Business aviation, long a bastion from the sometimes unfathomable airline security rules, is now facing similar regulations in some European Union countries.
European Business Aviation Association
The French chapter of the European Business Aviation Association (EBAA France) is preparing for a restructuring under the leadership of its new president, Serge Chevillard. Last October, he took over from Olivier de l’Estoile, who stepped down from the presidency of the organization six months before the end of his term.
Looking to the future of air traffic management, that is, beyond 2010, SESAR (single European sky ATM research) hopefully will pave the way for how the ATM network copes with the doubling of traffic by 2020. Building on previous programs, SESAR will involve all the stakeholders and attempt to provide a global, coherent approach, whereby everyone will agree to changes and accept them.
The future of air traffic management in Europe continues to be one of the greatest challenges facing the aviation community. Some of the complex issues concerned have been discussed for years and others are now coming to a head in the wake of the Single European Sky (SES) initiative and its associated SESAR ATM research program.
Few would dispute the fact that the annual European Business Aviation Convention & Exhibition (EBACE) has been a roaring success. A decade ago, the European Business Aviation Association (EBAA) held its annual meetings at a hotel in the suburbs of Brussels.
After several months of talks following a few years of incubation, six founding members have formed an association to further the interests of business aviation in the Middle East. Aptly named the Middle East Business Aviation Association (MEBAA), the new not-for-profit organization, which is incorporated in Dubai, elected li Ahmed Al Naqbi, vice president of finance and administration for Abu Dhabi-based Amiri Flight, its first chairman.
Despite the fact that the UK, at least, has been enforcing the security rules of European Union Framework Regulation 2320 since it was first published in September 2002–a policy that has been hampering business aviation with some cumbersome and ambiguous security screening procedures–there still seems to be disagreement over whether this is actually an adopted and enforceable rule or merely a proposal up for comment.
As the debate within EBAA has raged over the past 12 months, opponents of the IWG-BAO’s recommendations for a European version of the Part 91K rules for fractional ownership have complained that the increased flexibility that these allow would give an unfair competitive advantage.
The leadership of the European Business Aviation Association (EBAA) believes it has now reached a workable consensus on the complex and contentious issue of how to regulate fractional ownership operations. According to EBAA chief executive Brian Humphries, the key to achieving a solution that all parts of the industry can accept is an anticipated breakthrough in getting U.S.
Environment, access and security are still the three main challenges that business aviation has to address in Europe, EBAA CEO Brian Humphries said yesterday morning at the opening session of EBACE 2006. In spite of some progress, he highlighted that a common theme in these issues is misperception by governments, administrations and other industries.