Porter's Value Chain
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Appendix 25 Box 31/3 Airline Codes
March 2021 APPENDIX 25 BOX 31/3 AIRLINE CODES The information in this document is provided as a guide only and is not professional advice, including legal advice. It should not be assumed that the guidance is comprehensive or that it provides a definitive answer in every case. Appendix 25 - SAD Box 31/3 Airline Codes March 2021 Airline code Code description 000 ANTONOV DESIGN BUREAU 001 AMERICAN AIRLINES 005 CONTINENTAL AIRLINES 006 DELTA AIR LINES 012 NORTHWEST AIRLINES 014 AIR CANADA 015 TRANS WORLD AIRLINES 016 UNITED AIRLINES 018 CANADIAN AIRLINES INT 020 LUFTHANSA 023 FEDERAL EXPRESS CORP. (CARGO) 027 ALASKA AIRLINES 029 LINEAS AER DEL CARIBE (CARGO) 034 MILLON AIR (CARGO) 037 USAIR 042 VARIG BRAZILIAN AIRLINES 043 DRAGONAIR 044 AEROLINEAS ARGENTINAS 045 LAN-CHILE 046 LAV LINEA AERO VENEZOLANA 047 TAP AIR PORTUGAL 048 CYPRUS AIRWAYS 049 CRUZEIRO DO SUL 050 OLYMPIC AIRWAYS 051 LLOYD AEREO BOLIVIANO 053 AER LINGUS 055 ALITALIA 056 CYPRUS TURKISH AIRLINES 057 AIR FRANCE 058 INDIAN AIRLINES 060 FLIGHT WEST AIRLINES 061 AIR SEYCHELLES 062 DAN-AIR SERVICES 063 AIR CALEDONIE INTERNATIONAL 064 CSA CZECHOSLOVAK AIRLINES 065 SAUDI ARABIAN 066 NORONTAIR 067 AIR MOOREA 068 LAM-LINHAS AEREAS MOCAMBIQUE Page 2 of 19 Appendix 25 - SAD Box 31/3 Airline Codes March 2021 Airline code Code description 069 LAPA 070 SYRIAN ARAB AIRLINES 071 ETHIOPIAN AIRLINES 072 GULF AIR 073 IRAQI AIRWAYS 074 KLM ROYAL DUTCH AIRLINES 075 IBERIA 076 MIDDLE EAST AIRLINES 077 EGYPTAIR 078 AERO CALIFORNIA 079 PHILIPPINE AIRLINES 080 LOT POLISH AIRLINES 081 QANTAS AIRWAYS -
Hcm349 Course Title: Introduction to Airline Management 1
NATIONAL OPEN UNIVERSITY OF NIGERIA FACULTY OF AGRICULTURAL SCIENCES COURSE CODE: HCM349 COURSE TITLE: INTRODUCTION TO AIRLINE MANAGEMENT 1 National Open University of Nigeria Headquarters University Village Plot 91, Cadastral Zone, Nnamdi Azikiwe Express way Jabi, Abuja Lagos Office 14/16 Ahmadu Bello Way Victoria Island, Lagos e-mail: [email protected] website: www.nouedu.net Published by National Open University of Nigeria Printed 2017 ISBN: All Rights Reserved COURSE DEVELOPMENT HCM349 INTRODUCTION TO AIRLINE MANAGEMENT TABLE OF CONTENTS PAGE Introduction 1 What you will learn in this Course 1 Course Aims 2 Course Objectives 2 Course Materials 3 Working through this Course 3 Study Units 4 Assignments 4 Tutor Marked Assignments 4 Final Examination and Grading 5 Course Marking Scheme 5 Tutors and Tutorials 5 Summary 6 2 TSM349 INTRODUCTION TO AIRLINE MANAGEMENT 1.0 INTRODUCTION The commercial airline service industry is extremely competitive, safety-sensitive with high technology. People, employees and customers, not products and machines, must be the arena of an organisation’s core competence. The success of an airline, like any other business organisation, depends, to a large extent, on managerial decisions affecting the organisation’s structure, strategy, culture and numerous operational activities. The industry is a knowledge-based service market that requires practitioners or managers to acquire a sound knowledge of management theory and practice. There are some managers who are capable of taking right decisions owing to their practical experience on the job. Others are able to do so because of the knowledge they acquired in the school. All in all, academic knowledge is not a waste as it provides reasons for decisions taken. -
Contractions 7340.2 CHG 3
U.S. DEPARTMENT OF TRANSPORTATION CHANGE FEDERAL AVIATION ADMINISTRATION JO 7340.2 CHG 3 SUBJ: CONTRACTIONS 1. PURPOSE. This change transmits revised pages to Order JO 7340.2, Contractions. 2. DISTRIBUTION. This change is distributed to select offices in Washington and regional headquarters, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center; to all air traffic field offices and field facilities; to all airway facilities field offices; to all intemational aviation field offices, airport district offices, and flight standards district offices; and to interested aviation public. 3. EFFECTIVE DATE. May 7, 2009. 4. EXPLANATION OF CHANGES. Cancellations, additions, and modifications (CAM) are listed in the CAM section of this change. Changes within sections are indicated by a vertical bar. 5. DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a new basic order. 6. PAGE CONTROL CHART. See the page control chart attachment. tf ,<*. ^^^Nancy B. Kalinowski Vice President, System Operations Services Air Traffic Organization Date: y-/-<3? Distribution: ZAT-734, ZAT-4S4 Initiated by: AJR-0 Vice President, System Operations Services 5/7/09 JO 7340.2 CHG 3 PAGE CONTROL CHART REMOVE PAGES DATED INSERT PAGES DATED CAM−1−1 through CAM−1−3 . 1/15/09 CAM−1−1 through CAM−1−3 . 5/7/09 1−1−1 . 6/5/08 1−1−1 . 5/7/09 3−1−15 . 6/5/08 3−1−15 . 6/5/08 3−1−16 . 6/5/08 3−1−16 . 5/7/09 3−1−19 . 6/5/08 3−1−19 . 6/5/08 3−1−20 . -
New Nigerian Airline
Transaction Advisor: New Nigerian Airline FEDERAL MINISTRY OF TRANSPORTATION (AVIATION) Project Structuring Report - Draft June 14, 2018 1 Contents Glossary .................................................................................................................................................. 4 1. Introduction .................................................................................................................................... 8 2. Objectives........................................................................................................................................ 9 3. Scope ............................................................................................................................................. 10 4. Market & Needs Analysis .............................................................................................................. 11 4.1 Macroeconomic .......................................................................................................................... 11 4.2 Air Transport Demand................................................................................................................. 13 4.3 Aviation Sector & Market............................................................................................................ 16 4.4 Air Service Liberalisation ............................................................................................................. 20 4.5 SWOT Analysis ............................................................................................................................ -
List of Government-Owned and Privatized Airlines (Unofficial Preliminary Compilation)
List of Government-owned and Privatized Airlines (unofficial preliminary compilation) Governmental Governmental Governmental Total Governmental Ceased shares shares shares Area Country/Region Airline governmental Governmental shareholders Formed shares operations decreased decreased increased shares decreased (=0) (below 50%) (=/above 50%) or added AF Angola Angola Air Charter 100.00% 100% TAAG Angola Airlines 1987 AF Angola Sonair 100.00% 100% Sonangol State Corporation 1998 AF Angola TAAG Angola Airlines 100.00% 100% Government 1938 AF Botswana Air Botswana 100.00% 100% Government 1969 AF Burkina Faso Air Burkina 10.00% 10% Government 1967 2001 AF Burundi Air Burundi 100.00% 100% Government 1971 AF Cameroon Cameroon Airlines 96.43% 96.4% Government 1971 AF Cape Verde TACV Cabo Verde 100.00% 100% Government 1958 AF Chad Air Tchad 98.00% 98% Government 1966 2002 AF Chad Toumai Air Tchad 25.00% 25% Government 2004 AF Comoros Air Comores 100.00% 100% Government 1975 1998 AF Comoros Air Comores International 60.00% 60% Government 2004 AF Congo Lina Congo 66.00% 66% Government 1965 1999 AF Congo, Democratic Republic Air Zaire 80.00% 80% Government 1961 1995 AF Cofôte d'Ivoire Air Afrique 70.40% 70.4% 11 States (Cote d'Ivoire, Togo, Benin, Mali, Niger, 1961 2002 1994 Mauritania, Senegal, Central African Republic, Burkino Faso, Chad and Congo) AF Côte d'Ivoire Air Ivoire 23.60% 23.6% Government 1960 2001 2000 AF Djibouti Air Djibouti 62.50% 62.5% Government 1971 1991 AF Eritrea Eritrean Airlines 100.00% 100% Government 1991 AF Ethiopia Ethiopian -
Improving Flight Connections in Ecowas Region
IMPROVING FLIGHT CONNECTIONS IN ECOWAS REGION Presented by Dr. Paul-Antoine Marie GANEMTORE Head of Air Transport Unit Infrastructure Department ECOWAS COMMISSION 1 Presentation Outline CHALLENGES OF AIR TRANSPORT COMMUNITY AIR TRANSPORT LEGAL FRAMEWORK WAY FORWARD CHALLENGES OF AIR TRANSPORT 3 CONTEXT CREATION 28 May, 1975 in Lagos, Nigeria, the Economic Community of West African States (ECOWAS) OBJECTIVE Co-operation and integration to support growth in regional trade and free movement, leading to establishment of an Economic Union in West Africa Article 32 –f: “Encourage co-operation in flight-scheduling, leasing of aircraft and granting and joint use of fifth freedom rights to airlines of the region” 15 MEMBER STATES Benin, Burkina Faso, Cape Verde, Côte d’Ivoire, Gambia, Ghana, Guinea, Guinea Bissau, Liberia, Mali, Niger, Nigeria, Senegal, Sierra Leone & Togo GENERAL DATA 328 Million inhabitants in 5,1 Million Km2 surface area 534 Billion USD GDP Mineral Resources (Petrol, Gas, Gold, Uranium, Phosphate,...) & Agriculture Resources(Cocoa, Coffee, Sugar, Cotton, Rubber, Wood...) ROLE OF ECOWAS COMMISSION Coordination and harmonization of policy, programmes, actions, projets, as entrhrusted by the member States….. 4 2013 ECOWAS AIR TRANSPORT MARKET YEAR 2013 PAX CARGO AIRCRAFT POPULATION SURFACE GDP m Ton mvts m Km2 Billions BENIN 476,704 7,616 12,309 10,300,000 112,760 8.30 BURKINA FASO 523,355 7,011 9,936 17,800,000 273,600 12.2 CAPE VERDE 1,957,747 3,061.5 28,702 0,530,000 4,030 1.9 COTE D’IVOIRE 1,152,887 17,548 18,195 -
Ben Guttery Collection History of Aviation Collection African Airlines Box 1 ADC – Nigeria Aero Contractors Aeromaritime Aerom
Ben Guttery Collection History of Aviation Collection African Airlines Box 1 ADC – Nigeria Aero Contractors Aeromaritime Aeromas African Intl Air Afrique #1 Air Afrique #2 Air Algerie Air Atlas Air Austral Air Botswana Air Brousse Air Cameroon Air Cape Air Carriers Air Djibouti Air Centrafique Air Comores Air Congo Air Gabon Air Gambia Air Ivoire Air Kenya Aviation Airlink Air Lowveld Air Madagascar Air Mahe Air Malawi Air Mali Air Mauritanie Air Mauritius Air Namibia Box 2 Air Rhodesia Air Senegal Air Seychelles Air Tanzania Air Zaire Air Zimbabwe Aircraft Operating Co. Alliances Avex Avia Bechuanaland Natl. Bellview Bop Air Cameroon Airlines Campling Bros. Capital Air Caspair / Caspar Cata Catalina Safari Central African Airways Christowitz Clairways Command Airways Commercial Air Service Copperbelt Court Heli DAS – Dairo Desert Airways Deta DTA Angola East African Airways Corp Eastern Air Zambia Egypt Air Elders Colonial Box 3 Ethiopian Federal Airlines Sudan Flite Star Gambia Airways German Ghana Airways Guinea Hold – Trade Hunting Clan Imperial Inter Air International Air Kitale Zaire Katanga Kenya Airways Lam Lara Leopard Air Lana Lesotho Airways Liverian National Libyan Arab Magnum MISR Namib Air National Nigeria Airways North African Airlines (Tunisia) Phoenix Protea Pyramid RAC – Rhodesia Regie Malgache R.A.N.A Rhodesian Air Service Box 4 Rossair Royal Air Maroc Royal Swazi Ruac Sa Express Safair Safari Air Svcs Saide Sata Algeria SATT Scibe Shorouk Sierra Leone Airlines Skyways Sobelair South African Aerial Transport Somali Airlines -
Preemption of Claims Against an Airline for Parental Child Abduction
"NOT WITHOUT MY DAUGHTER": PREEMPTION OF CLAIMS AGAINST AN AIRLINE FOR PARENTAL CHILD ABDUCTION BARRY S. ALEXANDER* TABLE OF CONTENTS I. INTRODUCTION ........................... 255 II. TH E CASES........................................ 258 A. PITMAN v. GRAYSON ........................... 259 B. STREETER v. ExECUTVE JET MANAGEMENT, INC.. 261 C. BRADEN v. ALL NIPPON AIRWAYS Co........... 264 D. Ko v. EvA AIRWAYS CoRp. ....................... 265 E. BOWER v. EGYPTArn AIRLINES Co. .............. 267 III. LOOKING FORWARD: PREEMPTION OF CLAIMS ARISING OUT OF PARENTAL CHILD ABDUCTION .............................. 268 A. PREEMPTION UNDER THE ADA ............... 269 1. Background of the ADA...................... 269 2. Provision Having Effect of Law ............... 271 3. Definition of "Service"........................ 272 4. Relation to the "Service" . ................. 274 5. Is There Any Workable Standard That Can Be Applied? .................................... 280 B. PREEMPTION UNDER THE WARSAW/MONTREAL CONVENTION ................................... 282 1. The Convention's Applicability to Claims by Traveling Minors .. ..................... 282 2. The Non-Traveling Parent. ............... 286 3. The Convention Preempts State Law Claims and Precludes Liability Against Air Carriers........ 288 IV. CONCLUSION............................. 289 * Barry S. Alexander is a partner in the New York office of Schnader Harrison Segal & Lewis LLP. He received hisJ.D. from Duke University School of Law and a B.S. from Cornell University. 255 256 JOURNAL OF AIR LAW AND COMMERCE [79 Children who are victims of family abduction are uprooted from their homes and deprived of their other parent. Often they are told the other parent no longer loves them or is dead. Too often abducted children live a life of deception, sometimes under a false name, moving frequently and lacking the stability needed for healthy, emotional development' I. -
28 Control Lapses in the Nigerian Aviation Industry
CONTROL LAPSES IN THE NIGERIAN AVIATION INDUSTRY: EVIDENCE FROM BELLVIEW STAFF AND PASSENGERS Onyuka Felix Mcdubus, Ph.D Abstract Recent air crashes in Nigerian airspace have sensitized Nigerians about the inadequacies in the aviation industry. What are these lapses and how can they be contained?. This study attempts to answer these questions using Bellview Airline staff and passengers as respondents. We found that the problems are not intractable. The aviation ministry in Nigeria has to look inwards for the solutions. When accidents occur on our highways, the causes are often identified as either the fault of the drivers, the problem with the vehicles, or the state of the roads. Not much of public attention is drawn to such accidents probably because the lives affected are limited in number per accident or because low income, less known personalities travel by road. It is a different issue when air crashes occur. Air accidents are attributed firstly to the inefficiency of the air traffic controllers and only secondly to the airworthiness of the aircrafts. In this study, we will look at the two issues critically and empirically. The Problem Nigerian Aviation industry has been rated as the most unsafe in the world. The Bellview crash and the Sosoliso crash were viewed by the public as quite avoidable . Gandi (2005) indicated that everything in our airports is dead. He also noted that due to government attitude to its policies, airlines appear to be virtually on their own in implementing maintenance and safety standards. Kyari (2005) indicated that where the owner of an airline is “all in all”, there is bound to be lapses. -
1 Attribution-Noncommercial
Downloaded from: http://bucks.collections.crest.ac.uk/ The Future for African Air Transport: Learning from Ethiopian Airlines Nadine Meichsner1, John F. O’Connell1,2,*, David Warnock-Smith3 This document is protected by copyright. It is published with permission and all rights are reserved. Usage of any items from Buckinghamshire New University’s institutional repository must follow the usage guidelines. Any item and its associated metadata held in the institutional repository is subject to Attribution-NonCommercial-NoDerivatives 4.0 International (CC BY-NC-ND 4.0) Please note that you must also do the following; • the authors, title and full bibliographic details of the item are cited clearly when any part of the work is referred to verbally or in the written form • a hyperlink/URL to the original Insight record of that item is included in any citations of the work • the content is not changed in any way • all files required for usage of the item are kept together with the main item file. You may not • sell any part of an item • refer to any part of an item without citation • amend any item or contextualise it in a way that will impugn the creator’s reputation • remove or alter the copyright statement on an item. If you need further guidance contact the Research Enterprise and Development Unit [email protected] 1 The Future for African Air Transport: Learning from Ethiopian Airlines 1 1,2,* 3 Nadine Meichsner , John F. O’Connell , David Warnock-Smith 1 Centre for Air Transport, Cranfield University, Bedford, MK43 0AL, UK 2 Centre for Aviation Research, School of Hospitality and Tourism Management, University of Surrey, Guildford, Surrey, GU2 7XH, UK 3 School of Aviation and Security, Buckinghamshire New University, High Wycombe campus, Queen Alexandra Road, High Wycombe, HP11 2JZ * Corresponding author: [email protected] Abstract The African air transport market has been a laggard in development, remaining encircled by a plethora of problematic issues that curtailed its expansion and prosperity for decades. -
1. Airlines and Routes
Report No. 49194 Public Disclosure Authorized AFRICA INFRASTRUCTURE COUNTRY DIAGNOSTIC Air Transport Challenges to Growth Public Disclosure Authorized June 2009 Sustainable Development Africa Region Public Disclosure Authorized Document of the World Bank Public Disclosure Authorized Vice President: Obiageli Katryn Ezekwesili Sector Director: Inger Andersen Task Team Leader: Vivien Foster About AICD This study is part of the Africa Infrastructure Country Diagnostic (AICD), a project designed to expand the world’s knowledge of physical infrastructure in Africa. AICD will provide a baseline against which future improvements in infrastructure services can be measured, making it possible to monitor the results achieved from donor support. It should also provide a more solid empirical foundation for prioritizing investments and designing policy reforms in the infrastructure sectors in Africa. AICD will produce a series of reports (such as this one) that provide an overview of the status of public expenditure, investment needs, and sector performance in each of the main infrastructure sectors, including energy, information and communication technologies, irrigation, transport, and water and sanitation. The World Bank will publish a summary of AICD’s findings in spring 2008. The underlying data will be made available to the public, through an interactive Web site, allowing users to download customized data reports and perform simple simulation exercises. QuickTime™ and a TIFF (Uncompressed) decompressor are needed to see this picture. The first phase of AICD focuses on 24 countries that together account for 85 percent of the gross domestic product (GDP), population, and infrastructure aid flows of Sub-Saharan Africa. The countries are: Benin, Burkina Faso, Cape Verde, Cameroon, Chad, Congo (Democratic Republic of Congo), Côte d’Ivoire, Ethiopia, Ghana, Kenya, Madagascar, Malawi, Mali, Mozambique, Namibia, Niger, Nigeria, Rwanda, Senegal, South Africa, Sudan, Tanzania, Uganda, and Zambia. -
Early Signs of a Turnaround
COVERSTORY BY HAROLD O. DEMUREN International audits stimulate Nigerian airline development and public-private partnerships to continue rehabilitating infrastructure. Early Signs of Turnaround hen people look at the skies Nigerian airlines with modern aircraft flight frequencies to an ever-expanding over Nigeria today, they are supplementing strong established number of domestic, regional and see a very different envi- carriers that are rapidly renewing their international destinations. ronment compared with fleets. Many more aircraft coming into The dramatic turnaround (Table 1, p. Wwhat we had just a few years ago. New the country are providing increased 20) is the result of a deliberate policy of 18 | FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | MAY 2009 COVERSTORY the federal government of Nigeria that followed the Accident Investigation Bureau (AIB) of the demise of Nigeria Airways in 2003 and came Nigeria as an autonomous agency. The AIB in the aftermath of tragic accidents in the coun- is now an independent accident investigator try (ASW, 10/06, p. 29). In November 2006, a in compliance with ICAO Annex 13, Aircraft new Civil Aviation Act became law, establishing Accident and Incident Investigation. the Nigerian Civil Aviation Authority (NCAA) The importance to Nigeria of autonomy Nigerian Authority Civil Aviation as an autonomous safety regulator. Autonomy for the NCAA and ratification of the ICAO for the NCAA effectively protects it from politi- Convention on International Interests in Mobile cal interference, enabling it to act without fear or Equipment — also known as the Cape Town favor, and provides for effective safety oversight Convention — cannot be overstated.2 Because of the aviation industry in Nigeria.