakespeares As You Like It As a Study of Perception and Misperception2315 Words   |  10 Pages The concepts of perception and misperception are common themes in many of Shakespeares plays and can be found in his comedies, tragedies and histories alike. Shakespeare explores these often-parallel elements through several different forms in his work, such as disguise, mistaken identity and blindness, and events caused by these can lead to amusing, confusing or sometimes tragic consequences, depending on the nature of the plays themselves. The Concise Oxford

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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