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The airlines cancel their flights frequently because of factors that they do not have any control over. Spare aircraft can potentially address some of the issues caused by cancelled flights. This paper aims to offer an exploratory study into the financial and operational viabilities of spare aircraft for airlines.

Mathematical models are proposed to evaluate the financial and operational metrics under different scenarios. The models are applied to Delta, Spirit and Southwest Airlines with different business models. All data are extracted from US Bureau of Transport Statistics, Cirium Diio Mi and CAPA databases. The IBM Cplex solver was used to execute the binary linear program models.

The research revealed that factors such as airline network size, hub and spoke structure and average weekly flight cancellations are crucial in establishing the need for spare aircraft. For the number of weekly cancellations, there exist break-even values that reasonably justify spare aircraft.

Models can be customized and applied to other modes of transportations.

This study is the first to consider the use of spare aircraft in airlines from both financial and operational perspectives within the scope of the mathematical model. The analyses identify financial break-even points for a number of spare aircraft and their home base locations for three airlines. Operational utilization of spare aircraft is studied and contrasted with financial metrics.

This paper aims to present an example of the measurement of airport efficiency, a topic of great interest in civil aviation today. The methodology used is data envelopment analysis (DEA) and the Malmquist Index. The calculation of airport efficiency with up-to-date data for each period is of great importance in the context of sustainability. The study selected ten airports with high air traffic in Turkey as the sample set. The objective of this study is to evaluate the current state of airport efficiency, identify the sources of inefficiency and make appropriate policy recommendations based on the findings obtained.

The study is based on DEA and Malmquist Index Analysis. The number of personnel and terminal size data of ten selected decision-making units (DMU) are used as inputs, while passenger, cargo and aircraft traffic data are used as outputs. A five-year period, spanning from 2018 to 2022, is considered as the data set in the study.

Upon analysis of the data from the ten airports included in the study, it was found that the current input-output combination yielded efficient results, with the exception of certain characteristics, such as the impact of seasonal conditions or tourism. Concurrent with the growth in aircraft, passenger and freight traffic, the number of personnel employed at these airports has also increased. It was concluded that technological efficiency is of paramount importance for each airport, and that investments in technology should be increased.

A separate assessment was conducted for each of the ten airports included in the study sample. Each airport was evaluated in terms of its strengths and weaknesses, and areas of low efficiency were identified. Consequently, more general conclusions were reached than airport-specific evaluations.

In order to ensure the long-term sustainability of the sector, it is essential that the efficiency measurements of airports are calculated using up-to-date data on a regular basis. The results obtained from these calculations provide guidance for the strategic plans to be implemented in the long term, as well as for the solution proposals for operational problems. In this context, this study not only provides information to policymakers and airport managers about the current situation, as it includes recent data, but also contributes to the literature in this sense, as it includes policy recommendations.

The purpose of this study is to present the pollutant gas produced by hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NO_x) and the quantity of fuel burned from commercial aircraft at Ordu-Giresun International Airport, Turkey during the landing and take-off (LTO) cycles in 2017.

The flight data recorded by the General Directorate of State Airports Authority and the aircraft engine emission data from International Civil Aviation Organization (ICAO) Engine Exhaust Emission Databank were used for calculation. The aircraft and engine types used by the airlines for flight at Ordu-Giresun International Airport were determined. To evaluate the effect of taxi time on emission amounts, analysis and evaluations were made by taking different taxi times into consideration.

As a result of the emission analysis, the amount of fuel consumed by the aircraft were calculated as 6,551.52 t/y, and the emission amounts for CO, HC and NO_x were estimated as 66.81, 4.20 and 79.97 t/y, respectively.

This study is aimed to reveal the effect and contribution of taxi time on the emitted emission at the airport during the LTO phase of the aircraft.

This study helps aviation authorities explain the importance of developing procedures that ensure the delivery of aircraft to flights in minimum time by raising awareness of the impact of taxi time on emitted emissions, and contributes to the determination of an aircraft emission inventory at Ordu-Giresun International Airport.

This study aims to estimate the greenest helicopters and the emission amount based on the helicopter movement within the London Heathrow and London city control zone.

The helicopter flight data recorded by the UK’s specialist aviation regulator Civil Aviation Authority and the helicopter type with engine emission data from the Federal Office of Civil Aviation (FOCA) were used for calculation. Based on the approach adopted, the greenest and the most environmentally friendly helicopters were identified for a light-duty helicopter with single-engine, a light-duty helicopter with twin-engine and a heavy-duty helicopter with twin-engine.

Comparing a flight consisting of landing and take-off cycle, and 1-h phase based on helicopters emissions in the FOCA database, B06 with DDA250-C20R single-engine in the light utility, A109 with PT6B-37 twin-engine in the light utility, and the A139 helicopter with the PT6C-67C twin-engine in the high utility has been identified as the most environmentally friendly helicopter.

This study provides the opportunity to compare between the best and the worst helicopter with engine type according to the emission values released to the environment.

This study raises awareness of the emission levels caused by helicopter in urban air transport in developed countries in terms of environmental and human health. It also provides justification for the authorities to encourage the development and use of green engines and technologies.

The purpose of this paper is to explore the complexity of developing into an international institution from the perspective of higher education leaders through the case study of one institution engaged in institutional transformation.

This study employs the qualitative approach and involves in-depth interviews with key institutional managers.

Findings suggest internationalization is a dynamic change process that goes beyond the rational and predictive elements of internationalization and cannot be confined to the rational planning and grand plans solely at institutional level. Reciprocal influence of different levels of analysis – institution, society and the nation – needs to be acknowledged and internationalization efforts need to go beyond the confines of the institution and extend into the society and the nation as a whole.

Internationalization of higher education has been widely examined, but the reciprocal influence of different levels of analysis on the internationalization efforts of higher education institutions is thin to which this paper contributes.