April 2004

GREETINGS! First, Here s an update from Washington, D.C. Despite the good news in the White House budget proposal for 2005. There are no user fees built into the FAA budget request. Efforts to move air traffic control off the federal books and into the hands of a private entity date back at least 20 years according to AOPA.
General Aviation pilots already pay for their use of air traffic control through a federal tax on aviation fuel. User Fees would amount to double-taxing pilots, and could discourage pilots from taking full advantage of the safety benefits that air traffic control provides.

Proponents of privatized Air traffic control need only look at Canada s Nav Canada or the National Air Traffic Services in the United Kingdom to see that it doesn t work. Said AOPA President Phil Boyer. And the proponents of corporatizing or privatizing ATC services always gloss over one important fact: The U.S. air traffic control system is the safest and most efficient in the world.

But each year, the drive to privatize seems to gain a little more momentum. In summer 2002, the White House Office of Management and Budget declared that air traffic control was no longer an inherently governmental service but a commercial one, clearing the way for it to be turned over to a nongovernmental entity.
Last year Congress blinked first in a showdown with the White House over returning ATC to inherently governmental status, and stripped all protection language out of the FAA Reauthorization Bill.

Secondly, Steven Calaboro, a security specialist/inspector for TSA, says that the pending guidelines for General Aviation Security will be just that&guidelines. So, when your community or State tries to impose severe restrictions on GA activities, give Steve a call at (571) 227-2264.

Thirdly, The Small Community Air Service Development Program (SCASDP) are for marketing and revenue guarantees to carriers. The SCASDP was created under AIR-21 legislation as a two-year pilot program to, in essence, provide monies to communities that were trying to help themselves in regards to new air service. The program distributed $20 million in both 2002 and 2003.

The Vision 100 legislation, which authorizes aviation funding for 2004-2007, targets $35 million a year for the program; however, for FY04, just over $19 million has been appropriated for distribution by DOT.
Fourthly, Here s an update concerning Missouri Legislation, the only Aviation Bills are as follows:

Missouri House of Representatives
92nd General Assembly, 2nd Regular Session (2004)
Bills Indexed by Subject

HB 1244 --- Sponsor: Dempsey, Tom --- CoSponsor: Spreng, Michael
Changes governance of the St. Louis International Airport.

HB 1584 --- Sponsor: Phillips, Susan C. --- CoSponsor: Brown, Jason
Revises the crime of unlawful use of weapons by making it a class B misdemeanor to, with criminal negligence, carry a firearm or other weapon into certain areas of an airport.

SB 1276 --- Sponsor: Vogel, Carl
Classifies noncommercial hangars as within the residential property class.

SCR 33 --- Sponsor: Kinder, Peter
Urges the Secretary of Transportation to grant approval to the application of Primaris Airlines to operate a twice-daily service between Washington, D.C. and St. Louis.

Last Updated April 13, 2004 at 1008.

The SENATE has adjourned and will reconvene at 3:00 P.M., Tuesday, April 12, 2004

Now, In Conclusion, Remember, we as MPA, USPA, EAA, AOPA, or any other State Pilot Associations, you may be a Member of, we all have a powerful voice, be it here in Missouri, Indiana, or whatever State you represent. Because every group of Pilots and as taxpayers carry a strong voice to Washington, D.C., and on the State Level.

So Let s not forget to exercise our privileges, and continue to make a Difference for General Aviation.



Larry G. Harmon
Missouri Pilots Association
Legislation Chairman

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