 Since 1990 the total number of hours flown annually by the GA sector has remained in the range 1 @.@ 25 – 1 @.@ 35 million , the dominant sector being traditional GA flying , which accounts for 0 @.@ 6 million per year . An overall increase in aircraft numbers combined with nil growth in hours flown has brought the annual average utilisation per aircraft down from 157 hours in 1984 to 103 hours in 2002 . The decline in asset utilisation has led to speculation that the economic health of the GA industry is weakening , though the lack of data on profitability makes this difficult to confirm . 
 Since 1990 the total number of hours flown annually by the GA sector <a href='been_done' title='1'><mark>has</mark></a> remained in the range 1 @.@ 25 – 1 @.@ 35 million , the dominant sector being traditional GA flying , which <a href='uninflect' title='2'><mark>accounts</mark></a> for 0 @.@ 6 million per year . An overall increase in aircraft numbers combined with nil growth in hours flown <a href='been_done' title='3'><mark>has</mark></a> brought the annual average utilisation per aircraft down from 157 hours in 1984 to 103 hours in 2002 . The decline in asset utilisation <a href='been_done' title='4'><mark>has</mark></a> led to speculation that the economic health of the GA industry is weakening , though the lack of data on profitability <a href='uninflect' title='5'><mark>makes</mark></a> this difficult to confirm . 
Since 1990 the total number of hours flown annually by the GA sector done remained in da range 1 @.@ 25 – 1 @.@ 35 million , the dominant sector being traditional GA flyin , which account for 0 @.@ 6 million per year . An overall increase in aircraft numbers combined witt nil growth in hours flown done brought tdaannual average utilisation per aircraft down from 157 hours in 1984 to 103 hours in 2002 . Thdaecline in asset utilisation done led to speculation dat thedaonomic health of the daindustry is weakening , though the lack of data on profitability make this difficult to confirm .