AIR TRANSPORT

We live on a planet which is now more interconnected than at any time in history. In tandem with the great swathes of information that now swirl worldwide at the click of a mouse, vast movements of goods and people happen everyday in the skies above us; our globalised world has long been woven together by a web of flights, creating ever-expanding social and economic networks across the planet. Air transport lies at the heart of modern, globalised economies: a total of 2.5 billion passengers and approximately 50 million tones of freight are flown worldwide annually. The air transport industry directly employed over 5.5 million people in a broad range of positions, generating US$1.1 trillion in turnover and US$425 billion in value added A recent survey of local businesses about their views and use of the airport highlights, the many ways in which air transport benefits the economy. A recent survey showed that 80% of businesses canvassed use the airport to transport company personnel. Close to 60% use the airport to transport customers and business associates, and around 25% to ship, supplies in and products out. Around 55% agreed or strongly agreed that growth in the airport would automatically cause their business to grow.

But with every advantage there is a disadvantage. With the increasing air traffic around the world people have started asking questions that what price they really pay in terms of carbon emissions and noise. Others question whether improved consumer choice always benefits local producers in developing countries. Pakistan has a well-known setup of civil aviation authority which is controlling the air traffic in the region.

MARKET
The business of making and selling commercial airliners is not for the diffident or faint of heart. It is remarkably dicult and, by anyones standard, intensely competitive. What really sets the commercial airplane business apart is the enormity of the risks as well as the costs that must be accepted; they create an array of obstacles to protability , hence viability, which discourages all but the bold and committed. And while the fee for entering the competition is

injuriously high, the process itself is exciting and the rewards, if attainable, are high. Hence, many have tried, only few successful. The market for aircraft is typically divided into two product categories: narrow-body and wide-body aircraft. Narrow-body aircraft are single aisle, short-range aircraft (up to 6,000 km) that typically carry between 100 to 200 passengers. The leading aircraft in this category are the Boeing 737, the Boeing 757, and the Airbus A-320. Widebody aircraft are double aisle, medium to long-range aircraft (up to 14,000 km) that can carry between 200 to 450 passengers. The leading aircraft in this category are the Boeing 747, the Boeing 777, and the Airbus A-300. The above remarks apply particularly well to the wide-body aircraft industry, a relatively new industry segment that dates back to the 1960s.

Air travel market recovering

Passenger air traffic rose 8 percent in 2010, after declining about 2 percent in 2009. The persistent resilience of air travel is expected to sustain 6 percent growth in 2011 and keep the growth rate at or above the historical trend through the middle of the decade.

Shape of the market

The long-range forecast for 2011 anticipates delivery of 33,500 new airplanes over the next 20 years, valued at more than $4.0 trillion. Looking back at our forecasts over the past 10 years reveals that our projections for long-term market growth tend to be conservative, compared to actual industry performance.

Pakistan aviation industry

The Pakistan aviation industry was started up when Orient Airways merged with Pakistan International Airlines Corporation (PIAC) to become the national flag carrier of Pakistan called Pakistan (PIA). PIA remained the only operator for many years after its creation, but soon private airlines arrived at the scene to compete with the national flag carrier as conditions of the country stabilized. Current airlines of Pakistan are Airblue Pakistan International Airlines Shaheen Air International

Precision Engineering Complex

Precision engineering complex is one of the most prestige departments of Pakistan International Airlines (PIA). The Precision Engineering Complex (PEC), PIA's youngest division to manufacture products for the commercial aviation industry. The purpose of making such organization was to produce parts of aircraft for aviation industry. Today, PEC is a world class manufacturing facility having the best machinery and technology and an exceptional team of engineers and technicians. PEC is a reliable supplier of Boeing Commercial Airplane Group USA Daimler-Benz Aerospace Airbus Hamburg, Pakistan Air force (PAF). SNECMA France, General Electric, Aircraft Engines USA Fisher Advanced Composite Components (FACC) Austria Pakistan navy Pakistan Army

Pakistan Defense

PAKISTAN AERONAUTICAL COMPLEX (PAC)

The Pakistan Aeronautical Complex (commonly abbreviated PAC) is a facility used to service, assemble and manufacture aircraft for the Pakistani Armed Forces. Located at Kamra, in the Punjab province of Pakistan, it is the world's seventh largest assembly plant. Some of the products manufactured by PAC are JF-17 Thunder MFI-17 Mushshak MFI-395 Super Mushshak K-8 Karakorum (also known as Hongdu JL-8) F-16 Fighting Falcon Dassault Mirage III

Dassault Mirage V These industries provide the services in the following fields.

CAD/ CAM and Machine Shop Quality Assurance Maintenance Optics Investment Casting Plant Planning and production Control Research and Development (R&D) Printed Circuit Boards (PCB)

AIRBUS Vs BOEING
For many years now, the rivalry between airbus and Boeing is intense. As a engineer, we need to design an aircraft which would be lighter in weight, costs less fuel consumption, has greater strength, should be able to bear the changing environment, be able to fly at high altitudes and lastly it should be durable (can work for the industry for many years).we as designers are aiming to design such an aircraft.

One of the recurring trade disputes between the United States and Europe concerns the rivalry between Airbus and Boeing in the market for wide-body aircraft. Airbus first began production of aircraft in the early 1970s with substantial financial assistance from European governments. As Airbus succeeded in making inroads into many of Boeings markets, Boeing alleged that Airbus benefited from unfair subsidies and has pressured U.S. trade authorities to counteract Europes financial support. As a result, the United States and European Community signed an agreement on trade in civil aircraft in 1992 that limited government subsides for aircraft production. This agreement, however, has come under new strain as Airbus introduces the A380 super jumbo aircraft designed to compete directly against the Boeing 747.

Airbus had higher deliveries during 2003-2009, but fell slightly short of Boeing's deliveries overall, delivering 3,810 aircraft in comparison to Boeing's 3,950. each company regularly accuses the other of receiving unfair state aid from their respective governments. Competition in the wide-bodied aircraft industry has attracted attention not just because of the controversy surrounding the Airbus subsidies, but because of the industrys unusual market structure, in which economies of scale are enormous relative to market demand.

Airbus A380 vs Boeing 747

The wide-body Boeing 747-8, the latest modification of Boeing's largest airliner, is notably in direct competition on long-haul routes with the A380, a fulllength double-deck aircraft now in service Boeing's advertising claims the 747-8I to have over 10% lighter per seat and 11% less fuel consumption per passenger with a trip-cost reduction of 21% and a seat-mile cost reduction of more than 6% compared to the A380. n order to counter the perceived strength of the 747-8I, from 2012 Airbus will offer, as an option, improved maximum take-off weight allowing for a better payload/range performance As of April 2009 no airline has canceled an order for the passenger version of the A380. Boeing currently has only two commercial airline orders for the 747-8I: Lufthansa (20) and Korean Air Lines (5). The chart, based on analysis and forecasts by Flightglobal Insight from ACAS database, shows the steepest climb for Airbus narrowbodies, virtually doubling in number from 214 in 2010 to 432 by 2015, and evening out at around 500 aircraft by the turn of the decade