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Figure 6 - Business aviation in the States5 of Europe
4 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
In 2009, only 29% of business aviation departures were from busy airports with 100 or more departures per day. For all traffic as a whole, this statistic is much larger: 57% from busy airports (Figure 7). So business aviation is clearly concentrated at small airports. In fact 51% of flights depart airports with fewer than 50 flights/day on average.
In 2007, 32% of business departures were from large airports, up from 30% in 2005. So the 2007 figure was a peak from which it has fallen back. Section 5 brings additional evidence of business aviation contracting away from city pairs with scheduled connections. That is clearly linked to the evidence here that, as traffic has fallen back, business aviation has become more focused on its niche of making the connections that are not otherwise available.
Details of traffic at the main airports are in annexes C and D.
4. BUSINESS AVIATION USES SMALL AIRPORTS
Figure 7 - Airports grouped by their daily movements (eg 100-500 per day) and their share of flights.
So, half of business aviation departures are from airports with fewer than 50 departures/day.
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European business aviation flew 103,000 airport pairs in 2009, compared to 32,000 for scheduled traffic. Most of those business airport pairs are flown very rarely, less than once per week (Figure 8). Figure 1 (page iii) shows the main routes for business aviation in Europe. These 500 routes carried just 27% of the flights; scheduled traffic is more concentrated, with 38% of the flights on the top 500 routes. One noticeable change in the map since 2007 is the increasing number of routes to and from Moscow.
The recent reductions in business flights have hit the high-frequency airport pairs quite strongly. This shows in Figure 8, where the numbers of airport pairs served 6 or more times per week have declined since last reported for 2007. It also shows in Figure 9 which looks at city pairs. In 2006 and 2007, 62% of business aviation flights were on city pairs6 that had no daily, scheduled connection. This number had fallen slightly from 63% in 2005 as business aviation expanded. With the downturn in business traffic, the trend reversed, climbing rapidly to 64% in 2008, and then 66% as shown here in 2009. The recession is clearly showing a growing focus on city-pairs that are not served by scheduled flights.
5. INCREASINGLY WHERE SCHEDULED IS NOT
Figure 8 - Business and scheduled flights, by frequency of service on an airport pair
Figure 9 - Business aviation is concentrated on city pairs not served by scheduled operators
6 Due to improvements in the links between cities and airports in our data, the numbers here are not directly comparable with those in Trends 4.
6 Business Aviation in Europe 2009 Trends in Air Traffic l Volume 6
The rapid decline, then recovery during 2009 distorted the usual seasonal, month-to-month pattern of traffic, so it is not reported in detail here. The peak for business aviation is normally June with about 50% more flights than during the Winter months.
Figure 10 shows the hourly pattern of departures for the busiest two States, France and Germany (see section 3). As noted in earlier reports, the busy hours for business aviation begin later and end earlier than is true for the rest of traffic. Business aviation also has a stronger tendency to two peaks per day, in morning and afternoon, than is apparent for other traffic. Being essentially an on-demand service, this must reflect the preferences of the customers.
That business aviation has occasional very-busy days was noted in earlier reports. This trend continues. In Figure 10, the Xs mark the hourly departures in the busiest hour of the year. These busy hours have up to three times as much traffic as the average hour.
6. A SHORT WORKING DAY
Figure 10 - Hourly pattern of departures (France left, Germany right)
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Business aviation remains a short-range activity: more than half of flights are under 500km (Figure 11 and Figure 12). There has been little change in the pattern that was reported in 2007; the medium- and long-haul has not declined quite so quickly, so the share of flights of 2,000km and more has increased to 11.3% from 10.5%; and piston-engined flights have become even more short-range, with mean great-circle distances falling by 14% to 237km. Over this period, there have been a number of measures to make the route network more efficient and thus bring actual flown distance closer to the great circle, but such measures will not affect the statistics shown here.
The main State-to-State flows of business aviation, by engine type, are given in Annex E.
Airport Pairs
(Thousands)
Median Distance
(km)
Mean Distance
　
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