Slot Restrictions Cramp European Bizav’s Style

Flexible access to airports is arguably the most enticing item on the business aviation menu. Without this ingredient, the industry’s secret sauce isn’t as special, and yet that is the dilemma increasingly facing operators in Europe.

Securing proportionate and fair access to slots in increasingly capacity--constrained airports remains a major headache, according to EBAA. Róman Kok, the group’s director of public affairs and communications, told AIN the sector has been treated as “the underdog” for slot access for too long, and lobbying efforts are being ramped up to demand equitable treatment.

Europe’s current slot regulation system was devised in 1993 and, while Kok said it was built for air transport growth, regulators evidently “never considered how to operate under a system of constraint.” At the time, EBAA had minimal influence on the process, and now its members find themselves disproportionately excluded as airports maximize bandwidth for scheduled airlines while also, apparently, seeking to appease environmentalists.

In January, Eindhoven Airport in the Netherlands effectively banned business aircraft, and EBAA is concerned that if this precedent is not adequately challenged, the approach could be normalized in other European cities. Kok told AIN that while Eindhoven’s management initially used environmental and noise complaint concerns, “they soon realized this was a discriminatory way of arguing, so they changed their defense to invoke the slot regulation.” EBAA subsequently lost a legal challenge to the ban.

Illogical Noise Concerns

The rationale of airports wanting to restrict access—also exemplified by efforts elsewhere to restrict nighttime access in cities such as London—is, according to EBAA, fundamentally flawed; most business jets make less noise than larger commercial airliners. Should the latter secure more slots, the increased movements would mean an inevitable rise in overall noise, according to EBAA. But “the ramifications seep their way into public perception, and seep through into regulation,” Kok suggested.

However, EBAA sees some cause for optimism since the European Commission is now reviewing regulations that the body appears to recognize as being flawed. Despite losing the Eindhoven injunction, Kok said, “The Commission understood that it is effectively undermining the basic principle of a single market, fair access, and a level playing field.”

The EBAA team is working closely with around 80 members of the European Parliament, including the head of aviation within the Renew Europe political grouping. The association is collaborating on the position paper that the group will present to the Commission, leveraging their combined lobbying attempts and pushing for fairer access for all airspace users. This, affirmed Kok, “is the first time in history that a parliamentary group has taken an official stance in defending the interests of business aviation.”

He believes the current European Parliament (2024 to 2029) is offering more space for constructive discussion within the industry than its predecessor. “There is a recognition starting to take place…and we are gaining more traction in our normal day-to-day lobbying work,” he concluded. z