Academic literature on the topic '1time Airline (South Africa)'

Purpose The airline industry is structurally challenged by its very nature, because of high overhead and capital costs. This is further exacerbated by macro-predictability and micro-uncertainty, thereby making it difficult for airlines in South Africa to attain operational efficiency. The purpose of this study is to identify drivers of operational efficiency and their impacts on airline performances in South Africa. Design/methodology/approach An extensive data collection using primary and secondary sources enabled the researchers to gather data on all the airlines operating in South Africa, for the period of 2012-2016, on a variety of parameters. A two-stage empirical analysis was carried out, which involved estimation of operational efficiencies during the first stage by using data envelopment analysis (DEA) and determination of performance drivers during the second stage by using a two-way random-effects generalised least squares regression and also a Tobit model. Findings From the study, it is clear that two structural drivers, namely, “aircraft size” and “seat load factor”, and two executional drivers, namely, “low cost business model” and “revenue hours per aircraft”, significantly impacted (p < 0.05) positively on airline efficiencies in South Africa. To improve efficiency, management should first concentrate on the drivers that can be changed in the short-term (executional drivers) and later focus on the drivers that require long-term planning (structural drivers). However, among the structural drivers, only “aircraft families” had a negative impact on airline efficiencies, whilst among executional drivers, only “block hours” negatively impacted on airline efficiencies. Research limitations/implications Despite the importance of this study, it is not free of limitations. Firstly, because of the small size of the industry, fewer airlines and lack of detailed data, the study could not consider other important factors such as optimal routing and network structure. Secondly, although non-aeronautical revenues have become increasingly important in airline management, they were not included in this study. Further studies may investigate the impact of these factors on airline efficiency. Practical implications The results have potential policy implications. Firstly, as the domestic airline market in South Africa is too small to operate with a smaller aircraft efficiently, airlines that intend to make use of smaller aircraft should first identify niche markets where they can have a route monopoly, such as SA Airlink. Secondly, as block time negatively affected airline efficiency, airlines can undertake schedule adjustments to reduce block time and thus improve technical efficiency. Originality/value This paper is a first attempt to identify drivers of operational efficiency in the airline industry in South Africa. The results indicate that DEA is a useful tool to identify factors impacting airline efficiency and could improve airline performances in South Africa.

This study attempts to identify the various service and value factors that matter most to domestic airline passengers in South Africa and to benchmark it with the domestic airline industry in Malaysia that has similar airline services. A survey methodology involving face-to-face interviews was employed to conduct interviews with 196 participants from South Africa and 189 from Malaysia. Respondents were targeted on a convenience basis. Despite the use of this non-probabilistic sampling method, the data that were yielded showed high levels of internal consistency. A random splitting of each of the two datasets (i.e. South Africa and Malaysia) and subsequent comparison of firstly, demographic characteristics and secondly, the average ratings of key items revealed no significant differences, thus confirming repeatability or reproducibility of measurement. Trained fieldworkers assisted with the interviews. The findings revealed the following. The first research objective identifies those aspects that respondents typically consider most and least important when travelling on a domestic airline. The mean importance ratings obtained for each of the service items were calculated and ranked from highest to lowest scores. The items were ranked within the four broader service dimensions for the two samples. The first dimension is labelled ‘convenience of booking’ and the results reveal considerable similarities between the two samples, with both South African and Malaysian respondents rating online booking opportunity as the most important aspect within these dimensions. The second service dimension investigated in the study is ‘cabin service scapes’. The item that was rated most important by both South African and Malaysian respondents was comforts of the seats. The third service dimension labelled ‘cabin crew’. Cabin crew's credibility obtained the highest average importance rating. The last dimension studied was labelled ‘timeliness of flight’. The top rated item was on-time departures and arrivals.

Purpose This paper aims to identify drivers of efficiency and their influence on airline performances in South Africa. Unfortunately, the methods currently used to measure airline efficiency fail to address the heterogeneity problem, which blurs inefficiency. Design/methodology/approach To remedy the heterogeneity problem, this paper adopts the meta-frontier framework to identify drivers of efficiency. The interesting feature of the model is that it ensures that heterogeneous airlines are compared based on one homogeneous technology. The model is tested using a panel data sample of nine South African airlines, which operated from 2015 to 2018. Findings The paper demonstrates that structural drivers, namely, “aircraft size”, and “airline ownership” and one executional driver, namely, “the cost structure” significantly influence (p < 0.05) airline efficiency thereby corroborating evidence from some prior studies. Research limitations/implications First, because of the small size of the industry, fewer airlines and a lack of detailed data, the study could not consider other important factors such as optimal routing and network structure. Second, a more rigorous analysis over a period of time would yield better understanding about the growth of the industry in South Africa and recognise the variation in the influence of drivers of efficiency on airline performances over time. Practical implications The results have potential policy implications. First, as the market in South Africa is too small to operate with a smaller aircraft probably, for airlines that operate with smaller aircraft to operate efficiently they should first identify niche markets where they can have a route monopoly. Second, while all state-owned airlines are perfect statehood symbols that define and represent countries, most state carriers in South Africa are highly inefficient. The researcher recommends policymakers to privatise state airlines or seek equity partners. Many nationalised airlines have turned losses to profits in the run-up to privatisation. British Airways, once a large burden on the British taxpayer, is now one of the world’s most efficient airlines. After the privatisation of Air France and Iberia, all two turned from loss-making concerns into profitable airlines. It, therefore, makes no sense for the South African government to expect state carriers to pursue a commercial mandate with such political interference. The very notion of efficiency itself is at risk. Originality/value This paper is a first attempt to identify drivers of operational efficiency using a bootstrapped meta-frontier approach in the airline industry in South Africa. By applying the meta-frontier approach the paper ensures that all heterogeneous airlines are assessed based on their distance from a common and identical frontier.

Aviation in Southern Africa was subject throughout the 1980s to increasingly intense political pressures. As ever, the cause was protests about apartheid. The severe blow that black African countries dealt to South African Airways (S.A.A.), the Republic's state-owned national airline, in the 1960s by withdrawing overflying rights was magnified by similar action from a wider spectrum of non-African governments. In the mid-1980s, Australia and the United States of America, for example, revoked S.A.A.'s landing rights, and forbad airlines registered in their countries from flying to South Africa. Other carriers, such as Air Canada, closed their offices and then terminated representation in South Africa.

Subject area Marketing. Study level/applicability This case can be used in a principles of marketing course, at Introductory, Executive or MBA level, it is particularly suitable as a case on promotions policy as one of the 4-P's, to illustrate the role of marketing communications as part of an integrated marketing strategy, or to illustrate the building of a service brand. Case overview The case illustrates a number of practical marketing issues: the marketing challenges of launching a budget airline: gaining high visibility and awareness with a relatively low share of voice; the relationship between an organisation and its advertising agency; the requirement to maintain a consistent marketing strategy over time, but to adapt the execution as market dynamics impact the consumer. Given the dynamics of most industries, kulula.com cannot afford to be complacent, as new entrants are always on the horizon. The dilemma facing Gidon Novick and his team is to rethink the sustainability of its current strategy, how to grow and protect its position, as well as the relationship with its advertising agency and its communication strategy – is a more relevant campaign or a new agency required to keep the marketing communications interesting and current? Expected learning outcomes The expected learning outcomes are: to analyse the success of communications campaigns; to explore the issue of client/agency relationships; to understand brand building strategies, how to create a distinctive position, and how to build a services brand; To understand the key success factors for a low-fare niche positioning strategy, and to examine the sustainability of this low-fare strategy; and to identify some product line extension opportunities for kulula.com. Supplementary materials Teaching note.

Purpose The purpose of this paper is to examine the precursors and outcomes of service recovery satisfaction and customer commitment among airline business customers. Design/methodology/approach Data were collected from airline travellers in South Africa using a structured questionnaire. Structural equation modelling was used to analyse the proposed hypotheses. Findings The results revealed that recovery expectations and perceived equity exert significant influence on levels of recovery satisfaction, which in turn influence overall satisfaction, trust and commitment. The study also revealed that trust and overall satisfaction are antecedents of customer commitment and that customer commitment has a significant positive relationship with positive word of mouth. It was also established that the quality of past service performance moderates the relationship between recovery satisfaction and commitment. Practical implications Airlines are advised to stimulate customer trust in the service delivery process through transparency in the procedures by which they resolve service failures and to remain committed to their service recovery promises to customers. It is also proposed that airlines should secure increased positive word of mouth through offering satisfactory service recovery. Originality/value Very little research in the South African context exists which focusses on the influence of customers satisfaction and commitment in the airline industry. This paper helps in establishing the antecedents of customer commitment after service failure in the airline industry.

This article reports on a study that examined service quality and recovery among South African airlines. Service quality is pivotal in the airline industry as service failures could negatively affect operations. The authors created the acronym “AOSA” which stands for “airlines owned by South Africa” for the purposes of anonymity and confidentiality in order to protect the airlines’ identity. A quantitative research approach was used with a cross-sectional analysis (sample survey) conducted with passengers of South African-owned airlines. The questionnaire was designed using a Likert scale tool, adapted to the SERVQUAL model. A non-probability convenient sampling method was used to collect primary data from 684 passengers at O.R.Tambo International Airport in Johannesburg and King Shaka International Airport in Durban. The key findings were that: (1) significant statistical gaps exist between passengers’ expectations and perceptions of AOSA’s service quality and that unsatisfactory service quality is antecedent to service failure. (2) Unsatisfactory service quality is tantamount to service failure in the provision of services by AOSA. (3) A significant positive correlation exists between service quality and the dimensional variables of tangibility, reliability, responsiveness, assurance, and empathy of AOSA. In conclusion, AOSA service quality is unsatisfactory, and management should take steps to empower and train staff in service recovery techniques in other to avoid service failures.

Examining networks of cities in the world rather than ‘world cityness’, the study offers a ‘Southern’ perspective on world city research. It includes places not ordinarily considered. Fourteen years of sample data on cross-border, intercity airline traffic are used as time-series relational information. The data express links between two of South Africa’s principal cities and cities elsewhere in Africa and beyond. The analysis shows persistent and intensifying links, but also sporadic and unstable intercity relations. A gathering concentration on proximate city pairs is apparent. The research also reveals that urban areas commonly regarded as topping the world city hierarchy mix with smaller and less well-known African places in the rankings of connections with Johannesburg and Cape Town. The complex intercity links which constitute urban significance on the world map are not reducible to a subordinate nesting of Third World city ties in a dominant First World matrix.

This dissertation reports on the factors that contributed to the successful entry strategy of 1time Airline, a low cost carrier, into the South African airline industry as well as its competitive strategies within this context. Research interviews were conducted in November 2005 and research material gathered until end January 2006. Key issues include an evaluation of 1time's business model in relation to other low cost entrants as well as against material sourced through interviews with 1time Airline management, employees and consumers of the airline's product. Porter's Generic Strategies and Five Forces model are used as a framework in evaluating the airline. It is found that Nohria, Joyce and Robertson's "4+2 Formula" is effectively implemented at the airline, but that further implementation of Game Theory in terms of alliances should be investigated for continued success and sustainability.

Thesis (MBA)--Stellenbosch University, 2004.
ENGLISH ABSTRACT: This qualitative study is anchored on Jim Collins' business bestseller entitled, "Good to Great: Why Some Companies Make the Leap ... & Others Don't". It draws on its main business paradigms and models designed to help firms to make the quantum leap from not only being "good", but to become "great" world class performers and brands if they follow his dictums and business advocacy in overcoming obstacles and archaic business thinking. I have chosen for this dissertation, South Africa's latest low~cost carrier (Lee), "I Time", which has just entered this lucrative but highly competitive aviation industry dominated by SAA and with a small market share fought over by Kulula, the very first Lee challenger. It is a 000- empirical case study as it is focused on 1 Time and with a solo interview drawn from Glenn Orsmond and augmented by research data glimpsed from the company and also the media and other sources. After the introduction and overview, from Chapter 3 onwards, in each of the chapters, my approach is to highlight the Collins key business models [and in some cases, interspersed with other models drawn from other business writers] that help companies to migrate from good to great covering such determinants as leadership, corporate culture, human asset, technology, competitive strategies and so on. This is then interwoven with the strategic thoughts of Glenn Orsmond, the CEO of "1 Time" low·cost budget carrier whom I managed to interview for this thesis and supplemented with my own research inputs and analysis. I conclude this study with highlights and recommendations as to how "I Time" can achieve this long-term objective, as it is a new entrant and challenger, hence riding the learning curve and competing with the traditional carrier, SAA as well as Kulula, the major Lee. The challenge now is for 1 Time to enter into the "Good" loop and then take drastic as well as incremental steps to migrate to "Great," the highest aspiration for companies that are prepared for long term survival built on a lasting set of strategies. Collins has termed good as the nemesis of great and thus entrepreneurs and CEOs need to have a deep understanding of the underlying principles and determinants in their great leap forward by thinking aloud that good is merely average.
AFRIKAANSE OPSOMMING: Die volgende kwalitatiewe studie is gebaseer op die topverkoper van Jim Collins getiteld. "Good to Great: Why some companies make the leap ... & others don't" USA: Harpers Business 2001. Die uitsprake en besigheidsbeginsels van Collins help besighede om die brug tussen "goed" en "onverbeterlik" te oorbrug. As die inhoud van bogenoemde uitsprake en besigheidverbeteringe en aanbevelings nagekom word, sal verouderde besigheiddenke en ander struikelblokke verwyder word sodat die volgende stelling van pas is. Ek het vir hierdie proefskrif "I Time", Suid-Afrika se nuutste lae koste vlug vrag draer gekies. "1 Time" het so pas hierdie winsgewende en hoogs kompeterende mark betree, wat tot dusver gedomineer is deur SAL, en 'n ander klein vlugvragdraer, naamlik Kulula, wat die eerste lae koste vlug vrag draer was. Die gevalle studie is nie gebaseer op absolute besigheidsteorie nie, maar fokus sIegs op " I Time", met 'n persoonlike onderhoud wat met Glenn Ormond gevoer is en uitgebrei is deur navorsings data wat aan my voorsien deur "1 Time" asook deur die media en ander bronne. Die benadering wat deurentyd gevolg word, vanaf hoofstuk 3, is Collins se sleutel besigheidsmodelle uit te lug en te koppel met [in sommige gevalle, ander besigheidsskrywers se modules] wat maatskappye help om te migreer van goed na uitsonderlik en determinante soos leierskap, korporatiewe kultuur, menslike hulpbronne, tegnologie, kompeterende strategie dek en so voorts. Dit is dan geinterweef in strategiese denke van Glen Orsmond, die Hoof Uitvoerende Beampte van "1 Time" lae-koste begroting draer waar ek die kans gehad het om 'n onderhoud te voer vir hierdie proefskrif ondersteun deur my eie navorsing en analise. Ek sluit die studie af met uitgeligte punte en aanbevelings hoe "1 Time" hulle langtermyn doelwitte kan bereik, siende dat hulle die mark as nuweling betree en bekend wil wees as die nuutste aanspraakmaker in die lae-koste vlugvrag draer industrie, sal hulle bereid moet wees om die lae kurwe te moet deurloop terwyl hulle kompeteer met SAL en Kulula, die huidige hoof kompetisie in die lae-koste draer bedryf, Die ommiddellike uitdaging vir "1 Time" is om die "Goeie" situasie te betree en dan met inkrimentele stappe te migreer na die "Onverbeterlike" vlak, die hoogste aspirasie vir maatskappye wat voorbereid is om hulle lang termyn bestaan wat op volgehoue besigheids strategie gebaseer is te behou. Collins bepaal dat die "Goeie" vlak die wraakgodin is van die "Onverbeterlike" vlak en dat CEO's en ondernemers moet waak om 'n diep verstandhouding van die grondbeginsels en beslissende faktore in hulle tog in hulle groot sprong voorentoe en dat die "goeie" vlak moet gesien word as 'n onaanvaarbare gemiddelde prestasie.

Thesis (MBA (Business Management))--University of Stellenbosch, 2009.
ENGLISH ABSTRACT: Safety culture is of paramount importance in high risk industries such as railway maintenance, nuclear, offshore industries and aviation industry, resulting in the assessment of safety culture in these industries. The purpose of this study is to assess the safety culture amongst maintenance engineers at a leading airline in South Africa. The approach to the study was twofold. Firstly, an intensive literature study was conducted, followed by an empirical study. The literature study clarified and zoned in on the importance safety management system and the pivotal role of human factors in aviation maintenance and its contribution to safety culture. The Airways Technical Safety Culture Survey (ATSCS) was distributed to all the maintenance engineers employed at a major South African airline. The subsequent data, received from 113 respondents, was interpreted and then analysed using the SPSS statistical software package. Firstly, the responses to the seven scales of the ATSCS were examined to determine whether the data was suitable for factor analysis. The data was analysed using the SPSS statistical package. A principal axis factor analysis, with a Varimax rotation was performed on the data in order to determine which factors cluster together. Scale reliability was determined by making use of Chronbach’s coefficient alpha. The average mean of the corrected correlations between each scale item was also calculated to examine the internal homogeneity and unidimensionality of the different scales. Next, the items were subjected to item analysis. The mean, standard deviation, skewness and kurtosis were calculated for the sample scores of the ATSCS. The influence and effect of the biographical variables on the maintenance engineers’ attitudes towards safety were determined by comparing the responses of various employee subsets with one another by means of t-tests and ANOVA. The results of the t-tests revealed that ethnicity had a statistically significant effect on the safety attitude with regard to management’s attitude towards safety and safety training. The effect sizes were calculated to determine the strength of the relationship, and this was found to be of medium effect. The ANOVA results indicated that education, geographical location and fleet qualification have no effect on the safety attitude of the population. However, an ANOVA of work area revealed that the major maintenance work area differs significantly from the other two groups in five areas of the Safety Culture Survey. Finally, the overall responses of the majority of participants in this study were very positive with regard to the seven core factors related to attitudes toward safety. It is suggested that future studies of this nature should incorporate a larger sample consisting of cross-cultural carriers in the global industry. This will confirm the external validity of the present study and support the transfer of findings to other maintenance engineers.
AFRIKAANSE OPSOMMING: Talle studies is onderneem om die veiligheidskultuur in hoë-risiko industrieë soos die spoorweginstandhoudingsbedryf, kernbedryf en olieboorbedryf te definieer en te assesseer terwyl daar slegs ’n paar gedokumenteerde pogings in die lugvaartbedryf bestaan. Die doel van hierdie studie is om die veiligheidskultuur by instandhoudingsingenieurs in een van die vernaamste lugrederye in Suid-Afrika te assesseer. ’n Literatuurstudie en ’n empiriese studie is uitgevoer. Die literatuurstudie is gerig op die aspekte van veiligheidsbestuur en die rol van menslike faktore in lugvaartinstandhouding en die bydrae daarvan tot ’n veiligheidskultuur. Die Lugvaart Tegniese Veiligheidskultuuropname (ATSCS – Airways Technical Safety Culture Survey) is aan al die instandhoudingsingenieurs by ’n groot Suid-Afrikaanse lugredery versprei. Die data wat van 113 respondente ontvang is, is geïnterpreteer en toe ontleed met behulp van die SPSS statistiese sagtewarepakket. Eerstens is die response op die sewe skale van die ATSCS ondersoek om te bepaal of die data vir faktorontleding geskik is. Hoofasfaktorontleding is met behulp van SPSS op die data toegepas, met ’n Varimax-rotasie om vas te stel watter faktore saambondel. Die betroubaarheid van die skale is bepaal deur Chronbach se koëffisiënt alfa te gebruik. Die gemiddelde van gemiddeldes van die gekorrigeerde korrelasies tussen die items van elke skaal is ook bereken om die interne homogeniteit en uni-dimensionaliteit van die verskillende skale te ondersoek. Daarna is die items aan itemontleding onderwerp. Die gemiddelde, standaard afwyking, skeefheid en kurtosis is vir die steekproeftellings van die ATSCS bereken. Die invloed en effek van die biografiese veranderlikes op die instandhoudingsingenieurs se ingesteldheid teenoor veiligheid is bepaal deur die response van verskillende werknemerondergroepe met mekaar te vergelyk met behulp van t-toetse en ANOVA. Die resultate van die t-toetse het aan die lig gebring dat etnisiteit ’n statisties beduidende uitwerking op die veiligheidsingesteldheid het ten opsigte van die bestuur se ingesteldheid teenoor veiligheid en veiligheidsopleiding. Die effek se groottes is bereken om die krag van die verwantskap te bepaal, en daar is bevind dat dit ’n medium effek het. Die ANOVA-resultate dui aan dat opleiding, geografiese ligging en vlootkwalifikasie geen uitwerking op die veiligheidsingesteldheid van die universum het nie. ’n ANOVA van die werkarea het egter aan die lig gebring dat die belangrikste instandhoudingswerkarea beduidend van die ander twee groepe verskil ten opsigte van vyf areas van die Veiligheidskultuuropname (ATSCS). Laastens was die oorkoepelende response van die meerderheid deelnemers aan hierdie studie baie positief ten opsigte van die sewe kernfaktore wat met ingesteldheid teenoor veiligheid verband hou. Daar word voorgestel dat toekomstige ondersoeke van hierdie aard ’n groter steekproef van kruis-kulturele lugrederye in die globale bedryf inkorporeer. Dit sal die eksterne geldigheid van die huidige studie bevestig en die oordrag van bevindinge aan ander instandhoudingsingenieurs ondersteun.

In many organisations, air travel is an essential part of conducting business in order to meet company objectives and goals. The selection of a preferred airline is a complex undertaking. Corporations may obtain discounts based on expenditure commitments; the airline may have a frequent flyer programme; or a low cost carrier may offer a better alternative to full service carriers. The literature on corporate travel is fairly limited with determinants determining the selection of airlines having been studied from other perspectives such as the business traveller, thus, this study should make a significant contribution to this field by generating new information on corporate travel and in particular corporate air travel decisions. The literature review provides a demarcation of the broad concepts of the buying approach towards corporate air travel. Also discussed is the relationship between the key role players in airline selection: the corporate traveller; the travel management company; and the airline. Various determinants of airline selection by corporations are identified and the role of frequent flyer programmes is analysed. Furthermore, the move towards low-cost airlines as a preferred choice for corporate travel is investigated. The empirical phase of the research study focussed on identifying the determinants of airline selection by large-sized corporations in South Africa; the relative importance of frequent flyer programmes; and the move towards low-cost airlines as a preferred choice for corporate travel. The target population was sampled using a non-probability convenience sampling approach with a newly designed quantitative, ex post facto web-based questionnaire, distributed via e-mail to the target population. Exploratory factor analysis was done to identify whether an underlying structure of airline selection determinants exists from which the relative importance of frequent flyer programmes could be assessed. From the results, a model of corporate airline selection determinants was derived. Then, the model was compared to the conceptual model formulated from the literature survey. A number of important selection determinants were identified, and it became evident that frequent flyer programmes are, generally, not considered a decisive determinant in the selection of a preferred airline by corporations. However, the influence of low-cost airlines was shown to be considerable, in line with the endeavour to save on air travel expenses within a corporate air travel management programme. The findings should assist both corporations and airlines with the design of their air travel buying approaches and marketing strategies respectively.
Dissertation (MCom)--University of Pretoria, 2010.
Tourism Management
Unrestricted

Study project (MEcon) -- University of Stellenbosch, 2000.
ENGLISH ABSTRACT: This assignment explains the search for a mechanism that can increase tourism flow by improved utilisation of airline capacity. The inherent characteristics of air transport indicate that the industry is subject to low short term marginal costs and that it is very tempting to award discount tariffs for last minute bookings. The challenge to management is to attract new passengers with discount tariffs without loosing full tariff passengers. Travel clubs are one of the mechanisms that are utilised to achieve aforementioned objective. These clubs offer mainly discount tariffs on hotel accommodation, car hire and airline tickets to their members. The acceptability of a travel club that applies restricting measures such as for example short notice periods, adaptable depart and return dates and shortened lead times have been tested in the South African market. The majority of respondents surveyed were in favour of such a travel club. An important finding is that South Africans are prepared to travel in a chosen month but that the travel dates within that month are adaptable in exchange for discount tariffs. The research also indicate that the availability of funds was decisive in the decision to travel or not to travel over seas. In order to overcome this problem the introduction of a providence account is recommended as part of the travel club's products. The challenge for the travel club is thus to consolidate the demand and to match it with the excess airline capacity.
AFRIKAANSE OPSOMMING: Hierdie werkstuk beskryf die soeke na 'n meganisme wat toerismevloei kan verhoog deur die verbeterde kapasiteitsbenutting van lugvervoer. Die inherente kenmerke van lugvervoer toon dat die bedryf onderhewig is aan lae korttermyn marginale koste en dat die versoeking groot is om afslagtariewe vir op die nippertjie besprekings toe te staan. Die uitdaging vir die bestuur is om nuwe passasiers met afslagtariewe te lok sonder om voltariefpassasiers prys te gee. Reisklubs is een van die meganismes wat gebruik word om die voorgenoemde doelwit te bereik. Hierdie klubs bied hoofsaaklik afslagtariewe op hotelverblyf, motorhuur en vliegtuigkaartjies aan hul lede. Die aanvaarbaarheid van 'n reisklub wat beperkende rnaatreels soos, byvoorbeeld, kort kennisgewingstydperke, aanpasbare vertrek en terugkeer datums en verkorte leityd toepas, is in die Suid-Afrikaanse mark getoets. Die meerderheid van respondente in die ondersoek was ten gunste van so 'n reisklub. 'n 8elangrike bevinding is dat Suid-Afrikaners bereid is om in 'n gekose maand te reis, maar dat die spesifieke reisdatums in daardie maand aanpasbaar is in ruil vir afslagtariewe. Die navorsing toon ook dat die beskikbaarheid van fondse deurslaggewend is in die besluit om oorsee te reis of nie. Om hierdie probleem te oorkom word die instelling van 'n voorsieningsrekening aanbeveel as dee I van die reisklub se produkte. Die uitdaging aan die reisklub is dus om die vraag te konsolideer en dan af te stem op die oormaatkapasiteit van die lugrederye.

M. Tech. Tourism and Hospitality Management
The objective of this research is to compile a comprehensive profile of the passengers of Airlink which is a South African domestic airline. The other objectives are to explore the marketing process and behavioural description of Airlink's customers.

D.Com.
When low cost carriers are introduced into domestic or regional scheduled air transport markets, the effects tend to be profound. In most markets where they have been introduced, lower prices have tended to lead to the stimulation of demand. As the scope of the market increases, so too does the number of entrants in the market, resulting not only in higher levels of competition but also lower prices and services. The success of the low cost model is indicated by the uptake in the air transport markets, where low cost carriers sometimes account for as much as 50% of the total air traffic movements. The presence of the low cost carriers is not necessarily a guarantee of success and the market failure rates tend to be high...

The primary objective of this research was to understand airline services and product attributes that customers value and to estimate their willingness to pay for these attributes. The research also aimed to understand the consumer decision making and buying process particularly with reference to rules used in the buying process. Would the ranking of a service or product attribute influence customers’ willingness to pay for that attribute? The research was based in South Africa. This research used a structured survey design, asking customers to rank their preferred product attributes and went on to enquire about their willingness to pay for those attributes. The main findings regarding the preferred attributes mirrored those that were uncovered in the literature review. For business travellers, Frequency, Comfort and Business Lounge were found to be predictors of willingness to pay. Only the Business Lounge was found to be a predictor of willingness to pay for non-business travellers. Willingness to pay responses from the two groups were similar; however the results showed that non-business travellers were significantly more willing to pay for Flight Frequency while business travellers were significantly more willing to pay for access to the Business Lounge. With regards to the use of decision making rules, there did not seem to be any clarity on the use of any decision rules for business and non-business travellers.
Dissertation (MBA)--University of Pretoria, 2010.
Gordon Institute of Business Science (GIBS)
unrestricted