The Voice for Business Aviation in Europe
Annual Review
2014-2015
Business Aviation in Europe:
State of the Industry 2015
Done in collaboration with
www.wingx-advance.com
www.amstatcorp.com
www.eurocontrol.int
CONTENTS
03
04
Introduction
Overview
• What is Business Aviation?
05
• Sub-divisions of the Definition
The European Business Aviation Association
• EBAA Representativeness of the Business Aviation Industry
07
08
09
10
11
12
• EBAA Membership 1996-2014
State of the Industry
• Economic Outlook
• Traffic Analysis
• The European Fleet
• Activity Trends by Aircraft Types
• Business Aviation Airports
• Business Aviation and Safety
A Challenging Industry
• Challenges from the Inside
1.Means of Booking a Business Aviation Flight
13
2.Positioning Flights
3.Fleet Growth Vs Traffic
• Challenges from the Outside
14
15
1.Fuel Prices
2.Route Charges
3.Taxes
Revenue per Flight Indicator
16
18
2
Looking Ahead: Projects for 2015
• Description of Projects
EBAA Members (as of 1 April 2015)
INTRODUCTION
In our last annual review, looking back at 2013,
we concluded that 2014 would be a defining
moment for Business Aviation. In the first half
of the year, we saw four consecutive months of
growth – a breath of fresh air following the years
characterised by recession. We were hoping
to see that the economic storm was over so
we could all sail ahead onto smoother waters.
Some pundits were prompted to celebrate,
rather hastily, the end of the recession and the
beginning of a new era of slower, but hopefully
long-lasting, growth. But the choppy results that
followed tempered some of that enthusiasm, and
we finally ended the year with a meagre growth
percentage of 0.7 (i.e. half of the Secretariat’s
prediction). Only now can we say that 2014 was
in fact a defining year: it wiped the slate clean
so that we can start again at zero (point seven).
The whole Business Aviation sector is still doing
all it can and crossing its fingers in the hope that
this respite will gain momentum and officially
kick off a new, more positive, cycle for 2015 and
beyond. If no earth-shattering events were to
happen in Europe this year, Business Aviation
should be the first to benefit from some economic
stability. But let’s remain on the safe side, any
growth outpacing 1, possibly 1.5%, should be
seen for what it really is: a major achievement
considering where we are coming from.
We shouldn’t overlook other signals from the
market either. Whilst immune to schadenfreude,
it can help to put things in perspective, to add
context, by looking at the recent results of other
sectors in the air transport sector. In terms of
movements, network carriers didn’t do as well
as Business Aviation; they basically saw a stall
in supply (+0.2%). In fact, with the notable
exception of low-cost carriers (+6.5%), all the
Rodolfo Baviera
Chairman
Annual Review 2014-2015
other sub-sectors were worse off than in 2013
(cargo was -0.5%, and charters plummeted
at -9%). While times remain challenging for all
forms of transport, we shouldn’t forget that in
many ways, Business Aviation has fared, and
continues to fare, better than most of its air
transport peers.
Nonetheless, Business Aviation has work to
do if it wants to reach the heights it has been
anticipating since the aftermath of the 2008
financial crisis. In March last year, the EBAA set
sail on a new approach for its activities on behalf
of its 500+ members, considerably altering the
Association’s traditional working method, with
the aim of injecting added-value into the sector.
A number of new initiatives have already been
embarked upon, and 2015 will see several
of them coming into fruition. Some of these
initiatives are centred on core operational
needs, such as fair access to ground and air
infrastructure, and obtaining the skills and talent
necessary to run the industry; others focus
on ensuring safer, greener, and more efficient
operations that run harmoniously with other
players in the air transport ecosystem; and
others lean towards ensuring that the industry’s
reputation, particularly in European policy and
business circles, is positive and based on good,
solid information.
Since the impact of Business Aviation is often
greater than many perceive, the EBAA and the
entire industry are pulling together the resources
to find necessary solutions and demonstrate
the value of Business Aviation. The EBAA is
investing around € 1m in projects and initiatives
for 2015, because more than ever Business
Aviation means business.
Brian Humphries
President
Fabio Gamba
CEO
3
OVERVIEW
What is Business Aviation?
Despite there being no official definition
for Business Aviation, one definition by the
International Business Aviation Council
(IBAC) is generally accepted:
Business Aviation is the ‘sector of aviation
which concerns the operation or use of aircraft
by companies for the carriage of passengers or
goods as an aid to the conduct of their business,
flown for purposes generally considered not for
public hire and piloted by individuals having, at
the minimum, a valid commercial pilot license
with an instrument rating.’
Sub-divisions of the Definition
IBAC also identifies three sub-divisions that
collectively make up Business Aviation. These
sub-divisions are not actively promoted on
their own, but they may be used by regulatory
authorities and others for specific requirements,
provided that the complete definition of Business
Aviation is also made available.
Sub-division 1:
Business Aviation – Commercial
The commercial operation or use of aircraft by
companies for the carriage of passenger or
goods as an aid to the conduct of their business
and the availability of the aircraft for whole
aircraft charter, flown by a professional pilot(s)
employed to fly the aircraft.
Sub-division 2:
Business Aviation – Corporate
The non-commercial operation or use of aircraft
by a company for the carriage of passengers
or goods as an aid to the conduct of company
business, flown by a professional pilot(s)
employed to fly the aircraft.
4
Sub-division 3:
Business Aviation –
Owner Operated
The non-commercial operation or use of aircraft
by an individual for the carriage of passengers
or goods as an aid to the conduct of his/her
business.
Sub-division 4:
Business Aviation –
Fractional Ownership
The operation or use of aircraft operated by an
entity for a group of owners who jointly hold
minimum shares of aircraft operated by the entity.
Fractional Ownership operations are normally
non-commercial; however, the operation of the
aircraft may be undertaken as a commercial
operation in accordance with the AOC held by
the entity.
THE EUROPEAN BUSINESS AVIATION ASSOCIATION
The European Business Aviation Association
(EBAA) is a non-profit association, founded
in 1977 and based in Brussels, Belgium. Its
543 member companies span all aspects of
the Business Aviation sector in Europe and
elsewhere. The EBAA’s aim is to promote
excellence and professionalism amongst its
members and to ensure that Business Aviation
is properly recognised as a vital sector of
the European Economy. EBAA represents
corporate operators, commercial operators,
manufacturers, airports, fixed-base operators,
and Business Aviation service providers.
EBAA Representativeness of the Business Aviation Industry
The industry is composed of, and shared
between, large and well-equipped Business
Aviation operators (with a fleet of 10 or more
aircraft) and small companies (with less than
5 aircraft). EBAA sees its representativeness
increase with company size; therefore the
operators with a fleet of 10 or more aircraft are
well represented throughout EBAA’s activities
(EBAA represents 71% of European operators
with 10 or more aircraft).
EU 28 operators
with 10 or
more aircraft Non-EBAA
29%
EBAA
71%
fig 1
EBAA Membership 1996-2014
Evolution
of BusAv
Operators
60%
50%
40%
30%
20%
10%
0%
-10%
2005
2006
2007
2008
2009
Number of operators
Note: this chart includes piston aircraft and bizliner jets
In general, EBAA has been steadily growing
since the late 1990s, and especially since
the early 2000s. This is clearly linked with the
beginning of the annual European Business
Annual Review 2014-2015
2010
2011
2012
2013
Growth
Source: WINGX /EBAA I fig 2
Aviation Convention and Exhibition (EBACE),
and the obligation for exhibitors to affiliate
themselves to one of the two organisers (EBAA
or the US-equivalent, NBAA).
5
THE EUROPEAN BUSINESS AVIATION ASSOCIATION
Total EBAA
members
600
500
400
300
200
100
0
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
fig 3
Example: in 10 years – from 2000 to 2010 –EBAA
almost quadrupled its number of members,
breaking the ceiling of the 400 mark in 2010,
followed immediately after by another landmark
momentum – the 500 mark, and that in the midst
of the perfect storm!
Generally, it is remarkable to see that since
2009 and the global financial crisis, EBAA’s
membership continues to climb, which is a
good sign for the future.
543
MEMBERS
66
COUNTRIES
fig 4
6
STATE OF THE INDUSTRY
Economic Outlook
EU 28 GDP
Growth
3.4%
4%
3%
3.1%
2.5%
2.1%
2%
1%
0%
-1%
2004
2005
0,0%
0.5%
2.0%
2006
2007
2008
1.3%
1.7%
-0,4%
2009
2010
2011
2012
2013
2014
-2%
-3%
-4%
-4,4%
-5%
fig 5
According to the European Commission’s 2014
winter forecast: “The pace of the recovery
remains slow as Europe continues to struggle
to leave the legacies of the crisis behind it.
Economic growth remains also weighed down
by unfinished macroeconomic adjustment and
sluggish implementation of reforms, as well as
long-standing weak growth trends. Moreover,
uncertainty about the geopolitical situation,
commitments to future policy initiatives and
EUR - USD
energy-price developments have gained
importance in 2014. While private consumption
has been the main engine of growth in the current
recovery, investment has failed to recover and
exports have done little to support growth. The
economic recovery in the EU and the euro area
is therefore expected to have lacked momentum
in 2014, with annual GDP expected to have
increased by respectively 1.3% and 0.8%.”
1.45
1.4
1.35
1.3
1.25
1.2
1.15
1.1
1/2/2013
3/2/2013
5/2/2013
7/2/2013
9/2/2013
11/2/2013
1/2/2014
3/2/2014
5/2/2014
7/2/2014
9/2/2014
11/2/2014
fig 6
New developments have occurred that are
expected to brighten in the short term the EU’s
economic outlook that would otherwise have
deteriorated since the autumn. Oil prices have
declined sharply, the euro has depreciated
noticeably, the European Central Bank (ECB) has
decided to expand the size and composition of
its outright asset purchases by adding sovereign
bond purchases, and the European Commission
has presented its Investment Plan of €315 billion
in the next three years. Details of the Aviation
Annual Review 2014-2015
Package, under its plan, are yet to come.
The strengthening of the U.S. dollar against the
euro is having a mitigated but significant impact
on Business Aviation operational costs. Indeed,
while some operational costs priced in U.S.
dollars are becoming relatively more expensive,
the value of aircraft already present in fleets
have followed the same pattern and it is now
more and more interesting for owners to divest
their asset to get the immediate gains provided
by this strengthening of it.
7
STATE OF THE INDUSTRY
Traffic Analysis
Average
monthly growth
(vs. previous year)
40%
30%
20%
10%
0%
-10%
-20%
2005
Charter
2006
2007
2008
All-Cargo
2009
2010
2011
Business Aviation
2012
2013
Lowcost
2014
Traditional Scheduled
fig 7
Here in figure 7, you’ll see Business Aviation
departures (in magenta) over the past ten years
compared with other air transport modes. Note
the interesting trends:
• Cargo, network carriers, and Business
Aviation follow roughly the same pattern,
with Business Aviation taking the lead,
even if only slightly;
• Low Cost Carriers are on a different planet.
Even during the crisis in 2009-2012 they
continued to expand;
• Charter airlines (Monarch, TUI, or Thomas
Cook) follow a reverse trend. They
expanded whilst the rest of the industry
was experiencing serious troubles in 2012,
and contracted immediately after when
things were clearly on the mend for the
rest. Supply in 2014 nosedived to -9%!
The second thing this chart shows is that
departures, while an interesting KPI as a unique
measure, gives very little practical information.
For instance, the Association of European
Airlines (AEA) announced that its Revenue per
Passenger per Kilometre in 2014 jumped 4.4%,
while movements based on departure grew only
0.1%.
Let’s keep that in mind when taking the pulse of
the Business Aviation industry.
The European Fleet
9%
3,500
8%
3,000
N° Aircraft
6%
2,000
5%
1,500
4%
3%
1,000
2%
500
0
Fleet Growth
7%
2,500
1%
2010
2011
2012
Existing
New
2013
2014
0%
fleet growth (YoY %)
fig 8
8
STATE OF THE INDUSTRY
Another interesting statistic relates to the
European Business Aviation Fleet. European
Business Aviation is seeing a stop to the decline
in growth witnessed during the last 4 years (from
8 to 2%), and is heading back to where it was in
2012. A 5.5% increase is more than robust, and
was unexpected. With 152 aircraft delivered in
2014, the European fleet maintains its position
as the second biggest in the world, equivalent to
around 18% of the total global fleet. It is still far
behind the U.S., and it is within reaching distance
by Latin America, which comes in at third largest.
As a side note to the insight pulled from the
graph here, but relevant (and interesting) to
note: if we do a combined reading of Airbus,
Boeing and EUROCONTROL 2014 numbers* of
the legacy carrier industry, the European legacy
carrier fleet represents “only” around 4 000
aircraft. Compared to the European Business
Aviation fleet, with its 3 300 aircraft, the gap is
surprisingly small, and doesn’t stand up to the
widely-held belief that Business Aviation is a
small industry that sits “at the margin” of the air
transport sector.
(*Boeing Current Market Outlook 2014–2033, Airbus Global
Market Forecast 2014-2033, EUROCONTROL)
Activity Trends by Aircraft Types
2005
68.242
55.257
Midsize Jet
25.306
40.366
Super Midsize Jet
+5,6%
-19,0%
+31,2%
120.759
105.073
Light Jet
40.257
28.317
Entry Level Jet
3
34.716
Overall, in 10 years, movements
measured by departures expanded
12%. That is probably what would have
been seen on a per year basis a decade
ago, but that was a different era, and
that was logically unsustainable. If
Business Aviation remembers where it
has come from (12%, or an average of
1.2% of traffic growth per year), then it
is not at all negligible.
+59,5%
51.392
67.403
Super Light Jet
Turboprop
+274,9%
100.227
105.852
Heavy Jet
Very Light Jet
2014
15.678
58.773
Ultra Long Range
Growth in the market clearly comes
from the ultra long-range segment
(+275%!), the super midsize jets
(Falcon 2000, Gulfstream G450 and
the super light jet (Citation XLS, Lear
35 and 40). The segment suffering
the most is clearly the entry level jets,
although this is more than tempered
by the very promising, even though
somewhat overdue, results of Very
Light Jets (Diamond, Eclipse and
smaller Phenoms).
-13,0%
-29,7%
+1.157.100,0%
173,461
171,198
The part to remember here is that the
heavy jets segment is now, and for the
first time ever, the segment that is the
most used in Europe – more than light
jets, with the exception of the work
horse of the industry, the turboprop,
which is now in slight decline.
-1,3%
fig 9
Annual Review 2014-2015
9
STATE OF THE INDUSTRY
Business Aviation Airports
Top-10 BusAv
Airports Average
Daily Departures
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0
Paris
Geneve
Le Bourget Cointrin
Nice
2009
London/
Luton
2010
Moskva/
Vnukovo
2011
Zurich Farnborough Milano
CIV
Linate
2012
2013
Roma
Ciampino
Wien
Schwechat
2014
fig 10
Regarding departures from the top-10 airports
over the last six year, the result is mixed. Nice,
Luton and Farnborough are in growth mode,
and have been for the last five years. For the
top-two airports, the trend is more difficult
to grasp. Le Bourget has yo-yoed year in
year out, but 2014 ended on a positive note.
This is unfortunately not the case of Geneva,
the second biggest airport, where traffic has
continued to decline since 2011. Zurich finds
itself in a similar configuration. Is there a Swiss
case?
10
Similarly the two major Italian airports have
witnessed a continuous decline in movements;
however, last year they recorded their first
growth years in five years, which bodes well for
the future.
If major Business Aviation airports don’t reflect
the positive trends witnessed in other KPIs, then
where do operators fly to and from? The answer
is relatively straightforward: “somewhere else”.
This means airports that are not in the top-10. So
Business Aviation is likely to see some changes in
the list in the months and years to come.
STATE OF THE INDUSTRY
Business Aviation and Safety
Number of
Fatal Accidents
of EASA and Thirdcountry Registered
Business Aviation
Aeroplanes
19
19
17
18
14
9
8
1
2005
7
3
2006
1
2007
2
2
2008
2009
5
1
2010
8
7
2011
2
2012
1
2013
EASA MS registered
Third Country registered
Linear (EASA MS registered)
Linear (Third Country registered)
2
2014
fig 11
The trend for Business Aviation safety is markedly
positive. In 10 years, with traffic expanding (even if
only slightly), European Business Aviation overall
has maintained its very robust safety record with
the number of fatal accidents sitting at an average
of two per year. The other news is that in the rest
of the world, despite a poor 2014 with 18 fatal
accidents, there is a downward trend (just under
11 fatal accidents on average per year today –
where 10 years ago the number was 14). That’s still
11 too many of course, but if the trend achieved
between 2011 and 2013 could be reiterated over a
longer period, that would be a major achievement.
Annual Review 2014-2015
Hopefully the new TCO (Third Country Operators
Regulation, imposed by EASA and MS on any
foreign-registered aircraft flying to the EU) will
contribute to keep that trend even lower.
The point to highlight here is, despite 201415’s news headlines of dark days in aviation
safety, which have made a strong impression
on people, Business Aviation cannot be
considered as having poor safety records and
reputation. This is particularly important to
remember at times like these.
11
A CHALLENGING INDUSTRY
Like any industry living in a constantly evolving
economic world, Business Aviation faces many
challenges. On the one hand, Business Aviation
is an industry that is characterised as separate
from other kinds of aviation through its own
singularities; on the other hand, however, it
faces the same global challenges that every
economic entity knows.
Challenges from the Inside
Means of booking a business aviation flight
10%
Share of
addressable
market
40%
60% OF
THE MARKET
COVERED BY
BROKERS
Large brokers
Small brokers
48%
Online brokers
Direct (operator)
2%
fig 12
Only 40% of Business Aviation passengers
book their flight directly via the operators. So
far so good. After all, this figure is even smaller
for airlines. But what airlines have that Business
Aviation doesn’t are Global Distribution Systems
(GDSs), the running costs of which are only a
tiny, almost insignificant fraction of the final fare
due to the volume generated.
Nothing of the sort for Business Aviation. Only
2% of the deals are made online. The remaining
58% are booked by brokers – ranging from the
self-employed broker with a computer and a
phone (90% of the deals), to the well-established
broker company employing more than 10 people.
Of course brokers are essential in bringing deals
to operators, but this has a cost.
Positioning flights
Average
positioning
flights
46%
44%
42%
40%
38%
36%
34%
2012
2013
2014
fig 13
Despite a surge in 2014, which remains
unexplained, the trend in positioning flights is
still downwards. Business Aviation has managed
to decrease empty aircraft by 5% over the last
three years (if we remain enthusiastic that the
last trimester was an isolated blip in an otherwise
decreasing trend).
12
At around 39% though, this is still quite
significant. Unless operators can reach, and
eventually get under the 1/3 (33%) mark, this
will continue to weigh heavily on their operations
and fares.
A CHALLENGING INDUSTRY
Fleet growth vs traffic
20%
15%
10%
5%
0%
-5%
-10%
-15%
-20%
2005
2006
2007
2008
2009
Fleet Growth
2010
2011
2012
2013
2014
Traffic Growth
fig 14
The Business Aviation fleet expansion is without
a doubt a good thing; it surely is for the OEMs
and the managing companies. However, overall
for the sustainability and margins of the sector
this is more questionable, especially if the fleet
grows faster than the traffic (demand). This
would lead to a form of overcapacity – supply
outweighing demand. On average, it means that
the asset is used less, while its depreciation
remains (almost) unchanged compared to a
scenario where the aircraft would be used
intensively.
Challenges from the Outside
Full prices
Jet A1
Evolution
€ 2.80
€ 2.60
€ 2.40
€ 2.20
€ 2.00
€ 1.80
€ 1.60
€ 1.40
€ 1.20
€ 1.00
2010
2011
2012
2013
2014
fig 15
The price per gallon has literally collapsed. It
was at an all-time high of € 2.4 per gallon in late
2012, and fell to the current € 1.45 per gallon
today. That’s a drop of 40% (!). The result for
Business Aviation operating costs is, at least
for a period of time, a slashing by half of 21% of
our operating costs. And this happened almost
Annual Review 2014-2015
overnight (in fact, it took less than six months to
unfold). So the equivalent is 10.5% of the total
operating costs removed.
All things being equal, this alone could have
easily been the best news the industry has
received in these challenging times.
13
A CHALLENGING INDUSTRY
According to the European Commission,
the oil price fall should stimulate activity...
The recent steep fall in oil prices should provide a boost to EU GDP over the forecast horizon but
will further depress headline inflation this year. The decline in oil prices is substantial and market
expectations suggest an only gradual rebound. Lower oil prices over the forecast horizon are
expected to benefit EU real GDP growth by raising the real disposable income of households
and by widening corporates’ profit margins. Higher real incomes and profits should also help
households and firms to service their debt and continue deleveraging, provided that, as it is
assumed in this forecast, the fall in oil prices does not lead to second-round effects on income
and wages and a subsequent increase in the real debt burden. However, with nominal interest
rates close to zero, central banks have limited options to prevent an unwarranted increase in real
interest rates. This should lessen the positive impact of the oil price fall to some extent.
Route Charges
Route
charges
+ 8.4% since 2010
€ 148,000,000
€ 144,000,000
€ 142,000,000
€ 140,000,000
€ 138,000,000
€ 136,000,000
€ 134,000,000
€ 132,000,000
€ 128,000,000
2010
2011
2012
2013
2014
fig 16
Route charges have increased by 8.4% in 5
years, in the face of the Single European Sky
(SES) and the Functional Airspace Blocks
(FABs) that are anything but functioning (or
fabulous). Germany took the lead in unilaterally
increasing its charges last year; and in total, the
sector paid € 145m for 2014. That’s a significant
amount, and one that is difficult to justify.
The good news, though, is threefold. First,
it is getting more and more difficult for Air
Navigation Service Providers (ANSPs) to
increase charges as they see fit. Despite serious
setbacks and continuous postponements,
the Single European Sky 2+ package (SESII+)
has managed to establish a complex network
14
of obligations that are incumbent on Member
States and ANSPs, and that should seriously
hamper their natural, quasi monopolistic
propensity to require more for the same service.
Second, related to the route charge cost per
unit, which is relatively stagnant, a big chunk
of the increase here is due to the increase in
traffic. Per movement, the average cost per
flight remains below the € 100 mark (unit rate
is close to € 5.5).
Finally, ATM costs are worth only a small
fraction of Business Aviation operating costs,
around 3%, so subtle variations are unlikely to
have a substantial impact on operating costs.
A CHALLENGING INDUSTRY
Taxes
Tax
€ 80,000,000
ETS
€ 70,000,000
€ 60,000,000
€ 50,000,000
€ 40,000,000
€ 30,000,000
€ 20,000,000
€ 10,000,000
€0
2010
2011
2012
2013
2014
fig 17
The taxes have been calculated by taking on
board the EU ETS, which can be considered
as a form of tax. The increase or decrease is
mostly due to the varying traffic pattern, but not
entirely. Last year, an increase of 9.3% in taxes
was seen, far outpacing Business Aviation
traffic growth.
Together, these taxes (regular and EU ETS)
represent slightly less than 1% of Business
Aviation operating costs. This may seem
negligible; but, unlike charges, taxes (mostly
collected through ‘per passenger’ duties, like
in Germany, Italy, or the UK to name but a few
countries) have nothing to do with the activity of
the sector (charges are a different matter). Taxes
are completely unproductive, in that they are not
used by and for the sector. Needless to say, they
come on top of the taxes any corporation, or
operator, pay on its activity (VAT, earnings, etc.).
Revenue per
Flight Indicator
160%
RpF
2005 = 100
150%
140%
130%
120%
110%
100%
90%
2005
2006
2007
2008
The Revenue per Flight indicator (RpF) is a
composite indicator that captures the benefits
and the gains that our industry factors in.
We notice that, the profitability of Business
Aviation follows the same path as the rest of the
economy. From one very factual perspective
we can explain this pattern due to the fact that
the cost of operations increased relatively less
than the hourly rates. But this is forgetting the
essence of Business Aviation, which is that
Annual Review 2014-2015
2009
2010
2011
2012
2013
2014
Business Aviation is nothing less than aviation
for business! The sole transport industry that is
defined and tailor-made to meet the transport
needs of industries and business people for
whom flexibility, time-gain, and access are
key elements for their business, especially
in today’s hyper-competitive environment.
Business Aviation is more and more the unique
transport mode that provides them with these
benefits
15
LOOKING AHEAD: PROJECTS FOR 2015
Government
Industry
Public
The EBAA has identified the main
challenges for Business Aviation as an
industry and will continue working hard on
its traditional activities as an Association.
In addition, and in response to the
industry’s concern about ‘misperception
or negative perception’ of Business
Aviation, the EBAA has sketched out a
3-year strategy to focus on integrated
initiatives and better communication
with four stakeholder groups: Industry,
Government, Public, and Current and
Potential Customers.
Cu
r re
nt &
Potential Custo
Description of Projects
me
rs
fig 18
Flight Duty and Time Limitations (FTL)
Audience: Government
What:
Demonstrate that the fatigue pattern of Business Aviation pilots in
commercial operations differs from that of ‘routine’ pilots.
Why:
To advocate for a tailor-made FTL system for Business Aviation operations.
How:
Deliver a scientific study assessing the fatigue pattern of Business
Aviation pilots
Augmented Approach to Land (AAL)
Audience:Government
What:
Maintain or increase access of Business Aviation to major hubs in Europe
by demonstrating advanced landing procedures including interoperability
between technologies such as SBAS and GBAS.
Why:
To position Business Aviation as a key player to consider when developing
landing procedures.
How:
Take part in the consortium responsible for this SESAR Joint Undertaking
project led by Netjets as coordinator.
Localiser Performance with Vertical Guidance (LPV)
Audience:Industry
What:
Augment network accessibility by deploying GPS approaches (LPV) at
selected regional airports (selected 100).
Why:
To multiply the opportunities for Business Aviation to land in all weather
conditions in secondary/tertiary airports.
How:
Partner with the European GNSS Agency (GSA) to address the different
key success factors in deploying LPV.
Non-compliant Flights
Audience:Industry
What:
Assess, understand, and address non-compliant activities in Europe.
Why:
To provide decision makers with tangible facts on non-compliant flights.
How:
Disseminate the results of the study assessing the breadth and depth of
non-compliant activities in Europe.
Value of Business Aviation
Audience: Government and Business
What:
Demonstrate the economic impact of the Business Aviation sector on the
16
LOOKING AHEAD: PROJECTS FOR 2015
Why:
How:
European economy.
To update the existing figures, which date back to 2009, giving us the
foundation facts to demonstrate the case for Business Aviation.
Contract consulting company to perform the analysis and produce the
report.
Skills Shortage
Audience:Public
What:
Analyse the shortage of skills in Business Aviation.
Why:
To propose recommendations to fill the gaps, based on solid analysis of
the current situation.
How:
Contract consulting company to perform the analysis.
E-CASE
Audience:Industry
What:
Create a safety data repository for members to access relevant information
and analysis in real time.
Why:
To accompany the Business Aviation sector in complying with occurrence
reporting legislation entering into force in fall 2015.
How:
Partner with an IT company to deliver the system.
Runway Performance
Audience:Government
What:
Extend the landing factor for CAT operations from 60 to 80% without
impacting safety.
Why:
To advocate for a CAT legislation that is in line with NCC legislation.
How:
Deliver a scientific study assessing the safety impact of extending the
landing factor for CAT operations.
Perception Audit
Audience: Government and Business
What:
Collect and analyse the views of Government and current/potential
users (key EBAA audiences) to gain deeper insight into the perception/
reputation of Business Aviation, especially relating to specific project
topics.
Why:
Mitigate the current perception of Business Aviation.
How:
Deliver a study portraying the views of governments and users.
RETROSPECTIVE EBACE 2014
Looking back to last year’s event, here are some key numbers :
13 256 Delegates
499 Exhibitors – one of the highest numbers in the show’s 14-year history!
56 Aircraft showcased
2 276 Spaces reserved
HIGHLIGHTS:
Frank Brenner, Director General, EUROCONTROL
André Kudelski, Vice-Chairman of Aéroport International de Genève;
Chairman and CEO, Kudelski Group
Roland Werner, State Secretary of Transport, Saxon State Ministry for Economic Affairs,
Labour and Transport
Annual Review 2014-2015
17
EBAA MEMBERS (as of 1 april 2015)
Full Members (alphabetical)
ABELAG, SA
Belgium
ABS JETS, j.s.c.
Czech Republic
ACROPOLIS AVIATION Ltd.
United Kingdom
AERO-DIENST GmbH & Co. KG
Germany
EFS - EUROPEAN FLIGHT
SERVICE
Sweden
ELIT’AVIA d.o.o.
Slovenia
K-AIR Srl
Italy
SUNDT AIR A/S
Norway
LANDMARK AVIATION
France
SW BUSINESS AVIATION Ltd.
Azerbaijan
LONDON CITY AIRPORT JET
CENTRE, Ltd.
United Kingdom
SWISS JET AG
Switzerland
EUROFLY SERVICE, SpA
Italy
LONDON EXECUTIVE
AVIATION
United Kingdom
EXECUJET AVIATION GROUP
Switzerland
LUXWING Ltd.
Malta
EXECUTIVE AIRLINES, SL
Spain
MALETH AERO LIMITED
Malta
FAI - RENT-A-JET AG
Germany
MASTERJET GROUP
France
FLAIRJET Ltd.
United Kingdom
MEDAVIA, Co. Ltd.
Malta
AIR INDEPENDENCE GmbH
Germany
FLYING SERVICE, NV
Belgium
METROJET LIMITED
Hong Kong
AIRFIX AVIATION Ltd.
Finland
G5 EXECUTIVE, AG
Switzerland
MHS AVIATION GmbH
Germany
AIRLEC AIR ESPACE
France
GAINJET, SA
Greece
MJET GmbH
Austria
ALBINATI AERONAUTICS SA
Switzerland
GAMA AVIATION Ltd. &
GROUP COMPANIES
United Kingdom
NETJETS EUROPE
United Kingdom
AEROVISION
France
AIR ALSIE, A/S
Denmark
AIR CHARTER SCOTLAND Ltd.
United Kingdom
AIR HAMBURG
FTVERKEHRSGESELLSCHAFT
mbH
Germany
ALMAJET
France
ALPHA STAR AVIATION
SERVICES
Saudi Arabia
GENEL HAVACILIK AS
Turkey
GESTAIR SA
Spain
AMIRA AIR GmbH
Austria
GLOBAL JET CONCEPT, SA
Switzerland
AMJET EXECUTIVE SA
Greece
GLOBEAIR AG
Austria
ARCUS EXECUTIVE AVIATION
Switzerland
GROSSMANN JET SERVICE
spol. s r.o.
Czech Republic
ASTONJET
France
BALTIC JET AIRCOMPANY, Ltd.
Latvia
BUSINESS JET
MANAGEMENT GmbH
Austria
CAPITAL JETS
Russian Federation
CAT AVIATION, AG
Switzerland
COMLUX MALTA Ltd.
Malta
DALIA AIR
Morocco
DASSAULT FALCON SERVICE
France
DC AVIATION GmbH
Germany
18
E-AVIATION - EFD EISELE
FLUGDIENST GmbH
Germany
GRUP AIR-MED SA
Spain
HERMES EXECUTIVE
AVIATION LIMITED
Virgin Islands, British
NOMAD AVIATION AG
Switzerland
NORTH FLYING A/S
Denmark
ORION (MALTA) Ltd.
Malta
PANAVIATIC AS
Estonia
PANJET (PAN AVIATION)
Turkey
PREMIER AVIA
Russian Federation
PREMIUM JET
Switzerland
PRIVAJET
Malta
HYPERION AVIATION Ltd.
Malta
PRIVATAIR, SA
Switzerland
IVORY JET SERVICES
Djibouti
QATAR EXECUTIVE
Qatar
IXAIR
France
RIZON JET UK LIMITED
United Kingdom
JET AVIATION BUSINESS
Spain
ROYAL JET LLC
United Arab Emirates
JETS, AG
Switzerland
SAUDIA PRIVATE AVIATION
Saudi Arabia
JETFLITE Oy
Finland
SKYWORK EXECUTIVE AG
Switzerland
JETFLY AVIATION SA
Luxembourg
SUN-AIR OF SCANDINAVIA A/S
Denmark
TAG AVIATION (UK) Ltd.
United Kingdom
TAG AVIATION, SA
Switzerland
TARKIM UCAK BAKIM
ONARIM VE HAVACILIK AS
Turkey
TIRIAC AIR, SRL
Romania
TOYO AVIATION
Romania
TYROLEAN JET SERVICES
Austria
UNIJET, SA
France
VISTAJET
LUFTFAHRTUNTERNEHMEN
GmbH
Austria
VOLDIRECT SAS
France
WINDROSE AIR JETCHARTER
GmbH
Germany
XCLUSIVE JET CHARTER
LIMITED
United Kingdom
Associate Members (alphabetical)
328 GROUP
Germany
AEROPORT PAU PYRENEES
France
AMAC AEROSPACE AG
Switzerland
AVIATION BROKER GmbH
Germany
3A MALTA LIMITED
Malta
AEROPORTS DE CATALUNYA
Spain
AB CORPORATE AVIATION
France
AEROPORTS DE PARIS
France
AMBIANCE PIERRE
ET GRANIT
France
AVIATION MANAGEMENT
SYSTEMS, Inc.
USA
ABACUS
Isle Of Man
AEROWORKS
INTERNATIONAL Co., Ltd.
Japan
AMSTAT Inc.
USA
AVIATION REGISTRY GROUP
Ltd. LLLP
USA
ABELAIR AVIATION Ltd.
Cyprus
ACASS
Canada
AES
AIRCRAFT ELEKTRO /
ELEKTRONIC SYSTEM GmbH
Germany
ACC COLUMBIA JET
SERVICE GmbH
Germany
AFFINITY MANAGEMENT
SERVICES (MALTA) LIMITED
Malta
ACH AIRCRAFT INTERIOR
France
AIR BP Ltd.
United Kingdom
ADLUX
Switzerland
AIR CHARTER SERVICE, plc
United Kingdom
ADSE CONSULTING &
ENGINEERING
Switzerland
AIR CULINAIRE WORLDWIDE
USA
ADVANCED AIR SUPPORT
France
ADVANCED JETS
USA
AEGIS CORPORATE
SERVICES LIMITED
Malta
AERO INTERNATIONAL c/o
JAHR TSV GmbH & Co. KG
Germany
AEROCREDO
Russian Federation
AEROEX GmbH
Switzerland
AEROLUX Ltd.
United Kingdom
AERONAUTICA (MALTA)
LIMITED
Malta
AERONAUTX
LUFTFAHRTSCHULE GmbH
Austria
AEROPORT
CANNES-MANDELIEU
France
AEROPORT COLMAR
HOUSSEN
France
AIR LINK INTERNATIONAL Ltd.
Ukraine
AIR SERVICE BASEL GmbH
Switzerland
AIR SUPPORT A/S
Denmark
AIR TOTAL INTERNATIONAL SA
France
AIRBUS CORPORATE JET
CENTRE
France
AIRBUS HELICOPTERS SAS
France
AIRBUS SAS
France
AIRCRAFT CORPORATE
SERVICES (MALTA) Ltd.
Malta
AIRCRAFT GUARANTY
FINANCIAL CORPORATION
USA
APOGEE OPERATIONS Ltd.
United Arab Emirates
APPLEBY
Isle Of Man
APRON AVIATION
Turkey
ARGOS VIP PRIVATE
HANDLING, Srl
Italy
ARINC DIRECT
United Kingdom
ASE GROUP
Morocco
ASISTIM GmbH
Germany
ASTER JETFUEL DMCC
United Arab Emirates
ATLANTIC AIR CHARTER
AND FLIGHT SUPPORT
SERVICES CORPORATION
Turkey
ATLAS CORPORATE
SERVICES LIMITED
Isle Of Man
ATR - AVIONS DE TRANSPORT
REGIONAL
France
AURORA AVIATION SA
United Arab Emirates
AVBUYER
United Kingdom
AIRSERVICE
BREMGARTEN GmbH
Germany
AVEX AVIATION EXPERTS AG
Switzerland
ALDOWALIYA AIR
Iraq
ALPARK
Switzerland
AEROPORT INTERNATIONAL
DU CASTELLET
France
ALTENRHEIN AVIATION Ltd.
Switzerland
Annual Review 2014-2015
AP
AERONAUTICAL
PROFESSIONALS
MALTA Ltd.
Malta
AIROPS SOFTWARE Ltd.
United Kingdom
AEROPORT D’AVIGNON
France
AEROPORT LYON-BRON
France
AMSTERDAM SOFTWARE
BV / FBO ONE
Netherlands
ALTITUDE AEROSPACE
INTERIORS LIMITED
New Zealand
AVIA GROUP Ltd.
Russian Federation
AVIA MALDIVES Pvt. Ltd.
Maldives
AVIABEL SA
Belgium
AVIAPARTNER L.L.C.
Russian Federation
AVIASTRA FLIGHT
CHARTER Ltd.
United Kingdom
AVIATION SERVICES
MANAGEMENT Ltd.
United Arab Emirates
AVIATION SPARES
AND REPAIRS Ltd.
United Kingdom
AVIATRAX Ltd. (MALTA)
Malta
AVIATRAX SA
Luxembourg
AVICON AVIATION
Pakistan
AVINODE
Sweden
AVJET ROUTING FLIGHT
SUPPORT
United Arab Emirates
AVOCET AVIATION UK Ltd.
United Kingdom
BACC - BUSINESS AVIATION
CENTRE COLOGNE GmbH
Germany
BAHCO - SNA EUROPE
[Deutschland]
Germany
BALDWIN AVIATION
USA
BANK CIC SUISSE SA
Switzerland
BANK OF AMERICA
MERRILL LYNCH
United Kingdom
BART INTERNATIONAL
Belgium
BBA AVIATION
USA
BBGA - BRITISH BUSINESS
AND GENERAL AVIATION
ASSOCIATION
United Kingdom
BEDEK AVIATION / AERO
HANDLING Ltd.
Israel
BERMUDA GOVERNMENT
Bermuda
BIZAV SERVICES Ltd.
Malta
BIZJET, SA
Switzerland
BLAKE TECHNICAL SARL
Switzerland
19
EBAA MEMBERS (as of 1 april 2015)
BLUM&GROB ATTORNEYS
AT LAW Ltd.
Switzerland
BOMBARDIER BUSINESS
AIRCRAFT
Canada
BOUTSEN AVIATION SAM
Monaco
BOUTSEN DESIGN SARL
Monaco
DRABPOL Sp. JAWNA
Poland
CHARTER GREEN LIGHT
Russian Federation
E-AVIATION SWISS Sagl
Switzerland
CHARTERSCANNER
United Arab Emirates
EAN AVIATION
Nigeria
CHECKPORT AVIATION
SECURITY
France
EBAA FRANCE
France
FINSERVE AVIATION
INSURANCE
Belgium
FLIGHT SUPPORT MALDIVES
Pvt. Ltd.
Maldives
FLIGHTFORCE SAM
Monaco
EBAA SWITZERLAND
Switzerland
FLIGHTSAFETY
INTERNATIONAL UK, Ltd.
United Kingdom
ECAIR AVIATION
France
FLIGHTSERVE UK Ltd.
United Kingdom
ECLIPSE
France
FLIGHTWORX AVIATION Ltd.
United Kingdom
BUILDAIR
Spain
CHEERFUL JET GROUND
SERVICE Co.,Ltd.
China
BUSINESS AND COMMUTER
AIRCRAFT
France
CHETCUTI CAUCHI
ADVISORS Ltd.
Malta
BUSINESS AVIACO PARTNER
LIMITED
Cyprus
CLARK RICKETTS LLP
United Kingdom
ELBIT SYSTEMS Ltd.
Israel
FLITELINE BV
Netherlands
CLYDE & Co LLP
United Kingdom
EMBRAER EXECUTIVE JETS
United Kingdom
FLY VICTOR LIMITED
United Kingdom
COLT INTERNATIONAL
Switzerland
EMCSI CORPORATE SERVICE
Ltd.
Malta
FLYGPRESTANDA AB
Sweden
BUSINESS AVIATION CLUB
Russian Federation
BUSINESS AVIATION
COMPANY Ltd.
Russian Federation
BUSINESS AVIATION SCHOOL
PARIS
France
BUTZBACH GmbH
INDUSTRIETORE
Germany
CABINET CHESNEAU
FISCHEL
France
CAE
United Kingdom
CAMILLERI PREZIOSI
Malta
CAMPOMORI - AVIATION &
LAW
Italy
CONSORCIO AVIATION SRL
Paraguay
CONTINENTAL JET SERVICES
United Arab Emirates
COREB
Switzerland
CORJET MAINTENANCE
Spain
CREDIT SUISSE AG
Switzerland
CRS JET SPARES
USA
CYBERJET SAS
France
D-JET
Switzerland
CARTER GREEN AEROSPACE
United Kingdom
DAHER-SOCATA
France
CARYS INVESTMENT GROUP
LIMITED
Virgin Islands, British
DAO AVIATION
Denmark
CAVENDISH TRUST
COMPANY LIMITED
Isle Of Man
CB VATAMERICA LLC
USA
CEDAR JET CENTER / MEAG
Lebanon
CEEVO - COMITE D’EXPANSION
ECONOMIQUE DU VAL D’OISE
France
CELEBI GROUND HANDLING,
Inc.
Turkey
CEMAIR Pty. Ltd.
South Africa
CERRETANI AVIATION GROUP,
LLC
USA
20
CESSNA AIRCRAFT - (UK)
United Kingdom
DASSAULT AVIATION
France
DB AVIATION CONSULTANCY
LIMITED
United Kingdom
DC AVIATION Ltd.
Malta
DELOITTE
Malta
DELTA AEROTAXI SRL
Italy
DEPARTEMENT
DE LA SEINE SAINT DENIS
France
EMD ADVISORY SERVICES
LIMITED
Malta
EMS - EUROPEAN
MAINTENANCE
SERVICE AB
Sweden
FOGLIZZO LEATHER Srl
Italy
FOKKER SERVICES BV
Netherlands
FRANKE CARE SYSTEM
GmbH & Co. KG
Germany
ENGEL&VÖLKERS AVIATION
Luxembourg
FREEDOM AIR, Ltd.
United Kingdom
EQUIOM
Isle Of Man
FREESTREAM AIRCRAFT, Ltd.
United Kingdom
ERCUIS & RAYNAUD
France
FUTURE FLIGHT SUPPORT
Saudi Arabia
ERMINI AG
Switzerland
G.OPS
France
EURO JET
INTERCONTINENTAL Ltd.
Czech Republic
GALLERY TO FLY
Russian Federation
EUROPAIR BROKER SA
Spain
EUROPEAN GNSS AGENCY
Belgium
EXCELLIUM LLC
Russian Federation
F. LIST GmbH
Austria
F.H. LAMBERT LIMITED
United Kingdom
FARNBOROUGH AIRCRAFT
INTERIORS
United Kingdom
FCG - FLIGHT CONSULTING
GROUP, Ltd.
Cyprus
DIAMOND HANGAR LIMITED
United Kingdom
FENECH & FENECH
ADVOCATES
Malta
DIEHL AEROSYSTEMS
Germany
FFF LEGAL
Malta
GANADO ADVOCATES
Malta
GAS GERMAN AVIATION
SERVICE GmbH
Germany
GATE GOURMET
SWITZERLAND GmbH
Switzerland
GBAA - GERMAN BUSINESS
AVIATION ASSOCIATION, e.V.
Germany
GE CAPITAL
Switzerland
GENERAL AERO COMPANY, Inc.
USA
GENERAL AVIATION SERVICE SL
Spain
GENEVA AIRPARK SA
Switzerland
GET INTO MALDIVES
TRAVELS Pvt. Ltd.
Maldives
GKN AEROSPACE SWEDEN
AB
Sweden
GLOBAL AVIATION BUSINESS
Andorra
GLOBAL FUEL
ESTABLISHMENT
Iceland
GLOUCESTERSHIRE AIRPORT
Ltd.
United Kingdom
GOLDAIR HANDLING, SA
Greece
GOODWILL PRIVATE JETS
France
GÖZEN AIR SERVICES
Turkey
GRACE JET
Bahrain
GREAT CIRCLE SERVICES AG
Switzerland
HADID INTERNATIONAL
SERVICES - (UAE)
United Arab Emirates
HAITEC AIRCRAFT
MAINTENANCE GmbH
Germany
HARRODS AVIATION Ltd.
United Kingdom
HAYWARD AVIATION, Ltd.
United Kingdom
HELIPARK GmbH
Germany
HFIS SARL
Switzerland
HONDA AIRCRAFT COMPANY
USA
HONEYWELL INTERNATIONAL
s.r.o.
Czech Republic
HORIZON SWISS FLIGHT
ACADEMY
Switzerland
HQ FOOD & BEVERAGE S.r.l.
Italy
HSF SAVUNMA HAVACILIK
Ltd. STI
Turkey
HUNT & PALMER PLC
United Kingdom
HYDREP, SA
France
IACOBUCCI HF AEROSPACE
SpA
Italy
IBAA - ITALIAN BUSINESS
AVIATION ASSOCIATION
Italy
ICM AVIATION
Isle Of Man
Annual Review 2014-2015
IDAIR GmbH
Germany
KEITAS SYSTEMS
France
MEYER AVOCATS
Switzerland
IFAERO
France
KENNEDYS AVIATION LLP
United Kingdom
IMPEX AVIATION CORP., Inc.
USA
KLM JET CENTER
Netherlands
MEYERLUSTENBERGER
LACHENAL
Switzerland
INFLIGHT DUBLIN Ltd.
Ireland
KUERZI AVIONICS AG
Switzerland
INMARSAT
United Kingdom
LEVANT AERONAUTICS
Cayman Islands
INNOVINT AIRCRAFT
INTERIOR GmbH
Germany
LONDON BIGGIN HILL
AIRPORT Ltd.
United Kingdom
INTERNATIONAL AIR SAFETY
OFFICE, Inc.THE REGISTRY
OF ARUBA
USA
LONDON OXFORD AIRPORT
United Kingdom
INTERNATIONAL FLIGHT
SUPPORT
Denmark
LONG RANGE AG
Switzerland
LUFTHANSA TECHNIK AG
Germany
IQJETS
Germany
LUGANO AIRPORT SA
Switzerland
ISLE OF MAN AIRCRAFT
REGISTRY
Isle Of Man
LUXE PLAN
France
J. MESINGER CORPORATE
JET SALES,Inc.
USA
JAVAJET ASIA, PT
Indonesia
JCB AERO
France
JEM CONSULT GERMANY
Germany
JEPPESEN, GmbH & Co.
Germany
JERSEY AIRCRAFT REGISTRY
Jersey
JET AVIATION AG
Switzerland
JET LOGIC LIMITED
United Kingdom
JET SUPPORT SERVICES,
Inc. - (JSSI)
United Kingdom
JET TRANSFER
Russian Federation
JET TRAVEL CLUB - JTC Ltd.
Russian Federation
JETBASE Lda.
Portugal
JETCRAFT CORPORATION
USA
JETS BIGGIN HILL Ltd.
United Kingdom
JETSUPPORT BV
Netherlands
JSC CDOS CA AEROTRANS
Russian Federation
LUXMEDIA GROUP
France
LYNX JET PRIVATE FLIGHTS
Israel
M-PLIFY SA
Luxembourg
M.C.M. GROUP
Malta
MACH MEDIA
Belgium
MAGNA AVIATION
Greece
MAINLAND GROUNDEXPRESS
LIMITED (CHINA)
China
MALLORCAIR, SL
Spain
MALTA ENTERPRISE
CORPORATION
Malta
MNG JET HAVACILIK AS
Turkey
MOONJET FLIGHT SUPPORT
United Arab Emirates
MOTOR PRESSE STUTTGART
GmbH & Co. KG
Germany
MOTOTOK INTERNATIONAL
GmbH
Germany
MRX SYSTEMS SA
Luxembourg
MTS AVIATION
Sweden
MTU MAINTENANCE
BERLIN BRANDENBURG
GmbH
Germany
NEWREST
Switzerland
NEXUS FLIGHT OPERATIONS
SERVICES
Saudi Arabia
NORTHERN AVIONICS
Italy
NOIKOV CATERING
FOR BUSINESS AVIATION
Russian Federation
OCRA AEROSPACE (ISLE OF
MAN) LIMITED
Isle Of Man
OHS AVIATION SERVICES
GmbH
Germany
OMNI HANDLING Lda.
Portugal
ONAIR INTERNATIONAL Srl
Italy
ONAIR SWITZERLAND
Switzerland
MARSHALL AEROSPACE AND
DEFENCE GROUP
United Kingdom
ONLY JET
SUISSCOURTAGE GROUP
Monaco
MARTYN FIDDLER
ASSOCIATES LIMITED
United Kingdom
OPMAS
Denmark
MAYER BROWN
France
MBAA - MALTA BUSINESS
AVIATION ASSOCIATION
Malta
PAR AVION Ltd.
USA
PARAMOUNT BUSINESS JETS
USA
MEDAIRE Ltd.
United Kingdom
PARROT SA
France
PDC AVIATION
Denmark
MEGGITT USA
USA
PERFECT AVIATION SA
Switzerland
21
EBAA MEMBERS (as of 1 april 2015)
PHB - OPS GROUND
HANDLING SERVICES
Uruguay
PHONAK COMMUNICATIONS
AG
Switzerland
PIAGGIO AERO INDUSTRIES
SpA
Italy
PILATUS AIRCRAFT Ltd.
Switzerland
PMG GROUP GmbH
Germany
PMV INDUSTRIE
France
POLTRONA FRAU SpA
Italy
PORTUGAL TOURIST
SERVICES - (PTS)
Portugal
PREMIER CATERING
France
PRIMUS AIRCRAFT
MANAGEMENT
SOLUTIONS
Austria
PRIVATEFLY Ltd.
United Kingdom
PROFIJET SA
Switzerland
PT AFM AVIASI INDONESIA
Indonesia
QAPS GROUP BV
Netherlands
QCM
Switzerland
R&R AVIATION CONSULTING
GmbH
Austria
REGENCY AIR CHARTER Ltd.
United Kingdom
REHEAT INTERNATIONAL
United Kingdom
RESOURCE CONSULTING AG
Switzerland
RETURNJET
United Kingdom
ROCKETROUTE
United Kingdom
ROCKWELL COLLINS
United Kingdom
ROLLS-ROYCE PLC
Germany
ROMANIAN AIRPORT
SERVICES
Romania
RUAG DEUTSCHLAND GmbH
Germany
22
RUBAA - RUSSIAN UNITED
BUSINESS AVIATION
ASSOCIATION
Russian Federation
SHANNON AIR LINK Ltd.
Ireland
SWISS BUSINESS AIRPORTS
Switzerland
RUSAERO CCAS
Russian Federation
SHANNON AIRPORT INTERNATIONAL
AVIATION SERVICES CENTRE
Ireland
SWISSPATH AVIATION AG
Switzerland
S.B-MAN & Co Ltd.
Ghana
SIA CAPITAL HANDLING
Latvia
SABENA TECHNICS
France
SIGNATURE FLIGHT
SUPPORT
United Kingdom
SAC - SWISS AVIATION
CONSULTANTS
GmbH
Switzerland
SIGNATURE FLIGHT
SUPPORT SAS
France
SAFRAN
France
SIKORNIR SA
Switzerland
SAINT ROYAL AVIATION
China
SKY HANDLING GmbH
Germany
SAN MARINO AIRCRAFT
REGISTRY
San Marino
SKY SERVICES SpA
Italy
SAS PIERRE BROCHARD
France
SATCOM DIRECT
USA
SATCOM1
Denmark
SATORI
France
SCANDINAVIAN AIRCRAFT
TECHNOLOGIES A/S
Denmark
SCANDINAVIAN AVIONICS,
A/S
Denmark
SKYCHARTER LIMITED
Canada
SKYGUIDE
Switzerland
SKYLINK SERVICES Ltd.
Cyprus
SKYPRO AVIATION LIMITED
Latvia
SNC-LAVALIN AEROPORTS
France
SOCAR ENERGY
SWITZERLAND
Switzerland
SWISSPORT EXECUTIVE
AVIATION
Switzerland
SYNERCO SA
Switzerland
TAG AERONAUTICS Ltd.
Canada
THE JET BUSINESS
INTERNATIONAL
United Kingdom
TISCA TIARA MOBILITY
TEXTILES
Switzerland
TLC AVIATION
Sint Maarten
TMIL
United Kingdom
TOP AVIATION
Egypt
TRANSPORT MALTA
Malta
TRAVCON CHARTER
BROKERS
Switzerland
TRS AVIATION CONSULTING
GmbH
Germany
UBS AG
Switzerland
SOGAERDYN SpA
Italy
UKIP MEDIA & EVENTS
United Kingdom
SOVEREIGN BUSINESS JETS
United Kingdom
UNITED AVIATION SERVICES
United Arab Emirates
SPECTRO / JET-CARE
United Kingdom
UNIVERSAL TURBINE PARTS
USA
SEA PRIME SpA
Italy
SR TECHNICS SWITZERLAND
Switzerland
SEACA
France
ST GROUP
France
UNIVERSAL WEATHER &
AVIATION, Inc.
United Kingdom
SEAF
Spain
STANSTED NEWS LIMITED
United Kingdom
SEINE ET MARNE
DEVELOPPEMEN
France
STARS AIRLINES SERVICES
Tunisia
SCANDLEARN
Sweden
SCHELLENBERG WITTMER
Ltd
Switzerland
SELA
France
SFERA JET
Russian Federation
SG EQUIPMENT FINANCE, AG
Switzerland
SGI AVIATION
Netherlands
STOBART EXECUTIVE LONDON
SOUTHEND AIRPORT
United Kingdom
STRATAJET
United Kingdom
STUEKERJUERGEN
AEROSPACE COMPOSITES
GmbH & Co. KG
Germany
UPPERSKY CATERING
France
VECTOR AEROSPACE
United Kingdom
VERHAEGEN WALRAVENS
Belgium
VERSPIEREN, SA
France
VIENNA AIRCRAFT
HANDLING Ltd.
Austria
VIP AVIATION
Georgia
VIPPORT CJSC
Russian Federation
VISION SYSTEMS
France
WYVERN CONSULTING, Ltd.
USA
WEB MANUALS SWEDEN AB
Sweden
YASAVA AERONAUTICS
Switzerland
WINGX ADVANCE GmbH
Germany
YOUR CHARTER SOLUTIONS
Russian Federation
WM-ELECTRONICS
Austria
ZOTEFOAMS Plc
United Kingdom
Affiliate Members (alphabetical)
Annual Review 2014-2015
23
Avenue de Tervuren 13 a / Box 5
BE- 1040 Brussels, Belgium
Phone: +32 2 766 00 70
Fax: +32 2 768 13 25
www.ebaa.org
[email protected]