Lift is not the issue
More planes bring growth; keeping the airspace, infrastructure in step is the challenge
By John F. Infanger, Editorial Director
June 2001
The state of the industry is good, as is
the mood. Yet, there is a hesitation that is pervasive among those in
the airport and aviation service sectors. The goal is to implement important
— and contested — changes while continuing to ride the strength
of a recession-free economy. We are at a watershed.
Survey Results - An Industry Sampler
AIRPORT BUSINESS and Smith Business
Solutions, Inc., of Hackettstown, NJ, recently surveyed airports and
airport-based businesses. Charts here and on the cover are taken from
that data. Below, surveyor Leigh Smith offers a few observations ...
• Airport closure: Is it a non-issue?
It’s ranked last in concerns by both airports and FBOs. Economic
climate and insurance costs/availability are top issues.
• Insurance coverage is a concern
to FBOs, regardless of revenues or employee base. Availabil-ity of
insurance is an issue for smaller FBOs, with $250K or less in revenues.
As one might expect, flight schools are particularly worried about
availability of insurance.
• Economic climate is a universal
issue, although avionics shops and aircraft dealers seem to be particularly
worried.
• Although we hear much about noise
issues at smaller airports, noise abatement is a greater issue at
larger airports.
• Experimental aircraft are based
at roughly one-half of the airports reporting. What does this mean
to airport safety, given the number of "norad" experimentals?
• Over half of FBOs responding
pump fuel.
One signal of change is Norman Mineta,
who in January took over as head of the U.S. Department of Transportation
and, in line, the Federal Aviation Administration. As a U.S. Congressman,
Mineta earned a reputation as a legislator who recognized the importance
of aviation to the nation, and frequently promoted its cause. His message
to date is that under his watch FAA will be able to do what many believe
it cannot: modernize the nation’s air traffic control system. It
is an effort that has seen millions in taxpayer dollars wasted chasing
technology.
Under his watch, he also expects we will
have made significant strides, using AIR-21 monies, toward expanding our
airport infrastructure, helped along by his initiative to streamline the
approval processes. We are now able to fund the runways; getting them
built in a timely manner is the next critical element — a priority
at today’s DOT/FAA.
That message was reiterated by FAA Administrator
Jane Garvey at the annual meeting in New Orleans of the American Association
of Airport Executives. Garvey told airport managers that not only will
runways be built more expeditiously, but the associated navaids (ILS,
etc.) will be up and running at the same time.
At New Orleans, Garvey also said that FAA
will soon release its proposal to replace what is today called the "slottery"
at New York’s LaGuardia Airport (LGA). FAA and the Port Authority
of New York & New Jersey implemented the lottery in an attempt to accommodate
the deluge of access requests by airlines following the removal of slots.
Intended as a temporary resolution to a long-term problem, the lottery
expires this September.
A primary reason Congress lifted the slots
at LGA and other major airports was to ensure access to/from smaller communities.
Those routes, however, are inherently served by smaller aircraft, confounding
the congestion challenge at LaGuardia. At AAAE, Garvey told attendees,
"We are very cognizant of the issue of access to smaller communities,
as is Congress."
Looking to the future, Garvey says FAA will
soon release an "evolution plan" that will discuss agency strategies
for the nation’s airspace and aviation infrastructure. It remains
a national system, she relates, and local issues come with the territory.
"We will never have local consensus," she says, suggesting that
leadership at the national and local level is a critical element in resolving
local disputes.
Also at New Orleans, Ed Bolen, president
of the General Aviation Manufacturers Association, told attendees that
the general/business aviation sector has grown to a $9 billion a year
business. "A strong economy lifts all operations," he says.
Much of that strength for business aviation has come from fractionals,
which Bolen says account for 15 percent of the business and 30 percent
of new business aircraft orders.
As much of industry changes, so is the fractional
segment, with the announcement that United Airlines is entering the fold
(see page 14). Besides the business implications, the United move will
have repercussions on issues such as flight & duty time and access to
major airports.
Meanwhile, survey results show a majority
of managers optimistic about business prospects, assuming key challenges
can be overcome.
Practical Ideas for Airports
William A. Fife, P.E., director of aviation services for DMJM+Harris, says the industry needs to listen more, particularly to each other. Each year he holds Peer Review Group meetings at airports to do just that. Here, he offers some "practical" insights.
• Invite ADA advocates to be a part of early and ongoing planning when designing or improving a facility. "We have to remember that our airports are for everybody," he says.
• When designing facilities, don’t let architects and designers steal the show. Bring in reps from tenants, operations, and maintenance. For terminal re-tailers, this is a common issue.
• Regarding technology, have a specialty systems integrator to tie in fire alarms, security, fiber optics, gates, etc.
• When studying capacity, don’t overlook the impact on infrastructure off-airport.
• The most consistent problem he hears about: restroom design.
