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A “rough landing” would be a good way to describe what happened to Russian business aviation in 2009. The year was even worse than the most pessimistic forecasts could have predicted. Players on this market are less diverse than their American and European counterparts in terms of the services they offer, so the crisis hit only charter brokers and operators.

As the rest of the world limps out of recession, Asia Pacific business jet orders continue to dominate western OEM books. For instance, India has an order backlog of 156 business jets - a number claimed to be the fourth largest in the world behind the U.S., the U.K. and Portugal.

The negative impact of the global economic downturn has naturally had its effect on business aviation in Russia. According to preliminary estimates, the number of flights in the region has dropped by 35% - yet the results appearing for the last month of the year showed signs of hope.
The traditional interest in charter during the December holidays was higher and resulted in almost 100% growth compared to autumn months. January—February 2010 will reveal whether the December increase was the

Since the financial uncertainty in Dubai it has become clearer that Asia Pacific, and China in particular, is the region now most likely to keep business aircraft sales ticking over: Asia Pacific, although relatively small by western standards, has become more important to the OEMs in a time when sales in the U.S and Europe still languish.

The current situation in the Middle East owes much to the U.S. property market collapse, which started the world financial crisis. Before the credit crunch Dubai was the world’s largest building site with house and apartment prices rocketing over a short period. But what suddenly goes up has a nasty habit of dropping like a brick.

Unfavorable conditions for the fully-fledged development of business aviation in Russia makes aircraft operations difficult, and reduces the attractiveness of the services offered on the market, while rendering industry growth practically meaningless in economic terms. Solving problems leads to new problems, and solving these new problems is hindered by new barriers.

September is a busy month for business aviation in the Asia-Pacific region, with two major international events taking place within a couple of weeks of each other. First is the Asian Aerospace International Expo and Congress in Hong Kong on the 8-10 September, followed by the MillionaireAsia Private Aviation Show in Singapore 23-24 September, scheduled to coincide with Singapore’s F1 Grand Prix weekend.For the first time, the Asian Aerospace event has the added backing of ...

Is the economy a poison or cure for the industry? Only eight months ago the situation of the Russian business aviation market looked far less dramatic than what was happening elsewhere in the world. The economic turbulence hadn’t yet hit the industry so badly. It was certainly evident that a drop in raw materials value would do no good to the fledgling local market, but nobody expected a throw-back to 2006 flight levels.Instead of stabilizing, the market plunged into a state ...

How has the European Business Aviation Market changed in the last twelve months? This question certainly got some direct answers from a selection of top people in the brokerage, sales, charter and FBO segments of Europe’s business aviation industry. • “It’s changed completely.” - Thierry Boutsen, Président Délégué, Boutsen Aviation. • “We know who’s about to go under, and who hasn’t paid landing fees recently.” - Keith Haynes, Director ...

In the latest quarterly review of the industry in Asia Pacific, World Aircraft Sales Magazine has gained an exclusive interview with Nigel Harwood, CEO of InterGlobe General Aviation (IGAA), a young Delhi-based Hawker Beechcraft Authorized Service and Sales Center based at Indira Ghandi International Airport. Harwood not only explains his own company’s ambitions in Asian business aviation, but gives a personal appraisal of the current state of business aviation ...