THE CONCEPT OF A BUSINESS MODEL FOR AN AIR CARRIER IN SLOVAKIA

Determining the operating airline's business model is among the strategic decision, particularly for emerging airlines. A suitable and correct business model is an essential prerequisite for the company to establish itself in the market and be competitive successfully. This paper aims to design a specific business model for an air carrier, considered a national air carrier in Slovakia. Slovakia currently has no national air carrier, which would contribute to the development of passenger air transport and would reflect the domestic population's current needs and help increase inbound tourism. The main goal of the designed air carrier is to contribute to the development of air transport in Slovakia and transport a higher number of air passengers, reaching at least an average increments as in other European Union countries. This study proposes a business model framework applied to the conditions of Slovakia, which analyzes the main trends identified in the literature for designing business models for airlines abroad. In examining various studies, we have identified aspects of business models and the main models used by airlines abroad. We used general methods to process information and assess current trends in air transport. In the study, we apply the list method and the inventory method, focusing on new trends and process management methods in the aviation industry. Finally, we developed a business model for a potential air carrier operating in Slovakia from the acquired knowledge.

Liability of an Air Carrier for Personal Damage

The aim of the study is to present the principles of civil liability for damage caused to a passenger for which an air carrier is responsible, regulated by the Warsaw and Montreal Conventions, and the norms of national law providing issues that are not included in international law acts. The paper presents a historical overview of the applicable Conventions. The provisions of the Polish Civil Code that are useful for interpretation of law institutions and complement the legal norms contained in the Conventions are also presented. The compiled issues put the legal norms contained in various law systems in order by indicating the practical dimension of the pursuit of potential claims by passengers vis-à-vis air carriers. This is followed by a discussion of the grounds for excluding third party liability of an air carrier in case of excessive or illegitimate claims of the carrier’s clients, and of the insurer.

The Resident Subsidy Impact on Regional Air Carrier Route Development: A Case Study

Subsidizing air mobility for Canary Island residents may have an unforeseen impact on regional air carrier route development and this could exacerbate congestion in airports that operate near to their maximum threshold. Reginal routes often require the use of small aircraft such as those from the ATR (Avions de Transport Régional) family. These aircraft types have [some specific characteristics related to its time performance. If airports manage a large proportion of ATR aircrafts, one of their main activities, such as landing and taking off operations (LTO), may become congested, and affect airport capacity. Air carrier economies might be negatively affected because of delays in airport operations. For instance, air carriers’ fuel costs might rise due to aircraft’s increased LTO time. This paper seeks to analyze the impact of regional aviation route development for the Canary airport network; specifically, the effect that it has on airport capacity and air carrier economies.

Nexus of the Location of Performance of an Obligation as the Basis of Jurisdiction in the Brussels I bis Regulation in Cases Versus Air Carriers

As it is correctly emphasized by the European Union (EU) legislator, actions in the field of air transport should aim, among other things, at ensuring a high level of protection for passengers. The paper attempts to discuss the nexus of the location of performance of an obligation as the basis of special jurisdiction in the context of the Brussels I bis Regulation in cases versus air carriers. A passenger’s choice of special jurisdiction based on the nexus of the location of performance of an obligation in the context of Brussels I bis Regulation, applicable to cross-border matters between Member States supersedes general jurisdiction based on the place of domicile of an air carrier. The nexus of the location of performance of an obligation in cross-border disputes resulting from a contract of air transport made between a passenger and an air carrier as a rule enables the passenger to bring an action in a court based in the location of arrival or departure of the flight.

The liability of the air carrier for damages and the state of health of the air passenger •

Viruses can be found everywhere, they are part of the real life of humanity. Air travel is the youngest form of geographical movement, which has become an attainable reality for everyone at the expense of extraordinarily huge efforts and sacrifices. The two realities collided at the end of 2019 and then on 11 March 2020 via the declaration of COVID-19 to be a world pandemic changing the world as known. This paper introduces these two realities and researches their legal relations.Primarily, this paper seeks answers to the question whether pursuant to the Montreal Convention (1999) regulating the liability of the air carrier for damages an event or occurrence deriving from the disease or state of health of the passenger taking place during the operations of embarkation or disembarkation or on board the aircraft is deemed to be an accident. What extent of liability does the state of health of the passenger impose on the contracting parties pursuant to the rules of the Convention and according to legal practice?An answer is provided by unfolding the conceptual elements of accident via legal cases. This introduces the significance of the internal regulations of the air carrier; the situation of passengers in need of special care; examines the existence of medical certificates and deals with the responsibility of the crew for the treatment of acute situations deriving from the state of health of the passenger (heart attack, thrombosis, virus infection etc.)The answer is logical. Pursuant to the Convention, the event or occurrence deriving from the state of health of the passenger does not qualify as accident, consequently, the air carrier shall not liable. However, if in the facts of the concrete case a cause and effect relationship exists between the occurrence of the accident and the negligent conduct of the air carrier, the liability of the air carrier for damages can be established.The study introduces the system of conditions of the liability for damages in full detail, and the causal link producing an accident. The author makes recommendations for and outlines solutions in awareness that despite all real efforts, mankind has not learnt the lesson that the virus is in a winning position.

НАБЛИЖЕНИЙ МЕТОД ЕКСПРЕС-ОЦІНКИ ЕФЕКТИВ-НОСТІ АВІАПЕРЕВЕЗЕНЬ ЗА СОБІВАРТІСТЮ РЕЙСУ ПО-ВІТРЯНОГО СУДНА

It is known that the main goal of passenger and cargo airlines is the most stable profitability with a positive gradient of its growth. This goal is provided by a number of factors, among which the prime cost of operating aircraft (AC) on the routes of passenger and cargo transportation lines plays an important role. Based on the analysis of the world and domestic air transportation market, the article highlights the main factors that determine the level of the cost of flights. The analysis of these factors showed that the cost of flights is a complex multifactorial problem that is solved by air carrier companies sequentially at a number of stages as a large amount of information accumulates.At the same time, an air carrier needs a very approximate, but prompt method of assessing this cost, especially at the stage of its entry into the air transportation business.A detailed analysis of the dependence of the cost of air transportation on the length of the runway, proposed by the General Designer O.K. Antonov for an express assessment of this complex parameter in relation to cargo aircraft, which we have expanded for the type of passenger aircraft. The analysis showed the admissibility of considering the curve Scost=f(LRS) as a function of the mathematical expectation of the cost of air transportation, and the points lying outside this curve as the variance of the cost, i.e. as the risk of choosing an alternative aircraft option.The main factors that predetermine the level of the cost of air transportation have been synthesized, among which the factor of non-stop flight is of particular importance, i.e. range. This made it possible to develop the idea of O.K. Antonov to present as an approximate criterion of efficiency the dependence of the cost of air transportation on the range of the aircraft in the form of a hyperbolic dependence of a similar type.The analysis of the efficiency of the proposed method for assessing the effectiveness of the criterion of the cost of air transportation from the flight range of the aircraft showed the validity of its application for the express assessment of the preliminary choice by the aircraft operator at the initial stage of his development of the air transportation business.

The role of the airline as a logistics provider in the passenger travel chains involving air transport

The article is devoted to the classification of air carrier as a logistics provider. Therefore, in the outsourcing pyramid of logistics providing, the place of the air carrier was determined taking into account its business model: legacy, low-cost, hybrid. Based on this, insourcing pyramid of airline logistics services involving air transport was developed and varieties of 3PL providers were identified: 3–PL, 3PL, 3+PL air carriers. 3–PL air carrier is a logistics provider that provides a range of services within the air supply / travel chain. 3PL air carrier is a logistics provider that provides a range of services in the full supply / travel chain, when booking individual components of such a chain is carried out through the websites of the air carrier and its partners. 3+PL air carrier is a logistics provider that provides a range of services in the full supply / travel chain, when booking such services is carried out integrated through the air carrier's website, and business processes are performed by the air carrier and its partners. It was studied the websites of airlines in order to find out the providing level of modern global passenger airlines operating on legacy, low-cost and hybrid business models and to identify the main trends among air carrier to ensure a complete passenger travel chain. The main feature of the world's air carriers is that most of them provide services at the level of 3PL-provider, and only the world's leading air carriers provide the organization of the passenger travel chain at the level of 3+PL-provider. The generalized scheme of providing for a passenger travel chain involving air transport for the purpose of definition of a role of each type of logistics provider and their collaboration in such chains was constructed. For example, 3–PL, 3PL, 3+PL air carriers can involve 2 PL-companies in the performance of business processes in the passenger chain. At the same time, the air carrier of 4PL-level will involve performers from 2 PL 3-PL, 3PL levels in the processes of the travel chain. On the virtual 5 PL platform, the passenger will independently choose performers from different levels of providing according to their own needs.

Cancelamento de Voos - Circunstâncias Extraordinárias e Indemnização

The Regulation (EC) No 261/2004 of the European Parliament and of the Council established, in 2004, common rules on compensation and assistance to air passengers in the event of denied boarding and of cancellation or long delay of flights. The Article 5(3) of the Regulation states that the operating air carrier shall not be obliged to pay compensation if it can prove that the cancellation is caused by extraordinary circumstances that could not have been avoided even if all rea-sonable measures had been taken. Thus, it was up to the Jurisprudence to analyze the situations brought to the court to exempt (or not) the air carriers from compensating their passengers. This text presents an analysis of the judgments of the Court of Justice of the European Union, as well as Portuguese courts, through identification of which situations are considered extraordinary and, therefore, exempted from compensation to the passenger/consumer.