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European Regions Airline Association Ltd.

ERA

ERA represents organizations involved in intra-European air transport, focusing on regulatory influence, technical cooperation, and public support.

Lobbying Activity

Meeting with Filip Cornelis (Director Mobility and Transport) and

27 Nov 2025 · Structured Dialogue meeting, focusing on current policy developments in aviation, and suggested recommendations from airline industry

Meeting with Jan-Christoph Oetjen (Member of the European Parliament, Shadow rapporteur) and Airlines for Europe and

4 Nov 2025 · IATA working group visit - Air Passenger Rights

Meeting with Nikolina Brnjac (Member of the European Parliament)

13 Oct 2025 · Revision of EU air passenger rights

Regional airlines urge alignment of carbon trading and fuel mandates

8 Jul 2025
Topic — The European Commission is reviewing the Emissions Trading System for aviation and maritime sectors.
Message — The association wants carbon trading aligned with fuel mandates to credit sustainable fuel fairly. They also request using emissions revenues to fund regional green flight routes.123
Why — This alignment would reduce compliance costs and prevent airlines from paying double for sustainability.45
Impact — European transport hubs lose business as passengers seek cheaper layovers outside the European Union.67
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Meeting with Apostolos Tzitzikostas (Commissioner) and

19 Jun 2025 · European Regions Airlines Association (ERA)

Meeting with Arash Saeidi (Member of the European Parliament, Shadow rapporteur)

12 Mar 2025 · Passenger Rights

Meeting with Magda Kopczynska (Director-General Mobility and Transport) and Airlines for Europe

27 Feb 2025 · Exchange following the launch of the Destination 2050 Roadmap review

Meeting with Pierpaolo Settembri (Cabinet of Commissioner Apostolos Tzitzikostas)

17 Feb 2025 · ERA presented itself and its activities

Meeting with Filip Cornelis (Director Mobility and Transport) and

6 Feb 2025 · DESTINATION 2050 updated roadmap

Meeting with Eddy Liegeois (Head of Unit Mobility and Transport)

5 Feb 2025 · Tour d’horizon of the priorities of ERA in the field of aviation policy

Meeting with Sérgio Gonçalves (Member of the European Parliament)

5 Feb 2025 · Priorities for this mandate in the TRAN Committee

Meeting with Filip Cornelis (Director Mobility and Transport)

15 Jan 2025 · Exchange of views on efforts to agree minimum standards for hand luggage dimensions

Meeting with Nina Carberry (Member of the European Parliament)

10 Dec 2024 · EU Aviation Policy

Meeting with Nikolina Brnjac (Member of the European Parliament)

10 Dec 2024 · Competitiveness and sustainability of airline transport in EU

Meeting with Arash Saeidi (Member of the European Parliament) and Finance Watch and Airports Council International - European Region

13 Nov 2024 · Échange de point de vue

ERA calls for flexible State aid for regional aviation

7 Oct 2024
Topic — The Commission is revising rules for government subsidies to airports and airlines.
Message — ERA requests more flexible start-up aid rules to support regional routes. They propose allowing various funding sources and expanding support beyond just airport charges.12
Why — This would reduce the financial risk for airlines opening new regional routes.3
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Meeting with Sophia Kircher (Member of the European Parliament)

4 Oct 2024 · Exchange of current EU transport and aviation policy

Regional airlines urge slot protection and airport fee transparency

6 Jun 2024
Topic — Evaluation of EU legislation governing airport slots, landing charges, and ground handling services.
Message — The organization demands protected hub access for smaller aircraft to ensure connectivity. They oppose increasing slot usage rates and call for transparent airport charge regulations. Additionally, they request harmonized EU rules for ground handling to prevent market distortions.123
Why — These reforms would prevent discrimination against smaller aircraft and reduce operational fees.45
Impact — Major hub airports and large airlines lose their current revenue-driven competitive advantages.6
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Meeting with Jan-Christoph Oetjen (Member of the European Parliament, Shadow rapporteur) and Community of European Railway and Infrastructure Companies and

2 Apr 2024 · Stakeholder Meetings on Passenger Mobility Package

Regional airlines urge EU to sanction negligent travel agents

12 Mar 2024
Topic — The consultation reviews EU rules on package travel and passenger rights.
Message — The association wants strict data sharing for intermediaries and clear refund deadlines. They reject airline liability for agent failures and oppose limiting package downpayments to twenty-five percent.12
Why — Avoiding these rules prevents double payments and reduces administrative burdens for smaller carriers.3
Impact — Passengers may face higher ticket prices as airlines recoup costs from free companion seats.4
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ERA warns EU passenger rights proposal threatens regional aviation

12 Mar 2024
Topic — A revision of EU rules governing passenger rights and multimodal travel arrangements.
Message — ERA demands that refund obligations follow the money flow through intermediaries to avoid double payments. They oppose mandates for free tickets for accompanying persons and standardized hand luggage requirements. They further reject proposed limits on downpayments for package travel services.123
Why — The group seeks to lower administrative costs and avoid liabilities from third-party booking intermediaries.45
Impact — Passengers with reduced mobility may face higher ticket prices to cover airline costs.6
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Response to Revision of the Visa Suspension Mechanism

20 Nov 2023

The European Regions Airline Association (ERA) welcomes the opportunity to comment on the adopted act for the proposal for Regulation COM(2023)642. The attached document provides a united aviation industry feedback. In particular, the Industry considers that the following overarching principles linked to the suspension mechanism shall apply: a) the suspension shall remain a mechanism of last resort, b) the travelling public and industry shall be informed clearly and well in advance about the suspension timeframes and conditions, c) an assessment of how the suspension may impact other EU border management tools (e.g. EES and ETIAS) and how such impacts will be addressed shall be conducted in advance. In addition, it shall be guaranteed that executing that revised mechanism will prevent heterogeneous approaches across Member States, leading to unilateral national measures.
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Response to Revision of the Visa Suspension Mechanism

29 Aug 2023

The European Regions Airline Association (ERA) welcomes the opportunity to provide feedback on the initiative EU visa policy revision of the visa suspension mechanism. The attached document provides a united aviation industry feedback for this initiative. In particular, the industry considers that the outcome of such revision should guarantee that: the suspension mechanism remains a mechanism of last resort without any automaticity; the travelling public and the industry are well in advance and clearly informed in case of visa suspension. This should avoid unnecessary pressure on air carriers and airports, leading to excessive waiting time at border control, jeopardizing connectivity, the impacts of any visa suspension on other EU border management tools, such as EES and ETIAS, shall be duly addressed for coordinated functioning. This should prevent travellers from showing up at the external borders without the required visa, impacting the passenger experience, airlines liability and the border crossing points at airports, the revised suspension mechanism avoids unilateral, non-coordinated, knee-jerk national restrictive measures (as seen during the COVID-19 pandemic). A common and homogenous approach across Member States and the EU should be a must.
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Regional airlines urge EU to label aviation technologies strategic

27 Jun 2023
Topic — The Net-Zero Industry Act aims to scale up European manufacturing of green technologies.
Message — The association wants Sustainable Aviation Fuels, hydrogen, and electric propulsion categorized as strategic net-zero technologies. They also propose labeling SAF market developments as Important Projects of Common European Interest.12
Why — This classification would unlock specific funding benefits and accelerate the initiation of new projects.34
Impact — The European Union risks losing industrial leadership and becoming dependent on imports from foreign economies.56
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Regional airline group seeks green finance through EU taxonomy

3 May 2023
Topic — This consultation defines sustainable economic activities to guide investment toward environmental objectives.
Message — ERA welcomes the inclusion of aviation in the Taxonomy to secure vital funding. They support categorizing aviation as a transitional activity to incentivize sustainable innovation.123
Why — This classification would help airlines attract the massive investment needed for fleet modernization.45
Impact — Environmental groups lose when traditional aircraft are labeled as sustainable, potentially diluting standards.6
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Meeting with Birgit Sippel (Member of the European Parliament)

25 Apr 2023 · Advance Passenger Information

Response to Advance Information on Air Passengers

3 Apr 2023

ERA supports the goals of the proposed regulations to contribute strengthening the EUs border security while streamlining airlines operations and travel facilitation for the benefit of States, travellers, and the industry. We understand the relevance of API data and welcome the plan to set up an EU single window for carriers to submit API data and standardize the data set and timing. However, we are concerned with some aspects of the proposed regulations that we believe need further clarification. ERA is concerned about the impact that the proposed regulations will have on the passenger experience with additional checks and boarding time. The new API approach will most likely result in a heavy check-in/boarding process for both travellers and carriers. It must not impact negatively airport flows whereas other modes of transports will not be exposed to such consequences. It would be a threat for the freedom of movement and erode much of what Schengen stands for. Because of the changes, the public shall be informed via an official communication campaign on which travel documents are allowed to travel intra-EU and which are not. Moreover, should there be scenarios where a passenger is not to be boarded, assurance must be given to airlines on their exemption from paying compensation to travellers for denied boarding (EU Regulation 261/2004). We also have strong reservations regarding the proposal to mandate by law the method by which carriers should collect API data. To our knowledge, the EU will be the unique jurisdiction in the world mandating carriers by law on how to collect API data. Although automated means is the industrys preferred method, it cannot be guaranteed in all cases in the short/medium term. Indeed, these reasons shall not be neglected and/or considered as exceptions to the general rule of automated data collection mandated by law. Addressing API data quality requires a multi-faceted approach involving both the airlines and authorities, given the variety of causes leading to data inaccuracy which goes beyond airlines processes. As so, penalties shall be used as last resort and carriers shall be given first chance with the opportunity to address the issues found. Therefore, ERA asks for a clear, standard, and agreed framework for assessing API quality that would include an 'error threshold' for inaccurate data, ensuring a sensible and tolerable level of error within which carriers can operate. This will help carriers and authorities to have a framework for improvement. We believe that carriers and authorities both have a role to play for a balanced and flexible approach. In the US, the use of the DOC VAL featured by the Government leads to a substantial increase in data quality. Travellers could directly provide their data to authorities and then provide them with standard permission to travel as applicable, which airline systems can process according to existing processes. At last, ERA asks for a clear consistency on crucial elements for operators to set up their systems and procedures, and a unique approach for all inbound flights regardless of the data collection/submission by carriers. To this day, the industrys experience with EES/ETIAS carrier interface has been suboptimal. As the carrier interface (CI) is to evolve into the API router, this experience increases our concerns on how the API router will finally operate in combination with them. We are afraid an automated system as the central API router will not be able to fully mitigate the additional costs that carriers will undergo. Also, when implemented, the proposed regulations will come on top of such systems for inbound flights and key elements like data sets (standard MZR and flight data), frequency of submission (check-in + flight closure) and transmission modes (interactive API at check-in and flight close-out message at flight closure) may overlap.
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Meeting with Rachel Smit (Cabinet of Commissioner Adina Vălean) and Airlines for Europe and International Air Transport Association

22 Mar 2023 · Meeting on MDMS

Meeting with Henrik Hololei (Director-General Mobility and Transport)

23 Jan 2023 · Meeting with ERA CEOs to discuss priorities for regional airlines (including fit for 55 measures, EU taxonomy, passenger rights and the single European sky)

ERA urges three-year extension for regional airport operating aid

20 Jul 2022
Topic — Amending EU guidelines to prolong operating aid for airports with fewer passengers.
Message — ERA requests a three-year prolongation of the transition period for regional airport aid. They also propose increasing aid thresholds to account for inflation and rising costs.12
Why — This would protect regional carriers from financial fragility and preserve vital flight connectivity.3
Impact — Competing transport sectors lose out as subsidies allow regional flights to remain artificially competitive.4
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Meeting with Adina-Ioana Vălean (Commissioner) and

13 Jul 2022 · Aviation Dialogue

Response to Update of common rules for the allocation of slots at European Union airports

23 May 2022

The COVID-19 slot relief measures will end on 29 October 2022. While air traffic levels have recovered substantially since the start of the pandemic and the air traffic forecasts indicate that the return to the usual 80% use rate is possible as of the start of the winter 2022/2023 scheduling season, we believe that there are still unpredictable developments with regards to new variants and the impact of the Russian war against Ukraine on air traffic and passengers’ ability to travel. Therefore, ERA believes that the Slot use requirements in the Slot Regulation should be temporarily adapted, the Commission should lower the slot use-rate by Delegated Act to 60 or 70%. The ability to refer to justified non-use of slots (JNUS) should also be better coordinated to ensure a consistent implementation of the common EU regime. EU slots coordinators should take into account airport capacity and ATC sector capacity changes as a result of COVID related staffing issues and other supply-side reductions in available capacity that are impacting seats/schedules. Regional carriers, by definition, operate mainly into smaller airports with decent accessibility and reasonable cost base, operating routes on frequencies and times that facilitate load factors. They however also ensure connectivity to major hubs to connect a remote European region to the world by using partnerships with global airline players via Interlining or Code sharing. Regional carriers can adapt easily when there is an opportunity or a new challenge, and they demonstrated that ability during the pandemic. They maintained a network during the crisis and used the flexibility of the applicable slot rules to support the connectivity and growth of the regions, the business continuity at airports and not to forget to ensure relevant travels of people fighting the pandemic as well as relevant governmental and diplomatic travels. ERA would therefore provide for the WASB recommendation for the priority reallocation of ad hoc / temporary slots to those who operated through the pandemic as historic eligible in future seasons. This should be integrated in the historic slot baseline for Winter 2022 and Summer 2023. The capacity of the big airports will not increase which means that as traffic goes back to pre-COVID levels, the situation will revert to what prevailed in the past, where new entrants faced tremendous difficulties in accessing some airports. We strongly believe that a kind of protectionism of big carriers in their major bases shall be avoided or at least reduced in a way to allow a descent share of independent regional point to point and connecting traffic at all major European Airports. A situation in which a legacy carrier might choose to operate even the worst slots at its base airport to prevent other operators to enter the market shall be avoided, for the sake of European connectivity, for fair competition and for an environmental responsible airport and operation. From a fair competition point of view one can say that such protectionism makes it impossible for small airlines to grow and create competition for their European customers while larger carriers can come to small airports (the own base of small airlines) at any time. Flexibility lies in competition and the ability of new entrants to enter the market.
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Meeting with Ciarán Cuffe (Member of the European Parliament)

10 May 2022 · Regional aviation

Response to Better protection for passengers and their rights

17 Jan 2022

ERA welcomes the opportunity to comment on the European Commission’s call for evidence on the Review of the Passengers rights regulation and wishes to make a substantial contribution to the ongoing debate. Over the last 30 years, the air travel single market has been a great achievement of the European Union: successive regulatory packages have made it possible for any European airline to operate anywhere in Europe, allowing for strong growth in air travel. As a result, connectivity has increased, quality of services has improved and prices have gone down, to the benefits of the passengers. The European Commission (EC) is in the process of a review of Regulation 261/2004 (EU261) which governs passengers’ rights in relation to airlines arising from cancellations and delays. ERA urges all parties to adopt a wider vision for transportation generally, and to avoid the unintended consequences that have damaged and continue to threaten regional aviation because of the judicial rewriting of the existing regulation The overarching demands of competition, sustainability and regional development and ensuring essential connectivity must be taken into account, and there is a need for an intermodal approach to passenger rights, rather than one which imposes exclusively on air transport the most draconian consumer rights regulations. The revision of Regulation 261 based on the 2013 proposal should remain an absolute priority. These are (1) to have a clear binding non-exhaustive list of extraordinary circumstances (2) to trigger passenger rights only after 5-, 9- or 12-hours delay (3) no compensation for missed connections of less than 90 minutes (4) obligations clearly distinguished between operating and marketing carrier (5) cap on duty of care and assistance. ERA’s airlines provide vital connectivity and support for Europe’s regions, promoting social and territorial equality and cohesion as well as contributing to increased tourism, investment, and employment. Thus, regional air routes are a source of job creation for the regional airlines themselves but also for society as many jobs are created because of the establishment of these routes. However, the current EU261 text, followed by its interpretations by the ECJ, is proving to have negative social effects by directly impacting on the creation of new employment. Moreover, the EU261 places a disproportionate economic burden on regional carriers, which often operate with small aircraft, making several rotations per day, and therefore affect competitiveness of those operators. On airline insolvency, the risk in non-crisis times is low. Existing instruments and voluntary measures – such as the Scheduled Airline Failure Insurance – protect passengers against the consequences in the rare instances where an airline cease operations. In addition, consumers are also protected against the risk of airline insolvency through the requirements on financial fitness and oversight by licensing authorities under Regulation No (EC) 1008/2008. Indeed, governmental authorities have a duty to check financial fitness and thus limit the possibility of airline bankruptcies. Such an insolvency scheme would reduce the competitiveness of European airlines, resulting in less choice and connectivity and higher fares for consumers. The industry is as of today calibrating the necessary investments and the financial mechanisms and will be able to quantify these soon as part of Destination 2050 project. Additionally, the provisions of EU261 as judicially rewritten increase the pressure on airlines to arrive on time, flying faster or less optimal trajectories and thereby increasing fuel burnt and CO2 emissions. A review of the impact of the regulation would necessarily take this and the other factors mentioned above into account.
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Response to Count your transport emissions: CountEmissions EU

16 Dec 2021

ERA welcomes the opportunity to comment on Count your transport emissions initiative and supports a “door-to-door” approach. • ERA understands the objective of such initiative, to offer a common framework to calculate GHG emissions among all transport modes and allow passengers to make informed decisions when choosing transport modes. • For the past two years, ERA and its members have been involved in the development of EASA’s environmental label, which has a similar objective to the CountEmissions: increase the transparency of air transport’s environmental impact and help the passenger make informed decisions. The initiative will produce three labels: aircraft label, airline label and a flight label. The latter will calculate the performance of a flight on a specific route and will be based on CO2 per PAX/KM, which regional airlines are not supportive of as the way it has been designed, will mislead passengers to take the wrong decisions regarding choosing between flights based on their CO2 emissions and it favours one business model over others. • Given that each transport mode uses different KPIs, finding a common GHG framework could be complex. • If both initiatives are to coexist, there must be harmonisation between the two. We are concerned that there could be duplication of work and also lead to administrative burden. • For the metrics used, we suggest an ASK approach over a PAX/km approach. This would allow for comparison between different modes of transport, which report different data. To allow for such comparison it is extremely important that the different modes of transport use comparable factors, such as ASK. Passenger load factors differ among all transport modes and is, thus, not an ideal metric. • Harmonisation and easy application (using existing and enlarged databases for mentioned purpose) are key if this initiative is to be successful. • Any methodology decided upon must find consensus by all stakeholders involved.
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Response to Revision of the provision of air services

6 Dec 2021

ERA welcomes the opportunity to comment on the European Commission’s call for evidence on the Review of the Air Services regulation 1008/2008. In this document, ERA will limit its feedback to the provisions on public service obligations and more sustainable air transport. Over the last 30 years, the air travel single market has been a great achievement of the European Union: successive regulatory packages have made it possible for any European airline to operate anywhere in Europe, allowing for strong growth in air travel. As a result, connectivity has increased, and prices have gone down. However, more recently, even before the COVID-19 crisis, competition in the sector was negatively impacted by a worrisome consolidation trend. Now, with the COVID-19 pandemic and its ensuing economic crisis, the European aviation sector is subject to a tremendous shock. Most airlines would not have been able to survive this crisis without public support, and such support is fully justified. Public money has been very unevenly spread country by country in Europe. The risk of airline bankruptcies remains very high throughout the coming months and possibly years, leading to lost connections and a reduction in consumer choice. Such bankruptcies would not only impact such airlines but also will have a direct and devastating impact on the economic recovery of the European regions where their activities were located. To avoid this situation, the review of the Air Services 1008/2008 regulation shall aim at maintaining a competitive air travel market and must come up with real and effective EU policy to ensure proper connectivity throughout the year, in all regions – including the most remote – both for freight and passenger traffic. The policy should establish explicit air transport connectivity objectives. Regional aviation provides the crucial links necessary to ensure a region’s access to and from national and international economic centres, facilitating the EU policy objectives of social and economic cohesion, territorial development, improvement, and regional competitiveness. Regional policy for the EU and PSO policy are therefore closely related and PSO routes are one tool that has historically and will continue to trigger regional development. We believe that the scope of PSO routes should be broadened to allow many more intra-European cross-border as well as international routes to be approved and redefined. The Regulation should introduce more flexibility so that some PSO routes can develop in turn into commercially viable routes, once the right demand levels are in place. ERA welcomes the possibility of introducing environmental criteria in the PSO framework, as well as extending the duration of PSO contracts to attract investment in fleet renewal. These new criteria, if they are based on free market principles, could favour regional carriers’ investments in more CO2-efficient aircraft and SAF blending. This would allow a more efficient sharing of the financial burden between public authorities and carriers. Ticket pricing should reflect to a minimum the cost of a flight. In order to be in line with our sustainability roadmap, we should integrate environmental externalities in our ticketing (e.g. EU ETS, taxation, SAF use). The regulation should introduce a safeguard so that individual players do not abuse the system and charge less than their costs including taxes. A blanket approach on short-haul flight bans across Europe is not ideal, due to absence of viable/reasonable rail links, price monopolies, capacity, or geographical constraints. This is the case for most PSO routes or hub feeding flights which cannot be replaced by rail (or ferry). A shift from air to rail may have perverse effects with regards to CO2 reduction as it may cause a shift to road due to extended travel times. A case-by-case approach is therefore necessary to assess the feasibility and efficiency of an (intermodal) shift.
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Response to Contingency plan for transport

28 Sept 2021

ERA represents more than 55 European airlines, and it is essential that financial relief reaches these smaller operators that maintain services to European territories and local communities reliant on aviation for their tourism and economic wellbeing. State aid in conformity with the EU’s state aid regulatory framework plays an important role and influence when trying to maintain a level playing field as well as keeping routes and services open, especially beyond the major city pairs. In terms of state aid, we believe that the EC must only ever approve selective support measures for large companies if the grant of state aid does not distort competition in the internal market in line with Article 107 of the Treaty of the Functioning of the EU. We have seen that some carriers received state support and some others did not,. These support measures are linked in most cases to severe conditions in terms of cost cutting (including salaries), restructuring, slot divestitures and environmental measures. They are loans that the beneficiaries will eventually reimburse. Beneficiaries cannot engage in aggressive commercial expansion financed by state aid or take excessive risks. Protecting connectivity is one of the highest priorities and under no circumstance should the EC allow this crisis to push our industry back nearly 30 years. Uneven government aid all over Europe has initiated a shift in market powers where some European regional carriers are facing financial ruin, however the long-term repercussions will have a direct and brutal impact on the economic recovery of the European regions and the people living there (working directly in the industry or just dependent on infrastructure). The risk of airline bankruptcies remains very high for the foreseeable future and no doubt leading to lost connections and a reduction in consumer choice. Regional airlines were not satisfied with the way the EC handled the temporary waiver of the 80/20 rule embodied in Reg 95/93. Airlines provided a wealth of data showing the devastating impact of government imposed border closures and uncoordinated travel restrictions on their operations. Airlines, airports and slot coordinators came together to came with common recommendations, but each time ahead of a new IATA season the EC hardly took our recommendations into consideration. We urge the EC for next waivers to take common recommendations of airlines, airports and slot coordinators duly into account. Equally unsatisfying was the way a temporary amendment of Reg. 261/2004 was not proposed by the EC, despite support for this amendment by an overwhelming amount of Member States and political groups in the EP. The amendment was focused on waiving the requirement to refund tickets in case of cancelled flights within the regulatory limit of 7 days. The flights were often cancelled due to last minute travel restrictions imposed by Member States. As we tried to limit cash-out during the most dire periods of the Covid-19 crisis, the need to strictly respect the statutory limit of 7 days was impossible. The option of issuing refundable vouchers was presented, but didn’t meet regulatory approval in the end. We hope the long overdue revision of Reg. 261/2004 will include provisions that enable airlines to cope with long lasting crises like the Covid-19 crisis. There is also a need to develop a targeted framework for cargo operations. The EU emergency plan had no provision for cargo flights at the start of the pandemic, while those were flying. Hopefully, a good co-operation between industry and the EC allowed to draft timely cargo guidelines. A future contingency plan should include these operations.
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Meeting with Gaëlle Michelier (Cabinet of Commissioner Adina Vălean)

3 Mar 2021 · Introductory call to present ERA.

Meeting with Henrik Hololei (Director-General Mobility and Transport) and Airlines for Europe and

3 Mar 2021 · SES2+

Response to Climate change mitigation and adaptation taxonomy

18 Dec 2020

The European Regions Airline Association (ERA) welcomes the opportunity to provide input to the European Commission’s draft delegated regulation on the Taxonomy and fully supports its purpose: to provide uniform criteria for companies and investors to determine sustainable activities. ERA is the trade association representing more than 60 airlines and 150 associate members, including manufacturers, airports, suppliers and aviation service providers, across the entire spectrum of the aviation industry. ERA works on behalf of its members to represent their interests before Europe’s major regulatory bodies, governments and legislators to encourage and develop long-term and sustainable growth for the sector and industry. A major part of ERA’s role is to raise the profile and importance of its members, to champion green and sustainable air connectivity and European air transport. Aviation is a strategic sector for the European Union, and as such, it significantly contributes to the European economy and to the competitiveness of the region by representing 3.3% of all employment and 4.1% of Europe’s GDP, whilst driving growth, businesses, tourism, providing vital connectivity and promoting social and territorial cohesion. As such, it is important that the Taxonomy acknowledges and supports its decarbonisation efforts. Please find attached ERA's feedback.
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Meeting with Joost Korte (Director-General Employment, Social Affairs and Inclusion) and European Transport Workers' Federation and

16 Dec 2020 · aviation roundtable report

Meeting with Henrik Hololei (Director-General Mobility and Transport) and European Transport Workers' Federation and

26 Nov 2020 · Aviation Roundtable Report

Response to Revision of the EU Emission Trading System Directive concerning aviation

28 Aug 2020

The European Regions Airline Association (ERA) welcomes the opportunity to provide input to the European Commission’s revision of the EU Emission Trading System Directive concerning aviation. ERA is the trade association representing more than 60 airlines and 150 associate members, including manufacturers, airports, suppliers and aviation service providers, across the entire spectrum of the aviation industry. ERA works on behalf of its members to represent their interests before Europe’s major regulatory bodies, governments and legislators to encourage and develop long-term and sustainable growth for the sector and industry. A major part of ERA’s role is to raise the profile and importance of its members, to champion green and sustainable air connectivity and European air transport. Attached you will find ERA's feedback on the Roadmap on the revision of the EU ETS Directive regarding aviation.
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Response to Sustainable and Smart Mobility Strategy

10 Aug 2020

The European Regions Airline Association (ERA) welcomes the opportunity to provide input to the European Commission’s “Sustainable and Smart Mobility Strategy” and fully supports its purpose: to support a green, digital and a resilient future of the transport sector. ERA is the trade association representing more than 60 airlines and around 150 associate members, including manufacturers, airports, suppliers and aviation service providers, across the entire spectrum of the aviation industry. ERA works on behalf of its members to represent their interests before Europe’s major regulatory bodies, governments and legislators to encourage and develop long-term and sustainable growth for the sector and industry. A major part of ERA’s role is to raise the profile and importance of its members, to champion green and sustainable air connectivity and European air transport. Aviation is a strategic sector for the European Union, and as such, it significantly contributes to the European economy and to the competitiveness of the region by representing 3.3% of all employment (most of which is highly skilled) and 4.1% of Europe’s GDP, whilst driving growth, supporting businesses, enabling intra-EU and extra-EU tourism, providing vital connectivity and culture exchange as well as promoting social and territorial cohesion. As such, it is important that the Sustainable and Smart Mobility Strategy further supports its decarbonisation efforts. Please see attached document.
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Response to ReFuelEU Aviation - Sustainable Aviation Fuels

21 Apr 2020

ERA (European Regions Airline Association) is the trade association representing more than 50 airlines and 150 associate members, including manufacturers, airports, suppliers and aviation service providers, across the entire spectrum of the aviation industry. The power of one collective voice, representing multiple businesses, to promote and protect one industry sector is incredibly strong. ERA works on behalf of its members to represent their interests before Europe’s major regulatory bodies, governments and legislators to encourage and develop long-term and sustainable growth for the sector and industry. The association also brings members together to exchange information and learn from each other through events, groups, meetings and forums. A major part of ERA’s role is to raise the profile and importance of its members, to champion green and sustainable air connectivity and European air transport. ERA welcomes this opportunity to provide input to the inception impact assessment on the ReFuelEU Aviation initiative and fully supports its purposes: to reduce the environmental footprint of the aviation sector and to boost the supply and demand for sustainable aviation fuels. The aviation sector has been relying on different solutions to reduce its emissions, such as market-based measures, technology development and operational improvements. However, these represent solutions for the long-term. Sustainable aviation fuels therefore also play a crucial role in the mitigation of aviation CO2 emissions as they offer a short-term solution using existing aircraft. It is in fact expected that SAF would reduce CO2 emissions by 80% with the current fleet. However, there are still significant challenges such as low production rates and competition with other transport modes (current SAF production only covers 0.1% of total fuel use by the aviation industry) and very high prices (currently between two to six times higher than conventional jet fuel). The higher costs do not represent a viable alternative to conventional jet fuel and the market uncertainty does not incentivise the investments necessary to increase SAF production. ERA therefore supports the Commission’s efforts to identify adequate measures for the industry in order to increase the investments, supply and the uptake of sustainable aviation fuels in Europe. When it comes to the SAF blending mandate, ERA supports a gradual, minimum productions levels of SAF to be supplied to airlines. In addition, this initiative should to be designed for and considered within the frameworks of the EU Energy Taxation Directive and the of the EU Emissions Trading System when they will be revised. Finally, given the current circumstances, it is important to recognise the considerable uncertainty that the Covid-19 crisis is causing for the aviation industry. ERA is looking forward to further contribute to the legislative proposal of the ReFuel EU Aviation initiative.
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Response to Revision of the Energy Tax Directive

30 Mar 2020

Please see attached document.
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Meeting with Henrik Hololei (Director-General Mobility and Transport)

13 Jun 2018 · ADS-B

Meeting with Jos Delbeke (Director-General Climate Action)

12 Sept 2016 · ICAO

Meeting with Henrik Hololei (Director-General Mobility and Transport)

5 Jul 2016 · European regional aviation

Meeting with Soren Schonberg (Cabinet of Commissioner Margrethe Vestager)

26 Mar 2015 · Competition and Sate aid policy in the aviation sector