By Spitz, William; Golaszewski, Richard
Description quantity 1 offers a forecast of expected fleet job linked to the most recent new release of basic Aviation (GA) airplane over a five- and 10-year outlook. This quantity can be of curiosity to airport operators at present serving GA airplane, in addition to those who are contemplating the capability influence of incorporating advertisement provider that could be supplied through Very mild Jets (VLJs) and different complex small GA airplane at their airports. utilizing 2007 because the baseline, this Forecast presents five- and 10-year fleet measurement projections for the latest new release of GA airplane and highlights quite a few fleets and their brands. either conventional GA makes use of in addition to advertisement air taxi makes use of are thought of. as well as fleet estimates, operational job projections through VLJs utilized in advertisement air taxi providers are supplied for over 1,800 U.S. airports. together with the amount 2 Guidebook, those fleet and task forecasts can be utilized through airport operators to evaluate either the sensible specifications and the leading edge ideas for accommodating those new varieties of GA airplane. Airport planners can use this Forecast because the foundation for upgrading current, and developing new airport amenities (along with the companies needed). provider prone and stakeholders excited about GA job will locate this Forecast invaluable in looking new company possibilities within the foreseeable destiny
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Extra info for Airports and the Newest Generation of General Aviation Aircraft, Volume 1 - Forecast
3 h, this works out to approximately 1,200 h of utilization per year for VLJs and 800 h for the other aircraft types. This is well above current utilization rates for small GA aircraft (which are more on the order of a few hundred hours per year), but still only a fraction of the utilization rates typical of large commercial aircraft. 6 It is important to recognize that the actual air taxi fleet projection levels depend heavily on a number of basic assumptions, the most prominent of which are • Definitions of the relevant universe for the automobile and commercial air travel markets; • “Full price of travel” estimates of the various modes, which depend on (among other things) uncertain estimates of the unit costs of providing traditional charter operations, wait and/or delay times associated with commercial air travel, and road congestion associated with automobile travel; • Actual availability of new “per-seat” VLJ services and/or low-cost piston services; and • Perceived similarities or differences between new services and traditional charter services.
Table 22. S. * 2012 11,279 1,647 9,632 2017 25,179 3,547 21,632 Air Taxi Use - Total Piston Turboprop Light Jet VLJ 1,188 411 13 12 751 1,967 593 31 39 1,305 VLJ Total 2,398 4,852 GA Use - Total VLJ Other *Note: Figures and percentages may not add to totals due to rounding. 26 Table 23. Comparison with other VLJ fleet forecasts.
The overall level of activity at small airports is not likely to be affected significantly by VLJs that are purchased for traditional GA because their main effect will be a simple displacement of sales that would have gone to other small GA aircraft instead. On the other hand, the analysis indicates that sales of VLJs (and low-cost piston aircraft) for air taxi use are likely to displace automobile and commercial air traffic, leading to substantial increases in activity at certain airports that can handle large numbers of the new air taxi services.