After North America, which is home for the largest business aviation market in the world, it is Europe which is wellconnected with general and business aviation aircraft. Having set an early pace, the general and business aviation segment, however, is experiencing flat growth in Europe.

As we head to EBACE 2016 (European Business Aviation Convention and Exhibition) in Geneva, the general and business aviation segment continues to show signs of resilience, thanks primarily to gutsy entrepreneurs and businessmen. In line with this optimism, though subdued, Bombardier Business Aircraft in its 2015-24 outlook has indicated that Europe will continue to be the second largest market for business jet deliveries.

Financing of these aircraft is a big deal as, at least, in India they are not considered assets. In an article on business aviation finance scenario we look at the options of financing/leasing and what some of the players are offering to drive growth.

The role of business aviation is getting broader and not just restricted to the rich and famous. In this issue we have an article by Rob Seaman on how the business aviation community is getting in corporate social responsibility and he has documented how during humanitarian crisis the community is upfront in relief work.

Like business aviation which connects also un-served and under-served areas, regional aviation does that but carrying more passengers, depending upon the aircraft of choice – whether it is a turboprop or a regional jet. The regional aviation operator has to make the right choice and it is an unending debate which is good for what. While for the short haul, the turboprop seems the right choice, the regional jet is good for medium haul and growing secondary markets. R. Chandrakanth looks at Azul, the Brazilian airline that has efficiently networked the country which is three times bigger than India in terms of land area.

The encouraging aspect of the aviation industry is that it is continuously working to reduce its impact on environment. Engine manufacturers are at the forefront of this endeavour and CFM International with its LEAP engine; Pratt & Whitney with its PurePower engine; Rolls-Royce with its Trent engine and others have been leading in this campaign.

In this issue, on the military side we have a piece on the Rafale from Air Chief Marshal Fali H. Major (Retd) who is of the view that the IAF ought to induct at least 80 Rafale combat jets to equip five squadrons. This will be music to the ears of the IAF as it has been for nearly a decade-and-a-half that the IAF has been looking forward to the induction of this aircraft in its combat fleet!

The IAF is also keen to see the fructification of the proposal to acquire the Airbus C295 through a combination of import directly from Airbus Military and local production by the OEM in collaboration with Tata Advanced Systems Limited to replace the obsolescent fleet of the HS-748 Avro that has been in service with the IAF since the early 1960s. The C295 will serve to enhance the capability of the transport fleet of the IAF substantially. A report on the C295 by Air Marshal B.K. Pandey (Retd) has been included in this issue.

Another frustrating experience for the IAF has been the long wait for the Airbus A330 MRTT, flight refuelling aircraft, for which contract negotiations have been going on with no end in sight. Joseph Noronha has a detailed coverage of the efforts of the IAF to acquire this urgently required force multiplier.

All this and more as EBACE 2016 is shaping up well.