NATA News

The roundtable discussion was convened by Republican leaders of the House Committee on Transportation and Infrastructure and Aviation Subcommittee, Representatives John L. Mica (R-FL) and Tom Petri (R-WI). Industry representatives from commercial, regional and cargo airlines, general aviation, airports, aviation businesses, and repair stations, as well as aviation financial analysts, were present for a critical examination of the state of the industry and potential congressional initiatives to address the problems.

NATA advocated for positive reinforcement for our nation’s public-use airports, general aviation businesses, aircraft and pilots. Byer highlighted some of the things Congress has done lately to boost aviation manufacturing and jobs, such as the recently introduced legislation by Rep. Todd Tiahrt (R-KS), H.R. 3844, that would extend bonus depreciation for noncommercial aircraft but stated much more can be done.

To read NATA’s Press Release on the roundtable, please click here.

To read Byer’s full testimony, please click here.

A new video will be released every few weeks and will focus on “hot topics” and important current events affecting the association’s membership and the general aviation industry at-large.

“These video briefings allow me to speak directly to our members on current political and financial issues affecting their companies,” Coyne stated. “I will also be able to provide some candid perspective as to how these issues impact the bottom line of aviation businesses and what actions our members can take to ensure that their companies are protected from new taxes and unnecessary regulations.”  

To view “Attack Back,” please click here.

To view the catalog of Coyne’s Video Briefings, please click here.

The original request to extend the comment period was denied by the EPA on the grounds that sufficient opportunity for comment was being provided. This request provided the EPA with more detail on the specific reasons why the original 120-day comment period is insufficient, including:

• The effect on the comment process of the comment period’s conclusion occurring during the peak of de-icing season
• The effect of the EPA’s recent addition of substantial documentation to the ELG docket
• The effect of the sheer size of the rulemaking and supporting documentation on the comment process (currently over 1200 supporting document entries in the docket)
• Specific operational and safety issues that require more time to analyze fully

The current comment period on the proposed de-icing ELG ends December 28, 2009. A copy of the request that the EPA reconsider its denial of an extension of the comment period can be viewed here.

• Explore convening a forum of stakeholders, including lawmakers, to consider obtaining a curfew either through federal legislation and/or a negotiated settlement involving impacted constituents.

• Commission a new Part 150 Study to validate its commitment to the airport’s ongoing acoustical treatment program, as well as to identify and pursue other noise abatement and mitigation measures.

“All of us on the Authority Commission were deeply disappointed by the FAA’s decision, but the steps outlined today do hold potential for further progress, and we believe this course of action is the best way to move ahead,” added Authority President Joyce Streator.”

In the Burbank Leader article, airport authority officials took a much harsher tone.

Airport Commissioner Don Brown said. “[The FAA] is going to really have to batter us and badger us if they think we’re going to stop. We’re going to do what we have to do.”

In regards to the FAA decision, airport Commissioner Charles Lombardo said:

“We spent nine years and $7 million on this effort — real time and money — and really [the FAA] just said no. The FAA said we don’t have a nighttime noise problem. Well, if you ask the people around the airport, I think they would give you a different answer.”

In its decision, the FAA determined that there was a noise problem at Bob Hope Airport but denied the airport authority’s request as unreasonable. NATA submitted comments to the FAA opposing the airport authority’s request for a curfew and hopes the authority chooses a path that involves all stakeholders in a process aimed at finding workable solutions that do not harshly restrict airport access.

This NPRM would require any repair station, foreign or domestic, certificated under 14 CFR Part 145 to carry out a standard security program (SSP) consisting of:

• Access controls for the facility, aircraft and/or aircraft components
• Measures for identifying individuals with access to the facility, aircraft and/or aircraft components
• Procedures for challenging unauthorized individuals
• Security awareness training for employees
• The name of the facility’s designated security coordinator
• A contingency plan
• The means to verify employee background information

The NPRM does seem to offer some flexibility in security requirements depending on whether a repair station is located on or off the airport and the type and size of aircraft the station services.

NATA has produced an initial regulatory report on the proposed rule, available here, and will fully analyze the NPRM and provide the TSA with comments. The NPRM is available here and is open for public comment until January 19, 2010.

This hearing comes after the Transportation Security Transportation (TSA) released its anticipated Notice of Proposed Rulemaking (NPRM) highlighting repair station security. If finalized, the NPRM would establish a new Part 1554, “Aircraft Repair Station Security,” that would require any foreign or domestic repair station certificated under 14 CFR 145 to carry out a standard security program (SPP) including worker access and identity, maintenance, and contingency plans.

However, concerns arose over the communication gaps between the FAA and the TSA. “While this relationship between FAA and TSA forms the crux of an effective security oversight program, the NPRM is unclear in describing how the agencies will work together to implement these processes,” stated Subcommittee Chairwoman Sheila Jackson-Lee (D-TX). House Homeland Security Committee Chairman Bennie Thompson (D-MS) agreed, stating that a clarification of communication between the agencies is needed to ensure that the NPRM is effective, “particularly in the case of TSA identifying security discrepancies that may impact FAA’s certification of a foreign repair facility.”

To view witness testimony or recorded video of the hearing, please click here.

Last week, the FAA published a final rule, available here, that modifies the airspace surrounding the Hudson River and East River Class B Exclusions. The modification included creating a uniform floor for the Class B airspace above the Hudson River Exclusion and the creation of a Special Flight Rules Area (SFRA) that includes specific requirements for operations in the Hudson River and East River Exclusions. The SFRA requirements include:

• Operations in either the East River or Hudson River Exclusion
  • Indicated airspeed must not exceed 140 knots
  • Anti-collision lights and aircraft position/navigation lights shall be on, if equipped. The use of landing lights is recommended.
  • Pilots must self announce their position on the appropriate radio frequency for the East River or Hudson River as depicted on the New York VFR Terminal Area Chart (TAC) and/or the New York Helicopter Route Chart.
  • Pilots must have a current New York TAC chart and/or New York Helicopter Route Chart in the aircraft and be familiar with the information contained therein.
• When operating in the Hudson River Exclusion, the following additional requirements apply
  • Pilots must self announce, at the charted mandatory reporting points, the following information: aircraft type, current position, direction of flight and altitude
  • Southbound aircraft must fly along the west shoreline of the Hudson River and northbound aircraft must fly along the east shoreline of the river.
  • Aircraft transiting the entire length of the Hudson River Class B Exclusion must remain at or above 1000 feet MSL but below the floor of the overlying Class B airspace
• When operating in the East River Exclusion, the following additional requirements apply
  • No person may operate an airplane in the East River Exclusion extending from the southwestern tip of Governors Island to the north tip of Roosevelt Island except: seaplane taking off or landing in the river or aircraft authorized by air traffic control

This final rule became effective November 19. NATA’s regulatory report on the final rule is available here.

Current law basically forbids former federal employees (including those at the FAA) to represent an entity before the government on matters in which they were involved. It also places a two-year restriction on those same former employees from representing anyone in matters in which the employee was directly responsible. The new proposal goes a step further by placing inspector hiring restrictions on FAA-certificated companies and fractional ownership operations themselves.

FAA policy already provides for a two-year cooling off period for newly employed aviation safety inspectors, prohibiting them from having certificate management responsibilities over their former aviation employer.

The rule would not keep operators from hiring former inspectors to serve in other positions (e.g. aircraft dispatcher, flight attendant, maintenance technician, pilot, or training instructor) as long as they do not represent the operator in FAA matters.

The deadline for submitting comments is February 19, 2009.  NATA encourages its members to review the NPRM and submit comments.

NATA’s Director, Legislative Affairs Kristen Moore and Vice President, Government and Industry Affairs Eric Byer recently held a Reauthorization Policy Webinar. Click here to view the PowerPoint and here for the recording.

Join NATA's Jim Coyne, NBAA's Ed Bolen, GAMA's Pete Bunce and AOPA's Craig Fuller on Tuesday morning at NATA's FBO Leadership Conference for a breakfast and the first industry briefing of 2010.

The 2010 FBO Leadership Conference sessions focus on change and relationships. The event itself has undergone a few major changes in the date and location. In an effort to provide our members added value and convenience, NATA is partnering with NBAA to hold the 2010 FBO Leadership Conference (January 25-26) immediately preceding NBAA’s Schedulers And Dispatchers Conference (January 26-29) in San Antonio, TX. 

We will continually update the 2010 FBO Leadership Conference events page as more details are available. For more information or to register, please visit www.nata.aero/fbolc. Click here to register for NBAA’s Schedulers & Dispatchers Conference.

The 2010 Symposium will showcase a number of critical safety issues confronting the Part 135 on-demand air charter and fractional ownership industry. Planned sessions include:

• Implementation of Risk Assessment Tools
• Financial Benefits to Safety Assessment
• NTSB’s Increasing Focus on Part 135
• Implementing and Evaluating SMS from a Small Operator’s Perspective
• Security Preparedness for International Operations
• International Safety Issues
• Examination of the Conflicts Between Safety Programs and Legal Proceedings

“The Air Charter Safety Symposium has quickly become one of the most popular annual events in the charter community because of the interactive format, outstanding selection of speakers and important issues addressed affecting all on-demand operators and shared aircraft program managers,” stated ACSF President James K. Coyne.

“With the continued scrutiny from Capitol Hill, the Federal Aviation Administration and National Transportation Safety Board on safety in our industry, the 2010 Symposium is a must-attend event to learn the latest safety developments and practical techniques for implementation of safety programs,” Coyne explained. 

Special early registration rates are available for ACSF members and non-members.

Please click here to register for the Air Charter Safety Symposium.

The ACSF Symposium is a fantastic event for suppliers, consultants and other industry participants to showcase their business as a sponsor. A variety of sponsorship levels are available.

Please click here to learn more about the sponsorship opportunities for the Air Charter Safety Symposium.