When President Obama was in his business aviation-bashing mode earlier this year, the general aviation industry countered with a rally in Wichita that attracted more than 2,000 GA workers. Transportation Secretary Ray LaHood was there, and he lauded the importance of general aviation manufacturers to the state of Kansas and the U.S. industrial base as a whole.
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NBAA put out a press release yesterday noting that there are “only 40 days left until NBAA 2011.” That's fitting, with Hurricane Irene’s liquid legacy threatening to linger for a biblical 40 days and 40 nights.
The FAA has finally put a regulatory nail in the coffin of ice bridging with a new rule requiring Part 121 airline pilots to activate deicing systems at the first indication of ice accumulation.
Last week the Associação Brasileira de Aviação Geral, better known as ABAG, sponsored the eighth annual Latin American Business Aviation Conference & Exhibition (Labace) in São Paulo. This was my fifth consecutive show. I never tire of it, and I will be back. That’s partly because Labace is aviation, but also because it is uniquely Brazilian.
The older I get the more I find reality forces me to take solace in the reminiscence of the good old days. Take, for instance, the impending requirements for aviation safety management systems. SMS takes up more than its share of bandwidth on the grid, and it is a smarmy technobabble term that makes me emotionally curl up in a fetal position clutching my IBM Correcting Selectric typewriter.
Richard Bach, the well-known pilot and author of numerous books, articles and short stories about aviation (he’s probably most widely known for his book Jonathan Livingston Seagull), once wrote a story about a mythical flight school somewhere in the western U.S. and far away from civilization.
Transformation is one of the most extraordinary themes of the human experience. We strive for it, experience it, witness it–sometimes even dread it. But one thing we can be sure of is that constant change and evolution surround us.
Business aviation may still be brimming with righteous indignation over recent attacks by President Barack Obama (in the row over bonus depreciation) and The Wall Street Journal (over the Block Aircraft Registration Request issue), but it now faces bigger and more tangible problems.
I get so sick of hearing pundits talk about how bad it is to criminalize aircraft accidents, how we need to be able to determine the cause of accidents without the threat of criminal sanctions such as fines and jail time impeding the free exchange of information. Some claim that the chilling effect of looming criminal inquiries would thwart the NTSB’s ability to determine probable cause and so on.