When I exited active duty from the Marine Corp, being single, I had many choices for a civilian career. While I enjoyed my military life, I had had enough spit shines and Brasso. Rather, I looked for a career in civil aviation. I did have the chance to work for UAL as a pilot but I always and will continue to view this as no more than a bus service. While paying well, it did not offer the excitement and personal opportunities for which I was looking. Business aviation did this, and this year’s NBAA, being my 38th, proved me right.
As an emerging enterprise, business aviation had many difficulties, not the least of which was public perception of the safety and uses of business aircraft. The National Business Aviation, (nee Aircraft) Association was there from the start, some 64 years ago, to answer those challenges, and well it has done.
Business aviation started small using WW II aircraft that were converted to a business configuration … Convairs, DC-3‘s, Beech 18’s, etc. When Bill Lear offered a newly designed jet that was affordable by most company standards, business aviation began to grow. Adding to the marketplace and no less important to its growth, were aircraft from Dassault and its Pan Am Falcon, Gulfstream and its G1, Rockwell and its Jet Commander and Olive Ann and her King Air 200.
There were many early tests for the industry. For instance, because of a disregard for the technology and performance of Lear 23’s and a lack of training, there were 13 fatal aircraft accidents before 100 aircraft were delivered. There was also the perception of the “golden chariot” when CEO’s did use the aircraft for personal reasons. As the industry has grown, these problems have been practically rectified, many thanks to NBAA.
Business aviation has swelled to where it now contributes to the benefit of this nation and our economy in many ways. As part of general aviation, it is an essential economic generator, accounting for close to a $150 billion output and employing more than 1 million. For example, in 2010, 52% of general aviation aircraft manufactured here, mostly business aircraft, were exported, equating to $5 billion in sales overseas. This is more than substantial contribution to our balance of trade. Beyond profit and loss, how about the industry members response to worldwide emergencies such as those in New Orleans when Katrina hit and in Haiti after the earthquake! Hundreds of thousands of supplies were shipped to remote airports to help the needy. I could go on but I think you get the idea.
Rather than making the road smoother with its prolific growth and obvious benefits to our economy and jobs, business aviation faces continued challenges. There is talk of replacing the proven formulae for paying for the airways system with a user tax. There are challenges to the successful BARR program administered by NBAA. There is the lack of a clear national aviation policy. It’s good to know NBAA is there fighting the battle.
On a personal level, I have been fortunate to be involved in business aviation these many shows and years. Associates and clients have been, and continue to be, among my best friends. I have seen an industry grow to the point where it truly represents the leading edge of our national aviation system. As Andy Rooney said recently, “I wish I could do this forever.” I do too.
Thanks for reading.
