Log-in here if you’re already a subscriber Release DateJuly 21, 2022Airbus advances A220-500 strategy around transcon and possible second enginePurchase...
Log-in here if you’re already a subscriber Release DateJuly 19, 2022Rolls-Royce CEO says Pratt & Whitney spin-off ‘might’ guide rekindled...
Log-in here if you’re already a subscriber Release DateJuly 17, 2022Harvest & hybrids await engine makers for the next decadePurchase...
Log-in here if you’re already a subscriber Release DateJuly 13, 2022Labor shortage drives Pratt & Whitney engine shortfallPurchase a PDF...
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The western civil & defense aerospace business has long believed that Russia could be its customer, supplier and adversary to its patron governments – all at the same time.
Denial of aviation is a weapon that predates the 21st century battlefield. Yet, with the return of war to Europe, it is also aviation’s Achilles’ heel. With it comes a cascading series of immediate and longer term consequences in the skies as commercial and industrial links are quickly broken after decades of cultivation following the fall of the Soviet Union.
Less than four months after the Federal Aviation Administration rolled out its 2021 Aviation Climate Action Plan, the agency’s official blueprint for achieving net-zero aviation emissions by 2050 is already starting to look dated. The plan relies overwhelmingly on sustainable aviation fuel (SAF) as the principal pathway for reducing the U.S. aviation sector’s greenhouse gas emissions. It is plainly dismissive of hydrogen, stating: “we do not expect hydrogen-powered aircraft to make a significant contribution toward achieving net-zero aviation emissions by 2050.”
With a red-hot market for business aircraft, Gulfstream plans two-front assault and bombardment on French and Canadian rivals.
Decisions made by Airbus in the late 1980s are guiding the future second act for the A330 as a converted package-hauler.
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