ORIENTATION & HISTORY OF AVIATION - MODULE - I INFLIGHT SERVICE TRAINING & DEVELOPMENT
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ORIENTATION &
HISTORY OF AVIATION
MODULE – I
Issued by
INFLIGHT SERVICE TRAINING & DEVELOPMENT
CENTER
FOR CABIN CREW TRAINING PURPOSE ONLY
MAY – 2011MODULE I
FOREWARD
"Congratulations on being selected to train as a Cabin Crew member in Air India
Limited".
During your selection interviews you demonstrated a certain potential which we will develop
to benefit Air India Charters and you. It is an opportunity to derive satisfaction from your
ability to care for people of many cultures, at the same time provide a high standard of
Inflight Service and enhance your self-esteem. You will be a direct link between Air India
Limited and our passengers. The care and attention they receive from you will persuade
them to fly with us again.
A Cabin Crew member’s job is challenging and highly professional. It is an important career
move with a complete change of life style. Your constant interaction with people of different
cultures and travel experiences makes it a continuous learning process. Cabin Crew work
as part of a team on board the aircraft. Your duties will include:
SAFETY : You will be given special courses in Flight Safety, First Aid, Fire Fighting etc.
GROOMING : You will be taught personal grooming and deportment.
SERVICE INFLIGHT : You will receive extensive training on ground and in the air, on Inflight
Service Procedures.
AIRCRAFT AND CREW DOCUMENTATION : You will be trained to handle documentation
pertaining to Health, Immigration and Custom requirements of various countries.
PUBLIC RELATIONS : You will be given comprehensive training in Passenger Handling,
Public Relations, and Grooming.
This Induction Module is designed to give you an essential insight to your new job.
Throughout the course we will observe and assess your performance. We will help you build
on your strengths and develop the skills in which you show less confidence. At the end of the
course you will know about Air India Limited and its objectives, your role in this organization,
how to deal with multinational passengers and make them feel special, how to give excellent
service, how to maintain a welcome, pleasant and relaxed atmosphere on board the aircraft,
how to work in a team and how to cope effectively with emergencies and other stressful
situations. You will also learn about the technical aspects of the aircraft you will be flying in.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 1 of 56MODULE I DRESS CODE / DECORUM & GROOMING TIPS Cabin Crew in uniform are the most recognizable members of an airline. Therefore, you should ensure that your uniform is always clean, well-ironed and worn correctly. A well- groomed Cabin Crew member projects a very positive image about the airline. We have compiled guidelines that will help you project a neat, tidy and professional image. A neat practical hairstyle will enhance your image. MAKE UP: Essential to create a well-groomed and attractive appearance for female crew. HANDS: Are constantly in view, so it is essential that they are always cleaned and manicured. FEET: For our female crew, as the uniform requires open foot wear, it is imperative that feet are clean, well manicured and nails polished. HEALTH & FITNESS: A cabin crew member’s lifestyle is physically demanding and the hours very irregular. You have already passed the stringent medical tests but maintaining this fitness is important. We recommend that you maintain the required weight for your height and build, by eating sensibly, exercising regularly and resting sufficiently. You project a better image if you feel good about yourself. Good health will give you the strength to meet the challenges in this job. HYGIENE: Personal hygiene is very important given your proximity to the passengers, your responsibility of serving food and drink, and the long hours you spend in a confined environment. You might have to make a few changes or adjustments in your hygiene habits to meet the demands of this job. SUGGESTIONS: After your daily shower or bath, frequent use of deodorants or antiperspirants, specially in warmer climates recommended. Use a light fragrance / cologne / after shave. Moisturise your skin adequately. DRESS CODE : In theTraining Centre you have to dress in acceptable office attire. Saree for the female Cabin Crew and formal trousers with appropriate shirt and tie for the male Cabin Crew. Shoes / Footwear must compliment the clothes you wear. Uniform regulations must be adhered to when on flight duties. MENTAL ATTITUDE : Look and feel good about yourself. It gives you control over life and the confidence to handle difficult situations. Positive feelings result in a sense of well- being and gives you the confidence to cope with life in general. MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 2 of 56
MODULE I THIS MODULE CONTAINS THE FOLLOWING SECTIONS : PART I - THE HISTORY OF AVIATION : We have compiled a brief History of Aviation from its early experimental beginnings, to its present status as an important Transport Industry. PART II - THE STORY OF AIR INDIA: PART III - BASICS OF AVIATION : The terminology used to describe parts of an aircraft, routes & flight numbers. PART IV - PLANE TALK : IATA codes for cities and airports, the time differences between the Universal Time-Coordinator (UTC) or Greenwich Mean Time (GMT) for stations on our network. PART V - WORK BOOK - It is recommended that you do the exercises in the work book till you get it right. We wish you all the best in working towards a mutually beneficial career with Air India. MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 3 of 56
MODULE I
TABLE OF CONTENTS
PART I - THE HISTORY OF AVIATION
Introduction 6
1. Early Scientific Theories 7
2. Lighter-than-air flights 7
3. Gliders 7
4. Airships 7
5. The Internal Combustion Engine 8
6. Heavier-than-air flight 8
7. The First International Flight 8
8. The World's First Airmail Service 8
9. The First World War 9
10. The Inter-War Years 9
11. The Atlantic Crossings 9
12. Other Long Distance flights 10
13. The Decline of the Airships 10
14. The Second World War 10
15. The Prop Jets 11
16. The Jet Liners 11
17. The Wide-Bodied Jets 11
PART II - THE STORY OF AIR INDIA
SECTION A - THE STORY OF AIR INDIA
1. The Beginning 12
2. History 13
3. The Empire Airmail Scheme 14
4. Postwar Plans 14
5. Post Independence Plans 14
6. Nationalisation 15
7. The Maharaja 18
8. The Centaur 19
9. Aviation – Then and Now 20
SECTION B - CHRONOLOGY OF EVENTS
1. First Commercial Flight 23
2. Inaugural Flight to London 25
3. Nationalisation 25
4. Inaugural Flight to New York 26
5. The World's First All Jet Airline 27
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 4 of 56MODULE I
SECTION C - THE ORGANISATION OF AIR INDIA
1. The Nineteen Departments 33
2. The Board of Directors 34
3. Departmental Heads 35
PARTIII - BASICS OF AVIATION
SECTION A - THEORY OF FLIGHT 36
SECTION B - PARTS OF AN AIRCRAFT 37
SECTION C - GENERAL AVIATION TERMS 39
SECTION D - TERMS RELATING TO FLIGHTS AND SCHEDULES 41
SECTION E - GOVERNMENT DEPARTMENTS and CIVIL AVIATION
ORGANISATIONS 43
PART IV - PLANE TALK
SECTION A – TIME 44
SECTION B – TIME TABLE 45
SECTION C – AIRPORT NAMES & CITY CODES 46
PART V - WORKBOOK
QUESTION & ANSWERS 48
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 5 of 56MODULE I
PART I - THE HISTORY OF AVIATION
1. INTRODUCTION :
Legends about flying exist in many cultures, because mankind has had this dream for
centuries.
There are many references of air travel in various mythologies e.g. `Ramayana' in
India and Greek, Chinese etc…
However, modern civil aviation began only in the 20th Century and we know of earlier
experiments with balloons, gliders, airships which were all extension of air balloons.
Thereafter, with the development of INTERNAL COMBUSTION ENGINES, WRIGHT
BROTHERS gave wings to modern day aircraft which has seen immense development of the
Aviation Industry from PROPELLORS TO ADVANCED JET ENGINES and COMPUTER
AIDED AVIONICS that have changed both Commercial and Military Aviation. It would be
interesting to know that a Frenchman living in India,HENRY PIQUET, was the first person to
start an Air Mail service in the world, from Allahabad to Naini Junction, in the year 1911 -
marking the beginning of aviation in India. These aircraft, carrying mail, were called the
Flying Machines. This was followed later on by the late J.R.D. TATA whose vision and
pioneering efforts marked the beginning of Commercial Aviation that gave birth to Air India.
In this Chapter, we will study the growth of aviation from its humble beginning to the
present day.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 6 of 56MODULE I
1. EARLY SCIENTIFIC THEORIES:
ROGER BACON (1220-1294), a Franciscan Friar, is sometimes called "The Father of
Experimental Science". Though he lived in the "Dark Ages", this remarkable man studied,
among other things, the mechanical problems of flight. Since birds were his only models, he
was limited to designing "ORNITHOPTERS", - aircraft that were supposed to fly by flapping
their wings. The Renaissance Age produced LEONARDO DA VINCI (1452-1529), another
all-round genius. He left sketches of helicopter-like aircraft, but without the engines to provide
power, these designs could only remain on paper.
2. LIGHTER-THAN-AIR FLIGHTS
The Chinese had been using toy rockets for centuries, but this rather unreliable
invention was not seriously considered as a power unit for aircraft right upto the 20th century.
Another ancient Chinese invention, the toy hot-air balloon, was adopted for flight in more
modern times. At Philadelphia, on the 5th of June 1783, the MONTGOLFIER BROTHERS
released a paper balloon, which was 700 sq. ft. in capacity. Filled with smoke and heated
air, it rose to a height of 1000 feet. For some reason the Montgolfier brothers declined to go
aloft in their own creation, but the MARQUID D'ARLANDES and a MONSIEUR DE ROZIER
who were made of sterner stuff, and thus because the first men to fly in a balloon.
3. GLIDERS:
Many scientists and inventors of the 19th century worked on GLIDERS, fixed wing
aircraft that were towed by various means. SIR GEORGE CALEY had flown a model glider
as early as 1804, and, before he died in 1857, had flown at least two full-sized gliders with
someone on board. An anonymous ten-year-old boy is credited with piloting the first glider
flight in 1849, in one of Caley's machines. OTTO LILIENTHAL also made glider flights of 30
to 750 feet before finally being killed in a glider crash in 1896. His designs bear a strong
resemblance to modern hang liders. Lilienthal's disciple, P.L.PILCHER, made many gliding
flights on the banks of the river. OCTAVE CHANUTE was engaged in building many flying
gliders from 1896 onwards, and gave invaluable advice to the WRIGHT BROTHERS, the
pioneers who were to achieve the first manned powered flight.
4. AIRSHIPS:
A parallel line of development in aviation was the airship, the logical extension of the
hot-air balloon. The earliest flight of a manned airship was by HENRY GIFFARD on 24th
September, 1852, at the Hippodrome in Paris. It was powered by a steam engine.
Hundreds of larger airships were to be built in subsequent years, and competed successfully
with airplanes as passenger carriers until the mid 1930's.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 7 of 56MODULE I
5. THE INTERNAL COMBUSTION ENGINE:
If the airship was the logical extension of the hot-air balloon, the aircraft was the
logical extension of the glider. What was needed was a suitable type of engine. Steam
engines had powered sea-craft as early as 1783. In the 19th century they were used for
railway engines and airships. But they were far too heavy to be mounted on the gliders of the
late 19th and early 20th centuries.
The internal combustion engine was originally invented to power the automobile. The
first practical example was an engine of 2 cylinders, developing 4 h.p., built by SAMUEL
BROWN in 1862. The first successful gasoline-driven car, the `Motorwagan', was built by
KARL-FRIEDRICH BENZ of Karlsruhe, Germany, in 1885. The 1800's was the decade of
the `horseless carriage', as the early automobiles were called. GOTTLIEB DIAMLER
developed the petrol engine further, to make it suitable for use on airships.
6. HEAVIER-THAN-AIR FLIGHTS:
The WRIGHT BROTHERS, ORVILLE and WILBUR, were bicycle manufacturers who
were totally committed to flying. Legend has it that they both stayed unmarried so that they
could pursue their interest. They conducted literally hundreds of quiet, but intensive,
experiments with gliders on the sand dunes of Kitty Hawk, North Carolina. To one of their
gliders they added a four-cylinder, 12 horsepower engine of their own design. In this
machine, the `Flier I ', four flights were made on the historic 17th of DECEMBER, 1903. The
first flight, piloted by Orville, lasted only 12 seconds, and covered 120 feet - less than the
length of a Boeing 707! Three more flights were made that day; the last one, piloted by
Wilbur, covered 852 feet.
7. THE FIRST INTERNATIONAL FLIGHT:
LOUIS BLERIOT was an engineer who started designing aeroplanes in 1901. His first
design was an ornithoptor, which was a failure. His eighth design was a monoplane, in
contrast to the bi-planes and tri-planes of the other designers of that age. His eleventh
design was also a monoplane, and in it he flew from a point near Calais to Dover on the 25th
of July 1909. This was not only the first Channel crossing, but the first flight between two
countries, pointing the way to the international flights of the future.
8. THE WORLD'S FIRST AIRMAIL SERVICE:
The `Flying Machines' of the early 1900's were too small to carry many passengers,
but an enterprising Frenchman who was living in India, HENRI PIQUET, was quick to realize
that they could be used commercially for carrying mail. He established the world's first
airmail service on 18th FEBRUARY 1911, between Allahabad and Naini Junction. Nearly
65,000 letters were carried on this service before it was stopped.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 8 of 56MODULE I
9. THE FIRST WORLD WAR:
In the initial stages of the First World War airplanes were used mainly for
reconnaissance, but as the war progressed, multi-engined aircraft, powered by more and
more powerful engines, were built and used as bombers. However aircraft were still made of
wood and fabric. All-metal construction came to the fore (in the United States) only in the
1920's.
10. THE INTER-WAR YEARS:
The period immediately following the First World War was important for Civil Aviation.
War surplus aircraft were cheap, and there were hundreds of unemployed wartime pilots.
This combination of events led to the `barnstorming' era, when carnival type air-shows, with
breathtaking aerobatics, were staged all over the countryside. These `Flying circuses'
contributed greatly to the growth of air-mindedness in the general population. The concept of
moving goods and passengers by air had been suggested even before the First World War,
a company called `Aircraft Transport and Travel Limited' had started a London to Paris
air service in August 1914, using 4-seater de Havilland DH-16 aircraft. KLM, the world's
oldest operational airline, flew its first scheduled flight from Amsterdam to London on 17th
May 1920, in a DH-16.
11. THE ATLANTIC CROSSINGS:
Public interest in Civil Aviation was further heightened when a prize of $25,000 was
offered in 1919, for the first SOLO crossing of the Atlantic. Eight years were to pass before
the prize was claimed. In the meantime there were a number of NON-SOLO crossings.
The first crossing of the Atlantic by an aircraft was made by Lt. Cdr. ALBERT C.
READ and his crew of five, in a U.S. Navy flying boat. The flight was from Long Island, New
York to Plymouth, England, with overnight transit halts, the flight extended from the 16th to
the 27th of May 1919.
The first NON-STOP Trans-Atlantic flight was done in a twin-engined Vickers Vimy
bomber by CAPT. JOHN ALCOCK and his navigator, LT. ARTHUR WHITTEN-BROWN, on
the 24th June, 1919. Statues of these pioneers can be seen at London's Heathrow Airport.
Finally, there occurred the event which fired the imagination of the whole world, and
proved to the general public that aeroplanes were now technically capable of flying long
distances safely. On May 21st, 1927, CHARLES LINDBERG flew his single-engined Ryan
Monoplane "The Spirit of St. Louis" from New York to Paris. The aircraft is now in the
Smithsonian Institute in Washington, a full-scale replica can be seen at Frankfurt Airport.
12. OTHER LONG DISTANCE FLIGHTS:
Lindberg's dramatic Atlantic crossing was followed by other long distance flights. On
April 23rd 1928, CAPT. CHARLES KINGSFORD-SMITH (after whom the airport at Sydney,
Australia, is named), flew across the Pacific in the "Southern Cross" -a Fokker VIIB Trimotor
- with a crew of co-pilot, navigator and radio-man. They took off from Oakland, California, on
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 9 of 56MODULE I
the 31st of May 1928, and after transit halts at Honolulu and Suva (in the Fiji Islands), they
reached Brisbane, Australia, on the 8th of June 1928. The original "Southern Cross" is now
on display at Brisbane Airport.
In 1928 a man called BERT HINKLER flew solo from England to Australia in less than
sixteen days setting a record. This was remarkable, but was overshadowed by the attempt
made by a woman, AMY JOHNSON. She left London's Croydon airfield on 05th May 1930 in
a de Havilland Gipsy Moth named 'Jason'. After sixteen transit stops, including Karachi,
Jhansi and Kolkata, she reached Darwin on 24th May, 20 days after leaving Croydon. She did
not break the record, but her effort attracted the attention of newspapers all around the world,
and contributed to public interest in civil aviation.
Two more female aviators of this era merit mention; ANNE MORROW LINDBERG &
AMELIA EARHART.
13. THE DECLINE OF THE AIRSHIPS:
By the late 1920's many airmail and passenger services had been established locally
in the United States and Europe. The aircraft used were relatively small, and could carry only
a few of passengers. To compete with the large luxury ocean liners of the day, engineers and
designers continued to look to the airship.
In 1928, a German airship carried 60 passengers across the Atlantic. The Trans-
Atlantic record was set in 1937 when another German airship, the `Hindenberg', carried 117
passengers. The largest number of people carried on an airship was 207, by the U.S. Navy's
`Akron', (which was designed to be a sort of flying aircraft carrier) in 1931.
Both British and German airship designs used hydrogen. The flammability of this gas
led to fatal accidents involving the British airship R-101 in 1930 and the German
`Hindenberg' in 1937. These tragic events spelt the end of the airship as a passenger
carrier, and the aeroplane came into its own.
14. THE SECOND WORLD WAR:
The World War of 1939-45 provided the motive for aircraft designers to build large,
long-range, multi-engined aircraft, to be used as bombers and troop transports. Many of
these designs were to serve as civilian transports in the post-war era. The most famous of
the transport aircraft of the war was the Douglas DC-3 or `Dakota'. This twin-engine
transport, which could carry up to twenty-eight passengers in some versions, first flew in
1936. Some were still flying fifty years later.
15. THE PROP JETS:
In the early 1950's the wartime piston-engined aircrafts were replaced by prop-jets
like the Vickers Viscount and the Bristol Britannia. Larger aeroplanes like the Constellation
and the Super Constellation were to follow, but a new type of aircraft, powered by Jet
engines, had already made its appearance, and was to eventually take over the market for
civilian passenger aircraft.
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16. THE JET LINERS:
The world's first commercial jetliner was the British de Havilland Comet, which made
its maiden scheduled flight on 2nd MAY 1952, from London to Johannesburg. It was not
entirely successful. The American Boeing 707 made its first commercial flight in October
1958. Other jet aircraft followed - the McDonnell Douglas DC-8 (first commercial flight on
18th September 1959), and the BAC VC-10 (first commercial flight 29th April 1964) were
among the long range aircraft, while the French Caravelle, the Boeing 727, the BAC One-
Eleven and the DC-9 were among the short range ones.
17. THE WIDE-BODIED JETS:
The first of the passenger-carrying `Jumbo jets', the four-engine Boeing 747, made
its maiden commercial flight on 22nd January 1970. Other wide-bodied jets (i.e. aircraft with
two aisles in the cabins) followed - the three-engine McDonnell Douglas DC-10 on 5th
August 1971, and the Lockheed 1011 Tristar on 26th April 1972.
The Concorde, a small supersonic aircraft (100 passengers),entered commercial
service on 21st January 1976.
In the late 1970's the short to medium range Airbus A300 made its appearance.
Boeing introduced B747-300 in the early 1980's. The Airbus A310 appeared a few years
later.
At present, the Airbus Industries Consortium has the A320, A330, A340 & A380,
while the Boeing Company has the B-777.The largest passenger aircraft today remains the
Boeing 747, of which the 400 series version appeared in early 1990.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 11 of 56MODULE I
PART II - THE STORY OF AIR INDIA
SECTION A - THE STORY OF AIR INDIA
1. THE BEGINNINGS:
Charles Lindberg's dramatic solo flight across the Atlantic in 1927 aroused great
interest in India. Amy Johnson's passage across India on her England-Australia flight in May
1930 increased that interest. As Amy Johnson flew across India, her progress eagerly
followed by the world's press, another dramatic aviation event unfolded.
The Aga Khan had announced a prize of 500 pounds sterling for the first solo flight
between England and India, in either direction, by an Indian. Four pilots made the attempt -
Man Mohan Singh, Ram Nath Chawla, J.R.D. Tata and A.M. Engineer.
The first to start was Man Mohan Singh, on a flight from England to India. He named
his de Havilland Gipsy Moth aircraft "Miss India". After three starts and a visit to a hospital
after a crash, he reached Karachi on 10th May. On the way he met J.R.D.Tata at Gaza, and
the two exchanged cordial greetings.
J.R.D. Tata made the attempt from Karachi to London, starting on the 3rd of May
1930, and reaching Croydon airfield a little over three days later. The time taken was a few
hours longer than that of the eventual winner, ASPY MERWAN ENGINEER, who was flying
from England to India. The two met at Cairo, where Engineer was grounded awaiting for
spark plugs. Tata loaned him a set, and got a life jacket in exchange. Such was the spirit of
give and take among those pioneers.
During the Second World War Man Mohan Singh joined the R.A.F. as Pilot Officer,
and died in a wartime air crash in Australia. Aspy Merwan Engineer joined the Indian Air
Force and went on to become Air Chief Marshal and Chief of Staff. J.R.D. Tata was to win
his laurels in the field of civil aviation.
Scheduled Civil Air Transport first came to India by an accident of history, when, in
the thirties the British, the French and the Dutch extended their Empire air services to and
across India. In the 1930's Imperial Airways was running a service from London to Karachi,
with halts on the Continent and in the Middle East. They wanted to expand their services
further into India, but the Government of India, in a far-sighted move, decreed that air-mail
within India should be moved only by Indian carriers.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 12 of 56MODULE I HISTORY One summer day in 1929, Mr. Nevill Vintcent, a former Royal Air Force pilot, came to India from Britain on a "barnstorming" tour during which he surveyed a number of possible air routes. He saw the immense potential for aviation in India. He met Mr. J.R.D. Tata, who was the first Indian to get his A-licence in India and that too in the shortest number of hours. Mr. Vintcent worked out a scheme, secured Mr. Tata's approval and together they showed it to Mr. Peterson, a Director of Tata Sons and Mr. J.R.D. Tata's mentor. Sir Dorab Tata, the then Chairman of Tata Sons, pleasantly surprised all by giving the scheme his okay. So they went ahead and drew up plans for the operation of an air service from Karachi to Mumbai with one stop at Ahmedabad. All that they asked from the Government was a guarantee for one year for the sum of Rs.1,00,000. However, this was turned down. The Tata-Vintcent combination was naturally disappointed, but not dismayed. A second scheme was prepared. This time the gurantee asked for was only Rs.50,000 for the first year, Rs.25,000 for the second year and after that no guarantee at all. This scheme too was not accepted. The team tried a third time. This time they offered to donate an air service to the Government of India with no strings attached. The Government agreed and Tata Airlines came into being, which later became Air India. In 1932, the AVIATION DEPARTMENT OF TATA SONS LTD. was formed. On October 15, 1932, a light single-engine Puss Moth took off from Karachi on its flight to Mumbai via Ahmedabad. At the controls of the tiny plane was Mr. Tata, operating the first schedule air service in the country. He landed with his precious load of mail on a grass strip at Juhu. There were no runaways, no radio facilities in the aircraft or on the ground. There were no cabin crew, no aerodrome officers and no airport buildings. At Mumbai, Mr. Vintcent, took over from Mr. Tata and flew the Puss Moth to Chennai. In 1933, the first full year of its operations, Tata Airlines few 160,000 miles, carried 155 passengers and 10.71 tonnes of mail. In the next few years, Tata Airlines continued to rely for its revenue on the mail contract with the Government of India for carriage of surcharged mail, including a considerable quantity of overseas mail brought to Karachi by Imperial Airways for destinations in India. On the Karachi-Chennai route frequency was stepped up to twice a week in 1934, and a year later, a weekly service was started between Mumbai and Thiruvananthapuram, with stops at Goa and Cannanore. In 1937, the frequency was stepped up to two per week and one flight between Mumbai-Delhi via Indore, Bhopal and Gwalior was introduced. New planes were acquired. In addition to the original Puss Moth and Leopard Moth, there were Wacos, DH-86s, DH-89s and Stinson Trimotors. In 1938, TATA AIRLINES started . MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 13 of 56
MODULE I
2. THE EMPIRE AIRMAIL SCHEME:
The introduction of the Empire Airmail scheme in February 1938 brought the
opportunity for further expansion and renovation of fleet. Tata Sons was expanded by the
addition of de Havilland DH-83, Fox Moths, Miles Merlins and WACO WQC-6 biplanes.
It was not until 1938 that TATA AIRLINES saw prosperity. Heavy loads of mail
brought by Imperial Airways, under the Empire All-Up Airmail scheme to Karachi were
automatically carried from there by Indian carriers. The scheme encouraged the airline to
open new routes and increase flight frequencies within India. To cater to the increased
number of passengers Tata Airlines added the twin-engine de Havilland DH-89A Dragon
Rapides to their fleet. The Rapides were the first radio equipped aircraft of Tata Airlines. (A
full-scale model of the Rapide can be seen at Frankfurt Airport). Another aircraft included
into the fleet at this time was the 4-engined de Havilland DH-86 Express airliner, a giant
aircraft of those times, which could carry as many as ten passengers. In that year the airlines
uplifted 431,760 lbs. and carried 858 passengers. The first booking office was opened at
Mumbai’s Churchgate in 1939.
During World War II the Empire Airmail scheme was suspended, and the DH-86 and
DH-89 aircraft were requisitioned by the Government. All air transport operations in India
were run directly for the Government and Defence Services.
In a way this was a blessing in disguise because more modern aircraft were
received from the Government on lease. This gave the airline considerable experience in the
handling of advanced aero planes, and training a sizeable number of technical personnel.
The aircraft inducted into the fleet included tri-motor Stinsons, Douglas DC-2's, DC-3's and
Beechcraft Expiditors. The airline and its personnel also got some international exposure
when they operated non-scheduled flights to various Gulf destinations.
3. POSTWAR PLANS:
After the war the transition to civilian status posed a few problems for the airline, as it
had already acquired considerable operating experience. To stress on its role as a public
utility, Tata Airlines was converted into a Public Limited Company on July 29, 1946 and
renamed AIR INDIA. Around this time the airline moved its operating base from Juhu to its
present location at Mumbai Airport.
4. POST INDEPENDENCE PLANS:
Two months after independence, the Government of India formed Air-India International
Limited to commence international services. The Government took up 49% of the capital,
with the option of acquiring a further two percent from Air India.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 14 of 56MODULE I In order to make the earliest possible start, Air-India had already placed a provisional order for three Lockheed Constellations and arranged for the training of pilots and other staff. Luckily Lockheed was able to deliver the planes six months earlier than planned because of the cancellation of an order by another airline. Thus, Air-India International, which was registered on March 8, 1948, modestly inaugurated its international operations with a weekly service from Mumbai to London via Cairo and Geneva on June 8, 1948. On the domestic front, however, storm clouds had begun to gather. The availability of cheap war surplus DC-3s in the country had given rise to a number of airlines during the immediate post war era and 21 companies were registered. However, only 11 were licensed to operate 51 routes all over the country. 5. NATIONALISATION: The early Fifties saw the financial condition of airlines in India deteriorate to such an extent that the Government decided to step in and nationalize the air transport industry. Accordingly two autonomous corporations were created on August 1, 1953. Indian Airlines was formed with the merger of eight domestic airlines to operate domestic services, while Air- India International was to operate the overseas service (the word `International' was dropped in 1962). Effective March 1, 1994, the airline has been renamed AIR-INDIA LIMITED. Nationalisation opened a new chapter in the airline’s history, which was marked by the expansion of its fleet and routes. By the mid-Fifties, Air-India had replaced its fleet of Constellations with the larger, faster and more modern Super Constellations. New destinations were added – Singapore and Hong Kong in 1954, Tokyo in 1955, Sydney in 1956 and Moscow in 1958. The fifties also witnessed Air-India introducing a refreshingly different publicity campaign. The little Maharajah, who had first made his appearance as a symbol on a note-pad in mid- forties, began to appear all over the world in various garbs – in London he wore a bowler hat and read The Times, in Sydney he was caught sun bathing on Bondi beach, in Nairobi he went on a Safari and in Europe he went skiing. No other airline quite matched Air-India’s panache and subtle humour in promoting its services. Air-India became one of the most talked about airlines in the world. The jet age was already looming on the horizon and heralded revolutionary changes in the air transport industry. Air-India was keeping a sharp eye on the latest developments and decided to order the Boeing 707. THE FIRST BOEING 707 WAS RECEIVED IN FEBRUARY 1960. THIS MARKED THE AIRLINE’S ENTRY INTO THE JET AGE. The Boeing 707 enabled Air-India to extend its Mumbai-London service to New York in May 1960. This was a major step in the airline’s steady expansion into new markets. The other major route to be added in the sixties was Mumbai-Mauritius. As the sixties closed, Air-India, in keeping with its tradition of ordering the latest and the best planes available placed an order for the Boeing 747-200s, the first of which was delivered in April 1971. Over the next nine years Air-India received nine more planes at regular intervals thus achieving the biggest ever expansion of its fleet and capacity in its history, with simultaneous expansion of all other facilities. MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 15 of 56
MODULE I Another significant event was extraordinary expansion of its services to the various cities in the Gulf region. In 1970 Air-India was operating only a couple of services a week from Mumbai to the Gulf. However, following the oil boom, there was a mass migration of Indian labour to the Gulf and other countries, and Air-India had to step up services to meet the demand. At present Air-India operates over 75 services per week between India and the Gulf. The latter half of the seventies also saw more services being launched to Africa. Further expansion into Africa took place in the eighties when services were started to Dar-es-Salaam and Harare in Zimbabwe. Unfortunately, because of the economic downturn in Africa and the consequent fall in traffic, services to Accra, Lagos, Dar-Es-Salaam and Harare were discontinued. The airline currently operates flights to Nairobi/Dar-Es-Salaam in Africa. Air-India started the eighties with a programme of fleet renewal. In the first phase, Air-India purchased three Airbus A300-B4s in 1982. In the second phase, six A310-300s were inducted into the fleet. The airline acquired two more Boeing 747-300 Combi aircraft in October / November 1988 and two Airbus A310s in August 1990. Four Boeing 747-400s were inducted into the fleet between August 1993 and July 1994. Two more Boeing 747- 400s were inducted in November 1996. The year 2006 saw Air India placing an order with the Boeing Corporation for 68 new aircrafts, Boeing 737 – 800 for Air India Express and Boeing 777 – 200LR, 777 – 300ER along with the Boeing 787 Dreamliner for Air India. In 2007, the new generation Boeing 777 – 200LR and Boeing 777 – 300ER were inducted into service. Air-India has come a long way from back in 1932, when all it had was one palm-thatched hut at Juhu Airport, two single-engine planes – a Puss Moth and a Leopard Moth – one full time pilot and two apprentice mechanics. From its inception, Air-India has followed a policy of self- sufficiency. This has been a matter of necessity for the simple reason that Air-India is located away from the main centres of air transport activity in the world, and the planes could not be sent out for either maintenance or major checks without disrupting services and the subsequent loss of revenue. This has meant, of course, a considerable investment in building extensive and often expensive facilities, but the major advantage of this policy has been that the airline now possesses one of the most modern and up-to-date engineering bases in the world, capable of handling complete work on its fleet of Boeing 747-400s, Boeing 777 – 200LR / 300ER, Boeing 737 – 800 and Airbus A310-300s. The engineering base located in Mumbai is approved by the Indian regulatory authority - the Director General of Civil Aviation - and meets the stringent requirements of manufacturers and other regulatory agencies. The Air-India Engineering facility has been certified by the Federal Aviation Administration of USA as a “FAR 145 Repair Station” for overhaul of engines and Auxiliary Power Units (APUs), including their accessories. Air-India has also acquired JAR-145 certification from the Joint Aviation Authority of Europe. The airline has been awarded the Quality System Certification ISO-9002, by the Bureau of MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 16 of 56
MODULE I
Indian Standards, accredited to R.V.A., Netherlands for its Engineering and Engine Overhaul
facilities and Ground Services.
Except in the initial stages, Air-India has never relied on either foreign engineers or pilots
and, over the years, has been able to train its own pilots, engineers and technicians – “in-
house” - to handle the most complicated pieces of equipment. Air-India has also trained its
cabin crew in the art of looking after passengers at its own Cabin Crew Training &
Development Centre in Mumbai.
The airline’s historic and Herculean effort of airlifting over 110,000 stranded Indian nationals
from Amman to Mumbai during August-October 1990 was recognised by the Guinness Book
of Records, featured in its 1993 edition, as the largest evacuation of civilians.
The Maharajah
'We call him a Maharajah for want of a better description. But his
blood isn't blue. He may look like royalty, but he isn't royal.' These
are the words of Bobby Kooka, the man who conceived the
Maharajah.
This now familiar lovable figure first made his appearance in Air-
India way back in 1946, when Bobby Kooka as Air-India's
Commercial Director and Umesh Rao, an artist with J.Walter
Thompson Ltd., Mumbai, together created the Maharajah.
The Maharajah began merely as a rich Indian potentate, symbolising graciousness and high
living. And somewhere along the line his creators gave him a distinctive personality: his
outsized moustache, the striped turban and his aquiline nose.
What began as an attempt to design a logo for an in-flight memo pad
grew to take Air-India's sales and promotional messages to millions of
travellers across the world. Today, this naughty diminutive Maharajah
of Air-India has become a world figure. He can be a lover boy in Paris,
a sumo wrestler in Tokyo, a pavement artist, a Red Indian, a monk... he
can effortlessly flirt with the beauties of the world. And most
importantly, he can get away with it all. Simply because he is the
Maharajah!
He has completed 56 years and become the most recognisable mascot
the world over. His antics, his expressions, his puns have allowed Air-
India to promote its services with a unique panache and an unmatched
sense of subtle humour. In fact he has won numerous national and
international awards for Air-India for humour and originality in publicity.
As with all great men, he too has had his critics. But the millions of travellers whose lives he
has touched far outnumber them. In fact, to them, the Maharajah with his inimitable style,
charm and wit is a very real person. He's almost like a friend to every Air-India traveller. A
friend who reaches out with warmth and hospitality, even to the farthest corners of the world.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 17 of 56MODULE I Logo Livery The logo of the new airline is a red coloured flying swan with the ‘Konark Chakra’in orange placed inside it. The flying swan has been morphed from the Air India’s characteristic logo, ‘The Centaur’ whereas the ‘Konark Chakra’ was reminiscent of the Indian’s logo. The new logo would feature prominently on the tail of the aircraft. While the aircraft will be ivory in colour, the base will retain the red streak of Air India. Running parallel to each will be the orange and red speed lines from front door to the rear door, subtly signifying the individual identities merged into one. The brand name ‘Air India’ will run across the tail of the aircraft. MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 18 of 56
MODULE I AVIATION - THEN AND NOW Air-India is India's national flag carrier. Although air transport was born in India on February 18, 1911 when Henri Piquet, flying a Humber bi-plane, carried mail from Allahabad to Naini Junction- some six miles away - the scheduled services in India, in the real sense, began on October 15, 1932. It was on this day that J.R.DTata, the father of Civil Aviation in India and founder of Air-India, took off from Drigh Road Airport, Karachi, in a tiny, light single-engined de Havilland Puss Moth on his flight to Mumbai via Ahmedabad. He landed with his precious load of mail on a grass strip at Juhu. At Mumbai, Neville Vintcent, a former RAF pilot who had come to India from Britain three years earlier on a barn- storming tour, during which he had surveyed a number of possible air routes, took over from J.R.D.Tata and flew the Puss Moth to Chennai via Bellary. Tata Airlines Tata Airlines, as Air-India was then known, consisted of one Puss Moth, one Leopard Moth, one palm-thatched shed, one whole time pilot assisted by Tata and Vintcent, one part-time engineer, two apprentice-mechanics and unlimited optimism. In 1933, the first full year of its operations, Tata Airlines flew 160,000 miles, carried 155 passengers and 10.71 tonnes of mail. Tata Airlines was converted into a Public Company under the name of Air-India in August 1946. Going Global By the beginning of 1947, Air-India turned its attention to the international scene. Towards the end of the year, an agreement was reached with the Government of India for the formation of Air-India International Limited to operate international services. At Air-India's request, the Government agreed to limit their capital participation to 49 per cent, subject to an option to acquire, at any time, a further two per cent from Air-India. Air-India International, which was registered on 8th March, 1948, inaugurated its international services on 8th June, 1948, with a weekly flight from Mumbai to London via Cairo and Geneva, with a Lockheed Constellation aircraft. Nationalisation The early '50s saw the financial condition of various airlines operating in India deteriorate to such an extent that the Government decided to step in and nationalise the air transport industry and accordingly two autonomous Corporations were created on 1st August, 1953. Indian Airlines was formed with the merger of eight domestic airlines to operate domestic services, while Air-India International was established to operate the overseas services. The word 'International' was dropped in 1962. Effective March 1, 1994, the airline has been functioning as Air-India Limited. August 27, 2007 saw the Air India and Indian merger attain official status as National Aviation Company of India Ltd., with Air India being designated NACIL(A) and Indian NACIL(I). MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 19 of 56
MODULE I
From a total of three stations served at the time of nationalisation, Air-India's worldwide
network today covers 44 destinations by operating services with its own aircraft and through
code-shared flights.
Fleet
• BOEING 747-400
• BOEING 777-200 LR
• BOEING 777-300 ER
• AIRBUS 310-300
Air-India has inducted four B777-200 on dry lease.
Network
• India: Ahmedabad, Amritsar, Bangalore, Chennai, Delhi, Hyderabad, Kochi, Kolkata,
Kozhikode, Mumbai and Thiruvananthapuram;
• UK: London; Birmingham.
• Europe: Paris. Frankfurt;
• Asia Pacific: Bangkok, Hong Kong, Jakarta, Kuala Lumpur, Osaka, Singapore and
Tokyo;
• Gulf & Middle East: Abu Dhabi, Al-Ain, Bahrain, Dammam, Doha, Dubai, Jeddah,
Kuwait, Muscat and Riyadh;
• USA & Canada: Chicago, Newark, New York and Toronto
• Africa: Nairobi.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 20 of 56MODULE I Management Chairman Managing Director Director-Inflight Service Commercial Director Director-Ground Services Director-Public Relations Director-Engineering (Engine Overhaul) Director-Information Technology Director-Security Director-Finance Director - Human Resources Development Director-Engineering Director-Materials Management Director-Internal Audit Director-Corporate Affairs Director-Operations Director-Air-Safety Director-Medical Services Chief Vigilance Officer Company Secretary Registered Office: Air India Ltd 3rd Floor, Tower-II, Jeevan Bharati 124, Connaught Circus New Delhi - 110 001 India Headquarter: Air India Building, Nariman Point, Mumbai - 400 021. ACTUALS 2005-06 Revenue: RS. 9251.02 Crores NumberofPassengersCarried: 4.44 million NetProfit: Rs.14.94 crores PassengerLoad: 66.2 per cent (One Crore = 10 Million) MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 21 of 56
MODULE I
SECTION B - CHRONOLOGY OF EVENTS :
1932 :
JULY The Aviation Department of Tata Sons Ltd is established.
15.10.1932 FIRST COMMERCIAL FLIGHT OF TATA SONS LTD. AND THE
BEGINNING OF COMMERCIAL AVIATION IN INDIA.
Route : Karachi-Ahmedabad-Bombay-Bellary-Madras
Aircraft : de Havilland Puss Moth VT-AND
Pilots : J.R.D. Tata (Karachi-Bombay)
Neville Vincent (Bombay-Madras)
The first flight service arrived in Madras on 16th October, 1932.
1935 :
The fleet of Tata Sons Ltd. consisted of de Havilland Puss Moths,
Fox Moths and Miles Merlins.
1936 :
During the year Tata Sons Ltd. introduced the WACO YQC-6 biplane, a
single engined four seater.
1937 :
During the year Tata Sons Ltd. introduced the de Havilland DH-86 and
the DH-89 Dragon Rapides, the latter equipped with radio.
1938 :
TATA AIRLINES becomes the successor to the airline operations of
TATA SONS LTD.
22.01.1938 Karachi-Bombay-Madras route extended to Colombo. Passengers
and mail carried from Colombo from 29.01.1938.
1939 :
De Havilland DH-86's and DH-89's requisitioned by Government.
Secondhand tri-motor Stinson purchased. First booking office
opened at Churchgate, Mumbai.
1941 :
Using DC-2 aircraft loaned by the Government, non-scheduled flights
were operated between Karachi and BAGHDAD, via JIWANI,
SHARJAH, BAHRAIN and BASRA.
1942
01.02.1942 Mr. Nevil Vintcent met with an accidental death when the plane in
which he was traveling was shot down over the French coast.
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1943 :
During the year Douglas DC-3's and Beechcraft Expiditors were received
from the Government.
1945 :
A fleet of ten C-47 and C-54 aircraft were purchased from the U.S. Army
Surplus and converted to Civilian use. The passenger seats were designed,
manufactured and tested in the Company's Airframe Overhaul Shop.
1946 :
29.07.1946 Tata Air Lines converted into a public limited company and re-named AIR
INDIA LIMITED. Genell Moots of TWA came down from Kansas
City to train India's first Air Hostesses.
1947 :
13.04.1947 AIR INDIA LIMITED received the first of its fleet of 28-seater Vickers-
Armstrong Vikings, VT-CIY.
03.08.1947 Mrs. Vijaylaxmi Pandit, the first Indian Ambassador to the USSR left India
for Moscow on an Air India DC-3 VT-ATI (Capt. A.C. Gazdar in command).
1948 :
08.03.1948 AIR INDIA INTERNATIONAL incorporated.
16.03.1948 The first L-749 Lockheed Constellation, "MUGHUL PRINCESS"
(VT-CQS) arrived. (All the Constellation aircrafts bore the appellation
"Princess", e.g. "Rajput Princess", "Maratha Princess" etc. In all five
aircrafts of this type were acquired, and they were configured to carry
16 First Class and 34 Economy Class passengers.
08.06.1948 INAUGURAL FLIGHT OF A WEEKLY BOMBAY-LONDON SERVICE VIA
CAIRO AND GENEVA with the Constellation VT- 'Rajput Princess'. FIRST
INTERNATIONAL FLIGHT OF AIR INDIA INTERNATIONAL. To mark the
occasion a special commemorative stamp was issued by the Government of
India.
1949 :
31.10.1949 Arrival of L-749A Constellation `Maratha Princess'.
1950 :
21.01.1950 Inauguration of a fortnightly Mumbai-Nairobi service via Aden.
1953 :
28.05.1953 Air Corporations Act 1953 ratified by the President of India.
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16.06.1953 Two Corporations - AIR INDIA INTERNATIONAL and INDIAN
AIRLINES CORPORATION come into formal existence.
01.08.1953 NATIONALIZATION OF AIR INDIA INTERNATIONAL LIMITED
and Mr. J.R.D.Tata appointed Chairman and Mr. B. K. Patel as Vice
Chairman and General Manager.
1954 :
16.06.1954 Arrival of the first L1049 Lockheed Super Constellation "RANI OF
JHANSI", VT-DGL. (All the Super Constellations bore the appellation
"Rani", e.g. "Rani of Madurai", "Rani of Ellora" etc. A total of nine
aircraft were acquired. Typical configuration was 19 First Class and 40
Economy Class, the EY class being located in the forward part of the
aircraft).
16.07.1954 Inaugural flight to Singapore via Madras with L749 Constellation on a weekly
basis.
16.11.1954 A DC-3 Freighter purchased from IAC and named "THE FLYING
SHERPA".
1955 :
20.03.1955 Arrival of the first 1049E Super Constellation `Rani of Chittor' (VT-DHN).
07.05.1955 Hong Kong Service extended to Tokyo.
02.07.1955 Introduction of the All First Class Express Service "The Flying Ranee"
Mumbai-Cairo-London.
15.11.1955 Introduction of slumberettes on the Super Constellations in the First Class
of the India-London route.
1956 :
01.04.1956 Introduction of slumberettes on the Constellations in the First Class of
Bombay-Tokyo and Mumbai-Nairobi route.
05.10.1956 Extension of the Mumbai-Singapore service to Sydney via Darwin.
1958 :
During the year the L749 Constellation aircraft were withdrawn from
service and sold to Aeronaves de Mexico.
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04.01.1958 Jakarta introduced as a regular halt between Singapore and Darwin on
the Sydney route.
05.03.1958 New Terminal Building at Santa Cruz in Mumbai was opened.
15.08.1958 Inaugural flight from Delhi to Moscow via Tashkent on a weekly basis.
11.10.1958 Introduction of a weekly terminator service to Jakarta via Madras and
Singapore.
1960 :
21.02.1960 Arrival of the first Boeing 707-437 "ANNAPURNA" VT-DJJ (Between
1960 and 1966 a total of eleven Boeing 707's were acquired. They were
named after Himalayan peaks - "Everest", "Dhaulagiri" etc.The Passenger
configuration of these aircraft could be changed quickly. Air India used
various First Class/Economy Class combinations - 32/96, 24/108, 16/126,
12/132 and 162 all economy).
19.04.1960 Boeing 707 introduced on Mumbai-London sector with twice-weekly
frequency.
14.05.1960 Inauguration of a weekly service to New York via London with
Boeing 707.
29.06.1960 Super Constellations withdrawn from the India-U.K. route.
29.06.1960 Introduction of a weekly Prague terminator service with L1049 Super
Constellation.
04.10.1960 Introduction of a weekly Super Constellation service to Kuwait via
Karachi and Bahrain.
14.11.1960 Introduction of a weekly cargo service "The Flying Sherpa" to London,
using two Super Constellations that were converted to freighters during the
year - VT-DJX 'Rani of Jhansi' and VT-DJW 'Rani of Bijapur'.
1961
During the year the L1049 Super Constellations were withdrawn from the
Tokyo and Nairobi routes, and replaced by the Boeing 707's.
30.10.1961 Delivery of the first Super Constellation 'Rani of Ellora' -VT-DHM -to the Indian
Air Force, according to an agreement of sale.
1962
31.03.1962 Dakota freighter VT-CGP sold to the Indian Air Force.
06.04.1962 Introduction of the Boeing 707 on the Moscow route, omitting Tashkent.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 25 of 56MODULE I
May 1962 All the L1049 Super Constellation aircraft withdrawn from service prior
to being sold to the Indian Air Force.
June 1962 The name Air India International abbreviated to AIR INDIA by an
amendment to the Air Corporations Act.
11.06.1962 AIR INDIA BECOMES THE WORLD'S FIRST ALL-JET AIRLINE
when the last of the Super Constellations is handed over to the Indian Air
Force;
01.10.1962 Introduction of Perth on the Mumbai / Sydney route as a scheduled halt
instead
of Darwin, which was a technical stop.
15.10.1962 The Chairman of Air India, Mr. J. R. D. Tata, re-enacted, in a Leopard
Moth, the first scheduled flight in India, which he had flown thirty years
earlier. The route was Karachi-Ahmedabad-Mumbai.
1964
29.05.1964 Arrival of first the Boeing 707-337B Aircraft (VT-DPM) named `Makalu' in
Mumbai.
03.08.1964 Sydney service extended to Nandi (Fiji Islands).
02.10.1964 Extension of the Mumbai-Moscow service to London.
1967
14.02.1967 Arrival of first the Boeing 707-337C Aircraft VT-DVB named `Kamet'.
05.08.1967 A fortnightly service to Mauritius inaugurated.
1968
27.10.1968 Addis Ababa and Entebbe introduced as online stations on the Mumbai-
Nairobi route.
Lagos introduced as an online station on Nairobi route.
Accra introduced as an online station on Nairobi route.
1969
15.10.1969 Chefair Flight Kitchen opened Mumbai Airport.
1970
20.04.1970 Air India Headquarters moved to Air India Building at Nariman Point.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 26 of 56MODULE I
1971
18.04.1971 The first Boeing 747-200 aircraft, "EMPEROR ASHOKA" arrived in
Mumbai. (Between 1971 and 1980 Air India purchased eleven 747-200's
from the manufacturer. These aircraft were named after Indian Kings -
"Akbar", "Samudragupta" etc. In May 1987 a second-hand aircraft of
this type was purchased, and named "Himalaya" (VT-ENQ).
24.05.1971 Inaugural flight to London with Boeing 747-200.
26.05.1971 First flight to New York with Boeing 747-200.
1972
14.02.1972 Foundation stone of Air India's first Hotel - `Centaur' - at Mumbai
Airport laid.
1980
01.06.1980 The following stations were introduced online:-
MELBOURNE, DAR-ES-SALAM, LUSAKA, DACCA.
08.12.1980 New International Airport Terminal at Mumbai opened.
1981
April 1981 Harare introduced as an online station.
1982
11.08.1982 The first Airbus A300B4 named "GANGA" arrived in Mumbai. (Two more
aircraft of this type were purchased in 1982, and named after major Indian
rivers - "Godavari" and "Cauvary".
15.10.1982 Mr. J. R. D. Tata re-enacted his original flight of 1932 in a Leopard
Moth from Karachi to Mumbai via Ahmedabad to mark Air India's
50th Anniversary.
1983
02.10.1983 Montreal introduced as an online station.
1985
19.01.1985 Toronto introduced as an online station.
20.12.1985 Hyderabad introduced as an online station.
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1986
02.02.1986 Goa introduced as an online station.
20.04.1986 The first Airbus A310-304 named "JAMUNA" -VT-EJG -arrived in Mumbai. (To
date seven more aircraft of this type have been purchased. They are named
after Indian rivers, "Beas", "Gomati" etc).
01.05.1986 The Indira Gandhi International Terminal at Delhi Airport opened.
10.10.1986 Centaur Hotel at Juhu inaugurated.
29.10.1986 The last commercial flight of an Air India Boeing 707, when "Dhaulagiri" (VT-
DPM) returned from Harare.
1987
17.11.1987 Air India wet-leased an Illushin IL-62 aircraft from Aeroflot. This aircraft
operated between Mumbai, Delhi, Tashkent and Moscow, with a flight deck
crew provided by Aeroflot and a combined Air India / Aeroflot Cabin Crew.
1988
23.10.1988 Air India's first Boeing 747-300 named "SHIVAJI" -VT-EPW -arrived in
Mumbai.
A second aircraft, named, "Narsimha Varman" -VT-EPX- arrived a month
later. These aircraft, popularly called 'Combis', can carry a combination of
passengers and cargo on the main deck. They can also be configured to carry
passengers only, or cargo only.
1989
01.07.1989 Air India introduces new IATA currency system.
1990
11.10.1990 Air India completes evacuation of stranded Indian nationals from the Gulf. Air
India, Indian Airlines, the Indian Air Force & Aeroflot operated 488 special
flights to airlift 1,11,711 stranded Indian nationals. The 59 day epoch making
evacuation earned rich accolades for Air India. Air India added a new chapter
in the Annals of World Civil Aviation History.
1992
03.06.1992 The Guinness Book of World Records, the world's most renowned book
of records has recognized Air India's historic and Herculean effort of air lifting
over a lakh stranded Indian nationals from AMMAN during
August - October 1990 and will include it in the 1993 edition.
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1993
Air India proposed to wet-lease four Boeing 737-300 aircraft and run a
HUB-AND-SPOKE operation using Flight Deck and Cabin Crew from
Vayudoot.
14.08.1993 Air India's first Boeing 747-400 -VT-ESM- named `Konark' arrives in Delhi
after flying non-stop from New York. Subsequently, 5 other 747-400
aircraft joined the fleet.
1994
16.11.1994 Air India enters into an agreement with M/s. Caribjet tor wet lease two
Airbus 310 aircraft.
1995
15.12.1995 Air India enters into a code sharing agreement with United Airlines.
1996
04.02.1996 Commencement of services to Tel Aviv.
04.09.1996 Agreement with M/s. Caribjet terminated.
1997
12.10.1997 Evacuation of stranded Indian Nationals who were compelled to
leave the Kingdom of Saudi Arabia before the deadline of the
amnesty period expired on 16th October.
1999
31.03.1999 Mumbai's Sahar Airport is re-named as “Chatrapati Shivaji
International Airport” after the legendary 17th Century Maratha ruler.
2000
01.03.2000 Corporate intranet project `CLICK' (the acronym for the Company
login to communicate knowledge) is launched.
17.10.2000 Mr. J. H. Jung, Secretary, Ministry of Civil Aviation, is appointed as
part-time Chairman of Air India.
2001
31.01.2001 Air India’s Security Department becomes the first aviation security
organization in the world to acquire ISO-9002-1994 certification.
MAY 2011 INFLIGHT TRAINING AND DEVELOPMENT CENTER Page 29 of 56You can also read
