A Capitol View NATA 75: An Industry Voice Is More Important Than Ever By Bill Deere A s we launch into our anniver- sary year, reading the excel- lent history of the association written by Paul Seidenman and David J. Spanovich (page 18) underscores just how important it is for aviation businesses to have a voice to represent them in the public policy arena. As the article demonstrates, NATA’s birth was directly linked to the future of civil aviation, when the association’s found- ers had the vision to join together and intervene at a critical juncture, not letting the military in effect—take over—American aviation. In fact, the article is replete with examples, large and small, of how the association’s intervention made a difference in supporting aviation businesses’ contin- ued growth in this vital, and uniquely American, part of our economy. It is easy to understand the advan- tages of membership when viewed from a purely business perspective. Many NATA members, for example, take advantage of the association’s industry leading workers’ compensa- tion insurance program or perhaps its Safety 1st training. However, the need for a public policy presence is not something that is always readily apparent nor easily quantified. Perhaps because of our history, NATA members see that need. In our recent membership survey, advocacy was rated as one of the most important aspects of membership. It is also borne out by the fact that when the call for help goes out to aviation businesses, NATA members respond. Looking ahead to 2016 we, like our founders, continue to see challenges and opportunities for aviation busi- nesses. On our immediate horizon is the upcoming FAA reauthorization bill. While events in 2015, the leadership crisis that resulted in a new Speaker of the House, Paul Ryan, and the difficul- ties of financing a multi-year surface transportation bill, slowed down the FAA bill in Congress—make no mis- take about it—the airlines still want the keys to the air traffic control system. In early December, Airlines for America (the trade group representing the major carriers) and the CEOs of the nation’s six major airlines were in Washington, D.C., talking to lawmak- ers about their desire to create an independent, user-fee funded air traffic control organization. Don’t think they are serious? When the world’s largest airline, Delta, announced it was leav- ing the trade group in a disagreement over this and other policies the airlines are pursuing, the remaining members waived the association’s required de- parture notice allowing Delta to leave immediately. The idea of privatizing air traffic control has been one pursued by others as well, some frustrated by the pace of modernization, others concerned the congressional budget process has bro- ken down to the point where funding for the agency may no longer be able to keep up with the future needs of the system. While NATA agrees the FAA could certainly stand the injection of more private sector practices, we view the unknowns associated with corporati- zation as simply too great to risk. Can such a proposal be safely implemented in a system many times larger and far more complex than any other in the world? Will its implementation set back the cause of modernization rather than enhance it? And what happens to general aviation, a uniquely American user not really a large factor elsewhere in the world? Will new costs and fees in effect deny your businesses and cus- tomers access to airports and airways necessary to your operating a viable business? Continued on page 8 Aviation Business Journal | 4th Quarter 2015 7
