Abstract:The global economic crisis that affects all industries, including the aviation industry, has forced airlines to adjust their business models to existing market conditions. Low-cost airlines, which till the onset of economic crises in most cases followed the base low-cost business model, have adapted their business model in such a way that they have implemented segments of traditional airlines business models and thus created a hybrid between traditional and low-cost business models. This paper analyses to which extent low-cost airlines adjust their business model to the hybrid business model.
The performance indicators should, by its definition, allow capturing the life-cycle degradation processes affecting maintenance plans or the remaining lifetime. The qualitative or quantitative performance indicators are obtained through visual inspections, non-destructive tests or monitoring systems. After their quantification and the comparison with the respective performance goals and thresholds, a Quality Control plan should be accomplished. The COST TU1406 Action aims to uniform the European performance indicators, systemize the knowledge on the Quality Control plans for bridges, establish quality specifications and finally to develop the guideline and recommendations for the assessment of performance indicators. This contribution focuses on the current work of the first Working Group, WG1, where the first step is a collection of the key performance indicators at a European level. First those key performance indicators which capture mechanical and technical properties and its degradation behavior are assessed, while the further consideration reflect on the natural aging, quality of the material, service life design methods, and sustainable, environmental, economic and social based indicators.
This paper analyses the impact of airline business models on airport infrastructure and operational capacity and answers the question how to optimize capacity in order to achieve maximum efficiency and profitability as well as how to maintain an adequate level of service quality. As part of the research, a new model was created as an integral part of the Airport Management Strategy Software (AMSS) application. The purpose of the application is to enable the airport management to review and optimize operations in terms of maximum technical and technological capacity utilization. In addition, the application can be used to fill the available slots according to the specifics of the airline’s business model without compromising the security, flexibility, and profitability of airport operations. The validation of the application was conducted at Zagreb Airport, which generated traffic of 3.4 million passengers in 2019. The result of the research is a model which, based on the calculation of the existing capacity of the airport infrastructure and ground handling equipment, enables the simulation of new airline business models and aircraft type implementation. Furthermore, the model also analyses their impact on the utilization of the airport infrastructure and equipment. The research demonstrated the interdependence between airport capacity optimization and optimal slot allocation, and the specifics of airline business models and aircraft types in their fleets. By adopting this model, airport managers can prevent mistakes that arise during negotiations with airlines, which can result in the under capacity of the infrastructure, equipment, and human resources as well as cause lower levels of security, numerous delays, reduced quality of service and, ultimately, negative financial effects.
The liberalization of the aviation market has enabled low-cost airlines to take over a significant share in the aviation market. Benefits of low-cost models are multiple, both for passengers and for secondary and regional airports, which were neglected in the past and which record significant inflow of passengers with the arrival of low-cost airlines. In the structure of the air traffic in the Republic of Croatia in the last ten years, there has been a progressive growth of foreign low-cost airline operations, which suggests a potential for the operation of a Croatian low-cost airline. This paper defines the criteria applicable to modelling of a low-cost airline in the Republic of Croatia in the relevant context of fleet management, route networking and operator’s processes in traffic technology. It analyzes the dynamics of low-cost airlines operations in the structure of air traffic in Croatia and the impact of traffic on the status of airports and the national operator. KEY WORDS: low-cost airline, traditional airline, airport, route network, fleet management
This paper presents the research of noise level monitoring at the Zagreb Airport Ltd. The purpose of this paper is to show how the aircraft noise sources can be used as a tool for aircraft detection and for increasing flight safety. The noise measurement was made at the Zagreb Airport by using its professional noise monitoring system. The research has led to new findings, such as determining the aircraft model by measuring the noise level generated by an aircraft during final approach based on its frequency spectrum, as the connectivity from the airport’s side to the radar data was unavailable (only ATC). In addition, it is possible to determine the aircraft altitude and, perhaps most significantly, the increase of flight safety through the detection of potential failures on the aircraft structure and/or engine during the overflight of a noise monitoring terminal.
Implementation of Air Traffic Management (ATM) Master Plan-defined projects represents a prerequisite for the successful implementation of the Single European Sky initiative defined by the European Commission in 2004. The implementation of ATM-related projects is currently under the responsibility of the Single European Sky INTRODUCTIONWith the liberalization of the European aviation market in late 1993, travellers using air transport could benefit from more accessible and competitive air transport arrangements. According to in Europe air navigation services as such, are organized in a much more fragmented way than in the United States. When comparing the European and the United States Air Traffic Management system, it is visible that with almost the same volume of airspace (US CONUS airspace is 10% smaller than the European airspace) the US ATM system controlled approximately 57% more IFR flights with 24% fewer full time Air Traffic Controllers (ATCOs). In Europe, there are 37 Air Navigation Service Providers (ANSPs) with 62 en-route area control centres, while in the United States there are 20 en-route area control centres with only one ANSP [2]. The unit cost of the European system is between 60% and 70% higher than in the US [3]. The presented data clearly indicate that the fragmentation of the European air traffic system is one of the biggest reasons for the high level of delays. This fragmentation in the European airspace, where the airspace sectorisation is based on national borders (the existing Flight Information Regions), where flights fly on average 49 km longer than direct flight length, has estimated a cost of 4 billion euro a year [4].The European Commission established High Level Group to support the preparation of concrete policy proposals and recommendations for the development of the aviation regulatory network in Europe -with a particular focus on Air Traffic management (ATM) -and to provide a roadmap with practical next steps [5]. Based on the identified inefficiency the European Commission has launched a Single European Sky (SES) initiative with the scope to improve and reinforce safety and to restructure the airspace based on traffic instead of national frontiers. The objective of SES I and SES II regulations is to enhance the current safety standards and overall efficiency for general air traffic in Europe, to optimise the capacity meeting the requirements of all airspace users and to minimise delays [6].The original SES Framework Regulation set out the overall objectives to enhance safety, improve efficiency and minimize delays. While SES provided the means for evaluation of air navigation performance, based on the EUROCONTROL work, SES did not directly address the real performance issue. Rather, it concentrated on creating a common regulatory framework and setting down some operational standards [7]. The SES II regulation was focused on defragmentation of the European airspace through the implementation of the Functional Airspace Blocks (FAB). FAB represents TOMISLAV MIHETEC, P...
Establishing the desired quality of service (QoS) of the airport passenger terminal in order to improve operational performance is a challenge for every airport. Recent international research indicates a gradual recovery in air transport and, accordingly, the need to develop additional transport infrastructure. If the passenger terminal design in terms of infrastructure and operational capacity is not approached correctly, the level of service provided to passengers may decline. This research will focus on how the IATA Level of Service (LoS), which is provided to airport users can contribute to the optimisation of the level of service of the passenger terminal. Additionally, the impact of level of service on passenger terminal capacity assessment in relation to the diversity of air carrier business model will be analysed. Since there is no common link to uniformly describe and solve this problem, this paper will review the relevant literature in the field of passenger terminal capacity research and will analyse different approaches to solving this problem with the aim to develop a new unified concept in observing and optimising the capacity of the airport passenger terminal taking into account the types of air carrier business models.
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