Papua New Guinea - Air transport, registered carrier departures worldwide

The value for Air transport, registered carrier departures worldwide in Papua New Guinea was 47,449 as of 2020. As the graph below shows, over the past 45 years this indicator reached a maximum value of 71,400 in 1989 and a minimum value of 17,704 in 2003.

Definition: Registered carrier departures worldwide are domestic takeoffs and takeoffs abroad of air carriers registered in the country.

Source: International Civil Aviation Organization, Civil Aviation Statistics of the World and ICAO staff estimates.

See also:

Year Value
1975 18,800
1976 18,900
1977 18,100
1978 20,400
1979 20,300
1980 19,200
1981 19,100
1982 19,400
1983 18,300
1984 55,400
1985 53,900
1986 57,300
1987 64,700
1988 69,500
1989 71,400
1990 62,400
1991 56,700
1992 53,200
1993 24,700
1994 57,800
1995 26,800
1996 26,800
1997 29,300
1998 29,600
1999 27,100
2000 27,512
2001 29,826
2002 31,147
2003 17,704
2004 18,712
2005 19,606
2006 21,935
2007 21,700
2008 21,751
2009 21,450
2010 32,741
2011 36,364
2012 37,310
2013 30,012
2014 34,068
2015 51,680
2016 48,892
2017 53,696
2018 41,173
2019 54,328
2020 47,449

Development Relevance: Transport infrastructure - highways, railways, ports and waterways, and airports and air traffic control systems - and the services that flow from it are crucial to the activities of households, producers, and governments. Because performance indicators vary widely by transport mode and focus (whether physical infrastructure or the services flowing from that infrastructure), highly specialized and carefully specified indicators are required to measure a country's transport infrastructure. The air transport industry a vital engine of global socio-economic growth. It is of vital importance for economic development, creating direct and indirect employment, supporting tourism and local businesses, and stimulating foreign investment and international trade. Economic growth, technological change, market liberalization, the growth of low cost carriers, airport congestion, oil prices and other trends affect commercial aviation throughout the world.

Limitations and Exceptions: Countries submit air transport data to Civil Aviation Organization (ICAO) on the basis of standard instructions and definitions issued by ICAO. In many cases, however, the data include estimates by ICAO for nonreporting carriers. Where possible, these estimates are based on previous submissions supplemented by information published by the air carriers, such as flight schedules. The data cover the air traffic carried on scheduled services, but changes in air transport regulations in Europe have made it more difficult to classify traffic as scheduled or nonscheduled. Thus recent increases shown for some European countries may be due to changes in the classification of air traffic rather than actual growth. In the case of multinational air carriers owned by partner States, traffic within each partner State is shown separately as domestic and all other traffic as international. "Foreign" cabotage traffic (i.e. traffic carried between city-pairs in a State other than the one where the reporting carrier has its principal place of business) is shown as international traffic. A technical stop does not result in any flight stage being classified differently than would have been the case had the technical stop not been made. For countries with few air carriers or only one, the addition or discontinuation of a home-based air carrier may cause significant changes in air traffic. Data for transport sectors are not always internationally comparable. Unlike for demographic statistics, national income accounts, and international trade data, the collection of infrastructure data has not been "internationalized."

Statistical Concept and Methodology: The air transport data represent the total (international and domestic) scheduled traffic carried by the air carriers registered in a country. For statistical uses, departures are equal to the number of landings made or flight stages flown. A flight stage is the operation of an aircraft from take-off to its next landing. A flight stage is classified as either international or domestic. International flight stage is one or both terminals in the territory of a State, other than the State in which the air carrier has its principal place of business. Domestic flight stage is not classifiable as international. Domestic flight stages include all flight stages flown between points within the domestic boundaries of a State by an air carrier whose principal place of business is in that State. Flight stages between a State and territories belonging to it, as well as any flight stages between two such territories, should be classified as domestic. This applies even though a stage may cross international waters or over the territory of another State.

Aggregation method: Sum

Periodicity: Annual

Classification

Topic: Infrastructure Indicators

Sub-Topic: Transportation