...study reviews flight scheduling, aircraft-path assignment and gate assignment. Fig. 1 shows these activities. We adopted the study of Barnhart and Cohn (2004) for these activities. The first stage includes gate assignment and flight scheduling, because they have close interaction with each other. Gate assignment defines a gate for each flight. The gates are not available at any given time. Flight scheduling determines the departure and arrival times for flights. The second stage is aircraft assignment. This stage assigns aircrafts to flights. The third stage is path assignment. Path assignment attempts to assign the maximum path to one aircraft for maximizing its use during the planning horizon. The integration of above activities is NP-hard...
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...analyses Professor Roger McPherson’s traveling experience with two different Airline carriers and how each company’s handling of the situation lead to two extremely different outcomes. The first was a connecting flight leaving from Hartsfield Airport in Atlanta to London, where Mr. McPherson was meeting an executive for a mayor power company. This flight tuned out to be a total customer service disaster and a major disappointment for Prof. McPherson, as he missed his connecting flight and therefore his meeting in London. The second flight took place a decade prior, a flight from Milan to London to connect to a flight to New York. This flight provided Prof. McPherson with an outstanding customer service experience. First, I would to start this analysis by stating that software and information systems are a very important asset for the airline industry. It’s through these various interacting systems that the airlines communicate to effectively coordinate flights - making sure that they are on schedule. Furthermore, these systems monitor air traffic, weather conditions, mechanical issues and others, providing customers with the utmost customer service experience, specially to those valued customers such as Prof. McPherson, who paid a high premium which provides certain travel privileges such as First class and early sitting among other accommodations. The effectiveness of these information systems can be achieved only if the company has the skilled workforce necessary to operate them...
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...SAFETY, EMERGENCY AND FIRST AID AWARENESS What is safety? relative freedom from danger, risk, or threat of harm, injury, or loss to personnel and/or property, whether caused deliberately or by accident. WHAT IS AN EMERGENCY? 1. A serious situation or occurrence that happens unexpectedly and demands immediate action. 2. A condition of urgent need for action or assistance WHAT IS FIRST AID? Emergency treatment administered to an injured or sick person before professional medical care is available. SAFETY RESPONSIBILITIES OF THE FLIGHT ATTENDANT Prior to flight f/a attend a safety briefing with the purser. The pilots may also be present. This briefing entails:- * Going over safety and emergency checklist * Locations and amounts of emergency equipment and other features specific to that aircraft. * Boarding particulars verified- special needs pax, ums , wheelchair pax, vips * Expected weather conditions – turbulence Pre-departure checks on board the aircraft: * Ensure all equipment are on board e.g. Life vests, flashlights, firefighting and first aid equipment. These should be in the correct quantity and in proper condition. * Unserviceable /missing items reported and rectified before take-off * Monitor cabin for any unusual smell / unusual situations * Maintain certain precautions – doors disarmed/open during fuelling on the ground. * Assist loading of carry-on baggage, check weight, size and dangerous goods. *...
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...Aviation Legislation November 01, 2013 Abstract Man has always wanted to soar with the birds and take flight. A few great men and women have accomplished this task with great strides. Once heavier than air flight was proved to be a valid means of transportation, the technology accelerated at an astonishing rate. Every time we get onto an airplane, helicopter, or hot air balloon we have the pioneers of aviation to thank. These great people proved to the world that nothing was out of reach for the human race. Some gave their life in pursuit of this dream while others funded and supported those who were developing the technology. No matter what the role each of these played, we have to appreciate everyone. We would not be where we are today in aviation if it weren’t for these pioneers. Pioneers of Aviation Introduction From the very first flight of the balloon to the flight of the powered airplane, our early pioneers always looked to make changes for the better. Many of these ideas simply built upon ideas of individuals of the past. These great pioneers were from every part of the world, United States, England, France, Germany, and so many other places. They did not look at aviation as a reason to disagree but rather found that flight would help everyone equally. Balloons Joseph and Jacques Montgolfier are the brothers who invented and flew the first hot air balloon. Born in Annonay, France, they had a passion and drive in science. In 1782 they constructed...
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...Name Instructor Course Date Emirates Airlines In the Middle East, Emirates Airlines is one of the market leaders in the air transport industry. It operates about 2,200 flights in a week across the whole world with its main hub in Dubai, UAE (Shaw 67). The company engages in offering commercial air transport services both in the UAE and internationally. This includes cargo, postal and passenger carriage services. Moreover, the company engages in offering retail and wholesale consumer goods, institutional and in-flight catering and hotel operations. Its headquarters is in Dubai where the coordination of all operations including flight takes place. The company was founded following the collapse of the Gulf Air in 1985 (Doganis, The Airline Business in the Twenty-first Century 56). It serves approximately 134 destinations in about 60 countries with a fleet size of 218. The mission of the airline mission is to deliver the best in-flight experience in the world. The values and visions of the company involve a stable and strong leadership team. The company believes in business ethics as the foundation of its success. It cares for both stakeholders and employees, the environment and the society it servers (Doganis, Flying Off Course: The Economics of International Airlines 75). The company plays a major role in shaping the future of the air transport industry. Given the associated dangers of terrorism in the Middle East, the airline airport surveillance and security is high...
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...type of aircraft, short and medium distance flights, joint-venture (Thai airasia and Indonesia Airasia), High aircraft utilization (fastest turnaround time), low fare- no frills, complements (shuttle bus, hotels, financial services). On board: no meals, snacks can be bought, only one class (more seats per plane), no aerobridges, no seating Logistics: Marketing/Sales: Advertising, co-branding, sponsorships. Sales only through website and call-center Service: IT: Integrated systems to calculate prices, allows passenger to print boarding passes, planning future passenger numbers HR: High retention rate, strong corporate culture following Fernandes’ values. Multi-skilled employees. High aircraft utilization: fastest turnaround time of 25 minutes. Utilize airplanes 11,8 hours a day, seat load factor of 75 %, low cost per available seat, higher (revenue-cost per available seat) ratio. No frills flight: no meals, snack can be bought, minimal customer service, ticketless flights Outsourcing: airplane maintenance outsourced to the lowest bidder. IT: integrated IT-systems working together – reducing cost of logistics. Should AirAsia expand its long haul business and to what extent should AirAsia and AirAsiaX be integrated operationally? Overview of the Long-haul industry: Rivalry: Intens rivalry, several competitors with many years experience. Emirates and BA are increasing their load factors. AirAisia provides the cheapest flight from KL to London and back with 36 % and otherwise...
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...from Singapore Kallang Airport on the first of three scheduled flights a week to Kuala Lumpur, Ipoh and Penang. · Over the next five years, larger capacity DC-3 aircraft were introduced. This meant faster and more comfortable flights, and the extension of services to destinations in Indonesia, Vietnam, Burma (now Myanmar), North Borneo (Sabah) and Sarawak. · Inflight refreshments improved from the original thermos flask of iced water to sandwiches, biscuits and cold cuts plus a choice of hot and cold drinks, and alcoholic beverages served by a lone hostess. Known as “female pursers”, these hostesses are the forerunners of today’s Singapore Girl The 1950s & 1960 More new aircraft were added to the fleet in the 1950s and 1960s, the period leading up to the jet age. Among these were the DC-4 Skymaster, Vickers Viscount, Lockheed Super Constellation, Bristol Britannia, Comet IV and Fokker F27. · On 16 September 1963, the Federation of Malaysia was born and the Airline became known as Malaysian Airways Limited. In May 1966, it became Malaysia-Singapore Airlines (MSA). · In 1968, for the first time, annual revenue hit S$100 million. The sarong kebaya uniform for the Singapore Girl, designed by French couturier Pierre Balmain, was introduced and three B707s were added to the fleet. · In 1969, the Airline purchased five B737-100s. The 1970s and 1980s The 1970s got underway with a bang: on 2 June 1971, MSA’s first transcontinental flight took off for London. · In 1972, MSA split...
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...History of flight attendant began as soon as passenger air travel began in the early 1920’s. United airlines was the first to offer special service to passengers in flight. In 1925, they hired graduate nurses to tend to their passengers comfort and needs, who were called stewardesses. Soon after other airlines added stewardesses to their flights as well. At first they were responsible for refueling airplanes, loading passenger luggage and equipment necessary for the flight as well as cleaning the interior of the airplane. After a period of time, airplanes were growing larger and the number of passengers increased, the stewardesses also began preparing and serving meals and drinks during flights (Barry, 2007). According to Thomas (2009), “By the late 1930’s flight attendants were expected to work long hours making about $1 an hour and on average worked about 100 hours a month, also at that time they were treated poorly by the male passengers groping, pinching and padding their butts” (p.4). Upon World War II the nurses left the airlines and joined the military. The airlines started to hire young women who were not nurses. In that time most flight attendants were women, and the airlines often required that they remain unmarried in order to retain their job. Airlines also instituted age, height, and weight restrictions. They were also expected to provide a glamorous and pleasant image for airlines (Ferguson, 2005). Barry (2007) explained that because training flight attendants...
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...Introduction Aviation industry is one of the oldest and rapidly increasing sectors in the world over the past many years. At first, it had only been growing in terms of staff and the number of aircrafts but now every airline is competing with others in terms of their survival and almost everything to be the best in world. But just one wrong service delivery or just one incident can bring down the airlines and may even affect its survival. When there is a service failure, the efforts an organization takes for service recovery can have a profound effect on customers’ satisfaction with an organisation as well as on the quality of the relationship with the organization, despite other efforts by the organization to build long-term relationships with its customers. Airlines in particular are faced with several challenges affecting their survival, and one such challenge is the fact that they are particularly vulnerable to service failures. Several airlines have done researches which indicate that customer satisfaction with an airline’s service recovery efforts significantly influences their relationship with the airline as well as their future patronage of the airline. Therefore, in this industry it's not only the delivery of the service that counts--it's the recovery when things go wrong and that’s what my topic is about—Airline Service Recovery in case of downgrade and denied boarding. Denied Boarding What is denied boarding? According...
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...In-Flight Entertainment: “What is In-Flight Entertainment?” Marcel Sebastian Veit Schiffmann Pace University Janet Jones 091A Academic Writing (CRN 24297) In-Flight Entertainment: “What is In-Flight Entertainment?” Introduction This Research Paper is going to clarify the question about “What is In-Flight Entertainment?” It also reveals how “In-Flight Entertainment” was developed, and what basically is needed to be done until passengers can finally enjoy their “In-Flight Program”. Most people have never heard about the term of “In-Flight Entertainment” and have no understanding what this topic is all about. They take it for granted that they get entertained on a long distance or even short distance flight. Movies, music, applications and games are seen as natural given things on board of an airplane and most people don´t understand that there is much more behind it than just pulling their screen out of their armrest or turning the screen on, which is mounted to the backrest of their front seat. From the past till the present, when everyone has its own screen and can choose from a variety of entertainment options, it was a long way to go. Started with exhibitions of silent movies on linen by 16mm film reels at the beginning of the early 1920´s, as mankind was just about to conquer the sky and aviation was still in its infancy, up to black and white TV screens in the 1960´s, until today, with every passenger having its own LCD screen in front. In order to...
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...2 week holiday in Cyprus Eric booked two flight only tickets on the internet with Eze Air who had recently commenced a daily schedule flight service from Luton to Larnaca. The flight was due to depart Luton at 14.55 pm on 1st may. The duration of the flight was 4 hours and the scheduled arrival time in Larnaca was 20.55 pm local on the same day. Eric and Jane arrived at Luton Airport in good time and were greeted at the check in desk by saida who, after checking them in, informed them that, due to technical problems with one of the aircraft in the Eze air fleet, flight EZA074 would be late departing Luton and that they should proceed to departures and watch the information screens. Eric and Jane, who was in a wheelchair, complained and asked for a written copy of their rights but saida simply held up her hands and said “its no good complaining to me, I am just passing information from management.” Saida gave the couple 2 vouchers for refreshments and again told them to proceed to the departure lounge. The flight in fact delayed for over 24 hours. Both Eric and Jane were fuming as there had been no EzeAir flight information, no one in the departure lounge could give them any information about EZA074’s expected departure time and they were exhausted from a night in the departure lounge and no sleep. EzeAir apologised but said that they had allocated all available hotel accommodation on a first come first served basis. Passengers for flight EZA074 were eventually called to the gate...
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...registered in Wellington as a limited liability company. Original holdings were: New Zealand Government 20%, Union Airways 19%, BOAC 38% and Qantas 23%. Chairman of Directors - Colonel N S Falla; Deputy Chairman - A E Rudder. The board reported to the Tasman Air Commission, which itself reported to the New Zealand, Australian and British Governments. April 30: Inaugural Auckland-Sydney flight ZK-AMA "Aotearoa", then weekly. First service commanded by Captain J W Burgess with 10 passengers. May 2: First return flight. August: TEAL increased the frequency of its Auckland-Sydney service to three times a fortnight. Connection was made at Auckland with Pan American Airways' San Francisco-Auckland flying-boat service. 1941 March 31: TEAL's first annual report revealed that 130 trans-Tasman flights had been completed, 174,200 miles flown and 1461 passengers carried. That first year realised a profit, prior to taxation and dividend, of £3l,479 ($62,958). 1942 During the year to March 3l, 1942, TEAL undertook several special charter and reconnaissance flights to New Caledonia, Fiji, Tonga, Samoa and Hawaii to assist the war...
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...accidents and incidents 5 Air traffic control 6 Environmental impact 7 See also 8 Notes History Main article: History of aviation Many cultures have built devices that travel through the air, from the earliest projectiles such as stones and spears,[2][3] the boomerang in Australia, the hot air Kongming lantern, and kites. There are early legends of human flight such as the story of Icarus, and Jamshid in Persian myth, and later, somewhat more credible claims of short-distance human flights appear, such as the flying automaton of Archytas of Tarentum (428–347 BC),[4] the winged flights of Abbas Ibn Firnas (810–887), Eilmer of Malmesbury (11th century), and the hot-air Passarola of Bartolomeu Lourenço de Gusmão (1685–1724). The modern age of aviation began with the first untethered human lighter-than-air flight on November 21, 1783, in a hot air balloon designed by the Montgolfier brothers. The practicality of balloons was limited because they could only travel downwind. It was immediately recognized that a steerable, or dirigible, balloon was required. Jean-Pierre Blanchard flew the first human-powered dirigible in 1784 and crossed the English Channel in one in 1785. In 1799 Sir George Cayley set forth the concept of the modern airplane as a fixed-wing flying machine with separate systems for lift, propulsion, and...
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...Disruption Management in the Airline Industry: Dealing with the Airline Recovery Problem Andr´as Mavrocordatos e i6015437 Maastricht University School of Business and Economy Econometrics & Operations Research Master Thesis Supervisor: Tjark Vredeveld August 23, 2015 Abstract This thesis approaches the disruption management problem in the airline industry. The problem is proposed by the ROADEF 2009 Challenge and considers multiple objectives: minimize passenger disutility while maximizing revenue. Moreover, the airline operations should be back to normal after a given recovery period. The method used in this thesis is to firstly create an initial feasible schedule by focusing on different constraints and maximizing the number of passengers arriving to their destination, and secondly, to improve the schedule by using a form of Tabu Search to create and cancel routes in order to diversify the schedule. During the improvement algorithm, routes are created based on characteristics related to disrupted routes in the initial schedule, and routes are deleted based on a selective criterion related to aircraft. 1 Contents 1 Introduction 4 2 Problem Description 6 2.1 Stakeholders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 2.1.1 Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 2.1.2 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....
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...January 1997. Prior to January 1997, there were only two big players in the market of flights between Turin in Italy and Innsbruck in Austria. These two players are Air Turin and Innsbruck Air. Thus we can conclude this market was a duopoly one. There were some features in this market. First, they provided differentiated services. Air Turin flied twice-daily whereas Innsbruck Air flied once a day. And their flight schedules were never the same. Second, they avoided conflicts with each other intelligently. Air Turin did not provide Sunday services, whereas Innsbruck Air did not provide Saturday services. Third, the pricing strategies they used were similar. As table shown the fare structure all in the same currency, we can find that there was no large differences between their price. Also, they even use the same price differentiation segmentations for customer with higher or lower price elasticity. Forth, they share almost half the market. In year, 1996, Air Turin achieved an average load factor of 65 per cent, and Innsbruck Air achieved 68 per cent. The market shares for Air Turin and Innsbruck Air, recorded at December 1996 on the Innsbruck-Turin route, were 58 per cent and 42 per cent respectively. There is interesting information in this case “Under the prevailing bilateral agreement the two airlines had carefully managed the total supply of ‘seats’ and ensured that their respective flights were spread out during the day.” So we can know there must be some “rules” between...
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