The diploma thesis "Global cities in the air transport system" is focused on the importance of global cities for the international airline network. The first chapter defines significant clasification of the global cities and subsequently, the operational ranking is created based on the three selected rankings of global cities. Second chapter is dedicated to the system of air transport and also defines the main air transport hubs in particular world regions. Following chapter analyses transportation outputs of the airports of global cities and its growth in years 2004 - 2008 based on the economic level of each state. It also identifies factors that have the highest influence on the air transport outputs within the frame of global cities. In last chapter, the selected global cities are ranked by their connectivity within airline network based on the results of analysis of airline connectivity of global cities. In the conclusions the importance of the global cities for international airline network is summarised.

In many organisations, air travel is an essential part of conducting business in order to meet company objectives and goals. The selection of a preferred airline is a complex undertaking. Corporations may obtain discounts based on expenditure commitments; the airline may have a frequent flyer programme; or a low cost carrier may offer a better alternative to full service carriers. The literature on corporate travel is fairly limited with determinants determining the selection of airlines having been studied from other perspectives such as the business traveller, thus, this study should make a significant contribution to this field by generating new information on corporate travel and in particular corporate air travel decisions. The literature review provides a demarcation of the broad concepts of the buying approach towards corporate air travel. Also discussed is the relationship between the key role players in airline selection: the corporate traveller; the travel management company; and the airline. Various determinants of airline selection by corporations are identified and the role of frequent flyer programmes is analysed. Furthermore, the move towards low-cost airlines as a preferred choice for corporate travel is investigated. The empirical phase of the research study focussed on identifying the determinants of airline selection by large-sized corporations in South Africa; the relative importance of frequent flyer programmes; and the move towards low-cost airlines as a preferred choice for corporate travel. The target population was sampled using a non-probability convenience sampling approach with a newly designed quantitative, ex post facto web-based questionnaire, distributed via e-mail to the target population. Exploratory factor analysis was done to identify whether an underlying structure of airline selection determinants exists from which the relative importance of frequent flyer programmes could be assessed. From the results, a model of corporate airline selection determinants was derived. Then, the model was compared to the conceptual model formulated from the literature survey. A number of important selection determinants were identified, and it became evident that frequent flyer programmes are, generally, not considered a decisive determinant in the selection of a preferred airline by corporations. However, the influence of low-cost airlines was shown to be considerable, in line with the endeavour to save on air travel expenses within a corporate air travel management programme. The findings should assist both corporations and airlines with the design of their air travel buying approaches and marketing strategies respectively. / Dissertation (MCom)--University of Pretoria, 2010. / Tourism Management / Unrestricted

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.

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The September 11, 2001, terrorist attack resulted in a myriad of new policies designed to enhance aviation security. These policies ostensibly considered the origins of the exact threat facing the United States. Missing, however, were the inputs from rank and file pilots of the airlines that policy makers were attempting to protect. This exploratory study distributed a 50-question survey designed to measure pilot perceptions of security risk and threats. Univariate descriptives were used to examine the extent to which sample data approximated the population of interest. Factor and reliability analysis were used to document the multidimensionality of the constructs and assess the appropriateness of the linear combination of variables used to construct the scales. Finally, correlation analysis was used to better understand which areas of airline security might be targeted by policymakers to enhance existing structures and practices. Results revealed statistically significant differences in the perceptions of pilot security concerns and the focus of current U.S. aviation security policy.

The development of air transport industry contributes to the economic growth worldwide. It evolves from a luxury form of transportation to an affordable and quick way to move between places. The airline operation model evolves from a traditional point-to-point operation to a hub-and-spoke model, where airline funnels passenger through a centralized location called hub. This model, while reducing operational cost and increasing connectivity, is also adding more time and distance to one’s journey. The development in aircraft technology however, allows airline to by-pass the traditional hub and fly directly to their destination with a longer-range aircraft with a low capacity, somehow returning to the original operational model of point-to-point flight. However, this new type of aircraft also allows airline to reach a smaller destination that didn’t justify the use of the high-capacity aircraft that was traditionally used on this long-haul flight. Aside from the lower acquisition cost, this smaller aircraft also burns less fuel and reduce the airline financial risk.   The study was focused on locating a new hypothetical hub to connect Europe with Eastern Asia, the top two aviation market by passenger number. This new hub will be strategically located between the two markets, unlike the current Middle-Eastern hub that requires a significant detour. The Buffer Tool that is available in ArcGIS will be utilized to draw a radius between each airport in the study area, where the radius’ values were based on the range of the Airbus A321NEO (New Engine Option). Area with the most intersection will be further analyzed to determine the most reasonable location for the new hub, based on the airport infrastructure and the country’s socio-economic index.   The result of this study shows that the Central Asian region has the most overlapping circle, with the city of Almaty in Kazakhstan emerged as the most potential location for this new hub. The geographical advantage, backed by a relatively strong economy and stable socio-political condition, made Almaty left the other candidates behind.

In this dissertation, I analyze the organizational and political constraints that technical writers encounter when dealing with complex rhetorical situations, particularly within risk-management discourse. I ground my research in case studies of safety briefings that airlines provide to their passengers because these important documents have long been regarded as ineffective, yet they ve gone largely unchanged in the last 20 years. Airlines are required to produce these safety briefings, which must satisfy multiple audiences, such as corporate executives, federal safety inspectors, flight attendants, and passengers. Because space and time are limited when presenting safety information to passengers, the technical writers must negotiate constraints related to issues such as format, budget, audience education and language, passenger perceptions/fears, reproducibility, and corporate image/branding to name a few. The writers have to negotiate these constraints while presenting important (and potentially alarming) information in a way that s as informative, realistic, and tasteful as possible. But such constraints aren t unique to the airline industry. Once they enter the profession, many writing students will experience complex rhetorical situations that constrain their abilities to produce effective documentation; therefore, I am looking at the theories and skills that we re teaching our future technical communicators for coping with such situations. By applying writing-style and visual-cultural analyses to a set of documents, I demonstrate a methodology for analyzing complex rhetorical situations. I conclude by proposing a pedagogy that teachers of technical communication can employ for helping students assess and work within complex rhetorical situations, and I offer suggestions for implementing such practices in the classroom.

Prediction of airline fares within the United States including Alaska & Hawaii is required for transportation mode choice modeling in impact analysis of new modes such as NASA's Small Airplane Transportation System (SATS). Developing an aggregate cost model i.e. a 'generic fare model' of the disaggregated airline fares is required to measure the cost of air travel. In this thesis, the ratio of average fare to distance i.e. fare per mile and average fare is used as a measure of this cost model. The thesis initially determines the Fare Class categories to be used for Coach and Business class for the analysis .The thesis then develops a series of 'generic fare models' using round trip distance traveled as an independent variable. The thesis also develops a set of models to estimate average fare for any origin and destination pair in the US. The factors considered by these models are: the round trip distance traveled between the origin (o) and destination (d), the type of fare class chosen by the traveler (first, business class and unrestricted coach class and restricted coach class), the type of airport (large hub, medium hub, small hub, or non hub), whether or not the route is served by a low cost airline and the airline market concentration between the o-d pair. The models suggest that competition at the destination airport is more critical than the competition at origin airport for coach class fares and vice a versa for business class fares. Models suggested in this thesis predict air fares with R-square values of 0.3 to 0.75. / Master of Science

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.