Be Involved or Be Left Out, EBACE Officials Warn

"Huge changes" have occurred in aviation since 9/11, most especially "the specter of terrorism," said Brian Humphries, EBAA chairman at the EBACE opening general session on Tuesday.

In the U.S., for example, business aviation operators face the prospect of "inefficient and counter-productive" airline-style passenger screening rules potentially imposed by the U.S. Transportation Security Administration, said NBAA president Jack Olcott.

Here there'sa different "specter"-European business aircraft operators could encounter even more regulatory limitations in future years because of increasing air traffic competing for airport slots and airspace, renewed environmental concerns, and aviation safety and security initiatives.

"Lack of capacity leads to delays," said Victor Aguado, director general of Eurocontrol. And while the agency attempts to treat all users, both large and small, with "transparency and equity," he cautioned that larger users would like to "squeeze out" smaller operators. If, as a result, business aviation loses schedule flexibility and speed, it loses value for passengers.

Overall, air traffic density is increasing, putting more pressure on business aircraft operators. To increase system capacity, Eurocontrol must strengthen its programs, increase its regulatory mandate and embrace a pan-European approach to solving airspace and airport capacity problems intended to make the EC's Single Sky concept a reality. At the same time, new capacity initiatives, such as RVSM, must be cost-effective and "must be drawn up with the needs of all stakeholders" in mind, Aguado said.

The implication was clear. Speak up now with your concerns for the future. "Business aviation is a dynamic and valued partner in European aviation," Aguado said. The agency is "ready to listen" to its concerns.

The same theme was repeated by Claude Probst, advisor to the European Commission transport directorate. If the Single Sky initiative becomes a reality in 2004, "Business aviation must get involved in order to get a fair share of the cake," he warned.

Business aviation is achieving mixed success in several areas. Use of the Galileo satnav system, for example, will not be forced on the aviation community. Users can choose to subscribe, or not subscribe. The Stage III hush kit dispute "is over," Probst declared. However, individual airports are free to set their own rules on a case-by-case basis.

New European aviation safety rules under consideration should be limited to airworthiness and continued airworthiness rules for general aviation. And aviation security enhances, in the wake of September 11, initially should be confined to airline operators.

But, Probst added, business aviation operators should "put forward your case" for the most favorable adaptation of future security rules.

By Fred George