The NBAA's new president says access to airports is the key issue for an increasingly global industry
When Ed Bolen made the journey across downtown Washington DC from the General Aviation Manufacturers Association on K Street, to the National Business Aviation Association's 18th Street headquarters last Septem-ber, he was hailed as a safe pair of hands who could bring stability to an organisation still reeling from the effects of a chronic industry downturn and the loss of two chief executives.
Shelley Longmuir, Bolen's predecessor and a former United Airlines lobbyist, had resigned only nine months after replacing Jack Olcott. Bolen, by contrast, had spent eight years representing general aviation manufacturers. As well as knowing his Globals from his Gulfstreams, he was a seasoned Washington insider – useful, as convincing politicians to be friendly to business aviation is arguably the most important aspect of the NBAA's role. He intends to stick around in his new job too. "I like to think we're done with leadership transition for a while," he says.
The NBAA is one of the most presigious industry organisations in the USA. Founded almost 60 years ago, its 8,000 members own or operate business aircraft, and include many of the country's best-known corporations; their combined revenues account for half the US gross domestic product. Bolen's first six months in charge have seen limited breakthroughs on security – something that has hampered business aviation operations in the USA since 9/11.
Growing profile
Although he would be loathe to claim personal credit, Bolen also presided over the largest ever NBAA annual convention in Las Vegas in October, with over 1,000 exhibitors and nearly 10% more visitors than the previous year. This month sees the latest in a growing franchise of NBAA-endorsed business aviation shows around the world, with the third Latin American LABACE event in Sao Paulo, Brazil. In May, the fifth European Business Aviation Convention and Exhibition will take place in Geneva, Switzerland and, in August, the Asian equivalent, ABACE, kicks off in Shanghai, China.
Bolen sees these successes as evidence that the industry is becoming more international. "This is a globalmarketplace and alot of companies operate in it," he says. "A lot of the issues are the same: access to airports, for instance, which is being challenged for a variety of reasons, such as congestion, cost, security or environment. Getting into airports, flying where and when we want, is crucial to the industry's success."
Security remains the key issue in the USA. Access to airports –particularly Washington National and smaller airfields around the capital – has been difficult for business aviation operators since the terrorist attacks of 2001. However, NBAA lobbying has had some success, with the US Transportation Security Administration (TSA) agreeing last month to open three general aviation airports near Washington to aircraft based outside the area and working with the NBAA on a voluntary code for standardising crew background checks and third-party passenger screening.
Security cannot be looked at as a constant "us and them" battle between over-vigilant authorities and an eager-to-fly industry, insists Bolen. "It's not just about ramping it up or rolling it back. It's more about advancing sophistication. I don't think the business aviation community could ever be complacent – safety and security are inherent in the way we operate – but we have to find ways to make us more secure while at the same time increasing access and mobility," he says.
The other main challenge for the industry in the past three or four years has been dealing with criticism of business aviation as an executive perk, with the way corporations spend shareholders' money increasingly under the microscope in the wake of a series of ethical and financial scandals. "This type of coverage does distort the image of the industry," admits Bolen. "And it is not fair or accurate, and it flies in the face of a mountain of statistics. It's a challenge to constantly put across the real message."
Quantum leap
Bolen says the industry has gone through huge changes in his time. "There has been a quantum leap in communications and surveillance from a decade ago, which has certainly improved safety and will continue to evolve," he says. In addition, there has been the arrival of fractional – and now sub-fractional – ownership programmes, and aircraft that have opened entire new segments of the market, such as the large-cabin Boeing Business Jet and Airbus Corporate Jetliner, and ultra-long range contenders such as the Bombardier Global Express, Gulfstream 550 and Dassault Falcon 7X.
"There are a lot more ways for someone to tap in a way that makes sense to them," he says. "It's easier today for companies to take advantage of business aviation by customising aircraft to their own specific mission."
The latest of these new segments is very light jets (VLJ), which Bolen says "mark the beginning of a new era in business travel". The NBAA this year released training guidelines for VLJs, which lay down minimum requirements for pilots. There have been worries that the relatively low price and "sports car" image of VLJs could encourage irresponsible owner-pilots, but Bolen is convinced a training regime can be put in place to eradicate any problems. "The industry has put a lot of time and attention into this," he says. "Safety has been a hallmark of our industry and a pervasive safety culture makes us almost unique."
That is a message that Bolen will be repeatedly delivering to Washington's lawmakers during his time in office.
MURDO MORRISON/WASHINGTON DC
Source: Flight International
