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deregulation of U.S airline industry
deregulation of U.S airline industry
deregulation of U.S airline industry
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1989 has been a year in which both aviation experts and spokesmen. For the flying public have expressed intensified concern over what they perceive to be a substantial deterioration in the safety of America’s passenger airline operations. In the first nine months of 1989 alone, there have been ten fatal air crashes involving large transport-category planes owned by U.S. based carriers (Ott p.28). This compares disfavorably to the first nine of months of 1988, when but two such accidents took place, and in fact, it is the highest number of death-causing accidents for the American commercial aviation industry during the 1980s (Fotos p.31). This spate of airborne tragedies has prompted interested parties to ask a series of disturbing questions. Is it now safe to fly on American owned airlines, and, related to this, is it now riskier to board these planes than it was before industry deregulation took place in 1978? What, if any, specific factors have contributed to the perceived decline in the industry’s safety standards? Finally, what, if anything, can be done to enhance the airworthiness of U.S. passenger planes and to improve the safety performance of the crews who man them? In this paper, all three of these questions will be addressed, and, without advancing too far ahead, we discover that there simply are no definitive answers to any of them.
As serious accidents among America’s air carriers have mounted in 1989, a “conventional wisdom” has supplied a plausible account of the historical roots of the present safety problem. In 1978, the Federal government de-regulated the U.S. airline industry. Faced with an increasingly competitive environment, individual carriers tried to hold down fares by making cost-related cuts in policies and procedures related to safety. Many have argued that, “increased competition may lead airlines to skimp on investments in safety,”(Bornstein and Zimmerman p.913) by, for example, allowing aging planes to take to the skies following routine inspections rather than replacing them with new craft. But there is an overarching problem with this explanation: 1989’s accidents apart, empirical data suggest that it is currently safer to fly on a plane operated by a major U.S. air carrier than it was ten years ago! In 1978, the odds of a large airliner’s becoming involved in fatal crash were one for every milli...
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...ent labor terms, and taken together, may contribute to a second round of shakeouts, as weaker carriers will not be able to bear these costs and continue to be competitive.
Bibliography
Borenstein, Severin and Zimmerman, Martin B. “ Market Incentives for Safe Commercial Airline Operations,” The American Economic Review. Vol. LXXVII, No.5 (December 1988), pp. 913-936.
Fotos, Christopher P. “ Flight Safety Advances Hinge on Pilot Management Team Work,” Aviation Week & Space Technology Vol. CXXXI, No. 15 (9 October, 1989), pp. 31-33.
Hoffer, William. “ Horror in the Skies,” Popular Mechanics. Vol. ClXVI, No.6 (June, 1989), pp. 67-70.
McConnel, Malcolm. “ How Safe Are Commuter Airlines? Reader’s Digest. (June, 1988) pp. 205-212.
Ott, James. “ 10 Fatal Crashes Spark Call for New Safety Measures,” Aviation Week &
Space Technology . Vol. CXXXI, No. 15 ( 9 October, 1989), pp.28-30.
“ Pilot Turnover Prompts Regional Airlines to Expand, Improve Training Programs,”
Aviation Week & Space Technology . Vol. CXXXI, No. 16 ( 16 Oct 1989), pp.91-93.
Along with the low stock index numbers of September 17th, the airline industry and travel stocks were also rocked. One of several airlines announcing layoffs, US Airways said that they would be terminating 11,000 jobs. These heavy losses were contributed to airlines “being grounded last week [week of September 11th], plus passengers have been apprehensive to fly, in the wake of the hijackings” (Stock Markets Reopen 1).
The immediate financial repercussions of the terrorist attacks were astronomical. Makinen (2002) reports airlines received a $15 billion federal aid package. Additionally, insurance ...
According to the International Air Transport Association, 2001 was only the second year in the history of civil aviation in which international traffic declined. Overall, it is believed that the IATA membership of airlines collectively lost more than US$12 billion during this time (Dixon, 2002).
Air Crash Investigations: Cockpit Failure (S10E01). (2014, March 5). Retrieved May 19, 2014, from Youtube: http://www.youtube.com/watch?v=s1FG8gOKMoo
1- Issues The main issue of this case is the lack of profits of the airline industry, an industry that should be more than profitable due to the large amount of customers, the necessity of using airlines’ services and the high prices charged by most of these airlines. What we are going to deal with is, why is this happening? And how is American airlines dealing with this problem?. To be able to discuss how American airlines wants to regain profitability, we must identify and analyse different issues such as, the company’s background, the airline industry as a whole, the demand for air travel, the marketing strategies, the distribution systems, pricing policies etc.
Airline and travel industry profitability has been strapped by a series of events starting with a recession in business travel after the dotcom bust, followed by 9/11, the SARS epidemic, the Iraq wars, rising aviation turbine fuel prices, and the challenge from low-cost carriers. (Narayan Pandit, 2005) The fallout from rising fuel prices has been so extreme that any efficiency gains that airlines attempted to make could not make up for structural problems where labor costs remained high and low cost competition had continued to drive down yields or average fares at leading hub airports. In the last decade, US airlines alone had a yearly average of net losses of $9.1 billion (Coombs, 2011).
Before we discuss government intervention and its affect on an industry’s competition we must first seek to understand the five forces framework. The theory, discussed in 1979 by Micheal Porter seeks to evaluate the attractiveness of an industry. Throughout this essay I will explore the theory and then relate government action and its well-documented affects on the airline industry.
In 1978, deregulation removed government control over fares and domestic routes. A slew of new entrants entered the market, but within 10 years, all but one airline (America West), had failed and ceased to exist. With long-term growth estimates of 4 percent for air travel, it's attractive for new firms to service the demand. It was as simple as having enough capital to lease a plane and passengers willing to pay for a seat on the plane. In recent news, the story about an 18-yr British...
Tom, Y. (2009). The perennial crisis of the airline industry: Deregulation and innovation. (Order No. 3351230, The Claremont Graduate University). ProQuest Dissertations and Theses, , 662-n/a. Retrieved from http://search.proquest.com/docview/304861508?accountid=8364. (304861508).
Jaspal, S. (2012, March 14). Risk Management Failures in Kingfisher Airlines. In Risk Board. Retrieved March 26, 2014, from
The results of airline deregulation speak for themselves. Since the government got out of the airline business, not only has there been a drop in prices and an increase in routes, there has also been a remarkable increase in airline service and safety. Airline deregulation should be seen as the crowning jewel of a federal de-regulatory emphasis. Prices are down: Airline ticket prices have fallen 40% since 1978. Flights are up: The number of annual departures is up from 5 million in 1978 to 8.2 million in 1997. Flights are safer: Before deregulation, there was one fatal accident per 830,000 flights, now the rate is one per 1.4 million flights. So what's the problem?
To buttress the implication of the model, Porter explained why the airline industry is the least profitable amongst industries owing to the high threat of the competitive forces. The airline industry players compete heavily on price. Most custom...
In 1958, the United States government created the Federal Aviation Agency (FAA) because of increasing safety concerns due to aviation accidents. However, they were not the first government organization that regulated air transportation. Even in 1958, the FAA shared certain responsibilities with other organizations. The responsibilities of the FAA at the time were limited when compared to their functions today, but it was an important step to effectively create a safe air transportation environment. To truly understand why the FAA was created, one must first understand the government’s role within the country’s transportation system.
... problem are under constant development and analysis, in a hope to avoid these situations. The civilian industry continues to lead in development due to commercialization, with the military not far behind. The only real deficiency in CRM program development seems to be the area of general aviation as described earlier. Until this problem is addressed, there will still be a glaring weakness in the general area of aviation safety. However, with the rate of technology increase and cheaper methods of instruction, we should begin to see this problem addressed in the near future. Until then, aviation will rely on civil commercial aviation the military to continue research and program development for the years to come, hopefully resulting in an increasingly safe method of travel and recreation.
This term paper reviews the three most common catagories of aviation accident causes and factors. The causes and factors that will be discussed are human performance, environmental, and the aircraft itself. Although flying is one of the safest means of transportation, accidents do happen. It is the investigators job to determine why the accident happened, and who or what was at fault. In the event of an accident, either one or all of these factors will be determined as the cause of the accident. Also discussed will be one of the most tradgic plane crashes in aviation history and the human factors involved.