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Chicago Executive Airport Economic Impact Study–2007 Page 5-3 5.2.1 Previous Study Business User Surveys Business user surveys have been conducted over many years for several studies. While each study yields differences, some general trends emerge. For this reason, recent survey results for other studies were collected and reviewed. A summary of the Location Factor Ranking and General Aviation Business Use for the last six major statewide studies is summarized below Location Factor Ranking – The off-airport business user survey asked respondents to rank the importance of 14 various factors considered in relocation or expansion decisions. Overall, the availability of an airport with scheduled commercial airline service ranked between 4 th and 6 th , while proximity to general aviation facilities ranked between 7 th and 10 th , as shown below in Exhibit 5-1. Highway access, as one might expect, ranked 1 st in all six studies, followed by labor supply and trained workforce. Exhibit 5-1 Business Location Factors and GA Business Use Chicago Executive Airport Economic Impact Study Missouri South Carolina Nebraska Ohio Texas Arkansas Location Factor Ranking Academic or cultural centers 7 7 7 6 6 10 Commercial service airport 6 4 5 5 4 5 General aviation airport 10 8 9 9 10 7 Highway access 1 1 1 1 1 1 Historic location 13 14 12 10 9 12 Labor supply availability 2 2 2 2 2 2 Natural Resources 11 11 11 12 12 11 Rail transportation facilities 14 13 13 14 13 13 Raw Materials 9 10 10 11 14 9 Supplier proximity 5 6 6 8 8 6 Tax incentives 4 5 4 4 5 4 Trained workforce availability 3 3 3 3 3 3 Urban business district 8 9 8 7 7 8 Water Transportation Facilities 12 12 14 13 11 14 General Aviation Business Use Own, lease, charter aircraft 15% 19% 18% 24% 24% 29% Supplier and/or customer use 35% 40% 32% 35% 28% 33% Source: Wilbur Smith Associates, Statewide Studies Business Use of General Aviation Services – Survey results also indicate that many businesses depend on general aviation airports on a daily basis. Without access to general aviation, businesses indicated a need to cut employment or possibly relocate to other states. Of the responding businesses in each study 15% to 29% either own (outright or fractionally), lease or charter aircraft on a regular basis. Further, an even greater share of their customers and/or suppliers (e.g., 32% to 40%) rely on general aviation aircraft. Wilbur Smith Associates November 2007
Chicago Executive Airport Economic Impact Study–2007 Page 5-4 5.2.2 Chicago Executive Airport Business User Survey The targeted sectors represent those with greater propensities to use scheduled commercial airline service and general aviation in their location/expansion decisions. For this study, a survey mailing list was developed based on a random sampling of five hundred business establishments within a ten-mile radius of the Airport, with a minimum revenue threshold of $1 million and a minimum employment threshold of 50 employees. A breakdown of surveyed firm sales volume, employment levels and industry SIC codes is shown in Exhibit 5-2. Exhibit 5-2 Business User Survey Firm Characteristics Chicago Executive Airport Economic Impact Study Sales Volume Employee Size SIC Code Range Firms % Range Firms % Range Firms % $10M-$20M 193 38.6% 50-99 186 37.2% 15-17 49 9.8% $20M-$50M 168 33.6% 100-249 204 40.8% 20-39 234 46.8% $50M-$100M 69 13.8% 250-499 60 12.0% 40-49 29 5.8% $100M-$500M 51 10.2% 500-999 23 4.6% 60-67 51 10.2% $500M-$1B 10 2.0% 1000-4999 20 4.0% 70-79 73 14.6% $1B+ 9 1.8% 5000-9999 7 1.4% 80,87 64 12.8% Total 500 100.0% Total 500 100.0% Total 500 100.0% Unfortunately, the response rate was disappointing. Of the 500 firms surveyed only 15 responded. Given the poor response rate, it was not possible to draw any meaningful conclusions from the local business user survey. 5.3 Business Aviation at Chicago Executive Airport Identification of the airport users, by aircraft operations, was obtained from the IFR (Instrument Flight Rule) records at the Airport. IFR records identify the tag registration of the aircraft and the commercial owner of the aircraft for each operation. Chicago Executive Airport initially identified over 3,500 different businesses, operating throughout the country, with over 46,000 annual operations and almost 5,500 aircraft. To determine the economic implications of airport users within the study area, the data was filtered and narrowed to identify locally based firms that regularly use the Airport. Of the over 3,500 businesses identified as airport business users, the list was narrowed to those physically located in the State of Illinois (approximately 14,200), and then further narrowed to only those within the greater Chicago metropolitan area (3,500). Further, firms with less than twenty annual airport operations annually were considered as intermittent users and not significantly dependent on the Chicago Executive Airport. Lastly, firms that provide air taxi, training and other strictly aviation-oriented services were also filtered (since their impacts are typically addressed under the preceding impact analysis). The at-airport recognizance and tenant interviews also helped identify non-business users. Wilbur Smith Associates November 2007
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