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4.5.2.7 At fully coordinated airports, whereas both arrival and departure slots for a specific aircraft are coordinated for airline operations, such is not the case for slots available for non-scheduled operations. The latter may therefore be granted an arrival slot but be unable to obtain a suitable departure slot.
4.5.2.8 For scheduled airline operations, the integration of airport slots (for departures and arrivals) and air traffic control slots is accomplished through established mechanisms such that the flight is coordinated for departure to destination.  In the case of non-scheduled, business aviation operations, this integration is performed on an ad hoc basis, i.e. flight-by-flight, so that it is necessary to iterate the requests for airport slots with those for air traffic control slots in order to synchronize both.  Obviously, one without the other is impractical.  Unfortunately, there appears to be no practical solution to this impediment for business aviation.
4.6 Effect of the organizational structure of airports
4.6.1 Until the late 1970s, virtually all or most international airports were owned and operated by national or local governments. However, the fast development of civil aviation and the increasing demand on air transport placed a heavy burden on States’ financial resources. To reduce the financial burden on governments, gradual changes in the ownership and management of airports started to develop and were primarily limited to the establishment of autonomous entities to operate and manage airports while ownership remained in the hands of the government. In the mid 1980s, further changes in favour of private sector involvement in ownership and management of airports emerged. This has ranged from management contracts, to leasing of airports, minority participation in equity or outright sale of airports to investors through stock offerings.
4.6.2 In parallel with these developments, a number of governments espoused commercialisation as an alternative to privatization through establishing a corporation or company to develop and manage the facilities and services at the airport on a commercial and business basis normally without involving the private sector in the ownership or management.
4.6.3 With the rapidly growing autonomy in the provision and operation of airports and air navigation services, and given their monopolistic characteristics, the ICAO Council accepted an ANS Conf 2000 Recommendation to States to establish an independent mechanism for the economic regulation of airports and air navigation services to oversee economic, commercial and financial practices. The objectives of such mechanism would include, inter alia, ensuring transparency and non-discrimination in the application of charges and that user views are adequately taken into account; as well as to ensure that there is no overcharging or other anti-competitive practices or abuse of dominant position.
4.7 Environmental constraints
4.7.1 Another factor contributing to the issue of business and international general aviation access to airports is the regulatory measures taken by governments to alleviate aircraft noise in the vicinity of the airport. This can take the form of banning or restricting the operation of aircraft that do not meet certain noise standards (stage 3), or imposing night curfews and/or noise abatements procedures designed to minimize the adverse effect on adjacent communities.  Economic measures are also used to deal with aircraft noise by levying noise-related charges at airports experiencing noise problems possibly by means of rebates to promote quieter aircraft or surcharges to discourage noisy aircraft.
4.7.2 Noise-related charges are levied in the following 15 States which might involve more than one airport of the same State: Australia, Belgium, Czech Republic, Finland, France, Germany, Iran, Italy, Japan, Luxembourg, Netherlands, Sweden, Switzerland, the Former Yugoslav Republic of Macedonia and the United Kingdom. Two States (Sweden and Switzerland) levy an aircraft emission charge to address local air quality problems in addition to the noise-related charges. Out of the 15 States, 12 are in Europe and three in the Asia/Pacific region. The charge is usually based on the noise level of the aircraft in accordance with the appropriate Chapter of ICAO Annex 16.
　
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