2.2 Benefits accruing from the use of international general and business aviation
2.2.1 Increased productivity of personnel is the major benefit claimed by business aviation users. This is due to the fact that companies flying general aviation aircraft for business purposes can control virtually all aspects of their travel plans. Itineraries can be changed instantly, and business aircraft can be flown to thousands more destinations than are served by the scheduled airlines. Business aircraft allow passengers to conduct business en-route in complete privacy while reducing the inconvenience and stress associated with travelling on commercial carriers.
2.2.2 Benefits of business aircraft include:
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Saving employee time
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Increasing productivity en-route
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Minimizing non-business hours away from home
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Ensuring industrial security
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Maximizing personal safety and peace of mind
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Exercising management control over efficient, reliable scheduling
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Projecting a positive corporate image
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Charging the entrepreneurial spirit.
2.2.3 Reasons for using business aircraft, according to a survey conducted in 1997 for the National Business Aviation Association (NBAA) in the United States showed the following results:
Figure 1 - Reasons for using business aircraft
to support efficient schedules to reach remote locations to make airline connections Other reasons
Source: NBAA, 1997
2.2.4 As for productivity and efficiency, according to the same survey, passengers felt that they were significantly more productive aboard business aircraft than they would be even in their own offices.
2.2.5
Benefits from other forms of general aviation are linked to the various economic sectors that are involved (e.g. agriculture, construction, tourism, sport, etc.) for which aviation represents a crucial tool.
3.
ICAO POLICY
3.1 The ICAO policy in the economic field refers to civil aviation in general. Although most of the provisions of these policies are rather tailored to the needs of commercial air carriers and/or providers of facilities and services, some principles of a general nature can also be applied to other users such as general and business aviation. However, it is only in certain limited parts that specific references are made to international general and business aviation.
3.2 The aim of the Convention on International Civil Aviation (Chicago, 1944), as spelled out in its preamble, is to develop the international civil aviation in a safe and orderly manner and that international air transport services may be established on the basis of equality of opportunity and operated soundly and economically. Also the objectives of ICAO stated in Article 44 include inter alia to ensure the safe and orderly growth of international civil aviation throughout the world.
3.3 International access to airports is governed, inter alia, by Article 15 of the Convention, the first sentence of which provides:
“Every airport in a Contracting State which is open to public use by its national aircraft shall likewise, subject to the provisions of Article 68, be open under uniform conditions to the aircraft of all the other Contracting States.”
3.4 Article 15 includes the basic ICAO policy on airport and air navigation services charges, the main thrust of which is that the charges imposed by a Contracting State for the use of such airports or air navigation facilities shall not be higher for aircraft of other Contracting States than those paid by its national aircraft engaged in similar international operations. Thus Article 15 establishes two main principles; uniformity in condition of use and equity in charging.
3.5 Also ICAO has long established an extensive policy guidance on user charges stemming from Article 15 and published in ICAO’s Policies on Charges for Airports and Air Navigation Services (Doc 9082/7). Amongst the principles contained therein which are of particular relevance to the objectives of this study are the following:
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