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1. WHY BUSINESS AVIATION?
There is no ‘best’ definition for business aviation. It definitely includes some commercial ‘for hire’ or fractional operations, flying of corporate-owned jets, and owner-operated flying for business purposes. It could also be argued to include business-class-only scheduled flights, and transportation of State and military personnel. Four years ago, we adopted for statistical purposes a simplified
definition: all flights by certain types of aircraft (the current list is in annex A).
This simple definition has proven effective in allowing us to monitor what for some years was the market segment adding the second-largest number of flights in Europe, after the low-cost carriers (Figure 2). As a definition it is not perfect: a few training and military flights are probably caught up in the totals (for example see section 11). However, for overall trends the definition seems to function robustly, as the growing use of these statistics attests.
In spite of the recent downturn, which hit business aviation hardest (section 2) and has much reduced immediate expectations for the very-light jets (section 10), business aviation remains a significant segment of overall traffic, flying a very different network from scheduled traffic (section 5) but still competing for airspace and capable of producing large peaks in traffic (section 6) that contribute to delays. Even after the rapid downturn of 2009, it is back in growth in recent months (Figure 2). This is a market segment that still needs to be monitored.
Figure 2 - Monthly growth of largest market segments
Figure 3 - Market shares of flights of the main market segments
2 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
The rapid expansion of business aviation that began in 2002 came to an end in 2007 (Figure 4). The sharp 14% contraction in 2009 has brought flights3 back to around 2005 levels. The jet and turboprop sections of business aviation both contracted by around 14%, with the small piston section not declining by quite as much (Figure 5; more on aircraft types in section 9).
This 14% contraction in 2009 was the largest percentage decline of the major market segments in Europe: all-cargo and charter came close with declines of 13%. As a result, the market share of business aviation has fallen back from its peak of 7.7% of flights in 2007 to 6.9% in 2009. In fact, business aviation began to contract sooner than the rest of the industry, which managed a little growth in 2008 (Figure 5).
2. ANNUAL GROWTH
3 Strictly, ‘flights’ means ‘instrument flight rules’ (IFR) flights.
4 “Europe” here means ESRA08. See www.eurocontrol.int/statfor/faq for the definition. This is a slightly larger region than in previous reports. For this graph and table, overflights of Europe are not included.
Figure 4 - Annual business aviation flights in Europe4
Figure 5 - The decline in business aviation began earlier than for other traffic, in 2008
Movements in Europe
Business
Other
All
Jet
Piston
Turboprop
All
Movements
('000s)
Growth
(%)
Movements
('000s)
Growth
(%)
Movements
('000s)
Growth
(%)
Movements
('000s)
Growth
(%)
Movements
('000s)
Growth
(%)
2006
708
11.7%
493
14.1%
50
0.3%
165
8.9%
8,852
4.0%
2007
779
10.0%
554
12.3%
50
0.1%
174
6.0%
9,264
4.7%
2008
758
-2.6%
544
-1.8%
49
-2.6%
165
-5.2%
9,325
0.7%
2009
652
-14.0%
464
-14.7%
46
-5.3%
142
-14.3%
8,761
-6.0%
Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6 3
Business aviation remains concentrated in six European States, which between them account for two-thirds of business aviation movements at airports (called ‘local’ in Figure 6, i.e. excluding overflights). Since 2007, both the UK and Spain have lost a small amount of market share (0.6 to 0.8 percentage points). In the UK’s case, this was enough to move it into third place behind Germany as a source of business flights, with France remaining clearly in first place on 16.9% of traffic at airports.
More details per State are provided in Annex B, which shows that Italy declined least quickly in 2009 of the largest six, at -11%. If the Euro08 championships boosted business aviation in Austria and Switzerland for a while, then this effect was not large enough to maintain traffic at the annual level, which fell by 22% and 12% respectively (excluding overflights).
3. THE MAIN EUROPEAN STATES
5 For statistical purposes, statistics are combined for Belgium & Luxembourg and Serbia & Montenegro, and Spain and Portugal are split into two zones.
　
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