Slide 3

Airship in 1852

Jules Henri Giffard, a French engineer and inventor, took note of Jullien's design. He built the first full-size
airship — a cigar-shaped, non-rigid bag that was 143 feet (44 meters) long and had a capacity of 113,000 cubic
feet (3,200 cubic meters). He also built a small 3-horsepower (2.2-kilowatt) steam engine to power a three-
bladed propeller. The engine weighed 250 pounds (113 kilograms) and needed a 100-pound (45.4 kilograms)
boiler to fire it.

The first flight of Giffard's steam-powered airship took place Sept. 24, 1852 — 51 years before the Wright
Brothers’ first flight. Traveling at about 6 miles per hour (10 kilometers/hour), Giffard traveled almost 17 miles
(27 kilometers) from the Paris racecourse to Elancourt, near Trappes. The small engine could not overcome
the prevailing winds, and Giffard could only manage to turn the airship in slow circles. He did, however, prove
that in calm conditions controlled flight was possible.

First passenger carrying airship

Zeppelin, rigid airship of a type originally manufactured by Luftschiffsbau-Zeppelin, consisting of a cigar-
shaped, trussed, and covered frame supported by internal gas cells. The first Zeppelin airship was designed
by Ferdinand, Graf von Zeppelin, a retired German army officer, and made its initial flight from a floating
hangar on Lake Constance, near Friedrichshafen, Germany, on July 2, 1900. Beneath the 128-metre (420-foot)
craft a keel-like structure connected two external cars, each of which contained a 16-horsepower engine
geared to two propellers. A sliding weight secured to the keel afforded vertical control by raising or lowering
the nose, while rudders were provided for horizontal control. The craft attained speeds approaching 32 km (20
miles) per hour.

Slide 4
Birth of Airplane

1903, Orville and Wilbur Wright capped four years of research and design efforts with a 120-foot, 12-second
flight at Kitty Hawk, North Carolina - the first powered flight in a heavier-than-air machine. Prior to that, people
had flown only in balloons and gliders. The first person to fly as a passenger was Leon Delagrange, who rode
with French pilot Henri Farman from a meadow outside of Paris in 1908. Charles Furnas became the first
American airplane passenger when he flew with Orville Wright at Kitty Hawk later that year.

First scheduled air service

The first scheduled air service began in Florida on January 1, 1914. Glenn Curtiss had designed a plane that
could take off and land on water and thus could be built larger than any plane to date, because it did not need
the heavy undercarriage required for landing on hard ground. Thomas Benoist, an auto parts maker, decided
to build such a flying boat, or seaplane, for a service across Tampa Bay called the St. Petersburg - Tampa Air
Boat Line. His first passenger was ex-St. Petersburg Mayor A.C. Pheil, who made the 18-mile trip in 23 minutes,
a considerable improvement over the two-hour trip by boat. The single-plane service accommodated one
passenger at a time, and the company charged a one-way fare of $5. After operating two flights a day for four
months, the company folded with the end of the winter tourist season

Slide 5
The Impact of World War l on Aviation Industry

These and other early flights were headline events, but commercial aviation was very slow to catch on with the
general public, most of whom were afraid to ride in the new flying machines. Improvements in aircraft design
also were slow. However, with the advent of World War I, the military value of aircraft was quickly recognized
and production increased significantly to meet the soaring demand for planes from governments on both
sides of the Atlantic. Most significant was the development of more powerful motors, enabling aircraft to
reach speeds of up to 130 miles per hour, more than twice the speed of pre-war aircraft. Increased power also
made larger aircraft possible.

At the same time, the war was bad for commercial aviation in several respects. It focused all design and
production efforts on building military aircraft. In the public's mind, flying became associated with bombing
runs, surveillance and aerial dogfights. In addition, there was such a large surplus of planes at the end of the
war that the demand for new production was almost nonexistent for several years - and many aircraft
builders went bankrupt. Some European countries, such as Great Britain and France, nurtured commercial
aviation by starting air service over the English Channel. However, nothing similar occurred in the United
States, where there were no such natural obstacles isolating major cities and where railroads could transport
people almost as fast as an airplane, and in considerably more comfort. The salvation of the U.S. commercial
aviation industry following World War I was a government program, but one that had nothing to do with the
transportation of people.

Slide 6
 B.E.2 Biplane

At the start of the First World War, aircraft like the B.E.2 were primarily used for reconnaissance. Due to the
static nature of trench warfare, aircraft were the only means of gathering information beyond enemy
trenches, so they were essential for discovering  where the enemy was based and  what they were doing.

 Message Streamers
These early aircraft were not fitted with radio sets, but messages about enemy troop movements needed to
be communicated quickly. Pilots could either drop messages in weighted bags or use message streamers to
drop messages to forces on the ground. This message streamer was dropped on 9 September 1914 during the
Battle of the Marne.

 Investigation Cameras

As trench systems developed and became more complex, it became harder for pilots to accurately record
what was happening on the ground and formal aerial photography was introduced early in 1915. The first
experimental photographs were taken by hand, but aerial reconnaissance was most effective when using
cameras which were attached to the aircraft, like this C Type camera.

Slide 7

First Modern Airline

Boeing built what generally is considered the first modern passenger airliner, the Boeing 247. It was unveiled
in 1933, and United Air Lines promptly bought 60 of them. Based on a low-wing, twin-engine bomber with
retractable landing gear built for the military, the 247 accommodated 10 passengers and cruised at 155 miles
per hour. Its cabin was insulated, to reduce engine noise levels inside the plane, and it featured such
amenities as upholstered seats and a hot water heater to make flying more comfortable to passengers.
Eventually, Boeing also gave the 247 variable-pitch propellers, that reduced takeoff distances, increased the
rate of climb, and boosted cruising speeds

Slide 8

Deregulation of Airline Industry

Today's airline industry is radically different from what it was prior to 1978. At that time, the industry
resembled a public utility, with a government agency, the Civil Aeronautics Board (CAB), determining the
routes each airline flew and overseeing the prices they charged. Today, it is a market-driven industry, with
customer demand determining the levels of service and price.

No barriers to entry

Due to the deregulation act in 1978, there remained no barriers to entry hence many commercial airlines
came in the industry.
Development of wide body aircrafts

One of those developments was the advent of widebody aircraft, which significantly boosted airline capacity
on many routes. Another was the Middle Eastern oil embargo in 1973, which led to skyrocketing fuel costs and
contributed generally to price inflation. Both coincided with an economic downturn that put severe strain on
the airlines. Business was falling at the same time that capacity and fuel prices were rising

Hub and Spoke

Airlines developed hub-and-spoke systems because they enable them to serve far more markets than they
could with the same size fleet, if they offered only direct, point-to-point service. At a hub, travelers can connect
to dozens, sometime hundreds, of flights to different cities, and often can do so several times of day. An airline
with a hub-and-spoke system, thus, has a better chance of keeping its passengers all the way to their final
destination, rather than handing them off to other carriers. Travelers enjoy the advantage of staying with a
single airline.

Slide 9

Modern Aircrafts

The Boeing Company is an American multinational corporation that designs, manufactures, and sells

airplanes, rotorcraft, rockets, satellites, telecommunications equipment, and missiles worldwide.

Boeing 777 and 747 are two most famous airplanes of the Boeing company

Airbus is owned by EADS, a European aerospace company. Airbus has its headquarters in Blagnac,

France. Airbus began as a consortium (a group) of aircraft makers called Airbus Industrie. Later, in 2001, it
became a joint-stock company.

A320 and A380 are the most famous aircrafts of this company

Slide 10

Airline industry in 21st Century

In 2001, the industry dealt with the effects of another economic downturn, as business travel decreased
substantially while labor and fuel costs increased. The events 9/11 greatly magnified the airlines' issues,
leading to a sharp decline in customers and significantly higher operating costs. Losses continued for years;
the industry as a whole didn't return to profitability until 2006. A relatively stable period followed, although
controversies arose over service quality and passenger treatment in terms of flight delays, particularly those
involving planes waiting on the runway. In 2010 and 2011, the U.S. Department of Transportation issued a
series of rules mandating that the airlines provide adequate modifications for passengers in extenuating
circumstances.

Slide 11

Effects of 9/11 on Airline Industry

Today’s airline industry presents a different picture than it did prior to the events of September 11, 2001
(9/11), with more passengers flying low-cost carriers, fewer empty seats, and a smaller workforce.

Airline passenger travel and capacity (measured in terms of available seats) fell drastically after the terrorist
attacks of September 11th, when our national air space was temporarily closed. The numbers of airline
passenger and seats remained low in subsequent months, but have recovered in the following years. Available
seats have increased more slowly than air passenger travel, and have only recently reached the pre-9/11
peaks; in contrast, air passenger travel reached its pre-9/11 peak in July 2004 and has continued to grow. Thus
the aviation industry has accommodated passenger growth with few additional seats, which means fuller
planes.

At the same time that the industry was facing this large-scale drop and subsequent recovery in the number of
passengers, there were shifts in the size of different segments of the industry. In particular, the low-cost
carriers grew significantly and air fares decreased through this period.

Slide 12

Orient airways takes it skies

On 23rd October 1946, a new airline was born. Initially registered as a pilot project in Calcutta, Orient Airways
Ltd. had at its helm Mr. M.A. Ispahani as Chairman and Air Vice Marshal O.K. Carter as General Manager. Four
Douglas DC-3s were purchased from Tempo of Texas in February 1947 and operations commenced on 4th
June 1947. The designated route for Orient Airways was Calcutta-Akyab-Rangoon, which also happened to be
the first post-war international sector to be flown by an airline registered in India. Within two months of Orient
Airways’ operational beginnings, Pakistan was born. The birth of a new nation generated one of the largest
transfers of population in the history of mankind.

New National Flag carrier of Pakistan

Orient Airways was a privately owned company, with limited capital and resources. It could not be expected to
grow and expand independently. It was then that the Government of Pakistan decided to form a state-owned
airline and invited Orient Airways to merge with it. The outcome of the merger was the birth of a new airline,
through PIAC Ordinance 1955 on January 10, 1955.

In addition to transport activities, Orient Airways had established the nucleus of overhaul and maintenance
facilities and acquired trained pilots, engineers and technicians, measures which proved to be a great asset for
PIA during its teething phase.
PIA’s first international Service

The year 1955 also marked the inauguration of the fledgling airline’s first scheduled international service – to
the glittering, glitzy capital city of London, via Cairo and Rome. Initially, there was much criticism, as the public
could not comprehend or justify the need to operate an international route when, in their opinion, other
projects vital for a developing country should have been given a higher priority. However, PIA’s focus was, and
continues to be, to serve the Pakistani community at large. The provision of transportation to expatriates has
remained one of the foremost priorities of the national airline. Moreover, PIA earned substantial foreign
exchange through international services, which it invested in the purchase of aircraft and spare parts, as fleet
expansion was a grave necessity for the airline.

Slide 13

New planes new direction and new management

First Boeing 707 in 1960

Golden years of PIA

In 1956, orders were placed for two Super Constellations and five Viscounts which were to be delivered in
1959. At this juncture, PIA possessed a small fleet which comprised of Convairs, Viscounts, Super
Constellations and DC-3s.
While Mr. M.A. Ispahani was the first Chairman of the new dynamic airline; it was the first Managing Director
of PIA, Mr. Zafar-ul-Ahsan, who in his 4 year tenure, got the ball truly rolling and set the shape of things to
come. The PIA Head Office building at Karachi Airport, which houses all the major departments of the airline,
was the brain-child of Mr. Zafar-ul- Ahsan. In fact, on his departure from the airline, the employees presented
him with a silver replica of the building with the caption, “The House You Built”.
In 1959, the Government of Pakistan appointed Air Commodore Nur Khan as the Managing Director of PIA.
With his visionary leadership, PIA ‘took off’ and within a short span of 6 years, gained the stature and status of
one of the world’s frontline carriers. In aviation circles, this period has often been referred to as the “golden
years of PIA”.
Development, expansion, and growth were keywords that the new management was committed to. In March
1960, PIA launched its first Boeing 707 jet service on the London-Karachi-Dacca, route which later proved to be
very successful. This trail-blazing accomplishment resulted in PIA becoming the first Asian Airline to operate a
jet aircraft, setting trends for the future. In 1961, the airline took on the mammoth task of initiating a cross-
Atlantic service from Karachi to New York. By this time, PIA had placed orders for more new aircraft, which
included Fokker F-27s, Boeing 720Bs and Sikorsky helicopters. Helicopter services in East Pakistan had gained
momentum by 1962 and expanded to include Sylhet, Chittagong, Dacca, Comilla and Ishurdi. PIA’s helicopter
services carried over 70,000 passengers during the first year of operation. At the time, it was regarded as a
stellar operation, equal to any other in the world. Unfortunately, due to two mishaps, the service was
discontinued in 1966.
Slide 14

Historic firsts and unbroken records of PIA

In 1962, finding the upper winds forecast favorable, PIA set out to break the record for the fastest flight
between London and Karachi. With representatives of FAI (Federation Aeronautique International) on board to
monitor the official timings, PIA completed the flight in 6 hours, 43 minutes, 51 seconds, a record which
remains unbroken to this day.

In 1964, PIA achieved another historic first, regarded as a major milestone in the chequered history of the
airline. On 29th April, 1964, with a Boeing 720B, PIA earned the distinction of becoming the first airline from a
non-communist country to fly into the People’s Republic of China. PIA’s first service to China was from Karachi
to Shanghai via Canton. In 1964-65, PIA expanded its fleet further with the addition of a fourth Boeing 720B
and two Fokker F-27s. Serious development had become a reality and the PIA team continued to move ahead
with ambitious plans and goals for the national flag carrier.

PIA was the first Asian airline to touchdown in Norway

Slide 15

PIA Marketing

PIA’s Marketing strategy was soo good that the advertisements were being shoot internationally worldwide.
For example, in the picture it is in Paris Shanze Lizay Street.

Pierre Cardin
In 1966, Pierre Cardin, the renowned French fashion designer, came up with the legendary fawn colour uniform for
summer and moss green uniform for winter. The outfit consisted of a short, comfortable fitting A-line tunic, slim-line
trousers and imaginatively moulded dupatta that not only covered heads but also turned heads. The uniform became an
instant hit, and the slim-line trousers immediately were dubbed as ‘PIA Pajamas’.

Slide 16

Safety Management system

PIA is the first airline to get certified (initial certification) on Safety Management System (SMS) by Civil Aviation
Authority CAA – Pakistan. CAA Air Navigation Order (ANO 91.0032 issued in September 2008) binds all airlines
operating in Pakistan to have SMS. Well before the issuance of this ANO, PIA initiated SMS awareness and
implementation in July 2008. PIA awarded initial certification on SMS in 27th February 2009 by CAA.

Technology and Control

Not content with a number of historic firsts under its belt, PIA made history yet again, by installing Pakistan’s first
computer, an IBM1401, in 1967.