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Taking the alternative perspective (Figure 18), 62% of general aviation IFR traffic is included in our business aviation definition. More surprisingly, perhaps, ‘non-scheduled commercial’ traffic, which might often be taken as being the same as tourist ‘charter’ flights turns out to include 28% business aviation.
It has been observed that a small proportion (2.2%) of these flights are circular: departing and landing the same airfield. Such flights are much more likely to be training-related than true business aviation, which involves transportation of passengers or goods from A to B. Most of the 2.2% are in the ‘M’ and ‘X’ types, which again suggests they are less likely to be ‘true’ business aviation. In the future, the definition of ‘business aviation’ could be adapted to exclude these flights, but that has not been done here yet.
Figure 17 - Market shares of flights of the main market segments
Figure 18 - Comparison of market segments and ICAO flight type (2009 average flights/day)
Traditional Scheduled
Low-Cost Scheduled
Business
Aviation
Non-
Scheduled
All-Cargo
Military
Other
Total
S - Scheduled
15,084
5,113
30
.
600
16
.
20,842
N - Non-Scheduled Commercial
.
248
797
1,527
216
20
.
2,808
G - General Aviation
.
1
638
.
1
5
389
1,034
M - Military
.
0
106
.
4
413
.
523
X - Other
.
14
215
.
4
5
343
581
Total
15,084
5,376
1,787
1,527
825
458
732
25,789
8 For summary definitions, see International Civil Aviation Vocabulary, ICAO Doc9713, 2nd edition, 2001.
12 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
In developing the most recent EUROCONTROL medium-term forecast9, the likely growth of business aviation was forecasted, taking into account past trends and the relationship with economic growth. For the forecast, as in the statistics here, ‘business aviation’ includes jet and non-jet traffic, and VLJs. The result was a baseline forecast of return to growth in 2010, stronger growth in 2011, then around 5% growth per year (Figure 19). This is weaker growth than seen in 2004-2007, but still faster than that forecast for the main scheduled and charter passenger flows.
The result of this faster-than-average growth is that business aviation’s share of all flights will gradually recover and should pass 8% by around 2015, from 6.9% in 2009 (Figure 3).
12. LOOKING AHEAD
Figure 19 - Forecast growth in business aviation departures from European airports
9 EUROCONTROL Medium-Term Forecast, Flight Movements 2010-2016, February 2010. www.eurocontrol.int/statfor.
ANNEXES
14 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6 15
Previous issues of Trends on business aviation have discussed the rationale behind defining ‘business aviation’ as all flights by certain aircraft types. This issue lists the current aircraft types. The Socata TBM-850 (TBM8), with about 5 flights per day in 2009, is not included here, but will be in future statistics.
A. BUSINESS AVIATION AIRCRAFT TYPES
Engines
Typical
Seats
ICAO
ID
Manufacturers and Models
Wake Turbulence Category
Jet
A700
ADAM (2) : A-700
L
2
6
ASTR
IAI : GULFSTREAM 100 (C-38) ; 1125 ASTRA
M
2
8
BE40
BEECH : 400 BEECHJET (T-400) ; 400 BEECHJET (T-1 JAYHAWK)
M
2
8
RAYTHEON : T-400 ; T-1 JAYHAWK ; 400 BEECHJET
M
2
8
C25A
CESSNA : 525A CITATION CJ2
L
2
7
C25B
CESSNA : 525B CITATION CJ3
L
2
6
C25C
CESSNA : 525C Citation CJ4
M
2
8
C500
CESSNA : CITATION 1 ; 500 CITATION
L
2
6
C501
CESSNA : 501 CITATION 1SP
L
2
6
C510
CESSNA : 510 CITATION MUSTANG
L
2
6
C525
CESSNA : CITATION CJ1 ; 525 CITATIONJET
L
2
7
C550
CESSNA : U-20 ; T-47 ; S550 ; 552 CITATION 2/S2/BRAVO ; 550
L
2
11
C551
CESSNA : 551 CITATION 2SP
L
2
11
C560
CESSNA : UC-35.OT-47 ; TR-20 ; 560 CITATION 5/5 ULTRA/5 ULTRA ENCORE
M
2
8
C56X
CESSNA : 560XL CITATION EXCEL
M
2
10
C650
CESSNA : 650 CITATION 3/6/7
M
2
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