AIR TRANSPORT POLICY

FIKRI AIMAN BIN DIMSHARI 53276113071

MUHAMMAD AKMAL BIN ZAINAL 53276113085

MUHAMMAD HAFIZ ARIFF BIN ZULKEFLI 53276113207

MUHAMMAD IZZUDDIN BIN MUSTAFA 53276113029

NUR FATIN BINTI AHMAD 53276113119

WHAT IS THE AIR TRANSPORT POLICY?

•  The Air Transport Policy is to protect human and environment health, gain the good economic growth, improve the safety, efficiency and competitiveness of global aviation industry to avoid accident and harmful to the environment surrounding by protecting the aviation with the regulation and procedure.

WHERE THE POLICY HAPPEN?

• The policy can happen to any air transportation in industry inspect of:

I. Political issueII. Economic issueIII. Social issueIV. Technology issueV. Legal issueVI. Environment issue

• The policy also can have the SWOT analysis implementation to the root title based on the PESTLE analysis so that we can make decision to accomplish the Air Transport Policy objectives.

WHEN WE CAN APPLY THE AIR TRANSPORT POLICY?

• The policy established when the organization make the conferences to solve the current issue arising in the world on the provision of the aviation industry and regulation.

WHO ARE RESPONSIBLE TO TAKE IN ACTION IN AIR TRANSPORT POLICY?

• The responsibility of the policy depending on the organization authorities decision after they make the conclusion and recommendation on the current issues arising matters.

• For example:I. ICAOII. IATAIII. NTSBIV. National RegulationsV. Government VI. Other responsible team.

WHY WE NEED AIR TRANSPORT POLICY?

• We need policy because to protect the rights of human, environment, organization and etc that involving in air transportation.

HOW WE CAN MAKE DECISION TO SOLVE THE AVIATION CURRENT ISSUES REGARDING TO THE AIR TRANSPORT POLICY?

• We can make decision on the:I. ConferencesII. ConventionIII. MeetingIV. CollaborationV. Analysis current problem by responsible team.

AIR TRANSPORT POLICYCurrent issues: PESTLE analysis edition

Current

issues

POLITICAL

ECONOMIC

SOCIAL

TECHNOLOGY

LEGAL

ENVIRONMENT

Air Transport Policy PESTLE Analysis

POLITICAL• Title: European Commission and ASEAN MOU (to capitalize the

region on investment and sharing technology)I. The summit consists of a series of presentations and discussions

over one-and-a-half days, covering topics such as:II. single aviation markets – EU and ASEAN experiences in

integrating markets, removing barriers and regulating air transport

III. market outlook and business opportunities in the ASEAN, EU and ASEAN-EU aviation markets

IV. aviation safety – regulation and potential for cooperationV. air traffic management – challenges and opportunitiesVI. EU-ASEAN – the way forward in aviation

• Current Issue: the European gain high investment and sharing technology among them but the ASEAN have a few of it. ASEAN argue and making a mandate to negotiate a comprehensive agreement of air transport for future development.

• Policy: establishing the EU-ASEAN Comprehensive Air Transport Agreement by approval between EU and ASEAN with supporting by the federal and ICAO and IATA.• Top-level decision-makers involved in the European and South-East

Asian aviation and aerospace industries and services, including:

• policy-makers – government and regulators – including Siim Kallas (European Commissioner for Transport),Sommad Pholsena  (Lao PDR Minister for Public Works and Transport and currently Chair of ASEAN Transport Ministers), and Lui Tuck Yew (Singapore Minister for Transport), who are scheduled to open the summit

• senior industry executives from the public and private sectors – representing airlines, regional airline associations, airports, air navigation service providers and manufacturers.

• The Summit takes place during the week of the Singapore Airshow 2014.

Reference:• http://www.asean.org/news/asean-secretariat-news/item/aviation-eu-

asean-aviation-summit-proposes-open-skies-agreement• http://ec.europa.eu/transport/modes/air/events/eu-asean-aviation-

summit_en.htm• http://ec.europa.eu/transport/modes/air/international_aviation/

index_en.htm

ECONOMIC• Title: Air Transport Committee conference in Investment in Malaysia

I. Regional & National MarketII. Competitive operating costIII. Pro-business GovernmentIV. Skillful manpower supported by the world class education & training

infrastructureV. Best country in Asia for Expatriates (education, cost of living, safety,

environment, accessibility, work permits)VI. Liberal equity policyVII. Intellectual property right

• Current Issue: On how the EU-Malaysia Chamber of Commerce and Industry (EUMCCI) affected to the global traffic return against the investment and profitability in Malaysia.

• Policy: Aerospace conference 2010, Air Transport Committee – EUMCCI and United Nation Framework Convention on Climate Change (UNFCCC-2009)

SOCIAL

• Title: helicopter medical transportation on demand.

• Current issue: Helicopter Medical Transportation Service (HEMS) be headline of National Transport Safety Board (NTSB) because the HEMS accident most happen in fatalities.

• Policy: NTSB provided the recommendation that get approval by FAA and ICAO standard operating recommendation.

• Reference: https://www.ntsb.gov/doclib/speeches/sumwalt/

Sumwalt_050411.pdf http://kansascity.legalexaminer.com/mass-transit-airline-

cruise-ship-train-bus/update-ntsb-to-improve-air-ambulance-safety-fuel-questioned-in-helicopter-crash/

NTSB policy: 21 NTSB safety recommendations emergedI. Pilot trainingII. Aircraft equipmentIII. Airspace infrastructureIV. CMS reimbursement V. HEMS utilization criteria

FAA policy: on the level performances must achieve the standard of:• World class

Top 3 - 5 percent of the industry Organization thrives in seeking to be the very best

• Best practices Adopts and implements quality, standards, procedures, equipment, and

training above and beyond regulatory requirements• Basic regulatory compliance

Meets spirit of regulations, but no higher • Sub-standard performance

non-adherence to regulations, cutting corners are the norm

ICAO standard policy:• Standard Operating Procedure (SOP) commercial aviation in Medical

Transportation (Private & Confidential)

TECHNOLOGY

• Title: Airbus A380 vs Boeing 787 Dreamliner critical problem: aircraft manufacturer vs airlines service provider.

• Current issue: most critical problem that can cause accident on the high performance modernist aircraft between Airbus A380 and Boeing 787 Dreamliner

• Major Policy: the protection by warranties by aircraft manufacturer to airlines services provider.

AIRBUS A380 PROBLEMS• Current Issue:

I. Battery: energy consumption failed to affordable the aircraft performance.II. Wing crackIII. Braking system failure (Emirates & SIA)IV. Nuisance WarningsV. Vibration on wingsVI. Aircraft Age Cycle (less than 12 years)VII. Engine problem: Rolls-Royce (Spirit of Australia & Qantas)

• References: http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-

Service-Technical-issues/ http://www.spiegel.de/international/business/dreamliner-versus-the-a380-

boeing-soars-past-airbus-in-deliveries-a-875579.html http://www.theguardian.com/business/2013/jun/27/rolls-royce-a380-engine-

safety-report-qantas http://www.aviationweek.com/Article.aspx?id=/article-xml/

avd_11_05_2013_p03-01-633564.xml

• Policy: Airbus A380Australian Transportation Safety Board (ATSB)

ATSB recommend that the Roll-Royce must compensation on the blowing engine with new engine for both engine with new upgrading engine.

applied the lessons learned throughout our engineering, manufacturing and quality assurance procedures to prevent this type of accident from happening again.

EASA mandate to check the Airbus A380 fuselage for fatigue cracking The checks must be performed before airframes reach 4,200 cycles or

30,900 flight hours. EASA’s draft directive suggested operators conduct the work within a

specified window starting at 2,800 cycles or 30,900 hr. EASA agreed, modifying the final directive to include maximum

deadlines. However, EASA notes that Airbus recommends that aircraft operate for 2,800 cycles or 20,600 hr. before the work is done “in order to minimize the risk of further repair” before the airframe reaches the end of its design service goal (DSG). The A380’s DSG is 19,000 cycles, 140,000 hr. or 25 years, whichever comes first.

BOEING 787 DREAMLINER PROBLEMS• Current Issues:

I. Battery problem: Energy Consumption not enough (ANA-Japan)

II. Electrical component failure to operate properly.

III. Fuel tank indication system failure.

• References: • http://www.thestar.com.my/Business/Business-

News/2013/03/30/Airbus-vs-Boeing-a-battery-of-problems.aspx/

• http://www.nationmultimedia.com/travel/Airbus-vs-Boeing-A-battery-of-problems-30201314.html

• http://engtechmag.wordpress.com/2013/01/09/boeing-787-dreamliner-troubles-an-annotated-graphic/

• Policy: Boeing 787 Dreamliner

• NTSB state the recommendation on the next conference after they already investigate the major problem.

• EASA implement the recommendation to stop using the previous battery company to another brand.

LEGAL

• Title: Airline Deregulation: The Unfinished RevolutionI. The effect of regulation and deregulationII. Deregulation’s Initial Wave: Hubs and SpokesIII. Deregulation’s Second Wave: Low-Fare, Point-to-Point ServiceIV. Deregulation’s Third Wave: The Regional Jet

• Enhancing Competition: Stepping Backwards or Moving Forward?

• Fixing the Air Traffic Control SystemI. Coping with Deregulation’s Next WaveII. ATC Fixes for Congested Airports

a) Fixes for Parallel-Runway Airportsb) Fixes for Single-Runway Airports

• Fixing Airport Access ProblemsI. Slot Allocation: The Pre-Deregulation ApproachII. Allocating Capacity via the Market

a) The Case for Pricingb) Consequences of Non-Market Allocationc) Highest & Best Use of Premium Airport Capacityd) Perimeter Rules

• Policy Changes Needed Commercialize the air traffic control system. Eliminate federal restrictions on airport access. Permit congested airports to levy access charges during peak hours.

• Policy: European Air Transport Law & Policy (EUATLP) Current issues arising with airline alliances

I. Beneficial and anti-competitive effects of airline alliancesII. The assessment of intra-community airline alliances and

mergersIII. The commission’s assessment of transatlantic air alliances

a) Absence of full liberalization of international air transportb) Lack of appropriate jurisdictional and procedural frameworkc) Potentially conflicting decision and remediesd) Analytical problemse) Unstable airline alliances

• References: http://ec.europa.eu/competition/speeches/text/sp1999678_en.html

ENVIRONMENT

• Title: National Air Transport Association (NATA) publish the environment act to protect the global earth.

I. reduction in emissionsII. de-icing fluidsIII. airport issues (noise pollution)IV. gasoline lead levels (carbon emission CO2)

• NATA will develop a “green” standard as part of its Safety First Program

• Current Issue: How the environment act bring the impact for air transportation?

• Policy: • Environmental Protection Agency (EPA) Spill Prevention, Control

and Countermeasure (SPCC) programs outlined in a final rule published by the EPA in 2006.

• NATA reported that at least one state is currently in the rulemaking process to require cleanups of de-icing spills over a certain amount.

• FAA forecast that green house gases (GHGs) from domestic aircraft are expected to grow by 60 percent by 2025.

• References: http://www.aviationtoday.com/vlj/categories/atc/NATA-Outlines-Its-

Environmental-Issues_21069.html#.UwDWoPQW2So https://www.easa.europa.eu/environment/environmental-

challenges.php

CONCLUSION

•Air transport policy is very important in aviation industry surrounding to maintain the safety and health to all living thing besides help the aviation regulation by protecting the aviation industry with the regulation, provision, rules and procedure by improve the safety, efficiency and competitiveness of global aviation industry.

PRESENTATION ENDANY QUESTION TO ASK???