There are also likely to be other secondary impacts on GA operators, even if they don’t fl y outside the country. If the bill is successful in its goal of forcing more aircraft maintenance back into the United States, that’s going to put additional strain on domestic repair stations, which in some cases are already turning away business as they grapple with a severe technician shortage. Maintenance companies that rely heavily on foreign business may be subject to retaliation and see cost increases that will likely be passed on to all customers.
Although the bill hasn’t progressed since the T&I Committee vote in November and there is (as yet) no Senate companion bill, it’s still a threat. There’s considerable interest in aviation safety issues on the Hill in the wake of the Boeing MAX accidents, which creates a legislative “wave” the unions can ride. They also have a powerful ally in T&I Chairman DeFazio, a long-time contract maintenance skeptic. ARSA isn’t taking the threat to the
industry lying down. We’re leading a coalition of leading aviation trade associations to fi ght the bill and prevent its enactment. But defeating the legislation will require more than just associations in Washington,
Christian A. Klein is the managing member of Obadal, Filler, MacLeod & Klein, P.L.C. overseeing the fi rm’s policy advocacy
practice. He represents trade associations as a registered federal lobbyist and provides strategic communications and legal counsel services to clients. He is executive vice president of the Aeronautical Repair Station Association. Mr. Klein is a member of the University of Virginia’s adjunct faculty.
D.C. expressing opposition. Aviation professionals around the country must tell their elected offi cials that H.R. 5119 would be enormously disruptive for the industry while doing nothing to improve aviation safety.
If you’re concerned, now is the time to learn more. Everything you need to know about the bill and how to help stop it is at
arsa.org/ legislative/hr5119-actioncenter.
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