Aviation Industry in Bangladesh:

Prospects and Challenges

January 06, 2008

To

Mr. Iftekhar Amin Chowdhury

Department of Business and Economic

Daffodil International University

Dhaka-1207

Letter of transmittal

Dear Sir:

It is great pleasure for me to submit my report on the topic “Aviation Industry in Bangladesh:

Prospects and Challenges”. To make this report up to the standard I tried my best to fulfill the

requirements, by implementing the knowledge I have gathered from you.

Thank you, very much for providing me this type of opportunity and guidance needed for

preparing this report.

I express from my heart full gratitude to you to go through this report. I hope this report will

fulfill your expectation towards me.

Sincerely,

MOHAMMAD KHAIRUL HASAN

B.Com (Hon’s) 4th Batch

ID # 042-18-440

ACKNOWLEDGEMENT

I am grateful to Mr. Iftekhar Amin Chowdhury, Senior lecturer, Department of Business

Administration of Daffodil International University for all the help, and information. As an

apprentice to the subject, I tried to give my best in preparing this report. I left no stone unturned

to fulfil all the requirements to make this report up to the standard. I am also grateful to Mr.

Iftekhar Amin Chowdhury for giving us the opportunity to prepare the report on this topic. So

my heartiest gratitude and thanks to Mr. Iftekhar Amin Chowdhury.

EXECUTIVE SUMMERY

Daffodil International University has started its operation from 2002. Since its establishment, it

has improved its rating within a very short time. Now it is holding 4 th position in the rating of

private universities. Number of its student is increasing very quickly. It has spread out new

campuses over the few years.

This report is prepared based on aviation industry of Bangladesh. I have collected required

information by face-to-face interview of from CAAB, from Magazine, Newspapers, Web and so

on.

In my report, I have discussed in a wide range from theoretical perspective of Aviation industry

in Bangladesh especially about Prospects and its challenges, its functions and technical

procedures. I have also discussed about findings from the interview and some recommendation is

given in the later part of the report.

From the very beginning of my report, I tried to make this simple for better understanding. I tried

to compare from theoretical perspective and its technical side in the practical field of operation.

INDEX

Serial no Topic Page no.

--------------------------------------- Introduction-------------------------------- 04

--------------------------------------- AIS ------------------------------------------04

--------------------------------------- Function of AIS ---------------------------04

--------------------------------------- Transaction processing--------------------05

--------------------------------------- AIS practice in DIU-----------------------07

--------------------------------------- Findings-------------------------------------09

--------------------------------------- Recommendation--------------------------10

--------------------------------------- Conclusion----------------------------------11

--------------------------------------- Appendix------------------------------------11

AVIATION INDUSTRY IN BANGLADESH:

PROSPECTS AND CHALLENGES

Submitted To :

MR. IFTEKHAR AMIN CHOWDHURY

Sr. Lecturer

Department of Business and Economic

Daffodil International University

Submitted By:

MOHAMMAD KHAIRUL HASAN

ID# 042-18-440, 4th Batch

B.Com (Hon’s) Program

DAFFODIL INTERNATIONAL UNIVERSITY

Submission Date: January 06, 2008

HISTORY OF AVIATION IN BANGLADESH

The History of Aviation in Bangladesh began with kites, the traditional heavier-than-air man-

made object that is flown by one or more people while staying on the ground. The first recorded

manned flight was arranged by the Dhaka Nawab Family in 1882, which resulted in the death of

the flyer.

Jenny Rumary van Tassel accompanied her balloonist daughter

Jeanette Van Tassel when she died in an attempt at the first

manned flight in Bangladesh in 1882

Jeanette Van Tassel, a young balloonist from the United States,

was hired by the then incumbent Nawab Khwaja Ahsanullah. She

was a member of a family troupe of professional balloonists and

arrived with her mother, Jenny Rumary Van Tassel. At 6.20pm on

the 16th March 1892, she set off to fly from the southern bank of

the River Buriganga to the roof of Ahsan Manzil, lying across the

river. But a gusting wind carried her off to the gardens of Shahbag,

where her balloon became stuck in a tree. She was killed in her fall to the ground, and lies

interned in the Christian graveyard at Narinda, Dhaka.

WORLD WAR II

Modern aviation in Bangladesh began when the British Raj built a military airstrip in Tejgaon

during World War II to fly warplanes towards the battle fields of Kohima and war theaters in

Burma. Other airstrips were built in Comilla, Feni, Chittagong, Cox's Bazar, Chakaria, Sylhet,

Jessore, Rajshahi and Lalmonirhat.

In August 1943, a South Asia Command was formed under Admiral Mountbatten, including the

RAF Third Tactical Air Force (Third TAF), which launched the second Burma Campaign against

the Empire of Japan in the December that year. The Royal Indian Airforce (RIAF), Indian part of

the Royal Air Force played a crucial role by providing tactical reconnaissance and extensive

close support to the army when a British Corps started advancing down the Arakan coast in

January 1944.

In November 1943, 6 Squadron and later 8 Squadron were moved to Cox's Bazaar. By the end of

February 1944, No 6 Squadron pilots had completed over 1,000 operational sorties, averaging 6

sorties a day per pilot, a record for the entire the Third TAF. Towards the end of March 1944, 4

Squadron joined the operations when it was moved first to Feni airfield, and then to Comilla in

June to replace 6 Squadron.

In May, 9 Squadron was moved to Comilla after a brief spell of tactical reconnaissance duties

supporting the battles of Imphal and Kohima. During August 1944, the two squadrons carried out

intensive bombing of enemy positions in the Sangu river valley, specially for three consecutive

days in Labawa to support an offensive by 81 Division to expel the Japanese from the area. By

the end of December 1944, 10 Squadron had also been moved into the operational area at Ramu.

With the fall of Rangoon on 3rd May 1945, the operations in Burma were reduced to mopping up

of small pockets of resistance. By the end of June most of the lAF's squadrons were withdrawn,

leaving only 8 Squadron to assist in the mopping up.

CIVIL AVIATION:

When the war was over, the colonial government decided to build the Tejgaon Airport along

with a landing strip at Kurmitola to meet the needs of a Royal Indian Air Force (RIAF) station in

Dhaka. In 1946, the Mirza Ahmad Ispahani and his partners formed an airline - Orient Airways -

which soon started using the airport as a civil airport.Shifting its base from Kolkata to Karachi

when Pakistan was born, Orient Airways started DC-3 flights from Karachi to Dhaka on 7 June

1954, forming a critical connection between the capitals of geographically separated East and

West Pakistan. On March 11 1955, Orient Airways merged with the government's proposed

airline, becoming Pakistan International Airlines Corporation, later rechristened as Pakistan

International Airlines (PIA).

The Eastern Pakistan Flying Club was established in 1948. By 1960, British Airways and Pan

American Airways had started operating flights out of Dhaka, PIA had started operating Boeing

jet services, and new airports had been constructed at Jessore, Chittagong, Thakurgaon, Ishwardi,

and Comilla. During the 1962 Sino-Indian War, services to East Pakistan (now Bangladesh)

were proving to be difficult, therefore PIA placed their Sikorsky S-61 helicopters on these routes

until 1966 when conditions improved. In the 1971 war, PIA aided the Pakistan Army by

transporting soldiers to East Pakistan in the Indo-Pakistani War of 1971 and lost a couple of its

aircraft to Indian Air Force fighters. Between 10 and 13 March, immediately before the war

started, Pakistan International Airlines cancelled all their international routes to urgently fly

"Government Passengers" to Dhaka. These "Government Passengers" were almost all Pakistani

soldiers in civilian dress.

LIBERATION WAR

Destroyed hangars of Tejgaon airfield, pictured after the Surrender of Dhaka. During the

1971 Liberation War of Bangladesh Indian Air Force (IAF) and the Pakistan Air Force (PAF)

fought had extensive engagements in the sky over Bangladesh. The first engagement was on 22

November over the Salient of Boyra in West Bengal.

In the process Tejgaon

Airport suffered extensive damage.

Then, on the night of 3 December 1971, Canberra bombers of Eastern Air Command

struck Tejgaon, which was guarded by PAF No. 14 squadron equipped with Sabre jets which

lacked night fighting capability. By the morning of 4 December, strike missions against Tejgaon

were assigned to 11 IAF squadrons, including Hunters of the No. 7 Squadron, No. 14 Squadron,

No. 17 Squadron and No. 37 Squadron of IAF, as well as Su-7s of No. 221 Squadron and MiG-

21s of No. 28 Squadron.

Bir Sreshtho Matiur

Rahman

Throughout 4 and 5 December, IAF concentrated in attacking the aircraft on the ground.

But, it failed to cause significant damage to the PAF assets in well-dispersed and camouflaged

locations. By the evening of 5 December, the IAF changed tactics. On the morning of 6

December four MiG-21s (No. 28 Sqn), flying from Gauhati hit Tejgaon with 1000lber, scoring

several hits on the runway. Kurmitola was attacked on the morning of 7 December, when Mig-

21s of No. 28 Sqn again hit the runway. No. 7 Sqn was pulled out of the eastern ops on the 6

December to help the Indian Army in the west. Repeated attack by MiG-21s and Hunters of No.

14 and No.28 however, kept the runway cratered. The IAF assault effectively grounded the PAF

in by 7 December, and No. 14 Squadron was taken out of the war. The IAF also bombed other

airfields including the abandoned WWII airfields of Comilla, Lalmanirhat and Shamsher Nagar

through the war, denying their use to PAF.

On August 20, 1971 Flight Lieutenant Matiur Rahman attempted to pilot a T-33 trainer from

Karachi, Pakistan to India in order to defect from the Pakistan Air Force and join the liberation

movement of Bangladesh. However, Matiur could not take the plane out of Pakistani territory, as

reportedly, Pilot Officer Rashid Minhas, the other pilot in the plane, forced it to crash in Thatta, a

place near the Indian border. Matiur was awarded Bir Sreshtho and Minhas was awarded Nishan-

E-Haider, respectively the highest military honors in Bangladesh and Pakistan, and both has air

bases named after them, respectively in Jessore and Kamra.

POST-INDEPENDENCE OF BANGLADESH

Bangladesh Air Force:

Bangladesh Air Force was formed at Dimapur, Nagaland, India on 28 September 1971 under the

command of Air Commodore AK Khondakar. At that time, the embryo of Bangladesh Air Force

(BAF) was formed as 'Kilo Flight' to assist the Mukti Bahini (Freedom Fighters). Initially, 'Kilo

Flight' consisted of 3 aircraft (given by Indian Air Force), 09 officers and 47 airmen. Squadron

Leader Sultan Mahmud (retired as Air Vice Marshal and Chief of the Air Staff of BAF) was

appointed as the commander of the 'Kilo Flight'. After having some basic training on air to

ground weapon delivery, 'Kilo Flight' successfully, bombed Fuel storage in Chittagong and

Narayangonj area and thus the journey of BAF had commenced. During the last phase of the

Bangladesh Liberation War, the newly formed Bangladesh Air Force carried out 12 successful

attack missions over Pakistani targets.

After liberation in 1971, the Bangladesh Air Force received equipment from the Soviet Union

and the People's Republic of China, a clutch of MiG-21s, An-24s, An-26s, and Mi-4 helicopters.

In 1995, the Bangladesh Air Force made its largest purchase from the U.S to date in the form of

12 T-37 jet trainers. More recently, Bangladesh procured four C-130B Hercules transport aircraft

(from old US Air Force stock).

HISTORICAL BACKGROUND OF CIVIL AVIATION OF BANGLADESH:

In the year 1985, the Government of the People’s Republic of Bangladesh formed Civil Aviation

Authority, Bangladesh (CAAB) vide Ordinance No. XXXVIII of 1985, titled The Civil Aviation

Authority Ordinance, 1985.

Department of Civil Aviation (DCA):

In the year 1947, Department of Civil Aviation of Pakistan formed. This department had been

doing management and operations of civil aviation in this portion of the country named East

Pakistan till 1971. After the liberation war of 1971, Department of Civil Aviation (DCA) started

its journey almost from scratch. Because during the nine-month long bloody war for

independence the aviation infrastructure was badly damaged due to bombardments by Allied

Forces over the main airports in order to disable Pakistan Forces. DCA of Bangladesh inherited

the assets and property left over by the erstwhile DCA of the Pakistan. Aviation activities in

independent Bangladesh started in the last week of December 1971 under the Ministry of

Defence.

Airports Development Agency (ADA):

There was another organization, a limited company named Airports Development Agency

(ADA), which was working from Pakistan period. It formed in the year 1965, its functions were

to construct aerodromes and airports, and to perform all required electrical, and mechanical

engineering works for DCA. It was essentially an engineering organization in nature.

Problems in Management:

There had been bureaucratic and administrative problems not befitting civil aviation

management. DCA was a pure Government organization and on the other hand, ADA was a

company. The making of decisions and there implementations by DCA suffered from

bureaucratic complexities resulting in lengthy processes as it was a Government organization.

The functions of ADA were essentially related to the DCA functions but DCA did not have

administrative control over it. The International Civil Aviation Organization (ICAO), an agency

organization of the UN for formulation and co-ordination of aviation procedures and activities

worldwide, had been recommending converting the DCA to a more independent authority

reducing Government’s control over its activities.

1982: DCA and ADA merged into a Civil Aviation Authority:

In the year 1982, the DCA and the ADA were merged together to form a compact organization

and was named as Civil Aviation Authority vide Ordinance No. XXVII of 1982 titled the Civil

Aviation Authority Ordinance, 1982 promulgated by the Government. This Authority was vested

with more power regarding organizational management, but the Government reserved the power

regarding financial management. This arrangement did not serve the purpose well.

1985: Civil Aviation Authority of Bangladesh:

In the year 1985, the present Civil Aviation Authority came into existence as a body corporate

with full managerial power, both regarding organizational and financial, vested with it vide

Ordinance, 1985. This ordinance repealed the Ordinance, 82 and dissolved the previously

constituted Civil Aviation Authority transferring all its establishment, assets and liabilities to the

new Authority.

AIRPORT DEVELOPMENT HISTORY:

I n t r o d u c t i o n :

It is not possible for aircrafts to take-off and land if aerodromes do not exist. Similarly, air

transportation is not possible if airports do not exist. So a suitable infrastructure based on ground

is required prior to any endeavour for aviation or air transportation. CAAB is in perpetual pursuit

in studying, planning, developing and expending aviation infrastructure through out the country

so that air transportation sector continually meets demand of the nation and time adequately.

The infrastructure required to make aviation possible is built up with two kinds of engineering

works. One is associated with the physical-structural constructions, like that of terminal

buildings, runways, tarmacs etc.

The other of the two kinds is the radio communication and electronic engineering works related

with installation of radio communication, air navigation and surveillance systems etc.

Rebuilding: Right after Liberation:

During the nine-month long liberation war in 1971, the entire aviation infrastructure of the

country was severely damaged. The Department of Civil Aviation (DCA) and the Airports

Development Agency (ADA), together hand in hand with all their past experience and patriotic

enthusiasm, reconstructed and repaired the airports at Tejgaon (Dhaka), Chittagong, Sylhet,

Jessore, Ishurdi, and Cox’s Bazar within amazingly short period of time that facilitated post

liberation relief operations and enabled civil air transportation to re-commence.

 

Tejgaon Airport, Dhaka:

Tejgoan Airport had been the only international airport of the country until Zia was

commissioned. In addition to the post liberation reconstruction woks, the runway of this airport

was re-carpeted in 1976, along with an apron for Boeing operation. In the same year, the

terminal building was extended to meet the increased demand for more office space. By the year

1983 the aeronautical and navigation equipment along with the office establishments were

shifted to Zia International Airport at Kurmitola.

Zia International Airport, Dhaka:

Cargo village:

The old cargo complex had been insufficient for long. As Zia plays the most vital role in cargo

transportation, increasing the cargo handling capacity of the airport was inevitable. To comply

with the demand, CAAB took a project of constructing a giant cargo village with a terminal

and a separate building for associated office works. By the year 2000, the construction work of

the village having a floor-area of two hundred thousand square feet was complete. Afterward,

the complex was handed over to Bangladesh Biman Corporation for management of cargo

operations.

Multi-storied car park :

Recently a multi-storied car park has been constructed at the north side of the old car park in

front of the terminal building. Presently, with three layers, capacity of the park is 500 cars. It

was opened for public on 24th August, 2002. Another layer shall be constructed in the future

which shall increase the capacity to 600 cars.

Renovation of Departure Floor:

In order to facilitate departing passengers, the Departure Floor of the terminal building under

went a complete renovation and refurbishment. Check-in counters and immigration desks were

smartened up turning it into more aesthetic in fashion and efficient in work. Bangladesh Biman

equipped the check-in counters with a computer network called CUTE (Common User

Terminal Equipment).

Extension of Terminal Building:

Zia International Airport had been failing to cope up with the increasing number of flights and

passengers. To expand the cargo handling capacity, a cargo village was constructed. Then in

order to increase the passenger handling capacity, the terminal building has been extended, in 2

phases, 1.5 times the older one. In the 1st phase, the ground floor and in the 2nd phase, the 1st,

2nd and mezzanine floors were constructed. Zia’s passenger handling capacity now therefore

raised to 8 million per year, almost 2 times the previous capacity, and we expect that this

airport will go on meeting well the needs for further 20 years or more.

Shah Amnat  International Airport, Chittagong:

Shah Amanat International Airport is the

second greatest airport of Bangladesh. It was

constructed in early 1940s. The major

development works after liberation follow.

1977-78 In order to facilitate Boeing720 operations, the runway was extended by 762

meters to have a 3048 meter long one.

1984-85 To increase PCN of the runway, it was carpeted with macadam and bitumen

concrete.

1991-92 Terminal building was repaired and extended since it was damaged by the

storm of 29th April 1991 and also to increase and develop the standard of

passenger services.

1996 The Governments of Japan and Bangladesh signed an agreement for

financial and technical assistance to develop the airport to a modern

international airport.

1998-00 The airport was under gone the development project known as Chittagong

Airport Development Project assisted by Japan as the agreement. A new

terminal building was constructed along with installation of new

aeronautical and passenger service equipment. The architectural and

environmental beauty and grandeur of the airport is noteworthy.

Osmani International Airport, Sylhet:

In the 80s, a project was taken in hand for development of the airport and the work was

completed in the year 1986. Works done under the project:

Terminal building construction,

Installation of Navigation Aids.

Construction of runway pavement.

Development of Taxiways and aprons.

In last few years ago, Re-carpeting and extension of runway (to 8500 ft) was done in order to

enable wide bodied aircraft operation. The airport was declared as an international airport. An

ILS with Landing DME was installed in the last few years ago.

Other Airports:

1982 Runway extension at Jessore airport.

1993 Runway extension at Cox’s Bazar airport.

1994 Runway extension at Rajshahi airport

1994 Runway extension at Saidpur airport.

CIVIL AVIATION AUTHORITY, BANGLADESH

ORGANIZATION: ‘THE BOARD’

Civil Aviation Authority, Bangladesh is a public service enterprise and a body corporate. It

functions under the Ministry of Civil Aviation and Tourism. The Authority is run by a Board

with a Chairman and six other Members. Management of administration, finance and operations

of the Authority all vest in the Board. The organization was formed in 1985 vide Ordinance No.

XXXVIII of 1985, titled The Civil Aviation Authority Ordinance, 1985.

CAAB has an approved establishment of a total of 3769 posts where 392 are of officers and the

rest 3377 are of staff. Moreover, a total of 915 skilled and unskilled daily-basis (no work no pay)

temporary employees are also working. Besides permanent and temporary employees of CAAB

a few senior officers come on deputation from the Bangladesh Air Force and the Civil Service.

THE BOARD:

Civil Aviation Authority is run by a Board. The Board consists of seven Members with a

Chairman. They all are appointed by the Government. Presently, the Members of the Board are:

Chairman,

Member (Operation & Planning), CAAB

Member (Finance), CAAB

Member (Administration), CAAB

Chief Engineer, CAAB

Joint Secretary, Ministry of Civil Aviation & Tourism

Director (ATS), Bangladesh Air Force

CHAIRMAN:

The Chairman of the Board is a full time officer and the chief executive of Civil Aviation

Authority responsible for the efficient management and proper administration of the affairs of

the Authority. In the absence of the Chairman, the Member (operation and Planning) acts as the

Chairman of the Authority.

MEMBER (OPS and PLAN):

The main-stream activities, directly related to aviation such as air traffic services,

communication operation and engineering, flight safety and regulation, planning and training etc.

are done under a Member designated as Member (Operation and Planning). He is a full time

Member in the organization. This branch covers the greatest volume of the total activities of

CAAB with about 75% of its manpower. All international and domestic airports in the country

work under Member (Operation and Planning). Each airport has its own manpower for ATS,

Communication, Security, Fire along with Administration and Accounts. They are controlled by

the respective Airport Manager who is responsible to the Member (Operation and Planning).

MEMBER (FINANCE):

All activities related to finance, accounts, budget and audit in the organization are done

under a Member designated as Member (Finance). He is a full time Member in the organization.

Office of the Member (Finance) also has got one directorate headed by Director (Finance).

MEMBER (ADMINISTRATION):

All organizational administrative works, such as recruitment, transfer, promotion,

retirement of employees etc. in the organization, are done under a Member designated as

Member (Administration). He is a full time Member in the organization. Office of the Member

(Administration) has got one directorate which is headed by Director (Administration).

CHIEF ENGINEER:

The civil, electrical and mechanical engineering works in CAAB are performed under the

supervision of the Chief Engineer. Office of the Chief Engineer has three Circles. The Chief

Engineer of Civil Aviation Authority is a part time Member of the Board. But he is a regular

officer of the Authority as Chief Engineer

FUNCTIONS OF CIVIL AVIATION:

CAAB is a Public Service Enterprise and a Regulatory Body. As a Regulatory Body it

implements the rules, regulations and directives of the Government of the People's Republic of

Bangladesh and the standards and recommendations thereon of International Civil Aviation

Organization (ICAO). As per provisions laid down in Civil Aviation Ordinance 1960 and Civil

Aviation Rules 1984, this organization acts as the Aeronautical Authority of Bangladesh and

discharges the duties and responsibilities as laid down by ICAO.

FLEGHT RULES AND REGULATION : CONCERNING AIRPORT USE:

(Conditions governing the use of all

Government-owned aerodromes in Bangladesh.)

The conditions under which aircraft may land, be parked, housed or otherwise

dealt with at any of the government owned aerodromes in Bangladesh under the control of

the Civil Aviation Authority are given hereunder. The expression 'Government' used in these

conditions refers to the Governments of the People’s Republic of Bangladesh.

Liability will not be accepted by Government or by any servant or agent of or serving under

Government for any loss, damage, or injury by accident, fire, flood, tempest, explosion, or

any other cause to aircraft and its parts or accessories or things therein or for any loss,

damage or injury from whatever cause arising to passengers therein or any other person

(including pilots, engineers or other personnel of aircraft) landing at or departing from  or

accommodate at any aerodrome owned by Government or to any person coming to or

departing such an aerodrome, even if such loss, damage or injury is caused by or arises from

negligence on the part of any servant or agent of Government or any defect in the aerodrome

or any part of its equipment.

The use of any apparatus, such as tractors , cranes, chocks, mechanical starters, etc.

belonging to, or under the charge of Government, by the personnel of aircraft or any other

person making use of the aerodrome shall be entirely at the risk of the person using such

apparatus, and no liability will be accepted for any loss, damage or injury caused by, or

arising out of the use of any such apparatus (whether under the control of management of

any servant or agent of Government or otherwise) which may result in loss, damage or injury

to the user thereof, or to any other person or thing. The use of any such apparatus being

permitted on the express condition that Government shall be held indemnified by the user

and owned of any aircraft concerned (jointly and severally) against all claims, losses and

damages resulting from such use.

In the event of damage being done to Government property at a Government aerodrome by

any person making use of the aerodrome, such person and the owner of any aircraft

concerned will be jointly and severally liable for the damage.

The fees and charges for the landing, parking or housing of aircraft shall be those from time

to time published by the chairman, Civil Aviation Authority, Bangladesh. The fees and

charges for any supplies or services which may be furnished to the aircraft at any aerodrome

under the control of the Civil Aviation Authority by or on behalf of the Chairman, Civil

Aviation Authority shall unless it is otherwise agreed before such fees or charges are

incurred, be such reasonable fees and charges as may from time to time be determined by

the Airport Manager for that aerodrome. The fees and charges referred to in this paragraph

shall accrue from day to day and shall be payable to the Chairman, Civil Aviation Authority

on demand.

The Chairman, Civil Aviation Authority shall have a lien on the aircraft, its parts and

accessories, for such fees and charges as aforesaid.

If payment of such fees and charges is not made to the chairman, Civil Aviation Authority

within fourteen days after a latter demanding payment thereof, has been sent by post

addressed to the registered owner of the aircraft, the Chairman, Civil Aviation Authority

shall be entitled to sell, remove, destroy or otherwise dispose of the aircraft and any of its

parts and accessories, and to apply the proceeds from so doing to the payment of such fees

and charges.

LANDING MADE ELSEWHERE THAN AT ALTERNATE AIRPORT:

If landing is made elsewhere than at an international airport or designated alternate

airport, the Pilot-in-Command shall report the landing as soon as practicable to the Health,

Customs and Immigration authorities at the international airport at which the landing was

scheduled to take place. This notification may be made through a radio channel, if this

method of communication is available or by telegram.

THE PILOT-IN-COMMAND SHALL BE RESPONSIBLE FOR ENSURING THAT:

(a) if pratique has not been granted to the aircraft at the previous landing, contact

between other persons on the one hand and the passengers and crew on the other is avoided;

(b) that cargo, baggage and mail are not removed from the aircraft except as provided

below;

(c) any foodstuffs of overseas origin, or any plant material is not removed from the aircraft

except where local food is unobtainable. All food refuse including peelings, stones of fruits,

etc. must be collected and returned to the galley refuse container, the contents of which

should not be removed from the aircraft except for hygienic reasons, in which case they

must be destroyed by burning or deep burial.

TRAFFIC OF PERSONS AND VEHICLES ON AERODROMES:

(Demarcation of zones)

The grounds of each aerodrome are divide as follows:

(a) a public zone comprising the part of the aerodrome open to the public;

(b) a restricted areas comprising the rest of the aerodrome (excluding 'particular areas');

(c) 'particular areas' comprising ATS Unit, Communication Center, Hangars, Loading

Platforms, Custom Area, Runways, Taxiways, Parking Aprons, Passengers Lounges and

aircraft.

MOVEMENT OF PERSONS:

Access to the Restricted Area is authorized only under condition prescribed by the

chairman, Civil Aviation Authority.

The customs, Police and Health Inspection offices and the premises assigned to transit

traffic are normally accessible only to passengers, to staff of the public authorities and

airline authorized persons in pursuit of their duty.

The movement of persons having access to the restricted area of the aerodrome is subject to

the conditions prescribed by the air traffic regulations and by special rules laid down by the

person responsible for the management of the aerodrome.

MOVEMENT OF VEHICLES:

The movement of vehicles in the restricted/particular areas is strictly limited to

specially approved vehicles driven by persons carrying a apron driving permit issued by the

airport manager.

Drivers of vehicles, of whatever type, driving within the confines of the aerodrome must

respect the direction of the traffic, the traffic signs and the posted speed limits and generally

comply with the provisions of the highway code and instructions given by the competent

authorities.

POLICING AND GUARDING OF AIRCRAFT:

Care and protection of aircraft, vehicles, equipment and goods for which the

aerodrome facilities are used are not the responsibility of the State or any concessionaire,

who cannot be responsible for loss or damage, which is not incurred through action by them

or their agents.

Security Guards (Caretakers) are provided at all Government civil aerodromes. If a pilot

requires a Police Guard, he should apply to the local Police authorities and will have to pay

all expenses thereof. Police Guards will only be supplied when they can be spared from

other duties.

PHOTOGRAPHY:

No person shall take, cause, or permit to be taken from an aircraft owned by the Bangladesh

Government, a photograph of any area of the territories of Bangladesh.

No person shall be permitted to carry in any aircraft, other than an aircraft owned by the

Bangladesh Government, a loaded camera.

At the time of emplaning a person in possession a loaded camera shall unload it and deliver the

same to the pilot-in-Command of the aircraft who shall keep it for the duration of the flight in a

place inaccessible to such person during the flight and shall return the same to that person on

arrival at his destination.

CONDITIONS OF AVAILABILITY:

Civil aircraft are not permitted to land at any aerodrome not listed in the AIP Bangladesh except

in cases of extreme emergency or where special permission has been granted.

Request to operate outside the hours of operation at civil aerodromes in Bangladesh, should be

made to respective Airport Manager through FIC, Zia International Airport, Dhaka at least two

hours before airfields closure time.

During the monsoon, the side strips of Runways in Bangladesh become extremely soft. Pilot are

therefore warned and advised not to use these strips except in emergency.

LIMITATION ON THE USE OF AERODROMES:

Apron mass is restricted for aerodrome whose ACN is higher than corresponding runway PCN.

Airline operators are required to submit trim sheet of the flights to PFIU within shortest possible

time of flight departure. Restriction will remain valid until Runway condition is improved by

CAAB. In case flight has to be operated at higher ACN value, CAAB shall be approached for

prior approval.

Restricted to aircraft capable of maintaining two-way radio communication with Tower, unless

prior permission from the Tower has been obtained. Such permission will only be given in

extraordinary cases.

MAINTENANCE OF AERODROME MOVEMENT AREAS:

RESPONSIBILITY:

The relevant airport authority is responsible for maintaining the aerodrome in a satisfactory

condition for flight operations and for assessing and reporting on runway conditions.

CLEARANCE PRIORITIES:

The following priorities have been established for the clearance of movement areas:

(a) Runway-in-use, run-up area, aprons and appropriate taxiways

(b) Dependent on circumstances, other runway and taxiways.

Dissemination of information on runway’s affected by standing water. If a runway is affected by

standing water at any time during the approach of an aircraft for landing, the depth and location

of such standing water is notified by the aerodrome authority direct to ATS for transmission to

the aircraft. If the duration of the phenomenon is likely to persist, and the information requires a

wider distribution, a NOTAM is issued.

FLIGHT SAFETY AND REGULATION:

1. Registration of aircraft: CAAB maintains register for all Bangladesh aircraft. Such

registration is a prerequisite for a Bangladesh aircraft to start operations.

2. Certification of Air-worthiness: In order to ensure flight safety, airworthiness of aircraft

must be ensured first. An aircraft can be regarded as airworthy if it and its components conform

with design standards, are of approved type and are in sound operational condition. CAAB

regularly inspects the aircrafts registered in Bangladesh and issues/renews certificate of

airworthiness for the worthy aircrafts, and suspends/cancels such certificate of unworthy ones.

Without such certificate no aircraft should attempt to fly. In relation to such certification, CAAB

also continuously monitors all maintenance activities with Bangladesh aircrafts, approves

certificate for aircraft type and certificate for maintenance establishments, issues directions

regarding maintenance, approves design modification, repair and replacement of any component.

3. Personnel Licensing: Each personnel responsible for flight operations on board – pilot,

navigator, flight engineer, flight instructor, air traffic controller etc. – and aircraft maintenance

engineer on ground should have appropriate license proving his ability and skill before he

engages himself in respective job. CAAB tests and issues/renews licenses to the successful

applicants. No member of the aircrew and no maintenance engineer should engage in flying

operations and participate in maintenance works respectively without such license.

4. Bi-lateral Agreements: CAAB examines documents submitted by other countries in regard to

bilateral Air Services Agreements, negotiations and prepares brief for the Government. Any

foreign airline intending to operate scheduled flights in the country must be designated pursuant

to such Government level agreements.

5. Air Transport Service Authorization: CAAB issues/cancels license for Bangladeshi

enterprises of air transport services, and approves, revises if required, tariff including fares, rates,

charges, commissions, and terms and conditions associated with their business.

Airports of Entry (AOE)

Designated International Airports in Country

The categories of airports are:

M-Major

International airports of entry and departure where all formalities incident to Customs,

Immigration, Health and similar procedures are carried out, and which are open to scheduled

and non-scheduled flights.

R-Restricted

International airports of entry and departure at which the formalities incident to Customs,

Immigration, Health and similar procedures are made available on a restricted basis, to

flights with prior approval only.

A-Alternate:

International airports specified in the flight plan to which a flight may proceed when it

becomes inadvisable to land at the airport of intended landing.

N-Non-scheduled:

International airports at which approval may be granted, provided the prescribed prior notice

is given, for international non-scheduled flights only; no other form of international operation

is permitted.

E-External:

International airports of entry and departure for international air traffic located in an

administered territory, where all formalities incident to Customs, Immigration, Health and

similar procedures are available.

1. All private and non-scheduled commercial aircraft overlying or landing for commercial

or non-commercial purposes must obtain prior permission from the Chairman Civil

Aviation Authority, Government of the People's Republic of Bangladesh, Kurmitola,

Dhaka 1206, Bangladesh (TELEGRAPHIC ADDRESS: CIVILAIR DHAKA/TELEX:

NONE) at least 3 working days prior to departure. All requests must include:

       a. Name, nationality and address of operators.

       b. Type of aircraft, nationality and registration marks.

       c. Dates and times of arrival and departure.

       d. Places of embarkation or disembarkation abroad of passengers and cargo, as the case may

be.

       e. Purpose of flight.

       f. Number of passengers and type and amount of cargo.

       g. Name, address and business (if any).

       h. Complete route of flight.

i. Such other information as may be required by the Chairman.

     2. Passport, visa, and onward/return ticket required. Tourist/business visa requires 2

application forms, 2 photos, and $45 processing fee (bank draft or money order). Tourist should

also attach travel itinerary. Business visa requires letter of justification/financial guarantee from

the employer. Student visa requires financial guarantee certificate and letter from educational

institution. For longer stays and more information, consult the Embassy of the People’s Republic

of Bangladesh, 3510 International Drive, NW, Washington, DC 20008 (202/244-0183) or the

Bangladesh Mission in New York at (212/867-3434).

3. Non-scheduled commercial aircraft anticipating landing passengers or cargo

originating from Bangladesh may do so only with the prior approval of the Chairman of the Civil

Aviation Authority of Bangladesh. The application must be accompanied by a "No Objection

Certificate" from Bangladesh Biman, the National Carrier of Bangladesh

AIR TRAFFIC SERVICES:

4. CAAB provides air traffic control service to each aircraft flying in the national airspace

and moving on maneuvering areas of Bangladesh aerodromes in order to prevent collisions, and

to maintain expedite and orderly flow of air traffic.

5. CAAB establishes air routes, and flying, approaching and landing procedures for each route

and aerodrome belonging to the country.

6. CAAB makes all necessary arrangements for search and rescue operations in case of accident

or missing of any aircraft, and conducts investigations against accidents and unwanted incidents

related to aircrafts.

COMMUNICATION AND NAVIGATION:

7. CAAB makes provisions for facilities and services for aeronautical telecommunications and

air navigation in order to ensure safety, regularity and efficiency of aircraft operation.

AIRPORT AND ANTI-HIJACK SECURITY:

8. CAAB makes all necessary arrangements in order to ensure security to passengers and

aerodromes, and to detect, prevent penetration of terrorist activists on board from within national

territory.

FACILITATION OF PASSENGERS:

9. CAAB makes all necessary arrangements to establish and maintain all passenger services and

facilities at the terminal of Bangladesh airports. Arrangements for facilities, such as flight

information, public address, entertainments, comfortable room and environment for passengers

and their attendants are all accomplished by CAAB.

CONSTRUCTION AND MAINTENANCE OF AIRPORTS:

10. CAAB constructs, maintains and develops airports, aerodromes whenever and wherever are

required in order to expand the aviation infrastructure and air transportation network in the

country.

11. CAAB also provides operational accommodation to other organizations and agencies like

airlines, Customs, Immigration, Meteorology, Health, Police etc. at the airports.

DEVELOPMENT PLANNING

12. CAAB studies, evaluates and plans for development of the aviation infrastructure within the

country considering necessity and budget. It also maintains liaison with regional partners and

ICAO in relation to future development programs masterminded by ICAO.

13. CAAB takes all necessary steps for training of its operational officers and employees both in

country and abroad. It has already established the Civil Aviation Training Centre at Dhaka.

F l i g h t S a f e t y R e g u l a t i o n s : Aviation Security

I n t r o d u c t i o n :

The Council agreed to convene, at ICAO Headquarters, a high-level, ministerial conference on

aviation security on 19 and 20 February 2002 with the objectives of preventing, combating and

eradicating acts of terrorism involving civil aviation; strengthening ICAO`s role in the adoption

of security-related Standards and Recommendation Practices (SARPs) and procedures and the

audit of their implementation; and ensuring the necessary financial means for urgent action by

ICAO in the field of aviation security. Security was adopted by the Council on 7 December. It

will become effective on 15 April 2002 and applicable on 1 July 2002.

Civil Aviation Ordinance, 1960

The Civil Aviation Ordinance, 1960 (XXXII of 1960) was made to make better provisions for

the control of manufacture, possessions, use, operation, sale, import and export of aircraft, the

control and regulation of air transport services, and the control and development of aerodromes

in the country. It repealed the Aircraft Act, 1934 (XXII of 1934).

Aircraft (Removal of Danger to Safety) Ordinance, 1965

The Aircraft (Removal of Danger to Safety) Ordinance, 1965 (XII of 1965) was promulgated by

the Government in the year 1965. It deals with flight safety.

Civil Aviation Rules, 1984

The Civil Aviation Rules, 1984 was made and promulgated by the Government in exercise of the

powers conferred by sections 4, 5, 7 and 8 of the Civil Aviation Ordinance, 1960 (XXXII of

1960), section 10 of the Aircraft (Removal of Danger to Safety) Ordinance, 1965 (XII of 1965),

section 4 of the Telegraph Act, 1885 (XIII of 1885), and in suppression of the Aircraft Rules,

1937 and the Airport Obstruction Clearance Rules, 1981.

This set of rules elaborately dealt with personnel (pilot, flight engineer, air traffic controller,

aircraft maintenance engineer etc.) licensing, airworthiness requirements, operation of aircraft,

rules of the air, air transport services etc. Much of today’s operational responsibilities and

functions of CAAB are defined and formulated in this Rules.

COMMITTEE ON UNLAWFUL INTERFERENCE WITH INTERNATIONAL CIVIL

AVIATION AND ITS FACILITIES:

The twelfth meeting of the Aviation security Panel was urgently convened at ICAO

Headquarters from 5 to 9 November in order to strengthen aviation security following the tragic

events of 11 September.

AVIATION SECURITY MECHANISM:

In the light of the positive response from donor States, the Council decided to extend the

Mechanism for effective implementation of the SARPs until the end of 2004. Following the

tragic events of 11 September, the 33rd Session of the Assembly permanent involving all

Contracting States. Regional initiatives to improve States` aviation security (AVSEC) postures

include assistance in the development of AVSEC action security training centers and regional

AVSEC seminars promoting international cooperation. States, regional and national

organizations as well as the aviation industry were invited to participate in these initiatives

through the provision of expertise, foundation and contribution in kind. In this context, a

questionnaire was sent to all Contracting States in January in order to determine their willingness

to participate in a new from of the AVSEC Mechanism.

TECHNICAL AND LEGAL ASPECTS OF AVIATION SECURITY

The Council reviewed a summary of the report of the second session of the IETC held at ICAO

Headquarters from 14 to 15 December 2000 and approved the Commission’s recommendation to

amend the Technical Annex to the Convention on the marking of Plastic Explosives for the

Purpose of detection. The IETC formulated its proposal on the basis of technical work

accomplished by the Ad Hoc Group of Specialists on the Detection of Explosives, whose

findings and conclusions recommended the deletion of ortho-Mononitrotoluene from the list of

detection agents in the Technical Annex to the Convention.

In accordance with the Council decision, a letter was sent to States parties to the Convention,

proposing the amendment pursuant to Article VI, paragraph 4 of the Convention. Since the

proposed amendment was not objected to by any state the party within ninety days from the date

of notification of the amendment by the Council, the amendment was adopted.

Under civil aviation authority Bangladesh (CAAB) on 21-airline Companies running

their operation in Bangladesh. To see the future potential huge opportunity in this country many

airline company are going to connect with our aviation authority.

Among more than 21 Airline Company about 15 companies have open their regional office in

Bangladesh to continue this operation properly and accurately.

Under civil aviation authority of Bangladesh there are more than 21 airline companies (including

domestic airlines) from around the world doing there operation in Bangladesh included few are

native company.

NATIONAL AIRLINE’S HISTORY:

The first Bangladeshi commercial passenger airline, Biman Bangladesh Airlines, was

born in 1972 soon after the independence of Bangladesh. As the national flag carrier, Biman

operated as a monopoly for over two decades and was fully owned by the Bangladesh

government.Boeing 707 of Biman Bangladesh Airlines in

1979.It started operations with a Douglas DC-3 gifted by the

Bangladesh Air Force, which was a veteran of World War II.

In the 1980s it expanded its fleet with the purchase of Douglas

DC-10s which were still in operation during 2007 along with

Airbus A310s which were acquired in the late 90s and early

part of the 21st century. In its 35 year history, it has sufferred a multitude of accidents with many

aircraft having been written off, especially in regard to its domestic fleet consisting of Fokker

F27 & BAe ATPs.

Corruption at all levels of management and a sub-standard service have hindered the airline

significantly to the extent that it has had to cut back on many destinations during 2007. This has

enabled new private airlines to startup and existing ones to gain footholds in countries which

were previously not possible.

The future of the airline is in the balance with measures being taken in 2007 to turn it into a PLC

and reduce its workforce to enable it to compete against other global carriers.

AIRPORTS

The Zia International Airport in Dhaka started operation in 1981. It is the home base and

hub of Biman Bangladesh Airlines, GMG Airlines and United Airways (Bangladesh). Osmani

International Airport in Sylhet was built during British rule as Sylhet Civil Airport, partly to

check Japanese aggression from Burma. Biman Bangladesh Airlines earns most of its revenue

from this airport.

PRIVATE AIRLINES

Following is list of private airlines of Bangladesh.:

Year Airline Type of service Type of Aircraft Status

1996 Aero Bengal AirlinesPassenger service,

Aeroplane service

Y-12,

Antonov An-24RVDefunct

1997Mission Aviation Fellowship

SwedenAeroplane service DHC-3

1997 Air ParabatFlight training,

Passenger service

Y-12,

LET-410,

Antonov An-24,

Antonov An-26

Defunct

1998 GMG AirlinesPassenger service,

Aeroplane Service

MD-82,

Dash 8-100

1999 Bismillah Airlines Cargo service Antonov An-12B

1999 Youngone Aeroplane service Cessna Grand Caravan

1999 Best Aviation Helicopter service, BK 117,

Cargo serviceAntonov An-26,

Boeing 707

2000 Air Maximus Cargo service Boeing 747

2000 Aero Technologies Helicopter service Eurocopter AS-350B

2005 Zoom AirwaysPassenger service,

Aeroplane serviceBAe 748 Series 2B

2005 Air BangladeshPassenger service,

Aeroplane serviceBoeing 747-269B(SF)

2007 United Airways (Bangladesh)Passenger service,

Aeroplane serviceDash 8-100

2007 Royal Bengal AirlinePassenger service,

Aeroplane serviceDash 8-100

HISTORY OF BIMAN BANGLADESH AIRLINES

Biman Bangladesh Airlines is the national airline of Bangladesh. The airline is controlled

by a corporate body called "Bangladesh Biman Corporation". Its main base is Zia International

Airport, Dhaka. Biman Bangladesh Airlines operates domestic services and international routes

to Asia, Europe and the United States. Biman Bangladesh is a member of IATA.

Biman Bangladesh Airlines came into existence on January 04,

1972. The airline initially started its operations with Second World War

vintage Dakota, DC-3 that was gifted by Bangladesh Airforce. Biman

started its domestic services within one month of its inception. Soon after,

Biman acquired one Boeing 707 and four F-27 aircrafts. In 1983, Biman went in for expansion

and inducted three DC10-30s. Presently Biman’s fleet consists of six wide-body DC10-30s, four

mid-haul Airbus A-310-300s and five F-28s regional jets.

Biman currently serves twenty-six cities of the world across three continents. Most of Biman's

destinations are served with either non-stop or one stop service. In India, Biman Bangladesh

Airlines, flies to Delhi, Mumbai, and Kolkata.

GMG AIRLINES

‘BACKGROUND’

GMG Airlines started its operations on 6th April, 1998 and today it has geared up the

concept of domestic air travel in Bangladesh by providing exceptional service which is valued &

cherished by all travelers.

While we continue to strive for improvement, we are pleased with our achievements, and proud

of the elevated stratum of service we provide to our ever-increasing number of patrons.

GMG Airlines name is written in golden letters in the aviation history of Bangladesh

when it became the only private airline of Bangladesh to fly on international routes. This

historical event took place on 8th September 2004 on our first international flight from

Chittagong to Kolkata.

Became the only private airline of Bangladesh to fly on international routes. This historical

event took place on 8th September 2004 on our first international flight from Chittagong to

Kolkata.

GMG’S VALUES:

Many passengers who fly with us are pleasantly surprised by the warm, very welcoming

& efficient standard of our ground and in-flight services.  This service notion is portrayed in our

ethics "First Class All the Way". We always strive to make the travel of our guest an enjoyable,

relaxing and a stress-free experience.

Everything we do is geared towards one main objective - to bring the pleasure of air travel to you

in a safe, secure and efficient manner. We are in incessant quest to set standards which other

competing airlines are seeking to match.

We always seek to serve our guests and gain their trust, goodwill and loyalty and when you

travel with GMG Airlines you are assured of receiving high quality of service and reliable,

comfortable and efficient operations.

OUR NETWORK:

GMG Airlines now operates from Dhaka to Barisal, Chittagong, Cox’s Bazar, Jessore &

Sylhet on the domestic network and to Kolkata (India) on the international routes.

RELIABILITY

An unbeatable record of on-time flights and providing benefits to our guests by having

interline arrangements with majority of leading world airlines has helped us to earn passenger’s

confidence

OUR TEAM

Our organization based on team spirit with every one working together to ensure mutual

success. 

We are managed by an extensive team of airline professionals with many years experience

gained from leading carriers around the world and every team member is accountable for the

successful execution of his/her duties, commitments and obligations, and to strive to lead by

example. 

The environment ensures that every employee can contribute skills, talents and ideas to a never-

ending process of improvement and innovation in all aspects of our business.

FUTURE PLANS

Over the next few months, we will be introducing a whole range of fresh ideas and an

approach to service that is altogether different. Much of this comes from ideas and suggestions

from our guests: many of the "little things" that can make or mar any flight gain a whole new

significance at GMG Airlines.

This year and in the year’s ahead GMG Airlines will continue to operate with insight &

innovation by providing passengers with increasingly modern & comfortable aircraft and

expanding it’s network to cover more destinations like Mumbai, Chennai, Colombo, Male,

Katmandu & Bangkok

BEST AIRLINE BANGLADESH

Best Aviation started operations in 1999 as a Helicopter operator, pioneering this service

in Bangladesh. Best Air started its journey as a Freighter Airline beginning 2000. Best Air has

been operating different types of freighter in the Domestic & International Sectors.

Best Air obtained License in 2006 from Civil Aviation

Authority of Bangladesh to operate Passenger Service in

the International & Domestic Sectors. Best Air will start

with a fleet of two B-737 aircraft to operate in the Regional

Destinations such as Kolkata, Jaipur, Bangkok and

Kunming; Domestic Destinations like Chittagong and  Sylhet. The second phase will include

Far-East, Middle-East, Europe and USA by using Wide Bodied Aircraft.

This Airline has a Team of Professional Multinationals

ensuring safe International Standard flight's for the

passengers. Best Air has been allocated with 5Q as the 2

letter code by IATA, "BEA / Best Air" by ICAO. Best Air has also developed a strong base in

the total Aviation Business and offers a varied range of Aviation Services including Aircraft

Sourcing, Emergency Evacuation of Patients and VIP Aircraft Mobilization.

Best Air Pre-launch press conference held at Shonargaon Hotel Dhaka on the 29 th of December

2007.

This press conference was covered by all major press and electronic media of the country.

Best Air Chairman Mr. M. Haider Uzzaman addressing the press and electronic media at

the Best Air Pre-launch press conference at Shonargaon

Hotel Dhaka on the 29 th of December 2007. Heads of

departments were also present at the occasion.

A team of Best Air’s management receives its first Boeing

B737 Aircraft at ZIA International Airport December 2007.

Other Boeing Aircrafts of similar configuration are scheduled to join the fleet later in the month.

The Board of Directors addresses crew and management of Best Air at a dinner after a day long

board meeting.  

Chairman of IPSSL Group M. Haider Uzzaman and President of Aqeeq Aviation Holding

Abdullah Bastaki (on the right) shaking hands during signing ceremony of joint venture

agreement at Dhaka Sheraton hotel on

Thursday 23 march 2007

 

   

BISMILLAH AIRLINES

Bismillah Airlines is an airline based in Bangladesh. It is an enterprise

within the Mollah Group of Industries, an industrial and export house

of Bangladesh and is the first private sector international airline

holding AOC/ATO Licenses to operate regular freighter services as an

international cargo carrier of Bangladesh. The airline was established in 1998.

AIR BANGLADESH

Air Bangladesh operates only one jet aircraft, a Boeing 747-269B(SF) with registration mark S2-

ADT (at November 2005). It's painted in a basic and faded Kalitta Air livery but without any

actual Kalitta Air titles. The aircraft does however appear to be in storage at Kent International

Airport with a new registration mark of N801KH (at September 30, 2006). The aircraft has been

grounded over safety concerns on numerous occasions at various airports. It was delivered in

August 2004.

As of 31st December 2007, ex S2-ADT re-registered as N801KH as been scrapped at Ahlhorn

Air Base in Germany.

One Air Bangladesh aircraft, a Boeing 747-269B with the registration

mark S2-ADT, is on the List of air carriers banned in the EU (as of

July 2006).

ZOOM AIRWAYS

Zoom Airways is an airline based in Bangladesh. Formed in 2002 as Z-Airways and

Services, the airline operates cargo charter flights in Bangladesh and in the South Asia region. In

2005, the airline was renamed to Zoom Airways. As of August 2006 the Z Airways fleet includes

BAe 748 Series 2B.

ROYAL BENGAL AIRLINE

Royal Bengal Airline (RBA) is the trading name for R B Airline

UK Ltd and Aviana Airways Ltd (Bangladesh), a wholly owned company of R B Airline UK

Ltd. Royal Bengal Airline has a provisional domestic, regional and international passenger &

cargo operating license issued from the Civil Aviation Authority of Bangladesh.

HISTORY

Royal Bengal Airline was founded by members of Britain’s Bangladeshi community in June

2006 and officially launched to the public in November 2006. [1] It is the first airline to be owned

and run by British born Bangladeshis from the Sylhet region of Bangladesh and will operate long

haul routes between the United Kingdom and Bangladesh with stopovers in the Middle East.[2][3]

The airline has been founded on the basis of providing direct flights to Osmani International

Airport in Sylhet from the UK to alleviate the misery of passengers enduring a sub-standard

service from Biman Bangladesh Airlines.[4] The company slogan on initial launch, "The Journey

Begins Here", was a testament to this. However, the Civil Aviation Authority of Bangladesh has

yet to confirm that Royal Bengal Airline (or any other airline) will be given access to this

lucrative route.

By June 2007, the airline had raised GBP£5.5 million of investment from local businesses and

stock brokers and had purchased two Dash 8-100 aircraft.[5] Domestic services were expected to

commence during summer 2007 with international flights from the UK expected by the end of

2007 from London Stansted, Manchester and Birmingham airports.[6] However, the launch was

delayed and is now expected towards the end of 2007.

Regional services

o Routes expected to include Bangkok, Kathmandu,

Malaysia, Singapore and Kolkata from the

Bangladesh region

Domestic services

o Routes expected to include Dhaka to Sylhet, Chittagong, Cox's Bazar and Jessore

FLEET

Dash 8-100 at ZIA International Airport

Royal Bengal took delivery of their first aircraft, a

Dash 8-100 purchased from Cirrus Airlines (an aviation

partner of Lufthansa in Germany), on 2 October 2007, the

aircraft flew into Zia International Airport in Dhaka, the

capital of Bangladesh. As at October 2007, the Royal Bengal

Airline fleet consists of the following aircraft.

UNITED AIRWAYS (BANGLADESH)

An expatriate Airline pilot, Capt. Tasbirul Ahmed Chowdhury along with group of

professionals, has founded united Airways (Bangladesh) Ltd. Business people, entrepreneurs,

uniting in a shared vision to create a world class Airlines in Bangladesh.

The company was formed in early 2005 and recently been granted license from Civil

Aviation Authority of Bangladesh to operate a passenger and Cargo service in the international

and domestic sectors.

Air travellers have experienced tremendous difficulty when travelling to Bangladesh;

with this opportunity in mind, this venture will make air travel to and within Bangladesh easier,

refreshing, and reliable. United Airways in now offering Bangladeshi Expatriates the opportunity

to be proud owners in this new venture to lead the way in providing a professional and quality

service and this is in integral of our vision and a business imperative.

We aim to create an airline, which every Bangladeshi can feel proud of and affiliate to

Investors not only be part of a profitable business but will also be investing in Bangladesh itself.

The creation of this new airline will help develop Bangladesh and move it further into 21st

century. It will attract new businesses, tourists & residents.

Royal Bengal Airline Fleet

Type Total Passengers Routes Notes

Dash 8-100 1 37 Short haul

Bangladesh provides a unique opportunity for a viable domestic and International airline

operation as it has a population exceeding over 140 million people and at this time the country’s

industrialization and expansion of its economy is at all time high.

United Airways is a team of dynamic talented Bangladeshi who are fully committed to

make sure that this vision becomes a successful reality. Involvement in this airline is chance to

be a part of a unique venture that will have a significant impact on Bangladesh leaving a long-

term legacy for all.

“United Airways will truly be ‘your airline’” This is the motto of united airline.

REGULATIONS CONCERNING IMPORTATION, TRANSHIPMENT AND

EXPORTATION OF CARGO: CUSTOMS REQUIREMENTS:

1. The Carriage in aircraft of any arms, ammunition, explosives, military stores or articles of

highly inflammable nature is prohibited under the Bangladesh Aircraft Rules, except explosives

or other articles required exclusively for the working of the aircraft and such arms and

ammunition as may reasonably be required for private use.

2. No civil registered aircraft, whether national or foreign shall carry ammunition of war or

implements of war in or across the territories of Bangladesh.

3. Personal and sporting arms ammunition accompanied or unaccompanied may be imported,

exported or transited by air into, our of or through Bangladesh subject to the condition that such

arms and ammunition are kept in the custody of the Pilot-in-command and stored in a place not

accessible to passengers.

4. A license for firearms to be carried on aircraft must be obtained from the appropriate

authorities (Deputy Commissioners at Dhaka and Chittagong are the licensing authorities). In all

cases the bore of the arm and amount of ammunition which it is intended to carry should be

specified. It must be noted that the importation into Bangladesh of arms and ammunition of .303

and .450 bores, of 6.5 MM. 8 MM or 9 MM calibre, or muskets of .410 bore, or rifles of any

other bore containing important components of the aforesaid rifles, or pistons or revolvers

of .411, .455 or any intermediate bore or .38 bore or 9 MM calibre, or parts of, or fittings for

rifle, muskets, Pistols or revolvers of such bores, or of ammunition which can be fired from such

firearms , or of appliances the object of which is the silencing of firearms, is prohibited.

5. Sporting arms and ammunition, explosives (other than those which are used for handling and

operating an aircraft), poisons, corrosive liquids or irritant gases, as aesthetic gases, liquids and

compounds, flammable solids, liquids or gases, oxidizing materials shall not be carried in bulk

on any passenger carrying aircraft, whether national or foreign in or across the territory of

Bangladesh except in such quantities as may be notified from time to time.

6. When any of the articles mentioned in above is carried, the carrier shall ensure that:

(a) the quantity is within the prescribed limits;

(b) it is properly and securely packed and correctly labeled showing the content of the package

with appropriate instructions for handling;

(c) it is stored in such a place that if the container is damaged, the crew, passenger and the main

structure of the aircraft is not likely to endangered by its effects.

7. (a) Articles mentioned in paragraph 5 may be transited in bulk through Bangladesh on a

foreign registered aircraft provided the owner of the aircraft has obtained prior permission of its

Government for conveyance of the cargo on board and 24 hours advance notice of the arrival of

aircraft is given to the Airport of intended landing in Bangladesh.

(b) National Operator in Bangladesh shall not undertake to remove any of the articles mentioned

in paragraph 5 in bulk unless prior permission of Government has been obtained.

A list of articles which are classified a "Prohibited Cargo" or "Dangerous Cargo" is available at

all civil aerodromes.

PLANT QUARANTINE REQUIREMENTS: IMPORTATION OF PLANTS AND SEEDS:

The importation of plants and seeds into Bangladesh is governed by special rules. In every case

where it is intended to carry plants or seeds on aircraft entering Bangladesh, enquiries should

first be made from the Department of Plant Protection, Ministry of Agriculture, Agricultural

Complex, Farmgate, and Dhaka.

CUSTOMS DUTY ON AIRPORT:

No customs duty is levied on an aircraft which is in transit or is to make a temporary stay in

Bangladesh for a period of less than six months, However, declaration must be supplied to the

Customs Officer at the Airport of entry that the aircraft is in transit or that it is intended to re-

export the aircraft within this period.

WIRELESS APPARATUS:

In Conformity with the provisions of the International Telecommunications Convention (Atlantic

City, 1947) aircraft entering Bangladesh carrying radio transmitting apparatus are required to

have a license3 for the apparatus and the operator must hold a certificate of competency. If an

aircraft equipped with wireless apparatus arrives in Bangladesh and does not carry the required

license and certificate issued by the State in which it is registered, a license for the apparatus and

a certificate for the operator must be obtained from the General Manager, Telephones (Wireless

Branch), Dhaka, before proceeding.

PROBLEMS OF AVIATION INDUSTRY:

Capital: Bangladesh is a third world country. So to open a aviation company is a beg deal with

10 to 15 air. Though the company can run their operation in domestic but it also takes huge

amount of money.

License from the Government: To get a airline operation license from the government is very

long and hazard procedure in Bangladesh, long and procedure decrease the investors and

creditors to invest in this sector.

Few Cargo Service: UPS, Fed.Ex, DHL and Biman are the main cargo service provider in

Bangladesh. It is very beg barrier to proper in this industry. Though other few airline provides

very few amount of cargo Service.

Training centre: only one government training centre can not provide enough trained people to

this sector, whereas every year needs more than 1000 people for this sector.

Low security system: For the reason of low security system our airline companies are not

getting enough revenue as they want or need to touch for target line.

Undeveloped Tourism sector: Another beg issue is our less facility full tourism sector.

Not enough airbus for rush time: In the summer and other pick time our aviation company’s

airbus is not good enough. They should have more airbus. Like: HAJ time, New year and on

different festival time they does not provide extra airbus for handle rush.

Cargo facilities: Less cargo facilities brings less revenue from a huge potential arena.

SWOT Analysis:

STRENGTH:

The Professionalism is the main strength of this sector. If all the company do and

maintain perfect professionalism according there rules then non of the company win net go for

loss, every one will gain profit.

WEAKNESS:

In Bangladesh capital, corruption and less professionalism are the most weakness in this

industry.

OPPORTUNITY:

Now in Bangladesh is a developing country and this sector is very much profitable for

Bangladesh investor. Because only 4 domestic companies are running business over here so the

total market is about entry.

THREATS:

The main threats for our aviation industry is standard service quality other foreign

company who are also running these operation in our country. Getting the standard quality

service is the main threat for Bangladesh Airline Company.

FINDINGS:

Over come the corruption problem and provides the license as soon possible.

Provides lone from the begging of the company.

Make sure all sort of facilities are available in tourism sector like other countries.

Give more opportunity for the cargo freight company to do business in Bangladesh, for

instance decrease the tax of cargo fright.

Enforce every public and private university to open aviation related department subjects.

Increase the security system of cargo, passenger and airport entry.

Introduce e-Passport system for the every citizen of Bangladesh to make sure all kind of

securities in aviation sector.

Not only cargo and passenger should be in aviation sector but also helicopter service can

be earning huge amount of revenue form this sector.

RECOMMENDATION

From the total overview of Bangladesh, aviation industry form my point of view if some of the

point can be turn then whole industry can earn huge amount of revenue in every year. Within the

few years about 2/3 company start their operation in this sector so that is mean in this sector lots

of opportunity are flying. I believe if any company wants to establish a new company this

aviation will be the right cup of tea.

To get more revenue from the aviation sector our current government should take few positive

steps to create good business environment in Bangladesh.

Make sure all the related sector of aviation industry should be corruption free.

Encourage investor to invest in this sector.

Bound every company to enlist with share market within 5 years.

Every private and public university should includes aviation related course in their

curriculum.

Give huge lone to this sector to enlarge

Make easy the procedure of getting licence of cargo and passenger service.

If our government and we can overcome those problem and barriers at the same time if we be

more professional in this sector then our specialists of this sector are optimistic within 5 year we

can be a model for developing country about aviation sector...

Reference:

Library: 01. CIVIL AVIATION AUTHORITY BANGLADESH (CAAB).

02. BIMAN BANGLADESH AIRLINE

03. DAFFODIL INTERNATONAL UNIVERSITY

04. PUBLIC LIBRARY, DHAKA.

News paper:

1. The Daily Star.

2. The New age.

3. Business Bangladesh.

4. The Monitor

Web:

www.businessbangladesh.info

www.bimanair.com

www.bangladeshonline.com

www.wikipedia.com

www.gmgairline.com

www.ualbd.com

www.bimanbd.com

www.thedailystar.net

www.caab.gov.bd

www.bangladoot.org