NCC information

At our recent Flight Ops meeting we discussed the progress of NCC in the UK and what we might do to help the process. Clearly for the majority of our members they will be providing NCC as part of their AOC package, or helping clients to make their submissions to the CAA. If however you become aware of any potential members, or occasional clients that may need help with their NCC status, then please feel free to direct them towards the BBGA.

We are concerned that there are elements of our community who may not understand their position if they fail to meet the terms of their declaration. To be clear it is not the regulator who are at risk in the event of anything happening during NCC operations. If the organisation are undertaking activities which do not follow what they have declared to the regulator, then it is highly likely that they will not be covered  in the event of legal action.

If we can help people in our community to follow the requirements of NCC we should take that step rather than leaving people exposed. Anything you can do to instruct others would be of benefit to our sector in the long term.

8.33KHz requirements

8.33 kHz EU grant funding – Eligibility Criteria

Below is our DRAFT of the eligibility criteria that we will assess claimants against when deciding whether or not they qualify for funding towards their 8.33 kHz channel spacing radio voice communication equipage.

There are some criteria that are written into the EU contract and so cannot be amended, otherwise, it is up to us to determine suitable criteria.

Once the criteria are set, they must remain fixed throughout the whole project.

Some of the EU contractual criteria are (I’ve only listed relevant ones below):

  • Claim period: 16Feb2016 – 31Dec2017
  • UK GA fleet, aircraft up to 13,999kg
  • Maximum of 20% of cost can be refunded (if vat registered, then it is the ex-vat net cost)
  • Refund only, no forward pre-funding
  • Receipts are required to support a claim
  • Claims to be assessed on a “first come, first served” basis
  • We must be clear, fair and transparent
  • Demonstrate that the criteria is linked to 8.33 kHz voice communications equipment
  • Comms, nav/comms and handhelds are permitted
  • Absolute maximum gross costs of equipage are limited in the contract as follows (but the CAA are permitted to have a maximum cap lower than this):
    • Combined nav/comms: EUR32,000
    • Comms only EUR6,000
    • Handheld device EUR800
  • For each claimant, an absolute maximum of EUR60,000 can be paid to them (this equates to a claim of EUR300,000)

Our criteria must not be construed as sanctioning an unapproved activity.

The EU contract further defines three “call periods” where we shall formally assess and allocate claims to that date.  In practise, this means that we will only launch the next call period if there are funds unallocated remaining from previous ones.  This approach aims to encourage early adoption.  Note that I use the phrase “allocated” rather than “paid” as we only receive the funding from EU in 2 tranches:  40% (EUR1.7m) up front, then the remaining 60% (EUR2.6m) at the end of our project, 31May2018.  The CAA will actually make payments after the end of each call period.  This means that after the initial EUR1.7m has been paid out, no more payments will actually be made until May2018.

The three defined call periods are:

  • 16Feb2016 to 31Mar2017
  • 01Apr2017 to 30Sep2017
  • 01Oct2017 to 31Dec2017


CAA Proposed Eligibility Criteria

The EU contract states that the CAA will define the exact eligibility criteria that are in addition to the EU contractual criteria (as listed above).  The CAA criteria can be more restrictive, but cannot be outside the EU ones.

To avoid sanctioning an unapproved activity and to ensure the claim is for aircraft usage, for a claim to be considered, the claimant must have either a fixed or a transportable licence (“Aircraft Radio Licence” or “Aeronautical Transportable Radio Licence” respectively).  If they have both and are claiming different radios under both licences, then they should submit 2 separate claims.

Where a claimant has more than 1 aircraft, then they would submit separate claims for each one.  The “per aircraft maximum cap” applies to each aircraft, and the overall “per claimant” maximum limit applies to the claimant.

Claimants could be individuals, part of a syndicate, or on behalf of a company.

Any recipient name on the receipt must be directly associated to the claimant.

The claimant must be listed on the radio licence.  Additionally, for a fixed radio, the claimant must be listed on the aircraft registration:

  • For individuals, this will be themselves
  • For a syndicate, this will be a trustee
  • For a company, this will be a director of the company or an authorised person registered with the CAA.

Note:  for companies, if the claimant is not listed on the aircraft registration, then they will be asked for evidence from companies house to prove they are a director and therefore able to represent that company.

If the claimant is on behalf of a company that is vat registered, then they can only claim against the ex-vat net cost, and similarly will receive any refund ex-vat.

Total claim against one aircraft is capped at a maximum gross cost of £20K (20% of £20K==£4k refund).  This is the gross cost including vat, noting that these same limits apply to all claimants, including companies.  Otherwise the EU contractual limits apply for each device type, using an exchange rate of 1.2 EUR/GBP (this is the average EUR/GBP for 2016).

Purchase receipts can only be considered if they are from a recognised bonafide company and supported by a receipt that clearly shows the item claimed.  This will allow the CAA to check with the reseller if required.  Where claimants purchase an item as part of a packaged deal (so the individual price of the claimed item is not shown on the receipt), then they must also provide clear evidence of the price from this reseller that would have been paid had the item been purchased on its own (e.g. screen printout or document from the reseller).

The cost of fitting (labour) was considered.  However, it has been decided not to include it within the eligible criteria as it is proving just too administratively difficult to prove that we have checked that only legitimate claims are approved.  We feel that the cost of administering this is disproportionate to the claim, and have instead opted to include additional associated hardware that can be much easier checked against receipt.


In the below eligibility criteria, information required from the claimant is preceded by the bullet symbol “>”



There is some general information that we need to gather from every claimant that doesn’t form part of the eligibility criteria, but can be mandatory(*) in order to make a claim:

Claimant’s details (general):

  • Name of claimant (*)  (first name and surname) – see above for eligible names when the claim is for an individual, syndicates or companies
  • If claiming for a company, are you vat registered?
  • Address (*) – same as is on the radio licence / G-INFO
  • Post code (*)
  • Country of residence (*)
  • Phone number (*)
  • Email address (*)
  • Photo ID (*) (e.g. scan copy of passport, EU ID card, or driving licence)
  • Proof of address (*) (e.g. scan copy of utility bill less than 3 months old)


  • UK bank account details (*); bank name, account name(s), account no., sort code  (note this must be a UK bank account in GBP)


  • Are you claiming against a fixed or a transportable licence? (“Aircraft Radio Licence” or “Aeronautical Transportable Radio Licence”)


now go to the relevant section below



Fixed – Aircraft Radio Licence:

Background information:

A Fixed Aircraft Radio Licence is for 1 aircraft and can cover not only installed radio’s, but also handheld radios that are dedicated to be used only in that aircraft.

An Aircraft Radio Licence is for the aircraft and does not itself restrict the number of comms equipage devices that are physically installed (“fixed”), nor does it restrict the number of “handheld” devices that are dedicated for use only in that aircraft.

Our criteria for an aircraft with a fixed aircraft radio licence, will allow them to claim for up to 2 “fixed” and up to 2 “handheld” devices that are only to be used in this one aircraft.  (Note that this limit of 4 devices is to permit all the permutations that a fixed licence could cover)

Note:  A claimant might make more than one claim under this 1 fixed aircraft radio licence during the project, we are going to limit this to a maximum of four claims .  This might, for example, be because they only want to purchase 1 comms equipage at a time, and they want to claim early knowing that it is on a first come, first served basis.  It should be noted however that for any claim to be considered for “related fitting accessories” or “associated hardware”, the claimant, under this fixed licence number, must have also claimed for an 8.33 kHz comms equipage.  This is to prevent a claimant simply claiming for a new headset without ever claiming for a comms equipage.

When claiming for a fixed installation, the following constitutes an 8.33 kHz radio fixed installation:

  • A piece of approved avionics equipment where the 8.33 kHz voice communication facility is an integral part of the system
  • For example:
    • Comms only
    • GPS / Nav / Comms
    • Integrated Comms systems
  • 33 kHz handheld radio, including those purchased as a “kit” that is packaged with related accessories (e.g. Pro pack, Sport pack)

Approval of radio equipment can be achieved in 2 ways.  Preferably, the radio will have an individual approval number from ETSO, TSO, or CAA.  Alternatively, if it does not have an individual approval, then it must have an approval that is gained at installation (e.g. EASA minor change or CAA minor modification).  It is felt that the above scenario covers all radio equipage.


Eligibility Criteria for a fixed licence claim:

General information:

  • Customer No. from current licence
  • Licence No. from current licence
  • Date of issue of current licence
  • G-reg of aircraft OR if an Annex II glider that is NOT on the G-reg, then the unique BGA registration number (e.g. BGA 1234)


  • Have you already made a claim against this fixed licence? – we will ask for the reference number of the previous claim(s), noting a maximum of four claims per fixed licence
  • How many fixed installations are you claiming for on this form? (1, 2, 3 or 4)

For each radio (1-4):

  • Radio Equipment information – make, model, serial number, cost (incl. vat)
  • Approval details of radio equipment; this will be an individual equipment approval (ETSO / TSO / CAA approved), or, if the radio does not have an individual approval, then through the approval reference of its installation (e.g. EASA minor change or CAA minor modification)
  • What company did you purchase it from?
  • Did you purchase it with a fitting kit or related fitting accessories? – list the fittings with cost (see below for what is allowed)

For each aircraft (only allowed to claim the below once per aircraft):

  • Other associated hardware – make, model, serial number, cost (see below for what is allowed)


Below are details of exactly what can be included within a claim, along with any maximum cap on the cost that can be claimed (this cost is the gross amount including vat, noting that for vat registered companies, the refund is against the ex-vat net amount).

The following are allowed within a fitting kit or related fitting accessories:

  • Radio manufacturer prepared installation fitting kit for this equipment – up to £1,500
  • Panel mounting frame / bezel – up to £500
  • Mounting brackets – up to £300
  • Connectors – up to £300
  • Wiring harness for this equipment – up to £500
  • Aerial and / or cabling – up to £500
  • [[ Question – are there any others that you feel we ought to be including here?? ]]


The following are allowable associated hardware:

  • Intercom – up to £300 total
  • Headset (s) – up to £500 total
  • Audio Panel – up to £1,500
  • Remote microphone/speaker – up to £300 total
  • [[ Question – are there any others that you feel we ought to be including here?? ]]




Transportable – Aeronautical Transportable Radio Licence:

Background information:

An Aeronautical Transportable Radio Licence is for just 1 handheld device that is not fitted into the aircraft and can be operated as a standalone device.  It is transportable and can therefore be used in the aircraft that the operator is flying in, subject to the approval standard that the device has been certified to meet.  These are referred to as “handheld” devices.

The transportable licence is not tied to an aircraft and so it is not relevant to ask for the UK registration of the aircraft.  Handheld devices can also be used with associated hardware and so these are also permitted.

The claimant will therefore only be able to make 1 claim for the radio device itself, but if they wanted to claim separately then we will permit a subsequent claim for associated hardware, with the pre-requisite that they must have made a valid claim for a handheld radio.  This pre-requisite is to ensure we only consider equipage that is purchased within the eligibility period.

When claiming for a handheld radio, the following constitutes an 8.33 kHz handheld radio:

  • 33 kHz handheld radio, including those purchased as a “kit” that is packaged with related accessories (e.g. Pro pack, Sport pack)


Eligibility Criteria for a transportable licence claim:

General information:

  • Customer No. from current licence
  • Licence No. from current licence
  • Date of issue of current licence

For the radio:

  • Radio Equipment information – make, model, serial number, cost (incl. vat)
  • Approval details of radio equipment; this is the individual equipment approval (ETSO / TSO / CAA approved)
  • What company did you purchase it from?
  • Did you purchase it as part of a manufacturers “kit” that is packaged with related accessories (e.g. Pro pack, Sport pack)

Associated hardware (only allowed to claim the below when a radio is also claimed for):

  • Other associated hardware – make, model, serial number, cost (see below for what is allowed)


The following are allowable associated hardware that would be used with the 8.33 kHz handheld radio device:

  • Intercom – up to £300 total
  • Headset (s) – up to £500 total
  • Remote microphone/speaker – up to £300 total
  • [[ Question – are there any others that you feel we ought to be including here?? ]]



Declaration from Claimant

  • We will be including a declaration that the claimant states that their claim is legitimately for 8.33 kHz voice communication equipment and associated equipment, and that they are entitled to make this claim (reminding them that making fraudulent claims are open to prosecution).
  • Total cost you would like considered in this claim: Limited to the maximum cap threshold (noting this will be the ex-vat net figure for vat registered companies)

BBGA Member Jet Aviation signs agreement for its 10th C-Check on a Dassault Falcon 7X in Basel

Jet Aviation signs agreement for its 10th C-Check on a Dassault Falcon 7X in Basel

BASEL, Switzerland / November 15, 2016 – Jet Aviation’s Maintenance Center in Basel recently signed an agreement with an undisclosed customer that will have the company perform its 10th C-Check on a Dassault Falcon F7X. Jet Aviation completed its first C-Check on this aircraft type in April 2015.

As a Dassault Falcon Authorized Service Center, Jet Aviation’s Maintenance Center in Basel is quickly gaining experience with the largest maintenance event for the Dassault Falcon 7X aircraft.
The company recently completed two C-checks on Falcon 7X aircraft, delivering them to their respective operators following seamless test flights, and has now signed an agreement to conduct its 10th C-Check on a Falcon
To optimize the downtime, the 10th C-check at the Basel Maintenance Center will be performed in conjunction with an extensive list of Service Bulletins (SBs), including a fuel accessibility improvement for the center-wing tank (SB 338) and a fluids circulation improvement in the lower panels of the lateral center- wing tanks (SB 353). In addition, the interior will be refurbished and a new exterior paint will be applied.

“Jet Aviation works closely with the OEMs to ensure we have the necessary tooling and expertise for the various aircraft types, and we also continually strive to improve and optimize work flows to gain efficiencies and reduce ground time,” said Johannes Turzer, senior vice president and general manager of Jet Aviation’s Maintenance Center in Basel.

Regarding the two recent deliveries, Basel’s Maintenance Director for Dassault Aircraft Fabien Fuster confirmed that both Falcon 7X operators went operational with their aircraft on the same days as their test flights. “We’ve had the opportunity to complete 9 C-Checks on the Falcon 7X the past year and a half, which has really helped us hone our skills. By drawing on our experience
gained through previous checks and modifications, successive customers benefit,” explained Fuster. “With the service bulletins for this upcoming 10th C-check, for example, our professional team of technicians has already performed 14 such modifications.”

For Customer Representative Adrian Hollenbach, Technical Director & Continued Airworthiness Manager for Planair Enterprises, Jet Aviation’s expertise with the Dassault Falcon 7X was clearly paramount. “We selected the Jet Aviation Basel Maintenance Center to do our C-Check, because we knew they had considerable experience with this aircraft type. We clearly made the right choice, as we didn’t have anyfindings during the test flight and common problems were fixed quickly.”

EASA has taken the decision to follow the procedure laid down in Article 15 of MB Decision No 18-2015 [1] as this regulatory proposal is expected to have a negligible impact.

Dear MAB, ADR TeB, Air OPS TeB, Air Crew TeB members, observers and alternates,

Dear SSCC, ADR and FS subcommittee members,

EASA has taken the decision to follow the procedure laid down in Article 15 of MB Decision No 18-2015 [1] as this regulatory proposal is expected to have a negligible impact.

You are kindly invited to comment on the draft Opinion and Decision titled

‘Maintaining aerodrome rules — information about forbidden dangerous goods’

Please submit your comments via email to by 28 November 2016. If received after this deadline, they might not be taken into account.

Yours faithfully,

On behalf of


Flight Standards Director

[1]     In line with Article 15 of EASA Management Board (MB) Decision No 18-2015


2016 Update from ICM Aviation and Martyn Fiddler Associates

Dear Industry Colleague,

With another NBAA just around the corner (next week!), we thought we would give you a brief update of 2016 so far from the shores of Europe:

  • The UK voted to leave the EU: While no indication of the extent of the separation has been made, VAT will still need to be solved for aircraft operating within the EU.
  • The introduction of the EU Union Customs Code (“UCC”)  has had minimal impact on the importation of aircraft for Martyn Fiddler clients.


On 23 June 2016 two memorable events occurred: (1) the sixth Isle of Man Aviation Conference took place with many delegates attending from Europe and the USA; and (2) the UK voted to leave the EU.

The result means that at some future point the way the UK interacts with Europe may change. Theresa May (the UK Prime Minister) has announced that she will formally notify the EU of the intention to leave in spring of 2017. Once the notification has been given, formal negotiations to leave can be discussed. Until then the UK and the EU will not negotiate (even informally). Under European law there is a two year negotiating period which can be extended if both sides agree.

There are many possible shapes that the future relationship of the UK and EU could take and nothing can be ruled out at present. What we can be most certain of is that VAT will continue to exist in the UK and the EU and that for business jet owners this will need solving.

Future solutions and the UCC

On 1 May 2016 the UCC came into effect in the EU. While this has meant some changes in the way importations are processed and administered for our UK clients, this has had little or no impact on our solutions for clients based elsewhere. More importantly, the way EU Customs Duties should be dealt with has not been affected.

No doubt you will be familiar with our permanent importation solutions which we have been providing to our clients for over 30 years. These have not been affected and we continue to provide effective, permanent and temporary importation solutions that correctly account for VAT and Customs Duties just as we have always done.

The UCC has not come as a surprise to us as we have been working for over two years to ensure our clients’ needs are not impacted.

One size does not fit all

The country an aircraft is registered in does not necessarily dictate which solution is most appropriate and we recommend taking fully indemnified VAT advice to ensure you receive the importation solution that is right for you or your client. We will always work with our clients’ tax advisors or alternatively, we can offer services from ICM Tax Consultants who provide bespoke specialised advice. Please remember that we tailor our recommendations to each client as we recognise one size does not fit all.

Heather, Martin, Angie and Adrian will be attending the NBAA Tax Conference on 30/31 October 2016 where Adrian and Martin will be providing further details on the issues above and many others. The team will also be attending NBAA BACE on 1-3 November 2016. We would be delighted to meet with you to discuss EU importation.

BBGA Member Company Tayside Aviation Receives Prestigious Award by The Honourable Company of Air Pilots

Tayside Aviation Receives Prestigious Award by The Honourable Company of Air Pilots

News release – 28 October 2016

Dundee based Tayside Aviation has received The Royal Air Force (RAF) Central Flying School Trophy for its outstanding contribution to flight training.

Tayside Aviation has proudly delivered the RAF Air Cadet Pilot Scheme for over 29 years, and is the only school in the UK to be entrusted by the RAF to deliver quality training that meets its rigorous standards.

Last night (27th October) Tayside Aviation’s commitment and achievement of excellence was recognised by The Honourable Company of Air Pilots at a lavish ceremony at the Guild Hall, London.  Astronaut Major Tim Peak was also honored at the event and was presented the Masters Medal.

The Royal Air Force Central Flying School Trophy is the highest honour a flight training facility can receive and is presented to “an individual or organisation that has made an outstanding contribution toward the achievement of excellence in the delivery of flying training or instructional standards”.

Commenting on the award, Jim Watt, Managing Director at Tayside Aviation said: “We are delighted to receive this prestigious award – and this year in particular as 2016 marks the 75th anniversary of the Air Cadet organisation. We’ve been delivering the Air Cadet Flying Scholarship continuously for the past 29 years, our long association is testament to the exceptional standards achieved and maintained at our Dundee base.

“To achieve this level of recognition is very much a team effort and this honour is for each and every employee of Tayside Aviation, and in particular, our first class dedicated instructors.”


Isle of Man CAA and UK CAA reach key agreement on UK based operators of ‘M’ Registered aircraft


The Isle of Man Civil Aviation Administration (IOM CAA) and United Kingdom Civil Aviation Authority (UK CAA) have signed a Letter of Understanding (LoU) to reflect agreement between the two organisations following the recent introduction of additional European legislative requirements.

The LoU lists the Operating Approvals issued by the Isle of Man Aircraft Registry (IOMAR) which will be accepted by the UK CAA for UK based operators of ‘M’ registered aircraft affected by the recently introduced EASA Air Operations Regulations for Non-Commercial complex motor powered aircraft (Part-NCC).

The letter was signed by IOM CAA Director of Civil Aviation, Simon Williams and the UK CAA Group Director for Safety & Airspace Regulation.

The LoU is the first of numerous similar formal agreements currently being finalised with other European Member States’ National Aviation Authorities (NAAs) and has been a major focus of the IOM CAA over the past year.

For operators of ‘M’ Registered aircraft who are required to declare to the UK CAA, the signed LoU means that all operational approvals (Part-SPA) issued by the Isle of Man will be accepted by the UK CAA.

Simon Williams commented:

‘I am delighted with the progress that has been made in this important area. The Isle of Man Aircraft Registry (IOMAR) strives to facilitate high regulatory standards whilst delivering excellent customer service.

‘It has been a key strategic aim to forge transparent, close working relations with EASA and with the European NAAs in light of the expanding European regulatory suite that captures private/corporate Business Aviation operations. This agreement further improves the service we offer following the introduction of this European legislation and provides yet another reason for private and corporate aircraft owners to choose registration with IOMAR.’

‘As an ICAO compliant Third Country Register, IOMAR seeks to adopt a pragmatic and practical approach that supports a flourishing international private/corporate Business Aviation industry. We continue to adopt a proactive approach designed to minimise the potential for duplicated and/or contradictory oversight between State of Registry and State of Operator whilst striving to maintain high standards of safety founded on ICAO Standards and Recommended Practices.

‘We are close to finalising similar agreements with other European NAAs and I look forward to working closely with all our strategic partners to ensure that international private/corporate Business Aviation has a bright, sustainable and ultimately safe long term future.’

BBGA Member Company Jet Aviation named FBO of the Year at the Middle East Aviation Business Awards

Jet Aviation named FBO of the Year at the Middle East Aviation Business Awards
ZURICH / October 25, 2016 – Jet Aviation was twice honored at the tenth annual Middle East Aviation Business Awards ceremony recently held at the Conrad Hotel in Dubai, UAE. The company’s FBO at Dubai International Airport won the 2016 FBO of the Year Award, while its Dubai MRO facility was shortlisted in the MRO Service Provider of the Year (International) category.

Organized by magazine publisher ITP Business, the Middle East Aviation Business Awards are held annually to recognize “regional and international companies that stand out for having gone above and beyond in terms of their industry contribution,” says Walid Akawi, CEO of ITP Publishing Group. The 2016 awards covered 15 categories in total, including the airline, airport and cargo sectors, as well as the support services industry.

Jet Aviation established its FBO at Dubai International Airport in May 2005 to strengthen the company’s global network for its clientele in the Middle East. Since then, it has handled more than 25,000 aircraft arriving in Dubai from all over the world — and received numerous awards for its 24/7 domestic and international handling services. Earlier this year, it was voted Best FBO in the Middle East & Africa in the
2016 Professional Pilot PRASE Survey, the company’s 6th such honor.
“I am very proud and honored to accept this award on behalf of our team of handling professionals in Dubai,” said Philippe Gerard, senior director of Jet Aviation’s Dubai FBO. “We strive to distinguish our services by paying attention to the smallest of details to provide personalized service that is truly memorable.”

Vice President and General Manager of Jet Aviation’s Dubai operations Hardy Butschi added, “The Aviation Business Awards play an important role in promoting industry commitment to safety, quality and continuous improvement, which we at Jet Aviation are fully committed to.”

Jet Aviation Dubai’s maintenance and FBO location was established in May 2005 as a joint venture company with the Al Mulla Group. The facility has a total of 4,200 square meters (45,192 square feet) of hangar space, a workshop area of 1,000 square meters (10,760 square feet) and a two-story FBO building with an area of 1,050 square meters (11,300 square feet). The facility holds EASA #145.0317 maintenance approval and is an FAA #U8JY426Y repair station. It also holds Bahrain CAA, Bermuda DCA, Cayman CAA, India DGCA, San Marino CAA, Saudi Arabia GACA, UAE GCAA (NAA), Pakistan
CAA and Afghan CAA approvals. Jet Aviation Dubai is an authorized service center for maintenance and warranty support to Boeing BBJ, the Gulfstream G150, G200, GIV and GV, G450, G550 and G650 series, the Dassault Falcon900, 2000 and 7X series, and full service capability for Hawker Beechcraft 800/900 series, Airbus ACJ
series and Embraer Legacy aircraft. The company expanded its VIP handling service delivery to Al MaktoumInternational Airport at Dubai World Central (DWC) in December 2012.

Impact to services on NATS AFTN

Dear Business Aviation Customers

I would like to draw your attention to the following Information Notice released by the UK CAA (Ref: 2016/013):

If you are currently using systems that receive and submit messages into the NATS Aeronautical Fixed Telecommunications Network (AFTN), they may not be compatible should you require new services or changes to existing services before March 2020. 

If you have any questions, please contact Anna Waddington, NATS Head of Engineering Operational Adaptation and Data Services:

Tel: 01489 616975


BBGA is an integral part of the fabric of Business & General Aviation in the UK

ARINC Direct, EMEA & Asia Pacific