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CONTENTS
INTRODUCTION
AVIATION INDUSTRY TRENDS
Air Carrier Trends
Air Carrier Fleet
General Aviation Flying and Aircraft Fleet
Domestic Aviation Fuel Consumption
Civil Aircraft and Engine Production
FAA AIR TRAFFIC ACTIVITY TRENDS
Aircraft Operations at Airports With FAA Traffic Control Service
FAA En Route Traffic Control Activity
FAA Flight Services
TABLES
1. U. S. Scheduled Airline Passenger Traffic
2. Turbine-powered Aircraft on Order by United States Air Carriers
3. Total Aircraft In the Service of United States Air Carriers
4. Total Revenue Aircraft Hours, United States Air Carriers..
5. Total Revenue Alrcrait Miles, United States Air Carriers..
6. Active General Aviation Aircraft by Type of Aircraft
7. Active General Aviation Aircraft by FAA Region
8. Hours Flown in General Aviation
Page
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2
5
8
10
11
14
16
18
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21
22
23
24
25
26
27
ill
TABLES - Continued
9. Fuel Consumed by United States Domestic Civil Aviation ....
10. Civil Aircraft Production in the United States
11. Civil Aircraft Engine Production in the United States
12. Total Itinerant and Local Aircraft Operations at Airports With FAA Traffic Control Service
13. Itinerant Aircraft Operations at Airports With FAA Traffic Control Service
14. Local Aircraft Operations at Airports With FAA Traffic Control Service
15. Instrument Operations at Airports With FAA Traffic Control Service
16. Aircraft Handled, IFR Departures, and Overs by User Category FAA Air Route Traffic Control Centers
17. Flight Services, Pilot Briefs, Flight Condition Messages and Flight Plans Originated, FAA Flight Sarvice Stations and Combined Station/Towers
18. Aircraft Contacted, FAA Flight Service Stations and Combined Station/Towers
28
29
30
31
32
33
34
35
36
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DISTRIBUTION: ZPO-382; FAT-1 (5 cys ea) ; FAT-2 (3 cys ea) ; FAT-3,4,5,6,7,8 (1 cy ea)
iv
INTRODUCTION
This report presents forecasts of key indicators of aviation
activity and of Federal Aviation Agency workload during the period fiscal
years 1967-1977. The report has been prepared to meet the planning needs
of the various offices and services of FAA for data concerning future
trends in aviation activity. During this period significant changes are
expected in the volume of air traffic activity and in the type of equipment
that will be flying our domestic and international air routes.
Although the report focuses on the period through fiscal year 1973
to provide forecasts required in the preparation of the FAA Five-Year
Program, forecasts for fiscal year 1977 have also been prepared to meet
long-range planning needs. Specific numerical forecasts have also bean
included for each year from 1967 to 1973 to meet shorter term, fiscal and
program planning requirements. It must be recognized, however, that
year-to-year fluctuations are difficult to forecast precisely. To a
considerable extent, therefore, the data reflect the trend or average
conditions expected during the forecast period.
1
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AVIATION INDUSTRY TRENDS
Air Carrier Traffic
Continued high rates of growth In passenger traffic are forecast
over the next ten years for both the United States domestic and Inter-
national air carriers. By fiscal year 1977 the United States airlines are
expected to fly a total of 266 billion revenue passenger-miles and 352
million passengers In scheduled domestic and International service« These
figures compare with 76 billion revenue passenger-miles and 114 million
passengers In fiscal year 1966 (see Table 1). Growth In the International
market of the U.S. airlines will be slightly higher than In tne domestic
market. From fiscal 1966 through fiscal 1977 the International passenger-
miles are expected to Increase by nearly 260 percent while domestic
passenger-miles will Increase by about 245 percent.
Growth of the domestic air travel market has accelerated sharply
In the last few years. In fiscal years 1964, 1965, and 1966 domestic
passenger-miles Increased 18, 15 and 22 percent, respectively, as compared
to 6 percent In fiscal 1963. Scheduled passenger-miles flown by the U.S.
International air carriers rose by 19, 19, and 21 percent in the fiscal
years 1964, 1965, and 1966, compared to 14 percent in fiscal 1963. The
major factors behind these recent high growth rates have been the
favorable economic climate, e.g., high Gross National Product, high dis-
posable income, virtually full employment, plus a declining over-all
average fare structure.
- 2 -
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This forecast assumes that these factors will continue to exert a
positive influence on air carrier traffic volumes. Along with an expected
healthy economic environment, the carriers will be improving the quality,
comfort, and speed of their services as more jets are added to their fleets
and jet service is expanded into virtually all markets.
The domestic passenger traffic forecasts presented herein are
consistent with the forecasts that were prepared for the Federal Aviation
Agency in connection with its recent studies and evaluation of the super-
sonic transport. The essential elements supporting the forecasts are a
continuing high rate of growth in the economy as measured by GNP and the
assumption that the passenger fare structure will continue to decline.
Gross national product is forecast at an average real growth rate of 4.25
percent and average fares are forecast to decline, in real terms, between
2 and 3 percent per year. The projections for fiscal years 1967 and 1968
have been modified from these average rates to reflect such factors as the
airline strike in early fiscal year 1967 as well as the expected impact of
higher than average declines in the average fare levels resulting from the
relatively new promotional fares.
Total domestic passenger-miles are forecast to increase by 14 and
12 percent in fiscal years 1967 and 1968 to 66.1 and 74.0 billion,
respectively. The growth trend in fiscal years 1969 and 1970 is forecast
at slightly more than 10 percent per year. Beginning in fiscal year 1971,
the rate of growth will climb to around 1? percent per year and remain at
- 3 -
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about that level through fiscal year 1977. These fluctuations are due
mainly to changing assumptions with regard to the over-all average fare
structure. The average yields have been varied In an attempt to reflect
the potential for change as new, lower-operating cost aircraft are Intro-
duced Into service.
The number of domestic passenger enplanements is expected to
Increase sharply over current levels. In fiscal year 1966, 102 million
passengers were enplaned by the domestic scheduled airlines. By fiscal
year 1977 this volume Is expected to more than triple to nearly 320 million.
The average domestic passenger trip was 567 statute miles In fiscal year
1966, up seven miles over the previous year. In fiscal year 1977 the
average trip will be around 630 miles.
The U.S. International passenger traffic forecast was related to
the growth In the domestic market and, therefore, reflects many of the same
general underlying economic forces. An analysis of past growth trends
shows that an unusually consistent relationship has existed between U.S.
domestic passenger revenue and U.S. International revenue. It was assumed
this will continue through the forecast period. The passenger-mile
estimates also reflect a declining series of passenger-mile revenue yields
which Is supported by declining unit costs, more efficient aircraft, and
new promotional fares. A separate trend analysis and projection of U.S.
International passenger-miles support the forecast.
- 4 -
In fiscal year 1966, the U.S. International carriers transported
nearly 12 million passengers for a total of over 18 billion passenger-miles.
By fiscal year 1977, these volumes are expected to Increase to about 35
million passengers and 66 billion passenger-miles. These carriers have
been reporting an ever-Increasing average passenger trip length from 1,292
statue miles In 1957 to about 1,600 miles In 1966. This uptrend Is expected
to continue and reach about 1,900 miles In fiscal year 1977.
Air Carrier Fleet
U. S. air carriers had 1,090 turbine-powered aircraft on order as
of November 1966 (see Table 2). This is the highest backlog on record and
compares with 766 a year ago. The large increase in orders over the last
twelve months reflects the generally optimistic outlook the industry has for
the years ahead as well as its current favorable profit position. Of the
aircraft on order, over one-half are two-or three-engine jets and another
400 are four-engine jets (including freighters and SST's). Only 125 air-
craft on order are turboprops with nearly one-half representing conversions
from piston engines. Additional orders of almost all types of jet aircraft
and two-engine turboprops can be expected throughout the forecast period.
Table 3 shows the U.S. air carrier fleet as forecast by year and includes
firm as well as anticipated additional aircraft orders. Seat-mile pro-
ductivity estimates were developed for the forecast fleet and tested for
reasonableness using the passenger-mile forecast. Cargo aircraft were
separately identified.
- 5 -
The Jet fleet of the U.S. air carriers Is expected to more than
triple by 1973 and to quadruple by 1977 - rising from 725 aircraft as of
January 1, 1066, to an estimated 2,366 on January 1, 1973, and to over
2,900 by the beginning of 1977. The number of two-and three-engine jets
will Increase substantially throughout the forecast period - from 214 In
1966 to over 1,350 In 1973 and to nearly 1,750 by 1977. Included In these
numbers are "standard" and "stretched" versions of today's models as well
as "QC" configurations. By 1969 there will be more two- and three-engine
jets In the fleet than any other type. Although no manufacturer has yet
announced firm plans to build a two-engine "jumbo" jet, this forecast
anticipates that such an aircraft will be Introduced In the early 1970's
and will have a capacity of at least 200 seats and will be used on high
density, short-to-medium range routes.
The large four-engine "jumbo" jets are scheduled to enter service
In fiscal year 1969. It was assumed these aircraft would continue to be
ordered In significant numbers through 1977 for both passenger and cargo
service, and that they will be used initially on the high-denaity, long-
haul passenger routes and gradually replace the current four-engine types
on these routes. However, the forecast assumes a continuing stong demand
through this decade for the current four-engine jets in both standard and
stretched versions.
If. was assumed Concorde deliveries will begin in January 1972 and that
initial U.S. SST deliveries will be in January 1975. The present reserved
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delivery position list was used In assigning these aircraft to United States
and foreign air carriers.
A substantial Increase Is forecast In the number of one- and
two-engine turboprops. In 1966 there were 97 of these aircraft In airline
service, 89 two-engine and 8 single-engine. Almost all of the growth to
362 aircraft In 1973 and to 453 aircraft In 1977 will be In the two-engine
category. The local service carriers will account for about 90 percent of
this fleet. In 1973 about half of this fleet will be made up of aircraft
converted from piston to turboprop engines.
The four-engine turboprop aircraft are expected to be retired from
the U. S. air carrier fleet In substantial numbers in favor of the more pro-
ductive two- and three-engine jets. The same will be true for the current
fleet of piston aircraft. Most of these aircraft that remain in the fleet
will be used by the supplemental carriers.
Forecasts of U.S. air carrier revenue hours and revenue miles flown
have been developed and are shown in Tables 4 and 5. Average utilisation
rates and block speeds by aircraft types by carrier group were developed
based on past trends as well as the future use of the aircraft. These
values were applied to the appropriate projected air carrier aircraft types.
In total, both series show steady growth throughout the forecast period.
The hours flown nearly double by fiscal 1977 while the miles flown Increase
slightly over double. The distributions by aircraft type, however, show
quite different growth trends. All types of jet aircraft show substantial
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gains, while all types of piston aircraft decline to almost Insignificant
volumes by fiscal 1977. Within the turboprop group, the gains In the one-
and two-engine category are offset by declines In the four-engine category.
General Aviation Flying and Aircraft Fleet
General aviation Includes all civil flying except that performed
by the Interstate and Intrastate air carriers operating large aircraft. It
embraces a multitude of diverse and growing uses of aircraft ranging from
flying for the sheer enjoyment of flying and transportation of personnel
and cargo by business firms In privately-owned aircraft to special uses
of aircraft, such as crop dusting, power and pipeline patrol and aerial
advertising.
In recent years there has been a strong uptrend In all phases of
general aviation activity and the outlook for continued growth throughout
the forecast period Is extremely favorable. At the beginning of 1966 there
were 95,442 active aircraft In the general aviation fleet. This number Is
expected to Increase to 152,000 by 1973 and to 180,000 aircraft by 1977
(see Table 6). Each class of aircraft will Increase In number but growth
rates will differ significantly by aircraft type.
Single-engine aircraft, which will continue to make up the great
bulk of the fleet, will rise from 81,134 at the beginning of 1966 to an
estimated 124,350 by 1973 and to 143,600 by 1977. Most of these gains will
be In the larger four-seat models but Increases will also be shown In the
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two-place types. Multiengine piston aircraft are expected approximately to
double during the forecast period from 11,422 In 1966 to approximately
23,000 by 1977. Rotorcraft will also experience significant gains rising
to about 4,000 by 1977 but this number will still represent only about 2
percent of the total general aviation fleet.
Of special Interest Is the sharp rise anticipated In turbine-
powered general aviation aircraft. At the beginning of 1966 there were
only 574 In the active fleet and estimates place their current number at
approximately 1,000. The forecast calls for 4,750 by 1973 and approximately
8,000 by 1977. Most of these will be powered by turboprop engines but a
considerable number of pure jets Is also expected. Conversion of existing
piston aircraft to turbine power should account for part of the anticipated
growth. Business flying and air taxi operations represent the primary
markets for turbine-powered aircraft.
Total hours flown in general aviation are expected to increase
from an estimated 17.5 million hours in fiscal year 1966 to 29.0 million
hours in fiscal year 1973 and to 35.0 million by fiscal year 1977, or a
doubling during the forecast period. Business flying will remain the
largest type of general aviation flying and is forecast to account for
10.4 million hours in fiscal year 1977, or approximately 30 pex.ent of the
total, as against 6.1 million hours in fiscal year 1966. Both scheduled
and non-scheduled air taxi operations will continue to show marked gains
and are expected to become an increasingly important part of the nation's
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air transportation system In the years ahead. Air taxis will fill a void
in air service to small conmunities which do not generate sufficient traffic
to warrant scheduled air carrier service with large traisport-type aircraft.
At the same time there will be an Increasing demand for air taxi connecting
services In major metropolitan areas between elr carrier airports and out-
lying communities. Personal and Instructional flying are expected to show
higher than average growth rates, stimulated by learn-to-fly programs,
rising per capita Incomes and an Increasing desire for travel.
Table 7 provides a regional distribution of active general aviation
aircraft. There will be significant Increases In the number of aircraft In
all FAA Regions with the highest growth experienced In the Western and
Southern Regions.
Domestic Aviation Fuel Consumption
Compared to fiscal year 1966, total fuel consumed In U.S. domestic
civil aviation will more than double by fiscal year 1973 and triple by
fiscal year 1977 (see Table 9). Jet fuel consumption will account for all
of the Increase as gasoline consumption is expected to decline by 21
percent from 755 million gallons in fiscal year 1966 to 595 million gallons
in fiscal year 1977. Users of jet fuel will increase consumption from over
3.9 billion gallons to nearly 13.5 billion gallons between fiscal years 1966
and 1977. The air carriers consumed 98 percent of the jet fuel in fiscal
year 1966 and are expected to use 97 and 96 percent in fiscal years 1973
- 10 -
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and 1977. General aviation jet fuel consumption, while increasing over
seven times by fiscal year 1977, will still account for a relatively small
part of the total.
The drop in aviation gasoline consumption is due entirely to the
substitution by the air carriers of turbine-powered aircraft for piston-
powered aircraft. The air carriers accounted for 61 percent of the aviation
gasoline in fiscal year 1966 with 464 million gallons. By fiscal year 1973
this gallonage is expected to drop to around 40 million and to 10 million
gallons by fiscal year 1977. General aviation gasoliiv» consumption will
increase by 68 percent to 490 million gallons in fiscal year 1973 and by
over 100 percent to 585 million by fiscal year 1977.
Civil Aircraft and Engine Production
In the last two years the production of civil aircraft in the
United States has increased sharply and in fiscal year 1966 was at the
highest level since the post-war years of 1946 and 1947. Table 10 shows
the growth since 1962 and a forecast through fiscal year 1977. General
aviation aircraft production, which has doubled since 1963, has accounted
for between 98 and 99 percent of the total. Air carrier transport aircraft
production at 284 in fiscal year 1966 was 'he highest since the beginning
of the jec era in 1959.
The forecast for general aviation shows a doubling of production
by fiscal year 1977 to a total of ab.mt 29,000 units. About 85 percent of
- 11 -
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this demand will be for single-engine models, 13 percent will be for multi-
engine piston models, with the remaining 2 percent for turbine-powered
aircraft. The trend has been toward aircraft with larger capacity, greater
speed, longer range, higher cruising altitude capability, and more electron-
ic gear. This trend is expected to continue. The demand for turbine-
powered aircraft, although significant by itself, will continue to be a
relatively small portion of the total due to high Initial and high hourly
operating costs plus their complexity of operation compared with piston
aircraft. The actual production levels as forecast in Table 10 may vary
from those shown due to unpredictable cyclical fluctuations in the general
business cycle.
The forecast of air carrier transport aircraft is based mainly
on announced orders. Additional estimated orders have been added for
those U.S. and foreign air carriers which have not announced orders and
will require additional aircraft to remain competitive and keep up with the
forecast traffic demand. Most of the future deliveries will be for the
two- and three-engine jets although demand will continue to be strong for
present day "standard" and "stretched" four-engine jet models in both
passenger and cargo versions. Four-engine "jumbo" jet deliveries will
begin in fiscal year 1969, and this forecast anMcipat^ a lar^e cc^acity
two-engine jet will be forthcoming in the e-^ly ^70 s. The U. S. SST's
included lr V>f torer^st w^e estimated at an average production rate of
three per month beginning in fiscal year 1975.
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The forecast of civil aircraft engine production, as shown In
Table 11, was based on the aircraft production figures shown In Table 10
and provides for necessary spares. Piston engine production Is based
solely on general aviation aircraft requirements, while the numbers of
turbojet and turboprop engines account for air carrier requirements as well
as general aviation. The relatively low level of turboprop engine produc-
tion assumes a portion of general aviation aircraft as well as a portion
of converted two-engine piston transports will be equipped with foreign-
manufactured engines.
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FAA AIR TRAFFIC ACTIVITY TRENDS
Significant Increases are forecast In all measures of FAA airway
activity and workload during the next five years and In the ensuing period
through fiscal year 1977. The demands that will be placed on the national
airspace system by air carrier and general aviation activity are expected
to Increase sharply while military flying will continue to decline. Tables
12 through 18 show the various measures of air traffic activity and work-
load at FAA terminal and en route facilities.
Aircraft Operations at Airports with FAA Traffic Control Service
Table 12 shows that total aircraft operations at airports with
FAA traffic control service will rise from 41.2 million in fiscal year 1966
to an estimated 139.0 million operations in fiscal year 1977, an over-all
increase of approximately 237 percent. Part of this gain will result from
increasing air carrier and general aviation flying and part will result
from the installation of FAA airport traffic control towers at additional
airports whose traffic volumes are expected to exceed FAA tower establish-
ment criteria during the forecast period.
Itinerant aircraft operations are forecast in Table 13 to increase
from 26.0 million in fiscal year 1966 to 73.0 million by fiscal year 1977,
a gain of over 180 percent. General aviation will account for 75 percent
of the itinerant operations in 1977 as against 62 percent in 1966 and will
more than triple during this period from 16.2 million to 54.9 irillion
operations.
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Air carrier operations remained virtually unchanged between fiscal
years 1957 and 1963 when the Increased seat capacities of the new, large Jet
aircraft and higher density seat configurations resulting from the shift to
a primarily coach/economy service obviated the need to Increase flight
schedules despite the continuing rise In passenger traffic. However, air
carrier operations began to rise In 1964-1965 and this upward trend
accelerated In 1966 when they rose 9 percent, t\e largest year-over-year
gain since 1957. Fui ":her rapid Increases are anticipated to meet the needs
of greatly expanded passenger and cargo traffic despite the continuing
Introduction Into service during the forecast period of larger and larger
transport aircraft, e.g., stretched jets, Jumbo Jets and the U.S. SST. The
forecast calls for 16.9 million air carrier operations In fiscal year 1977,
more than double the fiscal year 1966 total.
Military Itinerant aircraft operations reached their peak In
fiscal year 1958 when they totalled 3.4 million and accounted for 21 percent
of total Itinerant operations at FAA tower airports. Since then, they
have declined steadily to 1.6 million and 6 percent of all Itinerant
operations In fiscal year 1966. Reflecting the over-all decline anticipated
In military flying, military Itinerant aircraft operations at FAA tower
airports are forecast to continue to decline to 1.2 million In fiscal
year 1977.
Local aircraft operations shown In Table 14 are primarily general
aviation but also Include a small and declining number of military operations
- 15 -
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Over the past four years general aviation local operations at FAA tower
airports have more than doubled totalling 13.5 million in fiscal year 1966.
This growth will continue and by fiscal year 1977 general aviation local
operations will total an estimated 64.8 million. This rapid growth in part
will result from the expansion of pleasure and Instructional f1ying and in
part will reflect the large proportion of local flying activity at the
general aviation airports which qualify for FAA airport traffic control
service during the forecast period.
Instrument operations at airports with FAA traffic control service,
including those at FAA-operated military radar approach control facilities,
totalled 11.0 million in fiscal year 1966, up from 7.4 million in fiscal
year 1962 (see Table 15). The forecast calls for 26.0 million instrument
operations by fiscal year 1977, well over double the 1966 level. During
the forecast period, an increasing proportion of air carrier and general
aviation operations will be flown under instrument flight rules (IFR).
FAA En Route Traffic Control Activity
The number of IFR aircraft handled, which is used to measure en
route IFR activity and workload at FAA air route traffic control centers,
is forecast in Table 16 to increase from 13.5 million in fiscal year 1966
to 30.3 million in fiscal year 1977. Air carrier aircraft handled, ./hich
account for 55 percent of the total, showed little change between 1960 and
- 16 -
1963. However, beginning In fiscal year 1964 a sharp uptrend developed
with 1966 up 18 percent over 1965. The forecast expansion In air carrier
traffic and the Increasing tendency of the air carriers to fly IFR provide
the basis for further strong growth and air carrier aircraft handled have
been forecast to Increase from 7.4 million In fiscal year 1966 to 17.8
million In fiscal year 1977.
General aviation historically has accounted for a relatively small
but rising proportion of en route IFR traffic. In fiscal year 1966 general
aviation aircraft handled rose to 1.7 million, representing 13 percent of
the total, up 35 percent from fiscal year 1965 and approximately double
the fiscal year 1962 volume. The continuing growth and upgrading of the
general aviation fleet, particularly as turbine-powered and other more
fully Instrumented aircraft enter Into service, should result In a further
sharp uptrend In IFR flying by general aviation. The forecast Is for
approximately 9.0 million general aviation IFR aircraft handled by fiscal
year 1977, a more than five-fold Increase over 1966.
Military aircraft handled turned down In fiscal year 1966 totalling
4.4 million compared with 4.6 million the previous year. With total
military flying expected to continue Its decline, military IFR aircraft are
expected to decrease gradually to 3.5 million by fiscal year 1966.
- 17 -
FAA Flight Services
Tables 17 and 18 show measures of workload and activity at FAA
flight service stations and combined station/towers. Total flight services,
which Is a weighted workload measure consisting of aircraft contacted,
flight plans originated, pilot briefs and flight condition messages, are
forecast to Increase from 29.1 million in fiscal year 1966 to 63.0 million
in fiscal year 1973 and tc 84.7 million in fiscal year 1977 assuming no
basic change in the flight service system.
Flight plans originated, after showing unusually large increases
in fiscal years 1961 and 1962 largely as a result of the transfer to FAA
of the fi notions of the six military flight service centers in the United
States, lose steadily from 1963 to 1966 with IFR flight plans rising more
rapidly than VFR. By fiscal year 1977 flight plans originated are forecast
to total 10.4 million compared with 4.4 million in fiscal year 1966.
Total aircraft contacted are expected to continue their strong
uptrend and are forecast to increase from 8.6 million in fiscal year 1966
to 18.3 million in fiscal year 1977. IFR aircraft contacted, after
declining precipitously between fiscal years 1958 and 1964, began to
increase in 1965-1966. This Increase promises to continue largely as a
result of more IFR flying by general aviation. The forecast anticipates
that IFR aircraft contacted will increase from 0.9 million in fiscal year
1966 to 2.5 allliaB in fiscal year 1977.
- 18 -
Over the years VFR aircraft contacted have shown strong and steady
growth, particularly with respect to general aviation aircraft which now
account for approximately 88 percent of this activity. In totali VFR air-
craft contacted are forecast to approximately double during the forecast
period to 15.8 million In fiscal year 1977.
Pilot briefs tripled between fiscal years 1962 and 1966 with 1966
Increasing more than 40 percent over 1965. Continuing rapid growth Is
anticipated to a total of 22.8 million by fiscal year 1977 compared with
5.8 million In fiscal year 1966.
- 19 -
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Table 2
TURBINE-POWERED AIRCRAFT ON ORDER BY UNITED STATES AIR CARRIERS
Aircraft Fleet
Additional Alrcra ft on Order for Delivery 1970 or
Aircraft Type 6/30/66 1966^ 1967 1968 1969 Later Total
Total Aircraft 1,229 239 396 246 62 147 1,090
Jet 2-englne: BAC-111
868 40
181 15
329 2
246 62 55 873 17
Boeing 737 - - 3 75 11 - 89 Douglas DC-9 23 55 111 41 9 2 218 Sud Caravelle 20 - - - - - -
3-enpine: Boeing 727 228 71 102 60 13 - 246 4-englne: Boeing 707 222 27 69 29 9 4 138
Boeing 720 127 2 5 - - - 7 Boeing 747 - - - - 16 49 65 Convalr 880/990 64 - - - - - -
Douglas DC-8 144 11 37 41 4 - 93
Turboprop 1-englne: Turbo Porter
345 8
58 65 — — —
123
2-englne: F-27/FH-227 66 23 33 - - - 56 Convalr 580/600 50 25 31 - - - 56 Grumman Gulfstre am 1 - - - - - -
Nord 262 10 2 - - - - 2 Nihon YS-11 - 3 - - - - 3 Short Skyvan - 1 - - - - 1 DeHavllland Twin
Otter - 2 - - - - 2 4-englne: Lockheed Electra 124 - - - - - -
Lockheed Hercule s 2 2 1 - - - 3 Vlckers Viscount 56 - - ■ - - -
A.W.650 Argosy 6 | - - ■ - - -
Canadalr CL-44 22 - - - - - -
Helicopters 16 - 2 - - - 2 1-englne: Sikorsky S-62 1 - - - - - -
2-englne: Boelng-Vertol 10 7 7 - - - - - -
Sikorsky S-61 8 - 2 - - - 2
Supersonic Transports Concorde ~~ ~ —- ~ —
92 36
92 36
U.S.-built — } — — — — 56 56
Note.— Included here are all turbine-powered aircraft on order by the United States certificated route, supplemental, Intrastate and comtterclal air carriers to the extent reported by the aircraft manufacturers and air carriers through November 1966. Aircraft on option are excluded. Aircraft leased or to be deliv- ered under a lease contract «re Included. Supersonic transport figures relate only to reserved delivery positions.
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Table 8
HOURS FLOWN IN GENERAL AVIATION
(In millions)
Fiscal vear Total Business Commercial Instructional Personal Other
1962 14.0 5.6 2.8 2.1 3.4 0.1 1963 14.8 5.6 3.2 2.4 3.5 0.1 1964 15.4 5.7 3.2 2.6 3.7 0.2 1965 16.2 5.8 3.3 3.0 3.9 0.2 1966** 17.5 6.1 3.5 3.4 4.3 0.2
1967* 19.0 6.5 3.8 3.8 4.7 0.2
1968* 20.5 6.8 4.1 4.2 5.2 0.2
1969* 22.1 7.2 4.5 4.5 5.7 0.2
0.2 1970* 23.7 7.6 4.9 4.8 6.2
1971* 25.4 8.0 5.3 5.2 6.7 0.2
1972* 27.2 8.4 5.7 5.6 7.3 0.2
1973* 29.0 8.8 6.0 6.0 7.9 0.3
1977* 35.0 10.4 7.2 7.4 9.7 0.3
*Forecast. **Prellmlnary Note.— Hours for 1962-1965 have been developed from calendar year data shown In FAA Statistical Handbook of Aviation.
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f CO *k M M ^ M •t A M M «k M M M |
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Table 10
CIVIL AIRCRAFT PRODUCTION IN THE UNITED STATES
(Number of Aircraft)
Flsca Air Carrier General Aviation Year Transport Aircraft Aircraft Total
1962 161 7,137 7,294 1963 90 7,38«s 7,478 1964 124 8,944 9,068 1965 189 10,861 11,050 1966 284 14,879 15,163
1967* 445 17,000 17,445
1968* 480 13,500 18,980
1969* 390 19,500 19,890
1970* 350 20,500 20,850
1971* 275 21,500 21,775
1972* 230 22,500 22,730
1973* 220 23,500 23,720
1977* 250 29,000 29,250
*Foreca8t.
I
Note.—Civil aircraft for export are Included here, but military type aircraft shipped to other than United States military customers, e.g., to foreign governments, are excluded. All helicopter production. Including air carrier transport helicopters. Is Included In the column for general aviation aircraft.
- 29 -
"V /
Table 11
CIVIL AIRCRAFT ENGINE PRODUCTION IN THE UNITED STATES
(Number of Engines)
Fiscal ■ ~~~~"
Year Turboiet Turboprop Piston Total
1962 806 9 10,540 11,355 1963 307 - 10,260 10,567 1064 540 - 12,532 13,072 1965 1,058 52 15,356 16,466 1966 1,840 149 20,407 22,396
1967* 2,100 400 23,400 25,900
1968* 2,400 500 25,300 28,200
1969* 2,050 500 26,700 29,250
1970* 1,850 500 28,100 30,450
1971* 1,550 500 29,500 31,550
1972* 1,400 550 30,900 32,850
1973* 1,350 550 32,300 34,200
1977* 1,800 1,000 39,000 41,800
*Forecast.
Note. Civil aircraft engines for export are Included here, but military type aircraft engines shipped to other than United States military customers, e.g., to foreign governments, are excluded.
- 30 -
V>* .-
Table 12
TOTAL ITINERANT AND LOCAL AIRCRAFT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE
(In millions)
Fiscal Year
1962 1963 196A 1965 1966
1967*
1968*
1969*
1970*
1971*
1)72*
1973*
1977*
Total
27.4 29.2 32.9 35.6 41.2
49.1
55.7
62.3
69.3
77.2
85.1
93.4
139.0
Itinerant
18.8 19.7 21.6 22.9 26.0
29.6
33.4
36.7
40.4
44.5
48.4
52.3
73.0
Local
8.6 9.5
11.3 12.7 15.2
19.5
22.3
25.6
28.9
32.7
36.7
41.1
66.0
*Forecast.
Note.—An aircraft operation is defined as an aircraft arrival at or a departure from an airport with FAA traffic control service. A local operation is performed by an aircraft that: operates in the local traffic pattern or within sight of the tower; is known to be departing for or arriving from flight in local practice areas; or executes simulated instrument approaches or low passes at the air- port. All aircraft arrivals and departures other than local (as defined above) are classified as itinerant operations.
f
- 31 -
<^ -^ Urn,
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Table 13
ITINERANT AIRCRAFT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE
(In millions)
Fiscal Year Total
Air Carrier
General Aviation Military
1962 1963 1964 1965 1966
18.8 19.7 21.6 22.9 26.0
7.1 7.1 7.4 7.5 8.2
9.9 10.9 12.4 13.7 16.2
1.8 1.7 1.8 1.7 1.6
1967* 29.6 8.6 19.5 1.5
1968* 33.4 9.6 22.4 1.4
1969* 36.7 10.1 25.2 1.4
1970* 40.4 10.8 28.2 1.4
1971* 44.5 11.9 31.2 1.4
1972* 48.4 12.8 34.3 1.3
1973* 52.3 13.6 37.4 1.3
1977* 73.0 16.9 54.9 1.2
*Forecast.
Note. See Table 12 for definition of Itinerant operations. The forecast Increase In Itinerant operations Is based In part on the assumption that an average of fifteen new towers will be added each year throughout the forecast period.
- 32 -
■ IF'»♦ « -
Table 14
LOCAL AIRCRAFT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE
(In millions)
Fiscal 1 General Year Total Aviation Military
1962 8.6 6.6 2.0 1963 9.5 7.5 2.0 1964 11.3 1 9-3 2.0 1965 12.7 | 10.8 1.9 1966 15.2 | 13.5 1.7
1967* 19.5 17.8 1.7
1968* 22.3 20.7 1.6
1969* 25.5 23.9 1.6
1970* 28.9 27.4 1.5
1971* 32.7 31.2 1.5
1972* 36.7 35.3 1.4
1973* 41.1 1 39.7 1.4
1977* 66.0 64.8 1.2
^Forecast.
Note.— See Table 12 for definition of local operations. The forecast Increase In local opera- tions Is based In part on the assumption that an average of fifteen new towers will be added each year throughout the forecast period.
- 33 -
. r
Table 15
INSTRUMENT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE
(In millions)
Fiscal Instrument Year Operations
1962 7.4 1963 7.8 196A 8.7 1965 9.6 1966 11.0
1967* 12.0
1968* 13.5
1969* 14.8
1970* 16,1
1971* 17.5
1972* 18.9
1973* 20,3
1977* 26.0
*Forecast.
Note.—An Instrument operation Is defined as the handling by an FAA terminal traffic control facility of the arrival or departure at an airport of an aircraft on an IFR flight plan or the provision of IFR separation to other aircraft by an FAA terminal traffic control facility.
Includes Instrument operations at FAA-operated military radar approach control facilities.
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Table 17
FLIGHT SERVICES, PILOT BRIEFS, FLIGHT CONDITION MESSAGES AND FLIGHT PLANS ORIGINATED
FAA FLIGHT SERVICE STATIONS AND COMBINED STATION/TOWERS
(In millions)
Fiscal Flight Services
Pilot Briefs And Flight Condition Messages
Flight Plans Originated
Year Total IFR-DVFR VFR
1962 1963 1964 1965 1966
17.8 19.3 21.4 24.5 29.1
1.9 2.4 2.9 4.1 5.8
3.5 3.6 3.9 4.1 4.4
1.7 1.7 2.0 2.1 2.3
1.8 1.9 1.9 2.0 2.1
1967* 34.1 7.6 4.8 2.5 2.3
1968* 38.6 9.1 5.2 2.7 2.5
1969* 43.2 10.6 5.7 3.0 2.7
1970* 48.2 12.2 6.2 3.2 3.0
19^1* 53.0 13.7 6.7 3.5 3.2
1972* 57.9 15.2 7.2 3.7 3.5
1973* 63.0 16.7 7.8 4.1 3.7
1977* 84.7 22.8 10.4 5.4 5.0
^Forecast.
Note.—Flight Services Is a weighted workload measurement used in Airway Planning Standard No. 5 (the ATS Staffing Standard). The work units reported by each FSS and CS/T which make up this measurement are aircraft contacted, flight plans originated, pilot briefs and flight condition messages. A flight plan may be filed orally or in writing to qualify for inclusion in the activity count shown here.
- 36 "
■^ -^toa'ira
»~
• • •>,
Table 18
AIRCRAFT CONTACTED FAA FLIGHT SERVICE STATIONS AND COMBINED STATION/TOWERS
(In millions)
Fiscal Year Total IFR-DVFR VFR
Al Carr er
General Aviation Military
1962 1963 1964 1965 1966
1967*
1968*
1969*
1970*
1971*
1972*
1973*
1977*
7.0 7.4 7.7 8.1 8.6
9.3
10.0
10.6
11.4
12.2
13.1
14.0
18.3
1.1 .9 .8 .9 .9
1.0
1.1
1.2
1.3
1.4
1.5
1.7
2.5
5.9 6.5 6.9 7.2 7.7
8.3
8.9
9.4
10.1
10.8
11.6
12.3
15.8
.8
.9
5.0 5.5 6.0 6.5 7.1
7.9
8.6
9.3
10.1
10.9
11.8
12.7
16.9
1.4 1.2 1.0
.9
.8
.7
.7
.6
.6
.6
.6
.5
.5
*Forecast.
Note.—Aircraft contacted represent a record of the number of aircraft with which FAA facilities (ESS, CS/T) have established radio conmunlcatlons contact. One count Is made for each en route, landing or departing aircraft contacted by a facility, regardless of the number of contacta made with an Individual aircraft. A flight Involving contacts with five different facilities, disregarding the number of contacts with each, would be counted as five aircraft contacted.
- 37 -
«7-4390
L