Aviation economics. Nina Ruigrok Britt van Everdingen 5H PWS Economics

Transcription

1 2013 Aviation economics Nina Ruigrok Britt van Everdingen 5H PWS Economics

2 Extra page, don t delete! 1

3 Index 1. Introduction pg What is it? pg How does it work? pg KLM pg. 9 - KLM pg. 9 - Schiphol pg KLM s economics pg Transavia.com pg Transavia.com pg New way of landing; Continuous Descent Approaches pg Transavia.com s economics pg What are the differences between these two airlines? pg What do these airlines have in common? pg Survey: What does the customer want? pg Conclusion pg Journal pg Acknowledgement pg. 43 2

4 1. Introduction Our PWS is about aviation economics. We chose this subject because we want to get a job in this sector in the future. Nina wants to get a job in this sector but hasn t decided what she wants to do and Britt wants to become a flight attendant or a pilot. A PWS (ProfielWerkStuk) is an advanced essay you make in the exam year of your secondary school. You get to choose a subject from your course and pick a topic. Our PWS exists of research, a main question, sub questions and a survey. All of this together forms a conclusion as an answer to your main question. Our main question is: Which airline does better in economics, expensive, luxurious KLM or enjoyable price fighter Transavia.com? In this PWS we will be going to take a look at all the numbers that the airlines come across with, in a year. For both airlines, we took the public and financial report of because Transavia.com hasn t got one of yet. We will be going to compare the numbers of the use of fuel, how many passengers they ve had in that particular year, the profit and the possible loss of the airline, how they attract customers and much more to get to the answer of our main question. We came across things we didn t expect in the first place, such as that KLM had a big loss of money in that year. We have made a scheme which shows you what the differences are between the airlines economics. We also held a survey for people who travel by air, with questions such as how many times they fly, which continents they go and what they expect when they travel by air. In this PWS we will be going very deep into the world of aviation economics, you will come across things you don t expect and things you ve never seen or heard before, we hope you will like reading it! 3

5 2. What is it? Aviation economics are all the amounts of money the airlines put in to their company. Then we are talking about the money they use for fuel, their employees, the taxes they have to pay and their profit or loss. We are also talking about the number of planes, passengers, traffic in km, capacity and the number of the employed. Aviation economics belong to the monopolistic competition market, this is because there are a lot of different airlines with different flights, prices and qualities. Kerosene (the fuel for an airplane) is one of the costs an airline has to make sure that their airplanes are able to fly. Actually they spend most of their money to kerosene. We ve picked two examples to show how much kerosene is used for a single flight, in our example, we also used two different kinds of airplanes with a different distance: Amsterdam Tenerife. (Boeing 737) The distance from Amsterdam to Tenerife is about 3200 kilometres. One ton of kerosene is around the 1250 litres. There is used about 10 tons per hour, and a flight to Tenerife takes 3,5 hours. So that is 35 tons of kerosene 35 x 1250 = litres of kerosene. The price for 1 litre kerosene is 1,25 x 43750, so that makes ,50 per flight. There are 175 people on the plane and there is litres of kerosene used: : 175 = 250 litres of kerosene per person. The cost per person, per flight for kerosene will be: 250 x 1,25 = 312,50. Amsterdam New York. (Boeing ) The distance from Amsterdam to New York is 5847 kilometres. One ton of kerosene is around the 1250 litres as we told before. For this plane, there is used about 14 ton per hour and a flight to New York takes 6,5 hours. So that is 14 x 1250 = litres of kerosene. The price for 1 litre kerosene is 1,25 x = ,50 per flight. There are 415 people on the plane and there is litres of kerosene used: : 415 = 274,1 litres of kerosene per person. The cost per person, per flight for kerosene will be: 274,1 x 1,25 = 342,63. Income An airline needs to have a source of income. Without this, they wouldn t exist. Airplanes are very expensive and so is the kerosene. The costs of, for example, a Boeing are around $ ,00, which is ,38. This needs to be earned back one way or another. Some sources of income are: - Tickets - Special services - Food and beverages - Articles sold on board 4

6 Tickets Tickets are the most obvious way of income. Without people flying with your airplanes, you won t be able to have an airline. There are several classes you can fly with. These are called IATA class codes. There are three different classes you can fly with but every airline have different names for it. The highest is First Class. You ve got several kinds of first class, such as Supersonic or First Class Suite, First Class Premium, normal First Class, and First Class discounted. Then below first class you have business class. These also have different kinds, such as business class premium, normal business class and business class discounted. The lowest and cheapest class you can fly with is Economy / Coach class. You ve got Premium economy class (Economy Flex), Premium Economy discounted, Economy / Coach and Economy/coach discounted. Special services Bigger businesses earn more money, obviously. The bigger airlines also have the freedom and money to have special services. KLM passengers can upgrade their meals. Economy passengers can choose between five different meals, which they have to pay for. The extra costs for such a meal is 12 or 15. AirAsia, for example, has got a Red Carpet Service. For 21 passengers can use this special service. They can get in a faster line for the security checks, they can enter the lounge, they can use priority boarding (going before all other passengers), and they will be brought to the airplane in a special car. Frequent fleer program There s also another source of income, which is doing quite well. A lot of airlines have this service. The service we re talking about right now is frequent flyer miles. You become a member of the frequent fleer program of a specific airline. This membership is free. Even though more airlines have this service, you cannot use your membership for more than one airline, you can be a member of more than one airline but the miles are separate. Low cost airlines don t do this, last minutes don t count and you won t get miles with a national flight either. When you fly with business class you will earn more miles than when you will fly with economy class on that flight. The miles you ve travelled will be put on your account, but you won t get miles only by travelling. You can earn miles by renting cars, using your credit card, buying at special shops and staying over at special hotels. When you have enough miles, you can use it for a cheaper flight or even a free flight, you can also choose for some sort of upgrade for your flight, for example priority boarding. You can also use your miles to get a discount on your hotel stay or other things. Round the world ticket Round the world tickets are a source of income too. You can use several flights of alliance airlines within a specific period of time. These flights you book months before. The airlines are assured you will fly with their airline, and you are sure you will have a flight on the date you want to leave. You get a discount when you book a series of flights, and you will not have problems with the immigration service of the country you re in. 5

7 3. How does it work? An airline has to think about a lot of things when it comes to their economics. They will have to pay money for everything that happens in and around the airplane. We are talking about the amount of fuel, costs per flight, salary for employees, food and products to sell on board, transportation of the suitcases from the airport to the airplane and much more. To give a bigger impression of everything an airline has to think of, we ve picked a flight and described all details, so at the end you know how everything works. When you are going on holiday, it all begins with figuring out what your budget is. After that you can look for a nice destination and then you have to pick a date. Once you know where you want to go, you can book. You can go to a travel agency for this or you can do it on the internet. Once you have booked, the order will go straight to the airline. The administration will process the order and they will send you labels for your suitcase and they will also print the tickets. These can also be sent to you by e- mail, this is also done by the administrative staff. The administrative staff are the first employees you encounter. These are the first costs for the airline. We will take an average of all airlines to create an overall picture. Now it s time to go on holiday! First you have to go to the airport, for example Schiphol. Most people will find someone to drive them or go there by taxi. Once you arrive at the airport you have to check in. You can do this digitally or manually. Both of these require a flight attendant that was hired for this purpose only. After you have checked in, your luggage will be taken by another flight attendant and it ll be brought to the airplane. Your luggage will go through customs, this requires a customs officer. Then the luggage will be sorted and will be transported to the airplane. Your airplane is waiting for you while you are checking in. The passengers have gotten out and the flight attendants are now cleaning the airplanes. The number of flight attendants on one airplane differs per airline. The average is five flight attendants, this is including one purser. A purser is a chief, they do exactly the same as the other flight attendants but they will earn more money because they are more responsible. 6

8 All flight attendants including the purser will help cleaning the airplane, it has to be ready as fast as possible after all. We want to put together the costs of ONE flight, so the costs of getting the luggage out of the airplane from the previous flight will not be there. When the airplane is being cleaned the traffic controllers on the ground will put kerosene in the tank of the airplane. After this the luggage will be put in the airplane. This will also be done by the traffic controllers. While this is done you will go through customs. They will check your luggage you will keep with you in the airplane and check your passport. They will check if your passport is real and if you are being searched for a crime. When checking your luggage they may ask you to open your bag. This is done to be sure you don t have drugs or weapons with you. This will also be done when you act strange. While your luggage is being checked, you will be checked if you have any weapons, drugs or other forbidden things on you and when that is done you can continue. After this you will go to your gate and wait for the flight attendant to check your ticket and let you in. During your stay at the airport you will come across a lot of security. While this is being done the traffic controllers on the ground are busy applying the stairs or the jet bridge to the airplane. This has to be done carefully because when it goes wrong, it may end up with people dying. When you are quick and didn t spend a lot of time shopping after the check-in, you can see this being done. While the airplane is ready, the flight attendant will check your ticket, and if everything is fine you can go to the airplane. When you enter the airplane there will be one purser and two flight attendants waiting for you to greet you. While everyone is seated the safety instructions will be told. This can be done with a video, but it mostly is done by two or three flight attendants, depending on how big the airplane is. If it s winter the traffic controllers on the ground will apply antifreeze to the airplane. After this is done the airplane will taxi to the runway. The airplane will be led by the traffic controllers on the ground. When the air traffic controller gives the pilots a sign, they can take off. Everyone will have to fasten their seatbelts. During take-off the airplane will use most kerosene. 7

9 While the airplane is on the right height, the use of kerosene will be at its minimum. While waiting for the sign to take off, security rules are explained to the passengers, then the airplane gets the sign and takes off. When the airplane is at a safe height the flight attendants will pass by selling food, drinks and other things. You sometimes have the opportunity to watch a movie, and sometimes you even have your own screen you can watch movies and play games on. When the airplane is almost at its destination it will lower its height and circle around the airport until it has been given permission to land. After landing the pilots will taxi the airplane to the right place. The stairs or jet bridge is/are applied again and you can leave the airplane and go to the airport. The traffic controllers will take your luggage out of the airplane, you will go through customs again and then you can take your luggage. While this is done the airplane is being cleaned for the next flight again and you can enjoy your holiday. Price table For this price table, we chose the flight Amsterdam New York and which takes 6,5 hours of flying. For the salary we used the average amount of money they earn a year. For every job we count 38 hours a week, except for the security, for them we count 42 hours a week. The price of kerosene is rising every time and less people travel by because of the crisis. This scheme represents the good times in aviation economics. Job/income Calculation Costs +/- Passengers booking. 450 passengers x Administration; the time a day they use for tickets etc : 12 : 4 : 38 = 13,15 an hour x 5 hours. 65,79 Customs, passport control : 12 : 4 :38 = 18,09 x 4 controllers x 2 hours. 144,72 Security :12 : 4 : 42 =12,40 x 2 hours x 2 security guys at customs. 49,60 Flight attendant on the ground; checking in : 12 : 4 : 38 = 16,44 x 5 flight attendants x 6,5 hours. 534,30 Possible de-icing Melt the ice on the wings of the airplane. ( 2000) Pilots : 12 : 4 : 38 = 82,24 x 3 pilots x 6,5 hours. 1603,68 Kerosene 6,5 h x 14 tons = 91 x 1250 = ,50 x 1,25. Selling products on board Average of 5,00 per person. (400 passengers) Total profit/loss ,41/ ,41 + 8

10 4. KLM KLM To begin with, we want to introduce the airline KLM, officially operating under the name, KLM Royal Dutch Airlines. KLM was found on the 7 th of October 1919 by Albert Plesman. On the 17 th of May 1920, an airplane of KLM made its first flight from London to Amsterdam, this was from Croydon Airport to Schiphol. The plane carried to British journalists and some newspapers. The flight was carried out by an Aircraft Transport and Travel Airco DH.16, callsign G-EALU and its pilot was Jerry Shaw. By the 1920 s KLM carried 440 passengers and 22 tons of freight. In 1921 they started scheduled services. In 1926 it had a few more destinations: Amsterdam, Rotterdam, Paris, Brussels, Bremen, London, Malmö and Copenhagen. They had two types of airplanes they were using, the Fokker F2 and the Fokker F.III. The destinations above are just a few destinations of which they have now. Nowadays they have 136 destinations. Throughout the years KLM has had different kinds of airplanes, once in a while the airplanes were replaced by others. List of KLM airplanes throughout the years: 1924: Fokker F7 registration H-NACC 1929: Fokker F.VIIb 1934: Douglas DC-2 December 1934 : Fokker F-XVIII "Snip." (First flight Amsterdam Curacao) 1936: Douglas DC-3 (DC-2s were replaced) May 1940 and late 1941: Douglas DC : Douglas DC-4s (21 May, first flight Amsterdam New York) September 1959: Lockheed Electra March 1960: Douglas DC : Douglas DC /1968: Douglas DC-8-63 February 1971: Boeing (powered by Pratt & Whitney JT9D engines) 1983: Boeing s 1985: McDonnell Douglas DC : Boeing SUD and Boeing s June 1989: Boeing and the Boeing , the Boeing M and the Boeing ERF (cargo) April 1991: City hopper/fokker 1993: McDonnell Douglas MD-11 July 1995: Boeing ER 1999: Boeing : Boeing June 2002: Boeing 767s, Boeing s (some 747 s retire) 2003: Boeing ER 2005: Airbus A : Boeing and the Boeing ER 2012: Airbus A *The bold marked airplanes, are the most known types of airplanes that are still flying. To give a bigger impression we ve picked five (the red marked) airplanes to show you what they are like. 9

11 Attachment 10

12 McDonnell Douglas DC-10 11

13 Boeing

14 Boeing The upper deck. 13

15 Boeing ER 14

16 Airbus A

17 Schiphol In 1949 the government decided that Schiphol should stay the most important airport in the Netherlands. The future of Schiphol was assured this way. From this moment on Schiphol only grew. Schiphol or Amsterdam airport is the biggest Dutch airport and one of the most important airports in Europe. The airport is in Haarlemmermeer and is about 15 km away from Amsterdam. Schiphol Amsterdam Airport is Europe s 4 th busiest airport, and the world s 16 th busiest airport. Above these are Atlanta in 2012 Hartsfield Jackson Atlanta International Airport, on the first place. This airport is located in Atlanta, Georgia. After this is Beijing Capital International airport, located in Beijing, China. The 3 rd one on the list is London Heathrow airport, located in London, Great Britain. This also makes it Europe s busiest airport. Heathrow airport in London, Great Britain, Paris-Charles de Gaulle Airport in Paris, France and Frankfurt Airport in Frankfurt, Germany are the only airports in Europe that are busier than Schiphol Airport million passengers passed through the airport in The economical side Schiphol is a joint-stock company. This means it has no real owner that can be harmed, but a legal personality. Their money is divided in shares. Schiphol is the home base of a few Dutch airlines: KLM, Martinair, ArkeFly and Transavia.com, Delta Air Lines, Vueling and Easyjet also use this airport. This airport has six runways. Plans have been made to add a seventh runway. The airport is built as one big terminal divided in three departure halls. 16

18 Schiphol is owned by Schiphol group. It does have shares but not anyone could buy them. Schiphol group has four main shareholders: Dutch government: 129,880 A shares (69.77%) Municipality of Amsterdam: 37,276 A shares (20.03%) Municipality of Rotterdam: 4,099 A shares (2.20%) Aéroports de Paris S.A.: 14,892 B shares (8.00%) Total: 186,147 shares (100.00%) Schiphol in 2012 Authorised capital The authorised capital of the joint-stock company Luchthaven Schiphol amounts to 143 million, divided into 300,000 A shares and 14,892 B shares, each with a nominal value of 454. In total, 171,255 of the A shares and 14,892 of the B shares have been issued. The very beginning The name Schiphol is very old. It is mentioned in something written on September 11, It s not sure where the name exactly comes from but it is said to come from a marshy area in which you could get wood, or where many accidents happened with ships. The Gothic word for wood is scip, that sounds like schip. Hol used to mean grave, that could also be another thing. The hol could also come from the English word hall, which would mean that the place written about would be a safe place for ships to go to. There are many theories about this name, but none of them are 100% sure. In 1848 they began with draining the Haarlemmermeer. They finished this in In the northeast corner of the new polder they built a fort to defend it. This fort was called Fort Schiphol. The fort stood in, what was later called, the ring of forts. This formed the defence line of Amsterdam. Schiphol airport In April 1916 they started building a military airport near Fort Schiphol. The Dutch army bought farmer G. Knibbe s land. In August that year the 16.5 hectares were ready to serve as an airport. Four wooden sheds were placed on the airport and on September 19 th, three LVA planes landed, these were the first of many airplanes to land in this area. This airport was used during the First World War, and soon they built more around it so that many more airplanes could take off to defend the country and attack other countries. At the end of the First World War the area had grown from 16.5 hectares to 76 hectares. Schiphol was first owned by Jan Dellaert and Albert Plesman. Jan was the first boss of Schiphol and Albert founded KLM. Dellaert didn t like the location at first. Because of the place it was going to be built he thought it would never become the centre of the international air traffic, he was wrong 17

19 The first flight When the First World War ended they had a huge airport used for nothing. Because this was a waste of money and new opportunities they started to move other things with it. There were some war airplanes left, which they used to travel mail, passengers and cargo around. The Netherlands wanted to join in with these new things, especially because Lieutenant-pilot Albert Plesman. In October 1919 the Royal Dutch Airlines (Joint-stock company), in Dutch de Koninklijke Luchtvaart Maatschappij voor Nederland en Koloniën was found. On May 17, 1920 an airplane from the KLM transported their first passengers. This was the first scheduled service. This scheduled service flew from Amsterdam to London only. Schiphol was the first airport for Amsterdam. This year 440 people were transported to London and back. In 1921 the accommodation for passengers at Schiphol improved a lot. This was because they could access a whole shed. There were more scheduled services and more bigger and heavier airplanes came. Now and then this caused a few problems, because this was still a marshy area, the airplanes had to be pulled out of the mud now and then. Schiphol fully stopped doing military flights, so it was no longer known as a military airport but more as a civil airport. For the normal people in the Netherlands the airport became more important, if you could afford it of course. Big changes On April 1, 1926 Schiphol was bought by Amsterdam. Amsterdam started making big changes right away: they drained the fields better so that there won t be any mud problems any longer. Another concrete platform from 50 by 100 meters and in the middle they built an air traffic control tower and a station building. Schiphol also got a hard runway. This was the first hard runway of Europe. The station building was opened in 1928, just in time for the Olympics that took place in Amsterdam. In May 1940 a bombardment destroyed it. A replica of this building was built in Aviodrome in Lelystad later on. In 1935 the landing area was enlarged to three times its size. In the now 180 hectares big area 200 kilometres of drainage pipes were put. They built a system that allowed airplanes to land at night too, and they also built 4 asphalt concrete runways. Second World War During may 1940 Schiphol got bombed by the Germans. German troops occupied the airport and they expanded more. They also built a railway from the Haarlemmermeer railways to the airport. Schiphol was bombed several times during the wars by the allies and during the last winter the Germans destroyed a part of it. They left an airport which was unable to use behind when they left in May Thanks to hard working people a Douglas DC-3 was able to use the airport again on July 8 th. A few months later Schiphol could fully be used again. 18

20 How it went on The activity at Schiphol airport rose so quickly that Schiphol had a very big lack of space. This is why they expanded to the south. When Schiphol fully functioned again there was a battle behind the scenes: Rotterdam also wanted their own airport, and Plesman came with a plan for a central airport in the west of the Netherlands, in the south of the Haarlemmermeerpolder near Burgerveen, but Amsterdam didn t find that a good idea. After a few years of financial insecurity things finally went better. Before 1940 Schiphol and the KLM both only cost money, after that they started earning money. When the first flights to the Indies started, things went way better. In 1949 the government decided that Schiphol should stay the most important airport in the Netherlands. The future of Schiphol was assured this way. From this moment on Schiphol only grew. Expanding even more In 1967 Schiphol moves. The new Schiphol centre is used and the old Schiphol centre, in the east, is used for technical services and general aviation. At the new location Schiphol starts to look more like we know it nowadays. The old and small station building at the east has now been changed to a large and central station with four piers: A, B, C and D. Schiphol changes the stairs to trunks. This is the new way to get into the airplanes, the way we use it now. New buildings are built for, for example, freight and the customs warehouse. They also built a new tower, the building for civil aviation and cargo buildings. Next to the old runway in Schiphol-east they built four new runways: the Buitenveldertbaan, then the Kaagbaan, then the Aalsmeerderbaan and then the Zwanenburgbaan. In 1996 they changed even more. They changed the arrival and departure halls, the old A pier has disappeared and Schiphol has gotten two more piers. The piers now are called pier B G. A mall is slowly coming up and several hotels are being built. Nowadays it is very important that Schiphol stays where it is and that the big role it plays in the income of the government remains. Controlling Schiphol has changed a lot. The boss doesn t do all the work alone anymore, there are other employees who help him. Working at Schiphol is no longer just a job, and a visit to Schiphol is no longer just a visit anymore. Schiphol nowadays is more than a place where you go to meet, a place you see your family members after a long time. Different people, cultures and languages have taken care of that. Schiphol has become a small world itself. 19

21 KLM s economics We d like to continue to the economic side of KLM. The three main things KLM makes its main profit from, are: transporting passengers and freight and aircraft maintenance. Transporting passengers The main thing an airline does, which is also the most important source of income, is transporting passengers. This is what everything is about for the bigger airlines. Some earn their money with freight, but you earn more money when you transport passengers. Transporting passengers happens all the time. Nowadays you have several price classes. Going somewhere with an airplane is no longer only for the rich, but also for the mid-class. An airline ticket is available from 50 when you go with the low cost airlines. With the more expensive and luxurious airlines you ll be able to get tickets from 200. Airlines advertise a lot. This really is needed, mainly because there are so many airlines. If people don t know your airline, they ll just go with one they know. There are so many airlines, it doesn t really matter for the passenger. Airlines use almost any kind of advertisement: They use television commercials, billboards, the internet, radio and so on. They also use an system. If you are a member of one of the airlines, they will send you special offers by once in a while. They do their best to get as many customers as possible and get a bigger market share. Cargo KLM Cargo is the freight division from the Dutch airline KLM. The home base of KLM Cargo is the same as the passenger division from KLM: Amsterdam Schiphol. KLM Cargo annually flies to more than 200 destinations. They do this with four Boeing ERF s. They fly with normal airplanes only meant for freight, and they do it with combi-airplanes. KLM has the biggest combi-fleet, these are airplanes that are partly filled with passengers and the other part is freight. Camiel Eurlings is the boss of KLM Cargo at the moment. Fleet 4 Boeing ERF 17 Boeing M (Combi-airplanes) The PH-BUH started as the first Boeing airplane at KLM Cargo. KLM first used normal airplanes without KLM cargo being written on it. In the past they also used Douglas DC-7 s and Douglas DC-8. The Douglas DC-8 had the logo of KLM Cargo on the airplanes. 20

22 The main partners of KLM Cargo are: Air France Cargo China Southern Cargo Delta Cargo Kenya Airways Cargo MASkargo Nippon Cargo Airlines TNT Airways Aircraft maintenance KLM also earns money with maintenance. It s done by KLM Engineering & Maintenance, KLM's technical division. It is one of the world's largest workshops for aircraft and has almost 5,000 people working around the world. Not only KLM s airplanes break down or need maintenance, that is how they earn money with it. Planes from other airlines get fixed in there too. No one knows more about aircraft than these people. These specialists inspect and maintain the aircraft and get them ready for every flight. KLM Engineering & Maintenance, provides technical support to KLM and more than twenty other airlines at around 50 airports. Engineering & Maintenance works very closely with Air France Industries, the technical division of KLM's partner airline, Air France. The hangar The hangar is where aircraft maintenance takes place. It's really just an enormous shed or garage, only many times larger and only for airplanes. The largest hangar at Schiphol Airport is more than 300 meters wide, more than 100 meters from front to back, and about 35 meters high. It takes six jumbo jets to fill it up. 21

23 5. Transavia.com Transavia.com Secondly we want to introduce Transavia.com, officially operating under the name Transavia Airlines CV. This airline was found at the end of 1965 by a Belgian and a Scottish private individual, by then it was named Transavia Limburg NV. In those days, Maastricht Aachen Airport was their home base, nowadays Schiphol is their home base. In 1991, Transavia.com became part of KLM but still kept operating as an independent airline and it still does. Since 2004, when the name changed in Transavia.com. Transavia.com also started operating at The Hague Airport in Rotterdam as their second base, under the new name. Transavia.com in general has bases in Amsterdam, Rotterdam, Groningen, Eindhoven, Maastricht and Paris-Orly (Transavia.com France). They have 106 destinations in Europe and in the North of Africa. This is the list of the airplanes Transavia.com has flown with. The red bold marked airplanes are the types of airplanes they still fly with. 1958: Boeing 707 End of the year 1966: DC-6 8 April 1967: Boeing : Boeing (the normal Boeing 737 retires) 1996: Boeing : Boeing

24 Attachment 23

25 Boeing

26 Boeing

27 Continuous Descent Approaches Continuous Descent Approaches (CDAs) are the measures they take to lower the noise and help for a better environment during a landing. A CDA is an environmentally friendly landing procedure whereby the airplane smoothly flies lower and lower until it reaches the airport. This is shown green and pink on the picture. Normally the airplane uses a step-down approach as shown in red on the picture. The Continuous Descent Approach is more quiet because less engine power is used and the flaps are used in a later stage. The airplane also flies higher than it usually would, which reduces the noise at some areas too. Next to a reduction of noise, the reduction of fuel consumption is also good. The reduction of fuel use saves the airline a lot of money too, which makes it a good thing for airlines to start using the CDA instead of the Step- Down approach. Because less fuel is used, there will also be less CO2, this will also help the environment. Eindhoven airport is the only airport that is using the CDAs. October 18 th they started using the CDAs. This will be a test to see if every airport will use it in the future and for other reasons. Another purpose of this test is to get used to the method, not only for the airline (Transavia.com in this case), but also for the air traffic controllers. The test will last until the end of March 2013, and from April 2014 every airplane wanting to land on Eindhoven will have to do this according to the CDA method. Attachment: Letter from the cabinet about the CDAs. This though, is in Dutch. 26

28 Attachment 25

29 de Voorzitter van de Tweede Kamer der Staten-Generaal Plein CR Den Haag BetrBetreft Alderstafel Eindhoven Geachte voorzitter, Hierbij sturen wij u een brief met betrekking tot de Alderstafel voor de regio Eindhoven, waarin wij een reactie geven op het Aldersadvies Eindhoven van 22 juni Aanleiding en opdracht De heer Alders is per brief van 5 februari 2009 verzocht advies uit te brengen ten aanzien van de ontwikkeling van burgerluchtvaart op de luchthavens Eindhoven en Lelystad en de nationale capaciteitsvraag naar luchtvaart (Tweede Kamer , 29665, nr. 118) als vervolg op zijn advies over Schiphol. De heer Alders heeft hiertoe regionale Alderstafels rond Eindhoven en Lelystad voor overleg gevormd, met vertegenwoordigers van lokale en regionale bestuurders en bedrijfsleven, omwonenden en de milieubeweging, het rijk en de luchtvaartsector. Daarover heb ik u per brief van 17 april 2009 geïnformeerd (Tweede Kamer , 31936, nr. 1). Op 23 juni 2010 is het advies van de heer Alders met betrekking tot Eindhoven aan u aangeboden. Gegeven een verwachte nationale marktvraag van vliegtuigbewegingen in 2020 en de keuze voor een selectieve ontwikkeling op Schiphol met een plafond van vliegtuigbewegingen in 2020, heeft het kabinet als uitgangspunt meegegeven om te verkennen of extra vliegtuigbewegingen kunnen worden geaccommodeerd, waarbij een gelijkwaardige verdeling van over de luchthavens Eindhoven en Lelystad als richtgetal is meegegeven. In een nader advies over de marktontwikkeling (Tweede Kamer, vergaderjaar , nr. 8) heeft de heer Alders geconcludeerd dat de economische recessie ook binnen de luchtvaartsector grote gevolgen heeft. Uit dit advies bleek dat er sprake is van een groeivertraging, maar dat wel op enig moment in de periode de behoefte aan additionele capaciteit naast Schiphol kan ontstaan. De heer Alders adviseerde om als eerste stap Eindhoven nu verder te ontwikkelen. Het tijdpad waarin de volledige extra vliegtuigbewegingen per jaar gerealiseerd zou moeten zijn is afhankelijk van het verdere herstel en de marktontwikkeling. In het regeerakkoord wordt het economische belang van Schiphol benadrukt, en wordt de ruimte gegeven om overeenkomstig de afspraken die zijn gemaakt aan de verschillende Alders-tafels verder uit te groeien tot een duurzame en concurrerende luchthaven. Vandaar dat ik u met deze brief graag wil informeren over de reactie van het kabinet op het advies van de heer Alders met betrekking tot Eindhoven en over de stand van inzake de inpassing van vliegveld Lelystad. Eindhoven Het advies van de heer Alders voorziet in een duurzame ontwikkeling van Eindhoven Airport N.V. met extra vliegtuigbewegingen per jaar tot 2020 in twee stappen. Deze ontwikkeling is aan een aantal voorwaarden verbonden: 75% van de vliegtuigbewegingen heeft een zakelijke of combi-bestemming; Realisatie van een pakket hinderbeperkende maatregelen; Duurzaamheid en Leefbaarheid (hoogste ACI-accreditatie voor CO2-neutraliteit, monitoring gezondheid, duurzame landzijdige ontsluiting); Verplaatsing van een deel van de militaire gebruiksruimte. In de eerste stap tot 2015 mogen circa extra vliegtuigbewegingen plaatsvinden. In 2015 zal worden getoetst of de bovengenoemde voorwaarden waaraan de ontwikkeling is verbonden, zijn nagekomen dan wel met aanvullende maatregelen alsnog kunnen worden nagekomen. Als dat het geval is, wordt de tweede stap van de overeengekomen groei vrijgegeven die ruimte biedt voor nog eens extra vliegtuigbewegingen per jaar. De militaire status van luchthaven Eindhoven is voor de Alderstafel Eindhoven uitgangspunt. Om uitbreiding van het civiele medegebruik van Eindhoven mogelijk te maken wordt een deel van de militaire reservefuncties verplaatst. Defensie wordt hiervoor voor maximaal 22 miljoen euro gecompenseerd. Het vraagstuk van de verplaatsing van militaire reservefuncties zal in samenspraak met betrokkenen zorgvuldig worden uitgewerkt om de civiele ontwikkeling (na 2015) mogelijk te maken. 26

30 Het draagvlak in de omgeving is door de heer Alders in het overlegtraject expliciet getoetst. De regionale partijen hebben in de eerste fase van het traject een toetskader opgesteld op basis waarvan de beoordeling van de ontwikkeling van Eindhoven Airport plaats zou vinden. Uiteindelijk komt het advies aan negen van de tien geformuleerde regionale toetspunten tegemoet. De provincie Noord- Brabant, gemeente Eindhoven, het Samenwerkingsverband Regio Eindhoven (SRE), de Stichting Brainport, de Brabants-Zeeuwse Werkgeversvereniging en Eindhoven Airport steunen het advies en hebben aangedrongen op een voortvarende uitvoering van het advies. De omliggende gemeenten steunen het advies in ieder geval tot een ontwikkeling van 6 kmi, overeenkomend met de eerste stap van extra vliegtuigbewegingen tot 2015 (bovenop het aantal vliegtuigbewegingen die binnen de vergunde 4,1 kmi zijn toegestaan), en willen graag betrokken blijven bij de uitvoering van het advies. De omwonenden, verenigd in de BOW, en de Brabantse Milieufederatie, zijn van mening dat een aantal regionale toetspunten op aanvaardbare wijze is ingevuld. Essentiële randvoorwaarde voor de BOW was echter een maximum van 6 kmi civiele ruimte, als de totale geluidsruimte (civiel en militair gebruik) 9kmI zou bedragen. Gelet op de opdracht aan de heer Alders, die een richtgetal van extra vliegtuigbewegingen kent en daarmee impliciet verder reikt dan deze 9 kmi, kon dit punt van de BOW niet worden ingevuld. Het Aldersadvies is een totaalpakket aan afspraken. Het rijk, de regio en Eindhoven Airport hebben in een intentieovereenkomst bij het Aldersadvies nadere afspraken gemaakt over de besluitvorming en financiering ten aanzien van het verplaatsen van militaire functies en de landzijdige ontsluiting van de luchthaven binnen de bestaande MIRT afspraken betreffende de aansluiting A2 Noord, aansluiting A58 bij Best en een mogelijk nieuw station bij Eindhoven Acht. Conclusie Het advies van de heer Alders zien wij als een resultaat van een zorgvuldig proces, dat een uiterste inspanning van de regio heeft gevraagd, om tot een gedragen, samenhangend en integraal advies te komen over de verdere ontwikkeling van Eindhoven Airport. Dit resultaat waarderen wij zeer en wij nemen het advies van de heer Alders over. Met het advies wordt ons inziens, een belangrijke eerste concrete stap gezet in het accommoderen van het niet-mainportgebonden verkeer op regionale luchthavens. Hoewel het advies niet voorziet in de realisatie van het richtgetal van vliegtuigbewegingen, biedt dit voor de periode tot 2020 vooralsnog perspectief om aan de nationale capaciteitsvraag te voldoen. De nationale vraag (naar luchtvaartverbindingen) en het aanbod (aan luchthavencapaciteit) op Schiphol én Eindhoven zijn goed op elkaar afgestemd, waardoor er een dubbele balans ontstaat. Ten eerste om een selectieve ontwikkeling op Schiphol mogelijk te maken. De voorgestelde ontwikkeling is getoetst aan de eisen die in het convenant behoud en versterking mainport zijn gesteld met betrekking tot het waarborgen van belang van de mainportfunctie en de netwerkkwaliteit van Schiphol. Uiteraard is het van belang dat op het moment van het daadwerkelijk beschikbaar komen van deze capaciteit het nog steeds aan deze eisen voldoet en dat tijdig invulling wordt gegeven aan de maatregelen ten behoeve van stimulering van het invullen van de ontstane capaciteit. Ten tweede omdat de luchthavenontwikkeling voor Eindhoven goed aansluit bij de regionaal-economische ambities van de Brainport, waarbij het goed is dat Eindhoven Airport hier een stevig pakket hinderbeperkende maatregelen tegenover heeft gesteld om de luchthavenontwikkeling op duurzame en maatschappelijk verantwoorde wijze vorm te geven. Het advies van de COVM Eindhoven (bijlage 1) hierover hebben wij bij onze afweging meegenomen. Uiteraard is de landzijdige bereikbaarheid van de luchthaven van belang, vandaar dat deze afspraken door het Rijk ook zijn bekrachtigd in de intentieovereenkomst. Het perspectief op het accommoderen van de totale nationale capaciteitsvraag (70.000) blijft van belang. Op dit moment kunnen over dat totaal nog geen richtinggevende uitspraken worden gedaan. Dit is afhankelijk van het definitieve Aldersadvies Lelystad. Als hier meer duidelijkheid over bestaat, kan worden bezien in hoeverre de totale , zoals bedoeld op de luchthavens Eindhoven en Lelystad, kan worden geaccommodeerd. Het ministerie van Defensie en het ministerie van Infrastructuur en Milieu geven concreet invulling aan de afspraken uit het advies van de heer Alders door voortvarend een luchthavenbesluit in procedure te brengen, waarin de voorgenomen ontwikkeling van extra vliegtuigbewegingen tot 2020 wordt vastgelegd. Er wordt naar gestreefd om in 2012 de procedure voor een luchthavenbesluit en een vergunning voor burgermedegebruik voor Eindhoven Airport N.V. af te ronden. 27

31 De uitbreiding van het civiel medegebruik doet geen afbreuk aan de resterende militaire functies van Eindhoven. De heer Alders zullen wij vragen om de uitvoering van het advies over Eindhoven inclusief de bij het advies afgesloten intentieovereenkomst tussen rijk, regio en Eindhoven Airport - voortvarend met betrokken partijen ter hand te nemen in lijn met het plan van aanpak. Daarbij verzoeken wij de heer Alders om ook de voortgang te bewaken van de acties in de intentieovereenkomst. Wij zullen de heer Alders daarom verzoeken de Alderstafel Eindhoven voort te zetten, en ons over de voortgang jaarlijks te rapporteren. Ik zal u ook over deze voortgangsrapportages informeren. Hoogachtend, DE STAATSSECRETARIS VAN INFRASTRUCTUUR EN MILIEU, Joop Atsma DE MINISTER VAN DEFENSIE, Drs. J.S.J. Hillen 28

32 Transavia.com s economics From 1976 until 2009 Transavia.com has had no loss for 33 years. This is a record, they share this record with the airline Southwest. In 2010 the profit did decline but in 2011 the profit increased again, times became better for Transavia.com and they even hired 200 new employees. They have their own catering service; Erasmus Catering. This catering ensures their food, snacks, drinks, hot meals and all other food supplies. Their main income, comes from transporting passengers and their other income is its aircraft maintenance. Transavia.com has its own technical service, this service ensures the airplanes of Transavia.com when they have (technical) problems. Transporting passengers As well as KLM, Transavia.com also makes its main profit from transporting passengers. This they do every day from Amsterdam, Rotterdam, Groningen, Maastricht and Eindhoven to all their destinies in Europe and the North of Africa. Transavia.com is a low-cost airline, so they re not very priced. Their tickets are affordable for almost everybody, this makes them a well-known and an affordable airline lots of people like flying with. The price of their tickets vary from about 28 up and until 250. TD (Technical service) Transavia.com has its own technical service. On Schiphol Airport, they have hangar 5 reserved for their technical services. There fit about 2-3 airplanes in it and employees are present 24/7. On Rotterdam The Hague Airport they have fundamental mechanics, these are only for line-services, like pre-flight checks, weekly controls and little repairs. You have the same on Eindhoven Airport, only slightly smaller. Here the employees are present some days of the week. In Groningen and Maastricht, there are no special places for technical services. When an airplane has a technical problem, employees are called to fix it. 29

33 6. What are the differences between these two airlines? In this paragraph, we are going to compare the two airlines and see what differences are. Marketing Marketing is essential for every company, it doesn t matter if you sell clothes or tickets. KLM and Transavia.com both spend a lot of time and money for advertisement. You can do this on several ways: you can use the radio, use commercials on TV or in the cinema, in magazines, on billboards, in bus stops and sometimes even on buildings (think of huge TV-like screens) and finally the upcoming online advertising on websites. KLM has been spending money on advertisement from the very beginning. They started with posters and flyers. Nowadays they advertise using billboards and sometimes you can find their advertisements in bus stops. Transavia.com on the other hand only uses billboards to advertise. KLM has a very popular twitter account and a many liked Facebook page, which they also use to advertise. They won several awards for this, including the Nima award for digital marketing in Next to the normal things KLM also has a few special things, of which the most special must be the space flights. In 2014, you will be able to go to the edge of space for KLM has got special occasions such as the frequent flyer program and cheaper flights, and Transavia.com has got flights of the week. For one week you can go somewhere for cheap. They both have last minutes. KLM gets its customers for their good services and unique things (such as meet & seat, where you can see the Facebook profiles of the people who will be on your flight), when people want a cheap flight, they choose Transavia.com. Market shares When we talk about the air occupation in the Netherlands, KLM has got 53,8% and Transavia.com has got 45%. In Europe KLM has got a market share of 83.3%, which, of course, is very high and Transavia.com has got 40% of the market shares. This is where the differences become more clear. Transavia.com is a price fighter and because of the crisis people choose for less luxury and cheaper flights. All over the world KLM is 13 th on the list of occupation in the air with 37,1% capacity utilisation. Transavia.com cannot even be found on the list of occupation in the air. So worldwide, Transavia.com is very small. This is a very big difference as we can conclude from these numbers. 30

34 Size The KLM has 136 destinations and 200 destinations for its cargo fleet. The amount of airplanes KLM has got in its possession is 116 airplanes for the normal flights and 21 airplanes for Cargo. Transavia.com has got 106 destinations and has got 30 airplanes in its possession. The difference between the amount of airplanes is 107. The difference between the amount of destinations isn t that much, only 30. KLM has both business class and economy class, Transavia.com instead, only has economy class. Profit and loss In the last public annual report of KLM and Transavia.com of , we discovered the following thing: KLM Transavia.com Differences Total assets Total liabilities Total revenues Total expenses Total profit If you take a close look, you can see that KLM, the bigger airline, has had a lot of loss in and Transavia.com, the smaller airline, actually made profit! This is special for Transavia.com, because in the years before, they have had a lot of loss. For KLM it is a big loss, almost 400 million euros. The first numbers of loss from this year from KLM Air France were made public a few months ago, they were million. The big loss of the most airlines nowadays is because of the high price for fuel, kerosene. Now, that isn t the one cause for the problem, because of the crisis, less people go on holiday and even less people go travel by air. If a flight isn t fully booked, they won t get the money they need to cover the loss they make on kerosene. Nowadays lots of people are fired in the aviation branch but now there seems to be a solution for KLM: KLM is going to collaborate with Etihad, this is an airline from Dubai. The reason for this is that another airline called Emirates has flights from the Netherlands to Dubai, so for KLM it is not possible to fly to Dubai. Collaboration with Etihad will ensure KLM to be able to fly to Dubai and it will create more profit and jobs for KLM. Ever since this came into the news, the market shares have risen with about 2 euros per share. 31

35 7. What do these airlines have in common? Kind of market The market aviation economics belongs to is a homogeneous oligopoly market with full competition. This market is homogeneous oligopoly, because in our eyes, all airlines sell the same product and there are more customers than providers. The market will stay oligopolistic because it is very expensive to set up an airline, especially nowadays. Lots of people will go on holiday or on business trips with an airplane, so that won t stop the market of aviation. Product Airlines all sell the same product. A flight to the destination you want to go by air. They also sell special meals, you can order a meal you have put together yourself for a bit more money. The big airlines have frequent fleer, this is some sort of membership in which you can collect air miles. When you have enough miles you can e.g. buy a flight in business class. On your flight, you re able to buy all kinds of products: Food, drinks, jewellery, make-up, perfume, teddy bears/toys, magazines and much more. Rules For every airline, there are the same rules. We are talking about safety rules, economical rules and rules for the airlines to keep everything going. The safety rules can be found in the chair in front of you in the airplane. 32

36 8. What does the customer want? In this paragraph we are going to discuss the things the customer wants, we are going to do by showing percentages and opinions which we got from our survey. English version 33

37 34

38 Conclusion Our target was people between 0 and 100 years old (in general). However, the people we could reach were between 0 and 40 years old. This mainly is because we don t know anyone aged 40 or older from another country, and those people aren t easy to reach during the mediums we tried (forums and people we already knew). A bigger target wasn t possible. The frequency of flying is very different. Most foreigners fly every once in a while but there are also many who fly more often. Foreigners mainly fly within their own continent. The most popular continent was North America, this probably is because it s a huge continent with a lot of different climates and places. KLM, EasyJet and Lufthansa are best known airlines, Eva air is the least known airline. Eva air probably is going to have a bad time because foreign people mainly want wellknown airlines. Lufthansa and KLM are most flown with, and the least flown with is Eva air. Most people choose economy class because it s cheaper. When people choose business class they choose it for the luxury. People mainly want cheap flights and as said before, well-known airlines. Nobody wanted to have extra entertainment for their children. This may be because the people who took this survey don t have children or because the airlines that provide extra entertainment for children would be too expensive. 35

39 Dutch version 36

40 37

41 Conclusion Most people that took the survey were between 0 and 60 years old, one was older than 60 years. The frequency of flying is different. A lot of people fly every few years, while the other part flies at least once a year. Almost everybody stays within Europe. This may be because there are enough different countries within Europe with all kinds of cultures and climates but this may also be because it s cheaper. The most popular continent next to Europe is North America. Everybody knows KLM. Next to KLM the best known airlines are ArkeFly, Transavia.com, EasyJet, Martinair and Lufthansa. Just a few know Cathaway Pacific and Eva air. These are the least popular airlines. Most people have flown with KLM and Transavia.com. After that come Martinair, EasyJet and ArkeFly. The popularity of the rest is too little to talk about. Most people fly with economy class. They do this because it s cheap and they just need to travel to their destination. A big part also flies with business class, they do this because they would like more service, more space for legs and more comfort for longer flights. Most important things when choosing an airline to fly with would be the price: Economy class because it s cheaper, and business class because of the better service. Next to this, they would also like a well-known airline and they d also like food and movies during flights. The most important thing of all, however, is safety. 38

42 Main conclusion of the difference between Dutch people and foreigners It s hard to find a bigger target, this is because we don t know many foreigners and people aged 60 and above. Dutch people fly more often than foreigners, this may be because Dutch people chase the sun, have a small country and love luxury. Most people stay in their own continent when going on holiday but there are people who do go to other continents. The most popular continent is Europe and after that comes North-America. We came to the conclusion that Dutch people know the airlines better than the foreigners. KLM, Transavia.com, EasyJet, Martinair, ArkeFly and Lufthansa are most known. The most common airlines they fly with are KLM, Transavia.com, Lufthansa and EasyJet. Economy class is most popular world-wide, because this is cheaper and people get to their destiny either way. There is a small group of Dutch people who do fly with business class, this is because of the luxury, more service and comfort for longer flights. The most important things for people when they travel by air are: - Everybody wants safety. - Price: Economy class for cheaper flights. - Price: Business class, because they want better service they pay for and take extra luggage with them. - In general, people would like a well-known airline. - Dutch people are more demanding: They want food and movies during a flight. 39

43 9. Conclusion Having told every ins and outs about aviation economics, we are able to answer the final question: Which airline does better in economics: expensive, luxurious KLM or enjoyable price fighter Transavia.com? Transavia.com has always been the price fighter, while KLM has always focused on luxury, mainly for middleclass people and upper class people. KLM exists longer than Transavia.com and is a much bigger company, so their name is better known world-wide. From the survey results we can also conclude that people all over the world do know Transavia.com but KLM is much better known. From the results from our survey we can conclude the following: - Dutch people fly more often. - When they fly, Dutch people mainly fly through Europe but they do fly to other places too. - Foreigners fly most in their own continent. - Dutch people know the airlines better. - Economy class is most popular world-wide, because this is cheaper. - Business class is more common for long journeys, because of all the luxury. - The most important things for people when they travel by air are: the price, a wellknown airline, extra luggage, good service and safety. When it comes to marketing, the two airlines do differ. KLM has extra, luxurious services while Transavia.com is only about the enjoyable flying itself. KLM is bigger in everything: market share, fleet and profit and loss. KLM is about hundreds of millions when it comes to profit and loss, while Transavia.com is about a few millions. When it comes to occupation in the air, KLM is also way bigger. Despite all of this, KLM doesn t earn more money than they spend. They actually make a lot of loss. Transavia.com makes a little profit ever since 2010 and it is still rising. This makes Transavia.com moneywise a better company. Comparison scheme: KLM: Transavia.com: Difference: From the all the information we collected and put into our PWS, we can conclude that enjoyable price fighter Transavia.com does better in aviation economics! This is very unexpected, because KLM is much bigger and much more known throughout the world than Transavia.com. If we take a look on the economical side, we can conclude that KLM is not a better airline than Transavia.com. The strange thing about this is that everybody thinks that. By going very deep into the aviation economics, we got to know that you never have to make your conclusion before you know everything about it... 40

44 10. Journal Day Hours Activity Thursday : 4 hours Setup PWS, search information, survey online and started with the journal. Friday : 4 hours Index, introduction, working scheme and we held surveys. Friday : 1 hour Evaluation survey, working on 3, 4 & 7. Tuesday : 1 hour 4. Wednesday : 1 hour Search history of KLM. Tuesday : 1 hour KLM + Schiphol Wednesday : 1 hour KLM + Schiphol Thursday : 1 hour Search of old tickets + Schiphol Monday : 1 hour Completing Schiphol Tuesday : 1 hour Schiphol finished. Wednesday : 1 hour Starting 2. Thursday : 1 hour 2 + survey. Thursday : 1 hour 2 + survey. Monday : 1 hour Describe airplane types. Tuesday : 1 hour Working on every paragraph. Tuesday : 1 hour Working on every paragraph. Wednesday : 1 hour Working on every paragraph. Wednesday : 1 hour Working on every paragraph. Friday : 1 hour Making calculations of costs. Wednesday : 1 hour Writing story 4. Wednesday : 1 hour Translating text in pictures + collecting pictures. Thursday : 2 hours Spreading surveys and salary checks. Friday : 1 hour Collecting the spread surveys. Friday : 1 hour Writing story. Monday : 1 hour Finish story. Monday : 1 hour Paste in pictures for the story, Tuesday : 1 hour Process surveys. Tuesday : 1 hour Making price table. Wednesday : 1 hour Paste in pictures for the story. Thursday : 1 hour Calculating prices for price table. Thursday : 1 hour Finishing price table. Friday : 1 hour Making price table perfect + start economy of KLM. Monday : 1 hour Economy of KLM. Tuesday : 1 hour Economy of KLM. Thursday : 1 hour Finished the economy of KLM. Monday : 1 hour Picture explanation airplanes Transavia.com Tuesday : 2 hours Transavia.com 41

45 Wednesday : 1 hour Transavia.com Thursday : 1 hour CDAs. Friday : 1 hour CDAs. Tuesday : 2 hours Finished Transavia.com, worked on 2. Wednesday : 1 hour 2. Tuesday : 1 hour Finished 2. Thursday : 1 hour Airplane. Monday : 1 hour 6. Tuesday : 2 hours 6. Tuesday : 1 hour Airplane. Wednesday : 1 hour Airplane. Tuesday : 1 hour Airplane. Wednesday : 3 hours Conclusion + journal. Thursday : 2 hours Finishing conclusion + 8. Monday : 2 hour 8. Tuesday : 2 hours 8 + Acknowledgement. Wednesday : 1 hour Finishing 8. Thursday : 2 hours Finishing 8. Friday : 1 hour Finishing 8. Saturday : 4 hours Airplane. Monday : 1 hour Fixing spelling mistakes etc. Wednesday : 1 hour Fixing spelling mistakes etc. Monday : 1 hour Fixing spelling mistakes etc. Tuesday : 2 hours Airplane. Wednesday : 2 hours Airplane. Thursday : 1 hour Airplane. Friday : 1 hour Finishing touch + handing in. Total: 85 hours per person. 42