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Getting to the Point: Business Aviation in Europe ACKNOWLEDGEMENTS

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Getting to the Point: Business Aviation in Europe ACKNOWLEDGEMENTS EUROCONTROL Trends in Air Traffic | volume 1 Getting to the Point: Business Aviation in Europe ACKNOWLEDGEMENTS The initial idea for this study came from Lex Hendriks, Head of the AFN Business Division in EUROCONTROL, who first expressed concerns that the growth in the number of very light jets flying in Europe could present a future problem for Air Traffic Management during an address at the ATC Maastricht Conference in 2005. We have worked closely with him in developing the spec- ifications for this study and we are grateful for his support and his insight. George Paulson, EUROCONTROL Director of ATM Programmes approved the launch of this series of studies into air traffic market sectors with the objective of increasing the depth of our knowledge and the quality of EUROCONTROL’s traffic forecasts. I am grateful to him for his support and encouragement. My thanks also go to Bo Redeborn, EUROCONTROL Director of ATM Strategies, who has taken the lead in presenting this study to the Business Aviation com- munity. Thanks go to Agnieszka Wegner of STATFOR, for doing the ground work for the study; to Lori Rockett and the rest of the team at ALG and ADV Systems for their dedication to the task; to the reviewers at EBAA, EUROCONTROL and else- where who helped to keep us on the right track; and to Conrad Cleasby, Head of the EUROCONTROL DIA Business Division for his advice and guidance. A special thanks goes to all those across the Industry who gave their time to answer our questions. Photographs are reproduced by kind permission of the copyright holders. Figure on page 13, copyright Embraer; Figures 36, 38, 48 and figure on page 62 copyright Cessna Aircraft Company; Figure 37, figure on page 39, and front cover copyright Raytheon Aircraft Company. Of course, the views expressed in this document are those of the author(s) and should not be construed to represent any official policy or view of the EUROCONTROL organisation itself. David Marsh Series Editor, Trends in Air Traffic Manager of the Statistics and Forecast Service (STATFOR) EUROCONTROL Volume Author: David Marsh Editing, Design and Layout: bëelzePub - Creative branding Printing: Drukkerij Gillis EUROCONTROL Trends in Air Traffic | volume 1 Getting to the Point: Business Aviation in Europe Getting to the Point: Business aviation in Europe FOREWORD EUROCONTROL, through its Statistics and Forecast flight movements, was uniquely placed to study this Service (STATFOR), provides a range of air traffic aspect. The result was an informative and useful forecasts for Europe. These forecasts allow civil avi- study, which has been followed by regular statistical ation authorities, air navigation service providers, updates that are much in demand. airspace users, airports and others in the industry to With our continuous analysis of flight and aircraft have a view of the future air traffic situation and data, in support of our own forecasts and other tech- thereby allow them to better focus and scale the nical studies, a number of further market segments development of their respective businesses. In are now being analysed. Under the title Trends in Air developing these traffic growth forecasts, an in- Traffic, we will be systematically publishing these depth study is made into various aspects of air traf- studies so that the analyses they contain can inform fic, such as fleet evolution, changing trends in flight and educate stakeholders across the industry. patterns, and market trends. These studies have been an essential ingredient of our forecasts, but Business Aviation is a traffic sector which is growing have not been used for other purposes – indeed we and changing rapidly. It has, however, been rela- have not published them in the past. tively poorly documented and, therefore, it has been selected as the subject of the first volume in This is now changing. This process started with our this new series of Trends in Air Traffic. Called Getting study on the effect of the so-called Low-Cost to the Point, the report provides a view of business Carriers. It was important to understand this new aviation from the air traffic perspective. We believe market force as it was having an impact on Air Traffic this report will be a useful contribution that will Management, which is EUROCONTROL’s core busi- support the drive for greater safety and capacity in ness. Of course, studies of Low Cost Carriers are European airspace. legion, but they have mostly concentrated on air- ports and passenger statistics; they did not address air traffic movements, which is the primary driver Conrad Cleasby for air traffic control and air traffic management. Head of Data, Information and Analysis Business Division EUROCONTROL, with its historical database of EUROCONTROL 3 SUMMARY This is a time of change for business aviation in ness aviation departures are from airports with more Europe. New business models have been gaining than 100 IFR departures/day. Providing appropriate ground in the USA for some years. Although the infrastructure at other small airports then becomes legal, social and geographical conditions are differ- the challenge. ent, these new business models are being increas- The network of airport pairs linked by business avi- ingly adapted for use in Europe. The result is that ation has 100,000 links, three times as many links as the business aviation segment is growing faster than the scheduled flight network. The business network the overall air traffic market. However, this growth carries much less traffic and, in some parts of the is not uniform, so we need to ask where the growth industry, for 40% of the time the aircraft are flying will be and how much? empty on positioning flights. Taxiing to the runway today is a new breed of air- Business aviation is not about taking passengers craft. The first ‘very light jets’ (VLJ) will come into from the front cabin of a scheduled flight and flying service this year, many in business aviation roles. them in their own aircraft. Business aviation fills a But how many will there be in Europe and where gap in scheduled services: most business flights are will they fly? between cities not served by scheduled flights. In 2005, 6.9% of all instrument flight rules (IFR) The business and scheduled aviation markets in flights in Europe were business aviation. Since 2001, Europe both have around 700 operators each. Since this segment has grown twice as fast as the rest of business aviation is ten times smaller, this means the traffic. Flights by business jets are growing par- that there are many business operators with only ticularly strongly, 8.9% in 2005, as new business one or two aircraft. These individuals, or small models enable growth that is driven by the needs of firms, have very limited resources to keep up with the global economy, by increasing profits and pros- changes in equipment requirements or other regu- perity, and by a growing acceptance of the econom- lations. ic benefits. Regulation and lack of infrastructure, however, mean that the traffic volumes seen in the Business aviation has its share of long-haul, but only US are unlikely to be seen in Europe in the near about 9% of business flights are over 2000km. Most future. business flights are shorter than average scheduled flight, with nearly half under 500km: for business Business aviation is the real point-to-point form of aviation the taxi is a better metaphor than the ocean air travel. This generates time savings which make it liner. a commercial proposition, not a luxury. But it also spreads the already small volumes of traffic amongst On two narrow but important measurements of a large number of small airports: only 30% of busi- safety, business aviation is improving. With poor EUROCONTROL Trends in Air Traffic | volume 1 4 Getting to the Point: Business aviation in Europe Figure 1. The 500 busiest business aviation routes in Europe (2005) carry 29% of all business flights. data on numbers of passengers, it is difficult to make Such growth presents a number of challenges to air a precise comparison between business aviation and traffic management, in particular: other modes of transport. However, the fatality rates Although there is relatively little business aviation appear higher than those for scheduled flights, but traffic, it generates more and bigger unanticipated similar to travelling the same distance by motorway peaks of demand at airports than does scheduled in the case of turboprops, and similar to rail in the traffic at airports of similar size. This therefore case of business jets. consumes a disproportionate amount of flow- By comparing seven published forecasts, we esti- management resources. At the same time, proce- mate that the European fleet of business aircraft will dures for giving business aviation access to capac- grow by 4% (±2%) per year over the next ten years, ity-constrained airports could be standardised and adding around 1000 aircraft to the existing fleet of improved, from both the business aviation and 2000. It is the jet fleet that will increase fastest, giv- the air traffic management perspectives. ing around 1100 extra flights/day by 2015. This Business aviation tends to use different flight lev- adds 0.4% (points) per year to the total growth in els, but getting the different types of traffic to flight movements. The high-growth case also looks their preferred levels creates additional traffic quite possible, based on manufacturers’ (especially complexity for controllers, particularly given the VLJ manufacturers) expectations, this would give concentration of business aviation in an already nearly 1800 extra flights/day by 2015, adding 0.7% busy airspace. points/year to total growth. This is a significant con- tribution given a current medium-term forecast of The June and September peaks in total traffic are around 3.3% growth/year, in which growth in this likely to get stronger, because much of business sector is currently under-represented.
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