CONTENTS. Aircraft Operations at Airports With FAA Traffic Control Service TABLES. 4. Total Revenue Aircraft Hours, United States Air Carriers..

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3 \ CONTENTS Page INTRODUCTION 1 AVIATION INDUSTRY TRENDS Air Carrier Trends Air Carrier Fleet General Aviatin Flying and Aircraft Fleet Dmestic Aviatin Fuel Cnsumptin Civil Aircraft and Engine Prductin FAA AIR TRAFFIC ACTIVITY TRENDS Aircraft Operatins at Airprts With FAA Traffic Cntrl Service FAA En Rute Traffic Cntrl Activity FAA Flight Services TABLES 1. U. S. Scheduled Airline Passenger Traffic 2. Turbine-pwered Aircraft n Order by United States Air Carriers 3. Ttal Aircraft In the Service f United States Air Carriers 4. Ttal Revenue Aircraft Hurs, United States Air Carriers.. 5. Ttal Revenue Alrcrait Miles, United States Air Carriers.. 6. Active General Aviatin Aircraft by Type f Aircraft 7. Active General Aviatin Aircraft by FAA Regin 8. Hurs Flwn in General Aviatin ill

4 TABLES - Cntinued 9. Fuel Cnsumed by United States Dmestic Civil Aviatin Civil Aircraft Prductin in the United States 11. Civil Aircraft Engine Prductin in the United States 12. Ttal Itinerant and Lcal Aircraft Operatins at Airprts With FAA Traffic Cntrl Service 13. Itinerant Aircraft Operatins at Airprts With FAA Traffic Cntrl Service 14. Lcal Aircraft Operatins at Airprts With FAA Traffic Cntrl Service 15. Instrument Operatins at Airprts With FAA Traffic Cntrl Service 16. Aircraft Handled, IFR Departures, and Overs by User Categry FAA Air Rute Traffic Cntrl Centers 17. Flight Services, Pilt Briefs, Flight Cnditin Messages and Flight Plans Originated, FAA Flight Sarvice Statins and Cmbined Statin/Twers 18. Aircraft Cntacted, FAA Flight Service Statins and Cmbined Statin/Twers DISTRIBUTION: ZPO-382; FAT-1 (5 cys ea) ; FAT-2 (3 cys ea) ; FAT-3,4,5,6,7,8 (1 cy ea) iv

5 INTRODUCTION This reprt presents frecasts f key indicatrs f aviatin activity and f Federal Aviatin Agency wrklad during the perid fiscal years The reprt has been prepared t meet the planning needs f the varius ffices and services f FAA fr data cncerning future trends in aviatin activity. During this perid significant changes are expected in the vlume f air traffic activity and in the type f equipment that will be flying ur dmestic and internatinal air rutes. Althugh the reprt fcuses n the perid thrugh fiscal year 1973 t prvide frecasts required in the preparatin f the FAA Five-Year Prgram, frecasts fr fiscal year 1977 have als been prepared t meet lng-range planning needs. Specific numerical frecasts have als bean included fr each year frm 1967 t 1973 t meet shrter term, fiscal and prgram planning requirements. It must be recgnized, hwever, that year-t-year fluctuatins are difficult t frecast precisely. T a cnsiderable extent, therefre, the data reflect the trend r average cnditins expected during the frecast perid

6 4 w. \ AVIATION INDUSTRY TRENDS Air Carrier Traffic Cntinued high rates f grwth In passenger traffic are frecast ver the next ten years fr bth the United States dmestic and Inter- natinal air carriers. By fiscal year 1977 the United States airlines are expected t fly a ttal f 266 billin revenue passenger-miles and 352 millin passengers In scheduled dmestic and Internatinal service«these figures cmpare with 76 billin revenue passenger-miles and 114 millin passengers In fiscal year 1966 (see Table 1). Grwth In the Internatinal market f the U.S. airlines will be slightly higher than In tne dmestic market. Frm fiscal 1966 thrugh fiscal 1977 the Internatinal passengermiles are expected t Increase by nearly 260 percent while dmestic passenger-miles will Increase by abut 245 percent. Grwth f the dmestic air travel market has accelerated sharply In the last few years. In fiscal years 1964, 1965, and 1966 dmestic passenger-miles Increased 18, 15 and 22 percent, respectively, as cmpared t 6 percent In fiscal Scheduled passenger-miles flwn by the U.S. Internatinal air carriers rse by 19, 19, and 21 percent in the fiscal years 1964, 1965, and 1966, cmpared t 14 percent in fiscal The majr factrs behind these recent high grwth rates have been the favrable ecnmic climate, e.g., high Grss Natinal Prduct, high dispsable incme, virtually full emplyment, plus a declining ver-all average fare structure

7 n This frecast assumes that these factrs will cntinue t exert a psitive influence n air carrier traffic vlumes. Alng with an expected healthy ecnmic envirnment, the carriers will be imprving the quality, cmfrt, and speed f their services as mre jets are added t their fleets and jet service is expanded int virtually all markets. The dmestic passenger traffic frecasts presented herein are cnsistent with the frecasts that were prepared fr the Federal Aviatin Agency in cnnectin with its recent studies and evaluatin f the supersnic transprt. The essential elements supprting the frecasts are a cntinuing high rate f grwth in the ecnmy as measured by GNP and the assumptin that the passenger fare structure will cntinue t decline. Grss natinal prduct is frecast at an average real grwth rate f 4.25 percent and average fares are frecast t decline, in real terms, between 2 and 3 percent per year. The prjectins fr fiscal years 1967 and 1968 have been mdified frm these average rates t reflect such factrs as the airline strike in early fiscal year 1967 as well as the expected impact f higher than average declines in the average fare levels resulting frm the relatively new prmtinal fares. Ttal dmestic passenger-miles are frecast t increase by 14 and 12 percent in fiscal years 1967 and 1968 t 66.1 and 74.0 billin, respectively. The grwth trend in fiscal years 1969 and 1970 is frecast at slightly mre than 10 percent per year. Beginning in fiscal year 1971, the rate f grwth will climb t arund 1? percent per year and remain at lb

8 \ abut that level thrugh fiscal year These fluctuatins are due mainly t changing assumptins with regard t the ver-all average fare structure. The average yields have been varied In an attempt t reflect the ptential fr change as new, lwer-perating cst aircraft are Intrduced Int service. The number f dmestic passenger enplanements is expected t Increase sharply ver current levels. In fiscal year 1966, 102 millin passengers were enplaned by the dmestic scheduled airlines. By fiscal year 1977 this vlume Is expected t mre than triple t nearly 320 millin. The average dmestic passenger trip was 567 statute miles In fiscal year 1966, up seven miles ver the previus year. In fiscal year 1977 the average trip will be arund 630 miles. The U.S. Internatinal passenger traffic frecast was related t the grwth In the dmestic market and, therefre, reflects many f the same general underlying ecnmic frces. An analysis f past grwth trends shws that an unusually cnsistent relatinship has existed between U.S. dmestic passenger revenue and U.S. Internatinal revenue. It was assumed this will cntinue thrugh the frecast perid. The passenger-mile estimates als reflect a declining series f passenger-mile revenue yields which Is supprted by declining unit csts, mre efficient aircraft, and new prmtinal fares. A separate trend analysis and prjectin f U.S. Internatinal passenger-miles supprt the frecast

9 In fiscal year 1966, the U.S. Internatinal carriers transprted nearly 12 millin passengers fr a ttal f ver 18 billin passenger-miles. By fiscal year 1977, these vlumes are expected t Increase t abut 35 millin passengers and 66 billin passenger-miles. These carriers have been reprting an ever-increasing average passenger trip length frm 1,292 statue miles In 1957 t abut 1,600 miles In This uptrend Is expected t cntinue and reach abut 1,900 miles In fiscal year Air Carrier Fleet U. S. air carriers had 1,090 turbine-pwered aircraft n rder as f Nvember 1966 (see Table 2). This is the highest backlg n recrd and cmpares with 766 a year ag. The large increase in rders ver the last twelve mnths reflects the generally ptimistic utlk the industry has fr the years ahead as well as its current favrable prfit psitin. Of the aircraft n rder, ver ne-half are tw-r three-engine jets and anther 400 are fur-engine jets (including freighters and SST's). Only 125 aircraft n rder are turbprps with nearly ne-half representing cnversins frm pistn engines. Additinal rders f almst all types f jet aircraft and tw-engine turbprps can be expected thrughut the frecast perid. Table 3 shws the U.S. air carrier fleet as frecast by year and includes firm as well as anticipated additinal aircraft rders. Seat-mile prductivity estimates were develped fr the frecast fleet and tested fr reasnableness using the passenger-mile frecast. Carg aircraft were separately identified

10 The Jet fleet f the U.S. air carriers Is expected t mre than triple by 1973 and t quadruple by rising frm 725 aircraft as f January 1, 1066, t an estimated 2,366 n January 1, 1973, and t ver 2,900 by the beginning f The number f tw-and three-engine jets will Increase substantially thrughut the frecast perid - frm 214 In 1966 t ver 1,350 In 1973 and t nearly 1,750 by Included In these numbers are "standard" and "stretched" versins f tday's mdels as well as "QC" cnfiguratins. By 1969 there will be mre tw- and three-engine jets In the fleet than any ther type. Althugh n manufacturer has yet annunced firm plans t build a tw-engine "jumb" jet, this frecast anticipates that such an aircraft will be Intrduced In the early 1970's and will have a capacity f at least 200 seats and will be used n high density, shrt-t-medium range rutes. The large fur-engine "jumb" jets are scheduled t enter service In fiscal year It was assumed these aircraft wuld cntinue t be rdered In significant numbers thrugh 1977 fr bth passenger and carg service, and that they will be used initially n the high-denaity, lng- haul passenger rutes and gradually replace the current fur-engine types n these rutes. Hwever, the frecast assumes a cntinuing stng demand thrugh this decade fr the current fur-engine jets in bth standard and stretched versins. If. was assumed Cncrde deliveries will begin in January 1972 and that initial U.S. SST deliveries will be in January The present reserved y 'Jßf' L

11 I 1^1 delivery psitin list was used In assigning these aircraft t United States and freign air carriers. A substantial Increase Is frecast In the number f ne- and tw-engine turbprps. In 1966 there were 97 f these aircraft In airline service, 89 tw-engine and 8 single-engine. Almst all f the grwth t 362 aircraft In 1973 and t 453 aircraft In 1977 will be In the tw-engine categry. The lcal service carriers will accunt fr abut 90 percent f this fleet. In 1973 abut half f this fleet will be made up f aircraft cnverted frm pistn t turbprp engines. The fur-engine turbprp aircraft are expected t be retired frm the U. S. air carrier fleet In substantial numbers in favr f the mre prductive tw- and three-engine jets. The same will be true fr the current fleet f pistn aircraft. Mst f these aircraft that remain in the fleet will be used by the supplemental carriers. Frecasts f U.S. air carrier revenue hurs and revenue miles flwn have been develped and are shwn in Tables 4 and 5. Average utilisatin rates and blck speeds by aircraft types by carrier grup were develped based n past trends as well as the future use f the aircraft. These values were applied t the apprpriate prjected air carrier aircraft types. In ttal, bth series shw steady grwth thrughut the frecast perid. The hurs flwn nearly duble by fiscal 1977 while the miles flwn Increase slightly ver duble. The distributins by aircraft type, hwever, shw quite different grwth trends. All types f jet aircraft shw substantial '-- J.

12 >.- \. gains, while all types f pistn aircraft decline t almst Insignificant vlumes by fiscal Within the turbprp grup, the gains In the ne- and tw-engine categry are ffset by declines In the fur-engine categry. General Aviatin Flying and Aircraft Fleet General aviatin Includes all civil flying except that perfrmed by the Interstate and Intrastate air carriers perating large aircraft. It embraces a multitude f diverse and grwing uses f aircraft ranging frm flying fr the sheer enjyment f flying and transprtatin f persnnel and carg by business firms In privately-wned aircraft t special uses f aircraft, such as crp dusting, pwer and pipeline patrl and aerial advertising. In recent years there has been a strng uptrend In all phases f general aviatin activity and the utlk fr cntinued grwth thrughut the frecast perid Is extremely favrable. At the beginning f 1966 there were 95,442 active aircraft In the general aviatin fleet. This number Is expected t Increase t 152,000 by 1973 and t 180,000 aircraft by 1977 (see Table 6). Each class f aircraft will Increase In number but grwth rates will differ significantly by aircraft type. Single-engine aircraft, which will cntinue t make up the great bulk f the fleet, will rise frm 81,134 at the beginning f 1966 t an estimated 124,350 by 1973 and t 143,600 by Mst f these gains will be In the larger fur-seat mdels but Increases will als be shwn In the x y >*. i. *

13 X I tw-place types. Multiengine pistn aircraft are expected apprximately t duble during the frecast perid frm 11,422 In 1966 t apprximately 23,000 by Rtrcraft will als experience significant gains rising t abut 4,000 by 1977 but this number will still represent nly abut 2 percent f the ttal general aviatin fleet. Of special Interest Is the sharp rise anticipated In turbinepwered general aviatin aircraft. At the beginning f 1966 there were nly 574 In the active fleet and estimates place their current number at apprximately 1,000. The frecast calls fr 4,750 by 1973 and apprximately 8,000 by Mst f these will be pwered by turbprp engines but a cnsiderable number f pure jets Is als expected. Cnversin f existing pistn aircraft t turbine pwer shuld accunt fr part f the anticipated grwth. Business flying and air taxi peratins represent the primary markets fr turbine-pwered aircraft. Ttal hurs flwn in general aviatin are expected t increase frm an estimated 17.5 millin hurs in fiscal year 1966 t 29.0 millin hurs in fiscal year 1973 and t 35.0 millin by fiscal year 1977, r a i dubling during the frecast perid. Business flying will remain the largest type f general aviatin flying and is frecast t accunt fr 10.4 millin hurs in fiscal year 1977, r apprximately 30 pex.ent f the ttal, as against 6.1 millin hurs in fiscal year Bth scheduled and nn-scheduled air taxi peratins will cntinue t shw marked gains and are expected t becme an increasingly imprtant part f the natin's i. L y tr/ i

14 ". rt. \. air transprtatin system In the years ahead. Air taxis will fill a vid in air service t small cnmunities which d nt generate sufficient traffic t warrant scheduled air carrier service with large traisprt-type aircraft. At the same time there will be an Increasing demand fr air taxi cnnecting services In majr metrplitan areas between elr carrier airprts and utlying cmmunities. Persnal and Instructinal flying are expected t shw higher than average grwth rates, stimulated by learn-t-fly prgrams, rising per capita Incmes and an Increasing desire fr travel. Table 7 prvides a reginal distributin f active general aviatin aircraft. There will be significant Increases In the number f aircraft In all FAA Regins with the highest grwth experienced In the Western and Suthern Regins. Dmestic Aviatin Fuel Cnsumptin Cmpared t fiscal year 1966, ttal fuel cnsumed In U.S. dmestic civil aviatin will mre than duble by fiscal year 1973 and triple by fiscal year 1977 (see Table 9). Jet fuel cnsumptin will accunt fr all f the Increase as gasline cnsumptin is expected t decline by 21 percent frm 755 millin gallns in fiscal year 1966 t 595 millin gallns in fiscal year Users f jet fuel will increase cnsumptin frm ver 3.9 billin gallns t nearly 13.5 billin gallns between fiscal years 1966 and The air carriers cnsumed 98 percent f the jet fuel in fiscal year 1966 and are expected t use 97 and 96 percent in fiscal years 1973 I

15 . ' and General aviatin jet fuel cnsumptin, while increasing ver seven times by fiscal year 1977, will still accunt fr a relatively small part f the ttal. The drp in aviatin gasline cnsumptin is due entirely t the substitutin by the air carriers f turbine-pwered aircraft fr pistnpwered aircraft. The air carriers accunted fr 61 percent f the aviatin gasline in fiscal year 1966 with 464 millin gallns. By fiscal year 1973 this gallnage is expected t drp t arund 40 millin and t 10 millin gallns by fiscal year General aviatin gasliiv» cnsumptin will increase by 68 percent t 490 millin gallns in fiscal year 1973 and by ver 100 percent t 585 millin by fiscal year Civil Aircraft and Engine Prductin In the last tw years the prductin f civil aircraft in the "^ United States has increased sharply and in fiscal year 1966 was at the highest level since the pst-war years f 1946 and Table 10 shws the grwth since 1962 and a frecast thrugh fiscal year General aviatin aircraft prductin, which has dubled since 1963, has accunted fr between 98 and 99 percent f the ttal. Air carrier transprt aircraft prductin at 284 in fiscal year 1966 was 'he highest since the beginning f the jec era in The frecast fr general aviatin shws a dubling f prductin by fiscal year 1977 t a ttal f ab.mt 29,000 units. Abut 85 percent f i

16 * T \ -.'.. this demand will be fr single-engine mdels, 13 percent will be fr multiengine pistn mdels, with the remaining 2 percent fr turbine-pwered aircraft. The trend has been tward aircraft with larger capacity, greater speed, lnger range, higher cruising altitude capability, and mre electrnic gear. This trend is expected t cntinue. The demand fr turbinepwered aircraft, althugh significant by itself, will cntinue t be a relatively small prtin f the ttal due t high Initial and high hurly perating csts plus their cmplexity f peratin cmpared with pistn aircraft. The actual prductin levels as frecast in Table 10 may vary frm thse shwn due t unpredictable cyclical fluctuatins in the general i business cycle. The frecast f air carrier transprt aircraft is based mainly n annunced rders. Additinal estimated rders have been added fr thse U.S. and freign air carriers which have nt annunced rders and will require additinal aircraft t remain cmpetitive and keep up with the frecast traffic demand. Mst f the future deliveries will be fr the tw- and three-engine jets althugh demand will cntinue t be strng fr present day "standard" and "stretched" fur-engine jet mdels in bth passenger and carg versins. Fur-engine "jumb" jet deliveries will begin in fiscal year 1969, and this frecast anmcipat^ a lar^e cc^acity tw-engine jet will be frthcming in the e-^ly ^70 s. The U. S. SST's included lr V>f trer^st w^e estimated at an average prductin rate f three per mnth beginning in fiscal year t > ->r

17 I The frecast f civil aircraft engine prductin, as shwn In Table 11, was based n the aircraft prductin figures shwn In Table 10 and prvides fr necessary spares. Pistn engine prductin Is based slely n general aviatin aircraft requirements, while the numbers f turbjet and turbprp engines accunt fr air carrier requirements as well as general aviatin. The relatively lw level f turbprp engine prduc- tin assumes a prtin f general aviatin aircraft as well as a prtin f cnverted tw-engine pistn transprts will be equipped with freign- manufactured engines ( i ft tr/.^

18 - -I II I FAA AIR TRAFFIC ACTIVITY TRENDS Significant Increases are frecast In all measures f FAA airway activity and wrklad during the next five years and In the ensuing perid thrugh fiscal year The demands that will be placed n the natinal airspace system by air carrier and general aviatin activity are expected t Increase sharply while military flying will cntinue t decline. Tables 12 thrugh 18 shw the varius measures f air traffic activity and wrklad at FAA terminal and en rute facilities. Aircraft Operatins at Airprts with FAA Traffic Cntrl Service Table 12 shws that ttal aircraft peratins at airprts with FAA traffic cntrl service will rise frm 41.2 millin in fiscal year 1966 t an estimated millin peratins in fiscal year 1977, an ver-all increase f apprximately 237 percent. Part f this gain will result frm increasing air carrier and general aviatin flying and part will result frm the installatin f FAA airprt traffic cntrl twers at additinal airprts whse traffic vlumes are expected t exceed FAA twer establishment criteria during the frecast perid. Itinerant aircraft peratins are frecast in Table 13 t increase frm 26.0 millin in fiscal year 1966 t 73.0 millin by fiscal year 1977, a gain f ver 180 percent. General aviatin will accunt fr 75 percent f the itinerant peratins in 1977 as against 62 percent in 1966 and will mre than triple during this perid frm 16.2 millin t 54.9 irillin peratins t i - L

19 -***.***." Air carrier peratins remained virtually unchanged between fiscal years 1957 and 1963 when the Increased seat capacities f the new, large Jet aircraft and higher density seat cnfiguratins resulting frm the shift t a primarily cach/ecnmy service bviated the need t Increase flight schedules despite the cntinuing rise In passenger traffic. Hwever, air carrier peratins began t rise In and this upward trend accelerated In 1966 when they rse 9 percent, t\e largest year-ver-year gain since Fui ":her rapid Increases are anticipated t meet the needs f greatly expanded passenger and carg traffic despite the cntinuing Intrductin Int service during the frecast perid f larger and larger transprt aircraft, e.g., stretched jets, Jumb Jets and the U.S. SST. The frecast calls fr 16.9 millin air carrier peratins In fiscal year 1977, mre than duble the fiscal year 1966 ttal. Military Itinerant aircraft peratins reached their peak In fiscal year 1958 when they ttalled 3.4 millin and accunted fr 21 percent f ttal Itinerant peratins at FAA twer airprts. Since then, they have declined steadily t 1.6 millin and 6 percent f all Itinerant peratins In fiscal year Reflecting the ver-all decline anticipated In military flying, military Itinerant aircraft peratins at FAA twer airprts are frecast t cntinue t decline t 1.2 millin In fiscal year Lcal aircraft peratins shwn In Table 14 are primarily general aviatin but als Include a small and declining number f military peratins

20 \ Over the past fur years general aviatin lcal peratins at FAA twer airprts have mre than dubled ttalling 13.5 millin in fiscal year This grwth will cntinue and by fiscal year 1977 general aviatin lcal peratins will ttal an estimated 64.8 millin. This rapid grwth in part will result frm the expansin f pleasure and Instructinal f1 ying and in part will reflect the large prprtin f lcal flying activity at the general aviatin airprts which qualify fr FAA airprt traffic cntrl service during the frecast perid. Instrument peratins at airprts with FAA traffic cntrl service, including thse at FAA-perated military radar apprach cntrl facilities, ttalled 11.0 millin in fiscal year 1966, up frm 7.4 millin in fiscal year 1962 (see Table 15). The frecast calls fr 26.0 millin instrument peratins by fiscal year 1977, well ver duble the 1966 level. During the frecast perid, an increasing prprtin f air carrier and general aviatin peratins will be flwn under instrument flight rules (IFR). FAA En Rute Traffic Cntrl Activity The number f IFR aircraft handled, which is used t measure en rute IFR activity and wrklad at FAA air rute traffic cntrl centers, is frecast in Table 16 t increase frm 13.5 millin in fiscal year 1966 t 30.3 millin in fiscal year Air carrier aircraft handled,./hich accunt fr 55 percent f the ttal, shwed little change between 1960 and

21 1963. Hwever, beginning In fiscal year 1964 a sharp uptrend develped with 1966 up 18 percent ver The frecast expansin In air carrier traffic and the Increasing tendency f the air carriers t fly IFR prvide the basis fr further strng grwth and air carrier aircraft handled have been frecast t Increase frm 7.4 millin In fiscal year 1966 t 17.8 millin In fiscal year General aviatin histrically has accunted fr a relatively small but rising prprtin f en rute IFR traffic. In fiscal year 1966 general aviatin aircraft handled rse t 1.7 millin, representing 13 percent f the ttal, up 35 percent frm fiscal year 1965 and apprximately duble the fiscal year 1962 vlume. The cntinuing grwth and upgrading f the general aviatin fleet, particularly as turbine-pwered and ther mre fully Instrumented aircraft enter Int service, shuld result In a further sharp uptrend In IFR flying by general aviatin. The frecast Is fr apprximately 9.0 millin general aviatin IFR aircraft handled by fiscal year 1977, a mre than five-fld Increase ver Military aircraft handled turned dwn In fiscal year 1966 ttalling 4.4 millin cmpared with 4.6 millin the previus year. With ttal military flying expected t cntinue Its decline, military IFR aircraft are expected t decrease gradually t 3.5 millin by fiscal year

22 FAA Flight Services Tables 17 and 18 shw measures f wrklad and activity at FAA flight service statins and cmbined statin/twers. Ttal flight services, which Is a weighted wrklad measure cnsisting f aircraft cntacted, flight plans riginated, pilt briefs and flight cnditin messages, are frecast t Increase frm 29.1 millin in fiscal year 1966 t 63.0 millin in fiscal year 1973 and tc 84.7 millin in fiscal year 1977 assuming n basic change in the flight service system. Flight plans riginated, after shwing unusually large increases in fiscal years 1961 and 1962 largely as a result f the transfer t FAA f the fi ntins f the six military flight service centers in the United States, lse steadily frm 1963 t 1966 with IFR flight plans rising mre rapidly than VFR. By fiscal year 1977 flight plans riginated are frecast t ttal 10.4 millin cmpared with 4.4 millin in fiscal year Ttal aircraft cntacted are expected t cntinue their strng uptrend and are frecast t increase frm 8.6 millin in fiscal year 1966 t 18.3 millin in fiscal year IFR aircraft cntacted, after declining precipitusly between fiscal years 1958 and 1964, began t increase in This Increase prmises t cntinue largely as a result f mre IFR flying by general aviatin. The frecast anticipates that IFR aircraft cntacted will increase frm 0.9 millin in fiscal year 1966 t 2.5 allliab in fiscal year

23 Over the years VFR aircraft cntacted have shwn strng and steady grwth, particularly with respect t general aviatin aircraft which nw accunt fr apprximately 88 percent f this activity. In ttali VFR air- craft cntacted are frecast t apprximately duble during the frecast perid t 15.8 millin In fiscal year Pilt briefs tripled between fiscal years 1962 and 1966 with 1966 Increasing mre than 40 percent ver Cntinuing rapid grwth Is anticipated t a ttal f 22.8 millin by fiscal year 1977 cmpared with 5.8 millin In fiscal year ;

24 M eg c 0 L \ M OS w m 00 a> m in <! <t r*. <f O O in O c CO 0 c as 0 «N m i-t <t vo c^ CO p^ i-t v > n-i ^,-1,-1,-1 r-t CM CM CM CM CO en <r so H - ^ 4) C M 3 M v^ 0).- CO H 0) ^^ i-t M S Ü >* 1-1 4J O r-l m CO CTN r-t O O Si. <J- 0 O 0 O 00 CO 6 S c m ^H r«> r>> vo <f i-t ON 0 CM vo O 0) i c c >j ^ m vo r^ CM O « r-t i-t CM «0 0 as 9 ö (U _ > 0) 1-1 m ON CN v «d- in <t r^ 00 0 O m O II ä (0 4J CM in >j cs v r^ 00 r^ CO ON r>* NO 11 O >* ^ m v 1^» c ON O 1 t CO <» vo m H r-t t 1 f-h 1 t i-t CM r T-4 n ( CO g II * H H f 1 4J r> <f v 0 r^ CM 00 & CM 0 O O in 1 1 CO I H c v r» CO <r m r^ ON 1 t en >* 1 V4 l-l r-l 1-1 r-> r-i t CM eg en 0) 4J CO c -' M c i c "^ CO -^ Q O c TA M U ON CO >* vo M a <t O 00 0 in O in CO ^ 0) ON CO >J ^ CM <! r» 00 0 r* in r>. r- 0) s m v r>» 00 0 r-l CM en m vo 00 O * t-l 1 1 i-t i-t f-i r-t CM en c 0 4) CA t (U 3 c 1-1 vo r^ 0 NO * O CM ON O O in 0 O 0) CO > ^ NO O CO ^ CO 00 CM CO vo vo 0 CM 0 0» vo r* 00 ON 1-1 CM <t in vo 00 0 CO m 00 H 1-1 f-i i-t f-t i-t 1-t CM CM CO 1 1 u j (0 CO 1 Ü I 1 ' 1 * * * * K * * * 1 H CM c >* m s r* 00 ON 0 ^-1 eg en f* u U CO ^D ^O NO VO ^O vo vo vo r>. r^ r^. r^ ^ 0 vi a> ^^ ^\ ö^ CT^ ^^ Ov ON ON ON ON ON ON ON Cb m H ^-1 ^-1 ^H r-t r-* <-> <-i 1 1 i-t f-t * tju - 20 I 4 \ >? " ~*^' 1$._JJ»4.

25 Table 2 TURBINE-POWERED AIRCRAFT ON ORDER BY UNITED STATES AIR CARRIERS Aircraft Fleet Additinal Alrcra ft n Order fr Delivery 1970 r Aircraft Type 6/30/ ^ Later Ttal Ttal Aircraft 1, ,090 Jet 2-englne: BAC Being Duglas DC Sud Caravelle enpine: Being englne: Being Being Being Cnvalr 880/ Duglas DC I Turbprp englne: Turb Prter 8 2-englne: F-27/FH Cnvalr 580/ Grumman Gulfstre am Nrd Nihn YS Shrt Skyvan DeHavllland Twin Otter englne: Lckheed Electra Lckheed Hercule s Vlckers Viscunt A.W.650 Argsy Canadalr CL Helicpters englne: Sikrsky S englne: Belng-Vertl Sikrsky S Supersnic Transprts Cncrde ~~ ~ - ~ U.S.-built } Nte. Included here are all turbine-pwered aircraft n rder by the United States certificated rute, supplemental, Intrastate and cmtterclal air carriers t the extent reprted by the aircraft manufacturers and air carriers thrugh Nvember Aircraft n ptin are excluded. Aircraft leased r t be delivered under a lease cntract «re Included. Supersnic transprt figures relate nly t reserved delivery psitins i r

26 Wl Q M f» ^ <u XI CO Ö B >> 3 g n M >^ > Pd u (0 CO «< M r»«o CO N ) i-( O 00 c in > NO CO I c r^ r^ CM >J O» 00 in» in CM CO cl W ON m >} ON r>. <J f-l «4 H - - m m 1 CM I i-t rh «"O CM NO rh rh «tf ON CM r~ r^- r- O c NO CM r^ r^ 9 NO ON rh NO vj ON rh 00 CN 1 N ON CO CO ON <t CO rh i-h r-«cm CM rh M m r~ >J- CM CM 1 CM CO ON i l in NO 0C NO CM r^ r^. <t ON in >* in vf m in ON CN CM <^ H CM ON <f CO CM rh r-» ^ CM CM CM rh 4 i-l O cn in r* i NO O^ C"» CM O CM r-^ 1 NO rh u r^ r~ CM CO c vt NO NO O cs 1 CM 0) ON r^ vo O rh 00 CO CO CM i-h rh i t-t H fl 0 CM 1 «CM l-h h <r (-^ m CM I CM CO ON in CO CM NO NO O r~ <t t-t m CO CM 00 CO vt r^ NO rh cs 1 CM ON in m 00 O 00 CO CO CM ih rh r-l * CM rh m NO ON vo r^. m m ON rh r-^ CM CM 1 <-* O m c O CO 1 <t 00 NO O 00 r>. m O >J CO NO ON ("^ c CO CO rh th 1-4 * 1 CM CM -< 00 vo CM vo <r CM i CM CM O <r O <t <r 1 NO 00 vo vo -J N > r^ > ND i i NO m cgr rh O CO CO CO NO NO vt CM rh m CM CM rh m CM CM r-t r^ 1 m <r <J O 1 vo CO CO m r^ CM NO NO vo m rh <f m ON ON 00 i-h r^ r~ ON CM rh O en CO >t in CO rh CM 00 <} CO rh eg CM rh TJ i 0 vo m ^t in CM 0 O fh f-t CM m CO CM O NO «cf a i-( m ai CM CM rh eg -J rh 1 CM r>. m r^ O r^ ih 1 NO m u vo CM rh t-h i-h ON rh vd CM <f CM rh 4J ^ c 8 1 u H H ih u Tij V, M u c C C a rl 0) V V >> w < 1 <U 1 (U i a> H u^ CO C CM C CM c i W n H mi h 1 u e O ^n u XJ 60 O fo IM H c c a. c c c ti c 4J c c «d h i «<U H «d ai Q a, a 0 «r«u T^ M XI i i u i i 0 «O u «< T) CM vj CO h rh <r as H <r u 09 U H 0) 3 i-i H H > H ih 0* H < i u IN X H 22 - tfi 1 u u a) ^ 0) «4-1 «i >-< >-l CO c >-. CO V4 H r u H kl u t IH CO CD a d rt t 4J. i ih ih 05 T) H CO 00 ih k c > n ai ih CO 4J (V ih ih x: CO CO 4J i-i u c X) d ih C 0» QJ CO b a XI CO ö (U OJ CO 4J n J= CO d 4J w CO >. CO d a OJ u W T) w ih r* m c > 3 «ih h Q CO v <u B t t l-h i-h u 4J «E 0) E CO 1 4J T3 s m <U rh a u CO 3 -a U 1 t ^ 0) u a h <u s u 4-1 H >-< 3 c ih O <u i CO u OJ 4-1 n-l CO ih T) u M V OJ w kl 4J > CO CO I" CO u ih U-l 4-1 c ih CO 0) CO 41 M u U 4-1 ih H > u 4J VJ M U-l 01 c t CO c 01 (U h 4J (0 *J u 0)»H (0 c M J= CO 4J H 4J D- a. c (0 0» d u i-h T3 H i-h (U c t CO 4J CO u r< ih UH x: <u c H CO 4J u 3 C u c rh UJ 01 d h O a» H TH u 4-1 «< <ü 0) P 00 J= UH 4-1 CO a T3 >-< 0) (U QJ O p u TJ O 14-1 OJ u 3 H x: X rh > 4J O M 0) XJ O c OJ t Q> d M (0 3 (0 3 1 rh 4J rh d CO UH u c CO d 0 M «ih 4J <U ih 0) *J 4J u 4J «CO T* H z ß < d M >... >-'. -L

27 r - -f r»«. r^ r^ cn a a* <M CM r-t ft <T> <* 00 rh O t^ r-t >j in CM >3- cn - O" O >, J3 c a; SB m <u l-h r-l i k vo CM vo i-h r^ i-< m m CM cn fn 00 vo O O cn «n vo 00 ^ as r^- t-i CM vo 00 c 00 CM O t-l en U d 01 6 a 0) 0) a 3 (0 <u fa ««0) 0) Ai 4J *J 3 cd m e JZ 4J U TM 4J 0) r-l H as C Pi B s M «O " fc O 00 vo t 4J >C t-i (^ O r-l a a» h a» a H a u u r CTs r^ r~. vo «vo vo m 00 m cn CM CM CM vo so m CM OS r^- so t m * m m m ml cn as cn r^ >^ so CM «M O in m r 00 cn 00 r^ cn a- -3- CM H I v a» X l-h CM CM so C^ m s CM CM «n m CM ^ CM CM m s CM l-h CM CM 00 l-h 00 en m 0b P^ CM O r* O 00 CM 00 vo I-I O -^ CM t-4 a 00 m O r-l 01 d TH 00 c V I v cn c T3 00 c c «0) H I I M 4J CS >J C/J a» as r-l a< cn vj cn cn CM m I I 4) a cm c u M u 3 H O 00 e c a <u i i CM CM 00 «J.- O O as CM CM CM SO m i-i so so CM cn a CM so so t^- CM a r^ *nl»n cn cn CM 09 I-i <U 4J O u V cn cn cn cn O CM O v c C T* r C C 0) I 4) c c O -»M 4J X «u ft* H *J 0) 0» <4-l fl «>s fa O r-l rl i-h M IM «T* ih Ti «V 4J M fa O ) «d 60 u a.»4 cd CB 4» a 0) M u cd a <d C 4J SO CO CO so as fa TJ rh 0) 0) 00 4J W d -H cd 0> d «Ö >s OB ca 0) rh a-x; «4J O r-l r-l «M <<-«cd O UH >s 41 IH 43 ervlc rs f i-l 3 IM O rh ac as cd I-i d 3 O n m J= 4J U «0) 0> d -n 3 ^ u d 0) M 0) w «> d u 0) rl I-I fa Wi «4 0) 0 fa ca U 4-> rl U 0) W W I-I «u 0) Si m t u c 0 TJ u 0) i -a 3 5S r-l c U «d d i J= M *H U 4J m «1 m u u m 01 <d a 01 a> fa rj 4.1 TJ *J d d * z T* f - s ( f:

28 <u (A c e c r^ CO ON <r CM <r i-h Ic CM NO <r 1-3- d r^ rh 00 <! a m CM rh th ON NO NO m >J vo CM CM CM 1 T3 ih H H - M «k T3 d m 1 «^ en t-h rh d c >* CO b by, state r "V c <u u n <t- l-h ON r^ ^- 00 rh 1^ <f rh O rh r * CO CO 4J i r^ n CO O CI CO CO ON NO «M CO rh CM c d I a«on ON r- rh in i-h i-h 0) th I«r-t H «* «k l-h CNI 1 w CM rh i-h t- I-H O c 4J d CM 00 m <M r^»n 1 rh <f f^ m <r 00 cl * r (U OJ r^ in m CM m \0 ON NO CM <r r-t CM 1 d E ON r^ r^ in <t rh rh 1 S 0) th 1 H MM O rh CM r «M CM t-h i-h a >- 4.1 a h UH 3 CO «h r-t ON NO r^ I-H «O I x* f^ r- in vj rh CO * CO O " K ON ON NO a a in CM <t t-h CO U 0) ON in in CO 0^ ro l-h i-h th ij 4J r-t 4 A CO 3 fm 1 N CM i-h O - CO * ut O ih ij IH 73 CO CO flj e O r-- <r 1 ll# r» 1 in vj rh 00 vt vt r ic c O W «H (x r^ CM CM ON m r <r rh c CO 4J ON >J <r rh ON CM t-h i-h T3 U W l-h I d -H QJ CM CM CM] t-h 0«<*H >- th >, b U i-l rh 00 0) CO < <J i-h in r» i c in c m c * CO d U th vo <f vt Q0 O r-- v <t <! NO i-h vj a; 4J Os CM CM ON 00 t-h r-h rh CO CO M rh c (u a CM CM rh r-t nj 4-» a >- a «] Ik 4-i a> rh CO )-i l-h CQ 00 NO c CM p^ in i CM -^ 00 ONlm vj r * c c -a vo ON ON f-h CM 00 in CO t-h «MI>J OJ NO ON O r^ NO O CM i-h rh - 1 >S 4J NO rh.o th ON CM CM l-h r-t d rh JH d 3 h O 01 CO rh (U r^ r^ in in -J i-h 1 t-h 00 CO ONlON O CM * CM «4-1 4J >, vo in m NO <r CM c <r in rh vt ON CO 00 CO vj ON CM rh CNllrH rh to UH i-h i-i 0) O c rh r-i. rh rh U >- th Q) CO t-l, E U th th <4H 0) > 3 U Wi d (u <u vo m n r^ CO -^ vo NO O CM * CM > 0) CO ^ Si vo rh rh 00 c m O m m CM vo NO 0) rh m u ON vd NO O CM CM rh CO rh rh VJ CO <U rh d rh a< rh i-h t-h <U O th M :H fc U T* X CO 4J CO i d 4J U-l CO 0) d ^C 1 b H Z) v u JC 4J OJ»-. th * 0) d IH u -n 00 ar OJ d T> th ^ i u i c c d th 4) V4 a ih 01 i th 00 in T3 ^i «:*, Al < 1 (U 1 <u i a> d ' 3 a u H IM c C CH CM C CM C w d <u O i-h a -J th ih th u 0) u u II u C w; u a M T3 CO OJ <u d d -H th <4H r* c c a c c c c c u d d CO M 4-1 «0 CO u «(U H CO v c a» O O th JC CO u ** 1 1 CO J~ 1 i i-t i i u x> 4-i i a> ij < T3 *J CN <r i/5 M rh vt U) rh vj u w u 1 E u u i 3 th th th 3 t 0 «H rh X n H &4 rh O, H t -a ^i < CO «4 01 0) OJ 4J u rj W 0) d x: H * Z 4J - 24

29 1 1 w. 0) r^ r ON J= CM O 00 >J O ir«itl CM in in ^ <j- t m v 00 < O I-l «-t CN ^ * i-t > I-l ft r-t ft l-h ft rh i «M - * ^ r«. I-H \ n O O O O u a> v r-v O r-. m m m m ^!> ON rh en m r>. ON O CM ^ NO 00 * * «M n * * 9k 41 0 f-l ih f-l r-t 1-1 CM CM CM CM CM -* Pi 1 ^ \ <n»n v ^ O O O O > «^ i-i ^ r-» m in NO O in { M IH CM CM m m ON in CM ON m i-t r^ i 9 1 ii ft 9k 11 r-t CM CM en <t sf 00 0) CO H d 4J,-( v > CM O O Ml r-i r*. m <t CM m m m ^ CM ON -^ -^ ir» NO NO r^ r^ «h «% A «k «k «) n * A ft ft * ^ ON O t-h CM en -J m NO r- 00 en 4J l-h i-l i-h i-t i-t i-t l-l rh rh CM»- ^ U> 1 «"^ l ^ Ofl O vo Nf) vo -^ O 2^ r-t m CM en en m 0) O -^ NO I"«t-t 1-4 CM en en NO 1 «k «M «ft * n M ft 9k a A 0) r-i en en NO i-i 00 <t NO CM st en - r*. r«. r^ r^ ON i-l l-h CN ** I-t 1-t r-t l-l r-t rh 1 ^ CO - * CM i-l 00 CM CM O O 1 ^ en CM ^ ^ O O 0 NO - r-*»* O O H M M ««M A A ft m * ft 9k -fr m m ^ CM 00 NO <t CM Q ON I-l 1-1 I-t 1 ^ ^ >i * * i * * * * *! W CM CO N^ "^ ^O r-> ON O r-t CM en r>.! «NO VO V VD NO NO M3 NO f r^ r>- r^ r^ c 3 O^ ^x ^^ ^^ ^^ ON ON ON ON ON ON ON ON i-l t-l r-t r-» l-h l-h r-t i-t r-l rh -I i-t rh 1 < s -> CM r-t CM I-t en I-l l-h m i-t i 00 f-h m CO 0) u L 1 IS*.

30 u 1 00 O «N vo vo O O m n H 00 i-t rh n vj rh CM vt NO r^ CM r^ H O i-l r-( i-( r-l CM CM CM CM CM en en cn a«s ON iti CO vo O O O O O JX vt M r^ ON r^ l-h ON CM <! ON «9 <r m <r >J v r^ 00 ON CM m m r^- CM » M «A A A A A A rh l-l 1-t I-l t-l I-» 1-1 rh l-h CM CN f ' CM cn < IV t-h ID H g 6»4 r». r^ <r i-i O O O 0) Ov CO r-l vo O O 4J vo 00 <N m v ) <f r^ l-h <r r~ rh CM MM«*«A A 00 A A A A A 0) 00 0> O i-l <M in r~ ON CM <r NO ON 00 i-l rh CM CM <M PM CM :» eg m m cn cn vt r-h a ON r^ O >J i-i O h m «*> ON v <r O 4J r^ «J- m >j r^ QO r- v ) <r CNI NO m ß MAMA A A A A ti A * k 0) CM r m >j in r^ ON rh fl m r- 00 «d- «N CM CM CM CM CM CM cn cn m en en * «4 M 1 (US 1 CO»j r-i v m >j O O O O ^ a) >j m m v O O U tm4? O i/^ "^ ON ON i i l-h CM en CM en CM A A M A «A A A J A A A M 1 CM CM CM CM CO in NO f- 00 ON l-h sf Ij 3 i-h i-l r-l i-l r-l i i l-h l-h rh l-h CM CM CM 1 0 M m 5 ft 8 I a" u 4J CO f3 r- m ON rg O O O 0) I-H en en i-i j: vo O >J O i-. m vo a rh in ON CM r^ 4J «k A A A A A A A A m A A 3 DO CT ON O i-l CM CO <r N > r^ 00 m O 1-1 l-h i 1 l-h l-h rh rh l-h CM CM M a u u ON CM ON m ON «O O O p ^ ON tm i-^ m O a» m v CM i-i r^ <} m ON l-h NO 00 4J A A A A A A M A B A A A t NO i^» r^ i-h m <r m NO 00 ON cn «l-h i-h l-h l-l CM CM CM CM CM CM CM CM cn w rr _ CM r-l 00 CM CM O O ««n CM >j <r O O w NO i-i r>» «j c: O A A A A A» A M «m H >! m m <f CM 00 NO <r CM ON r-t rh rh CM l-h CM rh m rh rh m l-h 00 rh u ai i c CO B a» 3 l-h c f-h ^ >, * * * * * * * O P CM cn -J- m NO 1^. 00 ON rh CM en t«* «NO NO ND NO NO NO vo NO r^ r>. r-» (-» r»» «9 3 ON ON O^ ON ON & > ON ON < ON ON ON < e I-H i-l I-< r-l i 1 l-h l-h l-h l-h rh rh I-I rh -> c «D O <U U H I a 26 - %i

31 «* Table 8 HOURS FLOWN IN GENERAL AVIATION (In millins) Fiscal vear Ttal Business Cmmercial Instructinal Persnal Other ** * * * * * * * ; 1977* *Frecast. **Prellmlnary Nte. Hurs fr have been develped frm calendar year data shwn In FAA Statistical Handbk f Aviatin ;.. M» X < vy. try.^

32 i N H c - H a» a <-> c r>* m r^ m ^i- m m «rt in fch 5 CO «H s m v m en m ON r- v ^ r^ CO U. H r-l 00 r-l»* \ r«. m cn s I-H NO k A M M M «M M «% M «k M W > O a 0 4. r < a» CM c cn m st m v r* r» O <t H a CO»- f i n 1 i-t f^ O ** "^»n in O O O m 'U r^ r-. r» m a» CM m m r-t cn (T a* r NO m «* ^-»* m»n in H i-t JS 00 3 i-t CN M «H C C/3 O CO 00 <u C J M O H (0 "H k- 4 U 4J CM m m r^ i-< «n m in 0) CO t tn * m r>- ON i-< ^ r-> NO ON 00 a c r <M CM C4 CS CM cn cn cn ^ ^ >* sj- m CO V > P Ü «< H l*-» ^. CO M ^ > * < V M «H m m»n r^ «j- O H Kt ^- Cn rh JT» vo m m in st r-t < U f*» v NO m»^ cn r^ CO I ON a» r-t t H s O E 1-< m r>. ON ON m CO 0^ r^ ON r-l r^ m r^ cn CM O m i-4 4J es m r-t ON v CM r^. r-t m»* A A A A M M M A % M «% ««M H r-t CM CNI cn cn»* m v r» r<. ON cn i-t ft s- al in 2/ U 4J m «n s i-i CM m m m V CO i-i CM en v r^ cn CM m cn CM C -H r-t r-t CM CM CM cn m li a» > HI-I ü < 1 0) 1 => 0) O»4 <u "^ n a* U «r^ m i-t r» H W r». m NO «n O r^ st m m r>. NO < u CM m <^ r^ r* >* st r-t ON f CO *k M M ^ M t A M M «k M M M u i-t <M CM cn cn «4" m NO r* r^ r^. ON «^ r-4 r-t CD U CM en «* u't v r^ 00 ON O i-t CM C) * U CO NO NO VO «O NO s NO v r». i>> r*. r^ rv. (0 0) I ON ON ON O^ ON ON ON ON ON ON ON ON ON H >-i l-l 1-4 f-l,-4 f-4 I-t fc (U 4J 73 M w C CO <U CO ^ ~ -% -

33 Table 10 CIVIL AIRCRAFT PRODUCTION IN THE UNITED STATES (Number f Aircraft) Flsca Air Carrier General Aviatin Year Transprt Aircraft Aircraft Ttal ,137 7, ,38«s 7, ,944 9, ,861 11, ,879 15, * ,000 17, * ,500 18, * ,500 19, * ,500 20, * ,500 21, * ,500 22, * ,500 23, * ,000 29,250 *Freca8t. Nte. Civil aircraft fr exprt are Included here, but military type aircraft shipped t ther than United States military custmers, e.g., t freign gvernments, are excluded. All helicpter prductin. Including air carrier transprt helicpters. Is Included In the clumn fr general aviatin aircraft I "V /

34 Table 11 CIVIL AIRCRAFT ENGINE PRODUCTION IN THE UNITED STATES (Number f Engines) Fiscal Year Turbiet Turbprp Pistn Ttal ~~~~" ,540 11, ,260 10, ,532 13, , ,356 16, , ,407 22, * 2, ,400 25, * 2, ,300 28, * 2, ,700 29, * 1, ,100 30, * 1, ,500 31, * 1, ,900 32, * 1, ,300 34, * 1,800 1,000 39,000 41,800 *Frecast. Nte. Civil aircraft engines fr exprt are Included here, but military type aircraft engines shipped t ther than United States military custmers, e.g., t freign gvernments, are excluded V>*.-

35 Table 12 TOTAL ITINERANT AND LOCAL AIRCRAFT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE (In millins) Fiscal Year Ttal Itinerant Lcal A * * * * * )72* * * *Frecast. Nte. An aircraft peratin is defined as an aircraft arrival at r a departure frm an airprt with FAA traffic cntrl service. A lcal peratin is perfrmed by an aircraft that: perates in the lcal traffic pattern r within sight f the twer; is knwn t be departing fr r arriving frm flight in lcal practice areas; r executes simulated instrument appraches r lw passes at the airprt. All aircraft arrivals and departures ther than lcal (as defined abve) are classified as itinerant peratins > v / f <^ -^ Urn,

36 IF'» «- Table 13 ITINERANT AIRCRAFT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE (In millins) Fiscal Year Ttal Air Carrier General Aviatin Military * * * * * * * * *Frecast. Nte. See Table 12 fr definitin f Itinerant peratins. The frecast Increase In Itinerant peratins Is based In part n the assumptin that an average f fifteen new twers will be added each year thrughut the frecast perid

37 . r Table 14 LOCAL AIRCRAFT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE (In millins) Fiscal 1 General Year Ttal Aviatin Military * * * * * * * * ^Frecast. Nte. See Table 12 fr definitin f lcal peratins. The frecast Increase In lcal peratins Is based In part n the assumptin that an average f fifteen new twers will be added each year thrughut the frecast perid

38 Table 15 INSTRUMENT OPERATIONS AT AIRPORTS WITH FAA TRAFFIC CONTROL SERVICE (In millins) Fiscal Year Instrument Operatins A * * * * 16,1 1971* * * 20,3 1977* 26.0 *Frecast. Nte. An Instrument peratin Is defined as the handling by an FAA terminal traffic cntrl facility f the arrival r departure at an airprt f an aircraft n an IFR flight plan r the prvisin f IFR separatin t ther aircraft by an FAA terminal traffic cntrl facility. Includes Instrument peratins at FAA-perated military radar apprach cntrl facilities. 3A - i > >;' -v..» v X

39 f ZU «> ^ c M -^ 1 ^ ih X * CO E v v f^ vo <r m CM eg CM CM CNI CM f-h «1 rh rh rh rh rh rh rh l-h <a V u a a: *J -I M ^ iri m <f <T <r <r <» c-i ri CM w ä «4) l-i -< 1-^ CT> vj vd <f rh O a 00 m U T3 I- c m rn ^ <t ^ <r <r <f <t <r ri d «n»< «^-S ^^^ ^^^ t E rh (S (N (N (N n >* <r <t m in NO a V z H 09 U 41 «E ft 3 > m u -* ^ -* <Ö!>. CM m 00 ^-4 <f 1^ rh < E rh rh.-< 1 * CM CM <r ^-1 i C 41 O " raft led O TJ ON ^ O rn r» m a -t r^ r-i l-i c *4 <g i-h r-l i-l CM CM Pi <f <t in > ON < a (0 E 4> CM CN CM pn in (^ - ^-t r-i -O i~ ON > rh rh «N CM CM CM CM O 0) 1 E 3 41 et rh r-l CM IT! O >J ON fm -J O r-i (^ rh i-l U M «CM CM csi CM r cn r-\ vf <r in in m r» U a <d 41 a»h < 4J cd 41 m r f- ci >j m r^ in rh NO r-i r 00 O TJ w e m in m > p~ 00 ON O rh CM r-i -J r» H «r-> rh rh rh rh rh < s 1 CM 01 E CT> ON i-h *-H ri m r- - r-i <r r^. m 4) CM < > r m c-i r-i m n <r -» cf m a> V vc ««CM m rh NO in f^ -» H * U- ti ü t-l M en ci ~» <» m in vo 1^ t^ ON «M p4 H 2 «4) ti U <-l rh CM I-H CM m ON m ON rh r-l -t < t m u >-> e O O >- CM n <f NO c~ ON rh CM <r ^ «f-h 1 4 rh rh CM CM CM c» < s II «u M * «* * <u «kc CM en.} m > r^ ON rh CM r-i r^ u U ^> ^O so so ^ > NO vo NO t^ r~ f Pv t». a 41 ON O^ O* ON 0 s ON ON ON - ON ON ON a«w > rh I-H rh rh rh 1 l-t rh rh ph l-h r-l rh rh u. rh rh rh 4) U 4) 3 U «i 9 01 fci 4J 4) m u u a. <» «I. c O 4» TH t*. (& u M C u 00 «0 C u C -H SO «-< c c I 41 C 41 I- u 41 Xi gxi Xi u c u a 41 rh c 4i TH u e 3 e 4J -rl s «4) H U 41 J3 41 N1H m «H O Wl UH O 00 c HH c 3 u c 4) a c *J «I IH 3 4) ««j= i a H N 4) ft TJ 60 e c 00 O i-l u a u 0 t% 41 c 41 M In 0 rh I a. 3 «U U SI g<u u (J u» H «I «I H «I r-i»m 4) <M 01 U * ** > rh 00 O O. 3 O «H *J kl O Jl «0 *J U ih «l-h M 4) <0 SÜ s M a «.C rh "O u m a a m ** 3 00 rh fl 4) a ki M «> 6 U ij H >N «Sz I -O *-> f4 C. < fl 4) O.IM - ft «I ft u -O ««< u < N '. i ',

40 ^ * T Table 17 FLIGHT SERVICES, PILOT BRIEFS, FLIGHT CONDITION MESSAGES AND FLIGHT PLANS ORIGINATED FAA FLIGHT SERVICE STATIONS AND COMBINED STATION/TOWERS (In millins) Pilt Briefs And Flight Flight Plans Originated Fiscal Flight Cnditin Year Services Messages Ttal IFR-DVFR VFR * * * * ^1* * * * ^Frecast. Nte. Flight Services Is a weighted wrklad measurement used in Airway Planning Standard N. 5 (the ATS Staffing Standard). The wrk units reprted by each FSS and CS/T which make up this measurement are aircraft cntacted, flight plans riginated, pilt briefs and flight cnditin messages. A flight plan may be filed rally r in writing t qualify fr inclusin in the activity cunt shwn here " ^ -^ta'ira

41 L»~ >, Table 18 AIRCRAFT CONTACTED FAA FLIGHT SERVICE STATIONS AND COMBINED STATION/TOWERS (In millins) Fiscal Year Ttal IFR-DVFR VFR Al Carr er General Aviatin Military * * * * * * * * *Frecast. Nte. Aircraft cntacted represent a recrd f the number f aircraft with which FAA facilities (ESS, CS/T) have established radi cnmunlcatlns cntact. One cunt Is made fr each en rute, landing r departing aircraft cntacted by a facility, regardless f the number f cntacta made with an Individual aircraft. A flight Invlving cntacts with five different facilities, disregarding the number f cntacts with each, wuld be cunted as five aircraft cntacted «7-4390