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1
Sinclair-Maragh, Gaunette. "Air Jamaica … more than a national airline." Emerald Emerging Markets Case Studies 1, no. 1 (January 1, 2011): 1–6. http://dx.doi.org/10.1108/20450621111110627.
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Subject area Hospitality and tourism management; strategic management; marketing, transportation system management and human resource management. Study level/applicability Undergraduate in business and management and hospitality and tourism management. Case overview This teaching case outlines the historical background, successes and challenges of the national airline of Jamaica. It shows how a national airline, which is a heritage asset and one that has provided nostalgic and sentimental value to the Jamaican people and its passengers, had to be divested. The airline has been faced with several challenges; the major one being high-operating costs, especially in light of the global economic recession. The case also highlights the various procedures carried out by the Government of Jamaica before and after the divestment arrangement and also by the acquirer, Caribbean Airlines. Expected learning outcomes The student should be able to: first, differentiate among the various strategic management terms and concepts used in the case; second, explain the importance of strategic decisions versus emotional decisions; third, assess the environmental factors that impacted Air Jamaica's operation; fourth, analyse the environmental factors that should have been considered by Caribbean Airlines before making the decision to acquire Air Jamaica; fifth, carry out a comparative analysis of the various corporate-level strategies to identify the best option for the Government of Jamaica; sixth, propose reasons why Caribbean Airlines acquired Air Jamaica. Supplementary materials Teaching note.
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Xu, Zhao, and Mamoudou Dioumessy. "Challenges and Solutions to Air Transportation in Guinea: A Case Study on the Revival of the National Airline." Journal of Asian and African Studies 54, no. 6 (May 6, 2019): 858–79. http://dx.doi.org/10.1177/0021909619847219.
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After the dissolution of the first national airline in 2002, the Guinean government attempted to set up Guinea Airlines, but it was unsuccessful. This study aims to analyze the current state of air transport in Guinea and to conduct a diagnostic analysis for the revival of the national airline. The objective is to explore the causes of the failures of various attempts to revive the national company. The findings show that air transport has a positive spillover externality to economic long-run growth and the revival of Guinea Airlines could be a major asset to boost the country’s economic growth.
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Berketova, L., and R. Iginova. "Nutrition on Aircrafts: a Menu Analysis (Part 2)." Bulletin of Science and Practice 6, no. 4 (April 15, 2020): 257–63. http://dx.doi.org/10.33619/2414-2948/53/30.
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As already noted in the previous work, “Nutrition on Aircrafts: a Menu Analysis (Part 1)”, the organization of passenger service for air transport consists not only in the transportation of passengers, but also in the organization of meals on board airliners. The assortment of dishes depends on many factors such as: budget of the airline, season, flight duration, class of service, departure time, national characteristics and category of passengers. In this paper, the menus of Nordwind Airlines and Azur Air are considered. The airline “Nordwind Airlines” at the stage of purchasing tickets offers its passengers the opportunity to form their diet from the proposed list of dishes for an additional fee. Typically, the list includes chicken dishes, meat dishes, pilaf and special nutrition (vegetarian nutrition and nutrition for children), there is also the option “Guaranteed nutrition”, which, depending on the duration of the flight, includes soft drinks; hot nutrition; Tea coffee. “Azur Air” Airlines in the standard package of services provides snacks during the flight or does not provide on-board nutrition at all. Nevertheless, there are several services with which you can receive ready-made culinary products for an additional fee. The airline cooperates with Fly Service LLC (St. Petersburg), which provides various catering services, including on board an airplane. The Restaurant on Board service is available only upon departure from Pulkovo Airport (St. Petersburg). The information on the international rating according to the Skytrax World Airline Awards of the world according to the criterion of “Airline Catering” is presented. Among Russian airlines, only Aeroflot in the Economy Class nomination is present in international ratings. The paper presents a menu with the calculation of nutritional value and calorie content.
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Vidović, Andrija, Sanja Steiner, and Igor Štimac. "Development Potentials of Low Cost Aviation in the Republic of Croatia." PROMET - Traffic&Transportation 23, no. 6 (February 21, 2012): 519–27. http://dx.doi.org/10.7307/ptt.v23i6.187.
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The liberalization of the aviation market has enabled low-cost airlines to take over a significant share in the aviation market. Benefits of low-cost models are multiple, both for passengers and for secondary and regional airports, which were neglected in the past and which record significant inflow of passengers with the arrival of low-cost airlines. In the structure of the air traffic in the Republic of Croatia in the last ten years, there has been a progressive growth of foreign low-cost airline operations, which suggests a potential for the operation of a Croatian low-cost airline. This paper defines the criteria applicable to modelling of a low-cost airline in the Republic of Croatia in the relevant context of fleet management, route networking and operator’s processes in traffic technology. It analyzes the dynamics of low-cost airlines operations in the structure of air traffic in Croatia and the impact of traffic on the status of airports and the national operator. KEY WORDS: low-cost airline, traditional airline, airport, route network, fleet management
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Fan, Ting, Bo Pu, Samart Powpaka, and Liaogang Hao. "The Impact of Disaster of a National Airline on the Nation’s Tourism: An Empirical Investigation." Sustainability 11, no. 5 (February 26, 2019): 1233. http://dx.doi.org/10.3390/su11051233.
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This study contributes to the area of tourism research by investigating the process by which the air disaster of a national airline affects tourists’ attitude and intention to fly the airline as well as attitude and intention to visit the country. A survey with potential Chinese tourists on visiting Malaysia and flying Malaysia Airlines was conducted. Results show that intention to visit Malaysia is positively affected by attitude toward visiting Malaysia and intention to fly Malaysia Airlines. Attitude toward visiting Malaysia is positively affected by attitude toward flying Malaysia Airlines and negatively by perceived risk of visiting Malaysia. Perceived risk of visiting Malaysia is, in turn, negatively affected by subjective knowledge about Malaysia and attitude toward flying Malaysia Airlines, and positively by perceived risk of flying Malaysia Airlines. Intention to fly Malaysia Airlines, on the other hand, is positively affected by attitude toward flying Malaysia Airlines. Attitude toward flying Malaysia Airlines is negatively affected by perceived risk of flying Malaysia Airlines, which is, in turn, positively affected by usefulness of (negative) public opinion. The theoretical contribution, managerial implications, limitations, and future research direction are also discussed.
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Kolawole T, Gbadamosi, and Adekunle Emmanuel A. "Economic Implication of Absence of National Carrier in the Nigeria Aviation Industry." American International Journal of Multidisciplinary Scientific Research 1, no. 2 (September 1, 2018): 1–8. http://dx.doi.org/10.46281/aijmsr.v1i2.182.
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The aim of the study is to access the economic implication of absence of National carrier in the Nigeria aviation industry. The airline industry is the key drive of the travel and tourism industry and also a major contributor to many countries’ overall economy through international tourist arrivals and departures. The study estimate the amount of revenue Nigeria is losing to capital flights for not having a viable national carrier over the past ten years that is from 2007 to 2016.The estimated amount of revenue loss was examined on airlines offering direct flights on Nigeria to London route, in which we have two foreign airlines (British airways and Virgin Atlantic airline)and a Nigeria’s private national carrier which is Med-view airline. The class of tickets and services in each class of ticket being offered by the airlines was examined. The study reveals an estimate of total of over $6 Billion revenue were being lost to hands of foreign competitors over the past ten years with British airways generating closely to $4 billion, while Virgin Atlantic generated over $2.3 billion and Med-view generated over $133 million in the past ten years. The study also reveals that the higher the passenger carried the higher the revenue and vice versa. However, establishing a national carrier by the federal government is imminent which will express Nigeria culture and to better serve passengers especially Nigerians. Finally, banks and other governmental financial institutions should make available enough funds with longer payback period and little interest for both existing airlines to upgrade their services and new entrants to be able to purchase necessary equipment’s to make them competitive in the market.
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Huettinger, Maik. "What determines the business activities in the airline industry? A theoretical framework." Baltic Journal of Management 9, no. 1 (December 20, 2013): 71–90. http://dx.doi.org/10.1108/bjm-04-2013-0053.
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Purpose – The main purpose of this paper is to create a model, which specifies the determinants of the airline business. This sector is chosen, as the airline industry is not only influenced by national characteristics, but also characterized by international standards and internationalization processes. Design/methodology/approach – In this paper, a systematic analysis of the research published over the past decades is carried out. This analysis incorporates the most acknowledged concepts and works in the field of airline management. Findings – The main determinants of the airline business are identified as: national culture, airline alliances, the implementation of the low-fare business model, the influence of the state on business, and the impact of market liberalization. The modern airline industry can be partially seen as an embodiment of the neoliberal ideas of the 1990s. Practical implications – The model may be used by academics and practitioners who work in the area of airline business management. Specifically in the case of a merger between two airlines, the model might serve as a useful tool to analyze potential synergies. Originality/value – Although various research has been conducted on describing the way that airline business is done, little focus has been paid on the factors that actually determine and change it. This paper analyzes the unique industry variables by which the airline industry is driven and determined.
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Wu, Weiwei, Haoyu Zhang, Siqi Lin, and Frank Witlox. "Evolution of Air Transport Networks under Different Airline Business Models: The Case of Three Chinese Airlines." E3S Web of Conferences 235 (2021): 03051. http://dx.doi.org/10.1051/e3sconf/202123503051.
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This study was conducted to compare the evolution process of air transport networks (ATNs) under different airline business models, and empirically analyzed the causes of evolution differences combining with airline market behaviors. Three representative Chinese airlines (China Southern Airlines, Spring Airlines, and Lucky Air) that belong to three business models (full-service, low-cost, and regional) were examined. Based on mathematical statistics and complex network theory, from spatial pattern, topological feature and central city, the result showed that the airlines have their own unique evolution characteristics of ATNs driven by different business models. China southern airlines as state-owned full-service network carrier, its ATN is easily affected by national policy. Spring Airlines has more flexible and diverse choice in choosing target markets and the ATN had a transformation from a mono-centric divergence network to a two-centric regional one. Lucky Air as a regional feeder carrier, whether navigable airports or navigable routes increasingly concentrated within the southwest of China. This information is important for government to improve the national ATN by developing targeted airlines.
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Scrimgeour, Frank, Rikkie Stevenson, and Geeta Duppati. "Corporate governance in the airline industry - evidence from the Asia-Pacific region." Corporate Ownership and Control 13, no. 2 (2016): 329–35. http://dx.doi.org/10.22495/cocv13i2clp2.
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Globally airline performance has been variable with poor performance undermining the confidence of travelers, investors, Governments and other stakeholders. Airline corporate governance is a key determinant of airline performance. However, the relationships between governance and performance is complicated by the diversity of governance arrangements surrounding airlines. This study utilizes the four level model of Scrimgeour and Duppati (2014) to analyze the strengths and weaknesses of airline governance in the Asia Pacific region. Data from firm performance and firm behavior are analyzed for a 14-year period given governance and business choices occur at all stages of the business cycle and governance decisions have impact over multiple periods. Improving trust in the airline industry requires attention to all four levels of governance in a manner consistent with national and international business contexts
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Permana, Prayoga, Herman W. Hoen, and Ronald L. Holzhacker. "Political Economy of ASEAN Open Skies Policy: Business Preferences, Competition and Commitment to Economic Integration." Journal of Asian Economic Integration 2, no. 1 (April 2020): 44–61. http://dx.doi.org/10.1177/2631684620910520.
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Despite significant growth of the domestic airline industry, Indonesia was hesitant to ratify the ASEAN Open Skies Policy (OSP) until 2016. One of the recent findings exposed the increasing concern over foreign–domestic airline competition with too little attention in exploring airline aspirations and the potential interplay between the airline preferences and the state interest. This study empirically investigates the dynamics of domestic resistance to the implementation of OSP, and to what extent the interplay of Indonesian airlines’ business preferences, ASEAN contexts and state interests have contributed to the OSP ratification postponement. Taking some lessons from the OSP ratification, we argue that the efforts towards advancing ASEAN economic integration through the open skies are contested domestically when business preferences showed mixed reactions. There has been little agreement on how the OSP could benefit the domestic airlines following their own business strategy. In the meantime, state principles indicated certain priorities for domestic interests, while ASEAN contexts allowed a member state to practice a negotiated move. The study was conducted using a qualitative method, with semi-structured interviews involving three Indonesian airlines (state and privately owned, full service and budget airlines), government officials, a civil society element and the Indonesian national air carriers association. JEL Classification: F0, F5
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Almuqati, Mohammed. "Critical analyzed information of International Air Transport Association (Divulgation paper)." Nexo Revista Científica 34, no. 02 (June 9, 2021): 1065–74. http://dx.doi.org/10.5377/nexo.v34i02.11630.
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The International Air Transport Association aims at representing the airline industry by enhancing awareness about the benefits of airlines to the national economies, and in this way, improving decision making regarding airline activities. Integrity is an important value if at all member airlines are expected to have trust in the organization’s duty to protect their interest. The main benefit that airlines can gain in joining IATA is the ability to be adequately represented by an organization whose voice in the industry is powerful. Member airlines are also assured of financial success as IATA recommends best practices that should be implemented in order to uphold safety, environmental sustainability, and efficient processes. Ultimately, IATA’s role in championing for the rights of airlines has been influential, and the improved performance in the industry is evidence that the association’s efforts have been fruitful.
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Ren, Xiaoni. "Exploiting women’s aesthetic labour to fly high in the Chinese airline Industry." Gender in Management: An International Journal 32, no. 6 (August 7, 2017): 386–403. http://dx.doi.org/10.1108/gm-03-2017-0033.
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Purpose Drawing upon the existing theoretical and empirical sourced knowledge of aesthetic labour and gender, this paper aims to explore the exploitation of women’s aesthetic labour in the Chinese airline industry and the underlying causes from a contextual point of view. Design/methodology/approach This qualitative study has emerged from a broader research project which aimed to explore women’s experiences of work-family conflict and their career aspirations in the Chinese airline industry in which aesthetic labour was prevalent as a significant issue during semi-structured interviews with female employees and HR/line management. Thus, the study draws upon interview data focusing on recruitment and selection of flight attendants in three Chinese airlines. This is complemented by secondary sources of data from Chinese television programmes and job advertisements. Findings This study reveals that aesthetics is both gendered and context-bound. It exposes that aesthetic labour in Chinese airlines is demanded from women but not men. It highlights that gendered aesthetic labour is continuously shaped by four influential contextual issues – legislation, labour market practices, national culture and airline management practices. Originality/value By uncovering the dynamic interconnectedness of gender and aesthetics and illustrating the exploitation of women’s aesthetic labour for commercial gains in Chinese airlines, this paper contributes to the understanding of the gendered aesthetics in the airline industry. It also offers new insights into the theory of aesthetic labour by locating it in a context that differs significantly from other socio-cultural contexts.
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Park, Youngsik, and Inshil Park. "The Effect of Airline Quality of Service on Airline’s Image : To the International Passenger of National Airlines." Journal of Tourism Management Research 22, no. 7 (December 31, 2018): 777–96. http://dx.doi.org/10.18604/tmro.2018.22.7.37.
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Sööt, Siim. "National Airline Networks : A Graph Theoretic Analysis." Cahiers de géographie du Québec 19, no. 48 (April 12, 2005): 461–74. http://dx.doi.org/10.7202/021290ar.
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Network properties of national domestic airline Systems are examined and linked to causal factors such as levels of economic development, population size and distribution, topographic relief, and size of country. Graph theoretic indices are utilized to measure network characteristics and become the independant variables in regression analyses. The theoretical pitfalls of this method are highlighted by utilizing a path analytic framework to identify the degree of interrelationship among the dependent variables. Still, the graph theoretic method is deemed useful as a means of topologic analysis of network structures.
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Yayla-Kullu, H. Muge, Praowpan Tansitpong, Adelina Gnanlet, Christopher M. McDermott, and Jeffrey F. Durgee. "Impact of national culture on airline operations." Operations Management Research 8, no. 3-4 (July 5, 2015): 101–17. http://dx.doi.org/10.1007/s12063-015-0102-8.
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Rosnan, Herwina, and Razmah Mahmod. "Business Turnaround Plan: The Experience of Malaysia Airlines." South Asian Journal of Business and Management Cases 1, no. 2 (December 2012): 211–21. http://dx.doi.org/10.1177/2277977912459444.
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Malaysia Airlines (MAS) is the Malaysian national air carrier. It was incorporated during the early days of air travel in 1937. From a humble beginning, MAS has developed into a renowned international airline with award-winning products and services. It managed to achieve cost efficiency and operates slightly below industry average. MAS has gone through several changes in its management over the years and still survives. However, being a national air carrier and government owned, MAS has several constraints in its operation where it has to balance between political and social obligations, and at the same time consider its commercial interest. Thus, some of the decisions on air service destinations, pricing structure and other business factors cannot be made purely based on commercial ground. This had affected the profitability of the airline. Furthermore, the global airline industry was facing turmoil since 11 September 2001 as a result of significant decline in air travel demand as well as the increase in fuel cost. Without exception, MAS was also badly hit and had recorded a substantial RM 1.3 billion loss in 2005. The bad market environment at that time continues to hit MAS hard. Hence, it was inevitable for the airline to make drastic changes in order to respond to the volatile business environment. Therefore, a real and radical business turnaround plan was imperative for MAS. Introduced in 2006, the Business Turnaround Plan (BTP) managed to bring MAS out of its financial crisis within two years of its implementation. This case highlights the winning strategies and action plans implemented by MAS in the BTP that had successfully turnaround this national air carrier from a deep financial crisis. As a result, from a substantial loss of RM 1.3 billion in 2005, MAS achieved a record-breaking profit of RM 610 million in 2007.
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Pamplona, D. A., and C. J. P. Alves. "Mitigating Air Delay: An analysis of the Collaborative Trajectory Options Program." Engineering, Technology & Applied Science Research 9, no. 3 (June 8, 2019): 4154–58. http://dx.doi.org/10.48084/etasr.2728.
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Congestion is a problem at major airports in the world. Airports, especially high-traffic ones, tend to be the bottleneck in the air traffic control system. The problem that arises for the airspace planner is how to mitigate air congestion and its consequent delay, which causes increased cost for airlines and discomfort for passengers. Most congestion problems are fixed on the day of operations in a tactically manner using operational enhancements measures. Collaborative Trajectory Options Program (CTOP) aims to improve air traffic management (ATM) considering National Airspace System (NAS) users business goals, particularities faced by each flight and airspace restrictions, making this process more flexible and financially stable for those involved. In CTOP, airlines share their route preferences with the air control authority, combining delay and reroute. When CTOP is created, each airline might decide its strategy without knowledge of other airline’s flights. Current solutions for this problem are based on greedy methods and game theory. There is potential space to improve. This paper examines CTOP and identifies important strategic changes to ATM adopting this philosophy, particularly in Brazil.
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Gál, József. "Most érdemesebb Budapest repülőteréről, mint Magyarország nemzeti légitársaságának jövőjéről gondolkodni." Jelenkori Társadalmi és Gazdasági Folyamatok 8, no. 1-2 (January 1, 2013): 12–19. http://dx.doi.org/10.14232/jtgf.2013.1-2.12-19.
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There is a big change in Hungary about air services. We lost our Hungarian national airlines called MALÉV and the role of Budapest Airport has been changing. The national airline is definitely emblematic company for a country. Welcome to the traveler, announces the country's existence, presence arouses the interest and invites travelers. Malév was such a company with its typical painting, staff uniforms and kindness. It was the mediator of the Hungarian hospitality to foreigners. It is difficult to describe the feeling - which I also experienced a number of cases - when a Malév aircraft landed at a foreign airport, you could feel a little bit when we are home. Is a national airline to be just business issue, or more? In my paper - politics-free - I would like to describe termination of some media reaction to the team but not limited to. Suddenly, many people said their opinion, such a sound with a professional. The picture is very colorful and free of any emotion. We can not forget also that although it was a business-driven enterprise, which, however, was more than just an enterprise. It is interesting how to find new role of Budapest Airport.
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Tarina, Dwi Desi Yayi, and Imam Haryanto. "Review of Competition Law on Tariffs Lower Limit Indonesian Airlines." DOKTRINA: JOURNAL OF LAW 4, no. 1 (April 30, 2021): 1–15. http://dx.doi.org/10.31289/doktrina.v4i1.4124.
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The price policy is an inseparable part of business competition. The price policy is not solely related to efforts to maintain prices or even control prices at a certain level but is an effort to generate profits that are proportional to social welfare. Since the entry of business competition regulations in Indonesia, with the increase in airline business actors, the competition between them has become more profitable for consumers. With high competition and competitive prices, airlines, especially national airlines, show that the target of this airline is the middle market share. In this paper, we will discuss the determination of the lower tariffs for air transportation issued in the Regulation of the Minister of Transportation of the Republic of Indonesia and regarding its application and impact on consumers and business actors in the aspect of business competition. Research result The stipulation of the lower limit rate stipulated in the Regulation of the Minister of Transportation Number 14 of 2016 is basically against the provisions of the business competition law, particularly about the prohibition on price-fixing as regulated in Article 5 Paragraph (1) of Law No. 5/1999. The effect of Regulation of the Minister of Transportation Number 14 of 2016 on airline business actors and consumers, among others, is that the freedom of business actors to determine their fares is reduced, this results in not achieving price efficiency.
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Rublev, V. V. "ANALYSIS OF ECONOMIC ACTIVITY OF REGIONAL AIRPORTS OF FRANCE AND REGIONAL AIRPORTS OF THE CENTRAL FEDERAL DISTRICT: DEVELOPMENT OF LOW-COST AIRLINES DESTINATIONS AS A KEY FACTOR IN THE PASSENGER TRAFFIC GROWTH." Vestnik of Samara State University of Economics 1, no. 195 (January 2021): 75–87. http://dx.doi.org/10.46554/1993-0453-2021-1-195-75-87.
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The article presents an analysis of the activities of regional airports in France in 2019. The growth of passenger traffic was observed in those airports that actively developed cooperation with budget airlines, increasing the number of destinations in the route network. Regional airports in France, whose route network structure did not expand in 2019, showed a slight decrease in passenger traffic (from –0.1% to –3%). The first and only experimental regional airport in France (city of Beziers), handling flights of only one budget airline, Ryanair, showed an increase in passenger traffic by 14.5% in 2019. The share of routes of budget airlines in the structure of the route network of regional airports in France is quite high. The key problems of regional airports in Russia are the low passenger traffic and the underdeveloped route network. Due to the presence of the only national budget airline "Pobeda" on the market and the minimal impact on the segment of budget air transportation of foreign airlines, the share of budget air transportation destinations in the structure of regional airports of the Russian Federation continues to remain at an extremely low level. 2019 showed a record growth in passenger traffic at regional airports in the Central Federal District (an increase from +2.8% to +262%, with the exception of Tambov Airport, whose passenger traffic fell by 57.4%), which indicates an increase in demand and the need to expand the route network of regional airports. On the example of the Voronezh airport, a model for the development of low-cost airline destinations is presented.
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Balakrishnan, Melodena Stephens, Payyazhi Jayashree, and Ian Michael. "Etihad: contributing to the UAE vision through Emiratisation." Emerald Emerging Markets Case Studies 1, no. 1 (January 1, 2011): 1–7. http://dx.doi.org/10.1108/20450621111110285.
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Subject area Strategy, Emiratisation (national policy); human resources (recruitment, training and development, organizational culture and values) and marketing (branding, communication), tourism (destination image). Study level/applicability Undergraduate and Postgraduate Business and Management. Case overview This case highlights the strategy and initiatives taken by Etihad to attract Emirati employees (local nationals) to join the organization. Etihad Airways is the national airline of the United Arab Emirates (UAE), based in Abu Dhabi, the national capital. Since its inception in 2003, the airline has grown faster than any other in commercial aviation history; it currently flies to more than 60 destinations in Africa, Asia, Australia, Europe, the Middle East and North America. In the UAE, nationals or Emiratis comprise only 20 per cent of the overall population. According to the UAE 2021 Vision, the government's focus is on building the human capabilities on knowledge and innovation for Emiratis. This vision is reinforced in the Abu Dhabi Economic Vision 2030, which aims to boost national participation, encourage women (national women are on average more highly educated than the men) and decrease the education – market demand gap through training. Expected learning outcomes This case can be used to teach strategy from the point of view of government, human resources and marketing. From the government point of view parallels can be drawn to other nations whose government have focused on policies to create opportunities for and to encourage local employability. An example of a similar programme that was very successful is the “Bumiputra” programme created for indigenous Malaysians in 1971. In the area of human resource strategy, recruitment, training, inculcation of corporate values are some areas that can be reinforced. Form the point of view of marketing; the case can be used to discuss branding from the point of view of people, loyalty building (internal) and communication (internal and external). Destination branding and the role airlines play can also be a discussion point from the strategic point of view with some opportunity for macro-environmental analysis using the PESTLE model. Supplementary materials A teaching note available upon request.
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Hansen, Mark, David Gillen, and Reza Djafarian-Tehrani. "Assessing the Impact of Aviation System Performance by Using Airline Cost Functions." Transportation Research Record: Journal of the Transportation Research Board 1703, no. 1 (January 2000): 16–23. http://dx.doi.org/10.3141/1703-03.
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The manner in which changes in the performance of the U.S. National Airspace System (NAS) affect carrier costs is examined. The methodology includes estimation of airline cost functions that contain NAS performance metrics as arguments, using quarterly data for 10 U.S. domestic airlines. The primary interest is in the impact of delay on cost performance, and performance metrics that vary by airline and quarter are developed. The potentially large number of metrics are reduced by applying factor analysis to seven underlying variables, including average delay, delay variance, and the proportion of flights that are cancelled. The analysis reveals that variations in the seven variables can be adequately captured by three or fewer factors. The three factors used correspond to “delay,” “variability,” and “disruption,” the last two of which are merged into a single “irregularity” factor in the two-factor model. When used as arguments in an airline cost function, the “disruption” factor is found to be a significant contributor to airline costs in the three-factor model, as is the “irregularity” factor in the two-factor model. No significant effect is found for the delay factor in the multifactor models. These results challenge the prevailing assumption that delay reduction is the most important benefit from investments in NAS capital and operations rules. The carrier cost savings that would result from improved NAS performance levels are estimated, and these are compared with previously published estimates.
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Ancell, Deborah. "INEFFICIENCIES CAUSED BY GOVERNMENTS’ INTERVENTIONS IN AIRLINES’ MARKETS." Journal of Air Transport Studies 9, no. 1 (January 1, 2018): 43–60. http://dx.doi.org/10.38008/jats.v9i1.29.
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At least seven of the indicators of market inefficiencies and/or failure are visible in the airline industry. These have been triggered by national, multi-national or supranational governments’ (NMSGs’) interventions trying to resolve political, social or environmental problems. These seven interventions (many lacking preliminary economic analysis) have been aimed at resolving lack of competition, filling missing markets, and neutralising the presence of negative externalities, free riders, social inequalities and moral panic. Desk research showed that just one of these NMSGs’ interventions was beneficial since it encouraged competition while the other six unintentionally triggered market inefficiencies or failures. Furthermore, it is possible that some of the interventions could eventually make advanced world airlines subsidise their advancing world competitors.
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Tangkilisan, Yuda Benharry. "Kebijakan Penerbangan Perintis di Indonesia: Latar Belakang, Tantangan dan Kontribusi." Paradigma, Jurnal Kajian Budaya 1, no. 2 (February 10, 2016): 194. http://dx.doi.org/10.17510/paradigma.v1i2.14.
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<p>It is a study of the Indonesian airline policy and the need of developing market for air traffic. The�research is taken through the written policies of the heads of state and the ministers of communication�from 1950 to the reformation era, and the interinsular flight schedules that were developed throughout�the time. The primary objective of an understanding of an archipelagic conception of air communication�has become the major concern of the independent republic of Indonesia since its independence in1945.�It was to maintain a strategic consideration for national purpose. The result of which, the effort of�the transfer of the colonial airline system, the KLM, to the Indonesian national airline, the GIA, was�successfully achieved. As the national air traffic was subsidized by thegovernment, the commercial line�was partly subsidized for a national security reason to control the air traffic. Therefore, the Indonesian�air transportation is to bridge the need for integrating the archipelago for effort of ethnic integration<br />and for a national unity in a wide-spread region, despite the need for profit. However, some commercial�endeavors have been initiated in the post-Soeharto era, which resulted a breakdown ofcertain airline�companies. Facing the globalization, the policy would accommodate the air traffic businesses to develop�their facilities for fulfilling the demand of regional welfare, but yet to increasing the supervision of the�national policy on archipelagic stability.</p>
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Goll, Irene, Nancy Brown Johnson, and Abdul A. Rasheed. "Strategic Responses to Deregulation and Their Performance Implications in the U.S. Airline Industry." Business and Politics 8, no. 2 (August 2006): 1–37. http://dx.doi.org/10.2202/1469-3569.1152.
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This study examines the relationships between deregulation, business strategy (low cost, differentiation, and scope), size, and firm performance in the U.S. airline industry based on archival data for the Major, National, and Large Regional air carriers in the U.S. from 1972 to 1995. Cross-sectional time series regression analysis shows that deregulation had a significant impact on the strategic choices made by airlines. Results also support a significant relationship between business strategy and firm performance. Further, the study found that firm size moderates the environment-business strategy relationship and the business strategy-firm performance relationship, thereby supporting the salience of firm size as a contingency variable in strategy studies.
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Komalawati, Euis. "KONSTRUKSI REALITAS KONFLIK INDUSTRI PENERBANGAN Framing Pemberitaan Konflik Traveloka Vs AirAsia di Detik.com." LUGAS Jurnal Komunikasi 3, no. 1 (July 9, 2019): 57–63. http://dx.doi.org/10.31334/ljk.v3i1.416.
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Entering into 2019, the public users of air transportation services were shocked by various reports on issues related to the aviation industry, from rising avtur prices, high domestic flight tickets, the elimination of free baggage services to competition and penetration of foreign airlines. One of the news in online media that attracted public attention was the conflict between AirAsia and Traveloka as an online travel agent (OTA). For this reason, this study was carried out to analyze the conflict reporting framing of Traveloka vs AirAsia in Detik.com online media. This study used a qualitative method with Robert N. Entman's framing analysis approach. The unit of analysis in this study was 5 news texts about the conflict of Traveloka vs AirAsia on Detik.com media. The results of the study refer to the four elements of framing Entman. The first, defining the problem that the loss of AirAsia ticket distribution at Traveloka is due to problems with business to business and the alleged pressure of national airlines. The second, source of problems (Diagnose Causes) is Traveloka due to the pressure of the national airline. The third, the moral decision (Make Moral Judgment) of this problem cannot be allowed to drag on because it is a form of discrimination. The fourth, emphasizing the settlement (Treatment Recommendation), namely the need for dialogue between the two parties mediated by the Business Competition Supervisory Commission (KPPU). The framing highlighted by Detik.com in the Traveloka vs AirAsia Conflict report was a bbusiness-to-business problem, even though there was an allegation that there had been an indication of an AirAsia ticket distribution channel due to the pressure of the national airlanes
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Barrett, Sean D. "Commercialising a national airline—the Aer Lingus case study." Journal of Air Transport Management 12, no. 4 (July 2006): 159–67. http://dx.doi.org/10.1016/j.jairtraman.2005.11.001.
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De Bondt, Wendy, and Nele Audenaert. "Checkmate at the Check-In. Discrimination or Transatlantic People Smuggling from Brussels National Airport." Bergen Journal of Criminal Law & Criminal Justice 5, no. 2 (February 5, 2018): 86. http://dx.doi.org/10.15845/bjclcj.v5i2.1459.
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Pursuant to the so-called American travel ban, nationals from Iran, Libya, Somalia, Sudan and Yemen were denied access to US territory. Consequently airline companies are performing additional checks at the check-in in order to avoid allowing passengers on board who are not in the possession of the required travelling documents to be allowed into the United States. The authors argue that the American travel ban puts airline companies operating from Brussels National Airport, Belgium within the scope of several criminal law provisions. Obeying the travel ban and denying the passengers access to the plane could constitute a form of indirect discrimination based on nationality. Disobeying the travel ban and granting the passengers access to the plane could constitute a form of people smuggling. In its current form, taking account of the interpretation provided in jurisprudence, the Belgian criminal law does not provide a clear way out of this situation. The situation is therefore described as checkmate at the check-in and is used to urge policy makers to provide a more clear legal framework for companies (in this case airline companies) who find themselves confronted with incompatibilities between different legal systems.
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Castellitti, Carolina. "Varig, “a Real Brazilian Embassy Outside”: Anthropological reflections on aviation and national imaginaries." Journal of Transport History 40, no. 1 (January 6, 2019): 82–105. http://dx.doi.org/10.1177/0022526618822132.
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This paper proposes some anthropological notes on aviation and national imaginaries, taking Varig, an important Brazilian airline with international projection and recognition, as a starting point. The analysis is based on an explorative perspective, which included fieldwork among Varig’s former employees, especially female flight attendants who joined the carrier in the 1970s and 1980s and remained until the closure of its activities. Alongside the testimonies of these employees, it analyses magazine and television advertisements from Varig and other Brazilian airlines, in order to throw some light on the pertinence of gender, class and race as social markers that structured the aviation field in the second half of the twentieth century. Through a critical perspective, this work launches heterodox interpretative challenges on the nation-building process, hoping thus to contribute to a better understanding of the political and ideological games that characterised the formation of the nation.
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Wang, Kun. "Analysis of the Status and Potential of the Passenger Transport Market in China and Central Asia Inspiration for the Initiative «One Belt One Way»." Russian and Chinese Studies 4, no. 2 (June 30, 2020): 145–56. http://dx.doi.org/10.17150/2587-7445.2020.4(2).145-156.
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Central Asia, being an important zone in the Silk Road Economic Belt of the China Road «One Belt-One Way», is an important economic channel for China, connecting European countries by land. Transport communication is the basis of the work of the initiative «One belt-one path», therefore it is important and priority. Although the development of land connections (railways, highways) between China and Central Asia has made significant progress, passenger services, especially air passenger services, are still underdeveloped. The paper explains the state of development and existing problems of the bilateral air passenger transport market between China and Central Asia through the data analysis and policy studies of the «Bilateral Air Agreement». Three policy recommendations are put forward within the framework of the «One Belt-One Way» initiative. First, China and five Central Asian countries should use the platform created by the initiative «One Belt-One Way» to actively negotiate new bilateral air agreement between governments in the field of law, airports of general aviation, capacity and airline access to further ease regulations. Considering concerns that five Central Asian countries may have regarding the protection of their national airlines, the negotiation of an aviation agreement between China and Central Asia may use a model of negotiations between US and Canada on bilateral aviation agreement. Second, given the capacity of airports and rapid economic development of China’s second and third level cities, Governments’ preferential airport policies in China’s second- and third-tier cities could be extended to attract Chinese and Central Asian airlines to operate direct flights between these cities and Central Asia. Third, to allow and encourage private and budget airlines to enter China-Central Asia airline market. These airlines can use their own price advantages to open up new markets that are not sufficiently attractive to traditional airlines.
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Pirie, Gordon H. "Southern African Air Transport After Apartheid." Journal of Modern African Studies 30, no. 2 (June 1992): 341–48. http://dx.doi.org/10.1017/s0022278x00010752.
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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.
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Thomas, Joby, and P. Pakkeerappa. "Human Resource Development in Airline Industry: A Study on HRD Initiatives of Indian." Atna - Journal of Tourism Studies 2, no. 1 (July 1, 2007): 106–15. http://dx.doi.org/10.12727/ajts.2.10.
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Human Resource Development is a continuous process to ensure the development of employee competencies, dynamism, motivation and effectiveness in a systematic and planned way Globalization intensified the competition among tourism enterprises and resulted in the emergence of a knowledge-based economy. The knowledge -based economy utilizes the skills of the workforce to the full and prompts new ways of thinking about Human Resource Development (HRD) by organizations. Without the positive HRD activities, it would be difficult for tourism enterprises to stay alive in the fast changing world. Liberalization of the economy and its improvement towards globalization has brought in new challenges for Indian business in terms of business strategies, technology, quality concerns; cost effectiveness, management systems etc. By developing individuals and
deprived groups through various learning experiences in a definite time period, the job performance in an organization could be improved. HRD is expected to play a crucial role in airline industry to cope with the challenges of advancement in technology, changing markets, industry restructuring and more competitive domestic and international business environment. Effective management of delivery process helps to differentiate an ordinary and excellent airline. To achieve the status of an excellent airline, Indian has training facilities committed to seriously perfecting skills of their valued employees. In order to achieve its human resource development objectives, Indian Airlines (as Indian previously known to the world) established its own Management Training Centre (MTC) for executive development This paper is an attempt by the authors to analyse the HRD initiatives of our national domestic carrier, Indian to enhance the competencies of its employees. The paper also points to the need of the airline to incorporate the spirit of HRD in its day today functioning by embracing the all possible human resource systems and mechanisms to the organization.
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Begault, Durand R., Elizabeth M. Wenzel, Laura L. Tran, and Mark R. Anderson. "Survey of Commercial Airline Pilots' Hearing Loss." Perceptual and Motor Skills 86, no. 1 (February 1998): 258. http://dx.doi.org/10.2466/pms.1998.86.1.258.
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64 commercial airline pilots (ages 35–64 yr., Mdn: 53) were surveyed regarding hearing loss and tinnitus. Within specific age groups, the proportions responding positively exceed the corresponding proportions in the general population reported by the National Center for Health Statistics.
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Bowen, John. "Airline hubs in Southeast Asia: national economic development and nodal accessibility." Journal of Transport Geography 8, no. 1 (January 2000): 25–41. http://dx.doi.org/10.1016/s0966-6923(99)00030-7.
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Yuliana, Dina, and Yuke Sri Rizki. "Analisa Segmen Penumpang Angkutan Udara Niaga Berjadwal Dalam Negeri." Warta Penelitian Perhubungan 22, no. 11 (November 30, 2010): 1185–97. http://dx.doi.org/10.25104/warlit.v22i11.1154.
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Air transport business in Indonesia is undergoing rapid changed, the cxmqrition is rery high rehreenthe national air transport companies. The research used descriptire statistics and Kruskal - Wallis test,The results showed that PT.Garuda Indonesia Airlines passenger the most widely journetj in orderbusiness (52.4%) with m;erage inromes above 10 million rupiah (78.2%), PT. lion Air passengerjournetj fur the purpose official. task (27.1%) due to lower prices (32.4%). PT. Batavia Air passengerjournetj fur the purpose of school I studies (40.7%) due to ease of getting tickets (36.5% ), PT. MandalaAir passenger journey fur the social and family purposes (21.5%) with arerage inromes are lower than2 million (14 % ), and PT. Sriwijaya Air passenger journey fur social purpose return home, and otkrs. (91.7%) and reasons fur choosing the airline because the provided services (28.2%).
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Lawton, Thomas C. "Governing the Skies: Conditions for the Europeanisation of Airline Policy." Journal of Public Policy 19, no. 1 (April 1999): 91–112. http://dx.doi.org/10.1017/s0143814x99000197.
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This paper offers sectoral evidence in support of the argument that a partial transference of sovereignty has occurred within the EU with the gradual shift in regulatory authority from national capitals to Brussels. This transfer of policy competence is evident even in politically sensitive areas such as civil aviation. However, whilst Europe's supranational institutions have gained in de jure power, they often remain lacking in de facto authority. Democratic legitimacy ensures that nation-states retain real authority in areas such as air transport. This authority is nonetheless being steadily challenged by Brussels and a genuine balance of power is emerging. This has been evident in the development of air transport liberalisation, where a Commission-led coalition of interests ensured that deregulation occurred – despite the resistance of several influential national governments. State aid regulation has been more contentious, with EU rulings frequently encountering resistance from governments seeking to preserve perceived national interests.
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Xu, Guang Xian. "Enlightenment on the Bill of the EU ETS to Aviation Industry in China." Advanced Materials Research 616-618 (December 2012): 1473–77. http://dx.doi.org/10.4028/www.scientific.net/amr.616-618.1473.
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The EU ETS bill the air transport into the scope of implementation, is the new period airline industry system and the world standard of a signal to shuffle, reflect the environmental protection aviation Europe discourse right over the important component. Tried to realize from the country to air power transformation of the China, in dealing with the serious challenge of the eu ETS bill, it shall strive to resolve the airline industry process of the internationalization of government support, the special legal talent cultivation and reserves, aviation treaty making and national commodity admittance into China elements, and other key issues.
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Weidner, Tara J. "Hubbing in U.S. Air Transportation System: Economic Approach." Transportation Research Record: Journal of the Transportation Research Board 1562, no. 1 (January 1996): 28–37. http://dx.doi.org/10.1177/0361198196156200104.
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The dynamics of airline hubbing in the postderegulation U.S. air transportation system are examined. It is asserted that hubbing is not the result of arbitrary decisions by airlines but of economic forces that allow hubbed traffic to be understood and possibly predicted. On the basis of three primary hubbing criteria, an economic model of hub choice is developed. In the model, hubbing is assumed to be (a) intricately tied to the national air network, (b) grounded in the airlines' economic cost structure, and (c) the result of a balance of supply and demand forces. The route choice model is estimated for domestic U.S. hub markets. The model results support the first two of the three hubbing criteria and produce relative valuations of in-flight time, airport capacity delays, and schedule delays for connecting flights. These results are valuable in understanding the interplay of forces that lead to hub development and decline. In addition, the model structure is promising as a planning tool to investigate the redistribution of traffic in the U.S. air transportation network under various development scenarios and policy actions.
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Barría Traverso, Diego. "“An absolutely Chilean institution”. Línea Aérea Nacional, Chile (1929–45)." Journal of Transport History 40, no. 1 (May 24, 2019): 8–24. http://dx.doi.org/10.1177/0022526619832278.
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This article analyses the early Chilean State experience in the management of its flag-carrying airline, Línea Aérea Nacional. Drawing on Línea Aérea Nacional documents as well as newspapers, laws, and parliamentary debates, the article reconstructs the development of the company between 1929 and 1945. The central argument of this article is that, although Línea Aérea Nacional was created as an instrumental State-owned enterprise to ensure national sovereignty, the airline lived through three stages, each one of them dependent on the economic policy priorities of the different governments. The first stage started with Línea Aérea Nacional's initial activities; the second stage covers the period 1932–40 and was characterised by a financial and operational crisis. During the third stage (1941 onwards) a scheme of long-lasting State financing was granted. It allowed Línea Aérea Nacional to renew its fleet, expand – nationally and internationally – its routes, and improve its financial and operational outcomes.
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Akmal, Fakhri Nur, and H. K. Martono. "PERTANGGUNGJAWABAN KETERLAMBATAN PENERBANGAN AKIBAT PENGGANTIAN JENIS PESAWAT UDARA YANG DILAKUKAN OLEH PENGANGKUT (CONTOH KASUS: TIDAK TERANGKUTNYA PENUMPANG PADA PENERBANGAN LION AIR JT-1341 TAHUN 2018)." Jurnal Hukum Adigama 2, no. 1 (July 23, 2019): 514. http://dx.doi.org/10.24912/adigama.v2i1.5250.
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Indonesia is an archipelagic country that can be divided into land, water and airspace. For the sake of realizing a national insight, it requires a transportation system. Transportation can be divided into land, sea and air transportation. Air transportation is a very efficient transportation for humans because it has comfort and can save time.Air transportation growth in Indonesia are rising highly time by time, law must provide the rule of operation of air transport. Passenger have right to get to destination that ruled on air ticket. Beside of the destination, passenger must get delivered by the time that written on ticket. Airline must provide aircraft that could carry all passenger that have the ticket, but in practice, some passenger cant be carried by airline because there was changes of the type of aircraft that carry less passenger than planned. Passenger must get compensation from the loss. Airline shall responsible from causing the trouble. There were some responsibility system in Indonesia law, but for the case of the above, the responsibility system that should airline take is unclear. This journal will discuss about the responsibility system that can be used for the case and how law govern to clear the problem.
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Naufal, Farras, and H. K. Martono. "TANGGUNG JAWAB NEGARA ATAS TERGANGGUNYA FREKUENSI RADIO PENERBANGAN DI WILAYAH UDARA PANTAI UTARA JAWA GUNA MENJAMIN KESELAMATAN PENERBANGAN." Jurnal Hukum Adigama 2, no. 2 (December 14, 2019): 1151. http://dx.doi.org/10.24912/adigama.v2i2.6909.
Full textAbstract:
Indonesia is an archipelagic country that can be divided into land, water and airspace. For the sake of realizing a national insight, it requires a transportation system. Transportation can be divided into land, sea and air transportation. Air transportation is a very efficient transportation for humans because it has comfort and can save time. Air transportation growth in Indonesia are rising highly time by time, law must provide the rule of operation of air transport. Passenger have right to get to destination that ruled on air ticket. Beside of the destination, passenger must get delivered by the time that written on ticket. Airline must provide aircraft that could carry all passenger that have the ticket, but in practice, some passenger can’t be carried by airline because there was changes of the type of aircraft that carry less passenger than planned. Passenger must get compensation from the loss. Airline shall responsible from causing the trouble. There some responsibility system in Indonesia law, but for the case of the above, the responsibility system that should airline take is unclear. This journal will discuss about the responsibility system that can be used for the case and how law govern to clear the problem.
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Varghese, Binidi. "Editorial." Atna - Journal of Tourism Studies 9, no. 2 (July 1, 2014): v. http://dx.doi.org/10.12727/ajts.12.0.
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Atna-Journal of Tourism Studies (AJTS) has continued to make progress in terms of publishing peer-reviewed articles, and has attracted an ever increasing national audience of authors, research investigators, and scholars. AJTS Volume 9, Issue 2 has an exclusive range of scholarly articles across areas such as Film-induced Tourism, Wine tourism, Airline Transportation, Customer Brand Relationship and Motivational Behaviour. Anu Chandran in his article showcases how Puducherry has evolved as a film destination and shaped a brand image. Anupama Kotur Kaddi and Paramita Suklabaidya highlights on wine tourism management in Maharashtra. The article by Jitendra Mohan Mishra, investigates into the market for airline transportation in Puducherry and examines the rationale behind airlines withdrawing their operations from the Union Territory. The article by Sneha N examines customer-centric marketing in Bangalore and its relation to customer retention in select travel agencies. The article by Tomy K Kallarakal, showcases how the productivity and effectiveness of any organisation is dependent on the performance level of the employees in the organisation. On behalf of the Editorial Board, I extend our sincere gratitude to the authors and reviewers for their valuable contributions. A word of thanks to Neha Itty Jose Paul, Research Scholar, Christ University for her assistance in compiling this issue. We look forward to the encouragement, constructive criticisms, and support of academicians, researchers and professionals in our effort to strengthen the discipline of Tourism Studies.
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Rublev, Vladimir Vladimirovich. "Development prospects of budget passenger air transportation market in Republic of Kazakhstan." Vestnik of Astrakhan State Technical University. Series: Economics 2020, no. 2 (June 30, 2020): 70–80. http://dx.doi.org/10.24143/2073-5537-2020-2-70-80.
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The article analyzes the activities of the budget airline Fly Arystan of the Republic
of Kazakhstan at the market of passenger air transportation in the low-cost segment. The pricing policies of Fly Arystan airline and the largest European low-cost airline EasyJet (Great Britain) are considered. The data of government support for the development of the budget passenger air transportation market are provided. Based on the Fly Arystan development concept and plans to expand the aircraft fleet there are presented the possible options for expanding the domestic and international route network. The experience of the Russian low-cost airline Pobeda (Aeroflot Group) related to the expansion of the route network is presented. The key factors of the development efficiency of the segment of budgetary passenger air transportation in the Republic of Kazakhstan are measures of state support for updating and expanding the aircraft fleet (subsidizing leasing), modernizing the ground air transport infrastructure, energy self-sufficiency due to the regional production and refining petroleum products, and a favorable geographical position. With the successful
of the development of the national system of passenger air transportation the Republic of Kazakhstan may become a leading regional market player. The development priority direction should be the concept of connecting flights through the main hubs (Nur-Sultan, Almaty) in the following areas: the Russian Federation (Southern Federal District, Volga Federal District, Ural Federal District, Siberian Federal District) – the Kyrgyz Republic, the Republic of Uzbekistan , The Republic of Tajikistan. Developing the geography of the budget passenger air transportation, the Republic of Kazakhstan creates favorable conditions for the competition. The development of a network of regional and international destinations supports the system of national and international tourism, the participants of which are enterprises of the small and medium-sized business segment, which contributes to an increase in tax payments to the regional and republican budgets.
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In Yoo, Kyung, and Jan M. Davies. "A Request for Regulatory Revision." Aviation Psychology and Applied Human Factors 5, no. 1 (April 10, 2015): 45–51. http://dx.doi.org/10.1027/2192-0923/a000072.
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Although aviation grows safer, accidents still occur, with unanticipated/unplanned and anticipated/planned emergency landings. The latter give passengers time to adopt the brace position before landing. Bracing minimizes the physical effects of multiple, sequential impacts in a crash. Passengers who do not brace are more likely to be injured and less likely to escape unaided from the aircraft, with risk of further injury or death. Passenger safety cards include brace position information, but most preflight passenger briefings omit information and demonstration about bracing. These are airline specific and, with a few exceptions, not required by national aviation regulations, because of a lack of International Civil Aviation Organization (ICAO) requirements. If ICAO regulations required brace position briefings, these would help improve international airline passenger safety.
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Gourdin, Kent N. "Preserving the Civil Reserve Air Fleet: sustaining America’s emergency lifeline." Journal of Defense Analytics and Logistics 3, no. 2 (December 2, 2019): 142–51. http://dx.doi.org/10.1108/jdal-01-2019-0003.
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Purpose The purpose of this paper is to examine an issue of critical importance to America’s national security. The Civil Reserve Air Fleet (CRAF) is a public/private partnership between US air carriers and the Department of Defense (DOD) for the provision of contingency airlift services to the military in times of national need. Formed in 1951, the CRAF has only been activated twice, but it has continued to be a source of emergency air transportation should the nation require resources beyond those available from the US Air Force. Sweeping changes occurring in global trade, commercial aviation, national defense policy and foreign relations suggest that changes will be needed to maintain the CRAF as a strategic defense transportation resource. Design/methodology/approach This paper examines the long-standing national policy of relying on commercial interests to provide contingency transportation to the DOD in wartime. The CRAF will be singled out for closer examination in light of environmental changes occurring in the airline industry, international trade and global threats to the nation. The purpose of this analysis is to then assess the partnership’s ability to remain relevant in an uncertain future. Findings First, commercial cargo aircraft are downsizing thereby becoming less useful to the DOD. Second, there is no new wide-body military airlifter on the horizon. Third, threats from hostile nations are becoming more indirect and subtle, requiring planners to think “outside the box” when assessing the need for strategic airlift over the next 20-50 years. Originality/value The CRAF has not fundamentally changed since its inception in 1951. The time has come to reexamine the partnership to ensure that it remains America’s emergency lifeline.
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Rublev, Vladimir, and Oleg Larin. "Prospects for Creating a Regional Budget Airline in the Republic of Crimea." Vestnik Volgogradskogo gosudarstvennogo universiteta. Ekonomika, no. 2 (July 2021): 57–75. http://dx.doi.org/10.15688/ek.jvolsu.2021.2.5.
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The 2020 crisis caused by the negative impact of the COVID-19 pandemic had a positive influence on the development of regional air travel. Against the background of an overall drop in passenger traffic exceeding 40%, a number of airports in the Southern Federal District have demonstrated positive development dynamics. With the opening of regular flights to cities in the Southern Federal District and the Republic of Crimea, a number of airports in the Central Federal District and the Volga Federal District by the end of 2020 increased passenger traffic due to the development of the domestic route network. The Russian air passenger market demonstrated high growth and development rates during the period of 2009–2019. The underlying factors of growth and development were the implementation of the subsidizing regional air routes program, the development of competition and the increase in the growth rate of production of the regional jet “SSJ-100”. According to the results of activities at the end of 2020, the Russian regional airline (a mono-operator of the “SSJ-100” jet) demonstrated the lowest rate of passenger traffic reduction. The airline also increased its aircraft fleet by 2 units and expanded its regional route network. The Republic of Crimea is a strategically important region of the Russian Federation. Modernization of the regional logistics complex, which includes the development of regular flights to the regions of the Russian Federation, is a priority task of domestic policy. Based on the structural analysis of the air passenger market and the regional logistics system, a model for creating a regional budget airline for the Republic of Crimea is proposed. The result of overcoming the 2008 crisis on the European air passenger market was the strengthening of the role and influence of the budget airlines (increase in market share from 15% to 50% from 2009 to 2019). The low-cost air transportation segment of the Russian market demonstrates high potential for development due to growing demand. The development of regional air transportation is one of the key factors in the development of the national aircraft construction system. The results of the study can be used in developing a strategy for the aviation logistics system of the Republic of Crimea, as well as in developing strategies for the development of regional airports on the island and peninsular territories.
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Cullen, Donald E., and Charles Rehmus. "The National Mediation Board at 50: Its Impact on Railroad and Airline Labor Disputes." Industrial and Labor Relations Review 41, no. 1 (October 1987): 152. http://dx.doi.org/10.2307/2523878.
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Clougherty, JA. "US domestic airline alliances: does the national welfare impact turn on strategic international gains?" Contemporary Economic Policy 18, no. 3 (July 2000): 304–14. http://dx.doi.org/10.1111/j.1465-7287.2000.tb00027.x.
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Nadiri, Halil, Kashif Hussain, Erdoğan Haktan Ekiz, and Şamil Erdoğan. "An investigation on the factors influencing passengers' loyalty in the North Cyprus national airline." TQM Journal 20, no. 3 (April 25, 2008): 265–80. http://dx.doi.org/10.1108/17542730810867272.
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Subotić, Jelena. "JAT—More Than Flying: Constructing Yugoslav Identity in the Air." East European Politics and Societies: and Cultures 32, no. 4 (December 27, 2017): 671–92. http://dx.doi.org/10.1177/0888325417740628.
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This article revisits the history of Yugoslavia to trace the unique ways in which the national airline Yugoslav Airlines (JAT) served as a powerful tool of Yugoslav, and then post-Yugoslav, Serbian state identity construction from 1975 to 2013, when JAT ceased to exist. I analyze the complete archives of the JAT Review to trace the stunning reconstruction of Yugoslav state identity over time: from the height of the Yugoslav “brand” in the 1970s as the country served a pivotal role in the Non-Aligned Movement, to the slow decline in pan-Yugoslav identity and the rise of sub-Yugoslav nationalisms throughout the 1980s, to the final dissolution of the country and collapse of Yugoslav identity in the 1990s. Building on insights from the nation-branding literature, I conduct a textual and visual analysis of articles, photographs, and ads that appeared on the pages of the JAT Review. The analysis points to the complex and often contradictory ways in which Yugoslavia constructed its multiple identities to project power and status in the international sphere, while simultaneously maintaining citizen loyalty at home.