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Airline scheduling is an extremely complex process. Moreover, disruption in a single flight may damage the entire schedule tremendously. Using an efficient recovery scheduling strategy is vital for a commercial airline. The purpose of this paper is to present an integrated aircraft and crew recovery plans to reduce delay and prevent delay propagation on airline schedule with the minimum cost.

A mixed-integer linear programming model is proposed to formulate an integrated aircraft and crew recovery problem. The main contribution of the model is that recovery model is formulated based on individual flight legs instead of strings. This leads to a more accurate schedule and better solution. Also, some important issues such as crew swapping, reassignment of aircraft to other flights as well as ground and sit time requirements are considered in the model. Benders’ decomposition approach is used to solve the proposed model.

The model performance is also tested by a case including 227 flights, 64 crew, 56 aircraft and 40 different airports from American Airlines data for a 24-h horizon. The solution achieved the minimum cost value in 35 min. The results show that the model has a great performance to recover the entire schedule when disruption happens for random flights and propagation delay is successfully limited.

The authors confirm that this is an original paper and has not been published or under consideration in any other journal.

Details the methods used by European airport authorities to segment their consumer base. It will be argued that macro‐level factors, over which the industry has no control, have compelled airports to expand their commercial activities. As a consequence, airport authorities have been forced to adopt a more marketing‐orientated approach. To fully capitalise on the opportunities afforded to them, a range of segmentation categories have been developed that are specific to an airport environment. It will be argued that authorities act as “gatekeepers” and use this unique form of a priori segmentation to determine the most suitable tenant mix for their airport. Once operating within the airport, the retailers themselves also undertake a further series of segmentation strategies based either on a priori principles or on “micro‐level” techniques.

This paper aims to evaluate the institutional complementarity thesis, which anticipates that the institutional context of the firm will have a considerable influence on the choice and success of employment relations strategies. Focusing on two liberal market economies, the paper presents analysis of secondary data from the US airline industry and primary data from UK civil aviation to assess the power of the institutional context on employment relations.

Secondary data were drawn from trade journals, newspaper reports and other civil aviation information sources such as the Civil Aviation Authority database. Primary data collection involved interviews with airline management, officials at the British Air Line Pilots Association, and pilots. A large‐scale questionnaire survey of pilots was also conducted.

In both liberal market economies airlines have adopted a range of employment relations strategies, which demonstrates the robustness of strategic management choice. Moreover, in both the UK and the USA, airlines with institutionally complementary employment relations strategies performed less well over a range of measures than their counterparts with employment relation strategies more closely aligned with coordinated market economies.

The findings identify best practice in the management of people in the airline industry and build a business case for cooperating with employees and their trade unions.

Discusses how marketing practice is competitively evolving as airlines, in a code‐sharing environment, seek to be more effective, efficient and profitable. It complements changes to airline structures in routeing, staffing levels and technology, and by establishing strong brand presence is a means for customer attraction, retention and network expansion. Distribution channels are changing as travel agencies are affected by airlines’ direct sales and Internet‐based interactive communication. Traditional segmentation tactics directed to business travellers, through frequent flyer programmes and premium services, are threatened by businesses economising, staff reductions and the increasing importance of the leisure traveller. An overview of international practice is taken and points illustrated, where appropriate, by examples of specific airlines.

To compare the profitability and technical efficiency of firms in a monopoly industry, airports, operating with different degrees of market power and under differing regulatory regimes, minimalist in New Zealand and interventionist in Australia.

Unlike previous privatisation studies, this study measures efficiency and profitability separately. Using data envelopment analysis (DEA), the technical efficiency of privatised airports is assessed, and this independent measure is used in regression analyses to determine whether efficiency, regulation or privatisation is related to airport profitability.

For firms with monopolistic characteristics operating under minimalist regulation, profitability is related to market power, not efficiency improvements. For firms operating in a regulated environment, profitability is related to regulation, which constrains market power but does not impede efficiency.

This study is limited by its small sample size and its generalisability due to its single industry and regional focus. However, the findings support assertions that the impact of privatisation cannot be assessed independently of industry structure and regulation.

Policy makers considering SOE privatisation in non‐competitive markets should introduce either competition or regulation if firm efficiency is a desired outcome.

Academics and policy makers should be aware that privatisation and competition are not only complementary, as per the extant literature, but they are essential bedfellows. In the absence of competition, regulation is required to control for market power.

While transport seems to be increasingly constrained in its mission to supply services which are continuous, costless and available in all directions, the telecommunications system seems to have no such constraints and to be developing ever more rapidly in terms of inter‐connectivity, falling costs and multi‐directionality. It would seem to be impossible to contemplate the future demand for transport in isolation from the future demand for telecommunications and the question of the optimal interaction between the two mobility modes. Reviews the benefits of the different forms of telecommunications and virtual logistics. Investigates the implications for freight logistics and the supply side of the transport industry. Suggests a way to re‐engineer the analytical framework.

To reduce the time of flight rescheduling, reduce the total delay cost of all flights to a minimum and put forward more references for passengers to take flights, this paper aims to mainly study the recovery of flights affected by snow disaster within the minimum delay time.

The temporal and spatial network flight recovery model is used to optimize all flights of various types of aircraft, and the adjusted flight schedule based on minute delay time is obtained. In addition, for passenger travel flights, the impact of passenger delay cost on the total delay time is minimized as an objective function to calculate the passenger delay cost.

In this paper, the actual departure time of aircraft is sorted in ascending order. Up to five planes can take off from the runway every 5 min, and the 10-min decision interval is successively delayed. The actual arrival time is sorted by the same method and the sequential delay is calculated to obtain the adjusted flight schedule. As a result, it takes less time to reschedule flights.

In this paper, heuristic algorithm is used to adjust the schedule of delayed flights flexibly, which is convenient for manual modification. This decision method has good robustness and can partially adjust the interrupted flights without affecting other scheduled flights while maintaining the stable operation of the whole plan, greatly improving the efficiency of civil aviation operations and reducing the impact of flight delays.

This paper aims to answer the following question: Is PPP a financially viable alternative for the management of regional airports in Brazil?

The methodology is based on the case study of the innovative model of Zona da Mata Regional Airport management. It was used Value for Money as a method to compare this case with the conventional airport management alternative.

It was observed that, when compared to the airport management alternative through contracting third parties, the public–private partnership (PPP) provided a reduction of almost 70% of public spending on the management of this infrastructure. Besides the financial advantage, other benefits of this PPP contract were also observed.

The analyses carried out in this study are not exhaustive and can be improved and remade as the life cycle of the PPP contract studied is progressed.

It was concluded, from the results found, that PPP is an efficient alternative for the management of regional airports in Brazil, and the model can be replicated for similar airports.

When analyzing the results of this innovative project of managing a regional airport through a PPP, this work made it possible to measure the positive impacts of this alternative and demonstrate the potential of the PPP as an alternative for the management of other regional airports in Brazil.

In this study, service convenience and service quality are used as proxy constructs of customer's and supplier contributions co‐create customer value. The purpose of this paper is to test the relationship between service convenience and customer satisfaction based on the direct and indirect paths via perceived service quality. It also explores the relative importance of various dimensions of service convenience.

A structural equation model was developed and tested using data surveyed from domestic airlines customers in Vietnam. The operationalization of service convenience was based on five consumption stages.

This study reinforces the view that customers use the judgment of their own contribution (via convenience) to evaluate the contribution of the supplier (via service quality), and the resources contributed by both sides will co‐create value for the customers.

Further research may test the role of service convenience in various types of services. The conceptualization and operationalization of service convenience may be enriched by other views.

Service providers should pay attention to customers' convenience in the service process. They should design the service to provide most convenience for customers in each of the service consumption stages.

The paper is among few empirical studies on service convenience, an increasingly important but less researched construct. It also demonstrates how customers and supplier contribute resources and processes to co‐create value.