v.
Problems experienced by international general and business aviation users in terms of access to airports relate to capacity constraints, measures taken to deal with airport capacity shortage (e.g. congestion charges, schedule coordination and slot allocation), effect of the ownership and management of airports, environmental constraints and security aspects.
vi. The outlook for the future concerning international general and business aviation’s access to airports is examined in terms of economic aspects related to access to major airports, environmental constraints, user fees, slot allocation, consultations between users and providers and new trends related to business aviation.
vii. Recommendations to improve the situation are made at three levels: global, State, and airport.
viii.At the global (ICAO) level, it is proposed to expand and strengthen the texts in paragraphs 23 ix) (airports) and 41 viii) (air navigation services) of ICAO’s Policies on Charges for Airports and Air Navigation Services (Doc 9082/7) in order to give more emphasis to the importance of international general and business aviation as well as to underline the necessity that any cost allocation method applied to this sector of aviation is in line with ICAO policy. It is also recommended that ICAO advise States about the importance of involving international general and business aviation or their representative organizations in the consultation and planning process referred to in paragraphs 31 and 32 (airports) as well as 49 and 50 (air navigation services) of ICAO’s Doc 9082/7.
ix.
States, in recognition of the distinct nature of international general and business aviation, and their contribution to the national economy, should endeavour to facilitate business aviation’s access to their major international airports and, in case of heavy congestion, to nearby airports.
x.
Airports should consider the optimum use or development of dedicated or reliever runways, where feasible, to meet the needs of international general and business aviation. Similarly the use of dedicated airport areas should be encouraged, where feasible, for the handling of this particular type of traffic. Moreover, airport entities operating several airports in metropolitan areas should encourage the use of reliever airports by international general and business aviation. The relevant authorities concerned could also consider joint use of military airports.
1. INTRODUCTION
1.1 Background
1.1.1 At the ICAO Conference on the Economics of Airports and Air Navigation Services (Montreal, 19-28 June 2000), the International Business Aviation Council (IBAC) presented a working paper characterizing the financial relationships between the providers of airports vis-a-vis air carriers and other users. The paper advocated that with increased emphasis on revenue generation, airports with a great number of commercial air carrier movements consider these carriers as their major customers, while other users such as business aviation, whose contribution to aeronautical and non-aeronautical revenue is regarded as minor, are looked at as secondary users and as such are having difficulties in maintaining their access to the airports. IBAC suggested that ICAO undertake a study of the measures which can be taken to ensure that business aviation can establish, maintain and preferably expand its access to airports.
1.1.2 At the same Conference the International Council of Aircraft Owner and Pilot Associations (IAOPA) stated that general aviation and aerial work were marginal users of the air navigation services systems and consequently felt that charges for air navigation services should reflect this situation.
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