Briefing: Business Aviation in Europe in 2012

EUROCONTROL/NMD/PFR/STATFOR STATFOR/Bfg167 v1.0

1. INTRODUCTION

This briefing describes business aviation flights in Europe in 2012 and the outlook for the next years. It is thus a partial update to Business Aviation in Europe in 20091 and a synthesis of information which is mostly available on EUROCONTROL’s STATFOR interactive dashboard2 (SID). It complements similar briefings that were written in 2010 and 2011. For us, business aviation is defined in terms of a list of aircraft models. This list2 has been revised in 2012. Ten new models were added. All historical data has been recalculated accordingly.

The main points are:

Business aviation has decreased on average by 3.8% in 2012 based on total flights. This corresponds to a 4% decline calculated based upon daily average flights, which takes out the leap year effect.

The decline in business flights since October 2011 has continued in 2012. The market share of business aviation did not change compared to 2011, fluctuating around 7.2% of all flights in 2012.

France and Germany domestic traffic remained the busiest flows. Ukraine domestic and Ukraine-Russian Federation added most new business flights, although they remain quite marginal flows.

For the international business aviation markets, France, UK and Germany all kept in 2012 similar shares as in 2011 whereas Italy has seen its share declining, mainly affecting two airports: Rome Ciampino and Milano Linate.

The 19-seaters remained the busiest group of aircraft, but the 8-seaters added the most flights. In 2013, business flights are expected to decrease by 1.8% compared to 2012 levels. However,

growth should be back with 3.4% for 2014 and around 4% after this date but not at as strong levels as those observed before 2008.

Business aviation incurred in 2012 on average 2% of total en-route charges, €141.1 million.

2. FLIGHTS IN 2012 The total number of flights in all market segments in Europe (ESRA08) in 2012 declined by 2.4% compared to 2011 with the greater part of this decline happening for intra-European flights, which decreased by 3.5% compared to 2011.

Figure 1 shows that all market segments started 2012 in decline. In more detail, the charter segment (non-scheduled) has grown by 2.8% in 2012 compared to last year as a consequence of the recovery to traffic to North Africa. Low-cost traffic also stood in 2012 on the positive side of the growth with 1.6% thanks in particular to a strong summer. The traditional (main segment) and all-cargo segments saw steady decline during the year of around 4%, in flights compared to 2011.

The business aviation segment also saw a steady decline of 3.8% with 684 thousand movements in 2012, in contrast to the varying monthly growth percentages observed in 2011. The market share of business aviation remained at a similar level, 7.2% in 2012 compared to 7.3% in 2011 (see Figure 2). Additional information about the growth details of business aviation per engine type in recent years is provided in Figure 9 of the Annexes.

1 EUROCONTROL Trends in Air Traffic, Volume 6, May 2010, www.eurocontrol.int/statfor. This briefing also replaces Business Aviation in 2011

STATFOR Briefing 154 2 www.eurocontrol.int/statfor/sid

Briefing: Business Aviation in Europe in 2012

Figure 1. Business aviation decline has stabilised since sharp reduction of October 2011.

3. THE MAIN STATES

In 2012, we saw a general decline in total business aviation flights by 3.8% on average for Europe. All states in the top 10, except Turkey with 1.9% growth, saw decreasing business traffic. Italy with more severe losses of about 14.3% dragged the European average down.

The top 6 list of main countries generating business aviation departures remain unchanged in Western Europe (Figure 2), but all have reduced their contribution to business aviation in 2012. As for growth in business aviation, it has moved in 2012 to the east of Europe and in particular to Ukraine, whose traffic was notably boosted by the UEFA football cup, but also towards Russia. Turkish business flights were also still growing.

As indicated in Figure 2, Germany, UK, France combined with “Other states” have increased their share each by around 0.3 p.p. of European business aviation departures in 2012 compared to 2011 thanks to their strong internal traffic and this at the expense of Italy, which has lost market share of about 1 p.p. of all business aviation departures with very weak internal traffic and losses towards Spain and Switzerland. Spain and Switzerland have kept similar shares to those of 2011.

In 2012, no changes were observed in the ranking of the top 10 main European business aviation airports except for Italy (see Figure 10 in the Annex). The majority of the main Italian airports have lost business flights, except for Bolzano, Palermo. Roma Ciampino operating at -18.7% compared to 2011, mainly caused by weak internal flights, is pushed down to 8th place airport in the list of the biggest airports operating business flights in favour of Farnborough. Milano Linate, despite its important losses of 11.3%, is holding on to the 6th place.

Ukraine is also worth mentioning with growth rates of 20.9%. Ukraine’s most important airport for business aviation in 2011 Kiev Borispol (20th position) is pushed down to the 44th position with a loss of 31% in business aviation flights. Kiev Zhulyany on the other hand, has doubled its business aviation flights and moving up to the 15th position previously occupied by Istanbul Ataturk. Zhulyany Airport is very modern and is back to full capacity after the improvement works for EURO2012. Turkey, growing at 1.9% and holding on to the 8th position (Figure 12), saw an important increase of Istanbul Sabiha by 76% moving up from the 59th to the 17th position, while Istanbul Ataturk is pushed down from the 15th to the 34th position with a 34% decline in business aviation flights (see Figure 11).

Important growth percentages can also be observed in the Baltic and former CIS states with double digit departure growths e.g. Latvia (Riga +11.6%), Azerbaijan (Baku +13.8%), Georgia (Tbilisi +26.2%), but the traffic remains limited (less than 4 flights/day).

Apart from Nice with a growth rate of 0.2%, which was also the only major airport to see growth of about 5% in 2011, none of the 10 biggest airports for business aviation saw growth in 2012 (see Figure 10).

More Information about the airports with the highest number of Business flights/day can be found in Figure 10 and Figure 11 of the Annexes.

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Briefing: Business Aviation in Europe in 2012

Figure 2. States’ share of European business aviation departures. Italy decreased its share of business aviation departures in 2012 whereas UK, Germany, France combined with Other increased theirs equally.

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Briefing: Business Aviation in Europe in 2012

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Figure 3 shows the main flows of business aviation in 2012, between States3 in Europe, or regions outside. Additional information about the state-to-state flows can also be found in Figure 13 in the Annexes.

In 2012, the 50 traffic region pairs adding the most flights represent 77% of all business flights in ESRA08. This same percentage was observed in 2011.

As opposed to 2011, there was no growth for the Western European states’ internals in 2012. Though decreasing, France domestic remained the busiest flow (shown as the thickest circle) followed by Germany and UK domestics. The declining Italian internal business aviation traffic (-16.8%) were dragging the European average further down.

Figure 3. France internals remained the busiest Business aviation flow in 2012, followed by Germany internals.

Note: Other Europe is mainly represented by Russia

Figure 4 provides information about those flows that have added the greatest number of flights in 2012 compared to 2011. It is important to note that there is only marginal growth: apart from Ukraine internals and Ukraine-Other, France-Other and UK-Germany, all other flows have added less than 1 flight per day.

Ukraine internals was the fastest-growing individual flow in 2012 with 30.5% growth, representing 5 additional flights per day compared to 2011. Flows from Ukraine to former CIS increased by 13%. This growth was mainly concentrated in the EURO2012 summer. Other flows from and to the former CIS with strong growth rates since 2010 and about 10-20% in 2011, are now growing more moderately (France 6.2%, UK 3.1%, Germany 1.5%).

Turkey internals, which was one of the fastest-growing individual flows in 2011, were growing more moderately (1.5%). Flights between Turkey and Middle East4 gained around 5%, getting to 8.5 flights a day.

3 State is called ‘Traffic Zone’ because, for example, Spain is split into two: continental and Canarias. 4 Refering to most of the States in ICAO “O” Region

Briefing: Business Aviation in Europe in 2012

Figure 4. The fastest-growing Business aviation flow, by contrast, was within Ukraine and to lesser extent within Turkey.

Note : Other Europe is mainly represented by Russia

Figure 5 and Figure 14 in the Annex provide additional information about the airport pairs that are flown the most in Europe. There is almost no change compared to 2011, apart from the growth of the flows to the Russian Federation, departing from the following airports : Nice, Geneva, London Luton, Kiev Borispol and Paris Le Bourget. New routes have appeared in the list for Ukraine internals due to the exceptional event of the UEFA European Football Championship in June 2012 such as Donetsk-Kiev Zhulyany.

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Briefing: Business Aviation in Europe in 2012

Figure 5. Top 150 Business Aviation routes in Europe in 2012

Note: Other Europe is mainly represented by Russia

4. THE MAIN AIRCRAFT TYPES

Grouped by nominal seat class, very few changes are visible compared to last year in the fleet mix. It was the 19-seaters which flew most in Europe in 2012 (Figure 6). Top 4 of these were F2TH (Falcon 2000), CL60 (Canadair Challenger), GLF5 (Gulfstream 5) and the F900 (Dassault Falcon 900) all with more than 60 departures/day.

In the 10 seaters, mainly one aircraft type is dominating with almost 90% of the market share: C56X (Cessna Citation Excel). This model is the most-flown aircraft type and still growing by 2.2% (around 150 flts/day). The second most flown aircraft type is the 14-seater Turboprop BE20 (Beechcraft Super King Air 200): increasing by 1.6% to 155 flts/day.

The fastest-growing seat class was the 8-seater Turboprops (Figure 7). About 95% of this growth originates from the PC12 (Pilatus), which grew by 5.2 additional flights per day (almost 10%) compared to 2011. On the second and third place follow the 6-and 12-seater jets, though with more moderate growth. The GL5T (Bombardier BD700) 12-seater jet added 3.1 flts/day (+21%). The 6-seater jet E50P (Embraer Phenom 100), with 4.1 additional flts per day (35% growth over 2011), compensates for the losses of the other 6-seater Jets.

The 11-seater jets continue to fly less in 2012. On top of this, additional seat classes join the list of categories with flight losses. Recent losses of about 10 departures a day are seen in the 19-seater Dassault Falcon jets (F2TH and F900), good for 143 departures a day. In the category of the 7-8 and 11-seater jets the majority the losses can be found among the Cesna Citation models (C525, C650, C25A, C750, C550 and C551), with a loss of 22 on a total of 235 departures a day).

All piston seat classes decrease in 2012. The main losses occur in the 3-and 9-seater pistons with the Piper models PA31 (Piper Navajo) and PA44 (Piper Seminole). Loss of 15 departures on 51.5 flts/day.

More information is provided about the main Business Aviation aircraft types in Figure 15 of the Annexes.

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Briefing: Business Aviation in Europe in 2012

Figure 6. By nominal seat class, the 19-seaters flew most in Europe in 2012

Figure 7. The 8-seater turboprop added most to overall traffic.

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Briefing: Business Aviation in Europe in 2012

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5. OUTLOOK TO 2018

In developing the EUROCONTROL 7-year forecast 5 , the likely growth of business aviation was forecasted, taking into account past trends and the relationship with economic growth. The results can be found in Figure 8. For the forecast, as in all of our business aviation statistics, ‘business aviation’ includes jet and non-jet traffic, including very-light jets (VLJs).

After a 2012/2013 winter period with decline around 4.8%, business aviation traffic is not yet back to growth but has stabilised around a -1.8% in spring 2013 compared to the same period last year. Based on the STATFOR forecast published in February 2013, that foresees a decline in overall traffic by 1.3% for 2013 (±1.5%), business traffic is expected to decline by 1.8% in 2013. In 2014, growth is foreseen to be back with around 3.4% being a stronger growth than the 2.8% expected for all traffic (±1.2%). In later years, growth is forecasted to be around 3% to 4% per year for business aviation but the unstable economic situation increases the risk of further aggravation of delay in recovery. The outlook is not for a return to pre-2008 quite strong growth rates.

Figure 8. EUROCONTROL 7-year forecast per segment (dated February 2013): actuals up to 2012, forecast 2013-2019

6. EN-ROUTE COSTS

European airspace users incur route charges for each flight they make based on a formula depending on distance flown and aircraft weight. These charges are collected on behalf of States by EUROCONTROL's Central Route Charges Office, the CRCO. According to analyses performed by the CRCO at the request of the EBAA6, in 2012, business aviation incurred on average 2% of en-route charges, a total of €141.1 million. Amongst the CRCO member states, in 2012 the contribution of business aviation to the en-route charges generated over each state has ranged from 0.8% (over Portugal, Lisbon FIR) to 3.6% (over Switzerland).

7. CONTRIBUTION TO CO2 EMISSIONS

Although business aviation represented 7.2% of all flights in 2012, their estimated contribution to carbon dioxide (CO2) emissions stands around 1.1%, according to an estimation using the ANCAT7 method. This approach to estimating the CO2 emissions is slightly different from the ETS approach available through the Small Emitters tool8 for business aviation but this difference does not impact significantly the result.

5 EUROCONTROL Seven-Year IFR Flight Movements and Service Unit Forecast 2013-2019, February 2013. www.eurocontrol.int/statfor 6 The EBAA is the European Business Aviation Association: www.ebaa.org 7 The EMEP/CORINAIR methodology (this is the methodology referred to by ANCAT as the methodology to produce inventories of emissions from

aviation) is available at http://www.eea.europa.eu/publications/EMEPCORINAIR5/page002.html/page017.html under SNAP 0805 8 Information on the small emitters tool available at http://www.eurocontrol.int/environment/public/standard_page/small_emitters.html

Briefing: Business Aviation in Europe in 2012

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8. ANNEXES9

Figure 9. Business aviation growth in 2012 compared to 2011

Business Other

All Jet Piston Turboprop Undefined Movements at Airports in

ESRA Movements ('000s)

Growth (%)

Movements ('000s)

Growth (%)

Movements ('000s)

Growth (%)

Movements ('000s)

Growth (%)

Movements ('000s)

Growth (%)

2006 712 12.3% 497 14.9% 50 0.3% 165 8.9% 8,277 3.3%

2007 784 10.1% 559 12.5% 50 0.1% 174 6.0% 8,690 5.0%

2008 766 -2.3% 551 -1.4% 49 -2.6% 165 -5.2% 8,759 0.8%

2009 662 -13.6% 472 -14.4% 46 -5.3% 143 -13.4% 8,260 -5.7%

2010 696 5.1% 513 8.7% 45 -2.8% 137 -4.2% 8,367 1.3%

2011 711 2.2% 527 2.8% 45 -0.3% 139 1.1% 8,675 3.7%

2012 684 -3.8% 511 -3.1% 38 -16.2% 136 -2.1% 8,538 -1.6%

Figure 10. European airports in 2012 with the highest number of Business flights/day (growth figures and comparisons with 2011)

2012 Rank

2011 Rank

ICAO Code Airport

2012 Business Deps/Day

2011 Business Deps/Day

Business Growth

% Business

Busiest Business

Day

1 1 LFPB PARIS LE BOURGET 66.7 70.6 -5.5% 88% 124

2 2 LSGG GENEVE COINTRIN 48.7 51.9 -6.1% 20% 110

3 3 LFMN NICE 38.5 38.5 0.2% 20% 139

4 4 EGGW LONDON/LUTON 33.8 34.4 -1.8% 25% 63

5 5 LSZH ZURICH 30.4 32.1 -5.4% 8.5% 95

6 6 LIML MILANO LINATE 28.1 31.7 -11.3% 17% 59

7 8 EGLF FARNBOROUGH CIV 26.2 26.9 -2.4% 85% 54

8 7 LIRA ROMA CIAMPINO 24.4 30.1 -18.7% 35% 56

9 9 LOWW WIEN SCHWECHAT 20.9 22.5 -7.3% 5.8% 45

10 10 EDDM MUENCHEN 2 19.0 19.8 -3.9% 3.5% 82

11 13 EDDS STUTTGART 16.3 14.9 9.6% 9.9% 38

12 11 LETO MADRID TORREJON 15.3 16.5 -7.2% 84% 35

13 14 EGKB BIGGIN HILL 15.2 14.9 2.5% 90% 35

14 12 LFMD CANNES MANDELIEU 14.9 15.5 -3.6% 81% 58

15 62 UKKK KIEV - ZHULYANY 14.1 6.8 106.8% 43% 45

16 18 EDDB SCHOENEFELD-BERLIN 12.4 12.2 1.1% 13% 35

17 59 LTFJ ISTANBUL/SABIHA 12.2 6.9 76.0% 7.3% 29

18 23 LEPA PALMA DE MALLORCA 12.1 11.7 3.5% 5.1% 36

19 21 LKPR PRAHA RUZYNE 12.1 12.0 0.7% 6.9% 28

20 17 LEBL BARCELONA 12.0 12.3 -2.9% 3.0% 34

21 16 EBBR BRUSSELS NATIONAL 11.7 12.9 -9.6% 3.9% 31

22 19 EHAM SCHIPHOL AMSTERDAM 11.2 12.2 -8.3% 1.9% 25

23 27 LOWS SALZBURG 11.1 11.1 -0.4% 29% 29

24 29 EDDH HAMBURG 11.0 10.7 3.0% 5.6% 40

25 24 EDDK KOELN-BONN 11.0 11.4 -3.2% 6.6% 27

Figure 11. Number of Business flights/day at European Biggest Airports in 2012 (growth figures 9 Monthly updates are available through the STATFOR Interactive Dashboard: www.eurocontrol.int/statfor/sid

Briefing: Business Aviation in Europe in 2012

compared to 2011)

Rank ICAO Code Airport

Total Deps/Day

Business Deps/Day

Proportion Business

Business Growth

Busiest Business

Day

1 LFPG PARIS CH DE GAULLE 680 0.8 0.1% -18.9% 6

2 EDDF FRANKFURT MAIN 659 10.2 1.6% 16.1% 23

3 EGLL LONDON/HEATHROW 649 2.2 0.3% -28.9% 9

4 EHAM SCHIPHOL AMSTERDAM 593 11.2 1.9% -8.3% 25

5 EDDM MUENCHEN 2 540 19.0 3.5% -3.9% 82

6 LEMD MADRID BARAJAS 510 2.2 0.4% -16.4% 11

7 LTBA ISTANBUL-ATATURK 482 9.3 1.9% -33.3% 27

8 LIRF ROME FIUMICINO 429 0.6 0.1% 94.7% 17

9 LEBL BARCELONA 396 12.0 3.0% -2.9% 34

10 LSZH ZURICH 357 30.4 8.5% -5.4% 95

11 LOWW WIEN SCHWECHAT 357 20.9 5.8% -7.3% 45

12 EGKK LONDON/GATWICK 337 2.5 0.7% 4.5% 10

13 EKCH COPENHAGEN KASTRUP 332 3.7 1.1% 8.1% 17

14 ENGM OSLO/GARDERMOEN 322 8.7 2.7% -6.6% 21

15 LFPO PARIS ORLY 320 1.2 0.4% 101.3% 6

16 EBBR BRUSSELS NATIONAL 298 11.7 3.9% -9.6% 31

17 EDDL DUESSELDORF 296 10.7 3.6% -4.7% 30

18 ESSA STOCKHOLM-ARLANDA 287 4.6 1.6% 29.3% 17

19 LSGG GENEVE COINTRIN 247 48.7 20% -6.1% 110

20 LIMC MILANO MALPENSA 239 4.8 2.0% -8.1% 15

21 LEPA PALMA DE MALLORCA 237 12.1 5.1% 3.5% 36

22 EFHK HELSINKI-VANTAA 235 6.1 2.6% -6.3% 48

23 EDDT TEGEL-BERLIN 231 6.5 2.8% -12.8% 21

24 EGCC MANCHESTER 230 4.6 2.0% -9.3% 15

25 EIDW DUBLIN 222 7.8 3.5% -7.0% 30

Figure 12. Top 15 of States with highest number of Business flights/day per State in 2012 (growth figures compared to 2011)

2012Rank

2011 Rank State

2012 Business Deps/Day

2011 Business Deps/Day

Business Growth

1 1 France 306.6 316.7 -3.2%

2 2 Germany 253.4 258.8 -2.1%

3 3 UK 229.4 233.9 -1.9%

4 4 Italy 157.2 183.4 -14.3%

5 5 Switzerland 115.9 121.3 -4.5%

6 6 Spain 93.8 98 -4.3%

7 7 Norway 60.2 62.1 -3.1%

8 8 Turkey 59 57.9 1.9%

9 9 Austria 51.6 54.5 -5.3%

10 10 Sweden 48.5 50.8 -4.5%

11 13 Ukraine 43.4 35.9 20.9%

12 11 Belgium/Luxembourg 38.8 41 -5.4%

13 12 Netherlands 31.6 36.8 -14.1%

14 14 Greece 26.1 29.3 -10.9%

15 15 Poland 25.6 28 -8.6%

Other Other 201 212.6 -5.5%

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Briefing: Business Aviation in Europe in 2012

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Figure 13. The largest State-to-State flows in 2012 for each engine type of Business Aviation

Jet Piston Turboprop Rank

Between And Mvts/Day Between And Mvts/Day Between And Mvts/Day

1 Germany Germany 85.2 France France 26.9 France France 53.2

2 France France 71.1 Germany Germany 19.0 Norway Norway 46.1

3 UK UK 57.0 UK UK 13.9 UK UK 35.8

4 Italy Italy 52.9 Netherlands Netherlands 6.6 Germany Germany 25.4

5 France UK 45.7 Sweden Sweden 5.1 Italy Italy 22.9

6 France Switzerland 42.3 Spain Spain 3.3 Sweden Sweden 17.2

7 France Italy 31.7 Ireland UK 3.1 France Switzerland 11.4

8 Turkey Turkey 31.3 Finland Finland 2.0 France UK 8.3

9 Spain Spain 30.6 Belgium/Luxembourg Belgium/Luxembourg 1.7 Spain Spain 6.4

10 Switzerland UK 24.4 France Switzerland 1.4 Poland Poland 6.4

11 France Germany 23.9 Finland Sweden 1.3 Germany Switzerland 5.8

12 Germany UK 21.5 Denmark Denmark 1.3 France Germany 5.0

13 Germany Switzerland 21.2 Norway Norway 1.3 Turkey Turkey 4.9

14 Austria Germany 18.6 France UK 1.2 Switzerland Switzerland 4.3

15 France Spain 18.2 Austria Germany 1.1 France Italy 4.0

Other - - 820.4 - - 21.5 - - 110.4

All - - 1395.9 - - 110.9 - - 367.4

Figure 14. The 50 largest Airport pair flows in 2012

Rank AP1 AP1 Name AP2 AP2 Name Mvts/Day

1 LFPB PARIS LE BOURGET LSGG GENEVE COINTRIN 11

2 LIRA ROMA CIAMPINO LIML MILANO LINATE 9.2

3 LFMN NICE LSGG GENEVE COINTRIN 5.6

4 LFPB PARIS LE BOURGET LFMN NICE 5.1

5 LFMN NICE UUWW MOSKVA/VNUKOVO 5.1

6 EHGG GRONINGEN-EELDE10 EHGG GRONINGEN-EELDE 4.9

7 ESKN STOCKHOLM/SKAVSTA ESSV VISBY 3.8

8 UKCC DONETSK UKKK KIEV – ZHULYANY 3.5

9 EGGW LONDON/LUTON LFPB PARIS LE BOURGET 3.5

10 EGTG BRISTOL/FILTON EGNL BARROW/WALNEY ISLAND 3.2

11 LSZH ZURICH LSGG GENEVE COINTRIN 3.1

12 LFPB PARIS LE BOURGET LIML MILANO LINATE 3.0

13 EGNS ISLE OF MAN/RONALDSW EGNX EAST MIDLANDS 2.9

14 EGLF FARNBOROUGH CIV LFPB PARIS LE BOURGET 2.8

15 EGGW LONDON/LUTON LFMN NICE 2.8

16 EGLF FARNBOROUGH CIV LSGG GENEVE COINTRIN 2.7

17 ENAT ALTA ENTC TROMSO/LANGNES 2.7

18 LTFJ ISTANBUL/SABIHA LTAC ANKARA-ESENBOGA 2.6

19 LSGG GENEVE COINTRIN UUWW MOSKVA/VNUKOVO 2.5

20 LTBA ISTANBUL-ATATURK LTAC ANKARA-ESENBOGA 2.5

21 EGLF FARNBOROUGH CIV EGNL BARROW/WALNEY ISLAND 2.5

22 LFMD CANNES MANDELIEU LFPB PARIS LE BOURGET 2.4

23 EGGW LONDON/LUTON LSGG GENEVE COINTRIN 2.4

24 EGLF FARNBOROUGH CIV LFMN NICE 2.4

25 EGGW LONDON/LUTON UUWW MOSKVA/VNUKOVO 2.4

26 LFPB PARIS LE BOURGET LSZH ZURICH 2.4

10 Mainly flights operated for training purposes

Briefing: Business Aviation in Europe in 2012

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Rank AP1 AP1 Name AP2 AP2 Name Mvts/Day

27 LEBL BARCELONA LETO MADRID TORREJON 2.3

28 LIML MILANO LINATE LSGG GENEVE COINTRIN 2.1

29 EGJB GUERNSEY EGJJ JERSEY 2.1

30 EDVE BRAUNSCHWEIG ETSI INGOLSTADT 2.1

31 UKBB KIEV - BORISPOL UUWW MOSKVA/VNUKOVO 2.0

32 LFPB PARIS LE BOURGET UUWW MOSKVA/VNUKOVO 2.0

33 ENBO BODO ENTC TROMSO/LANGNES 1.9

34 ENCN KRISTIANSAND/KJEVIK ENGM OSLO/GARDERMOEN 1.9

35 LEPA PALMA DE MALLORCA LEIB IBIZA 1.9

36 ENHF HAMMERFEST ENAT ALTA 1.9

37 LFBD BORDEAUX-MERIGNAC LFPB PARIS LE BOURGET 1.8

38 EDHL LUBECK-BLANKENSEE ETNL LAAGE 1.8

39 LEMH MAHON/MENORCA LEPA PALMA DE MALLORCA 1.8

40 LFMN NICE LIML MILANO LINATE 1.8

41 LLNV NEVATIM LLNV NEVATIM 1.8

42 ENAL ALESUND/VIGRA ENVA TRONDHEIM/VAERNES 1.8

43 LFLY LYON BRON LFPB PARIS LE BOURGET 1.8

44 EGGW LONDON/LUTON EGLF FARNBOROUGH CIV 1.8

45 LOWK KLAGENFURT LOWW WIEN SCHWECHAT 1.8

46 EGLC LONDON/CITY LFPB PARIS LE BOURGET 1.7

47 LOWW WIEN SCHWECHAT UUWW MOSKVA/VNUKOVO 1.7

48 EFHK HELSINKI-VANTAA ULLI SANKT-PETERBURG 1.7

49 LTFJ ISTANBUL/SABIHA LTBA ISTANBUL-ATATURK 1.7

50 LFMN NICE LSZH ZURICH 1.7

Briefing: Business Aviation in Europe in 2012

Figure 15. Main aircraft types for Business Aviation in 2012 (change compared to 2011)

Rank

ICAO Aircraft Type

Engine Type

Num. Engines

2012 IFR Deps/Day

2011 IFR Deps/Day Change

Typical Seats

1 C56X J 2 156.6 153.1 2.2% 10

2 BE20 T 2 155.4 153.0 1.6% 14

3 H25B J 2 107.4 110.9 -3.2% 8

4 F2TH J 2 81.5 84.6 -3.6% 19

5 C525 J 2 80.2 82.9 -3.3% 7

6 CL60 J 2 76.3 78.1 -2.4% 19

7 C25A J 2 70.8 76.0 -6.8% 7

8 GLF5 J 2 63.1 61.7 2.3% 19

9 C550 J 2 63.1 73.2 -13.8% 11

10 C510 J 2 62.9 61.8 1.8% 6

11 F900 J 3 62.4 69.6 -10.4% 19

12 PC12 T 1 57.7 52.4 9.9% 8

13 C25B J 2 48.3 47.7 1.2% 6

14 GLF4 J 2 47.8 47.0 1.8% 19

15 P180 T 2 42.0 45.8 -8.3% 7

16 GLEX J 2 40.6 40.3 0.7% 13

17 CL30 J 2 38.7 39.0 -0.8% 8

18 BE9L T 2 38.1 37.3 2.1% 9

19 LJ60 J 2 34.4 36.0 -4.6% 6

20 FA7X J 3 33.1 25.3 30.6% 8

21 LJ35 J 2 30.7 34.2 -10.3% 10

22 C680 J 2 30.5 30.2 0.9% 14

23 TBM7 T 1 30.5 34.1 -10.8% 6

24 PRM1 J 2 28.8 30.6 -5.7% 7

25 PA31 P 2 28.4 34.8 -18.3% 9

26 BE58 P 2 25.7 29.1 -11.8% 5

27 LJ45 J 2 25.0 27.1 -7.9% 9

28 PA44 P 2 23.1 31.4 -26.3% 3

29 BE40 J 2 23.1 30.1 -23.3% 8

30 C560 J 2 21.3 25.6 -17.1% 8

31 FA50 J 3 20.5 22.3 -8.1% 16

32 GL5T J 2 18.0 14.9 21.0% 12

33 GALX J 2 17.3 18.6 -6.9% 19

34 E50P J 2 15.9 11.8 34.5% 6

35 C650 J 2 13.8 15.6 -11.5% 10

36 PA46 P 1 13.4 13.3 0.4% 6

37 E135 . 11.8 13.0 -9.0% .

38 C208 T 1 11.1 13.2 -15.6% 14

39 PAY3 T 2 9.6 12.3 -21.9% 10

40 FA10 J 2 9.1 10.6 -14.1% 7

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Briefing: Business Aviation in Europe in 2012

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