Podcasts about Le Bourget

Wojna to dla wielu tragedia, ale dla przemysłu zbrojeniowego – konieczność. Piotr Witt z Paryża mówi wprost: bez poczucia zagrożenia nie ma popytu, a bez popytu nie ma zysków.W najnowszej „Kronice Paryskiej” Piotr Witt zabiera nas na Salon Lotniczy w Le Bourget – ale nie po to, by opiewać techniczne cuda. Raczej po to, by zdemaskować mechanizmy, które kryją się za przemysłem zbrojeniowym. Według Witta, wojna nie wybucha dlatego, że jest nieunikniona – ale dlatego, że komuś się opłaca.Broń, w przeciwieństwie do komputerów czy samochodów, nie powstaje z potrzeby użytkowników. Nikt w normalnych warunkach nie potrzebuje rakiety czy bombowca. A jednak fabryki zbrojeniowe pracują pełną parą – bo ich istnienie wymaga ciągłej produkcji, a ta z kolei potrzebuje popytu. A ten można stworzyć poprzez strach, poczucie zagrożenia i geopolityczne napięcia.Popyt i podaż przemysłu zbrojeniowegoWitt przypomina, że to właśnie zimna wojna uratowała amerykański przemysł zbrojeniowy po II wojnie światowej. A Stalin, uzbrojony wcześniej przez aliantów, stał się wymarzonym przeciwnikiem, którego istnienie pozwalało znów sprzedawać czołgi i samoloty – tym razem Zachodowi.Autor przywołuje również postać generała Eisenhowera, który jako prezydent USA ograniczył zbrojenia, zmniejszył armię i przestrzegał przed potęgą militarno-finansowego kompleksu. Jego następcy – Nixon i Kennedy – nie zdołali kontynuować tej drogi. A dziś, według Witta, historia zatacza koło: kolejne wojny, kolejne obietnice ich zakończenia, kolejne fabryki potrzebujące zamówień.Zamiast pokoju – nowe fronty. Zamiast rozbrojenia – jeszcze większe inwestycje w zbrojenia. A popyt, jak zawsze, kształtuje podaż. W tym przypadku – krwawy i bardzo dochodowy towar.

Listen in as editors discuss the big MRO news from this year's Paris Air Show, as well as what changed from the last time the industry convened in Le Bourget in 2023.

In this week's show:  LOT Polish Airlines places its first ever Airbus order for 40 A220 aircraft,   Budget airline Jetstar Asia is set to close this summer after over 20 years of operations and The Paris Air Show opened on Monday this week at Le Bourget airfield, with more than 2,400 exhibitors from 48 countries.  In the military: We look at how the Eurofighter Typhoon Fighters Test Integrate AI to Guide Pilots Through Hostile Airspace.  

Listen in as Aviation Week's Robert Wall, Tony Osborne and Steve Trimble break down Israel's latest offensive and how that country's defense companies have been walled off here at the Paris Air Show.

O maior e mais antigo salão aeronáutico e espacial do mundo, o Paris Air Show, acontece até domingo (22) no aeroporto de Le Bourget, nos arredores da capital francesa. Ponto de encontro para fabricantes de aviões e armamentos, o evento é a ocasião para apresentar tecnologias de ponta e anunciar novos contratos. Este ano, porém, a programação sofre o impacto da guerra comercial e da escalada de tensões entre Israel e o Irã.    Maria Paula Carvalho, de Paris Quase metade dos 2.400 expositores são franceses, de grandes corporações a pequenas e médias empresas.O Brasil é representado por dez fabricantes que oferecem soluções avançadas para os setores aeroespacial e de defesa, com destaque para a Embraer, presente no salão há mais de 40 anos, e que exibe o jato E195-E2 e o cargueiro militar KC-390 Millennium, já adquirido por países como Holanda, Áustria e Suécia, além do A-29 Super Tucano, aeronave leve de ataque e treinamento.  Entre os destaques comerciais, a europeia Airbus anunciou importantes encomendas: a AviLease adquiriu 10 cargueiros A350F e 30 modelos A320neo, com opção de ampliar para 22 e 55 unidades, respectivamente. Já a Riyadh Air encomendou 25 Airbus A350-1000, com direito de compra de mais 25 aeronaves.  A fabricante americana Boeing, por sua vez, reduziu sua participação este ano, após a queda de uma de suas aeronaves operadas pela Air India, na semana passada. A tragédia, de causas ainda desconhecidas, deixou 279 mortos entre ocupantes do avião e pessoas atingidas em terra. O diretor-geral da empresa, Kelly Ortberg, que era aguardado no salão para falar dos planos de recuperação da companhia, cancelou a sua vinda a Paris.  Foco na defesa  Cerca de 47% dos expositores têm atuação militar, refletindo o foco crescente em defesa.   Em meio ao conflito na Faixa de Gaza e a recente ofensiva de Israel contra o Irã, o governo francês ordenou o bloqueio do acesso aos estandes de cinco fabricantes israelenses de material bélico que exibiam "armas ofensivas", segundo autoridades francesas.Os estandes da Israel Aerospace Industries (IAI), Rafael, Uvision, Elbit e Aeronautics foram cobertos por lonas pretas. Uma decisão "escandalosa" e "sem precedentes" segundo Shlomo Toaff, vice-presidente da Rafael, fabricante de mísseis israelenses. “Um dos nossos funcionários ligou para os organizadores. Eles disseram que se tratava de uma ordem do governo francês. Isso é estranho, pois na semana passada, um tribunal francês, que havia sido acionado, decidiu que poderíamos participar do evento. Apesar dessa decisão, o governo não permite mostrar o nosso estande: é escandaloso!”, lamentou.   Se a edição de 2023 viu as encomendas aumentarem após a pandemia de Covid-19, a edição deste ano acontece num contexto de guerra comercial e da desaceleração da economia mundial, com as empresas enfrentando custos em alta e cadeias de suprimentos afetadas.    “O maior desafio atual dos industriais, seja civis ou ligados à defesa, é a capacidade de aumentar a produção", explica Louis Catala, consultor aeronáutico.Em entrevista à RFI, Catala afirma sobre o futuro do setor: "Hoje, vemos que as carteiras de encomendas estão completas pelos próximos anos e a questão é saber com que velocidade é possível aumentar as entregas. Outro ponto importante é saber em que momento poderíamos passar a uma economia de guerra, a questão não é se, mas quando isso aconteceria, para que os fabricantes possam organizar a sua capacidade material e planificar os pedidos". Corrida ao espaço  Enquanto muitos países se lançam na corrida espacial, franceses e europeus mostram sinais de declínio nessa área. Menos lançamentos, menos financiamento e uma dependência crescente de tecnologias estrangeiras.De acordo com um relatório do Instituto Montaigne, a Europa responde atualmente por apenas 5% da massa orbital global lançada a cada ano. O bloco também investe seis vezes menos do que os Estados Unidos nessa área estratégica, em que almejava a liderança global.   A Europa sofre o impacto da dominação americana, em particular da empresa SpaceX, de Elon Musk, que realizou 138 dos 145 lançamentos americanos em 2024, graças aos seus foguetes reutilizáveis. Os europeus, por sua vez, registraram apenas três lançamentos, devido à aposentadoria do Ariane 5, ao atraso do Ariane 6 e do Vega-C, e à perda de acesso aos foguetes russos Soyuz.  É no espaço, no entanto, que surge um novo mercado. Satélites fora de uso ou resíduos perigosos em órbita representam sérios riscos. Esses destroços voadores podem causar danos significativos a satélites ou estações espaciais, explica Quentin Verspieren, coordenador do programa de segurança espacial da Agência Espacial Europeia (ESA, na sigla em inglês). “Estimamos que um destroço de um centímetro que entre em contato com um satélite libere a mesma energia da explosão de uma granada militar. E existem aproximadamente 1 milhão deles no espaço”, aponta.    Hoje em dia, deixar detritos no espaço não é sancionado por nenhuma legislação internacional. Porém, a Agência Espacial Europeia investe centenas de milhões de euros em um novo mercado que está se desenvolvendo.  Philippe Blatt, CEO da Astroscale na França, uma empresa que tem a matriz no Japão e cuida de liberar as rotas espaciais, aposta em um mercado estratégico. “Nós fabricamos pequenos satélites para consertar, abastecer de combustível, observar, inspecionar e proteger satélites que estão em órbita. Nossos clientes hoje são as grandes agências espaciais e o Ministério da Defesa, assim como a Força Aérea americana”, diz.     A indústria espacial francesa gerou € 70 bilhões em receita em 2023. O governo visa apoiar a indústria, estimular a inovação e fortalecer a autonomia estratégica do país. Porém, embora a França possua importantes ativos – uma base industrial sólida, excelência científica e experiência reconhecida – o seu futuro no espaço dependerá da capacidade da Europa de recuperar o impulso coletivo, apesar da turbulência que atravessa. 

Frankreich hat zum Start der Luft- und Raumfahrtmesse in Le Bourget bei Paris die vier Hauptstände israelischer Rüstungs- und Luftfahrtunternehmen geschlossen. Die Behörden reagierten damit auf die Präsentation von Bomben und anderen Angriffswaffe. Die Firmen waren zuvor aufgefordert worden, solche Ausstellung von der Ausstellung zu entfernen.

On this week's Defense & Aerospace Report Business Roundtable, sponsored by Bell, Dr. “Rocket” Ron Epstein of Bank of America Securities, Sash Tusa of the independent equity research firm Agency Partners, and Richard Aboulafia of the AeroDynamic advisory consultancy join host Vago Muradian to discuss a flat week on Wall Street as Israel attacked Iran vowing to destroy Tehran's nuclear program and Tehran responded with large-scale missile barrages on the Jewish state; analysis of a sophisticated attack that included stealth, conventional and unmanned aircraft including modifications to the F-35 Lighting II fighter than increased the jet's range, eliminating the need for aerial refueling; US and Chinese negotiators agree to give American industry access to China's critically important rare earths in exchange Washington capping tariffs at 55 percent; an Air India 787 jetliner crashed killing 241 of the passengers onboard — one passenger survived — as well as 33 on the ground, a tragedy that changed the dynamics at the Paris Air Show that convenes tomorrow at the legendary Le Bourget airfield outside the French capital; the Pentagon is reviewing the agreement among Australia, the United Kingdom and the United States to develop nuclear powered attack submarines; and what to expect at this year's Paris Air Show.

The Paris Air Show is opening under a cloud following the tragic crash of an Air India Boeing 787 just days ago. Editors discuss what investigators will be focusing on and what the accident means for the industry.

Theeme vun haut: Bilan CFL, Manif vu Médecins sans Frontières, Bettel a Backes zu Le Bourget, Enquête iwwer Expositioun vu Chemikalien an Internationales.

Theeme vun haut: Bilan CFL, Manif vu Médecins sans Frontières, Bettel a Backes zu Le Bourget, Enquête iwwer Expositioun vu Chemikalien an Internationales.

A European flying tour from North America, a symphony of alcohol (with two specific colors), a flight sim in an airport (well, nearly), the Paris Olympics from the inside (Paul is jealous), the alternative timeline of CDG T1 and Concorde (we want to switch to it!), an appreciation for Ryanair (nope, we're not in another timeline). getting sea sick whilst taxiing (included in your expensive ticket), the tiny ground dots of Charles de Gaulle and Zurich (bring them back!), the dark underground link between Orly and Luton (ok, not really, but you'll get it), the fabulous Musée de l'air et de l'espace at Le Bourget (does it get any better than this?) — Vinod is back (and not only for the insane Spotify numbers he brings along).Happy New Year everyone & Happy Flying!

Il 24 agosto alle ore 20, Pavel Durov, co-fondatore e CEO di Telegram atterra con il proprio jet privato all'aeroporto di Le Bourget, in territorio francese.  Ad attenderlo, un mandato di arresto da parte della Procura della Repubblica di Parigi. Ma per quale motivo? Per citare alcuni dei 12 capi di accusa: complicità nel possesso e nella distribuzione di materiale pedopornografico, narcotraffico, frode, riciclaggio e mancata collaborazione con le autorità per indagare su queste attività illegali.  L'arresto apre un dibattito all'interno dell'opinione pubblica: Pavel Durov è un paladino del free speech o è il complice di svariate attività criminali?  Telegram vanta da sempre una politica di non collaborazione che ha consentito ai propri utenti di comunicare in caso di forme di resistenza contro governi autoritari ma, allo stesso tempo, ha permesso ai criminali di eseguire una varietà di attività illegali.  La questione ha i presupposti per trasformarsi in un caso senza precedenti in cui i fondatori delle piattaforme digitali possono essere ritenuti responsabili dei comportamenti dei propri utenti. Allo stesso tempo, l'arresto si pone come un caso geopolitico, che apre diversi interrogativi relativamente al concetto di sovranità digitale e al balance of power.  - - - Iniziativa autonoma degli studenti UNINT che si avvale del finanziamento dell'Università degli Studi Internazionali di Roma.

Gabriele Dadati"Le ali del Piccolo Principe"Solferino Libriwww.solferinolibri.itLa vera storia di Antoine de Saint-Exupéry che precipitò nel deserto e incontrò il suo eroe.Parigi, dicembre 1935. Antoine de Saint-Exupéry è una celebrità: come pilota è stato un pioniere che ha compiuto audaci trasvolate oceaniche, mentre come scrittore ha firmato un paio di romanzi molto amati dai lettori. Eppure le cose non vanno bene. Lui e la moglie Consuelo vivono come non dovrebbero, continuando ad accumulare debiti.Per risolvere il problema, Tonio intende tentare il record di velocità nel raid Parigi-Saigon. C'è in palio una grossa somma di denaro e così, all'alba di domenica 29, decolla con il suo biposto dall'aeroporto di Le Bourget insieme al meccanico André Prévot. Mentre sorvolano il Sahara, però, i due precipitano. L'aereo è distrutto, ma loro sono vivi. Con poco da mangiare e quasi niente da bere. Come faranno a salvarsi, visto che nessuno sa dove sono?Nel frattempo l'Hotel Pont Royal, in cui i Saint-Exupéry si sono trasferiti dopo l'ultimo sfratto, viene preso d'assalto dai giornalisti. Consuelo e Marie, la madre di Tonio che ha raggiunto la nuora perché possano farsi forza a vicenda, hanno come unica difesa gli amici di lui. Tra questi ci sono l'editore Gaston Gallimard, l'intellettuale ebreo Léon Werth, il pilota Jean Lucas, che è in contatto diretto con l'Air France, e il diplomatico Henry de Ségogne, che scopre dai piani alti del ministero degli Esteri che sono già pronte le bare.Mentre al Pont Royal cresce l'angoscia, per le strade i parigini si preparano a festeggiare il Capodanno…Gabriele Dadati (Piacenza, 1982) ha pubblicato presso Baldini+Castoldi tre fortunati romanzi storici: L'ultima notte di Antonio Canova (2018), Nella pietra e nel sangue (2020), vincitore del Premio Città di Como, e La modella di Klimt (2020), uscito in Germania per Calambac Verlag. Il suo libro più recente è Secondo Casadei, “Romagna mia” e io. In viaggio con mamma sulle tracce di un genio semplice (2021).IL POSTO DELLE PAROLEascoltare fa pensarewww.ilpostodelleparole.itDiventa un supporter di questo podcast: https://www.spreaker.com/podcast/il-posto-delle-parole--1487855/support.

If freedom of speech is taken away, then dumb and silent we may be led, like sheep to the slaughter. - George Washington French authorities issued a warrant for the arrest of Pavel Durov, the Russian born billionaire co-founder of the communication app Telegram. This app allows individuals to send messages in a highly encrypted and private manner, and blocks governmental bodies from accessing this information. With the escalating attempts of governments around the world to limit freedom of speech, this is yet another public demonstration of those governments seeking to destroy the ability of private citizens to communicate without interference and surveillance. Durov was arrested on August 24 2024 at Le Bourget airport outside of Paris, after he landed on his private jet. The arrest followed the warrant that accused Durov of complicity related to serious crimes facilitated through his app including drug traffiking, crimes against children, and fraud. Today we will be exploring concepts surrounding this arrest, what has recently been disclosed as facilitation and manipulation of repressed information on social media, and similar past arrests that have occurred with frightening outcomes for the continued battle for free speech. --- Support this podcast: https://podcasters.spotify.com/pod/show/thoughtrebellion/support

*) Israeli opposition parties agree to oust Netanyahu amid Gaza war Chairman of the Democrats Yair Golan has called on leaders of opposition parties to convene an emergency meeting to discuss the removal of Prime Minister Benjamin Netanyahu's government. Golan said in a recorded message posted to his X account that “the complete lack of public trust in the government and decisions made solely based on political considerations compel ... to rise to the occasion”. In response to Golan's message, Israeli opposition leader and ex-PM Yair Lapid said they will continue to work with all parts of the opposition “until the disaster government that is destroying the country is overthrown”. *) Harris seeks to win over Arab American voters with high-profile hire Kamala Harris' campaign for US presidential bid has hired an Egyptian American lawyer and former Department of Homeland Security official to help lead outreach to Arab American voters. Brenda Abdelall would be tasked with shoring up support from the community angered with unwavering US support for Israel's war in Gaza. Arab American voters hold sway in some states that could help decide the November 5 election. *) France charges Telegram's Pavel Durov over alleged criminal use of app France has formally charged Pavel Durov, the founder and chief of Telegram, with a litany of violations related to the messaging app. The charges concern alleged crimes involving an organised group including “complicity in the administration of an online platform to enable an illicit transaction”. Russian-born Durov was arrested at Le Bourget airport outside Paris late Saturday and questioned in subsequent days under arrest by investigators. *) Allies' fear of escalation major roadblock to end Russian offensive: Kiev Ukraine's top diplomat has said that the biggest problem faced by Kiev as it battles Russia is that its allies are afraid of approving new policies to support Ukraine out of a fear of escalation. Foreign Minister Dmytro Kuleba's remarks came a day after Moscow said the West was “playing with fire” by considering allowing Kiev to strike deep into Russia. More than two and a half years since Russia's full-scale assault, Kiev is pushing the West to give it long-range weapons — and the authorization — to strike targets deep inside Russian territory. *) Sweden to prosecute two men over Quran burnings Swedish prosecutors have said they would put two men on trial for setting fire to the Quran in a series of incidents last year that prompted outrage in the Muslim world. The Swedish Prosecution Authority said the two men committed “offences of agitation against an ethnic or national group” on four separate occasions when burning a copy of Islam's holy book outside a mosque and in other public places. Sweden's domestic security service raised its terrorism alert level as a result of the burnings, while neighbouring Denmark, which also saw a spate of Quran burnings, tightened its legislation to outlaw the practice.

【欢迎订阅】每天早上5:30，准时更新。【阅读原文】标题：The arrest of “Russia's Mark Zuckerberg” rattles social mediaWhy Pavel Durov, founder of Telegram, is in a French jail Telegram正文：Soon after his private jet touched down on August 24th at Le Bourget airport, on the outskirts of Paris, Pavel Durov was arrested by French police. A statement later released by prosecutors said that the 39-year-old billionaire had been detained as part of an investigation into Telegram, the social-media app of which he is the founder and chief executive. French judges have until August 28th to decide whether to pursue charges or release him.知识点：touch down(1) ( of a plane, spacecraft , etc.飞机、航天器等 ) to land着陆；降落(2) ( in rugby橄榄球 ) to score a try by putting the ball on the ground behind the other team's goal line（在对⽅球门线后）持球触地得分，底线得分获取外刊的完整原文以及精讲笔记，请关注微信公众号「早安英文」，回复“外刊”即可。更多有意思的英语干货等着你！【节目介绍】《早安英文-每日外刊精读》，带你精读最新外刊，了解国际最热事件：分析语法结构，拆解长难句，最接地气的翻译，还有重点词汇讲解。所有选题均来自于《经济学人》《纽约时报》《华尔街日报》《华盛顿邮报》《大西洋月刊》《科学杂志》《国家地理》等国际一线外刊。【适合谁听】1、关注时事热点新闻，想要学习最新最潮流英文表达的英文学习者2、任何想通过地道英文提高听、说、读、写能力的英文学习者3、想快速掌握表达，有出国学习和旅游计划的英语爱好者4、参加各类英语考试的应试者（如大学英语四六级、托福雅思、考研等）【你将获得】1、超过1000篇外刊精读课程，拓展丰富语言表达和文化背景2、逐词、逐句精确讲解，系统掌握英语词汇、听力、阅读和语法3、每期内附学习笔记，包含全文注释、长难句解析、疑难语法点等，帮助扫除阅读障碍。

Path Change - Once the air clears, how will markets react? Cracking down on excessive "junk" fees Cracking down on Unfree Speech? Jackson Hole - big update about "The Path" PLUS we are now on Spotify and Amazon Music/Podcasts! Click HERE for Show Notes and Links DHUnplugged is now streaming live - with listener chat. Click on link on the right sidebar. Love the Show? Then how about a Donation? Follow John C. Dvorak on Twitter Follow Andrew Horowitz on Twitter DONATIONS ? Warm Up -Cracking down on excessive "junk" fees - Cracking down on Unfree Speech? - Jackson Hole - big update about "The Path" - Intel is nervous Market Update - Lower End Consumers Fueling Spend - Big news this week - NVDA earnings - Rotation ? Consumers are still spending (Discounters loving it!) - Taxing Unrealized Gains? Political rhetoric - Taxing Unrealized gains - questions coming in --- Realize this is for the ultra-rich and the potential to get this passed is not high - BUT - Harris campaign wants to see about higher taxes - which are needed, but not a good thing ----- How else are we going to pay back this mountain of debt? Jackson Hole - Time to Change the Path of Rates - Powell was clear and they are now pricing in a 100% probability of a 0.25% rate cut for September - 0.50% will probably scare some people - so 0.25% is plan - Odd ahead of election - but maybe Powell realizes he is behind the curve Target - Against the odds? - Target beat Wall Street's earnings and revenue expectations on Wednesday. - Sales at the discounter grew as shoppers made more visits to Target's stores and website and bought more discretionary items like clothing. - Yet, the retailer struck a cautious note, saying it expects comparable sales for the full year to be in the lower range of its guidance. - Target raised its profit guidance, however, saying it expects adjusted earnings per share to range from $9 to $9.70, up from the previous range of $8.60 and $9.60. - Investors loved it! Stock moved from $135 - $169 on the news (back to $158) ---- Walmart near ATH and Ross Stores stock at ATH SpaceX - Boeing - So embarrassing for Boeing... - Starliner is going to come back - Unmanned... - Butch Wilmore and Suni Williams, will return to Earth on a SpaceX vehicle early next year Telegram - Telegram messaging app CEO Durov arrested in France - Pavel Durov, the Russian-born billionaire founder and owner of the Telegram messaging app, was arrested at Le Bourget airport outside Paris shortly after landing on a private jet late on Saturday and placed in custody. - Free speech under fire? Or is this more than just a Twitter alternative. - Supposedly 900M Daily Active users??? Junk Fees - FTC trying to crack down on "junk fees" - Last year, 15% of restaurant owners added surcharges or fees to checks because of higher costs, according to the National Restaurant Association - Inflation fee, credit card fee, health-care fee, house fee - Restaurants are fighting back as they want the fees to add to bottom line and increase profitability and benefit staff. - Makes the entire idea of going out to eat an expensive proposition. What is this? - Microsoft said Friday it will hold a conference in September for cybersecurity firms to discuss ways the industry can evolve following a faulty CrowdStrike software update that caused millions of Windows computers to crash in July. - Microsoft will meet with CrowdStrike and other security companies at its campus in Redmond, Washington, on Sept. 10 to discuss how to prevent similar issues in the future --- Wasn't this already something that was not supposed to happen? - The executive said participants at the Windows Endpoint Security Ecosystem Summit will explore the possibility of having applications rely more on a part of Windows called user mode instead of the more privileged kernel mode. - Software from CrowdStrike Check Point,

El sábado por la noche Pável Dúrov, fundador y director general de Telegram, una popular aplicación de mensajería, fue arrestado por la gendarmería francesa nada más descender de su avión en el aeropuerto parisino de Le Bourget. El avión provenía de Azerbaiyán y sobre Dúrov pesaba una orden de detención emitida por la oficina de menores de la Dirección Nacional de Investigación Criminal, que está investigando a su empresa en estos momentos. La Justicia francesa acusa a Dúrov y a la directiva de Telegram de no moderar los contenidos en la aplicación y de negarse a colaborar con las autoridades. Esa actitud ha permitido, según los investigadores, que prolifere todo tipo de contenido ilegal como pedofilia, fraudes criptográficos, blanqueo de capitales y narcotráfico. Son en total doce delitos los que investigan y en los que Dúrov sería cómplice. Por los cargos que se le imputan podrían caerle hasta 20 años de prisión. Seguramente Dúrov, cuyo patrimonio supera los 15.000 millones de dólares, sabía que la Justicia francesa le perseguía, pero aún así decidió aterrizar en Francia con intención de cenar en su capital. Quizá no pensaba que fuesen capaces de detenerle por el revuelo que se armaría. Pero eso mismo fue lo que sucedió. Tan pronto como se supo lo que había pasado Elon Musk salió en su defensa sumándose a una campaña por su libertad que se extendió a gran velocidad en la red social X. El lunes por la mañana Emmanuel Macron, tomó la inusual decisión de defender públicamente la investigación judicial. Inusual porque es extraño que los presidentes hagan declaraciones públicas sobre los los procedimientos judiciales en marcha para no comprometer la independencia de jueces y fiscales. Macron dijo que había leído informaciones falsas sobre la detención de Dúrov en suelo francés. Según el presidente la detención se produjo en el curso de una investigación judicial y no se trata, por lo tanto, de una decisión política. El poder judicial es una institución sagrada en Francia. Los jueces y fiscales exhiben con orgullo su independencia del poder político. Han investigado y en ocasiones encarcelado a algunas de las figuras políticas más poderosas del país. El último en caer ha sido el actual ministro de Justicia, Éric Dupond-Moretti. Antes de él pasaron otros como el ex presidente Jacques Chirac, que tuvo que vérselas con la Justicia en tres ocasiones, o el también ex presidente Nicolas Sarkozy, que fue condenado este mismo año por el Tribunal de Apelación de París a seis meses de prisión por financiación ilegal de su campaña en 2012. La ley francesa exige que las plataformas de redes sociales cooperen con las autoridades para impedir la difusión de contenido ilegal. Esto se refleja en buena medida en la Ley de Servicios Digitales de la Unión Europea que entró en vigor hace dos años y que obliga a las plataformas a borrar ese tipo de contenido. Telegram asegura que cumple con la legislación europea, aunque sus directivos consideran que es absurdo responsabilizar a una plataforma por quienes abusan de ella. Telegram, fundada en 2013 por Pável Dúrov y su hermano Nikolai, tiene 950 millones de usuarios en todo el mundo. Su sede social se encuentra en las islas Vírgenes británicas, pero la operativa esta en Dubai desde que decidieron abandonar Rusia por presiones políticas. Desde que comenzó la guerra de Ucrania se ha convertido en una importante fuente de información. Los Gobiernos de Rusia y Ucrania utilizan Telegram para difundir noticias e información sobre la guerra. Lo mismo hacen los grupos opositores al régimen de Putin. Esto ha convertido a la aplicación y a sus fundadores en un activo muy valioso para los servicios de inteligencia de todo el mundo. En La ContraRéplica: 0:00 Introducción 4:02 Pável Dúrov y los problemas de Telegram 29:20 El podcast de Nicolás Maduro 34:05 Madrileñofobia y odio entre españoles · Canal de Telegram: https://t.me/lacontracronica · “Contra la Revolución Francesa”… https://amzn.to/4aF0LpZ · “Hispanos. Breve historia de los pueblos de habla hispana”… https://amzn.to/428js1G · “La ContraHistoria de España. Auge, caída y vuelta a empezar de un país en 28 episodios”… https://amzn.to/3kXcZ6i · “Lutero, Calvino y Trento, la Reforma que no fue”… https://amzn.to/3shKOlK · “La ContraHistoria del comunismo”… https://amzn.to/39QP2KE Apoya La Contra en: · Patreon... https://www.patreon.com/diazvillanueva · iVoox... https://www.ivoox.com/podcast-contracronica_sq_f1267769_1.html · Paypal... https://www.paypal.me/diazvillanueva Sígueme en: · Web... https://diazvillanueva.com · Twitter... https://twitter.com/diazvillanueva · Facebook... https://www.facebook.com/fernandodiazvillanueva1/ · Instagram... https://www.instagram.com/diazvillanueva · Linkedin… https://www.linkedin.com/in/fernando-d%C3%ADaz-villanueva-7303865/ · Flickr... https://www.flickr.com/photos/147276463@N05/?/ · Pinterest... https://www.pinterest.com/fernandodiazvillanueva Encuentra mis libros en: · Amazon... https://www.amazon.es/Fernando-Diaz-Villanueva/e/B00J2ASBXM #FernandoDiazVillanueva #telegram #durov Escucha el episodio completo en la app de iVoox, o descubre todo el catálogo de iVoox Originals

Zakladatel sociální sítě Telegram Pavel Durov je podle francouzských médií od soboty ve vazbě. Přímo na pařížském letišti Le Bourget ho zatkla francouzská policie poté, co přiletěl z Ázerbajdžánu. Podle dostupných informací je důvodem, že Telegram jako sociální síť nedostatečně potírá nelegální obsah. Podle prokuratury se totiž na síti prodávají drogy, zbraně nebo vyměňuje dětská pornografie.

Presa franceză a informat că Pavel Durov, miliardarul fondator și CEO al aplicației de mesagerie Telegram, a fost reținut sâmbătă seara pe aeroportul Le Bourget din apropierea Parisului. Acest episod, care-l vizează pe conducătorul celei mai populare rețele sociale din spațiul de limbă rusă, poate avea consecințe semnificative în contextul războiului din Ucraina dar mai ales pe fondul războiului hibrid pe care Rusia îl duce împotriva Occidentului. Dar, având în vedere criticile adresate și proprietarului rețelei X, Elon Musk, se pune întrebarea: se termină, oare, cu impunitatea șefilor marilor rețele de socializare? După cum au informat posturile TF1 și BFM TV, Durov a fost reținut în temeiul unui mandat francez în timp ce cobora din avionul său privat după un zbor din Azerbaidjan.Mandatul de arestare emis de procurorii francezi susține că moderarea inadecvată a conținutului rețelei Telegram echivalează cu complicitate la terorism, fraudă, spălare de bani, trafic de droguri și alte infracțiuni, potrivit relatărilor presei franceze.După cum relatează Le Monde, în Franța, Telegram se afla pe banca acuzaților deja după atacurile din 13 noiembrie 2015 de la Paris. Teroriștii ar fi comunicat de fapt prin această mesagerie, înainte de atacuri și cu deplină impunitate, în timp ce Durov a fost acuzat că știa de mult timp că jihadiștii comunicau prin rețeaua sa.Telegram nu a comentat situația, după cum nici ministerul francez de interne și nici poliția nu au făcut vreun comentariu, a informat Reuters.În timp ce, potrivit TF1, autoritățile franceze verifică posibilele legături ale lui Durov cu Kremlinul.Platforma criptată Telegram are aproximativ 900 de milioane de utilizatori activi și este una dintre cele mai populare aplicații de mesagerie din lume.Un calcul greșitSpre deosebire de platformele din SUA, care sunt criticate pentru exploatarea comercială a datelor personale, Telegram a adoptat o abordare diferită și s-a angajat să nu dezvăluie niciodată informații despre utilizatorii săi.După ce Rusia și-a lansat invazia pe scară largă a Ucrainei în 2022, Telegram a devenit principala sursă de conținut nefiltrat – și uneori înșelător – din ambele părți despre război și politica din jurul conflictului, notează Politico.În același timp, Telegram a fost criticată pentru că a facilitat activitățile grupurilor extremiste, inclusiv în timpul revoltelor de extremă dreapta, după uciderea a trei copii în Marea Britanie în iulie.Avocatul lui Durov, a calificat acuzațiile împotriva clientului său „absolut ridicole”, potrivit agenției de presă ruse RIA Novosti. Fostul președinte rus Dmitri Medvedev a declarat că Durov, născut în Rusia, a calculat greșit, fugind din Rusia și crezând că nu va trebui niciodată să coopereze cu autoritățile guvernamentale din străinătate.Iar ambasada Rusiei la Paris a acuzat duminică autoritățile franceze că „refuză să coopereze” cu Moscova.Politico îl citează pe John Scott-Railton, cercetător senior al Universității din Toronto, potrivit căruia „arestările angajaților marilor platforme pentru motive legate de moderare și acces sunt rare”, iar acest episod este unul ”fără precedent” .Iar publicația europeană amintește că proprietarul rețelei X, Elon Musk, s-a confruntat și el cu critici ample din cauza moderării pe platforma sa de socializare. Ca reacție la cele întâmplate, miliardarul de origine sud-africană a distribuit un interviu pe care Durov l-a făcut în aprilie cu personalitatea media conservatoare Tucker Carlson, adăugând hashtag-ul #FreePavel. În propriul său tweet, Carlson a susținut că arestarea a fost un atac la adresa libertății de exprimare. Ascultați rubrica ”Eurocronica”, cu Ovidiu Nahoi, în fiecare zi, de luni până vineri, de la 8.45 și în reluare duminica, de la 15.00, numai la RFI România

Benvenuti su "Layer 3," il podcast di ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠Young Platform⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ che ogni lunedì, mercoledì e venerdì vi porta le principali tre notizie della giornata che contano davvero. Ecco le 3 notizie di oggi: 1) Intorno alle ore 20 di sabato sera Pavel Durov, 39enne franco-russo, co-fondatore e CEO di Telegram è stato arrestato mentre scendeva dal suo jet privato all'aeroporto di Le Bourget, a Parigi. Le accuse mosse all'imprenditore sono gravissime: terrorismo, traffico di stupefacenti, frode, riciclaggio di denaro, ricettazione e pedopornografia. Ma come mai ricadono tutte queste accuse sul CEO di una delle app di messaggistica più utilizzate al mondo? 2) Dopo mesi, forse anni, di attesa, i tassi della banca centrale statunitense, o per chiamarla con il suo nome proprio, la Federal Reserve, sono pronti a scendere. Jerome Powell, il suo presidente, ha dichiarato che “è giunto il momento”, durante il simposio dei banchieri centrali a Jackson Hole. Come mai Powell reputa, finalmente, matura la situazione macroeconomica per il primo taglio dei tassi si interesse?  3)  Il 30 agosto verrà pubblicato l'indice PCE (Personal Consumption Expenditures), una delle metriche preferite dalla Fed per monitorare l'inflazione. Questo dato sarà accompagnato il giorno prima dalla pubblicazione del PIL del secondo trimestre degli Stati Uniti, cruciale alla luce del discorso sui tassi di interesse che abbiamo appena affrontato. Come reagirà il mercato? Non dimenticare di seguirci e attivare la campanella per non perderti i prossimi episodi! Se ti piace 'Layer 3' e vorresti supportarci, puoi lasciare una recensione a 5 stelle. Vai su ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠Young Platform⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ per approfondire le notizie, per imparare di più sul mondo crypto e per acquistare e vendere in sicurezza le principale criptovalute di mercato! Noi ci risentiamo mercoledì, sempre qua, su Layer 3.

Arresto de Pavel Durov en Francia: ¿El futuro de Telegram en peligro?Pavel Durov, fundador de Telegram, fue arrestado por la policía en el aeropuerto de Le Bourget, París.

Il fondatore e amministratore delegato di Telegram, Pavel Durov, è stato arrestato ieri sera intorno alle 20 appena sceso dal suo aereo privato sulla pista dell'aeroporto Le Bourget, alla periferia di Parigi. Il 39enne è un cittadino franco-russo ed era accompagnato dalla sua guardia del corpo e da una donna.

La Villa Olímpica, y algunas sedes olímpicas como el Estadio de Francia, el Centro Acuático Olímpico o la Sede de Escalada de Le Bourget, se ubican en Seine-Saint Denis, al noreste de París. Es un dispositivo inédito para este departamento, históricamente el más pobre de Francia. Decenas de proyectos de infraestructura se han realizado en el marco de los Olímpicos pero, para asociaciones deportivas que acompañan a los jóvenes, queda mucho por hacer para rescatar las instalaciones vetustas. La ciudad de Bagnolet está ubicada a media hora en auto de la ciudad de Saint Denis, que acoge las sedes olímpicas. Sin embargo, se encuentra en el mismo departamento.La comuna tiene tres estadios, de los cuales el principal es el Parque de la Briqueterie, construido en 1970. Las gradas son de cemento. “Pero la maleza ha invadido el concreto”, muestra a RFI Serge Reitchess, exprofesor de deporte y fundador del Colectivo por la defensa y la promoción de la educación física (CoPER 93) en Seine-Saint Denis.El estadio consta de una cancha de fútbol y de una pista de atletismo de ceniza. “Las pistas de ceniza solían usarse antes de la Segunda Guerra Mundial y en los Juegos de 1936”, explica Reitchess. “Cuando llueve, se forman charcos y se puede practicar aquí un duatlón de atletismo y natación”, bromea.El exmaestro de educación física apunta que el césped está bien conservado a pesar de la saturación. “Según las normas, las canchas de pasto como esta no deben aguantar más de 10 horas de entrenamiento por semana. Esta se usa 20 horas a la semana”."Hay una piscina para 20.000 habitantes"El departamento de la Seine-Saint Denis se clasifica de último en Francia en materia de infraestructura deportiva. “Hay 16 instalaciones por cada 10.000 habitantes. El promedio en Francia es de 50”, detalla.En cuanto a piscinas, las cifras muestran que hay mitad menos que en Francia. “El promedio nacional es de una piscina cada 10.000 habitantes, aquí hay una piscina para 20.000, por lo que el 70% de los niños no sabe nadar”, deplora Reitchess.Otro efecto de la escasez de instalaciones deportivas es que se reducen las horas dedicadas a la educación física en los colegios. “Los alumnos tardan 20 minutos en llegar al estadio".El colectivo pensó hace unos años que la llegada de los Juegos Olímpicos París 2024 a la Seine-Saint Denis iba a atraer mayor inversión pública en el sector deporte.Gasto público insuficiente“El comité olímpico evocó desde que se propuso la candidatura de París la cuestión de la herencia material para que la población pueda practicar más deporte”, asegura Serge Reitchess.Apunta que se planea trasladar las dos piscinas del centro La Defense Arena de Nanterre a las ciudades de Sevran y Bagnolet. “Pero no sabemos cómo ni cuándo. Aún con ellas, lo que falta es financiamiento. Las autoridades dicen que es muy costoso”, lamenta.Serge Reitchess y su colectivo, que han integrado incluso alcaldes, concejales y diputados, piden mayor inversión pública, para no depender de los patrocinadores privados.El camino es largo y difícil: estiman que se necesitan 30 mil millones de euros de gasto público para recuperar el retraso, o sea al menos siete veces lo que estaría costando al Estado organizar París 2024.

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

¿Cuál es el papel de España en la Organización de Aviación Civil Internacional (OACI)? ¿A qué se dedica esta institución internacional y cuál es su importancia para el buen funcionamiento de la aviación mundial? Aerovía entrevista a Víctor M. Aguado, que el pasado junio dejó el cargo de representante permanente de España en el Consejo de la OACI, en el que permaneció durante más de 15 años. En esta extensa entrevista (que se grabó en junio coincidiendo con su relevo en el cargo), Aguado, una de las voces más autorizadas del transporte aéreo español, nos habla sobre su dilatada trayectoria profesional y aborda muchos de los grandes asuntos que protagonizan el debate en el sector: la sostenibilidad, la recuperación tras la pandemia, las operaciones con un solo piloto, la integración de los drones en las operaciones aéreas, el Cielo Único Europeo, la atención a las víctimas y a sus familias… Además, en la segunda parte del capítulo, regresa El radar de Aviacionline. Con Pablo Díaz, director editorial de este medio especializado, comentamos varios asuntos destacados de la actualidad aeronáutica del verano que acaba de finalizar: la vuelta de Le Bourget, los magníficos datos de la temporada alta, el aterrizaje en un campo de Siberia de un A320 de Ural Airlines, la exhibición del Airbus A321XLR y la vuelta de México a la categoría 1 de la FAA. Resumen de contenidos: 0:01 – Vuelve Aerovía. 1:54 – Presentación del capítulo y de la nueva temporada. 6:19 – Entrevista a Víctor Manuel Aguado, exrepresentante permanente de España ante la OACI. 8:26 – ¿Qué balance hace Víctor Aguado de sus 15 años en la OACI? 11:03 – ¿A qué se dedica la OACI? 15:45 – ¿Se hace política en la OACI? 25:45 – Una de las banderas de Víctor Aguado en la OACI: las víctimas. 29:40 – La mejora de la seguridad en la aviación. 34:14 – ‘Single pilot operations': ¿llegará a ser una realidad? 37:27 – ¿Es necesario repensar el Cielo Único Europeo? 42:50 – ¿Qué consejo le da Víctor Aguado a su sucesor en el cargo, Ángel Luis Arias? 44:35 – ¿Cuáles son las mayores satisfacciones profesionales de Víctor Aguado? 48:16 – ¿Y sus mayores sinsabores? 49:55 – ¿Es exportable el modelo la OACI al ámbito del espacio? 55:10 – El radar de Aviacionline: regreso exitoso de Le Bourget. 57:28 – El radar de Aviacionline: buenas sensaciones en la temporada alta. 59:25 – El radar de Aviacionline: aterrizaje en el campo de un A320 de Ural. 1:01:14 – El radar de Aviacionline: el Airbus A321XLR, ‘on tour'. 1:05:11 – El radar de Aviacionline: México recupera la categoría 1 de la FAA. No te pierdas el capítulo 108 de Aerovía: “España tiene una posición de liderazgo importantísima en la OACI”.

The Right Hand Traffic Rule stated that an aircraft which was flying within the United Kingdom in sight of the ground and following a road, railway, canal or coastline, or any other line of landmarks shall keep such line of landmarks on its left.  For reasons that defeat me the rule went on to give an exception stating, “provided that this rule shall not apply to a helicopter following the Motorway M4 on a route from West Drayton to Osterley Lock!”  Let me take you back to the the birth of commercial aviation in Europe after the First World War.Daimler Airways operated the De Havilland aircraft on the Croydon to Paris route and Grands Express were operating the same route, albeit originating from Paris. The scene was therefore set and, no doubt the astute amongst you will already be speculating on what befell the Daimler Airway mail flight departing Croydon on the 7th of April 1922 and the Grand Express aircraft that left Le Bourget on the same day, just after noon.  This is that story.   The Farman Goliath airliner   The DH18   The BAS 500cc single Gold Star   London to Le Bourget   Le Bourget to London   Traffic in France drove on the right hand side   On that fateful day, the weather was poor   The Picardie accident was the world's first mid air collision between airliners   Images shown under the Creative Commons licence with thanks to Albert Thuloup, Handley Page, BP, SADSM, The Library of Congress and Popular Mechanics.

The aviation industry has bounced back after the pandemic halted air travel during the coronavirus lockdowns. Now aircraft manufacturers are struggling to produce enough jets to keep up with demand from carriers. The Paris Air Show is back after a four-year hiatus caused by the pandemic. Airlines, manufacturers, militaries and industry analysts have landed at Le Bourget to the north of the French capital for this aviation extravaganza. More than 300,000 people were expected to visit the site. They got to see the latest aircraft, from huge passenger jets to the innovative 2-seater electric air taxi VoloCity that will begin commercial flights next year. At the last show, in 2019, $140 billion worth of contracts were signed. The show's CEO was expecting more orders would be made. “I suppose there will be a lot of deals signed during the show, but we will see tomorrow or we will see the day after,” says Gilles Fournier, CEO, Paris Air Show. He added, “The orders are very important in the last few months and it will be very important during the show. So I suppose there will be a lot of orders.” But placing orders is one thing. Receiving them is quite another. As people start flying again after the pandemic, demand is high. But making enough airplanes to meet that demand is proving a struggle. “Right now, demand is not the problem. Supply is the challenge. Supply is the key constraint,” explains Darren Hulst, Vice President, Marketing & Sales for Boeing Commercial Airplanes. The industry-wide production bottleneck stems from the pandemic when demand for flights fell off a cliff and supply chains had to scale down. Now air travel is surging again. “To be frank, we started this decade with the biggest challenge the industry ever faced, went to zero demand and the production that had to adjust for it. And now we're coming back up. And it's not as easy to just to turn a switch,” says Hulst. Industry analyst Richard Aboulafia says this is the strongest aviation market he's seen in 35 years. This article was provided by The Associated Press.

El objetivo es que el sector aeronáutico emita cero CO2 para el 2050. A nivel tecnológico se pueden ya fabricar aviones limpios que funcionan con hidrógeno o electricidad para sustituir a la flota existente. También las aeronaves convencionales pueden sustituir el keroseno por los SAF (Sustainable Aviation Fuel), combustibles sostenibles. RFI estuvo en el salón aeronáutico y espacial de la ciudad de Le Bourget, en las afueras de París, para ver cómo se prepara la industria para esta transición. La industria aeronáutica y espacial mundial se acaba de reunir en el gran salón de Le Bourget que se ha vuelto a celebrar en París tras una pausa por los años Covid. Este año marcado por la necesidad de acelerar la transición ecológica para luchar contra el cambio climático. Y es que al sector se le imputa el 3% de las emisiones de CO2. La idea es encontrar la fórmula entre rentabilidad y descarbonización. Seguir creciendo, pero sin contaminar, una cuadratura del círculo que algunos anuncian casi imposible. El sector se recupera con contratos millonariosEl SIAE (Salon International de l'Aéronautique et de l'Espace) es una cita ineludible para los actores de la industria aeroespacial de todo el mundo. Aquí se cierran contratos multimillonarios tanto en la rama civil como militar, los principales rivales, Boeing y Airbus, muestran sus músculos y las empresas presentan las últimas novedades. Los curiosos y amantes de los aviones pueden también asistir a las acrobacias y las demostraciones de vuelos que ensordecen a los 320.000 visitantes repartidos en los 125.000 m2, unas 18 canchas de fútbol, durante una semana. Las empresas vienen de todo el mundo, incluida Latinoamérica con una importante delegación mexicana, 200 personas, empresas, ocho estados e instituciones. México es la industria aeroespacial más importante de la región, después de Brasil con un crecimiento anual del 20%, emplea a cerca de 60.000 personas con fábricas de suministros para empresas internacionales. Además, en el primer trimestre del año, México se convirtió en el mayor mercado de pasajeros aéreos de Latinoamérica, con 29 millones, superando por primera vez en la historia a Brasil, que había mantenido la mayor cuota de mercado en la región.“El sector exporta alrededor de 9.000 millones de dólares, México trabaja todos los sistemas de un avión. La biónica, los interiores, estructuras, propulsión o trenes de aterrizaje”, explica Luis Lizcano, presidente ejecutivo de la Federación mexicana de la Industria Aeroespacial, conocida como FEMIA. Con una mano de obra más barata que en Estados Unidos o Europa, una media de edad de 27 años de la población activa, así como a la inversión en la formación de ingenieros, México se ha convertido en un polo muy atractivo para las empresas internacionales. Entre los estados que concentra una buena parte de la industria está Querétaro, al norte de la Ciudad de México. Justamente en esta edición de Le Bourget se anunciaron nuevas inversiones por parte de la francesa Safran por 80 millones de dólares en el sector del mantenimiento y la reparación con 500 empleos más y una nueva plataforma de pruebas de motores. Quéretaro, polo de investigación para aviones sustentablesQuerétaro tiene además la Universidad que ofrece cuatro ingenierías, capacitación e investigación en innovación justamente para desarrollar aeronaves que funcionen con energía limpia. “Trabajamos en innovación con General Electrics con un laboratorio en nuestro campus de tecnología de aviones sustentables y estamos construyendo el segundo para testear el uso de combustibles sustentables”, nos dice Enrique Sosa es el rector de la Universidad Aeronáutica de Querétaro. Una alianza estratégica con General Electrics que emplea a 1.800 ingenieros en la zona. Justamente también está en el salón de Le Bourget, Verónica Méndez, presidenta del Aerocluster de Querétaro, asociación que reúne a 45 empresas, y también trabaja con General Electrics Aerospace, el principal suministrador mundial de reactores. Ella se muestra bastante optimista con los avances que están llevando a cabo en cuanto a los componentes eléctricos y también los SAF. “Es un positivismo fundamentado porque hemos logrado las compañías, GE ya tiene vuelos 100% con SAF de prueba”, afirma Méndez.   Los profesionales coinciden en que la transición no tiene marcha atrás. “Es una necesidad y la normatividad forzará a las empresas, quien no haga el cambio tecnológico que requiere en la próxima década quedará fuera del mercado“, dice Enrique Sosa. Pero ¿será suficiente? Se acabó la época de los vuelos baratosEfectivamente, muchas empresas están invirtiendo ya en aparatos eléctricos o de hidrógeno, como el taxi volador Volocopter que está previsto que esté oficialmente en servicio para los Juegos Olímpicos de París en 2024. Los prototipos que se presentan pretenden revolucionar la movilidad aérea con un salto tecnológico hacia aviones eléctricos y de hidrógeno. La empresa de Barcelona Dovetail Electric Aviation también presentes en el salón, se ha especializado en la transformación de los aviones convencionales que usan queroseno en aviones limpios, remplazando los motores de combustible por unos eléctricos, baterías o hidrógeno, para hacer el producto más sostenible. Se trata de vuelos de corta distancia, regionales de hasta 500 kilómetros y ya tiene clientes en España y Australia. “Es más fácil desarrollar la tecnología y certificarla para un sistema pequeño que para uno grande. Lo que cuenta sobre todo es cuánto puedes volar y por eso los aviones pequeños se suelen usar en muchos mercados para distancias cortas. Si queremos volar miles de kilómetros, da igual si el avión es grande o pequeño, con hidrógeno o baterías eso no va a ocurrir en décadas, pero si quieres volar de 100 a 400 km, esto está a nuestro alcance en los próximos años. Además, volar será más caro porque los combustibles sostenibles van a ser más caros que el convencional”, explica David Doral cofundador de Dovetail Electric Aviation.A día de hoy, el 1% de los viajeros mundiales genera el 50% de las emisiones de CO2 del sector de la aviación. Se trata de los viajeros frecuentes por negocios o por placer. ¿Volar se convertirá todavía más en un lujo? ¿Sólo las personas ricas podrán hacerlo? “Mientras un conductor de automóvil paga unos 50 céntimos por litro de carburante, las aerolíneas pagan cero céntimos. Esto quiere decir que estamos subvencionando de manera indirecta un medio de transporte que es muy contaminante. Volar va a ser más caro, pero lo que tenemos que hacer es que las opciones limpias sean más competitivas que las contaminantes”, analiza Carlos López de la Osa, manager de aviación en Transport & Environment que promueve la movilidad de emisiones cero y para todos. Cómo luchar contra la contaminación si el sector no para de crecer  Otro de los problemas que se plantean para la transición en el sector es el crecimiento y es lo que denuncian las ONG. Es imposible luchar contra el cambio climático, dicen, si el sector no para de crecer. Es por ello que, coincidiendo con el Salón, las organizaciones ecologistas lanzaron una petición con el eslogan: “Quédense en tierra”.  Para el experto López de la Osa, efectivamente si el sector sigue expandiéndose, el problema se va a agravar. “Las tecnologías no serán suficientes si la industria sigue creciendo al ritmo que lo está haciendo ahora mismo. Es una cuestión de matemáticas. Si quieres resolver un problema, lo primero que hay que hacer es no empeorarlo”, afirma.  La tendencia, sin embargo, no es a limitar el tráfico aéreo mundial, es más, según las previsiones, en los próximos 25 años éste se va a duplicar. Es entonces un reto de alto vuelo en términos climáticos tanto para la tecnología como para los gobiernos.

In questa puntata partiamo da Parigi, dove Enrico Pagliarini ha seguito per noi gli sviluppi nel campo della Difesa europea discussi nei giorni del Salone aeronautico di Le Bourget. Con Simona Scarpaleggia, Board Member di EDGE Strategy, parliamo poi di Gender Gap alla luce del via libera - tardivo - della direttiva europea per la parità di retribuzione. Con l'avvocato Alexander Schuster affrontiamo il tema dell'omogenitorialità, con uno sguardo a quanto accade nelle altre realtà europee.

Pour ce dernier épisode de notre édition quotidienne spéciale, il va falloir garder le rythme ! Découvrez les coulisses du recrutement au salon du Bourget en suivant la journée mouvementée d'Auriane Coffinier, spécialiste de l'acquisition de talents chez Safran, et des plus de 200 collaborateurs Safran mobilisés pour aller à la rencontre de futures recrues.

This year's highlights from Le Bourget include a massive airplane order and the looming AAM shakeout. Listen in as Aviation Week break down the developments. To read all our coverage download our ShowNews app.

Аеродром Ле Бурже (Le Bourget) је центар глобалне авио-индустрије од 19. до 25. јуна. Педесет и четврто издање париског сајма ваздухопловне индстрије одржава се након четворогодишње паузе због пандемије ковида-19, а на њему су приказани најновији типови авиона: од путничких до иноватиних електричних такси двоседа VoloCity.

Avec ce quatrième épisode de notre édition quotidienne spéciale, partez à la rencontre des acteurs qui travaillent sur les technologies de demain et de ceux qui les accompagnent, à l'instar de Safran Corporate Ventures, la filiale d'investissement du Groupe destinée aux startups innovantes. Guidés par Aurélie Girou, Directrice des coopérations externes chez Safran Corporate Ventures, découvrez l'univers des startups de la « deep tech », ces technologies de pointe qui comptent bien révolutionner notre futur.

Exit les réunions et déjeuners professionnels, pour ce cinquième épisode de notre édition quotidienne spéciale, vivez ce salon incontournable à travers le regard d'un passionné d'aéronautique. Si les différents modèles d'avion n'ont plus de secrets pour vous et que vous avez toujours rêvé d'être pilote, alors nul doute que vous vous reconnaitrez dans le témoignage de Laurent Grassin. Sinon, laissez-vous guider par le récit de cet amoureux des avions et, qui sait, peut- être vous transmettra-t-il sa passion ?

Hypersonics, missile defense, UAVs and next-generation fighters are in vogue amidst a surge in spending by NATO members. Listen in as our defense editors share what has stood out to them at this year's Paris Air Show.

Dans ce troisième épisode de notre édition quotidienne spéciale, nous avons rendez-vous avec Stéphane Cueille, Président de Safran Electrical & Power. Il est 7h30 du matin, le salon du Bourget va ouvrir ses portes d'ici quelques minutes. Et, avant de débuter une journée qui s'annonce très intense, ce dirigeant du Groupe nous donne un aperçu de son programme et nous éclaire sur les ambitions des sociétés et les enjeux d'un tel événement pour Safran.

Cap sur le Tarmac ! Dans ce deuxième épisode de notre édition quotidienne spéciale, nous avons rendez-vous avec deux pilotes du Rafale : le Capitaine Jérôme Thoule et Capitaine Bertrand Butin, qui, tout au long du salon, effectuent des démonstrations en vol au-dessus de l'aéroport du Bourget, pour le plus grand bonheur des spectateurs. Accrochez-vos ceintures, ça va secouer !

Tarmac time! In this second episode of our special, daily edition, we meet two Rafale pilots: Captain Jérôme Thoule and Captain Bertrand Butin. During the Air Show, they shall be wowing spectators in their fighter jets over Le Bourget. Buckle up: it's going to be a bumpy flight!

Virginia Governor, Glenn Youngkin stops by Bloomberg Markets from the Paris Air Show at Le Bourget and speaks with Guy Johnson on a wide array of topics from economy in his home state, airline logistics between Dulles & Reagan International Airport, and a possible Presidential run in 2024.See omnystudio.com/listener for privacy information.

BUSINESS DAILY – Monday, 19.06.2023: With over 300,000 visitors and thousands of deals expected to be made, exhibitors from the aeronautic and air defence industries have gathered outside Paris for the "Le Bourget" air show. We also take a look at Switzerland's decision to become carbon neutral by 2050 and raise corporate taxes to 15 percent.  

Le monde entier est au rendez-vous au Bourget cette semaine. C'est là qu'a lieu en ce moment le plus grand salon de l'aéronautique au monde. Seulement voilà, aujourd'hui l'aviation est l'objet de critiques de la gauche radicale et écolo. Un ingénieur écolo préconise de ne prendre l'avion que 4 ou 5 fois dans sa vie. C'est drastique, mais c'est la seule solution pour atteindre nos objectifs de réduction d'émission de CO2 en vue de limiter la hausse des températures. L'aviation, c'est vrai, doit se décarboner à vive allure. C'est une évidence et c'est même une exigence. Mais il faut aussi rappeler qu'elle a une surface médiatique inversement proportionnelle à sa pollution. En effet, l'aviation ne représente que 2,5 % des émissions de CO2 d'origine humaine. C'est peu dans l'absolu par rapport à la pollution du logement ou encore de la voiture. Mais c'est vrai, c'est encore trop. Parmi les trois thèmes choisis cette année par le Salon de l'aviation du Bourget, il y a évidemment le thème de la décarbonation. Tous les industriels qui sont là-bas sont alignés pour venir avec des solutions technologiques qui permettront le zéro net émissions pour l'horizon 2050. Le Bourget est d'ailleurs très, très fier d'annoncer que plus de 300 start up venues du monde entier seront à Paris cette semaine pour montrer leurs solutions, notamment en matière de décarbonation. Alors ça aussi, c'est une première mondiale. Tout comme la voiture neuve est devenue maintenant un produit de luxe, c'est une évidence, l'aviation de demain le redeviendra aussi. Car, à défaut de nous interdire de voler plus de quatre fois, en tout cas tout au long de notre vie, ces nouvelles solutions de décarbonation de l'aviation coûteront de l'argent et auront un impact à la hausse sur les prix des billets d'avion.

The “Radar” podcast transports you to the Paris Air Show! In this first episode of our special daily edition, we take a look at how Safran prepares for such an event. A few days before the start of the show, Jérémie Roy, Head of Events & Exhibitions, guides us through the set-up of Safran's stand. Enjoy a behind-the-scenes tour of the world's largest event devoted to aviation, defense and space!

Le podcast « Radar » vous emmène au salon du Bourget ! Dans ce premier épisode de notre édition quotidienne spéciale, vous allez découvrir comment se prépare un tel événement chez Safran. Quelques jours avant l'ouverture du salon, Jérémie Roy, directeur des événements et des expositions du Groupe, nous a emmené sur le montage du stand d'exposition Safran. Embarquez pour un tour dans les coulisses du plus grand événement au monde lié à l'aéronautique, à la défense et à l'espace !

Listen in to this sponsored podcast as Accenture leaders John Schmidt and Joyce Kline delve into key themes to watch for at the Paris Air Show as the industry returns to Le Bourget after four years.

On this week's Defense & Aerospace Report Business Roundtable, sponsored by Bell, Dr. “Rocket” Ron Epstein of Bank of America Securities, Sash Tusa of the independent equity research firm Agency Partners, and Richard Aboulafia of the AeroDynamic Advisory consultancy join Defense & Aerospace Report Editor Vago Muradian to discuss the week on world markets as investors weigh commercial real estate worries and prospects that Congress might not plus up Pentagon spending, the International Air Transport Association's new traffic numbers and outlook on sustainable aviation, the concern that airlines are ordering too many airplanes in large blocks, Airbus delivery figures, defense sentiment as Ukraine launches its counteroffensive, and themes for the upcoming Paris Air Show that convenes the week after next at the historic airfield at Le Bourget outside the French capital.

Hola de nuevo, hoy volvemos para contarte una pequeña escapada que hemos hecho a Francia para ver el Festival Aéreo de La Ferté-Alais («Le Temps des Hélices») y la visita al Museo del Aire y del Espacio de Le Bourget. No te lo pierdas porque hablaremos mucho de aviones y de muchos aviones distintos, junto a Darío Pozo "Dardo", Jorge "Deute" y Emilio "Falke" García. Video de Dardo: https://www.youtube.com/watch?v=NjAEV5pg3n4 Más episodios: ivoox.com/podcast-motor-al-aire_sq_f1117313_1.html Contacto: motoryalairepodcast@gmail.com Facebook: facebook.com/motoryalaire Twitter: @motoryalaire Escucha el episodio completo en la app de iVoox, o descubre todo el catálogo de iVoox Originals

Nuacht Mhall: Cothrom an Lae, i gcomhair Sheachtain na Gaeilge * Inniu an t-aonú lá de mhí an Mhárta. Is mise Gráinne Ní Bhrosnacháin. Cothrom an lae seo sa bhliain 1910, ba í Raymonde de Laroche an chéad bhean a fuair ceadúnas píolóta. Rugadh i bPáras na Fraince í sa bhliain 1882. Bean spórtúil ab ea í agus thaithin gluaisrothair agus cartacha go mór lei. Bhí cáil uirthi leis mar aisteoir roimhe. Spreagadh í san eitlíocht nuair a chur sí aithne ar eitleoirí eile. Chuaigh turas na ndeartháireacha Wright sa bhliain 1908 i gcion go mór uirthi freisin. Thosnaigh sí ag foghlaim conas eitilt sa bhliain 1909 sa bhaile Chalons, 140 ciliméadar taobh amuigh de Pháras. Chabhraigh an píolóta Charles Voisin léi taithí a fháil ar conas eitleán a láimhseáil. De réir a chéile d'éirigh léi eitleán a phíolótú go neamhspleách. Sa bhliain 1910, fuair sí roinnt cuirí go dtí taispeántais eitleáin timpeall an domhain. Bhí gradaim ann don té a bhainfeadh amach an luas, airde agus fad ab fhearr. Chuaigh sí ar turas go dtí Caireo san Éigipt, Cathair Pheadair sa Rúis agus Búdaipeist na hUngáire. Bhí roinnt timpistí aici ach lean sí ar aghaidh i gcónaí. Sa bhliain 1913, bhuaigh sí an gradam Coupe Femina, duais do phíolótaí baineanna as gnóthú thar na bearta a bhaint amach le heitilt 323 ciliméadar. Tháinig deireadh lena cuid aistear nuair a thosnaigh an Chéad Chogadh Domhanda. Thóg sí post mar thiománaí ag iompar saighdiúirí. Nuair a tháinig deireadh leis an gcogadh, thosnaigh sí ag eitilt arís. Sa bhliain 1919 chuaigh sí thar na bearta ní b'fhaide arís ar airde 4800 méadar. Ní amháin go raibh sí ag eitilt, bhí cáil uirthi mar innealtóir éirimiúil ag tástáil eitleán mar theastaigh uaithi caighdeán ní b'fhearr a bheith ar an margadh. I mí Iúil 1919 bhí sí amuigh ag tástáil, agus thuairteáil an t-eitleán agus bhuail sé an talamh. Fuair sí bás agus í 36 bliain d'aois. Deintear comóradh ar Raymonde de Laroche ag Seachtain Dhomhanda Mhná na hEitlíochta i mí an Mhárta agus tá dealbh di le feiceáil san aerfort Le Bourget i bPáras. * Léirithe ag Conradh na Gaeilge i Londain. Tá an script ar fáil i d'aip phodchraolta. * GLUAIS ceadúnas píolóta - pilot's licence eitlíocht - aviation cuirí - invitations

Climate Change 1980-2018   Two tigers talking and one is saying, "You can tell humans apart by their fingerprints.  They are as unique as our stripes."  I've been cleaning up and organizing all of my folders and over the year have saved some screenshots that I label “Ideas”.  They are mostly quotes to overlay on beautiful cat images for social sites, so I've created a few, but today had that bizarre stripe / finger print idea come out of nowhere.  I sent it to LaWanna to see if Cindy Arthur, or one of our artists could illustrate that.   Howie is feeling better and decided he's now ready to remake the cartoon I had done to promote our federal bill to ban cub petting.  His edits are great, but now it means pretty much starting from scratch with the cartoonist.  I'm going to give it another day or so, because he will want to change things a few times and no sense paying for work that is just going to have to be redone.  Jamie and Victor went fossilizing for something new yesterday.  It's an old mine where they hit a pocket of fossilized clams.  Jamie says the animal part of the clams turns to crystals and that's what she's digging.  I have crystals in my pockets and on my desks as a reminder that we are all made of light.   I'm continuing to read the NYT piece on climate change.  I found this interesting and wondered if Jamie hopped back onto the planet in 1980 to be a part of the change that was needed to save the earth?     On April 3, 1980, Senator Paul Tsongas, a Massachusetts Democrat, held the first congressional hearing on carbon-dioxide buildup in the atmosphere. Gordon MacDonald testified that the United States should “take the initiative” and develop, through the United Nations, a way to coordinate every nation's energy policies to address the problem. That June, Jimmy Carter signed the Energy Security Act of 1980, which directed the National Academy of Sciences to start a multiyear, comprehensive study, to be called “Changing Climate,” that would analyze social and economic effects of climate change. More urgent, the National Commission on Air Quality, at the request of Congress, invited two dozen experts, including Henry Shaw himself, to a meeting in Florida to propose climate policy.     Two days before Halloween in 1980 Rafe Pomerance traveled to a cotton-candy castle on the Gulf of Mexico, near St. Petersburg, Fla, that locals called the Pink Palace. The Don CeSar hotel was a child's daydream with cantilevered planes of bubble-gum stucco and vanilla-white cupolas that appeared to melt in the sunshine like scoops of ice cream. The hotel stood amid blooms of poisonwood and gumbo limbo on a narrow spit of porous limestone that rose no higher than five feet above the sea. In its carnival of historical amnesia and childlike faith in the power of fantasy, the Pink Palace was a fine setting for the first rehearsal of a conversation that would be earnestly restaged, with little variation and increasing desperation, for the next 40 years.   2015-2018:  The Paris Agreement is an agreement within the United Nations Framework Convention on Climate Change (UNFCCC), dealing with greenhouse-gas-emissions mitigation, adaptation, and finance, starting in the year 2020. The agreement's language was negotiated by representatives of 196 state parties at the 21st Conference of the Parties of the UNFCCC in Le Bourget, near Paris, France, and adopted by consensus on 12 December 2015. As of November 2018, 195 UNFCCC members have signed the agreement, and 184 have become party to it. The Paris Agreement's long-term goal is to keep the increase in global average temperature to well below 2 °C above pre-industrial levels; and to limit the increase to 1.5 °C, since this would substantially reduce the risks and effects of climate change.   Under the Paris Agreement, each country must determine, plan, and regularly report on the contribution that it undertakes to mitigate global warming. No mechanism forces a country to set a specific target by a specific date, but each target should go beyond previously set targets. In June 2017, U.S. President Donald Trump announced his intention to withdraw his country from the agreement. Under the agreement, the earliest effective date of withdrawal for the U.S. is November 2020, shortly before the end of President Trump's current term. In practice, changes in United States policy that are contrary to the Paris Agreement have already been put in place.   In July 2017 French Environment Minister Nicolas Hulot announced a plan to ban all petrol and diesel vehicles in France by 2040 as part of the Paris Agreement. Hulot also stated that France would no longer use coal to produce electricity after 2022 and that up to 4 billion will be invested in boosting energy efficiency. To reach the agreement's emission targets, Norway will ban the sale of petrol- and diesel-powered cars by 2025; the Netherlands will do the same by 2030. Electric trains running on the Dutch national rail network are already entirely powered by wind energy. The House of Representatives of the Netherlands passed a bill in June 2018 mandating that by 2050 the Netherlands will cut its 1990 greenhouse-gas emissions level by 95%—exceeding the Paris Agreement goals.  What will we do?  

Nuacht Mhall: Cothrom an Lae, i gcomhair Sheachtain na Gaeilge * Inniu an t-aonú lá de mhí an Mhárta. Is mise Gráinne Ní Bhrosnacháin. Cothrom an lae seo sa bhliain 1910, ba í Raymonde de Laroche an chéad bhean a fuair ceadúnas píolóta. Rugadh i bPáras na Fraince í sa bhliain 1882. Bean spórtúil ab ea í agus thaithin gluaisrothair agus cartacha go mór lei. Bhí cáil uirthi leis mar aisteoir roimhe. Spreagadh í san eitlíocht nuair a chur sí aithne ar eitleoirí eile. Chuaigh turas na ndeartháireacha Wright sa bhliain 1908 i gcion go mór uirthi freisin. Thosnaigh sí ag foghlaim conas eitilt sa bhliain 1909 sa bhaile Chalons, 140 ciliméadar taobh amuigh de Pháras. Chabhraigh an píolóta Charles Voisin léi taithí a fháil ar conas eitleán a láimhseáil. De réir a chéile d'éirigh léi eitleán a phíolótú go neamhspleách. Sa bhliain 1910, fuair sí roinnt cuirí go dtí taispeántais eitleáin timpeall an domhain. Bhí gradaim ann don té a bhainfeadh amach an luas, airde agus fad ab fhearr. Chuaigh sí ar turas go dtí Caireo san Éigipt, Cathair Pheadair sa Rúis agus Búdaipeist na hUngáire. Bhí roinnt timpistí aici ach lean sí ar aghaidh i gcónaí. Sa bhliain 1913, bhuaigh sí an gradam Coupe Femina, duais do phíolótaí baineanna as gnóthú thar na bearta a bhaint amach le heitilt 323 ciliméadar. Tháinig deireadh lena cuid aistear nuair a thosnaigh an Chéad Chogadh Domhanda. Thóg sí post mar thiománaí ag iompar saighdiúirí. Nuair a tháinig deireadh leis an gcogadh, thosnaigh sí ag eitilt arís. Sa bhliain 1919 chuaigh sí thar na bearta ní b'fhaide arís ar airde 4800 méadar. Ní amháin go raibh sí ag eitilt, bhí cáil uirthi mar innealtóir éirimiúil ag tástáil eitleán mar theastaigh uaithi caighdeán ní b'fhearr a bheith ar an margadh. I mí Iúil 1919 bhí sí amuigh ag tástáil, agus thuairteáil an t-eitleán agus bhuail sé an talamh. Fuair sí bás agus í 36 bliain d'aois. Deintear comóradh ar Raymonde de Laroche ag Seachtain Dhomhanda Mhná na hEitlíochta i mí an Mhárta agus tá dealbh di le feiceáil san aerfort Le Bourget i bPáras. * Léirithe ag Conradh na Gaeilge i Londain. Tá an script ar fáil i d'aip phodchraolta. * GLUAIS ceadúnas píolóta - pilot's licence eitlíocht - aviation cuirí - invitations