EAA: Three Years Removed From 9/11 - Where Does GA Stand?

While much time and space will be dedicated in the next few days regarding all that has occurred since the events of Sept. 11, 2001, an under-reported change -- at least by the general media -- is how these events affected the general aviation community. EAA, along with other general aviation organizations, pilot groups and individuals, was thrust into a brand new world where the individual's freedom to fly in the US was scrutinized as never before. There has been no other issue that has dominated the time and efforts of all aviation organizations as this has over the past three years.

Where does general aviation stand today? There is good news and bad news in the big picture. First, let's look back at the days immediately following 9/11/01. General aviation was shut down in the US and faced an extremely bleak and uncertain future. There were major questions of whether individuals would ever again have the freedom to fly in and around major metropolitan areas. Talk of incredibly onerous, expensive and unrealistic security measures that would be demanded of all aircraft was commonplace. Immediate concern was evident about the future of all flying activities, from private flight training to the biggest fly-in of all - EAA AirVenture Oshkosh. Our freedom and dreams of flight were threatened as never before.

It took a tremendous amount of dedication and hard work by EAA and all aviation groups to patiently and repeatedly educate Congress and the many agencies and people involved in the newly created security bureaucracy. It meant bringing common sense and thoughtful solutions to a highly charged atmosphere that was not at all favorable to aviation.

The General Aviation Coalition, chaired by EAA during that period, took a major leadership role to produce common-sense security measures that would enhance the already-strong sense of safety and security evident among the nation's general aviation pilots. EAA's Chapter network, AOPA's Airport Watch and consensus recommendations from GAMA, NBAA, NATA and HAI, among others, showed the GA community's leadership in this area.

At the same time, EAA was also relentless in its efforts to complete the new entry-level categories of pilots and aircraft used for recreation: The sport pilot/light-sport aircraft rule, which became effective on Sept. 1. EAA's ability to spearhead this new initiative while also preserving freedoms and privileges that were threatened in the aftermath of 9/11 demonstrates EAA's unique relationships with government and the aviation community. The sport pilot/light-sport aircraft movement holds some of the greatest promise yet for aviation growth.

There is, however, still much work to be done. While most general aviation pilots are able to enjoy their privileges largely unfettered in the post-9/11 world, there are areas that still demand solutions. Those include, among others:

• The restrictive ADIZ airspace surrounding Washington, D.C., that has smothered GA activity in the mid-Atlantic region and created severe economic burdens for affected airports, particularly those known as the Maryland Three: College Park, Hyde Field and Potomac
• Temporary Flight Restrictions (TFRs) that often pop up on short notice and cause problems even for pilots who go to great lengths to abide by the law
• Overflight bans at major-league stadiums and other venues that were rushed through under the guise of "security," but actually only preserve economic control over those venues
• Unrealistic and inflexible legislation, such as that affecting the Cleveland Air Show operations earlier this month
• An overzealous and biased general media, which repeatedly and unnecessarily fans the flames of public fear and distrust regarding aviation through sensational reporting.

EAA will strive to find solutions to these unfair situations, by using its own considerable efforts and unified with other aviation groups.

Our work is far from finished. Aviators must remain vigilant, as skepticism remains in many areas of the public and media. A primary fact, however, also remains: General aviation, like any conveyance, is vulnerable in some respects to misuse - but it is not a significant threat to US security. This is a point that must be made by individuals and groups at every possible juncture. It is also shows the necessity to support EAA and other aviation groups that have the resources and relationships to find solutions.

FMI: www.eaa.org