Subject: Access For Business Aviation To Congested Airports And Airspace

Approved: February 5, 1987

Revised: February 20, 1989

Revised: November 27, 1989

Revised: September 25, 1992

Revised: May 6, 1999

I. Need for Policy

Congestion and proposed or actual constraints at many major airports have become a grave problem that may seriously inhibit business aircraft operations.

The problem takes many forms and has become global in scope, with real or potential impact on access to airspace and airports in the United Kingdom, Continental Europe, Canada, the United States of America and Australia.

In some cases proposals would limit or deny use of elements of the airspace and airports system. In others punitive charges are proposed or applied which deter business aircraft use of major airports.

Excessive emphasis on profitability inclines some airport authorities to give access to the wide-bodied airliner to the exclusion of business aircraft.

II. Policy

IBAC Supports and encourages:

A. Fair access to airports and airspace by all classes of users;

B. No imposition of artificial constraints;

C. Provision of adequate and proper services: e.g., more efficient and well managed departure, en route, approach and terminal air traffic control (ATC) facilities and procedures, sufficient numbers of competent and efficient air traffic controllers, reliever runways, ground services, handling facilities, transportation and, as required, customs and immigration services.

D. The principle that users of aviation transportation systems should be assessed equitable, cost-based charges for use and improvements of airways and airports on a basis similar to that applied to other modes of transportation.

E. Preservation and improvement of all elements of the airport system, along with expansion and improvement of the airways-airports system so as to meet anticipated growth in demand.

IBAC believes that the solution to capacity-related problems lies in proper development and management of the airspace and airports system. Technological and procedural improvement is preferable to the more easily applied option of discriminatory demand constraint.

III. Positions

A. A. IBAC believes the problems of access are best resolved through consultation and cooperation. IBAC recommends that its member organizations work closely with national and international authorities and all other elements of the aviation community to develop programs which will result in the creation of global aviation systems which can ideally meet unconstrained demand.

B. B. IBAC will accept reasonable requirements of ATC, airborne equipment and pilot qualification.

C. C. IBAC cannot accept artificially imposed limitations on the basis of class or category of operation.

D. D. IBAC will accept, when demand temporarily outstrips capacity, a system of allocations of use based on historic patterns and ratios which spreads the allocation of the temporary shortage proportionally among all classes of operators.

E. E. IBAC believes that “Interlining” is a major benefit accruing to all users of principal airports and must be provided for in access policies and plans.

F. F. IBAC supports the development of, and would encourage the use of, suitable reliever airports in major metropolitan areas, as well as the joint use of military airports wherever feasible. IBAC urges that there be a commitment on the part of the operators of reliever airports to provide enduring access for business aviation.

G. G. IBAC supports public use helicopter services to provide access to metropolitan airports.

H. H. IBAC supports the development of reliever runways at major airports that would accommodate business aircraft and aircraft with take off and landing performance that allow the use of such runways when such developments would result in improved capacity.

I. I IBAC supports the development of high -speed taxiways positioned to facilitate use by business aircraft.

J. J. IBAC does not believe that a system of “pricing” airport use (e.g. slot auctions/sales or management of the resulting after market) could be devised to operate fairly for all types of operations. IBAC therefore does not support the concept of slot auction/sales or of other “pricing” mechanisms.

K. K. IBAC's policy/position paper on aircraft noise makes clear its concern with environmental responsibilities.

L. L. IBAC accepts the need for a high standard of discipline in adhering to assigned slot times at those airports where slots are required. Failure to meet slot times results in a waste of capacity and the aggravation of airport authorities whose support business aviation needs. However, regional authorities can consider the need to coordinate both arrival and departure airport slot time requirements.

M. M. IBAC considers that business aviation missions are at least equal in importance to society and national economies as those of any other categories of aviation. Governments and civil aviation authorities are to be encouraged to subscribe to this viewpoint.

N. N. IBAC believes that greater appreciation of the performance characteristics of business aircraft would enable the appropriate authorities to provide airport and airways access to meet business aviation's requirements. Business aircraft are highly sophisticated machines, many with trans-oceanic range, equipped in most cases to a high standard of current technology at least equal to those aircraft operated by the airlines.

Source of Policy:

(1) Original, Governing Board, Genoa, February 5-7, 1987

(2) Revision, Governing Board, Montreal, February 20-22,1989

(3) Revision, Governing Board, Australia, November 27-28, 1989

(4) Revision, Governing Board, Dallas, September 25, 1992

(5) Revision, Governing Board, Montreal, May 6-7, 1999