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 Introduction

04 Overview

• What is Business Aviation?

• Sub-divisions of the Definition

05 The European Business Aviation Association

• EBAA Representativeness of the Business Aviation Industry

• EBAA Membership 1996-2014

07 State of the Industry

• Economic Outlook

08 • Traffic Analysis

• The European Fleet

09 • Activity Trends by Aircraft Types

10 • Business Aviation Airports

11 • Business Aviation and Safety

12 A Challenging Industry

• Challenges from the Inside

1. Means of Booking a Business Aviation Flight

2. Positioning Flights

13 3. Fleet Growth Vs Traffic

• Challenges from the Outside

1. Fuel Prices

14 2. Route Charges

15 3. Taxes

Revenue per Flight Indicator

16 Looking Ahead: Projects for 2015

• Description of Projects

18 EBAA Members (as of 1 April 2015)

2
 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 Fabio Gamba
President CEO
3
OVERVIEW
What is Business Aviation?
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
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-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 EU 28 operators
Aviation operators (with a fleet of 10 or more with 10 or
aircraft) and small companies (with less than more aircraft Non-EBAA
29%
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
(EBAA represents 71% of European operators 71%
with 10 or more aircraft).

fig 1

EBAA Membership 1996-2014

60%
Evolution
of BusAv 50%
Operators
40%

30%

20%

10%

0%
2005 2006 2007 2008 2009 2010 2011 2012 2013
-10%

Number of operators Growth

Note: this chart includes piston aircraft and bizliner jets Source: WINGX /EBAA I fig 2

In general, EBAA has been steadily growing Aviation Convention and Exhibition (EBACE),
since the late 1990s, and especially since and the obligation for exhibitors to affiliate
the early 2000s. This is clearly linked with the themselves to one of the two organisers (EBAA
beginning of the annual European Business or the US-equivalent, NBAA).

Annual Review 2014-2015 5

THE EUROPEAN BUSINESS AVIATION ASSOCIATION

600
Total EBAA
members 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 4% 3.4%

Growth 3% 2.5% 3.1%

2.1% 1.3%
2% 1.7%

0.5% 0,0%
1%
2.0% -0,4%
0%
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
-1%

-2%

-3%

-4%
-4,4%
-5%

fig 5

According to the European Commission’s 2014 energy-price developments have gained

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
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
EUR - USD
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
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.

Annual Review 2014-2015 7

STATE OF THE INDUSTRY

Traffic Analysis
40%
Average
monthly growth 30%
(vs. previous year)
20%

10%

0%

-10%

-20%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Charter All-Cargo Business Aviation Lowcost 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

3,500 9%

8%
3,000
7%
2,500
6%
Fleet Growth
N° Aircraft

2,000 5%

1,500 4%

3%
1,000
2%
500 1%

0 0%
2010 2011 2012 2013 2014

Existing New 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

Growth in the market clearly comes
from the ultra long-range segment
2005 2014
(+275%!), the super midsize jets
(Falcon 2000, Gulfstream G450 and
the super light jet (Citation XLS, Lear
15.678
35 and 40). The segment suffering
Ultra Long Range +274,9% the most is clearly the entry level jets,
58.773
although this is more than tempered
Heavy Jet
100.227
+5,6%
by the very promising, even though
105.852 somewhat overdue, results of Very
Light Jets (Diamond, Eclipse and
68.242
Midsize Jet
55.257
-19,0% smaller Phenoms).

25.306 Overall, in 10 years, movements

Super Midsize Jet +59,5%
40.366 measured by departures expanded
12%. That is probably what would have
51.392
Super Light Jet +31,2% been seen on a per year basis a decade
67.403
ago, but that was a different era, and
120.759 that was logically unsustainable. If
Light Jet -13,0%
105.073 Business Aviation remembers where it
has come from (12%, or an average of
Entry Level Jet 40.257
-29,7%
1.2% of traffic growth per year), then it
28.317 is not at all negligible.
3
Very Light Jet +1.157.100,0% The part to remember here is that the
34.716
heavy jets segment is now, and for the
173,461 first time ever, the segment that is the
Turboprop
-1,3%
171,198 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.

fig 9

Annual Review 2014-2015 9

STATE OF THE INDUSTRY

Business Aviation Airports

Top-10 BusAv 80.0

Airports Average 70.0

Daily Departures 60.0

50.0
40.0

30.0
20.0

10.0
0
Paris Geneve Nice London/ Moskva/ Zurich Farnborough Milano Roma Wien
Le Bourget Cointrin Luton Vnukovo CIV Linate Ciampino Schwechat

2009 2010 2011 2012 2013 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?
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.

10
STATE OF THE INDUSTRY

Business Aviation and Safety

Number of 19 19
18
Fatal Accidents 17

of EASA and Third- 14

country Registered
9
Business Aviation 8
7 7
8

Aeroplanes 5
3
2 2 2 2
1 1 1 1

2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

EASA MS registered Third Country registered

Linear (EASA MS registered) Linear (Third Country registered)

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.
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 2014-
15’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.

Annual Review 2014-2015 11

A CHALLENGING INDUSTRY

Like any industry living in a constantly evolving from other kinds of aviation through its own
economic world, Business Aviation faces many singularities; on the other hand, however, it
challenges. On the one hand, Business Aviation faces the same global challenges that every
is an industry that is characterised as separate economic entity knows.

Challenges from the Inside

Means of booking a business aviation flight

10%
Share of
addressable
market 40%

60% OF
THE MARKET Large brokers

COVERED BY
Small brokers

Online brokers 48%

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

46%
Average
44%
positioning
flights 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).
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.

12
A CHALLENGING INDUSTRY

Fleet growth vs traffic

20%

15%

10%

5%

0%

-5%

-10%

-15%

-20%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Fleet Growth 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

€ 2.80
Jet A1
Evolution € 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
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.

Annual Review 2014-2015 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
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.

14
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%

150%
RpF
2005 = 100 140%

130%

120%

110%

100%

90%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

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
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

Annual Review 2014-2015 15

LOOKING AHEAD: PROJECTS FOR 2015

The EBAA has identified the main

challenges for Business Aviation as an Industry
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

Government
or negative perception’ of Business

Public
Aviation, the EBAA has sketched out a
3-year strategy to focus on integrated
initiatives and better communication
with four stakeholder groups: Industry,
Cu
rs
Government, Public, and Current and r re
nt &
Potential Custo
me

Potential Customers.

fig 18

Description of Projects
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

European economy.
Why: To update the existing figures, which date back to 2009, giving us the
foundation facts to demonstrate the case for Business Aviation.
How: 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 E-AVIATION - EFD EISELE K-AIR Srl SUNDT AIR A/S
Belgium FLUGDIENST GmbH Italy Norway
Germany
ABS JETS, j.s.c. LANDMARK AVIATION SW BUSINESS AVIATION Ltd.
Czech Republic EFS - EUROPEAN FLIGHT France Azerbaijan
SERVICE
ACROPOLIS AVIATION Ltd. Sweden LONDON CITY AIRPORT JET SWISS JET AG
United Kingdom CENTRE, Ltd. Switzerland
ELIT’AVIA d.o.o. United Kingdom
AERO-DIENST GmbH & Co. KG Slovenia TAG AVIATION (UK) Ltd.
Germany LONDON EXECUTIVE United Kingdom
EUROFLY SERVICE, SpA AVIATION
AEROVISION Italy United Kingdom TAG AVIATION, SA
France Switzerland
EXECUJET AVIATION GROUP LUXWING Ltd.
AIR ALSIE, A/S Switzerland Malta TARKIM UCAK BAKIM
Denmark ONARIM VE HAVACILIK AS
EXECUTIVE AIRLINES, SL MALETH AERO LIMITED Turkey
AIR CHARTER SCOTLAND Ltd. Spain Malta
United Kingdom TIRIAC AIR, SRL
FAI - RENT-A-JET AG MASTERJET GROUP Romania
AIR HAMBURG Germany France
FTVERKEHRSGESELLSCHAFT TOYO AVIATION
mbH FLAIRJET Ltd. MEDAVIA, Co. Ltd. Romania
Germany United Kingdom Malta
TYROLEAN JET SERVICES
AIR INDEPENDENCE GmbH FLYING SERVICE, NV METROJET LIMITED Austria
Germany Belgium Hong Kong
UNIJET, SA
AIRFIX AVIATION Ltd. G5 EXECUTIVE, AG MHS AVIATION GmbH France
Finland Switzerland Germany
VISTAJET
AIRLEC AIR ESPACE GAINJET, SA MJET GmbH LUFTFAHRTUNTERNEHMEN
France Greece Austria GmbH
Austria
ALBINATI AERONAUTICS SA GAMA AVIATION Ltd. & NETJETS EUROPE
Switzerland GROUP COMPANIES United Kingdom VOLDIRECT SAS
United Kingdom France
ALMAJET NOMAD AVIATION AG
France GENEL HAVACILIK AS Switzerland WINDROSE AIR JETCHARTER
Turkey GmbH
ALPHA STAR AVIATION NORTH FLYING A/S Germany
SERVICES GESTAIR SA Denmark
Saudi Arabia Spain XCLUSIVE JET CHARTER
ORION (MALTA) Ltd. LIMITED
AMIRA AIR GmbH GLOBAL JET CONCEPT, SA Malta United Kingdom
Austria Switzerland
PANAVIATIC AS
AMJET EXECUTIVE SA GLOBEAIR AG Estonia
Greece Austria
PANJET (PAN AVIATION)
ARCUS EXECUTIVE AVIATION GROSSMANN JET SERVICE Turkey
Switzerland spol. s r.o.
Czech Republic PREMIER AVIA
ASTONJET Russian Federation
France GRUP AIR-MED SA
Spain PREMIUM JET
BALTIC JET AIRCOMPANY, Ltd. Switzerland
Latvia HERMES EXECUTIVE
AVIATION LIMITED PRIVAJET
BUSINESS JET Virgin Islands, British Malta
MANAGEMENT GmbH
Austria HYPERION AVIATION Ltd. PRIVATAIR, SA
Malta Switzerland
CAPITAL JETS
Russian Federation IVORY JET SERVICES QATAR EXECUTIVE
Djibouti Qatar
CAT AVIATION, AG
Switzerland IXAIR RIZON JET UK LIMITED
France United Kingdom
COMLUX MALTA Ltd.
Malta JET AVIATION BUSINESS ROYAL JET LLC
Spain United Arab Emirates
DALIA AIR
Morocco JETS, AG SAUDIA PRIVATE AVIATION
Switzerland Saudi Arabia
DASSAULT FALCON SERVICE
France JETFLITE Oy SKYWORK EXECUTIVE AG
Finland Switzerland
DC AVIATION GmbH
Germany JETFLY AVIATION SA SUN-AIR OF SCANDINAVIA A/S
Luxembourg Denmark

18
 Associate Members (alphabetical)
328 GROUP AEROPORT PAU PYRENEES AMAC AEROSPACE AG AVIATION BROKER GmbH
Germany France Switzerland Germany

3A MALTA LIMITED AEROPORTS DE CATALUNYA AMBIANCE PIERRE AVIATION MANAGEMENT

Malta Spain ET GRANIT SYSTEMS, Inc.
France USA
AB CORPORATE AVIATION AEROPORTS DE PARIS
France France AMSTAT Inc. AVIATION REGISTRY GROUP
USA Ltd. LLLP
ABACUS AEROWORKS USA
Isle Of Man INTERNATIONAL Co., Ltd. AMSTERDAM SOFTWARE
Japan BV / FBO ONE AVIATION SERVICES
ABELAIR AVIATION Ltd. Netherlands MANAGEMENT Ltd.
Cyprus AES United Arab Emirates
AIRCRAFT ELEKTRO / AP
ACASS ELEKTRONIC SYSTEM GmbH AERONAUTICAL AVIATION SPARES
Canada Germany PROFESSIONALS AND REPAIRS Ltd.
MALTA Ltd. United Kingdom
ACC COLUMBIA JET AFFINITY MANAGEMENT Malta
SERVICE GmbH SERVICES (MALTA) LIMITED AVIATRAX Ltd. (MALTA)
Germany Malta APOGEE OPERATIONS Ltd. Malta
United Arab Emirates
ACH AIRCRAFT INTERIOR AIR BP Ltd. AVIATRAX SA
France United Kingdom APPLEBY Luxembourg
Isle Of Man
ADLUX AIR CHARTER SERVICE, plc AVICON AVIATION
Switzerland United Kingdom APRON AVIATION Pakistan
Turkey
ADSE CONSULTING & AIR CULINAIRE WORLDWIDE AVINODE
ENGINEERING USA ARGOS VIP PRIVATE Sweden
Switzerland HANDLING, Srl
AIR LINK INTERNATIONAL Ltd. Italy AVJET ROUTING FLIGHT
ADVANCED AIR SUPPORT Ukraine SUPPORT
France ARINC DIRECT United Arab Emirates
AIR SERVICE BASEL GmbH United Kingdom
ADVANCED JETS Switzerland AVOCET AVIATION UK Ltd.
USA ASE GROUP United Kingdom
AIR SUPPORT A/S Morocco
AEGIS CORPORATE Denmark BACC - BUSINESS AVIATION
SERVICES LIMITED ASISTIM GmbH CENTRE COLOGNE GmbH
Malta AIR TOTAL INTERNATIONAL SA Germany Germany
France
AERO INTERNATIONAL c/o ASTER JETFUEL DMCC BAHCO - SNA EUROPE
JAHR TSV GmbH & Co. KG AIRBUS CORPORATE JET United Arab Emirates [Deutschland]
Germany CENTRE Germany
France ATLANTIC AIR CHARTER
AEROCREDO AND FLIGHT SUPPORT BALDWIN AVIATION
Russian Federation AIRBUS HELICOPTERS SAS SERVICES CORPORATION USA
France Turkey
AEROEX GmbH BANK CIC SUISSE SA
Switzerland AIRBUS SAS ATLAS CORPORATE Switzerland
France SERVICES LIMITED
AEROLUX Ltd. Isle Of Man BANK OF AMERICA
United Kingdom AIRCRAFT CORPORATE MERRILL LYNCH
SERVICES (MALTA) Ltd. ATR - AVIONS DE TRANSPORT United Kingdom
AERONAUTICA (MALTA) Malta REGIONAL
LIMITED France BART INTERNATIONAL
Malta AIRCRAFT GUARANTY Belgium
FINANCIAL CORPORATION AURORA AVIATION SA
AERONAUTX USA United Arab Emirates BBA AVIATION
LUFTFAHRTSCHULE GmbH USA
Austria AIROPS SOFTWARE Ltd. AVBUYER
United Kingdom United Kingdom BBGA - BRITISH BUSINESS
AEROPORT AND GENERAL AVIATION
CANNES-MANDELIEU AIRSERVICE AVEX AVIATION EXPERTS AG ASSOCIATION
France BREMGARTEN GmbH Switzerland United Kingdom
Germany
AEROPORT COLMAR AVIA GROUP Ltd. BEDEK AVIATION / AERO
HOUSSEN ALDOWALIYA AIR Russian Federation HANDLING Ltd.
France Iraq Israel
AVIA MALDIVES Pvt. Ltd.
AEROPORT D’AVIGNON ALPARK Maldives BERMUDA GOVERNMENT
France Switzerland Bermuda
AVIABEL SA
AEROPORT INTERNATIONAL ALTENRHEIN AVIATION Ltd. Belgium BIZAV SERVICES Ltd.
DU CASTELLET Switzerland Malta
France AVIAPARTNER L.L.C.
ALTITUDE AEROSPACE Russian Federation BIZJET, SA
AEROPORT LYON-BRON INTERIORS LIMITED Switzerland
France New Zealand AVIASTRA FLIGHT
CHARTER Ltd. BLAKE TECHNICAL SARL
United Kingdom Switzerland

Annual Review 2014-2015 19

EBAA MEMBERS (as of 1 april 2015)

BLUM&GROB ATTORNEYS CESSNA AIRCRAFT - (UK) DRABPOL Sp. JAWNA FINSERVE AVIATION
AT LAW Ltd. United Kingdom Poland INSURANCE
Switzerland Belgium
CHARTER GREEN LIGHT E-AVIATION SWISS Sagl
BOMBARDIER BUSINESS Russian Federation Switzerland FLIGHT SUPPORT MALDIVES
AIRCRAFT Pvt. Ltd.
Canada CHARTERSCANNER EAN AVIATION Maldives
United Arab Emirates Nigeria
BOUTSEN AVIATION SAM FLIGHTFORCE SAM
Monaco CHECKPORT AVIATION EBAA FRANCE Monaco
SECURITY France
BOUTSEN DESIGN SARL France FLIGHTSAFETY
Monaco EBAA SWITZERLAND INTERNATIONAL UK, Ltd.
CHEERFUL JET GROUND Switzerland United Kingdom
BUILDAIR SERVICE Co.,Ltd.
Spain China ECAIR AVIATION FLIGHTSERVE UK Ltd.
France United Kingdom
BUSINESS AND COMMUTER CHETCUTI CAUCHI
AIRCRAFT ADVISORS Ltd. ECLIPSE FLIGHTWORX AVIATION Ltd.
France Malta France United Kingdom

BUSINESS AVIACO PARTNER CLARK RICKETTS LLP ELBIT SYSTEMS Ltd. FLITELINE BV
LIMITED United Kingdom Israel Netherlands
Cyprus
CLYDE & Co LLP EMBRAER EXECUTIVE JETS FLY VICTOR LIMITED
BUSINESS AVIATION CLUB United Kingdom United Kingdom United Kingdom
Russian Federation
COLT INTERNATIONAL EMCSI CORPORATE SERVICE FLYGPRESTANDA AB
BUSINESS AVIATION Switzerland Ltd. Sweden
COMPANY Ltd. Malta
Russian Federation CONSORCIO AVIATION SRL FOGLIZZO LEATHER Srl
Paraguay EMD ADVISORY SERVICES Italy
BUSINESS AVIATION SCHOOL LIMITED
PARIS CONTINENTAL JET SERVICES Malta FOKKER SERVICES BV
France United Arab Emirates Netherlands
EMS - EUROPEAN
BUTZBACH GmbH COREB MAINTENANCE FRANKE CARE SYSTEM
INDUSTRIETORE Switzerland SERVICE AB GmbH & Co. KG
Germany Sweden Germany
CORJET MAINTENANCE
CABINET CHESNEAU Spain ENGEL&VÖLKERS AVIATION FREEDOM AIR, Ltd.
FISCHEL Luxembourg United Kingdom
France CREDIT SUISSE AG
Switzerland EQUIOM FREESTREAM AIRCRAFT, Ltd.
CAE Isle Of Man United Kingdom
United Kingdom CRS JET SPARES
USA ERCUIS & RAYNAUD FUTURE FLIGHT SUPPORT
CAMILLERI PREZIOSI France Saudi Arabia
Malta CYBERJET SAS
France ERMINI AG G.OPS
CAMPOMORI - AVIATION & Switzerland France
LAW D-JET
Italy Switzerland EURO JET GALLERY TO FLY
INTERCONTINENTAL Ltd. Russian Federation
CARTER GREEN AEROSPACE DAHER-SOCATA Czech Republic
United Kingdom France GANADO ADVOCATES
EUROPAIR BROKER SA Malta
CARYS INVESTMENT GROUP DAO AVIATION Spain
LIMITED Denmark GAS GERMAN AVIATION
Virgin Islands, British EUROPEAN GNSS AGENCY SERVICE GmbH
DASSAULT AVIATION Belgium Germany
CAVENDISH TRUST France
COMPANY LIMITED EXCELLIUM LLC GATE GOURMET
Isle Of Man DB AVIATION CONSULTANCY Russian Federation SWITZERLAND GmbH
LIMITED Switzerland
CB VATAMERICA LLC United Kingdom F. LIST GmbH
USA Austria GBAA - GERMAN BUSINESS
DC AVIATION Ltd. AVIATION ASSOCIATION, e.V.
CEDAR JET CENTER / MEAG Malta F.H. LAMBERT LIMITED Germany
Lebanon United Kingdom
DELOITTE GE CAPITAL
CEEVO - COMITE D’EXPANSION Malta FARNBOROUGH AIRCRAFT Switzerland
ECONOMIQUE DU VAL D’OISE INTERIORS
France DELTA AEROTAXI SRL United Kingdom GENERAL AERO COMPANY, Inc.
Italy USA
CELEBI GROUND HANDLING, FCG - FLIGHT CONSULTING
Inc. DEPARTEMENT GROUP, Ltd. GENERAL AVIATION SERVICE SL
Turkey DE LA SEINE SAINT DENIS Cyprus Spain
France GENEVA AIRPARK SA
CEMAIR Pty. Ltd. FENECH & FENECH Switzerland
South Africa DIAMOND HANGAR LIMITED ADVOCATES
United Kingdom Malta GET INTO MALDIVES
CERRETANI AVIATION GROUP, TRAVELS Pvt. Ltd.
LLC DIEHL AEROSYSTEMS FFF LEGAL Maldives
USA Germany Malta

20
 GKN AEROSPACE SWEDEN IDAIR GmbH KEITAS SYSTEMS MEYER AVOCATS
AB Germany France Switzerland
Sweden
IFAERO KENNEDYS AVIATION LLP MEYERLUSTENBERGER
GLOBAL AVIATION BUSINESS France United Kingdom LACHENAL
Andorra Switzerland
IMPEX AVIATION CORP., Inc. KLM JET CENTER
GLOBAL FUEL USA Netherlands MNG JET HAVACILIK AS
ESTABLISHMENT Turkey
Iceland INFLIGHT DUBLIN Ltd. KUERZI AVIONICS AG
Ireland Switzerland MOONJET FLIGHT SUPPORT
GLOUCESTERSHIRE AIRPORT United Arab Emirates
Ltd. INMARSAT LEVANT AERONAUTICS
United Kingdom United Kingdom Cayman Islands MOTOR PRESSE STUTTGART
GmbH & Co. KG
GOLDAIR HANDLING, SA INNOVINT AIRCRAFT LONDON BIGGIN HILL Germany
Greece INTERIOR GmbH AIRPORT Ltd.
Germany United Kingdom MOTOTOK INTERNATIONAL
GOODWILL PRIVATE JETS GmbH
France INTERNATIONAL AIR SAFETY LONDON OXFORD AIRPORT Germany
OFFICE, Inc.THE REGISTRY United Kingdom
GÖZEN AIR SERVICES OF ARUBA MRX SYSTEMS SA
Turkey USA LONG RANGE AG Luxembourg
Switzerland
GRACE JET INTERNATIONAL FLIGHT MTS AVIATION
Bahrain SUPPORT LUFTHANSA TECHNIK AG Sweden
Denmark Germany
GREAT CIRCLE SERVICES AG MTU MAINTENANCE
Switzerland IQJETS LUGANO AIRPORT SA BERLIN BRANDENBURG
Germany Switzerland GmbH
HADID INTERNATIONAL Germany
SERVICES - (UAE) ISLE OF MAN AIRCRAFT LUXE PLAN
United Arab Emirates REGISTRY France NEWREST
Isle Of Man Switzerland
HAITEC AIRCRAFT LUXMEDIA GROUP
MAINTENANCE GmbH J. MESINGER CORPORATE France NEXUS FLIGHT OPERATIONS
Germany JET SALES,Inc. SERVICES
USA LYNX JET PRIVATE FLIGHTS Saudi Arabia
HARRODS AVIATION Ltd. Israel
United Kingdom JAVAJET ASIA, PT NORTHERN AVIONICS
Indonesia M-PLIFY SA Italy
HAYWARD AVIATION, Ltd. Luxembourg
United Kingdom JCB AERO NOIKOV CATERING
France M.C.M. GROUP FOR BUSINESS AVIATION
HELIPARK GmbH Malta Russian Federation
Germany JEM CONSULT GERMANY
Germany MACH MEDIA OCRA AEROSPACE (ISLE OF
HFIS SARL Belgium MAN) LIMITED
Switzerland JEPPESEN, GmbH & Co. Isle Of Man
Germany MAGNA AVIATION
HONDA AIRCRAFT COMPANY Greece OHS AVIATION SERVICES
USA JERSEY AIRCRAFT REGISTRY GmbH
Jersey MAINLAND GROUNDEXPRESS Germany
HONEYWELL INTERNATIONAL LIMITED (CHINA)
s.r.o. JET AVIATION AG China OMNI HANDLING Lda.
Czech Republic Switzerland Portugal
MALLORCAIR, SL
HORIZON SWISS FLIGHT JET LOGIC LIMITED Spain ONAIR INTERNATIONAL Srl
ACADEMY United Kingdom Italy
Switzerland MALTA ENTERPRISE
JET SUPPORT SERVICES, CORPORATION ONAIR SWITZERLAND
HQ FOOD & BEVERAGE S.r.l. Inc. - (JSSI) Malta Switzerland
Italy United Kingdom
MARSHALL AEROSPACE AND ONLY JET
HSF SAVUNMA HAVACILIK JET TRANSFER DEFENCE GROUP SUISSCOURTAGE GROUP
Ltd. STI Russian Federation United Kingdom Monaco
Turkey
JET TRAVEL CLUB - JTC Ltd. MARTYN FIDDLER OPMAS
HUNT & PALMER PLC Russian Federation ASSOCIATES LIMITED Denmark
United Kingdom United Kingdom
JETBASE Lda. PAR AVION Ltd.
HYDREP, SA Portugal MAYER BROWN USA
France France
JETCRAFT CORPORATION PARAMOUNT BUSINESS JETS
IACOBUCCI HF AEROSPACE USA MBAA - MALTA BUSINESS USA
SpA AVIATION ASSOCIATION
Italy JETS BIGGIN HILL Ltd. Malta PARROT SA
United Kingdom France
IBAA - ITALIAN BUSINESS MEDAIRE Ltd. PDC AVIATION
AVIATION ASSOCIATION JETSUPPORT BV United Kingdom Denmark
Italy Netherlands
MEGGITT USA PERFECT AVIATION SA
ICM AVIATION JSC CDOS CA AEROTRANS USA Switzerland
Isle Of Man Russian Federation

Annual Review 2014-2015 21

EBAA MEMBERS (as of 1 april 2015)

PHB - OPS GROUND RUBAA - RUSSIAN UNITED SHANNON AIR LINK Ltd. SWISS BUSINESS AIRPORTS
HANDLING SERVICES BUSINESS AVIATION Ireland Switzerland
Uruguay ASSOCIATION
Russian Federation SHANNON AIRPORT - SWISSPATH AVIATION AG
PHONAK COMMUNICATIONS INTERNATIONAL Switzerland
AG RUSAERO CCAS AVIATION SERVICES CENTRE
Switzerland Russian Federation Ireland SWISSPORT EXECUTIVE
AVIATION
PIAGGIO AERO INDUSTRIES S.B-MAN & Co Ltd. SIA CAPITAL HANDLING Switzerland
SpA Ghana Latvia
Italy SYNERCO SA
SABENA TECHNICS SIGNATURE FLIGHT Switzerland
PILATUS AIRCRAFT Ltd. France SUPPORT
Switzerland United Kingdom TAG AERONAUTICS Ltd.
SAC - SWISS AVIATION Canada
PMG GROUP GmbH CONSULTANTS SIGNATURE FLIGHT
Germany GmbH SUPPORT SAS THE JET BUSINESS
Switzerland France INTERNATIONAL
PMV INDUSTRIE United Kingdom
France SAFRAN SIKORNIR SA
France Switzerland TISCA TIARA MOBILITY
POLTRONA FRAU SpA TEXTILES
Italy SAINT ROYAL AVIATION SKY HANDLING GmbH Switzerland
China Germany
PORTUGAL TOURIST TLC AVIATION
SERVICES - (PTS) SAN MARINO AIRCRAFT SKY SERVICES SpA Sint Maarten
Portugal REGISTRY Italy
San Marino TMIL
PREMIER CATERING SKYCHARTER LIMITED United Kingdom
France SAS PIERRE BROCHARD Canada
France TOP AVIATION
PRIMUS AIRCRAFT SKYGUIDE Egypt
MANAGEMENT SATCOM DIRECT Switzerland
SOLUTIONS USA TRANSPORT MALTA
Austria SKYLINK SERVICES Ltd. Malta
SATCOM1 Cyprus
PRIVATEFLY Ltd. Denmark TRAVCON CHARTER
United Kingdom SKYPRO AVIATION LIMITED BROKERS
SATORI Latvia Switzerland
PROFIJET SA France
Switzerland SNC-LAVALIN AEROPORTS TRS AVIATION CONSULTING
SCANDINAVIAN AIRCRAFT France GmbH
PT AFM AVIASI INDONESIA TECHNOLOGIES A/S Germany
Indonesia Denmark SOCAR ENERGY
SWITZERLAND UBS AG
QAPS GROUP BV SCANDINAVIAN AVIONICS, Switzerland Switzerland
Netherlands A/S
Denmark SOGAERDYN SpA UKIP MEDIA & EVENTS
QCM Italy United Kingdom
Switzerland SCANDLEARN
Sweden SOVEREIGN BUSINESS JETS UNITED AVIATION SERVICES
R&R AVIATION CONSULTING United Kingdom United Arab Emirates
GmbH SCHELLENBERG WITTMER
Austria Ltd SPECTRO / JET-CARE UNIVERSAL TURBINE PARTS
Switzerland United Kingdom USA
REGENCY AIR CHARTER Ltd.
United Kingdom SEA PRIME SpA SR TECHNICS SWITZERLAND UNIVERSAL WEATHER &
Italy Switzerland AVIATION, Inc.
REHEAT INTERNATIONAL United Kingdom
United Kingdom SEACA ST GROUP
France France UPPERSKY CATERING
RESOURCE CONSULTING AG France
Switzerland SEAF STANSTED NEWS LIMITED
Spain United Kingdom VECTOR AEROSPACE
RETURNJET United Kingdom
United Kingdom SEINE ET MARNE STARS AIRLINES SERVICES
DEVELOPPEMEN Tunisia VERHAEGEN WALRAVENS
ROCKETROUTE France Belgium
United Kingdom STOBART EXECUTIVE -
SELA LONDON VERSPIEREN, SA
ROCKWELL COLLINS France SOUTHEND AIRPORT France
United Kingdom United Kingdom
SFERA JET VIENNA AIRCRAFT
ROLLS-ROYCE PLC Russian Federation STRATAJET HANDLING Ltd.
Germany United Kingdom Austria
SG EQUIPMENT FINANCE, AG
ROMANIAN AIRPORT Switzerland STUEKERJUERGEN VIP AVIATION
SERVICES AEROSPACE COMPOSITES Georgia
Romania SGI AVIATION GmbH & Co. KG
RUAG DEUTSCHLAND GmbH Netherlands Germany VIPPORT CJSC
Germany Russian Federation

22
 VISION SYSTEMS WYVERN CONSULTING, Ltd.
France USA

WEB MANUALS SWEDEN AB YASAVA AERONAUTICS

Sweden Switzerland

WINGX ADVANCE GmbH YOUR CHARTER SOLUTIONS

Germany Russian Federation

WM-ELECTRONICS ZOTEFOAMS Plc

Austria 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
info@ebaa.org