Tucson
By Mark Huber - April 1, 2008
The three main airports serving Tucson, Ariz., host an eclectic mix of aircraft and missions. Traffic at all three–Tucson International, Ryan and Marana–is on the upswing. But unlike at Phoenix 120 miles northwest, flight congestion around Tucson remains minimal, and you can get in and out of there fairly easily.
Tucson International (TIA) is the largest of the three airports and has the longest runway (10,996 feet). It’s a busy place where you can find student helicopter pilots, F-16 fighters of the Arizona Air National Guard, jumbo jet freighters and airliners. The tower does a good job of keeping things separated, but your pilot definitely needs to be on his game.
TIA is where Learjets were once built and Bombardier still maintains a mammoth 847,000-square-foot maintenance and refurbishment center that employs 650 and works on everything from Learjets, Challengers and Globals to regional jets and water bombers. The place can hold 60 airplanes under roof and provide everything from a paint job or new interior to high-speed Internet and enhanced vision systems. Bombardier also maintains an FBO there, but its operation serves mainly as a courtesy to its customers.
There are way too many FBOs here: six, including Bombardier’s, and a seventh is about to open. This is good news for price shoppers: almost all offer volume discounts and other incentives. But the irrational FBO competition at TIA is courtesy of an old Soviet-style Tucson Airport Authority (the governing body of both TIA and smaller Ryan Airfield nearby), which is populated by patronage babies who seem to delight in making life difficult for their private-enterprise tenants. (Getting a hangar approved can take two years, for example.)
The TAA also runs an FBO that incongruously competes with its own tenants. It is located at the base of the control tower and even though the words “executive terminal” are plastered across the awning, the atmosphere and service can at least sometimes be anything but professional. During our visit, a clear overpopulation of line workers sat in the dirty and disheveled passenger terminal watching television while a counter worker and her supervisor traded loud obscenities. Requests for the most basic information were greeted with what can only charitably be called a poor attitude. Things in the executive offices are perhaps no better, as our repeated phone calls for information were not returned.
Fortunately, there are alternatives to this craven customer service. Atlantic Aviation (formerly Trajen Network) operates a neat, modern and efficient FBO that attracts
90 percent of the fractional owner company traffic and is managed by people with long track records in the FBO business. Atlantic has ample transient hangar capacity and a huge ramp. The staff, which includes a full-time concierge, is courteous and efficient.
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