General Aviation. Specialty Shops: (a) Aircraft Instrument Repair and Accessories Shop is a person, firm, or corporation engaged in the aircraft instrumentation business, limited to the sale and service, repairs, installation of new and/or used aircraft instruments.
General Aviation. The term General Aviation (GA) describes any aircraft not operating to a specific and published schedule. This does not refer to a specific type of aircraft, but to the use to which the aircraft are put. OFFICIAL
General Aviation. All civil aviation non-commercial and commercial operations, not operated by airlines , and typically operating at General Aviation Airports at a Fixed Base Operator’s (FBO) facility. Ground Support Equipment (GSE): Support equipment used to service aircraft between flights, typically involving ground power operations, aircraft movements, and loading operations for both cargo and passengers.
General Aviation. General Aviation shall mean all business, private, recreational, educational, and agricultural aeronautical activities but shall specifically exclude commercial cargo and passenger air carrier services performed pursuant to Federal Aviation Regulations.
General Aviation. How can the process for charging General Aviation (GA) aircraft be improved? Should the $500 threshold be reviewed? Question 13: Risk Sharing Are current LTPA risk sharing arrangements still appropriate? Question 14: Stranded Assets What is the most appropriate mechanism for Airservices to recover regulated mandated investments that become stranded? What are the efficiency and equity implications of the four presented charging options, having regard to users’ sensitivity to price changes and the need to avoid unwanted market distortions as a consequence of assets becoming stranded? What is your view on the appropriate timeframe for cost recovery under the four options presented in relation to stranded assets? Are there any other alternate charging arrangements which would deliver a preferable pricing outcome when assets become stranded? Pricing Challenge Airservices pricing objectives Airservices costs are significantly influenced by the highly regulated environment within which it operates. In this operating environment the Civil Aviation Safety Authority (CASA) sets the criteria for the establishment and operation of services through a combination of hard quantitative triggers, qualitative risk assessments and standards to be adopted in the ongoing provision of services. These regulatory criteria are applied nationally and determine service offerings across metropolitan, regional and remote locations. Airservices delivers these services to a broad customer base, ranging from large international airlines operating large aircraft over long distances, to domestic and regional airlines operating a diverse fleet on diverse city pair routes, and through to small aircraft undertaking general aviation training and recreational flying. The challenge for Airservices in a price setting context is to meet its service obligations through a charging arrangement that encourages economically efficient resource decisions whilst mitigating against localised economic distortions that may result where prices for particular services or segments of the industry become unaffordable. To establish a new Long Tem Pricing Agreement (LTPA) consideration needs to be given to the principles on which charges are to be based and the determination of charging structures and mechanisms which best align to those pricing principles. Airservices pricing principles which have underpinned the previous two LTPAs are that: Prices should have a relationship to the cost of providing services. ...
General Aviation. How can the process for charging General Aviation (GA) aircraft be improved? Should the $500 threshold be reviewed? How we share risks: Current Risk Sharing arrangements The current LTPA incorporates risk sharing arrangements to allow for a review of prices or a rebate of excess revenues where capital expenditure, the cost impact of new regulations or traffic volumes move outside agreed upper and lower limits. Under the current agreement prices can be reviewed and adjusted if: • aggregate activity levels deviate above or below LTPA forecast levels by 5% or more in a financial year; • actual capex as a result of revised priorities and/or timing differs from the LTPA forecast level by 20% or more within a single year, or by 10% cumulatively (i.e. less than a 90% performance against program); and • new regulatory requirements call for a change in service levels that result in a net change in costs. Risk is not shared for cost and subsequently this incentivises Airservices to contain cost growth in order to maintain cost recovery and the retention of funds to invest in new capital assets. When sharing activity risk, it is important to understand that the arrangements do not provide for an automatic adjustment to prices and is not carried out by adjusting prices at each airport to reflect variations from forecast volumes at that airport. Rather, any adjustment would only be triggered by the percentage change in aggregate volumes at all airports. In effect, the adjustment ensures that Airservices Australia’s total revenues do not vary materially from estimates of its total costs as a result of volume forecasting errors. The adjustment does not ensure that revenues at each airport do not vary significantly from estimates of costs at that airport. A consequence of the current arrangements is that (airlines landing at) individual airports face the risk that errors in the volume forecast for the location will not be reflected in price changes until the beginning of the next regulatory price review. The development of a new LTPA will need to consider whether these risk sharing parameters remain appropriate. Question 13: Risk Sharing Are current LTPA risk sharing arrangements still appropriate? Asset Stranding In addition to these factors, the recent rise in traffic growth at remote and regional locations off the back of the mining boom has raised the risk of assets being implemented to meet prescriptive regulatory requirements in the short term only to find the need ...
General Aviation. General aviation includes such diverse activities as transportation of personnel and cargo by privately owned aircraft, air taxi, agricultural flying, etc. The various types of aircraft comprising the general aviation fleet range from single engine aircraft to multi- engine turbo jet and helicopters. Initially the general aviation aircraft will use the cargo terminal apron and general aviation passengers will use the main passenger terminal facilities. SCHEDULE 3: PART 1 – AIRPORT ACTIVITIES Airport Activities include the following services, facilities and equipment: Airside facility Airfield pavements (runway, apron and taxiway system) Airfield ground lighting Airside and perimeter security including access control and patrolling Taxiways including one emergency take off runway/parallel taxiway Apron control and allocation of aircraft stands Arrivals concourses Bird scaring Emergency services Crash, rescue and fire service Flight catering services General aviation ground handling General aviation facilities Ground handling services Ground handling equipment Ground power for aircraft Cargo terminal Cargo handling and cargo terminal operations, custodial services Aircraft cleaning services Aircraft fuelling services Hangars and aircraft maintenance services Pre-conditioned air for aircraft Pavement surface water drainage Guidance systems and marshalling Airside / landside / terminal facilities Facilities for the disabled and other special needs people Check-in counters Cleaning, lighting, cooling and air conditioning of public and office areas Customs and immigration halls Baggage systems including outbound and reclaim Flight information and public-address systems Information desks and staffing Bus lounge for servicing remote stands Staircases, lifts and escalators Passenger boarding bridges (aerobridges) Lost property Noise insulation and sound proofing Passenger and hand baggage search Piers and gate rooms Policing and general security Prayer rooms Scheduling committee support Signage for easy orientation of passengers Staff entries with search and security facilities Toilets and nursing mothers' rooms X-Ray service for carry on and checked-in luggage Airline lounges Banks / ATM / Bureaux de Change Business centre Duty free sales in international section Hotel reservation services Restaurants, bars and other refreshment facilities Special assistance services Tourist information services Travel agency Messenger services VIP lounges Infrastructure and utili...
General Aviation. (GA) ASI SME for air race—Operations.
General Aviation. (GA). The classification of Airport uses involving either non- aeronautical commercial aircraft and uses, or aeronautical commercial aircraft and uses under FAR Part 91 and 135 that do not provide scheduled service or require an FAA Certificate of Public Necessity.
General Aviation. Same answer to question 10.
