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The management of patients with a maxillary tumour is complex, especially reconstruction and rehabilitation. The techniques for closure or obturation of any oro-antral/nasal communication are well described. What is less well described is the effective and timely restoration of facial form and dentition, ideally prior to commencement of radiotherapy. This paper describes the use of the zygomatic implant perforated (ZIP) flap technique to provide immediate reconstruction and rapid dental rehabilitation in three cases of midface/maxillary oncologic ablative defects. Three patients who underwent ZIP flap reconstruction at St James’s Hospital between September 2022 and March 2023 are described. One of them had a total maxillectomy and two had an extended hemi-maxillectomy. All patients had a ZIP flap including a radial forearm free flap, with four zygomatic implants in one case and two zygomatic implants in each of the other cases. All implants placed had good primary stability and the median time to prosthesis fit was 22 days. All patients underwent adjuvant radiotherapy. [ABSTRACT FROM AUTHOR]

BackgroundArrhythmogenic right ventricular cardiomyopathy (ARVC) is a heritable arrhythmia syndrome entailing a high risk of sudden cardiac death. Discernment from benign arrhythmia disorders, particularly right ventricular outflow tract ventricular tachycardia (RVOT VT), may be challenging, providing an impetus to explore alternative modalities that may facilitate evaluation of patients with suspected ARVC.ObjectiveWe evaluated the role of equilibrium radionuclide angiography (ERNA) as a diagnostic tool for ARVC.MethodsERNA measures of ventricular synchrony-synchrony (S) and entropy (E)-were examined in patients with ARVC (n = 16), those with RVOT VT (n = 13), and healthy controls (n = 49). The sensitivity and specificity of ERNA parameters for ARVC diagnosis were compared with those of echocardiography (ECHO) and cardiovascular magnetic resonance (CMR).ResultsERNA right ventricular synchrony parameters in patients with ARVC (S = 0.91 ± 0.07; E = 0.61 ± 0.1) differed significantly from those in patients with RVOT VT (S = 0.99 ± 0.01 [P = .0015]; E = 0.46 ± 0.05 [P < .001]) and healthy controls (S = 0.97 ± 0.02 [P = .003]; E = 0.48 ± 0.07 [P = .001]). The sensitivity of ERNA synchrony parameters for ARVC diagnosis (81%) was higher than that for ECHO (38%; P = .033) and similar to that for CMR (69%; P = .162), while specificity was lower for ERNA (89%) than that for ECHO and CMR (both 100%; P = .008).ConclusionERNA right ventricular synchrony parameters can distinguish patients with ARVC from controls with structurally normal hearts, and its performance is comparable to that of ECHO and CMR for ARVC diagnosis. These findings suggest that ERNA may serve as a valuable imaging tool in the diagnostic evaluation of patients with suspected ARVC.

Arabian Gulf carriers are changing the dynamics of international aviation. While travellers flying between East and West used to connect traditionally at European hubs, the rapid emergence and growth of Emirates, Etihad Airways and Qatar Airways have altered traffic flows, transforming their home bases into global air transport hubs. Thus, this study aims to assess the hub-and-spoke system efficiency of the three main Gulf carriers and compare it to major European hubbing airlines. The paper detects that the connectivity through European hubs is being increasingly challenged by the Gulf based hubs. The research findings have shown a high degree of connectivity and temporal coordination for Gulf carriers, clearly greater than European hubs. Qatar Airways and Etihad Airways provide about twice the level of intercontinental connectivity compared to their European counterparts. [ABSTRACT FROM AUTHOR]

The Frequent Flyer Program (FFP) is fast changing the scope of ancillary revenues. The sale of miles to third-party partners has epitomised the revenue generating capability of FFPs, which has yielded co-branded credit cards as a prominent instrument in substantially boosting earning streams. This study triangulates the tripartite composition of airlines, banks and payment networks that formulate the sale of miles and the resulting value that accrues. A survey was conducted at a prominent commercial conference devoted to the subject area, along with secondary data to ascertain the financial impact of today's FFPs and to investigate the underpinning factors as to how they are producing such stellar incremental revenue streams. The findings indicate that there are a low number of active FFP members, while one-third of new members signup for a co-branded credit card. The hierarchical tier structure supporting the compositional framework of FFPs has a significant impact on membership levels and loyalty engagement. A large proportion of ancillaries now evolve from airline co-branded credit cards which have significantly contributed in propping up the overall value of FFPs. Banks are distributing record numbers of airline co-branded credit cards where the top tier segment spend heavily, while a substantial proportion of such rewards cards now propagate through the payment networks. The symbiotic commercial partnership that is being forged between airlines and banks is prodigious and the industry has engineered a tool that harnesses noticeable returns which can significantly assist in sustaining the financial future in an ever changing landscape. [ABSTRACT FROM AUTHOR]

This paper examines the performance of the two core classifications of airline ancillary revenues, which are unbundled products and commission based income. It also investigates the willingness of passengers to pay (WTP) for these services together with what type of ancillary items are acceptable at a particular price point. The study found that passengers value a narrow range of perceived ‘necessity’ products and services such as food and drink, checked baggage and seat assignment as opposed to perceived ‘optional’ unbundled or commission based products/services. It also found significant differences in WTP for specific ancillary services based on carrier type (FSC/LCC/Charter), length of flight (long and short haul) and journey purpose (business, leisure, VFR). [ABSTRACT FROM AUTHOR]

In this study, the operating environment's attributes and its influence on the performance of airlines in Southeast Asia are assessed through a comprehensive literature review and performance analysis. As a first step, a Pareto Analysis is performed to assess the capacity contribution of registered airlines in the Southeast Asia region, totalling 65 in 2019. Then, seven of the largest Southeast Asian airlines, representing 80% of total capacity in the region, are taken forward into an in-depth benchmarking and Product and Organisational Architecture (POA) performance analysis. The research pinpoints key differences between Full-Service Carriers and Low-Cost Carriers in the region through a series of 13 metrics applied in the POA. It was found that the region's FSCs scored better at Product Architecture, which includes convenience, comfort and connectivity, whilst the LCCs strength was in the Organisational Structure component, namely fleet and labour productivity, sales and distribution, and airport attractiveness, especially in the case of AirAsia. • 65 carriers served the Southeast Asia market in 2019. • The largest eight carriers offered 80% of the total capacity in the region. • A Product and Organisational Architecture (POA) analysis was conducted for years 2016 and 2019. • LCCs in the region excelled in the organisational architecture aspects of the POA framework. • FSCs in the region scored better in the POA at product architecture. • Cost, labour, capital, and network scores were high for LCCs in the region, especially for AirAsia [ABSTRACT FROM AUTHOR]

This study sets out to investigate the revenue characteristics of long-haul low-cost carriers (LHLCCs) in the Southeast Asian market using a recently established metric that calculates revenue per equivalent flight capacity per block hour (REB). REB allows for the accurate comparison of airlines on different routes with varying cabin configurations, and stage lengths. The majority of the data was sourced from Sabre MIDT and OAG, while supplementary data were from other various sources. In addition to REB, the study investigates: How do LHLCCs yields compare to full-service network carriers (FSNCs)? Are LHLCCs positively impacted by smaller share of connecting passengers? Are LHLCCs positively impacted by ancillary revenues? Do LHLCCs benefit from higher load factors and seat densities? Results show that LHLCCs performed 26.6% less in overall REB compared to their FSNC counterpart despite LHLCCs generating 43.9% less yield. This is a result of less revenue diluting connecting passengers, higher average ancillary revenue per block hour, higher average load factors and higher average seat densities for LHLCCs. On a route-level, some LHLCC operations can equally perform or outperform competition's revenue performance. Furthermore, the findings are mostly consistent with earlier REB research conducted on the North Atlantic market by Soyk et al. (2018). Revenue and operating characteristic showed the same trends in both markets, although to varying degrees. This study exposes, with high detail, the revenue generating inner-workings of the elusive long-haul low-cost model in its second largest market, and compares it on equal grounds to their full-service network competition. We learn that airlines can drive the airfare down while minimising the loss of revenue per flight capacity of the aircraft by adjusting for the numerous variables that directly impact it, such as seat density, cabin configuration, ancillary revenues, load factors, and percentage of connecting passengers. • The Long-haul low-cost carrier model is an unproven one, that has gained momentum. • This study characterises the revenue performance of LHLCCs in the Southeast Asia. • LHLCCs are generating less revenue per flight capacity at the market level. • LHLCCs are capable of outperforming the competition at the route level. • The LHLCCs compensates for low yield with high load factors and high seat densities. [ABSTRACT FROM AUTHOR]

The premium economy class is fast becoming an embedded and valued product that is being incorporated into the long haul fleets of the world's flag carriers. The premium economy unique proposition positions itself mid way between economy and business class with enhanced leg room as its primary attribute. It targets the price sensitive business traveller and the comfort seeking leisure passengers. This study contains an insight into the unit cost of production of economy, premium economy, business and first class seats and their potential to generate revenues on the lucrative London Heathrow to New York JFK route using a British Airways 747-400 aircraft. The main findings show that the rationale for implementing a premium economy seat is justified as it is only 1.6 times more expensive than an economy seat to produce, but it generates revenues that are 2.3 times higher than its cost of production - spawning the highest marginal returns from the four cabin hierarchy. The research reinforces the assumption that premium economy class cabins could very well become an embedded and sustainable product in the landscape of long haul travel in the near future. [ABSTRACT FROM AUTHOR]

Never before have network airlines been so exposed and vulnerable to low-cost carriers (LCCs). While LCCs had 26.3% of all world seats in 2013, Southeast Asia had 57.7% and South Asia 58.4% – and these figures will only increase. There are many consequences of LCCs on network airlines, including inadequately meeting the expectations of customers, so increasing dissatisfaction, and not offering sufficient value-for-money. Clearly, it is fundamentally important for Asian network airlines to respond appropriately to LCCs. This paper looks at the strategic capability of 22 of the top Asian network airlines in competing with LCCs, which is achieved by analysing questionnaire data from these airlines in terms of 37 competitive responses across six distinct response categories. It is crucial to note that this paper only concerns their capability in competing with LCCs, and it does not consider their overall strength. This paper also investigates how strategic capability varies by Asian sub-region and by airline performance, with performance examined in two respects: by perceived performance and actual performance. The results show that strategic capability varies widely, with Vietnam Airlines possessing the strongest strategic capability to compete with LCCs and SilkAir the weakest. Of others that compete heavily with LCCs, Malaysia Airlines and Garuda Indonesia have strong capabilities, while Philippine Airlines does not. However, all three need to more forcefully respond to LCCs. As a whole, network airlines within Southeast Asia have the greatest strategic capability, and Northeast Asia the weakest. There is a reasonably strong correlation between strategic capability and both actual and perceived performance, which suggests that those airlines with strong strategic capabilities should achieve strong overall performance. [ABSTRACT FROM AUTHOR]

This study examines the metronomic rise of Turkish Airlines into a global carrier in the period following domestic deregulation and part privatisation. Using a comparative assessment of the carrier's network and its competitive strategies during the 2003–2013/2014 period it was found that Turkish Airlines now benefits from considerable network, cost, service and brand advantages over competing European and to a lesser extent Middle-Eastern airlines. Its network operation based in Istanbul Ataturk airport enjoys strong geographic and demographic advantages, which enables it to optimise the use of its large and young short-haul fleet between a significant number of domestic and international points. This study has important implications for partially or fully state owned legacy carriers as to how to gain competitive advantages in an increasingly open and liberal airline industry. [ABSTRACT FROM AUTHOR]

Anticoagulation therapy is used in several conditions to prevent or treat thromboembolism. Over the last 40 years, warfarin has been the oral anticoagulant of choice and has been considered the mainstay of treatment. However, its use is limited by a narrow therapeutic index and complex pharmacodynamics, necessitating regular monitoring and dose adjustments. Recently, two new oral anticoagulants - dabigatran etexilate (a direct thrombin Inhibitor) and rivaroxiban (a factor Xa inhibitor) - have been approved for use in North America and Europe. Unlike warfarin, dabigatran and rivaroxiban are relatively small molecules that work as anticoagulants by targeting specific single steps of the coagulation cascade. Their advantages, relative to warfarin, include: predictable pharmacokinetics; limited food and drug interactions; rapid onset of action; and, short half-life. They require no monitoring. However, they lack a specific reversal agent. The number of patients taking dabigatran and rivaroxaban is increasing. Therefore, it is inevitable that dentists will be required to perform invasive procedures on this cohort of patients. This paper outlines the various properties of the new oral anticoagulants and the most recent guidelines regarding the management of these dental patients taking these medications. [ABSTRACT FROM AUTHOR]

Abstract: This study determines traveler preferences and acceptability levels for a range of airline ancillary products and services by employing an on-line passenger survey to examine booking preferences as well as attitudes toward a selection of air and non-air travel components sold by the airlines. The survey results are combined with expert opinions collated from a recent international conference, along with secondary data, to generate an acceptance ranking which can be used by a range of airlines to formulate their ancillary revenue strategies. It is found that airport car parking and checked baggage charges proved to be the most accepted commission based and unbundled products for airlines to sell respectively. Despite the recent focus and successes in ancillary revenues, however, it can also observed that none of the ancillary products and services examined in this study achieved a high take up rating suggesting that airlines can do much more to convince travelers of the benefit and value in airlines selling non-core products and services to them. [Copyright &y& Elsevier]