Examination paper of_aviation_management_300813_(elective)

Examination Paper of Aviation Management

IIBM Institute of Business Management

Examination Paper MM.100

Aviation Management

Section A: Objective Type & Short Questions (30 Marks)

This section consists of Multiple Choice and Short Note type Questions Answer all the questions Part one carries 1 mark each and Part two carries 5 marks each.

Part One:

Multiple Choices:

1. Which of the following is comes under „Air safety topic ? ‟a. Lightning b. Ice & snow c. Fire d. All of the above

2. JATO stands for _______

3. Beam movement, location of beam related to airport and loser stability comes under which of the following of analyzing the hazard? a. Situational factor b. Operational factor c. Laser/bright factor d. Pilot/aircraft factor

4. Which of the following-is not the aviation standard? a. ARINC 429 b. ARIN 424 c. ARINC 653 d. ARINC 444.

5. The total weight of the passengers,: their luggage, and cargo is known as: a. Payload b. Ramp weight c. Brake release weight d. Landing weight

6. Which of the following are not the primary areas of concern? a. Eye damage b. Temporary flash blindness c. Glare & disruption d. none of these

7. STOL stands for_______

1IIBM Institute of Business Management


8. A landing by an aircraft made under factor outside the pilot s control such as the failure of‟ engine, system component or weather, is known as__________ a. Hard landing b. Forced landing c. Water landing d. Belly landing

9. De-crab is the technique of __________ a. Crosswind landing b. Belly landing c. Deadstick landing d. Emergency landing

10. RATO stands for___________

Part Two:

1. Discus the areas of concern in „Aviation . ‟

2. Describe classifications of „Indian Aviation Sector ‟

3. Define sources from which aircraft noise originates.

4. Write short note on “Global Air Traffic Management”.

END OF SECTION A

Section B: Caselets (40 Marks)

This section consists of Caselets. Answer all the questions Each Caselet carries 20 marks. Detailed information should form the part of your answer (Word limit 150 to 200 Words)

Caselet 1

In relation to Aus Airlines, the scenario of airline industry is understood as a highly competitive industry. Commercial air transport is considered to be important for personal mobility, commerce and national security reasons. It facilitates growth, world trade, international investments and tourism and is thus considered to be very significant to the globalization taking place in many industries. The demand for airline service is income elastic. As real income increases, passengers spend more money on air travel. Conversely, as fares rise, passengers spend less on air travel. An airline is one service sector which is subject to various price controls and capacity restrictions. In this sector, prices are generally needed to be approved by government.Airlines are expected to provide safe and timely transportation to air passengers. It should provide certain intangible elements like transportation itself, service frequency, pre-flight, in-flight and post flight service. Tangible elements like the aircraft and food and drinks served are also included. The profitability of airlines depends on the quality service it offers to the air-passengers.



In airline industry, technological improvements will have an impact on airfares. Advances in aircraft design, construction, aircraft engines and operating procedures increases productivity. Increase in productivity led to reductions in per-seat-costs and permitted reduction in airfares. Value-added services are significant in a highly competitive industry like airlines. Passengers inspect friendliness, efficiency, creativity of announcements made and willingness of crew members to help.Airline industry invariably encounters problems related to marinating labor relations. There is a

constant struggle to improve efficiency and reduce costs.Aus Airlines consistent profitable business was because of its low costs and customer loyalty. It offers simple approach customers. It did subscribe to the big reservation computers used by travel agents. The airline operated only Boeing 737, which minimized training and maintenance costs. Moreover, the employees at Aus Airlines are hard working.Aus Airlines competitive advantage lies in its low cost maintenance and its loyal customers. Due to its low cost structure, Aus Airlines offered its customers with low price+s, this helped the company to gain customer s loyalty.‟Aus Airlines may lose its advantage, it faces price war from its competitors, necessitating to reduce the airfares. If the industry experiences overcapacity of flights, it may affect the stablePosition of the airlines, moreover, the airlines, should also maintain standards to maintain quality of services, which enable it to retain the customers.

Questions:

1. Identify the challenges faced by the Aus Airlines in a run to survive.

2. What type of strategy helps in increasing the revenues of the Aviation Industry?

Caselet 2

Inside his 20th floor office in Air India Building, a chairman and managing director V Thulasidas is reading a new master plan to revive the airline s fortunes. For the past few years, Air India has been‟ steadily losing market share to international airlines like British airways, KLM, Emirates and Singapore Airlines. Despite being the national carrier, its market share of outbound traffic from India has come down to just 20percent from 40 percent in the 1970s. If that weren t enough, now low-fare airlines from‟ the gulf and South-East Asia are eyeing the Indian market.That s why, for the past one year, the chairman and his team has been scripting a plan to start their own‟ low-fare airline from April 2005. Air India Express will offer fares that are 25 percent cheaper than the existing fares of Air India.The rationale is simple. For years, Air India s price-sensitive customers had demanded such a service.‟ The question was: could Air India provide one without losing money? For the fares to be cheaper, the costs would have to be lower. But Air India s cost structure was already high. “If we had launched a‟ low-fare airline with these costs, we would only end up losing more money,” says Thulasidas. In other words, Air India needed to build a model where the costs could be controlled. That meant creating a venture from scratch.But an airline-within-an-airline model isn t a proven formula yet. On the contrary, most leading airlines‟ like British Airways, United Airlines, KLM and Delta have struggled to build a sustainable model.While British Airways Go Airlines has sold out to easy Jet, United Ted, Delta s Song and KLM s Buzz‟ ‟ ‟ are in very poor financial condition. “The airline-within-airline (model) has never worked. If you re‟ going to fix the factory, fix the factory. Don t create a sideshow outside and say how beautiful it is. The‟ most consistent comment coming out of Song passengers is: „Why can t Delta be like this?‟ ‟Of course, that isn t deterring other Asian carriers. Singapore Airlines parent company Teams and a‟ ‟ group of other investors are launching a low-cost airline Tiger Airways. Two weeks ago, Qantas



launched a low-cost airline based in Singapore. Others like Thai Airways are also looking at a similar venture to regain share.Air India, of course, has a lot riding on the budget airline: the latter will generate some surpluses for

the parent. But, more importantly, it will give Air India an opportunity to upgrade itself and reposition the brand. In the 1960s and 1970s, the Air India brand stood for quality, and it was a premium airline. But, over time, it began to be seen an airline frequented by the budget traveler to destinations like the Middle East. For the past 10 years, Air India has not added a single aircraft to its fleet.The plan is to now allow Air India Express to operate an all-economy service on short-haul flight of 3-5 hours to destinations in the Middle East and South-East Asia, while Air India focuses on premium quality traffic on medium- and long-haul flights. Air India will also offer full-service flights to select places in the Middle East and South-east Asia. Over time, Air India will vacate these traditional MiddleEast sectors and evolve into a truly international airline. “We will acquire more aircraft, and upgrade our service. The idea is to grow in size and improve quality,” says Thulasidas.Meanwhile, the key to the Air India Express strategy is to lower costs by driving efficiency. Air India Express will not have any business class, since that typically goes empty on these routes. (Air India will cater to the little business class traffic to Dubai and Singapore to Mumbai). The budget airline will also have more seats. The Boeing 737-800, which it will take on dry lease, will have 181 seats as against 145 seats in Indian Airlines Airbus 320s. And it will offer point-to-point service and ensure quick‟ turnarounds, to save on hotel and layover allowances for the crew. In fact, manpower costs will be lower than that of Air India. For that, the employees will be hired on different terms: the pilots and cabin crew would be on contract. Also, new aircraft will offer better fuel economy.

Besides, passengers on Air India Express may have to forego the complimentary drink and settle for a snack on three-hour flights. On longer flights, they can expect a hot meal, albeit scaled-down. The crew complement will also be less: the jumbo jets will have 19 members; the 737-800 planes6-7 people. Barring core activities like flying or cabin, it will outsource other services. The cash costs per return flight for Boeing 737-800 is around 35 percent lower than that of the Airbus 310 Air India currently operates. There are plans to sell tickets online, but travel agents will also be used.Thulasidas has to ensure that the two entities are very distinct from each other. Otherwise, the initiative could well backfire. “If you carry the culture from one airline, from one business model to the other, the second one is bound to fail,” says an expert. Thulasidas says: “If the new entity is run independently within a given company mandate, there s no reason why it should fail.” In fact, the new airline is‟ expected to depend on Air India only for certain services like distribution and maintenance. If things go well, it is expected to throw up Rs 250 crore in profits every year.But how different will the culture be? It s not clear. A few of the key people on the board of the‟

subsidiary will be from Air India. “You can t recruit raw people; there will be few people on deputation‟ for some time. There won t be a problem as they will have clear cost and revenue parameters within‟ which they have to function,” says Thulasidas. It does look like the best bet for a Maharaja who has fallen on bad days.

Questions:

1. What strategy should Air India follow to satisfy its „Price- sensitive customers without losing‟ money? Comment.

2. Suggest some features that Air India could adopt to differentiate itself from its competitors.

END OF SECTION B

Section C: Applied Theory (30 Marks)



This section consists of Applied Theory Questions. Answer all the questions Each question carries 15 marks. Detailed information should form the part of your answer (Word limit 200 to 250 Words).

1. Define landing, and also explain the types of landing?

2. Explain aviation industry in India, and list the challenges faced by aviation industry?

END OF SECTION C



IIBM Institute of Business Management

Examination Paper MM.100

Aviation Maintenance Management

Section A: Objective Type & Short Questions (30 Marks)

This section consists of Multiple Choice & Short Note type questions. Answer all the questions. Part one carries1 mark each & Part Two carries 5 marks each.

Part One:

Multiple Choices:

1. A maintenance check performed approximately every month is known as: a. “C” check b. “A” check c. Visual check d. None of these

2. JAA stands for ___________

3. Establish the rules and procedure for auditing maintenance & engineering facilities for adherence to safety policy is the responsibility of: a. Supervisor b. Safety manager c. Employee d. Company

4. Several visual inspection tasks performed in a specific area of the aircraft is: a. Zonal inspection b. Non-destructive inspection c. destructive inspection d. General visual inspection

5. The probability that an item will perform a required function under specified condition without failure is known as: a. Reliability b. Reliability programme c. Redundancy programme d. None of these

6. FAA stands for ____________

7. Which of the following is the type of documentation? a. Regulatory documentation b. Airline generated documentation c. Manufacturer s documentation ‟d. All of the above



8. Which of the following is the element of Reliability programme? a. Data collection b. Setting and adjusting alert level c. Both a & b d. None of these.

9. Hanger maintenance & line maintenance comes under____________ a. Technical maintenance b. Aircraft maintenance c. Shop maintenance d. Material maintenance

10. TPPM stands for____________ a. Technical policies and procedure maintenance b. Technical policies and procedure manual c. Technical policies and procedure module d. Technical policies and procedure material

Part Two:

1. List the steps to selecting a computer system for airline maintenance.

2. Discuss the types of reliability in aviation industry?

3. Write short note on „Maintenance overhaul shops , ‟

4. What is technical publication and list the function of technical publication?

END OF SECTION A

Section B: Caselets (40 Marks)

This section consists of Case lets. Answer all the questions. Each Caselet carries 20 marks. Detailed information should form the part of your answer (Word limit 150 to 200 words).

Caselet 1

The government nationalized the airlines in 1953, with enactment of Air Corporation Act. Assets of nine existing air companies were transferred to the two new corporations Air India International and the Indian Airlines. After 40 years, in 1994 Air Corporations Act was repealed ending the monopoly of the national air corporation and enabling entry of private operators.The liberalization in civil aviation industry began in 1986 with the introduction of Air Taxi system to boost development of tourism. Though there were several restrictions relating to seat capacity, airports, timing and fare, the scheme was liberalized over a period of time. Even the fare was totally deregulated, allowing air operators to change any fare.



With Open Sky Policy many private operators began operations in the domestic sector. The carriage increased from a modest 15,000 passengers in 1990 to more than 0.4 million in 1992.Of the total of 12.23 million passengers carried on the domestic sector, private carriers accounted for about 5.7 million passengers. The civil aviation industry got a major boost with the announcement of airport Infrastructure Policy in November, 1997 which envisaged development of international hubs and regional hubs to provide a hub and spoke arrangement connecting all airports. Infrastructure development of airport was opened up for public and private participation. It allowed 74% foreign equity participation in the airport infrastructure with automatic approval and 100% equity on a case-to-case basis.On the side of infrastructure, the Airports Authority of India was formed in 1995 by merging International Airports Authority of India and National airports Authority to accelerate the integrated development expansion and modernization of the operational, terminal and cargo facilities at the international and domestic airports and also at civil enclaves.There were 450 Airports in the country. Of these, 120 airports were managed by airports Authority of India (AAI), which included 12 international airports.80 civil airports and 28 civil enclaves at the Defence airports. The existing airports at Hyderabad, Bangalore, Ahmadabad, Goa, Amritsar, Guwahati and Cochin airport at Nedumbassary had been recently declared as international airports. Government had also permitted construction of new airports on joint venture basis at Bangalore, Hyderabad and Goa.Further AAI had identified nine airports for expansion/up gradation. These airports were Bombay, Delhi, Chennai, Calcutta, Hyderabad, Trivandrum, Ahmadabad, Goa and Bangalore. A number of airports of international standard were coming up in various places including Amritsar, Calicut, Jaipur and Srinagar.The AAI had drawn ambitious long term plans to meet challenges posed by ever increasing air traffic and advancement in aircraft technology. Some of the major plans for implementation were:

Replacement of ground-based communication, Navigation and Surveillance (CNS) with satellite based CNS system.

Establishment of differential Global Positioning system (DGPS). Automation in the Air Traffic control Services, and Establishment of Automatic Dependent Surveillance (ADS).

Questions:

1. What are the major plans for implementation to meet challenges of increasing air traffic and advancement in technology?

2. Which types of restrictions were present in the development of tourism in the beginning of liberalization?

3. What is the current status of available total airports in India?

4. Which airports had recently been declared as international airport and also state the name of airports that had been identified for expansion.

Caselet 2

Indian airports face two big problems. One, poor infrastructure. Two, under- utiliasation of available equipment and ground infrastructure. It is the second issue that s become a pet peeve of airline‟ operators. They point out that this underutilization causes delays and often forces their planes to circle endlessly while waiting for permission to land. In the bargain, they end up wasting precious fuel.



In Delhi, points out one airline operator, the secondary runway (09/27) is not used for departure. Ditto for Mumbai. Using them could cut down on the „waiting time „of planes before takeoff during peak hours.Then again, the runways are closed for inordinately long periods for maintenance work. In Delhi, the main runway is closed for two hours daily for maintenance. Says one airline operator: „This makes no sense. Clearly, the quality of maintenance being done is very poor. Very few countries with a single runway close their runways during the day at all. If at all it closes it is during lean periods.” He argues that the handing out of contracts by AAI is often done on criteria other than competence. That is why the work has to be done over and over again.In its draft report, the Roy committee also commented on the issue. It pointed out that using better quality paint could dramatically reduce the frequency of painting the runways and the taxiways. It recommended the use of chemicals for removing rubber deposits (which happens due to friction caused during touchdown) on runways. Many feel that the flexible pavements of the taxiways and the apron in Mumbai and Delhi need to be converted to rigid pavements to avoid frequent maintenance work.Industry sources say that the airspace and airports are also often closed for military activities.whn this happen, small aircrafts and helicopters are dumped on the main runways, making the system even more inefficient. Aviation ministry officials say that some of the restricted space for military activities needs to be made available for civil aviation.

Questions:

1. What are the big problems faced by Indian airports, give suitable examples of these problem?

2. What suggestions were given by the Roy Paul Committee to overcome these problems? How these can be implemented?

END OF SECTION B


This section consists of Applied Theory Questions. Answer all the questions. Each question carries 15 marks. Detailed information should from the part of your answer (Word limit 200 to 250 words).

1. Define line maintenance; and also explain the maintenance control center responsibilities?

2. Explain goals and objectives of maintenance in aviation”.

END OF SECTION C

S-2-300813



In Delhi, points out one airline operator, the secondary runway (09/27) is not used for departure. Ditto for Mumbai. Using them could cut down on the „waiting time „of planes before takeoff during peak hours.Then again, the runways are closed for inordinately long periods for maintenance work. In Delhi, the main runway is closed for two hours daily for maintenance. Says one airline operator: „This makes no sense. Clearly, the quality of maintenance being done is very poor. Very few countries with a single runway close their runways during the day at all. If at all it closes it is during lean periods.” He argues that the handing out of contracts by AAI is often done on criteria other than competence. That is why the work has to be done over and over again.In its draft report, the Roy committee also commented on the issue. It pointed out that using better quality paint could dramatically reduce the frequency of painting the runways and the taxiways. It recommended the use of chemicals for removing rubber deposits (which happens due to friction caused during touchdown) on runways. Many feel that the flexible pavements of the taxiways and the apron in Mumbai and Delhi need to be converted to rigid pavements to avoid frequent maintenance work.Industry sources say that the airspace and airports are also often closed for military activities.whn this happen, small aircrafts and helicopters are dumped on the main runways, making the system even more inefficient. Aviation ministry officials say that some of the restricted space for military activities needs to be made available for civil aviation.

Questions:

1. What are the big problems faced by Indian airports, give suitable examples of these problem?

2. What suggestions were given by the Roy Paul Committee to overcome these problems? How these can be implemented?

END OF SECTION B


This section consists of Applied Theory Questions. Answer all the questions. Each question carries 15 marks. Detailed information should from the part of your answer (Word limit 200 to 250 words).

1. Define line maintenance; and also explain the maintenance control center responsibilities?

2. Explain goals and objectives of maintenance in aviation”.

END OF SECTION C

S-2-300813


Education

Examination paper of_aviation_management_300813_(elective)