Although travelers are aware that airlines fly to the places they need to travel, whether for business, pleasure or relationships, they may not know that some are served by cargo-only flights; passcode services where the aircraft is operated by another carrier; or charter arrangements that allow airlines to extend only to cities with group or travel agency bookings, particularly during periods of seasonal demand.
Acting as a supervisor and coach, the author tried to make one such charter flight in the Austrian Airlines city of Cancun, Mexico, at the beginning of the 2006-2007 Winter Schedule. The first swearing flight of the season was observed.
1. Mexico Civil Aviation Regulations
Austrian Airlines was run by passenger services in Cancun / Maca. According to Mexico's Civil Aviation Regulations, all ground freight carriers were required to comply with three regulations.
They would first have to send a letter to the carrier confirming that this ground company was properly trained in flight plan coordination, weight and balance, ramps procedures, refueling processes and passenger service. The letter also mentioned the names of the staff actually trained in these areas.
Second, they were required to have copies of the operating, aircraft-specific operating enterprise (s). In the case of the Cancun flight, it was one related to the Boeing 767.
Finally, they had to submit a test plan with the required seating charts, boarding holes and other accessories.
2. Earth Operations Training
To meet the training requirement, the author reviewed the operation plan of Cancun station, including procedures for passenger check-in and centralized cargo control, immediately after arriving in Mexico for the cargo handling officer. trainings with his staff the next day.
The first 2.5 hour Austrian Airlines Freight Notification course included a description of centralized cargo control (CLC) procedures, cargo plans, the creation of a cargo plan based on the day's actual container / pallet distribution (CPM) message. , and the collective end of the copy of the manual load sheet, copies of which were placed on file at Cancun Station.
During the second session after the flight departure, the author again reviewed the PHC procedures with the three employees who were unable to attend morning classes.
3. Checking of passengers
Passengers Check-in and Boarding took place at Terminal 1. The Small Passenger Service Office, located behind the Mexico de Aviation checkpoints, was located at the Vuelos Nacionales (Inland Flight) section of Terminal 2, while the Security Terminal and Operations Office were located. side ramp 2. A complimentary, periodically running passenger carrier connects the two buildings from the departure points to the designated terminal. The third terminal, intended for international flights, was scheduled for March 2007.
Passenger Services / Maca Duty Flight Operations Manager of Cancun Austrian Airlines, a licensed aircraft dispatcher, has spent 15 years in the airline / aviation industry and is very proud of the regulations.
The passenger checkpoint was in the recently reopened, but smaller, hurricane-damaged Terminal 1, which was then occupied only by charter carriers such as Miami Air, First Choice, Air Transat and Corsairfly.
Entry to the passenger begins three hours before the scheduled flight time of 1640 hours with counters located just a few yards from the terminal entrance. All passengers were required to manually inspect their luggage in accordance with Mexican safety regulations prior to the actual inspection.
Five control positions were used – one for the Amadeus (business) class and four in the Economics cabin. The head of customer service and a business class auditor spoke Spanish, English and German, and the selection of seats provided by the MaestroDCS system, as well as any renewal permits, were coordinated with the Tui tour representative whose company was flying.
The test was performed by MaestroDCS system itself. During the ride, the passenger demanded a wheelchair and was immediately furnished.
4. Boeing 767
The Cancun flight was launched with the extended version of the Boeing 767-300, the second of the two higher-powered carriages, the second of which had the following general design features.
General Description: Large-scale semi-factory construction, monopoly with two-stroke engine, torches, low wing designed for commercial passenger transport and cargo and military use.
Fuel from aluminum alloy, overwrought safe construction.
Wings: The leading skins of the alloy blend feature a 31 degree cleanser and a six degree temple.
Tail. Conventional parking with clean surfaces on both its horizontal and vertical tails.
Landing Gear. Hydraulically retractable, three-wheel-drive Menasco twin-wheel drive retractable front and two, four-wheel Cleveland Pneumatic main transmission units pulled inwards. Both were equipped with Honeywell wheels and brakes.
Engines. Two aerodynamic, pod-mounted high circumferential coefficients with turboprops with pylon supports are located below the leading edge of the wing.
Design features: Replacing the 727 with a larger power, wider design, it was nevertheless optimized for 727-type minibuses with a single stop in the transzone range. It used computer-aided design (CAD) in its early stages of development, with costs reduced by parallel development of 757. Although not considered a one-time aircraft, it introduced a narrower crosswind than was used by previous generations, bringing several advantages, including parasitic drag; a two-lane corridor cabin, in which passengers have never had more than one seat window or hallway; Compatibility of gate and ramp at smaller 727 airports; and advanced, lightweight aluminum alloy surfaces, including leading wing panel, blades, air conditioners, fixed wing trailing panel, outboard doors, lifts and rope.
The additional benefits stem from the use of supernatural wing such as high side-to-side ratio, back-loading, more lift development for more weight than any previous airline, 22 percent more thick than in the decade before. planes, lighter and simpler design and more wing-fuel tank capacity.
Ventilated with two high-blocking turbofans, it has been able to offer higher impulse, lower fuel consumption, lower noise footprint, reduced maintenance costs and improved reliability.
Like the 757 designed at the time, it was operated by a two-person cube crew.
Using a pre-dried central fuel tank, Boeing was able to offer an extended range variant that required a few other modifications, but with its extended traction, greater wing and tail capabilities, its 757 conventional pilot rating and its wider midrange. Operational certification allowed carriers to replace it with DC-10 and L-1011 aircraft.
It offered an optimal range and capacity for operations of the Austrian Airlines Transatlantic Charter from Mexico to Mexico.
Vented with two 60,900-pound Pratt and Whitney 4060 high-throughput turbojets, the OE-LAX registered aircraft was first shipped in 1992 and carried 27095 series. Two-by-two, configuration and 200 in economy with a seven-seater arrangement with one additional seat in the middle bank, it contains the following weights: 130,634-kilogram zero fuel, 145,149-kilogram landing, 186,880-kilogram. , and a 187,333-pound rack.
Operating as Flight OS 9573, from Vienna, Austria and Varadero, Cuba, the aircraft landed in 1515 and was forced into the No. 1 non-aircraft parking lot designated for 1520. It was suddenly shocked and the safety pins were correctly installed. The ladder truck was immediately placed near the door of the L2 and, according to Mexican regulations, entered this position with a marshal. The passengers departed after a brief consultation with Chef de Cabine.
According to the Inbound Container / Pallet Distribution (CPM) message, the following Cancun-designated Unit Load Devices (ULDs) are installed on the vessel: Empty DPE 11L, 22L, 23L and 24L AKE cargo transportation and empty DQF. position 43. Except for the latter, all were located in the front storage and were one or half-width containers. The latter, in later behavior, was twice as wide or as wide.
6. Departure gate
All five departure gates were just above the escalator, with a security checkpoint and a short distance away. Two snacks and two shops were the conveniences of the terminal passenger.
Because of the proximity of the aircraft parking, buses or lounges were unnecessary, and the ramps at the entrance ranged from the level of trips to the ramps.
The departure flight, which operates as OS 9574, began in 1545 with announcements in both English and German, and was intercepted by front-line passengers, followed by those in the Amadeus business and economy class who, by line numbers, embark on the plane. the back.
Overnight control was computer, and seat numbers were entered into the system. After the last passenger passed through the gate in 1612, the general declaration and all required lists were brought to the cabin crew. Because the Varadero station had changed some places, passenger traffic to Vienna (or SOM) was not fully accurate and led to a number of inconsistencies, but these were quickly rectified by local ground crews.
7. Centralized cargo control
According to the charter flight centralized cargo control procedure, cab crews were sending final fuel numbers to Vienna via the Aircraft Communications and Reporting System (ACAR), while local operations crews filled in and forwarded a prepared paper to the passenger. The total amount is divided into classes and zones, as well as the number and weight of the bags, all furnished through the MaestroDCS inspection system and telegraphed to the Terminal 2 operations office. Duplicate sheets were available in case of last minute changes (LMCs) or ACARs failure.
Although the initial difficulty with the fax machine delayed the sending of information on the day of my visit to Vienna, the Atlantic tracks missing in the meteorological folder were released with a short, 15-minute delay.
All members of the Cancun ground crew were professional, dedicated, and motivated, and clearly possessed considerable knowledge and experience. Since the office of the handling company had to move from Terminal 1 to its current terminal at that time due to a hurricane injury, the logistical challenge could only be met with ramp transportation, but the operation was otherwise well organized. Maca's on-call manager was a great asset for the station and his team, and the use of German in the board count was a boon for Austrian Airlines passengers.
On that day the charcoal flight operation of Cancun could not have been carried out more smoothly.