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8% 11% 81 %
4% 4% 92%
77% 8 % 15%
17.8 million Pistons
3.9 million
Turboprops
Jets
2.5 million
2.3 million
Rotorcraft
1.3 million
Experimental
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Source: MergeGlobal estimate based on FAA General Aviation and Air Taxi Activity (GAATA) Survey, 2004
MergeGlobal has also made some simplifying assumptions about hangar use. The calculations assume that personal users do not rent hangars; rather, they pay tie-down fees. Business users use a shared hangar and Corporate, Utility, and Others use private hangars.
1.02 Types of Economic Contribution
The United States has a complex economy in which industries depend upon each other for materials, supplies, and services. Spending in any one sector of the economy causes changes in output not only in that sector but also in many others. Thus, the direct impacts of GA considered here – e.g., the purchase of new aircraft, fuel, maintenance services, etc. – trigger transactions elsewhere in the economy. Such transactions lead to additional employment, spending, and government tax revenues across a number of sectors. To capture these “multiplier” effects, GA’s contributions to the
U.S. economy are shown in three forms:
1.
Direct contribution – U.S. economic output created by the manufacture, operation, or maintenance of GA aircraft. Direct contribution measures include the value of new GA aircraft sales, pilot training, fuel purchases, airport charges (landing and parking), spare parts, etc.
2.
Indirect contribution – U.S. economic output created by the purchase of goods and services by firms directly involved in the manufacture, operation, or maintenance of GA aircraft. Firms that benefit from GA’s direct contribution (including aircraft and engine manufacturers, maintenance providers, pilot training schools, etc.) buy goods and services from other firms. For example, aircraft manufacturers must buy aluminum, plastic, glass, and other materials to make GA aircraft.
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本文链接地址：General Aviation’s Contribution To The U.S. Economy 通用航空对美国经济的贡献(11)
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