airline deregulation
description: removal of government controls on airline industry
53 results
The Great Reversal: How America Gave Up on Free Markets
by Thomas Philippon · 29 Oct 2019 · 401pp · 109,892 words
1978, the Civil Aeronautics Board regulated airlines in the US, controlling the fares they could charge and the routes they could fly. The Carter Administration argued that customers would benefit from deregulation because it would encourage competition among existing carriers as well as entry of new airlines. And it did. The Airline Deregulation
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policy at that time, all of which we will revisit often in this book. The first feature is that antitrust was largely a bipartisan affair. Airline deregulation happened under a Democratic president, Jimmy Carter, and the breakup of AT&T under a Republican president, Ronald Reagan. Second, regulation and technology are deeply
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the world. Let us look at a few examples before we give a full account. Airlines The US began liberalizing air travel in 1978 when Congress passed the Airline Deregulation Act. By the 1990s, US skies were competitive. Figure 8.3 shows the evolution of concentration and profits in air transportation over the
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., and E. Saez (2006). The evolution of top incomes: A historical and international perspective. American Economic Review 96(2), 200–205. Pinkham, R. (1999). European airline deregulation: The great missed opportunity? SAIS Europe Journal (1 April). Rajan, R. G., and L. Zingales (2003). Saving Capitalism from the Capitalists. New York: Crown Business
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Acemoglu, Daron, 58 adaptation, 287 Adelson, Sheldon, 174 Adelstein, Jonathan, 200 Adenauer, Konrad, 131, 132, 142 age, of successful entrepreneurs, 82 Air France, 139 Airline Deregulation Act (1978), 2, 137 air transport and airline industry: deregulation of, 2–3, 30–31, 137–140; costs in US versus Europe, 7; HHI in, 35–37
The Third Pillar: How Markets and the State Leave the Community Behind
by Raghuram Rajan · 26 Feb 2019 · 596pp · 163,682 words
as travel perks were excellent for those who could get jobs in airlines. Airline pilots and air stewards led a glamorous and much-envied existence. Airline deregulation in 1978, driven by economist Alfred Kahn under the Carter administration, changed all this. Prices of tickets fell steadily, airports became more congested as air travel
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if you want. The lady’s not for turning.” Across developed countries, states liberalized not just the industrial sector but also financial markets. As with airline deregulation, competition among financial institutions and on market exchanges reduced the public’s costs and improved its access to financial services. It also led to narrower
Badvertising
by Andrew Simms · 314pp · 81,529 words
sexualised ‘air stewardesses’ slowly became the gender-neutral ‘flight attendants’ who serve air passengers today. Figure 6.4 Pacific Southwest Airlines stewardess, 1970s. (Pacific Southwest Airlines) Deregulation of the US airline industry in the late 1970s was hugely disruptive to the incumbent players, but the overall effect was to drastically cut ticket
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came with the rise of the budget airline, or ‘low-cost carrier’ in the early 1980s. In the USA they were boosted by the airline deregulation of 1978 and the demise of the Civil Aeronautics Board in 1984 which had closely managed the industry, while protectionism amongst European countries meant deregulation took ten
The Making of Global Capitalism
by Leo Panitch and Sam Gindin · 8 Oct 2012 · 823pp · 206,070 words
not only organized labor but also the broader social movements on the defensive.15 Labor suffered another major defeat with the passage of the Airline Deregulation Act in October 1978, which it correctly saw would have the effect of driving down airline workers’ wages and benefits through the removal of price controls, as
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, Department of, 359n.49, 408, n.87 Albo, Greg, 445n22 Akard, Patrick, 394n7 Aldrich Committee, 372n15 Allende, Salvador, 133, 216 AIG, 306, 315, 439.48 Airline Deregulation Act (1978), 166 Akyuz, Yilmaz, 429n46, 434n6 Alternative Economic Strategy (UK), 143, 158 American Bankers Association, 79, 169, 324 American decline (thesis of), 1, 13, 16
J.K. Lasser's Your Income Tax 2014
by J. K. Lasser · 5 Oct 2013 · 1,845pp · 567,850 words
the fund are not deductible. Workers’ compensation payments (2.13) are not taxable. Taxable unemployment benefits include federal trade readjustment allowances (1974 Trade Act), airline deregulation benefits (1978 Airline Deregulation Act), and disaster unemployment assistance (1974 Disaster Relief Act). Repaid supplemental unemployment benefits If you had to repay supplemental unemployment benefits to receive trade readjustment
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701/2 (persons over) Age test Aggregate treatment of activities AGI. See Adjusted gross income Agreements. See specific types Aides (school) Air Force Academy Airline Deregulation Act (1978) Airline pilots Airplanes Aliens. See Nonresident aliens; See Resident aliens Alimony 3rd year recapture for drops in cash payments of child support payments vs. death
J.K. Lasser's Your Income Tax 2016: For Preparing Your 2015 Tax Return
by J. K. Lasser Institute · 19 Oct 2015
the fund are not deductible. Workers’ compensation payments (2.13) are not taxable. Taxable unemployment benefits include federal trade readjustment allowances (1974 Trade Act), airline deregulation benefits (1978 Airline Deregulation Act), and disaster unemployment assistance (1974 Disaster Relief Act). Repaid supplemental unemployment benefits. If you had to repay supplemental unemployment benefits to receive trade readjustment
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) Age 70½ (persons over) Age test Aggregate treatment of activities AGI. See Adjusted gross income Agreements. See specific types Aides (school) Air Force Academy Airline Deregulation Act (1978) Airline pilots Airplanes Aliens. See Nonresident aliens; See Resident aliens Alimony 3rd year recapture for drops in cash payments of child support payments vs. death
J.K. Lasser's Your Income Tax
by J K Lasser Institute · 30 Oct 2012 · 2,045pp · 566,714 words
the fund are not deductible. Workers’ compensation payments (2.13) are not taxable. Taxable unemployment benefits include federal trade readjustment allowances (1974 Trade Act), airline deregulation benefits (1978 Airline Deregulation Act), and disaster unemployment assistance (1974 Disaster Relief Act). Repaid supplemental unemployment benefits. If you had to repay supplemental unemployment benefits to receive trade readjustment
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income health coverage credit song publishers to composers, amortizing song rights time limits for receiving Advances, against unearned commissions Airfares, subject to 2% AGI floor Airline deregulation benefits Airline employees free or low-cost flights provided to IRS meal allowance pilot Airplane company plane depreciate business property donated, substantiation rules for fuel
J.K. Lasser's Your Income Tax 2022: For Preparing Your 2021 Tax Return
by J. K. Lasser Institute · 21 Dec 2021
the fund are not deductible. Workers’ compensation payments (2.13) are not taxable. Taxable unemployment benefits include federal trade readjustment allowances (1974 Trade Act), airline deregulation benefits (1978 Airline Deregulation Act), and disaster unemployment assistance (1974 Disaster Relief Act). Repaid supplemental unemployment benefits. If you had to repay supplemental unemployment benefits to receive trade readjustment
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, IRA contribution, 216–18, 255 Age test, 484 Aggregate treatment of activities, 294, 296–97, 707 AGI. See Adjusted gross income Agreements. See specific types Airline Deregulation Act, 43 Airplanes, 70, 368–69 Aliens dual-status, 30, 31–32, 352 nonresident, 16, 29–30, 169, 525, 638, 645, 783 resident, 30–33
Why Airplanes Crash: Aviation Safety in a Changing World
by Clinton V. Oster, John S. Strong and C. Kurt Zorn · 28 May 1992 · 217pp · 152 words
business and government. This page intentionally left blank Preface This book has its roots in two research projects that involved the three authors. The Harvard Airline Deregulation Study, which began in 1979, resulted in three books on the airline industry. During this research, questions about effects of deregulation on safety were raised
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overworked air traffic controllers, large fines levied against airlines for maintenance violations and falsified maintenance records, and other incidents as supporting evidence. Some critics claim airline deregulation is at fault and the solution is to re-regulate the industry.1 Others contend the fault lies with the government's regulatory agency, the
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2 The U.S. Airline Safety Record in the Post-Deregulation Era The U.S. airline industry has changed dramatically since passage of the Airline Deregulation Act in 1978. Flexibility in route entry and exit and in fare setting stimulated competition, encouraged new entrants, and forced all airlines to pay more attention to
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1986 have been characterized by industry consolidation and serious financial problems among several large carriers. Even though safety regulation was not directly affected by the Airline Deregulation Act of 19782 some participants and observers of the industry fear that there has been an unintended negative impact. 'John R. Meyer and Clinton
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replaced large jet airlines on many routes, especially in small community service. Commuter carriers are perceived to be dramatically less safe than are large jet airlines. Deregulation's route freedoms have allowed airlines to exploit the service advantages of hub and spoke route systems. By having a group of aircraft from many
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AND AFTER DEREGULATION Table 2.1 contains five measures of airline safety for combined trunk and local service airlines for both the pre-deregulation 1970-1978 period and the post-deregulation period.8 The postderegulation period was separated into two parts to acknowledge the differences in the industry between the
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417. Safety in the Post-Deregulation Era 39 Table 2.7 Transition from Jet Service to Commuter Service, Sixty CityPair Markets Where Commuters Replaced Jets 1978 1986 Average Weekday Departures 2.88 6.29 Average Intermediate Stops 0.59 0.30 Source: U.S. CAB Staff Study. "Report on Airline
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This chapter examines the safety performance of three nonscheduled segments of the aviation industry: charter jet service, air taxis, and general aviation. CHARTER JET SERVICE Airline deregulation removed most economic regulation for scheduled operations with a resulting secondary effect on charter passenger operations. Prior to deregulation, major scheduled airlines were frustrated by
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a set of 'leading safety indicators' along the lines of the 'leading economic indicators,' and these should be used to examine further the effects of airline deregulation."4 In principle, leading safety indicators could allow safety problems to be identified and corrected as they emerge without 'William A. Cunningham and Grant M
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over the development, regulation, and control of civil air carriers. The CAB went out of existence in 1984 as a direct result of the Airline Deregulation Act of 1978. Callout The practice of verbal communication of operating procedures or checklists, generally done in the cockpit prior to departure; also, the practice of repeating
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, 113, 163 Air Transport Pilot License (ATP), 34, 47, 49, 59, 72 Air Wisconsin, 62 Airbus, 162, 163 Aircraft Owners and Pilots Association (AOPA), 47n Airline Deregulation Act, 19, 19n Airworthiness Assurance Task Force, 141 Airworthiness Directives, 137 Alaska, 15, 32n, 46, 48, 56, 68, 69, 70, 72, 159 Aloha Airlines,
Hard Landing
by Thomas Petzinger and Thomas Petzinger Jr. · 1 Jan 1995 · 726pp · 210,048 words
program was duly created. It would prove of great value, although not against the enemy that Crandall had intended. CHAPTER 4 “IN THE PUBLIC INTEREST” Airline deregulation is encrusted with myth and misconception. One widely repeated account holds that a group of academic theorists, led by Prof. Alfred Kahn of Cornell University
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. Before long, Boies and Schuman would be married. Within a month of her appointment, Schuman and a few associates wrote a paper for Carter on airline deregulation. Airlines, the paper said, were “naturally competitive.” Regulation was “inappropriate.” The policies of the CAB had brought about “inflated fares” and “half-empty planes.” Airlines
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. Ted Kennedy, looming as a potential Carter rival in the next presidential election, was out in front on the issue. There were five bills for airline deregulation already pending in Congress, Schuman told the president. But Carter, the memo added, might be able to turn all the action in Congress to his
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move was counterintuitive—a Democrat proposing to dismantle regulation. But as when President Nixon went to Red China five years earlier, partisanship was in retreat. Airline deregulation was transcending party lines, which vastly increased its chance of adoption. On March 4, 1977, Carter sent a message to Capitol Hill. “As a first
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Mary Schuman are the people responsible for this.” Carter’s lips grew tighter as the group exited. But by the time he signed the Airline Deregulation Act of 1978, Carter was beaming with pride. Flanking him were Kennedy and Cannon, Monte Lazarus from United, Alfred Kahn, and even the former CAB chief, John
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.) The New York Times labeled Acker “the darling of deregulation.” Fortune magazine suggested that Acker was “the ablest of the entrepreneurs catapulted to prominence by airline deregulation.” Air Florida, said The Wall Street Journal, had become “one of the great American corporate success stories.” It did not particularly concern the investment community
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to cushion the blow. Lenders moved to seize the company’s assets. The IRS slapped on a tax lien. Air Florida, the Cinderella story of airline deregulation, filed for bankruptcy. Filling the service void, once again, was Eddie Acker. Acker had settled quickly into the corner office on the 46th floor of
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Feldman’s dearest friends. One was Dick Ferris, the president of United, who had grown close to Feldman as they battled jointly in favor of airline deregulation. Another was Travis Reed, an aircraft broker and deal maker who had served as undersecretary of commerce in the Ford administration. Both Feldman, newly widowed
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of hate against Lorenzo, and Congress began to take notice. Norman Mineta, the California Democrat who had provided a crucial swing vote in favor of airline deregulation partly at the behest of Phil Bakes, introduced a bill urging the Transportation Department “to conduct a full investigation into the management of Texas Air
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this deception because the flight crews in such cases switched planes with the passengers. Usually the return flight reversed the same arrangements. The combination of airline deregulation and computer reservation networks facilitated this practice. In Europe code sharing, considered an outright subterfuge, was a violation of the law. Indeed British Airways, invited
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junket: The scandal is detailed in “CAB Chief Takes Self Out of Investigation of Nation’s Airlines,” WSJ, Aug. 21, 1974; Brown, The Politics of Airline Deregulation; and a series of letters between Timm and the Ford White House, published in Aviation Daily. 71. In a burst of reform: Robson’s background
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1/7/93 interview; in the Cohen 2/16/93 interview; and in numerous articles in Aviation Daily. 72. The Last Hurrah: “The Move to Airline Deregulation,” by John Robson, The Bureaucrat, Summer 1982. 73. During the evening: These discussions were described in the Cohen 2/16/93 interview. 74. absolutely no
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National Archives under the Freedom of Information Act. 3. lost its way: Breyer’s views are detailed in Breyer, Regulation and Its Reform, and in “Airline Deregulation in America,” by Stephen Breyer, ITA Magazine, May 1986. 4. resurrect … Watergate: Bradley Behrman, “Civil Aeronautics Board,” in Wilson, The Politics of Regulation, page 100
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Practice and Procedure, Feb. 6, 14, 18, 19, 25, and 26, Mar. 4 and 21, 1975. 19. officials were carefully chosen: Brown, The Politics of Airline Deregulation, page 107; Breyer, Regulation and Its Reform, pages 327-28. 20. “find a scandal”: Bakes 5/11/93 interview. 21. “The only word … flashing”: Transcript
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: Robson 1/7/93 interview. 46. furiously lobbied: Cohen 2/16/93 interview. 47. writing a dissent: Ibid. 48. visibly startled: Brown, The Politics of Airline Deregulation, page 113. 49. “mesmerized by computer models”: U.S. Senate, Hearings Before the Subcommittee on Aviation, Apr. 1, 1977. 50. “fucking academic eggheads”: Bakes 5
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. Byrne, BW, Nov. 25, 1985. 88. utterly transform: The secondary effects of the firing are described, among other places, in Eight Years of U.S. Airline Deregulation, by Frank A. Spencer and Frank H. Cassell, Transportation Center, Northwestern University, Jan. 1987, and in “Suicide Pact at Eastern Air Lines,” by Thomas Moore
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/16/93 interview. 48. century-old home: Burr 9/16/93 interview. 49. “my moat”: Burr 9/17/93 interview. 50. “Kibbles’N Bits”: Dempsey, Airline Deregulation and Laissez-faire Mythology, page 97. 51. boxed lunches: “Continental Air Will Offer Rivals’ Fliers Free Lunch,” WSJ, Mar. 14, 1986. 52. “boom” the market
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woman had clunked: “Bumpy Flights: Many Travelers Gripe About People Express, Citing Overbooking,” by William M. Carley, WSJ, May 19, 1986. 58. grew tardy: Dempsey, Airline Deregulation, page 83. 59. Death Star: Burr 9/17/93 interview. 60. “my children”: Ibid. 61. “fucking minds”: Ibid. 62. “I kept this”: Burr 9/16
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Book of Aircraft. London: Kingfisher Books, 1985. Breyer, Stephen. Regulation and Its Reform. Cambridge, Mass.: Harvard University Press, 1982. Brown, Anthony E. The Politics of Airline Deregulation. Knoxville: University of Tennessee Press, 1987. Brown, Mick. Richard Branson: The Inside Story. London: Headline, 1989. Brown, Stanley H. Ling: The Rise, Fall, and Return
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. Shrewsbury, England: Airlife Publishing, 1987. Davis, Sidney E. Delta Air Lines: Debunking the Myth. Atlanta: Peachtree Publishers, 1988. Dempsey, Paul Stephen, and Andrew R. Goetz. Airline Deregulation and Laissez-Faire Mythology. Westport, Conn.: Greenwood Publishing Group, 1992. Derthick, Martha, and Paul J. Quirk. The Politics of Deregulation. Washington, D.C.: Brookings Institution
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., Associates Inc. Analysis of Airline Concentration Issue. Presented to American Airlines, Inc., Rowayton, Conn., July 1990. Brenner, Melvin A., James O. Leet, and Elihu Schott. Airline Deregulation. Eno Foundation for Transportation, Inc., Westport, Conn., 1985. Civil Aeronautics Board. Report of the CAB Special Staff on Regulatory Reform. Executive summary published in Journal
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in the United States Airline Industry. Department of Business Administration, University College, Dublin, Ireland, December 1987. Morrison, Steven, and Clifford Winston. The Economic Effects of Airline Deregulation. Brookings Institution, Washington, D.C., 1986. National Academy of Sciences, Transportation Research Board, The Future of Aviation. Fifth International Workshop. Washington, D.C., October 6
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Lines. U.S. Department of Labor Contract. Harvard University, Cambridge, Mass., May 1987. Spencer, Frank A., and Frank H. Cassell. Eight Years of U.S. Airline Deregulation: Management and Labor Adaptations: Re-Emergence of Oligopoly. Transportation Center, Northwestern University, Evanston, Ill., January 1987. Transportation Research Board, National Research Council. Winds of Change
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