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According to regulations, aircraft must be in an airworthy condition before they can be operated. To ensure airworthiness, they must be maintained by an approved component maintenance organisation. This study is aimed to identify potential errors that may arise during the final inspection and certification process of aircraft components, categorise them, determine their consequences and quantify the associated risks. Any removed aircraft components must be sent to an approved aircraft component maintenance organisation for further maintenance and issuance of European Union Aviation Safety Agency (EASA) Form 1. Thereafter, a final inspection and certification process must be conducted by certifying staff to receive an EASA Form 1. This process is crucial because any errors during this stage can result in the installation of unsafe components in an aircraft.

The Systematic Human Error Reduction and Prediction Approach (SHERPA) method was used to identify potential errors. This method involved a review of the procedures of three maintenance organisations, individual interviews with ten subject matter experts and a consensus group of 14 certifying staff from different maintenance organisations to achieve the desired results.

In this study, 39 potential errors were identified during the final inspection and certification process. Furthermore, analysis revealed that 48.7% of these issues were attributed to checking errors, making it the most common type of error observed.

This study pinpoints the potential errors in the final inspection and certification of aircraft components. It offers maintenance organisations a roadmap to assess procedures, implement preventive measures and reduce the likelihood of these errors.

Corporate Social Responsibility (CSR) reporting has been widely accepted as a vital tool for communicating with stakeholders on a range of social, environmental, and governance issues, but how companies define, interpret, apply, integrate, and communicate their CSR efforts and impacts in corporate reporting is anything but a straightforward task. The purpose of this chapter is to explore the concept of materiality in CSR reporting and demonstrate practical examples of good CSR and Sustainable Development Goals (SDGs) reporting practices. We chose the aviation industry because of its economic relevance, constant growth, and future expected changes in the aftermath of COVID-19. In addition, airlines affect many of the SDGs directly and indirectly with contending results. This chapter is timely because of the growing willingness by companies to integrate CSR and environmental, social, and governance (ESG) thinking into the corporate strategy and business operations using materiality assessment and enhancing their competitive advantage and ability to maintain long-term value and because ESG and ethical investing have become part of the mainstream investing. Thus, this chapter contributes to an understanding of the wide range of existing and new reporting frameworks and regulations and reinforces the importance of discussing how this diversity of approaches can affect the work toward worldwide comparability of CSR and sustainability reporting.

This study aims to develop an inclusive, multidisciplinary, flexible and organizationally adaptable safety risk management framework, including diversity management, that will be implemented to ensure safety is and remains at the desired level. If the number of incidents and potential incidents that could lead to accidents and their impact rates are to be reduced operationally and administratively, aviation safety risks and sources of risk must be better understood, sources of risk identified, and the safety risk management framework designed in an organization-specific and organization-wide sustainable way. At this point, it is necessary to draw the conceptual framework well and to define the boundaries of the concepts well. In this study, a framework model that can be adapted to the organization is proposed to optimize the management of risks and provide both efficient and effective resource allocation and organizational structure design in its operations and management functions.

The qualitative research method – triple techniques – was deemed appropriate for this study, which aims to identify, examine, interpret and develop the situations of safety management models. In this context, document analysis, business process modeling technique and Delphi techniques from qualitative research methods were used via integration as the methodology of this research.

To manage dynamic civil aviation management activities and business processes effectively and efficiently, the risk management process is the building block of the “Proposed Process Model” that supports the decision-making processes of aviation organizations and managers. This “Framework Conceptual Model” building block also helps build capacity and resilience by enabling continuous development, organizational learning, and flexible structuring.

This research is limited to air transportation and aviation safety management issues. This research is limited specifically to a safety-based risk management framework for the aviation industry. This research may have social implications as source saving, optimum resource use and capacity building will make a contribution to society and add value besides operational and practical implementation.

This research may contribute to more safe operations and functions in the aviation industry.

Management and academia may gain considerable support from this research to manage their safety risks via a corporate-tailored risk management framework, both improving resilience and developing corporate capacity. With this model presented, decision-makers will have a guiding structure that can optimally manage the main risk types that may be encountered in the safety risk in the fields of suppliers, manufacturers, demand changes, logistics, information management, environmental, legal and regulatory. Existing studies in the literature are generally in the form of algorithms and cannot be used as a decision-making support tool. This model aims to fill the gap in the literature. In addition, added value may be created by applying this model to optimum management safety risks in the real aviation industry and its related sectors.

Air transport accounts for nearly 40% worth of the global trade cargo volume, where more than 50% of the air cargo is carried on passenger flights. Therefore, this paper aims to focus on identifying the influencing factors for both passenger and cargo demand-driven networks to smoothen the global supply chain.

The data for the study was collected through literature reviews and interviews with industry experts. The analytical hierarchy process was used to analyze the expert's opinions on the critical factors affecting air cargo demand growth. Regression analysis was conducted using the selected variables to develop a model to calculate air cargo demand growth.

According to the expert opinion, it was identified that facilities under airport capacities and facilities are mainly affected by the air cargo carried by combi carriers. The model was developed considering the air connectivity index and air cargo demand at destination variables.

The factors identified here are mainly related to the current situation in Sri Lanka. Applying this methodology to other economic zones will add new factors related to their economic contexts and could be generalized as the influencing factors for the growth of air cargo demand by finding more results.

Previous studies have been conducted using different factors and models to forecast air cargo demand, and those did not consider demand from combi and all-cargo carriers together. More than 98% of air cargo trades in Sri Lanka are happening through combi carriers. Hence, Sri Lanka will be a best case study to analyze the behavior of combi carriers.