One might attribute the striking contrast between the business jet industry’s predicament and the more-than-healthy production rates at major commercial aircraft manufacturers to several factors, but credit and the Asian market seem to rank as the two most prominent.
AIN Air Transport Perspective » October 22, 2010
After years of hair-splitting debate and tactical vacillation, the International Civil Aviation Organization (ICAO) finally has agreed to what it characterized as the first global approach to reducing air transport’s effect on climate change.
Airbus, Boeing and Embraer seem willing to wait longer than expected to decide whether or not to re-engine their respective single-aisle offerings, as limited engineering resources and market ambivalence create a less-than-ideal environment for bold action.
Sometimes business mixes with politics in less than subtle ways, as a dispute over landing rights in Toronto for Emirates Airline and Etihad Airways clearly illustrates.
A group of 24 airlines from the U.S. and Europe have allied to oppose export credit agency loan guarantees to foreign customers buying Boeing and Airbus airplanes. On its face, their argument seems logical: no longer do many of the airlines and lessors who get export credit agency support need government-backed loans.
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