Recently Chad Trautvetter, one of my AIN colleagues, was asked on his Facebook page if he honestly believes owning a corporate jet makes sense. “Would you buy one?” he was asked. Chad’s response was that if he had the money he’d definitely buy one, and I agree completely. Let me give you an example why.
Flying is going to become more costly and constrained, if the U.S. government persists in efforts to tax business aircraft operators and limit their freedom to operate in the name of security, not to mention FAA actions that are causing more work for everyone.
“Tranquility Base here, the Enterprise has landed.”
While it might not have been as dramatic as Neil Armstrong and Buzz Aldrin touching down on the moon, for New York City, April 27 was known as the day the city got a space shuttle.
The first scheduled commercial airline service was operated on Jan. 1, 1914, with a flight between St. Petersburg and Tampa, Fla., in a Benoist biplane flying boat.
That’s what Wikipedia would have us believe. And the Smithsonian National Air & Space Museum agrees. There’s even a plaque marking the event in St. Petersburg.
The latest contender for the sector of the market dominated by Embraer’s E-Jet line and Bombardier’s CRJs suffered perhaps the worst kind of public-relations damage one could imagine this month, when a Sukhoi Superjet 100-95 crashed into a sheer mountain face in Indonesia, killing all 45 people on board.
We’ve been hearing about unmanned aircraft strikes on suspected terrorists in the tribal regions of Pakistan, in Afghanistan and lately in Somalia and Yemen, for years now. So it’s surprising that the U.S. government’s first official acknowledgement that it uses remotely piloted aircraft—drones, if you must—to take down terrorists came just one week ago.
Both of the FAA signature initiatives that arose out of the crash of a regional turboprop in Buffalo, N.Y., more than three years ago are still receiving some pushback from various quarters. On the subject of fatigue, almost everyone favors more rest for flight crews, and who can argue
It seems as though every big city has an aviation museum, and I have visited many of them during my travels. As wonderful as these museums are, seeing perfectly restored aircraft in far better condition than anything that ever rolled off an assembly line makes me long for something unique.
Naturally, the editors of Business Jet Traveler hope that you’ll find every article we publish to be tailor-made for your needs. But of course that’s impossible: last time I checked, we had 35,633 subscribers and—beyond the fact that they presumably share an interest in business aviation—they’re all different. Some of them love golf; others have never set foot on a golf course.
Like many pilots, Bill Voss is concerned about the extent to which automation has changed the role of the professional pilot today. But as president and CEO of the Flight Safety Foundation, Voss is also better placed than most to do something about the problems he perceives.