Airport

Components of
Airport and
Airways & their
Problems in
Pakistan

Prepared By :
Usama Javaid 2014-UETR-CE-04
M.Abaid Ullah 2014-UETR-CE-06
Sheeraz Ahmad 2014-UETR-CE-19
Usman Hanif 2014-UETR-CE-25
Abdul Haseeb 2014-UETR-CE-26
Sajid Mehboob 2014-UETR-CE-33

Whats inside ? ?
Basic Definations
Components of an airport
• Runway
• Taxiway
• Airport Terminal Building
• Apron
• Aircraft Stand
• Control Tower
• Hanger
• Parking
Problems of CAA

Air travel has connected the globe like none other

Basic Definitions
Airport:-
An airport is a facility where passengers connect from ground
transportation to Air Transportation.
It is allocation where Aircraft such as air-planes , helicopters take off
and land.
Airfield:-
Airfield is an area where an aircraft can land and take off , which may or
may not be equipped with any Navigational aids or markings. Many
grass strips are also designated as Airfields.
Aerodromes:-
A defined area on land or water (including any buildings, installations)
intended to be used either wholly or in part for the arrival , departure and
surface movement of aircraft.

Basic Definitions
Airway:-
An airway or air-route is a defined corridor that connects one specified location
to another at a specified altitude, along which an air-craft that meets the
requirements of the airway may be flown.
Aerodrome Model

AirportTypes
International Airport
Domestic Airports
Regional Airports
Basic Definitions

Basic Definitions
International Airport:-
An international Airport has a direct service to many other airports world
wide. Handle scheduled commercial airlines both for passenger and cargo.
Domestic Airport:-
A domestic Airport is an airport which handles only domestic flights or
flights within the same country. Domestic airport don’t have customs
facilities and therefor can not handle international flights.
Regional Airport:-
A regional airport is an airport serving traffic within a relatively small
geographical area. They usually don’t have custom facilities to process traffic
between different countries.

Louisiana regional airport (US)

Domestic airport of South Carolina (US)

1-Runway:
Rectangular shaped, paved area on an airport , designed for the landing or take-off
for airplanes. Runways may be man made surface(of an asphalt or concrete, or
mixture of both) or a Natural surface(grass, dirt, gravel, ice or salt)
Runways have special markings on them to help a pilot in the air to tell that it is a
runway and to help them when they are landing or taking off.
Albama airport runway (US)

So how are runways designated?
Sequentially, based on the number of runways at
the airport No. All runways are numbered based
on the magnetic azimuth (compass bearing) in
which a runway is oriented. There are 360
degrees on a compass rose. Runway numbers are
determined by rounding the compass bearing of
one runway end to the nearest 10 degrees and
truncating the last digit, meaning runways are
numbered from 1 to 36—as per the diagram.
1-Runway:

Runway length:
The longest commercial service runway in the world is 18,045 feet long—
that’s 3.4 miles or 5.5 kilometers—at the Qamdo Bamda Airport (BPX) in
the mountains of Tibet. Contrast with Machias Valley Airport along the
coast of Maine. Its lone coastal runway is all of 2,900 feet—just over a half
mile and 116 meters shy of a kilometer.
Machias Valley Airport
1-Runway:

Qamdo Bamda Airport’s runway

Why these runway lengths are so different?
Airport runway length is contingent on a number of factors, including aircraft
type. The larger the aircraft, the longer the runway required. This makes sense
when you consider that a typical commercial jetliner needs to reach 150 to 180
mph (240 to 285 km/h) to take off, and the larger the aircraft, the longer it takes to
reach these speeds. For the same reason, an aircraft’s maximum takeoff weight is
also a factor. The more people and cargo on an aircraft, the longer the runway
required. And the higher the aircraft’s engine thrust, the faster the aircraft can
reach its take-off speed, and the shorter the runway required.
1-Runway:

Environmental factors also play a role. The higher the elevation, the lower the
atmosphere pressure or air density. As wind flows over the wing, the air pressure
on the bottom of the wing is greater than on top, thereby creating lift (known as
Bernoulli’s principle). The “thin air” at high elevations results in less lift on the
aircraft. This means the aircraft has to travel faster to take off and therefore needs
a longer runway to do so. Qamdo Bamda Airport’s runway—which only handles
a handful of flights per day—is so long because it sits 14,219 feet above sea
level, making it the second highest airport in the world.
1-Runway:

Decreased atmospheric pressure also results in reduced engine thrust because the
engine has less oxygen to burn. This means the aircraft must travel at a greater
speed and for a longer distance to achieve a safe takeoff. The same principles
that apply to elevation also apply to temperature. The higher the temperature, the
lower the atmospheric pressure, the longer runway needs to be.
1-Runway:

1-Runway:
Runway Configuration:
There are over twenty runway layouts among them there are four basic patterns
Runwaypatterns
Simple Runway
Parallel Runway
Open-V Runway
Intersecting Runways

1-Runway:
Simple Runway:
This type of runway is used at Domestic airports where air traffic is low.
It is an ordinary single line Runway.

1-Runway:
Parallel Runway:
 Near parallel or Parallel Runways are defined as non-intersecting runways,
whose center lines converge or diverge by 15 Degree or less.
 The main objective of implementing simultaneous operations on parallel
or near-parallel runways is to increase runway capacity and aerodrome
flexibility. The largest increase in overall capacity often includes the use of
independent approaches to parallel or near-parallel runways

1-Runway:
Factors Affecting Simultaneous Operations on Parallel Instrument Runways:
Factors which may have an impact on the maximum capacity or the desirability of
operating parallel runways simultaneously are not limited to runway considerations.
Taxiway layout and the position of passenger terminals with reference to the
runways may make it necessary for traffic to cross active runways, a situation which
may not only lead to delays but also to a decrease of the safety level due to the
possibility of runway incursions by either arriving or departing aircraft.

1-Runway:
Open-V Runway:
 A runway configuration in which two runways diverge from different
direction but do not intersect each other.
 When there is little or no wind both runways can be used simultaneously.
 When there are strong wind the system reverse to one way operation.
 Usually they form an open V shape that’s why it is called Open-V
Runway.

1-Runway:
Intersecting Runway:
 Two or more Runways that cross or meet within their length are known as
Intersecting Runway.
 They are utilized when there are relatively strong winds during the year from
more than one direction.
 In strong wind conditions only one runway is used on the other hand in light-
wind conditions both runways can be simultaneously used.
 The runway which is used for greater part of the year is nominated as
Instrument runway.

Newark_Liberty_International_Airport
IntersectingRunway

1-Runway:
Runway Markings:
Runway Centerline Marking:
 Runway centerline markings identify the center of the runway for guidance on
takeoff and landing [Figure 1]
 Painted white in color
 One centerline marking is 120' in length and the gap between markings is 80'
giving 200' for a full set.
Figure 1

1-Runway:
Runway Markings:
Runway Aiming Point:
 Aiming point markers serve as a visual target for landing aircraft [Figure 2]
 Consists of two broad white stripes located on each side of the runway, about
1,000' from the landing threshold.
Runway Touchdown Zone Markings:
 Thin white stripes identifying the touchdown zone for landing operations and are
spaced in 500' (150m) increments [Figure 3]
 3, 2 and then 1 thin stripe symmetrical bars arranged in pairs on each side of
runway centerline
 For runways having touchdown zone markings on both ends, those pairs of
markings which extend to within 900' (270m) of the midpoint between the
thresholds are eliminated

1-Runway:
Runway Markings:
Runway Side Stripe Markings:
White lines identifying the edges of the runway provide visual contrast between
runway and the abutting terrain or shoulders [Figure 4]
Runway Shoulder Markings:
Yellow lines may supplement runway side stripes to identify pavement areas
adjacent to the runway sides that are not intended for use by aircraft.
Figure 4

1-Runway:
Runway Markings:
Runway Threshold Markings:
Runway threshold markings come in two configurations:
They either consist of eight longitudinal stripes of uniform dimensions disposed
symmetrically about the runway centerline, or the number of stripes is related to the
runway width [Figure 5]
Helps identify the beginning of the runway that is available for landing with stripes that
correspond to the width of the runway
4 stripes = 60' wide
In some instances the landing threshold may be relocated or displaced.

1-Runway:
Runway Markings:
Displaced Threshold:
 A displaced threshold is a threshold located at a point on the runway other than the
designated beginning of the runway [Figure 6]
 The portion of runway behind a displaced threshold is available for takeoffs in either
direction and landings from the opposite direction.
 Exists usually because of obstructions.
 On runways with a displaced threshold, the beginning of the landing zone is marked
by a 10' solid white line with white chevrons leading to it. May not be used for
landing touchdown, but may be used for taxiing, takeoff, and landing roll outs.
 Demarcation bar separates the displaced threshold area from a blast pad, stop way, or
taxiway that precedes the runway.

Displaced Threshold:
 White arrows are located along the centerline in the area between the beginning of
the runway and displaced threshold
 White arrow heads are located across the width of the runway just prior to the
threshold bar.
1-Runway:
Runway Markings:
Figure 6

1-Runway:
Runway Markings:
Relocation of a Threshold:
Due to construction or maintenance, a threshold may be closed/moved for a varied
amount of time
When a threshold is relocated, it closes not only a set portion of the approach end of
a runway, but also shortens the length of the opposite direction runway
Closure will be noted via Notice to Airmen (NOTAM), but the method of
marking may vary
Example: 10/28 W900 CLSD
One common practice is to use a ten feet wide white threshold bar across the width
of the runway
Although the runway lights in the area between the old threshold and new threshold
will not be illuminated, the runway markings in this area may or may not be
obliterated, removed, or covered

1-Runway:
Runway Markings:
Runway Threshold Bar:
 Delineates the beginning of the runway that is available for landing when the
threshold has been displayed or relocated
 A 10' (3M) wide bar extends across the width of the runway
Blast-pad/Stop-way:
Referred to as an overrun and may be used as such [Figure 7]
Cannot be used for normal operation
Allows propeller or jet blasts to safely dissipate.
Figure 7

1-Runway:
Runway Lightening:
 Runway End Identifier Lights (REILs):
A pair of white flashing lights, one on each side of the approach end of the runway,
that help identify the runway from taxiways at night. [Figure 8]
 Runway Edge Light Systems (HIRL/MIRL/LIRL):
The runway edge lights are steady white lights on the edges of the runways. On
instrument runways, the white lights change to yellow during last 2,000 feet, or half
the runway length, whichever is less, and then they turn red as the aircraft reaches
the end of the runway. They can be high-intensity (HIRL), medium-intensity
(MIRL) or low-intensity (LIRL). [Figure 9]

1-Runway:
Runway Lightening:
 Runway Centerline Lighting System (RCLS):
On some precision runways, a runway centerline light system is installed, with
white lights spaced at 50-ft intervals on the centerline of the runway. With 3,000
feet remaining, the white lights change to alternating white and red, and then all
red during last 1,000 feet. [Figure 10]
 Touchdown Zone Lights (TDZL):
Touchdown zone lights are steady white lights placed in two rows next to the
centerline, starting at 100 feet and extending to the midpoint of the runway, or
3,000 feet beyond the threshold, whichever is less. [Figure 11]

1-Runway:
Runway Lightening:
 Land and Hold Short Lights:
When land and hold short operations (LAHSO) are in effect, flashing white
lights may be seen across the runway at the hold short line.
 Other runway lighting may include Runway Status Lights (RWSL), which
includes Runway Entrance Lights (RELs), the Takeoff Hold Light Array (THL),
Runway Intersection Lights (RILs), and the Final Approach Runway Occupancy
Signal (FAROS). These lights work in conjunction with surveillance systems and
are fully automated. They assist in informing pilots and ground vehicle operators
when it's safe to enter or cross a runway.

2-Taxiway:
A taxiway is a ground path used by aircraft that connects a runway with another
area of an airport. Taxiways are usually made of concrete or asphalt, and much
like runway surfaces, are pretty solid - anything from a foot to five feet in
thickness. A taxiway might connect a runway and a terminal or a runway and a
hangar. Normally only authorized airport personnel such as pilots are allowed
to travel taxiways.
Markings, signs and colored lights are featured along taxiways and runways of
major airports. What do they indicate? In this lesson, we'll explore these
important indicators and discuss the information they convey to airport
personnel.

2-Taxiway:
Taxiway Markings:
Centerline Markings:
Centerline markings provide a visual cue to permit taxiing along a designated
path Ideally, pilots should maintain centerline but be aware, this does not
guarantee wingtip clearance of obstacles on either side.
Centerline markings come in two varieties:
1-Normal Centerline:
Consists of a single, continuous yellow line 6 to 12 inches wide (15-30cm)
[Figure 12]
Figure 12

2-Enhanced Centerline:
 At some airports, mostly the larger commercial service airports, an enhanced
taxiway centerline will be used
 The enhanced taxiway centerline marking consists of a parallel line of yellow
dashes on either side of the normal taxiway centerline
 Located a maximum of 150' prior to a runway holding position marking as a
warning to pilots that he/she is approaching a runway holding position marking and
should prepare to stop unless he/she has been cleared onto or across the runway by
ATC [Figure 13]
2-Taxiway:
Taxiway Markings:

2-Taxiway:
Enhanced Centerline
Figure 13

2-Taxiway:
Taxiway Markings:
Taxiway Edge Markings:
Define the edge of the taxiway; used primarily when the edge of the pavement and
taxiway do not correspond
The taxiway edge markings also come in two varieties:
1-Continuous Markings:
Consist of a double yellow line, each 6 inches (15cm) in width, separated by 6
inches [Figure 14]
These continuous markings delineate areas where aircraft operation is not intended

2-Taxiway:
Taxiway Markings:
2-Dashed Markings:
 These markings are used when there is an operational need to define the edge of a
taxiway or taxilane on a paved surface where the adjoining pavement to the taxiway
edge is intended for use by aircraft, e.g., an apron
 Consists of a broken double yellow line, with each line being at least 6 inches
(15cm) in width, separated by 6 inches
 Used when there is an operational need to define the edge of a taxiway or taxilane
on a paved surface where the adjoining pavement to the taxiway edge is intended for
use by aircraft (e.g., an apron)
 These lines are 15' (4.5m) in length with 25' (7.5m) gaps [Figure 14]

2-Taxiway:
Continuous and Dashed Markings
Figure 14

2-Taxiway:
Taxiway Markings:
Taxi Shoulder Markings:
 Although shoulders may have the appearance of full strength pavement they are
not intended for use by aircraft, and may be unable to support an aircraft
 In these areas, taxiway shoulder markings are used to indicate the pavement is
unusable
 Examples: taxiways, holding bays, and aprons are sometimes provided with paved shoulders to
prevent blast and water erosion which are not intended for use by aircraft
 Used where conditions exist such as islands or taxiway curves that may cause confusion as to which
side of the edge stripe is for use by aircraft [Figure 15]
 Consists of yellow lines perpendicular to the taxiway edge markings

2-Taxiway:
Taxi Shoulder Markings:
Figure 15

2-Taxiway:
Taxiway Markings:
Surface Painted Taxiway Direction Signs:
 Written with yellow background with black inscription
 Provided when it is not possible to provide taxiway direction signs at intersections,
or when necessary to supplement
 Located adjacent to the centerline on the side the turn is to be executed [Figure 12]
 Turns to the left being on the left side of the taxiway centerline, right being on
the right side
Surface Painted Location Signs:
 Written with a black background and yellow inscription
 Supplement location signs, located along side the taxiway and assist the pilot in
confirming the designation of the taxiway on which the aircraft is located, on the
right side of centerline [Figure 16]

2-Taxiway:
Surface Painted Taxiway Direction Signs and
Surface Painted Location Signs
Figure 16

2-Taxiway:
Geographic Position Markings:
 Located at points along low visibility taxi routes designated in the airport's
Surface Movement Guidance Control System (SMGCS) plan [Figure 17]
 Identifies the location of taxiing aircraft when Runway Visual Range (RVR) is
below 1200' (360m)
 Positioned to the left of the centerline in the direction of taxi
 Comprise of a black circle contiguous to a white ring with a pink circle in the
middle
 The white and black ring are reversed when painted on blacktop to make it
easy to read
 Designated with a number or a number and letter to correspond to the
consecutive position of the marking on the route

2-Taxiway:
Geographic Position Markings
Figure 17

2-Taxiway:
Taxiway Lights:
Taxiway Edge Lights:
Taxiway edge lights are blue in color and line the taxiways. Airports often
have green taxiway centerline lights, as well.
Clearance Bar Lights:
Set inside the taxiway, clearance bar lights are steady yellow and are meant
to increase the visibility of a hold line or a taxiway intersection at night.

2-Taxiway:
Taxiway Lights:
Stop Bar Lights:
Only installed at select airports, stop bar lights are meant to reinforce an
ATC clearance to cross or enter a runway in low visibility situations.
They're in-pavement lights that are steady red and extend across the
taxiway at a hold short line. Once a pilot is cleared onto the runway, the
stop bar lights will be turned off.
Runway Guard Lights:
A pair of two steady yellow lights that are positioned at each side of the
taxiway at the hold short line, the runway guard lights are meant to draw
attention to the hold short line - the area where a taxiway meets the
runway.

3-Airport Terminal:
An airport terminal is a building at an airport where passengers transfer between
ground transportation and the facilities that allow them to board and disembark
from aircraft.
Within the terminal, passengers purchase tickets, transfer their luggage, and go
through security. The buildings that provide access to the airplanes (via gates) are
typically called concourses. However, the terms "terminal" and "concourse" are
sometimes used interchangeably, depending on the configuration of the airport.
Smaller airports have one terminal while larger airports have several terminals
and/or concourses. At small airports, the single terminal building typically serves all
of the functions of a terminal and a concourse.

3-Airport Terminal:
Some larger airports have one terminal that is connected to multiple concourses via
walkways, sky-bridges, or underground tunnels (such as Denver International
Airport, modeled after Atlanta's, the world's busiest). Some larger airports have
more than one terminal, each with one or more concourses (such as New York's John
F. Kennedy International Airport). Still other larger airports have multiple terminals
each of which incorporate the functions of a concourse (such as Dallas/Fort Worth
International Airport).

3-Airport Terminal:
Heathrow Airport London
(Airport Terminal)
Mumbai Airport India
(Airport Terminal)

3-Airport Terminal:
Different Designs of Terminal Building
Pier
Satellite Terminal
Semi Circular terminal
Mobile lounge

3-Airport Terminal:
Pier:
A pier design uses a small, narrow building with aircraft parked on both sides. One
end connects to a ticketing and baggage claim area. Piers offer high aircraft
capacity and simplicity of design, but often result in a long distance from the
check-in counter to the gate (up to half a mile in the cases of Kansai International
Airport or Lisbon Portela Airport's Terminal 1).
Kansai International Airport

3-Airport Terminal:
Satellite terminal:
A satellite terminal is a building detached from other airport buildings, so that aircraft
can park around its entire circumference. The first airport to use a satellite terminal
was London Gatwick Airport. It used an underground pedestrian tunnel to connect the
satellite to the main terminal.
London Gatwick Airport

3-Airport Terminal:
Semicircular terminal:
Some airports use a semicircular terminal, with aircraft parked on one side and cars
on the other. This design results in long walks for connecting passengers, but greatly
reduces travel times between check-in and the aircraft. Airports designed around
this model include Charles de Gaulle Airport (terminal 2).
Charles de Gaulle Airport

3-Airport Terminal:
Mobile Lounge:
One rarer terminal design is the mobile lounge, where passengers are transported
from the gate to their aircraft in a large vehicle which docks directly to the terminal
and the aircraft. Washington Dulles International Airport, Mexico City International
Airport, and Mirabel International Airport have used this design.
Mexico City International Airport

4-Airport apron
Airport Apron:
The airport apron is the area of an airport where aircraft are parked, unloaded or
loaded, refueled, or boarded. Although the use of the apron is covered by regulations,
such as lighting on vehicles, it is typically more accessible to users than the runway
or taxiway. However, the apron is not usually open to the general public and a license
may be required to gain access. By extension, the term "apron" is also used to identify
the air traffic control position responsible for coordinating movement on this surface at
busier airports.
The use of the apron may be controlled by the apron management service (apron
control or apron advisory) to provide coordination between the users.
Apron Traffic:
The apron is designated by the ICAO as not being part of the maneuvering area. All
vehicles, aircraft and people using the apron are referred to as apron traffic.

4-Airport apron
Knuffingen Airport: (German builds world's largest model airport)

5-Aircraft stand
A portion of an apron designated as a taxiway and intended to be used for Parking
an Aircraft.
Chicago International Airport

6-Control Tower
Introduction:
 Airport Traffic Control Towers (ATCTs) are established to provide for a safe, orderly
and expeditious flow of traffic in the vicinity of an airport
 When the responsibility has been so delegated, towers also provide for the separation
of Instrument Flight Rules (IFR) aircraft in the terminal areas
 They exist when traffic requirements demand and subsequently designated the
airspace as either class B, class C, or class D depending on level of congestion and
services required/provided

6-Control Tower
Edmonton International Airport Combined Office Control Tower | Edmonton, AB - Exterior
Technologies Group

6-Control Tower
Air Traffic Control towers consist of three main components:
Clearance Delivery
Ground Control
Tower Control

6-Control Tower
 Clearance Delivery:
Clearance delivery is established at busy airports to relieve clutter on the ground
frequency in order to facilitate instructions.
Where clearance delivery is not a dedicated frequency, ground control absorbs
this function.
Clearance delivery has no control function and is used solely as the name implies,
for the delivery of clearances.
 Clearance Delivery Frequency:
Clearance delivery frequency can be found in the U.S. Chart Supplement as well
as several online sources such as Airnav.com

 What is a clearance?
An ATC clearance is an authorization for an aircraft to proceed under
specified conditions within controlled airspace.
Clearances are issued based on a prediction of known traffic and known
physical airport conditions.
A clearance is not an authorization to deviate from any rule, regulation,
or minimum altitude nor to conduct unsafe operations of an aircraft.
Reading back a clearance implies acceptance unless you reject it and give
a reason.
 Obtaining a Clearance:
Clearances are obtained by contacting clearance delivery or ground prior
to engine start.
6-Control Tower

6-Control Tower
Ground Control:
Ground control provides control of movement aircraft or vehicles through taxi
instructions on the airport surface area. Issues information on ramp service,
hazardous ground conditions, fueling operations
Air Carrier Ops:
Should contact before starting engines, to receive engine start time, taxi and/or
clearance information
Relays clearance:
If clearance delivery is not available, ground will obtain and relay as well as
provide ATIS information is unavailable.
Ground is responsible for the ATIS.
Important to check before takeoff and contracting approach inbound.
ATIS:
Automatic terminal information service, or ATIS, is a continuous broadcast of
recorded aeronautical information in busier terminal areas.

6-Control Tower
Tower Control:
Tower control is responsible for aircraft on the active runway departing or
landing, and all aircraft airborne within the designated airspace.
Line Up and Wait (LUAW):
Line up and wait, formerly called "position and hold," is an air traffic control
(ATC) procedure designed to position an aircraft onto the runway for an
imminent departure. The ATC instruction “LINE UP AND WAIT” is used to
instruct a pilot to taxi onto the departure runway and line up and wait

7-Hanger
A hangar is a closed building structure to hold aircraft and spacecraft in protective
storage. Most hangars are built of metal, but other materials such as wood and
concrete are also used.
Hangars are used for protection from the weather, direct sunlight, maintenance,
repair, manufacture, assembly and storage of aircraft on airfields, aircraft
carriers and ships.
Chesterfield Airport Hanger

7-Hanger
Structures and sizes:
Hangars need special structures to be built. The width of the doors have to be large;
this includes the aircraft entrance. The bigger the aircraft to be introduced, the more
complex a structure is needed. According to the span of the hangar, sizes can be
classified thus:

8-Parking
Parking is a specific area of an airport at which vehicles park.
Chubu-Centrair-International-Airport-Parking

Problems of CAA Pakistan
It's not been an easy few years for the
aviation industry. Rising fuel costs,
staff shortages security issues and a
fragile economy have all impacted
flying, resulting in a number of
airlines going bust, forced to up
prices or weather the storm as
consumer demand for flights drops.
As we enter 2013, there are some of
the challenges that both PIA and
Pakistan CAA are facing.

1.) Improving efficiency. Airlines are turning to any method they can think of
to banish airline delays -- including crowdsourcing and computer algorithms
-- but running down the security gauntlet, dealing with paperwork and
procedures as well as the delights of the border can not only frustrate the
customer, but limit the amount of available time slots for planes to take off.
Airports in Pakistan are becoming congested and security is at an all-time
high, so management now face an uphill struggle; keeping the business in
profit, maintaining security, coping with increased competition and of course,
the ever-present threat of adverse weather conditions.
2.) Security. In Pakistan Keeping passengers safe both in the airport and
while flying now a days is very essential because it is necessary for the
survival of industry. However, going beyond miniature liquid bottles and
taking your boots off at security checkpoints, the introduction of full-body
scanners has caused much controversy.

3.) Safety in the air. It is A big challenge for PCAA to ensure the safety in
air. While travel by air safety is reportedly the best its been since the 1960s,
with only 23 documented fatal crashes in 2012 and the development of tools
to predict weather conditions , there are still concerns when it comes to the
higher crash-rates , So PCAA need to ensure the Plane Health and Weather
conditions.
4.) Consumer demands and the willingness to pay. Average ticket prices have
jumped 10 percent in the last several years, potentially turning off consumers
that can reach their destination in other ways. However, we can probably
expect this trend to continue in 2013 -- especially as some governments have
begun increasing passenger duty by up to 50 percent. However, as costs rise,
standard airlines may find themselves abandoned in favor of the budget-
airline niche carriers such as Ryan air.

5.) Bringing airports and airlines into the 21st century. From printing your own
baggage labels at home to avoid check-in, booking online or showing your e-
ticket to check-in staff when you arrive, flying is now a different scenario from
showing a passport and receiving a ticket in the post. However, if airlines are
going to survive, they need to do more than simply invest in new tech -- they
need to make their businesses better.
6.) Finding staff. It's not all about the technology. According to reports, airlines
are finding it increasingly difficult to find and train up pilots, sending the
industry into panic.

7.) Innovative plane design. A key question on airline management's mind: how do
you keep flying cost-efficient and profitable, especially when rising operating costs
-- including fuel and taxes -- impact the balance sheet?
Cutting weight off craft is one way, which saves not only fuel, but may mean you
can pack in another row of seats or two. Some of the methods airlines have
employed include replacing bulky flying manuals with mobile devices
including iPads and Windows 8 tablets

Problems in Pakistan’s aviation industry due to inefficiencies
in the desired authority’s decision making : SAI
In a press conference held to discuss inefficiencies in the workings of Civil Aviation
Authority (CAA), Shaheen Air International (SAI) stated that Pakistan’s aviation
industry is experiencing a hostile environment since 2015 especially for the private
sector. The harsh policies targeting local private airlines are stifling their growth, while
benefits are being reaped by Foreign & National carriers. The press statement issued
mentions that SAI is always made to wait for long periods regarding approvals on a host
of issues. The RPT license for 4 years was put on hold, while the airline was only given
interim approvals for 15-30 days. The airline was asked to fulfill documentations and
procedures which were not even a part of the process, but SAI completed all
requirements in due time.

Problems in Pakistan’s aviation industry due to inefficiencies
in the desired authority’s decision making : SAI
Furthermore, the same objections which were the primary reason of delay in SAI’s RPT
license were resolved without hassle for the national carrier. Another example of delay
in approvals by CAA is the SAI’s inaugural flight NL678/679 from Multan to Muscat,
which was expected to depart on 23rd April, 2017, but was barred from operation due to
a non-disclosed reason. Thepress statement mentions that an approval letter for this new
route was sent to CAA on 5th April, 2017, however the approval was put on hold
without assigning any reason on the letter.

PERFORMANCE APPRAISAL CHALLENGE AT
PAKISTAN CIVILAVIATION AUTHORITY (CAA):
The case discusses the multitude of challenges that CAA faces with respect to its
performance appraisal system. Sumair Saeed, Chief Human Resource CAA, feels that
problems lie in the implementation of the current appraisal system. Firstly, the system
of targets and objectives between and the appraiser and the appraisee at the start of the
year is not being followed. This leads employees to feel unfairly treated because no
criteria for performance appraisal for their evaluation have been agreed upon.
Secondly, there is no buy-in for the performance appraisal system since supervisors
regard appraisal as extra workload and an uneasy time of the year. Supervisors
consider it to be a confrontational rather than developmental/feedback exercise with
the subordinate.

Moreover, supervisors lack training in providing feedback on appraisals. It is felt
that the culture of the organisation develops hostility and distrust when the
appraisals are being conducted. The appraisal system doesn’t differentiate
between performers or non-performers; thus decisions on promotions or career
progressions can’t be based on appraisals. The problem of demotivation among
employees is also a result of an ineffective performance appraisal system, as no
differentiation exists between star performers and non-performers.
PERFORMANCE APPRAISAL CHALLENGE AT
PAKISTAN CIVILAVIATION AUTHORITY (CAA):

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