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USPA "Wins" March 2003 - An omnibus spending bill was signed into law with a provision requiring the TSA to rescind all waivers for aviation activity over large stadium events. Going to the top, USPA convinced TSA Undersecretary Loy that allowable “operational purposes” include demo jumps. The TSA once again began issuing waivers for demo stadium jumps. September 2002 - The Transportation Security Administration held a “listening session” to prepare new rules restricting airspace over large stadium events. USPA was there, successfully arguing that demonstration skydivers should be allowed to jump into stadiums that otherwise were topped with restricted airspace. March 2002 - An airport group sent proposed security recommendations for general aviation airports to the TSA, including: perimeter fencing, pedestrian and vehicle gates, and criminal history checks on all FBO and tenant employees. USPA responded in a letter to TSA, pointing out that Congress never provided the TSA with authority over general aviation airports. TSA has since agreed that it has no authority over GA airports. September 2001 - The House Aviation Subcommittee held a hearing on the economic impacts of the airspace shutdown on aviation businesses. Using financial data supplied by DZs, USPA testified on behalf of skydiving businesses and ensured that they were eligible for government assistance programs. September 2001 - Jump plane operators were grounded, along with everyone else in the days following the terrorist attacks. USPA immediately engaged senior FAA management and White House staff with information about jump plane operations. Most DZs were back in action after losing only one weekend, and long before banner tow, news, and aerial survey aircraft operators. July 2001 - A new Part 105 took effect, ending “experimental” tandem jumping and its cumbersome waiver process. Due to USPA influence, the new rule did not include an FAA-proposed requirement for DZOs to report each injury to the FAA. March 2000 - The FAA proposed a rule that all turbine aircraft would have to install an Enhanced Ground Proximity Warning System at an average cost of $34,400. Using DZ-supplied information, USPA convinced the FAA that turbine jump planes fly most often in VFR conditions and are not prone to controlled flight-into-terrain (CFIT) accidents. The FAA’s final rule specifically exempted turbine jump planes. June 1997 - After the IRS determined that operators of jump planes grossing over 6,000 lbs. should collect and remit the 10% federal “ticket tax” on each jump ticket, USPA went to work on Capitol Hill. As a result, the Taxpayer Relief Act of 1997 specifically exempted skydive operators from paying the federal tax. |
