【牛津经济研究院】2025欧洲商务航空的社会经济效益研究报告

THESOCIO-

ECONOMIC

BENEFITSOF

BUSINESS

AVIATIONIN

EUROPE

JANUARY2025

TheSocio-economicBenefitsofBusinessAviationinEurope

ABOUTOXFORDECONOMICS

OxfordEconomicswasfoundedin1981asacommercialventurewithOxfordUniversity’sbusinesscollegetoprovideeconomicforecastingandmodellingtoUKcompaniesandfinancialinstitutionsexpandingabroad.Sincethen,wehavebecomeoneoftheworld’sforemostindependentglobaladvisoryfirms,providingreports,forecasts,andanalyticaltoolsonmorethan200countries,

100industries,and8,000citiesandregions.Ourbest-in-classglobaleconomicandindustrymodelsandanalyticaltoolsgiveusanunparalleledabilitytoforecastexternalmarkettrendsandassesstheireconomic,social,andbusinessimpact.

HeadquarteredinOxford,England,withregionalcentresinNewYork,London,Frankfurt,andSingapore,OxfordEconomicshasofficesacrosstheglobeinBelfast,Boston,CapeTown,Chicago,Dubai,Dublin,

HongKong,LosAngeles,MexicoCity,Milan,Paris,Philadelphia,Stockholm,Sydney,Tokyo,andToronto.Weemploy700staff,includingmorethan450professionaleconomists,industryexperts,andbusiness

editors—oneofthelargestteamsofmacroeconomistsandthoughtleadershipspecialists.Ourglobal

teamishighlyskilledinafullrangeofresearchtechniquesandthoughtleadershipcapabilitiesfrom

econometricmodelling,scenarioframing,andeconomicimpactanalysistomarketsurveys,casestudies,expertpanels,andwebanalytics.

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includingleadingmultinationalcompaniesandfinancialinstitutions;keygovernmentbodiesandtradeassociations;andtopuniversities,consultancies,andthinktanks.

January2025

AlldatashownintablesandchartsareOxfordEconomics’owndata,exceptwhereotherwisestatedandcitedinfootnotes,andarecopyright©OxfordEconomicsLtd.

ThisreportisconfidentialtoGAMAandEBAAandmaynotbepublishedordistributedwithouttheirpriorwrittenpermission.

Themodellingandresultspresentedherearebasedoninformationprovidedbythirdparties,uponwhichOxfordEconomicshasreliedinproducingitsreportandforecastsingoodfaith.Any

subsequentrevisionorupdateofthosedatawillaffecttheassessmentsandprojectionsshown.

Todiscussthereportfurtherpleasecontact:

VasilisDouzenis:

vdouzenis@

OxfordEconomics

4Millbank,LondonSW1P3JA,UKTel:+442039108061

TheSocio-economicBenefitsofBusinessAviationinEurope

2

FOREWORD

TIMETORETHINKBUSINESSAVIATION

Theworldisbrimmingwithstudiesoneconomicimpacts,sodoesitneedanotheronefocusedon

businessaviation?Absolutely,yes!Businessaviationisarguablyoneoftheleastunderstoodsectorsintheaviationindustry,oftencloudedbymisconceptionsandstereotypesratherthangroundedin

factualknowledge.

OurindustryplaysavitallyimportantroleinconnectingEurope,andhelpingEuropeansprosper.Weflywhereairlinescan’t,connectingatotalof80,000uniqueairportpairsandserving1000airports

andairfieldsacrossourUnionthatareotherwiseunservedbyscheduledcommercialaviation.Indoingso,weemployapproximately440,000peopleacrosstheEUandcontributearound€110billionto

theEuropeanGDPannually.

Asthisstudyshows,theservicesofferedbyourindustryareprimarilytoolsthatserveimportant

societalfunctionsandhelpmaketheEU’sfourfundamentalfreedomsadailyrealityforbusinessesthatlooktobuildonthestrengthofourinternalmarkettobeefficient,successfulandglobally

competitive.

Consideringpastyears’politicaldiscourse,whichhasoftensoughttodemoniseaviationandoursectorspecifically,callingforsevererestrictionsoroutrightbansonprivateaviationwe’vetakenaprovocativeapproachhere.We’veaskedthequestionofwhatwouldhappenifwedidthat.Placed

severelimitationsonEuropeanbusinesses’abilitytouseprivateaviation.Theresultspaintableakpicture.

GiventherelevanceofForeignDirectInvestment(FDI)asanindicatorofaneconomy’soverall

competitiveness,we’veaskedtheOxfordEconomicsresearchteamtolookathowapartialbanor

restrictionofbusinessaviationwouldimpactthecontinent’sabilitytoattractFDI.Thefindings

areworrying.Bypursuingrestrictionsonoursmallsegmentoftheaviationindustryalone,theEU27

standstolosebetween€70to€120billionofFDIby2030.Andthatdoesn’taccountfortheknock-oneffectsthatwemightexpecttoseefromEuropeanbusinessesleavingthecontinentinsearchof

morefavourablegeographiestodobusiness.ThisisnotthevisionsetoutbytheDraghiReport.

Ihopethisstudywillhelpusmoveawayfromthe“banmentality”thathasbecomesoprevalentinEuropeoverthepastyears,andhelpkickstartaconstructiveconversationaroundthevaluethat

generalandbusinessaviationbringstotheEU.Weareasmall,butinnovativeindustryandweareheretohelpEuropeprosper.

HolgerKrahmer

SecretaryGeneral,EBAA

3

INNOVATINGFORASTRONGEREUROPE

ThisstudycomesatacriticaltimeforEurope.Aswegrapplewiththedualchallengesofredefining

Europeancompetitivenessandclimatechangemitigation,itisanopportunemomenttotakestockofthepolicyenvironmentforaviationandreflectonhowthissectorcanplayaroleindrivingastrong

industrialpolicyinEurope.

Beyondtheimmediatevaluewedeliverforsocietywritlarge,generalaviationmanufacturersplaya

pivotalroleinmaintainingastronginnovationpipelineforthebroaderaviationindustry.Wehaveaproventrackrecordofbringinginnovativefuelsavingsorsafetyenhancingtechnologiestomarketfirst,beforetheseeventuallyscaleuptocommercialaviation.Andwecontinuetofurtheradditionaladvancements.Theshifttowardsalternativemethodsofpropulsioninaviation,includingelectric

andhydrogen,isbeingpioneeredbygeneralaviationmanufacturers.Giventheraceto

decarboniseairtransport,itisinEurope’sownself-interesttoensurethatEuropeangeneralaviationmanufacturerscontinuetohaveamarketfortheirproductstoday,allowingthemtoinvestinthenewtechnologiesoftomorrow.

Thestudy’sfindingsclearlyshowthatadecreaseinconnectivityandadropinEurope’sabilityto

attractForeignDirectInvestment(FDI)woulddiminishEurope’sabilitytofosterandincentivise

innovation.Aneconomybasedonbansandheavy-handedrestrictionssendsthewrongmessageinanincreasinglycompetitiveworld.Rather,itisinnovationthatwillhelpusallreachourshared

objectiveofachievingnetzerocarbonemissionsforaviation.

Accordingly,wehavemadetherapiddeploymentanduptakeofsustainableaviationfuels(SAF)ourtoppriority,recognisingthatSAFisakeysolutiontodecarboniseaviationnow.We

advocateforsmart,decisivepolicymeasurestosupportscalingSAFproductionanduptake.WhiletheReFuelEUAviationRegulationisanimportantdevelopment,settingtheworld’sfirstbindingSAF

mandateforfuelsuppliers,itis,unfortunatelynotmovingtheneedleforscalingproduction.TodothatandmakeSAFanindustrialpolicysuccessstoryforEuropeweneedtoconsiderintroducing

innovativeflexibilitieslikeanEU-widebook&claimsystemassoonaspossible.

Europeiswritingitsfuturetoday.Europeanprosperity,globalrelevanceandmeaningfulclimatechangemitigationcanonlybeachievedthroughastrongandinnovativeindustrialbase.

KYLEMARTIN

VICEPRESIDENT-EUROPEANAFFAIRS,GAMA

TheSocio-economicBenefitsofBusinessAviationinEurope

4

TABLEOFCONTENTS

Foreword 2

Timetorethinkbusinessaviation 2

InnovatingforastrongerEurope 3

Executivesummary 5

1.Introduction 8

1.1ThepolicycontextfacingBusinessaviation 8

1.2Objectivesofthisresearch 8

1.3Ourapproach 9

1.4Reportstructure 9

2.ThesocioeconomiccontributionofBusinessaviation 10

2.1Connectivityandbusinessefficiencies 10

2.2TheSocio-economicimpactofbusinessaviationinEurope 15

2.3Environmentalimpacts 19

3.TheImpactsofrestrictingBusinessaviation 21

3.1Policyscenarios 21

3.2Restrictingeuropeancompetitiveness 24

3.3Environmentalbenefits 30

4.Conclusion 32

TheSocio-economicBenefitsofBusinessAviationinEurope

5

EXECUTIVESUMMARY

PRESSURETOCURBBUSINESSAVIATIONISMOUNTINGBUTTHEECONOMICCOSTSARENOTWELLUNDERSTOOD

TheEuropeanUnion’splantoreachNetZeroby2050targetsa90%reductionintransport-relatedemissionscomparedto1990levels.Absenttechnologicalchange,thiswouldrequireasubstantialreductioninemissionsacrossalltransportmodes.

Inparallel,theEuropeanCouncilhasclearlyarticulateditsvisiontostrengthentheregion’s

competitivenessandto“unleashtheEuropeanspiritofentrepreneurship”

.1

Forthatvisionto

materialise,theCouncilhasidentifiedaneedtomobiliseinvestmentbyleveragingoneoftheEU’sgreatestassets—connectivity.

Comparedtocommercialaviation,theeconomiccontributionofgeneralandbusinessaviationislesswellmeasuredbyofficialstatistics.GivenpressuretointroducepolicyreformsthatrestrictthevolumeofbusinessaviationinEuropetoreduceitsenvironmentalfootprint,itisimperativethatthis

informationgapisfilledtoprovidepolicymakerswithgreatervisibilityandabilitytoassesstheeconomictrade-offsassociatedwithcurbingactivity.

BUSINESSAVIATIONFACILITATESARANGEOFECONOMICBENEFITS

Businessaviationimprovesconnectivityasitenablestravellerstoflydirectlyandefficientlyto

regionsthatarenotconnected,eitherdirectlyoratall,byviabletransportationalternativessuchas

commercialairlinesortrains.Inadditiontoimprovingconnectivity,itoffersflexibility,time,and—

potentially—costsavingsthroughmoreseamlessconnectionscomparedtocommercialalternatives.

Theflexibilityandconvenienceprovidedbybusinessaviationisespeciallyimportantforbusinessesasitfacilitatesdealmakingwhileminimisingdistortionstoexecutives’normalcourseofbusiness.

Moreover,thepresenceofabusinessaviationairporthasthepotentialtoinfluencebusinesslocationdecisionsandattracthighvaluebusinessestothearea.

Bystreamliningaccesstoexpertiseanddecision-makers,theconnectivityenabledbybusinessaviationcanhelpbusinessestomaximisethebenefitsandmitigatethecostsassociatedwithoperatinginan

internationalnetworkofcolleagues,customers,andsuppliers.Sucheffectsareofoutsized

importancetomultinationalenterprises(MNEs)whichdriveforeigndirectinvestment(FDI).

Beyondconnectivitybenefitsforbusinesses,thesectorfostersinnovation,empoweringEurope’sleadingpositionintheglobaleconomy.Businessaviationalsoprovidesemergencymedicaland

humanitarianservicesforcommunitiesthatdonothaveaccesstospecialisedtreatmentfacilities.

Additionally,theindustryfacilitatesleisuretravel,complementingcommercialaviation,byprovidingondemandaccesstohard-to-reachdestinations,boostingin-boundtourismspendinginsurroundingareasonaccommodation,food,andentertainment.

1EuropeanCouncil,

“Newstrategicagenda”

.

6

POLICIESTOCURBBUSINESSAVIATIONMIGHTREDUCEFLIGHTSBY45%–70%

Policiesthatseektoconstrainthegrowthofbusinessaviationcreateimplicittrade-offsbetweenthe

environmentalbenefitsarisingfromfewerflightsandtheforegonebenefitsassociatedwithbusinessaviation.Whilethereareseveralpolicymeasureswhichtheindustryismonitoringandconsiderslikely,thisanalysishasfocusedontwotypesofrestrictionsperceivedasthemostcredibleandwhichyield

themselvestoquantificationusingavailabledatasets.Weconsidertwopolicyscenarioscovering

completerestrictionsonshort-haulflightsandslotrestrictionsspecifictobusinessaviationin

certainairports.Ouranalysisofhistoricflightpatternsindicatesthatthesewouldresultinareductioninthevolumeofbusinessaviationflightsof45%to70%forflightsdepartingfromorarrivingat

Europeanairports.

THISWOULDREDUCEBOTHTHECOMPETITIVENESSOFTHEEU27ANDCARBONEMISSIONS

Underthesescenarios,ouranalysisshowsthatEuropewouldbecomelessattractiveasa

destinationforforeigninvestment,withanestimatedreductionof€76billionto€120billion

comparedtothebaselineby2030.LowerinflowsofFDIcanbeexpectedtohaveanegativeimpactontheregion’seconomicdynamismandproductivitygrowth.

InwardFDIhasasubstantialeconomicfootprintinEuropewhichismeasuredastheeconomicactivityofforeign-controlledentities(FCEs).Overall,weestimatethatthemeasuresunderthepolicyscenarioswouldreduceFCEdirectemploymentintheEU27by57,000to104,000by2030.Weanticipate

thatthisimpactwouldbemostlyfeltinGermany,Italy,andPolandwhichhavehighlevelsofFCEactivityandwouldexperiencelargerthanaverageconnectivitylossesinthepolicyscenarios.

Restrictingthesector’sactivitywouldhaveadditionaleconomicimplicationsthatwehavenot

modelled,includingreduceddemandforpurchasingnewaircraftandmaintenanceservicesfromEuropeanaircraftmanufacturersthatshouldalsobeconsideredwhenbalancingenvironmentalbenefitsandeconomiccosts.

Ouranalysissuggeststhatthepolicyscenarioscouldhelpreducebusinessaviationemissionsby

between32%and61%peryear.Toputthisenvironmentalbenefitincontext,suchareduction

wouldbeequivalentof0.01%to0.02%oftotalCO2emissionsintheEU27in2023,whilstthe

projectedreductioninemissionsby2030(600,000tonnesofCO2)isexpectedtorepresenta0.03%oftheEU27total.

BALANCINGENVIRONMENTALBENEFITSWITHECONOMICCOSTS

Ourscenarioanalysisdemonstratesthattheintendedenvironmentalbenefitsassociatedwith

constrainingtheuseofbusinessaviationserviceswouldhaveeconomiccosts.Notably,thesepolicieswouldhaveanegativeimpactontheinternationalcompetitivenessoftheEU27economyandreduceinflowsofFDI.Thesepolicies,therefore,runinsupportof(lowercarbonintensity)andincontradictionofcurrentEUpolicyobjectives—notably,amoreattractiveinvestmentenvironment.

Thesizeofthebusinessaviationsectorimpliesthatthescaleofthesebenefits/costsare,fromamacroeconomicperspective,relativelyminor.Ingeneral,greentechnologicalsolutionswhichcan

7

reducethecarbonintensityofexistingeconomicactivitiesareameanstoamelioratesuchtrade-offs.Notably,inthiscontext,usingsustainableaviationfuels(SAF)inbusinessaviationhasthepotentialtoreduceCO2emissionsperflightbyupto80%

2.

Alongsideenvironmentalbenefits,rampingupSAFproductionwillrequireacombinationofeffectiveR&DandindustrialpoliciesthatcanyieldadditionalcompetitivenessbenefitsforEurope.Thiswas

echoedintheDraghireportonthefutureofEuropeancompetitiveness,whichstressedthat“theEUneedstostartbuildingasupplychainforalternativefuels,orthecostsofmeetingits

[decarbonisation]targetswillbesignificant”

.3

2Eurocontrol,

“CanSustainableAviationFuelsHelpUsDecarboniseAviation?”

,accessedSeptember2024

3MarioDraghi,

“EUcompetitiveness:Lookingahead”

,accessedSeptember2024

8

1.INTRODUCTION

1.1THEPOLICYCONTEXTFACINGBUSINESSAVIATION

AspartoftheEuropeanGreenDeal,theEU27hassetatargetofreachingnetzeroby2050withan

associated90%reductionintransport-relatedemissions(comparedto1990)incorporatedaspartoftheplan

.4

Absenttechnologicalchange,thiswouldrequireasubstantialreductioninemissionsacrossalltransportmodes.Whileaviationonlyaccountsfor12%ofalltransportemissionsintheEU,

comparedto73%fromroadtransport,and14%frommaritime

5,

aviationiswidelyrecognisedasahardtoabatesectorandhasbecomethesubjectofpoliticalattentionrecently.

Comparedtocommercialaviation,theeconomiccontributionofgeneralandbusinessaviation

(henceforth“businessaviation”)islesswellmeasuredbyofficialstatistics,makingithardertoassesstheeconomictrade-offsassociatedwithcurbingactivity.Thecombinationofthisevidencegap,andthesector’ssmallscalehavefuelledpressuretointroducepolicythatcurbsthevolumeofbusinessaviationinEuropetoreduceitsenvironmentalfootprint.

Thishasresultedinawiderangeofpotentialpoliciesunderdiscussionwhichwouldimposeconsiderablerestrictionsonthesector.Theseincludebutarenotlimitedto:

-acompletebanofflightsbelowacertaindistancethreshold;

-slotrestrictionsspecifictobusinessaviationinsomeairports;and

-anenergytaxproposedbytheEuropeanCommissionappliedtokerosine.

Inparallel,theEuropeanCouncilhasclearlyarticulateditsvisiontostrengthentheregion’s

competitivenessandto“unleashtheEuropeanspiritofentrepreneurship”

.6

Aspartofsupportingthatvisiontomaterialise,theCouncilhasidentifiedaneedtoleverageconnectivity,oneoftheEU’s

greatestassets,inordertomobiliseinvestment.

1.2OBJECTIVESOFTHISRESEARCH

Pursuingenvironmentalobjectivesinparalleltoeconomicobjectivestypicallyentailspolicytrade-offs.Whentakingdecisions,policymakersshouldadoptaholisticviewthatweighsupthevarioustrade-

offsthatwillinevitablyaccompanyanymarket’sattempttotransitiontoacarbon-freeeconomy.

Achievingthisrequiresarobustevidencebasethatspeaksto,inthiscase,theeconomicbenefitsandenvironmentalcostsassociatedwithbusinessaviationservices.Thelattercanbereasonablyproxiedintermsofthecontributionoftheseflightstocarbonemissions.Incomparison,theformerarecurrentlymuchlesswellunderstood.

Thisresearchwasdesignedtonarrowtheevidencegapbyevaluatingthesector’sstructuraleconomiccontributiontoenableinformedanalysisofthesetrade-offs.Ourmethodologyassessesthesector’s

4EuropeanCommission,

“DeliveringtheEuropeanGreenDeal”

.

5Statista,

“DistributionoftransportationsectorcarbondioxideemissionsintheEuropeanUnionin2022,bytransportmode”

6EuropeanCouncil,

“Newstrategicagenda”

.

TheSocio-economicBenefitsofBusinessAviationinEurope

9

contributiontoEuropeancompetitivenessthroughthelensofconnectivityandexploresitsimportanceforregionaleconomicactivityandinnovation.

Furthermore,toprovidequantitativeguidancerelatedtothescaleofthesetrade-offs,weappliedourfindingstotwohypotheticalpolicyscenariosdesignedtoreducevolumesofbusinessaviationtrafficinEurope.

1.3OURAPPROACH

Theevidencepresentedinthisreporthasbeencollectedthroughthreeworkstreams

.7

(1)Areviewofacademicliteratureandindustrypublicationsonthesocioeconomiccontributionofbusinessaviation.

(2)Analysisofvariousdatasourcestocollectquantitativeevidenceontherelationshipbetweenthevolumeofbusinessaviationflights,connectivity,foreigndirectinvestment,andCO2

emissions.Wedevelopedaneconometricmodelanalysingflight-leveldataprovidedbythe

EuropeanBusinessAviationAssociation(EBAA)alongsideanFDIdatasetprovidedbyMoody’sandmacroeconomicdatafromOxfordEconomics’databank.

(3)Interviewsconductedwithfiveindustryexpertsrepresentingbusinessaviationoperators.

1.4REPORTSTRUCTURE

Thereportisstructuredasfollows.

-Chapter2discussesthesocioeconomiccontributionofbusinessaviation.

-Chapter3explorestheimplicationsofrestrictionsonbusinessaviation.

7Additionaldetailonourmethodologycanbefoundinthe

methodologyreport

whichhasbeenpublishedseparately.

TheSocio-economicBenefitsofBusinessAviationinEurope

10

2.THESOCIOECONOMIC

CONTRIBUTIONOFBUSINESSAVIATION

BusinessaviationcontributestoEurope’sconnectivityandcompetitivenessinseveralwayswhilealsosupportingsocialcauses.ThesebenefitscomeatanenvironmentalcostasbusinessaviationflightsgenerateCO2emissions.Thesectionsbelowdiscussthedifferenttypesofimpactsinmoredetail.

2.1CONNECTIVITYANDBUSINESSEFFICIENCIES

Businessaviationimprovesconnectivityasitenablestravellerstoflydirectlytoairportsthat

arenotconnected,eitherdirectlyoratall,bycommercialairlineservices.AstudyconductedbytheSwissBusinessAviationAssociationdemonstratedthat90%ofallbusinessaviationroutesin

Switzerlandwereinaccessiblebydirectscheduledflights

.8

SimilarbenefitscanalsobeseenelsewhereinEurope.AnanalysisofallEuropeanBusinessaviationflightmovementsin2023revealedthat943Europeanairportsusedbybusinessaviationwerenotconnectedbynon-stopcommercialflights.

.9

Furtherresearchsuggeststhat91%ofthe79,943routesconnectedbybusinessaviationwithinand

outsideEuropein2023hadnodirectcommercialalternative.Theseroutesexclusivelycoveredby

businessaviationrepresentedthreequartersofbusinessaviationflights

.10

Thereisalsoresearch

estimatingconnectivitybenefit

s11-

reflectingconnectivityprovidedbybusinessaviationinadditiontothatprovidedbycommercialaviation–thatrangefrom178%inLondontomorethan700%inCoted’Azu

r12.

AseniormanagerofaEuropeanbusinessjetoperatorhighlightedthatthevarietyofnon-stop

connectionsofferedbybusinessaviationisavaluableadditionevenforhubsthatarewellconnectedbycommercialaviationnetworks.InhubslikeMunichairport,commercialaviationalternativeswouldoftenhavetogothroughotherhubsbeforereachingtheirfinaldestinationtherebymakingbusinessaviationapreferredalternativeforcustomersprioritisingflexibilityandefficiency.

Inadditiontoimprovingconnectivity,businessaviationoffersflexibilityandtimesavings

throughmoreseamlessconnections.Industryexpertshighlightedseveralflexibilitybenefitsofferedbybusinessaviationincludingtheabilitytodeparton-demandandwithoutadheringtoarigid

scheduledeterminedbyexternalfactors.Thisenablesbusinesstravellerstominimisethetimespent

travellingandallowsthemtotravelbackonthesamedaywithouttheneedtospendtimeandmoneyonovernightaccommodation.Forexample,in2021,agovernmentdelegationflewfromBrusselsto

8LudwigHaeberle,WolfgangStoelzle,andTimFelixSievers,SwissBusinessAviationAssociation

“BusinessAviationStudy

Switzerland2022”

,2022,accessedJuly2024

9AnalysisofdataprovidedbyEBAA.

10EBAA,

“TrafficTracker–December2023”

,accessedSeptember2024.

No.ofcitiesconnectedbybusinessaviation一No.ofcitiesconnectedbycommercialaviation

11Connectivitybenefit=No.ofcitiesconnectedbybusinessaviation

12BoozAllenHamiltonandDLR,

“EconomicImpactofBusinessAviationinEurope”

,2015,accessedJune2024

TheSocio-economicBenefitsofBusinessAviationinEurope

11

RometoattendtheG20SummitandthenflewdirectlytoGlasgowtoattendtheCOP26.Duetotheuseofabusinessjet,representativesfrommultipleinstitutionswereabletocoordinatetheirtravel

requirements,saving11hourscomparedtoscheduledcommercialtravel

.13

Expertssuggestedthatseveralsectors,rangingfromsportsandentertainmenttoautomotiveandenergy,benefit

considerablyfrombusinessaviation’sflexibilityandextendednetworkastheyrequirefrequent

movementstomeetdemandingschedules.Ryanair,alow-costcommercialairline,usesbusiness-jetsalongsidetheircommercialfleet,totransportpartsandcrewaroundtighttimelines

requiredtosupporttheirday-to-dayoperations

.14

Expertsalsohighlightedthatbusinessaviationairportstendtobelocatedclosertocitycentres,

requiringlesstraveltimetoandfromtheairport.Attheseairports,passengerscanarriveshortly

beforetheirflightinsteadofthetypicaltwotothreehoursinadvancesuggestedbycommercial

airlines.ThereareseveralnotableexamplesacrossEuropeincludingParis,Milan,Stockholm,Lyon,andIstanbul.Thetablebelowillustratesthatbusinessaviationairportscanbealotclosertocitycentres

comparedtoairportscoveringcommercialflights.Thisvariesfrombeing13.8kmcloserinParisupto46.3kmcloserinMilan.

Fig.1.Thedistanceofbusinessaviationandmixed-useairportsfromtheclosestcitycentre

Mixeduseairport(kmfromcity

centre)*

ReferencecityBusinessaviationairport(km

fromcitycentre)*

Paris,France

LeBourget(15.4km)

CharlesdeGaulle(29.2km)

Lyon,France

Bron(11.2km)

SaintExupéry(27.8km)

Stockholm,Sweden

Bromma(8.5km)

Arlanda(43.7km)

Milan,Italy

Linate(6.9km)

Malpensa(53.2km)

Istanbul,Turkey

Ataturk(20.1km)

Istanbulnewairport(40.4km)

*ThedistancefromcitycentrewascalculatedusingGoogleMapstoandselectingtheshortestroutetothefollowingindicativedestinations:Louvremuseum(Paris),BellecourSquare(Lyon),Norrmalmarea(Stockholm),DuomodiMilano(Milan),and

Taksimsquare(Istanbul).

Finally,commercialairportscanbemorecongestedandsusceptibletostrikeswhichincreasetimespenttravelling

.15

TheGermanaerospacecentreestimatedtheaveragetraveltimesavingfrombusinessaviationtobearound127minute

s16

pertripand,formulti-citytrips,atmorethan6.5

13EBAA,

“Businessaviationservingworldleaders:Theuseofgovernmentflightswhentimenotjustmattersbutprevents

conflicts”

,March2024,accessedAugust2024

14SimpleFlying,

“TheStoryofRyanair’s4Learjets”

,accessedSeptember2024

15BoozAllenHamiltonandDLR,

“EuropeanBusinessAviation:EconomicValue&BusinessBenefits”

,March2018,accessedJune2024

16Thisisatotaltripestimatewhichincludedgroundaccess/egresstime,handlingandwatingtimeandactualflighttime.

TheSocio-economicBenefitsofBusinessAviationinEurope

12

Theflexibilityandconvenienceprovidedbybusinessaviationisespeciallyimportantforbusinesstripsasitfacilitatesdeal

makingwhileminimisingdistortionsto

executives’normalcourseofbusiness.

Accordingtoexperts,therecanbe

compellingreasonswhysomecorporationsinsistonowningabusinessjet,ranging

fromtime-sensitivebu