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a data link concept that is fl exible and not
too expensive. It should take account of the
sophisticated technology in the fl eet, which
is in general younger and more advanced
than the scheduled carrier fl eets.
The next major battle, however, is with the
European Union Emissions Trading Scheme,
which will start impacting aviation in 2012.
Humphries was very disappointed when
the EU Parliament withdrew an exemption
for non-commercial operators. In a stroke
this act of ‘green envy’ raised the number of
operators who will have to participate in the
scheme from 700 to more than 3,000. This
resulted in what Humphries considers to be
the worst legislation he has ever seen.
However, he recognises that it is a fait
accompli, and now the EBAA and its partners
must do their utmost to bring about the necessary
support mechanisms to ensure that
the sector is not too heavily disadvantaged
by the scheme. In particular, this means
lobbying for the ETS Support Facility that
will be developed by EUROCONTROL to help
operators verify how much carbon they have
emitted, and for some sort of trading system
for small emitters.
Humphries is again optimistic. He says:
“We have very good relations with EUROCONTROL.
They know very clearly what our
needs are and I know they will fi ght as hard
as they can for them.”
has suddenly burst onto the scene. However,
a more equitable outcome seems achievable
as the recognition, given by the EC and the
European Parliament, is giving way to a more
level playing fi eld.
In September 2009, the EBAA and other
industry groupings had a meeting with the
authority that oversees slots, the Airport
Observatory, to try and rewrite the regulations.
A key aim is, therefore, to get acceptance
that if Business Aviation operators had
hitherto enjoyed an historical percentage
of the movements at an airfi eld that these
should be protected on a use them or lose
them basis. Humphries is optimistic about
the outcome: “We are not there yet, but I
think we have made a lot of progress.”
The SES is another area that should help
growth in the sector. The EBAA has been in
discussions with the programme managers
from the early stages of the Defi nition Phase.
Moreover, the EBAA consortium with NetJets
and Dassault is a fully paid-up member
of the SESAR Joint Undertaking, which is
developing the technologies, infrastructure
and procedures for the future European air
traffi c network.
Humphries is working with the consortium
to argue the case that equipment
requirements coming out of the Development
Phase should not place too heavy a
burden on the sector. In particular, they want
however, that there are now signs of recovery
with a steady upturn expected in late
2011 or early 2012. That said, there are some
forecasters who predict that the market will
not return to the levels seen in 2007 – just
prior to the fall – until 2017.
A return to growth
There are some very positive signs on the
horizon, though. Not least an acceptance in
January 2008 by the European Commission
(EC) that Business Aviation is a bona fi de part
of the air transport industry off ering fl exible
transportation for individuals, enterprises
and communities, and in doing so, increasing
mobility and social cohesion. This was
the fi rst time that the industry had received
this sort of backing.
When these sentiments were echoed by
the European Parliament in March 2009, it
gave the sector the confi dence to demand
the rights and respect it feels it is owed. This
is paying off in two key areas: slot allocations
and the Single European Sky (SES).
The rights to take off and land at airports,
known as slot allocations, are jealously
guarded by those who have them. After all,
they are the basis for earning a living in the
air industry. Nothing irritates the Business
Aviation community more than suddenly
fi nding that its slots at an airport have been
taken away because a new low-cost airline
The Single
European Sky is
another area
that should
help growth in
the Business
Aviation sector
Photo: Gulfstream Aerospace Corporation
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Reaching for the Single European Sky(91)
