Is the bizliner immune to the current economic and financial crisis, or have slumping demand and order cancellations simply not yet caught up with that segment of the industry? Some among the narrow- and wide-body manufacturers say that executive segment of the industry remains relatively healthy and take a somewhat optimistic stance.
Superjet International today announced the official opening of its new North American sales and customer support office in Washington, D.C. Former ATR North America executive John Buckley has joined Superjet International to run the new office. Buckley assumes the title of vice president for business development, while Patrick Sullivan takes the role of head of customer service for the Americas.
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