Monday Insight – December 21, 2020

The Air Traffic Picture: Let’s Tumble To Reality

When The Destinations Are Closed, Nobody’s Going To Travel

There have been some positive signs in regard to certain airlines restoring some hub-feed markets.

But on the wider picture, things are not so rosy. The China-CCP pandemic is still winning.

The latest iteration of the Airports:USA national short term forecast indicates a very steep plunge in enplanements for January, February and maybe March.

It is not rocket science. It’s due to uncontrolled chaos, really.

When Los Angeles is closed up like a giant economic clam, when the Mayor of New York is running in circles closing restaurants and decrying the fact that sane people are leaving the city in droves, when national politicians who aren’t doctors (but play one on TV) demand masks for everybody everywhere, this is not a situation that engenders a lot of hankerin’ to fly someplace.

Even the medical industry is chasing its tail. When the AMA suddenly retracts it’s across the board condemnation of hydroxychloroquine, and is now encouraging the use of the 65-year old drug (no longer politically tainted, apparently) it is very clear that the entire handing of this China virus is a giant panic run. Or, maybe more accurately, a political run.

The hard fact is that all this stuff discourages and actually prevents people from using air transportation. So, the only option for airlines is to pull back capacity. Actually, it’s not the virus, but all the confusion and political shenanigans surrounding it.

Get Ready For A January Surprise. The Airports:USA forecast for January indicates about 44 million fewer national enplanements in January compared to last year. The assumption is that the vaccines being delivered as a result of Operation Warp Speed will re-establish some semblance of confidence among public officials.

International Travel: Not Coming Back In 2021. Unfortunately, this is still a global air transportation mess. Australia is essentially air-service shut. Canada-U.S. border is closed, and even travel between provinces can have severe restrictions. (What’s another mystery of political fog, while Canada is being hamstrung by the China virus, the government is discussing joint military training with Canadian and Chinese troops. (Earth to Ottawa, come in please.)

And From The Coronavirus Motherland... As if there is any justice in the world, the CCP-China virus is still spreading across China, where the CCP six months ago claimed it was completely stopped. ‘Course, they are only reporting a few cases, here and there, don’t ya know. Plaid-jacketed con men at second-tier used car lots are pikers compared to these guys.

Not to worry, the CCP – the Chinese Communist Party – (the unelected life forms that run China) has announced that it and the World Health Organization are going to team up to find out really, really, where this virus actually came from.

Now, there’s a real powerhouse of integrity to bet on.


Airport-Specific Short-Term Forecasts Available

Question: What is the message based on the expected changes in enplanements in January, as noted above?

Answer: it is now airline corporate decisions, not necessarily local and regional economic factors, that are the prime drivers in the volumes of passengers that airports can expect. Airlines are in restructuring mode, and they put a lot less – if any – reliance on traditional “market studies” fed to them from the outside. The last thing they want is a wandering 40-page study chock full of fun graphs and heat maps that have no bearing on the strategic direction of the airline itself in the current survival environment.

This is a whole new economic and operational situation for airports – one not experienced before. Long-term planning cannot be accomplished without a firm grasp of the near term, and that “near term” is going to be the product of airline strategies as they re-order fleets, staff, hub spokes, competitive position and other factors.

Today, the entire short-term forecast picture – from airlines, to suppliers, to consumers, to facility needs – has completely changed. As pointed out in the above filing, the underpinnings of the airport business can and will change in a flash.

This is the reason that BGI is making available Airports:USA Short Term Forecasts, covering the specific dynamics expected in the next rolling 12 months.

For the immediate future, enplanements will be primarily the outcome of factors outside the traditional realm of local and regional air service demand. Instead, it is the airline industry that will make the fundamental changes that will determine traffic levels. It’s here where Boyd Group International’s Airports:USA system can deliver new perspectives and new planning vision.

For more information on how to subscribe, just click here.

Don’t plan in the dark. And more importantly, don’t plan on the basis of pre-China virus assumptions and metrics.

We look forward to working with you!


Monday Insight – December 14, 2020

This week, let’s cover some points regarding China-U.S. travel

From The Creators of The China-CCP Pandemic:

Flight Attendants – Cover Your Face.
Use Gloves. Wash Your Hands…
And Don’t Forget Your Diapers.

It all Depends. Literally.

Apparently, that’s the advice of the Civil Aviation Administration of China (CAAC) to airline cabin crew.

From the rogue, unelected government that inflicted this pandemic on the world, they are now suggesting that airline cabin staff wear diapers when working on airplanes, so as not have to use the lavatories in flight.

As support for this, one media source – which may have been CNN, even – sort of gave this crackpot suggestion some credibility. It noted that lavs are really dangerous places, referring to a single passenger – back in August – who may have contracted the China virus when visiting the lavatory on a flight between Europe and Korea. (Real thorough research, eh?)

It noted that this little excursion was “the only place where she didn’t wear an N95 mask” so, according to the article, it just had to be the lav where she got the gift that keeps on giving from the CCP.

In light of the nappy-recommendation, however, one can only wonder exactly how she was wearing the mask before she entered the loo.

A Whole New Reason To Wear A Mask On Board. Consider what the cabin of a 777 on an 8-hour flight will resemble with a dozen or more cabin crew members conveniently “taking care of business” as they prance along the aisles with beverage carts.

And for the staff, there’s probably no experience quite like the whole crew wearing damp and maybe full Huggies for a couple of hours.

It gives a new meaning to the concept of “jump seat.”


Fact Is, The Diaper Joke is On Us, Not The CCP.

On a wider note, the story about Chinese flight attendants needing to wear diapers is actually emblematic of what the CCP has done to the global economy. It’s not so humorous.

The truth is that it’s the rest of the world that the CCP has figuratively and successfully shoved into wearing economic diapers.

It’s now been a year since the CCP/Corona Virus began to clearly show up in Wuhan. Do you see any economic outrage from U.S. consumers… heck, there are politicians telling us that we shouldn’t be judgmental – or that it’s “xenophobic” to think such thoughts. With all the facts we have at hand, these clowns probably would have said that about the Japanese Empire on December 8, 1941.

Most of those Christmas lights we’re buying are made in a country where the government persecutes those that try to celebrate the event. So, who’s wearing the economic nappies now?

It’s now been a year since the CCP that runs China began a concerted campaign to cover up the spread of the epidemic. There are some ethically-challenged news sources in the U.S. who have diligently defended the CCP, claiming no proof of the virus starting in Wuhan. But they can’t cover up the fact that the CCP was culpable in muzzling the epidemic and encouraging it to spread.

It has now been one year since this virus was allowed to spread outside of China due to the criminal actions of the Chinese Communist party.

Running Scared – Like Infants In A Panic. The CCP now has the entire global economy running from this virus, shutting down business and trade, and driving some governments to be in a state of total panic. In the USA, thousands of businesses are being destroyed by willy-nilly and often ridiculous constrictions on interactions between citizens. So, who’s wearing the disposables now?

Yet it is now politically incorrect to speak the truth about the culpability of China’s thug government. We should just act as if it never came from there and keep on buying stuff made in Sinclair Lewis type sweat shop factories that directly feed the coffers of the CCP criminals.

So, in the grand scheme of things, who really is wearing political diapers?

And, As For Fallout…

China-U.S. Travel Is Now A Cadaver

Back in March, our Airports:China™ forecasts indicated that the 8.2 million O&D between the USA and China in 2019 (via nonstop and connect routings) would atrophy to less than one million.

The once-robust expectations of increased travel went into the ceramic fixture due to the actions of the CCP. Back in 2016, we easily saw 6 million visitors by 2023. Not anymore. The entire situation has changed.

A Combination of Caustic Actions By The CCP. One was the disgusting actions of the CCP in covering up and lying about the corona virus. Another was the fundamental changes in local political control implemented by the despots under the Xi Jinping regime, which tended to discourage leisure traffic to the U.S.

Then there was the decline in the China economy, including the deflation and continued collapse of the real estate bubbles in the country. Finally, it became very dangerous to visit China. Much of the country’s venues have been closed off to foreign visitors, and due to the CCP propaganda, foreigners are no longer as welcome in the country. The locals are actively told that it’s the USA that started the pandemic.

Visit China At Your Personal Peril. Today, anyone in their right mind should carefully reconsider traveling to China. This particularly so if one’s company isn’t a Fortune 100 entity that the CCP needs to pander to. Indeed, the latest capacity data indicate that this advice is taking hold. Business travel is becoming risky. The pandas in Chengdu are getting lonely, with a lot less foreigners coming to visit.

There are the incidents of foreigners literally and randomly detained from leaving China, based on extortionate or political demands on the part of the CCP. There is the well known “two Michaels” from Canada who have been incarcerated for over a year, with no reasons given, other than they have been “tried.”

We personally know of one businessman who has been refused exit until he turns over some of his company’s significant assets to the CCP – assets over which he has no control. We leave out names and details because the efforts continue to free him. There are undoubtedly other examples.

Yes, there are huge U.S. investments in China… billions of dollars in business. But at what cost?

You Aren’t Allowed One Phone Call When You’re Collared In Shanghai. Remember, once you are in China, all bets are off. It is run by a government well into ethnic persecution, religious intolerance, and near-zero regard for human rights. By the way, if you are arrested, the system allows you a lawyer, but only in the presence of a CCP thug. And if you dare discuss the case with your lawyer, the meeting ends. True.

But, boy, those low-wage, no-labor-rights factories in places like Zhengzhou, Nanchang and Weihai can really churn out the clothing, electronics and auto tires that make big profits here in the USA. Just make sure you conduct business via Zoom, not in person.

What all this means is that the robust leisure traffic between the two countries is as dead as Confucius’s house cat, and as for business, it’s dead, too.

Now, back to our forecast. It may have been a bit aggressive.

We compared U.S. – China nonstop seat capacity scheduled for January 2021, with that of January 2020, before the full effects of the China-CCP Covid pandemic took hold.

Last year, ten U.S. gateways had nonstops between the USA and China. Today, it is only three, and the capacity is down over 96%.

Given the other issues, such as U.S. carriers having to bounce China flights one-stop over Seoul due to nasty conditions in China, it is very likely that our projection of 1 million O&D is highly optimistic.

The point is this. The exciting changes we were beginning to see in China from roughly 2008 to 2017 are gone. So is the traffic that was generated. Including direct and indirectly generated traffic, we estimate that this is about 4.8 million less enplanements across the USA in 2021.

But let’s remember, the source of this pandemic is the same source as this stellar new response to diaper fashions – i.e., the CCP government running China.

There is no telling what this bunch can come up with. Just remember, they cannot be trusted.



Monday Insight – December 7, 2020

Air Service 2021:

Let’s Wake Up & Smell The Cash Burn

Last summer, it appeared that the air transportation industry was rebounding strongly.

June, July and August indicated a traffic trajectory that pointed toward 80% or more of 2019 enplanements by the end of the year.

Alas, the airline industry was ready… the China/CCP pandemic made sure that the economy and the marketplace were not.

American Airlines just advised that it will be burning $30 million in cash daily through the end of December.  That is almost one billion dollars a month. Much smaller JetBlue has indicated an $8 million daily cash burn.

While American and other U.S. carriers are for the moment apparently well set in regard to financial reserves, it does not take a Doctorate from Wharton to figure out that this situation is not sustainable – and will need to change very, very soon.

One of two outcomes: Either the traffic and revenue base returns to a level that can support the current airline structure, or the airline structure will need to adjust.

Let’s stop the fantasy and skyhook-like wishful thinking. Based on the willy-nilly, almost panicked run-here, run-there responses from governors across the nation, none of which seem to do much except destroy business and commerce, it is at this moment obvious that it’s the second alternative that will be imperative. People cannot travel freely.

Airlines in the first quarter of 2021 will need to completely re-structure to fit the new economic environment. Yup, carriers might have big cash hoards, but they are largely based on loans, and every dollar they spend now will need to be repaid, and repaid within a much smaller set of revenue streams.

Of course, another (necessary) federal support mechanism for the airline industry is critical, but it is clear now that there is no returning to the pre-China-CCP pandemic system we had in the past. Airlines will need time to not just shrink the scope of their route systems, but to adjust fleets and staffing accordingly.

The unfortunate part of this is that almost any such relief coming from inside the Marble Playpen, a.k.a. congress, will be accessorized by cheap political garbage, such as demanding that airlines continue to fly to places that don’t generate enough traffic to fill a VW Microbus.

In The Post China-CCP Pandemic Word, The House (The Economy) Has The Odds. Just like the occasional “777” that comes up on casino slot machines, the recent moves by some carriers to enter new domestic and international routes should not be misunderstood. These are actually part of the eventual major restructuring of the air transportation system, and not an indication that happy days are just around the corner.

Southwest is aggressively looking at new revenue streams from airports that one year ago it would have not even considered. But, missed in some of the veneer articles such as those trumpeting how much “damage” they supposedly can do to United and American at ORD (group think, nothing more), the fact is that the airline has stated it will not be expanding its fleet.  In other words, Southwest is adjusting their system to meet the crisis, not growing the network, per se.

United is adding some additional new international routes. But it, too, has been clear that overall system capacity growth isn’t in the near-term plan. Again, as the two United vice presidents pointed out at the International Aviation Forecast Summit in October, the airline is actively moving resources to accommodate the shrinkage of the national and international marketplace.

The hard reality is that air transportation economics in the post China pandemic world will have a very different role. Airline hub operations are much smaller than one year ago, and that means the entire feed systems will change.

Airports such as Worcester, New Haven, and others have lost the low levels of schedule access they had before the pandemic. Take a look at the load factors, and it is no wonder that in a shrinking air transportation system, they are toast. In these specific cases, the communities are not “without air service” – ORH still has Boston and HVN has Hartford/Springfield – where most of the demand was going, anyway.

We can go on, but there’s a lot of project work on the table here at BGI. The hard point is that every airport in America needs to now – right now – take a look at its current air service access, and make hard contingency decisions in the context of the 2021 airline system.

Doing more 30K “true market studies” is a great temporary placebo to divert energies from facing the new realities… the data that is on the books is from an air transportation system that no longer exists.

There are some opportunities inside this dark cloud… as carriers move to consolidate and redeploy resources, there are a number of airports that are in the cross-hairs of some strong traffic growth.

But one thing is certain: The airline industry will be undergoing very substantial strategic and market changes in the first half of 2021. Airports that assume a rebound is coming will be caught blind-sided.

If your community is interested in crafting a plan that addresses the uncertainties of the future, give us a call. We are delivering our Runway To The Future™ program to a number of our clients. Unlike other consultants, Boyd Group International is the leader in aviation traffic and trend forecasting, and we can assist in developing a battle plan to optimize the new future.

Unlike other consultants, we focus on the future dynamics that will drive air traffic – not stale data from yesterday.

Click here for more details, and then drop us an email to set up a time to talk… ten minutes can make a difference.

One thing is certain… the air transportation system we see today cannot exist too much longer.






Monday Insight – November 30, 2020

Preliminary 2021 Projection #1

The U.S. Air Transportation Structure: Not Geared For The Present –

But Plan On Big Changes In 2021

Regardless of the industry, adjustments need to be made when the market changes.

The faster the changes are identified and adjusted to is the difference between survival and Chapter 7.

This is exactly what the U.S. airline industry faces at this moment. Time is running out waiting for a rebound in demand. The new economic environment – domestically and internationally – is one that will support a very different and smaller air transportation system.

Actually, it is already out of time.

Every sector of the industry needs to tumble to the fact that the industry has changed – and that includes airport strategic planning.

Reality: The Core Airline Business Foundation Has Been Fundamentally Changed. After nine months of post-CCP-China pandemic, airlines are now facing the future: What has taken place since January 2020, is not just another passing virus.

Many of the economic underpinnings of the globe – i.e., the ability to freely do business – have been destroyed for the foreseeable future and revised fundamentally for the long-term.

Point: the need, the role and the future of air transportation as a communication modality that existed in 2019 have all changed. It is time that all aviation planning – from facilities to financial needs to air service access – be completely re-thought.

Covid – Economic Poison Gas. Let’s stop being politically correct, particularly since the China CCP/Covid pandemic has been the equivalent of a gigantic World War One poison gas attack on the life and economy of the entire globe. The  deadly vapors have penetrated literally every corner of the world. Devastating. And for all intents and purposes, this is essentially the same as if it were entirely intentional.

(And for those that might question the observation that this event is not much different than being intentionally inflicted,  feel free to give us a call. We are the leader in monitoring aviation trends in China, and the events that unfolded last January resulted in a substantial amount of research on our part. The unelected criminals at the CCP – which runs China – have been caught red-handed; no pun intended.)

It’s The Entire Economic Base, Not Just The Airline Industry. There’s way too much misleading media purporting to put most of the cause of airline traffic declines on consumer fear of getting on airplanes. That’s just flat-out sloppy veneer reporting.

The fact is that the consumer base in many cases simply can’t take a trip – it’s fact that there’s complete uncertainty whether there will actually be an open destination, what with ad hoc quarantines, shut-downs, business restrictions, etc. being implemented here and there around the nation. The economic constriction of free travel is the reason airline traffic will be down 30% or more this year. The airline industry is all dressed up in it’s 2019 finery, and is now saddled with fleets and facilities and staffing way in excess of the new core traffic base.

That cannot continue.

Contrary to the indications in June and July, there is no way that air travel volume can “rebound.”  BGI forecasts indicate it will be 2024 before 2019 levels come back. IATA and others are similar in their forecasts. The hope is that we’re all wrong.

(And, please, do not get sidetracked when reading about the millions traveling over Thanksgiving. They mostly were going to visit family. Grandma does not traditionally demand incoming kinfolks to quarantine.)

What this means is that the new dynamics of the marketplace no longer support the structure, size, strategies and market services of the pre-2020 air transportation system. Domestic demand simply can’t come back soon, based on the confusion across the states on how to handle the situation, not to mention statistics that in many cases cannot be trusted.

Trans-Atlantic & Trans-Pacific Demand Are Toast. As for international travel – a major component of not only airline revenues, but also indirectly-generated domestic enplanements – compared to pre-CCP/China Covid – it is as dead as a dodo in hunting season. Not coming back anytime soon.

Summary: We Are Closing Into Crunch Time.  In the first half of 2021, there will be some very challenging adjustments in the airline industry. The airline sector cannot continue indefinitely to have major parts of their fleets “parked” when the prospect of a demand resurgence is getting more and more distant.

The Positive News: Airline Leadership Expertise Is In Place.  In airline front offices, it is apparent that nobody is getting blindsided to this situation. Today,  the U.S. airline industry is now piloted by probably the strongest business leaders in its history. Every single airline system can be pointed to as having “war time” leadership. Different strategies – but full recognition of the future.

That’s the reason that in the coming year, it is very unlikely to see any operational failures among American carriers. If ‘Vegas reopens completely – go there and make book on it. But it also means that there will be major changes in strategies and route systems that are obvious as gravity: smaller airline systems, new operating economic imperatives, and new route strategies. Financially, there are other airline industry challenges – higher debt loads and reduced revenue streams… an issue to watch.

It’s Not Just Airlines Getting Zapped… It’s All of Aviation. Airlines don’t exist in a vacuum… there is the enormous corollary damage to the supplier sectors – the entities that were in place to serve the needs of the pre-2020 airline industry.

Wrenching changes are already taking place… changes that will materially affect the U.S. economy, thanks to the China/CCP pandemic.

To start, a smaller airline industry means less need for things like new and replacement parts, and that’s a hit to a whole constellation of suppliers. It’s more than General Electric warning last week regarding the plunging demand for new aircraft and engines. It is also a reduced set of revenue streams for component manufacturers. Less need for technicians doing landing gear overhauls. How much less jet-A will be sold? Right now, suppliers are looking for different customers and applications for excess jet fuel that won’t be needed.

It means less demand for new airport boarding bridges, deicer units, GPUs and even lav trucks. How about passenger parking revenues? Concession agreements that don’t reflect the decline in terminal traffic.We can keep going…

The effects of airline decisions regarding highest and best use of airliner assets have already started with elimination of service at places like Williamsport, or New Haven or Newburgh/Stewart. Or partial reductions at other secondary airports. All the kings horses and all the kings men and all the “speed date” events possible can’t put this former Humpty-Dumpty together again. It’s a new system, with new planning demands.

The tentacles of this pandemic-inflicted nuking of the economy are there by the thousands. The imperative is for airports and communities to fully recognize the new realities and plan for them now. Reliance on past approaches and past metrics won’t do.

More Insight To Come. In the next few weeks, The Monday Insight will be covering additional areas where the aviation industry will be seeing structural changes necessary to adjust to damages done by the post-China-CCP pandemic.

We will be talking about areas and outcomes affecting airports, communities and suppliers that, unfortunately, are being completely missed. Bookmark this page… remember, BGI is the leader in aviation trend forecasting. And we don’t follow “consensus” thinking.

Final Point Not To Miss: There will be no “re-bound” – but instead a reconstruction of the role of air travel as a future communication modality. We will be exploring this aspect in the coming weeks. Log on and get perspectives not found elsewhere.

More Video-Based Insight On-Line. And in the meantime, as for new perspectives, take a couple minutes and review our latest videos at Aviation Unscripted, the newest and most incisive source on YouTube exploring the new challenges – and opportunities – facing airports, airlines, suppliers and communities.

In the meantime, all of us at Boyd Group International wish you a great week ahead!


Monday Insight – November 23, 2020

Latest Projection: 2020 Traffic To Further Lag…

Year 2019 Levels: Not Until 2024

Some positive news – Thanksgiving travel is shaping up to be relatively strong… despite “warnings” from a semi-discredited CDC. Plus, some leaders in the airline industry are seeing positive signs of business travel recovery. Southwest, Spirit and Allegiant are announcing new markets.

But Will The Destination Be Open? On the other hand, political moves across the country are tossing a monkey wrench into the air travel picture. Philadelphia is closed. California, too, for all intents and purposes. Colorado’s governor is fixing to do things to zap that state’s ski season, without any real plan.

It is becoming more and more clear… The lights at the end of the tunnel may be getting more numerous, but also more distant.

We have an airline industry that simply has not yet adjusted to the economic damage done by the China/CCP Covid pandemic. By the end of the 2Q 2021, the U.S. air transportation system will be very different and a lot smaller than was projected just nine months ago. Nevertheless, we are now charged with finding new solutions in very different business and leisure environments.

Unexpected: December Sag. Boyd Group International’s Airports:USA forecasts now indicate that enplanements will be a few percentage points lower than expected in December, due to the massive travel uncertainty resulting from ad hoc travel and business restrictions at points across the country. The fact is that consumers simply are deterred from taking air trips. It is uncertain if a vaccine will make a near term change.

As of now, the U.S. airline industry will be handling 1.3 billion fewer enplanements between 2021 and 2023, compared to pre-pandemic forecasts.

The U.S. airline industry will have no choice but to adjust fleets, routes and market strategies.

Add to that other fundamental shifts, such as the trend toward electronic meetings, diffused working arrangements and other consumer-driven dynamics, and the fact cannot be dodged any longer: Airports and communities need to start to re-plan for the future – NOW.

Reliance on past metrics and air service development approaches is like doing a demand forecast for manual typewriters. A total non sequitur to the new market realities. Not only have the metrics changed, but so, too has the consumer base for air travel.

2021-2023: A Much Lower Structural Level of  Demand. That means that we have much less need for capacity. That means we need fewer airliners to serve the demand. The airline industry is in the process of going to Plan S… survival in a new marketplace.

It is a matter of reassessment and managing expectations.

As a trend, it is likely that any small airport that prior to 2020 was viably served by either two or all three of the full network carrier systems (AA, DL, or UA) will likely retain air access from at least one of the incumbents. But those on the revenue cusp – which includes single carrier airports where drive time to another airport is 60 or even 90 minutes away – may not fare so well. In addition, the trans-border drive traffic to and from Canada has evaporated.

As one example, the specific traffic-source U.S. airports that depended predominantly on Canadian leisure traffic, such as Plattsburgh and Ogdensburg, are already seeing this change. Border closed. Traffic vaporized. Leisure flights are gone. Until the border re-opens and Canada’s economy recovers, the belief that “other carriers” will flock in is pure fantasy. One would hope some consultant isn’t selling this bill of goods to these airports. It’s like looking for gold after it’s proven that the mine is completely exhausted.

It is true that some business travel is coming back, but it’s sort of like Gorden Bethune was reported to opine a few years ago. Going from 300 feet underwater to 100 feet underwater is a nice metric – but you’re still underwater.

It doesn’t take a Wharton MBA degree to identify these dynamics. Unfortunately, a lot of airports and communities have yet to recognize this new future, which is understandable, up to a point.

Vulnerable Widows In Boca, And Small Community Civic Leaders – Con Men Call Them “Marks.” And let’s be blunt – some small communities are being actively misled. It’s one thing for the mayor of a small town to believe that there are “lots of airlines” just hankerin’ to replace the one that left. He or she is paid to be a positive civic spark plug, and typically doesn’t know the air transportation industry. But it’s quite another when an outside “advisor” whisks into town, promising deliverables that can’t be delivered, and intentionally misleading the community for a market study and a fast buck. Shameful.

This is the time for professional results-focused and futurist-based economic planning, not rah-rah civic hubris to bring back the past. The role of airports is changing within this new economy… in some cases, it will be a positive dynamic, as more and more logistics shift to immediate-need air cargo. In other cases, the hard realities of evolving airline economics need to be recognized and innovative alternative economic paths explored and developed.

It is not all doom and gloom – but it is necessary for airports and communities to take stock of the fact that aviation and the air transportation industry will be undergoing huge changes… and the ones that act now, with solid data, forecasts and perspectives of the future, will ultimately prosper.

Again, we invite airports that want to seek new paths to join us with a Runway To The Future project – a program that cuts to the realities with no sugar coating and no political correctness.

This is not another “market study.” Instead, it is a candid and granular analysis of the new air transportation industry in America, and of the specific new dynamics affecting the local airports… air service shifts, consumer trends, facility issues, expected changes in other revenue streams, regional changes at other airports that will affect the local facility.

It’s about identifying the new runway to the future. The forecast expertise of Boyd Group International is our clients’ advantage.

Invest ten minutes in your future – let’s talk.

Click here for more information – then drop us an email to set a time to chat about the future.


Monday Insight – November 16, 2020

Anticipation v Reaction

The China/CCP Pandemic Has Changed Aviation Permanently

We’re outlining the raw facts this week for one reason: Recognizing and anticipating realities, instead of reacting to them, is the difference between taking control of the current situation, or just waiting to see what the future will bring, and then reacting to it.

There is no post-CCP-Covid game plan, and the old one is obsolete. This is what will define industry leaders.

Okay, let’s go back to last February & early March… it now seems like years ago:

The airline industry was booming… The USA had a red-hot economy that engendered travel demand…

Record profits for carriers around the globe…

Air passenger traffic was at record levels…

We could travel freely. Indeed, the Mayor of New York City and the Speaker of the House of Representatives were urging us that there were no problems to fear from the CCP-Covid virus, and encouraging citizens to go out and socialize… (That’s a fact – check it out.)

Air service expansion was still in the cards at most mid-size and larger airports.

Suppliers – Boeing, Airbus, Embraer, as well as thousands of component manufacturers – were seeing a bright future, the Max situation notwithstanding.

Then the China/CCP Covid virus arrived. We can’t ignore it anymore. the wreckage is all around us. As we pointed out at the recent International Aviation Forecast Summit, the air transportation has been economically nuked.

The China/CCP Covid disease is reportedly continuing to spread, albeit (thankfully) in the USA apparently without as much need for the hospital beds and ventilators as originally envisioned.

States and cities are again beginning to implement “restrictions” – often with not a clue whether they work or not. All they know is that they are getting reports of the China/CCP Covid spreading…

International traffic demand is decimated. Countries across the E.U. are still closing down, there is no sign that trans-Atlantic traffic – and the domestic U.S. feed it generates is coming back.

And as BGI alone has pointed out, traffic to and from the geographic and government source of this global pandemic – China, run by the criminals at the CCP – is toast. That won’t be coming back, even if the Covid disease is controlled there, which, by the way, it is not. That’s about seven million O&D gone like the dodo and, again, the domestic feed and traffic it supported.

Changes In Airliner Missions: A380s have about as much market demand as a litter of stray kittens. Qatar has grounded its entire fleet. Emirates is trying to figure out what to do with theirs. HiFly, which tried to operate a used 380 in charter service, has given up on the endeavor. In the USA, it’s a leadpipe cinch that a whole lot more 50-70 seaters are headed for the knacker.

Constricted Travel Demand. Consumers face the uncertainty that if they travel, the services at the destination might not be open and available. Not to mention ad hoc quarantine requirements. Result: choked domestic travel.

Over-Fleeting. The U.S. airline system is facing a long-term situation where not only do they have fleets that are at least 20% larger than needed in the foreseeable future, but also may have fleet mixes less efficient for the new, truncated air transportation system.

This isn’t a temporary set of circumstances. The air transportation system in the USA and the world will adjust – but it won’t look like it was a year ago.

Take Charge of The Future… Anticipate And Agressively Plan – Based on Hard Forecast Facts

At Boyd Group International, we are providing our clients with the data and perspectives they need to identify not just these types of changes, but the many corollary effects they will have.

Our Runway To The Future Program analyses the key factors that will be driving planning shifts in the future:

  • For example, the effects on revenue streams from on-site aeronautical-related operations, such as aircraft and component overhaul, FBO volume and other businesses. The changes in airline fleets and over-fleeting need to be anticipated, based on clear understanding of the trends at hand.
  • The effects of new and expected changes in airline strategies and route planning. Within the next 90 days, and certainly by the end of the 2Q of next year, the US airline industry will be very different… they can no longer mark time waiting for a return that will support their pre-Covid resources. Every airport will be affected differently… and this means understanding the specific vulnerabilities, and, yes, opportunities the new business environment represents.
  • There will be changes in general and business aviation. Recreational GA is likely going to be a fraction of its already shrinking sector. Business and executive aviation is a mixed bag. Truncated scheduled air service will in some cases benefit this area. But it’s an open question regarding the future demand levels for intercontinental business jet flying. Again, every airport is different.
  • Forecasts. We develop real-world, anticipatory traffic and operational forecasts for our clients, based on the new realities. BGI is the leader in identifying emerging trends and their effect on aviation demand. In particular, every commercially-served airport needs now to review pre-Covid enplanement and operational assumptions. Bank on it: they won’t be what was expected in the Master Plan, because they were based on an aviation system that no longer exists.

These are just examples of the Runway To The Future program.  We’re already working now with a number of clients to craft clear planning within the known and expected fallout from this pandemic that has and will continue to dismantle the traditional underpinning of our air transportation system.

There’s a lot of aspects and all airports are different.

So, let’s talkclick here and simply suggest a time that works for you. Then take a look at the Post-Covid Programs page on this site. We can have a great conversation that will illuminate the future.

Anticipate – don’t react. Let’s get moving together!


Monday Insight – November 9, 2020

Before We Start This Week:

Aviation Unscripted’s Growing Viewership

When we opened our YouTube page, Aviation Unscripted last spring, our intent was to provide a new channel with short videos of issues and data concepts not generally covered elsewhere.

We also opened access to the individual videos via channels other than YouTube, including our Linkedin sites. As a result, the viewership has continued to grow, and we are experiencing over 2,200 views of our latest video, in just the first few days after posting.

At BGI, we believe that active communication and involvement in the forum of aviation ideas is important. Aviation Unscripted is just the latest. In addition, this Monday Insight goes back to 1997, with now over 1,000 articles published. In July, we also implemented our weekly Touch & Go news email for our clients and friends, addressing emerging issues and data.

We want to thank all the folks who have accessed our information channels, and we’ll be working to expand the scope of Aviation Unscripted in the months ahead.


Prognosis For 2021:

A Fundamentally Different Air Transportation System…

… Fundamentally Smaller, Too.

Fifty-six percent.

That’s the number of scheduled departures U.S. airlines will be operating in the fourth quarter of 2020 compared to 2019.

Or, putting it on the other side, it’s about 44% fewer flights. Almost one million fewer, just in the 4Q.

Think about it: A whole lot fewer airplanes in the sky. Lots of jet-A that isn’t going to be purchased. A lot fewer folks going through airports. A lot less consumers using air travel. A lot less need for some facilities.

And, how ’bout those expected PFC revenues? Next year is going to be the “year of the accountant” at airports – re-thinking how to handle what will be one billion dollars in less PFC money to airports across the country. It’s back to the forecast drawing board for any projects that were funded by, or bonded via, passenger facility charges.

The tough part is that there doesn’t appear to be anything on the CCP-Covid horizon that will result in a fast growth curve.

The CCP-Covid pandemic is still in control, as is a lot of the panic it brings with it. States are still bumbling around, thinking that closing businesses and restaurants, and keeping people home, and requiring “masks” as if just anything covering the nose and mouth – a cloth, an N95, a pollution mask, an oxygen mask over seat 23A, or whatever, is effective. Right.

The Future: Less Airliners. New Route Systems. New Airline Strategies. Today, A4A estimates that 25% of U.S. airliner fleets are on the ground. Accurate, but it gets worse… the ones that are flying are likely nowhere near full utilization. BGI fleet forecasts indicate that essentially, it’s the combined equivalent of one out of three airliners out of the system. Not all will be coming back into the sky.

The entire future of airports has changed. Indeed, the entire future role of airports as part of our communication modalities is changing.

New Smaller Airline System. Old Data & Metrics Are Obsolete. It’s as clear as a Big Mac at a vegan wedding that the next 3-5 years will result in an air transportation system that isn’t anything like it was before the pandemic. Airports and communities must not be misled into believing that things will get back to the structure we had up until the CCP-Covid pandemic, soon or even in a couple years.

The pre-February Humpty Dumpty air transportation system is now an omelette.

The sooner this is fully understood – and the factors surrounding the future are grasped – the faster airports and aviation can accommodate the future. But, right now, the airport system and air transportation system that uses it, are not prepared for or appropriate to the new realities.

At Boyd Group International, we have the expertise and the resources to address this.

Every airport has different vulnerabilities to the changes we are seeing. It depends on a range of factors that vary and will be specific to each airport – airline strategy shifts, airline re-fleeting, the damage and changes inflicted by the pandemic on regional traffic flows, the business/leisure and domestic/international mix, proximity to other airports, and an entire passel of additional factors. We are talking about first identifying the changes that can be anticipated, and making hard decisions on a strategy plan to both accommodate and optimize them.

Once again, a hard fact that can be ignored only at a community’s economic peril is that from now on the air transportation system will not be like before. It will be smaller, more focused, and will be operating on different operational and financial metrics. This also means that historical traffic data are not indicators of the future. They relate to an industry that no longer exists.

A Few Hard Realities… The “smaller and more focused” air transportation system will be accommodating and adjusting to different revenue goals within a different consumer mix. Business travel is not going to return rapidly, and will be affected to some degree by the shift to electronic communication. Leisure traffic will be a larger part of the travel mix, and that means whole new pricing challenges for airlines, as well as a tendency for additional regionalization of air access.

Let’s cut to the chase: airport planning based on what was on the shelf or in the works last February is now obsolete – just about every dynamic of airport operations has and will continue to change.

This is the reason airport and aviation planners engage Boyd Group International’s expertise in crafting plans that address the changes that the CCP-Covid scourge has inflicted on our economy. It is the reason we’ve developed a comprehensive program to deliver a clear and actionable view of the future for airports. For our clients, we’ve developed Runway To The Future – which takes every aspect of known and anticipated change at the specific airport and develop logical outcome effects as well as planning to address them.

We Are The Forecast Source. BGI is the leader in aviation trend forecasting, be it traffic, airline trends, fleet trends, airliner feasibility and more. Other consultants will endeavor to find forecast answers from outside sources, and then report back. At Boyd Group International, we are the source, because for the past three decades, forecasting is our foundation, and our clients over the years have gained the competitive edge as a result.

  • Our independent Airports:USA program has identified trend and traffic changes well before any other source, and helped our clients be proactively prepared. Our Global Fleet Trend & Demand Forecast expertise has assisted global aircraft and powerplant manufacturers in projecting demand – or, indeed, lack of same – for new platforms and products. Our expertise in aviation has assisted the support sector in forecasting demand for component systems from thrust reversers to new-generation flight simulators.

BGI is on top of trends in the industry, and this CCP-Covid situation is no exception.

Based on this unrivaled expertise, we are offering an aggressive program for airports to clearly identify the changes in aviation and where the new path ahead will lead, based on their specific and unique circumstances.

Getting on the right planning runway means having full understanding of the changes in all areas of aviation – not just commercial service, but general aviation, executive aviation, and – now importantly, air cargo logistics.

So, the choice is clear. Uncertainty is the alarm bell for new planning necessity, and BGI’s forecast and analytical expertise can be your advantage in meeting the change due to the CCP-Covid pandemic.

Get a jump on the future… click here or on the icon above, and let us know a time when we can talk.

We’re looking forward to working with you.

Monday Insight – November 2, 2020

Breaking! UK Bans Leisure Travel In November

Due to the China-CCP pandemic, all leisure travel out of the UK is now restricted.

This is major, and will affect some U.S. airports materially. We’ll be updating Airports:USA forecasts immediately.


Before We Start This Week…

We are compiling data and insights from 25th International Aviation Forecast Summit and will post them shortly. But there’s a few additional updates now…

We are proud to have accomplished the first in-person live aviation forecast event since the advent of the arrival of China’s Covid “gift.” In addition, it was the most successful and insightful in our history

The IAFS was also the first conference in Cincinnati in over six months, and we are excited to note that the Summit allowed the Hyatt Regency to bring back over 40 furloughed staff.

Over the last year, there were times that we were urged from several sectors to make the IAFS entirely virtual.

No way. We knew that, properly done, live was the right thing to do – we had to be an example for the industry. And, because of the support of the presenters from across the industry and across the globe, and the wonderful attendees, that’s exactly what happened. We sold out the Covid-rated capacity of the Hyatt ballroom, and added an additional over 400 virtual attendees from around the globe, including Japan, Mexico, Israel, Dubai, and more.

Again, we want to thank all who attended in both forms.

Achieved: The Most Professional Event In Aviation. And, it’s time to thank the staff here at BGI who made this happen. It takes a lot of hard work, and dedication to innovative excellence to make the IAFS what it has become – the #1 event of its kind in the industry. Matter of fact, the only aviation forecast event.

Marian Boyd, co-founder and COO of BGI,  and one of the first woman pioneers who years ago shattered the glass ceiling in airline management, long before the industry admitted it existed, is the one who has conceptulized, directed, and managed the entire IAFS from top to bottom and from beginning to end. She is responsible for not only the accomplishment of the event and the professionalism of the IAFS, but for the high regard and respect she has among aviation executives, who join us year after year.

Sonia Watts of BGI was waist-deep (and more) for the past year in assuring that the IT, web systems and information flows were examples for the industry and that any attendee issues were handled right away.

Jnge Haltinner and Kirk Moses, our partners at Travel Destination Guides, of Las Vegas, were with us again this year, making sure that all the hotel, AV and other arrangements were perfect. There are thousands of inter-related issues, factors and dynamics in putting an event like this together, and these are the professionals accomplished these challenges.

The International Aviation Forecast Summit has for the past 25 years set the standard for delivering excellence both in content and in format. And we want to thank all the aviation leaders from across the world who have joined us, supported us, and those who have sponsored the event.


The New Indicator of Air Service Shifts…
Fundamental Airline Fleet Restructuring

As of today, all air service access planning in the USA has a new, fundamental component that will be the main driver of how and where airlines will add or reduced air service. It is one that is completely ignored in traditional analyses.

It’s called fleet mix. And every airline is in the process of re-fleeting.

It’s one major factor in the key changes that will shape future air service in America. To start with,for the foreseeable future, airline route, market and revenue strategies will be implemented based entirely on internally-generated corporate restructuring programs… it’s called survival. Part of that is re-thinking fleet capabilities.

No Growth. New Capacity Applications. There is now little disagreement that it will be 3-4 years before air traffic volume returns to the levels seen in 2019 – and that doesn’t include the organic growth we would have experienced annually in the interim.

This means that near-term and long-term planning that was in place in February is now in the round file. The traffic, which was appearing to return last summer, is now moribund due to clutzy and uneven city, state and regional reactions to the China CCP pandemic. It means that airports need to completely re-think approaches to assure air access.

It means aggressively understanding the new strategies of each airline, and crafting plans that anticipate them as closely as possible. We’ll say it again: since airline service and capacity systems are changing, it means that past traffic demand and flow data are largely obsolete.

There’s More Capacity Than The Market Demand Can Absorb. That also means airline fleets are being restructured. As of today, about one third of the @6,300 jet airliners in the U.S. airline industry are either “parked” or are materially under-utilized. Since congress is too corrupt to produce a simple support program that isn’t accessorized by billions in political pork that has nothing to do with relief from the Covid pandemic, airlines will at some point in the near future have no choice but to completely restructure to accommodate a different air transportation environment.

That gets us to new fleets… and new fleet demand criteria.

At the 25th International Aviation Forecast Summit in Cincinnati last month, Airbus, Boeing and Boyd Group International each presented its own forecasts for airliner demand over the next ten years.

All three were accomplished independently. Yet, aside from some variances in specific categories, they all were similar. The BGI forecast was within 2.5% of Boeing’s projections, for example. But they all had the same general direction: the demand is constricting into the middle – into narrow-body, single-aisle airliners. One of the drivers not the result of pandemic issues is the new generation airliners, such as the A321XLR, the E195 E2, the A220-300 and the 737Max. These platforms are far more multi-mission capable than earlier versions.

As an illustration of what airports will be facing in regard to revised airline fleets, we compared our latest CCP-Covid-related Global Fleet Trend & Demand Forecast with our prior forecast of slightly more than a year ago. The starting point is that while there is expansion expected in the latter years of the forecast period, total global demand is now seen as being more than ten percent down from what was expected a year ago:

The total fleet demand is forecast to drop for the ten year period by about 800 units. When we look at the mix of projected airliners by category and region, it indicates fundamental changes coming in the air transportation system. In the latest forecast, we compressed the airliner categories from four to three due to the mission overlap new platforms will represent.

Take a look at North America. This is where massive re-fleeting will be taking place, with 50-70 seat airliners (still mis-monikered as “regional jets”) being retired in droves and the capacity replaced by airliners in the 75-125 seat category (think Embraer E-2) and by larger new single-aisle designs by Airbus and Boeing.

The China CCP-Covid damage is expected to have the potential for major damage to some regions, particularly Latin America and – appropriately – China. These will be watched closely for changes in the coming 18 months.

Runway To The Future… Is Your Airport/Community Lined Up On It? In the meantime, we would urge airports to immediately move to re-think not only their strategic planning, but also review the effects of the new aviation realities… this brings in our incisive new program that takes our client airports into a clear view of the emerging future… It’s called Runway To The Future, and it’s tailored to the specific situation and future of the airport and region.

Airlines, as noted, are moving now to revise fleets and route systems. At BGI, we believe that this will result in new markets added at some carriers, as re-thinking of hub structures… General and executive aviation will be going in different directions from pre-Covid. Recreational flying is going to take a big hit, plus airports need to consider changes in revenue streams as electric propulsion replaces 100LL. Then there is the 5,000 pound gorilla called air cargo, which is evolving into a new logistics channel – and revenue opportunities – for airports of all sizes.

It’s going to be a new business environment… BGI has the expertise to assist airports in anticipating the challenges and opportunities it represents.

At Boyd Group International, we are not discussing another tired market study that relies on past data generated by an aviation system that’s going away. We uniquely focus on identifying and focusing on the future, and this program does exactly that for our clients.

Click here for more information and to reserve your program accomplishment.



Monday Insight – October 19, 2020

Monday 26 October Insight – In Progress… To Be Posted Shortly!


25th IAFS™ – The Most Successful & Productive Yet!

We want to again thank our hosts, sponsors and attendees for making this year’s International Aviation Forecast Summit one that again sets a new standard for industry events.

We will be posting pictures and summaries of key sessions shortly, and our attendees have been provided with access codes to virtual program.

In the meantime, there is a more detailed preliminary discussion of the IAFS™ on the home page.


China – Still No Mandarin Translation of “Chutzpa”

Solid data… it’s what allows aviation professionals to make logical planning determinations, as well as ferret out where trends do or don’t make any sense.

At the International Aviation Forecast Summit, we had the great experience of Mr. Jim Ogden of Cirium outline the new importance of having reliable data, and more importantly being able to understand what they represent, instead of just taking them at face value.

One of the key parts of the IAFS  Cirium Workshop were examples of schedule data. In particular, the difference between “schedule changes” and “cancellations.” The first is adjusting capacity on a pro-active advanced basis, more than one week out. The second is cutting flights close to departure date. Then there is the concept of “orphan” flights – capacity left in the schedule but not operated. Flights left in schedule but not operated.

Or, as we’ll see below, flights put back in schedule with no intention of being operated… for political eyewash.

One of the examples given was a chart of schedule capacity changes by region between the first of the year and the third quarter. This one slide was enough to prove that having solid data from Cirium is critical to professional aviation planning. It can illuminate a lot of things beyond just the numbers filed by airlines and governments across the globe.

In this case, it was a simple comparison of changes in airline capacity over the past year.

In all regions, as would be expected, the scheduled capacity went into a nose-dive in March and April. And as expected based on the economic damage done by the CCP-pandemic, in all regions – except one – the capacity has hovered at 30% to 40% of last year.

Golly gee – guess which “region” has boldly rebounded to the point that it is just about back to year 2019 levels…. the only one to do so.

Yessir, that region is China. Capacity filings by Chinese airlines – all controlled directly or indirectly by the Chinese Communist Party – imply that air travel demand has resiliently come back like a giant boomerang. And no other part of the world that has been a recipient of the virus they allowed to spread has any similar trend.

Take a look from Mr. Ogden’s IAFS presentation, regarding the levels of flights cancelled. Take a gander at the purple line. That’s China… and it purports to represent that capacity in that country is coming up roses – right back to 2019 levels. That is in contrast to every other region of the globe.

Now they wouldn’t file these data unless those seats were occupied, right? If you buy into that, call your real estate agent. That bridge in Brooklyn is for sale, again.

What is the magic causing this miraculous trend in the Middle Kingdom?

The reason is simple. They are lying. Orphan flights galore, likely… and a smattering of flights operated just to imply the market is gangbusters.

It’s what they are reporting, not necessarily what they are operating, and not necessarily any indication of traffic volume. But it sure makes great press for the gullible. Or for those who have a business dog in the China fight and are not too picky about questioning information from an unelected rogue government that has a history of publishing bogus data.

The global consulting firms and media hacks with big China operations are assuming that the data are not only accurate but are indicative of a traffic resurgence. So, too, with most of the aviation media. They are actually trumpeting that China is the example for the rest of the world.

Example it is indeed.

P.T. Barnum must be smiling broadly from wherever he may be… apparently there’s been a lot more than just one sucker born every minute.

Now, put this in context. The same sleazy government that hid the corona virus and let it infect the world, and lied about it consistently, is now to be trusted with the data they file in regard to airlines?



Monday Insight – October 5, 2020

IAFS Update…

We are excited to announce that Mr. Joe Esposito of Delta Air Lines will be joining us at the International Aviation Forecast Summit, October 11-13 in Cincinnati, USA.

This year’s Summit is shaping up to be the most-attended yet, with a live/virtual hybrid presentation. We have four places left on-site at the Hyatt, and virtual attendance is still has a few openings as well.

Click here to see the agenda – no other event delivers anywhere near the content and insight.This is first – and only – aviation forecast conference since the advent of the CCP-Covid pandemic – data and perspectives that cut to the reality of the future

Log on and join us!


Getting Geared For A New Transportation System

Two Thousand, Two-hundred and Sixty-six.

That’s 2,266 airplanes to be exact. It’s the difference in the number of jet airliners that were in service in North America (approximately 6,620) on February 1, 2020 and the number reported as in service as of August 30, 2020.

That is a lot of cold iron… plus the units that are back in service likely are seeing low utilization. Based on Airports:USA forecasts of traffic re-bound, it is entirely likely that the fleet won’t again get to the 6,620 level until the end of 2022.

These are some of the findings in the 2021-2030 Boyd Group International Global Fleet Trend & Demand Forecast, which will be presented at the IAFS next week, along with forecasts from Boeing, Airbus and Embraer.

Changes In Mission Applications Driving Fleet Restructuring. It’s not just the number of airliners, but the major changes in fleet mix. With the major decline in international demand, there will be what looks like a long-haul fleet dichotomy. Airlines will be tapping into new ultra-long haul markets to developing regions such as Africa and India, due to a major decline in “traditional” demand, such as trans-Atlantic. Point: ultra long range airliners will tend to supplant some in the fleets with lesser range.

As for domestic service – we are already seeing the effects – metro-peripheral airports will see less service, with carriers intending to aggregate traffic in a given region into fewer gateways. Some smaller feed markets will see less capacity as 50-seat jets get retired. And as for short-haul and intra-regional O&D traffic – it’s going by automobile or via Zoom. That won’t change.

More Seats At The Gate. One key metric that will change: In 2019 the average seats per airliner in fleet was 137. At the end of next year it will be 151 seats. It is an indication of the retirement of large numbers of 50-seat jets.

Small Communities… Less Service. Not Necessarily No Service. There won’t, however be a wholesale abandonment of scheduled service at small airports. The misleading wolf calls from some industry organizations that loss of “regional airlines” will leave such communities high and dry are non-factual nonsense. There have been a few such companies go out of business, but many of the airplanes just shifted to operators. ExpressJet is going down… but many of their aircraft are now going to be operated by CommutAir.

Nevertheless, the air transportation system itself is fundamentally evolving into a different role. Changes in the economics of air travel, changes in fleet applications and consumer shifts to other communication channels are all taking place right now. Airport planning cannot just assume a return to pre-CCP-Covid days.

New Planning Is In Order. Call The #1 Aviation Forecast Team. Dust off that master plan. Even if it was done just last year, it’s focused on an aviation industry that’s no longer in place.

At Boyd Group International, we are providing our clients with a new program, Focus On The Future, that takes every business and consumer aspect at an airport, and relates them to the known and expected realities of the new emerging environment. Give us a call to discuss and get started. Assuming the past is not an option

Also, the new air transportation environment will be the subject of a pre-Summit Workshop, The Titanic Dynamic, which covers the need for anticipation, rapid response, and no reticence to accept “mathematical certainties” in air service planning.

This is not another tired discussion of “air service development” – it will be a incisive look at the new air transportation system and its role in the new communication systems, and how to recognize where new opportunities will be.

Again, just click here to register for the Summit and the pre-event Workshops.

And don’t forget to call or drop us an email to discuss scheduling your airport’s Focus On The Future program.