NATA News

In order to assist its ongoing efforts to change TSA policy and procedures concerning the issuance of security directives, the association is asking its membership to contact NATA staff should any issues arise during the implementation of SD 1542-04-08G. NATA will use this feedback to address industry concerns and incidents related to the implementation of this SD directly with TSA officials. Providing first-hand compliance data to decision-makers at the TSA will demonstrate that issuing wide-reaching regulatory changes via security directives, and thus excluding industry experts from participation, is both ineffective and causes damage to our industry.

NATA remains concerned that the TSA continues to issue security directives to promulgate regulations affecting a broad category of previously unregulated individuals. NATA understands the importance of not disclosing certain security procedures and policies; however, many of the mandates imposed by the latest security directives will be public knowledge upon their implementation, thus negating the importance of non-disclosure in their implementation.

Due to the large number, and varied interests, of the general aviation pilots, service providers and aircraft owners who will continue to be affected by the SD, NATA believes that it is imperative that the TSA approach the issue of securing the AOA of commercial airports by issuing a Notice of Proposed Rulemaking. By following this time-tested process of federal rulemaking, the TSA will allow those affected by the proposed rule to voice their concerns and suggestions on the best methods for securing the AOA.

If you encounter any issues relating to SD 1542-04-08G compliance, please contact:

Mike France
Manager of Regulatory Affairs
National Air Transportation Association
(800) 808-6282
mfrance@nata.aero

NATA President James K. Coyne sent a letter earlier this month to the mayor and town council of Grant-Valkaria opposing resolution 2009-03. Coyne asked the town to withdraw the resolution.

"NATA believes that the town of Grant-Valkaria does not have the authority to regulate aeronautical activities at Valkaria Airport. Even if the town did have this authority, an outright ban of one class of aeronautical activity will certainly be deemed unjust by the FAA and courts. By considering resolution 2009-03, the town is choosing a course of action to address its concerns that will ultimately lead to FAA and judicial intervention. A cursory review of applicable case law clearly shows that resolution 2009-03 will not stand.

"NATA takes seriously threats to general aviation and has worked closely with the FAA Airports Office and airport sponsors to defend airports and aviation business from unjust attacks. NATA is asking that the town of Grant-Valkaria withdraw resolution 2009-03."

NATA is continuing to work with Valkaria Airport, the town of Grant-Valkaria and the FAA to ensure that unjust restrictions on aeronautical activities do not occur.

• History of federal aid to airports
• Federal Grant Assurances
• Evaluating the airport environment
• Airport sponsors rights
• Exclusive Rights
• Airport rules & regulations

The 2009 revision of the Airports Sponsors Guide to Minimum Standards and Airport Rules & Regulations has been completely rewritten and is designed to present airport sponsors with a thorough review of the important concerns when developing and implementing minimum standards. This revision also focused on reorganizing topics and presenting them in an easy to read and understand format.

The guide will be an important resource for airport sponsors trying to ensure sustainable growth and increased service levels at their airport. Airport commercial service providers will also find this guide invaluable as a tool to understanding the many issues surrounding minimum standards.

The Airport Sponsors Guide to Minimum Standards and Airport Rules & Regulations is available online to NATA members at www.nata.aero or by clicking here.

"Rural airports are an economic engine for the communities they serve," said Senator Nelson. "This legislation will keep Nebraska's rural airports upgraded, modern, and safe. Rural airports are counting on these funds. These tough times are, hopefully, temporary and rural airports shouldn't be penalized by losing funds they need for runway work, security upgrades or other improvements to remain modern and up to date.

In Nebraska, the airports in Scottsbluff, Kearney, and North Platte could be affected by the temporary moratorium to the AIP funding formula. Airports in a number of other rural states such as Alaska and Kansas could be affected by the formula as well. Senator Nelson is seeking cosponsors for his legislation.

Senator Nelson has a long history of supporting rural airports in Nebraska. He introduced a successful bill following the post-9/11 air passenger decline that extended AIP funding to airports that dipped below the enplanements threshold. Nelson also introduced legislation in the 110th Congress to require the Department of Transportation to work with the governor or appropriate state transportation officials to determine the most common route traveled to a medium or large hub airport when determining Essential Air Service airport qualifications, which are used to determine federal funding eligibility. In the 110th and 109th Congresses, Nelson co-sponsored legislation to repeal a program that would have resulted in a 10% reduction in funding to certain rural airports.

To view NATA's legislative report on this bill, please click here.

The report determination was that "general aviation presents only limited and mostly hypothetical threats to security," according to the IG. The IG also determined that the steps general aviation airport owners and managers have taken to enhance security are positive and effective. TSA guidelines, communication forums, and alert mechanisms, coupled with voluntary measures taken by the owners and operators of aircraft and facilities, provide baseline security for aircraft based at general aviation sites. The IG also stated that significant regulation of the industry would require considerable federal funding, and no specific recommendations were given to the TSA regarding general aviation regulations.

To view NATA's Regulatory Report on the IG report, please click here.

The National Park Service (NPS) has proposed extending the use agreement for the airport until 2053, thus ensuring the airport's eligibility for AIP funding for another 20 years. The NPS has issued a draft environmental impact statement (EIS) that evaluates the differences in impact between extending the use agreement and allowing the use agreement to expire in 2033. The draft found no substantial differences in environmental impact between the two options and a substantial negative economic impact in not extending the use agreement. The EIS lists extending the use agreement as the preferred option. NATA has submitted comments to the NPS in support of the draft EIS's findings. Those comments can be viewed here.

NATA has asked the FAA to extend the comment period from 30 to 60 days to give its members and other affected parties the opportunity to evaluate KBUR’s proposal fully against existing statutes and regulations. NATA will be submitting formal comments to the FAA on the proposed curfew in the near future.

KBUR’s proposed curfew would ban all aircraft operations between the hours of 10:00 p.m. and 7:00 a.m. except for police, fire, military, medical emergency flights and aircraft operating with a declared in-flight emergency. The Burbank-Glendale-Pasadena Airport Authority has spent $6.5 million and 9 years completing the Part 161 study.

Click here to view the FAA’s Notice and Request for Comment.

Click here to view NATA’s request for an extension to the comment period

On October 9, 2008, the TSA transmitted to the Federal Register a Notice of Proposed Rulemaking (NPRM) titled “Large Aircraft Security Program, Other Aircraft Operator Security Program, and Airport Operator Security Program.” In this NPRM, the TSA abandoned its traditional risk-based approach to addressing security concerns and instead attempted to adapt large, commercial aviation standards to these small, independently owned and chartered aircraft. 

This legislation would require that, should the TSA move forward with a rulemaking addressing general aviation, the TSA use a negotiated rulemaking process. A negotiated rulemaking typically requires (1) the establishment of a Rulemaking Committee of stakeholders (chosen by the secretary); (2) a written record; and (3) written recommendations. While negotiated rulemakings do not bind the TSA to accept the Rulemaking Committee’s recommendations, if the TSA abandons reasonable recommendations they would have to provide justification for that decision.

NATA is asking its members to support this critical new initiative in three ways.

1. Showcase General Aviation Serves America educational materials at their facilities. These educational materials will include brochures, posters and a promotional video. To request a General Aviation Serves America FBO packet, please contact Eric R. Byer on the NATA staff.
2. Contribute directly to the General Aviation Serves America campaign by clicking here.
3. Host a fundraising event featuring AOPA President Craig Fuller and/or NATA President James K. Coyne. To do so, contact Eric R. Byer on the NATA staff.

NATA members having questions about the association's involvement in supporting the General Aviation Serves America campaign may contact Eric R. Byer.

In 1955, the Florida Legislature passed the Sarasota Manatee Airport Authority Act. Following the adoption of the act, the authority members undertook several ambitious programs, including the opening of a new terminal building in 1959. Other improvements included parallel taxiway and runway overlay construction in 1963, and a runway extension (to 7,001') in the early 1970s. In 2002, the main runway was extended to 9,500 feet.

Although commercial airline service began as early as 1940 at Sarasota Bradenton Airport, it was not until 1965 that jet service was first provided to the area by National Airlines. Eastern Airlines began commercial service in 1961. General aviation service first appeared at the airport in the 1950s.

In 1970, the voters of Sarasota and Manatee counties opted for an elected - rather than appointed - airport authority, and enabling state legislation was adopted in 1972. Two authority members had to live in and represent Sarasota County and two were to live in Manatee County. No longer did the members have to be previously elected officials of the surrounding local jurisdictions. In 1990, the state legislature added four new members (two from each county) to the authority. In 2000, the voters of Sarasota and Manatee counties approved legislation that changed the airport authority selection process from public election of an eight-member commission to a six-member commission appointed by the governor.

In the 1970s, airfield improvements continued with radar detection equipment, other buildings including shade hangars, a new safety/security building, and a new entrance from U.S. 301. Additional terminal facilities were built in 1979 and a commuter facility added in 1983. By the mid-1980s, the airport authority owned over 1,100 acres.

The word "International" was added to the airport name in November 1992 when the U.S. Customs Service agreed to give "Port Of Entry" status to the airport. This status is on a "user" basis where the airport authority pays for the customs agent, equipment needed and work area.

Most of the airport property is in Manatee County, including a large portion of the runways and taxiways, the three fixed base operators and lands leased to businesses and other organizations. Airport property acreage is approximately 1,100.  Downtown Sarasota is located six miles south of the airport, and downtown Bradenton is ten miles north.

The airport is operated by the Sarasota Manatee Airport Authority under a certificate issued by the Federal Aviation Administration (FAA), which complies with Federal Aviation Regulation (FAR) 139. It is an IFR facility providing commercial air carrier and general aviation service, fuel, an FAA-operated control tower, ARTS III radar and related navigational aids. The airport has two crossing asphalt surfaced runways; 4/22 and 14/32. Both runways were built in the early 1940s. Runway 4/22 is 5,004 feet long; it was resurfaced in1961, strengthened in 1969, completely rehabilitated in early 1995, and is used almost exclusively by general aviation aircraft. It is undergoing additional resurfacing this summer. Runway 14/32 was extended in 1969 to 7,003 feet, rehabilitated in 1989/90, and again extended in 2001 to its present length of 9,500 feet. It is used by commercial jets and other aircraft.

The current terminal opened to travelers on October 29, 1989. The approximately 240,000 square feet of interior space is about four times the size of the previous passenger facilities. The terminal project, including the new building, parking lot area, ramp space, and landscaping, took nearly ten years to apply for and be approved by the local governments, regional planning councils, and the State of Florida. Bonds totaling $72.8 million were issued to pay for it. The construction cost was approximately $58 million.

Public parking spaces total 1,450 at the terminal. Short-term lot spaces and long-term spaces total 816. Car rental companies use another 257 spaces adjacent to the west end of the short-term lot, and 400 employee spaces are located in a separate lot west of the terminal.

General aviation facilities are located northwest and northeast of the runway intersection. Volo Aviation and Dolphin Aviation are long-standing tenants at the airport and provide hangars, maintenance, flight instruction, rentals and charters and repair and fueling for their private aviation customers. A third facility, Rectrix Aerodrome Center, opened in late 2008.

The airport is currently serviced by several air carriers including Jet Blue, Delta, US Airways, and Air Tran. Passenger numbers have leveled out primarily due to the current economy after several years of significant growth, but the airport authority has an optimistic eye on the future. Thanks to the dozens of dedicated authority employees, tenants, and contractors working on the field everyday, the prospect of a successful future at SRQ looks bright.

Galvin Flying Services is located at one of the busiest primary non-hub airports in the nation, Boeing Field/King County International Airport (BFI), which is located just five miles south of downtown Seattle. BFI averages more than 300,000 operations (takeoffs and landings) each year, and is financed by airport tenants and customer fees, receiving no general tax revenues from its owner, King County. The airport provides jobs to the more than 3,900 people who work at its 150 tenant businesses, and serves small commercial passenger airlines, cargo carriers, private aircraft owners, helicopters, corporate jets, military, and other aircraft. BFI is also home to the Boeing Company’s 737 aircraft flight-test program, along with other Boeing operations, and a world-class aviation museum.

The Galvin Flying Services development comprises multiple parcels on the east side of the airport and encompasses a total leasehold area of 22.9 acres. The existing development includes eight office and hangar structures with associated ramps, two independent transient ramp areas, and a 120,000-gallon underground fuel storage facility. These 8 buildings contain a total building area of 242,842 square feet, of which 45,388 square feet is office, and the remaining 197,454 square feet is hangar. In addition, the development includes almost 1 million square feet of paved ramp.

 Galvin Flying Services is one of the few large FBOs in the country that can still honestly call itself “full-service.” Galvin’s business departments include Line (Aircraft Fueling & Ground Handling Services, Catering, Car Rental), Real Estate (Hangar and Office Rental), Flight School (Pilot Instruction and Aircraft Rental), Charter (Part 135 On-Demand Aircraft Taxi), Aircraft Management (Pilot Services & Maintenance oversight) and Aircraft Sales (Dealers of new Diamond aircraft). 

The Galvin Flight School is a world leader in aviation training, and is based on a fleet of late model Diamond airplanes. In fact, Galvin has more NAFI Master CFIs than any flight school in the world. Their customer base includes people working day-by-day to build an aviation career and people who buy new personal airplanes, and many graduates fly for major airlines. Recent instructor graduates fly for Horizon, Sky West, American Eagle, Pinnacle, Midwest Express, NetJets, and other airline and corporate operators. They are a leading provider of training for the Garmin G-1000 avionics system, with factory-trained instructors on Columbia, Diamond, and Beechcraft models.  

Galvin’s Charter/Management group is also very active in the region, with multiple large and mid-cabin aircraft, light jets, and turboprops. These include a Challenger 604, Citation X, Challenger 300, Lear 45 and 55, Citation Ultra, and King Air 200s. Their Aircraft Sales Department assists customers with the purchase or sale of a new or pre-owned aircraft, and they are an exclusive dealer for new Diamond aircraft in the Pacific Northwest. 

On October 1, 2007, Galvin was acquired by a private equity group called WR/QFS FBO Holdings, LLC, which is led by industry veterans Blake Fish, Sal Calvino and Doug Crowther. This new ownership group has focused on growth of the FBO, in part through the development/redevelopment of facilities, while strongly maintaining the emphasis on customer service that yielded Galvin Flying Services its national and international reputation.

Regarding the sale, Peter has remarked, “With the hard work of a very talented and dedicated staff, Galvin Flying Services was in a position in early 2007 to embark on a flight of substantial growth. The opportunities and plans were in place. The missing necessity was the capital to accomplish the plan. The sale to WR/QFS will allow for that considerable expansion. I’m excited to continue working with WR/QFS to realize the growth our staff has allowed us to achieve.”

While the current state of the economy has impacted the rate of Galvin’s growth plans, they are still moving forward with a number of ambitious, but necessary, projects that will continue to guide them in the future. With their continued focus on customer service, and location at one of the premier airports in the United States, there are few in the industry that doubt that they will be able to meet their goals once the economy recovers.