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- Region V (EUR) Lead: P.R. Jared Gnazzo, Altria Client Services, Inc.
- Region V (EUR) Lead: John Tuten, Honeywell International
The European Commission recently announced a delay in the deadline for aircraft operators to outfit their aircraft with ADS-B Out equipment. The original compliance dates to operate in European ADS-B airspace were Jan. 8, 2015 for new aircraft and Dec. 7, 2017 for aircraft needing retrofit installations. The new compliance dates are June 8, 2016 for new aircraft and June 7, 2020 for aircraft needing retrofits. The FAA will require ADS-B Out performance by Jan. 1, 2020 to operate in designated airspace. "The delay of the European ADS-B Out mandate might be helpful for operators who need additional time to comply, but we encourage NBAA Member Companies to install ADS-B equipment as soon as possible," said Brian Koester, NBAA's project manager, operations and the staff liaison to the NBAA Domestic Operations Committee. Learn more about ADS-B delays in Europe.
The FAA last week issued a Notice to Airmen (NOTAM) prohibiting U.S. flight operations until further notice, in the airspace over eastern Ukraine, due to recent events and the potential for continued hazardous activities. The restricted area includes the entire Simferopol and Dnepropetrovsk flight information regions (FIR). This action expands a prohibition of U.S. flight operations issued by the FAA in April, over the Crimean region of Ukraine and adjacent areas of the Black Sea and the Sea of Azov. Read more about the NOTAM for Ukraine.
Flying to and within Mexico just got much less restrictive for U.S. and foreign-based operators flying aircraft listed on a charter certificate but conducting private, non-revenue operations to Mexico. The Mexican aviation agency, DGAC, recently made changes to previous rules put in place on April 7 of this year. The new rules clarify that operators with aircraft listed on a charter certificate are once again allowed to operate those same aircraft to Mexico as private, non-revenue flights. "We are pleased that the Mexican authorities lifted these restrictions and restored a proven system that allows for the safe monitoring of general aviation operations," said Peter Korns, NBAA operations specialist. Read more about changes to Mexico’s flight restrictions.
The European Commission has adopted a new regulation that requires commercial air transport (CAT) operators from outside the European Union (EU), also known as "third-country operators" (TCOs), to obtain a single EU-wide safety authorization to fly to, from or within the EU. CAT operators include all airlines and charter operators, including U.S. Part 135 operations. "While the goal of a single safety standard across the entire EU is a laudable goal, NBAA remains wary of the new burden this new requirement will place on small companies," said Doug Carr, NBAA's vice president of regulatory and international affairs. "NBAA staff have met with EASA officials to explain our concerns, and we have told them that we will be closely watching how this requirement is rolled out." Read more about the new requirement for TCOs.
Operators throughout Eastern Europe and the Russian Federation must heed a recent special federal aviation regulation (SFAR) issued by the FAA prohibiting most civil flight operations by United States pilots, and most N-numbered aircraft, in a section of the Simferopol flight information region (FIR) due to the ongoing situation in Crimea. The prohibited area, established following Russia's annexation of the Crimea region of Ukraine, encompasses Ukrainian airspace over the Crimea and the surrounding area. Learn more about the SFAR.
Authorities have issued two separate notices regarding airspace over the Balkans and the Ukraine. The North Atlantic Treaty Organization has issued new regulations for general (civil) air traffic operating in the Balkans, essentially re-opening airspace over Kosovo to civil air traffic for the first time since 1999. Meanwhile, the FAA has issued a special notice regarding a potentially hazardous situation in Ukrainian airspace, particularly over Crimea, the Black Sea and the Sea of Azov. Read more about flying over the Balkans and Ukraine.
The Winter Olympics in Sochi, Russia, on the shores of the Black Sea, present a number of challenges for business aircraft operators, whether they are flying via Part 91 or Part 135 to the event, or are simply in the area on business during the games, Succeeding in flying to the city will depend on advanced planning, experts said. Tips include: having alternative plans so operators are ready for any unforeseen incidents, making sure your visa is correct and carrying proper identification at all times while traveling between Olympic venues. Listen to this week’s NBAA Flight Plan podcast for more on planning a trip to the Sochi Olympics.
A recent spate of attacks throughout southwestern Russia, attributed by the Russian government to extremist groups in the North Caucasus region, has underscored the need for security vigilance for those planning to be in Sochi during next month's 2014 Winter Olympic Games in Sochi, which run from Feb. 7 to 23. According to Jerri Banks, team manager for the Echo, Large Aircraft and Team Europe teams at Universal Weather and Aviation: "Our primary focus ahead of the games has been with providing our clients with the proper security briefings for the region. Since the attacks, however, many of our clients have inquired about significantly upgraded security arrangements." Read more about increased security ahead of the Sochi Olympics.
With an eye toward the cost of complying with ADS-B requirements scheduled to take effect in December 2017, the European Business Aviation Association (EBAA) and European operators have convinced Eurocontrol to expand the implementation timeline for its Single European Sky Air Traffic Management Research program (SESAR) by three years. EBAA and the other groups expressed their concerns over the current implementing regulation, in particular with respect to the costs of retrofitting both 'old' and 'new' aircraft that appear to be significantly higher than anticipated in the initial cost benefit analysis, and the lack of binding requirements for air navigation service providers to synchronize the deployment of ADS-B ground stations, said EBAA’s Senior Manager for Economics and Operational Activities Belarmino Gonçalves Paradela. Read more about SESAR implementation.
Turkey has an economy that has continued to grow despite the Eurozone's economic crisis, and as a business aviation market, it is virtually untapped. "It's a nascent market, still in its infancy," said Fabio Gamba, CEO of the European Business Aviation Association (EBAA). "That makes it so interesting to us, because there we see a remarkable level of youth and enthusiasm." Gamba suggested there are both challenges and opportunities for business aircraft operators in Turkey, pointing to the vast number of potential users in a market that has yet to be fully explored by the industry. That is one major reason why on Oct. 10 and 11 in Istanbul, EBAA will stage a regional forum called "Destination Turkey: A Powerful Hub for the Rising Euro/Asian Economy." Read more about expanding the business aviation market in Turkey.
Two well-established business aviation airports – one on either side of the Atlantic – recently announced a unique "sister airport" relationship. New Jersey's Teterboro Airport and London's Biggin Hill Airport recently signed a memorandum of understanding (MOU) that "provides the platform for international cooperation and customer service," according to a Biggin Hill Airport statement. The MOU encourages mutual assistance and participation by both parties, with a focus on communication, security and safety. Learn more about this "sister" airport agreement.
The 2013 European Business Aviation Convention & Exhibition (EBACE2013) provides an important venue for Attendees to hear directly from regulatory authorities and industry leaders in the region about the latest policy and marketplace trends facing business aviation. This tradition will continue on May 21 at the Opening General Session at EBACE2013. Moderated by European Business Aviation Association CEO Fabio Gamba and NBAA President and CEO Ed Bolen, the Opening General Session will feature two of Europe's top aviation experts speaking on the state of the industry in the European region. Learn more about the EBACE2103 Opening General Session.
For NBAA Members headed to the United Kingdom, April 1 brought about the imposition of a new aviation tax – the Air Passenger Duty. Although this tax has applied to commercial passengers departing the UK since 1994, the APD is being imposed on business aviation operators for the first time, and even those who are familiar with it concede it can be confusing. The APD applies solely to flights departing the UK, and varies according to the weight of the aircraft, the passenger capacity and the distance it travels. Listen to this week's edition of the NBAA Flight Plan podcast and read more about the new Air Passenger Duty.
Patrick Ky, executive director of Single European Sky Air Traffic Management Research (SESAR) Joint Undertaking, has been tapped to lead the European Air Safety Agency (EASA). Ky replaces Patrick Goudou, who has led EASA since its inception in September 2003. Goudou's term at EASA expires at the end of August. EASA said Ky's term as executive director will begin Sept. 1. Read more about Ky..
In a move that could change the way crew rest is regulated in the European Union, the European Aviation Safety Agency (EASA) has invited NBAA to take part in the formulation of new rules that would, for the first time, differentiate rest requirements for charter operators from those that cover scheduled air carriers. Right now, EASA regulations on crew rest have a one-size-fits-all flavor, said NBAA Vice President for Safety, Security, Operations & Regulation Doug Carr. They make no allowances for the very different nature of the on-demand charter business when compared to scheduled airline operations. Carr is one of 10 people in the working group, which has been created to tackle the issue of creating crew-rest regulations for European on-demand operators between now and the end of October. Read more about the issue of crew rest regulations.
A recent study of European business aviation operators and users determined that the industry provides significant benefits for local industries, governments and communities. Commissioned by the European Business Aviation Association (EBAA), and conducted by the global forecasting firm Oxford Economics, the study confirms that an overwhelming majority (80 percent) of business flights conducted in 2011 were operated for the promotion of business interests across the economic scale, and for travel to less-accessible areas and communities. "It has been shown that two-thirds of businesspeople declare face-to-face contact to be crucial in deal-making," noted EBAA President Brian Humphries. "Business aviation facilitates such meetings like no other form of transport, thanks to the flexibility of its service." Read more about the study.
The recent seventh annual Jet Expo aviation exhibition highlighted the growing interest in business aviation throughout Russia and across Eastern Europe, as well as the need to ease restrictions on aircraft operations in the region. Alexander Evdokimov, general director of Jet Transfer Business Aviation and one of the organizers of Jet Expo, said approximately 100 companies exhibited at this year's event. "That's a bit of an increase from past years, but less than in 2008," he said, adding that an expanded static display featured approximately 50 business aircraft from multiple international manufacturers. The event was held Sept. 27 to 29 at Moscow's Vnukovo International Airport. Read more about the expo.
Officials are looking at separating Shannon Airport, the historical aviation gateway between America and Europe, from the Dublin Airport Authority and, in doing so, are reaching out to business aviation owners and operators. "There is a very real opportunity for the center of excellence that the government is trying to champion, and the beauty about it is that a lot of the pieces for this puzzle are already available. It's just a case of bringing them together. It really is there for the taking," said Aoife O'Sullivan, who chairs the European Business Aviation Association Finance and Leasing Group. Read more about Shannon Airport.
As expected, the European Aviation Safety Agency (EASA) last week unveiled new flightcrew licensing regulations overhauling requirements for pilot training and the issuance of European licenses, ratings and certificates. While the new regulations have a profound impact on pilots and operators of European Union-registered aircraft and on operations based in the EU, most NBAA Members remain unaffected. Pilots holding FAA-issued certificates flying N-registered, U.S.-based aircraft in Europe will not be required to seek an EASA license or EU validation for those operations. These types of operations continue to be protected by reciprocity mandates established by the ICAO Chicago Convention. Review guidance on the EASA licensing transition.
The European Aviation Safety Agency (EASA) was formed in 2003 to administer new European aviation regulations and rules. On April 8, 2012, the new regulations for pilot training and issuance of European pilot licenses, ratings and certificates became effective.While these regulations are significant, most NBAA Members holding pilot licenses issued by the U.S. Federal Aviation Administration (FAA) should not see major changes. This is primarily due to Article 33 of the Convention on International Aviation, also known as the Chicago Convention. Learn More.
For the past six years the European Aviation Safety Agency (EASA) has been working to develop a new set of regulations covering all flight operations throughout the European Union. The rules were expected to be finalized this month, but completion of the non-commercial rules has now been delayed until the end of 2012. The rules of most interest to NBAA Members are those pertaining to "complex motor-powered aircraft" used in non-commercial operations. This covers all aircraft over 12,500 pounds maximum takeoff weight; turbojet powered aircraft; or multi-engine turboprop aircraft. These rules will contain a number of new requirements for operators, such as the need to implement a safety management system. Learn More.
Despite protests and threats by the European Union's trading partners, the EU Emissions Trading Scheme (EU-ETS) is now a reality, and operators must comply with its requirements. "If you're doing one applicable flight to the EU a year, then you're captured by the system and must comply," said Adam Hartley, a regulatory expert with Universal Weather & Aviation, in a recent edition of the NBAA Flight Plan podcast. Many international operators were already tracking their carbon emissions for reporting and verification. Now, they must set up a carbon registry account, for trading carbon credits. Learn more about EU-ETS compliance and hear the podcast.
Shannon Airport is more than an important access point for Ireland and a convenient pre-clearance point for entry into the United States. "Shannon Airport is an uncongested airport," said, Joe Buckley, airport Business Development Manager. "You can leave the terminal and be at your desk within 10 minutes." Local officials, who are working to increase the presence of business aviation at the airport, understand the economic value of business aviation activity. In 2010, companies using Shannon generated over 3 billion euros in revenue, with 600 million euros returned to the community surrounding the airport. Learn more.
The decision by U.S. Customs and Border Protection to ease restrictions on the use of auxiliary power units (APUs) during radiation screening of business aircraft is already leading to faster pre-clearances at Ireland's Shannon Airport (EINN). The new APU policy followed nearly two years of work between NBAA and CBP to find ways to expedite pre-clearances. "We appreciate the hard work from NBAA to make this change happen," says Joe Buckley, Business Development Manager at Shannon. "It really is a fantastic achievement for NBAA as a representative in the industry." Learn more.
As part of the transition to Mode S, NATS radars were configured so that Mode S equipped aircraft would respond with both a Mode S and a Mode A/C reply as a failsafe to protect against possible transponder anomalies. However, this configuration places the radio spectrum under much greater strain increasing the risk of corruption or reduced detection and it causes a number of false targets to be presented to controllers. In response, NATS has started to reconfigure its radars so that Mode S equipped aircraft will only respond to Mode S interrogations. This will be completed by December 31, 2011. View the UK NATS Mode S Interrogation Pattern Operator Fact Sheet (173 KB, PDF)
A report last month from Eurocontrol shows that as the European economy is recovering, businesses there are starting to fly again. Eurocontrol's analysis shows the number of 2010 business flights in Europe rose by 5.5 percent over 2009 – travel that largely takes place among small and mid-sized communities. The value of business aviation in serving communities with little or no airline service is one of the main themes of the No Plane No Gain advocacy campaign, which is jointly sponsored by NBAA and the General Aviation Manufacturers Association. Learn more.
Many flight departments that had previously flown in the U.S. only are starting to see destinations whose ICAO identifiers do not begin with “K.” “Flying to Europe is not particularly complex,” said Nancy Pierce, a business consultant for Jeppesen. “But there are specific operational requirements, regulations and potential ‘gotchas' for flying to Europe that flight crews and schedulers need to be aware of well before engine start.” Learn more.
In Europe, EU-OPS and other state regulations require that some non-precision approaches be flown using the continuous descent final approach (CDFA) technique. In support of these CDFA procedures, Jeppesen is replacing previously charted minimum descent altitude (“MDA(H)”) minima with decision altitude (“DA(H)”) minima on non-precision approach procedures. Unlike DA(H) minima published on an ILS, LNAV/VNAV or LPV procedure, the DA(H) minima for the subject non-precision approaches do not provide an allowance for momentary altitude loss during the transition to the missed approach climb. Therefore, when a DA(H) is shown on a non-precision approach chart, it is critical to safety that crews account for loss of altitude in order to avoid descent below the published DA(H). Review the notice.