.  
Aircraft operators and other airport users should not be charged for facilities and services they do not use;

.  
The proportion of costs allocable to various categories of users, including State aircraft, should be determined on an equitable basis, so that no users shall be burdened with costs not properly allocable to them according to sound accounting principles;

.  
The capacity of users to pay should not be taken into account until all costs are fully assessed and distributed on an objective basis;

.  
Any State or charging authority may recover less than its full costs in recognition of local, regional or national benefits received;

.  
Charges should not be imposed in such a way as to discourage the use of facilities and services necessary for safety;

.  
Non-discrimination among users;

.  
Any under-recovery of costs due to reduction of charges extended to particular users should not be shouldered onto other users;

.  
Airport (and air navigation services) charges levied on international general aviation should be assessed in a reasonable manner, having regard to the cost of the facilities needed and used and the goal of promoting the sound development of international civil aviation as a whole;

.  
Landing charges should be based on the weight formula. However, allowance should be made for the use of a fixed charge per aircraft or a combination of a fixed charge with a weight-related element, in certain circumstances such as at congested airports and during peak periods; and

.  
The importance of consultation by airports with users on charges and airport and air navigation services planning is emphasized.

4.  OBSTACLES RESTRICTING INTERNATIONAL GENERAL AND BUSINESS AVIATION ACCESS TO AIRPORTS
4.1 As the air transportation infrastructure is principally designed for airlines, international general and business aviation have traditionally operated at the margins of the system, and with airports presently confronted with serious problems ranging from capacity constraints as well as organizational, financial, environmental and security issues, international general and business aviation access to airports is being compromised.
4.2 Faced with these difficulties, business aviation user associations have set up information tools to inform their members of the nature of the existing and potential restrictions to airport access.  An example of this, applicable in the United States, is provided in the following box.
Business Aviation Airport Access Program
Airports throughout the country face pressures that may restrict business aviation access. The NBAA Business Aviation Airport Access Program (BAAAP) was created to identify, track and resolve issues that place domestic airport access in the United States in jeopardy.
Artificial constraints that diminish the utility of business aviation aircraft can include runway weight bearing capacity, noise limits, curfews, unjustly discriminatory airport access fees, political regulation, and airport limitations.
The Reports on the BAAAP web site, which is regularly updated, can provide a framework for understanding the political pressures facing airports today and help NBAA Members become more involved in solving airport access problems.
The following paragraphs discuss the issues identified in paragraph 4.1 above and their possible implications on international general and business aviation. In addition, Appendix 1 presents, in the form of regional tables, non-exhaustive examples of obstacles encountered in some States; some of them being linked to national or local specific legislation.
4.4 Capacity constraints
4.4.1 When the demand at a particular airport exceeds the available supply, the airport can be considered as capacity constrained. However, this situation may occur only at certain days of the week, certain hours of the day, or in certain seasons such as summer (tourist traffic), or in the most severe cases, during all hours the airport is open. Thus, the severity of a capacity constraint can vary widely among airports calling for different measures to deal with it. In some regions the limited capacity available has already led to serious problems, notably in the form of flight delays, with spillover effects worldwide.
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：STUDY ON INTERNATIONAL GENERAL AND BUSINESS AVIATION ACCESS(5)