Globally, the aviation industry supports 58.1 million jobs in related industries and U.S. airlines alone generated 11.8 million jobs. Airline performance, productivity, and profitability depend on employees. The purpose of this single case study was to explore the strategies that U.S. airline leaders use to improve employee performance. The study was grounded with the Harvard model of human resource management. A stratified purposeful sample of 14 managers and 10 frontline staff from a Florida airline participated in semistructured individual interviews and a focus group, respectively. The data from these interviews were analyzed using Moustakas's modified van Kaam method. The themes that emerged from analysis included: an emphasis on the individual interaction and verbal affirmations between managers and frontline staff, additional career development opportunities for employees, not only for performing in their role but improving performance and level of commitment to the organization. Furthermore, managers and employees arrived at the same conclusion about organization culture and commitment-individuals have to feel they are contributing to the overall mission and feel valued in doing so. For the latter to occur, leaders need to engage employees in continuous dialogue and be completely transparent, and employees need to be open to feedback and share their motivations and goals. Social change implications include improved management and labor relationships within the U.S. airline industry, which ultimately benefits the flying public through greater stability and better service.

¡@After 2000, China started to research and to develop the ARJ21 Regional Jet and civil aviation industry, China put the civil aviation industry as the Emerging Industries of Strategic Importance and wished to drive the Chinese industrial structure upgrading. In addition, Chinese government is working on the constructions of regional aviation networks as well. Moreover Chinese government provides the subsidy policy to accelerate regional development and supply the basic aviation services. The regional aviation is the intersection of aviation industry and transport industry. It has great significance for China¡¦s political, economic and social development. ¡@This thesis is trying to explore the main significance to the regional aviation industry of China¡¦s politics, economy and society. Observing China¡¦s current difficulties, China faced by the development of the regional aviation industry. And this thesis will use the industrial policy as the main theory to analysis that when China facing those difficulties, the industrial policy can really help the government to solve those problems and reach the goals that Chinese government has expected. ¡@After research, China¡¦s domestic regional aviation market exists a market failure situation. Also, the civil aviation industry has to face the competition of the technical deficiencies and foreign manufacturers, both of them need the government¡¦s assistances. Actually, the government¡¦s role is much weaker, and can¡¦t really help airline industries to reduce deficit in a difficult environment, so the government needs to invest much more resources. ¡@However, Chinese regional aviation industrial policies are not really failed. Nowadays, the aviation industry has been totally changed, it reached not only the technical skills which China¡¦s government pursued, but also reached the goal that v upgraded the industrial structure. Therefore we can¡¦t arbitrary thinks that Chinese regional aviation industrial policies are failure, but it really shows the limitation of the policies. How to overcome the limitations of the industrial policies is the greatest challenge that Chinese government has to face for.

In this thesis, risk management methods are investigated in order to integrate risk management practices into the Turkish Aerospace industry. The research presents the sequence of risk management processes as identification of risk, analysis of risk, risk planning etc. Risk analysis methods named as Risk Ranking and Analytical Hierarchy Process (AHP) are investigated in order to improve reliability and safety of the systems or processes in the aerospace industry. The main aim of using risk ranking and AHP together is to translate the knowledge in the Turkish Aviation Industry to a tangible form with a quantitative approach and to prepare a basis for probabilistic risk analysis. Instrument Landing System (ILS) has been considered only in order to facilitate a demonstration how risk management can be done in this context. This study investigates and seeks to create awareness for risk management practices within Turkish Aviation industry.

abstract: Over the years, aviation safety has been influenced by continuous implementations of both proactive and reactive policies by both regulatory boards and also, aviation service providers. This achievement has been possible mainly because of the safety management tools like the Aviation Safety Action Program (ASAP) which derives its roots from the much earlier Aviation Safety Reporting System (ASRS). Federal Aviation Administration (FAA) provides guidelines and procedures for installation and development of an ASAP, for every airline in the United States. In this study, how different United States air carriers apply ASAP in their organizations is investigated. / Dissertation/Thesis / Masters Thesis Technology 2016

Worldwide concerns over environmental issues and air travel’s continuous expansion have increased in recent years. This is due to rising carbon emissions caused by the aviation industry’s reliance on information technology and systems (IT/IS), which affects the environment. The review of the IT/IS and Green IT/IS investments evaluation literature has highlighted that there is a dearth of research on Green IT/IS evaluation regarding to the aviation industry. Most Green IT/IS evaluation studies focus mainly on benefits; however, cost is reported as one of the most crucial difficulties preventing organizations from adopting Green IT/IS. Generally, the focus is on the direct costs rather than the indirect costs because the latter are intangible and therefore hard to identify and quantify. However, they can have a great impact on the overall cost/budget and possibly on profitability. Although the traditional IS appraisal techniques are being used in the evaluation process, their incapability to capture the impact of intangibles and non-financial issues are apparent, which noticeably affects overall projects’ success. This research aim is to develop a model for Green IT/IS investments evaluation that enhances the understanding and management of the indirect cost associated with Green IT/IS investments within the aviation industry. The novel aspect of the model is its incorporation of the institutional theory, key internal organizational factors, together with human, organizational and environmental indirect cost factors into one model. This model was validated in the aviation industry in Thailand which had adopted and implemented Green IT/IS. The findings from an in-depth case study reveal that despite, Green IT/IS indirect costs not being perceived as costs and hence not being incorporated into the evaluation process, their effects remain, and lead to issues such as costs overruns, under-optimized budgets, and consequently projects failure. In addition, new Green IT/IS indirect cost factors have emerged which were missing from the current normative literature. Therefore, this research provides decision-makers with a useful model, a comprehensive taxonomy, a set of indirect cost factors that can be utilized during the evaluation process, and management strategies to assist in managing and controlling the impact of Green IT/IS indirect costs. Keywords: Green IT/IS Investments Evaluation, Indirect Costs, Costs Management, Costs overrun, Sustainability, Aviation Industry.

This diploma thesis is focused on modern information technologies and its direct effect on the aviation industry. Comparing the state of the industry without technologies and nowadays; describing changes in consumer behaviour as well as in the matter of providing services by companies; pointing out that these changes were caused mainly by growing number of Internet and mobile technologies users all over the world. The last chapter is dedicated to projection of future trends regarding aforementioned area.

As a subject of this Masters thesis, I have chosed Customer Relationship Managemement in the aerospace industry, thus the aplication of set of tools supporting marketing, sales and customer service. The work is a gradual description of current trands and changes in the aviation industry with aim to follow moments of truth and the processes that take place at customer level Business to Cusotmer (B2C) and at industrial level Business to Business (B2B). While the B2C sector is represented by relatioship of air cariers and passengers, the B2B sector follows the relationship of air carriers and airports. The work is divided into two main parts, theoretical and practical one. The theoretical part consists of a destription of the CRM and aviation industry. It is based on the knowledge that the customer relationship strategy is a long-term and effecite partnership based on understanding of specific customer wishes and needs, which is supported by IT technologies and propper alignment of business processes. The practical part was written in order to apply CRM approaches to right customers (using an appropriate market segmentation) at right place (by creating positive moments of truth) and through right processes.

The aviation industry worldwide is changing dynamically in reaction to trends such as globalisation and with the need to increase market share to remain competitive. The African aviation industry still faces many problems in the institutional, technical and operational areas. Despite its potential for enhancing economic development, air travel to and from Africa remains a small percentage of world air travel. The African air route network is characterised by sparse demand, with long sector distances, low frequencies and high fares. This study investigates cost-effective hub-and-spoke (H&S) network design strategies for the African route network. An H&S network would minimise the cost of air transport and improve accessibility and connectivity. The study challenges the typical characteristics of H&S networks which are usually found in denser route networks. The design methodology used was the one most appropriate for the African region, using the datasets and tools available. As a first-cut analysis for Africa, the results of the research contribute to understanding the effectiveness of H&S networks in markets with sparse demand. A cost model previously developed by the author to calculate operating costs on a route was used. It eliminated the need to assume discount coefficients on links, as passenger demand increases, in a field with limited data. The cost indicators derived from the model were used as criteria for choosing the most efficient hubs within a cluster. These were compared with the hub location criteria in the literature which use distances and passengers. It was found that using the cost indicators gives a reasonably consistent method that lowers passenger travel time. The optimum number of clusters and hubs was found to be four. The geo-political network design method yielded the lowest network costs. The hubs are centrally located within the clusters: Morocco in the north, South Africa in the south, Kenya in the east and Nigeria in the west. They are characterised by high passenger demand and short node-hub sectors. There are significant benefits to be gained from using this hub network design, resulting from the economies of scale with higher passenger densities on routes. Furthermore, the benefits of higher service frequencies and better connectivity outweigh the extra travel time when routing through hubs. The study found that for sparse networks, the cheapest hub-location options have high passenger demand. The sector distance is crucial in lowering operating costs as smaller, more efficient short range aircraft can be operated. It is therefore more efficient to assign nodes to the closest hub to lower node-hub costs. The optimum number of hubs/clusters is thus determined by the distance threshold for the efficient aircraft. The effect of changing the cluster boundaries on network costs also depends on the change in node-hub distances between the clusters. As sparsity reduces, the economies-of-scale benefits outweigh the increasing operating costs of longer distances, allowing efficient operation of larger-capacity aircraft. This means that the location of the hubs and the number of clusters becomes more flexible, implying that node-hub links can become longer, reducing both the clusters and the number of hubs. / Thesis (PhD)--University of Pretoria, 2008. / Civil Engineering / PhD / Unrestricted

The main goal of the diploma thesis is to develop a proposal for the expansion of the air carrier to the new Dutch market based on an analysis of the current state and analysis of the selected market with regard to the limitations and specific characteristics of the aviation industry. The theoretical part is focused on the theoretical background obtained from the publications focused on market analysis, expansion and also on publications focused on the aviation industry. The practical part focuses on the company Smartwings a. s., its analysis of the current state and also the analysis of the selected market. The last part is focused on the elaboration of the expansion proposal and the calculation of the costs associated with the expansion, the evaluation of the risks and the mitigation of their impact on society.

Over the years, the consumption of airplane travels has increased, and the aviation industry is seen as one of the fastest growing sources for greenhouse gases. As a result, the climate debate has intensified and the phenomenon “flight-shame” has been introduced which has contributed to more environmental awareness. Despite this, consumers still choose to fly and therefore, the purpose of this study is to explore how the climate debate and the phenomenon “flight-shame” influence consumer behaviour in the aviation industry. Empirical data was collected through four focus groups and a total of 18 travellers participated in this study. Based on the answers from the focus group, this study has found that factors such as consumer needs, values, and reference groups influence consumers’ decision to fly or not to fly differently depending on their travel motives. Moreover, the climate debate and “flight-shame” is also found to influence the consumer behaviour of some leisure travellers whereas they have mostly influenced consumer attitudes of business travellers. This study contributes to a deeper understanding of the underlying factors which influence consumers’ decisions to fly or not to fly. Moreover, it highlights the media as an additional influence on consumer behaviour which to the best of our knowledge has not been explored before. Also, the study sheds light on the importance of green marketing communication by airlines. Lastly, limitations are discussed, and future research is suggested to extend and address the generalizability of the findings by a quantitative research.