Aviation Data and Statistics

Aviation Data and Statistics: An Introduction

In aviation, there is a lot of data.

In fact, aviation was built on the detailed analysis of wind tunnel experiments and early flight test results. Many of the pioneers of aviation were engineers, mechanics, and scientists who sought to understand, and ultimately control, flight through a methodical process of experimentation. At its core, that process is about collecting, analyzing, and learning from data.

A few of those pioneers are particularly important to me. Of course, there were the Wright brothers, who ultimately succeeded in flying the first heavier-than-air, powered, and controllable aircraft. Much of their work built upon the studies and analysis of others, including Samuel Langley, whom I think of as the Thomas Edison of aviation, and Otto Lilienthal, whose work was instrumental in advancing our understanding of flight control.

Sadly, Lilienthal was killed while testing one of his gliders, an unfortunate fate that would be shared by many flight test pilots in the decades that followed, including those who pushed the boundaries of aviation at places such as Edwards Air Force Base in California.

Through the collection and analysis of data, aircraft designers were eventually able to make airplanes bigger, faster, safer, and easier to fly.

This series on aviation data and statistics will explore topics intended to continue that evolution by using data-driven analysis to uncover opportunities for the future of aviation. For the most part, our discussions will focus on U.S. civilian aviation. This is partly due to the obvious limitations associated with military aviation data and partly because I am most familiar with publicly available U.S. aviation data sources.

That said, I fully recognize and appreciate the contributions made by aviation pioneers and engineers around the world, including those from Russia, Germany, Italy, Sweden, France, Japan, the United Kingdom, and emerging contributors such as China, Switzerland, Iran, and India.

In the end, people everywhere have looked to the sky, watched birds soar above the earth, and wondered what it would be like to fly. In that sense, we are all connected by the same curiosity and ambition.

That said, I am an engineer at heart. Throughout this series, I will do my best to keep the sentimentality to a minimum and focus instead on what the data can teach us about aviation today and where it may take us tomorrow.

One of the most interesting stories the data tells is that, despite the United States having the world's largest general aviation community, participation has been declining for decades. Historical data from the General Aviation Manufacturers Association (GAMA) and the Federal Aviation Administration (FAA) shows that general aviation activity peaked in the late 1970s and has steadily decreased since then.

Why fewer people fly today, what factors are driving that trend, and whether technology can help reverse it are questions worth exploring. In many ways, they sit at the heart of aviation's future.

That is where we will begin.

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Aviation Data and Statistics, Part 2: U.S. Flying Categories and Utilization

To begin our technical discussions on aviation data and statistics, it is important to understand how aviation activity is categorized in the United States and how much flying actually occurs within each category.

As mentioned previously, these discussions will focus on U.S. civilian aviation. Even within civilian aviation, however, there are several different operational and aircraft categories, each governed by different regulations and used in different ways. Understanding these distinctions is important because they have a significant impact on any data analysis.

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Understanding Aviation Categories

Most people are familiar with scheduled airline operations, often referred to as air carrier operations. In this segment, companies such as American Airlines, Delta, United, and Southwest operate scheduled routes between cities using larger transport-category aircraft.

In the United States, these operations are regulated under Federal Aviation Regulations (FAR) Part 121. The aircraft themselves are generally certified under FAR Part 25, which defines the airworthiness requirements for transport-category airplanes.

The distinction is important because operational categories and aircraft certification categories are not the same thing. A Part 25 aircraft may operate under Part 121 airline service, but it can also operate under other regulatory structures.

Two additional operational categories are particularly important:

• FAR Part 135: Charter and commuter operations
• FAR Part 91: General aviation operations

Another important aircraft category is the Part 23 "normal category" airplane. These aircraft are commonly associated with general aviation but are also frequently used in Part 135 charter operations.

While the terminology may sound like regulatory jargon, these distinctions are how the aviation industry organizes and discusses operations.

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How Much Flying Happens in the United States?

Every year, the National Transportation Safety Board publishes aviation accident statistics that include summary flight activity data.

According to the 2021 data:

• Part 121 air carriers flew 7,829,792 flights and logged 15,931,746 flight hours.
• Part 135 charter operators logged 4,876,399 flight hours.
• Part 91 general aviation pilots logged 21,965,783 flight hours.

Looking at total flight hours, U.S. aviation activity breaks down approximately as follows:

• General Aviation (Part 91): 51%
• Air Carriers (Part 121): 37%
• Charter Operations (Part 135): 12%

The airline numbers remained below historical averages due to the lingering effects of the COVID-19 pandemic, but the relative distribution between categories remains instructive.

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The Surprising Size of General Aviation

The fact that general aviation accounts for more flight hours than commercial airlines surprises many people, especially those outside the United States.

There are several reasons for this.

First, the United States covers an enormous geographic area and lacks comprehensive public transportation across much of the country. In many regions, flying is simply a practical transportation solution.

This is particularly true in places such as Alaska, where aviation is often the only practical way to travel between communities.

Second, the United States possesses an exceptionally large aviation infrastructure. According to IndexMundi data, the U.S. has more than 13,500 airports, over four times as many as any other country. Most of these are smaller community airports that primarily support general aviation activity.

Finally, aviation is deeply embedded in American culture. Many Americans personally know pilots, have family members involved in aviation, or have direct experience through military service. The United States military also operates the world's largest aircraft fleet, which contributes to aviation familiarity throughout the population.

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The Long Decline in General Aviation

Despite its size, general aviation in the United States has been declining for decades.

Historical data from the General Aviation Manufacturers Association (GAMA) and the Federal Aviation Administration (FAA) shows that general aviation activity peaked in 1978 at more than 36 million flight hours annually. By 2021, that number had fallen to roughly 21 million hours.

Several factors have contributed to this decline. The cost of earning a pilot certificate is significantly higher today than it was in 1978, even after adjusting for inflation. Aircraft ownership has also become substantially more expensive. At the same time, many people perceive small aircraft as being too dangerous, and that perception undoubtedly influences participation.

Whatever the underlying causes, the trend is clear: fewer people are flying general aviation aircraft today than they were a generation ago.

The question is whether technology can help reverse that trend.

That is one of the central questions this series will explore.