In late April, scientists from Denmark’s University of Copenhagen and the University of Iceland in Reykjavik published the findings of an almost year-long study into last year’s eruption of the Eyjafjallajokul volcano.
At the same time as the Southwest 737 Flight 812 debacle was unfolding–almost as rapidly as the fuselage skin tore off the aircraft shortly after departure from Phoenix–a book crossed my desk that could have been written for the aviation industry, and Boeing and Southwest in particular. But the FAA could also take a lesson.
“We like to keep a low profile for our jet use.”
I can’t tell you how many times I’ve heard variations on that line since I arrived at Business Jet Traveler in 2004. It has been a constant challenge to find business jet owners and passengers willing to be profiled in our pages and companies that will go on the record about their use of private aviation. “The less said the better” seems to be the prevailing philosophy.
In what would turn out to be one of his last appearances as boss of Cessna Aircraft, Jack Pelton gave a roomful of aviation policy leaders a Paul Revere-like warning last month: the Chinese are coming, the Chinese are coming. Textron Inc, Cessna’s parent company, announced on May 2 Pelton’s retirement from Cessna, which becomes effective on June 1.
There’s a new way to fix long-standing noise and emissions problems at airports that are surrounded by nearby neighbors, such as Naples Airport in Florida and Santa Monica Airport in Southern California.
I have often wondered whether the U.S. had a “black” program to provide a stealthy air vehicle to transport special forces into sensitive locations. It seems an obvious requirement, yet very little has surfaced about such a capability.
Ask experienced aircraft owners and pilots what good product support means to them and they will likely tell you it is extremely important to every safe flight and every successful flight operation.
The Southwest Airlines 737-300 that lost some fuselage skin last month must surely have provided its occupants with some horribly tense minutes, but the airplane made it safely back to terra firma.
One of the problems with the aviation rulemaking committee (ARC) process is that it gives people, and especially FAA lawyers, too much time to think. And too much thinking often leads to onerous interpretations of what seem like simple regulations.
Republican lawmakers and conservative pundits claim that an April 20 National Labor Relations Board complaint against Boeing for building a 787 plant in South Carolina–a so-called right-to-work state–somehow arose out of the Obama Administration’s desire to punish the company for behaving in its own best interest.