CharT 6
Distribution of Flight Hours by GA Aircraft Category in 2005
Corporate, Utility, Personal Business and Other Flight Hours
47% 13% 40 %
11% 16 % 73%
8% 11% 81 %
4% 4% 92%
77% 8 % 15%
17.8 million Pistons
3.9 million
Turboprops
Jets
2.5 million
2.3 million
Rotorcraft
1.3 million
Experimental
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Source: MergeGlobal estimate based on FAA General Aviation and Air Taxi Activity (GAATA) Survey, 2004
MergeGlobal has also made some simplifying assumptions about hangar use. The calculations assume that personal users do not rent hangars; rather, they pay tie-down fees. Business users use a shared hangar and Corporate, Utility, and Others use private hangars.
1.02 Types of Economic Contribution
The United States has a complex economy in which industries depend upon each other for materials, supplies, and services. Spending in any one sector of the economy causes changes in output not only in that sector but also in many others. Thus, the direct impacts of GA considered here – e.g., the purchase of new aircraft, fuel, maintenance services, etc. – trigger transactions elsewhere in the economy. Such transactions lead to additional employment, spending, and government tax revenues across a number of sectors. To capture these “multiplier” effects, GA’s contributions to the
U.S. economy are shown in three forms:
1.
Direct contribution – U.S. economic output created by the manufacture, operation, or maintenance of GA aircraft. Direct contribution measures include the value of new GA aircraft sales, pilot training, fuel purchases, airport charges (landing and parking), spare parts, etc.
2.
Indirect contribution – U.S. economic output created by the purchase of goods and services by firms directly involved in the manufacture, operation, or maintenance of GA aircraft. Firms that benefit from GA’s direct contribution (including aircraft and engine manufacturers, maintenance providers, pilot training schools, etc.) buy goods and services from other firms. For example, aircraft manufacturers must buy aluminum, plastic, glass, and other materials to make GA aircraft.
3.0 GA’s Direct Contribution
3.01 Direct Contribution Defined
For purposes of this report, the direct contribution of GA is the U.S. economic output created by the manufacture, operation, and maintenance of GA aircraft. Direct contribution measures include the value of new GA aircraft sales, fuel purchases, airport charges (landing and parking), spare parts, and other direct expenditures related to the operation of GA aircraft. As discussed earlier, there are other contributions which are not measured, as well as intangible benefits which may or may not be quantifiable.
The sum total of all purchasing, maintenance, and operating expenditures represent the direct contribution of General Aviation.
CharT 7
Contributions Quantified and Not Quantified
3.02 Direct Contributions Quantified
Using industry sources, federal data, and proprietary data from aircraft manufacturers and service providers, MergeGlobal measured the direct expenditures on General Aviation at the national and state levels. Some of the variables considered are:
3.02.1 New Aircraft Sales – The manufacture of a new aircraft requires not only parts for the airframe, but also the purchase of engines, avionics, interior fitments, tires, brakes, paint, instruments, etc.
3.02.2 Operations and Maintenance – Operators of aircraft have different requirements and their spending patterns can differ greatly. For example, the hangar facilities and crew wages for the operation of a $30 million corporate jet have a much different -and greater -impact than those of a private owner of a single piston engine airplane. Therefore, it is appropriate to attribute spending and usage patterns according to use. MergeGlobal made simplifying assumptions about owner spending, some of which are illustrated in Chart 7 and discussed in section 2.03, Uses of General Aviation Aircraft.
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