THE SHORT OF TELEMATICS

NAME : 1. SARAH FITRI RAHMALIA (064.07.008)
2. RISTIANI (064.07.018)
3. CYNTHIA DEWI (064.07.019)
4. DWI INDAH FITRIYANTI (064.07.038)
5. DEVINTA YULI KURNIASARI (064.07.039)
6. NUR TRISMI AULIAH (064.07.044)


The Entrepreneur Concept

An entrepreneurial concept can only succeed in a window of opportunity, or more properly when a series of window coincide. The entrpreneur must be able to access an appropriate level of technology, and the market must be capable of absorsing a sufficient quantity of product. These two factor are not entirely independent : the market’s capacity to absorb product will be affected by the price, which will in turn be affected by the state of the avalaible technology.
There are many examples of ventures failing, such as the market was not ready for there product. The something can be made doesn’t mean that people are prepare to pay for it. So, the invention is not innovation. The invention is finding a something new or new product, whereas the innovation is making a new product or developing it based on that’s invention.

For the example, we can see the biography of Sir Reginald Myles Ansett KBE with “Seizing The Time”.

R. M. Ansett was born in 1909 in northtern Victoria. He came from a small family. His father ran a small bicycle repair until he get the First AIF in France. After all, his father’s business was failure and Ansett left school at 14 and became an apprentice machanic in the factory. Finally, he get a Great Depression of 1929 and returned, close to his family, but not too close. He had a particular fascination with aircraft and flying. He spent much of money to got the flying lessons and in 1929 he gained a civil pilot’s licence.
Victoria is the country of agriculture and decentralised industry. In this country, Ansett had some money from his work. He laid out $50 to buy a car, offered hybrid taxi or bus service, based on Hamilton and other affluent men and the main railway centres of hamilton and ballarat. Finally the victorian government gave extensive powers to regulate road transport in 1931. After that Ansett’s business grew up and he bought more vehicles, engaged more drivers and opened workshop.
In 1945, Ansett extended his service through Ballarat to Melbourne, paralelling one of trailway system bussies and most lucrative passanger and the government acted to preserve this revenue, affectively banning the operation of private busses/taxy between Melbourne and Ballarat.
Ansett did continue to develope his bus routes and his pioneer coach lines eventually became Autrslia’s largest long distance route operator. He lso dusted of his pillot decence, spent most of his bussiness cash on aeroplane, paying $1000 for the aircraft and $250 for a spare engine and began an air service between Hamilto and Assendon, a Nourthern suburb of Melborne.
When the war ended, Ansett owned world’s class airframe, engine, instruments maintanance, and testing the facelities, but no aircraft no route licency. The first post-war Prime Minister was Ban Ciffley, a former engine driver on the NSW government railways, and admirer Laisez Faire.
Ansett was refused any licences to operate direct inter-capital service and began rebuilding his pre-war network, flying Melbourne-Albury-Sidney and Sidney-Broken Heal-Addelaide, for example.
After the 1949, election the Mainzeis Liberal/Conservative government replace Chiffley, and Ansett approached Mainzeis, offering to buy TAA and free the government from the taint of sosialism. Mainzeis didn’t paid the offer serriously, but did allow Ansett to operate non-stop Melbourne-Sidney flights. The government has passed two air lines ACT, with Ansett tolerated neither than encouraged, and use there import licencing power to make sure that no intruder show upset the balance. When TAA and ANA had to upgrade their fleets in the early 1950’s, TAA when for presurised Conver 340 aircraft well ANA choose un-presurised. Douglas DC4 ‘Master’ aircraft.
High worked at the time for vacum Oil Co, which was major unsecurred creditor of ANA’s. He persuaded his management to put up $500.000 in case and the same amount infuel credit, and the persuaded Shell Oil Co. To do the same. High then rang Ansett and told him that he had $1000.000 available in cese and some breathing space. Ansett’s next call was Manseiz, who was pacing the unpallatable. Prospect of becoming a free enterprice Prime Minister preciding over the final sosialization of the Autralian of transport industry. Change of ownership would not save ANA; a chane of aircraft a nedeed, too.
The two airlines were, from than forward, legally bound to consult each other on flit selection, arrangement that was formalized into a common flit purcasing policy between 1960 and 1977. the two airlines agreement also pescribed a common fare schedule and capacity limit; for the entire life of the two airlines policy. Succesive Ministers for Aviation freeted about there enabelity to stop the two ‘Competitors’. Oprating the same schedule on all yhe major routes.
When the government decided to make additional TV channels available in 1964 Ansett securet to licences and letter purchased a third: This my have reflected a sudden interest in entertainment, but the fact that, as TV licence, ownership of Ansett shares was subject to sharp limits may have aslo interested Ansett.
After all that, Ansett died in 1982, an essentially private men, but Ansett airlines continued to thrive; in 1995 TNT’s half share in the airlines was sold to Air New Zealand for $450 million. Ansett original $50 had grown at an avarage annual rate of over 28 percent, through good times and bad, war and peace, for over 6 years.