Search results

Business Aviation (BA) is an important segment of nonscheduled air transport, providing personalized solutions for business trips by air. Unlike scheduled air transport or holiday charters, BA has hardly been dealt with in the academic literature. This chapter gives insight into the structure and key economic effects of the European (EU28 + EFTA) BA sector. Hereby, we differentiate between the sector’s macroeconomic footprint, in terms of jobs or gross value added (GVA), and the generation of business efficiencies and connectivity benefits for the users. Based on our own data collection and input-output analyses using data from the World Input-Output Database and Eurostat, we find that the effect of BA over the EU28 GVA is almost 0.2%. Also, some 374,000 European jobs are directly or indirectly dependent on the sector’s activities, which is more than the total number of jobs in, e.g., Cyprus. More than half of these jobs stem from the operation of business aircraft and from closely related operational services like maintenance (“MRO”) and handling (“FBO”), while the remaining employment occurs in the production of business aircraft and parts. Comparing actual European BA flights against their fastest commercial travel alternatives, key efficiencies came to light, such as average travel time savings of 127 minutes per flight, annual savings of about € 15 million in overnight hotel costs and an average 150% increase in productive work time for the travelers. Furthermore, we find that BA can significantly improve connectivity, as it serves about 25,000 city pairs not connected by nonstop scheduled air services.

Based on our experience related to the passenger terminal re-design at Sydney airport and its impact on belly-hold freight chains at the airport, this chapter takes a more general view on managing freight chains at large international airports. We aim to review literature and documents related to this area and also to undertake a fleet/traffic analysis of the 100 largest multi-function airports (when measured in terms of scheduled cargo traffic) to get a better understanding of current practice, particularly in the light of potential conflicts or benefits of the joint production of passenger and freight services. While most literature has focused on hub-and-spoke aspects of international hubs, relatively little has been done on economies of scale and scope of passenger and freight airline operations (including timing) at such hubs. This chapter explores to what extent terminal organisation of international airports impacts on the use of dedicated freighter of combination airlines and hence airline efficiency. A key finding in terms of airline efficiency is that economies of scale of air cargo operation appear to exist at the aircraft level as dedicated freighters are used more often if a sufficient threshold of air freight demand is observed at the airport level.

Food-borne illnesses are common worries for tourists. In-flight food safety issues reflect the interrelated factors arising from an expanding airline industry, with its increased passenger loads, extended flight times, and multiple service activities. Adapting to these new challenges, and especially the global spread of food-borne diseases, requires an understanding of the cabin crew role as food handlers and the risks associated with this task. This chapter outlines the key factors that determine the safe delivery of in-flight food services, highlights the benefits of best practice to airline operators, passengers, and tourism boards, and addresses the policy implications for airline regulators and national health authorities.

In recent years professional accountancy bodies (e.g., CPA), accreditation institutions (e.g., AACSB) and employers have steadily raised, and continue to raise expectations regarding the need for accounting graduates to demonstrate skills in data analytics. One of the obstacles accounting instructors face in seeking to implement data analytics, however, is that they need access to ample teaching materials. Unfortunately, there are few such resources available for advanced programming languages such as R. While skills in commonly used applications such as Excel are no doubt needed, employers often take these for granted and incremental value is only added if graduates can demonstrate knowledge in using more advanced data analytics tools for decision-making such as coding in programming languages. This, together with the current dearth of resources available to accounting instructors to teach advanced programming languages is what drives motivation for this chapter. Specifically, we develop an intuitive, two-dimensional framework for incorporating R (a widely used open-source analytics tool with a powerful embedded programming language) into the accounting curriculum. Our model uses complexity as an integrating theme. We incorporate complexity into this framework at the dataset level (simple and complex datasets) and at the analytics task level (simple and complex tasks). We demonstrate two-dimensional framework by drawing on authentic simple and complex datasets as well as simple and complex tasks that could readily be incorporated into the accounting curriculum and ultimately add value to businesses. R script programming code are provided for all our illustrations.

This paper documents and accounts for the globalization of the so-called national bourgeoisie in the late twentieth century. A substantial and growing body of sociological literature holds that firms and investors from the developing world have been denationalized, neutered, or destroyed by their efforts to penetrate international markets – and that cross-national economic competition is therefore giving way to transnational class conflict over time. By way of contrast, I hold that not only peripheral capitalists but their elected and appointed representatives are compelled to undertake large-scale, fixed investments, exploit their competitive advantages, and challenge foreign firms – and their respective representatives – on their own soil by the very logic of capitalist competition, and that the aforementioned challenges will occur on political as well as economic terrain.

The use of corporate aircraft has increased as businesses place more value on ease of mobility. The bonus depreciation incentives of 2002 and 2003 provided growth opportunities for the general aviation market by allowing accelerated depreciation deductions for the purchase of new corporate aircraft. These incentives allowed more than twice the traditional MACRS allowance for depreciation for the first year of operation of an asset, but the present value of the tax savings after the full depreciable life of the corporate aircraft only generated a 3.25 percent reduction in the after-tax-cost. This study documents that the bonus depreciation incentives did not generate significant growth in the general aviation aircraft market via increased production of aircraft. These incentives may have simply slowed the recession that might have taken place in this industry otherwise. However, the incentives in this study did play a significant role in determining which type of aircraft to purchase, piston or turbine.

In their respective market outlooks, both Boeing and Airbus forecast strong growth in intercontinental passenger traffic until 2029. However, they differ substantially with respect to their assessment of the future development of airline (and alliance) networks. These deviating projections have, in turn, massively influenced their product range. Boeing, having long predicted a major growth in intercontinental point-to-point operations – based on the so-called fragmentation (dehubbing) hypothesis – has consistently opted for the development of the B787 (Dreamliner) family of midsized, and extremely efficient, wide-body aircraft. Airbus, on the contrary, is forecasting a substantial increasing demand for hub-to-hub traffic, which according to the company, will require airlines to purchase a large number of very large aircraft (VLA), especially its Airbus 380. Though both manufacturers did not put all their money where their mouths are – Boeing has reacted to the Airbus 380 challenge with an updated derivative of its Boeing 747 flagship, the Boeing 747-8 Intercontinental, while Airbus is targeting its proposed Airbus 350 family against both the Boeing 787 and Boeing 777 – the fragmentation hypothesis remains one of the most controversial issues in the civil aviation community today. Regardless of which scenario will eventually turn out to be more realistic, either will impact tremendously on aircraft manufacturers, on the airlines' route and fleet planning decisions as well as airport operators.

To examine the role of new aeronautical technologies in improving commercial aviation’s environmental performance.

Reviews the environmental improvements that may be conferred through the adoption of alternative aviation fuels and new airframe, engine and navigation technologies.

Although aeronautical technologies have evolved considerably since the earliest days of powered flight, the aviation industry is now reaching a point of diminishing returns as growing global consumer demand for air transport outstrips incremental improvements in environmental efficiency. The chapter describes some of the technological interventions that are being pursued to improve aviation’s environmental performance and discusses the extent to which these innovations will help to deliver a more sustainable aviation industry.

During the 1920s, military interests in Latin America and international and diplomatic relations gave the impetus to the creation national airlines. In countries like Colombia and Brazil, the technological and commercial approaches of Germany and other Europeans nations influenced the forms airlines took. In the following decade the United States began to exert its influence which was consolidated after the Second World War. The pattern continued until the 1980s and involved strong international regulation, the predominance of publicly owned national airlines, and American technological leadership. Market liberalization then brought about a new scenario involving privatizations of national airlines across the region, intensified competition, and mergers and acquisitions that led to the formation of large carriers. Today, passenger traffic in the region is dominated by two carriers: LATAM and Avianca. Other local airlines remain, often linked to a global alliance member. Air traffic has been grown, with the prospect of further growth after economic recovery flowing the COVID-19 pandemic. Historically, commercial air traffic has adapted to the needs of its vast territory but where institutional changes have played a very important and often decisive role.