AOPA Turbine Pilot Magazine - May 2014 - 103

the Bahamas, on the pretext that they
might be importing illegal drugs. AOPA
was instrumental in nixing it.
Citing high product liability insurance
premiums, general aviation manufacturing
took a nosedive in the 1980s. AOPA and
its industry allies pushed through reforms
that in 1994 set a statute of limitations on
product liability lawsuits. The production
lines went back into action.
The terrorist attacks of September 11,
2001, renewed AOPA's role as pilot educator. In the months after the attacks,
the organization worked hard to provide
accurate, timely information on temporary
flight restrictions (TFRs), intercept procedures, and notams affecting national
security. In many cases, the information
was presented more coherently than that
issued by the FAA. Today, TFR information
is emailed to members in the surrounding
area as they are posted.
Efforts to reverse the decline in the
pilot population have been another AOPA
hallmark. Numerous programs designed
to boost pilot-training activity, draw
younger pilots into the fold-and prevent
current pilots from dropping out-have
been launched. AOPA has also backed

the Light Sport aircraft industry's efforts
in appealing to new pilots, and retaining
the existing pilot base through simpler
designs. Another, recent effort is AOPA's
argument to allow more pilots to use
driver's licenses in place of medical certificates, in essence self-certifying themselves
in much the same way that glider and balloon pilots always have.
AOPA also has been successful in
repeatedly blunting the federal government's ongoing initiatives to impose
user fees. Preserving the existing funding mechanism-aviation fuel taxes-is
the most efficient and fairest way to move
forward.
All of the above are just a few of the
ways that AOPA has made a difference
over the years. So where would we be if
AOPA hadn't emerged on the scene in
1939?
There would be fewer pilots than there
already are; restricted-or no-access to
Class B airspace; more Class B airspace;
no unified, powerful influence in Congress
or before the FAA, various levels of government, and other regulatory bodies; no
unicoms; no ASI educational programs
and courses; no ability to appeal FAA

enforcement actions; no legal plans tailored for pilots; no medical staff providing
expert advice to pilots; an already-diminished general aviation industry diminished
even further by lawsuits; no unified international representation; fees for airman
certificates and medical exams; and user
fees for filing flight plans, using navaids,
landings, and who knows what else. Oh,
and for that matter, no AOPA Pilot, ePilot,
or AOPA Live This Week.
Over the years there have been those
inclined to disparage AOPA, for whatever
reason. But critics should bear in mind
that when it comes to advocacy for general
aviation pilots and their interests, AOPA
is, bar none, the most effective force. Who
else has a full-time staff of 200? Who else
has the membership numbers and lobbying savvy to effect change in our favor?
Where else can you go for expert advice,
just by picking up the phone or emailing?
It takes more than a website or raw opinion to get things done in the venues that
matter. AOPA knew this from day one,
and we've all benefitted-even those who
aren't members.
AOPA
EMAIL tom.horne@aopa.org

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AOPA Turbine Pilot Magazine - May 2014

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