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By combining relevant literature and using quantitative methodology, this study aims to look into the role of knowledge management (KM) as a mediator between entrepreneurial competencies (ECs) and the sustainable performance (SP) of manufacturing small and medium-sized enterprises (SMEs).

The relationships in the proposed model were examined with data collected from 122 Malaysian SMEs using a cross-sectional technique and a standardized questionnaire and analyzed using structural equation modeling path analysis.

According to the findings, ECs have a positive and considerable impact on KM as well as the SP of manufacturing SMEs. Importantly, KM partially mediates between ECs and the SP of manufacturing SMEs.

This research provides a theoretical contribution through the integration of ECs, KM and SP within a unified framework that takes into account the viewpoints of the resource-based view, the knowledge-based view and the triple bottom line. The results corroborate that ECs directly affect SP and indirectly through KM. Nevertheless, the study’s use of cross-sectional survey data makes it impossible to draw conclusions about causes. This is because ECs, KM and SP all have effects on time that this empirical framework cannot account for.

The findings of this research provide valuable insights for managers and decision-makers in SMEs, who are expected to show an increasing interest in adopting KM processes into their companies through which ECs can be translated into SP.

By applying the proposed framework, SMEs can conduct their activities in ways that do not harm environmental and societal well-being while achieving appropriate economic performance at the same time.

As a result, the findings of this study can add to the literature on ECs and KM, as well as boost the chances of SME sustainability. Directions for future research are also provided in relation to a better understanding of the factors affecting the SP of SMEs.

The aim of this study is to systematise the entrepreneurial coaching (EC) literature by understanding how the phenomenon has been investigated along four dimensions inspired by Gartner’s (1985) conceptualisation of entrepreneurship: entrepreneurial process, context, target and outcomes. In so doing, this study will provide a frame of its multifunctional role and identify relevant gaps and suggestions for future research.

We conducted a systematic literature review to collect existing works on EC. We analysed 85 selected papers with a qualitative content analysis that allowed us to highlight relevant research themes for the entrepreneurial process, context, outcomes and target.

Our results demonstrate that EC has a multifunctional role in entrepreneurship that can be summarised in five different typologies, depending on the stage of the entrepreneurial process in which it is applied, the context, the target and the outcomes.

As one of the first attempts to systematise studies on EC, this work extends previous conceptualisation of EC by detailing different typologies of this intervention, thereby contributing to reduced fragmentation and conceptual ambiguity.

Grounded in social identity theory (SIT), this study aims to explore the relationships between job embeddedness (JE), environmental commitment (EC), job autonomy (JA) and pro-environmental behavior (PEB) in the hotel industry. It specifically investigates the mediating role of EC in the JE-PEB relationship and the moderating effect of JA on the JE-EC relationship.

Employing a quantitative methods approach, this study evaluates the interrelationships among the variables using the SPSS macro-PROCESS Model 4 and 7.

The study uncovers a significant positive relationship between JE and PEB, mediated by EC. It also identifies JA as a moderator in the JE-EC relationship, which in turn influences PEB.

These insights can guide organizations, especially in the hotel industry, on how job design and organizational culture can be optimized to promote PEB among employees. By enhancing JE and autonomy, organizations can foster greater EC, thereby catalyzing increased PEB.

This study uniquely integrates the constructs of JE, EC, JA and PEB under the lens of SIT, offering fresh perspectives into the dynamics of workplace behavior and its impact on the environment.

The interaction between the silver powder and organic vehicle largely determines the rheological behavior of silver conductive paste. This study aims to prepare silver conductive paste with an organic vehicle system consisting of ethyl cellulose (EC) and terpineol/butyl carbitol acetate solvent mixtures. The study also aims to measure the rheological behaviors of the silver conductive pastes with different solvent mixtures, EC molecular weights and silver content, to investigate the interaction among the polymer, solvent and silver powder and determine the main factors affecting the thixotropic index and maximum silver content.

The rheological behaviors of silver conductive pastes with different solvent mixtures, EC molecular weights and silver content were investigated using viscometer.

The shear thinning became significant with increasing EC molecular weight. The EC solvation with higher molecular weight in solvent is better than that of EC with lower molecular weight. This leads to a stronger interaction between the silver powder and EC with higher molecular weight and consequently good silver particle dispersion. The relative viscosity of silver conductive paste at 10 s⁻¹ increases significantly with increasing silver content, but the relative viscosity at 100 s⁻¹ is much less sensitive to the silver content. The viscosities at low and high shear rate can be increased by increasing the silver content and EC molecular weight, respectively.

The interaction among the polymer, solvent and silver powder was investigated for the silver paste with high solid content. The main factors affecting the viscosities at high and low shear rates, thixotropic index and maximum silver content were determined.

Quality function deployment (QFD) is a proven tool for process and product development, which translates the voice of customer (VoC) into engineering characteristics (EC), and prioritises the ECs, based on the customer's requirements. Conventional QFD evaluates these targets for crisp weights of the customer attributes (CA), identified from the VoCs. The VoCs are not crisp and generally exhibit a well‐defined distribution. Crisp weights assigned to non‐crisp CAs can lead to wrong prioritisation of the EC. In the past, fuzzy numbers have been used to represent the imprecise nature of these judgements and to define more appropriately the relationship between EC and CA. This paper proposes fuzzy logic‐quality function deployment (FL‐QFD) – the use of fuzzy logic principles in QFD. It is an innovative method of determining optimum rating of ECs by simulating the QFD matrix for randomized CA rating in the fuzzied range. The rule‐based knowledge system defines the relationship between the ECs and the CAs. The flexible manufacturing system (FMS) design problem investigated by Khoo and Ho (Khoo, L.P. and Ho., N.C., “Framework of a fuzzy quality function deployment system”, International Journal of Production Research, Vol. 34, 1996, pp. 299‐311) is presented to show the application of the proposed model. The results are compared and examined to study the effect of the CA on prioritising the EC. The paper addresses the issue of defining non‐crisp customer attributes in the QFD, and offers practical help to an individual intending to further investigate the proposed model.

My intention this morning is to start the day's proceedings with a general overview of supply and demand as it relates to the business use of European Communities (EC) information in the United Kingdom. I will divide my paper into three main parts. I will look first at the nature of business demand for EC information, then at the sources from which demand is satisfied, and finally conclude with some observations on the match between supply and demand. In the time available I can do little more than sketch the principal characteristics of information provision, but by so doing I hope to provide something of a background and context against which to consider the more specialist papers which follow during the remainder of the day. I should also say that I use the phrase ‘EC information’ rather loosely as a convenient short‐hand expression to describe any kind of information by or about the EC which members of the business community might reasonably require in the conduct of their business activities.

This paper aims to assess the impact of electrifying the environmental control system (ECS) and ice protection system (IPS), the primary pneumatic system consumers in a conventional commercial transport aircraft, on aircraft weight, range, and fuel consumption.

The case study was carried out on Airbus A321-200 aircraft. Design, modelling and analysis processes were carried out on Pacelab SysArc software. Conventional and electrical ECS and IPS architectures were modelled and analysed considering different temperature profiles.

The simulation results have shown that the aircraft model with ±270 VDC ECS and IPS architecture is lighter, has a more extended range and has less relative fuel consumption. In addition, the simulation results showed that the maximum range and relative fuel economy of all three aircraft models increased slightly as the temperature increased.

Considering the findings in this paper, it is seen that the electrification of the conventional pneumatic system in aircraft has positive contributions in terms of weight, power consumption and fuel consumption.

The positive contributions in terms of weight, power consumption and fuel consumption in aircraft will be direct environmental and economic contributions.

Apart from the conventional ECS and IPS of the aircraft, two electrical architectures, 230 VAC and ±270 VDC, were modelled and analysed. To see the effects of the three models created in different temperature profiles, analyses were done for cold day, ISA standard day and hot day temperature profiles.

The purpose of this study is to analyze the nonlinear relationship between electricity consumption (EC) and electricity transmission losses (ETL) in Ghana. Also, we examined how ETL moderate the effect of EC on economic growth in Ghana from 1980 to 2021.

We used timeseries data from 1980 to 2021 within an autoregressive distributed lag framework to analyze the links among ETL, EC and economic growth in Ghana.

Findings show the existence of an asymmetric long-run relationship between EC and ETL. Also, the negative effects of ETL on EC are bigger in the long run. In addition, ETL and EC combine to reduce economic growth, in the long run, providing evidence for the energy-led growth theory in Ghana. Population and inflation were also found to have a significant effect on economic growth in Ghana.

We examined the nonlinear nexus of EC and ETL, which extant studies have ignored in discussing the link between EC and economic growth. Again, we showed that ETL reduces EC causing a reduction in economic growth.

European air transport policy, emerged through the confluence of case law and legislation, in four broad areas: liberalization, safety and security, greening, and the external policy. Following the implementation of the single market for air transport, policy shifted to liberalizing and regulating associated services and in recent years to greening, the external aviation policy, and safety and security. Inclusion of air transport in the Environmental Trading Scheme of the European Union exemplifies the European Commission’s proactive stand on bringing the industry in line with emission reduction trajectories of other industries. However, the bid to include flights to third countries in the trading scheme pushed the EU into a controversial position, causing the Commission to halt implementation and to give ICAO time to seek a global multilateral agreement. The chapter also discusses how the nationality clauses in air services agreements breached the Treaty of Rome, and a court ruling to that effect enabled the EC to extend EU liberalization policies beyond the European Union, resulting in the Common Aviation Area with EU fringe countries and the Open Aviation Area with the USA. Another important area of progress was aviation safety, where the EU region is unsurpassed in the world, yet the Commission has pushed the boundary even further, by establishing the European Safety Agency to oversee the European Aviation Safety Management System. Another important area of regulatory development was aviation security, a major focus after the woeful events in 2001, but increasingly under industry scrutiny on costs and effectiveness. The chapter concludes by arguing that in the coming decade, the EU will strive to strengthen its position as a global countervailing power, symbolized in air transport by a leadership position in environmental policy and international market liberalization, exemplified in the EU’s external aviation policy.