Aviation Industry in Bangladesh: Prospects and Challenges
December 31, 2007 To Mr. Mohammed Iftekar Amin chawdury Department of Business and Economic Daffodil International University Dhaka-1207
Letter of transmittal
Dear Sir: It is great pleasure for me to submit my report on the topic “Aviation Industry in Bangladesh: Prospects and Challenges”. To make this report up to the standard I tried my best to fulfill the requirements, by implementing the knowledge I have gathered from you. Thank you, very much for providing me this type of opportunity and guidance needed for preparing this report. I express from my heart full gratitude to you to go through this report. I hope this report will fulfill your expectation towards me.
Sincerely,
MOHAMMAD KHAIRUL HASAN B.Com (Hon’s) 4th Batch ID # 042-18-440
ACKNOWLEDGEMENT
I am grateful to Mr. Iftekar amin chwodury, Sinior lecture of Daffodil International University for all the help, and information. As an apprentice to the subject I tried to give my best in preparing this report. I left no stone unturned to fulfill all the requirements to make this report up to the standard. I am also grateful to Mr. Iftekar amin chwodury for giving us the opportunity to prepare the report on this topic. So my heartiest gratitude and thanks to Mr. Iftekar amin chwodury.
EXECUTIVE SUMMERY
Daffodil International University has started its operation from 2002. Since its establishment it has improved its rating within a very short time. Now it is holding 4 th position in the rating of private universities. Number of its student is increasing very quickly. It has spread out new campuses over the few years. This report is prepared based on Accounting Information System practice of Daffodil International University. I have collected required information by face-to-face interview of from CAAB, from Magazine, Newspapers, Web and so on. In my report, I have discussed in a wide range from theoretical perspective of Aviation industry in Bangladesh especially about Prospects and its challenges, its functions and technical procedures. I have also discussed about findings from the interview and some recommendation is given in the later part of the report. From the very beginning of my report, I tried to make this simple for better understanding. I tried to compare from theoretical perspective and its technical side in the practical field of operation.
INDEX
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--------------------------------------- Introduction-------------------------------- 04 --------------------------------------- AIS ------------------------------------------04 --------------------------------------- Function of AIS ---------------------------04 --------------------------------------- Transaction processing--------------------05 --------------------------------------- AIS practice in DIU-----------------------07 --------------------------------------- Findings-------------------------------------09 --------------------------------------- Recommendation--------------------------10 --------------------------------------- Conclusion----------------------------------11 --------------------------------------- Appendix------------------------------------11
AVIATION INDUSTRY IN BANGLADESH: PROSPECTS AND CHALLENGES
Submitted to: MR. MOHAMMED IFTEKAR AMIN CHAWDURY Sr. Lecturer Department of Business and Economic Daffodil International University
Submitted by: MOHAMMAD KHAIRUL HASAN ID# 042-18-440, 4th Batch B.Com (Hon’s) Program
DAFFODIL INTERNATIONAL UNIVERSITY Submission Date: December 31, 2007
HISTORY OF AVIATION IN BANGLADESH
The History of Aviation in Bangladesh began with kites, the traditional heavier-than-air manmade object that is flown by one or more people while staying on the ground. The first recorded manned flight was arranged by the Dhaka Nawab Family in 1882, which resulted in the death of the flyer. Jenny Rumary van Tassel accompanied her balloonist daughter Jeanette Van Tassel when she died in an attempt at the first manned flight in Bangladesh in 1882 Jeanette Van Tassel, a young balloonist from the United States, was hired by the then incumbent Nawab Khwaja Ahsanullah. She was a member of a family troupe of professional balloonists and arrived with her mother, Jenny Rumary Van Tassel. At 6.20pm on the 16th March 1892, she set off to fly from the southern bank of the River Buriganga to the roof of Ahsan Manzil, lying across the river. But a gusting wind carried her off to the gardens of Shahbag, where her balloon became stuck in a tree. She was killed in her fall to the ground, and lies interned in the Christian graveyard at Narinda, Dhaka.
WORLD WAR II
Modern aviation in Bangladesh began when the British Raj built a military airstrip in Tejgaon during World War II to fly warplanes towards the battle fields of Kohima and war theaters in Burma. Other airstrips were built in Comilla, Feni, Chittagong, Cox's Bazar, Chakaria, Sylhet, Jessore, Rajshahi and Lalmonirhat.
In August 1943, a South Asia Command was formed under Admiral Mountbatten, including the RAF Third Tactical Air Force (Third TAF), which launched the second Burma Campaign against the Empire of Japan in the December that year. The Royal Indian Airforce (RIAF), Indian part of the Royal Air Force played a crucial role by providing tactical reconnaissance and extensive close support to the army when a British Corps started advancing down the Arakan coast in January 1944.
In November 1943, 6 Squadron and later 8 Squadron were moved to Cox's Bazaar. By the end of February 1944, No 6 Squadron pilots had completed over 1,000 operational sorties, averaging 6 sorties a day per pilot, a record for the entire the Third TAF. Towards the end of March 1944, 4 Squadron joined the operations when it was moved first to Feni airfield, and then to Comilla in June to replace 6 Squadron.
In May, 9 Squadron was moved to Comilla after a brief spell of tactical reconnaissance duties supporting the battles of Imphal and Kohima. During August 1944, the two squadrons carried out intensive bombing of enemy positions in the Sangu river valley, specially for three consecutive days in Labawa to support an offensive by 81 Division to expel the Japanese from the area. By the end of December 1944, 10 Squadron had also been moved into the operational area at Ramu.
With the fall of Rangoon on 3rd May 1945, the operations in Burma were reduced to mopping up of small pockets of resistance. By the end of June most of the lAF's squadrons were withdrawn, leaving only 8 Squadron to assist in the mopping up.
CIVIL AVIATION:
When the war was over, the colonial government decided to build the Tejgaon Airport along with a landing strip at Kurmitola to meet the needs of a Royal Indian Air Force (RIAF) station in Dhaka. In 1946, the Mirza Ahmad Ispahani and his partners formed an airline - Orient Airways which soon started using the airport as a civil airport.Shifting its base from Kolkata to Karachi when Pakistan was born, Orient Airways started DC-3 flights from Karachi to Dhaka on 7 June 1954, forming a critical connection between the capitals of geographically separated East and West Pakistan. On March 11 1955, Orient Airways merged with the government's proposed airline, becoming Pakistan International Airlines Corporation, later rechristened as Pakistan International Airlines (PIA).
The Eastern Pakistan Flying Club was established in 1948. By 1960, British Airways and Pan American Airways had started operating flights out of Dhaka, PIA had started operating Boeing jet services, and new airports had been constructed at Jessore, Chittagong, Thakurgaon, Ishwardi, and Comilla. During the 1962 Sino-Indian War, services to East Pakistan (now Bangladesh) were proving to be difficult, therefore PIA placed their Sikorsky S-61 helicopters on these routes until 1966 when conditions improved. In the 1971 war, PIA aided the Pakistan Army by transporting soldiers to East Pakistan in the Indo-Pakistani War of 1971 and lost a couple of its aircraft to Indian Air Force fighters. Between 10 and 13 March, immediately before the war started, Pakistan International Airlines cancelled all their international routes to urgently fly "Government Passengers" to Dhaka. These "Government Passengers" were almost all Pakistani soldiers in civilian dress.
LIBERATION WAR
Destroyed hangars of Tejgaon airfield, pictured after the Surrender of Dhaka. During the 1971 Liberation War of Bangladesh Indian Air Force (IAF) and the Pakistan Air Force (PAF) fought had extensive engagements in the sky over Bangladesh. The first engagement was on 22 November over the Salient of Boyra in West Bengal.
In the process Tejgaon Airport suffered extensive damage. Then, on the night of 3 December 1971, Canberra bombers of Eastern Air Command struck Tejgaon, which was guarded by PAF No. 14 squadron equipped with Sabre jets which lacked night fighting capability. By the morning of 4 December, strike missions against Tejgaon were assigned to 11 IAF squadrons, including Hunters of the No. 7 Squadron, No. 14 Squadron, No. 17 Squadron and No. 37 Squadron of IAF, as well as Su-7s of No. 221 Squadron and MiG21s of No. 28 Squadron.
Bi r Sreshtho Matiur Rahman
Throughout 4 and 5 December, IAF concentrated in attacking the aircraft on the ground. But, it failed to cause significant damage to the PAF assets in well-dispersed and camouflaged locations. By the evening of 5 December, the IAF changed tactics. On the morning of 6 December four MiG-21s (No. 28 Sqn), flying from Gauhati hit Tejgaon with 1000lber, scoring several hits on the runway. Kurmitola was attacked on the morning of 7 December, when Mig21s of No. 28 Sqn again hit the runway. No. 7 Sqn was pulled out of the eastern ops on the 6 December to help the Indian Army in the west. Repeated attack by MiG-21s and Hunters of No. 14 and No.28 however, kept the runway cratered. The IAF assault effectively grounded the PAF in by 7 December, and No. 14 Squadron was taken out of the war. The IAF also bombed other airfields including the abandoned WWII airfields of Comilla, Lalmanirhat and Shamsher Nagar through the war, denying their use to PAF. On August 20, 1971 Flight Lieutenant Matiur Rahman attempted to pilot a T-33 trainer from Karachi, Pakistan to India in order to defect from the Pakistan Air Force and join the liberation movement of Bangladesh. However, Matiur could not take the plane out of Pakistani territory, as reportedly, Pilot Officer Rashid Minhas, the other pilot in the plane, forced it to crash in Thatta, a place near the Indian border. Matiur was awarded Bir Sreshtho and Minhas was awarded NishanE-Haider, respectively the highest military honors in Bangladesh and Pakistan, and both has air bases named after them, respectively in Jessore and Kamra.
POST-INDEPENDENCE OF BANGLADESH
Bangladesh Air Force:
Bangladesh Air Force was formed at Dimapur, Nagaland, India on 28 September 1971 under the command of Air Commodore AK Khondakar. At that time, the embryo of Bangladesh Air Force (BAF) was formed as 'Kilo Flight' to assist the Mukti Bahini (Freedom Fighters). Initially, 'Kilo Flight' consisted of 3 aircraft (given by Indian Air Force), 09 officers and 47 airmen. Squadron Leader Sultan Mahmud (retired as Air Vice Marshal and Chief of the Air Staff of BAF) was appointed as the commander of the 'Kilo Flight'. After having some basic training on air to ground weapon delivery, 'Kilo Flight' successfully, bombed Fuel storage in Chittagong and Narayangonj area and thus the journey of BAF had commenced. During the last phase of the Bangladesh Liberation War, the newly formed Bangladesh Air Force carried out 12 successful attack missions over Pakistani targets.
After liberation in 1971, the Bangladesh Air Force received equipment from the Soviet Union and the People's Republic of China, a clutch of MiG-21s, An-24s, An-26s, and Mi-4 helicopters. In 1995, the Bangladesh Air Force made its largest purchase from the U.S to date in the form of 12 T-37 jet trainers. More recently, Bangladesh procured four C-130B Hercules transport aircraft (from old US Air Force stock).
HISTORICAL BACKGROUND OF CIVIL AVIATION OF BANGLADESH: In the year 1985, the Government of the People’s Republic of Bangladesh formed Civil Aviation Authority, Bangladesh (CAAB) vide Ordinance No. XXXVIII of 1985, titled The Civil Aviation Authority Ordinance, 1985. Department of Civil Aviation (DCA): In the year 1947, Department of Civil Aviation of Pakistan formed. This department had been doing management and operations of civil aviation in this portion of the country named East Pakistan till 1971. After the liberation war of 1971, Department of Civil Aviation (DCA) started its journey almost from scratch. Because during the nine-month long bloody war for independence the aviation infrastructure was badly damaged due to bombardments by Allied Forces over the main airports in order to disable Pakistan Forces. DCA of Bangladesh inherited the assets and property left over by the erstwhile DCA of the Pakistan. Aviation activities in independent Bangladesh started in the last week of December 1971 under the Ministry of Defence. Airports Development Agency (ADA): There was another organization, a limited company named Airports Development Agency (ADA), which was working from Pakistan period. It formed in the year 1965, its functions were to construct aerodromes and airports, and to perform all required electrical, and mechanical engineering works for DCA. It was essentially an engineering organization in nature.
Problems in Management: There had been bureaucratic and administrative problems not befitting civil aviation management. DCA was a pure Government organization and on the other hand, ADA was a
company. The making of decisions and there implementations by DCA suffered from bureaucratic complexities resulting in lengthy processes as it was a Government organization. The functions of ADA were essentially related to the DCA functions but DCA did not have administrative control over it. The International Civil Aviation Organization (ICAO), an agency organization of the UN for formulation and co-ordination of aviation procedures and activities worldwide, had been recommending converting the DCA to a more independent authority reducing Government’s control over its activities. 1982: DCA and ADA merged into a Civil Aviation Authority: In the year 1982, the DCA and the ADA were merged together to form a compact organization and was named as Civil Aviation Authority vide Ordinance No. XXVII of 1982 titled the Civil Aviation Authority Ordinance, 1982 promulgated by the Government. This Authority was vested with more power regarding organizational management, but the Government reserved the power regarding financial management. This arrangement did not serve the purpose well. 1985: Civil Aviation Authority of Bangladesh: In the year 1985, the present Civil Aviation Authority came into existence as a body corporate with full managerial power, both regarding organizational and financial, vested with it vide Ordinance, 1985. This ordinance repealed the Ordinance, 82 and dissolved the previously constituted Civil Aviation Authority transferring all its establishment, assets and liabilities to the new Authority.
A I R P O RT D E V E L O P M E N T H I S T O RY: Introduction: It is not possible for aircrafts to take-off and land if aerodromes do not exist. Similarly, air transportation is not possible if airports do not exist. So a suitable infrastructure based on ground is required prior to any endeavour for aviation or air transportation.
CAAB is in perpetual pursuit in studying, planning, developing and expending aviation infrastructure through out the country so that air transportation sector continually meets demand of the nation and time adequately. The infrastructure required to make aviation possible is built up with two kinds of engineering works. One is associated with the physical-structural constructions, like that of terminal buildings, runways, tarmacs etc. The other of the two kinds is the radio communication and electronic engineering works related with installation of radio communication, air navigation and surveillance systems etc.
Rebuilding: Right after Liberation: During the nine-month long liberation war in 1971, the entire aviation infrastructure of the country was severely damaged. The Department of Civil Aviation (DCA) and the Airports Development Agency (ADA), together hand in hand with all their past experience and patriotic enthusiasm, reconstructed and repaired the airports at Tejgaon (Dhaka), Chittagong, Sylhet, Jessore, Ishurdi, and Cox’s Bazar within amazingly short period of time that facilitated post liberation relief operations and enabled civil air transportation to re-commence.
Tejgaon Airport, Dhaka: Tejgoan Airport had been the only international airport of the country until Zia was commissioned. In addition to the post liberation reconstruction woks, the runway of this airport was re-carpeted in 1976, along with an apron for Boeing operation. In the same year, the terminal building was extended to meet the increased demand for more office space. By the year 1983 the aeronautical and navigation equipment along with the
office establishments were shifted to Zia International Airport at Kurmitola.
Zia International Airport, Dhaka: Cargo village: The old cargo complex had been insufficient for long. As Zia plays the most vital role in cargo transportation, increasing the cargo handling capacity of the airport was inevitable. To comply with the demand, CAAB took a project of constructing a giant cargo village with a terminal and a separate building for associated office works. By the year 2000, the construction work of the village having a floor-area of two hundred thousand square feet was complete. Afterward, the complex was handed over to Bangladesh Biman Corporation for management of cargo operations. Multi-storied car park : Recently a multi-storied car park has been constructed at the north side of the old car park in front of the terminal building. Presently, with three layers, capacity of the park is 500 cars. It was opened for public on 24th August, 2002. Another layer shall be constructed in the future which shall increase the capacity to 600 cars. Renovation of Departure Floor: In order to facilitate departing passengers, the Departure Floor of the terminal building under went a complete renovation and refurbishment. Check-in counters and immigration desks were smartened up turning it into more aesthetic in fashion and efficient in work. Bangladesh Biman equipped the check-in counters with a computer network called CUTE (Common User Terminal Equipment).
Extension of Terminal Building: Zia International Airport had been failing to cope up with the increasing number of flights and passengers. To expand the cargo handling capacity, a cargo village was constructed. Then in order to increase the passenger handling capacity, the terminal building has been extended, in 2 phases, 1.5 times the older one. In the 1st phase, the ground floor and in the 2nd phase, the 1st, 2nd and mezzanine floors were constructed. Zia’s passenger handling capacity now therefore raised to 8 million per year, almost 2 times the previous capacity, and we expect that this airport will go on meeting well the needs for further 20 years or more. Shah Amnat International Airport, Chittagong: Shah Amanat International Airport is the second greatest airport of Bangladesh. It was constructed in early 1940s. The major development works after liberation follow. 1977-78 In order to facilitate Boeing720 operations, the runway was extended by 762 meters to have a 3048 meter long one. 1984-85 To increase PCN of the runway, it was carpeted with macadam and bitumen concrete. 1991-92 Terminal building was repaired and extended since it was damaged by the storm of 29th April 1991 and also to increase and develop the standard of passenger services. 1996
The Governments of Japan and Bangladesh signed an agreement for financial and technical assistance to develop the airport to a modern international airport.
1998-00 The airport was under gone the development project known as Chittagong Airport Development Project assisted by Japan as the agreement. A new terminal building was constructed along with installation of new aeronautical and passenger service equipment. The architectural and environmental beauty and grandeur of the airport is noteworthy. Osmani International Airport, Sylhet:
In the 80s, a project was taken in hand for development of the airport and the work was completed in the year 1986. Works done under the project: Terminal building construction, Installation of Navigation Aids. Construction of runway pavement. Development of Taxiways and aprons. In last few years ago, Re-carpeting and extension of runway (to 8500 ft) was done in order to enable wide bodied aircraft operation. The airport was declared as an international airport. An ILS with Landing DME was installed in the last few years ago. Other Airports: 1982 Runway extension at Jessore airport. 1993 Runway extension at Cox’s Bazar airport. 1994 Runway extension at Rajshahi airport 1994 Runway extension at Saidpur airport.
CIVIL AVIATION AUTHORITY, BANGLADESH ORGANIZATION: ‘THE BOARD’
Civil Aviation Authority, Bangladesh is a public service enterprise and a body corporate. It functions under the Ministry of Civil Aviation and Tourism. The Authority is run by a Board with a Chairman and six other Members. Management of administration, finance and operations of the Authority all vest in the Board. The organization was formed in 1985 vide Ordinance No. XXXVIII of 1985, titled The Civil Aviation Authority Ordinance, 1985. CAAB has an approved establishment of a total of 3769 posts where 392 are of officers and the rest 3377 are of staff. Moreover, a total of 915 skilled and unskilled daily-basis (no work no pay) temporary employees are also working. Besides permanent and temporary employees of CAAB a few senior officers come on deputation from the Bangladesh Air Force and the Civil Service. THE BOARD: Civil Aviation Authority is run by a Board. The Board consists of seven Members with a Chairman. They all are appointed by the Government. Presently, the Members of the Board are: Chairman, Member (Operation & Planning), CAAB Member (Finance), CAAB Member (Administration), CAAB Chief Engineer, CAAB Joint Secretary, Ministry of Civil Aviation & Tourism Director (ATS), Bangladesh Air Force
CHAIRMAN: The Chairman of the Board is a full time officer and the chief executive of Civil Aviation Authority responsible for the efficient management and proper administration of the affairs of the Authority. In the absence of the Chairman, the Member (operation and Planning) acts as the
Chairman of the Authority. MEMBER (OPS and PLAN): The main-stream activities, directly related to aviation such as air traffic services, communication operation and engineering, flight safety and regulation, planning and training etc. are done under a Member designated as Member (Operation and Planning). He is a full time Member in the organization. This branch covers the greatest volume of the total activities of CAAB with about 75% of its manpower. All international and domestic airports in the country work under Member (Operation and Planning). Each airport has its own manpower for ATS, Communication, Security, Fire along with Administration and Accounts. They are controlled by the respective Airport Manager who is responsible to the Member (Operation and Planning). MEMBER (FINANCE): All activities related to finance, accounts, budget and audit in the organization are done under a Member designated as Member (Finance). He is a full time Member in the organization. Office of the Member (Finance) also has got one directorate headed by Director (Finance). MEMBER (ADMINISTRATION): All organizational administrative works, such as recruitment, transfer, promotion, retirement of employees etc. in the organization, are done under a Member designated as Member (Administration). He is a full time Member in the organization. Office of the Member (Administration) has got one directorate which is headed by Director (Administration). CHIEF ENGINEER: The civil, electrical and mechanical engineering works in CAAB are performed under the supervision of the Chief Engineer. Office of the Chief Engineer has three Circles. The Chief Engineer of Civil Aviation Authority is a part time Member of the Board. But he is a regular officer of the Authority as Chief Engineer FUNCTIONS OF CIVIL AVIATION:
CAAB is a Public Service Enterprise and a Regulatory Body. As a Regulatory Body it implements the rules, regulations and directives of the Government of the People's Republic of Bangladesh and the standards and recommendations thereon of International Civil Aviation Organization (ICAO). As per provisions laid down in Civil Aviation Ordinance 1960 and Civil Aviation Rules 1984, this organization acts as the Aeronautical Authority of Bangladesh and discharges the duties and responsibilities as laid down by ICAO.
FLEGHT RULES AND REGULATION : CONCERNING AIRPORT USE: (Conditions governing the use of all Government-owned aerodromes in Bangladesh.) The conditions under which aircraft may land, be parked, housed or otherwise dealt with at any of the government owned aerodromes in Bangladesh under the control of the Civil Aviation Authority are given hereunder. The expression 'Government' used in these conditions refers to the Governments of the People’s Republic of Bangladesh. Liability will not be accepted by Government or by any servant or agent of or serving under Government for any loss, damage, or injury by accident, fire, flood, tempest, explosion, or any other cause to aircraft and its parts or accessories or things therein or for any loss, damage or injury from whatever cause arising to passengers therein or any other person (including pilots, engineers or other personnel of aircraft) landing at or departing from or accommodate at any aerodrome owned by Government or to any person coming to or departing such an aerodrome, even if such loss, damage or injury is caused by or arises from negligence on the part of any servant or agent of Government or any defect in the aerodrome or any part of its equipment. The use of any apparatus, such as tractors , cranes, chocks, mechanical starters, etc. belonging to, or under the charge of Government, by the personnel of aircraft or any other person making use of the aerodrome shall be entirely at the risk of the person using such apparatus, and no liability will be accepted for any loss, damage or injury caused by, or arising out of the use of any such apparatus (whether under the control of management of any servant or agent of
Government or otherwise) which may result in loss, damage or injury to the user thereof, or to any other person or thing. The use of any such apparatus being permitted on the express condition that Government shall be held indemnified by the user and owned of any aircraft concerned (jointly and severally) against all claims, losses and damages resulting from such use. In the event of damage being done to Government property at a Government aerodrome by any person making use of the aerodrome, such person and the owner of any aircraft concerned will be jointly and severally liable for the damage. The fees and charges for the landing, parking or housing of aircraft shall be those from time to time published by the chairman, Civil Aviation Authority, Bangladesh. The fees and charges for any supplies or services which may be furnished to the aircraft at any aerodrome under the control of the Civil Aviation Authority by or on behalf of the Chairman, Civil Aviation Authority shall unless it is otherwise agreed before such fees or charges are incurred, be such reasonable fees and charges as may from time to time be determined by the Airport Manager for that aerodrome. The fees and charges referred to in this paragraph shall accrue from day to day and shall be payable to the Chairman, Civil Aviation Authority on demand. The Chairman, Civil Aviation Authority shall have a lien on the aircraft, its parts and accessories, for such fees and charges as aforesaid. If payment of such fees and charges is not made to the chairman, Civil Aviation Authority within fourteen days after a latter demanding payment thereof, has been sent by post addressed to the registered owner of the aircraft, the Chairman, Civil Aviation Authority shall be entitled to sell, remove, destroy or otherwise dispose of the aircraft and any of its parts and accessories, and to apply the proceeds from so doing to the payment of such fees and charges.
LANDING MADE ELSEWHERE THAN AT ALTERNATE AIRPORT: If landing is made elsewhere than at an international airport or designated alternate airport, the Pilot-in-Command shall report the landing as soon as practicable to the Health, Customs and Immigration authorities at the international airport at which the landing was
scheduled to take place. This notification may be made through a radio channel, if this method of communication is available or by telegram.
THE PILOT-IN-COMMAND SHALL BE RESPONSIBLE FOR ENSURING THAT: (a) if pratique has not been granted to the aircraft at the previous landing, contact between other persons on the one hand and the passengers and crew on the other is avoided; (b) that cargo, baggage and mail are not removed from the aircraft except as provided below; (c) any foodstuffs of overseas origin, or any plant material is not removed from the aircraft except where local food is unobtainable. All food refuse including peelings, stones of fruits, etc. must be collected and returned to the galley refuse container, the contents of which should not be removed from the aircraft except for hygienic reasons, in which case they must be destroyed by burning or deep burial.
TRAFFIC OF PERSONS AND VEHICLES ON AERODROMES: (Demarcation of zones) The grounds of each aerodrome are divide as follows: (a) a public zone comprising the part of the aerodrome open to the public; (b) a restricted areas comprising the rest of the aerodrome (excluding 'particular areas'); (c) 'particular areas' comprising ATS Unit, Communication Center, Hangars, Loading Platforms, Custom Area, Runways, Taxiways, Parking Aprons, Passengers Lounges and aircraft.
MOVEMENT OF PERSONS: Access to the Restricted Area is authorized only under condition prescribed by the chairman,
Civil Aviation Authority. The customs, Police and Health Inspection offices and the premises assigned to transit traffic are normally accessible only to passengers, to staff of the public authorities and airline authorized persons in pursuit of their duty. The movement of persons having access to the restricted area of the aerodrome is subject to the conditions prescribed by the air traffic regulations and by special rules laid down by the person responsible for the management of the aerodrome. MOVEMENT OF VEHICLES: The movement of vehicles in the restricted/particular areas is strictly limited to specially approved vehicles driven by persons carrying a apron driving permit issued by the airport manager. Drivers of vehicles, of whatever type, driving within the confines of the aerodrome must respect the direction of the traffic, the traffic signs and the posted speed limits and generally comply with the provisions of the highway code and instructions given by the competent authorities. POLICING AND GUARDING OF AIRCRAFT: Care and protection of aircraft, vehicles, equipment and goods for which the aerodrome facilities are used are not the responsibility of the State or any concessionaire, who cannot be responsible for loss or damage which is not incurred through action by them or their agents. Security Guards (Caretakers) are provided at all Government civil aerodromes. If a pilot requires a Police Guard, he should apply to the local Police authorities and will have to pay all expenses thereof. Police Guards will only be supplied when they can be spared from other duties.
PHOTOGRAPHY: No person shall take, cause, or permit to be taken from an aircraft owned by the Bangladesh Government, a photograph of any area of the territories of Bangladesh. No person shall be permitted to carry in any aircraft, other than an aircraft owned by the Bangladesh Government, a loaded camera. At the time of emplaning a person in possession a loaded camera shall unload it and deliver the same to the pilot-in-Command of the aircraft who shall keep it for the duration of the flight in a place inaccessible to such person during the flight and shall return the same to that person on arrival at his destination. CONDITIONS OF AVAILABILITY: Civil aircraft are not permitted to land at any aerodrome not listed in the AIP Bangladesh except in cases of extreme emergency or where special permission has been granted. Request to operate outside the hours of operation at civil aerodromes in Bangladesh, should be made to respective Airport Manager through FIC, Zia International Airport, Dhaka at least two hours before airfields closure time. During the monsoon, the side strips of Runways in Bangladesh become extremely soft. Pilot are therefore warned and advised not to use these strips except in emergency. LIMITATION ON THE USE OF AERODROMES: Apron mass is restricted for aerodrome whose ACN is higher than corresponding runway PCN. Airline operators are required to submit trim sheet of the flights to PFIU within shortest possible time of flight departure. Restriction will remain valid until Runway condition is improved by CAAB. In case flight has to be operated at higher ACN value, CAAB shall be approached for prior approval. Restricted to aircraft capable of maintaining two-way radio communication with Tower, unless prior permission from the Tower has been obtained. Such permission will only be given in extraordinary cases.
MAINTENANCE OF AERODROME MOVEMENT AREAS: RESPONSIBILITY: The relevant airport authority is responsible for maintaining the aerodrome in a satisfactory condition for flight operations and for assessing and reporting on runway conditions. CLEARANCE PRIORITIES: The following priorities have been established for the clearance of movement areas: (a) Runway-in-use, run-up area, aprons and appropriate taxiways (b) Dependent on circumstances, other runway and taxiways. Dissemination of information on runway’s affected by standing water. If a runway is affected by standing water at any time during the approach of an aircraft for landing, the depth and location of such standing water is notified by the aerodrome authority direct to ATS for transmission to the aircraft. If the duration of the phenomenon is likely to persist, and the information requires a wider distribution, a NOTAM is issued.
FLIGHT SAFETY AND REGULATION: 1. Registration of aircraft: CAAB maintains register for all Bangladesh aircraft. Such registration is a prerequisite for a Bangladesh aircraft to start operations. 2. Certification of Air-worthiness: In order to ensure flight safety, airworthiness of aircraft must be ensured first. An aircraft can be regarded as airworthy if it and its components conform with design standards, are of approved type and are in sound operational condition. CAAB regularly inspects the aircrafts registered in Bangladesh and issues/renews certificate of airworthiness for the worthy aircrafts, and suspends/cancels such certificate of unworthy ones. Without such certificate no aircraft should attempt to fly. In relation to such certification, CAAB
also continuously monitors all maintenance activities with Bangladesh aircrafts, approves certificate for aircraft type and certificate for maintenance establishments, issues directions regarding maintenance, approves design modification, repair and replacement of any component. 3. Personnel Licensing: Each personnel responsible for flight operations on board – pilot, navigator, flight engineer, flight instructor, air traffic controller etc. – and aircraft maintenance engineer on ground should have appropriate license proving his ability and skill before he engages himself in respective job. CAAB tests and issues/renews licenses to the successful applicants. No member of the aircrew and no maintenance engineer should engage in flying operations and participate in maintenance works respectively without such license. 4. Bi-lateral Agreements: CAAB examines documents submitted by other countries in regard to bilateral Air Services Agreements, negotiations and prepares brief for the Government. Any foreign airline intending to operate scheduled flights in the country must be designated pursuant to such Government level agreements. 5. Air Transport Service Authorization: CAAB issues/cancels license for Bangladeshi enterprises of air transport services, and approves, revises if required, tariff including fares, rates, charges, commissions, and terms and conditions associated with their business. Airports of Entry (AOE): Designated International Airports in Country The categories of airports are:
M-Major International airports of entry and departure where all formalities incident to Customs, Immigration, Health and similar procedures are carried out, and which are open to scheduled and non-scheduled flights. R-Restricted
International airports of entry and departure at which the formalities incident to Customs, Immigration, Health and similar procedures are made available on a restricted basis, to flights with prior approval only. A-Alternate: International airports specified in the flight plan to which a flight may proceed when it becomes inadvisable to land at the airport of intended landing. N-Non-scheduled: International airports at which approval may be granted, provided the prescribed prior notice is given, for international non-scheduled flights only; no other form of international operation is permitted. E-External: International airports of entry and departure for international air traffic located in an administered territory, where all formalities incident to Customs, Immigration, Health and similar procedures are available.
1. All private and non-scheduled commercial aircraft overlying or landing for commercial or non-commercial purposes must obtain prior permission from the Chairman Civil Aviation Authority, Government of the People's Republic of Bangladesh, Kurmitola, Dhaka 1206, Bangladesh (TELEGRAPHIC ADDRESS: CIVILAIR DHAKA/TELEX: NONE) at least 3 working days prior to departure. All requests must include:
a. Name, nationality and address of operators.
b. Type of aircraft, nationality and registration marks. c. Dates and times of arrival and departure. d. Places of embarkation or disembarkation abroad of passengers and cargo, as the case may be. e. Purpose of flight. f. Number of passengers and type and amount of cargo. g. Name, address and business (if any). h. Complete route of flight. i.
Such other information as may be required by the Chairman.
2. Passport, visa, and onward/return ticket required. Tourist/business visa requires 2 application forms, 2 photos, and $45 processing fee (bank draft or money order). Tourist should also attach travel itinerary. Business visa requires letter of justification/financial guarantee from the employer. Student visa requires financial guarantee certificate and letter from educational institution. For longer stays and more information, consult the Embassy of the People’s Republic of Bangladesh, 3510 International Drive, NW, Washington, DC 20008 (202/244-0183) or the Bangladesh Mission in New York at (212/867-3434). 3. Non-scheduled commercial aircraft anticipating landing passengers or cargo originating from Bangladesh may do so only with the prior approval of the Chairman of the Civil Aviation Authority of Bangladesh. The application must be accompanied by a "No Objection Certificate" from Bangladesh Biman, the National Carrier of Bangladesh AIR TRAFFIC SERVICES: 4.
CAAB provides air traffic control service to each aircraft flying in the national airspace
and moving on maneuvering areas of Bangladesh aerodromes in order to prevent collisions, and to maintain expedite and orderly flow of air traffic. 5. CAAB establishes air routes, and flying, approaching and landing procedures for each route and aerodrome belonging to the country.
6. CAAB makes all necessary arrangements for search and rescue operations in case of accident or missing of any aircraft, and conducts investigations against accidents and unwanted incidents related to aircrafts. COMMUNICATION AND NAVIGATION: 7. CAAB makes provisions for facilities and services for aeronautical telecommunications and air navigation in order to ensure safety, regularity and efficiency of aircraft operation. AIRPORT AND ANTI-HIJACK SECURITY: 8. CAAB makes all necessary arrangements in order to ensure security to passengers and aerodromes, and to detect, prevent penetration of terrorist activists on board from within national territory. FACILITATION OF PASSENGERS: 9. CAAB makes all necessary arrangements to establish and maintain all passenger services and facilities at the terminal of Bangladesh airports. Arrangements for facilities, such as flight information, public address, entertainments, comfortable room and environment for passengers and their attendants are all accomplished by CAAB. CONSTRUCTION AND MAINTENANCE OF AIRPORTS: 10. CAAB constructs, maintains and develops airports, aerodromes whenever and wherever are required in order to expand the aviation infrastructure and air transportation network in the country. 11. CAAB also provides operational accommodation to other organizations and agencies like airlines, Customs, Immigration, Meteorology, Health, Police etc. at the airports. DEVELOPMENT PLANNING
12. CAAB studies, evaluates and plans for development of the aviation infrastructure within the country considering necessity and budget. It also maintains liaison with regional partners and ICAO in relation to future development programs masterminded by ICAO. 13. CAAB takes all necessary steps for training of its operational officers and employees both in country and abroad. It has already established the Civil Aviation Training Centre at Dhaka.
F l i g h t S a f e t y R e g u l a t i o n s : Aviation Security Introduction: The Council agreed to convene, at ICAO Headquarters, a high-level, ministerial conference on aviation security on 19 and 20 February 2002 with the objectives of preventing, combating and eradicating acts of terrorism involving civil aviation; strengthening ICAO`s role in the adoption of security-related Standards and Recommendation Practices (SARPs) and procedures and the audit of their implementation; and ensuring the necessary financial means for urgent action by ICAO in the field of aviation security. Security was adopted by the Council on 7 December. It will become effective on 15 April 2002 and applicable on 1 July 2002. Civil Aviation Ordinance, 1960 The Civil Aviation Ordinance, 1960 (XXXII of 1960) was made to make better provisions for the control of manufacture, possessions, use, operation, sale, import and export of aircraft, the control and regulation of air transport services, and the control and development of aerodromes in the country. It repealed the Aircraft Act, 1934 (XXII of 1934). Aircraft (Removal of Danger to Safety) Ordinance, 1965 The Aircraft (Removal of Danger to Safety) Ordinance, 1965 (XII of 1965) was promulgated by the Government in the year 1965. It deals with flight safety.
Civil Aviation Rules, 1984 The Civil Aviation Rules, 1984 was made and promulgated by the Government in exercise of the powers conferred by sections 4, 5, 7 and 8 of the Civil Aviation Ordinance, 1960 (XXXII of 1960), section 10 of the Aircraft (Removal of Danger to Safety) Ordinance, 1965 (XII of 1965), section 4 of the Telegraph Act, 1885 (XIII of 1885), and in suppression of the Aircraft Rules, 1937 and the Airport Obstruction Clearance Rules, 1981. This set of rules elaborately dealt with personnel (pilot, flight engineer, air traffic controller, aircraft maintenance engineer etc.) licensing, airworthiness requirements, operation of aircraft, rules of the air, air transport services etc. Much of today’s operational responsibilities and functions of CAAB are defined and formulated in this Rules.
COMMITTEE ON UNLAWFUL INTERFERENCE WITH INTERNATIONAL CIVIL AVIATION AND ITS FACILITIES: The twelfth meeting of the Aviation security Panel was urgently convened at ICAO Headquarters from 5 to 9 November in order to strengthen aviation security following the tragic events of 11 September.
AVIATION SECURITY MECHANISM: In the light of the positive response from donor States, the Council decided to extend the Mechanism for effective implementation of the SARPs until the end of 2004. Following the tragic events of 11 September, the 33rd Session of the Assembly permanent involving all Contracting States. Regional initiatives to improve States` aviation security (AVSEC) postures include assistance in the development of AVSEC action security training centers and regional AVSEC seminars promoting international cooperation. States, regional and national organizations as well as the aviation industry were invited to participate in these initiatives through the provision of expertise, foundation and contribution in kind. In this context, a
questionnaire was sent to all Contracting States in January in order to determine their willingness to participate in a new from of the AVSEC Mechanism.
TECHNICAL AND LEGAL ASPECTS OF AVIATION SECURITY The Council reviewed a summary of the report of the second session of the IETC held at ICAO Headquarters from 14 to 15 December 2000 and approved the Commission’s recommendation to amend the Technical Annex to the Convention on the marking of Plastic Explosives for the Purpose of detection. The IETC formulated its proposal on the basis of technical work accomplished by the Ad Hoc Group of Specialists on the Detection of Explosives, whose findings and conclusions recommended the deletion of ortho-Mononitrotoluene from the list of detection agents in the Technical Annex to the Convention. In accordance with the Council decision, a letter was sent to States parties to the Convention, proposing the amendment pursuant to Article VI, paragraph 4 of the Convention. Since the proposed amendment was not objected to by any state the party within ninety days from the date of notification of the amendment by the Council, the amendment was adopted.
Under civil aviation authority Bangladesh (CAAB) on 21-airline Companies running their operation in Bangladesh. To see the future potential huge opportunity in this country many airline company are going to connect with our aviation authority.
Among more than 21 Airline Company about 15 companies have open their regional office in Bangladesh to continue this operation properly and accurately.
Under civil aviation authority of Bangladesh there are more than 21 airline companies (including domestic airlines) from around the world doing there operation in Bangladesh included few are native company. DOMESTIC AIRLINE’S HISTORY: BIMAN GMG UNITED REGULATIONS CONCERNING IMPORTATION, TRANSHIPMENT AND EXPORTATION OF CARGO: CUSTOMS REQUIREMENTS: 1. The Carriage in aircraft of any arms, ammunition, explosives, military stores or articles of highly inflammable nature is prohibited under the Bangladesh Aircraft Rules, except explosives or other articles required exclusively for the working of the aircraft and such arms and ammunition as may reasonably be required for private use. 2. No civil registered aircraft, whether national or foreign shall carry ammunition of war or implements of war in or across the territories of Bangladesh. 3. Personal and sporting arms ammunition accompanied or unaccompanied may be imported, exported or transited by air into, our of or through Bangladesh subject to the condition that such arms and ammunition are kept in the custody of the Pilot-in-command and stored in a place not accessible to passengers. 4. A license for firearms to be carried on aircraft must be obtained from the appropriate authorities (Deputy Commissioners at Dhaka and Chittagong are the licensing authorities). In all
cases the bore of the arm and amount of ammunition which it is intended to carry should be specified. It must be noted that the importation into Bangladesh of arms and ammunition of .303 and .450 bores, of 6.5 MM. 8 MM or 9 MM calibre, or muskets of .410 bore, or rifles of any other bore containing important components of the aforesaid rifles, or pistons or revolvers of .411, .455 or any intermediate bore or .38 bore or 9 MM calibre, or parts of, or fittings for rifle, muskets, Pistols or revolvers of such bores, or of ammunition which can be fired from such firearms , or of appliances the object of which is the silencing of firearms, is prohibited. 5. Sporting arms and ammunition, explosives (other than those which are used for handling and operating an aircraft), poisons, corrosive liquids or irritant gases, as aesthetic gases, liquids and compounds, flammable solids, liquids or gases, oxidizing materials shall not be carried in bulk on any passenger carrying aircraft, whether national or foreign in or across the territory of Bangladesh except in such quantities as may be notified from time to time. 6. When any of the articles mentioned in above is carried, the carrier shall ensure that: (a) the quantity is within the prescribed limits; (b) it is properly and securely packed and correctly labeled showing the content of the package with appropriate instructions for handling; (c) it is stored in such a place that if the container is damaged, the crew, passenger and the main structure of the aircraft is not likely to endangered by its effects. 7. (a) Articles mentioned in paragraph 5 may be transited in bulk through Bangladesh on a foreign registered aircraft provided the owner of the aircraft has obtained prior permission of its Government for conveyance of the cargo on board and 24 hours advance notice of the arrival of aircraft is given to the Airport of intended landing in Bangladesh. (b) National Operator in Bangladesh shall not undertake to remove any of the articles mentioned in paragraph 5 in bulk unless prior permission of Government has been obtained. A list of articles which are classified a "Prohibited Cargo" or "Dangerous Cargo" is available at all civil aerodromes. PLANT QUARANTINE REQUIREMENTS: IMPORTATION OF PLANTS AND SEEDS:
The importation of plants and seeds into Bangladesh is governed by special rules. In every case where it is intended to carry plants or seeds on aircraft entering Bangladesh, enquiries should first be made from the Department of Plant Protection, Ministry of Agriculture, Agricultural Complex, Farmgate, and Dhaka. CUSTOMS DUTY ON AIRPORT: No customs duty is levied on an aircraft which is in transit or is to make a temporary stay in Bangladesh for a period of less than six months, However, declaration must be supplied to the Customs Officer at the Airport of entry that the aircraft is in transit or that it is intended to reexport the aircraft within this period. WIRELESS APPARATUS: In Conformity with the provisions of the International Telecommunications Convention (Atlantic City, 1947) aircraft entering Bangladesh carrying radio transmitting apparatus are required to have a license3 for the apparatus and the operator must hold a certificate of competency. If an aircraft equipped with wireless apparatus arrives in Bangladesh and does not carry the required license and certificate issued by the State in which it is registered, a license for the apparatus and a certificate for the operator must be obtained from the General Manager, Telephones (Wireless Branch), Dhaka, before proceeding.
HILYCOPTER SERVICE IN BANGLADESH: Now in Bangladesh MGM provides privately helicopter service; for private quick travel, and ambulance service. Still now Bangladesh Government does not provide any copper service privately
PROBLEMS OF AVIATION INDUSTRY:
Capital: Bangladesh is a third world country. So to open a aviation company is a beg deal with 10 to 15 air. Though the company can run their operation in domestic but it also takes huge amount of money. License from the Government: To get a airline operation license from the government is very long and hazard procedure in Bangladesh, long and procedure decrease the investors and creditors to invest in this sector. Few Cargo Service: UPS, Fed.Ex, DHL and Biman are the main cargo service provider in Bangladesh. It is very beg barrier to proper in this industry. Though other few airline provides very few amount of cargo Service. Training centre: only one government training centre can not provide enough trained people to this sector, whereas every year needs more than 1000 people for this sector. Low security system: For the reason of low security system our airline companies are not getting enough revenue as they want or need to touch for target line. Undeveloped Tourism sector: Another beg issue is our less facility full tourism sector. Not enough airbus for rush time: In the summer and other pick time our aviation company’s airbus is not good enough. They should have more airbus. Like: HAJ time, New year and on different festival time they does not provide extra airbus for handle rush. Cargo facilities: Less cargo facilities brings less revenue from a huge potential arena.
SOWT Analysis: Strength: The Professionalism is the main strength of this sector. If all the company do and maintain perfect professionalism according there rules then non of the company win net go for loss, every one will gain profit. Opportunity: Now in Bangladesh is a developing country and this sector is very much profitable for Bangladesh investor. Because only 4 domestic companies are running business over here so the total market is about entry. Weakness: In Bangladesh capital, corruption and less professionalism are the most weakness in this industry. Threats: The main threats for our aviation industry is standard service quality other foreign company who are also running these operation in our country. Getting the standard quality service is the main threat for Bangladesh Airline Company.
FINDINGS:
Over come the corruption problem and provides the license as soon possible. Provides lone from the begging of the company. Make sure all sort of facilities are available in tourism sector like other countries.
Give more opportunity for the cargo freight company to do business in Bangladesh, for instance decrease the tax of cargo fright. Enforce every public and private university to open aviation related department subjects. Increase the security system of cargo, passenger and airport entry. Introduce e-Passport system for the every citizen of Bangladesh to make sure all kind of securities in aviation sector. Not only cargo and passenger should be in aviation sector but also helicopter service can be earning huge amount of revenue form this sector. RECOMMENDATION
Reference: Library : 01. CIVIL AVIATION AUTHORITY BANGLADESH (CAAB). 02. BIMAN BANGLADESH AIRLINE 03. DAFFODIL INTERNATONAL UNIVERSITY News p
