The good news is that business aviation is looking up. It may take a while for the segment to soar really high, but the signs of upward trend are clear. And one cannot disbelieve what an aviation analyst has said – that the next 10 years would be better than the prior 10 and in fact that it will be the best years’ business aviation has ever experienced, driven by large-scale globalisation.

Two events – the Asian Business Aviation Conference and Exhibition (ABACE 2014), which concluded recently, and the upcoming European Business Aviation Conference and Exhibition (EBACE 2014) in Geneva – are barometers of the trends in business aviation. The second edition of ABACE in Shanghai has proved beyond doubt that the Asian giant – China – is waking up to aviation, particularly business aviation. R. Chandrakanth in the ABACE show report has indicated that with the opening up of the economy, the segment is expected to flourish.

So are other countries in the region, including India which has enormous potential, but is strapped by regulations, policy paralysis and the perception that business aviation is a rich man’s toy. It is hoped that the new government will create an ecosystem for business aviation to flourish. The Bharatiya Janata Party’s Prime Ministerial candidate, Narendra Modi, criss-crossed the nation in an Embraer jet for his election campaign. There can be no better testimony than this of how business aviation can be effective, not just in an election campaign.

Presently, the sector is fighting for survival and the Business Aviation Operators Association (BAOA) is locked in a battle with the Directorate General of Civil Aviation for the onslaught against business aviation operators. What India needs posthaste is a conducive environment and industry-friendly policies which will not only spur business aviation, but also have a cascading effect on the economy.

In this issue, Rick Adams, our contributor from Europe, has done some crystal-gazing on European business aviation and how it will recover soon, though it may lag the modest global market recovery. He has spoken to various experts on behalf of SP’s Aviation to get the pulse of the European business aviation sector.

Moving from business aviation, closer home, the nation awaits with anticipation mixed with a degree of apprehension for the new government to take charge at the centre and begin to deliver. The Indian Air Force (IAF) too is looking forward to the new incumbents turning their attention to the long overdue revival of its fleet of combat aircraft. The overall scenario in the IAF today is not inspiring at all. The plans of the IAF to add new teeth with advanced weapon systems and avionics to its ageing fleet of Jaguar combat aircraft appear to have hit a roadblock on account of certain design and development issues.

But the most debilitating factor for the IAF is the inordinate delay in the award of contract for the 126 medium multi-role combat aircraft. The Rafale from Dassault Aviation of France was selected more than two years ago but the contract negotiations are yet to be completed. In this issue Air Marshal B.K. Pandey traces the long and enduring partnership that has been built up over the last six decades between the IAF and Dassault Aviation. Hopefully this partnership will be strengthened further with the induction of the Rafale.

Reviewing the market potential for unmanned aerial vehicles in India, Joseph Noronha believes that India can catch up with the developed countries in this regard, provided there is substantial investment and determination.

Writing on Regional Aviation, R. Chandrakanth delves into the subject of Jets vs Turboprop, a debate that is never ending. He also focuses on the critical importance for regional carriers to get the size of the aircraft right for the market they operate in.

All these apart from the regular features. Welcome aboard and happy landings!