1. technology and computing

Assignment Cover Sheet
Undergraduate Programs in Aviation
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Please staple to the front of each assignment
Fill in your details on Part A and B of this sheet
Use one sheet for each assignment
Part A
Title
Given Name
Tsz Chung Gary
Sung Won
Philip
Ying Yee Joanne
Kyung Jin
Student Number
Z3215171
Z3179691
Z3214952
Z3219365
Z3152681
Postal Address
Unit 1, 112-114 Boyce Road, Maroubra, NSW 2035
Surname
CHEUNG
HONG
WALTER
NG
BAE
Contact Phone Number
Cell: 0422851186 (Gary)
0431088050 (Joanne)
Email Address: garycheung88@yahoo.com.hk
Course Code/Name: AVIA1321
Assignment Title
GROUP PROJECT & PRESENTATION – AVIA1321, 2007
Date Due
MAY 23, 2007
Lectuer-in-Charge
Richard Wu
Date Submitted
MAY 23, 2007
Student’s Declaration:
I certify that this is own work in which my sources are acknowledged and is being submitted for the first time.
Students Signature:
Gary Cheung
Sung Won, Hong
Philip Walter
Joanne Ng
Kyungjin, Bae
--------------------------------------------------------------------------------------Part B (Aviation Use Only)
Student Name
Course
UNSW Aviation Stamp
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Date Received
AVIA1321 GROUP PROJECT REPORT
23rd MAY 2007
HOW HAS THE ADVANCEMENT OF
MODERN TECHNOLOGY HELPED
INCREASE THE EFFICIENCY OF THE ASIAN
AVIATION INDUSTRY?
GROUP 1 MEMBER:
Gary Cheung (z3215171)
Joanne Ng (z3219365)
Sung Won, Hong (z3179691)
Philip Walter (z3214952)
Kyungjin, Bae (z3152681)
2
Abstract
Aviation is one of the most dynamic industries and is considered a catalyst of
economic and social progress. Innovations in technology have assisted the aviation
industry to run more resourcefully in the key areas of safety and security, the
preservation of the environment, improvements in consumer services, more
efficient air services and maintenance. It is because this issue is so predominant
and pertinent in today’s industry that we think its worthwhile researching. In
addition, aviation is one of the fastest growing industries in the Asian region.
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TABLE OF CONTENTS
1. INTRODUCTION……………………………………………….5
2. ENVIRONMENT
2.1 Overview……………………………………………………………..6
2.2 Technology and its role in the Environment…………………………6-7
2.3 Alternate Fuels……………………………………………………….7-8
2.4 Airframes…………………………………………………………….8-9
2.5 Engine Technology…………………………………………………..9-10
2.6 Criticisms on the Environment……………………………………….10
2.7 Air Traffic control and its effect on the environment…………………10
3. AIR TRAFFIC MANAGEMENT SERVICES
3.1 Air Traffic Control Technology Market in China……………………..11
3.2 Advantage of Thales Air Traffic Management System………………..12
3.3 Satellite-based communication,
Air Traffic Management (CNS/ATM) System……………………….13
3.4 The Future in China ATC Market…………………………………….13-14
4. Safety & Security
4.1 Overview………………………………………………………………15
4.2 Baggage Handling and Tracking………………………………………15
4.3 RFID –Latest baggage tracking technology used in the industry……..15-18
5. Customer Services
5.1 The development of in-flight communication technology……………..19-20
5.2 Accommodation of aircraft…………………………………………….20-21
6. Maintenance
6.1 Maintenance Base Structure……………………………………………22
6.2 Latest Maintenance Technology………………………………………..22-23
6.3 Magnetic Particle Inspection……………………………………………23
6.4 MRO in Asia and Pacific………………………………………………..24
6.5 HAECO Maintenance Service…………………………………………..24
6.6 Outlook MRO Market in Asia…………………………………………..24-25
7. Conclusion………………………………………………………….26
8. References………………………………………………………….27-29
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Introduction
Aviation is one of the most dynamic industries and is considered a catalyst of
economic and social progress. Innovations in technology have assisted the
aviation industry to run more resourcefully in the key areas of safety and
security, the preservation of the environment, improvements in consumer
services, more efficient air services and maintenance. This report will outline
in detail the main factors and specific improvements in technology that has
allowed this to occur within the industry and demonstrate just how significant
of a role that innovations in technology has impacted the efficiency of the
aviation industry as whole but also examine it’s effect on the key players
within it.
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2. The Environment
2.1 Overview
The aviation industry has come under criticism numerous times due its perceived impact on the
environment, more specifically to its emissions and links to climate change. According to the Final
Conclusions from the Aviation & Environment Summit, Geneva, the aviation industry “accounts for
2% of worldwide CO2 emissions from fossil fuel use.” [Aviation & Environment Summit Geneva, 2006, pg2]
Society’s gained awareness of this impact has ignited much debate on what usually has been put of the
backburner by governments and airline officials. This issue is and will continue to affect modern
aviation, as it becomes an issue that all parties within the industry must address. This issue’s
importance in a modern context is demonstrated in the Stern Report which was commissioned by the
UK government. This report, whose author, Sir Nicholas Stern, is the former Chief Economist of the
World Bank, cautioned “the economic fallout of climate change could be on the scale of the two World
Wars and the Great Depression of the 1930s”.
2.2 Technology and its role in the Environment
The impact of aviation on climate change was spelt out by the Royal Commission on Environmental
Pollution in a special report published in November 2002.38 Aviation, because its forecast rapid rate of
growth exceeds the rate of technological improvement, is the industry with the fastest growing
contribution to global warming. Aircraft emissions at high altitudes are particularly damaging: this
basket of pollutants, which includes Nox and water vapour, has about three times the radiative forcing
effect on climate change than would be expected from aircraft CO2 emissions alone.
Figure 1 – The energy intensity of aircraft and automobiles have improved substantially during the past several decades.
Automobile energy intensity has fallen by almost one-fifth, while aircraft energy intensity has fallen by three-fifths during the
same period.
One means to address aviation’s impact on the environment is through advancements in technology.
These help airlines, as well as the aviation industry in general, to operate with an improved level of
environmental and economic efficiency. The President and CEO, Peter De Jong, of the Pacific Asia
Travel Association has claimed “An investment in energy efficiency makes both dollars and sense.” The
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aviation industry, with the assistance of advancing technologies, has “surpassed most other industry
sectors in reducing noise and emissions per unit of production over the years.” [Aviation & Environment
Summit Geneva, 2006, pg2] Also noteworthy is the fact that fuel has now become one of the largest
operational costs for an airline which in turn has given airline operators added reason to lower their use
of fuels by operating modern aircraft and accelerate technological progress and its adaptation.
2.3 Alternate Fuels
Alternate fuels is an area that is continually being studied as a fossil fuel replacement. “Aviation is
committed to actively exploring the progressive introduction of alternate fuels – such as biomass to
liquid (BTL) – to further reduce CO2 emissions, while hydrogen – already used for fuel-cell systems –
may become an option to power aircraft engines as from 2050.” This constant quest for an alternate
energy source to fuel aircraft is evident in the recent partnership between Boeing, General Electric and
Virgin Fuels. “The environmental partnership includes a joint biofuel demonstration aimed at
developing sustainable fuel sources suitable for commercial jet engines and the aviation industry.”
[Boeing, 2006]
Figure 2 – More recent biojet fuel samples appear to be more capable of meeting the freeze point requirements
In order to help end the concept of “cheap oil”, the development of alternative energy sources for
aviation is needed. These new energy sources will also help address world energy demands that may
soon outstrip crude oil supply, and because of the increasing concentration of CO2 in the atmosphere,
alternatives must also address global warming issues. Figure 2 compares the CO2 emissions given off
by different types of alternate fuels and shows that only a few options are able to emit smaller amounts
of CO2 into the atmosphere than the current fuel already used today.
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Figure 3 – CO2 emissions are lower for biofuels and higher for most other alternatives than Jet fuel. [NASA, 2006]
2.4 Airframes
Technologies used in modern airframes has contributed to the reduction in the impact aviation has on
the environment. The development of lighter materials and more efficient design has allowed aircraft
such as the Boeing 787 and Airbus A350 families to consume less fuel than previous aircraft models.
“The 787 is being designed to ensure it will be significantly better than today’s requirements – more
than 30 percent better than today’s 767s – and it will be better than the future, more-stringent
regulations being incorporated by the Committee on Aviation Environmental Protection (CAEP).”
[Boeing, 2007] Current aircraft such as the Boeing 787 and the Airbus A380 have a fuel efficiency target
of less than 3 litres per 100 passengers per kilometre.
Figure 4 – Chinese airlines who ordered the ultra-efficient Boeing 787 [Boeing, 2006]
The adoption of more efficient design and structures in modern civil aircraft has helped reduce the
amounts of emissions into the atmosphere. One such example is the fairly recent venture of the Chinese
aviation industry into the aircraft manufacturing sector, developing an “Advanced Regional Jet”,
dubbed the ARJ21, which draws on the available technology to develop an airframe that is specifically
suited to the Chinese environment. “Unlike current regional planes operating in China, for example,
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ARJ21 can adjust to the high altitudes and high temperatures of China’s western airport…” This
translates to decreased levels of emissions through the increased efficiency gains such as that the
specially tailored performance offering “the best quality but at a price and operational cost lower than
foreign counterparts”. “China has listed large aircraft in is massive science and technology
development programme for the coming 10 to 20 years.” [China Daily, 2004]
Figure 5 – The ARJ21 still under construction in China
2.5 Engine Technology
Technological advances in engines have also decreased the level of impact of aviation on the
environment. The development of newer engines has decrease noise pollution, increased the air quality
around airports and has also gained efficiencies in fuel burn therefore reducing the level of greenhouse
gases emitted which results to reduced costs for the airline. Technological progress has practically
eliminated visible smoke and hydrocarbons, while oxides of nitrogen (NOx) from aircraft engines have
been progressively reduced by 50% over the past 15 years. Innovations in the jet engine, such as
developments in blade technology or an ability to increase core power, has also allowed engines to
evolve to be more fuel efficient machines compared to their inefficient predecessors, such as early
turbojet engines. This means that with reduced fuel consumption translates to an equivalent reduction
in carbon dioxide emissions.
Figure 6 – The new Genx Engines deliver 15 percent better specific fuel consumption than the engines it replaces, also reducing
the levels of emissions [Airbus, 2006]
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One of the latest types of engine technology used on civil airframes is those featured on the Boeing 787
and new 747-8 families, the Genx (Genx-2B67) engines [Figure 3]. These incorporate the latest
technologies including the use of a composite fan case and blades and a “revolutionary turbine” to
create “double-digit efficiency gains” [Boeing, 2007] over the engines it replaces.
Another key emission standard for commercial jetliners is nitrogen oxides (NOx). Modern jet engines
emit substantial quantities of nitrogen oxides because they operate at very high temperatures and high
pressures. These nitrogen oxides have two major impacts in relation to climate change: they create
ozone and destroy methane. Nitrogen oxides emissions from aircraft at cruise altitudes increase ozone
concentrations in the upper troposphere and lower stratosphere. Ozone is a particularly potent
greenhouse gas. Calculations predict “increases during the summer in the principal traffic areas of
about 6%” [IATA, 2007].
2.6 Criticisms of Asia and its stance on the environment
The Asian aviation industry is one of the fastest growing areas in the world. According to a Malaysian
news wire, “by 2010, intra-Asia traffic will be the largest market in the world accounting for a third of
the world’s traffic.” [IATA, 2007] However, the Asian aviation industry has come under criticism due to
the lack of leadership shown by the region which will be a major player in the global aviation market
through technology, policy and the environment. However, contrary to the above, one should note that
the average age of aircraft in Asia is 10 years, two years younger than the global average of 12. This
means that Asia’s aircraft are, generally, more fuel efficient and have a less detrimental effect on the
environment. Giovanni Bisignani, International Air Transport Association [IATA] director and CEO,
commented that “The challenge for Asia is to avoid the crisis in Europe and communicate more
effectively on the environment and to continue to invest in fuel efficient technology as the industry
grows.” [IATA, 2007]
As China opens its aviation sector for increased investment and cooperation opportunities, the issues
surrounding the environment have been neglected. Pollution from the aviation sector in China currently
makes up for a projected 3.5% of the entire human caused contribution to climate change, and the IATA
anticipates this share to grow to 5% by 2050. With the rapid development of Asian air markets, this is
likely a low estimate, with the actual number closer to 14 percent, says the UK’s Royal Commission on
Environmental Pollution.
2.7 Air Traffic control and its effect on the environment
Air traffic control also plays a key role in the amount of emissions given off into the atmosphere.
Inefficient air traffic control systems and processes can lead to excess fuel consumption that translates
to excess costs and emissions. According to the IATA, it claims that “every minute of flying-time that
we can save, reduces fuel consumption by an average of 62 litres and CO2 emissions by 160
kilogrammes…” [IATA, 2007] Current estimates for the global inefficiency in air traffic management
stands at 12% according to The Intergovernmental Panel on Climate Change (IPCC). IATA Director
General and CEO, Giovanni Bisignani, went further to say that governments are “slow to improve the
infrastructure” referring to the static levels of technology used to address this issue.
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3. Air Traffic Management Services
3.1 Air Traffic Control Technology Market in China
China’s civil aviation has been in a rapid growth in the past 20 years due to the continuing market and
economic progress. The Chinese government considers its civil aviation development as one of the key
factors in China’s continuing economic progress [Air Traffic Control Equipment Market in China, 2004]. To
cooperate with the international air traffic control network, “China is also forging ahead with the
introduction of new technologies to complement its existing air traffic control network.” [Janes Press
Centre, 2001] The recent Civil Aviation Administration of China [CAAC] statistics show that China’s
civil industry had 30882 flights during the May Day holiday, which had increased 12% compared with
last year. There have been received 3.62 million passengers, which had an increase of 19% over the
same period of 2006. Furthermore, the daily passenger departure rate has reached a historical highest
peak on 30th April 2007 [CAAC, 2007]. CAAC statistics also indicate that a third of the China’s 133
airports are capable of handling one million passengers a year. It is also expected that China will
become the world’s second largest national aviation market in 2010, and it could make a possible
passenger figures of 950 million by 2020.
In order to prepare an efficiency network of air traffic control, CAAC has spent about one billion US
dollars on air traffic management infrastructure improvements over the past decade, especially
upgrading the telecommunication and other major technology systems. According to Jane’s Airport
Review, by 2002, China had gradually installed 31 primary radars, 52 secondary radars, over 140
Instrument Landing Systems (ILS), more than 1000 Very High Frequency (VHF) communication
systems and 160 Omni-directional Range Distance Measurement Systems (VOR/DMEs). In the future,
there will be more to be installed in mid-west regions in Mainland China.
The Air Traffic Management Bureau [ATMB] is one of the departments under CAAC. It governs air
traffic affairs in China, and is responsible for providing worldwide air traffic service, civil aviation
aeronautical communication, navigation and all sorts of aeronautical information [ATMB, 2007]. ATMB
provides a wide range of air traffic service across mainland China – eight Flight Information (FIR), 27
upper control areas, 28 medium to low control areas, 144 low control areas, 1,122 air routes and 87
international air routes joining other foreign airspaces – as the modern ATC technology becomes
critical in this industry.
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3.2 Advantage of Thales Air Traffic Management System
One of the systems that CAAC adopts is Thales air traffic management system – EUROCAT. China
and other Asia Pacific countries have been using Thales air traffic management systems. It supports
airport and tower automation systems, air navigation and surveillance aids. In general, Thales is a
leading international electronic and systems group, “offering a wide range of military and civil
navigation systems, including airborne as well as ground-based equipment” [Thales, 2007].
Basically EUROCAT has an advance level operation in flight data processing and multiple surveillance
sources, which includes:
- Doppler-VOR VHF Omnidirectioal Radio Range systems (DVOR)
- Advance Distance Measuring Equipments (DME)
- Instrument Landing Systems (ILS), can be operated up to CATIIIC standard
- Microwave Landing Systems (MLS)
- Ground Based Augmentation Systems (GBAS)
- Automatic Dependant Surveillance Broadcast (ADS-B)
Thales’ DVOR systems are particularly well suited in some of the cities in China, which operates under
demanding conditions and terrain, such as Chengdu Airport. It has a high standard of reliability and
provides extremely safe en-route navigation. On the other hand, Thales ILS provides a precise
approach and landing procedures especially in low visibility conditions. CATIIIC ILS system is the
most accurate landing aid especially under poor weather and visibility conditions – aircraft can land
safely even there is zero visibility.
As a result, these advances of technology helps to increase the safety and efficiency of the air traffic,
and to support the nation’s civil aviation infrastructure, as Thale’s Area Manager stated. Besides, the
increase in its air traffic could lead to a better standard in China airports’ construction, expansion and
modernisation.
Figure 7: EUROCAT in Guangzhou control centre [Airport Technology, 2007]
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Figure 8: DVOR and DME systems help increase safety and efficiency of air traffic in China [Airport Technology, 2007]
3.3 Satellite-based communication, Navigation and Surveillance / Air
Traffic Management (CNS/ATM) System
Apart from Mainland China, Hong Kong also takes part in the integration of the technology of the air
traffic management system. Hong Kong Civil Aviation Department [CAD] complies with the ICAO
standard satellite-based CNS/ATM systems – a special team project was introduced in 2000, to improve
and update new satellite-based systems. The trial phase has been commencing since 1999 to 2007,
aiming for CNS/ATM Trial ad Evaluation; by 2016, the systems will be gone through the transition and
implementation processes.
This project involves a significant investment, and as a result, a fund of AUD$36million was provided by
Legislative Council Finance Committee on 7th May, 1999. These advances of technology improve the
quality of transferring data back-and-fro satellites. This project also uses advanced VHF satellites to
transform information including Automatic Terminal Information Service [ATIS] and Automatic
Volmet Broadcasting Service [AVBS]. Besides, CAD gathers information, suggestions and coordinates
various issues from the representatives of International Air Transport Association [IATA], Cathay
Pacific, Hong Kong Observatory and other telecommunications services. [CAD, 2007]
3.4 The Future in China ATC Market
There is a trend that there would be a raipd air traffic growth in the next ten years. This would result an
increase of air traffic congestion at some significant air routes – China must require an extensive ATM
system to handle this situation. ATMB plans on the upgrade of the VHF communication, navigation and
surveillance radar systems, which requires an investment total of USD$500 million over the next five
years on a technology modernisation program.
To have an efficient air traffic movement in China’s airspace, CAAC tries to restructure the airspace –
from the current 27 Area Control Centres (ACC) and cut down to five ACCs by 2010. CAAC will also
cooperate with the People’s Liberation Army of China (PLA), in order to readjusting the use of its
airspace, giving the priority of use to the civil aviation.
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From CAAC statistics, it is projecting that total air traffic volume will double between 2005 and 2010.
This also predicts that China will become one of the largest markets for air traffic equipment (including
passenger volume) in the world, after United States. It is also expected that its air transportation
passenger volume will grow by 11%. Thus, a new set of radar based air traffic control system is required
to be introduced over the next five to ten years to cooperate with this market demand. First, as the new
technology is introduced, the market should experience substantial growth. Second, the technology holds
tremendous promise by offering benefits of increased controller efficiency, reduced voice radio
congestion, and fewer communication errors. Third, the modernisation shown in the air traffic
management in China represent a major, global effort that will be accompanied by outstanding revenue
potential.
Figure 9: The rapid increase of air traffic development in Asia Pacific, including Mainland China [Boeing, 2006]
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4. Safety and Security
4.1 Overview
Aviation security is pivotal and held with great concern in the aviation industry, none more so than in
Asia with it being the fastest growing region in terms of population and economic wise. September 11,
2001 a date that the world would never forget and what was more astonishing was that air
transportation was employed as a weapon to instigate such horrific terrorist acts. Hence countries
around the world began to ratify rules and laws revolving the security of the aviation industry to ensure
the safety of the people travelling on this mode of transport. This in turn drives innovation and
technology development to increase the efficiencies of the security of the aviation industry. “New
thinking and new tools clearly are needed to help airports meet conflicting goals of controlling costs
and improving efficiency while improving security, complying with mandates and satisfying
customers.” [Exploit-tech.com, 2005]
4.2 Baggage handling
One of the most imperative phases of aviation security is how passengers’ baggage is handled at the
airport. It is a critical customer-service and security element of check-in for passengers, airlines and
airports. While labour costs have conventionally been a competitive benefit for Asian carriers, manual
handling and probing of baggage is a bromidic course of action and this, too, often induces error.
Hence, the development of technology is an integral element in the future of baggage security as
through this, new initiatives can be generated to help with cost reduction. The International Air
Transport Association (IATA)’s Director General and CEO, Giovanni Bisignani, “As the labour cost
gap narrows, technology is the key to competiveness”. As part of security purposes, the choice has
always been barcode ticketing and tagging. However it has been uncovered that these implementations,
though good, does not have high percentage of accuracy when being tracked. As stated in the web
journal, By Improving Airport Operations and Security, “Barcode labels accurately associate
passengers with their baggage, but identifying the right bag at any point in time can be difficult, with
baggage transfers from plane to plane being most challenging process for airports.”
The systems that are in place nowadays require continue maintenance which prove to be a somewhat of
a hassle to the aviation industry.
4.3 RFID- Latest technology used in baggage tracking system in aviation
industry
With the introduction to RFID into the aviation industry, in particular the tracking of baggage,
efficiency, error prevention and data capture would be improved tremendously. RFID, also known as
Radio-frequency identification or ‘Smart Labels’ is a form of identification device used to store data
using radio-waves that can be sensed at a distance without major obstruction. It is not, as perceived by
many, a new form of technology but just a passive tag which requires no external power source. It is
however the implementation and further adjustments that has this technology deemed a powerful tool
that can help “improve security against terrorist attack” as well as “create competitive advantages”.
[IDTechEx, 2006]
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Figure 10 - One of the more common RFID tags used in tracking passengers’ baggage [RFID, 2007]
Using RFID increases the visibility of the bags, hence tags can be easily read by airport personnel
mapping passenger data. If for any security reason to suspect a particular baggage, RFID too makes it
easier to locate the bag in question as it can be detected through different materials. The trialling of
RFID baggage tagging has gone back more than a decade, with the first trail by Lufthnansa, 1991
(Myth and reality of baggage tagging, Raghu Das). 13.56 Mhz (LF), 433 MHz (HF) and 2.45GHz
(microwave of SHF) have been used and tested, but resulted in little more than written reports, either
due to “short read ranges or lack of infrastructure” or “didn’t interoperate with other RFID baggage
tracking systems” and the high cost involved.
Figure 11 - RFID tags integrated with standard baggage labels [RFID Journal, 2007]
In 2004, Las Vegas McCarren International Airport led a full scale adoption of the RFID baggage
tagging system to be employed at the airport. Signing to a five year contract with Symbol technologies
for 100 million RFID tags to be provided and used as part of the baggage tracking system to improve
the safety and security of the passengers. This contract is the largest order placed of RFID technology
for a security application. An example on how the RFID tag was to be implemented can been seen
described in the sample case study provided in the RFID Knowledgebase from IDTechEX. It is
revealed that the RFID tag would be attached to each bag at the counter, where this distinctive tag
would be cross-examined at certain checkpoints of the bag’s movement through “explosive detection
and screening equipment and then onwards to the appropriate plane”. Airport World reported in
October 2006, that “the read only system gives 100% track and trace through the airport” where the
number of bags checked in and the location as well as its security are reported thoroughly. When a bag
is not cleared off inspection by the Explosive Detection System (EDS) whereby an RFID interrogator is
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stationed at all Electronic Trace Detection table, allowing the personnel to push a button and the screen
would give the information needed as to why the bag needs ETD as well as who to search for.
Figure 12 - RFID system he system consists of four main components: Tags, Reader antennas, Readers and Middleware as shown
[RFID, 2007]
Then Hong Kong Airport following the footsteps of its predecessor undertook the largest RFID project
in Asia, whereby the implementation of a luggage tracking system to go live in January 2005. One of
the busiest airports in the world that has about 35 million passengers annually, this US$50 million
project is aimed to improved the security while at the same time enhance the airport’s
baggage-handling efficiency. Y.F. Wong, head of Technical Services and Procurement at the Airport
Authority Hong Kong stated that “by taking a leadership position to launch real-time passenger
baggage tracking capability with passive UHF RFID technology, Hong Kong International Airport’s
baggage tracking infrastructure system will pave the way for other airports and airlines in Asia and the
rest of the world as they respond to need for ever increasing levels of security coupled with high
customer satisfaction levels.” [m-travel.com, 2004] Security is one of the major factors for the RFID tags
to be employed at the airport. If there are fewer bags to be dealt with manually, this will result in better
security and lower cost and it is known that a system that enhances security as well as help pay for
itself through cost savings is much easier to sell. Not only do implementing RFID tags help with cost as
each piece of lost or mishandled luggage costs roughly US$100. Taken from the web article Hong
Kong airport tunes - $50 million auto ID project to improve baggage handling and security by Brian
Robinson, 2005 which stated, “At Hong Kong’s airport, if 1 percent of the bags went missing,
rectifying the problem would cost $17 million a year”. This system involves an RFID tag being placed
on each luggage allowing airport staff to track it on its journey onboard the aircraft. It is no difference
with the RFID tag due to the fact that the silicon chip and antenna are included in the tag, making it
look like a regular “barcode strip” attached to the luggage. Passenger information and flight number
would be uploaded to the tag by the staff at the check-in counter. Subsequently, wireless devices will
then read off the information from the tag through certain points as the luggage travel, hence able to
associate it with the location and time in the database. The luggage is tracked at various points such as
explosive- detection systems, loading devices and conveyor belts, increases the safety of the luggage as
well as the assurance the luggage is headed to its correct destination.
With this marked a new age in using RFID in the Asian aviation industry as it is known that Asian
countries are normally more tolerant of new technologies when they already have a proven track
record. With South Korean’s Asiana Airlines following suit to use RFID to track and monitor
passengers’ luggage after having carrying out trials at South Korean airports. According to John
Shoemaker, vice-president of Symbol Technologies, the company supplying RFID tags and readers the
airline is using, “This is the first airline in the world to make such commitment to use RFID” [Asiana
Deploying RFID at Six Airports, 2005] as well as “the first such multi-airport implementation of RFID”. The
airline is expected to handle 100000 luggages a month at six South Korean airports which are Cheju
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International, Cheongju, Gimpo, Kwangju, Pusan International and Taegu. The trials are believed to
have improved the luggage tracking system by 20 percent as compared with the bar-code system
commonly used.
Another example of how RFID has affected the Asian aviation industry can been seen as Beijing
Capital International Airport too have adopted the RFID Luggage Tracking System to Cathay Pacific
Airways with completion finalised at October 2006. It has cost the airport around US$ 500,000 which
is not much as considering the airline alone earned over US$6 billion in 2005. [HaLeigh Boutin, 2006]
Figure 13 - Example of how RFID is implemented in Narita Airport, Japan [RFID, 2004]
With these examples set by the Asian aviation industry, it is easy to tell that Asia has become a
stepping stone for the usage of new technology concerning the security and welfare of the industry.
RFID is now entering an age of global network standardization and it is predicted that in the upcoming
years, about US$60 million would be spent on RFID tags for the aviation industry alone. (RFID For
Airports and Airlines 2007-2017) IATA presently promotes the use of RFID for baggage handling as
the advantages and value of standards have been efficiently demonstrated in other industries, as well as
some airlines and airports such as the Hong Kong International Airport. Furthermore, IATA has
recently approved UHF (ranging from 860 to 960 MHz) as an acceptable frequency for baggage
handling, hence increasing the efficiency of its usage and detection. It is without a doubt that RFID will
be an integral part of the baggage tracking as usage grows, production volumes will increase, leading to
economies of scale that can reduce tag prices and further stimulate demand.
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5. Customer Services
5.1 The development of in-flight communication technology
The advancement of in-flight communications technology contributes to increasing the efficiency of
the aviation industry, appealing passengers’ demand. The development of communications technology
not only brings advantages to passengers, but also to cabin crews and the feasibility of in-flight
broadband communications seems to be brighter in spite of the disappointments with the early Boeing
product. There are many devices used for in-flight entertainment and communications technology such
as Wencor digEplayer and Tenzing. However, SwiftBroadband service for Internet connectivity on all
mediums to long haul airliners has been one of the huge improvements on both in-flight
communications and the use of the Internet in flight. This service is basically designed to meet the
broadband data communications needs of passengers, cabin crew and pilots in airliners, business jets
and government aircraft. The feature of this service is to provide with packet data and ISDN with
432kbps data throughput per channel. In addition, this service is delivered via world’s most
sophisticated commercial communications satellites. As a result, it enables mobiles to deliver useful
services such as information on connecting flights or baggage collection – direct to passengers’ own
mobile devices.
Moreover, SwiftBroadband service also enables passengers’ own laptops to access in-flight Internet in
high speed. Apart from that, the typical application of this service can provide short messaging (SMS),
e-mail, transfer of data and images, videoconferencing, streaming-video and voice communications. It
is also combined with rooted in-flight entertainment systems and other wired or wireless networks in
the cabin to permit passengers to communicate, staying seated with their own laptops, applying reduced
power amplifier [Stratoglobal, 2006]. Inmarsat, an international telecommunications company states,
“OnAir is creating a whole new market. Previously, Inmarsat’s aeronautical services targeted
long-haul twin-aisle aircraft, with low bandwidth limiting the offer. Now the development of lightweight,
compact avionics systems is bringing broadband to the single-aisle, short-haul market”.
For reference, there is one problem with using passenger telephones that it would typically revert to
maximum gain in order to sustain or pass between these connections, including turning the outer skin
of an airliner into a giant send and receive antenna, threatening to cause serious interference with the
airplane’s navigation and flight management systems in the process. Even though, this updated
broadband has not yet been distributed worldwide and the trial was successfully reached the
satisfaction of passengers and expectation of Inmarsat. When it comes to the successful story of trial
SwiftBroadband, this service supports the new GSM cellular service demonstrated recently on the
record breaking flight of a Boeing 777 airliner on a non-stop 12,500 mile trip from Hong Kong to
London and on that flight passengers could make phone calls and send text message (SMS) on the
GSM cellular phones that were linked to the mobile network through Inmarsat, responding remarkably
satisfied. Moreover, they have been highly successful in penetrating a wide variety of military and
government programs all over the world [Butler, 2006].
On the other hand, the product called Tenzing which is a narrow band email send and receive system
that was set up in Cathay Pacific jets was unfortunately and totally ignored by travellers. The reason is
that the additional cost per message of a download is applied depending on the size of the attachment.
In point of fact, large attachments were not almost be handled due to the availability of the bandwidth
for downloading – it was very inadequate and the old fashioned dial up links. However, fortunately, for
the airlines, the cost of installation and administer were extremely cheap, even though money was spent
19
on it worthlessly. One more product called Wencor digEplayer were also failed to meet the revenue
targets of airlines resulting in the dropped product after the product was distributed [Sandilands, 2006].
5.2 Accommodation of aircraft
In general, a scheduled-service flight lasts about two hours or more must offer a higher standard of comfort,
with more space between the seats and legroom. If it is a long haul journey heading to the other part of the
world, it is tedious for even the most experienced passengers. As a result the airline should provide the
maximum level of comfort to commensurate with profitability. On the basis of market research passengers
nowadays detest about flying due to tight seats, stale air and the struggle to find room for carry-on luggage
[Walters, 2000].
For instance, the dreamliner Boeing 787, will have features that will largely enhance the way of journey for
passengers such that over the whole flight, cabin altitude will never have exceeded 6000ft, which is only
one-third lower than the regulated maximum that has ruled airliner certification until now. Secondly, the
cabin humidity levels on current airlines is undergoing dried-out feeling, whereas B787 will be three times
closer to the level of normal atmosphere, appealing passengers with more comfortable status. Precisely,
even though there are corporate jets such as Gulfstream’ G450 with maximum cabin altitude 6000ft,
Boeing 787 will be the first air transport airplane to provide the advantage operated by a 9.18 psi maximum
cabin pressure difference, which might not be linked in metal fuselage structures. Similarly, Cabin air will
be provided by electrically driven compressors, not just engine bleed air and Boeing put a a large amount
of effort on a formula that ‘balances’ seat pitch, width and other finitely measurable physical dimensions,
together with the subjective factors of passenger perceptions of space and comfort. What is more, larger
windows than any other current in service civil air transport (27 cm by 47 cm), with a higher eye level, so
passengers can see the horizon, with liquid crystal display (LCD)-based “auto-dimming” to reduce cabin
glare and maintain transparency which are supplied by PPG (Boeing Company). On the other hand, the
same level of aircraft manufacture company, Airbus is also exerting all possible efforts on manufacturing
Dreamliner and announced that the biggest window in future Airbus will be the ceiling. In stead of
watching outside through tiny windows, using millions on millions of microscopic LED lights, it can be
displayed through live external cameras everywhere such as tail to bring the view outside and inside.
Figure 14: The A380 first class cabin [Airbus, 2007]
For example, for an Airbus380, there is a sweeping U-shaped lounge for first class surrounding the top of
the forward stairs. In addition, there are at least two double beds, offering plenty of room at the same time
and the properties such as dimensions for width at seat and shoulder height are same as a B737 seat.
20
However there are improvements of knee and shin space, making passengers feel more comfortable,
resulting in high satisfaction of both passengers and each cabin category. In addition, for the seat pitch of
the economy seats, the length is stretched up to 7.5cm more compared to the previous one. It is provided
the easier access to toilets with the improvement of passenger amenity further by moving the magazine
pocket up to the top of the seat back, creating knee room and keeping the shins of tall passengers away
from contact with the seat base. These factors result in high satisfaction of passengers and airlines with
more profit [Sandilands, 2006]. According to Kenneth Price in Seattle, “passengers preference also means the
leasing companies of banks have more confidence in the re-sale or trade value of the jets they fund for the
airlines and industrial and consumer psychology are playing vital roles in determining the features of the
Dreamliner family. At the same time what we think is really critical is an important aspect of bringing back
the enjoyment of flight – reconnecting passengers to the actual flying experience”. [cited in SANDILANDS,
2006, p38 and p39]
Figure 15: A380 Business Class Cabin [Airbus, 2007]
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6. Maintenance [Mechanics] – Process and Pattern
Maintenance and Engineering: M&E is basically based on safety, convenient, and accuracy to sell
marketable aircrafts; aircrafts to maintain in safe condition; 4 stages to maintain and improve condition
of aircraft, engine, and other flight equipments.
1. Preservation
2. Inspection
3. Overhaul
4. Repair of aircraft – replacement parts
Survival in today’s fast-paced Aviation business environment requires speed and safe, but it could bring
fatal damage if it has any defect during fly. Therefore the improvement of reliability on aircraft has
influenced maintenance technology. The maintenance operation is depending on complex system of
numerous engineering technologies. Each airline has a little difference in maintenance systems, but
currently maintenance labor takes 25% of total employment of airline and 25% of total revenue is used
on maintenance expenses.
6.1 Maintenance Base
MAINTENANCE BASE
Engineering depart
Maintenance main office
A/C engineering
Airplane overhaul
A/C equipment engineering
Component overhaul
Power plant overhaul
Line maintenance inspection
depart
Maintenance planning
Plant maintenance and ground
equipment
Line maintenance service
Maintenance planning and
analysis
Line maintenance
Mechanics
Chart 1: The Structure of Maintenance Base
6.2 Latest Maintenance Technology
Modern maintenance technology is a suite of applications that gives airlines access to all the data
collected and integrates it with the airline’s back-office IT systems. The applications take all the aircraft
documentation and regulations and make them accessible in electronic format to enable easier and
timelier access to up-to-date data; X-ray, magnetic particle inspection, fluorescent penetrate inspection,
and ultra inspection to find out crack and defect on flight equipments which human eyes cannot see; to
inspect engine and other major flight equipments and it will develop maintenance technology;
developed wireless internet long distance maintenance system. Video camera endoscopes find out
defect of flight equipments and it will send it to experts of aircraft manufacturer to fix up. (13 hours to
35 minutes)
22
Figure 16: X-ray Inspection [Vidisco, 2007]
6.3 Magnetic Particle Inspection
Magnetic particle inspection processes are non-destructive methods for the detection of defects in
ferrous materials. They make use of externally applied magnetic field or DC current through the
material, and the principle that the magnetic resistance of a defect is clearly poorer (the magnetic
resistance is greater) than that of the surrounding material. The presence of a surface or near surface
defect in the material causes distortion in the magnetic change through it, which in turn causes leakage
of the magnetic fields at the defect. This deformation of the magnetic field is not limited to the instant
area of the defect but extends for a considerable distance; even through the surface and into the air if it
is intense enough. The size of the distortion is much larger than that of the defect and is made visible at
the surface of the part by means of the small particles that are concerned to the leakage fields.
The most common method of magnetic particle inspection uses finely divided iron or magnetic iron
oxide particles, held in suspension in a suitable liquid. This fluid is referred to as carrier. The particles
are often colored and usually coated with fluorescent dyes that are made visible with UV light. The
suspension is sprayed or painted over the magnetized specimen during magnetization with a direct
current or with an electromagnet, to localize areas where the magnetic field has protruded from the
surface. The magnetic particles are attracted by the surface field in the area of the defect and hold on to
the edges of the defect to reveal it as a build up of particles.
This inspection can be applied to raw material in a billets or slabs, in the early stages of manufacturing
such as forgings and castings, or most commonly to machined parts before they are put into service. It
is also very commonly used for inspecting structural parts (e.g. landing gear) that have been in-service
for some time to find fatigue cracks.
23
6.4 MRO in Asia and Pacific
MRO in Asia and Pacific has formed repair stations with Europe and America’s well-known MRO.
Many airlines have external partnership with other specialists who only look after their aircrafts for
maintenance and engineering service. In Asia and Pacific, there are typical numbers of repair stations:
Taiwan - EGAT (Evergreen Aviation Technologies Corp)
Hong Kong - HAECO (Hong Kong Aviation Engineering Company Limited)
China - AMECO (Aircraft Maintenance and Engineering Corporation)
These repair stations well known Asia MRO which able to maintenance most of all aircraft’s models
and able to take Aviation Technical Service, Cargo System, De-Icing and Specialty System, Engine
Control System, Former, Fuel and Utility System, Landing Gear, Optical and Space System, Power
System, Sensor System, Turbine Fuel Technologies, and etc.
6.5 HAECO Maintenance Service
HAECO’s hangar maintenance services and for the engine overhaul services of its jointly controlled
companies resulted in profit attributable to shareholders increasing by 37.0% to HK$846.8 million.
During 2006, the company increased its effective interest in Taikoo Aircraft Engineering Company
Limited (TAECO) by 2% to 56.55% and in Taikoo Aircraft Engineering Company Limited by 10% to
35.66%. The company extended its inventory technical management services during the year and has
agreed to an investment of HK$120 million in a new joint venture formed to overhaul landing gear in
Xiamen. The heavy maintenance division provided most of the growth for the Hong Kong operation
2006. It provided a comprehensive range of scheduled maintenance checks, modifications and overhaul
work on a wide variety of aircraft types. Approximately 61% of the division’s work was for airlines
based outside Hong Kong. It competes on price, availability of space, turn round time and quality of
workmanship with other maintenance and repair organizations worldwide. It continues to look at other
opportunities to expand its aviation maintenance and repair services.
6.6 Outlook MRO Market in Asia
Figure 17: MRO Market Forecast [MRO, 2004]
24
The world aviation industry has about 8,500 aircrafts and the MRO market will become larger. There
will be more funds to develop new maintenance and engineering technology. The MRO in Asia mostly
provides an abundance of human resource and supports working capital to co-operate with own
country’s airlines.
The requirements of maintenance and engineering will increase as well as it will influence on inventive
employment and investment in plant and equipment; Asia and Pacific maintenance technology will
grow to be on equivalent stage with Europe and America.
Figure 17: World MRO Issues [MRO, 2004]
There are few key MRO issues to watch in the future in Asia. Rapid emergence of low fare carriers is
increasing demand for broad support and global changes in broad component support are becoming
issues to watch.
25
Conclusion
From the analysis above, the role that technology has played in the aviation industry is
quite significant. More specifically, the efficiency improvements gained from advances
in technology is a key issue to the airline industry and the success of the players within it.
The environment has been a significant area of change where airlines and businesses
have been able to adopt environmentally responsible business practices whilst still
looking after profits and revenue. Similarly technologies such as Doppler-VOR
Omnidirectional Radio Range systems (DVOR) has aided the air services sector to run
more efficiently which is key to its effectiveness in an industry that is rapidly evolving
and currently experiencing increasing levels of traffic. Safety and security is another
benefactor of advancements in technology as it allows more swift and safe screening
processes and baggage tracking, a task which is very labour intensive without the input
of technology. Also, with the innovations of technology has come the ability for airlines
to offer an enhanced standard level of service which has also been translated to the
adoption of more efficient business practices similar to those that have been adopted
within maintenance side of the aviation industry. The part technology has played in the
improvement of efficiency within the aviation sector has, and will continue to be, a
pivotal factor that will shape the path the industry will head down in the future.
26
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