Taylor Swift&#8217;s lawyers will take legal action against Jack Sweeney, an American spotter, for disclosing data about her private planes. The aviation photography enthusiast was served with a cease and desist letter, accusing him of «stalking and harassing behavior«.
Sweeney is a third-year student at the University of Central Florida. He posted on his X account the letter sent by one of Taylor Swift&#8217;s lawyers, which claims that his social media accounts cause «irreparable and direct harm, as well as emotional and physical distress» to the singer.
«I believe it&#8217;s important to note that my intention is never to cause harm. In fact, I think Swift has great songs. I believe in transparency and public information», Sweeney wrote in an email to The Verge site.
The information Sweeney shared on his social media platforms is obtained directly from the Federal Aviation Administration (FAA), which updates publicly available data about aircraft and their owners.
Sweeney also posts statistical data on landings and takeoffs of private planes. Other posts include analyses estimating fuel consumption and greenhouse gas emissions from flights.
In 2022, a report positioned Taylor Swift as the celebrity with the highest carbon footprint from private flights. In response, Swift&#8217;s representatives justified the statistic by stating: «Taylor&#8217;s jet is regularly used by others. It&#8217;s blatantly incorrect to attribute the majority or all of these trips to her«.
In December of the same year, Elon Musk tweeted that he would initiate legal action against Sweeney. «This event is eerily similar to December 2022, when Musk tweeted that he would take legal action against me,» Sweeney stated in the email sent to The Verge.
The spotter closed his Twitter account in 2022, moving to Instagram Threads due to conflicts with the owner of X. Later that year, he opened an account where he posted data and statistics about Elon Musk&#8217;s flights.
<h2>Taylor Swift&#8217;s Fleet</h2>
According to the <abbr title="Federal Aviation Administration">FAA</abbr> (Federal Aviation Administration) of the United States, her main aircraft is a Dassault Falcon 900, built in 1991, with registration N898TS. This jet was acquired in 2009 by SATA Inc., a company sharing an address with 13 Management, Taylor Swift&#8217;s agency. Initially, this aircraft had a customized design that included Swift&#8217;s lucky number, «13».
In addition, she has a more modern jet, a Dassault Falcon 7X with registration N621MM, manufactured in 2017 and registered under Island Jet Inc., also based in Nashville. This was the aircraft she used to travel to Argentina on November 8th, before her concerts on the 9th, 10th, and 11th. Later, the Falcon 7X will fly to Brazil for her performances in São Paulo and Rio de Janeiro, from the 17th to the 26th of November.
&nbsp;

Recurring: spotter sued for publishing Taylor Swift’s private flight data

In an era where technology is reshaping industries, Dassault Systèmes stands out as a vanguard in the field of software development and innovation. Spearheading this transformation is David Ziegler, VP of Industry, Aerospace, and Defense: his profound understanding of digital solutions makes Ziegler instrumental in driving forward the ambitious vision of the French company.
The company’s flagship offering, the 3DEXPERIENCE platform, embodies a revolutionary approach to handling product life cycles. This platform isn&#8217;t just a tool; it&#8217;s an immersive ecosystem that integrates 3D modeling, simulation, data management, and collaboration tools. It allows companies to design, simulate, and analyze products in a virtual environment, fostering innovation and efficiency.
At the heart of Dassault Systèmes&#8217; innovation lies the concept of the «Digital Twin.» This concept, integral to the 3DEXPERIENCE platform, involves creating a highly detailed digital replica of a physical product or system. The digital twin serves as a mirror to the real world, allowing for simulation, analysis, and optimization of products and processes. 
Right after the Paris Air Show, we had a chat with David Ziegler to delve into the challenges and advancements in integrating these technologies into various industries. 
We discussed the impact of digitalization on the supply chain, especially in aerospace, and how Dassault Systèmes is navigating the complexities of AI integration while prioritizing data security and privacy. And to close, a big question: what is the limit for simulation and modeling? Can it cover all scenarios?
Aviacionline: I wanted to ask about your market coverage for new designs or new construction compared to the life support of a product. What is the percentage of work that implies life cycle support?
David Ziegler: In commercial aviation, you replace your filter per aircraft every 25 years. This means that the market, in terms of planning, is about 3.25 times the number produced. This gives an order of magnitude of the number of aircraft needing support compared to those produced. Another way to look at it is the ratio of the volume of business between production and support services, which is usually one-to-one.
Aviacionline: And in regions not limited to the atmosphere, like space projects, do you also provide support there?
Ziegler: Yes, we do. Sovereignty is a key part of our product nature and life. We provide key aspects of building and software support to the space industry. Our customers include major satellite manufacturers like Airbus and innovators like Interstellar Space, a small French company aiming to help mankind become an interplanetary species.
<img loading="lazy" decoding="async" class="size-full wp-image-230934 aligncenter" src="http://aviacionline.com/wp-content/uploads/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0.jpg" alt="" width="821" height="879" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0.jpg 821w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0-280x300.jpg 280w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0-768x822.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0-696x745.jpg 696w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0-392x420.jpg 392w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/3dexperience-platform-as-business-model-dassault-systemes_0-150x161.jpg 150w" sizes="(max-width: 821px) 100vw, 821px" />
Aviacionline: Regarding the Sovereign Cloud that the 3D experience aims to provide, for instance, for the FCAS project, how do you ensure compatibility between software,  hardware, and the protection of data, without losing collaboration capacity?
Ziegler: Sovereignty is about having control. For Europe, it&#8217;s about maintaining control over data in compliance with GDPR. Sovereign Cloud ensures complete ownership and management of data over its lifecycle. We were the first in France in 2019 to be labeled in this regard. It&#8217;s crucial to ensure data is not subject to foreign laws like the Cloud Act.
Aviacionline: How can Dassault Systèmes assist with the supply chain challenges, especially post-COVID?
Ziegler: The challenge is ramping manufacturing while maintaining quality, especially in aerospace. We provide virtual twin experiences of products, factories, and supply chains for forecasting, scenario planning, and identifying bottlenecks. We also de-risk production by simulating new machines and processes in the virtual world.
<img loading="lazy" decoding="async" class="size-full wp-image-230935 aligncenter" src="http://aviacionline.com/wp-content/uploads/2024/01/dassault-virtual-twin-961x420-1.jpg" alt="" width="961" height="420" srcset="https://aviacionlinecdn.eleco.com.ar/media/2024/01/dassault-virtual-twin-961x420-1.jpg 961w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/dassault-virtual-twin-961x420-1-300x131.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2024/01/dassault-virtual-twin-961x420-1-768x336.jpg 768w" sizes="(max-width: 961px) 100vw, 961px" />
Aviacionline: The war in Ukraine has created a ramp-up in production and a renewed need for innovation in defense systems. How do you anticipate and manage this challenge?
Ziegler: The situation in Ukraine has indeed increased the need for defense capabilities. For instance, MBDA, a European missile manufacturer, has increased its output by 40%. We support them with their manufacturing execution system. We also focus on model-based system engineering to prepare for future threats, ensuring that our developments are compatible with both current and future defense systems.
Aviacionline: Regarding the workforce, how have you seen the industry&#8217;s needs change regarding education and training?
Ziegler: The workforce has evolved significantly. Automation has reduced the number of workers on the assembly line, while products have become more complex. Workers’ roles have shifted from shop floor workers to technicians, engineers, and innovators. 
We focus on retaining knowledge from experienced workers and ensuring the workforce has the latest tools and technologies. We also face challenges in recruitment, competing with high-tech industries for talent.
Aviacionline: How do you deal with the challenge of modeling and simulation in terms of dealing with unanticipated factors?
Ziegler: The goal is not to eliminate physical tests but to decrease them. We work towards certification by analysis, improving the accuracy of our simulations. Our virtual twin experiences help us get as close as possible to reality. It&#8217;s about decreasing the gap between the virtual and the real world, and continually improving our simulation frameworks.

«Sovereignty is about having control»: An interview with David Ziegler, VP of Industry, Aerospace, and Defense, Dassault Systèmes

As the end of the year approaches, we wonder: What happens with flights during Christmas and New Year? The reality is that most flights, especially international ones, continue to operate normally. Many people choose to fly during these dates, either to enjoy their holidays or simply to experience the festive atmosphere in-flight.
Christmas and New Year are times when many companies, businesses, and services close their doors or reduce their activities to allow employees to spend time with their loved ones. In aviation, the majority of global flights decrease, with long-haul flights being the primary ones scheduled.
<img loading="lazy" decoding="async" class="aligncenter size-full wp-image-228338" src="http://aviacionline.com/wp-content/uploads/2023/12/WhatsApp-Image-2023-12-24-at-13.22.55.jpeg" alt="" width="1280" height="960" srcset="https://aviacionlinecdn.eleco.com.ar/media/2023/12/WhatsApp-Image-2023-12-24-at-13.22.55.jpeg 1280w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/WhatsApp-Image-2023-12-24-at-13.22.55-300x225.jpeg 300w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/WhatsApp-Image-2023-12-24-at-13.22.55-1024x768.jpeg 1024w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/WhatsApp-Image-2023-12-24-at-13.22.55-768x576.jpeg 768w" sizes="(max-width: 1280px) 100vw, 1280px" />
It&#8217;s common on the 24th or 31st of December to check flight tracking platforms and observe that after 8:00 PM local time, there are virtually no domestic flights flying over your country. Domestic activity is reduced or suspended at night on both days, resuming on December 25th or January 1st.
<h2>Onboard Celebrations</h2>
Most flights operating on Christmas and New Year&#8217;s Eve are international or long-haul. Therefore, every year, we come across news headlines like «The flight that turned a year back» or «The plane that took off in 2024 and landed in 2023.» However, articles detailing what happens on these flights or how the celebrations unfold onboard are scarce.
It all depends on the airline&#8217;s culture. It&#8217;s essential to remember that not all nations celebrate Christmas or New Year on the same dates, as is the case in China. Nevertheless, in most parts of the world, many crews celebrate the arrival of the new year or Christmas with the passengers on their flights.
<img loading="lazy" decoding="async" class="aligncenter size-full wp-image-228340" src="http://aviacionline.com/wp-content/uploads/2023/12/air-baltic-navida.jpg" alt="" width="1536" height="1229" srcset="https://aviacionlinecdn.eleco.com.ar/media/2023/12/air-baltic-navida.jpg 1536w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/air-baltic-navida-300x240.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/air-baltic-navida-1024x819.jpg 1024w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/air-baltic-navida-768x615.jpg 768w" sizes="(max-width: 1536px) 100vw, 1536px" />
Airlines often organize special activities and events for flights during these festivities. Pilots and crew members may wear festive accessories like Christmas hats or colorful ties. Additionally, it&#8217;s not uncommon for Santa Claus or Father Christmas to make an appearance during the flight to greet the children on board.
For pilots, cabin crew, or ground personnel at an airline or airport, working during these festivities comes with a sense of detachment. It means that the affected staff won&#8217;t be with their loved ones for at least one of the two holidays.
<img loading="lazy" decoding="async" class="aligncenter size-full wp-image-228341" src="http://aviacionline.com/wp-content/uploads/2023/12/airbaltic-navidad.jpg" alt="" width="1536" height="1229" srcset="https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad.jpg 1536w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-300x240.jpg 300w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-1024x819.jpg 1024w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-768x615.jpg 768w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-696x557.jpg 696w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-1068x855.jpg 1068w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-525x420.jpg 525w, https://aviacionlinecdn.eleco.com.ar/media/2023/12/airbaltic-navidad-150x120.jpg 150w" sizes="(max-width: 1536px) 100vw, 1536px" />
Nevertheless, both the crew and the airline make flying during Christmas or New Year a unique experience. As the aircraft reaches midnight, wherever it may be, Christmas or the arrival of a new year is celebrated like one big family.

What happens to commercial aviation at Christmas and New Year?

Avianca, Aeroitalia, Synergy, The Future of Low Cost: An Unfiltered Conversation with Germán Efromovich

Three completely different pieces marked my childhood and were an integral part of what I do and am today. The first is a Billiken magazine. The second, The Little Prince. The third, Top Gun.
While Billiken and Anteojito (two magazines for children) were two classic companions until the end of elementary school, a specific edition has a privileged place in memory, even with a lot of blurred details. A cartoon of the attack on the Sheffield during Malvinas war is the first memory I have of something I read on my own. I was four years old in 1982, and according to my parents I started reading much earlier, but I have the almost photographic image of that comic book in my head.
The Little Prince came later, and it is a book that I read countless times and that I recommend reading as you get older because you find different meanings to each sentence. It is a personal tradition to give this book as a gift and to recommend this continuous reading and constant rediscovery. Even though, at times, it is sad to realize how that innocence is lost and how much one misses it.
One of the things I understood as a grown-up is how powerful the dedication Antoine de Saint Exupéry makes to his best friend:
“To Léon Werth
I ask children who may read this book to forgive me for dedicating it to a grown-up. I have a genuine excuse: this grown-up is the best friend I have in the world. I have another excuse: this grown-up understands everything, even books for children. I have a third excuse: this grown-up lives in France, where he is cold and hungry. He needs a lot of consoling.
If all these excuses are not enough, I will dedicate the book to the child whom this grown-up used to be, once upon a time. All grown-ups started off as children (though few of them remember). So, I hereby correct my dedication:
To Léon Werth 
when he was a little boy. “
And we come to the third piece, Top Gun. And I must start with two important caveats: one, I am old. Another: growing up, there was nothing to spare at home and we didn&#8217;t have a VCR. Occasionally we would rent the equipment for a weekend at a local video club (I imagine scores of millennials reading this with anthropological curiosity) and my dad would let me rent one or two VHS that I would watch when the TV was not in use.
Some of my friends already had or were incorporating the long-awaited VCR (the wealthy had a tape recorder, the less wealthy just the player) and so we watched the classics: I still remember watching Terminator at Pablo Escobar&#8217;s house.
Yes, I just realized that when I was a kid, I had a friend named Pablo Escobar. Anyway. On one of those weekends, Top Gun was on at the video club. I asked for it, we took it and after an interminable wait I got the TV for myself. And that Friday night was the first time in my life that I saw Top Gun.
I&#8217;m not exaggerating if I say that I watched it about a dozen times that weekend. And that I begged so hard and for so long to see it again that eventually the effort was made, and a VCR came home. And, obviously, a copy of Top Gun.
Before that I had gotten a poster that is another of the images I have etched as a photograph in my head: a Grumman F-14 Tomcat seen from below, with 4 AIM-54 Phoenix, two AIM-7 Sparrow, and an overwhelmingly blue sky in the background. I looked at that poster countless times. I dreamed about that plane even more.
I learned everything there was to learn about it and extended that need to know to the rest of the things that fly. That curiosity that began to take shape with Malvinas and the FAA solidified with each re-watch of the movie. With every look at my poster.
I watched Top Gun so many times I&#8217;ve lost count. I had it on every platform ever. I know the dialogue by heart. I leave it on in the background when I write for the page. It&#8217;s an integral part of my daily life.
When rumors of a Top Gun sequel first started, I was afraid. Second parts, they say, are never good and perhaps a new iteration would ruin what one idealizes and holds in one&#8217;s soul in a way that only one understands.
Because Top Gun can be analyzed from the filmic point of view, the plot, the acting, the script, and a thousand other things: details that the little Pablo, or the adult Pablo, care extremely little about because the quasi-scientific dissection of that which is carried in the soul is a privilege reserved for a small group of idiots.
With that certainty I entered the theater: knowing that Top Gun: Maverick must be aimed at two audiences. A generation that reveres the first film and another that grew up outside its influence and today even has the luxury of evaluating it from a different perspective. In many sequels and reboots of sagas, one of the two audiences is disappointed. The film that appeals to the nostalgia of the first group does not meet the expectations of the second, or vice versa.
I must say that, fortunately, this is a rare case where we seem to get both audiences right. Stripped of the nostalgia of the original, Top Gun: Maverick is a fascinating spectacle. Immersed in nods to the first film, it lives up to what those of us who dreamed &#8211; and feared &#8211; a sequel had hoped for.
It won&#8217;t have the best script ever, or the most gripping, or Nolan-like plot twists, or be that film that Kubrick didn&#8217;t get to make. The first one was not, the second one is not. It doesn&#8217;t have that intention. It&#8217;s not what I went looking for. I wasn&#8217;t expecting it, it doesn&#8217;t surprise me, and on that point, it doesn&#8217;t disappoint. And that&#8217;s the key.
When you wait so long for something, the bar is set so high that it&#8217;s hard to get anything close to what you dreamed of, no matter how good it is. Top Gun: Maverick gave me what I went looking for. And that&#8217;s a lot. A lot.
The flying sequences are incredible, and the attention to detail speaks of a respect for the viewer that only a monster like Cruise can demand and deliver. Say what you will about him, but he knew where the bar was set. And he delivers.
Designed for IMAX, I highly recommend watching it in that format. The quality of the product is second to none and it&#8217;s perfectly understandable that they delayed the release so people would see it in the theater. It&#8217;s not a Netflix movie, although by the time it comes out, I&#8217;ll be watching it thirty times a week. It&#8217;s one of the best bastions of resistance for the cinematic experience these days. It&#8217;s what movies are about.
Given what I expected and what I got, Top Gun: Maverick is the perfect sequel. It&#8217;s the closing of a circle that opened when I was a kid, when I watched that poster for hours. When I knew everything there was to know about the Tomcat. When that little airplane itch started and never left.
In the titles there are mentions and acknowledgements like in all the other movies you saw or are going to see. But in this one I didn&#8217;t need to see it on the screen. I felt that as the letters ran there was a special dedication. One that only I could recognize. For me, a second before I got up and left the theater, the screen read:
«To Pablo 
when he was a little boy.»

[Opinion] Top Gun: Maverick, the perfect sequel

The pandemic changed travel forever. That’s no overstatement. Commercial aviation was grounded, and private flying was challenged for creative, out-of-the-box solutions. During 2021, after a noticeable slump in demand due to travel restrictions in almost every continent, passengers still needed to fly, naturally. Whether for repatriation purposes, cargo flights or urgent business matters, private aviation was there, as flexible, and efficient as ever, to provide solutions.
Safety deserves a separate paragraph, as it was arguably the main added value that executive flights brought to the table as passengers were worried about the virus and the potential infection rate. Well, when flying privately those concerns are reduced almost entirely as the travel experience is controlled from start to finish, with touchpoints reduced to a minimum. That fact increased travel demand in Latin America while first-time private jet travelers knocked on the door.
In Latin America, together with GE Digital and Flapz, we wanted to take safety to a whole new level, by making it easy for business jet operators to implement safety procedures at the highest level of international standards. The companies will work together to provide GE Digital’s Safety Insight for Business Jets, with the goal to digitalize the market and help our customers and partners to reduce costs, save time, and commercialize their assets efficiently and flexibly.
Furthermore, another important highlight during 2021 was the diversification of the industry in the region, with operators understanding that diversification was instrumental for maintaining the flight hours. A marketplace like Flapz was a key driver for those operators without the needed reach to commercialize their assets, providing a transparent channel to pair the supply and demand. In fact, during May and July, Flapz registered a 350% increase in cargo flights, because of the drop in commercial operations and the possibility to have an aircraft available in just two hours.
<h3>What 2022 Has in Store: Crypto and Green Aviation </h3>
The going green bandwagon has also reached aviation in Latin America. In fact, private aviation and the carbon reduction movement is a huge topic for the industry, as regularly few passengers use a private flight, compared to the packed commercial airplanes. At Flapz we are aware about the new expectations from our stakeholders and the need to meet them with concrete actions. This is the reason we partnered with Varon Vehicles, a mobility infrastructure company based in the United States, to help develop an urban air mobility (UAM) ecosystem in Latin America.
Flapz will serve as an active marketplace in Latin America for the network run by Varon Vehicles, offering seats for initial flights by electric vertical take-off and landing (eVTOL) aircraft and leading the overall commercialization process from the beginning. This partnership is also focused on establishing the “15-minute city” concept in the Latin American political, social, and economic agenda, seeking to revolutionize how communities socialize while improving quality of life in the process and fostering socio-economic development. We have also partnered with local NGOs to work together towards CO2 offset, committing ourselves to an important contribution to the environment for every flight sold via our marketplace.
The opportunity for passengers to choose, in this case from a wider array of aircraft, electric included, will also move towards the payment realm. Granting clients with more flexibility should be the objective of every true player in the BizAv industry in Latin America moving forward. This is where cryptocurrencies come into play as an effort to attract clients to a truly inclusive digital experience ecosystem. Flapz is second to none in the region and recently launched a partnership with QuikiPay to allow clients and businesses to pay a charter flight with any cryptocurrency, while also maintaining other regular digital payment options. I expect that trend to increase in the region; allowing clients to decide how they want to fly is paramount for the growth of the industry.
<h3>Technology, Aircraft and Expansion </h3>
Digitalization and innovation are other key factors to secure sustained growth in the industry. And I’m not only referring to booking apps, but the possibility to grant operators in the region to go from an analog state to an entirely digital ecosystem. Our commitment from day one with an extremely important focus for 2022 is to lead the digital transformation process, providing the entire ecosystem, not only our partners, the tools to manage their movements in a more efficient, transparent, and safe manner. This one-stop shop approach has the potential to revolutionize the industry and truly elevate its standards in comparison to those in fully developed markets.
Furthermore, the addition of larger private jets, with more reach, like the Gulfstream G500, G400 and G280, and versatility, like the Pilatus PC-24, bodes well for the competitiveness of the entire industry, with key operators like Helistar, Sarpa and Flexair in Colombia, and Aerocardal and Aviasur in Chile leading the way with very high operational and safety standards, and superior service. Colombia and Chile are two of the best equipped markets in the region, with solid infrastructure and number of private jets, the reason why Flapz has opted to have a base in Bogotá and Santiago de Chile.
As every disruptive private aviation marketplace in the globe, Flapz also has an expansion in store. 2022 is the year to grow to Mexico, the fourth largest private aviation market in the word by number of certified private aircraft, and we will take our experience and disruptive business model to support the growth of the industry in the country. It means a big opportunity considering the size of the market, it’s overall level of maturity, number of movements and operators, and the proximity to the largest market in the word, the US.
Finally, and this goes for all BizAv players out there, we project that 2022 is the year where face-to-face business activity will regain its shape. Although we have been seeing that since late 2021, we think the trend will be crowned during the first semester of 2022. That means that private jet activity should continue increasing, with businesses remaining active throughout the year with the need to stay in touch, physically, with their globally scattered workforce and stakeholders. Leisure travel should also spike, as people deserve to explore remote destinations and enjoy nature after more than two years of lockdown.
In essence, 2021 was a year of adaptation for the business aviation industry in Latin America, while 2022 projects to be the year of stability and sustained growth. Flapz will remain active in the BizAv debate, as we are moved by the commitment to improving the competitiveness of the entire industry in the region and the overall experience of all passengers opting for a flexible, efficient, and safe way to travel. Welcome, 2022!

Columnists

Recurring: spotter sued for publishing Taylor Swift’s private flight data

«Sovereignty is about having control»: An interview with David Ziegler, VP of Industry, Aerospace, and Defense, Dassault Systèmes

What happens to commercial aviation at Christmas and New Year?

Avianca, Aeroitalia, Synergy, The Future of Low Cost: An Unfiltered Conversation with Germán Efromovich

[Opinion] Top Gun: Maverick, the perfect sequel

2022 Latin America Private Aviation Outlook