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Europe’s business aviation sector has long struggled to see its value recognized, such as the 79,000 unique airport pairs it serves in the region. Since 2001, the European Business Aviation Convention & Exhibition (EBACE) has contributed to raise the profile of the industry. For two years, however, the show has faced a declining number of exhibitors. In office since Jan. 1, European Business Aviation Association (EBAA) Secretary General Holger Krahmer shares his views on business aviation’s hot topics, and the future of the show.
Q: In business aviation advocacy, what are the hot issues for EBAA at the moment?
A:These are exciting times for business aviation in Europe. At the same time, business aviation is more challenged than ever before. EBACE is opening days ahead of a European election. It will be interesting to see what will drive the new European Commission (EC). The current one created the European Green Deal, which commits the EU to carbon neutrality in 2050. But the Green Deal is increasingly questioned—is the continent’s competitiveness sufficiently considered?
Worldwide, we see a tendency to market closure, whereas our industry is global. We will see how this affects the EC’s action, as well as aviation and business aviation in particular. This is a geopolitically tense environment.
Operators face very concrete issues. For the first one, how to decarbonize aviation, we fight for sustainable aviation fuels (SAF) to be adopted faster thanks to greater flexibility. We need a-book-and-claim principle to be accepted under the EU’s SAF incorporation mandate. The aviation community has yet to unite, as some say book-and-claim opens the door to greenwashing or fraud. But SAF is unavailable at smaller airports. We are at the beginning of the story and we have to make the mandate workable. Legislation is expected in autumn about how flexible the mandate is made.
In airport access, we have to cope with local bans of business aviation. Some local authorities use the environment as an excuse. In fact, commercial carriers are a bigger business for them, and they want to prioritize it when capacity is scarce.
Those authorities and airports point at the higher emissions per passenger but that is the nature of business aviation. The main reason for using business aircraft is time efficiency in point-to-point travel. The image of toys for the rich is not true. Medical flights would not be possible without business aviation’s infrastructure.
If freedom of movement is a proper value, general aviation should be considered as an essential part of the mobility system. Business aviation’s share in Europe’s total flights stands at 7.3%. Some 449,000 jobs are directly or indirectly dependent on business aviation.
Q: What kind of synergy can you see between AAM and business aviation?
A: As part of our history, a lot of technical advancements have been tested in business aviation first. For new propulsion systems using hydrogen-, electric- and hybrid-electric technologies, the entry point will rather be business aviation.
AAM is complementary to business aviation. With a small number of passengers and short distances, AAM is a gateway to business aviation. For the first time this year at EBACE, an exhibitor—VoltAero—is bringing an advanced air mobility vehicle to the static display.
Q: In sustainable aviation fuel, can you put a number of business aviation’s progress in Europe?
A: SAF supply is still too small. We have a clear commitment to be at the forefront and accelerate. With GAMA, in February, we issued a joint plan for operators and manufacturers on how to implement SAF faster than what is mandated in the current legislative mandate, known as the RefuelEU Regulation. We start with 5% SAF usage by 2025.
To be effective, we need legislative enablers such as a book-and-claim scheme. The EC is a bit too hard with limiting the number of airports where SAF will be available at the beginning. The EC has to accept that, if the legislation is to be successful, smaller airports should be included in some way. We need flexibility for operators and suppliers.
Q: At EBACE, are you renewing last year’s extra SAF supply for exhibitors’ and visitors’ aircraft?
A: Yes, for the third year, Jet Aviation will supply SAF to Geneva airport for the event. All the aircraft flying to EBACE will be offered a 35% SAF blend.
The idea is also to provide a showcase for business aviation on SAF. We need to overcome this situation, where supply is not meeting demand. We hear more discussions than we see SAF in the tanks.
In the next five years, we need a relevant amount of SAF in the market. The EC is neglecting our role. It is driven by a mindset where, once the mandate is issued, they let the market do the rest. That story will not work. We need an infrastructure.
Q: How many exhibitors will EBACE see this year and how does that compare with last year?
A: As of May 15, that number stands at 237 and more exhibitors are coming. We are satisfied. We are happy with the focus on innovation and sustainability. The interest for the show is still very high.
The character of the show is changing. We need to discuss the format with the National Business Aviation Association [the U.S. NBAA is co-organizing EBACE with EBAA]. And we are in close contact with our customers and suppliers for further development of the show. Business aviation needs a window and a platform for discussion with those who accept dialogue.
Q: Bombardier and Gulfstream are absent. Thoughts?
A: I regret that, of course, but we do respect the decisions of companies. It does not change the spirit of the show. Nevertheless, when an exhibitor decides not to attend shortly before the show, it does not do any good. But the startup landscape is here and we have a relevant number of exhibitors.
Q: After protesters stormed the static display last year, what kind of security measures can we expect this year?
A: There is a right to demonstrate if protesters follow the law. What is unacceptable is the damage to aircraft. We have upped our entire security. We have cooperated with NBAA and local authorities, we are in close contact with Geneva’s police. We are prepared for a safe and secure show. In addition to a bag search, visitors may expect several identity checks on their way to Palexpo and the static display.
Q: How do you think Bertrand Piccard, as a keynote speaker, can inspire the industry here?
A: He reminds us what it takes to break new ground. The question today centers on resource conservation, and he was one who saw it early. If we are talking decarbonization and new technologies, he is the right person.
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