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Business Aviation (BA) is an important segment of nonscheduled air transport, providing personalized solutions for business trips by air. Unlike scheduled air transport or holiday charters, BA has hardly been dealt with in the academic literature. This chapter gives insight into the structure and key economic effects of the European (EU28 + EFTA) BA sector. Hereby, we differentiate between the sector’s macroeconomic footprint, in terms of jobs or gross value added (GVA), and the generation of business efficiencies and connectivity benefits for the users. Based on our own data collection and input-output analyses using data from the World Input-Output Database and Eurostat, we find that the effect of BA over the EU28 GVA is almost 0.2%. Also, some 374,000 European jobs are directly or indirectly dependent on the sector’s activities, which is more than the total number of jobs in, e.g., Cyprus. More than half of these jobs stem from the operation of business aircraft and from closely related operational services like maintenance (“MRO”) and handling (“FBO”), while the remaining employment occurs in the production of business aircraft and parts. Comparing actual European BA flights against their fastest commercial travel alternatives, key efficiencies came to light, such as average travel time savings of 127 minutes per flight, annual savings of about € 15 million in overnight hotel costs and an average 150% increase in productive work time for the travelers. Furthermore, we find that BA can significantly improve connectivity, as it serves about 25,000 city pairs not connected by nonstop scheduled air services.

In this chapter, I explain the key trends in defense spending and arms procurement in the Middle East and test whether those trends were subject to Louis F. Richardson's action-reaction model. I assessed the “guns-versus-butter” trade-off and the future prospects for peace in the region in light of these trends. I explained the danger of transferring weapons knowledge and technology to non-state actors in the Middle East. I investigate the trend in defense spending based on Richardson's action-reaction model by considering rival pairs in each subregion: Algeria–Morocco in North Africa; Egypt–Israel, Jordan–Israel, and Syria–Israel in the frontline states; United Arab Emirates–Iran in the Arab–Persian Gulf; and Pakistan–India in the Indian subcontinent. I used ordinary least squares (OLS) method in testing those dyads. I used military expenditure data from the SIPRI Yearbook: World Armament and Disarmament published annually by the Stockholm International Peace Research Institute. I conclude the study with policy implications and recommendations for achieving permanent peace in the region.

Following Iraq's invasion of Kuwait in August 1990, the international community took vigorous, unprecedented steps to curb Saddam Hussein's military ambitions. The central component of these actions was a set of comprehensive arms, aviation, maritime, and economic sanctions, each imposed by the United Nations Security Council (UNSC). When the multinational coalition forces ousted Iraq from Kuwait the following year, the UNSC made these sanctions and embargoes a component of the armistice agreement. Over time, these sanctions were subsequently used as leverage to press for Iraqi compliance with relevant UNSC resolutions calling for Iraqi disarmament.¹

It is demonstrated how an analysis of airports’ cost structures and the calculation of long-run marginal costs (MCs) of serving passengers and airplanes can be used as a basis for setting airport charges according to the principles of welfare economics. Based on Norwegian data, the MC for an extra passenger (PAX) and extra air traffic movement (ATM) are used to set airport charges under the assumption that the charges should be equal for all airports in the country. When adjusting the estimates to meet revenue restrictions and comparing the estimates to current charges, we observe that PAX should be charged more and ATM less. This finding is in line with recommendations from the International Air Transport Association (IATA). When allowing charges to vary between airports, we demonstrate how a Ramsey pricing approach can be applied to set differentiated PAX and ATM charges, considering both the supply side (the competitive conditions between the airlines operating at the airports) and the demand side (the passengers’ price elasticity of demand).

It is generally believed that Middle Eastern countries are homogenous. Although this belief holds some truth, Middle Eastern countries have more differences than similarities. They differ in language, race, psychology, perception of threats, historical and colonial backgrounds, and political and economic developments. Realizing these differences, I expect that these countries have varying perceptions and interpretations of external threats and different methods of dealing with those threats. It is theoretically implausible to contemplate a general trend in defense spending across Middle Eastern countries; however, it is theoretically sound to view several broad trends within the region.