National Air Transportation Association Continued from page 21 became a jointly-owned and operated expo by NATA and the Professional Aviation Maintenance Association (PAMA). The two associations held AS3 concurrently with their annual conventions until 2001, when it was sold to Cygnus Business Media and renamed the Aviation Industry Expo. With a new focus, NATA, once again, became the successful ad- vocate for its members that it was during the World War II era. That was proven in December 1976, when NATA resolved a long conflict with the FAA over fuel price and allocation controls. In a win for general avia- tion, NATA brokered a 5-cent-per gallon pass-through on retail fuel sales, allowing FBOs to recover some overhead costs—returning an esti- mated $70 million to the industry. By February 1979, federal price and allocation controls on aviation fuels were ended. Given this success, NATA reestablished credibility among its members, Congress, federal agencies and the broader aviation community. Change came again with the ap- pointment of Jim Coyne as NATA’s new presi- dent in 1994. By that time, airport access was problematic, as real estate develop- ers viewed general aviation airports as ripe for development. In tandem, local governments came under in- creasing pressure from homeowners living near active runways to impose curfews and noise regulations. In fact, NATA identified 100 general aviation airports at serious risk of closure. Launching a successful initiative to address the growing threat to those facilities, NATA raised public aware- ness of the airports’ importance to their communities, and reminded local governments of their obliga- tions to honor their airport-grant obligations with the FAA. At the same time, NATA and other aviation groups lobbied for increased funding to streamline the air traffic control system, already strained by boom- ing commercial airline traffic. Industry Leader in Recent Years: 2001-Present In 2001, an unprecedented disas- ter presented general aviation with, perhaps, its greatest challenge to date. In the wake of the September 11 terrorist attacks, all flights were temporarily grounded. However, within two days of the attacks, NATA convinced the government to permit on-demand charter flights to resume. The association was also instrumental in the reopening of Ronald Reagan Washington National Airport (DCA) to general aviation operations post 9/11. DCA reopened to scheduled airline service, but continued to bar general aviation as a security risk, given the airport’s close proximity to the heart of the nation’s capital. With some restrictions, general aviation op- erations resumed at DCA on October 15, 2005 – more than four years after the attacks. Along with security issues, safety concerns started focusing on charter and fractional aircraft ownership programs, which were growing in popularity. In the wake of several high-profile accidents involving business aircraft, the FAA focused on who had direct operational control of each flight and how much of that information was disclosed to pas- sengers. NATA worked with the FAA between 2005 and 2007 to develop final rules in that regard, but with reduced economic im- pact on the industry than the rules would have originally imposed. NATA members were also ac- tive participants in an Aviation Rule-making Committee (ARC) which led to a new 2003 Subpart K, under FAR Part 91, codifying for the first time regulations spe- cific to fractional ownership. NATA As a Training & Education Resource Along with its advocacy for general aviation on the regulatory and leg- islative sides, NATA is a recognized resource for training and education. Its Safety 1st professional line service Continued on page 24 Aviation Business Journal | 4th Quarter 2015 23
