By Lowell W. Steele
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Additional resources for Competitive Status of the U.S. Civil Aviation Manufacturing Industry : a Study of the Influences of Technology in Determining International Industrial Competitive Advantage.
Commuter airlines, many of them new, expanded to fill the void. The number of certificated scheduled carriers offering passenger service has expanded from 36 to 98 (Figure 2-1). 1 Perhaps more important, the structure of air travel service has changed markedly. The regional/commuter airlines have expanded the number of airports served, while the major national airlines have markedly reduced the number of airports served (Table 2-2). The trunk airlines have instead concentrated their attention on the largest hubs, where they offer competing service with majors already entrenched.
Some large corporations had flight departments and recognized the benefits of rapid air transportation, but the fleet was composed of reconstructed military aircraft and a few cabinclass, twinengined, piston-powered aircraft. Turboprops and jets were just being introduced. S. S. S. general aviation manufacturers to accept the risk in applying new technology in new products. As the market developed—helped by the expansion of industry and growth of small population centers—general aviation manufacturers frequently offered aircraft with much improved performance and service capability through advances such as high-bypass engines, increasingly useful avionics, long-range navigation systems, and structural and safety advances.
S. market. The present period is one of transition, aggravated by the recent recession that further beclouds the future. The character of the eventual new equilibrium— assuming one ensues—is uncertain. More time will be required for the full effects of deregulation to become clear. Despite the pressure for improved efficiency in operations, the lower fares, and the improved service to some smaller communities that deregulation generated, one cannot yet conclude that the present arrangement is optimal.