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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. -with its June and September peaks – grows, this trend will be reinforced. During the week, there is most demand for business aviation from Tuesday to Thursday (Figure 20, left) and only half that peak demand on a Saturday. So this also complements the Monday and Friday peaks exhibited by the rest of air traffic – but weekend capacity is not needed. Individual States have high-ly variable weekly patterns, especially holiday desti-nations such as Spain (Figure 20, right), so general-ising across all States about the complementarities of weekly demand is difficult. The same variation means that there are few gener-alisations to be made about hourly seasonality (Figure 21). For the busiest States shown in Annex G, there is typically a fairly uniform demand during the day, with a slight lunchtime dip, but the demand begins later and ends earlier than for the rest of air traffic. For this other traffic, hubbing cre-ates peaks in the departure flows that are not in evi-dence for business aviation. The figure shows the average departures in each hour for business aviation and for all other move-ments. In the case of business aviation, the average itself can be misleading because there is so much variation from day to day. So for each hour of the day the busiest hour of the year is also shown: this pale blue line is thus made up of hours not from one day but from many during the year. In the case of Switzerland (Figure 21, right), the busiest hour (14:00-15:00) had 29 business departures, more than the average at this hour for all other traffic. 26
Figure 20. Business aviation has a mid-week, not Monday & Friday, peak, and a big dip on Saturdays. (2005 daily traffic patterns in the ESRA (left) and Spain (right), excluding overflights.) 中国公务机网 www.gongwuji.com 公务机翻译 www.aviation.cn 本文链接地址：Getting to the Point Business Aviation in Europe(22) |
