HE LONG-EXPECTED SLOWDOWN IN orders for large transport aircraft finally occurred last year as record fuel prices in the first half followed by the credit collapse and recession reduced the appetite for new lift. Boeing and Airbus received net orders for 1,445 jets, the lowest figure since 2004. In 2007, the two booked orders for 2,754 on a net basis.

IT'S BEEN A REMARKABLE RIDE AT AIRTRAN Airways this first decade of the new millennium. While the network carriers downsized and reorganized following 9/11, the Orlando-based LCC made money and won over fliers, in the process racking up impressive increases in capacity. Consider the 2005-07 period: Available seat-miles rose 28.3% in 2005, 23.7% in 2006 and 19.4% in 2007. This kind of growth begets inherent economies as fixed costs are spread over an ever-widening base.

AS BOEING STRUGGLES TO GET THE LATEST version of the 747 to first flight, there is more than a touch of deja vu to the situation, recalling as it does events in Seattle 40 years ago this past February when the first 747 took to the air. Across a span of four decades, the company confronts similar issues on the 747-8, as strained engineering resources and delays dog the program again.

IN THE 1950S, UNITED AIRLINES AND MANY other carriers proudly proclaimed in major advertising campaigns that their aircraft were fitted with revolutionary weather radar that would eliminate nasty weather surprises, but last year turbulence-related injuries cost the industry $100 million. According to US FAA,turbulence is the leading cause of injuries to passengers and crew in nonfatal airline events. Between 1981 and 1997 there were 342 reports of turbulence affecting major carriers, resulting in three passenger deaths and 80 serious injuries.

Korean Air board has decided to order an additional six A330s. Two aircraft will be delivered next year, followed by two in 2011 and two in 2013. KE currently operates three A330-200s and 16 A330-300s.