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Airlines in sentence

129 examples of Airlines in a sentence

Now that major airlines have flights to and from the island, Cuban-Americans and any other tourists can travel there freely, which means that there are investment opportunities in hospitality, telecommunications, transportation, retail banking, and other related industries.
US airlines have used the lull in demand for their services to reorganize both their equipment and personnel, much like the railways in the 1930’s.
For example, a United States Senate committee recently sought to block the planned liberalization of foreign takeover rules for airlines, while Europe has enacted more restrictive takeover laws.
The principal objection raised by those who met in Moscow is that the ETS impinges on non-EU countries’ sovereignty, because, by capping their airlines’ carbon allowances for flights to and from the EU, it imposes its rules on their turf.
Threatening the EU and creating confusion for airlines around the world will help no one.
The Bush Administration supported bailouts for airlines, unprecedented subsidies for agriculture, and tariff protections for steel.
Although US airlines were "privatized" - freed from extensive state control - airports were not.
Government blamed private airlines.
Efforts to bring market forces to bear by, say, auctioning gates and flight times, were stymied, in particular by airlines with vested interests.
The military owns airlines and freight companies, petrochemical factories, power generation plants, sugar mills, cement and fertilizer plants, construction firms, banks and insurance companies, advertising agencies, and more.
Even freight companies and airlines have been spurred to act, with a growing number now refusing to transport shark fins.
As if this weren’t bad enough, the Commission is preparing an emission-trading scheme for EU airlines, with 2004 as the base year for setting quotas.
This is a clear disadvantage for airlines from the new EU members, as the number of passengers they carry increased sharply only after 2004, when these countries joined the EU.
But firms must deal with licenses in many areas – such as medical devices and drugs, radio stations, mines, bars, banks, insurance companies, airlines, and taxis – that are not included in the report’s indicators, even though they may be major obstacles to doing business.
Consider deregulation of telecommunications and airlines, which has ushered in competition from low-cost carriers of data and people.
But they did, and this did not prevent them for blaming “Brussels” strongly and loudly for these very constraints when their own national airlines got in trouble.
Today, airlines, auto manufacturers, agricultural companies, media, investment banks, hedge funds, and much more has at some point been deemed too important to weather the free market on its own, receiving a helping hand from government in the name of the “public good.”
There are good programs and unsuccessful ones – just as there are good and bad restaurants, airlines, and oil companies.
This requires more funding, which should come from the main beneficiary of drug sales – the pharmaceutical industry – just as oversight of aviation safety is funded by the airlines.
While T5 will mostly service British Airways, T3 will service Air China and two dozen other airlines.
The new ICAO framework aims for “carbon-neutral growth” in international aviation from 2020 onward, and has as its centerpiece a global market-based measure (GMBM) to help airlines affordably cap their net emissions at 2020 levels.
And airlines will purchase emissions reductions from other economic sectors, thus funneling billions of dollars into low-carbon development around the world.
The airlines themselves will welcome a coherent global framework that establishes clear and predictable compliance metrics, rather than a regulatory patchwork that differs from country to country and complicates international operations.
To minimize compliance costs – and because environmental sustainability is now a key competitive marker for customers and investors alike – airlines will likely encourage the countries where they do business to participate in the ICAO program.
However, the framework decided in Montreal is not complete, and crucial details need to be worked out quickly so that airlines can begin to plan how they will meet the new environmental targets.
American airlines are pretty awful.
They are lucky that hostility to competition in what purports to be the homeland of free-market capitalism has kept Asian airlines out of their domestic marketplace.
The postal industry, for example, could learn a lesson from airlines, train companies, travel agencies, and hotels, all of which increase their prices during periods of high demand.
Big companies, from banks to airlines, are contributing as well.
Over six days, about 95,000 flights were canceled, at a cost to airlines of more than $1 billion.
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