Protests against private jets, airports and trade shows, such as EBACE 2023, seem to be growing apace – mainly (but not exclusively) in Europe. It’s been matched in Europe by an apparent growing frustration at the industry’s vulnerability to such action.

The European Business Aviation Association (EBAA) told CJI last month of its “increasing concern” about the implications of destructive and disruptive airport protests for the broader aviation industry. “The EBAA calls upon the individual members states to actively prosecute those individuals who knowingly breach and enter secured airport spaces,” a spokesman told us. “We acknowledge and respect the public’s right to protest, but activism should not compromise the safety of passengers, crew, and airport personnel.”

Social media posts about the topic on LinkedIn by EBAA, Globe Air and CJI drew hundreds of responses. Here’s a flavour: “It’s ludicrous that an industry body has to remind law makers/enforcers that individuals who commit criminal acts need to be effectively punished,” wrote Tim Barber, Aircraft Sales and Acquisitions EMEA & Asia, Duncan Aviation. “A criminal act is a criminal act regardless of the cause.”

Frans Dechaene, director of Operations at European charter operator FlyingGroup noted: “When a pilot wants to access his/her aircraft he/she has almost to undress at ‘security’. Whereas the same airports allow gangs of eco terrorists to swarm across the runway and close down an entire airport, at the same time damaging precious aircraft. Where is this madness heading to?”

GlobeAir’s LinkedIn post on our story about airport security proved particularly popular, drawing more than 100 responses. “GlobeAir is committed to ensuring the safety and security of our passengers, crew, and airport personnel. Recent developments have highlighted the increasing concern about disruptive airport protests affecting the broader aviation industry,” it posted on LinkedIn last month. “While we respect the public’s right to protest, activism must not compromise the safety and functionality of airports.”

It’s activism that is leading to more protection for principals, planes and the airports that serve them, according to MedAire, the security, medical and travel consultancy. “We have observed an increase in both the frequency and intensity of protests targeting the business aviation sector,” Jeremy Knochel, global security manager, Aviation & Maritime, MedAire told us. “Activists have caused significant damage to private aircraft, resulting in substantial financial losses.”

GlobeAir’s LinkedIn post on our story about airport security proved particularly popular, drawing more than 100 responses. “GlobeAir is committed to ensuring the safety and security of our passengers, crew, and airport personnel. Recent developments have highlighted the increasing concern about disruptive airport protests affecting the broader aviation industry,” it posted on LinkedIn last month. “While we respect the public’s right to protest, activism must not compromise the safety and functionality of airports.”

It’s activism that is leading to more protection for principals, planes and the airports that serve them, according to MedAire, the security, medical and travel consultancy. “We have observed an increase in both the frequency and intensity of protests targeting the business aviation sector,” Jeremy Knochel, global security manager, Aviation & Maritime, MedAire told us. “Activists have caused significant damage to private aircraft, resulting in substantial financial losses.”

There’s a growing list of airports targeted by protests – and not all of them are in Europe. In February this year, a coalition of protestors targeted London Luton Airport, Schiphol Airport in Amsterdam and Bromma Airport in Stockholm. It followed protests against private jets in Brussels, Seville and Los Angeles. High profile attacks have also taken place in northern Germany, at EBACE 2023 in Geneva and in July, on an Embraer Phenom 300E on the Mediterranean holiday island of Ibiza.

These were not isolated incidents but evidence of a rising tide of protest, according to MediAire. “We anticipate that these protests may escalate in frequency, disruption and damage to the aviation community,” said Knochel.

It’s not just a case of beefing up security at airports that cater for private jets – although that can be a key step. “In Europe and North America, most small airports have robust security measures in place but there can be gaps due to the less stringent regulations compared with commercial airports,” said Knochel.

Another part of the remedy is more comprehensive risk assessment and enhanced protection for principals, planes and airports. “It’s crucial to proactively gather information about potential protest activity in the area that could disrupt operations. This includes creating contingency plans for potential disruptions and conducting pre-travel briefings to ensure all crew members and guests understand the appropriate responses to protestors,” he said.

The British Business and General Aviation Association (BBGA) has suggested nine general strategies that airports and authorities might employ to deter disruptive airport protests. The top four are: designated protest areas, clear communications, engage with protestors and increased airport security.

Could the rising tide of protests against private jets, their owners and operators plus the airports from which they fly drive a hike in insurance premiums? While there’s no evidence of that, industry insiders don’t discount the possibility.

Todd Guelich, senior vice president at insurance firm AssuredPartners Aerospace reports no underwriter concerns related to the airport incursions by the protesters yet. However, that could change. “I would not expect to see any defined reaction to sporadic activity,” he tells CJI. “But should there be a trend related to defined airports where losses can be tracked frequently, there could be some form of deductibles or location surcharges considered.”

Admittedly, most people in business aviation are more concerned about white tails with wings rather than their ungulate namesakes. But from today, the white-tails in North Dakota (and some other states) can expect to endure the fire of hunters until at least January 1st 2024, when the season closes. It looks like the private jet industry – on both sides of the Atlantic – will have to endure attacks from environmental protestors for much longer than that.

Above: White-tailed deer are now  in the firing line in North Dakota.

Top: So, too are private jets. This was pictured at EBACE 2023.

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Husain Khan was named secretary-general of EBAA in July 2018 and was actively involved in European and international aviation for more than 30 years. He was a trained lawyer who advocated for a better, sustainable future for air transport. He leaves behind his wife Nynke La Porte and son Yskandar Afsar Husain Khan.

Juergen Wiese, chairman, EBAA said: “It is with shock, complete disbelief, deep sadness and heavy hearts that we mourn the loss of our secretary-general Athar Husain Khan. Our highly-esteemed colleague and friend Athar passed away unexpectedly on Sunday 26th March 2023. Athar always put the human element first, and steered the industry in the right direction during challenging times.”

Husain Khan worked closely with the NBAA, particularly for the EBACE conference. Ed Bolen, president and CEO, NBAA said: “Athar was a trusted partner, respected leader and true aviation professional. He will be deeply missed. Our hearts are with his wife Nynke La Porte and son Yskandar Afsar Husain Khan and the entire EBAA family.”

Husain Khan was also a member of the board of the British Business and General Aviation Association (BBGA). The BBGA said: “We are deeply saddened by the sudden death of our esteemed colleague and friend. Husain Khan has devoted 30 years to improving the aviation industry in Europe. He was instrumental in consistently and selflessly making changes for the good of the industry, always with his renowned dignity and gentle kindness. He will be sorely missed. We wish his family and his friends a lot of strength and our compassion.”

Pete Bunce, president and CEO, General Aviation Manufacturers Association (GAMA) said: “Athar Husain Khan was a champion and strong advocate for European business aviation. His knowledge, expertise and savviness of the global aviation industry will be greatly missed.

“Athar was a good friend and was well known for his hard work, passion and dedication to fostering and advancing a healthy and robust ecosystem for our industry to flourish. His steadfast leadership and compelling voice for business aviation will forever be remembered. On behalf of the entire GAMA team and our member companies, I send our heartfelt condolences to Athar’s family, friends, colleagues and the team at EBAA.”

Kurt Edwards, director general, International Business Aviation Council (IBAC) said: “Athar was a respected leader and advocate for the European business aviation industry with a passion to share its economic and societal contributions and promote its innovation and constant commitment to reduce its environmental footprint. His work and contributions to IBAC’s governing board as the EBAA leader were always insightful and supportive. All of us at IBAC send heartfelt sympathies to Athar’s family, friends and colleagues. He will be deeply missed by many.”

Corporate Jet Investor said: “Everyone who knew Athar Husain Khan is mourning him today. EBAA secretary-general since 2018, he led European business aviation through Covid and was fighting hard to make business aviation a sustainability leader. Athar spent more than 30 years advocating for aviation in Europe. We will miss his wisdom, calmness under pressure and sense of humour. Our thoughts are with his family and everyone at EBAA.”

The EBAA has opened a memorial page for those who wish to share their memories or express their condolences here.

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“What the film Maverick does is the same as every story that’s ever been told – that is to invite us to find the hero,” said Hardie. “That’s what we need to do in our workplaces. We need to make the customers the hero in their story and the employees the hero in their story.”

“No one is coming to save us. It is up to us,” said Hardie, who recently launched his own aviation consultancy and is a BBGA board member. “We need to be the guides to help the industry create the heroes for today and tomorrow.”

Business aviation should be proud of what it does and strive to be exemplary employers and continue to be progressive in facing challenges, particularly around sustainability, he added. “We need to be aware of the challenges that lie ahead and some of the benefits of the industry need to be spoken about more capably.”

Combatting sometimes negative perceptions of business aviation was essential if the sector was to compete with other employers to attract new generations of talent to forge the workforce of tomorrow. In addition to addressing perceptions of the industry, in the UK and Europe there were structural issues around qualifications and certifications.

More effort should be made to showcase the wide range of careers available in business aviation – aside from the high-profile role of pilots, engineers and technicians. “This also means considering important issues of diversity, equity and inclusion, while remaining at the cutting edge of innovation and digitalisation,” he said.

He also urged business aviation to adopt a more inclusive approach to structuring the future work force. “Tomorrow’s workforce is not just about Millennials and GenZ, it is about an ageing workforce and also one that recognises neurodiversity and is accommodating to everyone,” said Hardie. That accommodation should be both positive, extending “above and beyond” the basic legal requirements. “The benefit is that this is attractive to potential employees and that leads to happier customers,” he added.

“There’s an aging workforce and a demographic trough that coming,” warned Hardie. “There are now more people in the US over 40 than under 40 – and this happened just recently. Some are already calling us the Never Retire Generation.”

Meanwhile, during Hardie’s presentation, two climate change activists from Fossil Free London burst into the conference shouting slogans against aviation. One complained, from the conference stage, that business aviation had no plan to eliminate carbon dioxide emissions. “If you want to persuade people that your industry is not part of the global crisis, then show us your plan to reach net zero [carbon emissions] by 2050,” shouted one protestor.

Marc Bailey, CEO, BBGA told the protestors that the association welcomed the opportunity to discuss the group’s concerns about business aviation’s environmental record – but on another occasion.

Outside the conference hall, BBGA staff and board members spoke to the activists and reached an initial agreement to hold discussions in the future. 

The movie Top Gun: Maverick sets an inspiring example for business aviation, says James Hardie (pictured top) from Course Correction Consulting.

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Since the first week of January, Bailey and a number of BBGA board members, including Brian Humphries, have held weekly discussions with the Department for Transport (DfT) and UK CAA negotiation teams on the permit situation.

Bilateral discussions have been held with each member state to try to secure an even playing field for UK business aviation operators operating G-registered aircraft. Discussions were prohibited before the UK exited the transition period.

“The goal is to encourage reciprocity in whatever shape the final agreement takes with each individual country,” Bailey told Corporate Jet Investor. “However, it has become clear that each EU state is different and a ‘standard’ bilateral agreement isn’t looking likely. The negotiating team are calling on their experience to deliver the best result on behalf of the UK and our industry,” he adds.

The fact that BBGA has been able to speak with both regulators and share members’ experience each week is testament to the close relationship BBGA enjoys for its 180-plus membership.

‘Securing an equal playing field’

“We are all pushing for securing an equal playing field. Some EU states are making heavy work of it even on the straight forward third and fourth freedoms. A 48-hour application period; heightened security and an initial application fee of 4,000 euros is simply not conducive to swift, non-scheduled commercial operations, primarily used by business executives, doing business overseas,” Bailey said.

BBGA deputy chairman and CEO of SaxonAir, Alex Durand told CJI: “The speed and focus from CAA and DfT has been very good, it shows that non-scheduled aviation is valued and it gives us hope for a resolution. It is also significant as we move away from EASA and fall under the CAA to be working so closely with key negotiators.”

The BBGA said some member states – including Italy and Greece – are being supportive of the new process. In some instances, it is seeing permits being granted more rapidly than country guidance suggests and for some higher freedom flights beyond the fourth.

As of January 26th at least six member states are accepting permit-free third and fourth Freedom flights. This is progress, but it is slower than the BBGA would like and G-reg aircraft operators are seeing many inconsistencies.

“Some will deliver a better service in the pre-advanced 48 hours. France, for example, has been supporting applications outside of business hours, which is positive to hear. Unfortunately, some member states are being slow and too process focused, making approvals somewhat protracted.”

‘Urge operators to share experiences’

However, the DfT has shared some examples where they have helped facilitate seventh Freedom flights within the EU.

“We want to encourage our members not to be put off by the initial requirements that hinder our pathways,” added Bailey.

The DfT is gathering in best practice agreements and we are determining our top 10 priorities to simplify and standardise the process with member states in finalising each bilateral agreement.

“We urge operators to keep sharing examples of good and bad permit applications plus anything that prevents you contracting / wet-leasing for work you have previously secured,” said Bailey .

According to WINGX, an estimated 20% of flying conducted on intra EU routes could be lost for UK G-registered operators unable to fly those routes. However, they should as a consequence, see more British Isles and domestic flying, because EU operators cannot operate fifth freedom routes here – unless their aircraft are registered here and they have a British AOC.

Domestic flying may boom this summer

Domestic flying may well boom this summer with more people feeling safer to holiday in the British Isles, BBGA suggests. Durand can see his company making a collaboration with a few EU operators as a likely solution.

Air Charter Scotland started its Brexit planning a year ago, putting a few business jets on the Maltese register. It has just certified two aircraft and is considering adding a third, according to commercial director Derek Thomson. Air Charter Scotland Europe was formalised in January.

“We are all experiencing an exceptionally challenging and uncertain time in aviation. However, it is also a time of unchartered opportunity to prove our value as a business enabler,” said Thomson.

“Business aviation is now on the radar of new customers who turned to us because their regular airline route got cut, or they needed urgent repatriation. Medical professionals working around the clock to fight the pandemic booked with us on their itineraries, reassured by our sector’s safe, private, hygiene-safe cabins. When the world needed support – business aviation delivered, including several of our members ’jets equipped as air ambulances.”

‘Understand the landscape’

Durand is sure that when there are rules in place for each EU state the industry can step up and deliver, “we just need to understand the landscape”.

Durand points to the work that Guernsey and the Isle of Man has done over the years creating their own aircraft registries. “There is no reason why we can’t get the UK’s G reg to evolve as a coveted jurisdiction?”

For charter broker, PrivateFly’s CEO Adam Twidell one question which needs to be asked is what about the extra flying? Sustainability is a driving factor behind much of the research and engineering across the industry. Yet complications and refusals with permits are meaning regularly more aircraft are in the air than is necessary.

Twidell told CJI PrivateFly recently had an enquiry about a charter flight to London from Madrid. They already had an aircraft returning to the UK, however due to permit complications the aircraft was unable to make the trip. Instead, PrivateFly used a German operator meaning two aircraft were flying. According to Twidell, this is not uncommon since the turn of the year.

At a glance: 

• Bilateral agreement is looking unlikely given the various stipulations and differences in each member state

• WINGX data shows an estimated 20% of flying conducted on intra EU routes could be lost for UK G-registered operators

• Extra flying due to permit complications means more aircraft are in the air than necessary

• DfT is collecting examples of best practice examples and urges operators to share experiences.

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Speaking at today’s BBGA Brexit webinar, O’Sullivan said: “In terms of aviation, there is contingency legislation in place which allows for continuity in safety and connectivity.  But it was superseded by the Withdrawal Act so we need it re-enacted on a No Deal. Frankly for everyones benefit, not just the UK. This is to give assurances to both UK and European operators that their licences will remain valid after 31st December. If we can’t negotiate a bilateral agreement with Europe, the UK will become a third country to Europe and European counterparts to the UK.”

However, O’Sullivan pointed out that it is in the interests of Europe, as well as the UK, to agree a bilateral agreement which will allow for a continuation in safety standards and connectivity. And even if an agreement with Europe remains unnegotiated there are bilateral agreements which can be negotiated with Latin America, Asia and Africa – on top of the Open Skies agreement already decided with the US.

The UK’s role in EASA will inevitably change, noted O’Sullivan, which she said is unfortunate given the amount of investment and management the UK has put into the organisation over the course of its membership. There is a chance the UK will assume a Swiss position, whereby it is recognised by the EASA and can operate within its framework but has no role in its management.

In terms of opportunities, there are many according to the aviation lawyer: “The UK is now a new global market and it intends to move towards an export-based economy. There are opportunities for comprehensive air transport agreements with China, the US, Asia and Latin America. There is the possibility of addressing skills gaps through the use of UK training facilities. Also, the CAA would like to take a more relaxed approach to ownership and control, which opens up a whole body of investors who are now able to come into the market.”

Adrian Jones, director, Martyn Fiddler Aviation, agreed that the UK has the potential to become a centre for aviation post-Brexit. Speaking from a taxation perspective, Jones said there is still the chance of a “Panacea” agreement, by which any aircraft imported into Europe or the UK can remain imported through both jurisdictions as is currently legislation. However, it is also possible that those importing an aircraft are left with binary choice between Europe and the UK.

“European tax negotiators are pushing for an exception on this taxation,” said Jones. “However, no agreement means the removal of free circulation for UK aircraft and European aircraft entering the UK. Which will require operators to apply for temporary admission to the EU, which lasts six months. This will work for some operators who are flying into Europe and back out again but does not allow chartering from one destination to another within Europe itself.”

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“London and the UK are key hubs for summer travel,” Koe told Corporate Jet Investor. “It has effected overall travel levels in Europe undoubtedly, and of course it has effected arrivals in other countries as many Britons decide not travel due to the quarantine [they would be forced to adopt on return].”

On June 8th, the UK government announced it was imposing a mandatory 14-day isolation period on all those entering the UK. Unless passengers are arriving from the Republic of Ireland, the Channel Islands or the Isle of Man, or are covered under a list of 42 different categories, [https://www.gov.uk/government/publications/coronavirus-covid-19-travell…]. Spot checks will be carried out to confirm compliance and those breaking the quarantine could face a fine of £1,000. 

The decision initiated an immediate drop in business aviation activity virtually to zero, where previously it had recovered to around 10% of its pre-Covid-19 level. Referring to Britain’s presence as the largest charter market in Europe Koe said the quarantine is having a knock-on effect on European business aviation too. Koe added: “So if you look at the recovery made through May, it got completely reversed by the quarantine. So, we are back down the numbers we saw three or four weeks ago.”

‘Completely reversed by the quarantine’

It’s a claim backed by British Business and General Aviation Association (BBGA) CEO Marc Bailey. “People were arriving for business reasons and that traffic has not come back this week as it is not worth coming for a two-week quarantine,” Bailey told Corporate Jet Investor. “The reduction is completely due to the quarantine policy and the annoying thing is we could provide safe tested transfers right now without risk to the UK infection rate.”

Bailey remains hopeful that after 28th June, when the quarantine rules are reviewed, government will agree to relax the restrictions and move to alternate means of compliance (AMC) testing, which has been suggested to government. Bailey continued: “Also, I see a strong chance for corridors to be established between member states and other global destinations depending on the current metrics in each country. Both the AMC and corridors would help us to get back to where we were before quarantine at approximately 120 business aviation passengers per day, only 10% of normal traffic.”

Reopening of European business aviation

The establishment of air corridors is where many hopes of a reopening of European business aviation are pinned. Analysis by WINGX identifies July to be the critical month for European business aviation. Whilst Koe said anecdotal feedback from operators has indicated that bookings have seen a huge improvement in numbers from mid-July onwards. 

It is optimistic news given what recent months have brought. However Koe points out: “[Those booking] are still realistic enough to know that this in itself is going to be quite a small window because it’s likely that by the time October comes, there will be renewed concerns around virus impact. There is a pent-up demand that is likely to be concentrated on that window in July and August. When people think there is going be to relative freedom.”

Koe added: “However this means that there is enormous pressure this year to try to find a window as soon as possible – during July – to get activity back up and the quarantine is pretty cruel in that respect.”

A fleet of business jets parked at London Biggin Hill Airport. (Banner Image credit: Colin and Kim Hansen/ Wikimedia Commons / CC BY-SA 4.0)

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On that cheery note, if you want to send any stories please email: aw@corporatejetinvestor.com

BBGA: Pilots on furlough can still train

Many UK companies are furloughing employees under a scheme where the UK government pays 80% of their wages. The British Business and General Aviation Association (BBGA) has confirmed with the UK Deportment for Transport (DfT) that pilots can still train during this period.

“We cleared this up with DfT and training can take place to maintain recency without compromising the furlough process,” says Marc Bailey, chief exec of BBGA. “We have been able develop a submission to DfT to highlight the current industry capability to support movement of key passengers and goods in support of the crisis. In addition we have also been able to demonstrate the impact that the lockdown has had on our community, which as you know is profound.  There were several points highlighted that we have asked DfT to champion on our behalf that would at least alleviate the current operational and financial pressures.”

GlobeAir offering free empty leg flights to the industry

A Citation Mustang operated by GlobeAir.

GlobeAir, the Austrian light jet operator is offering free empty leg flights to fellow business aviation companies.

“Business aviation is currently fighting the COVID-19 crisis as best as it can, and we are strong supporters of cooperation and mutual help in such unprecedented times,” said GlobeAir in a email to companies. “Flight planning and crew logistics are getting extremely complex as many airliners and hospitality facilities have temporarily ceased to operate. If you think you could be interested in flying on a GlobeAir empty leg, you can either visit our website, check our empty legs directly on avinode, or contact our customer care team to reserve a flight free of charge.”

NBAA running CARES Act webinar today

The National Business Aviation Association (NBAA) is running a free webinar on Friday for anyone interested in how the Coronavirus Aid, Relief, and Economic Security (CARES) Act could help their business.

Embraer reinforces preventative actions and resumes essential activities in Brazil

Most employees will be on collective vacation between April 1 and 9, 2020 or working remotely

São José dos Campos – SP, March 30, 2020 – As the transportation sector plays an essential role in combatting COVID-19, Embraer will resume critical operations in order to meet the needs of customers, public services and the global population.

Essential roles have been defined by Embraer’s management team during the temporary plant shutdown period in Brazil and are those priority services that should not be interrupted during this global crisis. Some examples are customer support, aircraft maintenance and manufacturing. In many cases, Embraer products are responsible for transporting health supplies and the professionals who provide care to patients with the disease caused by COVID-19 in Brazil and around the world.

Additionally Embraer has established a new working group to increase the availability of equipment and solutions, including manufacturing parts for the respirator industry, to combat COVID-19.

During the temporary shutdown of company units in Brazil, Embraer completed several projects, including adapting the workstations and common areas, intensifying cleaning procedures, adapting cafeterias and work areas to ensure social distancing and reinforcing communications tools with precautions and preventative actions. The measures adopted are in accordance with World Health Organization (WHO) guidelines and seek to ensure that employees perform their roles with guidance from the company’s health and safety teams.

Employees responsible for critical functions who can work remotely will work from home. Employees responsible for non-critical functions will be on collective vacation from April 1 to April 9, 2020. These employees are scheduled to return to work on April 13, 2020.

Embraer will continue to monitor the situation and adjust its procedures with a focus on the well-being of its people and business continuity

Airbus statement regarding media reports on COVID-19 measures

Amsterdam, 3 April 2020 – Airbus SE is closely monitoring the evolving COVID-19 situation worldwide and is in constant dialogue with its customers, suppliers and institutional partners.
Airbus is in the process of assessing the implications of the pandemic on its operations and the potential mitigation measures that could be implemented.

The Company will not provide further comment at this stage.

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Bailey remarked that the pandemic has brought a consistent response from BBGA members. He also said that, operationally, there was a “very short peak where people repositioned themselves” before borders closed, but now things are slowing to a halt.

In terms of those employed by BBGA members, Bailey said: “People are expecting to apply a mixture of unpaid leave and some layoffs. Our sector is now heading to the same position as scheduled airlines where we will struggle to service our debt and cash flow will be the killer. Therefore, all the measures in terms of tax relief, business rates, and access to national funds need to be available to our sector.

Bailey said people forget that the industry comprises businesses that support the movement of people. Effectively business aviation is small to midsize enterprises that move passengers who may be more financially secure, but those businesses are no different from any other—they must generate revenue, make a profit, and maintain employment for staff, Bailey said.

The impact on all aspects of aviation, according to Bailey, was set to be “profound…It is highly likely that we will see a significant number of business casualties that will be defeated by cash-flow problems. The magnitude of this depends on how quickly the market opens in a global sense. Clearly it is not just how your home country is performing against the virus, it is how your normal client network is affected. If this spreads out over some three months, then there could be significant losses.”

However, he did suggest that the pandemic could drive further consolidation as stronger businesses with good reserves see opportunity for expansion.

From a UK perspective, Bailey said: “The anxiety is even greater because with the current Brexit position we are told we are out of EASA and we have no idea how [the Single European Sky] and the freedoms of the skies will pan out. For our sector, we need to access all those nine freedoms [of the air-as defined by the Chicago Convention]. Whilst 1 through 5 will possibly suffice for scheduled airlines, much of our business also relies heavily on 6 through 9.”

Bailey concluded: “I would suggest that in a couple of weeks we will be in full grounded mode across the sector and I don’t see that changing.”

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Alex Durand

Thanking Marwan for his sterling work over the years, Marc Bailey, BBGA CEO welcomed the new leadership. “In Aoife and Alex we have a strong duo with complementary talents to take our Association forward,” he said.

“I’d like to thank the Board for their confidence in voting for me. Marwan leaves big shoes to fill and I am looking forward to working with Alex, Marc, the BBGA Directorate and BBGA’s 18-strong Board of Directors in helping to shape the future direction of the Association,” commented Aoife O’Sullivan.

She added: “We are in the midst of extremely challenging times with the uncertainty of Brexit. One of our priorities is to further the relationships we enjoy with other industry associations, as well as maintaining the excellent dialogue we enjoy with the regulators including the CAA and DfT.”

“BBGA is the largest of the national associations and with the UK the second largest market for business aviation not only in the number of aircraft tails supported but our aviation services businesses and all manner of supporting suppliers and specialists, we would like to see more UK businesses take up membership,” she added. Expanding the membership, as well as widening it out with some innovative categories is also on the agenda for the new leadership.

Aoife will serve for an initial three-year term.

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According to Richard Koe (pictured), Managing Director of WINGX, much of the UK’s 4.3% year-on-year business aviation growth during 2017 was driven by London, which saw an impressive 5.5% increase in overall activity. London Biggin Hill Airport saw the most substantial rise, reporting a 15.6% boost in business aviation flights, followed by London Stansted and Farnborough, which witnessed a 12.9% and 9.4% upturn in annual flight activity respectively.

The UK’s leadership in business jet activity is so far showing no sign of abating this year, with WINGX revealing that in January 2018 London airports saw over 3,800 business aviation departures – almost double the number in Paris, the next busiest city. Charter demand continues to drive the numbers; AOC flights in the UK were up 10% YOY in January. Interestingly, Koe notes that over 60% of the UK’s business aviation departures are commercially-operated, far higher than either France or Germany.

Trends indicate that the Light Jet segment is the most active within this market, accounting for 19% of all commercial sectors flown from the UK last year. Koe says within this segment, the most active aircraft types flying in 2017 were the Cessna Citation CJ2 and the Embraer Phenom 300. The next busiest was the Citation Bravo, which saw over 1,500 departures out of the UK, an increase in activity of more than 50% from 2016.

The charter market also saw particularly impressive growth in 2017, increasing by 8.3% compared with the previous year. Looking ahead, Koe predicts that with the authorisation of single-engine commercial operations lowering the product price-point in mid-2017, 2018 will be the year to see whether the popularity of the leading single-engine types amongst owners.  Pilatus PC-12 flights, for example were up another  13% last year, furthering broadening the appeal of business aviation.

WINGX also confirms larger cabin activity out of the UK remains stable and has seen 5% growth during the last 12 months led by a few select aircraft types, such as the Embraer Legacy 600 and the Bombardier Global Express.

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