Podcasts about air transport

This week the Trump administration announced that it would be the White House, not the independent journalists' association, that decides who gets to cover the president up close. The unprecedented move comes as the Associated Press continues to be barred from the Oval Office and Air Force One, after it refused to follow Trump in renaming the Gulf of Mexico as the Gulf of America. And just yesterday, Jeff Bezos, the owner of the Washington Post declared that only opinions that support ‘personal liberties' and ‘free markets' would be welcome in the pages of his newspaper. Bridie Jabour talks with editor-in-chief of the Guardian Katharine Viner about the increasing threat to press freedom in the wake of these attacks on the media

In her big plan to get the economy growing again the chancellor, Rachel Reeves, has prioritised growth over almost everything else. But at what cost? John Harris speaks to the Labour MP Clive Lewis about concerns that climate action is taking a back seat. Plus, the columnist Gaby Hinsliff talks us through whether the party's quest for growth will work. Help support our independent journalism at theguardian.com/politicspod

Miaomiao, a Research Analyst at Phillip Securities Research, will discuss the latest update report for Singapore Air Transport, dated January 20, 2025, titled “Cargo Remains the Bright Spot.” Listen to this podcast to stay updated on the latest corporate news. Additionally, you can visit ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ www.poems.com.sg/stock-research⁠⁠ to access the full report and gain more insights. #PhillipCapital #YourPartnerinFinance #Servingyousince1975  #Fintech #PYTCH #PYTCHMedia #SGXCompanyInsights #FinanceNews #SGX #Cargo #SATS #SIA Follow PYTCH Media: ⁠⁠⁠⁠⁠⁠⁠⁠YouTube⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠Facebook⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠Instagram⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠LinkedIn⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠Podcast⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠Website⁠

Join host Seth Farbman as he delves into the inspiring journey of Sim Shain, founder and CEO of ParaFlight Aviation, a company dedicated to providing innovative solutions for both medical and corporate transportation. Hear how Sim's  journey from EMT to CEO of ParaFlight Aviation showcases the convergence of purpose-driven innovation and luxury. Discover how his dual focus on compassionate medical air transport and bespoke private jet services is setting a new standard in aviation.

With 80% of cross-border e-commerce transported by air, air cargo is a cornerstone of global trade. Beyond enabling these economically vital exchanges, air transport fosters development, creates jobs, improves infrastructure, and drives global connectivity. Since its founding in 1945, the International Air Transport Association (IATA) has played a key role in shaping the air transport industry. Representing 320 airlines and 83% of global air traffic, IATA focuses on setting global standards, improving operational efficiency, and addressing the evolving challenges of the aviation sector. Its partnership with the UPU is nearly as old as IATA itself. For seven decades, the two organizations have worked together to align postal and aviation processes, address safety and security concerns, and enhance the seamless exchange of data across the supply chain. In this episode of Voice Mail, André Majeres, Head of E-Commerce and Cargo Operations at IATA, explores how air cargo underpins cross-border e-commerce, a market projected to account for one in three parcels globally by 2027. He discusses IATA's key priorities – safety, security, digitalization, and sustainability – and emphasizes that open collaboration among all supply chain stakeholders, innovation, and seamless integration are essential to the persistent vitality and relevance of post-airline cooperation.

In this episode, we speak with the Editors of a new publication dedicated to Air Service Development.  This is particularly poignant for your host, as Jon Howell contributed both the Preface and a chapter to the book. In the episode, we explore whether the book is theoretical or practical, who will derive value from the publication, and get some insight into the contributors. To order the book, visit the Routledge website here

When the Atlas C.1 A400M entered service with the RAF ten years ago, many asked whether this tactical airlift aircraft would ever be as good as the much loved C-130 Hercules. Who better then to pass judgement than a pilot who has flown both aircraft for almost equal lengths of time. InsideAIR met with Flight Lieutenant Seb Davey to find the answer. InsideAIR is produced for the Royal Air Force by RAF Media Reserves. Theme music by RAF Music Services.

Canada Immigration Federal Express Entry FSW for Foreign Nationals selection since 2015 for NOC 74202 Air transport ramp attendants   Good day ladies and gentlemen, this is IRC news, and I am Joy Stephen, an authorized Canadian Immigration practitioner bringing out this data analysis on the number of applicants approved for Canadian Permanent Residence for multiple years Under the Federal Skilled Worker Immigration program based on your NOC code. I am coming to you from the Polinsys studios in Cambridge, Ontario The number of individuals selected under the old 4 digit NOC code 1215(GROUP) or the new 5-digit NOC 74202 Air transport ramp attendants through the Federal Express Entry FSW for Foreign Nationals is listed on your screen as a chart.  Years without any selection for this category are shown as a blank.  | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 | 65 | 55 | 140 | 150 | 165 | 100 | 60 | 40 | 95  If you have an interest in gaining assistance with Work Permits based on your country of Citizenship, or should you require guidance post-selection, we extend a warm invitation to connect with us via https://myar.me/c. We strongly recommend attending our complimentary Zoom resource meetings conducted every Thursday. We kindly request you to carefully review the available resources. Subsequently, should any queries arise, our team of Canadian Authorized Representatives is readily available to address your concerns during the weekly AR's Q&A session held on Fridays. You can find the details for both these meetings at https://myar.me/zoom. Our dedicated team is committed to providing you with professional assistance in navigating the immigration process. Additionally, IRCNews offers valuable insights on selecting a qualified representative to advocate on your behalf with the Canadian Federal or Provincial governments, accessible at

Canada Immigration CEC Express Entry selection since 2015 for NOC 74202 Air transport ramp attendants for Alberta  Good day ladies and gentlemen, this is IRC news, and I am Joy Stephen, an authorized Canadian Immigration practitioner bringing out this data analysis on the number of applicants approved for Canadian Permanent Residence for multiple years Under the Express Entry CEC selection based on your NOC code. I am coming to you from the Polinsys studios in Cambridge, Ontario  The number of individuals selected under the old 4 digit NOC code 1215(GROUP) or the new Specific 5 digit NOC code 74202 Air transport ramp attendants through the Federal Express Entry CEC for Canadian Residents in the express entry program is listed on your screen as a chart. These Permanent Residents were destined for the province of Alberta. The figures for each year from 2015 to 2023 are shown as a chart on your screen. Years without any selection for this category destinated for Alberta are shown as a blank.  | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023  |     -     |    25   |    55  |    50  |    65   |   155   |  355  |   30    |      -  If you have an interest in gaining assistance with Work Permits based on your country of Citizenship, or should you require guidance post-selection, we extend a warm invitation to connect with us via https://myar.me/c. We strongly recommend attending our complimentary Zoom resource meetings conducted every Thursday. We kindly request you to carefully review the available resources. Subsequently, should any queries arise, our team of Canadian Authorized Representatives is readily available to address your concerns during the weekly AR's Q&A session held on Fridays. You can find the details for both these meetings at https://myar.me/zoom. Our dedicated team is committed to providing you with professional assistance in navigating the immigration process. Additionally, IRCNews offers valuable insights on selecting a qualified representative to advocate on your behalf with the Canadian Federal or Provincial governments, accessible at

Welcome to The Daily Wrap Up, a concise show dedicated to bringing you the most relevant independent news, as we see it, from the last 24 hours (10/10/24). As always, take the information discussed in the video below and research it for yourself, and come to your own conclusions. Anyone telling you what the truth is, or claiming they have the answer, is likely leading you astray, for one reason or another. Stay Vigilant.  !function(r,u,m,b,l,e){r._Rumble=b,r[b]||(r[b]=function(){(r[b]._=r[b]._||[]).push(arguments);if(r[b]._.length==1){l=u.createElement(m),e=u.getElementsByTagName(m)[0],l.async=1,l.src="https://rumble.com/embedJS/u2q643"+(arguments[1].video?'.'+arguments[1].video:'')+"/?url="+encodeURIComponent(location.href)+"&args="+encodeURIComponent(JSON.stringify([].slice.apply(arguments))),e.parentNode.insertBefore(l,e)}})}(window, document, "script", "Rumble");   Rumble("play", {"video":"v5fz7qk","div":"rumble_v5fz7qk"}); Video Source Links (In Chronological Order): New Tab (9) Carey on X: "Vote for the “first female president”? No, I don't think I will.

This week the federal opposition suggested that perhaps Qantas should be forced to sell off its low-cost stablemate, Jetstar. This followed the recent release of the federal government's aviation white paper, which includes ideas on how to make flights cheaper, boost competition and hold airlines to account for delays and cancellations. Guardian Australia's political editor, Karen Middleton, talks with the minister for infrastructure, transport, regional development and local government, Catherine King, about her government's plans for wide-ranging aviation reform and whether travellers will get a better deal

Canada Immigration CEC Express Entry selection since 2015 for NOC 74202 Air transport ramp attendants for New Brunswick  Good day ladies and gentlemen, this is IRC news, and I am Joy Stephen, an authorized Canadian Immigration practitioner bringing out this data analysis on the number of applicants approved for Canadian Permanent Residence for multiple years Under the Express Entry CEC selection based on your NOC code. I am coming to you from the Polinsys studios in Cambridge, Ontario  The number of individuals selected under the old 4 digit NOC code 1215 or the new Specific 5 digit NOC code 74202 Air transport ramp attendants through the Federal Express Entry CEC for Canadian Residents in the express entry program is listed on your screen as a chart. These Permanent Residents were destined for the province of New Brunswick. The figures for each year from 2015 to 2023 are shown as a chart on your screen. Years without any selection for this category destinated for New Brunswick are shown as a blank.  | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023  |    25   |   100 |  370  |   290 |  345  |   750   | 1,670 |  110    |     -  If you have an interest in gaining assistance with Work Permits based on your country of Citizenship, or should you require guidance post-selection, we extend a warm invitation to connect with us via https://myar.me/c. We strongly recommend attending our complimentary Zoom resource meetings conducted every Thursday. We kindly request you to carefully review the available resources. Subsequently, should any queries arise, our team of Canadian Authorized Representatives is readily available to address your concerns during the weekly AR's Q&A session held on Fridays. You can find the details for both these meetings at https://myar.me/zoom. Our dedicated team is committed to providing you with professional assistance in navigating the immigration process. Additionally, IRCNews offers valuable insights on selecting a qualified representative to advocate on your behalf with the Canadian Federal or Provincial governments, accessible at

We want to wish our listeners in the states a happy Labor Day weekend. We hope, wherever you are, you're taking some time to savor the last bit of summer. After a couple months full of travel and news about the airplane industry, we can't help wondering — are there better ways to build airplanes? Our previous guest, Ilan Kroo, an expert in aeronautics, discusses how recent developments in fuels, engines, materials, and computer controls are leading to a new era of airplanes. We hope you'll tune in and learn something new.Have a question for Russ? Send it our way in writing or via voice memo, and it might be featured on an upcoming episode. Please introduce yourself, let us know where you're listening from, and share your quest. You can send questions to thefutureofeverything@stanford.edu.Episode Reference Links:Stanford Profile: Ilan KrooConnect With Us:Episode Transcripts >>> The Future of Everything WebsiteConnect with Russ >>> Threads or Twitter/XConnect with School of Engineering >>> Twitter/XChapters:(00:00:00) IntroductionHost Russ Altman introduces guest Ilan Kroo, a professor of aeronautics and astronautics at Stanford University.(00:01:33) The Future of Airplane DesignThe technological advancements that are enabling new types of aircraft designs.(00:03:52) Designing Airplanes with Active ControlActive control systems and their impact on airplane safety and efficiency.(00:05:03) Personal Flying VehicleseVTOL vehicles as a promising future technology for personalized and commercial travel.(00:06:54) Scaling eVTOL and Air Traffic ControlHow companies and regulatory bodies are preparing for the rise of eVTOL vehicles.(00:10:21) Sustainable AviationNew engine concepts, composite materials, and sustainable fuels in commercial aviation.(00:16:42) Hydrogen-Powered AircraftHydrogen's potential as a sustainable fuel source and its impact on airplane design.(00:19:44) Climate Modelling in Airplane DesignThe intersection of climate science and airplane design for a more sustainable future.(00:22:04) Unconventional Airplane DesignsNew designs that may become the future of aviation, with benefits in sustainability and performance.(00:25:55) Conclusion Connect With Us:Episode Transcripts >>> The Future of Everything WebsiteConnect with Russ >>> Threads or Twitter/XConnect with School of Engineering >>> Twitter/X

Canada Immigration CEC Express Entry selection since 2015 for NOC 74202 Air transport ramp attendants for Ontario Good day ladies and gentlemen, this is IRC news, and I am Joy Stephen, an authorized Canadian Immigration practitioner bringing out this data analysis on the number of applicants approved for Canadian Permanent Residence for multiple years Under the Express Entry CEC selection based on your NOC code. I am coming to you from the Polinsys studios in Cambridge, Ontario The number of individuals selected under the old 4 digit NOC code 1215 (GROUP) or the new Specific 5 digit NOC code 74202 Air transport ramp attendants through the Federal Express Entry CEC for Canadian Residents in the express entry program is listed on your screen as a chart. These Permanent Residents were destined for the province of Ontario. The figures for each year from 2015 to 2023 are shown as a chart on your screen. Years without any selection for this category destinated for Ontario are shown as a blank. | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 | - | - | - | 5 | 10 | 15 | 20 | = | = If you have an interest in gaining assistance with Work Permits based on your country of Citizenship, or should you require guidance post-selection, we extend a warm invitation to connect with us via https://myar.me/c. We strongly recommend attending our complimentary Zoom resource meetings conducted every Thursday. We kindly request you to carefully review the available resources. Subsequently, should any queries arise, our team of Canadian Authorized Representatives is readily available to address your concerns during the weekly AR's Q&A session held on Fridays. You can find the details for both these meetings at https://myar.me/zoom. Our dedicated team is committed to providing you with professional assistance in navigating the immigration process. Additionally, IRCNews offers valuable insights on selecting a qualified representative to advocate on your behalf with the Canadian Federal or Provincial governments, accessible at

Listen in as Aviation Week editors and IATA's Regional Vice President - Americas Peter Cerda discuss key issues facing the Caribbean air transport industry. Recorded on location at the CAPA Airline Leader Summit Latin America & Caribbean 2024.

Just over four months ago Senegal elected a new president. After a tumultuous start to the election- Bassirou Diomaye Faye was declared the winner and became at 44 years old Africa's youngest head of state.Bassirou Diomaye Faye and Prime Minister Ousmane Sonko promised a radical break from the past, an Afrocentric and nationalist agenda. They vowed to fight poverty and corruption. To create jobs for young people, contracts for gas, oil, fishing and defence would be renegotiated to get a better deal. And there would be an end their currency the CFA franc, which is pegged to the euro and backed by former colonial power France. So what's happened since they were elected? Alan Kasujja has been hearing from people on the streets of Dakar and speaking to El Malick Ndiaye, Senegal's Minister for Infrastructure, Land and Air Transport.

Where are you Tommy and Elon? Marina Hyde finds that those provoking the race riots are far, far away; the dead hang delight – how this quick, surprisingly simple exercise can change your life; and ‘A bolt of lightning struck my plane' – one woman's incredible story of survival

 Canada Immigration CEC Express Entry selection since 2015 for NOC 74202 Air transport ramp attendants for Good day ladies and gentlemen, this is IRC news, and I am Joy Stephen, an authorized Canadian Immigration practitioner bringing out this data analysis on the number of applicants approved for Canadian Permanent Residence for multiple years Under the Express Entry CEC selection based on your NOC code. I am coming to you from the Polinsys studios in Cambridge, Ontario The number of individuals selected under the old 4 digit NOC code 1215(GROUP) Supervisors, supply chain, tracking and scheduling co-ordination occupations or the new 74202 Air transport ramp attendants by Canada through the Federal Express Entry CEC for Canadian Residents in the express entry program is listed on your screen as a chart. These Permanent Residents were destined for the province of . The figures for each year from 2015 to 2023 are shown as a chart on your screen. Years without any selection for this category are shown as a blank. | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 |     -     |     -     |      -    |     -    |       -   |      -     |     15  |     -     | -  If you have an interest in gaining assistance with Work Permits based on your country of Citizenship, or should you require guidance post-selection, we extend a warm invitation to connect with us via https://myar.me/c. We strongly recommend attending our complimentary Zoom resource meetings conducted every Thursday. We kindly request you to carefully review the available resources. Subsequently, should any queries arise, our team of Canadian Authorized Representatives is readily available to address your concerns during the weekly AR's Q&A session held on Fridays. You can find the details for both these meetings at https://myar.me/zoom. Our dedicated team is committed to providing you with professional assistance in navigating the immigration process. Additionally, IRCNews offers valuable insights on selecting a qualified representative to advocate on your behalf with the Canadian Federal or Provincial governments, accessible at https://ircnews.ca/consultant 

On Tuesday a British man died and several others were injured when their plane encountered severe turbulence between London and Singapore. And it looks like this kind of turbulence is something we'll have to get used to. Last year a study found severe clear-air turbulence had increased by 55% between 1979 and 2020. Ian Sample speaks to Guy Gratton, associate professor of aviation and the environment at Cranfield University, to find out why this is happening, and whether there's anything we can do to reverse the trend.. Help support our independent journalism at theguardian.com/sciencepod

Listen in as Aviation Week Network's Karen Walker speaks with International Air Transport Association (IATA) Director General Willie Walsh about sustainability, taxation, government policies and air traffic management modernization ahead of the 80th IATA AGM.

In this week's episode, Riccardo Cosentino and guest co-host, Corail Bourrelier Fabiani, sit down with fellow alumnus Brandon de León to discuss his Oxford Saïd Business School dissertation on electric aviation.Brandon emphasizes the importance of public perception in adopting new technologies and explores the potential of electric aviation to transform urban mobility. The discussion covers technical advancements, regulatory challenges, and the necessary societal embrace for successful integration of electric aircraft into daily transportation. Brandon's insights highlight the intersection of technology, society, and the future of urban air mobility.“But what really validated my research was that social acceptance came up as an interesting issue already, before the first vehicle flies. And like I mentioned before, the next plans are also around big events, the World Expo in Osaka. Next year in 2025, this was to be flights. And in 2028 in Los Angeles for the Olympics there. Other companies from the US are also planning to fly. So yeah, social acceptance is already showing itself as a key risk.” – Brandon de León  Key Takeaways:Defining the pre-commercialization of electric aviationThe critical role of societal acceptance in the adoption of electric aviationThe potential impact of electric aviation on urban infrastructureInsights into the interplay of technological advancements and regulatory frameworksDistributed and decentralized mega projects If you enjoyed this episode, make sure and give us a five star rating and leave us a review on iTunes, Podcast Addict, Podchaser or Castbox. The conversation doesn't stop here—connect and converse with our LinkedIn community: Follow Brandon de León on LinkedInFollow Corail Bourrelier Fabiani on LinkedInFollow Riccardo Cosentino on LinkedInFollow Navigating Major Programmes on LinkedInRead Riccardo's latest at wwww.riccardocosentino.com Transcript:Riccardo Cosentino  0:05  You're listening to Navigating Major Programmes, a podcast that aims to elevate the conversations happening in the infrastructure industry and inspire you to have a more efficient approach within it. I'm your host, Riccardo Cosentino. I bring over 20 years of Major Programme Management experience. Most recently, I graduated from Oxford University Saïd Business School, which shook my belief when it comes to navigating major programmes. Now it's time to shake yours. Join me in each episode as I press the industry experts about the complexity of Major Programme Management, emerging digital trends and the critical leadership required to approach these multibillion-dollar projects. Let's see where the conversation takes us.  Riccardo Cosentino  0:54  Hello, everyone. Welcome to a new episode of Navigating Major Programmes. I'm here today with my co-host, Corail, and we have a special guest, a good old friend of ours joining us today on the podcast. I will pass the mic to Corail who's gonna co-host the podcast today and help me asking questions to this really great guest that has agreed to join us today. How are you doing, Corail? Corail  1:19  Hi, Riccardo, I'm doing really good. Thank you for having me co-hosting this great episode. And I'm excited to talk to Brandon. So maybe a little bit of background, we met doing a major programme management master in Oxford. And during that two years of our lives we met Brandon who was a superstar in our cohort because at the time, he was working for Tesla. And he was talking to us about this really exciting industry and how he's been part of the founders of Tesla. And he's been part of the team that made it a great company that we know today or the big adventure. And then he moved on to work for Rizwan and developing this into a great new enterprise that goes beyond Tesla by working on all different types of trucks and other things that I don't know enough about. But so I'm really excited to hear the story of Brandon. And I think Brandon, it would be great to start with you maybe introducing yourself telling us a little bit about how you ended up in the electric car industry and what drove you to that really expanding field. And yeah, to know a bit more about your background.   Brandon de León  2:37  Wow, what an introduction. Thank you guys so much for having me here on the podcast with you. It's been incredible to see what you guys have produced after the Master's course and hard to follow what you shared Corail. But I think, generally speaking, it's been an amazing learning experience. The Oxford Masters in Major Program Management, learned a lot from you guys, as well as the content. So happy to be here and share a little bit of what I've been working on and some of my background. It's been about 12 years since I've been in the electric car space, but maybe just a step back and give a little personal context about how I even ended up in that. I, my voice betrays me, I'm from the States originally, even though I'm coming to you from Holland today, I'm living in Rotterdam and working in Amsterdam. I grew up on the east coast of the U.S. mainly in Georgia in Florida. And then that's where I connected with Tesla. And what brought me down to Florida originally was my pursuit of International Business Studies. I wanted to study that because I had grown up hearing about how my parents met in Germany, in the army, and so early on, I was ingrained with these ideas of a world beyond the bubble that I lived in. So even though I grew up in small town, Georgia, I knew that I wanted to go and at least traveled to these places maybe even work in these places, if that were possible. And so in high school, when I discovered international business classes, I couldn't get enough. I also learned in those classes that there's a lot of ways society progresses, and probably the fastest mechanism to make that happen is commerce. So you know, regulation and government takes a long time. Nonprofits are phenomenal. But also some of them have limited impact. So it wasn't really clear what the best path was. But having parents that had done service for the country, as it were, and then pursued their careers and more local service type of roles and social worker and studying pre-med and things like that, I knew that I wanted to find a way to make the world a better place in my own little way. Right? So international business was my chosen vessel that brought me to Miami to study undergrad. And then in university there I had a chance to actually work in a company that I had admired for what I would consider a great engineering design and that was BMW their local retailer in the south Florida area. I persuaded them to let me take an entry level job that they didn't have at the time. But I was really eager to get out of the department store I was working at, and to go work in the company that I admired so much down the street and regularly saw the employees from that office. And so thanks to some persuasion and friendliness on their side, I was able to take a very administrative basic role. And I spent two years with BMW, but I realized that 18, 19, 20, there wasn't a lot of career options for someone that young, in the automotive retail space, at least not the traditional automotive, even with really innovative products like BMW. So I went on the search for career path, and I ended up in a bank and I thought, wow, this is terrific, financial district, maybe I peaked early, there's a career advancement ladder, it's all planned out, pension, etc, all the trappings of a great career, but then my interest in engineering and technology kind of clashed at a certain point, because new payment technologies came out into the market. And some people will be familiar with these dongles that you'd plug into an iPhone, which is relatively new back then. And you could swipe credit cards, and it was a revolution for small merchants and mom and pop shops, and I thought, this is wonderful, it's gonna be great for getting them better cash flow, they'll grow faster, it'll really helped a lot of small businesses out. But banking is a very conservative culture and does not run to embrace new technology. So at the time, we were working on a laptop that had an operating system that was three generations old, because the security patches were all well-developed and stuff, there was a clash there. And I figured, okay, I need to find a career path that's also aligned with my interest in technology or automotive or something along those lines. And after a lot of soul searching, and job board searching, I came across Tesla, and they were starting a store locally in South Florida. And through a lot of discussions for different roles. I ended up joining the launch team for the Model S, which was the car that really established the brand as a large volume producer of vehicles. And of course, its focus was electric cars. So that was 2012. I joined right after the vehicle launched. And it's been a wild ride since then. But at that time, because of my international orientation, I thought the wildest dream I have right now is that Tesla will do great. And then we'll get the chance to go and launch in other countries. And maybe I can be part of that. Happily, I had that chance. So although I started in California, and then after we launched the vehicle there, and I gained a lot of experience integrating, delivering the vehicles, the first vehicles and integrating it directly into the lives of people and families across California, I had the chance to bring that back to the East Coast. And then there was an opportunity to join a different department back at headquarters in California. And I jumped at that, because I knew if international opportunities emerge, there'll be people from there, they're good to go. And so that was a strategic step, it was not clear that it would work out. But happily, I was in the right place at the right time, there was an assignment to go help the team in Canada kind of get find their feet, if you will. And then after doing that a couple of times going out to Toronto, and doing what I would call international, but doesn't necessarily appear to be very international experiences going from California to Canada, I also had the chance to join a very small team of four or five that came out to Europe for a few months to do the same, essentially to help train the first model as launch teams here. And that was quite a privilege. When I came home to San Francisco, I thought oh, wow, this is it. Everything I could dream has happened. This is fantastic. What do I do now? And I didn't have to wait long for an answer because being at the headquarters in the beehive of activity, there was an opportunity that was presented to me to come over and help build critical partnership networks because we were starting to deliver vehicles but didn't really have solutions in place for if people were driving from the Netherlands or Norway down to Spain for holiday, what happens if they run out of charge or if the car breaks, and we had a very small footprint in Europe, within three weeks, I was on a one-way flight back to Europe. And I haven't looked back since. So that's a little bit about me in a very long-winded way and how I've gotten here to you. Corail  8:58  No, that was fantastic. Brandon, thank you so much for sharing your passion. It's really fascinating how you're constantly growing, reinventing yourself, but yet you seem to have such a drive. And that brings me to something a little picture that you shared of yourself recently that was you, yourself. I don't know how old you were maybe five or six. And you were in this beautiful little plane. And I think we talked about how you progressed from different career paths, but always with a certain drive and in that journey now I feel like you also have great interest into the future of electric aviation. And you decided to write your dissertation on this specific topic, and the social acceptance of electric aviation. Can you tell us a little bit more about this interest of yours and how you came to write about this in your dissertation in Oxford? Brandon de León  10:00  Yeah, sure. Thanks for reminding me of that picture. It's my haircut was terrible. But yeah, I was very young. And that was, it was a fun picture of me as a very small child in this mock-up of what must have been like a pretend F-16 for children at an Air Force stand at some air show in the U.S. So that was quite a throwback. Thanks for that. The, that picture I think really reflects my interest from the earliest of memories. And I call it transport now because it seems more appropriate. But it's really cars, planes, things that move fast. They're exciting, or have always been exciting to me. And I know that's sometimes cliche and certainly not exclusive to me. But that's where my fascinations were as a kid and that really hasn't died. But my career being mainly in automotive and electric automotive for more recent decade or so, maybe it's worth sharing, it's quick middle steps. So after about 10 years at Tesla, scaling the core product and ecosystems around it in North America and Europe, I thought, okay, what do I, the recipe is pretty much set at Tesla. So we have gigafactories opening, launched four or five different vehicle programs, how can I best use all this wonderful experience? And in 2021, I joined a company called Rivian, which essentially, is, for those who don't know, it a lot like Tesla in that it's a new company that makes cars. But their plan was to electrify totally new vehicle types, still ground vehicles, right? So trucks, which are hugely popular in North America, also SUVs, which are growing in popularity globally. Perhaps, if you look at the Tesla Model Y, the best selling car globally, right now in 2023, I think it was. And then for me sitting in Europe, perhaps most importantly, commercial vans, so they have or we have a huge order with Amazon for 100,000 delivery vans. And that was super exciting to me, because being in Europe, I know that trucks are not a big deal here. SUVs are typically on the smaller side or middle size, definitely not the large American scale. But I knew that if they produced the vans, then we would have a tremendous success on our hands. And that's gone really well. We've delivered over 16,000 vans now it's super exciting to see that happening. So essentially, why join Rivian was to extend electrification. So when looking for a dissertation topic, during our master's degree, I really wanted to take that opportunity to explore the other side of my fascination. One, because there wouldn't be any conflict of interest. So it was a lot cleaner to not do electric vehicles. And then the other side is there was a really interesting ecosystem emerging that was ripe for research. And that's electric aviation. It obviously aligns with my fascinations, but also super timely.   Brandon de León  12:32  So when I started looking into how can I use a dissertation to add some value, however minuscule to what's going on in this ecosystem that fascinated me so much, I started to reach out to people and one of the people I reached out to was someone I would consider a founding father, a modern time founding father in electric aviation. And he had spent three or four decades at NASA researching electric propulsion. And it really caught on towards the 2010s. And we'll get into that later. But essentially, I was asking people like him who are highly technical, unlike me, who's a non engineer, how can a non-engineer contribute to the conversation into the development of this space, and in our discussions that came out that acceptance is really interesting, because it is a known concern. But it's kind of a fuzzy topic, a fluffy topic, it's ambiguous, people aren't really quite sure what to make of it, how to define it, how to grapple with it. And there's not a unified message around it. That's, that seems ripe for Social Sciences dissertation. And that's what led me into it because there weren't any other spaces that weren't mostly other parts, or aspects of the ecosystem today, are highly technical, or regulation-oriented. And this was a space where someone coming from social sciences point of view could really add value. So that's what led me into it, happy to document it more. But that's the background and how I got there. Corail  13:51  I think it's so interesting that you're bringing, as you say, a non-engineer background into a field that is highly engineering-heavy. And we see in Oxford, we talk a lot about the work of Kahneman, for example, and how it mixes psychology and economy and what amazing ideas that created and I feel you coming from a different background is also generating discussion that we don't think the regular engineer doesn't necessarily think about. And I think it's quite beautiful. You talked about the social interest of your parents early on that kind of inspired you. And it's interesting that you went into social acceptance and which encompasses I think many things but also the how people receive what we're producing. Right? And I wanted to ask you a bit more about this because when I think about social acceptance of electric vehicles or electric planes, as of, I don't know, kind of French bias, (inaudible) we talk about how planes are terrible for the environment and we are always thinking about shaming each other in France for how much we travel? I know my aunt for example, is constantly telling me you shouldn't take the plane so often, etc. And so for me, I only see positive outcome, right, for electrifying planes. So why did you, how did you identify social acceptance as a risk? How is it perceived in the industry? Brandon de León  15:19  Yes, it's a great question. And actually, thanks for the chance to add more background because it's not, it wasn't something I was able to include in the dissertation itself, I had to really shrink down that context and generally referred to the study as a study into the acceptance of electric aviation without giving a lot of detail and color. So essentially, in order to understand that better, it's helpful to describe the 2010s and the emergence of the ideas around electric aviation and how it was going to look and feel what the vision was, and who was articulating it. So although there have been decades of research at NASA, in particular from the guy, Mark Moore, is the gentleman I talked to and brainstormed with around ideas, potentially, that could be useful to the ecosystem. So there was quite a lot of work done on the physics and the engineering aspect. But what was interesting is that it didn't come from a lot of technology seemed to come from the defense side, right, where you have the internet, GPS, other things that are developed for military or defense purposes, and then they become commercialized. This is a rare instance where, even though NASA had done prior work, and really help manifest the technology, or the idea around how to use it, it was actually technology, commercial minds, technology and commercial minds that were leading the development of this vision, a particular vision of electric aviation, and they called it urban air mobility, mostly. There were many different names and the names of all the increase since then, in the early 2010s, essentially, you had Google printing tons of money and so just to pick, cherry-pick a specific example, this is not the origin story for the whole ecosystem, but it's a major part of the background. So Google is just minting money, right? And Larry Page starts to make bets. And they're called Alphabet. Now, there's a play on words there. But essentially, Silicon Valley companies that make it that big start to then have to find new avenues to create growth. And these are the bets that they're making. And one of them was autonomous vehicles, right? And today, that's Waymo. And another one that was backed by Larry Page in particular was a company called Kitty Hawk. And it had different names, as in its predecessor phases, but essentially, they were making a two/four passenger air vehicle, and it was all electric. And it looked like nothing you've ever seen before. If I had to describe the inspiration, I think that in many cases, these air vehicles developed by the organization he was backing, or Google was backing. I guess it's more him than Google to be honest, on the on the electric aviation side. And other pioneers of electric aviation in the same timeframe, they kind of looked like scaled up drones, toys, essentially, they're called multicopters in that format. But essentially, the vision was that these were going to be flying taxis. And they were going to be in cities. Now I'm not old enough to remember this in person. But I've read stories about how Delta and United used to have these phenomenal helicopter services where you could catch a helicopter from the top of the Pan Am building in downtown Manhattan, or Midtown and then fly over to JFK, or whatever airport. And that was the heyday of aviation, right when it was really a VIP experience. And this wasn't just New York City, this was San Francisco, tons of other cities have this helicopter service. And it's not really the case anymore outside of a couple non-airline, independent helicopter services in, let's say, New York City for example. And enter Uber, another emerging tech company, who was really ambitious and wanting to really reinvent mobility, not just on the ground, but they also saw an opportunity to play a role in this airspace as well, if you will. And so they took what they knew about ride-hailing and the app and the data that they had seen, all the trips people were taking around urban areas like L.A. and New York and probably better than anyone they fully understood and had the data and the data orientation that a Silicon Valley company would do to understand how there's a huge amount of traffic between this origin and destination. And so airport, if we look back at this helicopter services presents an interesting option. And so they started to, they started a sub-organization or department called Uber Elevate, and they issued a white paper, I think it was 2016, maybe 2017. But the white paper basically articulated a really grand vision for all these air vehicles doing thousands of movements in urban areas a year. So it's a whole new kind of flying, not the wing and tube that we're used to going between over long distances or medium range distances.   Brandon de León  19:49  This was a whole different layer of air transport that hadn't been seen before, because presumably, existing small airplanes were, with the capacity of a ground taxi, four, five, six seats or whatever, were too noisy, not comfortable and outdated designs and they couldn't vertically take off. And that's a big difference too is that these new vehicles were supposed to take off and land like a helicopter. So that then unlocked a lot of opportunities to land in urban areas without a massive airfield and runway. And so that was the lower end division in that Uber Elevate white paper. These days, that evolution of that vision has evolved quite a lot and become a lot more mild. To give you one example, there were images circulating around the time of that white paper, where you would imagine a high-rise tower and different levels that would have open bays that the small car-sized air vehicle could fly into horizontally and land or land at a top and then the elevator would move it around. But essentially, it was beehive for these. And that's where social acceptance really became a question. Because if you have that many vehicles flying around in the airspace that's not really used today and they're potentially making a lot of noise because helicopters are super noisy. And that's the best benchmark that we have, even if they're electric and quieter, they're not going to be in silent, then how are people going to react to the noise? How are people going to react to the visual pollution or obstruction to whatever view they have, if you enjoy the city view of Manhattan, it's now going to have a lot of air vehicles in it. If you enjoy the Coastal View, perhaps you'll see a lot of vehicles above the beach, that sort of thing. Social acceptance was early on identified as a risk, something that needed to be dealt with. But how to deal with that wasn't really clear. Riccardo Cosentino  21:29  Brandon, I have a quick follow-up on that. Because it's very interesting how this was a dissertation. So was the final project for the master's degree or for a master in major program management. Can you articulate how you end up picking an industry as a major programme? I'm assuming, I'm paraphrasing a little bit because your study is not about one particular project, one particular company, it's really just societal, and how society is going to who's going to embrace this new technology or not. And so when you were discussing with your supervisor about this topic, how was it received from the academic side because we're all educated, and we're all told my major project is a project about 1 billion dollar/pounds, whatever. But I'm not a believer in that metric. To me, it's, major programmes are about complexity and I think your dissertation fits perfectly that definition, but you must have had some back and forth with your supervisor, or even with some other academics. Brandon de León  22:38  Yeah, it's a great question. And I really thought this was a risk to my dissertation to be fair open to the point of marking, I didn't know if it was going to be received well, that how to articulate this as a mega project or giga project, as I called it. But basically, I think that if we look at the way we presented this content in the course, just to give the listeners an idea, that for most of history, or let's say the last century, there has been increasing focus on these growing, the projects of growing scale and complexity, and cost getting into the billions getting into this, they totally changed traffic patterns in the city or they, if there are huge new bridge or something like that and it's just visually imposing huge civil infrastructure or digital systems that cost a ton or aerospace programs like an A380 Airbus, which is just a mega behemoth of an airplane, right? And if the complexity is clear, super tangible. But I think that's the school of thought that are when we had the great fortune of I think straddling two eras of the faculty at Oxford. And the first chair that we encountered was Bent Flyvbjerg. And he literally wrote the book on this stuff. And so far as the Oxford Handbook for Major or Mega Project Management, and in that, through that lens, or what he helped us understand, it was this more centralized type of project. And then later, we actually had another generation of leadership for the faculty come in with the new chair, Daniel Armanios, and he was very interesting in that he introduced the concept of it not necessarily having to be a centralized, that's a singular entity, the mega project could be distributed, decentralized, even. Right? And so after reading both of their research, I'd actually found that Flyvbjerg and contemporary said, coined the phrase of an array of projects. And I thought that fits this. This is actually exactly what I need to articulate how this is a large, complex project, although it's effectively being built in a decentralized manner and actually, quite extremely decentralized manner. There are over 800 different organizations that have released a concept for an electric aviation or electric air vehicle of some kind or another. There's this nonprofit that tracks the industry and most of the funding is with a handful and most ofthe technical progress is at a handful, but the reality is that there is a massive number of companies that intend to enter this space. And essentially, by building these vehicles, they're having to also engage regulators and build the regulatory envelope for this to actually happen. And then also go out and entertain cities and get them on side. They even let it fly. So ultimately, what they're all building towards is a central vision, even though it's moderated a bit since the over white paper in the beehive towers in the city, what they're actually when you step back and look at it all, what's actually being constructed, is something quite central. And that is a layer of air transportation, a new air transportation system that doesn't exist today. Because electrics, there's no charging out there. It's also and this is the part I didn't really get to yet is that a lot of the companies want to get towards autonomy. Some people might know already, there's a pilot shortage historically, pilots are now being paid very well, after having years and years of declining. That's not the case anymore. There's a vast shortage of pilots today. But also, if you're looking at technically looking at these vehicles through a technical lens, from a physics point of view, the energy density in lithium ion batteries or automotive grade, especially. But even research batteries, they're still limited compared to typical combustion fuels, hydrocarbon fuels, in so much in how much energy they can carry per kilogram. And if you're in aerospace where every gram matters, it's critical that you lighten the vehicle, because it's a trade-off for payload and revenue. And so although electric vehicles have started to scale up the production of lithium-ion batteries and automotive grade electric batteries have really gotten cheaper and better energy density so they're improving every day, in labs across the world they're still just crossing the threshold where they're useful in the air and just unlocking short-range missions. So this is a new, this is a new transport layer that is just becoming feasible in the late 2010s  and still in development. So that's where I basically come back to your point, which is it's not a central program, it's definitely super distributed and decentralized, but they're all building in essentially a common vision of electric air transport that doesn't exist today. Riccardo Cosentino  27:21  Okay, one more question that on that note, and then I'll pass it back to Corail. As an industry, I mean, where would you position it in the developmental phases of an industry? And maybe, if you could make a comparison, we always go back to the internet, right? So every time there's a new revolutionary technology, we always say, yeah, think of the internet in 1995 or finger the internet in the 2000. On that basis, so with that in mind, where would you place this industry in the developmental arch? Brandon de León  27:59  Yeah, maybe if I could go a few years before the internet just for a comparison that rings harder in my mind is mobile phones. I think we're at the place, there's a famous study from McKinsey that I'll get the number wrong slightly. But I think that they hint here McKinsey did a study for AT&T, I think it was where they predicted in the early 90s roundabout then that the maximum total addressable market for mobile phones is 900,000 Americans. I think we're at that stage with electric aviation. And I don't mean that in the, to poke fun at our friends at McKinsey, I know we all have some, anyway, consulting generally. But I think that it is impossible to anticipate the actual scale that this will be deployed at over time. And I say that because if you look at this technology, the business model for many companies is not clear yet. So I think that's, once the technology is ready, we're at the point where the technology is only just becoming certified. And even with helping hands from governments that are eager to be technology leaders in Q4, right about Q4 last year, the first electric vertical takeoff and landing vehicle certified anywhere in the world was certified in China. And just this month, the first one was transacted to a Japanese customer from another company in China for demonstration flights at the upcoming expo, World Expo in Osaka. Nothing's actually, there's no revenue yet. Unless you talk about small revenue regimes from Defense Departments and things like that to help with the testing and helping R&D funds. So we're really pre-commercialization. And that's precisely why I wanted to jump in for the dissertation into this space. And I thought it was really rich picking for that study-wise because what we hear in the program and all the things we've learned about mega project management and so on, is that when did they go wrong, if not in execution mostly in the planning phases in the earliest phases. So this was a huge opportunity to talk to people across the G7 really across OEMs, regulators, infrastructure companies and so on. Even NGOs. And to get a sense for okay, where's everyone's head at individually and collectively. What's the sense for how they're all thinking about this particular aspect? Social acceptance of a new technology? Yeah. And so that's, I think lends itself to the study, but super early is the answer to the question in a couple of words. Riccardo Cosentino  30:19  Thank you.   Corail  30:20  Brandon, that's really interesting. And to go back to your dissertation, I think you were planning to interview 10 leaders and you ended up with 29 interviews. I think it shows the real interest that it sparked amongst the leader in that industry. And do you feel like they got interested because this is a topic that they didn't necessarily so much sought about? And they wanted to discuss more with you? Or was it very much a risk that was very present in their minds? And you just found that they had already thought about a lot of solutions to raising social acceptance? Brandon de León  30:59  Yeah, it's a fair question. You're absolutely right. My ambition was 10. I accidentally overshot that by three times. I paid for that on the back end, when it came to actually giving the proper level of attention to the data analysis and cleaning the data from the interviews. Yeah, that was, it was quite a heavy fall. But it was really a pleasure to, because once I started to talk to people in the space, Dr. Mark Moore and I had engaged over LinkedIn, of course, and email and then had a call. But I think that really, I realized early on, and one of the things that I picked up on from one of the faculty members, Dr. Harvey Mahler, was that observation can actually be a part of your research. And I thought, let me, let me go to at least one event where these people gather and just see what's the level of discourse? Is this really a risk? Or is it just something that I see in their social media content or things like that, and I was really lucky, because there were three major industry events, if I can call them that, that were happening right around the time I was doing my dissertation and or the early stages of it. And so I went to London to eVTOL Insights London Conference and it was very much inside baseball, you had the top leaders from the companies that were trying to develop and certify these air vehicles. But you also had the leading regulators, globally for aerospace were there, it was really interesting to just, fascinating to hear the conversation between them. But what I picked up on was that acceptance came up, it was, in some cases a footnote. In other cases, it was a panel topic. But it was never, there was only such a limited depth that could be accomplished in that format. And having chatted with Dr. Mark Moore, having seen that in person in London, but also at Revolution Aero, which is another major event in Dublin, I realized that there, there's not a lot of exploration of this topic, if this is essentially the limit of it. And there are other podcasts in the industry too, that I've listened to where it maybe it gets explored a little bit more, but usually, it's pretty, pretty limited how much people can talk about this, because the overwhelming focus right now is to use every dollar of investment. And right now there's over $15 billion, I think it's over 18 at last count, invested in this space, mainly in the vehicle developers, that will in the future produce these electric air vehicles, essentially, the ones that are just planning to actually produce the vehicles, a lot of them aren't necessarily interested in acceptance, that's something they consider a responsibility of the operator to go out and develop acceptance wherever they plan to operate the vehicles. The operator meaning like airline, essentially. And then the other case, some vehicle developers or pureplay operators, they see the acceptance risk a lot more clearly. And in some cases, they've experienced it before with their traditional air vehicles.   Brandon de León  33:42  So I think, for me, it became clearer and clearer that this was both interesting for me, and potentially helpful for them to have a longer form conversation, the average interview was something like 45 minutes to an hour, someone as long as two hours a couple of them, when as long as two hours, I made the coding quite a long process. But it was super insightful for me. And I felt really privileged. As I was reaching out to people, the reception I was getting was quite strong. I thought 10 was going to be the high end and also a significant enough sample that would make the research worthwhile and meaningful. But then actually, I started to realize that if there's greater interest, I'm happy to expand that to a larger number, especially if it allows me to get perspectives from multiple people representing the different sides of the ecosystem. So like I mentioned, regulators, not just in Europe, but also in North America. And also OEMs, not just in Europe, but from North America as well. So a lot of the funding sits in North America right now. And depending on who you ask the technological leaders, some of them are in Germany, some of them are also in California and Silicon Valley, and so on. So I didn't want to represent just one small pocket of the ecosystem because again, it's a larger array globally. If I could do a better job of capturing those points of view from a European point of view as well as an American point of view, I wanted to do that. And so that ended up getting me to nearly 30 interviews pretty quickly. That's how it grew so fast. Corail  33:44  I think it's fantastic. And there must have been so much work to just code this amount of interview, I just cannot imagine in the limited amount of time we have to do this dissertation. It's a lot. So congratulations. Brandon de León  35:26  Thank you. Corail  35:27  So can you share with us then how so I wanted to ask you, Brandon, how did this leader define the risk? And what were the solution that they were putting forward?   Brandon de León  35:39  It's a great question. I think maybe the step back as a precursor, or the best example of what they were trying to do before was helicopter services from decades ago. And if you live in New York City, or Sao Paulo, or Hong Kong, helicopter services are not an infrequent site. So there are places in the world where it's still quite common. It's just that in the U.S. we, being American, that's sort of my bias, those services had dwindled. After there was a famous incident in New York City at the top of the Pan Am building, I think it was bad weather that affected the helicopter landing. Long story short, one helicopter did a particularly bad job landing, and crashed onto the rooftop. And when it did, a propeller went this way. Another one fell to the ground, I believe it was or some debris fell to the ground and killed the young lady. The other one might have injured someone when it flew into a nearby building. This was, I didn't read the entire history of this industry, the helicopter service industry. But what I can tell you is that if you look at the old timetables and the brochures, being a historical geek and an aviation geek have done more than my fair share that there are very clearly helicopter services advertised in most, in a lot of major metropolitan areas from these mainstream airline names we all know and love today, or despise today, depending on what you think of it. But anyways, the reality is that those services dwindling, I think, in part happened, because there were restrictions put in place, when you had an incident like that it captured the attention of the public around, probably not just that city, probably not just the U.S., perhaps major cities around the world, especially as news could spread wherever the American newspapers are read. So I think that that put a little bit of ice on helicopter services. And so today, if you look at Blade, which is an operator that works does fly from Manhattan over to JFK, for example, to do the airport shuttle type use case, I believe they take off on the perimeter of Manhattan, they're not, they're just off on those waterfront, they're not on top of some building in the middle of the city. So things have definitely changed. And so when it came to acceptance and how they view it, one was, there was this precedent for things going wrong. And if things go wrong, it can really pause an industry. So making sure perceptions are warmed up to the idea of this happening again, because what they're talking about doing is literally lending in many different places across downtown Manhattan, for example of the island of Manhattan, actually being able to pop down on different buildings, but also perhaps green spaces or whatever, wherever they can place what they call a vertiport, which looks a lot to normal person, like a heliport, small helipad with a V instead of an H. There are other things there. The industry insiders will tell you, there's a lot more to it. And there is charging equipment and storage and things like that. But all that to say what the vision was in 2016-17, when Uber was hosting these huge industry segments with 72 experts one year and hundreds the next year to try and really build steam around this vision of urban air mobility. They knew they had an uphill battle. And then on top of that helicopters are famously extremely noisy. That's part of why they have limited routes that they can fly. The other part, of course, is safety and things like that there. If you look at London, I think there's one main helicopter route through the whole of London that goes, basically follows the river, for the most part. And then I think the only operational heliport inside core London, that's not a hospital for an air ambulance is essentially on the reverse side, too. So helicopters are really limited in where they could go, partly because of the noise, but other you know, fears, safety and things like that. And so that's essentially, what captivated the interests of the industry participants most was how do we reduce noise through technical innovation, better propeller design, electric motors are inherently quiet, they're not jet engines. Even if you hear things build as for marketing purposes, and electric jet, it's quite different. It's more of a fan. So I think that they saw an opportunity with electric propulsion to be much quieter, and also more safer, ironically, because you can put many more electric motors and propellers. So if one goes down, you're not worried about that you can still safely land the vehicle and then yes, I think basically centered around noise primarily because the industry insiders knew that, fundamentally, the vehicle was safer, more resilient, more robust, more redundant, if you will, with different electric motors and propellers, a higher number, some have six, some have eight, some have 12 propellers built into the vehicle design. So if one fails, it's really not a major issue for most of the format's of these electric air vehicles. But getting people to warm up to the idea of it was a real risk the way they see it. Riccardo Cosentino  40:29  So Brandon, obviously, this is a podcast about your dissertation. And you wouldn't, you wouldn't have a dissertation without a conclusion and some findings. What were your key findings? Brandon de León  40:40  It's a good, I think that so if I, my research question largely centered around how do these executives from all over the ecosystem, all sides of it, essentially define social acceptance? Who and what do they think drives it? And then also, effectively how they plan to approach it? Right? So how do they think that they can maximize social acceptance and minimize social rejection? And the primary finding I found in the case of the first question was, there is no single definition for acceptance. People describe it differently. You'll hear things like regulatory acceptance, social acceptance, of course, public acceptance, community acceptance, market acceptance. So it depends on the mentality of the person and what they're responsible for, and what they're interested in. So if you're looking holistically, you could argue that it's social acceptance, but some of them, a lot of them necessarily focus in on the stakeholders that are closest to the activities that are proposed. And first and foremost, these vehicles have to be certified in a very rigorous process, the organization's have to, as well. So regulators are front of mind. And then market acceptance, of course, they think there has to be some demand, whatever their chosen business model, whether it's airport shuttles or other things. So they look at it through those different lenses. But when you're at a conference, those are sometimes thrown around as synonyms. And people innately understand the acceptance, that means other people being okay with this, but who they're concerned with. And the degree of embrace is something that I found varies quite broadly. And I think what's interesting is, even with that said, it's kind of there's a structure, there's always a question of who are they talking about we're concerned with, and then what's the degree of embrace, and that was a common thread, and their different phraseology, if I can call it that. And then so far as who and what drives it, if you look at a template stakeholder map, this is a lot of the literature around stakeholder management is written by Dr. Friedman. And Dr. Friedman has multiple books on the topic, he's the most cited guy in the field. And I tried to stick to these bedrock, most cited folks in these different disciplines because I felt like you said, this is quite an ambiguous space I'm diving into, I need to anchor myself to really key literature here. And so there's a beautiful map of stakeholders, and he breaks them into primary and secondary. So we call primary stakeholders, essentially, everyone who's in the value chain, plus government and community. So the people, we're directly interfacing with whatever you're doing, plus the people helping you produce it, and finance essentially. So most of the industry is focused on primary stakeholders. And I think operators are a little bit more aware of the secondary stakeholders, but through the interviews, the 29 different executives, we touched on every one of them got covered at least once. So although there was an overwhelming focus on primary stakeholders, naturally, there was an awareness of an interest in getting all stakeholders on board. And so they defined it very differently. But when you ask them who they needed to actually get to accept, it was pretty comprehensive. So no surprise, these people were executives in this industry, or in adjacent industries that made them relevant for joining these jobs for decades, right? They have, I think, on average, almost two decades of experience, many have masters and doctorates. They've done this before, or at least led businesses before and are aware of the spectrum of stakeholders that they need to talk to. What I had hoped to get into, and maybe this is because I was just coming out of academia with that hat on was the nuts and bolts of human thinking and decision making around taking this vehicle or this airport shuttle or not. We didn't quite get into that. I think that what I quickly understood was that the level of discourse didn't go that deep yet. And so I was asking you about which bias do you think plays a role in the decision to take this air shuttle or not to the airport? And after a couple of interviews, I realized, okay, let me bring it back up a level and further define, really who's involved and who's being mentioned the most, who's most important or seen as most important? And that's about as far as I could go in that space. There was a fourth question, I omitted it earlier, but essentially it was to what degree is acceptance a risk and simple to say most of them surprisingly, there was a lot of actual alignment here, social acceptance was considered a risk but also a high risk, I think partly because of the helicopter service example, in Manhattan. And also just generally helicopter services being so restricted over decades that they, everyone in this space has seen, made it really clear that they need to do a lot of work on the side. But what was interesting to me is a few of them went further and said it was existential to the industry. And again, thinking back to that Manhattan rooftop, you can imagine why they might think that because if public opinion turns against the industry, there's no writers, there's no financing. And then it's not a great day for the participants in the industry. So that one was pretty clear. And then the other one was sort of how to maximize social acceptance. And that was really fascinating for me to hear. Because again, I was talking to people on all sides, there were some people who were in marketing, communications, leadership roles. There were other people that were in, essentially engineering leadership roles. What was fascinating is that, essentially, they all largely saw the demonstration flights as a major win that were happening. There were limited demonstration flights happening by a couple of companies that were making sure that they were being seen as leaders in this space, and then also taking advantage of being first mover at certain major events. So for example, last was it, I forget the month, I think it was June, I was able to go to the Paris Air Show. And there was a company from Germany called Volocopter, who was led by a former Airbus executive. And they were flying their two seater prototype called the VoloCity. And this is the one that's supposed to appear during the Olympic Games this year and do some flights over Paris as well. On this day, it was flying over the airfield Le Bourget in north of Paris, which is in aviation history, it's a fascinating place tons of history, museums there, Charles Lindbergh landed there when he did this transatlantic flight. Anyways, long story short, to see this electric multicopter. Aircraft take off and fly over the airfield was really cool for me, because of my research. But also, it was stunning, because even though I have worked for decade-plus in electric vehicles, and I know just how quiet electric transport can be, I was shocked that I couldn't hear it, it was inaudible, from a very short distance away. Doesn't make any sense in the mind. It doesn't compute, it should be audible. It's not once it's maybe a football field away, in my personal sense. And so I think that what, what they were getting on to is what I experienced at Tesla, which is the technology, if it's really good, is convincing on its own, all you have to do is show people allow them to drive an electric car allow them to go to an air show and see this thing flying. And understand that it's, it feels silent from most places. And I think they're definitely onto something with that. Others went further to say we need to do education campaigns, I think that generally the spirit is roughly the same. But when asked to diagnose the state of acceptance building, most of them agreed that not much has been done or not enough has been done there. Some companies have gone on like 60 minutes and other major news shows for a segment to talk about flying cars, or flying taxis and these sorts of things. Because it's interesting and cool that there's some new innovative air vehicle. But other than that, and social media content, which really only gets to their followers, few had gone out of those. And more is happening now happy to talk about that in a minute. But essentially, that those were the four areas that I asked about, and was able to get concrete answers and learn what their perspectives were. Corail  48:32  That's great. Brandon, I wanted to ask you, like you said that a lot of them flagged this risk as a critical risk. And yet one of your one of your notes in your dissertation is that yeah, there is very little that is done about it. And as you're saying it's starting to increase, and we have the Olympic Games coming in Paris, and potentially, I'd love you to talk more about this and what will happen during the games. But first, why do you think so little is done if it's seen as this important risk that needs to be managed early on?   Brandon de León  49:07  Yeah, it's a fair one. And also, it was the thing that perplex me coming out of the dissertation. Obviously, in the month since doing the dissertation. I've had more time to digest it and think about it. And to factor in more of their point of view, I think. But essentially, and also last week I was able to join one last conference in my roadshow, if you will, to see what had changed since I had done the conferences about a year ago. And I think the short answer, if I were to speak for them, what they would say is that acceptance is important, valuable, meaningful and critical when we get to commercialization. But right now, the reality is that most companies don't have enough money to make it to commercialization. They're staring down their coffers and they don't see enough financial runway and funding left to potentially even get through certification. Some of them have just enough to get there. But it's very clear that almost all them if not all of them are going to have to go back and raise more funds. So when the funds are that precious, they're looking at how do we maximize every dollar, or euro or pound, right? And in those cases, essentially the critical milestone they need to get to to show that they have a viable product and business insofar as at least producing these vehicles, if not, to operate themselves to sell to someone else to operate, is to get certification, or to show meaningful certification path progress, and it's no small task. So just to give you a taste, they have to prove that they can, they're certified design organization, that they have a production method that can make exact copies over and over again, and this has to be signed off by the regulator, this is not something they can self certify, like in much of the automotive space, which is also highly regulated, it's still a fraction of the regulation level of aviation. And then even once they get the design, organization approval, and the production organization approval, and I might be getting my words a little bit wrong here. So aviation experts don't scare me. But essentially, they also have to be able to get an approval that they have processes in place that are certified for maintenance, repair, and overhaul, just to name a few. There's other things that they actually have to get certified for. But essentially, getting those things, those ducks in a row is billions of dollars. And again, if the whole industry has, let's call it 18 billion and counting, and there's over 800 players, you can imagine most of them aren't going to make that. And even the ones that have raised money, they've burned billions in many cases already. There are major, let's say, some of the companies that have raised the most funds in Europe, for example, have about 12 months of runway, but they still have more than 12 months to get to certification potentially. So I think that they're resource-constrained and focused on the core next milestone but, to your point, I think it's also because it's a fuzzy topic. It's not really clear who's responsible for it and then who should be spending money on it, and if one company alone can do it. And there's other interesting things that I uncovered into the research in the financial filings of some of the companies that have gone public through IPOs, or specs in recent years. Some of them consider developing public acceptance as a potential risk to their first mover advantage, because it'll benefit the whole industry and their competitors too, in that subset, right or in that collective. So while they see it as a good thing to do, from a social point of view. And maybe even from a business point of view, they can appreciate that it would be helpful to reduce some friction in the future. I think they're betting that it's overcomable. And they're biasing towards maintaining a first mover advantage if they can do. Our research from literature and social sciences would argue that maybe that's not the best balance, happy to talk about that more. But essentially, they're taking a pretty big bet there that they're going to launch. And then be able to build awareness, convert people to believers, and interested customers, at least as fast as they can produce vehicles and put them into servers and build capacity. So I think that's where it's a bit of a risk is that if they don't start to build awareness, early, the lag, there's a time lag between building awareness and first awareness and actually being willing to use a service. Not everyone's an innovator, early adopter. And I think they're counting on the fact that they're going to have a slow ramp. So they're not going to be over capacity. They're going to have more than enough innovators and early adopters that are willing to take their services, or use these vehicles. And they rather maintain the first mover advantage, largely not everyone, but most people seem to be acting in that way. Corail  53:40  Okay, I guess I have one final question. I'm really intrigued about what you're thinking about the opportunity that the Olympic Games are representing in Paris for this industry? Are you excited to see something in the air at that time? Please, tell me what are your thoughts on the games coming? Brandon de León  54:01  Oh, yes, sorry. I missed that point entirely. Thanks for making sure I answered. So I think, yeah, it's a fantastic point. Because, for better or for worse, you can hate or love the Olympics, right? There's a lot of debate around that. But I think that the reality is major sporting events of other types, and just major events generally, whether it's a Swiftie concert, or whatever, that is a prime opportunity to build awareness and plant those seeds if you can get your product in front of that audience. It's massive for any business, right? This is why in the U.S., you see companies paying millions and millions and millions for 30 seconds during the Super Bowl, which is our American Football Championship, right? Every year. And it's the same thing is at play here. And so, the Paris Olympics are very interesting because Paris as of late, especially, has been a city that is very intent, with the city leadership on improving quality of life, introducing better transport, a lot more biking paths and making it just easier to use, to a more livable city, let's say it that way., I'm living here in the Netherlands bicycles are a way of life. And the people who are pushing the bicycle culture and infrastructure and urban planning from the Netherlands point of view at the universities and Amsterdam and other places, Paris is one of their favorite cases to point to. I think more people this week or this month, it was reported, more people were biking than driving in Paris for the first time in known history since I guess the advent of automotive. So I think it's really exciting time in Paris, but also Paris is also known for and France, too, for being unabashed in protecting their culture and also making sure that their perspectives are respected. And so you see a lot of this in sort of the way from the space I work in. Now with SUVs, one of the things I've noticed and seen is a policy around SUVs, where I think it's a proposal or it's gone into effect now, where SUVs will pay more for parking in the city. So what happens and where this comes into play with the Olympics is that for years, people have been in the industry targeting the Paris Olympics as a launch point some other some companies that were planning on doing flights at the Paris Olympics in this summer in 2024 realize they weren't going to make it in time technically, to be ready to fly. But this particular company called Volocopter, that I've mentioned before, out of Germany, they're very keen on demonstrating again, they were the ones that flew the Paris Air Show last time, and they've since done a massive amount of flights in the U.S. going around different cities and stuff on a roadshow. So they're very eager to build awareness, which results from this researcher's point of view, of course, and they see the Olympics as an iconic moment, because they're European company. They're very much proud of that. And also, if you look at the history of Airbus, Airbus was a European project, Pan European right parts come from all over Europe to build those planes. And this is maybe a second coming of Airbus in so many ways, in this new air transport world. And so it's super symbolic to be able to fly at Paris, in front of the crowds of Olympic spectators, not just at Paris airshow where you have a lot of aviation, aware or interested or geeky type folks, or people who work in the industry. It's a home field advantage when you're flying above that crowd. But when you put it in front of the Olympic audience, that's a whole nother level of magnitude and exposure and media coverage. And so that can do wonders for the company and change its fundraising prospects, it's runway and its ability to develop future products and launch into other markets and really, potentially accelerated and develop its first mover advantage, too. So it's huge. What's interesting is in September, the Paris city council acting on complaints from citizens about this plan of that air vehicle flying there now, I would say negotiations is not very clear what conversations are happening. But it was brought into question whether they're actually going to be allowed to fly over the city, whether or not they can get certified in time to do it. And that last check, I believe the CEO was reported as saying that they might not launch in July as originally hoped if the certification doesn't come on time. But they're hoping at least to be able to do it in August for the Paralympics. So there's a nonzero chance that they don't get to fly. That could happen. And that would be for them, I think they would class that as a really big disappointment, a missed opportunity, and so on. And also an opportunity for Europe and Paris, the show itself as a showcase for innovation in the space and air transport. So I think it's really interesting when you look at these big events, because they present such an opportunity. It's clear to the commercial side that they're chasing it. But what really validated my research was that social acceptance came up as an interesting issue already, before the first vehicle flies. And like I mentioned before, the next plans are also around big events, the World Expo in Osaka. Next year in 2025, this was to be flights. And in 2028 in Los Angeles for the Olympics there. Other companies from the US are also planning to fly. So yeah, social acceptance is already showing itself as a key risk. Corail  58:58  Yeah, that's crazy. It's kind of a live case study. For your (inaudible). The images you put in your executive summary of this electric planes flying were incredible. I have to admit, I didn't even know that it was already existing. and they were already flying planes, electric flying planes. So that was great. And I will be in Paris this summer, and I crossed all my fingers, that social acceptance is not blocking this line from playing because I want to be there and look at them.   Brandon de León  59:34  Same here.   Corail  59:35  Well, thank you so much, Brandon. I think I don't know Riccardo, if you have a closing question, or, but I think... Riccardo Cosentino  59:42  No, that's no, I think no, I'll leave it with you. Close.   Corail  59:46  Yeah. I think Brandon, that was fantastic. We learned so much. Although I read your entire dissertation. It was super interesting and fascinating. And I feel that you gave us even more explanations and stories in thepodcast. So thank you so much for being generous with all your knowledge. And yeah, I wish you the best in your career, really. Brandon de León  1:00:07  Thank you guys. Thanks for having me. Riccardo Cosentino  1:00:08  Thank you, Brandon. And thank you, Corail, for co-hosting the episode today. It's always an honor having you as my co-host, and there'll be hopefully more opportunities. And Brandon it's always a pleasure chatting with you. Brandon de León  1:00:21  Likewise. Take care, guys. Riccardo Co

We are raiding the Guardian Long Read archives to bring you some classic pieces from years past, with new introductions from the authors This week, from 2021: In 2019, the body of a man fell from a passenger plane into a garden in south London. Who was he? by Sirin Kale. Help support our independent journalism at theguardian.com/longreadpod

Welcome back to The Vertical Space for a conversation with Eric Leopold, a long time veteran of IATA, the International Air Transport Association. We start the conversation talking about the state of the airline industry and its current priorities such as the post COVID recovery, digital transformation and sustainability. As most of you know, there are large regional differences in the maturity of the industry and therefore priorities, so we generalize the discussion on bottlenecks that airlines and airports face as the demand for air travel grows and potentially doubles over the next 15 to 20 years. Here we touched on capacity, ground infrastructure, workforce, the IT infrastructure and how advanced air mobility can solve some of these bottlenecks. We also discuss whether the hub and spoke network model continues to be prevalent in the future.  Another key theme in the conversation is digital transformation. What are the opportunities on the business side and on the operational side? And how airline and airport CIOs are thinking about prioritizing their budgets across projects? Part of the discussion is the role of generative AI in the travel experience. For instance, instead of going to an online travel agent to buy your ticket, Eric suggests we might be able to buy , our flight in a supermarket or a bank or any other retail location for that matter. Or we might use generative AI and a voice interface to guide us through the travel booking process, one that is more personalized and more in tune with our individual preferences. If you're looking for an expert and pragmatic opinion of the challenges and opportunities that aviation is facing you're in the right place!

Peggy Mak, an analyst at Phillip Securities Research, will give a round-up of the Singapore Air Transport sector for January 2024. Listen to this podcast to stay updated on the latest corporate news. Additionally, you can visit ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠www.poems.com.sg/stock-research⁠⁠⁠⁠⁠ to access the full report and gain more insights. #PhillipCapital #YourPartnerinFinance #Servingyousince1975  #fintech #PYTCH #PYTCHMedia #SGXCompanyInsights #FinanceNews #SGX #SIA #SATS #SIAE Follow PYTCH Media: ⁠⁠⁠⁠⁠⁠⁠⁠YouTube⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠Facebook⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠Instagram⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠LinkedIn⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠Podcast⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠Website⁠

A terrifying mid-air blowout of a door plug left passengers fearing for their lives on an Alaska Airlines flight. It's just the latest crisis for the Boeing. Jeff Wise and Gwyn Topham report

In November, a plane powered by 100% ‘sustainable' jet fuel took off from London to New York. It was hailed by some as a milestone in reducing the carbon footprint of air travel, which accounts for about 2.5% of global CO2 emissions. Could this be the start of a greener way to fly? Madeleine Finlay speaks to Guy Gratton, associate professor of aviation and the environment at Cranfield University, to find out if the future of aviation can ever truly be guilt-free.. Help support our independent journalism at theguardian.com/sciencepod

Listen in as Aviation Week Network editors Karen Walker, Christine Boynton, David Casey, Jens Flottau and Lori Ranson discuss key industry moments and themes of the year and what they will be watching for in 2024.

A new report from Oxfam has found that the extravagant carbon footprint of the 0.1% – from superyachts, private jets and mansions to space flights and doomsday bunkers – is 77 times higher than the upper level needed for global warming to peak at 1.5C. Madeleine Finlay hears from the Guardian's Europe environment correspondent Ajit Niranjan, and from wealth correspondent Rupert Neate, about the highly polluting transport habits of the ultra-wealthy. Help support our independent journalism at theguardian.com/sciencepod

Blended wing body airframe design has long been known to be a high-performance solution to the traditional limits on payload, range and endurance in large aircraft. The USAF ordered flying wing bombers just after World War II, and while performance benefits were demonstrated, blended wing body designs have not been applied to large transport aircraft. This may be changing, as the USAF are leading a NASA and industry team to develop a blended wing body transport prototype to be built by Long Beach, California based JetZero. 30% improvements in performance are anticipated, and the program will be accelerated, with a projected first flight of 2027.* * *Want to watch this podcast as a video? This Week in Engineering is available on engineering.com TV along with all of our other shows such as End of the Line, Designing the Future, Manufacturing the Future, and the Engineering Roundtable.

While many global markets have returned to their pre-pandemic norms, where stronger carriers have reasserted their dominance, South Africa's aviation landscape tells a different story. Routes Editor In Chief David Casey and Air Transport World Europe and Africa Bureau Chief Victoria Moores discuss the changing dynamics in the country's aviation market following the extensive restructure of South African Airways and the demise of airlines like Mango and Comair.

AP correspondent Charles de Ledesma reports on Italy-Air Strike

Tens of thousands of flights have been delayed or canceled in the U.S. Northeast over the past few weeks. Airlines blame the FAA, Transportation Secretary Pete Buttigieg has his eye on airline performance—Aviation Week editors Lori Ranson, Christine Boynton, Sean Broderick and Jens Flottau discuss the real reasons.

This week: Karen Walker, Editor in Chief, Air Transport World; ATW Awards, Follow up on J.D. Power satisfaction survey; American's operational issues; Airfare inflation numbers; Potential new regulation while major FAA issues persist; Will passengers pay more to fly a more sustainable airline?

Leaders from ACI Europe and IATA share their views on the European recovery, following a lively debate at Routes Europe 2023 in Poland. Listen in as Olivier Jankovec and Rafael Schvartzman discuss the state of the market with Aviation Week Network's David Casey and Victoria Moores.

The race is on to develop a battery-powered aircraft. But not everyone's convinced it will bring us closer to net-zero flight. Help support our independent journalism at theguardian.com/longreadpod

Learn Polish in a fun way with short Episodes. On this episode we talk about  Transport powietrzny - Air Transport.   Donations https://www.podpage.com/learn-polish-podcast/support/   Store https://www.podpage.com/learn-polish-podcast/store/   Our Websites https://www.podpage.com/learn-polish-podcast/   https://learnpolish.podbean.com/     Find all Graphics to freely Download https://www.facebook.com/learnpolishpodcast     Start Your Own Podcast + Social Media & Donations https://bio.link/podcaster     All other Social Media & Donations https://linktr.ee/learnpolish   Spotify https://open.spotify.com/show/0ZOzgwHvZzEfQ8iRBfbIAp   Apple https://podcasts.apple.com/us/podcast/learn-polish-podcast/id1462326275   To listen to all Episodes + The Speaking Podcast + The Meditation Podcast + Business Opportunities please visit http://roycoughlan.com/ ===================================== 1st Episodes https://learnpolish.podbean.com/page/35/ ===================================== Now also on   Bitchute https://www.bitchute.com/channel/pxb8OvSYf4w9/   Youtube https://www.youtube.com/channel/UC9SeBSyrxEMtEUlQNjG3vTA   To get Skype lessons from Kamila or her team please visits http://polonuslodz.com/  -------------------------------------------------- In this Episode we discuss:   Transport powietrzny -Air Transport   Ptak, osa lata -Bird, wasp flying   Latać samolotem - Fly a plane   Bać się latać samolotem - To be afraid to fly a plane   Lęk wysokości - Fear of heights   Możemy latać balonem - We can fly a balloon   Możemy latać helikopterem - We can fly a helicopter   Uczyłem się jak latać helikopterem - I was learning how to fly a helicopter   Często latałem samolotem - I flew by plane often   Osoba musi być odważna - A person must be brave   Możemy latać motolotnią - We can fly a hang glider   Paralotnia – Paraglider   Latać rakietą w kosmos - Fly a rocket into space   Graphic can be downloaded from here https://www.facebook.com/learnpolishpodcast --------------------------------------------------------------- If you would like Skype lessons from kamila or her team please visit http://polonuslodz.com/   All Polish Episodes / Speaking Podcast / Meditation Podcast / Awakening Podcast/ Polish Property & business Offers - http://roycoughlan.com/   Donations https://www.podpage.com/learn-polish-podcast/support/   Store https://www.podpage.com/learn-polish-podcast/store/   All Social Media + Donations https://linktr.ee/learnpolish   Start your own Podcast    https://bio.link/podcaster   Please Share with your friends / Subscribe / Comment and give a 5* Review  - Thank You (Dziekuje Bardzo :) )   #learnpolish #polishpodcast #learnpolishpodcast #speakpolish

Bill Spohrer died December 16 in Sarasota, Florida at age 91. Air Cargo lost a giant that quietly walked among us and made one hell of a difference in air cargo, changing the face of Miami Airport completely by innovating that airport some decades ago, into the pole position of global leadership in perishables. It was Bill that changed "Corrosion Corner" in the air cargo area at Miami International into a huge refrigerator masquerading as an air cargo facility that eventually became a cornerstone of UPS operations at that gateway. Bill was the driver in the creation of The International Air Cargo Association where he served as that organization's first President. He also was instrumental in the founding of Air Cargo Americas. Both are forces for good in organized air cargo today. In the here today, gone tomorrow world of air cargo, Bill was for all seasons, and now he should be remembered as among the greatest air cargo builders of the 20th Century. Here is Bill's story, written in 1993 by the greatest aviation historian R.E.G. Davies, when Ron was Curator of Air Transport at The National Air Museum in Washington, D.C. Ron died in 2011, after many decades at NASM, having authored 30 books, including more than a dozen detailed histories of the leading airlines of the world and the Berlin Airlift. Happy New Year 2023! --- Support this podcast: https://anchor.fm/geoffrey-arend/support

Opening of Africa's air transport markets.

Max sits down with US Air Force Lt. Col. Michael Policastro, MD for a capabilities briefing on the Air Force's Critical Care Air Transport Team program. CCATT is a team of highly skilled clinicians who provide enroute treatment to our sickest patients, and Dr. Policastro goes in depth into not only CCATTs medical skills, but also their selection process, training, and team dynamics.Have a listen, share the podcast with colleagues who might enjoy it, and let us know what you think!

As airlines and airports struggle with staff shortages, travellers are increasingly experiencing severe delays, lost luggage and cancelled flights. For already vulnerable travellers in particular, these chaotic scenes have led to a shortage of basic services – including wheelchairs

Keith Mason heads the Centre for Air Transport Management at Cranfield University, in the UK, one of the world's top, if not THE top, education centers for aviation studies.Professionals from all over the world head to this educational establishment in the middle of England to learn, research and breathe aviation.Cranfield University offers graduate degrees covering both the technical and business sides of aviation and it is also heavily involved in some of the most cutting edge research programmes that are right now ongoing in areas such as sustainable aviation and airline digitalization.Keith Mason has been on the podcast to share some insights about the work that they do at Cranfield and how is it like to study there.

At least 15,000 flights have taken off from UK airports since March 2020 at less than 10% capacity or even with no passengers at all. The Guardian's environment editor, Damian Carrington, attempts to find out why. Help support our independent journalism at theguardian.com/infocus

It's the “mystery that must be solved”. Seven-and-a-half years after the Malaysia Airlines flight disappeared with 239 people on board, head of news Mike Ticher recommends this story as he remembers covering the tragedy when the news broke

From overeager flight attendants to the age-old seat recline, Minnia and Lisa discuss the savagery, both major and minor, that occur in places of air transport.