Airlines

Table of Contents

Page Number

Summary

XX XX XX XX XX

History of Airlines Airlines Today Airlines of the Future Appendices

References

XX

Summary

History of Airlines
-The first airlines
American aviation pioneers, such as Rufus Porter and Frederick Marriott, attempted to start airlines using airships in the mid-19th century, focusing on the New YorkCalifornia route. Those attempts floundered due to such mishaps as the airships catching fire and the aircraft being ripped apart by spectators. DELAG, Deutsche LuftschiffahrtsAktiengesellschaft was the world's first airline.[3] It was founded on November 16, 1909 with government assistance, and operated airships manufactured by The Zeppelin Corporation. Its headquarters were in Frankfurt. The four oldest non-dirigible airlines that still exist are Netherlands' KLM, Colombia's Avianca, Australia's Qantas, and the Czech Republic's Czech Airlines. KLM first flew in May 1920, while Qantas (which stands forQueensland and Northern Territory Aerial Services Limited) was founded in Queensland, Australia, in late 1920.

- Early development
Tony Jannus conducted the United States' first scheduled commercial airline flight on 1 January 1914 for the St. Petersburg-Tampa Airboat Line.[5] The 23-minute flight traveled between St. Petersburg, Florida and Tampa, Florida, passing some 50 feet (15 m) above Tampa Bay in Jannus'Benoist XIV biplane flying boat. Chalk's International Airlines began service between Miami and Bimini in the Bahamas in February 1919. Based in Ft. Lauderdale, Chalk's claimed to be the oldest continuously operating airline in the United States until its closure in 2008.[6] Following World War I, the United States found itself swamped with aviators. Many decided to take their war-surplus aircraft on barnstorming campaigns, performing aerobatic maneuvers to woo crowds. In 1918, the United States Postal Service won the financial backing of Congress to begin experimenting with air mail service, initially using Curtiss Jenny[citation needed] aircraft that had been procured by the United States Army Air Service. Private operators were the first to fly the mail but due to numerous accidents the US Army was tasked with mail delivery.[citation needed]During the course of the Army's involvement they proved to be too unreliable and lost their air mail

duties.[citation needed] By the mid-1920s, the Postal Service had developed its own air mail network, based on a transcontinental backbone between New York and San Francisco.[citation needed] To supplant this service, they offered twelve contracts for spur routes to independent bidders. Some of the carriers that won these routes would, through time and mergers, evolve into Pan Am, Delta Air Lines, Braniff Airways, American Airlines, United Airlines (originally a division of Boeing), Trans World Airlines,Northwest Airlines, and Eastern Air Lines. Service during the early 1920s was sporadic: most airlines at the time were focused on carrying bags of mail. In 1925, however, the Ford Motor Company bought out the Stout Aircraft Company and began construction of the all-metal Ford Trimotor, which became the first successful American airliner. With a 12-passenger capacity, the Trimotor made passenger service potentially profitable. Air service was seen as a supplement to rail service in the American transportation network. At the same time, Juan Trippe began a crusade to create an air network that would link America to the world, and he achieved this goal through his airline, Pan American World Airways, with a fleet of flying boats that linked Los Angeles to Shanghai and Boston to London. Pan Am and Northwest Airways (which began flights to Canada in the 1920s) were the only U.S. airlines to go international before the 1940s. With the introduction of the Boeing 247 and Douglas DC-3 in the 1930s, the U.S. airline industry was generally profitable, even during theGreat Depression. This trend continued until the beginning of World War II.

-Development since 1945

As governments met to set the standards and scope for an emergent civil air industry toward the end of the war, the U.S. took a position of maximum operating freedom; U.S. airline companies were not as hard-hit as European and the few Asian ones had been. This preference for "open skies" operating regimes continues, within limitations, to this day.[citation needed] World War II, like World War I, brought new life to the airline industry. Many airlines in the Allied countries were flush from lease contracts to the military, and foresaw a future explosive demand for civil air transport, for both passengers and cargo. They were

eager to invest in the newly emerging flagships of air travel such as the Boeing Stratocruiser, Lockheed Constellation, andDouglas DC-6. Most of these new aircraft were based on American bombers such as the B-29, which had spearheaded research into new technologies such as pressurization. Most offered increased efficiency from both added speed and greater payload. In the 1950s, the De Havilland Comet, Boeing 707, Douglas DC-8, and Sud Aviation Caravellebecame the first flagships of the Jet Age in the West, while the Eastern bloc had Tupolev Tu-104and Tupolev Tu-124 in the fleets of state-owned carriers such as Czechoslovak SA, Soviet Aeroflot and East-German Interflug. The Vickers Viscount and Lockheed L-188 Electra inaugurated turboprop transport. The next big boost for the airlines would come in the 1970s, when the Boeing 747, McDonnell Douglas DC-10, and Lockheed L-1011inaugurated widebody ("jumbo jet") service, which is still the standard in international travel. The Tupolev Tu-144 and its Western counterpart,Concorde, made supersonic travel a reality. Concorde first flew in 1969 and operated through 2003. In 1972, Airbus began producing Europe's most commercially successful line of airliners to date. The added efficiencies for these aircraft were often not in speed, but in passenger capacity, payload, and range. Airbus also features modern electronic cockpits that were common across their aircraft to enable pilots to fly multiple models with minimal cross-training. Travel Concepts, Inc., founded by William J. Tobin in 1971, developed the first travel kits to be distributed in First Class and Business Classcabins, and also provided in-flight educational games for children. The travel kits and the educational game programs have been utilized by most major airlines for 25 years.[8][9][10]

-The Airline Industry Bailout

Congress passed the Air Transportation Safety and System Stabilization Act (P.L. 10742) in response to a severe liquidity crisis facing the already-troubled airline industry in the aftermath of the September 11th terrorist attacks. Congress sought to provide cash infusions to carriers for both the cost of the four-day federal shutdown of the airlines and the incremental losses incurred through December 31, 2001 as a result of the terrorist attacks. This resulted in the first government bailout of the 21st century.[12] Between

2000 and 2005 US airlines lost $30 billion with wage cuts of over $15 billion and 100,000 employees laid off.[13] In recognition of the essential national economic role of a healthy aviation system, Congress authorized partial compensation of up to $5 billion in cash subject to review by the Department of Transportation and up to $10 billion in loan guarantees subject to review by a newly created Air Transportation Stabilization Board (ATSB). The applications to DOT for reimbursements were subjected to rigorous multi-year reviews not only by DOT program personnel but also by the Government Accountability Office [14] and the DOT Inspector General.[15][16] Ultimately, the federal government provided $4.6 billion in one-time, subject-to-incometax cash payments to 427 U.S. air carriers, with no provision for repayment, essentially a gift from the taxpayers. (Passenger carriers operating scheduled service received approximately $4 billion, subject to tax.) [17] In addition, the ATSB approved loan guarantees to six airlines totaling approximately $1.6 billion. Data from the US Treasury Department show that the government recouped the $1.6 billion and a profit of $339 million from the fees, interest and purchase of discounted airline stock associated with loan guarantees.[18]

-Asian airline industry

Although Philippine Airlines (PAL) was officially founded on February 26, 1941, its license to operate as an airliner was derived from merged Philippine Aerial Taxi Company (PATCO) established by mining magnate Emmanuel N. Bachrach on December 3, 1930, making it Asia's oldest scheduled carrier still in operation.[23] Commercial air service commenced three weeks later from Manila to Baguio, making it Asia's first airline route. Bachrach's death in 1937 paved the way for its eventual merger with Philippine Airlines in March 1941 and made it Asia's oldest airline. It is also the oldest airline in Asia still operating under its current name.[24] Bachrach's majority share in PATCO was bought by beer magnate Andres R. Soriano in 1939 upon the advice of General Douglas McArthur and later merged with newly formed Philippine Airlines with PAL as the surviving entity. Soriano has controlling interest in both airlines before the merger. PAL restarted service on March 15, 1941 with a single Beech Model 18 NPC-54 aircraft, which started its daily services

between Manila (from Nielson Field) and Baguio, later to expand with larger aircraft such as the DC-3 and Vickers Viscount. India was also one of the first countries to embrace civil aviation.[25] One of the first West Asian airline companies was Air India, which had its beginning as Tata Airlines in 1932, a division of Tata Sons Ltd. (now Tata Group). The airline was founded by India's leading industrialist,JRD Tata. On October 15, 1932, J. R. D. Tata himself flew a single engined De Havilland Puss Moth carrying air mail (postal mail of Imperial Airways) from Karachi to Bombay via Ahmedabad. The aircraft continued to Madras via Bellary piloted by Royal Air Force pilot Nevill Vintcent. Tata Airlines was also one of the world's first major airlines which began its operations without any support from the Government.[26] With the outbreak of World War II, the airline presence in Asia came to a relative halt, with many new flag carriers donating their aircraft for military aid and other uses. Following the end of the war in 1945, regular commercial service was restored in India and Tata Airlines became a public limited company on July 29, 1946 under the name Air India. After the independence of India, 49% of the airline was acquired by theGovernment of India. In return, the airline was granted status to operate international services from India as the designated flag carrier under the name Air India International. On July 31, 1946, a chartered Philippine Airlines (PAL) DC-4 ferried 40 American servicemen to Oakland, California from Nielson Airport inMakati City with stops in Guam, Wake Island, Johnston Atoll and Honolulu, Hawaii, making PAL the first Asian airline to cross the Pacific Ocean. A regular service between Manila and San Francisco was started in December. It was during this year that the airline was designated as the flag carrier of Philippines. During the era of decolonization, newly-born Asian countries started to embrace air transport. Among the first Asian carriers during the era were Cathay Pacific of Hong Kong (founded in September 1946), Orient Airways (later Pakistan International Airlines; founded in October 1946), Malayan Airlines (later Singapore and Malaysia Airlines; founded in 1947), El Al in Israel in 1948, Garuda Indonesia in 1949, Japan Airlines in 1951,Thai Airways International in 1960, and Korean Air in 1962.

Airlines Today
-IATA airline designator
IATA airline designators, sometimes called IATA reservation codes, are twocharacter codes assigned by the International Air Transport Association (IATA) to the world's airlines in accordance with the provisions of IATA Resolution 762. They form the first two characters of the flight number. Designators are used to identify an airline for all commercial purposes, including reservations, timetables, tickets, tariffs, air waybills, and inairline interline telecommunications. There are three types of designator: unique, alpha/numeric, and controlled duplicate. IATA maintains two policies to deal with the limited number of available codes:
1. after an airline is delisted, the code becomes available for reuse after six months; 2. IATA issues "controlled duplicates".

Controlled duplicates are issued to regional airlines whose destinations are not likely to overlap, in such a way that the same code would be shared by two different airlines. The controlled duplicate is denoted here with an asterisk (*) following the code and in IATA literature as well.

-ICAO airline designator

The ICAO airline designator is a code assigned by the International Civil Aviation Organization to aircraft operating agencies, aeronautical authorities, and services. The codes are unique by airline which is not true for the IATA airline designator codes. Each aircraft operating agency, aeronautical authority, and services related to international aviation is allocated both a three-letter designator and a telephony designator. The designators are listed in ICAO Document 8585: Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. An example is:


Three-letter designator AAL

 

Telephony designator AMERICAN Operator American Airlines

Certain combinations of letters are not allocated to avoid confusion with other systems (for example SOS). Other designators (particularly those starting with Y and Z) are reserved for government organizations. Designator YYY is used for operators that do not have a code allocated

-Call signs
Most airlines employ a distinctive and internationally recognized call sign that is normally spoken during airband radio transmissions as a prefix to the flight number. The flight number is normally then published in their public timetable and appears on the arrivals and departure screens in the airport terminals served by that particular flight. In cases of emergency, the airline name and flight number, rather than the individual aircraft's registration, are normally mentioned by the main news media. Some call signs are less obviously associated with a particular airline than others. This might be for historic reasons, or possibly to avoid confusion with a call sign used by an established airline. Not all of these operators of aircraft are civilian and some only operate ad hoc chartered flights rather than scheduled flights; some operate both types of flights. Some cargo airlines specialize in freight transport, an emphasis that may be reflected in the company's name. Clearly companies' names will change over time, normally due to bankruptcies or mergers occurring. Country names can also change over time and new call signs may be agreed in substitution for traditional ones. The country shown alongside an airline's call sign is that wherein most of its aircraft are believed to be registered, which may not always be the same as the country in which the firm is officially incorporated or registered. There are many other airlines in business whose radio call signs are more obviously derived from the trading name. The callsign should normally resemble the operators name or function and not be confused with callsigns used by other operators. The callsign should be easily and phonetically pronounceable in at least English, French, Spanish or Russian.

-News about Airlines Today

Troubles at American Airlines could bring the airline closer to a merger with US Airways, especially if American opts to restructure in bankruptcy someday, experts say. Although most analysts do not expect American to restructure in court, some said a speedy, prepackaged bankruptcy could slash AMR's labour costs and position it for consolidation, even if that is not the carrier's intention. "If you were thinking of acquiring American Airlines or talking to them from a merger standpoint, you would probably want to wait for them to go through bankruptcy or to go into bankruptcy before you tried to buy them," said Helane Becker, an analyst with Dahlman Rose. Four of the six carriers involved in the last three big US airline mergers were in bankruptcy or used it to position themselves for deals. American declined to comment on potential mergers and said earlier this week that bankruptcy was "not our goal," but the No. 3 US carrier did not explicitly rule out a Chapter 11 filing or even distance itself much from the possibility.

-Qantas Cancels, Delays Flights Due To Strike

Australia's Qantas Airways said it would cancel 40 flights and delay more on Monday due to industrial action planned by aircraft engineers over a pay dispute, the airline said on Friday. Qantas said in a statement that about 11,000 passengers faced lengthy delays or cancellations due to the latest strike action affecting the carrier. The airline said 40 domestic flights would be cancelled and 27 delayed or brought forward. Eleven international flights would be delayed.

Airlines of the Future

-Introduction
People always had the dream to reach for the sky, to fly like birds do. Since the dawn of time, there were many plans and efforts implemented in order to achieve this. However, it wasn't until 1903, with the Wright brothers, that man finally succeeded into reaching for the sky, and flying. Ever since, flight developed rapidly, taking huge steps at small amounts of time, until its present form, today. Nowadays there are hundreds of airlines in the world, specialising in different segments of the market, a big part of them into carrying passengers and cargo. The passengercarrying sector has seen a large increase over the past 30-40 years increasing in volumes that no one could imagine. However over the last decade or so, the airline sector seems to be stagnant. Airlines increase their fleets, but with airplanes that are either existent models or modifications in older ones. Traffic volumes increase rapidly and there seems to be a shortage of facilities to cater for this increase. Ticket prices remain stagnant if not decreasing in small volumes, whereas maintenance costs remain high if not increasing. There are only a few new destinations and people seem to get fed up with the existent range. Well, a new concept might be able to shed some new light and improve this situation. Space Tourism is a concept, gradually receiving more and more attention, that seems to offer many solutions to the problems that airlines face these days. Space Tourism will create new markets, will decongest these huge traffic volumes, will lead to the development of new technologies and concepts that airlines can only benefit from. Therefore, in this paper, there will be an analysis of the current situation in the airline industry, and especially in the commercial sector. Apart from that, there will be an illustration of the background of the connection between the Airline industry and Space Tourism. Further on, an analysis of the research method used, a questionnaire in this case, followed by the results of it. Finally there will be conclusions and recommendations for further action.

-The Commercial Airlines

The Airline Industry is a new and well-developed industry that has evolved mostly after the 2nd World War. The development of technologies for the war, that after the end of it became obsolete, boosted the development of the Airline Industry. It was a new field, people had the will and the technology was there. Especially after the development of the jet engine, the Airline Industry had an increase that no one could imagine. Nowadays, the Airline Industry is a colossal business, that is responsible for the transportation of millions of people every year and the generation of billions of US$ of income. The network of flights to destinations all over the world has got bigger and bigger every year. Over the last 30-40 years it has thrived, getting more and more people and capital involved.1 However, over the last 5 to 10 years, the conditions have started to change. The market of commercial airlines has started to become more and more stagnant. The number of passengers still increases, but not at the same levels as it used to some years ago. Maintenance and operation costs seem to stay at the same level if not increasing. Therefore the margins for profit become smaller and smaller. Apart from that, the number of destinations remains stagnant, since it is not easy or cost effective to create either a new destination or new facilities at a destination in a short term period. Also the fact that although good plans for development exist, due to a large number of factors which are not of current interest, they are usually not implemented properly. All these, in conjunction with the fact that airplane designs did not go through any drastic changes over the last 10-20 years, thus forcing the airlines to use airplanes that are old designs or modifications of already existent designs, leads to the conclusion that the airline industry goes through a stagnant phase. By many, including IATA and many national organisations, this was anticipated and measures of overcoming this phase successfully, have been planned. A common practice in many of the major airlines of the world, is to create strategic alliances that will help them increase their market share and find ways of overcoming phases like these and preventing crises before happening. Others just try to create or modify their level of services at a unique level, which will attract specific segments of the market, thus specifying in some and leaving other segments out. Whatever the measures, people in the airline industry are afraid that these will only be countermeasures of simply stalling and not providing solutions to a problem that seems

to become more evident every year. In order for the airline industry to overcome such a situation and move onto a new era, drastic measures are needed. Therefore, it is imperative to identify the problems faced and develop strategies and measures that will help the airline industry overcome this phase. A solution proposed is the development of a completely new market, a "virgin" market with a share for everybody, the so-called "Space Tourism" market. People in the scientific community have been proposing this solution for the problems of the Airline Industry, for a long time, but to no result. Therefore the connection between Space Tourism and the Airline Industry, is not something new.

-Air Travel Rich People Only

With the Delta-Northwest merger, the recent alliance between Continental and United and more potential mergers on the horizon, we're seeing a reduction in the number of major carriers. Perhaps we're moving toward the "single airline" domestic market that some futurists predict. However, even if we wind up with more than one airline, past mergers have meant reduced competition, reduced routes and higher ticket prices. Couple this with rising fuel surcharges, taxes and fees, and we could be staring at air travel costs that are simply out of reach for all but a few. While this "futuristic" scenario is alarming, it's actually a throwback to an earlier era, when commercial air travel was the domain of the wealthy. Now, if we could just get airlines to treat customers as royally as they did back then, that would be something.

-The Vacuum Bag Carry-On

As fees for checking even a single bag become the norm, the cost of transporting your luggage will continue to rise. Travelers will be forced to carry on as much as they possibly can while still adhering to "maximum carry-on bag" rules. To do this, they will turn to -- the vacuum bag. You know, those sucking devices that are advertised on latenight TV, allowing you to store 300 sweaters under your bed. Vacuum bags will allow you to carry on all you want and leave the checked-bag fees to those unfortunate few who cling to the inefficient bags of yore. Plus, the vacuum bags are clear, so that might speed things up at the security lines.

http://en.wikipedia.org/wiki/Airline_codes-All http://en.wikipedia.org/wiki/Airline http://news.airwise.com/index.html http://abcnews.go.com/Business/BusinessTravel/story?id=5287500&page=1