Page 35 - Volume 15 Number 9

the court cases and legislative vehicles don’t always move as quickly as we would like. So we are in a situation where limitations were pushed through, but ultimately we think we will be able to preserve the ability for operators to opt out.
If you notify the FAA that you have a tail number you would like blocked, you acknowledge their notice and express a belief that you have a valid security concern, it is our understanding that will suffice.
This gets back to what is a core principle, just because you get in to a general aviation airplane doesn’t mean you forfeit your right to privacy in your movements.
T&T: It seems NBAA has made a concerted effort of late to reach out to smaller operators, those owner-pilots who fly singles, twin-pistons and turboprops for business. What’s the intent behind these efforts?
Bolen: Business aviation is the use of any general aviation aircraft for a business purpose. For too long
people have associated business aviation with turbine aircraft or perhaps jet aviation. But that’s not accurate. I think we recognize that it is our responsibility to promote and protect all of business aviation. In order to do that effectively, we need a coordinated and cohesive community.
We have done some things over the past couple of years to make sure we have MU-2 or King Air operators on our board of directors. We have ongoing outreach to operators of those airplanes. There is a consistent effort to make sure we truly representing the business avia- tion community.
T&T: For this year’s NBAA convention, can you tell us about the programming you have planned for this segment of business aviation?
Bolen: A couple of years ago, we introduced the Light Business Airplane Conference. Soon after, we began a partnership with AOPA where we are doing a
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TWIN & TURBINE • 33