Last year concerns were expressed by the National Air Transportation Association that federal grants were being awarded to airports, who in turn ramped up to provide airline services, at times in competition with existing businesses. It is, in fact, one of a broader array of issues that appear to be surfacing directly as a cause of decisions and pressures being put on airports and businesses by the airlines. For airports, the core issue is air service; for private service companies, it's not allowing the public sector to have an unfair competitive advantage. For the air carriers, it's all about costs.
A man who finds himself at the center of this debate is Bruce Carter, A.A.E., director of aviation for Quad City International Airport in Moline, Ill. He has been named chair of the new Aviation Ground Services Association (AGSA), an affiliate of the American Association of Airport Executives.
According to Carter, the new association grew out of a ‘level of interest' meeting held this spring in Sarasota, Fla. "It was a standing room only crowd with 80 airports and five airlines represented," says Carter. "That much interest led to AAAE forming this organization. With their expertise in training, we felt that AAAE was the best mechanism to try to establish operational and training standards.
"I would welcome the Signatures, the Midcoasts, the independent FBOs to be a part of the organization so that we can all be on the same page as it relates to maintaining air service," Carter says. "I don't think we can afford to lose more service to the gateways."
He says the current environment should present opportunities for partnerships between airports and service providers. "You have some FBOs who are entrepreneurs and might be able to see a situation where they may have an opportunity to get their people trained to do above and below wing at a cost-effective rate."
According to Carter, central goals for the AGSA, offering professional training to airports in the airline servicing/refueling business or are looking at it to bring standardization to airline procedures. "As you know, each carrier has its own operations manual," says Carter.
[It should be noted that NATA formed an affiliate, the Airline Services Council, in the 1990s, with airline standardization as a central goal as well.]
"One of the things that's going to happen with this organization is to have training standards that would be able to be developed to have all airlines and third-party service handlers all on the same page on how you're going to do the service," says Carter.
The Driving Force
For airports Carter believes the primary focus is on maintaining and attracting air service. As airports are pushed to find new ways of operating and generating revenue — led by the carriers' emphasis on cost reduction — some are looking at into-plane refueling and/or other airline services.
"The reason this whole thing was organized was there are a lot of small and medium-sized airports around the country that are worried about protecting their air service," Carter explains. "I know there are some airports that are using FBOs to do their above and below wing.
"There was a concern on the part of NATA that this organization that we're developing was going to ace out the FBO. I don't think that's the case.
"You can go up to Flint, Mich. where Jim Rice was able to attract American Airlines with new non-stop service to O'Hare. Flint had no O'Hare service. He was able to get with their FBO to be the third-party operator. It was a win-win situation for the FBO, American Eagle and for Flint."
For FBOs and other airline service providers, concerns center around two situations: No. 1 airports getting federal grants to get into the servicing business and No. 2 airports getting into a business for which there are already service providers on the airfield.