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" Airline operations and management : "
Gerald N. Cook and Bruce G. Billig.
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BL
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562724
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b391927
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| Main Entry
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Gerald N Cook
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| Title & Author
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Airline operations and management : : a management textbook\ Gerald N. Cook and Bruce G. Billig.
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| Publication Statement
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London ; New York, NY : Routledge Taylor & Francis, Group,, 2017.
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| Page. NO
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xvii, 343 pages ; 25 cm
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| ISBN
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1138237523
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: 1138237531
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: 9781138237520
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: 9781138237537
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| Contents
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Machine generated contents note: Introduction -- 1.Historical Perspective -- 1.1.Transportation and Commerce -- 1.2.First Airlines -- 1.3.Early Regulation -- 1.4.History of British Airways -- 1.5.U.S. Airmail -- 1.6.Economic Regulation -- 1.7.Civil Aeronautics Board Economic Regulation 1938 to 1978 -- 1.8.Advances in Aircraft Technology -- 1.9.Post-War Airline Growth -- 1.10.The Jet Age -- 1.11.U.S. Deregulation -- 1.12.The Airline Deregulation Act of 1978 -- 1.13.Post-Deregulation Evolution -- 1.14.U.S. Deregulation Results -- 1.15.CAB in Retrospect -- 1.16.Deregulation in Europe -- 1.17.Deregulation in China -- 1.18.Airline Industry Today -- 1.19.Summary -- References -- Review Questions -- 2.Supply and Demand for Air Transportation -- 2.1.Size, Scope, and Economic Importance -- 2.2.Factors Driving Global Air Transportation Growth -- 2.2.1.Globalization -- 2.2.2.Demographics -- 2.2.3.Liberalization -- 2.2.4.Factors of Production -- 2.3.Air Cargo Note continued: 2.4.Forecasting Air Travel Demand -- 2.4.1.Macro-Forecasting -- 2.4.2.Route-Level Micro-Forecasting -- 2.4.3.Passenger Segmentation -- 2.4.4.Variation in Demand -- 2.5.Demand Curve -- 2.6.Need for Forecasts -- 2.7.New Route Example -- 2.8.Summary -- Notes -- References -- Review Questions -- 3.Route Structure -- 3.1.History -- 3.2.Generic Route Structures -- 3.3.Point-to-Point -- 3.3.1.Fast, Cheap, and Independent -- 3.3.2.Limited to Large Markets -- 3.3.3.Example: Ryanair -- 3.4.Linear -- 3.5.Hub-and-Spoke -- 3.5.1.Operation -- 3.5.2.Advantages -- 3.5.3.Disadvantages -- 3.5.4.Bottom Line -- 3.5.5.Examples of H&S Route Systems -- 3.6.Hub-and-Spoke Variations -- 3.6.1.Hybrid Route Systems -- 3.6.2.Multiple Hubs -- 3.6.3.Directional Hub -- 3.6.4.Rolling Hub -- 3.6.5.Tailored Complexes -- 3.6.6.Legal, Financial, and Capacity Restrictions -- 3.7.Hub Airport Requisites -- 3.7.1.Competing H&S Systems -- 3.7.2.Hub Failures -- 3.8.Evolving Route Systems Note continued: 3.8.1.Southwest Airlines Route System -- 3.8.2.Delta's LaGuardia Hub -- 3.9.Summary -- Note -- References -- Review Questions -- 4.Product Offering -- 4.1.Strategic Choices -- 4.1.1.The Marketing Concept -- 4.1.2.Generic Strategies -- 4.1.3.Industry Evaluation: Porter's Five Forces -- 4.2.Comprehensive Network Carriers -- 4.2.1.Differentiation -- 4.2.2.Delta Air Lines -- 4.3.Regional Airlines -- 4.3.1.Fleet -- 4.3.2.Regional Airlines Worldwide -- 4.3.3.Upheaval -- 4.4.Low-Cost Carriers -- 4.4.1.Business Model -- 4.4.2.Ancillary Revenues -- 4.4.3.LCC Examples -- 4.4.4.Long-Haul LCCs -- 4.4.5.LCC within Comprehensive Network Carriers -- 4.5.Hybrid Airlines -- 4.5.1.Alaska, JetBlue Airways, and Air Berlin -- 4.6.Focus Carriers and Tailored Products -- 4.6.1.All Inclusive Charter Airlines -- 4.6.2.All-Business-Class Service -- 4.6.3.Tailored Products -- 4.7.Cargo Airlines -- 4.7.1.Combination Carriers -- 4.7.2.Integrated Carriers Note continued: 4.7.3.All-Cargo Airlines -- 4.8.Summary -- Notes -- References -- Review Questions -- 5.Flight Schedule Development and Control -- 5.1.Airline Planning Process -- 5.2.Strategic Planning -- 5.2.1.Long-Range Plan/Fleet Selection -- 5.2.2.Product Planning -- 5.3.Flight Schedule Development -- 5.3.1.Objectives -- 5.3.2.Fleet Assignment -- 5.3.3.Trade-offs -- 5.3.4.Optimization -- 5.3.5.The Passenger Service System -- 5.4.Asset Assignment -- 5.4.1.Aircraft Assignment -- 5.4.2.Aircraft Flow Chart -- 5.4.3.Crew Pairings and Bid Lines -- 5.5.Tactical Management -- 5.5.1.Airline Operations Control Center -- 5.5.2.Flight Schedule Disruptions -- 5.5.3.Managing Irregular Operations -- 5.5.4.Irregular Operations Examples -- 5.5.5.Dynamic Scheduling -- 5.6.Continuous Improvement -- 5.6.1.Goals -- 5.6.2.Measurement -- 5.6.3.Performance Diagnosis -- 5.6.4.Corrective Action -- 5.7.Summary -- References -- Review Questions -- 6.Economics and Finance Note continued: 6.1.Profit History -- 6.1.1.Cyclical World Airline Profits -- 6.1.2.Net Profit Margin -- 6.1.3.Profits by World Region -- 6.1.4.Return on Invested Capital -- 6.2.Earning Profits -- 6.3.Revenue Generation -- 6.3.1.Yield History -- 6.3.2.Fare History -- 6.3.3.Revenue Passenger Miles -- 6.3.4.Ancillary Revenue -- 6.4.Cost Structure -- 6.4.1.Labor -- 6.4.2.Fuel -- 6.4.3.Ownership and Rental Expenses -- 6.4.4.Taxes -- 6.5.Legacy Carrier Restructuring -- 6.6.Fleet Selection -- 6.6.1.Range and Payload -- 6.6.2.Aircraft Operating Costs -- 6.7.Fleet Financing -- 6.7.1.Internal Financing -- 6.7.2.Debt Financing -- 6.7.3.Leasing -- 6.7.4.Financing Portfolio -- 6.8.Economics of Scale, Scope, and Density -- 6.8.1.Scale -- 6.8.2.Density -- 6.8.3.Scope -- 6.9.Summary -- Note -- References -- Review Questions -- 7.Pricing and Revenue Management -- 7.1.Regulated Prices -- 7.2.Objective of Revenue Management -- 7.3.Revenue Management Components -- 7.3.1.Overbooking Note continued: 7.3.2.Overselling -- 7.4.Pricing -- 7.5.Revenue Management Product Characteristics -- 7.5.1.Seat Allocation -- 7.5.2.Price Discrimination -- 7.5.3.Market Segmentation -- 7.5.4.Estimating Demand -- 7.5.5.Fare Buckets and Fare Nesting -- 7.5.6.Expected Booking Updating -- 7.5.7.Selling-Up -- 7.5.8.Revenue Enhancement with Revenue Management -- 7.6.Network Allocation -- 7.6.1.Hidden City Ticketing -- 7.7.Revenue Management in Air Freight -- 7.8.The Future of Revenue Management -- 7.9.Summary -- Notes -- References -- Review Questions -- 8.Distribution -- 8.1.Airline Distribution History -- 8.1.1.The OAG -- 8.1.2.Payment -- 8.1.3.Ticketing -- 8.1.4.The Growth of Travel Agencies -- 8.1.5.The Reservisor -- 8.1.6.The Magnetronic Reservisor -- 8.1.7.Reserwriter -- 8.1.8.SABER -- 8.1.9.Travel Agents Get Involved -- 8.2.The Birth of the Global Distribution System -- 8.2.1.CRS Favoritism -- 8.2.2.GDS Regulation -- 8.3.GDS Mergers, Consolidation, and Sell-Off Note continued: 8.3.1.European Connections -- 8.3.2.Deregulation -- 8.4.The Rise of the Internet Changes the GDS Environment -- 8.4.1.Airline Internal Reservations Systems -- 8.4.2.Shift in Travel Agency Approach -- 8.5.The Rise of Online Travel Agencies -- 8.5.1.Standard Online Travel Services -- 8.5.2.Opaque Travel Services -- 8.5.3.Fare Aggregators and Metasearch Engines -- 8.5.4.Travel Agents Using GDS Alternatives -- 8.6.New Distribution Capability -- 8.6.1.Airline Perspective -- 8.6.2.GDS Perspective -- 8.7.Summary -- Note -- References -- Review Questions -- 9.International Air Transportation and Public Policy -- 9.1.Air Service Agreements -- 9.1.1.US Open Skies -- 9.1.2.EU Open Skies -- 9.1.3.Air Service Liberalization Support and Opposition -- 9.2.State-Owned Airlines -- 9.3.Global Alliances -- 9.3.1.History of the Big 3 Global Airline Alliances -- 9.3.2.Marketing and Revenue Benefits -- 9.3.3.Operating Benefits -- 9.3.4.Antitrust Immunity Note continued: 9.3.5.Establishing an Alliance -- 9.3.6.Passenger Benefits -- 9.3.7.Alliance Instability -- 9.3.8.Equity Alliance -- 9.4.Consolidation -- Mergers and Acquisitions -- 9.5.Summary -- Note -- References -- Review Questions -- 10.Looking Ahead -- 10.1.Cyclical Profits -- 10.1.1.Fixed Cost -- 10.1.2.Fuel Expenses -- 10.1.3.Cost Control -- 10.1.4.Airline Failure and Restructuring -- 10.2.Environmental Regulation and Cost -- 10.3.Turmoil in Distribution -- 10.4.Complex Airline Structures -- 10.5.Governance -- 10.6.Evolving Airline Strategies -- 10.6.1.Business Model Evolution -- 10.6.2.Emerging Models -- 10.7.Still Fragmented -- References.
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Bruce G Billig
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