Category: Airlines

Introduction

Information about an individual or entity is always considered private unless the person in question whether natural or artificial sees it appropriate to disclose it. Data protection covers more of the relationship between collection, processing and dissemination of data. It can be defined simply as the prevention of misuse of information collected from a person or an entity. In our case, the information is personal information collected from an individual before traveling in air. There has to be some physical or technical measures to guard against unauthorized access to this personal data. This personal data may involve things like; the name of the person, his or her origin, his financial status, his mission and even the race and attachment to a group or religion. The purpose of the data protection is to protect the individual from being mishandled as a result of this information. (Ethics, Privacy, and Data Protection 2007).

Questions like who should handle which personal data and where should the data be transmitted to will always find their answers in data protection policies. Different countries have different data protection laws. Some like the US have the information act, the EU has the data protection act and others have different laws. For example, in 2003, the US decided to follow the freedom information act FOIA in disclosing any personal data upon request.

How does data protection in European community compare with data protection in the U.S.A.? The two have very different data protection laws and their policies differ in all aspects including the kind of data to be protected and the consequences for violating such laws. The history of data protection in the European community is based from experience from the World War 2 while that of the U.S. is simply based on preventing fraud theft and terrorism.

The EU data protection law covers a wider area than the US. In the US, the data considered is very personal; they are only concerned with the personal data of the customers. The EU on the other hand have a concept known as data subjects which ensures that the information about personal data of the customers employees, customers, suppliers and all contacts is put to consideration. Enforcement of the data protection law is quite different in these two countries. It is more definite and defined in the US than in the EU. In fact, most of the law violations in the EU go unpunished unlike the US where even a slight violation is published and punished. This is so because of the broad scope of the law in the EU and lack of resources. Whenever there is a security breach in the EU, notification does not reach each affected person unlike in the US where each affected individual is notified. (Elizabeth 2007).

Discussion

Personal data is private unless the individual has given consent to its processing and handling. In one of the acts on data protection, the US agreed with the EU that personal information concerning racial or ethnic origin, political opinions, religious or other beliefs, trade union membership, health, sex life, and criminal convictions should be disclosed. This is categorized as sensitive data, and the main question is, suppose the data subject doesnt want the data to be disclosed? What will happen? Is it going to be released with out his consent? And if this is done, does it not go against the law of right to privacy which states that every body has a right to determine which information should be disclosed, to who and for what purpose? It makes the whole issue an ethical dilemma. This is because an individual might see an opportunity to benefit from this situation by making ones restricted data available in return for a fee, one may argue that this is legal but is it ethical. Are people happy with the amount of information collected, stored, manipulated, and transmitted by the air line operators about them before they travel? (Simon 1999).

The United States ordered all international airlines to provide detailed information about their passengers to the government. This information contain sensitive data about the travelers including; name, address, flight number, credit card number, and choice of meal. It was a security measure after the September 11 bombing. The directive provides a challenge in the air line industry. In one aspect, they must ensure that their passengers data is kept secure, in the other hand they must comply with the US security measure. (John 2009).

The European air lines are concerned that providing access to the information to the US would violate their privacy laws. Human rights organizations are also raising concerns on the same issue and they criticize the air lines for failing to follow the stipulations in the privacy act. European airlines have petitioned their governments to clarify the airlines obligations. The EU court advisor for example advised that giving airline data to US is illegal. That was back 2005. (Edward 2005).

Protests are being held world wide against the surveillance of air travelers, collection of telecommunication data, and biometric registration of citizens. One protest was held in 11 October 2008 under the slogan freedom not fear. Passengers claim that they are kept for a long time in the US airports. These are some of the issues the airlines are addressing. They are searching for a better information policy to inform all passengers about their rights and how their data are processed by the US authorities. The passengers should know why the data is being collected and how it will be processed. This duty is placed upon the airlines to educate their employees on data protection. (2008).

The airlines should ensure that their staff is trained in how to collect the data, how to relay it to the US and how to cope with customers in case there are problems in collecting the same. A case study of the Lufthansa German airlines will help us understand better such training. A new employer should be trained on these issues before beginning duty. The privacy statement of the airline regards protection of personal information very important. (Lufthansa training 2009).

The trainees need to know the meaning and purpose of data protection. They are sensitized that customers have to know and decide who is to handle the data and where the data might be relayed to. Though they are supposed to comply with the Germany data protection law, they are encouraged to be able to decide when to pass the information to a third party like the spouse and other persons. They are supposed to do some plausibility check which determines whether the person has the legal authority to access the information or not. (Privacy news highlights 2008).

The plausibility check looks for details like, does the person seeking the information have a personal relationship with the person who is traveling, may be a relative or an employee? And if there is a relationship, does he know some essential details of the travel data and why does he or she need such details. They are then trained on the meaning of terms like personal data, controller, third party receiver. (Cirrus Airlines 2008).

They are supposed to understand the confidentiality statement which states that any body handling data should maintain the confidentiality of the data during and after their work in the airline industry. They are trained on the reasons why many employees violate regulations governing data processing including intention, negligence, inexperience and curiosity. They are then informed on the possible offences and the fines there in after committing such crimes. Another element here is on whose information should be protected. New trainees are also provided with information about when personal data might be processed. For example data can be availed when the federal data protection law or other laws allow its processing and utilization, when the data subject gives permission, when there is a contract between the controller and the data subject, if the personal data is generally accessible, or when one has done a plausibility check and found it appropriate to do so. (Lufthansa training 2009).

They should also know the rights of the data subjects. They are trained that the data subject is entitled to make inquiries about his data free of charge, have any incorrect data corrected or deleted, or have data disabled. They are supposed to ensure data security that is to ensure that the data is protected from lose, destruction and misuse which is done by ensuring that rooms, cabinets, and PCs are locked when possible, that data is not copied or taken home unless its for duty purposes, that storage media is properly disposed, that passwords are handled well and that data is only availed when necessary.

Another element of their training is about data transfer. Data should only be disclosed to the data subject, and to a third party if there is permission from the law or from the data subject. Details on why the data is needed should be in written form and also feedback must be written. If courts, companies and other corporate bodies need any information, they should do so through writing and they should provide a legal basis for their request of information. (Wyatt 2008).

Whenever data cannot be availed, the controller is trained to explain why this is so. They should give adequate reasons for withholding that information. Incase sensitive information is passed out accidentally; they are trained on what to do. They are trained never to cover up anything as this may lead to more troubles. There is also training on who should disclose information. That not everybody is allowed to disclose the information even when allowed by the law or the person concerned.

The last bit of their training is why passenger data is so sensitive. That data disclosed will affect the customers privacy and it may also lead to undue competition from competitors. In general, they have a knowledge that data protection is necessary as a standard service element of the customer orientation, as a social responsibility of the airline and in order to comply with statutory regulations. This is the course of a new trainee in the Lufthansa airline on how to protect personal data. (Lufthansa training 2009).

Whenever information gets in the hands of more than one person, it ceases to become secret and it can be conveyed to so many people within a very short time. This is the greatest challenge as far as the protection of data is concerned. Both new and existing employees pose a great threat to the safe guarding of this information in the airline industry. Some employees will disclose the information about VIP passengers by a way of gossip. They may tell their friends the travel plans of that person which is a breach of the law. The consequences there after may be overwhelming. It will always remain a challenge on how to keep their mouths shut on this important information. (Linda 2006).

The training of new employees in Lufthansa offers in depth information on how to ensure that the personal data is secure and protected. Due to ignorance and negligence, some employees will fail to observe these precautions and disclose information without proper security verifications. Though there are stipulated fines for such an offense, it will be hard to determine whether it was intentional or accidental. Information will always go out of control accidentally. The team leader should always be prepared to tackle such an occurrence.

The greatest challenge is to educate both new and existing employees on when to access personal data, for whom, and under what conditions. Continuous seminars should be available to create awareness of the importance of maintaining data protection at all times. Employees should be reminded of the existing legal actions against those who disclose personal information without proper procedures. (Lufthansa training 2009).

Conclusion

In general, data protection in relation to the airline industry is a complicated issue. It is made more complicated by the various acts concerning the same by different governments. There is a contradiction between the policies. For example, there exists an agreement between US and the EU that personal data of the passengers should be availed whenever necessary, on the other hand the law gives right to safeguarding of personal information. Corruption may also lead to disclosure of personal information by the employees handling such data. The world should seek to establish better rules and regulations to safeguard the personal data of passengers while at the same time working to curb terrorism. (2008).

Works cited

Cirrus Airlines, Privacy and data security, 2008, Web.

Elizabeth H. Johnson. Data protection law in the European Union. 2007. Web.

Ethics, Privacy, and Data Protection, 2007. Web.

Edward Hasbroucks, US require passenger details from international airlines. The Practical Nomad, 2005.

John Leyden. Airline passenger data deal struck 2006. 

Lufthansa airline. Access to reservation information by US homeland security authorities. 2009. Web.

Lufthansa, Data protection introduction, Power point presentation. 2009.

Simon Rogersburg. Privacy and new data protection act. Ethical IMIS journal Vol.9 No.6, 1999. Web. 2009.

Privacy news highlights. EU-Art 29 working party issues opinion on transfer of PNR to US authorities. 2008. 

Freedom not Fear: Worldwide protests against surveillance 2008. Web.

Linda D Koontz. Privacy: Key challenges facing federal agencies. 2006. 

Wyatt Kash, U.S, EU agree on data protection framework. 2008.

Introduction

Labor relations and human resource management are the fields of study that deal with different aspects of relationships between organizations and employees. The presence of strategies to guarantee employee satisfaction and staff retention is specifically important in the airline sector of the aviation industry. However, the ongoing COVID-19 pandemic has become one of the biggest shocks for the aviation industry in the U.S. and globally, which cannot go unnoticed for airline employees and employee-employer relationships. This essay explores the impacts of the COVID-19 pandemic on airline labor relations with special attention to labor unions functions and factors that increase the need for effective workforce management in the industry.

Old and Current Factors in Airline Labor Relations

Product Perishability and the Resulting Dangers of Industrial Action

Even without the pandemic, the airline sector of the industry in question was associated with employee relations issues due to the unique characteristics of air transportation services. Prior to the start of the pandemic, the international airline industry employed over 8 million employees directly and supported more than 49 million jobs (Harvey and Peter 307). In the U.S., those figures were over about 700 thousand people and 10 million jobs before the disease outbreak (Harvey and Peter 307). In the airline industry, labor relations and workforce management processes have always been attached much importance due to the presence of different but interconnected factors.

To start with, regardless of disease pandemics, natural disasters, and other circumstances, the need for effective labor relations practices in the industry is enormously high due to the issue of product perishability. Most importantly, the finite seat inventory of an airline is widely regarded as an example of perishable assets. Obviously, unlike many types of sellers, airline service providers are incapable of treating passenger seats on canceled flights as a strategic resource (Harvey and Peter 309). Any canceled flight has immediate consequences for the organizations operations and increases the risks of reputational losses. Taking that into consideration, any attempts of employees to start industrial action due to being dissatisfied with labor relations practices are extremely costly for employers in the airline sector, both financially and reputationally. History knows multiple examples of very costly airline strikes in the U.S. and Europe, and the repetition of such events today would exacerbate the situation and decrease the aviation industrys chances to survive the pandemic even more.

Demand for Air Travel and Labor Relations

The peculiarities of the demand for air travel present another factor that supports the need for effective labor relations and employee-employer communication strategies in the airline sector. As is highlighted by Harvey and Peter, the demand for airline services is cyclical and is dependent on the rate of economic growth, which involves the elevated risks of uncertainty for airline employees after major crisis events (308). Fluctuations in economic growth have a tremendous impact on the demand for airline services, especially when it comes to business class flight deals (Harvey and Peter 308). Considering these characteristics of demand, airline employers should be able to build workplace relationships in which airline staff members would be ready to make concessions during periods of low demand (Harvey and Peter 308). The expected concessions may include employees readiness to accept temporary wage restraints, reductions in travel allowances, or salary cuts.

At times of the worrying epidemiological situation, the cyclic nature of demand is problematic for labor relations in the global airline industry since it exacerbates misunderstanding between employers and the workforce. During the period of low demand for air transportation services, for instance, now, airline employees are anticipated to face job losses, reduced work schedules, and associated changes in personal income (Harvey and Peter 308; Josephs). In theory, demand does not stay low forever, and when downturns are finally over, airline employees assume that the returning financial prosperity will provide enough resources for the complete removal of wage restrictions. From the perspective of airline management teams, increases in demand can be misleading and are often followed by even greater reductions in demand. Considering this and the need to restore airlines competitiveness, employers in the sector foresee financial risks and avoid rapid improvements in employment conditions, which adds to the risks of industrial action (Harvey and Peter 308). Therefore, demand fluctuations play an important role in labor relationships in the airline sector.

The impact of uncertainties related to the demand for services on labor relations is especially high today, during the ongoing crisis linked with the need to pay as much attention as possible to the struggles affecting the healthcare sector. After the relaxation of lockdown restrictions in the United States and due to essential seasonal demand fluctuations, the demand for internal flights has increased in recent months, and the first signs of labor market recovery have also appeared (Josephs). Among other things, recent improvements include the trend towards the normalization of the airline flight completion rate after the peak of flight cancellations in March and April 2020 (Airlines for America 10). Despite that and a six-time increase in the percentage of the active fleet (5% in February and 30% in September), U.S. airlines do not guarantee consistent improvements in labor conditions for their employees (Airlines for America 22; Josephs). All of this may affect labor relations in the industry by motivating industrial action and protests caused by employees and labor unions attempts to keep the number of those losing jobs to a minimum.

COVID-19 and Employment Trends in the Airline Sector

To predict future issues in labor relations and spot some emerging trends, it is essential to study the current situation with employment in the industry. When discussing the long-term economic effects of the pandemic and the resulting job losses, some authors believe that the crisis will create financial conditions similar to those at the times of the Great Recession (Sobieralski 1). Having used the vector autoregression model to draw comparisons between different uncertainty shocks affecting the airline sector in the past and today, Sobieralski makes predictions regarding the effects of the pandemic on airline employment (1). The effects on employment are expected to be the most pronounced for major airlines, which is related to the inflexibility of their business models and larger payroll liabilities compared to other carriers (Sobieralski 4). For low-cost carriers, large industry shocks result in sharp declines in employment, but business model flexibility and relatively low employee wages are expected to help them to recover faster than major airlines (Sobieralski 4). Probably due to the effects of contracting, regional airlines are expected to demonstrate an increase in employment levels after the lifting of restrictions (Sobieralski 4).

Statistical research methods also allow delving into some labor relations issues in the aviation industry by predicting the effects of the pandemic on different groups of employees. According to the study by Sobieralski, some employees will face deeper workforce cuts compared to other groups in the industry (9). Among them are major airline employees that fulfill passenger handling tasks and those in low-skilled jobs, whereas managerial staff will be the least affected by changes in employment (Sobieralski 9). Many low-skilled airline employees are not represented by specific trade unions, which is why lawmakers must make sure that employees from this category will receive enough funds.

Labor Unions and Their Current Role in Labor Relations in the Aviation Industry

The Rate of Unionization in Aviation

In aviation and the airline sector, employees membership in labor unions plays a significant role in the process of employee and labor relations by enabling airline employees to engage in collective bargaining. At the times of the crisis linked to the pandemic, a high degree of unionization continues to be among the major trends in aviation and the airline sector. Almost 43% of airline employees in the U.S. held membership in trade unions in the 1980s; that number reached 50% in 2005 and remains high today (Josephs; Walsh 19). Aviation and airline transportation is widely known as one of the most unionized industries, with specific organizations existing to protect the rights of airline pilots, flight attendants, air traffic controllers, and mechanics. The process of collective bargaining in the U.S. aviation industry has often been contentious, protracted, and centered on carrier demands for concessions but remains central in determining airline workers employment terms (Walsh 20). Taking todays financial crisis into account, aviation and airline labor unions are now facing an extremely difficult task involving the minimization of negative changes in employment conditions.

Labor Unions Responses to the Ongoing Crisis

The COVID-19 pandemic has already become one of the key events encouraging aviation labor unions to initiate strong political action to ensure more protection for airline employees. These efforts mainly refer to advocating for the expansion of financial support measures implemented by the federal authorities of the U.S. Some airlines in the U.S. have already received federal financial support to protect a number of jobs in the industry. However, the most recent federal aid package has expired in October. According to estimates, it is expected to leave over 75.000 U.S. airline employees in a state of uncertainty about their jobs and future careers (Josephs). Financial losses due to COVID-19 are still tremendous for the industry, which cannot be left unnoticed in terms of employees career prospects and opportunities to protect themselves. In this situation, labor unions get into a political game and attempt to support airline workers.

Labor Unions as Intermediaries between Employees and Lawmakers

During the COVID-19 pandemic, employees in the sector continue to rely on labor unions when it comes to the labor relations process and negotiations. Bearing responsibility for negotiations with airline managers is what can be cited as the main and traditional function of airline labor unions. However, the COVID-19 pandemic and its economic repercussions have made perceptible amendments to labor unions role in labor relations. To some degree, the situation has created specific circumstances in which both airlines and airline employees are severely affected and need financial assistance from another external party  the government. Today, trade unions fulfill their role by directly interacting with the government and transforming into influential political actors.

This new role of labor unions in the aviation industry finds reflection in many news articles published since the start of the pandemic and covers industrial relations in the airline sector. First of all, the COVID-19 pandemic has encouraged different aviation labor unions to propel cohesiveness to the next level and work together in the name of the industrys recovery and employees well-being. At the end of March, a group of thirteen aviation labor unions wrote a letter to the U.S. Congress (Aviation Unions Call on Congress). The signatories included organizations to represent safety workers, pilots, flight attendants, media/communications specialists, and aerospace professionals.

In the mentioned letter, the labor unions highlight the degree to which the selection of the right priority areas affects the effectiveness of any large-scale financial support measures and relief packages. The 9/11 events are mentioned as an example of the key crisis events affecting the industry in the past (Aviation Unions Call on Congress). As per the signatories statements, the countrys responses to the economic issues affecting the U.S. airline industry in the post-9/11period were not that effective and well-considered when it comes to frontline employees, not management teams. According to the signatories, the financial package that the U.S. Congress provided for the aviation industry nineteen years ago just did not prioritize people. That resulted in giving all support to executive leaders and shareholders, almost no benefits and support for frontline aviation workers, and abuses of the Bankruptcy Code by employers for the purpose of imposing harsher concessions (Aviation Unions Call on Congress). From the labor unions viewpoint, too many employees can be made to accept permanent and rather strict concessions one by one just because their interests and needs are not treated by authorities as to the priority area.

From the letter, it is clear that one of the most critical goals that aviation labor unions are willing to achieve is to prevent the repetition of the post-9/11 scenario in terms of the measures to facilitate the aviation industrys restoration. After expressing their deep concern for common employees in the U.S. aviation industry, the labor unions encouraged the U.S. Congress to plan industry support measures by placing special emphasis on common workers needs (Aviation Unions Call on Congress). The organizations specific expectations regarding federal aid include statutory guarantees that most of the money will be used to support frontline employees and minimize changes for these professionals (Aviation Unions Call on Congress). Thus, in the current circumstances, aviation labor unions unite in larger groups to communicate frontline employees interests to organizations with lawmaking and budget planning authority.

Aside from writing open letters to the U.S. Congress, aviation labor unions have taken an active part in advocating for the extension of federal aid to help airlines to survive the period of almost non-existent demand for air transportation services. At the end of March, the U.S. Congress approved a $32 billion aid package to support airline workers (Joseph). Being worried about the impact of demand that remained low at the moment, aviation labor unions contacted the U.S. Congress and presented the request to double the aid funding to prevent massive job losses (Joseph). Later, the executive leadership of American Airlines supported labor unions efforts to decrease the need for involuntary furloughs by extending federal payroll aid (Joseph). The request of aviation labor unions regarding doubling the aid package won massive support from lawmakers and the U.S. President, but the final decision regarding an extra $25 billion in funding was not made as quickly as expected (Joseph). Despite the speed of decision-making processes at the federal level, aviation labor unions were active in pushing their requests, thus motivating employers to follow their example.

At the present moment, airline labor unions continue efforts to increase the amount of money aimed at supporting frontline employees. For instance, on the 7th of October, the Association of Flight Attendants has reported the creation of another letter to the U.S. Congress. The letter signed by thirteen labor organizations presents a response to the unexpected suspension of negotiations devoted to the need for additional COVID-19 relief measures to support the aviation industry (AFA). The group of airline labor unions and trade associations in the travel industry continues to insist on the necessity to extend the Payroll Support Program to prevent the mass collapse of the aviation industry (AFA). Despite labor unions attempts to gather lawmakers support, no decisive and timely action followed their previous requests, and the PSP expired on the last day of September (AFA). Unfortunately, it minimized some airlines chances to avoid dozens of thousands of furloughs.

In addition to direct communication with the authorities, aviation labor unions and their members make use of other ways to voice their concerns, including rallies and protests outside of the workplace. In the context of labor relations, rallies are often used by employees to demonstrate support for political initiatives or even attract public attention to prominent issues surrounding their communication with employers. During the COVID-19 pandemic, the primary sources of uncertainty affecting the airline workforce are the future of federal aid packages and airline managers access to funds to keep as many jobs as possible.

In response to the sources of uncertainty, some local events have already been organized by airline employees and labor union members to use the available means to fight for their jobs. The airline employees rally that took place on the 15th of September near the Federal Court House Building in Cleveland is among the most recent examples of protests involving the participation of union members (Vandenberge). The participants claims were related to the increasing risks of massive furloughs and requests to take action to expand the Payroll Support Program before October to prevent negative implications for both employees and millions of jobs supported by the airline industry (Vandenberge). Although the rally did not result in the immediate continuation of negotiations over the extension of PSP, it demonstrated the degree of unity between the members of labor unions.

Conclusion

To sum up, uncertainty shocks from the pandemic have a huge impact on the aviation sector and labor relations processes. It is due to the sectors unique characteristics and nature, such as being service-intensive, having comparatively high labor costs, and the popularity of aviation labor unions. Airline employees are well aware of the prerequisites to employees job satisfaction and intentions to stay at their jobs, but the current situation with federal aid extensions severely limits their opportunities to prevent job cuts. Although with mixed success, aviation labor unions fulfill the role of intermediaries between at-risk employees and the lawmaking authorities.

References

Airlines for America. Tracking the Impacts of COVID-19. 2020, Web.

Association of Flight Attendants. Aviation Unions and Industry Urge Congressional Action to Extend PSP. AFA News Release. 2020, Web.

Aviation Unions Call on Congress to Prioritize Workers in Relief Package. TTD. 2020, Web.

Harvey, Geraint, and Peter Turnbull. Human Resource Management and Industrial Relations. Air Transport Management: An International Perspective, edited by Lucy Budd and Stephen Ison, Routledge, 2017, pp. 307-318.

Josephs, Leslie. A Flood of Job Losses Looms as Airline Industry Struggles in Pandemic. CNBC. 2020, Web.

Sobieralski, Joseph B. COVID-19 and Airline Employment: Insights from Historical Uncertainty Shocks to the Industry. Transportation Research Interdisciplinary Perspectives, vol. 5, 2020, pp. 1-9. Web.

Vandenberge, Jordan. In-Depth: Airline Workers Rally for Extension of Vital Federal COVID-19 Relief Program. News 5 Cleveland. 2020, Web.

Walsh, David. Where Have They Landed? Observations on US Airline Labor Relations. Labor and Employment Relations Association, vol. 21, 2017, pp. 18-22.

Since any air travel has various risks associated with it, airline corporations developed a special protocol for flows, callouts, and checklists. All these three procedures are used to ensure the readiness of the aircraft, pilots, and crew members for a flight (Lift Academy, 2021). Flows, checklists, and callouts are essential for airline teams not to miss critical checkpoints when preparing the jet and help keep the entire crew up-to-date on the preparation process and ongoing flight dynamics.

Before specific examples of the three crucial terms mentioned above are made, they must be adequately defined. Flow is the technique that allows one to go through the system of the aircraft along the flight to check if all components of the jet work properly (Lift Academy, 2021). For example, pilots may decide to use their own rhythm, at which they go from checking the radio to updating other crew members about the overall status (Lift Academy, 2021). Callouts can be defined as clear and specific interactions with the flight crew to deliver a particular message (Lift Academy, 2021). Pilots may notify the crew members about potential complications so that they can communicate this information to passengers. Checklists are understood as distinct elements of the aircraft that must be scanned before the flight to ensure the safety of passengers and the team (Lift Academy, 2021). This item is more specific because it helps pilots to follow through this list to ensure that the jet is not damaged and that there is no danger of fuel leaks or engine failure.

In summary, the concepts of flows, callouts, and checklists are integral to any flight operation. These methods help prepare the aircraft and communicate with crew members about the status and parameters of the jet before and along the flight. Flows and callouts may not have a specific structure, but checklists must be followed precisely. All the checkpoints are necessary not just for pilots convenience but also vital for the safety of the passengers and flight crew.

Reference

Lift Academy. (2021). Flows, checklists, and callouts with Ed. Web.

September 11 Incident

Increased Security

The September 11 terror incident in the USA led to an increase in security checks and measures across the entire airline industry. The need to combat terrorism has seen airports fitted with scanners for the main purpose of helping with the searching process. The US Senate then since passed the Securing Aircraft from Explosives Responsibility (S.A.F.E.R. A.I.R. Act), which allows the use of advanced imaging technology to create individuals visual images. The technology shows the skin surface of all travelers and reveals other body objects as applicable, such as explosives, weapon components, and narcotics.¹

Increased Regulation

The US President signed the Aviation and Transportation Security Act into law in November 2001. The new regulation empowered the Transportation Security Administration (TSA) to undertake the screening of passengers, the establishment of security policy, as well as performing other related security functions. Additionally, a new department, the Homeland Security, was created in 2002 with the purpose of strengthening national security. It combined TSA together with other 21 federal agencies, forming a single department devoted fully to national security.

In Canada, a new regulatory body, the Canadian Air Transport Security Authority (CATSA) was created. The responsibilities of CATSA include screening travelers together with their baggage, among other security related roles.

Changes in Technology

Online Reservations

The airline industry has turned into self check-in services in line with the new technological advancements. Airlines are setting up automated services that allow travelers to receive services through a computer interface.² This applies mainly to booking reservations by customers where individuals log in to the airlines websites and choose the reservations that they wish to make. The traveler can download and print his or her ticket without physically visiting the booking offices once the bookings are made and payment made. This trend aims at increasing quality service delivery and save on the cost of operation.

Upselling

There is rising convergence between retail and airline industries. With the advancement of technology, particularly the Internet, airlines are presenting an opportunity for their travelers to do their shopping as well while in the comfort of their airport lounges.³ The availability of handheld browsing devices, including iPads, Smartphones, and laptops that are owned by almost every passenger has provided airlines with the opportunity to exploit a new business front. Customers can shop online and pick their goods or have the goods delivered to their physical locations. Airlines are seeking to explore on the convenience created by information technology to earn extra revenues on top of their primary travel business.⁴

Kiosks check-in

Airlines are rushing to establish check-in kiosks in strategic locations to encourage their customers to utilize self-service, instead of relying on face-to-face service encounters. The check-in kiosks provide several services, including automatic teller machines, to help with ticket servicing and bank withdrawals, among other services.⁵ The airline industry is capable of serving many customers at the same time, while boasting of certain appeal and enabling the airlines to standardize their service delivery. The industry is also cutting down on operating costs as a result of relying on check-in kiosks where there is no longer need to employ many service attendants to serve the clients. Instead, the automated machines offer these services effectively and efficiently.⁶

Social Media

The airline industry equally embraced social media to benefit from the advantages of its rising popularity. The power of interconnectivity in social media platforms such as Facebook and Twitter is immense and provides companies with the opportunity to reach a wider audience at a very limited cost. These social media platforms are easy to use and have been integrated in almost all versions of mobile phones. Airlines are using their convenience to pass information to their prospective and existing customers. Social medias ability to re-share details amongst friends makes them highly effective in their performance. Most airlines conduct their customer care services through Facebook and Twitter, in addition to other platforms where travelers can pose their questions or concerns directly. This has eased congestions on telephone lines because customers can still receive directions on their social media without necessarily using their phones.

Customer Demands for Innovation

Airlines are working towards turning their cabins into WiFi hotspots as they seek to increase comfort for their travelers. Advancement in information communication technology has provided an avenue for the innovations, especially within the cabin. Airlines are moving towards offering Internet connections during flight to allow their customers to enjoy instant messaging, as well as wireless email. While cell phone use during flight has traditionally been prohibited, the increasing customer demands to exploit the capabilities of ICT has forced the emergence of this new trend. Radio spectrum for mobile telephone use during flight has already been auctioned off and airlines are already moving towards forming partnerships with telecommunications service providers. Airlines in Europe, the Middle East, and America are already angling themselves to pursue this new practice to increase customer satisfaction.⁷

Marketing Strategies

Low cost vs. full service

Most airlines are adopting standalone, seat-only, short-haul, no-frills service as a way of cutting down on operating costs, while still offering full service. Increased competition in the industry, the ever-rising fuel prices, as well as the growing alliances between carriers are forcing airlines to consider low cost marketing strategies as the best way to maintain their operations.⁸ Airlines are transforming into hybrid service providers and abandoning their traditional niche marketing strategies. As the carriers seek to widen their profit margins, they are virtually focusing on the entire air travel business to bring on board a myriad of add-ons.⁹ Today, carriers operate a multiple of interline and codeshare agreements, including feeder arrangements.

Hub and Spoke vs. Point to Point

The deregulation of the airline industry in the 1970s has seen an emergence of a new method of planning flight routes referred to as a point-to-point transport network. This is opposed to the traditional transport network referred to as a hub and spoke. The new trend known as the hub and spoke involves carriers serving fewer numbers of routes, but maximizing on the frequencies of travel.¹⁰ During such flights, the airlines make maximum use of available cabin space to lower the costs of operations. Thus, the carriers may reduce the number of routes to only 5, but increase the frequency of travel in each route rather than have 10 different routes served by 2 planes with half capacity each week. The centralization of operations, which results from the hub and spoke mechanism, eventually achieves economies of scale for the carriers.¹¹ In other words, the transformation from point-to-point to hub and spoke mainly seeks to enable the airline firms lower their operation costs. The Delta Airlines, for instance, has established a hub at the Hartsfield Atlanta International Airport where it strategically serves all its routes without spending more on operations.

Costs Directly Passed On To Customers

Airlines are resorting to a new practice where passenger airfares only charge individual charges, excluding other additional services. Thus, airfares by most carriers reflect the least rates that are chargeable. This highlights their focus on building competitive advantages. However, travelers with baggage are charged an extra fare depending on the weight of their baggage. Additionally, travelers can choose the types of food they wish to be served during their journey or leave out on the option altogether. In other words, the carriers no longer charge a compound cost that includes foods served in the cabin during flights. This gives travelers an option of regulating the fare amounts to be charged.¹²

Operating Cost

The air travel industry has been grappling with high operating costs, especially after the September 11 attacks in the USA.¹³ Airline firms have been forced to spend more on security as terrorism concerns and related security threats have increased over the last decade. Carriers have invested in new technology equipment used to screen travelers and baggage. New national and international regulations have forced travel firms to spend more as they seek to adhere to the recommendations. Additionally, global fuel prices have also increased sharply over the last decade as demand for fossil fuel increases. Global politics pitting fuel producing countries, mainly under the Organization of Petroleum Exporting Countries (OPEC), and the West have further resulted in unsteady fuel prices.

Bankruptcies

The poor economic conditions, combined with other harsh macro environmental factors, have pushed several airline firms into bankruptcies.¹⁴ In particular, the last decade suffered from one of the worst global financial crises that saw the US economy, as well as several other European economies face shutdown threats. This harsh economic condition affected the airline industry the most owing to its overreliance on international travels. Coupled with rising market competition and unpredictable global oil prices, airline firms across the globe found themselves enduring a very tough situation. The less established firms went down owing to declining revenues and rising operation costs.

Consolidations

The airline industry has witnessed an increase in consolidation of operations between various firms as a way of tackling the poor economic conditions that have affected business for virtually all the carriers. Firms are signing agreements where they seek to pull their resources together to manage the tough business conditions easily. Consolidations in the airline industry are also occurring in the form of agreements on travel routes where individual firms allow their partners to serve certain routes without interfering with them in the form of giving them competition.¹⁵

Rise in Global Business and Travel

The contemporary business environment is sustained by the globalization phenomenon where physical boundaries have virtually been eliminated. Individuals are able to do business in other regions of the world because most governments encourage foreign investors in their territories. Equally, individuals travelling from one global location to another in search of quality education, jobs, or tourist sites have been on the increase over the years.¹⁶ This has seen airlines increase their travels as they seek to serve the increasing global travel demands. The carriers have been expanding their fleet as they anticipate market growth and performance.

Bibliography

Feeback: Is the Airline Industry Becoming Like Retail? Flightglobal. 2012. Web.

Gogo Joins with Allstate to Introduce In-flight Internet Access During Weekend Flights [Professional Services Close  Up]. TCM News. 2013.

Ball, Christopher. Rethinking Hub versus Point-to-Point Competition: A Simple Circular Airline Model. The Journal of Business and Economic Studies, 13, no. 1 (2007): 73-87.

Fenn, John William. Low-Cost Air Travel Set For Take-Off. Middle East, no. 341, p. 49-50.

Lu, Jin-Long, Hung-Yen Chou, and Pei-Chuan Ling. Investigating Passengers Intentions To Use Technology-Based Self Check-In Services. Transportation Research Part E: Logistics and Transportation Review, 45, no. 2 (2009): 345356

Mironenko, Olga. Body Scanners Versus Privacy And Data Protection. Computer Law & Security Review, 27, no 3 (2011): 232 -244

Schumann, Jan H., Nancy V. Wünderlich, and Florian Wangenheim. Technology Mediation In Service Delivery: A New Typology And An Agenda For Managers And Academics. Technovation, 32, no. 2 (2012): 133143

Footnotes

1. Olga, Mironenko, Body Scanners Versus Privacy And Data Protection, Computer Law & Security Review, 27, no 3 (2011): 232
2. Jan, Schumann, H, Nancy V. Wünderlich, and Florian Wangenheim, Technology Mediation In Service Delivery: A New Typology And An Agenda For Managers And Academics, Technovation, 32, no. 2 (2012): 133
3. FeebacK: Is the Airline Industry Becoming Like Retail? Flightglobal.
4. Ibid., para 6
5. Jin-Long, Lu, Hung-Yen Chou, and Pei-Chuan Ling, Investigating Passengers Intentions To Use Technology-Based Self Check-In Services, Transportation Research Part E: Logistics and Transportation Review, 45, no. 2 (2009): 34
6. Ibid.
7. Gogo Joins with Allstate to Introduce In-flight Internet Access During Weekend Flights [Professional Services Close  Up], TCM News.
8. William, Fenn John, Low-Cost Air Travel Set For Take-Off, Middle East, no. 341, p. 49
9. William, Fenn John, Low-Cost Air Travel Set For Take-Off, Middle East, no. 341, p. 49
10. Christopher, Ball, Rethinking Hub versus Point-to-Point Competition: A Simple Circular Airline Model, The Journal of Business and Economic Studies, 13, no. 1 (2007): 73.
11. Ibid.
12. Gogo Joins with Allstate to Introduce In-flight Internet Access During Weekend Flights [Professional Services Close  Up], TCM News.
13. Ibid.
14. Ibid.
15. Gogo Joins with Allstate to Introduce In-flight Internet Access During Weekend Flights [Professional Services Close  Up], TCM News.
16. Ibid.

Background

Safety is a core value in the aviation industry that involves considerable cost and effort in every operational process. The provision of air transportation services requires the cooperation of numerous stakeholders, such as airlines, airport operators, government authorities, and passengers. Airports and Air Navigation Services (ANS) play a pivotal role in aviation safety, sustainability, and efficiency (Boyd, 2017). In the contemporary world, the air transport industry is essential for every country to meet broader economic, environmental, and social objectives.

International Civil Aviation Organization (ICAO) has always prioritized safety in all aspects and processes involved in the air transportation sector. In particular, ICAO identifies and monitors three categories of its safety oversight index:

• operations;
• air navigation (aerodromes and ground aids (AGA) and ANS);
• support functions (GASP key concepts and metrics, no date, para. 12).

As can be seen, ground handling services, primarily executed on the ramp, and ANS are critical for efficient operations and aerodrome safety.

Purpose

This report explores the TAM Airlines Airbus A320 crash in Sao Paulo, Brazil, in the context of airport safety. It has been determined that airport conditions played a significant role in the accident; however, an overview of various factors contributing to the disaster must be provided first. On July 17, 2007, the regularly-scheduled domestic flight JJ 3054 departed from Salgado Filho International Airport in Porto Alegre, Brazil (ASN aircraft accident Airbus A320-233 PR-MBK, 2007, para. 1). The Airbus A320 registered as PR-MBK was to land on runway 35L, notorious for difficult approach and short length (Sturcke, 2007, para. 1). The adverse weather along the route and in Sao Paulo complicated the situation. As the plane landed at Congonhas Airport, it overran the runway, crashed into a warehouse, and exploded in flames, killing 181 passengers and six crew members on board and 12 people on the ground (ASN aircraft,2007, para. 2). This report aims to analyze the Congonhas Airport safety conditions at the time of the accident and at present, provide a comparative analysis of the situation in 2007 and today, and propose measures for improving airport safety.

Analysis of the Airport Safety Conditions at the Time of the Accident

Sao Paulo Congonhas Airports safety conditions were identified as one of the possible operational aspects contributing to the accident. Apart from this factor, the crews insufficient training and experience on the A-320 aircraft type, cockpit coordination, management planning, perception error, and loss of situational awareness were determined as main contributors (ASN aircraft, 2007). Furthermore, headache reported by the pilot in command (PIC), crews application of the commands, flight indiscipline, environment influence, flight planning, and anxiety and stress in the pilots were reported as undetermined factors (ASN aircraft, 2007). It is evident that the contributing effects are cumulative, and the accident should be studied in a broad context; however, this report focuses primarily on the airport safety impact.

In 2007, Sao Paulo Congonhas Airport was regarded as the busiest airport in Brazil, operating international and domestic flights and providing aviation services. According to CENIPA (2009, p. 16), it had two asphalt landing-and-takeoff runways: the main runway (17R/35L), measures 1945 x 45 meters; and the auxiliary runway (17L/35R), measures 1435 x 45 meters. As presented in Figure 1, the airports location in a densely populated residential area resulted in high noise levels and exposure to possible accidents for citizens. Consequently, some of the residents demanded the closure of the facility since plane climbs and final approaches carried out over residential buildings implied safety risks. However, the location near business centers of the city was considered a key factor contributing to the high demand for flights.

In 2005, the report on airport inspection by the Civil Aviation Department (DAC) mentioned the non-conformity of conditions. The lack of Runway End Safety Area (RESA) in each end of the runways 17R/35L and 17L/35R was determined, and the deadline for corrective action was set to August 30, 2006 (CENIPA, 2009, p. 18). Nevertheless, by the time of the accident, no safety areas crucial to prevent the consequences of runway excursion were ensured. The runway 35L, where an Airbus A-320 operated by TAM Airlines landed, and the crash site are depicted in Figure 2. As per CENIPA (2009), even though the airport operated international flights and utilized aircraft with a capacity of over 60 passenger seats, it did not possess the Operational Certificate prescribed by the Brazilian Aeronautical Certification Regulation. The airport was not certified and lacked an approved Airport Operations Manual.

Another important factor considered in the investigation of the accident was the risk of aquaplaning. It occurs when tires grip on the roads surface is compromised by water buildup resulting from rainfall (Beljatynskij, Prentkovskis and Krivenko, 2010). Under such conditions, the aircraft requires a longer distance to stop, especially when exposed to cross-winds. Paired with a short length of the runway, heavy rains prevailing at the airport area over the previous 24 hours before the TAM Airbus arrival complicated the landing.

In this regard, airdrome safety measures for preventing incidents in different weather conditions should be studied. In 2005, the rugged pavement was placed on the main runway at Congonhas Airport as a result of continuous complaints from pilots in rainy periods (CENTIPA, 2009). Such a replacement aimed to improve the operational safety and ensure the desired levels of friction on critical segments. Even though the measurement of the new pavements characteristics showed acceptable values, friction issues began to occur several months after. Furthermore, the efficient water drainage during heavy rains was complicated by declivity problems (CENTIPA, 2009). According to the report by LADB Staff (2007, p. 1), the grooving of the runway was scheduled for after July 28 to ensure the settlement of the concrete. Thus, even though the airstrip had been recently resurfaced, the lack of grooves did not allow it to provide better braking under adverse weather conditions.

It is worth noting that TAMs PR-MBK aircraft was not the first victim of runway 35L. As stated by Sturcke (2007), two smaller planes skidded off the airstrip the day before the deadly accident. In particular, Pantanal Linhas Aéreas ATR 42-300 slipped off the runway; however, no one was injured (Flores, 2007). These incidents were regarded as critical since the runways operating conditions may have affected the crews performance from a psychological perspective, considering the state of anxiety & in the cockpit (ASN aircraft, 2007, para. 30). This aspect was considered undetermined in the report since the psychological influence was impossible to be confirmed in factual terms (ASN aircraft, 2007, para. 32). At the same time, Sandra Assali, the president of the Brazilian association of friends and relatives of air crash victims, called the TAMs horrible plane crash a tragedy foretold, an accident in waiting (Sturcke, 2007, para. 4). The combination of environmental factors, such as the runways short length and operating conditions and the lack of luminosity due to night time, appear to have played a fatal role in the accident.

Assessment of the Current Conditions and a Comparative Analysis

Current Conditions at Congonhas Airport

After the TAM plane crash in 2007, the number of operations at the airport was significantly reduced. In particular, all international flights, including connection, charter, and stopover flights, along with some private jet trips, were temporarily banned. Only direct connections to certain Brazilian cities continued to operate using an alternative runway. The airport reduced the landing slots aiming to increase safety margins (Congonhas Airport, 2010). Furthermore, as shown in Figure 3, the requirements for the actual landing distance differ for wet and dry runways and must be met to ensure airport safety.

Adjustments were made to runway 35L to better comply with safety requirements after the accident. It had been closed for about 45 days and reopened after undergoing an $8 million resurfacing and runway grooving programme (Flores, 2007, para.7). The ICAO guidelines emphasize the importance of the RESA; however, the lack of room to extend the runway did not allow such an implementation. As a result, the runway was reduced to accommodate a 230 m long RESA, as depicted in Figure 4 (Pacheco, Camargo, and Halawi, 2020, p. 4). Safety conditions required immediate measures to be taken after the 2007 deadly accident.

A discussion of the expansion of Sao Paulos two airports arose, and the possibility to construct a new one was mentioned. However, at the time, the enlargement of the existing Guarulhos Airport seemed to be a more feasible option (Congonhas Airport, 2010). Nowadays, the completion of a new airport at Caieiras, 40km north of the city is expected by 2024 with an annual capacity of 48 million passengers (New São Paulo International Airport, no date, para. 1). However, this report focuses on the Congonhas Airport conditions and possibilities for improvement.

Thirteen years after the deadliest accident in Brazil and the whole of South America, Congonhas Airport continues to operate flights. Having lost its passenger traffic primacy to Guarulhos International Airport, it is now regarded as the second busiest and one of the most dangerous airports in the world (McFadden, 2020). According to Visnevskyte (2020), Congonhas Airport transported approximately 21 million passengers in 2019. It lost its international status as a result of restrictions imposed to improve airport safety. At present, 30 operations per hour with narrow-body aircraft are permitted, with the majority of flights being domestic (Visnevskyte, 2020, para. 27). However, the accident demonstrated the need for RESAs to be established to decrease associated safety hazards.

Comparative Analysis of Safety Conditions

As discussed in the previous section of this report, there are several main issues associated with Congonhas Airport safety:

• no RESAs to prevent the consequences of runway overrun;
• the short length of the main (17R/35L) and auxiliary (17L/35R) runways;
• the airports location in a densely populated residential area;
• runway grooving issues.

The comparative analysis of the conditions at the time of the accident in 2007 and at present shows that while some issues were resolved, others remain relevant. Congonhas Airport is surrounded by residential buildings and, as a result, little space is available for extending its runways. RESAs were implicated following ICAOs safety protocols; however, the runway dimensions of 1940 x 45 meters for the main runway and 1435 x 45 for the auxiliary runway have hardly changed (SBSP Congonhas Airport, 2021). To address the location problem, airport operations were altered, and the number of landing slots, as well as maximum allowable aircraft gross weight, were reduced. Furthermore, operating times were restricted to 6:00 to 22:30 hours (CENIPA, 2009). Finally, aquaplaning risks were addressed by the airport authorities through runway resurfacing and grooving (Flores, 2007). Nevertheless, safety conditions can be improved further to eliminate the risk of accidents.

Proposals for Improvement

Based on the analysis of the current conditions and safety at Congonhas Airport, the following measures are recommended for implementation:

• to begin the certification process of the airport to ensure full compliance with safety requirements;
• to ensure consistent control of the friction measurement tests on the runways (ASN aircraft, 2007);
• to issue an approved Airport Operations Manual with established procedures and parameters for guaranteeing safety in case of adverse weather conditions;
• to inform the airlines operating at Congonhas Airport about risks associated with water buildup during landing and takeoff;
• to restrict the types of aircraft that imply risks and challenges for pilots during landing and takeoff, which can be aggravated by weather conditions;
• to ensure the appropriate illumination of the parking ramp (ASN aircraft, 2007).

The implementation of these measures can deliver improvement to Congonhas Airport safety since it addresses the risks that became fatal to TAMs Airbus A320 in 2007. Hence, the procedures suggest ensuring appropriate airport conditions and efficient communication between airport authorities and airlines, critical for a safe operational environment.

To summarize, ground handling services and appropriate airport design are critical to aerodrome safety and efficient operations. The environmental factors contributed to the tragic fate of TAM Airlines flight JJ 3054 and identified the need to meet the critical requirements and improve the airports services. As can be seen from this report, while some of the Congonhas Airport conditions have improved, others still pose challenges for the aircraft utilizing its runways and need to be addressed.

References

A320, São Paulo Congonhas Brazil, 2007 (2007). 

ASN aircraft accident Airbus A320-233 PR-MBK (2007).

Beljatynskij, A., Prentkovskis, O. and Krivenko, J. (2010) The experimental study of shallow flows of liquid on the airport runways and automobile roads, Transport, 25(4), pp.394-402.

Boyd, D.D. (2017) A review of general aviation safety (19842017), Aerospace medicine and human performance, 88(7), pp.657-664.

CENIPA (2009) Final report A  Nº 67/CENIPA/2009.

Congonhas Airport (2010).

Flores, J., Jr. (2007) TAM A320 crashes in Sao Paulo.

GASP key concepts and metrics (no date). Web.

LADB Staff. (2007) Worst air crash in Brazilian history severely aggravates aviation crisis. Web.

McFadden, C. (2020) Top 10+ scariest airports in the world.

New São Paulo International Airport (no date). Web.

Pacheco, G., Jr., Camargo, M. and Halawi, L. (2020) An evaluation of the operational restrictions imposed to Congonhas Airport by Civil Aviation Instruction 121-1013, International Journal of Aviation, Aeronautics, and Aerospace, 7(2). Web.

SBSP Congonhas Airport (2021).

Sturcke, J. (2007) Pilots wary of infamous Sao Paulo runway, The Guardian. 

Visnevskyte, E. (2020) Situation in South Americas busiest airports. 

As temperature increases, at a constant volume, pressure also increases with the magnitude depending on the level of temperature for laryngeal mask airway made of silicon rubber. This research paper presents a calculation to show this effect due to decreasing barometric pressure. In addition, the complications of these changes on mask airways made of silicon are applauded.

The initial volume=18ml (constant)

Initial temperature= 20c and has changed to 138c

Initial Atmospheric pressure= 101kPa, and final?

Final kPa=138c*101kPa/0.2= 690.1

Thus, at a temperature of 138c and constant volume, the pressure inserted on pharyngeal silicon rubber cuff equipment will be 690.1 kPa.

From this observation, it is clear that mucosal ischemia sequelae vary with change in pressure and duration in which ischemia is applied. Effective and safe airway management is essential for quality anesthetic practice for laryngeal airway masks (Brimacombe, Laupu, and Keller, 2005, p.09) As seal pressure increases, insertion of silicon mask may prove difficult and may result in airway obstruction (Catherine, Neil, and Anthony, 2007, p.04). At higher temperatures, the microbiological examination may be slightly difficult, and reprocessing not very efficient (Crawley, and Cross, 1986, p.07). Since reprocessing requires alkylamine derivative disinfection, thorough checking is essential to ensure there is no rubber defect (Asai and Brimacombe, 2000, p.17). Generally, at higher pressure, the rubber silicon is likely to inflate, bulge, and be porous. After alkylamine disinfection, the use of ultrasound alongside disinfectant solutions that contain ammonia in an inflated silicon rubber might induce a chemical reaction (Henning, Sharley, and Young, 2004, p.21). In the end, the ultrasonic bath may make the surface of the silicon rubber rough, rugged, and aerated (Keller, Brimacombe, Bittersohl, Lirk, and von, 2004, p.13). Since contamination can only be detected by viewing brightness contrast and structural changes, combi tube images resulting from this process will appear torn at the adhesive area on the edge at both ends of the proximal cuff. Thus, small fissures will appear scattered on the surface (Martin, Ochsner, and Jarman, 1999, p.08). However, since the pharyngeal silicon rubber cuff is thick and high pressured, these tinny fissures have no substantial impact on the functionality and stability of the airway equipment (Smith, and McArdle, 2002, p.14).

Conclusively, reprocessing is essential in saving money (Seeglobin, and Van, 1984, p.09) However, functional, usability, and hygiene must be looked into when performing this process (Scanlon, Carey, Power, and Kirby, 1993, p.12). As a matter of fact, any damage asa a result of component or product reaction should be eliminated by bio-indicators. Matrix structure and surface defects should be preempted.

References

Asai, T. and Brimacombe, J. (2000) Cuff volume and size selection with the laryngeal mask, Anaesthesia, Solihull: BMJ

Brimacombe, J., Laupu, W. and Keller, C. (2005) Time to dispose of the non-disposable LMAs, London: Anesth-Analg

Catherine, M., Neil,P. and Anthony, B. (2007) Endotracheal tube and laryngeal mask airway cuff volume changes with altitude: a rule of thumb for aeromedical transport, London: bleetman

Crawley, B. and Cross, B. (1986) Tracheal cuffs: a review and dynamic pressure study. Anaesthesia, Solihull: BMJ

Henning, J., Sharley, P. and Young, R. (2004) Pressures within airfilled tracheal cuffs at altitudean in vivo study. Anaesthesia, Solihull: BMJ

Keller, C., Brimacombe, J., Bittersohl, J., Lirk, P. and von, G. (2004) Aspiration and the laryngeal mask airway: three cases and a review of the literature, London: Free Press

Martin, S., Ochsner, M. and Jarman, R. (1999) et al Use of the laryngeal mask airway in air transport when intubation fails, J TraumaInj Infect Crit Care, Solihull: BMJ

Scanlon, P., Carey, M., Power, M. and Kirby, F. (1993) Patient response to laryngeal mask insertion after induction of anaesthesia with propofol or thiopentone, London: Can J Anaesth

Seeglobin, R. and Van, H. (1984) Endotracheal cuff pressure and mucosal blood flow: endoscopic study of four large volume cuffs, Solihull: BMJ

Smith, R. and McArdle, B. (2002) Pressure in the cuffs of tracheal tubes at altitude. Anaesthesia, Solihull: BMJ

Nuts! Southwest Airlines Crazy Recipe for Business and Personal Success is based on what can be referred to as the success story of Southwest Airlines. It is a guide towards how to achieve success in business, harsh as the business world today may appear to be.

Southwest Airlines is the largest airline in the United States. Situated in Dallas, Texas it had the largest number of passengers carried in the world domestically as of December 31, 2007. Other successes include that the airline maintains the third-largest fleet of aircraft in all of the worlds commercial airlines.

In a report dated July 12^th, 2008, the airline operates three thousand five hundred flights approximately per day and it is known to have carried more customers than any other U.S airline for both domestic and international passengers and it posted a profit for the thirty-fifth consecutive year in the month of January the year 2008 making it one of the worlds most profitable airlines.

The book tempts one to look at the history of Southwest Airlines which originally served only three cities in Texas in 1967 that is Dallas, Houston, and San Antonio. As is familiar in the business world, other airlines of the time took legal action in a bid to keep Air Southwest on the ground but it eventually succeeded when the supreme court gave the airline a go-ahead to fly in Texas in 1970.

That legal fight story was later turned into a childrens book Gumwrappers and Goggles by Winifred Barnum and then adapted into a stage musical Show your Spirit which was sponsored by Southwest Airlines and played in the towns serviced by the airline. This appears a lot like the idea of the airlines founder and CEO Herb Kelleher who not only strives to build a dedicated and productive workforce but is also determined to make flying be a fun-filled experience for everyone one who flies with Southwest Airlines.

The book is divided into four parts; The first, A legend Takes Off: The Southwest Spirit is born, shows how the Airline fought to get off the ground and of the innovations that came about even in the midst of the fires of tough competition and how the airline was finally able to create a corporate personality. It tells of how the small regional airline prospered in the midst of deregulation within the industry, a number of recessions, and an oil crisis to boot to become the worlds safest and most punctual airline. Apart from its first year, the airline has all along enjoyed profitability and massive stock growth.

In the second part, Basics Gone Nuts: Doing Business Basics with a Southwest Twist, the reader is taken through the founders secrets of success in Hiring for Attitude and training for Skills. One gets an overview of the companys recruitment and hiring practices which are built on the idea that humor has the ability to help people or company employees to thrive during change, to remain creative and active under pressure, to work more effectively at all times, to be able to play more enthusiastically and in the process be able to stay healthier.

The Human resources department looks at employees as more than just resources within the organization but as real people whose satisfaction is valued and respected. This explains why Southwest airlines hire for attitude and trains for skills and also for the reason that fun can counterbalance the stress associated with hard work and competition.

Kelleher emphasizes that life is too short, hard, and serious for most people especially business people for them not to be humorous about it which is the reason fun in Southwest Airlines is taken very seriously among the working crew or staff and the airlines clients. The idea behind it is that nowadays, most people work smarter, harder, and faster than ever as a result of the changes that need to be embraced especially in the business world. This has resulted in people losing touch with the lighter side of life. Most organizations expect their employees to be serious and businesslike and follow a lot of bureaucratic practices like checking the employees personal baggage at the door before getting into the office. In such organizations, humor is viewed as unprofessional and reserve for children and not professionals.

In Southwest airlines, humor is encouraged since they believe that failure to do so in the workplace not only undermines the production capacity, the creativity of the employees, their adaptability, and their morale, but it can end up driving people crazy. The airline also discovered that by putting humor on top of the list during recruitment and hiring they are able to nourish joy, pride, and fun in those working for them on and off the job. This has seen the company achieve the dream of satisfying the work and job security for a lot of people which many organizations might not be in a position to offer their employees.

The book shows how in Southwest Airlines, professionalism has gained a whole new meaning where the professionals are empathetic and believe that the business of business lies in making a profit by serving people and making live more fun for those being served and those serving them. Their kind of professionalism is practiced with flair and without offending those who think of themselves as professionals. The airlines customers appear to be content with this kind of service judging from the positive comments customers give in their letters of unique experiences with Southwest Airlines.

This kind of professionalism if adopted in organizations today will allow employees to be authentic and real in their workplace. This will enable them to express themselves realistically and creatively as has been done in Southwest airlines where the employees influence the uniqueness of the airline through the projection of their own individuality. The advantage is that a better relationship is enhanced between the employees and the customers who find themselves drawn to the Southwest employees.

From the book, Southwest Airlines is probably one of the few companies where fun, humor, and laughter are treated as life-enhancing gifts. A relaxed atmosphere is created and it gives people the freedom they require to play and have fun while still working.

The third part, Nuts Gone Basic: Doing the Extra Special Exceptionally Well, is among other things about the importance of celebrating the milestones the organization makes, giving back to society in various ways, or social responsibility. It also gives some very useful tips on advertising which if adopted by other organizations can be of great use and also the importance of treating both the employees and customers with care.

The fourth part The Legend Lives on: Leadership Spices It Up provides useful information which can be of great use especially for those in leadership positions in organizations. This tends to take one back on the part on how to think like owners as opposed to nonowners and how that can be adopted in organizations to bring out the potentials of the company and those working there. Since ownership is considered to be a state of mind, one is fully engaged to be active in pursuing the organizational objectives because owners are likely to focus on the business implications of their actions regardless of what others think about it, unlike the nonowners who live by the laid down rules.

In conclusion, Southwest Airlines success can thus be attributed to among other things, the hiring of self-driven people who have an entrepreneurial drive and enthusiasm, the company therefore assumes the role of creating a suitable environment that nurtures that entrepreneurial spirit to bring out the employees full capabilities while boosting the organization in various ways.

Reference

Freiberg, K., Freiberg, J. (1998). Nuts! Southwest Airlines Crazy Recipe for Business and Personal Success. Bantam Doubleday Dell Publishing Group.

The adverse influence on environment prompted aviation to develop effective initiatives. United Airlines has designed several strategies while ensuring environmental sustainability. The companys fuel efficiency, materials management, low-carbon fuels, and partnership with environmental organizations are clearly communicated initiatives that can motivate other airlines to launch similar projects.

United Airlines makes tangible efforts to decrease its environmental impact. The airline has boosted fuel efficiency by 45 percent since 1990 and aims to reduce emissions by 50 percent by 2050 (United Airlines, n.d.). It also tries to minimize waste onboard through recycling, refusing from duty-free products, and lowering weight of the inflight magazine (United Airlines, n.d.). The company cooperates with AltAir Fuels, which supplies it with sustainable biofuel, and Fulcrum BioEnergy, which provides low-cost aviation fuel made from waste (United Airlines, n.d.). The airline works with Conservation International, offering customers to purchase its carbon offsets and helping agencies that counteract the illegal wildlife trade (United Airlines, n.d.). Thus, it proves that aviation can use many options to lessen its carbon footprint.

Environmental sustainability initiatives of United Airlines are explicitly presented on the official website. It dedicates special attention to the achievements and plans to enhance environmental protection: corresponding sections include easy-to-locate, exhaustive, and lucid descriptions of related projects. One can notice links to further detailed information that illustrates the companys commitment to overcoming environmental issues. The possible area of improvement in communicating the airlines efforts could be an emphasis on social media networks. Consequently, more people will be aware of United Airlines strategies toward environmental sustainability.

United Airlines embodies its environmentally conscious position in improving fuel efficiency, materials management, using biofuels, and cooperation with environmental organizations. The strategies are easy to determine on the companys website. Nonetheless, engaging social media for this purpose can help the airline communicate sustainability efforts more efficiently.

References

United Airlines (n.d.). Eco-skies. 

Research Problem and Rationale

Nowadays, the topic of human impact on the environment is an urgent aspect. It is argued by the fact that the eco-friendly trend is becoming more popular due to the harmful effects of industry on nature. Scientists are concerned that further human activities without appropriate intervention could seriously damage or destroy the Earths ecosystems. Based on this, many large companies have reorganized their policies in an eco-friendly manner, which has improved the situation. One utilizes safe materials, reduces plastic utilization, shortens carbon emissions, etc. In the selected article, Lynes and Dredge (2014) analyze the internal management processes of the eco-friendly policy of Scandinavian Airlines. The aim is to consider whether the author answered the question posed and whether all the points were covered.

Air transportation is one of the growing types of transport, which formulates an increase in the problems associated with it. Lynes and Dredge (2014) established that the most common issues are the high levels of noise and pollution and the negative environmental impact. In this regard, the topic of incentives and motivation for companies to follow the eco-friendly trend is relevant, and it is necessary to understand the mechanisms that encourage a decrease in the impact on the environment. The purpose of the authors work was to consider the interest of Scandinavian Airlines (SAS) in improving the methods of environmental protection. It is necessary to analyze in detail the mechanisms involved in creating strategies and motivation to improve the ecological aspect of companies. Depending on environmental factors, it will enhance existing instruments and create a foundation for building new ones.

The articles purpose statement was clearly stated since the authors indicated the rationale by which the relevance of the topic was determined. Thus, the task was to study in more detail the systems of motivation and rewards involved within the company regarding decision-making. It is formulated by the fact that the information obtained through these issues is valuable for developing methods for the rational use of natural resources (Lynes and Dredge, 2014). In addition, it is crucial to understand the values and principles that guide the company in terms of environmental impact. All of the above articulates the rationale within the framework of which the purpose statement was clearly defined.

Among the arguments provided by Lynes and Dredge (2014), the predicted increase in air transportation and the impact on the environment are primarily highlighted. Even though companies are trying to reduce pollution, air travel is still a significant contaminant. Moreover, given the increase in the level of air travel, respectively, the level of pollution is also expected to increase. Furthermore, the study of issues of internal processes for improving environmental impact will become the foundation for the development of new strategies. Finally, Lynes and Dredge (2014) argue that in recent years there has been a shift in the understanding of the mechanics of environmental policymaking. In this regard, it is vital to analyze the role of social science in the development of environmental policy.

One can highlight several aspects of where the authors have selected the arguments they provide. First, the argument stating the need for this study due to the increasing popularity of air transport was taken from theory. Thus, Lynes and Dredge (2014) found facts in the relevant literature confirming that the number of passengers, aircraft, and flights is increasing. From this, it was concluded that an increase in pollution is expected due to the increasing amount of air transport. Moreover, the authors indicated that the study of this issue could become the basis for developing further strategies, which were selected from prior research.

To achieve the papers purpose, the authors identified several research questions that were implied but not clearly stated. Primarily, these included identifying the pledges the company made in terms of improving the environmental impact and the extent to which these pledges were carried out. Further, the specific actions of the Scandinavian Airlines company to fulfill the promises and the responsibility that the company bears were determined. Lynes and Dredge (2014) indicated the level of involvement in the international discussion about the environmental situation. It implies participation in global trends, summits, and conferences, as well as the degree to which established procedures are followed to level the impact on the environment.

Methodology

In this study, the participants used a mixed approach to data collection, however, a qualitative non-probability sampling strategy forms a basis. Primarily, it is formulated by the authors determining where and with what population it is necessary to start research and collect data. In this case, Lynes and Dredge (2014) used a specific sample cluster, namely data and interviews with a Scandinavian Airlines employee about general strategies, history, and environmental policies. As a result, the final sampling contained confirming cases, namely, information demonstrating the growth of the eco-friendly trend.

As a qualitative design, the authors applied specific approaches, including procedures for the efficient collection of the necessary information. Thereby, it included a review of published and unpublished literature containing information about the company. This information includes facts about the company, various reports, and supporting or refuting documentation. Moreover, it is worth noting that Scandinavian Airlines was chosen by the authors since the company is a large commercial organization. Furthermore, SAS has a leading position in the field of environmental protection and an open policy that promotes research.

As already indicated, Lynes and Dredge (2014) utilized a mixed approach to selecting the necessary information. Thus, one can argue that the method of triangulation was used, namely, the application of different methods to address the same study. In the first stage, the necessary theoretical base was analyzed and selected, including literature, documentation, and reports. Further, in-depth interviews were conducted in Sweden and Denmark for six weeks in 2002 (Lynes and Dredge, 2014). In addition, interviews were conducted with employees from various levels to consider the research topic from different points of view.

Considering the research methods and the procedure for finding information, one may notice that the authors paid considerable attention to the aspect of credibility. It is primarily formulated by the reliability of the selected sources, namely literature, reports, and documentation. Further, the aspect of confirmability was also taken into account since the sources are in the public domain and, if desired, one can analyze and undermine the facts presented. Finally, Lynes and Dredge (2014) took into account the transferability factor, namely the possibility of applying the chosen study methods to another question. Thus, in-depth interviews, analysis, and synthesis of the necessary literature, reports, and documentation can be made in the aspect of studying other issues.

Results and Conclusions

Contextual information was analyzed in terms of comparing background reasons for following the eco-friendly trend and interview results. Thus, the authors found that the main driving forces for businesses to comply with environmental standards lie in several aspects. First, organizations follow not only moral standards but also financial benefits, namely, reducing resource consumption and waste disposal costs. Moreover, among the reasons is the reduction of regulatory bodies and the gaining of a competitive advantage. Finally, a significant reason is the consolidation of a positive image in the market as a good corporate citizen (Lynes and Dredge, 2014). The above items constitute contextual information that has been reviewed for relevance to Scandinavian Airlines reasons for following an eco-policy.

The major findings of the study were to establish the reasons why the SAS is trying to reduce the impact on the environment and the extent to which they correspond to those previously determined. Thus, Lynes and Dredge (2014) pointed out that the driving forces identified during the interviews can be understood as the interaction between markets, science, the social system, and the political/institutional system. These include environmental managements financial costs and benefits and adherence to the regulatory framework. Moreover, it articulates the desire to be a good corporate citizen, the airlines image, and its relationship with the aviation community. Thus, Lynes and Dredge (2014) concluded that most of the causes of SAS correspond to the generally accepted and previously identified reasons for following an eco-friendly trend.

Despite the above conclusions, during the interviews, the authors encountered two problems in terms of environmental policy. Firstly, passenger pressure was not the decisive reason for improving the ecological impact. It is articulated by the fact that citizens have a certain amount of trust in companies and are convinced that they work for them. In addition, the environments conclusions were the fact that SAS employees do not consider the company to be completely green but only greener than others (Lynes and Dredge, 2014). It is because fuels, consumables, de-icing chemicals, oils, and cleaners that are burned have a negative impact in one way or another. Interviewees reported that the most critical task of building eco-policy among global companies is the leadership role of those who achieved progress on this issue (Lynes and Dredge, 2014). It will help to attract more and more businesses in the direction of the eco-friendly trend and improve the situation.

Critique

Talking about whether the researchers made a credible case for the need for the chosen study, one can highlight several aspects in favor of the authors. First, among all companies, Scandinavian Airlines is the most relevant example as it follows the practices necessary for compelling study. These include leading positions in the eco-friendly trend, openness policy, and availability of relevant information about the airline. Further, this case fully demonstrates not only the causes and consequences of SAS following environmental policies but also general information about the topic using the example of the global community. Moreover, the authors clearly showed the need for this study, which is augmented by the increase in the popularity of air transport. In turn, it implies an increase in environmental pollution and negative consequences.

My assessment of how the authors addressed credibility, transferability, dependability, and confirmability lies in the analysis of the research methods chosen. In other words, the researchers paid considerable attention to the selected items, which articulates a positive aspect of the study. Primarily, it lies in the reliability of the selected sources for finding evidence and confirming the theses put forward. Thus, officially published and unpublished literature, documentation, and reports were used. In addition, one can confirm and find the facts provided in the study since the sources are in the public domain. Finally, relevant research methods were applied in the work that can be used to study other issues that shape transferability.

The thick description presented in the study thoroughly explains the context in which the topic question was considered. In other words, an up-to-date explanation was given not only of the importance of this study but also of the reasons for following eco-friendly practices for the selected company and the global community. Moreover, the conjectures and conclusions were supported by data, namely facts from the theoretical base. It is formulated by confirmed information about the growing danger to the environment due to the increase in air transport. In addition, data about the company were taken not only from text sources but also from personal communication with the interviewed employees.

The studys strengths are, as already indicated, the sources reliability and confirmability aspect. In addition, the authors used personal communication with employees, which made it possible to consider the issue from an internal perspective in detail. Further, the relevance of the topic and the topicality of the case formulate the strengths of this study because they touch on an essential topic in a global aspect. Among the weaknesses, one can highlight the lack of delineation of further research on this topic. I give considerable credit to this study as relevant and strong pieces of evidence have been provided. Finally, the researchers fully revealed the background of the topic, which formulates the contextual aspect.

Reference

Lynes, J. K., & Dredge, D. (2014). Going green: motivations for environmental commitment in the airline industry. A case study of Scandinavian airlines. Journal of Sustainable Tourism, 14(2), 116-137.

Introduction

Existing scholarship shows that leaders, through their leadership styles, approaches and practices, have the capacity to positively or negatively influence outcomes for their respective business organizations, employees, customers and stakeholders. Indeed, in the turbulent business environment of the 21st century, many organizations have managed to remain competitive courtesy of effective leadership skills and practices (Gittell, 2005). In this paper, I undertake an analysis of Gary Kelly and Southwest Airlines, the organization he leads, before analyzing the relationship between his leadership style and the health of the organization.

Leadership Style Analysis

From the information contained in media reports, I argue that Gary Kelly, the chairman, and CEO of Southwest Airlines, practices servant leadership. The characteristics of servant leadership as listed in Avolio et al (2009) include listening, empathy, healing, awareness, persuasion, conceptualization, foresight, stewardship, commitment, and building community (p. 436). I draw on existing literature to demonstrate that Gary has made himself a servant of the people if functional attributes of servant leadership (e.g., vision, honesty, trustworthy, service-oriented, appreciation of others and empowerment), as well as accompanying attributes (e.g., good communication between leader and follower, active listening, credibility, competence, encouraging others, mentoring others and delegation of duty), are taken into consideration (Avolio et al., 2009).

From the media reports, I uncover a number of attributes in the CEOs leadership style that are servant-oriented and fit into the above scope. For instance, the CEO lays much emphasis on the importance of caring for people (employees), puts employees first and listens to their concerns, believes that leadership is more a function of peoples relationships than position, empowers employees and shares with them his vision for the future, and demonstrates genuine concern for subordinates career growth and development by providing support and mentoring, along with using actions and words to make it clear to employees that satisfying their work needs is a priority (Hall, 2010; Mouawad, 2010). From these attributes, I contend that the theoretical underpinning of Garys style of leadership lies in being a servant first before aspiring to become a leader, otherwise known as servant leadership.

Organization Analysis

Moving on, I contend that Southwest Airlines is the best carrier in the United States going by figures contained in media reports. In 2009, for instance, the airline flew 86 million passengers to destinations across the United States and abroad. Having started as a low-cost carrier, Southwest now operates more flights a day than any other American airline, not mentioning that it owns a fleet of 544 planes, serves 69 domestic cities across the United States, and recently acquired AirTran Airways to expand its business operations when many other airlines were making huge losses in the industry (Mouawad, 2010). Although stakeholders argue that Southwests success was built on a signature cocktail of low costs, low fares, regular flights and a sustained expansion into new markets (Mouawad, 2010), I am of the considered opinion that this success continues to be oiled, expanded and sustained through the carriers exuberant employees, freewheeling (Fun-LUVing) culture, and top managements commitment to the growth and wellbeing of employees.

Relationship between Garrys Leadership Style and Southwests Health

There is no doubt in my mind that Garrys leadership style has contributed substantially to the growth and competitiveness of Southwest Airlines. As a matter of fact, it is easy to draw a correlation between the CEOs servant leadership practices (e.g., caring for people, leading with a servant heart, putting employees first, listening to employees concerns, recognizing and appreciating employees efforts, establishing trusting relationships with employees and empowering them to grow) and the vibrant growth of the organization in terms of maintaining record ticket sales, having a large fleet of planes, and recording double-digit growth when other carriers are making huge loses.

Consequently, in my considered opinion, I argue that these leadership attributes have enabled the company to record sustained growth over the years through the establishment of competitive abilities, including strong organizational culture, internalization of the warrior spirit and employee commitment. The central idea of this claim, in my view, rests on the already proved correlation between the type of leadership style and organizational performance (Gittell, 2005).

More than anything else, Garrys leadership style has enabled employees to identify with the mission and vision of the company and to internalize a perception that they must be successful in whatever they do if Southwest is to remain competitive (Mouawad, 2010). The CEOs servant leadership style, in my view, is in alignment with Southwests corporate culture of having a fun-filled workplace environment, which encourages employees to work as a team with shared goals and objectives and to give their all in assisting the carrier to stay at the top. Consequently, it is correct to argue that the servant leadership approach demonstrated by Gary Kelly has enabled the company to make huge investments on employees, which in turn has positively affected its bottom-line performance and growth through high employee motivation, commitment, and empowerment.

Conclusion

In view of this exposition, I confidently conclude that there is a positive correlation between Garrys servant leadership style and the continued growth of Southwest Airlines. In retrospect, it is Garrys leadership style that continues to motivate employees to give their optimal productivity, hence contributing positively to the performance and competitiveness of the organization.

References

Avolio, B.J., Walumbwa, F.O., & Weber, T.J. (2009). Leadership: Current theories, research, and future directions. Annual Review of Psychology, 60(1), 421-449. Web.

Gittell, J.H. (2005). The Southwest Airlines way (1st ed.). New York, NY: McGraw-Hill. Web.

Hall, C. (2010). Southwest Airlines CEO is defining himself as a leader  without bag fees. Dallas News. Web.

Mouawad, J. (2010). Pushing 40, Southwest is still playing the rebel. The New York Times. Web.