Charles Alcock is managing editor of the AIN Media Group, having rejoined the company in 2019. He has been an aviation journalist since 1986, and previously worked for AIN from 1990 to 2017, most recently as editor-in-chief. His main focus is on covering new aviation technology and business models, as well as international news.
Having been raised in the London area, Alcock studied at the University of Manchester in the UK and earned an honors degree in Politics and Modern History. He speaks English and French, and some German.

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Charles Alcock

Charlotte Bailey

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.
<h2>Illogical Noise Concerns</h2>
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

<h2>Dedicated Bizav Gateways Draw More Operators</h2>
During February, Europe’s busiest business aviation airports were—in descending order, according to WingX data—Paris Le Bourget, Geneva, Milan Linate, Farnborough (London area), Zurich, London Luton, Nice, Madrid Barajas, London Biggin Hill, and Sion. Three of these—Le Bourget, Farnborough, and Biggin Hill—are dedicated business aviation gateways, which signals the importance of operators having the right operating environment in Europe.
According to Biggin Hill CEO David Winstanley, the exclusive business aviation ecosystem that airports like his can offer makes a big difference to the sector’s viability. “What we notice from operators is that operational efficiency and schedule predictability are everything, and over the past couple of years, fractional ownership and shared use services require even more connectivity,” he told AIN. “As an airport owner, I can give the transparent pricing structure and flexibility with no slot constraints, plus a highly trained and motivated staff, all of which reduces the variability from your schedules.”
Privately owned Biggin Hill has invested more than $26 million to resurface its main runway, as well as adding new centerline and edge lighting. The airport also now has an instrument approach on both runways and 24/7 meteorological aerodrome report capability, which Winstanley said makes it a more viable option for operators.
Like other dedicated business aviation enclaves, Biggin Hill has attracted an array of service providers to support operators. Among more than 70 companies onsite, the airport has Bombardier’s European service center, as well as MRO specialists for Pilatus aircraft and Leonardo helicopters.

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