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This thesis evaluates the Canada - Florida commercial air passenger market and explains fluctuations in the demand for air passenger service based on an econometric modeling process. Canada - Florida commercial air passenger traffic is segmented into those passengers flying on scheduled air services and those travelling on chartered air services. Two separate multiple regression equations are constructed to address the two segments of the Canada - Florida market. Both equations are formulated utilizing the same three independent variables. It was expected that the three chosen independent variables, Canadian GDP, a ratio of chartered air fare levels by scheduled air fare levels, and a ratio of chartered flight time by scheduled flight time, would explain the changes exhibited in air passenger enplanements and deplanements within the Canada - Florida air passenger market between 1971 and 1992. The results of the two separate multiple regression equations partially substantiated the hypothesis. The equation corresponding to chartered enplanements and deplanements proved to be highly significant while the equation corresponding to scheduled enplanements and deplanements was not as robust as the researcher anticipated.

This study deals with the development of scheduled passenger traffic between the USA and selected countries in the ICAO Asia/Pacific region from 1977 to 1987. Among the significant trends are the growth in scheduled passenger traffic volume and the increase in both the percentage share of US citizens and foreign flag carriers. This study focuses on United Airlines' acquisition of Pan Am's Pacific Division in 1985. An analysis of selected Pan Am transpacific services in terms of market share and quality of service before 1985 shows a general declining trend. The main reasons for this development include Pan Am's poor financial performance and increased competition due to multiple carrier designation. United Airlines' impact on US - Pacific markets was modest. In 1987, United Airlines improved its market share positions over those of Pan Am in 1985 by 2 to 8 percent. This suggests that United Airlines was unable to turn its domestic feeder system and US market dominating APOLLO CRS into a competitive advantage.

"Given the disruptive impact of the COVID-19 pandemic on air passenger demand in the early 2020s, this paper attempts to establish if the traditional link between metropolitan economies and air passenger demand has been fundamentally altered during the pandemic era. It is hypothesized that as the employment share in tradable service sectors increases, air passenger demand will accordingly increase. Only those metropolitan areas that included airports that the Federal Aviation Administration (FAA) defined as air traffic hubs in 2021 were included in this analysis. Data were collected from the FAA and Census Bureau's American Community Survey. The top ten metropolitan areas that generated the largest air passenger demand in 2021 collectively accounted for nearly half of all passenger enplanements. A stepwise analysis was performed to examine the relationship between air passenger demand and a group of predictor variables using SPSS. In the final regression model, 41.2% of the variation in air passenger demand by metropolitan area was accounted for by four predictor variables: the percent of the workforce in Information, Transportation and Warehousing, Professional, Scientific, and Technical Services or PST, and Finance, Insurance, and Real Estate or FIRE. These results appear to confirm some of the earlier research which articulated that a regional workforce with a strong tradable services sector can substantially impact air transport provision. Even during the peak of the COVID-19 pandemic, certain business activities on the ground, particularly tradable services, can still help to generate additional air passenger demand and enhance competitive advantage."--Abstract from author supplied metadata.

"It has been suggested that certain sectors of employment play a key role in stimulating air passenger enplanements, one of these being the creative class. It is hypothesized in this thesis that there will be a positive correlation between the creative class and passenger enplanements by metropolitan area, with a specific focus on the super-creative core. Certain sectors of the super-creative core, such as computer and mathematical occupations, are expected to more significant role than others in fueling passenger air traffic. However, this thesis also recognizes that it is possible that key control variables will replace super-creative core employment as being important for driving passenger air traffic. Moreover, it is also hypothesized that the above relationships will diminish during the 2009 recession, but rise again during the post-recession era. The data for this analysis was collected from the Federal Aviation Administration, the US Bureau of Labor Statistics, and the US Census for the years 2008 through 2013. While the regression showed only the beginnings of a relationship between passenger enplanements and the super-creative core, it was discovered that arts, entertainment, sports, and media occupations was the key sector of the super-creative core in relation to air passenger enplanements. However, for four out of six years, the control variable of average annual wage was most important to this relationship. The 2009 recession appeared to play a role in the aforementioned correlations as well."--Abstract from author supplied metadata.