Airlines and business aviation groups last week united in urging key legislators to push forward a long-term comprehensive aviation reauthorization bill and pledged to work together to get that accomplished despite their differences in philosophy on funding. The FAA reauthorization bill took its first step forward last week when House Transportation and Infrastructure Committee (T&I) leaders introduced a four-year bill, the Federal Aviation Administration Reauthorization Act of 2009, H.R.915, which largely mirrors the legislation that stalled in the 110th Congress last year. The aviation subcommittee also held its first hearing on the bill.

"This legislation is long overdue," said T&I Committee Chairman James Oberstar (D-Minn.). "Short-term funding extensions and continuing resolutions have led to delays in critical capital projects. Timely passage is needed to sustain FAA's program and keep the FAA moving forward on airport development and the Next Generation Air Transportation System."

The new bill would authorize nearly $70 billion in spending through fiscal 2012. The legislation incorporates most of the provisions included in the bill Oberstar introduced in 2007, but does not address aviation taxes. The House Ways and Means Committee is charged with drafting the tax portion of FAA reauthorization.

While Congress was unable to move the bill forward last year - leaving FAA to operate under a series of short-term extensions, Oberstar last week expressed optimism that the legislation would get passed. "We have a new President and a new Congress. This time we'll get the job done." But Oberstar's counterparts in the Senate have not indicated their plans for long-term reauthorization. Senate Commerce Committee Chairman Jay Rockefeller (D-W.Va.) has discussed the possibility of another temporary extension through the end of the year.

Some 22 aviation associations last week wrote to both Rockefeller and Oberstar "to stress the importance of passing a comprehensive, long-term reauthorization of the Federal Aviation Administration as soon as practicable, recognizing the serious issues at stake." The letter, signed by nearly all segments of industry - including both airline and business aviation organizations - noted the vital role of aviation in the economy. The future of the aviation system depends on the government's ability to expand capacity, upgrade technology and streamline operations, the letter said, calling passage of FAA reauthorization "a critical step" in accomplishing those tasks.

'Blame Game' Goes Nowhere

Air Transport Association President and CEO James May told the aviation subcommittee last week that "all of us, commercial, business and general aviation, are 100 percent committed to working with you, the Administration and&each other to accomplish our goal."

While the airlines and business aviation groups engaged in a contentious battle over FAA financing in recent years, May said, "We know that continuing to play the blame game is not going to get us very far. Unlike last time around, we really are on the same page on a number of issues."

Despite the conciliatory tone, May did reiterate beliefs that airlines and their customers contribute 90 percent of the revenue into the aviation trust fund while accounting for less than 70 percent of the cost of the National Airspace System (NAS). There must be a way to reconcile the revenues with the costs, he stressed.

National Business Aviation Association President Ed Bolen reiterated the belief of the business aviation community that continuing the aviation fuel taxes is the best mechanism for funding the NAS. "We continue to support this approach," Bolen said. "We will not back away from it."

Aircraft Owners and Pilots Association also backs continued use of the fuel taxes, said AOPA President Craig Fuller. But Fuller also echoed the sentiment, "We're here today with you in agreement on the FAA reauthorization. We're unified, all believing in our unique perspectives that the FAA reauthorization needs to go forward and go forward for a four-year period."

Industry groups believe that an increase in the general fund contribution is "reasonable and appropriate," said Rockwell Collins Chairman Clay Jones, who was testifying on behalf of the General Aviation Manufacturers Association, the Aerospace Industries Association and Aeronautical Repair Station Association. Jones stressed the need to generate cash to expedite NextGen efforts.

H.R.915 calls for $13.5 billion to accelerate the implementation of NextGen as well as other FAA Facilities & Equipment expenses. In addition, the bill targets specific development funding and elevates the director of the Joint Planning and Development Office to the status of associate administrator of NextGen.

Many of the other provisions in H.R.915 carry over from the previous reauthorization bill, including a measure that would phase out all Stage II aircraft within five years, with limited exceptions for temporary operation. The bill also would authorize an increase in the passenger facility charge cap, call for twice-annual inspections of foreign repair station and seeks a national Academy of Sciences study on pilot fatigue.

Gulfstream 550 photo credit: Gulfstream