With one congressman calling it “dead on arrival,” the FAA yesterday released its new proposal for financing the agency over the next 10 years, a plan that would more than triple general aviation fuel taxes, from 21.8 cents per gallon to 70 cents per gallon, and create a mishmash of new and/or higher fees for such things as pilot licensing, aircraft certifications and other services.
After several lean years for the industry, demand for business aviation is increasing. Last month’s issue of AIN covered the encouraging Honeywell and Rolls-Royce forecasts, which predicted that by the end of this decade deliveries of new business jets will top the number of deliveries in the hot market of the late 1990s. The mood at this year’s NBAA Annual Meeting and Convention was palpably upbeat.
I am sure we all recognize that working on an airport ramp is risky business, regardless of the particular job. Just being out there can put you at risk. On some ramps it appears to be a game of dodgeball, with equipment going in every direction. People walking around the ramp really have to pay attention and never just assume that the equipment driver will practice see-and-avoid.
For some time I have been aware of and exposed to a changing culture at the major airlines, and it holds lessons for corporate aviation.
For those in the U.S. who fail to appreciate fully how the rest of the world has suffered from the effects of 9/11, consider this: since that infamous day no fewer than 18 air transport operators have disappeared in France alone. So how can a small airline born during this volatile period survive? Twin Jet, based in Aix-en-Provence, France, thinks it has found the answer.
Europe is facing a shortage of 3.5 million airport slots by 2025, according to the latest projections by Eurocontrol. At the October Airport Operators Conference in Brussels the ATC management agency confirmed that 20 years from now demand for flights will significantly exceed airport capacity.
While those with an interest awaited word from Leesburg, Va.-based AvCraft about when it would get its German assembly line rolling, another curious development involving local officials and businessmen in South Carolina raised questions about the status of the company’s Myrtle Beach maintenance base.
Two of the computer industry’s biggest names appear to be taking a keen interest in aviation, betting that airlines and business aircraft operators will continue to rely on off-the-shelf computer technology to serve their electronic flight bag (EFB) hardware needs well into the predictable future.
With so many choices available to companies and individuals contemplating alternatives to airline travel, what’s a business owner or prospective flight department manager to do? Speakers at the fourth annual Conklin & de Decker Aircraft Acquisition Planning Seminar, held recently in Scottsdale, Ariz., sought to provide some answers to those questions.
In a business world where a niche market may be the key to success, PlaneSense has apparently found both niche and success, operating a fractional ownership fleet composed solely of PC-12 turboprop singles and serving the U.S. Eastern Seaboard.