Statement of John W. Olcott

President

National Business Aviation Association

Before the Subcommittee on Aviation

Committee on Transportation and Infrastructure Committee

U.S. House of Representatives

Hearing on Aviation Security and the Future of the Aviation Industry

September 25, 2001

Chairman Mica, Ranking Member Lipinski and all members of the Subcommittee, on behalf of the more than 6,800 NBAA Member companies which own or operate general aviation aircraft as an aid to the conduct of their businesses, or are involved with business aviation, this opportunity to testify is greatly appreciated.

Air transportation is an enabling technology for meeting our nation's social and economic objectives.  To serve our nation, however, air transportation must be safe in fact and safe in perception.  The tragedy of September 11, 2001 made this absolutely clear to the entire world.  Ensuring the safety and security of the entire aviation system is the primary element of President Bush's challenge to the nation as we apply the resources of air transportation system to address our nation's economic and social imperatives.

Thus, safety is the primary focus of the air transportation community, including the segment that is represented by the National Business Aviation Association, which is companies that use General Aviation aircraft for business travel-that segment we call Business Aviation.

The safety and security of Business Aviation is high, and Business Aviation's role in facilitating the transportation needs of businesses throughout the country and around the world is critical to the economy.  Since the events of September 11, aviation and security officials for many of the thousands of NBAA Member companies have reviewed concepts and ideas for security enhancement, while maintaining the safety and security of their business aviation operations as their aircraft were reincorporated into the national airspace system.

Other elements of the general aviation community, represented by my colleagues who are testifying along with me today, have been similarly focused.  In fact, the results of these efforts, which are ongoing, have been and still are being provided to the Department of Transportation, the Federal Aviation Administration, and other relevant authorities through what has proven to be an effective communications process.  This information has also being shared with the security task forces established by Secretary Mineta, albeit they are centered primarily on the commercial airlines and Part 139 airports/airport security.

Secretary Mineta, Administrator Garvey and all DOT and FAA personnel directly involved have exhibited that they are dedicated, thoughtful, and effective public servants, as have the members and staff of this subcommittee and Congress in general, in response to our national tragedy.  The business aviation community is especially thankful for those efforts that have enabled many company and personally owned aircraft, as well as charter aircraft, to safely and securely return to relatively normal operations.  Certain restrictions remain, however, that are limiting the effectiveness of Business Aviation, such as the 25-nm extent of the No-Fly Zone around New York City and Washington, DC, no provisions for VFR entry and exit from Enhanced Class B airspace, failure to facilitate helicopter VFR operations in Enhanced Class B Airspace, approval for operations of non N-registered aircraft (especially those needing flight test and delivery to customers outside the USA), grounding of US flight school operations, and the contradiction of FAA directives by the City of Chicago.

NBAA opines that the security issue really comes down to the issue of "known" crew and passengers and "unknown" crew and passengers.  Or in other terms, commercial operations whereby an individual unknown to the air carrier can walk up to a ticket counter or charter operator and purchase air transportation.  This "unknown passenger" is the purview of Part 121 and Part 135 operations.  And it differs significantly from the "known passenger" issue, which is the domain of Part 91 operations.

We believe the security systems and procedures that are appropriate for the Part 121 and Part 135 communities (the unknown passenger issue) are not appropriate for the Part 91 community (known passengers).  The former group we believe lends itself to ground security systems, such as security devices (X-ray, etc), while the latter group lends itself to ATC and airspace approaches, such as use of flight plans, transponder codes, corridors and prohibited airspace.

In Summary: General Aviation is important to the ebb and flow of our nation's commerce. The August 2001 report to this subcommittee from the General Accounting Office (GAO) emphasized that "general aviation activities are diverse and provide important benefits."  The GAO also stressed that "general aviation benefits both the users of transportation services and the economy at large.  For example, it increases the efficiency and productivity of businesses by reducing the travel time that would be required to drive or use more congested commercial airports."  The GAO report also provides support for a point that NBAA always emphasizes, that General Aviation, particularly Business Aviation, facilitates the ebb and flow of commerce between the regional economic hubs and the thousands of communities throughout the country not served by the commercial airlines.

Before September 11, we joined with the rest of the aviation community in stressing that aviation is imperative to the nation, and that aviation system capacity must be enhanced.  Since September 11, this should be, and I believe is, apparent to all.  If we address the security concerns in a rational and reasonable manner, recognizing the fundamental difference between Part 121 and Part 135 operations as opposed to Part 91 operations, our aviation system will be restored, maintained and allowed to grow for the good of the nation.  Specifically, it is especially important that any new security procedures, especially those established for the long term, do not affect Business Aviation's access to the aviation system, either by restricting movement on and near the airport or by increasing costs to a level deemed prohibitive.

Once again, thank you for the opportunity to contribute to these important considerations.  The National Business Aviation Association is prepared to continue to work with the Subcommittee in any way we can be helpful, now and in the future.