Podcasts about Paris Air Show

A contrails study by GE Aviation and NASA, an F-15E Strike Eagle downs drones, Iberia's new A321XLR in service, the Phillippine Mars moves to its final destination, an airliner and a UAP come close together, Spirit Airlines files for bankruptcy, and the environmental impact of private jets. Also, AvGeeks flock to Bluesky, a STEM author at the NASM, and F-35B trials on a Japanese flattop. The contrails of an Airbus A340 jet, over London, England. Photographed by Adrian Pingstone in March 2007. Aviation News GE and NASA to accelerate understanding of contrails The "Contrail Optical Depth Experiment" (CODEX) is a research project conducted through a NASA and GE Aerospace partnership to study the formation and behavior of contrails. Contrails are clouds of ice particles that airplanes can create when they fly through cold and humid air. Persistent contrails are thought to contribute to climate warming. The primary goal of CODEX is to accurately measure the optical depth of contrails, which indicates how much light is blocked by the contrail. In the project, a GE Boeing 747-400 creates the contrails and NASA's G-III research aircraft (a modified Gulfstream III business jet) follows and scans the 747's wake with Advanced LiDAR (Light Detection and Ranging) technology to analyze the contrails produced by different engine configurations. This will hopefully lead to the development of engine technologies that reduce contrail formation. NASA Gulfstream G-III NASA's Armstrong Flight Research Center in Edwards, California, operates the Gulfstream G-III aircraft, NASA tail number 804, as an aerodynamics research test bed. Work with the aircraft is funded through NASA's Aeronautics Research Mission Directorate (ARMD) as part of the Environmentally Responsible Aviation (ERA) project under the agency's Integrated Systems Research Program. GE 747-400 Flying Test Bed Since 2010, this former Japan Airlines plane has been used by GE to test new jet engines, such as the GE90, GEnx, LEAP, and the GE9X. The plane is based at Flight Test Operations (FTO) in Victorville. F-15E Pilot Recounts Having To Switch To Guns After Missiles Ran Dry During Iranian Drone Barrage An F-15E Strike Eagle shot down so many Iranian drones aimed at Israel that they ran out of air-to-air missiles. The crew was ordered to continue and use any weapon available, which left the Strike Eagle's 20mm Gatling Gun, capable of firing around 6,000 rounds per minute. Operating this gun is said to be risky with small, low, slow-moving targets. In this instance, the F-15 did not stop the drone. Feel Sorry For the Flight Attendants: Iberia's New A321XLR Long-Haul Jet Features Tiny Galleys That Even Contortionists Would Struggle to Work in Iberia is the launch customer of the Airbus A321XLR (extra long range) single-aisle jet. The airline is flying the plane on a Madrid and Boston route. According to Saffran, the Airbus SpaceFlex V2 galley and lavatory allows for 6 more seats in the A321. The Airbus Space-Flex galley and lavatory concept. Airbus says the A321XLR features a 4,700 nm range, 180-220 seats, and 30% lower fuel burn per seat than previous generation aircraft. The plane was launched in 2019 at the Paris Air Show. Compared to other A320 family aircraft, the A321XLR carries more fuel, has strengthened landing gear, and includes a revised wing trailing-edge flap for takeoff performance. Airbus offers two engine options: the CFM LEAP-1A and the Pratt & Whitney PW1100G. The first A321XLR was delivered to Iberia on 30 October 2024 and conducted its first revenue flight on 6 November 2024. The first long-haul flight with passengers was on 14 November 2024, from Madrid to Boston. Martin Mars To Visit San Francisco, San Diego On Final Flight The Philippine Mars is destined for the Pima Air and Space Museum in Tucson, Arizona. In preparation, the plane is undergoing taxi tests in Port Alberni, British Columbia.

Boeing's commercial market outlook, the AirVenture and Farnborough air shows, Airbus' A321XLR certification, funding for FAA infrastructure, Embraer's Eve flying taxi prototype, JetBlue's unpaid leave offer to flight attendants, and first officers decline to upgrade to captain. Aviation News Boeing Forecasts Demand for Nearly 44,000 New Airplanes Through 2043 as Air Travel Surpasses Pre-Pandemic Levels Boeing released its Commercial Market Outlook (CMO) for 2024-2043, including an interactive dashboard. CMO forecast highlights through 2043: The global commercial fleet is projected to grow 3.2% annually. The air cargo fleet will increase by two-thirds by 2043, to support 4.1% annual air cargo traffic growth. The number of global routes served by commercial airlines has returned to 2019 levels, even though nearly 20% of them are new, illustrating the adaptability of aviation in a dynamic market. Single-aisle airplanes will make up 71% of the 2043 fleet. The global widebody fleet will more than double, with twin-aisles comprising 44% of the Middle East fleet. It's Opening Week for Two of the World's Largest Airshows EAA AirVenture Oshkosh is July 22 – July 28, 2024. EAA has about 300,000 members worldwide. AirVenture sees more than 500,000 attendees over the week-long event they call The World's Greatest Aviation Celebration®. The Farnborough International Airshow is held every two years, alternating with the Paris Air Show. This year Farnborough is July 22 – July 26, 2024, and targets the global aerospace industry. See Farnborough Air Show 2024 - Preview from the Royal Aeronautical Society. Airbus A321XLR Receives EASA Type Certification The European Union Aviation Safety Agency (EASA) issued Type Certification for the Airbus A321XLR powered by CFM LEAP-1A engines. Airbus has a backlog of over 500 single-aisle A321XLR orders. Iberia is the launch customer and EIS is expected in November 2024. Airbus also has orders from Qantas, Icelandair, and IAG Group. Certification for the Pratt & Whitney GTF variant is to come next. Groups Push Lawmakers To Up FAA's ATC Equipment Budget Twenty-six industry associations sent a letter to the Appropriations Committees, the Senate Commerce Committee, and the House Transportation and Infrastructure Committee asking for more ATC modernization funding. The associations represent business and general aviation, airlines, air traffic controllers and specialists, pilots and flight attendants, and manufacturers. The groups note an uncommitted balance in the Airport and Airway Trust Fund (AATF) that could be used for the FAA's Facilities and Equipment (F&E) account. “We… believe more must be done to not only maintain and sustain the ATC system but also to modernize it.” The Airport and Airway Trust Fund (AATF), also known as the Aviation Trust Fund, was established in 1970 to help finance the FAA's investments in the airport and airway system, independent of the General Fund. Embraer's Eve rolls out flying taxi prototype, cash needs covered until 2027 Embraer subsidiary Eve Air Mobility revealed their full-scale eVTOL prototype. The fixed-wing aircraft uses eight propellers for vertical flight and an electric pusher motor. The first prototype does not have a cabin or pilot. The final aircraft will seat four passengers and a pilot. Eve was founded in 2020 and plans to obtain certification and enter service in 2026. Five conforming prototypes are planned for 2025. The company says they have letters of intent for 2,900 eVTOLs that seat four passengers and a pilot. Investors include United Airlines, BAE Systems, Thales, and Rolls-Royce. Eve eVTOL protype. JetBlue to Offer Six Months of Unpaid Leave to Flight Attendants, Trim Number of Crew Members On Transatlantic Flights A Transport Workers Union of America (TWU) memo says JetBlue is taking steps to reduce costs. Flight attendants should expect “significantly reduced” flying sched...

Having a knock-out creative career five decades long is one thing. Setting up a charity to inspire the same creativity in the next generations is another. But the iconic British design duo, who are also husband and wife - Sir John Sorrell CBE and Lady Frances Sorrell CBE - have done just that. Frances and John started their lives in design both aged of 14 when, in different parts of London, they attended free Saturday morning classes at their local colleges of art and design. Neither were from well-off families. John had never been to an art gallery and most of his peers were dropping out of school aged 15 to get jobs. The experience was a revelation that paved the way for full-time study and their careers in design. It was also the prime motivation for the formation of the Sorrell Foundation in 1999 with the aim of inspiring creativity in young people to change their lives and make the world a better place. After meeting through work, the Sorrell's launched their now legendary design studio, Newell and Sorrell, in 1976. They've redesigned some of the UKs most high-profile organisations, including British Airways, The BBC and the Royal Mail. After 25 years in business, they sold to Omnicom, and have spent the past 25 working to give young people pathways to higher education in the creative industries. Their achievements and accolades are too long to list. John is co-founder and chairman of London Design Festival and co-founder of London Design Biennale and is a UK Business Ambassador, appointed by successive prime ministers to help promote Britain's creative industries abroad. John was appointed CBE in 1996, was awarded the Royal Society of Arts Bicentenary Medal in 1998 and holds numerous honorary fellowships and degrees. John was awarded a knighthood in the 2008 New Year Honours List for services to the creative industries. Frances is a tour de force in her own right. She is Chancellor of the University of Westminster, London, has Honorary Fellowships from the Royal Institute of British Architects, Falmouth University, Hereford College of Arts and Plymouth College of Art. She holds Honorary Doctorates from the Open University, Coventry University and University for the Creative Arts, and has been a visiting Professor at University of the Arts London. As Creative Director at Newell and Sorrell she won over a hundred awards for creativity and effectiveness. Listen in as Vince, Sir John and Lady Frances Sorrell discuss; cold calling BP fresh out of art school and designing their exhibition stand at the Paris Air Show six weeks later, growing up on the same working-class council estate as Rod Stewart, and why you have to put your money where your mouth is if you really believe in something. See omnystudio.com/listener for privacy information.

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

In this episode, Andrea shares an exciting company milestone about its next gen, eight hanger, vertically stacked vertiport. She also provides an update on Urban-Air Port's current roadmap and discusses the challenges and opportunities when integrating landing infrastructure within our cities. Andrea talks about Urban-Air Port's strong relationship with Coventry City Council, and its key partnerships signed at this year's Paris Air Show.

In this episode, Martin talks about TE Connectivity and how it first got involved in the AAM market, before we dive into the issue of size, weight and power of future eVTOL aircraft. Martin then reviews TE's presence at this year's Paris Air Show, which included an incredible addition to its exhibition stand that showed just how much value the company can bring to companies building the aircraft of tomorrow.

A conversation with Zach Gallaway-Meyer, Senior Applications Engineer for Amphenol Limited in the UK. Zach has been with Amphenol for four years. We talk about his role as an applications engineer, combining his experience as a design engineer and his enjoyment of working face-to-face with customers to understand their needs first-hand. We talk about trying to learn the intricacies of Amphenol Limited's broad product portfolio but realizing it will take years to become a true expert. We talk about the satisfaction of walking around the Paris Air Show and seeing designs he worked on being displayed by some of his customers. We talk about playing rugby and soccer as a youngster, then getting into horses in his family's stable, where we learn the key to successfully competing is to simply hold on. We talk about his recent interest in running. And we discuss his desert island album, book, and movie. This is The Interface. Hosted by Chris Cappello. Music by Square Seed. For The Interface podcast guest inquiries and suggestions, send a LinkedIn message to https://www.linkedin.com/in/cjcappello.

A conversation with Serge Veld, ROE Sales Director for Amphenol's Military and Aerospace Operations. Serge is based in The Netherlands and has been with Amphenol for 19 years over two stints. We talk about his work optimizing the sales force in Europe to represent 26 different Amphenol operations better while simplifying the work for their customers. We talk about seeing the emergence of electrification and newer submarkets at the Paris Air Show. We talk about managing his team, which is spread across multiple countries and cultures, and how focusing on interpersonal communications has helped him lead more productively. We talk about his interest in martial arts during his early years and following his son when he played professional soccer. We talk about his recent interest in learning more about the brain's workings. And we discuss his desert island album, book, and movie. This is The Interface. Hosted by Chris Cappello. Music by Square Seed. For The Interface podcast guest inquiries and suggestions, send a LinkedIn message to https://www.linkedin.com/in/cjcappello.

A conversation with Deepak Surendran, Aerospace Global Business Development Manager for Amphenol Limited in the UK. Deepak has been with Amphenol for a little over a year. We talk about his time at the Paris Air Show, visiting many of his customers' displays, and enjoying seeing the wide range of Amphenol connectors on so many pieces of equipment. We talk specifically about Amphenol Limited's product portfolio emphasizing power management and distribution, especially for new markets like EVTOL. We talk about his love of math and science and how a professional assessment correctly predicted he'd make a great salesperson. We talk about the sports of squash and clay pigeon shooting and about recently becoming a first-time father. Finally, we discuss his desert island album, book, and movie. This is The Interface. Hosted by Chris Cappello. Music by Square Seed. For The Interface podcast guest inquiries and suggestions, send a LinkedIn message to https://www.linkedin.com/in/cjcappello.

European start-up Destinus is rewriting the rules on sustainable, long-range supersonic travel, having successfully flight-tested two prototypes, and revealing the “Destinus 3” at the Paris Airshow last month. Destinus Founder & CEO Mikhail Kokorich joins Julia to discuss his plan to launch the world's first commercial hypersonic plane by 2030, potentially reducing travel times between any two cities by 75%.To learn more about how CNN protects listener privacy, visit cnn.com/privacy

Guests: Marcus Weisgerber, Defense One global business editor;  Roman Schweizer, policy analyst focusing on defense issues; Cai von Rumohr, equity analyst with an emphasis on defense issues.

Join Matt, Nev, and Armando for this week's episode! In this week's show we pay tribute to famous pilot Jim Tweto, NASA saves the world once again, and it's international lose-a-wheel-week.  In the military we have a short Ukraine update And lastly we talk about some listener feedback about the struggles of flight training.  You can get in touch with us all at : WhatsApp +44 757 22 491 66 Email podcast@planetalkinguk.com or comment in our chatroom on YouTube. Here are the links to the stories we featured this week : COMMERCIAL Ryanair seeking to recruit for 100 tech jobs https://www.irishtimes.com/business/2023/06/22/ryanair-seeking-to-recruit-for-100-tech-jobs/ NASA's newest X-plane wants to save the planet https://www.vox.com/recode/2023/2/2/23582152/nasa-x-plane-boeing-air-force-sustainable-aircraft Raising Pilots' Retirement Age to 67 Gets Nod in House FAA Bill https://about.bgov.com/news/raising-pilots-retirement-age-to-67-gets-nod-in-house-faa-bill/#:~:text=The%20House%20Transportation%20and%20Infrastructure,to%2067%2C%20up%20from%2065 The Qantas Boeing 717 making an epic journey to its new home https://www.flightradar24.com/blog/qantas-717-redelivery-flight/?fbclid=PAAaYUaP3G1zePIvC9a4Y_yxW2Cj5VrCZtr4hxbDDOc90ukWbvg0jbshPTnOY_aem_th_ATfSkR5VslJheGoHeZ51L7g5nPG6Sj3j__BgwW6xXB62aVNKCby5XrYnUcviBGO87lY Oops: England Football Team's Plane Takes Wrong Turn In Malta & Blocks Runway https://simpleflying.com/england-football-air-horizont-boeing-737-malta/ INCIDENT A Boeing 787 Dreamliner loses its nose landing gear wheel in flight https://airlive.net/emergency/2023/06/20/incident-a-boeing-787-dreamliner-loses-its-nose-landing-gear-wheel-in-flight/ IndiGo: Record aircraft purchase announced at Paris Airshow https://www.bbc.co.uk/news/world-asia-india-65952879 DIAMOND TURBOPROP TAKES FIRST FLIGHT https://aopa.org/news-and-media/all-news/2023/june/22/diamond-turboprop-takes-first-flight SMITHSONIAN HOSTS GA FLY-IN https://aopa.org/news-and-media/all-news/2023/june/22/smithsonian-hosts-ga-fly-in MILITARY Ukraine plans to send "several dozen" combat pilots for training to fly U.S. https://www.reuters.com/world/europe/ukraine-plans-train-several-dozen-combat-pilots-fly-f-16s-military-2023-06-16/ https://www.ukrinform.net/rubric-ato/3724250-denmark-ready-to-transfer-f16-fighters-to-ukraine-defense-minister.html https://www.military.com/daily-news/2023/06/21/need-speed-f-16-pilot-calls-fighter-jets-sought-ukraine-easy-fly.html KC-135s Pull Off ‘Monumental' Air Bridge to Get Scores of Aircraft to Exercise in Europe https://www.airandspaceforces.com/air-defender-23-air-bridge/

On today's program, sponsored by HII, Sam Bendett of the Center for Naval Analyses discusses the questions in the wake of Wagner Group mercenary and convict force boss Yevgeny Prigozhin's aborted drive toward Moscow, the outlook for Vladimir Putin's longevity given security services failed to move to stop the mercenary force until Belarusian President Alexander Lukashenko ended the crisis by offering Prigozhin as well as his troops and their equipment asylum in Belarus, and an update on Ukraine's counteroffensive; and Byron Callan of the independent Washington research firm Capital Alpha Partners discusses the defense investment implications of the Prigozhin affair, a look at House and Senate markups of the Biden administration's defense budget request, takeaways from the Paris Air Show, and a look at the week ahead with Defense & Aerospace Report Editor Vago Muradian.

The future of the aviation industry has been in the spotlight at the Paris Air Show, which has returned after a four-year hiatus due to the Covid-19 pandemic, attracting airlines, manufacturers, and industry analysts. The latest aircraft, from passenger jets to innovative electric air taxis, are on show. With high demand for air travel it has been a challenge to balance supply with production bottlenecks. Listen to the conversation with a Sydney-based travel agent Mahendra Lamsal about pressure on the Nepali aviation industry. - कोभिड-१९ महामारी पछि अझै पनि माग अनुसार हवाई सेवा आपूर्ति नहुँदा नेपाल जान योजना बनाएकाहरूले छिटो टिकट काट्नु पर्ने बताइएको छ। सिड्नीका एक ट्राभल एजेन्सी सञ्चालक महेन्द्रकुमार लम्सालले दशैँ-तिहारमा नेपाल जानेहरूको चाप बढ्ने भएकाले महिनौँ अगाडीदेखि टिकट बिक्री सुरु भइसकेको एसबीएस नेपालीलाई बताएका छन्। लम्सालसँग गरिएको उक्त कुराकानीसँगै कोभिड-१९ महामारी पछि फ्रान्सको पेरिसमा जारी पेरिस एयर सोमा विभिन्न कम्पनीहरूले गरिरहेको नयाँ विमानहरूको प्रदर्शनी सम्बन्धी एक रिपोर्ट सुन्नुहोस्।

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, worldwide implications of a new four-year labor contract for Spirit AeroSystems' workers that might yield a pay raise great than the 34 percent deal rejected by members, and analysis of key headlines from the 54th Paris Air Show including commercial aircraft orders, revelation that three demonstrators were built for the US Air Force's top priority and top secret Next Generation Air Dominance combat aircraft program and that the service selected two teams to compete for the final order, and an update on the Franco-German-Spanish SCAF fighter program that now includes Belgium as an observer, and European air and missile defense efforts.

What if you could fly to any airport in the world in just four hours? That's the promise of Destinus, a company working on a hypersonic plane project. But the Switzerland-based company isn't the only one trying to revive the Concorde; Boom Supersonic also announced some progress on its Overture aircraft at the Paris Air Show.

The future of the aviation industry has been in the spotlight at the Paris Air Show, which has returned after a four-year hiatus due to the Covid-19 pandemic, attracting airlines, manufacturers, and industry analysts. The latest aircraft, from passenger jets to innovative electric air taxis, are on show. With high demand for air travel it has been a challenge to balance supply with production bottlenecks.

The Washington State aviation industry scores big at the Paris Air Show; a new poll on public drug use and if people should be arrested for it in Seattle; and a hotel for the homeless prepares to open in Lacey. It all happened this week. Let's get you caught up.

On this week's AvTalk, we break down all the news from the 2023 Paris Air Show, from IndiGo's record breaking order to the new propulsion technologies just over the horizon. The 2023 Paris Air Show IndiGo kicked off the show with a record-breaking order for 500 Airbus A320neo-family aircraft. At 500 planes, it is the […] The post AvTalk Episode 221: The largest single order in commercial aircraft history appeared first on Flightradar24 Blog.

We're at the Paris Air Show - a huge gathering of the biggest names in the global aerospace industry. We will hear about the latest innovations in hypersonic passenger planes and how the sector can address environmental concerns. Plus we speak to the defence sector about the latest developments in AI. Presenter: Theo Leggett Producer: Hannah Mullane (Image: People queuing to see an aircraft at the Paris Air Show. Credit: Reuters)

In episode 175, Jo and Tom report on all the biggest news from the Paris Air Show, including: All the Airbus orders IndiGo places biggest-ever order Boeing's airshow orders What else is going on at the airshow? Other PAS announcements

Indian airlines IndiGo and Air India grabbed headlines with orders at the Paris Airshow this week. Can the country support all of their planned growth? Edward Russell and Jay Shabat discuss. Plus, the recovery for Alaska Airlines. Reading List IndiGo's Giant Airbus Order Will Test Its and India's International Aviation Ambitions Air India Seals $34 Billion in Aircraft Orders With Airbus and Boeing Alaska Airlines CEO: No Small Cities Face Axe – Yet

Listen to the AEROSPACE team sum up the 2023 Paris Air Show.

French Lightning– From the Paris Air Show, on this week's Air Power Podcast (powered by GE Aerospace), Lockheed Martin Aeronautics boss Greg Ulmer talks F-35, NGAD, AETP, and more. And we have this week's headlines in airpower, including breaking some NGAD news. C'est formidable!

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.

The Paris air show is in full swing! Tune in for great content covering the happenings of the Paris air show 2023

China hits back after Joe Biden compared Xi Jinping to a “dictator”. The remarks rekindle tensions that both sides had been trying to curb. A year after Roe v Wade was overturned we follow one Texas doctor who's moved states to keep providing abortions. Plus, undersea sounds heard in the hunt for the Titanic tourist sub, Jerome Powell's appearance in Congress and all the deals from the Paris Airshow. Visit the Thomson Reuters Privacy Statement for information on our privacy and data protection practices. You may also visit megaphone.fm/adchoices to opt-out of targeted advertising.

Ukraine's counteroffensive and the challenges facing NGOs, the latest from the Paris Air Show and illegal Chinese “police stations” in South Korea. Plus: a spotlight on Copenhagen and the Grammy Awards' new African category.See omnystudio.com/listener for privacy information.

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.

HOUR 1Former President Donald Trump defends himself against allegations he mishandled classified documents on 'Special Report. / (FOX News) https://www.foxnews.com/video/6329751193112?fbclid=IwAR395LZRETWm5D_QYe5dekrlgrXxqeYw8AH-IU_A8TVWHP1G9qgE6_zBN5kAmerica First Policy Institute's Rob Law, former Chief of Policy at U.S. Citizenship and Immigration Services (USCIS) discusses the ongoing push to hold Secretary Mayorkas accountable for our U.S. border crisis. [last 2 segments / 1st Hour]HOUR 2The U.S. Coast Guard is continuing a search and rescue mission for a missing submersible that was exploring the wreckage of the Titanic. / (CBS News) https://www.cbsnews.com/video/inside-the-missing-titanic-exploration-sub/Secretary Blinken meeting in China concludes / (NBC) https://www.nbcnews.com/news/world/blinken-xi-meet-talks-china-visit-rcna89984Europe's Airbus announced the biggest plane deal in history on the opening day of the Paris Airshow on Monday, with an order for 500 narrowbody jets from Indian budget carrier IndiGo / (CNBC?) https://www.cnbc.com/2023/06/19/airbus-wins-record-500-plane-order-from-indias-indigo.html?A press release was sent from the office of Gov. Mike Dunleavy revealing the items vetoed when the governor signed the Fiscal Year 2024 state operating and capital budgets yesterday / (ANS) https://www.alaskasnewssource.com/2023/06/19/governor-issues-vetoes-2024-fiscal-year-budget/Tom and Charles talk about school funding and the Gov's vetoesTodd Smoldon, Gov Dunleavy's Mat-Su office director  on school funding and vetoes 

Several companies at the Paris Air Show are presenting advanced prototypes of air taxis that could offer an alternative means of inner city transport. One of them, German group Volocopter, is aiming to get its aircraft up and running for the 2024 Paris Olympics. Also in the show, we look ahead to the Summit for a New Global Financing Pact that's taking place in Paris later this week. World leaders will be convening to discuss changes to the global financial system in order to better respond to the climate emergency.

Nick Akerman, former assistant Special Watergate prosecutor, discusses Hunter Biden and Donald Trump. Sam Fazeli, Head of Euro Research/Pharma Analyst with Bloomberg Intelligence, joins the program to discuss Eli Lilly acquiring immune drug developer Dice. Matt Roe, Chief Revenue Officer at the auto lending enablement firm Open Lending, joins to discuss the auto market, car loans, and the credit crunch. Danielle DiMartino Booth, CEO and Chief Strategist at QI Research, joins to discuss the Fed and its rate hike path. George Ferguson, Senior Aerospace and Defense Analyst from Bloomberg Intelligence, joins us to discuss the latest from the Paris Air Show. Brianne Lynch, Head of Market Insight at EquityZen, joins the program to discuss the Cava IPO and IPO market in 2023. Mick Mulroy, co-founder of the Lobo Institute and former deputy assistant Secretary of Defense for the Middle East at the Department of Defense, joins to discuss the meeting between Xi Jinping and US Secretary of State Antony Blinken and what it means for national security. He also discusses the war in Ukraine and the Titanic tour search. Hosted by Paul Sweeney and Jess Menton.See omny.fm/listener for privacy information.

The Paris Air Show is in full swing with big commercial aircraft orders front and center. Lockheed Martin COO Frank St. John joins in an exclusive interview. Plus, for the third time in a week, China has cut key lending rates in a bid to shore up the country's slowing economic recovery. Moody's Analytics' Katrina Ell discusses the outlook. And, CNBC is out with its inaugural black business leadership survey, showing top leaders in the U.S. are making positive changes when it comes to diversity. Xtreme Solutions' CEO Phyllis Newhouse describes what she's seeing today.

Airbus CEO Guillaume Faury speaks with Bloomberg's Guy Johnson live from the Paris Airshow.See omnystudio.com/listener for privacy information.

Raytheon Technologies CEO Greg Hayes speaks with Bloomberg's Guy Johnson from the Paris Air Show. See omnystudio.com/listener for privacy information.

Indian carrier IndiGo has agreed to buy 500 Airbus A320 aircraft in a deal worth roughly $55bn. The agreement was announced on the first day of the Paris Airshow. Devina Gupta discusses this and more business news from around the world with Takara Small, technology journalist based in Toronto and Sergio Guzmán, director of Colombia Risk Analysis based in Bogotá. (Picture: Airbus wins record 500-plane order from India's IndiGo Credit: REUTERS/Benoit Tessier)

World News in 7 minutes. Tuesday 20th June 2023.With Namitha Ragunath.Today: US sub missing. US China relations. Russia opposition sentencing. Paris Airshow record. India heatwave. Israel Palestine conflict. Algeria journalist sentencing. Egypt Greece migrant incident. UK brain nap study.If you enjoy the podcast please help to support us at send7.org/support Supporters can read the transcripts at send7.org/transcripts Supporters can try our weekly news quiz at send7.org/quizPlease leave a rating on Apple podcasts or Spotify.Contact us at podcast@send7.org or send an audio message at speakpipe.com/send7SEND7 (Simple English News Daily in 7 minutes) tells the most important world news stories in intermediate English. Every day, listen to the most important stories from every part of the world in slow, clear English. Whether you are an intermediate learner trying to improve your advanced, technical and business English, or if you are a native speaker who just wants to hear a summary of world news as fast as possible, join Stephen Devincenzi, Namitha Ragunath and Juliet Martin every morning. Transcripts can be found at send7.org/transcripts. Simple English News Daily is the perfect way to start your day, by practising your listening skills and understanding complicated stories in a simple way. It is also highly valuable for IELTS and TOEFL students. Students, teachers, and people with English as a second language, tell us that they listen to SEND7 because they can learn English through hard topics, but simple grammar. We believe that the best way to improve your spoken English is to immerse yourself in real-life content, such as what our podcast provides. SEND7 covers all news including politics, business, natural events and human rights. Whether it is happening in Europe, Africa, Asia, the Americas or Oceania, you will hear it on SEND7, and you will understand it.For more information visit send7.org/contactThis show is part of the Spreaker Prime Network, if you are interested in advertising on this podcast, contact us at https://www.spreaker.com/show/4907677/advertisement

Following U.S. Secretary of State Antony Blinken's meeting with China's President Xi Jinping in Beijing, we look at how tensions stand between the two countries and how they've affected business decisions far beyond the borders of both countries. A new trade deal has been agreed between the EU and Kenya. Will Bain speaks to Miriam Garcia Ferrer, the EU's Spokesperson for Trade and Agriculture, on how the agreement will benefit both sides. And the BBC's International Business Correspondent, Theo Leggett, brings us the latest from the Paris Airshow – one of the biggest events of the year for the global aviation and aerospace industries.

Mortgage rates are rising and estimates are starting to come in that the average spend on mortgages could go up by thousands of pounds a year; Sean Farrington asks how serious this is for the British economy. The UK Metals Council says the government's apprenticeship levy isn't "fit for purpose" and needs to be reviewed - one manufacturer tells us how his business is affected. And in France it's the Paris Air Show, where some of the biggest names in aviation and defence gather - but is the sky not the only limit on the sector this year?

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 defense spending uncertainty returns to Washington, industry wide implications of Spirit AeroSystems' new contract with unionized workers that if approved would raise pay by 34 percent, news reports that Ball Corp. is considering selling its aerospace unit for more than $5 billion, a progress report on the UK-Italy-Japan Global Combat Aircraft Program and some of the characteristics of the new fighter, key storylines from the 54th Paris Air Show including whether commercial aircraft orders will set a new record and the Franco-German-Spanish SCAF fighter program, plus a Ukraine war update.

Power failures and water shortages hit South Africa as questions linger about why members of President Cyril Ramaphosa's security detail were detained in Poland. Meanwhile, Swiss voters back a new climate bill designed to cut the use of fossil fuels and help the country achieve net-zero carbon emissions by 2050. We take a closer look at the Austrian Social Democratic Party's new leader, Andreas Babler, and the Paris Air Show returns after a four-year hiatus.See omnystudio.com/listener for privacy information.

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.

Stan Deal, Boeing Commercial Airplanes CEO, speaks with Bloomberg's Guy Johnson from the Paris Air Show. See omnystudio.com/listener for privacy information.

U.S. Secretary of State Antony Blinken arrives in China and holds “candid and constructive” talks with his counterpart Wang Yi. It's the first visit of an American cabinet-level official for five years. Meanwhile, Goldman Sachs downgrades its FY GDP forecast for China. It quoted Beijing's limited ability to boost stimulus. Asian equities start the week in the red as a result despite scoring their best weekly run in five months. AstraZeneca seeks to spin off its Chinese unit and to list separately in either Hong Kong or Shanghai as growing geo-political tensions pushes the pharma giant to seek a safe haven. And after a four-year pandemic hiatus, we are live at the Paris Airshow where Airbus and Boeing vie for new orders.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Welcome to The Times of Israel's Daily Briefing, your 15-minute audio update on what's happening in Israel, the Middle East and the Jewish world, from Sunday through Thursday. Senior analyst Haviv Rettig Gur and military correspondent Emanuel Fabian join host Amanda Borschel-Dan on today's episode. Last week's stormy Knesset sessions ended with a surprise twist as the Judicial Selection Committee vote was waylaid by a rogue Likud member, MK Tally Gotliv. Rettig Gur gives a brief recap of where things stand in terms of the vote and the judicial overhaul negotiations and theorizing on next steps for Prime Minister Benjamin Netanyahu and the opposition. The Sky Sonic interceptor missile, which has been in development for around three years, will be shown for the first time at the upcoming Paris Air Show next week. What is this technology? Israel is in talks to sell used Merkava tanks to two countries, including one in Europe, in what would be the first such export of the armored vehicle. Likewise, annual Israeli arms sales reached a new record in 2022, reaching $12.5 billion last year. What are some of the factors that have caused the sharp increase? Discussed articles include: With fate of judicial panel in the balance, masses rally nationwide against overhaul Netanyahu finds he's lost control of the populist tiger he rode to power Liberman: Judicial panel vote ‘one big show' that Netanyahu staged with Lapid, Gantz Defense tech firm Rafael reveals first-ever hypersonic interceptor In first, Israel plans to sell vaunted Merkava tank to 2 countries, one in Europe Israeli arms sales doubled in a decade, hit new record of $12.5 billion in 2022 Subscribe to The Times of Israel Daily Briefing on iTunes, Spotify, PlayerFM, Google Play, or wherever you get your podcasts. ILLUSTRATIVE IMAGE: MK Tally Gotliv attends a conference at the Knesset in Jerusalem, on November 28, 2022 (Yonatan Sindel/Flash90)See omny.fm/listener for privacy information.

We asked Dave Calhoun when the company is going to roll out its next airplane. Listen in to hear his answer. The Paris Air Show is almost upon us. For updates throughout the event download Aviation Week's ShowNews app here.

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 today's program, sponsored by HII, Sam Bendett of the Center for Naval Analyses discusses Ukraine's counteroffensive to liberated its territory from Russian occupation, the Kremlin's new directive that all Russian “volunteers” fighting in Ukraine register as contractors, and Russia's non-government UAV ecosystem; AIA President and CEO Eric Fanning discusses the impact of the debt deal on defense spending, inflation impact, rebuilding defense industrial capacity in the wake of the Ukraine crisis, priorities for the Paris Air Show, and need for tax credit and export control reforms; and Byron Callan of the independent Washington research firm Capital Alpha Partners discusses the US defense budget outlook and a look at the week ahead with Defense & Aerospace Report Editor Vago Muradian.

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.

On this week's episode of AvTalk, a passenger opens an exit door just before landing in Daegu, a new entrant for the most unrealistic airline business model emerges, and Boeing tries to kick start things ahead of the Paris Airshow. American to appeal NEA decision American Airlines CEO Robert Isom says the airline will appeal […] The post AvTalk Episode 218: Asiana's open door policy appeared first on Flightradar24 Blog.