Source: ICAO Statistical Programme
5.3 In the general issue of international general and business aviation access to congested and capacity-constrained airports, one should not lose sight of the fact that the opportunity cost associated with flights operating at such airports should be considered.  Giving access to international general and business aviation at the expense of other flights might penalize the effective capacity of the airport.  Indeed, allowing small aircraft with a seating capacity of a maximum 19 passengers to operate in place of a larger aircraft would result in less business passengers being carried. In addition, there could well be a capacity penalty associated with allowing small aircraft to operate in the same time period as much larger aircraft because of safety operational constraints (greater intervals may be needed between aircraft that vary in size).
5.4 With regard to the environmental constraints, some United States airports could be following Europe either by levying high noise-related charges on older aircraft types, including business jets, that do not meet certain noise standards (Chapter 3, or even Chapter 4) or banning them altogether. This situation will place operators of such aircraft with two options: either to go through an expensive hushkitting process or to retire such aircraft.
5.5 Peak pricing has proven to be of limited effectiveness for capacity management and redistribution of traffic, partly because of schedule constraints and because large savings are needed for airlines to accept the commercial and operating disadvantages of off-peak arrivals or departures.  An additional factor is that airport and en route charges make a relatively small contribution to airline operating costs (4 per cent and 2.4 per cent respectively in 2003) and hence are relatively price inelastic. Peak charges have only permitted recovery of airport costs attributable to traffic peaking. However, minimum charges have been relatively effective in moving general aviation traffic from congested major airports principally serving commercial traffic, to secondary airports primarily catering to general aviation. Where general aviation movements account for a relatively high share of total movements, airports use different approaches to regulate traffic by setting minimum landing charges at such a level as to encourage the operators concerned to use other airports. However, charging structures to regulate traffic can, if not carefully designed, also raise issues of cost relationship and equity and should be chosen in accordance with Article 15 of the Chicago Convention and the principles contained in ICAO’s Policies on Charges for Airports and Air Navigation Services (Doc 9082/7).
5.6 In the year 2003, IATA Scheduling Conferences were arranging slot allocation on a global basis at 215 coordinated airports worldwide. Given that slot allocation is only required at airports where there is insufficient capacity to meet demand, the magnitude and the size of the problem of congestion and accessibility to airports should not be underestimated.  This situation is further compounded for business and international general aviation by the fact that the procedures and process of slot allocation are dominated by the interests of airlines with very few exceptions, while in a few slot allocation regimes, there can be commuter slots, air carrier slots, new entrant slots, and slots for general aviation, military, domestic or international flights.
5.7 With growing private participation and privatization in the provision of airports and air navigation services, international general and business aviation are concerned that charges would eventually increase as a result of increases in airports cost bases and be the principal determinant of access to these airports which are usually the major international airports serving main cities.
　
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