Aviation factories and aircraft manufacturers. The main types of income of aviation transport enterprises. Types of aviation enterprises

INCOME OF AIR TRANSPORT ENTERPRISES

The purpose of any commercial organization is to make a profit. Its value is formed under the influence of the ratio between income and expenses of the organization.

Enterprise income is an increase in economic benefits resulting from the receipt of assets and / or repayment of liabilities, leading to an increase in the capital of the enterprise, with the exception of the authorized contributions of participants (property owners).

In accordance with the current legislation, all income of enterprises is divided into two groups: income from ordinary activities and other income receipts (table 2.).

table 2

Features of the formation of certain types of income are as follows.

Revenues from the carriage of passengers, baggage and cargo are determined on the basis of official tariffs, taking into account the discounts provided; tariffs agreed on a bilateral basis; preferential rates.

Revenues from mail transportation are determined on the basis of the established tariffs in rubles (settlements in foreign currency are carried out between the postal departments of countries) and the amount of mail transported or planned for transportation.

Revenues from leasing the aircraft to other users are determined by the amount of the rent, based on the rental rate for 1 hour, the flight hours of the aircraft per month and the rental period.

The income of passenger and cargo charter flights is determined based on the cost of flight hours and flight hours by type of aircraft under a contract or agreement. Separately take into account income from possible additional loading of charter flights. Grouping of revenues from transportation can be made by airline, country, group of country, type of aircraft; for charter flights - by travel agencies.

Expenses of an enterprise are the reduction of economic benefits resulting from the disposal of assets and / or the occurrence of liabilities, leading to a decrease in the capital of the enterprise, with the exception of a decrease in the authorized deposits by decision of the participants (property owners).

The difference between total income and total costs determines the financial result of the company. If the income exceeds the expenses of the enterprise, then it makes a profit, otherwise - a loss.

The mechanism for generating financial results (Fig. 1) is contained in the “Profit and Loss Statement”. The company has four profit indicators that differ in size and functional purpose: balance sheet, gross, taxable, net.

Fig. 1. The formation of the financial results of the enterprise

The profit remaining at the disposal of the enterprise is distributed in the following areas, presented in Figure 2.

For enterprises operating in the form of joint-stock companies, the creation of a reserve fund is mandatory. In the funds of the social sphere (social development fund, material incentive fund), funds are allocated for social and material incentives for the labor collective.

First of all, characterizes the economic effectreceived as a result of the activities of the enterprise. But all aspects of the enterprise using profit cannot be estimated. There can be no such universal indicator. That is why when analyzing the production, economic and financial activities of the enterprise, a system of indicators is used.

Secondly, profit has stimulating function. Its content is that it is both a financial result and a fundamental element of the financial resources of an enterprise. The real security of the principle of self-financing is determined by the profit received. The share of net profit remaining at the disposal of the enterprise after paying taxes and other obligatory payments should be sufficient to finance the expansion of production activities, scientific, technical and social development of the enterprise, material incentives for employees.

Third, profit is one of the sources of budgeting   different levels. It comes to the budgets in the form of taxes and, along with other revenue, is used to finance the satisfaction of joint public needs, to ensure that the state fulfills its functions, state investment, production, scientific, technical and social programs.

Airline Performance Assessment

When evaluating the efficiency of airlines, it is recommended to use the indicator of profit (loss) from operating aircraft on the airline in question in rubles and foreign currency, determined by the difference between the income from all types of transportation and operating expenses on airlines in rubles (foreign currency).

In conditions comparable with the results of the enterprise (based on the procedure for converting foreign currency into rubles for accounting purposes or another established procedure), indicators are used in assessing the effectiveness of the airline and have the following expression:

v the absolute economic effect - profit (loss) - total, incl. in rubles and foreign currency (with the conversion of various foreign currencies into rubles, grouped as freely convertible, closed, clearing settlements);

v relative efficiency - the profitability of the airline, obtained as a percentage by dividing the total profit (in a single currency - rubles) by operating costs (the total amount in a single currency - rubles) for the airline.

In international business practice, the rate of return indicator is widely used, which is the ratio of profit to invested in capital - the balance sheet total. In practice, relative performance indicators can also be used:

- rate of return (profitability), determined by the ratio of the amount of profit from ordinary activities to the volume of work (services) performed - revenue, minus VAT;

- the rate of return (profitability) of the used capital, determined by the ratio of profit to the value of invested capital (or net worth of assets);

- asset turnover ratio, determined by the ratio of sales to cost of capital (assets).

Planning of revenues from the transportation of passengers, goods, mail is based on the forecasting of transportation in certain directions, taking into account their structure by type, applicable tariffs, currency groups, etc.

Aviation enterprise

(eng. aircraft enterprise) - in the aeronautical legislation of the Russian Federation, regardless of its legal form and having the main objectives of its activity, the implementation of air transportation of passengers, baggage, cargo, mail and (or) aviation work (Article 61 of the RF Air Code *). Creation in the territory of the Russian Federation A.p. with the participation of foreign capital is allowed under the conditions if the participation of foreign capital does not exceed 49% of the authorized capital of A.P., its head is a citizen of the Russian Federation and the number of foreign citizens in the governing body of A.P. does not exceed 1/3 of the composition of the governing body. Features of the commercial activities of Russian and foreign APs, as well as individual entrepreneurs, are determined by the rules of Ch. IX Wozk RF.

Great Law Dictionary. Akademik.ru. 2010.

See what the "Aviation Enterprise" is in other dictionaries:

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1. For the purposes of this Code, an aviation enterprise is understood to mean a legal entity, regardless of its organizational and legal form and form of ownership, which has as its main objectives the implementation of air transportation of passengers, baggage, cargo, mail and (or) aviation work.

2. The establishment in the territory of the Russian Federation of an aviation enterprise with the participation of foreign capital is allowed under the conditions if the participation share of foreign capital does not exceed forty-nine percent of the charter capital of the aviation enterprise, its head is a citizen of the Russian Federation and the number of foreign citizens in the governing body of the aviation enterprise does not exceed one one third of the governing body.

3. Operator - a citizen or legal entity having an aircraft on the basis of ownership, on a rental basis or on any other legal basis, using the specified aircraft for flights and having an operator’s certificate (certificate).

Operator requirements are determined by federal aviation regulations.

4. The use by an individual, legal entity of an aircraft for the purposes specified for state aviation and (or) experimental aviation, as well as the use of a light civil aircraft of general aviation or an ultralight civil aircraft of general aviation, does not entail the obligation to obtain by an individual , by the legal entity of the operator’s certificate (certificate) or document equivalent to this certificate (certificate).

Comments on Art. 61 VZK RF

In accordance with the Federal Aviation Rules "Certification Requirements for Commercial Civil Aviation Operators. Certification Procedures", the operator has an organizational structure, aircraft (on the basis of ownership, lease or other legal basis), aviation personnel and a production base for organizing, manufacturing and ensuring flights in accordance with the requirements of regulatory acts governing the activities of civil aviation. To perform air transportation and the planned flight program, it must also have aircraft in the quantity determined by the aircraft turnover schedule taking into account their reservation.

The operator must ensure the availability of a production base equipped to organize and carry out the necessary work to maintain the airworthiness of aircraft, analyze flight information, collect and process data on the reliability of aircraft and flight safety, record and store operational and technical documentation and standard documentation for basic and components of aircraft, operational management and control of aircraft flights, training of aviation personnel. And also confirm the availability of sufficient financial resources and property for the safe operation of aircraft and maintain the required level of airworthiness of aircraft, including the availability of a repair fund, to organize and ensure the flights of the declared aircraft and the quality of services provided, as well as to organize the training of aviation personnel. The applicant (operator) develops and implements in its organization a flight manual, a manual for the organization of maintenance and a quality manual that contain the rules, procedures and standards for organizing, operating and maintaining flights established and accepted by the aviation personnel of the operator.

The operator must have an aeronautical information service or appoint a responsible person if the provision of aeronautical information is carried out under contracts with third parties. The operator for obtaining a certificate develops a business plan containing a justification for the possibility of fulfilling the planned flight program within 24 months and ensuring the cost of its implementation without revenue for three months from the start of work. The operator must organize flight operations in accordance with the requirements of regulatory acts governing the activities of civil aviation.

The use of civil aircraft for flights for general aviation purposes by a legal entity or an individual who does not have a certificate of operator AON is not allowed. AON operator’s certificate is issued and renewed for up to 5 years. At the initial registration of the applicant as an operator of the GA with the right to perform international flights, the certificate of the operator of the GA is issued for a period of up to 2 years. AON operator’s certificate cannot be issued to two or more legal or natural persons and cannot be transferred from one legal or natural person to another. The issuance of the operator’s ANI certificates, the extension of their validity period and (or) amendments to the operator’s certificates of the ANI are carried out by the interregional territorial departments and territorial air transport departments of the Ministry of Transport of Russia.

The use of the airspace of the Russian Federation is carried out by the operator of the GA in accordance with the requirements of the air legislation of the Russian Federation and the rules of operations established in civil aviation. The operator AON (applicant) organizes in accordance with the requirements established in civil aviation:

creating the necessary base for storing aircraft, carrying out work to maintain their airworthiness and storing operational, technical and standard documentation for the main and components of aircraft;

maintenance and repair of the declared aircraft;

registration of data on aircraft failures and malfunctions;

accounting of aircraft operating time;

processing of flight information if there are on-board recorders on board the aircraft;

medical, meteorological, aeronautical and other types of flight support;

provision (implementation of measures) of aviation security.

Aircraft owned by the operator of GA (applicant), declared for flights for general aviation purposes, are allowed to operate in the presence of certificates of airworthiness (certificates of airworthiness for flights), certificates of state registration. Aircraft are equipped in accordance with the established requirements for performing the declared types of flights in the declared regions. An application for registration as an ANI operator and extension of the validity of an ANN operator certificate is submitted to the relevant territorial air transport authority of the Ministry of Transport of Russia at the main location of the applicant's (ANN operator) aircraft used for general aviation purposes, in the form. The operator’s certificate of GA comes into force from the date indicated in it. Copies of the operator’s certificate of GA, applications and documents attached to it are stored in the territorial air transport authority of the Ministry of Transport of Russia, which issued the certificate of the operator of GA. Information on the issuance of a GA operator’s certificate, extension of its validity or amending the GA operator’s certificate is sent by the territorial air transport authority of the Ministry of Transport of Russia within 3 working days to a specially authorized body in the field of civil aviation in electronic form via telecommunication channels in the established format in the amount application data for entering into a consolidated information database. In case of violation by the operator of the GA, the restrictions set forth in the appendix to the certificate of the operator of the GA, which is an integral part of this certificate, the rules for operating aircraft, as well as the rules for using the airspace of the Russian Federation and the rules for operating flights or their provision, which threaten flight safety and (or) aviation security, the territorial authority of the air transport of the Ministry of Transport of Russia, which issued the certificate of the operator of the GA, may impose restrictions on tvie evidence Operator Caller ID, it may be suspended or operator's certificate may be revoked AON.

State SAS

TO private UTA(France).

Corporate

Purpose:

Classification of airports. Purpose and tasks of the airport enterprise

The provision of a \\ n. International airports include airports through which international air transportation is permitted in the established manner and in which appropriate customs, border and sanitary-quarantine control is ensured.

An airport for domestic traffic includes airports that do not have permission to carry out international aviation flights, flights through which, as a rule, are carried out within the Russian Federation and without passing through customs, border and sanitary-quarantine control procedures carried out at international airports. Depending on the established status:

A / p of federal significance (constituting the main nodal elements of the national air transport system of the Russian Federation ensuring the stable functioning of international relations of the Russian Federation, the volume of traffic is at least 500 thousand passengers. Allowing flights of classes 1 and 2)

A \\ n of regional importance (a \\ n is not federal; located in the administrative centers of the regions. Main: the volume of work is interregional trunk transportation)

A \\ n of local v. Lines (a \\ p, in which the bulk of the work is within the regional air transport transportation, as well as flights used by aviation in the national economy)

Airports are divided into classes:

Extra-class\u003e 10 million pass.per year. 1class: 7-10 2class: 4-7 Zclass: 2-4 4class: 500 thousand

Grade 5: 100-500 thousand. Not classified:< 100 тыс.

Special purpose

Airports should contribute to meeting the needs of the population of the served territory in aviation services, guarantee equal opportunities for users to provide services, efficiently operate and expand production facilities in accordance with the needs of the air transport market

The main tasks of airports

Performance of work and services on airport services for airlines   - passenger, baggage service, cargo handling, mail, refueling with fuel and lubricants and special liquids, air traffic regulation in the airfield zone, provision of on-board catering, heat and electricity supply.

Ensuring compliance in the airport zone with the requirements established by applicable laws and regulations in the field of safety flight, servicing aircraft, passengers, baggage, mail and cargo.

Security aviation security (creation and functioning of the aviation security service, security of the airport, aircraft and civil aviation facilities, inspection of crew members, maintenance personnel, passengers, hand luggage, baggage, mail, cargo and airborne stocks, prevention and suppression of attempts to hijack and hijack aircraft).

Expanding scope service providers   passengers and clientele of the airport.

Construction and maintenance necessary facilities for take-off, landing, taxiing and parking of aircraft, as well as to ensure the activities of airport services.

Organization and implementation emergency rescue.

Management foreign economic activity, conclusion of commercial, technical and other contracts (agreements), contracts with foreign legal entities and individuals in accordance with applicable law.

Implementation of activities for environmental protection   at the airport and adjacent territory.

OST 54-1-283.02-94

Aircraft accident investigation. Basic concepts, goals and objectives

Aircraft accidents, depending on their consequences, are divided into:

accident with human casualties (disaster);

accident without loss of life (accident) APBCHZH.

Aviation incident   - an event associated with the use of aircraft, which occurred from the moment when a person came on board with the intention to make a flight, until the moment when all persons on board for the purpose of flight left the aircraft and due to deviations from normal functioning Sun; crew management and flight support services; environmental impact.

Serious aviation incident   - an aviation incident, the circumstances of which indicate that there was almost an accident.

Casualty accident (catastrophe)   - an accident that resulted in the death or missing of any of the passengers or crew.

Accident without casualties (accident) - an accident that did not result in human casualties or the disappearance of any of the passengers or crew members.

The main purpose of the investigation of AP - the establishment of factors, conditions and circumstances related to the incident, the study and analysis of which will make it possible to establish their causes and consequences, as well as develop proposals for the prevention of incidents for these reasons in the future. Investigation is a process that includes the collection and analysis information on the event, conducting the necessary research, establishing the causes of the event and developing recommendations to prevent incidents.

Investigation of the AP includes: - preliminary work; - search and rescue work; - organization of a commission to investigate the AP; - investigation of the AP and the final work.

AP investigation commissions are appointed by order of the agency that conducts the investigation. The composition of the commission should be formed within 2 hours after receiving the initial report of the incident.

The formation of the commission of inquiry is made up of the most qualified specialists with experience in investigating the AP and having high business qualities. For the objectivity of the investigation of the AP, the commission should include persons who are not directly related to this AP and are not responsible for it. The commission consists of the chairman , deputy and members of the commission.

The chairman of the commission is a senior official on the investigation of the AP. All his orders and instructions are subject to execution by all members of the commission and officials involved in the investigation.

Upon arrival at the scene, the chairman holds an organizational meeting at which he announces an order to appoint a commission, creates sub-commissions and appoints its chairmen.The commission hears the responsible persons who took the initial investigation measures, checks the implementation of the activities by the management officials in whose territory the incident took place ( circumstances of the incident, the conduct of rescue operations, a survey of the crew, and, if necessary, passengers and witnesses on the circumstances of the AP, having examined there is a scene)

Inspection of the scene is the first priority of specialists who arrived to investigate. It allows a clearer and more complete picture of the circumstances in which the incident occurred, and based on this, outline further work. The main attention during the inspection should be focused on identifying factors that will help determine possible flight path, position and configuration of the aircraft and its approximate speed at the time of impact.

Photographing is the best means of recording a picture of an incident and should be widely used in the investigation. Photographing the scene, the general picture of the scatter of the wreckage and their condition is carried out before a detailed investigation.

From 07/30/94. No. 897 “ON THE FEDERAL SYSTEM OF PROTECTING THE PROTECTION OF CIVIL AVIATION AGAINST ACTIONS OF ILLEGAL INTERVENTION”

1. The federal system was developed in accordance with the international ICAO document: with a BP manual for the protection of ITN and constituted cumulatively. Legal and organizational measures aimed at preventing unlawful actions in relation to civil law.

2. The main objective of the Federal system is to ensure the safety of life and health of passengers, crew members

aircraft, ground personnel of aviation enterprises, protection of aircraft and airport facilities by implementing measures to

protection against acts of unlawful interference.

3. The measures provided for by the Federal system apply to civil aircraft, national and foreign

operators (airlines), as well as in relation to airports.

5. Failure to comply or violation of the Standards, rules and procedures for aviation security by aviation enterprises, airports,

operators entail the cancellation of licenses (permits), and passengers and consignors are liable under the laws of the Russian Federation.

6. Aviation security is ensured by a set of measures providing for the establishment and operation of aviation security services, the protection of airports, aircraft and civil aviation facilities, the inspection of crew members serving

personnel, passengers, hand luggage, baggage, mail, cargo and on-board supplies, preventing and suppressing attempts to hijack and hijack aircraft.

9. The regional department of the Federal Air Transport Agency monitors the fulfillment by aviation enterprises, airports and air transport operators of the conditions of certification and licensing in terms of aviation security.

10. Aviation enterprises, airports and operators ensure compliance with the requirements of the Standards, rules and procedures for aviation security.

Requirements of regulatory documents for ensuring aviation security at airports

Federal Law of the Russian Federation of March 19, 1997 No. 60-ФЗ “Air Code of the Russian Federation”. The requirements of international standards and recommended practices are reflected in articles 83, 84 and 85 of the Air Code of the Russian Federation;

Federal Law of the Russian Federation dated March 6, 2006 No. 35-ФЗ On Countering Terrorism;

Decree of the Government of the Russian Federation of July 30, 1994 No. 897 on the approval of the Federal system to ensure the protection of civil aviation from acts of unlawful interference;

Order of the Ministry of Transport of Russia of July 25, 2007 No. 104 “On Approval of the Rules for Conducting Preflight and Postflight Inspections”;

Order of the Federal Air Transport Service and the Ministry of Internal Affairs of Russia dated 30.11.1999 No. 120/971 “On approval of the instruction on the procedure for the transport of weapons, ammunition and ammunition by civil aircraft, special equipment transferred by passengers for temporary storage for the duration of the flight”;

Manual on the Protection of Aircraft and Civil Aviation Facilities (NOVSO GA-93);

Standard Regulation on the aviation security service of the airport (approved and enforced by order of the Minister of Transport of Russia of October 17, 1994 No. 76);

Regulation on access control and on-site regimes at airports, airlines, organizations and civil aviation institutions (approved and enforced by order of the Federal Aviation Service of Russia of 01.20.1998 No. 22);

Instruction on measures to prevent and suppress the hijacking and hijacking of aircraft and other acts of unlawful interference in the activities of civil aviation (approved and put into effect by an interdepartmental order dated 01/10/1995);

Memo to the crew of the aircraft on actions in an emergency (approved by the Director of the FAS Russia dated 10/14/1997 No. 66 / i-DSP).

Rules for the production of inspection of civil aircraft. Approved and enforced by order of the FAS Russia of July 29, 1998 No. 238.

Order of the Federal Antimonopoly Service of Russia dated 10.16.98 No. 310 “On Training in Aviation Safety for Aviation Personnel, Students of Educational Institutions, Civil Aviation Employees of the Russian Federation”.

Planning decision of the cargo yard, its area. Material Handling Front

The cargo yard is a part of the enclosed service and technical territory of the airport, intended for the behavior of loading and unloading operations, parking, passage and

maneuvering airport vehicles, consignors and consignees.

The territory of the cargo yard is determined by the following parameters:

The number of loading and unloading places (posts) on the part of the city and the platform;

The size of the car of the calculated type;

Regulatory distances between vehicles standing at the warehouse ramp under loading and unloading, between moving towards each other, standing at the warehouse ramp and moving vehicles;

The standard distance from a moving car to the border of the passage;

Odds taking into account fencing, landscaping and security and security.

The total area of \u200b\u200bthe cargo yard includes three zones:

Zone A - territory located on the side of the airfield and intended for the movement of specialized vehicles providing loading and unloading and

transportation of goods from warehouses to aircraft;

Zone B - the territory located on the city side and intended for the movement and placement of freight vehicles, providing loading and unloading of goods,

exported to the city and arrived from the city;

Zone C - the territory located at the end of the main building of the cargo complex, connecting zones A and B and intended for the passage of vehicles, the placement of specialized warehouses and structures.

The optimal number of loading and unloading places of vehicles at the cargo warehouse is determined by the theory of mass service by finding the optimal utilization of the servicing device (unloading post), which depends on the ratio of operating costs of loading and unloading places and all costs caused by vehicle downtime associated with maintenance and waiting him.

35. The location of the cargo complex on the master plan of the airport. Purpose and requirements for it: operational, technical and economic, labor protection and the environment

The cargo complex is designed to carry out all operations for receiving, issuing, shipping, processing and processing of goods.

The cargo complex adjoins from the airfield side to the cargo apron (in most cases, parts of the general passenger apron). The layout of the cargo complex should ensure the effectiveness of the technology of processing, storage, reception and delivery of goods, ease of orientation and the minimum length of the routes of movement of vehicles in the complex. Roads to the cargo complex can cross the station square and the direct access roads to it.

The master plan of the cargo complex should be a combination of interconnected buildings, structures and zones.

In the building of the cargo complex are located: rack and container warehouses, premises for perishable goods and live goods, and other storage rooms, administrative and office premises, areas for maintenance and current repair of mechanization equipment, battery-charging stations.

On the CTT side, a cargo yard adjoins the commercial warehouse. It is intended for loading, unloading and maneuvering vehicles of consignors and consignees, as well as for parking and operation of loading and unloading mechanisms and other mobile mechanization equipment.

For the processing of mail correspondence at airports provide offices for the transport of mail (OPP). At airports of I, II, III classes, it is necessary to provide a separate building of the OPP to accommodate industrial, administrative, office and household premises, as well as premises of public organizations.

Buildings and facilities for servicing freight transportation should be placed on CTT, taking into account the general requirements: the maximum reduction of freight traffic routes; minimum removal of a group of buildings and structures of freight traffic from the passenger apron.

The cargo and passenger complexes of the airport must be connected by an intra-port road. Roads to the airport cargo complex should not cross the station square.

ELECTRICAL EQUIPMENT REQUIREMENTS

Power supply of cargo complexes of groups I and II should be carried out from two external independent sources via two cable lines, group III - 1-th source

The following types of artificial lighting should be provided for in premises on the territory of cargo complexes: working lighting; emergency lighting; evacuation lighting; security and protective lighting; obstruction lights.

In cargo complexes, intra-airport telecommunication facilities should be provided to ensure the organization of networks: telephone communications; operational speakerphone; local telegram delivery; radio communications; radio alerts and radios; electric clock.

FIRE SAFETY REQUIREMENTS

When designing freight complexes, fire-fighting measures must be carried out in accordance with the chapters of SNiP 2.11.01-85 “Warehouse buildings”, 2.09.02-85 “Industrial buildings”, 2.01.02-85 “Fire safety standards”.

ENVIRONMENTAL REQUIREMENTS.

When designing airport cargo complexes, a unified sewage system should be provided for the removal of domestic and industrial wastewater into the airport's general sewage system.

For the collection and disposal of solid household and industrial waste in cargo complexes, waste bins should be provided.

Requirements for cargo accepted for carriage. Packaging and labeling.

The cargo is accepted for carriage on the following conditions:

the import, export or transit of goods must be permitted by the laws and regulations of the country into, from, or through whose territory the transport is carried out;

cargo dimensions should ensure its free loading and unloading, placement in the baggage - cargo compartments of aircraft and its fastening;

when transported by scheduled passenger aircraft, the mass and dimensions of the cargo must not exceed the limits established by the rules and instructions;

all required documents must be attached to the cargo; the cargo should not create danger to the aircraft, people and property that are on it, and by its properties should not create inconvenience to passengers. Cargo exceeding the established limits in weight and dimensions can be accepted for transportation only with the consent of the carrier. Dangerous, radioactive and perishable goods, animals and other special types of cargo may be accepted for transportation in accordance with the rules and regulations.

The dimensions of the cargo space are limited by the size of the loading hatches and baggage cargo compartments of the aircraft.

The weight of cargo carried on an aircraft is limited by the maximum commercial load of the aircraft.

Cargo handling is carried out by the carrier or service organization on the basis of the contract.

Cargoes must be packed in containers, containers, etc., which protect the cargo from damage, damage and loss.

Cargo packaging should provide the possibility of its reliable fastening on board the aircraft.

Each package must have a shipping and shipping mark.

GOST 14 192-96 “Marking of goods”

Marking - the application of signs, inscriptions and drawings to identify the cargo and indicate methods of transportation, handling, storage. Each cargo place must be legibly and reliably marked with shipping (address).

The marking should contain the following information:

Main inscriptions (full name of the consignee, destination, number of party places and serial number of this place)

Additional inscriptions (full name of the shipper, point of departure, inscription of the airport of departure, which consists of 11 characters, includes the invoice number, three-letter code for the departure, number of places in the given consignment)

Information labels (gross weight, net, overall dimensions, cargo volume cm3). Manipulation signs - indicate methods of handling cargo. Marking marks - additional inscriptions, if it is impossible to express with a sign (dark on the background)

Packaging - a set of measures and material means for preparing products for transportation and storage. Packaging must comply with the rules and be dry and clean; without sharp ledges and corners;

security cargo safety for the entire time of the VP. Container for liquid for withstanding

internal overpressure with a drop in external atmospheric pressure. The package must be sealed during transportation of goods with declared value. Transfer goods with poor packaging are repacked to a / p

transfer. (expenses due to a / p sending).

Transport packaging is an element of product packaging, usually located in consumer packaging and is designed to protect, the effects of external factors and to ensure the convenience of loading / unloading, transportation, storage, fastening to transport vehicles (type of packaging is a classification unit , which determines the packaging by form (box. bag); the type of packaging is a classification unit-product. predetermined by material (cardboard or wooden boxes).

Classification of carriers (airlines). Goals and activities of the carrier (airline)

Stateare airlines of the former socialist countries, most airlines of developing countries, as well as individual airlines of developed countries that were founded by the state or nationalized: British Airways (Great Britain), Air France (France), KLM (Holland), etc. A number of airlines are international associations, jointly owned by several states - airline SASbelongs to Sweden, Denmark and Norway.

TO privateairlines include airlines belonging to the same owner or family - this is a small number of small airlines, as well as the so-called computer airlines and air taxi. Of the large and medium private airlines known, for example, UTA(France).

Corporateare companies formally owned by joint stock companies.

By the nature of flight operations: domestic, international, mixed.

By range and direction of flights, airlines are classified into trunk, regional, local.

By type of transport: passenger, freight, mixed.

By type of operations - regular and charter.

By the size of the fleet and the volume of traffic - large, medium, small.

Purpose:   The main purpose of commercial air transport is to transport a commercial load - this is a load transported on a commercial basis, i.e. beyond
  divided fee - passengers, baggage, cargo and mail. Route network development.

airline activities:

· Regular and charter passenger and cargo air transportation.

· Sale and booking of airline tickets

· Aircraft maintenance, aircraft repair

· Non-aeronautical activities: car rental, hotel reservation.

Airline classification

In accordance with the definition given in Art. 61 of the Air Code of the Russian Federation, an aviation enterprise is understood to mean a legal entity, regardless of its legal form of ownership, having the main objectives of its activity as the implementation of air transportation of passengers, baggage, cargo, mail and (or) aviation work.

In terms of ownership, airlines are public, private, and corporate, as well as mixed with the participation of foreign capital.

State airline   - This is an airline that is wholly owned by the state, or the state owns a controlling stake. There are almost no airlines with 100% state ownership. As a rule, a controlling stake, owned by the state, ranges from 51 to 75 percent.

Private airline - This is an airline owned by one person or family. An example is Transaero Airlines, which is owned by the Pleshakovs family.

Corporate airline - This is an airline owned by shareholders. In this case, the controlling stake may belong to one person who actually manages the airline.

Mixed airline - This is usually a joint venture with foreign capital. The creation in the territory of the Russian Federation of an aviation enterprise with the participation of foreign capital is allowed provided that the share of foreign capital does not exceed 49 percent of the charter capital of the airline, its leader is a citizen of the Russian Federation and the number of foreign citizens in the governing body of the airline does not exceed one third of the governing body. In other countries, the share of foreign ownership of an airline varies. So, in the UK - it is 33%, in the USA - no more than 25%.

By the nature of the flight, airlines are divided into domestic and international, and mixed.

Domestic airlines operate flights only within their own countries.

International airlines only operate in international airspace.

According to the range and direction of flights, airlines are divided into trunk, regional, local and computer.

The main airlines carry out both international and domestic transportation at a distance of 3000 km or more. The main ones include, for example, airlines operating transatlantic, trans-American, trans-polar, trans-Asian, trans-Pacific and other inter-regional air transportation.

Regional airlines carry out intra-regional transportation at a distance of no more than 3,000 km both within one country and international. Regional transportation includes transportation between the Scandinavian countries, intra-European, intra-African transportation, etc.

Local airlines are, as a rule, domestic airlines that operate on airlines with a length of not more than 1000 km.

According to the type of main transportation, airlines are divided into passenger, cargo and mixed.

Passenger airlines operate aircraft equipped to carry passengers. As a rule, in addition to passengers, they also transport goods and mail in special cargo compartments.

Freight airlines carry out only freight transportation on specially equipped aircraft. Purely freight is a small number of airlines. The largest of them are: DHL, TNT, UPS, Fedex, etc.

Most airlines are mixed and carry all types of traffic. A number of the largest of them have their cargo branches: Lufthansa Cargo, Er Canada, etc.

By type of operation, airlines are divided on regular and charter.

Regular airlines operate scheduled flights on airlines that are strictly defined by the government or intergovernmental agreements. Regular airlines can also perform additional, charter and special flights.

Charter airlines operate scheduled flights on the basis of special contracts between carriers and customers. Such transportations can be carried out both between points connected by regular air services, and between points not connected by regular airlines.