Please note the introduction of 12.3 Domestic Air Passenger Route Analysis with effect from January 2012. This is an
alternative version of Table 12.2 Domestic Air Passenger Route Analysis table. Unlike Table 12.2, duplicated routes
have not been removed on Table 12.3. Table 12.3 shows domestic passenger traffic as reported by each airport, any table
totals, therefore, overstate the actual number of passengers. Totals reported by airports over a given airport pair are
not necessarily the same.
In May 2004 ten new entrants were admitted into the European Union. These countries are shown in our Airport
Statistics tables as EU countries with effect from the January 2005 Monthly tables and the 2004 Annual tables. Bulgaria
& Romania entered the EU January 2007 and are included in EU tables from this time apart from Bulgarian airlines who
are included from January 2009.
Please note that those tables providing an EU split are based on status of the EU at the time the tables were
produced (i.e. Autumn 2008 - EU27) and not on the status of the EU applicable to the relevant data period 1990-1996.
Unfortunately, due to the way information is held on our Airport database, it is only possible to provide the latest
available/current EU split.
With effect from June 2001 we made some changes to the way that data is reported. In order to use these statistics
safely, particularly if you are constructing time-series, you should be aware of the following:
Table 12.2 Annual 2001: Prior to June 2001 data we did not collect a domestic passenger uplift/ discharge.
Consequently, prior to June all passengers are recorded between the reporting airport and the origin/ destination of
the flight on our database.
Air Taxi operations (defined for statistical purposes as charter flights utilising aircraft of less than 15 tonnes
MTWA - except for helicopter operations to oil rigs) are no longer included in most of the tables. This has the
following effect on our publications:
We update the published tables every fortnight to include airport submissions that have been accepted most recently. Therefore, airport data can potentially be published within a 14 days from the end of a data month. Typically, not all airports will have been submitted within 14 days so we accompany the published table with a message showing which airport's data is not included. We will show the message “Complete” when the published tables contain data from all expected airports. All published data has been validated.
Aircraft Movement: Any aircraft take-off or landing at an airport. These could be either commercial or non-commercial flights. For airport traffic purposes one arrival and one departure are counted as two movements.
Air Transport Movements: Landings or take-offs of aircraft engaged on the transport of passengers, freight or mail on commercial terms. All scheduled movements, including those operated empty, loaded charter and air taxi movements are included
Airport table 19 provides a split of Air Transport Movement totals by fixed and rotary wing aircraft, however, for rotary wing only scheduled and oil-rig related charter movements are included. Helicopters, being below 15MTOM generally, are considered 'air taxi' (the oil-rig charter collection being an exception to the 'air taxi' rule)
You may wish to view a table within our UK Airline suite (www.caa.co.uk/airlinestatistics). Table 10, Public Air Transport Air Taxi Operations, provides details of hours flown and flights performed by all aircraft types operated by UK licensed operators.
We collect the number of flights handled by our reporting airports (Table 3 in monthly publications, 3.1 in the annual version), although there are many flights of this type operating to/from other airfields from whom data is not collected.
Our definition of Business Aviation movements - they are non-commercial movements operated on aircraft of 2730 kgs MTOM or greater conducting business operations (e.g. aircraft owned and operated by Multi-national companies)
We do not have a separate identifier for 'low cost' as they are recorded as 'scheduled'.
If requesting information for 'low cost' carriers please identify which airlines you require, as there are many different definitions and opinions within the industry as to 'low cost' identification.
Cargo is a sum of freight and mail carried. Freight table numbers are 13, 14, 15 and for mail the table numbers are 16, 17, 18.
Freight includes the weight of property carried on an aircraft including the weight of excess baggage and diplomatic bags, but excluding mail and passengers' and crews' permitted baggage. Freight in transit through the airport on the same aircraft is excluded.
Mail is the weight of Post Office mail carried.
We produce two tables in which you can find this information. For international routes, table 12.1, this includes passengers travelling worldwide on a flight either to/from a UK reporting airport. For domestic routes, table 12.2, which was introduced with effect from June 2001. Information is not available prior to this time.
Note: passengers travelling both from and to the UK would be counted as 2 passengers.
For more detail than provided in these tables (e g broken down by airline or with an arrival/departure split) please contact us.
1) A terminal passenger is a passenger joining or leaving an aircraft at the reporting airport. A passenger travelling between two reporting airports is counted twice, once at each airport. A passenger who changes from one aircraft to another, carrying the same flight number (change of gauge) is treated as a terminal passenger, as is an interlining passenger.
2) A transit passenger is a passenger who arrives at and departs from a reporting airport on the same aircraft which is transiting the airport. Each transit passenger is counted once only and not both on arrival and on departure.
We currently have a vacancy for an airworthiness surveyor in our Gatwick-based General Aviation Unit, more here https://t.co/XeKZVecIWB
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If you have a background in performance based regulation you may be interested in this new vacancy https://t.co/jVGHuQheBp
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