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31-724: The airport offers services to private and general aviation flights, as well as a heliport . The airport facilities host the Rome Urbe weather station, the Aeroclub of Rome and the AvioNews press agency. Since 2021, the military area of the airport has been home to the Italian Air Force Band . The airport was inaugurated in Benito Mussolini 's presence in 1928, with the name "Littorio Airport" (the name

62-514: A U2 concert, part of their Pop Mart Tour: a 70,000 audience attended the event The Rome Urbe Airport can be reached with public transport by bus or by train : the Nuovo Salario Station ( FL1 line ) is 400 m (0.25 mi) from the airport. Private aviation Private aviation is the part of civil aviation that does not include flying for hire, which is termed commercial aviation . In 2022, private air travel

93-457: A de Havilland Dash 7 STOL airliner acquired from Tyrolean Airways . Their plan to link Urbe to several Italian cities failed when the company ceased operations shortly thereafter. In 2010, thanks to the investment of €800.000 by the ENAC (the civil aviation authority of Italy, that manages the airport) a new terminal was opened for helicopters . On 18 September 1997 the airport was the scene for

124-408: A pro rata amount. For example, if aircraft operating expenses total $ 120 for a flight with pilot and three passengers, each of the three passengers could pay not more than $ 30 (one fourth) of the expenses with the remainder paid by the pilot. It is the purpose of the flight, not the aircraft or pilot, that determines whether the flight is private. For example, if a commercially licensed pilot flies

155-565: A 2006 Halogen Guides Jets survey, not one company boasted of sustained bottom-line profitability. Even Warren Buffett 's NetJets lost $ 80 million in 2005, attributed to foreign expansion and U.S. efficiency losses (specifically, paying for higher-cost charter flights when owner demand outstripped capacity). During the recession of 2007 to 2009, the largest fractional providers saw significant downturns in their business. NetJets, Flexjet, and Flight Options have all reported significant subsequent growth and have added to their fleets. But CitationShares,

186-419: A full 100 percent share typically equating to 800 annual hours of usage. Most shares are sold at the 1 ⁄ 16 (50 hours) or 1 ⁄ 8 (100 hours) level. Although the aircraft is shared, owners are guaranteed access with 4–48 hours notice, depending on the provider and plan. Providers can offer this service on such short notice, by having a fleet of similar aircraft, which are interchanged amongst

217-403: A particular trip can be accommodated with minimal deadheading. In reality, it is not clear how many aircraft are required to reach an efficient scale, whether it is 50 aircraft or 400 aircraft, or whether it ever happens. According to Halogen Guides, which covered the industry, the initial assumptions underestimated the complexity, overhead costs and peak demands. This has been further impacted by

248-400: A plane to visit a friend or attend a business meeting, this would be a private flight. Conversely, a private pilot could legally fly a multi-engine complex aircraft carrying passengers for non-commercial purposes (no compensation paid to the pilot, and a pro rata or larger portion of the aircraft operating expenses paid by the pilot). Many private pilots fly for their own enjoyment, or to share

279-479: A portfolio of solutions, tapping each alternative depending on the cost profile of each trip. Certain trips can be most economically served by fractional, card or charter. If a client gets to cherry-pick for each trip, the fractional provider typically absorbs the least efficient travel. Partly in response to this, the larger fractional companies now position themselves as "solution providers", and offer fractions, cards, charter and full aircraft management. According to

310-698: A set number of flight hours on a specific aircraft or fleet. Jet card holders can use their hours to book flights, often with guaranteed availability and fixed hourly rates. Fractional ownership of aircraft Fractional ownership of aircraft is an arrangement in which multiple owners share the use and costs of purchasing and operating an aircraft. Several management companies provide fractional ownership programs for aircraft, including NetJets , Flexjet , Cirrus Aviation Services , and AirSprint . Alternatively, owners can join together to purchase their aircraft , independently of any management company. Fractional aircraft ownership allows individuals to purchase

341-417: A share of an aircraft, instead of the entire aircraft itself. The price for this share is pro-rated based on the market price of a full aircraft. As a result of this purchase, owners have guaranteed, limited access to the plane or a similar one in the operator's fleet, proportional to the size of their share. Monthly maintenance fees and occupied hourly operating fees are required of fractional owners. Typically,

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372-591: A specific trip, without the need for long-term commitments. Charter flights provide flexibility and convenience, as travelers can choose their own schedules and destinations. Fractional ownership is a model that allows individuals or corporations to purchase a share of an aircraft, granting them access to a fleet of aircraft managed by a provider. Fractional owners typically pay an initial acquisition cost, followed by monthly management fees and hourly flight rates. Jet card programs are prepaid programs offered by private aviation companies, allowing customers to purchase

403-487: A unit of aircraft manufacturer Cessna , stopped selling fractional shares in 2012. Avantair , operator of a fleet of 57 Avanti Piaggio P180s, filed for bankruptcy in June 2013. One strategic thrust has been the introduction of efficiency incentives to better align client behaviour with operating efficiency. Some companies have resisted these programs. If fractional ownership's appeal is the simplification of flight, that appeal

434-413: A variety of configurations, depending on their tax and financial profile. The "fair market value" calculation is a key consideration and can dominate the overall cost-benefit analysis of the fractional ownership format. Many fractional owners were burned by the volatile market and geopolitical conditions of the early 2000s and the recession in the late 2000s. All contracts should outline an appeals process if

465-404: Is depleted for actual hours of occupied flight, plus taxiing, with a 1– to 2–hour minimum. Owners are not charged for any non-occupied flight time that may be required to get the aircraft to them and return to its home base. This is called variously "deadhead," "positioning," "ferry," or "empty leg" depending on the company. In addition to the "owned" plane, customers gain access to other planes in

496-502: Is one of the key benefits of fractional ownership over full ownership. Owners are not stranded when their plane is undergoing maintenance, and they can upgrade or downgrade to other fleet aircraft for special trip requirements. Fractional agreement terms are typically five years, after which owners sell their share back to the company for the then-current fair market value, less a "remarketing fee", typically around 7%. The fee may be waived for renewals. Customers may also lease their share in

527-406: The dramatic popularity of fractional card programs. The card programs place even more owners against each plane; each owner enjoying fully guaranteed access with as little as a single-year, 1 ⁄ 32 share commitment. Finally, the burgeoning diversity of structural offerings (fractional ownership, fractional cards, charter cards, ad-hoc charter) creates an environment where clients may employ

558-555: The fleet. When desired, they may switch to larger or smaller planes on a set "interchange" formula. Access to a smaller aircraft may be guaranteed, but larger aircraft access may be conditional on the shares owned. The size of a share may provide additional benefits including: In the United States , fractional owners and operators are subject to Federal Aviation Regulations , FAR Part 91, Subpart K. Private air travel advisors can be of assistance with navigating and negotiating

589-411: The guarantee represents holidays and other worst-case situations. To close this gap in the guarantee, the company relies on "supplemental lift" from charter—either from affiliated companies or trusted third-party charter operators. As more client-owners join, a network effect results in a reduction of expensive empty legs : with a critical mass of customers, the theory is that it becomes more likely that

620-599: The joys and convenience of general aviation with friends and family. In many countries, private aviation operates to less strict standards than commercial aviation. For example, in Canada and the United States, aircraft owners are allowed to perform basic maintenance tasks (such as oil or tire changes) on their own aircraft, but only licensed mechanics may perform those tasks on aircraft used for commercial operations. Private pilots normally are not required to demonstrate

651-407: The latter is charged only when an owner or guest is on board, not during the plane's travel to a pickup point or its return to its home base after a flight. For shared aircraft that are part of a large management company fleet, owners have access to the full fleet of planes and may upgrade or downgrade for specific flights. Ownership contracts are typically for five years. At the end of the contract,

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682-399: The opposite is not true: many general aviation flights (such as corporate and business aviation) are commercial in that the pilot is hired and paid. In private flight the pilot is not paid, and all aircraft operating expenses are generally paid by the pilot. In some countries such as the United States, aircraft operating expenses for a flight may optionally be divided with any passengers up to

713-405: The owner can sell their share either back to the company or to another owner waiting for a position. Most fleet management companies charge a "re-marketing fee" for the final sale. In some cases, several individuals purchase and operate their chosen aircraft as an independent group without going through a commercial operator. If one individual then decides to sell their share, it may be purchased by

744-445: The owner disputes the end-of-contract valuation. The original formula for fractional flight is similar to its present incarnation: customers purchase proportional shares of aircraft that are guaranteed to be available. The provider then purchases an additional 26 per cent of capacity (over and above the fleet purchased by clients) to fulfil that guarantee. These extra planes bring the guarantee to 98 per cent statistically. The last 2% of

775-408: The owners. In addition, to purchase costs, owners pay a monthly management fee to cover the cost of maintenance, upgrades, hangar space, pilot salaries, and training. When using the aircraft, owners also pay for the flight hours and a nominal amount for taxiing. The final cost component is fuel, which has a surcharge above the hourly fee to compensate for price volatility. An owner's share allotment

806-466: The remaining owners or sold outside the group to another individual. The details will vary from group to group as it is subject to whatever terms were in the original contract. In the commercial system, customers purchase or lease a fraction of an aircraft, alongside numerous other anonymous individuals. Depending on the company, the aircraft may be split into 16ths or even 32nds of a fractional share. These fractions translate to several hours per year, with

837-541: The same level of proficiency on their flight tests that is required for commercial pilots, and they take fewer and less rigorous medical examinations. The majority of active pilots hold a Private Pilot license. Private jet ownership refers to individuals or corporations owning their own aircraft. Owners are responsible for the management and maintenance of their aircraft and often employ a dedicated crew. The aircraft may be operated for personal or business use. Charter flights allow individuals or groups to rent an aircraft for

868-449: The so-called "boilerplate" fractional contract. Owners rarely fly the specific aircraft in which they hold shared titles. More likely, they will travel on identical planes in the company's fleet. This is a natural consequence of the fractional model since many owners "pull" on the same plane. Often the plane is either in use by another owner, or another plane is positioned in a more convenient location for deployment. This fleet flexibility

899-579: The war, the airport was reactivated with the current name in the first postwar years. But just a few years later the commercial activity was transferred to the Ciampino Airport . Since that moment the Rome Urbe Airport turned mostly into a facility for flying club activity, touristic flights and air taxi . It is currently the base for the Aeroclub di Roma (Rome's flying club). In 1995 FAR Airlines carried out several trial landings with

930-603: Was chosen by Mussolini himself). Until World War II it was the main civilian airport in Italy, and the base for the Italian national airline Ala Littoria . Inside the perimeter also a racetrack was constructed, named Autodromo del Littorio ("Littorio Racetrack"). In 1931 a car/plane challenge took place on the racetrack inside the airport: Vittorio Suster, piloting a Caproni Ca.100 , defeated Tazio Nuvolari , who drove an Alfa Romeo 8C 2300. Heavily damaged by bombardments during

961-614: Was noted as increasing. Private aviation and commercial aviation are not rigorously defined. In general, private aviation is regarded as flights that do not require a commercial pilot licence (CPL) or above. Some commercial activities do not require a CPL, for example in Europe a flight instructor may have a PPL. Nonetheless, in the United Kingdom flight instruction is considered a commercial operation. In most countries, private flights are always general aviation flights, but

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