曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

(km)
Business
Jet
82
648.5
1150.8
Piston
12
160.1
236.8
Turboprop
35
326.9
426.8
Scheduled
34
756.7
1516.5
7. DISTANCES
Figure 11 - Distances flown by business aviation
Figure 12 - Average distances for business aviation flights
8 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
Since the previous Trends studies, our data on operators and airframes has been more closely integrated with the flight data. There are still some data issues, for example with ‘operators’ who are actually handling agents, but we are now able to give a clearer picture of the number of operators flying in European airspace based on flights, to complement the static picture of the ownership of fleets. These figures show some 3,200 operators or agents with flights in Europe during 2009. Most of these operators are logged flying a single airframe during the year (Figure 13) and nearly half fly around once/month in Europe, or less (Figure 14). The number of organisations with many airframes is higher than reported in 2007, because that was based on a view of aircraft ownership, this is based on flights so flight-planning services for aircraft registered anywhere in the world show up as having 20 or more airframes. To complement the flight-based data here, Annex F summarises numbers of aircraft on register.
A significant portion of these business aviation flights in Europe is by aircraft registered elsewhere. In particular, 9% of these flights in 2009 were by “N-reg” aircraft, registered in the United States. This is slightly down on the 9.8% recorded in 2007.
8. SMALL FLEETS
Figure 13 - Number of aircraft per operator or agent7
Figure 14 - Most of the 3,200 operators of business aviation fly rarely in European airspace7
7 As a result of the improvements in the data, these figures are not directly comparable to the numbers in section 12 of the previous Trends.
Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6 9
9. AIRCRAFT TYPES
Scheduled carriers are moving away from small jets to larger jets or turboprops, but there is little evidence that business aviation is yet doing the same (Figure 5). However, there is more of a mix of engine-types in the top 20 (Figure 15) than was seen in 2007: now 5 turboprops and 2 piston, rather than 4 and 1, respectively. Some aircraft have changed place at the top. The biggest change is the C208 Cessna Grand Caravan, which was flown only half as often in 2009 as in 2008, and has dropped from 10th place in Trends 4 to 31st now (Annex G).
The BE20 Beechcraft King Air has maintained its steady 8-9% of traffic, but now only two other types have more than 5% of flights, compared to 5 types in 2007.
A more complete listing of traffic by aircraft type is given in Annex G.
Figure 15 - The main aircraft types for business aviation in 2009
10 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
Of the many types of very-light jets (VLJs) discussed and marketed, essentially three are currently flying in Europe: the Eclipse, the Phenom 100, but mostly the Cessna 510 ‘Mustang’ (see Figure 16). The bankruptcy of Eclipse and the drop-off in demand for business aviation has slowed, but not stopped the growth of traffic from the VLJs. Indeed, commentary in the press suggest that it has inverted the main source of demand for this new product: rather than having turbo-prop or first-class passengers trading up; instead VLJs have enabled existing business aviation users to trade down. The ‘new’ on-demand air-taxi markets which were supposed to emerge have not had an easy birth, but it would be premature to write them off on the basis of the evidence so far during this troubled economic period.
The ‘seasonal’ pattern that can be seen in Figure 16 of a rapid Spring growth then fairly stable remainder of the year is the result of combining the usual business aviation Summer peak (where June or July has 50% more flights than January or December), with a rapid growth curve (doubling from Summer 2008 to Summer 2009). Statistically, this seasonal pattern is similar to that of the low-cost carriers in 2002-2003. This analogy is not intended to imply similarities in the business model, of course, but by 2005 low-cost carriers were beginning to see December noticeably quieter than the previous Summer, as the normal seasonal pattern began to assert itself. So the same may soon be true for VLJs.
10. VERY-LIGHT JETS
Figure 16 - Flights by very-light jets in Europe
Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6 11
11. COMMERCIAL AND NON-COMMERCIAL
The flight plan records the purpose or type of flight using the ICAO flight types8. ‘Business aviation’ as defined here mostly comprises two types of flight: it is 45% non-scheduled commercial and 36% general aviation (Figure 17). 12% of business aviation is ‘other’ in ICAO terms, which for example includes some hospital flights and government flights. The 6% of business aviation that is ‘military’ will include transport of personnel (thus matching the intended definition of ‘business aviation’ in some sense), but probably also includes some training activities which are included in our statistics as a side-effect of the simple expedient of defining ‘business aviation’ in terms of aircraft types.
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Business Aviation in Europe 2009(4)