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The civil aviation sector in Dubai has been contributing to its economic development by enhancing transportation services, allowing for the establishment of trade links, promoting tourism and providing job opportunities. Despite being a thriving sector of economic activity (Dubai was the third busiest airport in the world in 2018), a common understanding among the stakeholders on the sector’s long-term sustainability strategy is missing. The purpose of this paper is to contribute to the identification of important sustainability indicators in the civil aviation sector in Dubai.

This study uses the stakeholder theory to identify sustainability indicators. It deploys a qualitative research design that collects data through multiple focus groups, and it accounts for the stakeholders’ views toward key sustainability indicators. This research classified stakeholders completely in a separate matrix preventing their integration and therefore the confounding of their views. The study addresses the complexity of sustainability in the sector and identifies key indicators based on comprehensive and valid data from different stakeholders. The study focuses separately on the three pillars of sustainability: social, economic and environmental sustainability and identifies sustainability indicators for each pillar from the views of stakeholders. The study uses thematic analysis to produce results by identifying themes according to the collected data.

The study finds that there is a lack of sustainability knowledge and awareness in the civil aviation sector in Dubai despite its buoyant growth and expansion. The results show that stakeholders highlight the importance of social sustainability indicators that value equitable development in the pursuit of business goals. They also value economic sustainability indicators that focus on changing consumption patterns and increasing preservation. They finally focus on environmental sustainability indicators that promote eco-efficiency and renewable energy. However, considerable differences exist among stakeholders regarding the importance and priority of their suggested indicators.

The implications of the study are theoretical and practical. In the case of the former, it would contribute toward the reduction of uncertainty in the civil aviation sector in Dubai regarding the policy actions required to improve the sector’s sustainability. It is done by identifying the stakeholders’ views on the key sustainability indicators for each pillar of sustainability. In the case of practical implications, the outcomes of the study highlight specific directions that policy actions should take. Although the results are local, they can have tentative global policy implications. Finally, the results of the study are instrumental in addressing the sustainability debate within the civil aviation sector not only in Dubai but also globally.

The study extends existing research efforts to identify sustainability indicators in the civil aviation sector by considering the three different pillars of sustainability and by accounting for the diverse stakeholders’ views on the identification of key sustainability indicators. The study should be extended to account for the role of technological readiness in the region of other innovative approaches in the current civil aviation sectors.

In the past four decades, substantial air traffic growth has triggered enthusiasm in the aviation sector. At the same time, this growth has posed challenges to its financial and environmental sustainability commitments. A buzz has been centered on introducing and supporting aviation sustainability initiatives. These challenges have led to acknowledging the need to reduce aviation fuel consumption, a function of multiple factors. The different stakeholders having a diverse type of interplay govern the effective implementation of the factors at different decision levels (strategic, tactical and operational). Thus, the present study aims to critically examine various decision levels involved to understand opportunities and requirements related to aviation sustainability.

In this study, the best–worst method is used to quantify different decision levels’ role on various factors affecting aviation fuel consumption.

The results of this study signify that tactical-level decisions are most influential in reducing aviation fuel consumption with the highest impact (0.41) followed by operational-level decisions (0.30) and strategic-level decisions (0.29), respectively.

The results point toward the critical role of middle-level hierarchy, i.e. aircraft manufacturers, airlines and others in the aviation industry’s sustainable growth. Thus, middle-level stakeholders must be inspired and empowered to act, being at the center they link the other two levels.

This study has added to the body of knowledge by exploring the decision-making competencies needed by different aviation sector stakeholders. It also presents the possible options available in the sector and the role of stakeholders at different levels in exploiting and implementing the sustainable aviation sector changes.

The purpose of this paper is to introduce an approach to evaluate the establishment requirements of an flight training organization (FTO) through indicators that are not included in the regulations from the viewpoint of “acquired indicators from FTO experience” (AIs-FTOE).

Although the establishment requirements of an FTO can be determined through regulations, it was realized that the pilot training process can be achieved in a safe, sustainable and economical manner through indicators that are not included in the regulations. These indicators were obtained through experience in the operation process of the FTOs. In this study, the indicators (obtained from the regulations and experiences) affecting the efficiency of FTOs, that were or would be operational, were determined, and the effects of the indicators on the organization were examined and presented in detail. The case study was carried out in the Department of Flight Training (ETU-P) of Eskişehir Technical University which has an FTO.

In accordance with the results, the necessity indicators were defined, and the indicators that were not included in the regulations were called as AIs-FTOE. Identified AIs-FTOEs were classified into three main headings: natural and artificial obstacles, meteorological conditions and physical and technological resources. Detailed indicator data results were presented after examinations.

When literature on FTOs was examined, it was seen that there is a need to identify and classify indicators that affect the efficiency of FTOs. To the authors’ knowledge, this study will be the first in the literature that presented information based on an active FTO in detail. Thus, the AIs-FTOEs identified in this study will serve as a roadmap for the FTOs to be established and are to be used as parameters to evaluate efficiency for the established ones.

To the best of authors’ knowledge, this paper will be the first paper in the literature describing the indicators that can be evaluated in terms of efficiency, sustainability and economy of FTOs.

This chapter considers the application of climate mitigation policies to the aviation sector with reference to the inclusion of aviation in the EU Emissions Trading System (EU ETS). Assessments of the possible economic impacts of including aviation in the EU ETS are reviewed and an impact analysis using the macroeconometric E3ME model is conducted.

The aviation sector is a significant and rapidly increasing source of GHG emissions. Because international policy measures have not been agreed, the EU has incorporated aviation in the EU ETS. It is therefore important to consider the possible economic effects of the ETS on the aviation industry and the wider economy.

The paper describes the approach used by the EU to include aviation in the EU ETS. Assessments of economic impacts have been made, but have often been limited in their approach. The paper complements the existing literature by including an economic analysis using the E3ME macroeconometric model of the EU that covers 41 industrial sectors including aviation.

Microeconomic and macroeconomic assessments show the economic impacts of including the aviation sector in the EU ETS are small. The negative impacts, if any, on EU GDP and the air transport sector’s economic output are less than 0.1% and 1% respectively. Distortions in competition, both between countries and industrial sectors, are therefore likely to be small.

In the long term (beyond 2020), including aviation in the EU can be seen as a positive move. If and when aviation is fully included in the EU ETS, and when the cost impacts of GHG emissions through permit prices are made evident, it is anticipated that airlines will start monitoring and reducing their GHG emissions by investing in new, less carbon intensive technologies.

This paper aims to addresses the question how a low-cost carrier (LCC) embedded in a coordinated market economy is succeeding in a highly competitive industry with a strong cost focus.

This paper reports the results of a case study of a LCC (Norwegian Air Shuttle). The case study draws on both organizational and institutional theory as to how the international business environment and the national institutional framework continuously impact on its strategies.

It is found that home-country high wage levels and strong labour regulation have been overcome by developing firm-specific capabilities based on active employee involvement which aligns with the tradition of the national system of industrial relations.

The present case study provides an input for further research on how actors deal with conflicting pressures. It supports the varieties of capitalism (VOC) argument that national institutional arrangements influence firms and actors’ strategies and practices, but it also supports the call within institutional theories for a more malleable conceptualizing of the link between actors and institutions than is the case in the VOC models.

The paper provides an account of a successful case in a highly competitive international business despite disadvantages linked with home-country institutions.

The purpose of this paper is to investigate the organizational aspects of an open innovation approach by focusing on the relationship between universities and firms as a vehicle for acquiring technological knowledge. It discusses in detail the characteristics of firm organizational units that are devoted to managing relationships with universities and the processes that firms put in place to select research fields and partners.

Considering the complex system of variables that characterize this phenomenon, an interview‐based case study method is adopted. In order to compare behaviors and organizational approaches, a retrospective, multiple case study method with theoretical replication was employed to focus on four companies that operate in three different industries: telecoms, construction, and aviation. The goal was to better explain the studied phenomenon. After the data‐gathering phase, the cases were compared by identifying similarities and differences in terms of four different drivers, the relevance of which were highlighted during the interviews.

First, the sampled companies do acquire external knowledge from universities, but in doing so, they take into account the technology lifecycle (or s‐curve) and its associated phases. Second, in order to manage relationships with universities, companies make different decisions vis‐à‐vis four main organizational variables: the number of people involved in the organizational unit (OU) that is devoted to managing relationships with universities; the positioning of the OU within (or outside) the firm's boundaries; the degree of work specialization in the OU; and the degree of formalization of the process.

This paper is one of the first attempts to operationalize the open innovation concept from an organizational perspective. Thus, it opens new possibilities for future organization‐focused studies on this topic.

One of the sectors most affected by the variable weather events caused by climate change and global warming is the aviation sector. Especially in aircraft accidents, weather events increasing with climate change and global warming are effective. The purpose of this study is to determine how much the change in weather conditions caused by global warming and climate changes affect the aircraft in the world between the years 2010 and 2022.

In this study, it was investigated which weather events were more effective in aircraft crashes by determining the rates of air events and aircraft crashes in aircraft crashes with a passenger capacity of 12 or more that occurred between 2010 and 2022.

It is clearly seen that increasing weather conditions with global warming and climate change increase the effect of weather conditions in aircraft crashes.

The difference of this study from other studies is the evaluation of the data of the past 12 years, in which the increasing consequences of global warming and climate change have been felt more. It also reveals the necessity of further research on the effects of weather conditions on aircraft.

This study aims to contribute to current research on team learning patterns. It specifically addresses some negative perceptions of the job performance learning pattern.

Over a period of three years, qualitative and quantitative data were gathered on pilot learning in the workplace. The instructional modes included face-to-face classroom-based training; pilots assessing pre-recorded videos in classroom-based training; pilots assessing videos with fellow pilot of similar rank (paired training); pilots undertaking traditional 4-hour simulator session with 1-hour debriefing using a variety of technologies for replaying the simulator session; and pilots undertaking 2-hour simulator sessions with extended 3-hour debriefing utilizing simulator replay video.

Although traditional classroom-based, face-to-face instruction was viewed as acceptable, pilots who critically assessed the practice of other pilots in pre-recorded videos felt empowered by transferring classroom instruction to the workplace. The study also establishes a need to determine the correct balance between high-workload simulator training and low-workload debriefing.

A move towards developing a typology for workplace learning patterns was viewed negatively if job performance was the focus. However, pilot practitioners felt empowered when provided with the right mix of performance-oriented learning opportunities, especially when these provided an appropriate mix of high-fidelity simulations with time for reflection on practice.

By focusing on one learning pattern – job performance – the paper demonstrates the benefits of learning via a variety of instructional modes. Whereas aviation has a unique workplace environment, many other high- and low-risk industries are acknowledging the impact of technical and non-technical skills on job performance. This may suggest that findings from this study are transferable across a broader range of workplace settings.

The findings demonstrate that broadening research across many professional workplace settings may assist in developing a more robust framework for the micro-organization of each workplace learning pattern.

The primary driver of future aviation has recently been sustainability. The rapid development of radically new, disruptive technologies and solutions should be regularly evaluated to maintain the desired trends in sustainable aviation. The purpose of this research can be listed as follows: (i) to propose a sustainable performance index and methodology (ii) to evaluate the new technologies and solutions, and (iii) apply them to evaluate the effect of technologies and solutions under development.

This paper introduces a total sustainable performance index for evaluating the sustainability; demonstrates its applicability to future development processes; recognizes the supporting new technologies and solutions by implementing their identification, evaluation and selection processes; and defines the major trends and drivers maintaining the sustainability of the future aviation.

This study has resulted in a proposed new “total sustainable performance index,” and methodology of identifying key drivers that allow defining the technology and solution-driven trends, and defines the major trends and listed technologies and solutions that may have a determining role in given trends.

There are dilemmas on taking into account the positive effects of aviation on the economy and society that may overwrite the costs and limited information about the foresight on new technologies and solutions.

It depends on access to required inputs.

Two-way effects of solid expectations of society on the possible greening of aviation can be listed as the social implication of this research.

The proposed “total sustainability performance index” totally evaluates sustainability, including a penalty, considering the policy (regulation) and interest of future generations.

This case has two primary purposes. First, it allows students to examine how cognitive bias can affect decision making in stressful situations. Students explore why individuals make flawed choices. They learn about how managers shape the context and the process through which teams make decisions. For instance, automation can create a climate in which people then struggle to cope with the unexpected when it happens. Students examine why individuals make these systematic errors in judgment. The case demonstrates that leaders need to be aware of the traps that individuals and teams encounter when they make decisions in crisis situations, and it enables students to discuss the strategies that leaders can employ to avoid these traps. Second, the case provides an opportunity to examine a catastrophic failure in detail. Students discover that it can be nearly impossible to identify a single factor that caused the failure. Instead, they learn how to apply multiple theoretical perspectives to examine a serious organizational breakdown. They become familiar with important concepts from behavioral decision theory, such as complex systems theory and how it interacts with cognitive bias.

The technical report released by the French Aviation Authority along with the primary flight cockpit voice recorder data were used as the basis for this case. Other available public data such as news reports were used to round out the case study.

On June 9, 2009, on a routine flight from Rio de Janeiro to Paris, Air France 447 (AF 447), carrying 220 people crashed in the mid-Atlantic Ocean. Drawing from various first-hand accounts (cockpit voice recorder) and secondary evidence of the tragedy, the case provides a detailed account of the key events that took place leading up to the accident. The case describes how the pilots on AF447 were confronted with a scenario they had not faced before, and through the confusion made a series of errors. Through many of the quotes in the text, readers gain an understanding of the impressions and perceptions of the pilots, including how they felt about many of the critical decisions and incidents during the last minutes of the flight. The case concludes by highlighting the main findings of the BEA report.

This case study is appropriate for undergraduate students studying organizational behavior. It is also appropriate for MBA-level leadership and behavior classes.