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Aviation Industry in Bangladesh:

Prospects and Challenges

January 06, 2008

Mr. Iftekhar Amin Chowdhury
Department of Business and Economic
Daffodil International University

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.



B.Com (Hon’s) 4th Batch
ID # 042-18-440

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.

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

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.

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

Submitted To:


Sr. Lecturer
Department of Business and Economic
Daffodil International University

Submitted By:


ID# 042-18-440, 4th Batch
B.Com (Hon’s) Program


Submission Date: January 06, 2008

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.


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.

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.

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.

r 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.

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).

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

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.


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

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
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 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.


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:
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

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.


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).

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).

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).

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


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.


(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.


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.


(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.


(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


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.


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
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


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

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.


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.


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.


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.


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.


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:

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.

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.


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.


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.


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,
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
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


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.


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.


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


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.


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
11. CAAB also provides operational accommodation to other organizations and agencies like
airlines, Customs, Immigration, Meteorology, Health, Police etc. at the airports.

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


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.



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


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.


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.


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.


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.


Following is list of private airlines of Bangladesh.:

Year Airline Type of service Type of Aircraft Status

Passenger service, Y-12,
1996 Aero Bengal Airlines Defunct
Aeroplane service Antonov An-24RV
Mission Aviation Fellowship
1997 Aeroplane service DHC-3
Flight training, LET-410,
1997 Air Parabat Defunct
Passenger service Antonov An-24,
Antonov An-26
Passenger service, MD-82,
1998 GMG Airlines
Aeroplane Service Dash 8-100
1999 Bismillah Airlines Cargo service Antonov An-12B
1999 Youngone Aeroplane service Cessna Grand Caravan
BK 117,
Helicopter service,
1999 Best Aviation Antonov An-26,
Cargo service
Boeing 707
2000 Air Maximus Cargo service Boeing 747
2000 Aero Technologies Helicopter service Eurocopter AS-350B
Passenger service,
2005 Zoom Airways BAe 748 Series 2B
Aeroplane service
Passenger service,
2005 Air Bangladesh Boeing 747-269B(SF)
Aeroplane service
Passenger service,
2007 United Airways (Bangladesh) Dash 8-100
Aeroplane service
Passenger service,
2007 Royal Bengal Airline Dash 8-100
Aeroplane service


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 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


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.


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.

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


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

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

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.


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 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
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 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 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 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 (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.


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


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.

Royal Bengal Airline Fleet

Type Total Passengers Routes Notes
Dash 8-100 1 37 Short haul


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.

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.

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.
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.


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.


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.


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:

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

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.

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.


 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.


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
 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...



News paper:
1. The Daily Star.
2. The New age.
3. Business Bangladesh.
4. The Monitor


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