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This study aims to investigate what Turkish Airlines as a global airline company reports for corporate social responsibility (CSR) efforts on its corporate website by developing a framework assessing reports of airline companies’ CSR practices.

Content analysis was conducted on reports, documents and written policies published on the Turkish Airlines corporate website by the end of 2017.

The research findings suggest that Turkish Airlines publishes numerous reports highlighting their CSR activities. The study results show that Turkish Airlines reports its CSR activities through reports, documents and written policies. While the CSR reporting efforts deal with all CSR areas, the environmental dimension is the mostly emphasized area.

The study provides a model and data-driven analyzes for decision-makers and policymakers.

As one of the first study in the field, this research examines CSR reporting efforts in the airline industry via a new framework developed for airline companies.

本论文旨在以一家全球航空公司—土耳其航空为研究对象, 探究其在官网上汇报企业社会责任（CSR）措施, 以开发审视航空公司CSR措施的理论模型。

研究方法为内容分析法, 样本内容包括土耳其航空官网上在2017年之前发布的报告、文件、和文书政策。

研究表明土耳其航空发布很多强调其CSR活动的报告。分析结果显示土耳其航空通过报告、文件、文书政策等形式汇报其CSR行为。尽管CSR报告涉及方方面面, 但是环境方面是重中之重。

本论文为决策者和政策制定者提供了模型和数据为基础的分析方法。

本论文作为首个在其领域内探索的文章, 对航空业CSR汇报内容进行审视, 为航空公司搭建了新的理论模型。

企业社会责任、航空业、可持续性汇报、土耳其航空、土耳其

文章类型 研究型论文

The life span of an aircraft is usually around 30 years in the commercial aviation industry. During this time span, aircraft needs maintenance to stay in service. The cost of maintenance, repair and overhaul (MRO) activities in its pure nature is a significant portion of operations, accounting around 10 percent of all cost drivers. The purpose of this paper is to design/develop and critically assess a comprehensive model of operations at Turkish Technic – the MRO department of Turkish Airlines.

A comprehensive systems dynamics model is designed and developed to holistically represent and critically assess the different facets of MRO operations to help in analyzing various decision scenarios at Turkish Airlines.

The developed system dynamics (SD) model presented unique opportunities to test various MRO operations’ work load and aircraft fleet expansion policy alternatives. The model can also be used as a “learning laboratory” by altering various system parameters and testing different policies. The case study results suggested that MRO operations have a direct impact on the available number of airworthy aircrafts and hence, the usable fleet seat capacity; to sustain a profitable airline fleet, the airline companies should take into account the unique characteristics/needs of MRO operations for both existing and new/prospective aircrafts.

There are several SD studies in the literature focusing on the airline industry, but the MRO operations are virtually neglected in them. Hence, the proposed SD model contributed to the extant literature. The value of the developed model stems from its potential use in the critical analysis of decision scenarios as well as being leveraged as a training/learning laboratory.

Research carried out within the scope of the present new emerging optimum market to Greek regional airlines. This study (based on interconnected flight network) aims to provide an optimal alternative for flights to be carried out by small Greek airlines to Eskisehir Airport in Turkey. The airlines seek to sustainable demand base to improve themselves in a profitable way.

In this study, the analytical network process method was used. In the construction of network models, specific criteria have been considered, and the analysis has been accomplished as multi-criteria decision-making problem because of the relationship and interaction between them. A number of professionals with high knowledge of the Greek and Turkish aviation market were participated in the study.

Both Greek and Turkish experts think that the scenarios should include more airports (multi leg flights) to benefit from the increased traffic from all these destinations. Although, the model showed that more sustainable and effective routes are the simplest ones (single leg flights). Thus, the experts suggested the following five routes: Athens (ATH)-Antalya (AYT)-Eskisehir (AOE)-ATH; Heraklion (HER)-AOE-ATH; ATH-Istanbul (IST)-AOE-Thessaloniki (SKG); ATH-AOE-Cologne (CGN)-ATH and ATH-AOE-Izmir (ADB)-CGN-ATH. In addition, the experts pointed out the routes Eskisehir (AOE)-Brussel (BRU) and AOE-Cologne (CGN), as the passenger demand for them is high. These are considerable suggestions and should be examined by airlines’ managers, while aviation authorities should take these under consideration.

There are some factors that limit the potential extension of the small Greek regional airlines to Eskisehir airport. Istanbul’s Atatürk International Airport is the most used airport for international connected flight in Turkey, and the most airlines prefer this as a destination airport, although it has slots limitations and intense traffic. According to a previous project, sustainable flight network may include Istanbul and Izmir. Also, the bilateral agreement between Greece and Turkey according to Memorandum of Understanding between the Aeronautical Authorities of the Republic of Turkey and Hellenic Republic consists the main limitation of the traffic increase.

Connected flight network model suggestions developed in this research may provide contribution to airlines’ research and development activities. Also this kind of studies may contribute to the increase of the passengers’ traffic between the two countries with mutual benefits.

Based on the current study, with determined the grid network flights, new flights can be scheduled that are offering significant benefits. Also passengers will have the ability to travel to an attractive destination. In particular, the study may positively contribute to the further development of AOE and to the region around the city. On the other side, the Greek regional airlines can find an important market. Anadolu University’s entrepreneurship ability will be improved and also AOE’s business will be increased. This study will enforce the stronger links between both Greek [Hellenic (Greek) Civil Aviation Authority] and Turkish (General Directorate of Civil Aviation) aviation authorities. In addition, this study may contribute to the improvement of the economic relations between Greece and Turkey with mutual benefits.

It is thought that this research shows Greek and Turkish airports feasibility to cooperate providing benefits to passengers, airlines and the countries’ economies. The study includes current social, economic and cultural dynamics of the countries making significant contribution to academic literature. The capacity and demand analysis is useful for the management of the specific Greek carriers. Expert opinions are consulted over the course of taking strategic decisions. The analysis has been conducted, based on expert opinions and referred to for these pairwise comparisons. Airlines and airport managers based on the suggested methodology may examine potential flights, although more numerical data are necessary.

This study aims to investigate the effects of flight delays, distance, number of passengers and seasonality on revenue in the Turkish air transport industry.

The domestic return routes of a Turkish airline company were examined to address this issue. Among five cities and six airports, 14 major domestic return routes were selected. The augmented mean group (AMG) estimator and common correlated effects mean group (CCEMG) estimator were conducted with a two-way fixed effects (FE) robustness test in this study.

The results show that arrival flight delay and departure flight delay had negative effects on revenue, whereas the distance between airports, the number of air passengers and seasonality had positive effects on revenue.

The data used in this study were retrieved from a Turkish airline company; for future research, other airline companies operating in Turkey may be included.

These findings could be evaluated by air transportation leaders to provide a guide to make strategic decisions to achieve greater performance in this competitive environment.

The originality of the paper comes from the facts that besides distance and number of passengers, the authors control for the seasonality when assessing the effects of flight delay on revenue; they use panel data techniques, which permit them to control for individual heterogeneity, and create more variability, more efficiency and less collinearity among the variables; they use two recent panel data techniques, CCEMG and AMG, allowing for cross-section dependence.

This chapter focuses on the application of segment reporting under IFRS 8 in the context of the airline industry. It analyses the airlines’ disclosures related to segment reporting considering 11 aspects of segment reporting in the regional and global context. Observations reveal that reporting of segmental disclosures in the airline industry is diverse at different levels. In this regard, the following conclusions were drawn: (1) the nature of segments reported by the airlines is diverse due to methods adopted in preparation of operating segments; (2) factors such as internal reporting system, and nature of business used to identify the airline’s reportable segments were stated by most airlines; (3) types of products and services from which each reportable segment derives its revenues were stated by all airlines; (4) proportion of total revenues represented by separately reportable segments exceeds 75% of the revenue rule of IFRS 8; (5) most segmental performance measures are non-IFRS and diverse; (6) a limited number of airlines use dual reporting currency in segment reporting; (7) most airlines reported segment assets and liabilities for each reportable segment; (8) most airlines reported between 6 and 10 income and expense items in segment reporting; (9) segmental cash flow information is reported by one airline; (10) in terms of entity-wide disclosures, most airlines reported their revenue from major products and services in the revenue disclosures, most airlines reported their revenues on a geographical basis but few airlines reported their non-current assets on a geographical basis; and (11) more than half of the airlines did not declare the identity of the Chief Operating Decision Maker.

The aim of this study is twofold: first to diagnose service quality perceptions of airline passengers and then links these perceptions to their satisfaction and repurchase intentions, specifically in a new emerging market in the Mediterranean region, North Cyprus. Airline transportation is a major and the most extensively used way to reach North Cyprus, as it is an island state; thus it is important to know passengers' quality perception regarding any quality improvement.

A recently developed, industry‐specific, 43‐item scale (AIRQUAL) based on eight distinct dimensions: airline tangibles, terminal tangibles, personnel, empathy, image, customer satisfaction, repurchase intention, and word‐of‐mouth communication fit well in this study, maintaining its reliability, validity and dimensionality issues. The sample of the study consisted of customers using the national airline company of North Cyprus, who were selected through the non‐probability judgmental sampling technique. A total of 583 questionnaires were found to be useful and data from these questionnaires were tested through SPSS and LISREL statistical software.

A rigorous statistical test indicates a reasonable fit of the eight‐factor model to the data on the basis of a number of fit statistics. Results revealed that, among the quality dimensions, “airline tangibles” was found to be the most significant to affect both customer satisfaction and repurchase intention. Findings also showed that customer satisfaction is positively related to repurchase and word‐of‐mouth intensions.

Since airline transportation is a major and the most important way of reaching North Cyprus, the results of this study provide important insights to practitioners and the tourism ministry about how marketing strategies can be designed to manage service quality perceptions and how the airline industry can use the service quality concept to formulate marketing strategies effectively.

According to the current body of literature published, the outbreak of coronavirus is estimated to have an immense influence both on the supply and demand sides of the tourism industry. The lockdown and the risk of disease has in/directly forced consumers to respond to their regular life patterns in general and consumption patterns in tourism, travel and hospitality operations in particular. Consumers have mostly begun using online shopping platforms for varying reasons, and online platforms have become a great opportunity for businesses to transform their regular operations and collect the individualized data of consumers across the globe. On the other hand, the service providers have had a short break in their operations by thinking about different ways on how to respond to possible changes both in production and consumption patterns. For instance, passengers, particularly those who are elderly and less risk aversive, are less likely to board on flights and take cruise tours in the short term. Using own cars instead of benefiting from car rental services, on the other hand, have appeared to be an alternative way of travelling to short-haul destinations. As a result, this chapter aims to provide a generic discussion of how the coronavirus is likely to influence the services operated by the aviation industry. The chapter, to a greater extent, benefits from the results of existing conceptual/empirical studies, media news as well as the reports of various international organizations such as UNWTO and IATA.

This chapter focuses on the diversity of financial reporting frameworks in the airline industry considering past and present. While diversity of financial reporting frameworks existed in the past, currently, the majority of listed and non-listed airlines, whose financial statements are publicly available, are inclined to adopt International Financial Reporting Standards (IFRS), leading toward uniformity in financial reporting frameworks because their country of incorporation or the stock exchange where they are listed either require or permit them to do so. Airlines operating in the United States prepare their financial statements under United States Generally Accepted Accounting Principles and some of Asian-Pacific countries still use their own national accounting standards in financial reporting. In addition, this research points out that the primary determinant of IFRS adoption in the airline industry is the fact that the majority of airlines are listed in national or foreign stock exchanges where IFRS adoption is required, but there are some company-specific determinants for listed and non-listed IFRS adopting airlines. Finally, this chapter also sets forth that there are jurisdictional versions of IFRS in the global context from the perspective of financial statements of airlines leading to some obstacles in understanding the financial reporting framework.

This chapter focuses on the IFRS 15 Revenue from Contracts with Customers and IFRS 16 Leases in the airline industry considering the case of Air France – KLM (AF-KLM). This airline timely adopted IFRS 15 and early adopted IFRS 16 for the year 2018 and restated its 2017 financial statements using the full retrospective method so that the 2018 financial statements of the airline provide comparative financial information during the transition phase from IAS 18 to IFRS 15 as well as from IAS 17 to IFRS 16. In the first part of the chapter, liquidity, solvency, and profitability ratios along with cash flow ratios were used to analyze the cumulative effect of IFRS 15 and IFRS 16 using 2017 and restated 2017 financial statements. In this context, results indicate that the liquidity ratios decreased, and the solvency ratios increased in general. In addition, the cumulative effect of IFRS 15 and IFRS 16 created an upward change in general on profitability ratios based on the several performance parameters that should be considered during the transition from IAS 18 to IFRS 15 and from IAS 17 to IFRS 16. Overall, IFRS 15 has minor effect and IFRS 16 has major effect on the financial statements of AF-KLM. In the second part of the chapter, the compliance level of the mandatory disclosures requirements of the airline was examined from the lessee standpoint and the research pointed out that the airline fully complied with these disclosures at its first adoption of IFRS 16 and provided some voluntary disclosures as well.

This paper aims to show the current situation and additional requirements for the aircraft automation systems based on the lessons learned from the two 737 MAX crashes.

In this study, the Swiss cheese model was used to find the real root causes of the 737 MAX accidents. Then, the results have been compared with the actions taken by the manufacturers and authorities. Based on the comparison, the necessary improvements to prevent such accidents are defined. Regarding the faulty sensor that forms the accidents, a synthetic sensor was developed using an aerodynamic model.

It has been proven that the safety-critical automation systems should not be designed by relying on a single set of sensor data. Automation levels should be defined in a standard way. Depending on the defined automation level, the system must be designed as either fail-safe or fail-operational system. When designing backup systems, it should be decided by looking at not only whether it has power but also the accuracy of the incoming signals.

Aviation certification requirements related to automation systems need to be revised and improved. With this context, it was revealed that the certification processes for automation systems should be re-evaluated and updated by aviation authorities, especially Federal Aviation Administration and European Union Aviation Safety Agency.

Task sharing between automation system and pilot based on the classification of automation levels and determining certification requirements accordingly has been brought to the agenda. A synthetic Angle of Attack sensor was developed by using an aerodynamic model for fault detection and diagnosis.