BAA Jet Management last month took delivery of its first managed Airbus, an A318 Elite, making the Hong Kong-based company the first in Asia to operate the executive version of the narrowbody airliner. The 18-passenger Elite is also the first A318 to be registered in the People’s Republic of China and is based in Shenzhen, where it is available for charter.
UK-based aircraft management and charter operator Twinjet Aviation is assessing several possible locations for a new base here in the Arabian Gulf region. According to CEO Keith McMann, being established permanently in this part of the world would improve prospects for securing more management contracts in a market he still expects to achieve 15- to 20-percent growth despite serious economic problems in the wider world.
Few segments of the completion and refurbishment industry are as busy as that of narrowbody and widebody cabin finish work, and Gore Design Completions (Booth No. 2289) is rapidly filling its interiors dance card.
Airbus reports no downturn in orders for its bizliners this year. “Our market is not affected,” said François Chazelle, vice president Airbus executive and private aviation, at a press conference here yesterday. “We could sell more aircraft, if it weren’t for the limited capacity at the completion centers, especially with our widebody aircraft.
When Bombardier and Embraer ended mass production of their respective 50-seat jets by 2006, it appeared that the regional airline industry’s love affair with the little RJs had run its course. With most major airline scope clauses relaxed to allow 70- and even 76-seat jets in their regional partners’ fleets, demand for the less cost-effective 50-seaters had essentially evaporated.
When Bombardier and Embraer ended mass production of their respective 50-seat jets by 2006, it appeared that the regional airline industry’s love affair with the little RJs had run its course. With most major airline scope clauses relaxed to allow 70-and even 76-seat jets in their regional partners’ fleets, demand for the less cost-effective 50-seaters had essentially evaporated.
In some respects Russia’s development has followed a pattern familiar to Westerners, but that is not true for its business aviation industry. While Russian billionaires show off their huge yachts in the most expensive and trendy places in the world, buy A380s for personal use, haunt French ski resorts and buy islands off Dubai, some of the nation’s laws prevent wealthy individuals from reaping the benefits of business aircraft.
The decades that preceded the 1970s were propelled by a lust for technological progress measured in speed, altitude and range. The 1970s marked a sea change for aviation, brought on largely by the rude realization that cheap and freely available
fuel could no longer be taken for granted. The commercial mission, which continues to this day, then became that of transporting ever more people on the least amount
Early last month a Boeing 737-300 requiring an 8A check was the first aircraft to be towed into Ameco Beijing’s A380 hangar. A spokesman for the company said it is ready to support aircraft flying to the Olympic Games. The new hangar will simultaneously accommodate six widebody and four narrowbody aircraft, encompassing the spectrum of Boeing and Airbus airplanes, including the A380.
China Aviation Industry, the country’s largest state-owned air-plane manufacturer, said at the Paris Air Show last month it plans to design and build a 70- to 90-seat regional jet that will be 10 percent cheaper to buy and to operate than competitive aircraft from Bombardier and Embraer. Officials in Paris declined to give the price of the ARJ21, or when it would enter the market.