Plane Conversations

It takes a day like yesterday to remind me why we are in the business of business aviation.

The day started with a 4:00 am departure from the house to make it to the Nashville Airport by 5:15 am for a 6:15 am departure.  Leon Custers and I were taking a Delta flight to White Plains, NY to meet up with business partners in Danbury, CT.

Delta had the best price / schedule to get us to White Plains by noon with a 45 minute drive to Danbury.  The main benefit of White Plains (HPN) was avoiding one of the big NYC airports such as La Guardia (LGA), which are off schedule more than they are on.

Yesterday was a big snow storm day for the Midwest, and Nashville even had an inch or two on the ground, but the roads were fine.  We made it though check in and security fine and boarded the aircraft set for an on time departure. This was an originating flight so the odds for an on time departure were good. After the aircraft was loaded, we sat for 30 minutes waiting on fuel, and then a ramp worker to push the aircraft off the gate. In our world this happens rarely, and when it does, it is a major event to not make an on time departure due to line service issues.  This was not a good sign for the day.

We arrived in to Detroit for the connecting flight and it looked like the trip was going to settle back down. We were sitting at the gate with 30 minutes to spare and an on time departure status on the board for HPN.  About 30 minutes past scheduled departure the announcement was made that the flight had been canceled. Everyone was to rebook to HPN on later flights. The computer system at DTW was down so flights that had canceled were still showing as on time departures. This made it very difficult for travelers trying to rebook flights and figure out where their new departures were.  

 Here is where the problems starts for most travelers in the airline system.

Airlines have reduced their capacity (inventory of available seats). Load factors are up, providing more pricing strength and higher revenue per flight, which is good for the airlines profit margins.

It is not so good for the traveler when flights cancel. The next flight for us was not later in the day, because the next three flights were all sold out. It was the next day.

Needing to get to our destination in the same day, like most business travelers, we resorted to looking for alternatives within the system and settled on La Guardia (LGA) which is an extra hour drive to Danbury. So, after trying to avoid LGA we ended up there anyway, only 5 hours later.

While waiting on the flight to LGA we got to witness the DTW police deal with a lady who decided to go back down the jet bridge after getting off the aircraft. She ignored the warnings of the gate agent and created a whole crisis, most likely over nothing other than she panicked trying to go back after her bag.

Another lady traveling with husband and baby had a melt down because she left a bag on her previous flight and they could not find it. I know that feeling when you have just lost your lap top with your whole life on it. I felt sorry for her. The gate agent was overwhelmed with issues and could not provide much help other than to tell her to file a claim. 

Departing DTW for LGA our flight was further delayed because the catering did not get loaded on the aircraft on time.  The arriving flight aircraft could not off load passengers because the Jet bridge was broken,  and TSA decided to pull a random gate security check.  All of those issues caused a one hour delay.

On the taxi into the LGA terminal I overheard another business traveler on his cell phone recounting his day that sounded much like ours.  He had started at 4.30am, was on his third flight segment and still had not arrived at his destination. His comment – ‘this is another one of those travel Mondays”.  Another lady in front of us missed her planned dinner.

Fortunately the weather was good at LGA, so we did finally get there, but our bags did not.  A lady in the lost bags line was very upset.  She was on the last day of military leave and her stuff was lost.

We made it to Danbury and were able to make dinner with our business associates, although late.

So this morning it was the trip to Wal-Mart, when they opened at 7.00 am, for emergency clothes and a tooth brush to survive until the bags show up.  As I write this, I feel sure that this story could be told millions of times over by the road warriors who travel in the system every week.  

As we waited to board the flight in DTW to LGA, you could look at the countenance of the men and women business travelers, and see a look of exhaustion, defeat and frustration.

The purpose of air travel is to save time. Somehow the airline system is not gaining in productivity in its mission. It is slipping.  And what about the stress of the travel?  Not knowing for sure when you are going to arrive, dealing with missed meeting times, lost bags, rerouted destinations….

Enroute time from Murfreesboro, TN to Danbury, CT: 15 Hours

Average Speed door to door: 65 miles per hour

There has to be a better way, and business aviation should keep seeking to provide the solution in ways that more travelers can afford. I can tell you that everyone of the people I rode with yesterday would take another solution if they could.  

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It has been a couple weeks since I last posted on Plane Conversations.

I usually don’t go this long without checking in but the past few weeks of travel to China, and then being part of a conference back in TN, have kept me running with little time to slow down and write.

This week I was part of a conference hosted by Middle Tennessee State University and sponsored by our company and FedEx.

The purpose of the conference was to get people together from China and the US who work in the government and private sectors of aviation to dialogue and exchange knowledge on the developments and trends in General Aviation in China.

From China we had a delegation that consisted of officials from CAAC (China’s FAA), legal scholars from the Beihang University of Aerospace and Aeronautics, industry executives from Flying Dragon Aviation China, the largest general aviation company in China, as well as China’s official news agency Xinhua. Erick Wang, CFM’s VP of our newly formed CFM China Company, was also in attendance. Erick is from Harbin, in Heilongjiang Province, Northern China.

From the US side, attendees included senior level FAA/ATC, AOPA’s International Affairs Director, representatives from FedEx’s international legal affairs and international feeder operations, MTSU aerospace professors, Chuck Howell, CEO of Great Lakes Airlines, executives from BAE Systems and Cirrus Design.

Mike Vaughn who is President of CFM China and Director of Government Sales for CFM here in the US was the conference moderator.  

This is my first experience with co-hosting and sponsoring a conference of this magnitude and I now have a new found respect for those who organize these type events. Hundreds of hours and months of planning and preparation go into an event like this, especially when trying to coordinate schedules, logistics and visas for delegates coming from the other side of the world.

Many thanks to the Aerospace Department at MTSU for hosting this conference at their facilities at the Murfreesboro Airport, and thanks to FedEx for being the major sponsor.  

My post conference impressions about what was learned and gained center around relationship building.

Nothing replaces face to face dialogue and some of the more important interactions happened, not at the speaker’s podium, but at the dinners and social times when conversations between the Chinese and US delegates was relaxed and informal in nature.

Our new aviation friends from China are no different than aviators here in the US. They are passionate and knowledgeable about their profession and have a sincere desire to learn. Aviators around the world share a common bond that trumps any cultural or political differences.  

The Chinese are very intent on growing their industry in China. They have been restrained by restrictions on use of airspace by the PLA, but nonetheless they know what they are doing.

The Chinese recognize that they need to open up their airspace for commercial activity including GA. Their government now recognizes that a healthy general aviation industry is good for economic development and prosperity in China. The country and the government are massive and opening the skies will not happen overnight, but it will happen. Before laws are enacted, policies and procedures will be put into place to allow more GA operations in the skies.  

The Chinese also recognize that the US has one of the most developed and successful aviation systems in the world and there is much to be gained by learning from both the successes and mistakes of our long history in aviation. They have a unique opportunity to leapfrog many of the inefficient systems we have and go straight to the best practices and advanced technology of today and the future.

GA in China today is small relative to the country’s economy, geography and population, so it will not take much to steer the industry quickly into a world class player.

China has done it in many other areas of their economy, first in manufacturing, now in technology and communications, and in the past two decades in the airline industry. Once the ball gets rolling in general aviation it will be fascinating to see how it develops. In my lifetime I may get to see China surpass the US in GA activity.  

The US, Brazil and Europe, with advanced GA aircraft design and manufacturing capability, expertise in operating and maintaining GA aircraft, and capabilities in training pilots, mechanics, and operations management, stand to gain in a big way as China’s GA takes off.

I believe those in the US who are willing to look at the long term, and develop relationships now, will see the payoff in 5-10 years when the door opens wider.

One of the senior delegates from China conveyed to me words of wisdom that relationships, trust and friendships must be developed first and business will naturally follow. That sounds very much like the way the US used to do business before we got in a hurry to make a quick dollar. I personally enjoy this way of doing business because it is more than just today’s profit that counts. The personal relationships come first.  

I have new found friends from China that I believe will be friends for life.   

We will write more about this conference in future blogs and an official press release.    

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Part 1:

This past week I spent a quick seven days in China, mostly in Beijing, but also a couple days in the south in Shenzhen and Zhuhai.

Zhuhai is the host airport for China’s International Air Show that promises to grow in importance over the coming years. The format of the Air Show was a combination of performance by jet teams, with exhibition halls and static display of aircraft on the tarmac – both military and civilian.

China’s national aviation industry company – AVIC – dominated the exhibit halls with mockups of military, UAV, airline and even small general aviation designs of the future.

Besides the day at the Airshow we also got to visit an FBO / Charter base in Beijing of Deerjet, which presently is China’s largest corporate jet charter company. Deerjet is a wholly owned subsidiary of Hainan Airlines and operates under the authority of the airline’s authority to fly both domestic and international flights. Over a short few years Deerjet has grown its fleet of mid and heavy corporate jets to 35.

In conversations with various people in country about how GA is developing, the prevailing opinion about the use of corporate jets so far is that it is primarily for pleasure flights for the newly created wealthy. I did not see many smaller GA aircraft – light jet, turboprop or piston singles. The few aircraft I did see on the ramps at three large airports were Gulfstream, Challenger and Hawker 800 series.

For the elite, the prestige of showing up in a Gulfstream matters more than price or efficiency.

The “Fixed Base Operation” as a support for GA is almost non-existent at this point. Which comes first – the aircraft or the FBO? I guess it will be the aircraft and then the FBO may eventually show up at airports to meet the demands of private jet flights.

In a country of fast growth, huge geographical scope, and 1.4 billion of the world’s population there has to be a tremendous opportunity for GA in the next 20 years.

Our company, along with Middle Tennessee State University’s Aerospace Department, will host a delegation from China in December that will have focused discussions on general aviation trends in China. The delegation will include legal scholars looking at airspace laws, members of the CAAC and senior managers of a China GA company.

This trip to China was an opportunity to meet people, build relationships and get a first hand view of what is happening in the GA sector of the aviation industry. The buzz in media and government in the country indicates that the government recognizes the value of a developing GA industry and the benefits in job creation and economic efficiency.

They have not figured out just yet how GA works as it does in the US and Europe, but they will figure it out. How long will it take and how fast will it grow are the bigger questions.

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The elections should be good not only for business aviation, but also for the overall aviation industry in the United States.

Less government meddling and more free-market forces will ultimately lead to a more efficient system.

A significant change has taken place with the defeat of Congressman James Oberstar (D) Minnesota, who was the powerful Chair of the House Transportation Committee. Even had he not been defeated, with the change in party control, John Mica from Florida would still take the leadership position on this committee.

Josh Mitchell writing for the Wall Street Journal in a November 5 article talks about this in more detail.

If you have tracked Congress’s work (or lack thereof) in passing the FAA Funding Reauthorization Bill, you know that this bill has been held up from final passage due to non-related issues being attached to it regarding unionization of FedEx’s drivers. Mr. Oberstar was a friend of the unions; but, his tenure in Congress is over.

Could it be that the gamesmanship might finally be over? Maybe we will get funding of NextGen and the FAA can take a long-term view of the development of the infrastructure this country needs to have an efficient air transportation system.  

Another post-election articlein Bloomberg discusses the major airlines gaining allies with the new Republican House on out sourcing and anti trust issues.

Quoting from that Article:

“The current Congress has been anti-airline,” said William Swelbar, a research engineer specializing in air transport at the Massachusetts Institute of Technology in Cambridge. “There will be a new set of ears to listen to the industry.”  

The consensus seems to be that the new guard will be less intrusive into the affairs of the airlines and general aviation, letting the market work things out.

This is good news for the air transportation system and, ultimately, good news for the business and general aviation segments.

Less interference will allow us to demonstrate our value without legislation unbalancing the system towards unions or big business interests.

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In a recent post I commented on the study that claims delays in the airline industry costs US travelers 33 billion dollars a year in lost productivity.

Yesterday I made a small contribution to the 33 billion of lost productivity on a flight from New York back home to Nashville.

One of my business partners and I had business in Danbury and Norwalk Connecticut over a two day period. In putting the trip itinerary together it made sense to fly into New York (LGA) on Southwest, rent a car, do the multiple meetings, and then fly home the morning of the third day.

The day started with a 7am departure from the hotel in Norwalk with about a 50 mile drive to LaGuardia. We left early to avoid the worst of traffic coming into the city. The traffic was not too bad so we got to the rental car drop off at 9am and ended up at the terminal and clearing through security by 945am.   

The flight, scheduled to depart at 1135, ended up being 30 minutes late on the inbound arrival due to weather in the NY area. The weather was just some light rain and cloud cover. Nothing major, but IFR conditions nonetheless.

After boarding, the aircraft pulled way from the gate and got in line for a 45 minute wait for departure. More delay due to IFR spacing issues for landing and departing traffic.

We had to connect in Baltimore with a plane change but missed the connection due to late arrival. There was another flight to Nashville departing 40 minutes after our arrival so we rushed over to that departure gate to find out the flight was oversold. We were then put on standby for a fully booked flight 2 hours later. Reduced capacity in the airline system translates to high load factors and profit for the airlines but major inconvenience for the passenger when connections get missed.

During this process we found out that 15 of the New York passengers on the first leg were Nashville bound and all of them, like us, missed their connection in BWI.

Fortunately we were the last two passengers to get on the flight to Nashville. It was about 30 minutes late departing because it had arrived late into BWI due to weather in the Northeast.  

While boarding we walked by several very frustrated Nashville bound New Yorkers who were not so lucky.

Arriving into Nashville and retrieving bags, we were out of the Nashville Airport about 630pm. The drive home from BNA is about an hour for me so the door to door travel time from the hotel in Norwalk to the house was 13.5 hours.

On the GPS navigator that trip door to door is about 900 miles driving. Based on the drive miles we averaged 70 miles per hour door to door.

I have no complaints about Southwest Airlines. Their service was good as always. They don’t control weather and air traffic flow. The gate agents did an excellent job handling the passengers, some who were not so pleasant.  

My story could be told by millions of travelers. It happens every day in the system. All you need is a little rain and low cloud ceilings in the Northeast  and the log jam begins. It doesn’t unwind until the last aircraft hit their overnight destinations.

We have a Cirrus SR-22 available to us to fly for business. Had we taken the Cirrus we could have reduced that hotel to home travel time down to about 6.5 hours. This doesn’t account for the fact that we could have done the whole trip in two days instead of three by flying on our own schedule.

Next time I think I will fly myself and spend a few dollars more on using the Cirrus than the cost of airline tickets and the exrta hotel.

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News of the past two weeks indicates some signs of recovery in travel overall and maybe even the beginning of a recovery in the business aviation sector of travel.

But, is it a real recovery across the entire industry?

USA Today reports that business travel is up, and surveys of travel executives indicates that their company’s people will travel more in 2011. Even though travel will be up there is a new mindset that is more frugal about how travel dollar are spent.

Excerpts from the USA Today article:

The economic downturn has left its mark. The ACTE survey finds that 54.1% of corporate travel executives in the U.S. are “encouraging or mandating” alternatives to travel, such as videoconferencing. And a survey by Egencia finds that 56% of North American travel managers say they increased advanced-ticket bookings in the last year to keep expenses in check.

“In general, travel managers and purchasers have decided this new frugality is working well, and it’s allowing them to do a lot with a limited travel budget, and they’re sticking with it,” says Noah Tratt, vice president, supplier relations for Egencia Americas.

That can mean squeezing two or three clients into a trip. Corporate fliers are more likely to be sitting in coach when criss-crossing the U.S., though they might be able to book business class for flights overseas. And business travelers may be asked to use the frequent-flier points they’ve accrued on business trips if they want to upgrade to a premium section.

A NY Times article reports that Gulfstream orders in the 3^rd quarter were the best since 2008 and deliveries are up over last year. The catch here is that the majority of Gulfstream aircraft now are being sold outside the US.

The good news is that people still need to travel to grow business. Video conferencing has not yet totally replaced the face to face meeting.

The bad news is that Cessna laid off another 700 employees in September and slowed production so the recovery is not across the board here in the US. Used aircraft prices are still depressed indicating a lack of demand. The manufacturers think, or hope, this will change in 2012.

It seems to me that the US Business Aviation market is going to be stuck in a no growth mode for 2011 with maybe some recovery in 2012, barring a major economic game changing event.

Where the growth seems to be is in Asia, India and Latin America. There is great opportunity in China where there are only about 1000 GA aircraft in the country of 1.4 billion people compared to 200,000 GA aircraft here in the US.

Has the US Business Aviation market reached maturity in its life cycle?

If so, then we must find ways to reinvent the business if we want growth.  Or move to China.

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 USA Today travel section reports in an October 19 article  by Alan Levin says that travel delays in the airline system cost US society 32.9 billion a year in lost productivity.

The research behind this assessment was funded by the FAA in order to promote the NextGen air traffic system, which they say in the article can be fully deployed by 2025. In the mean time we will just have to keep losing 32 billion in productivity; or maybe it gets worse.

A few interesting quotes from the article:

All told, people on airline flights were delayed by more than 28,000 years during 2007, the year the researchers studied.

The cost to individuals in lost time and inefficiency was $16.7 billion, the study says. Only a small fraction of travelers — ones who miss connections or whose flights are canceled — suffer about half of that cost.

 ”We call those guys disrupted passengers,” says Cynthia Barnhart, interim dean of engineering at the Massachusetts Institute of Technology and an author of the study

The FAA and the ATA (Airline Lobbyists) believe that the NextGen system and more runways at the busier airports can solve this problem.

I would contend that NextGen and more runways will help, but they are oversimplifying the solutions to a major systemic problem in our air transportation system. The airline system of hub and spoke drives inefficiencies in travel by forcing people to travel indirect routes and then end up at destinations that are not closest to their true destination. More runways at the largest airports will help the airlines but it will not increase true travel efficiency.

The one solution the ATA doesn’t want anyone to think about is the use of Business Aviation and General Aviation aircraft to bring more efficiency to travel.

With an additional 5000 airports at our disposal, many in locations more convenient to our ultimate destination, business and general aviation should be seriously considered as a major part of the solution.

Mainstream media the ATA, and the FAA to some degree continually dismiss our subset of aviation as a viable part of the solution to the inefficiency that exists in air travel.

I see a 33 Billion dollar opportunity for those of us in business aviation but the airlines and the government are not going to hand it to us on a silver platter.

We have to create and communicate a better value proposition. We also need to insert ourselves into the conversations about the future of air travel in this country and gain a voice on the national stage.

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An October 14 article in the Wichita Eagle by Molly McMillin says the aviation manufacturing industry in Wichita is waiting on the rebound of the economy and the business aviation market.

If you are leading you don’t sit around and wait on anything or anybody. You blaze a trail and create your own economic recovery.

The true innovators in the history of modern economies did not wait on rebound, they created it.

In business aviation will we allow our fates to be tied to decisions made by the government, by economic down turns and up turns, by someone else’s innovation and prosperity? If so we are in trouble.

A recent post by Dan Robles  of the Ingenesist Project stated the following:

The invention of the wheel, wedge, and pulley came long before the invention of credit scores, CDO’s, and International Trade Agreements.

Technological Change must always precede economic growth – economic growth cannot sustainably precede technological change. If you throw money at a problem, you are not guaranteed technological change.  If you throw technological change at a problem, you are guaranteed money.

We are going about the process of globalization as if economic growth can precede technological change.  This is the tiny flaw of market capitalism and it is unsustainable.  In short, we’ve gotten it backwards and continuing on this course prevents us from seeing the future.

Sadly to me it seems that our industry is stuck in a mindset that we will be in a “no growth mode” to “slow growth mode” for the next few years. That means no new jobs, maybe even a few more layoffs,  and those of us who are here today will be fighting for a piece of the pie that is not going to get any bigger anytime soon.

A good example of innovation driving a market is the personal computing industry.  The market has grown because price went down at the same time computing power went up. The growth has been exponential, not in small increments. And because of that growth, billions of people have the power in their hands to communicate and connect that we could not have imagined 20 years ago.

What about the growth of social media as a way for people to connect? Facebook surpassed 500 million users this summer. Who could have predicted the adoption rate of social media 5 years ago? Did any of us have social media in our marketing plans in 2005?

So if we want our industry to grow, and the manufacturers of  business aircraft can’t innovate fast enough to deliver a faster less expensive machine like the personal computing industry, then what do the rest of us to do?

Can we innovate, through the use of social technology, to offer travelers a new solution?

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An article in CAIXIN Online  states that China is opening up a low altitude segment (less than 1000 meters) of its airspace for General Aviation. This may seem like small news since you can’t do much with business aircraft below 3000 feet, but it is really the beginning of a change that will have a major impact on the growth of General Aviation in China.

A friend of ours in China followed on with an email yesterday that said “Beijing  Lanzhou and another 3 cities have opened the low altitude airspace for policy trial yesterday”.

Wichita is sitting around waiting on the rebound in the US and World Business Aviation market and the opportunity is about to be unleashed in the largest country in the world. Maybe a little more attention should be focused on the largest market opportunity for Business and General aviation for the next 20 years?

Here are some interesting excerpts from this article about the potential in China:

According to a research report from the State Council, China’s general aviation sector is at an “initial stage of quick growth.” The report expects China’s general aviation aircrafts to increase to up to 100,000 units. Currently, only 1,000 general aviation aircrafts are operated in China, compared with more than 200,000 in the United States

In case anyone missed that: “units” mean “aircraft” and the numbers were growing from 1,000 to 100,000.

According to the report, as the world’s largest aviation market, the U.S. has seen its general aviation industry create more than US$ 102 billion in value every year, accounting for more than one percent of the country’s GDP. Liu Ping, chief editor of the industry journal China Civil Aviation said that the effective access to low altitude airspace will create 100 million yuan in growth within the general aviation industry as well as large number of job opportunities.

China’s government seems to understand the impact that aviation would have on economic growth by viewing the impact of General Aviation in the US. I think maybe they get it more than the politicians in Washington DC. A growing General Aviation market means new and well paying  jobs.

One of the limiting factors for China opening up airspace will be overcome if they can implement a satellite based air traffic control system. By doing so they would leap ahead of the US who is using 1960’s technology to control air traffic flow through ground based radar. Presently China is working with limited air traffic control capacity and using systems that are also outdated and restrict traffic flow in major hub airports.  

The question is: How long will it take for China to address the issues that really open up airspace for practical use of business aircraft? Can they open up the airways for real air traffic flow as they have done on the ground with the massive road building projects?  

When they do address these issues the sky will be the limit.

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In less than three weeks those of us in the US will go to the voting polls to cast our votes in what we call the mid term elections, mid term between the four year interval of the Presidential election cycle. This election is probably the most important one in my 32 years of being old enough to vote.  

We are now two years into a new presidential administration, and the economy is still not healed from the crisis that became apparent two years ago when the banking industry started collapsing. Unemployment is in a  holding pattern at near 10%.  

This administration did not cause the crisis and is glad to let us all know that they inherited it. This administration also has the misguided belief that “big government” in Washington can solve the problem by becoming “bigger government”.

Congress on the other hand can’t point the finger to the politicians that are no longer in office. Most of the leadership that is in place today in Congress, in both the Senate and the House of Representatives, has been around for a long time. Possibly too long?  

So what does all of this have to do with Business Aviation in the US?

Business Aviation is dependent on the success of all business in the US economy. Or maybe better put, the success of business aviation as an industry is intertwined with the success of the economy. Those of us in this industry believe we are a contributor to the overall prosperity of the economy by increasing the efficiency of business through time saving and productive travel. Our industry contributes to the success, but also feeds off the success of the economy. If the economy is productive and prospers then individuals and businesses have the ability to use business aircraft as a means of travel, both in their business and personal travel needs.

A big majority of the elected politicians and those that feed off of the system in DC believe that prosperity emanates from inside the beltway. They have lost touch with reality. They do not understand that that the real prosperity, that has built this nation, comes from small and large businesses alike, and the men and women work in those businesses; People who innovate, create and produce goods, services and new knowledge that increase the standard of living.

When you go to the polls to cast your vote, think about voting for the candidate who is most likely to support small business and free market capitalism. Has the candidate ever started, run or worked in a small business? Have they ever stayed up late at night worrying about how they can make the payroll on Friday and the year end tax payment? Have they created jobs and paid health insurance and contributed to retirement accounts by putting in long hours delivering a product or service that the market values? If not, are they close to someone who has?  If so, then they probably get it.

Who are the politicians that are friends of Business Aviation?

I would posit that those politicians who understand businesses, large and small, must prosper in a global economy are friends to our industry. Those who understand that wealth creation is not a bad thing, because a poor man can’t give another one a job, are friends to business aviation.

When the US economy prospers, then our industry will be one of the ships that rises with the tide. If the ecnomy sinks the only people riding in business jets will be the politicians.

Party politics don’t mean much to me. There has been a lot of sell out to big government and fiscal irresponsibility on both sides of the aisle.

It is time for a change with people serving us in Washington who get it and will not forget who they work for.

Consider seriously who to vote for and make sure to take the time to cast the vote on November 2.

Business Aviation needs people in Washington who understand Business!

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