<p>Vi valde ämnet som handlar om möjligheten att få ett lågkostnadsflygbolag opererande på Karlstad flygplats därför att det är en intressant fråga om regionen skulle gynnas av ett lågkostnadsflyg eller inte så väl som flygplatsens existens. På senare tid har det i media också ofta framkommit att flygplatsen har ekonomiska problem.</p><p>Idén till vårt syfte uppkom efter att ha läst rapporten som Handelskammaren i Värmland skrev angående vikten av flygförbindelser till och från Karlstad flygplats för regionen. I den rapporten framkom det att det var önskvärt med ett lågkostnadsflyg från Karlstad flygplats.</p><p>Frågan kring ett lågkostnadsflyg från Karlstad Flygplats presenteras genom användning av teorier för risk, uppdragsgivare- uppdragstagareproblemet och beslutstagande. Alla dessa områden är sammanhängande.</p><p>Vi intervjuade Göteborg/Säve-, Stockholm/Skavstas-, Jönköpings/Axamo- och Smaland/Växjöflygplats för att få information om aktuell situation på respektive flygplats med eller utan opererande lågkostnadsflyg. Frågorna som ställdes var av liknande karaktär, men det utgjordes en skillnad mellan dem, beroende om de tillhörde gruppen som redan har lågkostnadsflyg eller om de önskar ha ett lågkostnadsflyg.</p><p>Vi fann likheter mellan flygplatserna och de ledandes uppfattning i frågan om lågkostnadsflyg. Det visade sig även att det för flygplatsen är kostsamt att ha ett lågkostnadsflyg opererande, men att det däremot är fördelaktigt för regionen. Utöver det bör risken delas mellan fler än en intressent. För att bli framgångsrik måste man göra uppoffringar och lätta på attityden till risk hos intressenterna.</p> / <p>We chose our topic, regarding the possibility to get a low-cost airline operating at Karlstad airport, because it is an interesting question whether the region could benefit from a low cost airline or not as well as the existence of the airport. And lately the airport has been discussed in media.</p><p>The idea to our purpose arose after having read the report by Wermland Chamber of Commerce regarding the importance of flight connections to and from Karlstad airport, for the region. In this report it appeared that it was desirable with a low-cost airline at Karlstad airport.</p><p>This topic is presented by applying theories about an interested party model, risk, agency theory, decision making and growth. All these areas are somehow connected.</p><p>We interviewed persons in managing positions at Göteborg/Säve, Stockholm/Skavsta, Jönköping/Axamo and Smaland/Växjö airport, who gave information about the actual situation at their airport respectively. The first two airports have operating low-cost airlines and the last two have not. We also interview partners in Värmland to get their view of the situation at Karlstad airport. The questions were roughly the same, with a difference made if they belonged to the group that has a low-cost airline or if they belonged to the group without a low-cost airline.</p><p>We found that there are similarities between the airports. And it turned out that having a low-cost airline operating at an airport is a costly business for the airport, but it seems to be advantageous for the region. And that the risk ought to be diversified between more than one interested parties. In order to be successful you have to make sacrifices and lighten up all parties’ attitudes to risk.</p>

Fundamental analysts use basic fundamentals, which generally based on available public information, to determine a firm’s intrinsic value. Forecasting future performance is one of the key elements for doing fundamental analysis, and historical results are the foundation for future forecast. The analysis of this study is conducted into two sections with case studies in the airline business. Firstly, financial ratios are analyzed to examine whether low-cost or traditional airlines better perform their operations during a certain period. The other section is undertaking fundamental analysis of the case studies to evaluate current stock prices of representative airlines based on the potential future forecast. The model using for this valuation is the Residual Earnings Model. Key assumptions of future forecasts are mainly based on their historical ratios. Other related factor such as the gross domestic product (GDP) is included in forecasting sales growth rate because it is one of the key influences in the airline business. For ratio analysis, the findings suggest that low-cost airlines perform better operations based on five years average. However, the traditional airlines improve their performances significantly in the latest fiscal year. For equity valuation, the findings show that estimates of equity values of the airlines yield inconsistent results comparing to their stock prices. Possible reasons of the difference might be the improvement in key financial ratios of the airlines.

The dynamics of business contexts influence the way firms act in their industry. These changes can have effects in several areas within a company. Entrepreneurship and Innovation are two areas that are affected when a change in firm’s environment occurs, like Schumpeter, Shane and Drucker point. Changes in the deregulatory framework are a specific type of change that can occur. According to Entrepreneurship theories, the removal of regulatory barriers creates opportunities to different reallocation of resources that can lead to changes in market equilibrium. This study addresses this relation between deregulation and entrepreneurship-innovation in the European airline industry. With the removal of regulatory barriers, companies like SAS and Ryanair, saw opportunities to do something new and at the same time had to adapt to these “doing something new” behavior of other companies. Entrepreneurship and innovation were the answer to theses changes and the weapon to fight answers to others with this change. Considering this, our statement problem is the following: How did the deregulation of air transportation in Europe foster entrepreneurial behavior and innovation in the European airline industry over the last twenty years? The case of SAS and Ryanair. Our goal is to describe the process of deregulation and how firms reacted to it and to give explanations behind the relation deregulation-entrepreneurship, identifying the direct and indirect influence of deregulation in the studied companies. Furthermore, based on this investigation, we will trace possible ways on how future deregulation in Europe can foster further entrepreneurial behavior and innovation. This thesis was conducted with a positivism scientific ideal and a deductive approach. We used a qualitative method to collect empirical data that could match with the theories we had chosen beforehand. We conducted three interviews with people inside the industry – from airlines (SAS Braathens and SAS) and from airports (LFV). The first two were used as main sources to SAS case study and the third to have a perspective of airline industry. Since we could not get any interview with Ryanair, Ryanair story book was used as main source for this case study. Our theoretical framework consists of four different broad areas that are interrelated to each other. These areas and the respective theories integrated in them are: institutions and regulation, changes in context and strategic position. Our study shows that EU deregulation altered the five competitive forces in European airline industry and in turn this fostered entrepreneurship and innovation, as a reaction of firms to adapt to the change in their context. The reaction of Ryanair and SAS through entrepreneurial and innovative behaviour was different due to the differences in their business model. We argue that the removal of barriers to new entrants and the increased rivalry between firms were the main forces that fostered entrepreneurship and innovation. We predict that if further EU deregulation comes (as it is the trend) this will generate more opportunities to entrepreneurship and innovation like it generated in the past.

Following the Globalization trend, the policy of Deregulation, Open Sky and BOT had been implemented into the transportation industry in Taiwan. This new policy created the dynamics for transformation both in the Airlines Industry and Railway Industry. The new transportation policy lead to the establishment of E-Airways and T-Rail. This research concentrated on the case study of Operations Readiness Strategy implemented by E-Airways and T-Rail respectively based on the academic theory of SWOT and Five Force Model. E-Airways Case Study covers the strategic items on the establishment of Operations Core Competence, Flight Networks, Innovation of Economy-Deluxe class, Marketing Channel and Airline Strategic Alliance. T-Rail Case Study refers to the Operations Readiness Strategy implemented to import the core competence of High Speed Rail. This research reached the conclusions: 1.To confirm academic theory to be applicable for the successful model of both E-Airways and T-Rail case study; 2.To confirm same strategy model to be applied for different industry; 3.To confirm the strategic competence to be created; 4.That Cross verification of SWOT and Five Force Model will lead to solid strategy. 5.The successful model of E-Airways case study with analysis on the operation readiness strategy is available as reference for any potential airline operator after merge & acquisition of existing airlines. 6.The successful model of T-Rail case study is available as reference model for any ¡§next one¡¨ national HSR (High Speed Rail) Project.

In this qualitative study, I examine the experiences of African American pilots and flight attendants with emotional labor. Integral to existing theories of emotional labor is the incorporation of voices of color and their contemporary movement into professional industries. Essentially, most all theories of emotional labor were built through the examination of low-wage service workers in gendered or racially segregated occupations, with only recent incorporations of gendered occupations within professional settings. Using the theoretical concept of emotional labor, or the labor required to reduce or suppress feeling in order to sustain the outward countenance that produces the proper state of mind in others, I argue that emotional labor is much more than labor produced within the confines of a job, but is also based on identity characteristics that directly influence interactions in the workplace. Therefore, I qualitatively examine, through in-depth interviews with more than thirty African American flight crew members, how emotional labor is influenced and performed when people of color are introduced to professional settings. The results of this study show that there are multiple dimensions of emotional labor that should be added to existing theory. Primarily, existing standards of emotional labor in the airline industry are a direct result of institutional structures and cultures created during a period of systematic exclusion that do not account for contemporary racism and sexism. Thus, performing emotional labor in this industry is unequally placed on those white women and people of color that had no input into its creation. The results of this study suggest that emotional labor should be inclusive of systemic racism perspectives as a method of understanding how salient identity characteristics, such as gender, race, and class, are directly connected to preconceived ideologies that influence interactions that call for emotional labor. Moreover, because African American men and women in this industry are underrepresented, emotional labor becomes a necessity in their interactions with coworkers, consumers, and management. In addition, African Americans experience highly regulated emotional labor that influence how they perform their jobs, interact with others, and formulate appropriate counter-narratives.

Vi valde ämnet som handlar om möjligheten att få ett lågkostnadsflygbolag opererande på Karlstad flygplats därför att det är en intressant fråga om regionen skulle gynnas av ett lågkostnadsflyg eller inte så väl som flygplatsens existens. På senare tid har det i media också ofta framkommit att flygplatsen har ekonomiska problem. Idén till vårt syfte uppkom efter att ha läst rapporten som Handelskammaren i Värmland skrev angående vikten av flygförbindelser till och från Karlstad flygplats för regionen. I den rapporten framkom det att det var önskvärt med ett lågkostnadsflyg från Karlstad flygplats. Frågan kring ett lågkostnadsflyg från Karlstad Flygplats presenteras genom användning av teorier för risk, uppdragsgivare- uppdragstagareproblemet och beslutstagande. Alla dessa områden är sammanhängande. Vi intervjuade Göteborg/Säve-, Stockholm/Skavstas-, Jönköpings/Axamo- och Smaland/Växjöflygplats för att få information om aktuell situation på respektive flygplats med eller utan opererande lågkostnadsflyg. Frågorna som ställdes var av liknande karaktär, men det utgjordes en skillnad mellan dem, beroende om de tillhörde gruppen som redan har lågkostnadsflyg eller om de önskar ha ett lågkostnadsflyg. Vi fann likheter mellan flygplatserna och de ledandes uppfattning i frågan om lågkostnadsflyg. Det visade sig även att det för flygplatsen är kostsamt att ha ett lågkostnadsflyg opererande, men att det däremot är fördelaktigt för regionen. Utöver det bör risken delas mellan fler än en intressent. För att bli framgångsrik måste man göra uppoffringar och lätta på attityden till risk hos intressenterna. / We chose our topic, regarding the possibility to get a low-cost airline operating at Karlstad airport, because it is an interesting question whether the region could benefit from a low cost airline or not as well as the existence of the airport. And lately the airport has been discussed in media. The idea to our purpose arose after having read the report by Wermland Chamber of Commerce regarding the importance of flight connections to and from Karlstad airport, for the region. In this report it appeared that it was desirable with a low-cost airline at Karlstad airport. This topic is presented by applying theories about an interested party model, risk, agency theory, decision making and growth. All these areas are somehow connected. We interviewed persons in managing positions at Göteborg/Säve, Stockholm/Skavsta, Jönköping/Axamo and Smaland/Växjö airport, who gave information about the actual situation at their airport respectively. The first two airports have operating low-cost airlines and the last two have not. We also interview partners in Värmland to get their view of the situation at Karlstad airport. The questions were roughly the same, with a difference made if they belonged to the group that has a low-cost airline or if they belonged to the group without a low-cost airline. We found that there are similarities between the airports. And it turned out that having a low-cost airline operating at an airport is a costly business for the airport, but it seems to be advantageous for the region. And that the risk ought to be diversified between more than one interested parties. In order to be successful you have to make sacrifices and lighten up all parties’ attitudes to risk.

Frågeställning: Hur skiljer sig lågprisflygbolagens strategier jämfört med de traditionella, vilken är den vinnande strategin? Huvudsyfte: Genom utvalda teorier och nyckeltal jämföra och se skillnader mellan flygbolagens strategier och hur det påverkar lönsamhet och utveckling. Metoder: En jämförande studie baserad på sekundärdata på fem stora flygbolag för att hitta olikheter i strategier. Främst används bolagens årsredovisningar, vetenskapliga artiklar och relevanta teorier för insamlandet av data. Slutsatser: Biljettpriset inom flygindustrin blir en allt viktigare faktor att anpassa sig efter för överlevnad på marknaden. Lågprisflygen har genom kostnadsreduceringar genom enklare bokningssystem, mindre personalstyrka, avlägsna flygplatser och enhetlig flotta kunnat sätta lägre priser än de traditionella. Detta innebär att effektiviteten har ökat och detta sätter press på de traditionella flygbolagen att kostnadsreducera och utveckla servicen ytterligare för att ha en chans att klara konkurrensen. Marginalerna har blivit mindre vilket pressar ner lönsamheten inom industrin. Traditionella flygbolag behöver anpassa sig efter de nya kraven och omstruktureringar är nödvändigt. / Problem formulation:  How does the low price airlines strategies differ from the traditional airlines strategy, which is the winning strategy? Main purpose: With chosen theories and key figures see the differences between airlines strategy and how it affects profitability and development. Method: A comparing study based on secondary data from five big airlines in order to find differences in strategy. Mostly the companies' annual reports, scientific articles and relevant theories are used for the collection of data. Conclusions: It is becoming more important to adjust the ticket price on air travelling to survive on the aviation-market. Low-price airlines have been able to lower the ticket price through cost reductions with easier booking systems, smaller workforce, less attractive airports and a uniform fleet. This productivity increase is forcing the traditional airlines to reduce their costs and improve their service to deal with the competition. The marginal's are getting smaller and profitability is getting lower. Traditional airlines have to adjust after the new demands and restructures are needed.

This thesis is involved with exploration of key changes drivers and market phenomena in the Southeast Asia and the development of new conceptual frameworks for business environmental analysis of airlines. The research is constructed under the phenomenology paradigm which adopts a coherentism approach and mainly takes airline industry’s publications, statistics, and executives as units of analysis. Hermeneutic phenomenology, a single-embedded case study, concurrent triangulation mixed method, and grounded theory are all used as methodologies. Methods using document reviews, interviews, and questionnaires are applied to surface the key changes drivers, market phenomena and the perceptions of the importance of changes factors. The collected data are analysed by content analysis, thematic analysis, cognitive mapping analysis, constant comparative analysis and descriptive analysis to classify, generalise and develop into proper forms. The research reveals that ‘market’, ‘competition/strategy’, ‘regulation/policy’, ‘infrastructure/resource’, ‘cooperation’, ‘distribution’, ‘technology, and ‘broad’ factors are discovered as key change drivers. Their different importance levels are measured by occurrences, density, centrality, and tail occurrences as root causes of changes. The characteristics of their interrelationships are based on directional and influential dimensions. There are 16 emerged changes/market phenomena and 11 generalised conceptual frameworks and 3 newly developed frameworks for analysing the airline business environment. The quantitative findings from content analysis are evaluated by inter-coder analysis which achieves kappa coefficient = 0.87 indicating high reliability of the analysis. The qualitative findings are qualified through ten criteria assessment of research quality. The deliverables provide both theoretical and methodological contributions. The research limitations are found in some sources of collected data and findings which are caused by scarce data availability and three types of biases. The recommendations for future research into financial performance, changes’ leading indicators and comparative in-depth study in other ASEAN countries and regions are made.

This paper examines the determinants of profitability using operations strategy, productivity, and service measures in the context of the U.S. domestic airline industry. Data on ten carriers was collected on a quarterly basis between 1995 and 2007. An analysis is performed separately on data prior and post 9/11 attack. It is found that operations strategy and productivity measures are significant both before and after the 9/11 attack, whereas service measures are only significant before 9/11. Some managerial implications are provided. Additionally, it is found that the profitability of full-service carriers is improving faster than low-cost carriers after 9/11.

In the first chapter, we develop a dynamic model of collusion in city-pair routes for selected US airlines and specify the first order conditions using a state-space representation that is estimated by Kalman-filtering techniques using the Databank 1A (DB1A) Department of Transportation (DOT) data during the period 1979I-1988IV. We consider two airlines, American (AA) and United (UA) and four city pairs. Our measure of market power is based on the shadow value of long-run profits in a two person strategic dynamic game and we find evidence of relative market power of UA in three of the four city pairs we analyze. The second chapter explores three models of forecasting airline energy demand: Trend line, ARIMA and Structural Model based on results from Chapter 1 and find that none of them is a dominant winner in American (AA) and United (UA) between Chicago and Salt Lake City. In the third chapter, we use Model Averaging and Forecast Combination Techniques to provide a decisive conclusion focusing on discussing Equal Weighted Averaging, Mean Square Weighted Averaging and Optimized Weighted Averaging on UA and AA in City-Pairs Chicago -Seattle and Chicago-San Diego.