In the first chapter is defined the fundamental concept of low cost airlines. Second and third section is dedicaded to history, creation and sequential developement of theese carriers and as well their characteristics. Following part is attended to airline traffic and its importance for tourism. In the last most extensive section, is analysed the influence of airline industry on tousim in the Czech Republic, at firts in general view of low cost carriers and tourism and further is this influence searched and analysed through three concrete airlines and four chosen regions.

The main objective of this diploma thesis is to analyze current trends in the airline catering. This thesis also focuses on the latest technologies developed for catering services in aviation. Important are also the results of a survey of the author of this thesis. The main task of the survey was to determine the importance of the airline catering for passengers, and thus for the aviation industry as a whole.

The purpose of this paper is to assess consumer behavior in the airline industry from a perspective beyond the effects of price discrimination. First the consequences of dynamic pricing will be assessed before looking at the role of social media and offline social influences, consumer satisfaction and airline equilibrium networks and their effects on consumer loyalty. Final implications on aviation revenue management will be drawn.

Diplomová práce se zaměřuje na marketingovou strategii Turkish Airlines, který je nejlepší evropský letecký dopravce s jeho hlavní základnou v Istanbulu na letišti Atatürk. Práce taktéž zahrnuje rozbor leteckého průmyslu a navrhuje marketingový přístup pro rozvoj povědomí a zvýšení prodeje společnosti Turkish Airlines. Diplomová práce se skládá ze tří částí teoretické, praktické a návrhové části.

Although the application of segmentation is a topic of central importance in marketing literature and practice, managers tend to rely on intuition and on traditional segmentation techniques based on socio-demographic variables. In the airline industry, it is regarded as common sense to separate between business and economy passengers. However, the simplicity of this segmentation logic no longer matches the ever more complex and heterogeneous choices made by customers. Airline companies relying solely on flight class as the segmentation criterion may not be able to customize their product offerings and marketing policies to an appropriate degree in order to respond to the shifting importance and growing complexity of customer choice drivers, e.g. flexibility and price as a result of liberalization in the airline industry. Thus, there is a need to re-evaluate the traditional market segmentation criterion. By analyzing the stated preference data of more than 5800 airline passengers, we show that segmenting into business and leisure (a) does not sufficiently capture the preference heterogeneity among customers and (b) leads to a misunderstanding of consumer preferences. We apply latent class modeling to our data and propose an alternative segmentation approach: we profile the identified segments along behavioral and socio-demographic variables. We combine our findings with observable consumer characteristics to derive pronounced fencing mechanisms for isolating and addressing customer segments receptive for tailored product packages.

Leasing är idag en av de största finansieringskällorna och i synnerhet för branscher med hög kapitalintensitet. Redovisningen av leasing har länge reglerats av standarden IAS 17 som exkluderar operationella leasingavtal från balansräkningen. Enligt den nya leasingstandarden IFRS 16 måste alla leasingavtal redovisas på balansräkningen från och med den 1 januari 2019. Då leasingavtal måste kapitaliseras förväntas IFRS 16 ge markanta effekter på redovisningen, i synnerhet för kapitalintensiva branscher som flygbranschen.  Syftet med studien har varit att undersöka hur kapitalstruktur och nyckeltal har påverkats sedan implementeringen av den nya leasingstandarden IFRS 16. För att uppnå studiens syfte har en kvantitativ metod använts där finansiella rapporter från 19 europeiska flygbolag har samlats in. Utifrån de finansiella rapporterna har nyckeltalen skuldsättningsgrad, EBIT, EBITDA och ROA beräknats som sedan har skapat grunden till en statistisk analys. För att svara på syftet har fyra hypoteser formulerats som har testats genom Wilcoxons teckenrangtest och t-test. Studien bidrar med en tvådelad bild av hur IFRS 16 anses ha påverkat kapitalstruktur och nyckeltal. Resultat som ligger i linje med studiens hypoteser är skuldsättningsgrad samt ROA som ökar respektive minskar mellan räkenskapsåren 2018 och 2020. Det går dock inte att påvisa samma resultat i testen mellan räkenskapsåren 2018 och 2019. Resultaten för EBIT och EBITDA talar emot studiens hypoteser genom att påvisa signifikanta minskningar mellan räkenskapsåren 2018 och 2020. Liknande resultat kan indikeras för EBIT och EBITDA mellan räkenskapsåren 2018 och 2019. / Leasing is today one of the largest sources of financing and especially for industries with high capital intensity. The reporting of leases has long been regulated by the IAS 17 standard, which excludes operating leases from the balance sheet. According to the new leasing standard IFRS 16, all leasing agreements must be reported on the balance sheet from 1 January 2019. When leasing agreements must be capitalized, IFRS 16 is expected to have significant effects on the accounts, especially for capital-intensive industries such as the aviation industry. The purpose of the study has been to examine how capital structure and key ratios have been affected since the implementation of the new leasing standard IFRS 16. To achieve the purpose of the study, a quantitative method has been used where financial reports from 19 European airlines have been collected. Based on the financial reports, the key ratios debt-to-equity ratio, EBIT, EBITDA and ROA have been calculated, which has then formed the basis for a statistical analysis. To answer the purpose, four hypotheses have been formulated that have been tested through Wilcoxon signed rank test and t-test. The study provides a two-part picture of how IFRS 16 is considered to have affected capital structure and key ratios. Results that are in line with the study's hypotheses are the debt-to-equity ratio, which increases and ROA, which decreases between the financial years 2018 and 2020. However, it is not possible to demonstrate the same results in the tests between the 2018 and 2019 financial years. The results for EBIT and EBITDA contradict the study’s hypotheses by showing significant reductions between the financial years 2018 and 2020. Similar results can be indicated for EBIT and EBITDA between the financial years 2018 and 2019.

No description available.

This dissertation examines the emergence of neoliberalism through an historical analysis of the evolution of the U.S airline industry. In 1938 the basic economic activities of U.S. airlines were placed under the regulatory oversight and control of the Civil Aeronautics Board. This institution of "regulated competition" persisted largely unquestioned until the economic crisis of the 1970s. Out of this crisis the Airline Deregulation Act was passed in 1978, eliminating most of these economic controls. Based on analysis of Congressional hearings, a key industry trade press (Air Transport World), the general business press, and financial and labor market data on the airline industry I explain the stable reproduction of "regulated competition" from 1938-1973, the mobilization against regulated competition that began in 1973 that led to the reorganization of the industry in 1978, and the transformation of the market for air travel in the 1980s following the 1978 Airline Deregulation Act. Through analyzing this case of the transition from state interventionism to neoliberalism I make three interrelated historical and theoretical arguments. First, as an historical object neoliberalism is a contextual and often incoherent political project that to fully understand requires fine-grained analyses of the social spaces in which neoliberalism is inserted and adapted. Second, neoliberal deregulations such as occurred in the airline industry do not translate into a simple self-regulating market. Instead, what we observe in this case is that market actors rebuild institutions and reorganize social relations in order to protect themselves from market competition. Finally, at a theoretical level I argue that while analytically distinct networks and institutions are mutually constitutive of markets and interact with each other in the evolution of a market. This case demonstrates the back and forth dynamics of actors building social relations to transform institutions that then transform existing social relations that is the hallmark of market dynamics. Thus, at a theoretical level I draw out the importance of understanding the relationship between networks and institutions in understanding the evolution of markets as social fields, while at a historical level I argue that focusing on concrete cases of neoliberalism will help us understand the multiplex politics behind producing a neoliberal political economy and the unexpected consequences of it.

京都大学 / 新制・課程博士 / 博士(経済学) / 甲第24961号 / 経博第675号 / 新制||経||304(附属図書館) / 京都大学大学院経済学研究科経済学専攻 / (主査)教授 黒澤 隆文, 准教授 IVINGS Steven, 教授 坂出 健, 教授 Stokes Ray / 学位規則第4条第1項該当 / Doctor of Economics / Kyoto University / DFAM

No / The article focuses on emotional labour and self-identity at the Irish-owned Aer Lingus airline from 1998 to 2008. It has been suggested that emotional labour is likely to be an increasingly important feature of frontline service jobs. However, in this case management has reduced the level of emotional labour requirement while work organization, recruitment policy and training have changed to focus on sales and lower labour costs, intensifying workloads and reducing cabin crew autonomy. Although some may suggest that a reduction in emotional labour requirement would be a positive outcome for employees, this is not how it has been perceived by some cabin crew. Long-serving cabin crew in particular see these changes as an attack on their professionalism and a challenge to their identity as skilled emotion workers.