UNIT 6 MANAGING AVIATION SERVICES LEARNING OUTCOME 1

UNIT 6 MANAGING AVIATION SERVICES

LEARNING OUTCOME 1 EXPLORE THE KEY MILESTONES AND ISSUES IN THE DEVELOPMENT OF THE AVIATION INDUSTRY

P 1 • EXPLORE THE KEY DEVELOPMENTS AND MILESTONES IN COMMERCIAL AVIATION SINCE THE END OFWW W 2 AND THE SOCIAL, W POLITICAL AND TECHNOLOGICAL FACTORS THAT HAVE INFLUENCED THESE DEVELOPMENTS

WHAT IS AVIATION • THE DICTIONARY DEFINES AVIATION AS HAVING THE CAPACITY TO FLY, FROM ONE PERSPECTIVE, SUCH AS A BIRD’S CAPABILITY TO FLYF. ROM THE HUMAN ANGLE, AVIATION IS DEFINED AS THE OPERATION OF AIRCRAFT AND IT CAN ALSO EXTEND TO DESIGN AND DEVELOPMENT OF AIRCRAFTS. IN THE EARLY DAYS OF FLYING THE PILOT WAS KNOWN AS AN AVIATOR BECAUSE HE COULD FLY IN A CRAFT THAT WAS HEAVIER THAN AIR. TODAY, ONE USES THE TERM PILOT TO DESIGNATE AN AVIATOR. • CREDIT FOR COINING THE WORD GOES TOG ABRIEL LA LANDELLE IN 1863 WHO BASED HIS FORMATION OF THE WORD BASED ON THE LATIN WORD “AVIS” FOR BIRD.

WHAT IS AVIATION • IN GENERAL THE TERM AVIATION MEANS THE FLYING OF AIRCRAFT FOR COMMERCIAL (AND MILITARY) PURPOSES. AVIATION CAN HAVE SUBDIVISIONS LIKE FLYING OF COMMERCIAL AIRLINES, PRIVATE FLIGHTS, AIR CHARTERS, FLIGHT TRAINING, PARACHUTING, MILITARY, RECONNAISSANCE, SPYING, PARAGLIDING, FOOT LAUNCHED HANG GLIDERS AND SO ON (FSTDC. IN, 2015). AVIATION SCIENCE CAN APPLY TO THE DESIGN AND MANUFACTURE OF A VARIETY OF AIRCRAFTS. • AVIATION OF ANY KIND IS SUBJECT TO INTERNATIONAL AND NATIONAL LAWS FOR SAFETY AND OTHER REASONS AND THERE ARE STRICT REGULATIONS THAT APPLY TO ANY INDIVIDUAL WHO WISHES TO BECOME AN AVIATOR.

AVIATION INDUSTRY OVERVIEW • AIRLINES TRANSPORT PEOPLE AND GOODS FROM ONE PLACE TO ANOTHER USING THE AIRWAYS. • THE AIRLINE INDUSTRY CONSISTS OF A VARIETY OF ORGANIZATIONS PROVIDING AIR TRANSPORTATION TO PEOPLE AND/OR CARGO. • THE AIRLINE INDUSTRY FORMS PART OF A BIGGER INDUSTRY REFERRED TO AS THE AVIATION INDUSTRY WHICH INCLUDES AIRCRAFT MANUFACTURING, AIRPORT OPERATIONS AND AVIATION SUPPORT. • AIR TRAVEL IS A LARGE AND GROWING INDUSTRY. • THIS INDUSTRY FACILITATES ECONOMIC GROWTH, TRADE, INVESTMENT AND TOURISM AND PLAYS AN INTEGRAL ROLE IN THE GLOBALIZATION TAKING PLACE IN MANY OTHER INDUSTRIES. • GOVERNMENTS IN DEVELOPING COUNTRIES REALIZED THE BENEFITS OF TOURISM TO THEIR NATIONAL ECONOMIES AND THIS LED TO INFRASTRUCTURAL DEVELOPMENT. .

THE AIRLINE INDUSTRY IN THE UK THE AIRLINE INDUSTRY IN THEU NITED KINGDOM IS COMPRISED OF A LARGE MULTITUDE OF AIRLINES. VARYING FROM LOW-COST CARRIER MODELS TO INTERNATIONAL AIRLINE GROUPS, THE AIRLINE INDUSTRY IN THEU NITED KINGDOM IS AMONG THE MOST ACTIVE AIRLINE INDUSTRIES IN THE WORLD. THE LARGEST AIRLINE IN THEU NITED KINGDOM IS CONSIDERED TO BEB RITISH AIRWAYS. IT WAS FOUNDED IN MARCH 1974. THE MAIN HUB OF BRITISH AIRWAYS IS HEATHROW AIRPORT IN LONDON. IN 2016, BRITISH AIRWAYS’ WORLDWIDE REVENUE AMOUNTED TO MORE THAN 11 BILLION EUROST. HAT YEAR THE AIRLINE TRANSPORTED MORE THAN 42 MILLION PASSENGERS ACROSS THE WORLD.

THE AIRLINE INDUSTRY IN THE UK EASYJET AIRLINE COMPANY LTD. , THE MOST SUCCESSFUL LOW-COST CARRIER IN THEU NITED KINGDOM AND THE BIGGEST AIRLINE IN TERMS OF THE NUMBER OF PASSENGERS, TRANSPORTED MORE THAN 63 MILLION PASSENGERS IN THE SAME YEAR. THE AIRLINE WAS FOUNDED INM ARCH 1995 AND IS BASED AT L UTON AIRPORT IN LONDON. WITH MORE THAN 127 MILLION PASSENGERS IN 2014, THE EU 28 COUNTRIES WERE THE MOST COMMON DESTINATIONS FOR FLIGHTS FROM THEU NITED KINGDOM. NORTH AMERICA FOLLOWED AS THE NEXT MOST POPULAR DESTINATION FOR PASSENGERS FROM THEU NITED KINGDOM, WITH MORE THAN 21 MILLION PASSENGERS FLYING THERE IN 2014. LESS THAN ONE MILLION PASSENGERS TRAVELLED TOA USTRALIA AND NEW ZEALAND FROM UK AIRPORTS. THE LONDON-BASED AIRPORTS HEATHROW AND GATWICK WERE THE AIRPORTS MOST FREQUENTED BY PASSENGERS IN 2016, WITH ALMOST 76 MILLION PASSENGERS UTILIZING HEATHROW AIRPORT AND ROUGHLY 43 MILLION PASSENGERS GOING THROUGH GATWICK AIRPORT. DURING THE SAME YEAR, ONLY 4. 8 MILLION PASSENGERS WERE TRAVELING FROM THE AIRPORT OFN EWCASTLE.

FIVE MAJOR TRENDS IN AVIATION • SOCIAL (CONSUMER EXPERIENCE). • TECHNOLOGY. • ECONOMICS. • ENVIRONMENT. • GOVERNMENT POLICY AND REGULATION.

SOCIAL • IN RECENT YEARS A GROWING CONCERN FOR THE AVIATION INDUSTRY, THE CUSTOMER EXPERIENCE, IS REGARDED AS A KEY CONDITIONING FACTOR OF FUTURE DEMAND (CONSULTANCY. UK, 2014). THE PERCEPTION OF SAFETY IS IN THE LONG TERM INTEREST OF AVIATION INDUSTRY DEMAND, AND WHILE AIR TRAVEL IS VERY SAFE, RECENT HIGHLY PUBLICISED ACCIDENTS MAY UNDERMINED CONFIDENCE. • IN ADDITION, VOLATILITY IN THE COST OF AIR TRAVEL MAY DECREASE DEMAND, ESPECIALLY AS LOW-COST CARRIERS WILL NEED TO COMPETE WITH DISRUPTIVE TECHNOLOGIES SUCH AS AUTOMATED CARS, AS WELL AS HIGH SPEED MAGLEV TRAINS ON SHORT- TO MEDIUM-HAUL TRIPS. FOR BOTH AIRPORTS AND AIRLINES, AND OTHER STAKEHOLDERS IN THE VALUE CHAIN, CAREFULLY MANAGING THE CUSTOMER TOUCHPOINTS WILL MORE THAN EVER SEPARATE THE WHEAT FROM

SOCIAL AIR TRAVEL HAS GIVEN ALL NATIONS THE FREEDOM TO TRAVEL. IT CONNECTS PEOPLE, COUNTRIES, AND CULTURES, PROVIDING ACCESS TO GLOBAL MARKETS. AIR TRAVEL CONNECTS DEVELOPING COUNTRIES TO DEVELOPED COUNTRIES AND SERVES AS A MEANS OF INCLUSION FOR REMOTE AREAS IN WHICH AIR TRAVEL IS THE ONLY MEANS OF TRANSPORTATION. THE AFFORDABILITY OF AIR TRAVEL MAKES THE LEISURE AND CULTURAL EXPERIENCES THAT COME FROM TRAVELING AROUND THE GLOBE ACCESSIBLE TO THE MAJORITY OF THE WORLD'S POPULATION.

SOCIAL THIS IN TURN EXPOSES THE WORLD TO TOURISM, WHICH SIGNIFICANTLY IMPROVES LIVING STANDARDS AND ASSUAGES POVERTY IN MANY NATIONS. RESEARCH COMPOSED BY THE IATA SHOWS THAT 51% OF INTERNATIONAL TOURISTS TRAVEL BY AIR. IN ADDITION TO TOURIST TRAVEL, AVIATION ALSO PROVIDES THE ESSENTIAL FUNCTION OF ALLOWING THE SPEEDY DELIVERY OF MEDICAL SUPPLIES, ORGANS FOR TRANSPLANTATION, AND EMERGENCY AID RELIEF.

SOCIAL THE EXTENSIVE GLOBAL TRAVEL ALSO STIMULATES ECONOMIES AROUND THE WORLD. AIR TRANSPORT’S ASTRONOMICAL IMPACT ON TOURISM CREATES 34. 5 MILLION DIRECT AND INDIRECT JOBS. IN ADDITION TO THIS, THE INDUSTRY SUPPORTS 56. 6 MILLION JOBS GLOBALLY. THE INTERNATIONAL FOOD AND HOSPITALITY INDUSTRIES ARE SUBSTANTIALLY IMPACTED BY THE LEVEL OF TOURISM IN AN AREA.

SOCIAL THE AIRLINE INDUSTRY ALSO USES ITS BUSINESSES TO GIVE BACK TO THE GLOBAL COMMUNITY THROUGH THE SUPPORT OF CHARITABLE ORGANIZATIONS. EVERY MAJOR AIRLINE HAS CONTRIBUTED SUBSTANTIAL QUANTITIES OF CAPITAL TO CHARITIES AND PHILANTHROPIC OPPORTUNITIES ANNUALLY. THE MAJOR CARRIERS USUALLY FACILITATE LOCAL CHARITIES IN THEIR HUB CITIES AS WELL AS NATIONAL ORGANIZATIONS.

SOCIAL IN ADDITION TO THIS, MOST AIRLINES THAT HAVE A MILES INCENTIVE PLAN ALLOW THESE MILES TO BE DONATED TO CHARITIES FOR FREE TRAVEL. MANY HAVE ALSO SERVED AS A SOURCE OF AID DURING TIMES OF EMERGENCY. EXAMPLES OF THE CHARITIES SUPPORTED BY SOME THE VARIOUS AIRLINES ARE:

SOCIAL • DELTA AIRLINES: DELTA FORCE FOR GLOBAL GOOD PROMOTES COMMUNITY INVOLVEMENT AND VARIOUS ENVIRONMENTAL CAUSES. THEY ALSO PROVIDE CORPORATE SPONSORSHIP FOR ORGANIZATIONS LIKE THEA MERICAN CANCER SOCIETY AND ST. JUDE’S CHILDREN’S HOSPITAL. • AMERICAN AIRLINES: THIS CARRIER PROMOTES THE INVOLVEMENT OF ITS EMPLOYEES IN CHARITABLE ORGANIZATIONS. AA ALSO PROVIDES CORPORATE SPONSORSHIP FOR PROGRAMS LIKE UNICEF'S CHANGE FOR GOOD AND THE SUSAN G. KOMEN RACE FOR THE CURE.

SOCIAL • CONTINENTAL AIRLINES: CONTINENTAL PROVIDES CUSTOMERS WITH THE OPPORTUNITY TO DONATE MILES TO PROGRAMS LIKEM ARCH OF DIMES, THE AMERICAN RED CROSS, AND THE MAKE-A-WISH FOUNDATION. THEY ALSO OFFER CORPORATE SPONSORSHIP TO ORGANIZATIONS LIKE THEM AKE-A-WISH FOUNDATION AND THE BIG BROTHERS/BIG SISTERS PROGRAM. • SOUTHWEST AIRLINES: SOUTHWEST DONATES FLIGHTS TO PATIENTS AND FAMILIES THAT ARE TRAVELING FOR MEDICAL TREATMENT VIA THEM EDICAL TRANSPORTATION GRANT PROGRAM AND PROVIDES CORPORATE SPONSORSHIP FOR THE RONALD MCDONALD HOUSE.

SOCIAL • FLYING POSSESSES THE ABILITY TO NEGATIVELY IMPACT THE HEALTH OF PASSENGERS. FLYING ACROSS TIME ZONES CAN CONFUSE YOUR BODY CLOCK, RESULTING IN JET LAG. A PASSENGER CAN ALSO SUFFER FROM TRAVEL FATIGUE, WHICH IS CAUSED BY THE STRESS FROM TRAVELING AND THE SLEEP DEPRIVATION THAT A PASSENGER INCURS. THIS HAS THE ABILITY TO REDUCE JUDGMENT AND DECISION-MAKING BY 50%, COMMUNICATION BY 30%, MEMORY BY 20%, AND ATTENTION BY 75%.

TECHNOLOGY • DEVELOPMENT IN TECHNOLOGY IS EXPECTED TO AFFECT DEMAND ON THE AVIATION INDUSTRY IN A NUMBER OF WAYS: DEVELOPING FUEL EFFICIENT AND LIGHT PLANES WILL BOOST EFFICIENCY AND DECREASE DEPENDENCE ON COMMODITY PRICE FLUCTUATIONS; ADVANCED SECURITY SCREENING MAY REDUCE TRANSIT COSTS AND QUEUE BURDENS ON PASSENGERS; COMMUNICATION ADVANCES MAY CREATE DIFFERENT INCENTIVES TO TRAVEL, WITH ON BOARD INTERNET MAKING BUSINESS TRIPS MORE PRODUCTIVE (CONSULTANCY. UK, 2014).

ECONOMICS • SEVERAL KEY ASPECTS WILL ACCORDING TO THE AUTHORS INFLUENCE FUTURE DEMAND ON AVIATION AND AFFECT BUSINESS MODELS ( CONSULTANCY. UK, 2014). CHANGING DEMOGRAPHICS, BOTH IN MATURE AS WELL AS EMERGING MARKETS, AND URBANISATION WILL CHANGE PASSENGER DEMAND ACROSS THE GLOBE, WHILE THE RISING MIDDLE CLASS IN DEVELOPING STATES WILL CREATE GREATER POTENTIAL FOR EXPENDITURE OF DISPOSABLE INCOME ON FLIGHTS. • AS A RESULT OF CHANGING ‘SUPPLY CHAINS’ IN THE BUSINESS LANDSCAPE INTERNATIONAL DEMAND FROM BUSINESS TRAVELERS WILL INCREASINGLY SHIFT TO NEW HUBS, AND WILL FORCE AIRLINES AND AIRPORTS TO RE-OPTIMISE THEIR LONG TERM STRATEGY. CHANGING AND UNCERTAIN COMMODITY PRICES IS ANOTHER AREA WHICH BUSINESS MODELS NEED TO ACCOUNT.

ENVIRONMENT • PRESSURES ON SUSTAINABILITY WILL CONTINUE TO GROW, AND IN THE LIGHT OF UNCERTAINTY THE SPEED WITH WHICH BUSINESS MODELS WILL NEED TO CHANGE WILL BE DEPENDENT ON CONTEXTUAL FACTORS ( CONSULTANCY. UK, 2014). THE EUROPEAN UNION HAS FOR INSTANCE ALREADY INCLUDED AVIATION IN THE EMISSIONS TRADING SCHEME WHICH AFFECTS THE OVERALL COSTS OF AVIATION. UNCERTAINTIES ABOUT THE WAY ASIAN ECONOMIES WILL DEAL WITH ENVIRONMENTAL ISSUES, MAY IF ENVIRONMENTAL PROTECTION POLICIES ARE INTRODUCE, CREATE BARRIERS TO GROWTH.

GOVERNMENT POLICY AND REGULATION. • THE WAY GOVERNMENT INTERACTS WITH THE AVIATION INDUSTRY MAY CREATE UNCERTAINTIES, WITH LESS SUBSIDISED GROWTH FOR AIRPORTS AND OTHER AVIATION INFRASTRUCTURE PROMINENT EXAMPLES (CONSULTANCY. UK, 2014). TAX UNCERTAINTY ON THE AIRLINES, AS GOVERNMENTS LOOK TO CREATE INCENTIVES TO REDUCE ENVIRONMENTAL IMPACTS, MAY AFFECT THE GROWTH POTENTIAL FOR REGIONAL OR GLOBAL AIRLINE INDUSTRIES; CHANGES IN THE RULES SURROUNDING AIRSPACE MAY BECOME MORE OPEN OR MORE CONSTRAINED, CONDITIONED BY GEO-POLITICAL CHANGES.

GOVERNMENT POLICY AND REGULATION. • UNTIL 1978, THEU . S. GOVERNMENT, THROUGH THE CIVIL AERONAUTICS BOARD (CAB), REGULATED MANY AREAS OF COMMERCIAL AVIATION SUCH AS FARES, ROUTES, AND SCHEDULES. THE AIRLINE DEREGULATION ACT OF 1978, HOWEVER, REMOVED MANY OF THESE CONTROLS, THUS CHANGING THE FACE OF CIVIL AVIATION IN THE UNITED STATES. AFTER DEREGULATION, UNFETTERED FREE COMPETITION USHERED IN A NEW ERA IN PASSENGER AIR TRAVEL.

GOVERNMENT POLICY AND REGULATION. • THE CAB HAD THREE MAIN FUNCTIONS: TO AWARD ROUTES TO AIRLINES, TO LIMIT THE ENTRY OF AIR CARRIERS INTO NEW MARKETS, AND TO REGULATE FARES FOR PASSENGERS. MUCH OF THE ESTABLISHED PRACTICES OF COMMERCIAL PASSENGER TRAVEL WITHIN THEU NITED STATES, HOWEVER, WENT BACK EVEN FARTHER, TO THE POLICIES OFW ALTER FOLGER BROWN, THE U. S. POSTMASTER GENERAL IN THE 1920 S AND EARLY 1930 S IN THE ADMINISTRATION OF PRESIDENT HERBERT HOOVER (SIDDIQI, N. D).

GOVERNMENT POLICY AND REGULATION. • WALTER FOLGER BROWN HAD CHANGED THE MAIL PAYMENTS SYSTEM TO ENCOURAGE THE MANUFACTURE OF PASSENGER AIRCRAFT INSTEAD OF MAILCARRYING AIRCRAFT. HIS INFLUENCE WAS CRUCIAL IN AWARDING CONTRACTS SO AS TO CREATE FOUR MAJOR DOMESTIC AIRLINES: UNITED, AMERICAN, EASTERN, AND TRANSCONTINENTAL AND WESTERN AIR (TWA). SIMILARLY, BROWN HAD ALSO HELPED GIVEP AN AMERICAN A MONOPOLY ON INTERNATIONAL ROUTES.

GOVERNMENT POLICY AND REGULATION. • AMONG THE CAB'S FUNCTIONSS , IDDIQI (N. D) IDENTIFIED THAT ONE OF THE MOST IMPORTANT WAS TO PICK AIRLINES FROM THE AVAILABLE POOL FOR A PARTICULAR ROUTE RATHER THAN LET THE MARKET DECIDE WHICH AIRLINE SHOULD FLY THAT ROUTE. ESTABLISHED CARRIERS ALREADY SERVING A ROUTE WOULD USUALLY EVALUATE NEW APPLICANTS AND OFTEN FOUND THAT THE APPLICANT LACKED SOME REQUIREMENT FOR FLYING AN ALREADY-COVERED ROUTE.

GOVERNMENT POLICY AND REGULATION. • THUS, NEW ENTRANTS INTO THE BUSINESS WERE AT A GREAT DISADVANTAGE AND WERE OFTEN SHUT OF KEY ROUTES SINCE THE ESTABLISHED AIRLINES DID NOT WANT NEW COMPETITION. FARE-SETTING ALSO INVOLVED A SIMILARLY LONG PROCESS. IN THE AIRLINE INDUSTRY, THERE WAS A GENERAL LEVEL OF DISCONTENT ABOUT THE LAWS THAT REGULATED CIVIL AVIATION. • FURTHERMORE, DISCUSSIONS IN CONGRESS HIGHLIGHTED THE FACT THAT FARES FOR ROUTES WITHIN STATES WERE OFTEN MUCH LOWER THAN FARES BETWEEN STATES, EVEN IF THE ACTUAL ROUTES WERE THE EXACT SAME DISTANCE. THIS WAS PARTLY BECAUSE NATIONAL ROUTES WERE REGULATED TO A MUCH STRICTER DEGREE THEN FLIGHTS WITHIN STATES.

GOVERNMENT POLICY AND REGULATION. • THE PUSH TO DEREGULATE, OR AT LEAST TO REFORM THE EXISTING LAWS GOVERNING PASSENGER CARRIERS, WAS ACCELERATED BYP RESIDENT JIMMY CARTER, WHO APPOINTED ECONOMIST AND FORMER PROFESSORA LFRED KAHN, A VOCAL SUPPORTER OF DEREGULATION, TO HEAD THECAB. A SECOND FORCE TO DEREGULATE EMERGED FROM ABROAD. IN 1977, FREDDIE LAKER, A BRITISH ENTREPRENEUR WHO OWNED LAKER AIRWAYS, CREATED THE SKYTRAIN SERVICE, WHICH OFFERED EXTRAORDINARILY CHEAP FARES FOR TRANSATLANTIC FLIGHTS.

GOVERNMENT POLICY AND REGULATION. • LAKER'S OFFERINGS COINCIDED WITH A BOOM IN LOW-COST DOMESTIC FLIGHTS AS THE CAB EASED SOME LIMITATIONS ON CHARTER FLIGHTS, I. E. , FLIGHTS OFFERED BY COMPANIES THAT DO NOT ACTUALLY OWN PLANES BUT LEASED THEM FROM THE MAJOR AIRLINES. THE BIG AIR CARRIERS RESPONDED BY PROPOSING THEIR OWN LOWER FARES. FOR EXAMPLE, AMERICAN AIRLINES, THE COUNTRY'S SECOND LARGEST AIRLINE, OBTAINEDCAB APPROVAL FOR “SUPERSAVER” TICKETS.

GOVERNMENT POLICY AND REGULATION. • ALL OF THESE EVENTS PROVED TO BE FAVORABLE FOR LARGE-SCALE DEREGULATION. IN NOVEMBER 1977, CONGRESS FORMALLY DEREGULATED AIR CARGO. IN LATE 1978, CONGRESS PASSED THE AIRLINE DEREGULATION ACT OF 1978, LEGISLATION THAT HAD BEEN PRINCIPALLY AUTHORED SENATORS BY EDWARD KENNEDY AND HOWARD CANNON. THERE WAS STIFF OPPOSITION TO THE BILL—FROM THE MAJOR AIRLINES WHO FEARED FREE COMPETITION, FROM LABOR UNIONS WHO FEARED NONUNION EMPLOYEES, AND FROM SAFETY ADVOCATES WHO FEARED THAT SAFETY WOULD BE SACRIFICED.

GOVERNMENT POLICY AND REGULATION. • PUBLIC SUPPORT WAS, HOWEVER, STRONG ENOUGH TO PASS THEA CT. THE ACT APPEASED THE MAJOR AIRLINES BY OFFERING GENEROUS SUBSIDIES AND IT PLEASED WORKERS BY OFFERING HIGH UNEMPLOYMENT BENEFITS IF THEY LOST THEIR JOBS AS A RESULT. THE MOST IMPORTANT EFFECT OF THEA CT, WHOSE LAWS WERE SLOWLY PHASED IN, WAS ON THE PASSENGER MARKETF. OR THE FIRST TIME IN 40 YEARS, AIRLINES COULD ENTER THE MARKET OR (FROM 1981) EXPAND THEIR ROUTES AS THEY SAW FIT. AIRLINES (FROM 1982) ALSO HAD FULL FREEDOM TO SET THEIR FARES. IN 1984, THE CAB WAS FINALLY ABOLISHED SINCE ITS PRIMARY DUTY, THAT OF REGULATING THE AIRLINE INDUSTRY, WAS NO LONGER NECESSARY.

GOVERNMENT POLICY AND REGULATION. • WHAT EFFECT DID DEREGULATION HAVE IN THE SHORT TERM? FIRST, MANY AIRLINES ABANDONED LESS PROFITABLE ROUTES THAT TOOK PASSENGERS TO SMALLER CITIES. FOR EXAMPLE, UNTIL 1978, UNITED AIRLINES HAD FLOWN TO BAKERSFIELD, CALIFORNIA, A BOOMING OIL TOWN OF 225, 000 PEOPLE W. ITH DEREGULATION, UNITED PULLED OUT OF BAKERSFIELD, DEPRIVING THE CITY OF ANY FLIGHTS TO BIGGER CITIES SUCH ASS AN FRANCISCO OR LAS VEGAS. A SECOND AND RELATED EFFECT WAS THE GROWTH OF “HUB-AND-SPOKE” ROUTES.

GOVERNMENT POLICY AND REGULATION. • THE MAJOR AIRLINES “ADOPTED” KEY CITIES AS CENTERS FOR THEIR OPERATIONS; THESE KEY CITIES SERVED AS STOPS FOR MOST FLIGHTS, EVEN IF THEY WERE NOT ON A DIRECT ROUTE BETWEEN TWO OTHER END POINTSD. ELTA AIR LINES HAD A MAJOR HUB ATA TLANTA WHILE EASTERN RAN ITS HUB OPERATIONS FROM MIAMI. BOTH AIRLINES RAN MANY DAILY ROUNDTRIP FLIGHTS FROM THEIR HUBS, THUS KEEPING PLANES IN THE AIR FOR MORE HOURS EACH DAY AND FILLING MORE SEATS. FOR EXAMPLE, THE NUMBER OF DAILY NONSTOP FLIGHTS BETWEEN NEW YORK AND WEST PALM BEACH, FLORIDA, JUMPED FROM FIVE TO 23.

GOVERNMENT POLICY AND REGULATION. • THIRD, DEREGULATION ALLOWED NEW START-UP AIRLINES TO ENTER THE MARKET WITHOUT HAVING TO AGREE TO THE DEMANDS OF THE LARGER ESTABLISHED AIRLINES. ONE OF THESE WAS PEOPLE'S EXPRESS, FOUNDED BY DONALD BURR, A SHREWD ENTREPRENEUR WHO INTRODUCED UNCONVENTIONAL METHODS OF MANAGEMENT SUCH AS LOW SALARIES, FEWER MANAGERS, EMPLOYEES WHO COULD PERFORM MULTIPLE JOBS, AND EQUITABLE STOCK OWNERSHIP BY ALL EMPLOYEES. BURR RAN AN EXTREMELY TIGHT OPERATION WHERE PASSENGERS HAD TO PAY FOR MEALS ON PLANES AND WERE CHARGED FOR CHECKED-IN BAGGAGE.

GOVERNMENT POLICY AND REGULATION. • IN GENERAL, FREED FROM THE RULES OF THECAB, REGIONAL AND MAJOR AIRLINES INAUGURATED NEW ROUTES IN DROVES. AIRLINES COMPETED IN A NO HOLDS-BARRED COMPETITION FOR PASSENGER BUSINESS. AS A RESULT, FARES DROPPED DRAMATICALLY AND TOTAL OPERATING REVENUES FOR THE MAJOR NATIONAL AND INTERNATIONAL AIRLINES ROSE TO A HIGH IN 1979. THE SAME YEAR WAS ALSO THE PEAK YEAR FOR PASSENGERS: AN UNPRECEDENTED 317 MILLION PASSENGERS FLEW THROUGH AMERICAN SKIES.

GOVERNMENT POLICY AND REGULATION. • UNFORTUNATELY FOR THE AIRLINE INDUSTRY, FUEL COSTS, ECONOMIC RECESSION, AND WANTON OVEREXPANSION IN THE WAKE OF DEREGULATION BEGAN TO HAVE SERIOUS NEGATIVE CONSEQUENCES. THE AIRLINES RECORDED A NET OPERATING LOSS OF $421 MILLION AS EARLY AS 1981, WHEN THE NUMBER OF PASSENGERS FELL TO 286 MILLION.

GOVERNMENT POLICY AND REGULATION. • THERE WERE SOME POSITIVE CONSEQUENCES OF DEREGULATION. THE AVERAGE AIRFARE, FOR EXAMPLE, DROPPED BY MORE THAN ONE-THIRD BETWEEN 1977 AND 1992 (ADJUSTING FOR INFLATION IT). IS ESTIMATED THAT TICKET BUYERS SAVED AS MUCH AS $100 BILLION ON FARES ALONE. • DEREGULATION ALSO ALLOWED THE PROLIFERATION OF SMALLER AIRLINES THAT TOOK OVER THE SHORTER ROUTES THAT WERE NO LONGER PROFITABLE FOR THE BIG CARRIERS. IN SUM, THE MAJOR AIRLINES PROBABLY SUFFERED THE NEGATIVE CONSEQUENCES OF DEREGULATION THE MOST. NEW SMALLER AIRLINES AND THE MILLIONS OF PASSENGERS FLYING GAINED THE MOST.

BIBLIOGRAPHY • HTTP: //AVIATIONWEEK. COM/COMMERCIAL-AVIATION/FIVE-KEY-TRENDS-AFFECTING-COMMERCIALAVIATION-NEXT-20 -YEARS • CONSULTANCY. UK. (2014). PA CONSULTING AND OXERA: FIVE MAJOR TRENDS IN AVIATION. [ONLINE] AVAILABLE AT: HTTPS: //WWW. CONSULTANCY. UK/NEWS/1189/PA-CONSULTING-ANDOXERA-FIVE-MAJOR-TRENDS-IN-AVIATION [ ACCESSED 10 JAN. 2019]. • BRENNER, MELVIN A. , LEET, JAMES O. , AND SCHOTT, ELIHU. AIRLINE DEREGULATION. WESTPORT, CONN. : ENO FOUNDATION FOR TRANSPORTATION, INC. 1985. • O'CONNOR, WILLIAM E. AN INTRODUCTION TO AIRLINE ECONOMICS, FIFTH EDITION. WESTPORT, CONN. : PRAEGER, 1995 • SIDDIQI, A. (N. D. ). DEREGULATION AND ITS CONSEQUENCES. [ONLINE] CENTENNIAL OFFLIGHT. AVAILABLE AT: HTTPS: //WWW. CENTENNIALOFFLIGHT. NET/ESSAYC / OMMERCIAL_AVIATION/DEREG/TRAN 8. HTM [ACCESSED 8 JAN. 2019].

BIBLIOGRAPHY • FSTC. IN. (2017). WHAT IS AVIATION - KNOW MORE ABOUT AVIATION. [ONLINE] AVAILABLE AT: HTTP: //WWW. FSTC. IN/WHAT-IS-AVIATION. HTMLA [CCESSED 8 JAN. 2019]. • SITES. GOOGLE. COM. (2019). SOCIAL IMPACTS - IMPROVING THE SUSTAINABILITY OF THE AVIATION INDUSTRY. [ONLINE] AVAILABLE AT: HTTPS: //SITES. GOOGLE. COM/A/CORNELL. EDU/SUSTAINABLE-SOLUTIONS-FOR-THE-AVIATIONINDUSTRY/AIRLINE-INDUSTRY/SOCIAL-IMPACTS [ACCESSED 8 JAN. 2019].