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NBAA & AOPA to co-host business aircraft conferences.
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The National Business Aviation Association (NBAA) and the Aircraft Owners and Pilots Association (AOPA) announced that the two organizations have signed a Memorandum of Understanding (MOU) to co-host Light Business Aircraft (LBA) Conferences beginning in 2010.
The MOU formalizes the relationship between the two associations for coordinating and collaborating on the presentation of an LBA Conference, to be held in conjunction with each of the two organizations’ major annual events.
“NBAA and AOPA have a long history of working together, a strong overlap of interests and an ongoing commitment to serve those in the industry,” said NBAA President and CEO Ed Bolen. “This agreement to jointly host these events specifically for light business airplane operators will greatly enhance the value NBAA and AOPA are able to provide to this important industry segment.”
AOPA Executive Vice President for Communications Karen Gebhart agreed, adding: “Each of our organizations will bring their best educational and other offerings to these events. And because our two associations often have major events on opposite sides of the country each year, we’ll be able to make the Light Business Airplane Conferences more accessible to everyone.”
The first 2010 LBA Conference will take place in conjunction with NBAA’s 63rd Annual Meeting & Convention in Atlanta, GA, from October 19 to 21, 2010. That event would be followed by an LBA Conference held as part of the 2010 AOPA Aviation Summit in Long Beach, CA, from November 11 to 13, 2010.
Following on the successful inaugural Light Business Airplane Conference held as part of NBAA’s 62nd Annual Meeting & Convention this year, the 2010 events will continue to feature education sessions designed by and for those using light business airplanes, and presented in an interactive peer-to-peer format, as well as a static display of light business airplanes.
Source: NBAA
Can Full Body Scanners Stop Attacks?
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AP
It was an inevitable outcome of the failed attempt by Umar Farouk Abdulmutallab to blow up a plane over Detroit on Christmas Day: the fact the would-be bomber succeeded in boarding a flight with explosive powder sewn into his underwear has sparked new calls in the U.S. and Europe to dramatically step up security at airports.
Much of the attention in Europe has focused on the installation of full-body scanners, which produce X-ray-like images that can reveal if there are packages concealed beneath a passenger’s clothing. Last week, the Netherlands said it would introduce compulsory body scans for all passengers at Dutch airports as soon as possible. Just days later, British Prime Minister Gordon Brown followed suit, announcing that the scanners would also be introduced at airports in the U.K. However, the two countries may be on their own — other European Union members are hesitant to spend the money to install the scanners amid concerns over privacy violations and the effectiveness of the machines.
One of the main criticisms of the scanners, which have already been installed at 19 airports in the U.S., is that they cannot detect low-density materials such as powders, liquids, thin pieces of plastic or anything that resembles skin. Nor can they detect any explosives concealed internally. Some politicians and aviation experts have questioned whether the scanners would have detected the powder that Abdulmutallab carried on board Northwest Flight 253. Ben Wallace, a British Conservative Parliament member who was involved in a defense firm’s testing of the technology, said over the weekend that the scanners probably wouldn’t have picked up the powder. But proponents of the system disagree. Dutch Interior Minister Guusje ter Horst told a news conference last week that he believed the technology would have worked. “Our view now is that the use of millimeter-wave scanners would certainly have helped detect that he had something on his body, but you can never give 100% guarantees,” he said.
Scott Stewart, vice president of tactical intelligence at the global consultancy Stratfor, says that no matter what type of technology is used at airports, creative terrorists will always find ways to get around it. “Look at prison systems, where searches are far more invasive — they still can’t stop contraband from being smuggled into the system,” he tells TIME. But when it comes to the full-body scanners, Stewart says the bigger concern is that authorities may be diverting scarce security resources away from more proven measures, like training airport staff to detect suspicious behaviors in would-be attackers before they board planes. “We have a tendency to over-rely on technology, especially Americans, instead of human intelligence,” he says.
Opponents also argue that the scanners are an invasion of privacy because, in addition to concealed packages, they can also reveal the curves of a person’s body on screens viewed by security officers. One British politician, Philip Bradbourn, has likened it to a “virtual strip search.” “[The] technology has the potential to turn a legitimate security concern into an unacceptable peepshow for security industries,” the Conservative said in 2008.
Some E.U. airports, including Schiphol in Amsterdam and Heathrow in London, already offer passengers the option of walking through a body scanner instead of undergoing a physical pat-down search. But in 2008, when the European Commission suggested devising regulations on the use of scanners in the E.U., European Parliament members voted overwhelmingly in support of a resolution calling the machines an affront to passengers’ rights. The Commission has since launched a study on whether the scanners violate people’s privacy, but the results have yet to be released.
Even following the attempted attack on the Northwest flight, critics remain resolutely opposed to the machines. “A knee-jerk reaction which sees body scanners, with their known drawbacks of passenger delays and privacy threats, as a magic solution is a bad move,” says Sarah Ludford, a British member of the European Parliament. “In the Christmas Day case, as in the 9/11 and 7/7 [London] bombings, the failure was not to join the dots of available information.” Advocates of civil liberties agree. Simon Davies, director of the London-based human-rights watchdog Privacy International, describes the scanners as a “fashionable and unproven technology” and an “assault on the essential dignity of passengers that citizens in a free nation should not have to tolerate.”
But Stephen Phipson, president of Britain-based Smiths Detection, the world’s largest maker of full-body scanners, insists that the machines only produce images that show the outlines of the human body, not anatomical parts. “The privacy concerns are valid,” he says. “But our software can blur out parts of the body. And the scanners are far less intrusive than the traditional pat down of the body.” At the U.S. airports where scanners have been installed, security officers must look at the images in isolated rooms and are not allowed to have any piece of equipment, such as a camera or mobile phone, that could be used to capture or copy the images.
The scanners are also priced at around $150,000 apiece, making cost a concern as well. Thousands would be needed to outfit all of the airports in Europe, not to mention the added expense of employing the personnel required to operate them. And in contrast to the U.S., where the Federal Government provides funding for airport security, European airports must cover their own security budgets.
Source: Time Magazine
How Business Aviation Can Help The Haiti Crisis
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Dear Aviation Professional,
In times of crisis, we often find the true meaning of courage and selflessness. The business aviation community has a long history of providing flights and other support to help people and communities in the aftermath of natural disasters, and following this week’s earthquake in Haiti, NBAA has heard from many Members wanting to volunteer aircraft, supplies and personnel to support earthquake relief efforts. In response, NBAA has set up a specific and continually updated resource on the Association’s web site - www.nbaa.org/haiti <http://NBAA.informz.net/z/cjUucD9taT01OTc5ODYmcD0xJnU9MTAxNjEyNDIyMyZsaT0yMjM2MTEx/index.html> - to provide the latest operational information and help match available assets with people and organizations involved in coordinating missions into Haiti. The site also provides for online registry of NBAA Member aircraft and other assets available to assist in relief efforts. NBAA is continually sharing the information entered into the registry with the Department of Homeland Security’s (DHS’s) Critical Incident Management Group, which is managing the government’s response to the crisis and has requested information on available assets from the business aviation community. Please note that general aviation aircraft may be needed to transport supplies and personnel to staging areas within the US to be designated by the CIMG, in addition to direct flights to and from Haiti. Operators who are unable or unwilling to fly to and from Haiti can still make significant contributions to relief efforts by facilitating such flights within the US. Of course, the Association will continue coordinating with officials from DHS, the Department of Transportation, the Federal Aviation Administration, the Transportation Security Administration and others in government in the coming days. Finally, it is important to remember that, as this tragic situation unfolds, there will be a number of ways to assist those in need. Many organizations providing direct relief are very much in need of volunteer time and simple cash contributions to help fund their relief efforts, and I encourage you to consider those groups in your assistance planning. In the coming days, NBAA will keep Members advised of the latest developments related to the earthquake. We know that the business aviation community will continue to answer the call for help, and we will do all we can to support the industry’s work to help those in crisis. Sincerely,
Ed Bolen
President and CEO
National Business Aviation Association
<http://NBAA.informz.net/z/cjUucD9taT01OTc5ODYmcD0xJnU9MTAxNjEyNDIyMyZsaT0yMjM2MTEy/index.html>
Tips for Fighting Jet Lag
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Jet lag is physical reaction to a rapid change in time zones. It affects most travelers, including seasoned fliers like flight attendants and pilots. Common symptoms include disorientation, irritability, fatigue, swollen limbs and eyes, headaches, cold-like symptoms, and irregular bowels.
Long-haul flying can be debilitating. Dehydration, unfamiliar foods, cramped spaces, recycled air, lack of sleep, uncomfortable clothes, continual low-level noise, connections that disrupt sleep, and other factors all add to the misery of jet lag, and can even make you feel jet lagged when you’re just a little beat up.
Flying from Florida to Maine won’t produce jet lag in the true sense, although the effects of the long flight might feel quite a bit like classic jet lag. In these cases, you’re just tired from the flight, and a good night’s sleep and perhaps some exercise will set things right. Studies have also shown that jet lag is worse for travelers heading west, as opposed to those traveling east.
On long flights, especially red-eye flights, you can lose several hours of sleep time, which can set you back considerably even without the jarring time change. If you live by a regular schedule (up at 7, in bed by 10 every night), watch out. Jet lag hits those with rigid body clocks the hardest. For parents, be sure to bring along books and toys your child can play with on his or her own, as kids are nearly immune to jet lag.
A general rule of thumb to keep in mind before any long trip is the 1:1 ratio: allow yourself one day to recover for every hour time difference you experience. So for Californians visiting NY, give yourself at least three days to fully adjust to the new time zone.
Before You Go
Treat your body well before you fly. Exercise, sleep well, stay hydrated and stay sober. The worst thing you can do is get on a long-haul flight with a hangover.
Some travelers like to exercise before they go to the airport. (This can actually help you sleep better on the plane.) Once you’re at the airport, avoid the escalators and moving sidewalks; instead, walk and take the stairs on the way to your check-in area and gate connections.
Adjust your habits before you leave. If you are traveling from the East to the West Coast, you’re facing a three-hour time change and you should try to adjust your internal clock. Three or four days before you leave, start to stay up a little later than usual, and sleep in a little longer. That way, if you become accustomed to falling asleep at 1 a.m. and waking up at 9 a.m. on the East Coast, it will be the same as falling asleep at 10 p.m. and waking up at 6 a.m. on the West Coast. Traveling west to east, do the opposite: get up and go to bed earlier.
Wearing two watches, one set to the current time, and one to the time at your destination, can help you prepare yourself mentally for the coming time change. Many business travelers also use this tactic to stay in touch with what’s happening back at the office.
During the Flight
Perhaps the most effective way to combat jet lag while in flight is to treat your body well. Stay hydrated by drinking plenty of nonalcoholic, non-caffeinated fluids. Don’t be afraid to ask your flight attendant for extra water.
Source: MSNBC
Dude Where’s My Flying Car?
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By Maggie Overfelt, CNNMoney.com contributing writer
NEW YORK (CNNMoney.com) — For almost 60 historic seconds in March, the Transition — half car, half airplane — soared over New York’s Plattsburgh International Airport. The airborne minute was the first successful test flight for the two-seat, road-ready aircraft.
“Our test pilot’s comment was that it was an unremarkable flight,” says Carl Dietrich, CEO and co-founder of Terrafugia, the 10-person startup in Woburn, Mass., that designed and built the Transition. “That’s what we wanted to hear.”
The March flight was the first of two dozen runs that mark the initial stage of bringing the flying car into production. It’s also a bit of validation for an industry that has existed for nearly a century without a single market-ready success. Since the 1930s, more than 30 patents have been filed for flying car designs, documenting the dreams of dozens of aviation entrepreneurs enthralled by Jetsonian ideals of zooming around dodging traffic in tiny, efficient personal aircrafts.
Advances in composite materials and recent modifications of Federal Aviation Administration requirements have lowered some of the barriers of entry into this slow-moving market. Today, there are at least 12 U.S. firms working on flying car prototypes.
But only one, Terrafugia, expects to deliver its product to customers in the near future — and that’s still two years away.
“We’re on schedule to make our first delivery at the end of 2011,” says Dietrich. “But we still have to go through all of the certification testing next year. Hopefully we’ll still be on track after that.”
Like every startup in its sector, Terrafugia faces obstacles that have plagued the market for as long as the car-as-plane concept has existed.
First, there are the aerodynamic and technological challenges of making a vehicle perform as both a car and a plane. The key problem is figuring out how to make it light enough to fly but stable enough to drive along highways.
Then there’s the legal hurdle: “People can create their dream machine, but how is it regulated?” asks Dick Knapinski, spokesman for the Experimental Aircraft Association in Oshkosh, Wis. “Do they need certification from the DMV or the FAA? Do you take off from the street in front of your house or drive to the nearest airport? The regulatory structure isn’t set up right now for the mass distribution of such a vehicle.”
And finally, there’s not a lot of evidence that business travelers — the ideal customer — want the product. That makes it hard for entrepreneurs to attract investors, especially in the current lending environment.
“As the technology, materials, and possibilities continue to expand, it’s out there, but I don’t see flying cars happening within the next five years,” says Knapinski.
A tough sell
The biggest problem flying car firms face is convincing the market that their contraptions are more necessity than novelty.
“For a hundred years private airplanes have been used as a luxury or a toy,” says Mitchell LaBiche, a mechanical engineer in Alvin, Texas, who has been working on his Flying Sports Car No. 1 for nearly 20 years. “Unlike the utility of cars, planes have never been adopted into the mass market. Our FSC-1 is targeted at trying to make airplanes useful.”
The basic idea behind flying cars is a pragmatic one: Save travelers the hours they waste by flying commercially. Firms like Moller International, based in Davis, Calif., are working on space-age vehicles that can vertically lift off from a driveway, oil rig platform or skyscraper deck.
But until the government develops an interstate highway system in the sky, most flying car entrepreneurs are focusing on infrastructures already in place, like the 5,200 small airports scattered across the country.
“Every town in America has an airport that’s underutilized,” says Jim Milner, founder of Milner Motors, a Bethesda, Ma., and Vancouver, Wash., company developing a four- to five-seat AirCar. “The idea is that you have the car parked in your garage, drive to the airport, extend the wings and go, landing at the airport nearest to your destination.”
The costs, though, are prohibitive to many travelers. First-run models will probably range from $100,000 to $200,000, and the price tag for obtaining a sport pilot license runs from $2,800 to $3,500, according to the EAA. Then, says Knapinski, there’s the issue of folks getting comfortable with flying. “It’s something that happens when there are hundreds, if not thousands of these cars on the road and in the sky,” he says.
Finding capital
Given the cost building, testing, and certifying a new flying machine — a few million dollars to construct a prototype, then millions more to get it FAA-certified — all flying car companies launched to date have eventually run out of cash.
Ken Wernicke, a former Bell Helicopter Textron engineer-cum-entrepreneur, made the cover of Popular Mechanics in the 1990s for his work on his Aircar, which featured groundbreaking wing technology that made it easier to transition between flying and driving. After building a model and sustaining many wind-tunnel tests, he shelved the project in the late 1990s.
“We ran out of money, had zero investors. Perhaps I wasn’t much of a salesman,” he says.
Today’s generation isn’t faring much better. While the company won’t release specifics, Terrafugia says it closed two small rounds of angel funding this year but is searching for equity partners to help sustain certification testing.
Robin Haynes, a Sacramento-based serial entrepreneur who has been working on his Skyblazer concept for nearly 20 years, needs about $5 million to build a working prototype. Branko Sarh, a senior technical fellow at Boeing (BA, Fortune 500) in southern California, needs $10 million to advance his sports car-like Sokol A400. And LaBiche has already invested millions into his FSC-1, but needs cash to fly his concept model.
“A brand-new market — it’s not a cheap thing to develop,” he says. “And this is probably the worst time to raise money.”
It’s easy to blame the lack of investment capital on the economy — the National Venture Capital Association (NVCA) recently reported that fund raising among venture firms and is at its lowest level since 2003 — but some investors say there’s another reason why these innovators are facing hard times.
“For most venture capitalists, there has to be a strong demand for the technology they’re investing in, regardless of the economy,” says Emily Mendell, VP of strategic affairs at the NVCA. “In terms of automobiles, VCs are really focusing on alternative energy and making the cars that already exist run better.”
Even so, flying car tinkerers aren’t giving up. Investing in the aviation industry might “be the easiest way to turn $100 into $10,” laughs LaBiche. “The last barrier we have to break is get to get people to understand that we’re not just trying to make another airplane. We’re building a whole new industry that makes airplanes more useful.
Top Celebrity Pilots
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AP
Gisele is the latest star who feels she was born to fly!
News broke last week that Gisele Bundchen is mastering another runway — the airport kind.
The supermodel is studying to get her helicopter pilot’s license. She’s passed her written test and is scheduled to take her practical exam in the coming weeks. So she’s trying to cram in enough flying hours before her little bundle of joy arrives (she’s currently eight months pregnant). Seems the baby bump gets in the way of the rudder, which makes controlling the aircraft a bit difficult, but Gisele is determined to complete her studies.
The former Victoria’s Secret angel is not the first celebrity to earn her wings. Check out these other stars who have a license to fly the friendly skies.
Navy fighter weapons school film “Top Gun.” While in real life, Cruise would’ve been too small to qualify to be a Navy pilot (at 5′ 7″ he’s one inch too short), he has bought several military aircraft.
Most recently, he purchased a World War II P-51 Mustang fighter plane and had “Kiss Me, Kate” written on the side. He told People magazine that as a kid he carried a picture of a P-51 around with him. Guess dreams really do come true. Eco-lobbyists have nicknamed the actor “Emissions Impossible,” as the Cruises have four planes now that they allegedly use like family minivans, shuttling kids around the world, going on monthly shopping sprees, and popping in on the latest fashion shows. It’s been said that Tom’s even used the jet to pick up groceries, a rumor he hasn’t denied.
John Travolta
John Travolta is surely more public about his love of flying than any other celebrity. He’s often photographed with one of his five planes, and his collection includes a Boeing 707 commercial craft (bearing the Qantas logo because the actor is a goodwill ambassador for the airline). He takes his love of aviation one step further by bringing it home each night. His residence has a 1.4-mile landing strip ending at the main entrance. A “carport” right out front houses his smaller plane for quick jaunts. The mid-century dwelling, shaped like the top of an air control tower, seems a little more like an airport than a humble abode, with its 15-by-17-foot dining-room mural of an airport scene from a 1937 “Fortune” magazine ad and its 18-foot wall-to-wall living-room windows overlooking the tarmac and fleet of planes. We’re not sure how many cars fit in the actual garage, but we’re pretty sure that John and Kelly don’t use those very often.
Clint Eastwood
Always a trendsetter, Clint Eastwood has been a licensed pilot for more than 30 years. He told Ellen DeGeneres last season that flying helicopters is his favorite hobby because, “You’re the only one up there.” In a 1997 “60 Minutes” interview, he took Steve Kroft up in his helicopter and flew him over the golf course he was building in Monterey, California. He told Steve that he loves flying because pilots are identified only by the code on the aircraft. “You’re just a number in the sky. Everybody pretty much leaves you alone. Charlie Xray or 71Romeo Papa. Every plane is just an ID.” Seems like Clint needs some alone time.
Angelina Jolie
Angelina Jolie got her pilot’s license five years ago and then did an interview with Vogue in which she hopped in the plane while wearing a tight designer skirt, Gucci shades, and high heels. Once inside, she hiked up the skirt and kicked off the shoes. Reportedly, she flies barefoot. Doesn’t sound regulation to us, but what do we know? There are also reports that the $360,000 SR22 plane she bought is way too powerful for a novice who studied on a pretty low-rent Cessna 172, an easy craft to handle according to the experts. But her airborne ride does come complete with a parachute that can carry the whole airliner to safety, so she and her 147 kids have that going for them. She allegedly got into flying as a way to help refugees in Asia and Africa, but to date there have been no reports of Angie performing supply drops to food-deprived villages.
Harrison Ford
Harrison Ford’s interest in flying started long before he became the pilot of the Millennium Falcon. In the 1960s, he took classes at the Wild Rose Airport in Wisconsin, but the now super-rich movie star couldn’t swing $15 an hour for lessons and had to put his passion for aviation on hold. Fast-forward almost 50 years, and Han Solo not only has flown solo in both airplanes and helicopters, but he’s also soared with some pretty lofty achievements. He was Chairman of the Experimental Aircraft Association’s Young Eagles program for five years. He’s rescued lost hikers near his Jackson, Wyoming, ranch. He was honored at the 6th Annual Living Legends of Aviation Awards. And to top it all off, he’s even survived a copter crash. But even with all those accomplishments, we’re left wondering if he can still make the Kessel Run in under 12 parsecs.
Kris Kristofferson
Before he was a country superstar and hit songwriter, Kris Kristofferson was a U.S. Army helicopter pilot. He moved to Nashville in the mid-’60s to break into the music business. To support himself in the lean years he had several odd jobs, from sweeping the floors at Columbia Studios (where he met Johnny Cash and rubber-necked during Dylan’s “Blonde on Blonde” sessions) to piloting a helicopter for a Louisiana petroleum firm. Cash was not impressed with Kris’ first set of demo tapes, but he got the Man in Black’s attention when he landed his chopper in Johnny’s backyard to deliver a second one. This meeting led Cash to record Kristofferson’s “Sunday Morning Coming Down.” Kris left his flying job soon after.
Hilary Swank
Hilary Swank learned to fly while filming “Amelia,” this year’s biopic about the famous female aviator lost at sea while attempting to circumnavigate the globe. But the Oscar winner stopped shy of getting her license because the studio’s insurance policy would not allow her to take her solo flight under their watch. She has said she intends to follow through and get certified now that the film is done, but for the time being she can only go up accompanied by an instructor. Hilary took her newfound skill (and her teacher) on Oprah recently and helped a viewer overcome her fear of flying by taking her on a private ride.
Morgan Freeman
The story goes that Morgan Freeman had wanted to fly a plane since he was a kid and would sit in English class daydreaming about piloting a fighter jet. Although he joined the Air Force as a mechanic, he didn’t learn to fly until he was 65 years old. Aside from a brief run-in with the FAA in 2004 (his license was suspended for 45 days for breaking altitude rules), he’s been flying for seven years and owns two planes: a twin-engine Cessna 414 and a Cessna Citation 501 SP jet. Freeman has said that one aviation item on his “Bucket List” is to fly a Sino Swearingen SJ30 business jet. Looks like he can check that off soon.
The $6.9 million plane was tested this summer, and Freeman is supposed to take delivery of his own sometime this fall.
Jimmy Buffett
Instead of wasting away in Margaritaville in 1986, Jimmy Buffet got his pilot’s license and has been flying seaplanes ever since.
Currently, he owns a Dassault Falcon 900ex jet, but he used to have a different plane. In 1996, Buffett took Bono and his family for a ride on his craft, “Hemisphere Dancer.” But the Jamaican police mistook the group for drug smugglers and opened fire on them. The bullet holes on the side of the fuselage caused Jimmy to retire the plane (now on display in Orlando) and the scary experience inspired him to write a song about the tale. “Jamaica Mistaica” was the result.
Source: Fox News
UBS Business Jet Market Study
Posted by: | CommentsUBS Securities LLC recently published an update to their “UBS Business Jet Survey.” The study indicates that although there is not yet improvement in the business jet market, the pace of deterioration has slowed.
Based on a survey distributed to brokers/dealers, fractional providers, appraisers, management/charter operators and FBO and MRO service providers, there is a increase in customer interest while prices are flat since September.
Inventory levels are still high and most think that the availability of financing is the same as in September, although a small percentage of respondents thinks financing is now more available.
More than 60% of respondents are optimistic about business jet market conditions over the next 12 months.
Understanding the Value of Business Aviation
Posted by: | Comments5,000 general aviation airports providing access to small communities
85% of business aviation is used by small- and mid-sized businesses
1.2 million jobs are supported by business aviation
118,000 volunteer hours flown each year for charitable and medical missions
For companies whose business requires them to visit isolated locations or multiple destinations, business aviation is the most efficient, most secure and often most cost-effective means of transportation.
Business aviation allows more direct flights to ten times as many destinations as commercial airlines. Companies can better maintain full and complicated schedules, including multiple destinations, with no risk of cancelled flights or airline delays. While effective in maximizing time and availability of high-level executives, 72% of business aviation is actually consumed by mid-level staff including sales people, engineers and others.
Additional benefits include:
• Effectiveness: React quickly to unexpected business opportunities.
• Productivity: Work while en route. Maintain communication with staff on the ground.
• Privacy: On-board meetings with no risk of eavesdropping.
• Efficiency: Reduce travel time by avoiding crowded airports, flight delays, security lines.
• Flexibility: Adjust and adapt flight schedules to maximize travel time.
In addition to the direct benefit to companies using it, business aviation is also an integral part of the U.S. economy, representing more than $150 billion. In addition to the high-wage, stable jobs related to aircraft manufactured in the U.S., there are also good jobs for maintenance, scheduling, dispatch, pilots, training, airport services and more.
Companies, flight departments and pilots also recognize the value of giving back. Each year, more than 118,000 flight hours are donated for disaster relief, including food, medicine and clothing, and medical transport for life-saving procedures, organ, blood and serum transfers and volunteer transportation for the Red Cross and National Guard.
Data provided by No Plane, No Gain, an industry-wide campaign supported by National Business Aviation Association (NBAA) and General Aviation Manufacturers Association (GAMA). To learn more, visit noplanenogain.org. Download a pdf.
Arnold Palmer On Aircraft Ownership
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