Knowledge about the Aviation Sector in brief.

1. Content
Current scenario of Aviation industry.
Comparisonof Airbus A300 and A380.
The Exterior and Interior parts of the aircraft.
Parts and functions of an Aircraft.
Procedure for medical emergencies onboard.
Differenttypes of emergencies onboard.
Procedure for embarkation/ disembarkationof an
UNM.
Emergency equipments used in emergency –Fire in
lavatory.
Conclusion.
Bibliography.

2. Q1. Current scenario of Aviation industry.
Ans: Introduction
India’s civil aviation industry is on a high-growth trajectory. India aims to become the third-
largest aviation market by 2020 and the largest by 2030.
The Civil Aviation industry has ushered in a new era of expansion, driven by factors such as low-
cost carriers (LCCs), modern airports, Foreign Direct Investment (FDI) in domestic airlines,
advanced information technology (IT) interventions and growing emphasis on regional
connectivity. India is the ninth-largest civil aviation market in the world, with a market size of
around US$ 16 billion.
“The world is focused on Indian aviation – from manufacturers, tourism boards, airlines and
global businesses to individual travellers, shippers and businessmen. If we can find common
purpose among all stakeholders in Indian aviation, a bright future is at hand” said Mr. Tony
Tyler, Director General and CEO, International Air Transport Association (IATA).
Market Size
In January 2016, domestic air passenger traffic rose 23 per cent to 7.66 million from 6.25 million
during the same month of last year. Passenger traffic during the January-December 2015
increased at a rate of 20.3 per cent to 81.1 million from 67.4 million in the corresponding
period a year ago.
In January 2016, total aircraft movements at all Indian airports stood at 156,048, which was
15.9 per cent higher than January 2015. International and domestic aircraft movements
increased 10.6 per cent and 17.5 per cent, respectively, in January 2016.
Indian domestic air traffic is expected to cross 100 million passengers by FY2017, compared to
81 million passengers in 2015, as per Centre for Asia Pacific Aviation (CAPA).
India is among the five fastest-growing aviation markets globally with 275 million new
passengers the airlines operating in India are projected to record a collective operating profit of
Rs 8,100 crore (US$ 1.29 billion) in fiscal year 2016, according to Crisil Ltd.
Investment
According to data released by the Department of Industrial Policy and Promotion (DIPP), FDI
inflows in air transport (including air freight) between April 2000 and December 2015 stood at
US$ 612.53 million.

3. Key investments and developments in India’s aviation industry include:
 The Ministry of Civil Aviation has signed Memorandum of Understanding (MoU) with
Finland, Kazakhstan, Kenya, Sweden, Norway, Denmark, Oman and Ethiopia for
increased co-operation between the countries in terms of additional seats, sharing of
airlines codes, increased frequencies and additional points of call, during the
International Civil Aviation Negotiations (ICAN),2015 held in Antalya, Turkey.
 Tata Advanced Systems (TASL) has signed a joint venture with American aircraft
manufacturing major, Boeing, to establish a center of excellence for manufacturing aero
structures for Apache helicopter initially and collaborate on integrated systems
development opportunities in India in the long term.
 Airbus SAS, one of the top two aircraft manufacturers in the world, plans to open
aircraft maintenance and repair overhaul (MRO) facility in India.
 Eyeing large orders from Indian airlines, Airbus has committed to source products worth
US$ 2 billion cumulatively over the next five years from India; the company plans to
provide customized maintenance and other services closer to the base for all its airline
customers in India.
Government Initiatives
Some major initiatives undertaken by the government are:
 Airports Authority of India (AAI) plans to develop city-side infrastructure at 13 regional
airports across India, with help from private players for building of hotels, car parks and
other facilities, and thereby boost its non-aeronautical revenues.
 Directorate General of Civil Aviation (DGCA), India's aviation regulator, has signed an
agreement with United States Technical Development Agency (USTDA) for India Aviation
Safety Technical Assistance Phase II, aimed at bringing in systemic improvements in the
area of operation, airworthiness and licensing.
 The Airports Authority of India (AAI) plans to revive and operationalize around 50
airports in India over the next 10 years to improve regional and remote air connectivity.
 The Government of India, in its draft civil aviation policy released for inputs from
stakeholders, has proposed raising Foreign Direct Investment (FDI) limit in domestic
airlines from the current 49 per cent to over 50 per cent, along with other reforms such
as tax incentives for airlines, incentives for travellers to fly to small towns at affordable
rates, and easing the norms for domestic carriers to operate abroad.

4.  The Directorate General of Civil Aviation (DGCA) has given its approval to Air India’s
maintenance, repair and overhaul (MRO) unit.
Q2. Comparisonof Airbus A300 and A380.
Ans: Size and weight
The A300 is a single cover, twin-aisle wide body aircraft. The A300 family has several
versions, but the two main ones are models A300-B2/B4 and A300-600 model. The
A300-B2/B4 has a wingspan of 147 feet (44.8 m), a length of 176 feet (53.6 m) and a
height of 54 feet (16.4 m). Maximum weight at take-off of the A300-B4 is 363.760
pounds (164.998 kg). The update of the A300-600 series has very similar dimensions,
but has a maximum weight of DT up to 375.900 lbs. (170.505 kg), depending on the
number of model and engines. The significantly higher Airbus A380 is a two-story, twin-
aisle wide body which boasts a wingspan of 262 feet (79.8 m), a length of 239 feet (72.8
m) and a height of 79 feet (24 m). Maximum weight at take-off of the passenger variant
is 1.234.600 pounds (560.005 kg).
Capacity and performance
A300-B2/B4 series takes typically between 220 and 336 passengers and has a relatively
short maximum range between 1,850 to 3,400 nautical miles for models B4 and B2
models. The A300-600 series has a similar capacity, but has a wide significantly improves
maximum of 4,070 nautical miles, depending on the configuration, so that the A300-600
a true medium-long range wide body. The A380 seats usually have 500 to 600
passengers, although the certificated maximum capacity of 853 passengers. The
maximum range of the A380 is 8,000 nautical miles.
Technology
The A300 was a plane with a 1970's fancy design, but is no longer in production. The
A300 is a typical wide-body which is composed mainly of metal design. The A300 has a
supercritical wing design to help fly at high subsonic speeds, which was revolutionary at
the time. Eventually, the A300 has improved with the incorporation of advanced
electronics and autopilot systems, fences from the end of the wing, and a modernized
cabin. It was the first aircraft's wide body that used only two members of the crew in
the cabin. The benefits of the A380 have new technologies, such as improved
aerodynamics, one much greater use of composites structures (that lightens weight),
wiring flight control systems, cockpit glass and other advances technology. The A380

5. also benefits from engines with lower fuel consumption and the use of lightweight
materials throughout.
Sales and production
The production of the A300-B2/B4 started in 1974 and ended in 1994. The production of
the A300-600 ended in 2007 with the delivery of the last A300-600 freighter. In total,
more than 550 Airbus A300 were built and delivered, and the majority remains in
service. The A380 made its maiden flight in 2005 and went into production in 2007.
From 2011, about 250 orders have been recorded and almost 50 A380 Airbus aircraft
are in service.
Q3. The Exterior and Interior parts of the aircraft.
Ans: Exterior parts of the aircraft:
 Cockpit
 Fuselage
 Wing assembly
 Empennage
 Gears of the Aircraft.
Internal parts of the aircraft:
 Aft
 Cockpit
 Cabin
 Zones/Section
 Cargo/Baggage
Compartment/Hold
 Wheel well
 Aisle
 Bulkhead
 Doghouse
 Bassinet/Carrycot
 Overhead bins/stowage
 Coat compartment/
stowage / closet
 Emergency Exits
 Aircraft fuselage a) upper
portion is the cabin b)
lower portion is the cargo
 Galley
 Lavatory

6. Q4.Parts and functions of an Aircraft.
Ans: The parts and functions of an Aircraft are as follows:
S.No Airplane Parts Functionof the airplane part
1 Wing Generate lifttoholdairplane inair.
2 JetEngine Generate thrustto overcome the dragand to move inforwarddirection
3 Cockpit Pilotsits here tocontrol and commandthe plane.
4 Fuselage (Body) Holdsall parts together
5 Slats To increase airplane liftduringtakeoffandlanding
6 Spoiler To reduce plane speed
7 Aileron Roll the wingsside warddirection
8 Flaps Increase liftanddrag of airplane duringtakeoff andlanding
9 Elevator Deflectthe tail of the airplane upanddownmotion
10 Rudder Deflectthe tail directiontothe leftandrightside
11 Vertical Stabilizer To maintainthe balance of the airplane from swingingsidewarddirections
12 Horizontal Stabilizer To maintainthe balance of the airplane frommovingup-and-down

7. Q5. Procedure for medical emergencies onboard.
Ans: Procedure for medical emergencies on board is as follows:
 Discovery: Cabin crew may become aware of a passenger in medical distress
by direct observation. More often, the situation is brought to their attention by
the individual, a travelling companion or another nearby passenger.
The first flight attendant at the scene will normally take charge of the patient and alert
other cabin crew members who in turn will provide any required assistance inclusive of
retrieving any required emergency equipment and advising the Captain of the situation
and progressively keeping him/her informed of any changes in patient status.
 Flight Crew Response: Flight crew response to an on board medical emergency
will depend on the nature of the problem, the degree of urgency for medical
intervention and the location and phase of flight in which the situation occurs.
Unless the situation is considered immediately life threatening, it is normal
that no decisions will be taken until more information is available through an
assessment and diagnosis process. However, the flight crew should use the
time between first notification and the end of the assessment/diagnosis
process to consider their diversion options and the implications of any
diversion decision. Consultation with Company operations may be prudent at
this stage.
 Assessment: The attending flight attendant will immediately do a preliminary
assessment of the patient. If the patient is conscious, the flight attendant will
use a question and answer protocol (with the help of an interpreter if required)
to determine why the patient is in distress. If the patient is not conscious, the
preliminary assessment will include the A,B,C's of first aid:
a) Airway (does the patient have an open airway?)
b) Breathing (is the patient breathing)
c) Circulation (is there a detectable heartbeat)
If the answer to any of these questions is no, appropriate first aid techniques inclusive
of artificial respiration or cardiopulmonary resuscitation (CPR), will be initiated.
 Diagnosis: For anything other than a very minor medical complaint, the Purser
or In-Charge Flight Attendant will normally make a PA announcement asking if
there is a doctor or other qualified medical professional (nurse, paramedic
etc.) on board. If there is a positive response, the medical professional will be
asked to assess the patient and to advise the crew of the best course of action.

8. In the absence of a medical professional (or as a concurrent protocol), many air carriers
have a standing arrangement with emergency medical service providers such as Med
Link, Stat MD or Med Aire
 Decision: Based on the information provided by the flight attendants, an
onboard medical professional or a contracted agency, the Captain will make
the decision to either continue the flight to the planned destination or to divert
to a closer or otherwise more suitable aerodrome. In general terms, for a given
situation, diversion decisions are more likely if there has been no contact with
an outside medical service provider. This is due to the fact that a flight
attendant, as a non-medical professional, is likely to take the most prudent
course of action and overestimate the seriousness of the patient's condition.
Even with a qualified medical practitioner on board, for personal liability
reasons, that individual is likely to make a diversion recommendation should
the case appear at all serious. Irrespective of the continue/divert decision,
should the pilot desire ATS priority, declaration of an emergency using the
appropriate Emergency Communications protocols should be undertaken
without delay.
 Diversion: The decision to continue or to divert will be based, primarily, on the
condition of the patient and the proximity of the planned destination.
However, in some cases, it may be more prudent to divert to a location which
is actually further away than the planned destination. This could occur in the
case where the destination is remote with little or no medical support
capability.
 On-Board Medical Equipment: Regulations on what emergency equipment
must be carried and what optional equipment can carry vary by National
Aviation Authority. In all cases, one or more first aid kits (FAK) will be on the
aircraft. These contain most of the items that might be required to deal with a
non-life threatening injury such as a burn, cut or broken bone. Cabin crews are
fully trained in emergency first aid procedures.
Therapeutic oxygen is also universally carried, normally in portable oxygen cylinders
fitted with a regulator and mask. Cabin crews are trained to administer oxygen to
passengers experiencing breathing difficulties or are manifesting other symptoms for
which supplemental oxygen is appropriate.
An Automated External Defibrillator (AED) is carried on board most commercial aircraft
for heart related emergencies. Cabin crew are trained and qualified in the use of this
equipment and are also trained and qualified in CPR (cardiopulmonary resuscitation).

9. Q6. Differenttypes of emergencies onboard.
Ans: The different types of emergencies on board are as follows:
 Turbulence
 Depressurization
 Fire on board the aircraft;
 Aircraft component failure or malfunction (e.g. engine failure, landing gear
malfunction);
 Shortage of fuel (or other essential consumable substance);
 Flight crew uncertain of position;
 Worsening weather;
 Pilot incapacitation (e.g. as a result of illness);
 Aircraft damage (e.g. as a result of collision, bird strike or extreme weather;
 Illegal activity (e.g. bomb-threat, willful damage or hi-jacking).
Q7. Procedure for embarkation / disembarkationof an
UNM.
Ans: Procedure for embarkation of UNM is as follows:
 The passenger is boarded first and de-planed last.
 The ground staff hands over the minor to the Cabin Crew in charge of the
section in which the minor is to be seated.
 All papers & documentations are given to the Cabin Crew they are to be
checked thoroughly.
 Emergency procedure such as usage of oxygen mask and fastening of seat belts
is told to the UNM.
 The location of the galleys, toilets and Crew seats are shown to them.
Procedure for disembarkation of UNM is as follows:
 At the destination ground staff escorts the child to the arrival terminal and
meets the person named on the UNM form. Only after checking the credential
of the assigned person is the child released.

10. Q8. Emergency equipments used in emergency –Fire in
lavatory.
Ans: Emergency equipments used in emergency –Fire in lavatory are as follows:
 Portable fire extinguishers. Portable extinguishers are to be found in the cockpit and in
the cabin. They are designed to fight small fires and, as such, their capacity is limited.
The portable fire extinguishers may contain HALON 1211 (BCF), Water Glycol, or CO2 as
extinguishing agents.
 Automatic fire extinguishing systems. Some aircraft have automatic fire suppression
systems in the lavatory waste bins. Cargo compartment systems usually require a
deliberate action from the crew to discharge.
 Fire/crash axe/crowbar. Fire axes were provided to obtain emergency access to areas
and parts of the airplane which are not easily accessible (e.g. behind sidewall, electrical
or ceiling panels). The handle is insulated to protect against electric shock. In the past,
fire axes might be found in the flight deck and in the passenger cabin but on most
carriers, in compliance with anti-terrorism regulations and procedures, axes are no
longer carried and have been replaced by insulated crowbars in the passenger/cargo
compartment.
 Fire protection gloves. These gauntlet-type gloves are kept in the flight deck and/or in
the cabin to protect the user against heat/fire. They can also be used to handle hot or
sharp objects. Furthermore they will provide protection from evaporative cooling at the
portable fire extinguisher nozzle during discharge.
 Smoke protection devices. There are several different smoke protection devices for
cabin and flight deck crews. Protective Breathing Equipment) (PBE) most commonly
referred to as a Smoke Hood, incorporates a small oxygen generator or cylinder, which
provides the wearer with oxygen for a limited amount of time, typically 15-20 minutes.
Portable oxygen bottles with full face masks are also carried in aircraft cabins and some
flight decks.
 Smoke goggles. Smoke goggles may be found in the flight deck for use with PBE. Some
aircraft are equipped with oxygen masks with integral smoke goggles.
 Fire Blankets. Some operators have fire proof blankets onboard which can be used to
suffocate a fire by cutting off the supply of oxygen.

11. Conclusion
I have learnt a lot from Aviation classes. By doing this assignment I got many
information that will help me to upgrade my knowledge about the Aviation
Industry.
I would like to thank our faculty Ms. Rupakhi Singh for helping me to earn the
requisite knowledge in the sector of Aviation and for her constant support and
motivation that has encouraged me to come up with this assignment.
I am sure these will help me in my present as well as my future life.

12. Bibliography
 http://www.ibef.org/industry/indian-aviation.aspx
 http://www.stewartdelavega.com/0N5QO4e3V/
 http://me-mechanicalengineering.com/airplane-parts-function/
 http://www.skybrary.aero/index.php/Medical_Emergencies_-
_Guidance_for_Flight_Crew
 http://www.skybrary.aero/index.php/Emergency_or_Abnormal_Situ
ation
 http://www.skybrary.aero/index.php/Passenger_Cabin_Fire
 www.slideshare.net