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In the future, the number of large fleets is likely to increase, as some operators have large orders of VLJs. However, there is also likely to remain a large number of operators with very few aircraft.
28
Share of business aviation flights
Figure 23. Indeed, 85% of them have fewer than five aircraft.
Number of firms
Fleet size
Source: JP Commercial-Fleet International 05/06 and ALG analysis.
Business aviation prefers to fly in several narrow ranges of altitude. Although this is sometimes due to avoidance of flight levels busy with other traffic, and hence delays, in fact this increases the
competition and interaction with other users.
Every IFR flight files a requested flight level (RFL) in its flight plan. Each flight level is 1000 feet high, so flight level 35 is at approximately 35,000 feet up. For clarity of communication, a zero is added, so flight level 35 is written FL350. The RFL is chosen by the operator based on the performance of the air-craft, the most efficient level, the distance travelled, the weather, traffic and other factors such as antici-pated congestion. The RFL is often, but not always the level at which the aircraft cruises.
Figure 24 shows the RFLs filed by business aviation in 2005. It tells a number of stories:
28% of business aviation has a RFL of 350 or above: operators say they like to stay above the bulk of the traffic and manufacturers say that operators are always asking for better performance at high levels. However, the rest of the air traffic has a strong clus-ter around 350: about 38% of other flights ask for FL330-370. Five years ago, there was little other traf-fic above FL350, but the main flow of scheduled traffic is flying higher as new aircraft come into serv-ice. This is producing an overlap between business and other traffic. Furthermore, high-flying business flights still need to pass through the busy levels to get up to their RFL which generates complexity for air traffic controllers.
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本文链接地址：Getting to the Point Business Aviation in Europe(24)
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