Despite projections from Argus International that business flight activity in Europe will show only marginal growth of 0.3% in 2025, stabilization following a post-Covid spike now appears to be cause for some optimism within the region. Notably, with the forecast for Europe slightly stronger than the 0.2% traffic increase Argus projects for the North American market this year, industry leaders have indicated they expect increased demand for business aviation despite the challenges confronting the sector.

“This resilience of the business travel sector demonstrates its ability to adapt even in a difficult economic environment and underscores its continued importance and value to business travelers,” Svenja Wortmann, managing director of aircraft management and charter group DC Aviation, told AIN.

According to the European Business Aviation Association (EBAA), the industry represents approximately 8% of European air traffic. Physically connecting 1,400 European airports—of which around 900 are inaccessible by larger scheduled services—the group argues that it also serves as a vital link to connect people and acts as a timesaving tool to facilitate that in-person presence. EBAA estimates that European business aviation allows passengers to travel to at least three times more destinations than the airlines.

The introduction of the Aero Friedrichshafen show’s 2,000-sq-m (21,500-sq-ft) purpose-built “Business Aviation Dome” appears to represent a reasserted confidence in European business aviation, with a wide array of aircraft types, manufacturers, and operators in attendance indicative of the diverse mission profiles within the region.

Recently published delivery figures from the General Aviation Manufacturers Association (GAMA) suggest that with business jet deliveries for 2024 up 4.7% worldwide, units shipped to Europe (13% versus 12.1% in 2023) have overtaken North America in terms of annual growth (69.4% in 2024 vs 74.9% in 2023).

“We are observing a clear rise in demand for on-demand, flexible services, as clients seek more convenience and personalized experiences,” explained a spokesperson for charter operator Luxaviation. “The customer base is also shifting, with more younger people opting for charter services [and, as such] communication preferences are also evolving, with clients favoring quick, app-based interactions.”

Luxaviation added that it continues to see “strong demand for a fully integrated and customized approach to service delivery—a 360-degree approach that encompasses all aspects of purchasing, maintaining, and operating an aircraft.” The group will be at the Aero Friedrichshafen show with sister company ExecuJet, which claims to run the largest network of FBOs in Europe.

Textron Aviation also buys into the optimism and is “looking forward to a good year,” said Lannie O’Bannion, the U.S. manufacturer’s senior vice president of global sales and flight operations. According to him, recent “game changer” investments in the Cessna Citation light jet family in the shape of the updated M2, CJ3, and new CJ4 platforms include Garmin’s emergency Autoland system, offering “not only an advancement in automated flight capabilities, but a profound enhancement in passenger and pilot peace of mind.”

Acknowledging the impact of 2024’s work stoppage at Textron, O’Bannion confirmed that “during the strike, the company focused on improving part flow and reopening the manufacturing lines with progressively improving efficiency.”

However, Europe brings its own operational nuances. “The biggest challenge we see in Europe is the regulatory environment,” explained Andy Somers, Honda Aircraft’s vice president of sales and marketing, noting that the specifics of EASA’s certification processes can sometimes extend the time it takes to bring products to the European market. The manufacturer also maintained that various operating requirements in Europe impinge on how operators can enjoy their aircraft.

Having certified its Autothrottle capability for the HondaJet last fall, Garmin is also working to develop its emergency Autoland function, with both products being available on new and preowned aircraft. “With the strong preowned business jet market forecasts we are seeing for 2025, we are looking into additional packages and services we can offer,” Somers said. Meanwhile, Honda Aircraft is aiming to start flight-testing its new HondaJet Echelon model in 2026.

Gulfstream is also eyeing the upcoming entry into service of the G400 and G800. Both will “change the game for the European business aviation landscape,” maintained Michael Swift, the U.S. manufacturer’s group vice president of international sales, Europe, the Middle East, Africa, and Asia Pacific.

The G800 will offer large-cabin comfort for flights of up to 8,000 nm cruising at Mach 0.85. Gulfstream says the G400’s 4,200 nm range makes it “ideal for the connections it can make from Europe with technology, cabin size, and speed capabilities never seen before in its class.”

At the smaller end of the aircraft spectrum, Cirrus remains very much concentrated on elevating the experience for owner pilots. It is targeting a market segment with an acquisition price of less than $7 million.

“When we look at Europe, we see long-term viability,” suggested CEO Zean Nielsen, referencing a “meaningful” fleet of around a thousand aircraft—including the SR20, SR22, SR22T, and SF50 Vision Jet—in operation. With the newly-certified G7 series developed to increase commonality between piston and jet products, he highlighted the importance of making what he characterized as the owner-flown “time machine” a “premium, not a luxury, experience.”

Nielsen acknowledged that Europe does present additional challenges. Potentially more cumbersome than the U.S. operational experience, the challenges of fuel availability and appropriate airport infrastructure, plus elevated fuel and landing fees, can often make the sector appear fragmented.

However, with European operators largely having “never known any other way,” he said Cirrus continues to support its owners through a solid ecosystem of sales, training, service, and support centers.

Regardless of the platform flown, the importance of infrastructure provision—be it service centers, FBOs, or overarching air traffic management solutions—remains integral to ongoing growth.

Luxaviation believes that the fragmentation of air traffic management across Europe complicates efforts to streamline operations, with the Single European Sky initiative (launched in 2004 and appointing Eurocontrol as network manager until 2029) being a critical factor in overcoming these hurdles. Additionally, airports’ multifaceted challenges, such as managing noise and public health concerns, must also be prioritized alongside the broader goal of decarbonization, according to the operator.

Despite negative accusations targeting business aviation's carbon emissions increasingly making their way into the mainstream media, the industry points to a myriad of proactive investments and practices to stem that footprint across the sector.

The increasing adoption of drop-in sustainable aviation fuel (SAF) remains a crucial short-term strategy for many operators and OEMs. As such, many OEMs have ongoing investments to research and facilitate its use. Gulfstream demonstrated this capability with the world’s first 100% neat-SAF-powered transatlantic flight. “This serves as a great example of the positive efforts we are making,” explained Gulfstream’s Swift.

Honda Aircraft’s Germany-based European dealer Rheinland Air Service is also committed to using SAF on all its ferry and demonstration flights. Last year, the NBAA awarded Honda Aircraft its Sustainable Flight Accreditation in recognition of its SAF activities. The HondaJet’s GE Honda HF120 engine, meanwhile, has already passed 100% SAF tests on the ground.

“Honda is no stranger to developing new technologies that challenge [environmental] concerns, and we bring the same zeal with which our parent company [the Japanese automotive group] has developed new vehicle technologies to aviation,” the company stated.

All Textron Aviation turbine aircraft can operate with SAF as part of the company’s overall endeavor to reduce carbon emissions by 50% by 2050. At the same time, the manufacturer is pressing for overall fuel efficiency gains and has committed to improving fuel efficiency by 2% annually. Other environmental initiatives underway include Textron Aviation’s 2023 introduction of its SustainableAdvantage offset program.

Both the Honda HA-420 HondaJet and Cirrus’ SF50 Vision Jet claim best-in-class fuel efficiency in the light and very-light-jet segments. The Cirrus SR20 offers an hourly operating cost of around $220.

Because the “sweet spot” of Cirrus’ mission profile is carrying one to seven people between 200 and 600 nm, Nielsen believes selecting the right aircraft for the task at hand is also key in saving both carbon and cost. Pointing to a recent analysis of two million business jet flights indicating that the average mission lasts less than two hours, carrying 1.9 passengers, he claimed, “the Vision Jet can perform the same missions at a fraction of the cost.”

As of December 2024, 600 of the aircraft had been delivered, with some European charter operators already benefiting from the type’s cost-effective approach.

Stuttgart-based DC Aviation’s adoption of several emission trading schemes results in it offsetting more than 65% percent of its carbon dioxide emissions annually. This is augmented by a fully electric ground transportation and ground handling fleet at various locations.

“We recognize that our business model results in a higher impact on greenhouse gas emissions,” said DC Aviation’s Svenja Wortmann. “However, we are not discouraged and are undertaking great efforts to make a significant positive contribution to environmental protection.”

Similarly, Luxaviation has acknowledged its role in the environmental impact of private aviation and is fully aware of the responsibility that comes with it, promoting transparency about its emissions and mitigation measures.

“Additionally, reducing empty legs through efficient scheduling, mitigating contrail formation, and optimizing flight operations are crucial,” it concluded. “Cultural barriers and a lack of data sharing further hinder collaboration, slowing progress towards sustainable practices.”

Ultimately, with the global aviation industry responsible for just 2% of carbon emissions produced by humans, and according to EBAA, just 2% of this overall figure is caused by business aviation. With this in mind, a January 2025 study (co-commissioned by GAMA and EBAA) revealed that “the limited environmental benefits associated with constraining the use of business aviation services would have economic costs that should not be ignored,” estimating that Europe would become less attractive for foreign direct investment should this occur.

Effectively, a loss of just 0.03% of total CO2 emissions in the EU in 2030 (through a hypothetical business aviation ban) would result in the loss of up to €120 billion by 2030.

The effect of arguably disruptive policies, such as new French Prime Minister François Bayrou’s intention to raise passenger taxes on charter flights from French airports, remains to be seen. Announced in February, the hike of up to 300% effective from March 1 is even higher than the UK’s proposed 50% jump in air passenger duty proposed to start in April 2026.

And it’s not just business or leisure travelers set to suffer. “As an industry, it is important we highlight the benefits of business aviation, from medevac to cargo operations and surveillance,” suggested Textron’s O’Bannion.

“Individually and collectively, these are challenges that the private aviation sector must address,” Wortmann concluded. “Inevitably, they also present opportunities, if we have the courage and expertise to seize them.”

Gulfstream’s Swift concurred, voicing a note of optimism prevalent throughout the industry. “I see more opportunities than challenges in the business aviation sector in Europe,” he asserted. “As aircraft usage and the overall fleet grows, we will see further proof of the benefits of business aviation and the positive impact it can have on economic growth, both locally and beyond.”

Seemingly without prompting, the business aviation companies assembling for this month’s Aero Friedrichshafen show concur with the sentiment recently expressed by EBAA secretary-general Holger Krahmer. “We are a small but innovative industry, and we are here to help Europe prosper,” he suggested.