Post on 13-Jul-2016
10B
usiness Aviation
10C H A P T E R
BU S I N E S SAV I AT I O N
v
advanced booking or prepaid
regularly scheduled pas sen ger or
scheduled cargo service.
1 0 . 3 H I S T O R I C A L C O N T E X TO F G E N E R A L A N DB U S I N E S S AV I AT I O N ATT O R O N T O P E A R S O N
General Aviation was purposely
allocated to Area 8 away from the
terminal area in the 1950s due to
operational and safety concerns.
This area cannot be expanded as
it is located on land between the
approaches to the north-south
runways. Historically, activities
from this area included small scale
passenger trans porta tion, cargo
operations, flight train ing, air
survey photography, sightseeing
tours and recreational flying. The
facilities in this area were built to
reflect these usages.
Chapter 10 > BU S I N E S S AV I AT I O N
10.1
B U S I N E S S AV I A T I O N
Chapter 10
1 0 . 1 I N T R O D U C T I O N
Business Aviation (BA) is the sub -
set of General Aviation (GA) that
serves corporate business aviation
needs. The facilities that support
Business Aviation provide a variety
of aviation-related services such as
aircraft fuelling, maintenance and
hangar facilities as well as special
services for pas sengers and flight
logistics support for aircrews.
The demand for BA facilities in
the Greater Toronto Area (GTA)
is currently significant, reflecting
the strong and diverse economy
of the GTA. Even the current
record fuel prices have not
dampened the demand for
BA services.
The focus of this chapter is to
assess what facilities may be
required to meet demand over
the Master Plan period.
1 0 . 2 D E F I N I T I O N O FB U S I N E S S AV I AT I O N
The following describes activity
which is currently associated with
the Area 8 and Area 10 Infield
area Fixed Base Operators (FBOs)
plus move ments associated with
aircraft man age ment or aircraft
sales related activities that occur in
the GTAA Three Bay Hangar or
else where.
There are a number of diverse
operations including:
• corporate flight department
operations
• aircraft charters
• fractional ownership operations
• aircraft management services
• government/state and military
operations
• air ambulance operations
• aircraft maintenance
• aircraft sales and acquisitions
• aircraft fit-up activity
• cargo/courier operations
• smaller commuter type aircraft
unable to land at their desig -
nated airport in the GTA due to
poor meteorological conditions
at that airport
• operations by private individuals.
For the purposes of the Master
Plan at Toronto Pearson, Business
Aviation will be defined as:
That sector of aviation which con -
cerns the operation or use of aircraft
by companies for the carriage of
passengers or goods as an aid to the
conduct of their own business,
flown for purposes considered
not for public hire and piloted
by individuals having at the
minimum, a valid commer -
cial pilot’s licence with an
instrument rating. This
definition will exclude
airline and non-airline
Chapter 10 > BU S I N E S S AV I AT I O N
10.2
General Aviation activity peaked
in 1978 with 97,000 aircraft
move ments representing 39 per
cent of total air traffic. Aircraft
weighing less than 2,000 kg
constituted 20 per cent of total
movements. This volume of
activity was incom patible with a
large international airport and so
was the mix of small aircraft with
many flight training operations
and large commercial aircraft.
By the mid-1980s, training flights
were officially banned at the
Airport due to run way and taxi -
way conges tion and regulations
were instituted to exclude various
operations during peak demand
periods.
By 1988, runway capacity con -
straints and associated delays were
sufficiently severe to require the
introduction of flight registration
and slot scheduling. Aircraft were
no longer permitted to land with -
out receiving prior permission and
only a limited number of non-
carrier flights were allowed during
peak activity hours. In addition,
minimum landing fees for
off-peak and peak periods were
introduced.
As a result of these changes, the
profile of General Aviation activity
at Toronto Pearson has changed
dramatically in terms of types of
aircraft and purpose of activity.
General Aviation declined from
39 per cent of total move ments in
1978 to 12 per cent in 1992.
Today, General Aviation has
evolved primarily into Business
Aviation, and in 2006, accounted
for approx imately 36,500 move -
ments, or 8.7 per cent of the total
airport movements. Even though
the number of move ments has
decreased, the size and weight of
the aircraft has increased.
1 0 . 4 P R O F I L E O FO P E R AT I O N S
In 2006, there were approximately
36,500 Business Aviation move -
ments which had the following
characteristics:
• Jets accounted for 66.6% of
opera tions, 32% of operations
were propeller driven (primarily
turbo prop), and helicopters
were 1.4%.
• Movements by weight class
(maximum takeoff weight) were:
• >50,000 kg 1.4% (commercial
sized jets e.g. Boeing 727, 737)
• 19,000 kg-50,000 kg 14.7%
(large and mid-size business jets
e.g. Bombardier BD-700 Global
Express, Bombardier Challenger
600 Series, Gulfstream II–V
series, Dassault Falcon 900)
• 12,000 kg-19,000 kg 21.3%
(mid-size business jets e.g.
Bombardier Challenger 300,
Dassault Falcon 20/50/200/2000,
Raytheon Hawker 800, Cessna
Citation 680/750)
• 5,670 kg-12,000 kg 44.4%
(small busi ness jets and medium
turboprops e.g. Bombardier
Learjet Series, Cessna Citation
550/560/650, Israel Aerospace
Industries Westwind 1124,
Dassault Falcon 10, Raytheon
Hawker 400, Beechcraft 1900,
Beechcraft King Air 300)
• 3,500 kg-5,670 kg 14.6% (small
business jets and small turboprops
e.g. Cessna 208 Caravan,
Beechcraft King Air 100, Pilatus
PC-12, Cessna Citation 525,
Sikorsky S-76)
• <3,500 kg 3.6% (piston aircraft
e.g. Piper PA 31-350 Chieftain,
Cessna 172, Beechcraft Baron 58)
• By sector, domestic operations
accounted for 43.3% of opera -
tions, transborder 53.2%, and
international was 3.5%. Special
considera tion has to be given to
Area 8 Business Aviation Area
Chapter 10 > BU S I N E S S AV I AT I O N
10.3
each of the respective operating
contexts in Canada and the
United States since there are
different patterns of aircraft
ownership and utilization.
Business Aviation operators have
access to six slots per hour in the
peak periods and can also utilize
slots not used by commercial
aviation operators. A peak period
charge applies as well.
1 0 . 5 D E S C R I P T I O N O FC U R R E N T FA C I L I T I E S
Business Aviation facilities at
Toronto Pearson are located in
Area 8 of the Airport North area
and in the Area 10 Infield area (see
Figure 10-1). Currently there is
approxi mately 42,800 m2 of net
hangar space, 1,900 m2 of separate
FBO terminal space, and
102,700 m2 of apron space
devoted to Business Aviation use
combined in Area 8 and the
Infield including the interim use of
the GTAA Three Bay Hangar.
These tenants lease space and, in
turn, sublease some of their space
to other tenants providing related
services and to aircraft owners for
storage and maintenance. Hangar
facilities vary greatly in size, age,
condition and in their capability to
accommodate aircraft. A summary
of the facilities is provided below.
Area 8
The Area 8 Business Aviation
facilities are illustrated in Figure
10-2 and described below.
Skycharter is an independent
Fixed Base Operator (FBO) selling
unbranded fuel. Skycharter
operates two hangars with a total
of 7,300 m2 net space, (Hangar 8A
with an integrated passenger
lounge and Hangar 8B), sup ported
by 15,800 m2 of apron and
80 park ing spaces.
Landmark Aviation (formerly
Piedmont Hawthorne) is a Shell
products dealer. Landmark
Aviation currently operates four
hangars totaling 18,200 m2 (net
space) and two Fixed Base Opera -
tion (FBO) terminals (1,100 m2),
supported by 58,600 m2 of apron
and 717 parking spaces.
Innotech/Execaire provides
aircraft manage ment, mainte -
nance, aircraft charters and sales
services, but does not sell fuel.
Innotech/Execaire currently
operates one hangar which has a
net area of 2,300 m2 and no apron
area (they have a right of way over
the Hangar 9 apron). There are
42 vehicle parking spaces.
Access to airside for all tenants in
Area 8 is served by Taxiway Kilo
(uncontrolled) and Taxiway Juliet
(controlled). Groundside access to
Area 8 is from Derry Road to
Vanguard Drive and Vedette Drive
which form a perimeter road on
three sides of Area 8.
FBO Terminal (Area 8)
Infield FBO Terminal (left) and GTAA Three Bay Hangar (right)
Chapter 10 > BU S I N E S S AV I AT I O N
10.4
There is one underground tank
farm located in Area 8 containing
seven tanks each with a capacity of
66,000 litres. These fuel tanks
serve the Skyservice and Landmark
Aviation FBOs. Skycharter has its
own above ground fuel tank which
is a single tank with a capacity of
68,000 litres. Fuel is bulk delivered
to the tanks by truck and then
delivered to the aircraft by truck
when required.
Area 10 – Infield
The Infield Business Aviation
facilities described below are
illustrated in Figure 10-2.
Chapter 10 > BU S I N E S S AV I AT I O N
10.5
Skyservice FBO is an Esso
products dealer. Skyservice
currently operates one hangar with
a net area of 8,400 m2 and
28,300 m2 of apron area. They
also lease the north bay of the
GTAA Three Bay Hangar of which
half is used for Business Aviation
activity (3,300 m2). Addi tionally,
they operate an FBO terminal
building which is 800 m2.
This facility has 210 vehicle
parking spaces.
Bombardier currently utilizes the
middle bay of the GTAA Three
Bay Hangar for aircraft sales
related activity (3,300 m2).
Airside access for the Infield area
is through taxiway Echo (con -
trolled). Groundside access to
the Infield area is from Britannia
Road East to Midfield Road.
1 0 . 6 I N D U S T RY T R E N D S
A number of important changes
are currently occurring in the
Business Aviation industry:
• There is a general tendency
toward the use of progressively
larger business aircraft which will
have implications for space
require ments at airports even if
the number of movements were
to remain static.
• The certification of the first Very
Light Jet (VLJ) aircraft models
has just recently occurred and the
first aircraft are being delivered.
VLJs are a whole new class of air -
craft that are relatively inexpen -
sive yet have high performance
characteristics. This type of
aircraft could be more accessible
to individual owners and could
facilitate the air taxi business, so
it could potentially stimulate the
Business Aviation industry. At
the time of writing, two VLJ
aircraft models have been certi -
fied and at least ten more are
pending certification over the
next few years. How ever, it will
take several years before enough
aircraft models are certi fied,
manufactured and sold before
any trend will be visible. Debate
exists about how prolific these
aircraft will be, who will use
them and how. Information
gathered in support of this plan
suggests that this type of aircraft
will have a limited presence at
Toronto Pearson.
• Business Aviation aircraft
currently incorpo rate advanced
technologies in aircraft airframes,
engines/engine manage ment
systems, and avionics which all
provide for the following:
• greater fuel efficiency
FBO Hangar
Chapter 10 > BU S I N E S S AV I AT I O N
10.6
• reduced noise and pollution
emissions
• increased range and payload
• greater ease of operation
• facilitation of more efficient use of
air space when combined with
new air naviga tion system
equipment.
• New models of ownership/
charter of business aircraft (such
as fractional owner ship and block
charter cards) facilitate easier
acquisition/use and higher uti li -
zation of aircraft, and supports
more proliferation of aircraft
movements.
• Due to a thriving economy, the
ability to more easily acquire
access to business aircraft and the
perceived greater con venience of
using business aircraft, the
number of businesses considering
the use of business aircraft as an
alternative to scheduled
commercial travel is increasing.
• There is currently a very strong
market for new and used
business aircraft.
• There are potential changes in
air navigation technology such
as the use of GPS based naviga -
tion which may allow for greater
capacity of the airspace system
facilitating a greater accommo -
dation of aircraft operations.
• With consolidation in the FBO
industry, there is a tendency
towards fewer independent
opera tions and more chain
opera tions which allows aircraft
operators to make multi-airport
arrangements with FBOs for the
provision of services.
1 0 . 7 F O R E C A S T O FD E M A N D
Business Aviation is recognized to
be vital to the economy of the
Greater Toronto Area and is
expected to continue to require
facilities within the region which
facilitate access to Toronto. The
use of other existing airports in
the GTA may not be feasible
alternatives to accommodate
Business Aviation due to factors
such as:
• Toronto City Centre Airport
currently cannot serve jet aircraft.
Fuelling Facility
Chapter 10 > BU S I N E S S AV I AT I O N
10.7
• Buttonville Airport has insuf -
ficient runway length for
certain jets.
• Other GA airports in the region
are on the periphery of the GTA
and lack facilities and suitable
runways for jet aircraft.
Additionally, there are some un -
certainties at the current time that
complicate forecasting:
• The future of a potential new
airport at Pickering has not yet
been determined, there fore it is
unknown how much Business
Aviation demand would be
directed to Pickering if the
airport is built.
• The impact of the proliferation
of VLJs on the industry has yet
to be determined.
• The impact on demand from the
United States due to proposed
airspace manage ment finance
reforms there is unknown. These
reforms threaten to add more
costs onto the Business Aviation
industry if they are implemented.
Since more than half of Business
Aviation activity at Toronto
Pearson is to/from the U.S.
(trans border), any major change
in the opera ting environment in
the U.S. will likely have a signifi -
cant impact on demand for BA
facilities with access to Toronto.
• Fuel prices have risen dramati -
cally recently as a result of
various factors and it is un known
at what point any further
dramatic increases would
dampen demand.
Below are forecast levels of
demand presented in five year
increments throughout the Master
Plan period:
Business Aviation
Movement Forecasts
Year Movements
2010 39,500
2015 43,500
2020 48,000
2025 53,000
2030 59,000
The forecast level of demand
reflects an average annual growth
of 2% in movements per year
from the current baseline over the
Master Plan period.
The forecasts take into considera -
tion the following assumptions:
• Business Aviation aircraft weights
and sizes are expected to grad -
ually increase over time requiring
more land area for a given
number of movements than has
occurred in the past.
• A strong relationship between
Business Aviation activity and
macroeconomic factors has been
identified and the forecasts are
based on a relationship to
these factors.
• The continued operation of the
existing General Aviation airports
in the region.
• The operating environment at
Toronto Pearson remains stable
with respect to availability of
slots, fees, ability to conduct
night operations and noise
restrictions.
1 0 . 8 F U T U R ER E Q U I R E M E N T S
Business Aviation forecast
demand, for those activities that
fall within the definition pro vided
in Section 10.2, could be accom -
mo dated at Toronto Pearson
throughout the Master Plan
period through the combined use
of a re devel oped Area 8 and
existing facilities in the Infield.
The Infield area is, however, con -
strain ed for further expansion of
Business Aviation facilities.
FBO Hangar