Global Airlines

I ended up doing additional research on a previous post regarding global airlines and competition. I started by researching the competition between the foreign airlines and the domestic American airlines. I examined my previous post and revisited the topic taking into consideration new information and input from the in class discussion following the prior assignment. I also examined the recent merger of American Airlines and U.S. Airways and the impact it will have on a global level.

The domestic American airlines (including American Airlines) have long claimed to be unfairly treated by the U.S. government. They claim that some foreign airlines receive government support which provides them with an advantage on a global level.

They are currently lobbying the government for renegotiated international agreements which govern foreign airspace. These agreements attempt to eliminate government interference and allow domestic American airlines to compete with foreign airlines without as many restrictions. This comes in response to reports that foreign airlines are receiving government subsidies while domestic American airlines are not. This is not completely true.

There are reports that claim the domestic American airlines have received government subsidies as well. The latest report was 150 billion dollars over the last one hundred years (Arnold 2015).

American Airlines has lead most of the arguments against the U.S. government and the open skies agreement. They claim that the report does not account for what the money was spent on (they claim around 140 million was spent on a trust fund that supported Federal Aviation Administration spending).

They also claim that American based airlines have contributed money (around 10 million annually) including both American Airlines and United Airlines (Reed 2015).

American domestic based airlines still rule on a global level despite the recent success of the global airlines. This has not supported their argument.

American Airlines is now the largest airline following the recent merger. This allows them to compete even more on a global level (Rapoza 2015). This merger went through similar questions regarding competition and fairness that are currently being discussed regarding the open skies agreement.

I think that the competition between foreign airlines and the domestic American airlines is fair. They both have received support that have allowed them to compete and provided advantages on a global level.

This is a change from my previous post where I argued that the competition was unfair due to support received by foreign airlines. Through additional research I was able to supplement my knowledge and reach a new conclusion. The in class discussion prompted me to relook at this topic in an attempt to find new information and gain a better understanding. They both have received support (in different forms) that have allowed them to compete and provided advantages on a global level.

Arnold M. (2015 June 23). American Air CEO says GovernmentShould Address Subsidy Spat. Retrieved December 10 2015.

Rapoza K. (2015 May 24). American Airlines May Stand Alone inFight. Retrieved December 11 2015.

Reed T. (2015 April 14). U.S. Airlines have paid theGovernment Billions. Retrieved December 10 2015.

ATC Privatization

The privatization of the ATC system in the U.S. has been an increasingly discussed issue over the past few years. The airlines (according to Airlines for America) are now in support for the privatization of the ATC system. The airlines have realized that the promised upgrades in the ATC system (currently run by the Federal Aviation Administration) are not going smoothly and are not even close to implementation (Boyd 2015). The Federal Aviation Administration has created a long line of failed programs (including the most recent Advanced Automation System). The current program (the Next Generation Air Transportation System) has already been delayed and continues to have implementation problems.

The general aviation community is still against the privatization of the ATC system. They fear the privatization of the ATC system will create user fees (Tennyson 2015). The AOPA is currently fighting against the privatization of ATC.

The process to privatization would be long and time consuming. The idea is currently expected to be proposed as a bill. The bill would then go to voting in both the House of Representatives and the Senate. The bill would then have to go through implementation and the regulatory process (if the bill passes). This would include a notice of proposed rulemaking that would allow comment from various representatives from the industry.

There are many countries who have already adopted a private ATC system. The system seems to reduce the costs to the airlines by removing excess fees imposed by non-direct routes and ATC delays (although these countries have significantly less air traffic than the U.S.).

I do feel that a privatized ATC system would be more effective. Advanced technology would be easier to implement and the upgrade process would go smoother.

Tennyson E (2015 June 15). Any Change to ATC System Must Protect GA. Retrieved December 6 2015.

Boyd M (2015 October 6). Time to Privatize U.S. Air TrafficControl. Retrieved December 6 2015.

FAA GA Medical Reform

The current agenda for general aviation medical reform is to remove the requirement of renewing your third class medical certificate completely. Anyone who has received a third class medical certificate within the past ten years would not be required to renew that certificate if the bill passes. Anyone who receives a third class medical certificate (if the bill passes) would not be required to renew that certificate unless a new medical condition is developed requiring a special issuance medical certificate (Tennyson 2015). A logbook endorsement would take the place of renewing the third class medical certificate and would be completed by an aeronautical medical examiner every four years.

The suggested reform is already far in the regulatory process. The suggested reform is currently a bill and is awaiting vote on an amendment by the Senate (Tennyson 2015). The legislation must first be signed into law prior to the Federal Aviation Administration beginning the regulatory rulemaking process. The rulemaking process could take up to a year.

I agree with increasing the renewal time requirement of a third class medical certificate. This would allow third class privileges for a longer period of time which will benefit general aviation pilots (primarily those above the age of 40). I am against removing the renewal time requirement completely though. I think the third class medical certificate renewal should still be required (to ensure medical standards are met). Removing the requirement completely may create a safety hazard. I think requiring a logbook endorsement every four years by an aeronautical medical examiner is a positive response.

I do feel that medical reform is necessary for general aviation pilots. The current third class renewal time requirement is too short and should be extended to accommodate general aviation pilots (primarily those above the age of 40). Requiring them to renew their third class medical certificate every few years is not necessary.

Tennyson E. (2015 November 29). Closer Than Ever. Retrieved November29 2015.

Competitor to Airbus and Boeing

I do not believe this aircraft will ever receive FAA certification. This will prevent it from reaching primary markets and prevent is from operating within the United States. The certification problems come from a lack of competence exhibited by the Civil Air Administration of China (CAAC) during an earlier project in 2011 (Perret 2013). The aircraft may still be sold to local markets but the goal was to receive the FAA certification and compete with Airbus and Boeing products.

The certification of this aircraft would provide many challenges for American carriers. The public perception may play a role if American carriers chose to operate this aircraft. There is already a perception among the public that products produced in China are generally not durable and lack quality (because of mass production). I do not think American carriers would choose to operate this aircraft even if it was able to receive the required certification. Airbus and Boeing are both more reliable manufacturers.

The Commercial Aircraft Corporate of China (COMAC) is a Chinese state owned aerospace manufacturer. The primary project is currently the 919 (including receiving the required certification). The 929 and 939 are proposed projects and are larger variants (more seats) of the 919. The company was created (and owned) by the Chinese government to reduce the reliability on Airbus and Boeing products.

The certification of this aircraft would open up the opportunity for other aerospace companies to compete with Airbus and Boeing. This may provide additional problems as other companies may cut costs in an attempt to be competitive (risking safety in the process).

Airbus and Boeing have responded to the development of this aircraft by producing aircraft that are more economically friendly (including producing new variants of the A320 and 737-800). The engines on the older variants were replaced to provide the more economically friendly variants (Gates 2015).

Gates D. (2015 September 15). Boeing starts final assembly of 737 max. Retrieved November 8 2015.

Perret B. (2013 December 16). 919 may be largely limited to Chinese market. Retrieved November 8 2015.

Aviation Organizations

The Airline Pilot Association (ALPA) represents pilots of regional airlines in the United States. This includes pilots of Envoy Air (operating as American Eagle). I plan on becoming a pilot for Envoy Air upon reaching the ATP minimums. The Airline Pilot Association is the largest airline pilot union in the United States. They represent the views of pilots and negotiate with both Congress and the regional airlines (including negotiating regional airline contracts with mainline operators). The Airline Pilot Association will support me throughout my career by representing the needs of the pilot and promoting safety.

The Allied Pilot Association (APA) represents pilots of American Airlines. I plan on upgrading to American Airlines following employment with Envoy Air (operating as American Eagle). The Allied Pilot Association is the largest independent pilot union in the United States. They represent the views of the American Airlines pilots and work to promote safety within the airline. The Allied Pilot Association is operated by former American Airlines pilots and understands the need of current pilots. The Allied Pilot Association will support me throughout my career by representing the needs of the pilot and promoting safety.

Airline Pilot Association

Allied Pilot Association

Global Airlines

The domestic American airlines (including United and American) are currently lobbying the government for renegotiated international agreements which govern foreign airspace. This comes in response to reports that foreign airlines are receiving government subsidies while domestic American airlines are not. These agreements attempt to eliminate government interference and allow domestic American airlines to compete with foreign carriers without as many restrictions.

Emirates has already confirmed receiving government subsidies. The latest reports indicate the amount to be in the billions. Qatar has also received government subsidies. The latest reports indicate that the foreign carriers (including Emirates and Qatar) have received over 40 billion dollars in the last few years (Arnold 2015).

There are some reports that claim the domestic American airlines have received government subsidies as well. The latest report was 150 billion dollars over the last one hundred years. This report have do not account for what the money is spent on (around 140 million was spent on a trust fund that supported Federal Aviation Administration spending). American based airlines have even contributed money towards the fund. American based airlines contribute around 10 million annually to the fund (Reed 2015).

The foreign airlines have also taken advantage of below market interest rates. The United States Export Import Bank provides reduced interest rates to foreign purchases in an attempt to reduce credit risk to potential buyers. This has created a lot of controversy. Boeing was strongly lobbying Congress to have the United States Export Import Bank discontinued. Boeing manufactured jets are purchased by these foreign airlines at reduced interest rates.

I think this problem should be addressed. This provides an unfair advantage to foreign airlines. They have a better overall infrastructure due to massive government subsidies and are able to purchase large quantities at reduced interest rates (the American based airlines do not benefit from either of these).

Arnold M. (2015 June 23). American Air CEO says Government Should Address Subsidy Spat. Retrieved October 25 2015.

Reed T. (2015 April 14). U.S. Airlines have Paid the Government Billions. Retrieved October 25 2015.

Cargo Pilot Regulations

The Federal Aviation Administration (FAA) has released an updated flight and duty time regulation following the Continental Connection (Colgan Air) crash. The new regulation requires a minimum rest period of ten hours (which is an increase over the previous requirement of eight). The regulations goes on to state that a pilot must have the opportunity to receive eight hours of uninterrupted rest within each ten hour rest period. The new regulation also limits a pilot to a maximum eight hour flight period (or nine depending on the start time) and a fourteen hour duty period. A pilot must also provide a statement saying he is fit for duty prior to each duty period. These new regulations were adopted to attempt to minimize pilot fatigue (a factor associated with the Continental Connection crash).

The cargo industry has been exempt from this new regulation. The flight and duty time requirements for cargo operations require eight hours between required rest periods (Carroll 2014). They also require ten consecutive hours of rest for every eight hours of flight time (nine consecutive hours below eight hours of flight time and eleven consecutive hours above nine hours of flight time). There is no requirement for uninterrupted rest. The requirements also limits a pilot to one thousand hours a year and one hundred hours a month.

The cargo operations have been exempt from this new regulation because they do not conduct passenger carrying operations (FAA 2011). This is stated directly in the preamble of the final rule. A number of other factors may have also contributed to the exemption. The added costs may be too high for some cargo operations. The public perception may have also played a role.

I do feel the new regulation should apply to cargo operations. The pilots of cargo carrying operations endure similar stresses as passenger carrying pilots even though they are not carrying passengers. The pilots of cargo carrying operations also tend to work non-traditional schedules (including throughout the night or longer legs). The new regulation is relatively similar to the old one but the change should be uniform throughout the industry.

I would consider becoming a cargo pilot if this new regulation applied to all operations. The tough and inconsistent schedule of a cargo pilot along with high flight and duty time requirements make this opportunity relatively unattractive.

Carroll J. (2014 March 13). UPS pilots urge more rest for cargo crews. Retrieved October 18 2015.

FAA. (2011 December 21). FAA Releases Final Rule on Pilot Fatigue. Retrieved October 18 2015.

The Regional Airlines and Professionalism

The regional airline industry has been receiving a lot of attention lately following the release of new regulation which increases ATP (Airline Transport Pilot) time requirements. The regulations now require a pilot to log 1,500 hours (1,000 hours with a 4 year aviation degree) prior to being able to apply for an ATP certificate. This has caused a pilot shortage in the industry. There have already been reports of shortages by many regional airlines. Envoy (operating as American Eagle) has already had a fleet reduction as a result of pilot shortages while other regional operators continue to discontinue routes and reduce operations. There are those that argue that the pilot shortage does not have to do with a lack of pilots but a shortage in pay (more people would become pilots if they increased starting wages at the regional level). The wages of regional airlines are primarily controlled by mainline partners (American controls the wages of their regional partners operating under American Eagle including Envoy). I believe that both arguments play a strong role in the increasing pilot shortage. The mandatory retirement age has permitted regional pilots to flow through to mainline operations leaving the regional industry with a lack of pilots (Jansen 2015). The new ATP requirements have reduced (or delayed) the number of new pilots completing the training requirements preventing the regional operations from hiring replacements. The low starting wages have also contributed to the pilot shortage (Miller 2015). There are less people willing to commit to expensive pilot training with starting wages so low for pilots at the regional level (the pilots who do are now looking at other options such as corporate operations).

These new regulations should cause the regional airlines to be concerned with who they are hiring. An applicant who meets the minimum ATP requirements is not always a good candidate. The new regulations have forced regional airlines to hire anyone who meets these requirements while disregarding other aspects. This could develop potentially dangerous situations for regional airlines. A solution to this problem would be increasing applicant selection standards.

The ALPA (Airline Pilot Association) protects pilots and is currently attempting to increase wages at entry level regional pilot jobs in the United States. The RAA (Regional Airline Association) protects the regional airlines and is attempting to get the new ATP requirements reduced.

The definition of professionalism to me is holding yourself to a set standard. Professionalism comes with proper training and supplemental experience (as a pilot). The Continental accident came as a result of a lack of professionalism on both an operational and management level. The pilot should have called in rather than attempting to commute across the country and complete the flight. The management within the company should have promoted a better safety standard (rather than having a pilot complete a flight at all cost). The management side could have also conducted additional safety measures (that may have caught the pilot stall awareness deficiency). I believe that starting wages at the regional level have contributed to this problem. Poor pay results in a lack of professionalism because any individual who believes they are not being compensated enough does not operate at a high standard that promotes safety. I believe I will be able to conduct myself at a higher standard through personal checklists (understanding personal limits will promote professionalism and safety) and personal standards (not doing anything that I believe compromises safety).

Jansen B. (2015 August 27). Airline fears of pilot shortage spark Congress fight over required training. Retrieved October 11 2015.

Miller S. (2015 July 29). The Regional Pilot Shortage is Real. Retrieved October 11 2015.

Unmanned Aircraft Systems

Unmanned aircraft systems are currently being used for a number of different applications. This includes everything from aerial survey to law enforcement. The number of applications will continue to increase as the use of unmanned aircraft systems becomes more common. There are some airlines that are already beginning to look at using unmanned aircraft systems to provide increased awareness when conducting aircraft inspections. This practice is already being used by other airlines (including EasyJet) to conduct maintenance inspections in hard to reach areas (including the tail and the top of the cabin). This also provides increased awareness when checking for ice prior to departure (in hard to reach areas).
There are few regulations governing unmanned aircraft systems although this will change as they become more common. There is currently a notice of proposed rule making concerning small unmanned aircraft systems (under 55 pounds). This notice proposes rules which would limit small unmanned aircraft systems to line of sight operations. This notice also includes height restriction and certification requirements (for both the operator and the aircraft). The new regulations are due to be released any day and will include a number of new restrictions.
I do see unmanned aircraft systems eventually being incorporated into the national airspace system. This will be a complex process. Attempting to control unmanned aircraft systems in the same airspace as manned aircraft (including commercial flight operations) will be a long process and will require regulations designed to incorporate the new systems while still promoting safety. Separation requirements (both vertical and horizontal) will be one of the issues that will require additional regulation. The current regulation requires a thousand feet but this may have to be reconsidered. Required equipment will also be a problem. Unmanned aircraft systems (the larger ones) may eventually be required to have transponders. There have already been problems with unmanned aircraft systems venturing into regulated airspace. An American pilot recently reported almost hitting an unmanned aircraft systems on an approach (Wiener 2014). This is a safety issue and must be corrected immediately.
Unmanned aircraft systems have already been implemented within the military. They have transformed the military strategy through a number of different applications. Unmanned aircraft systems are currently being used in both pilot operated (pilot on the ground) and completely autonomous roles (no pilot). Unmanned aircraft systems have allowed the military to reduce the threat to the operator while conducting operations. They have also provided increased awareness to pilots. An F-35 pilot will be able to control autonomously operated unmanned aircraft systems to provide increased awareness through surveillance (Shaw 2015). This is an invaluable asset to maintaining air superiority and provides the pilot with an edge in a combat environment. The incorporation of unmanned aircraft systems in the military has been efficient but has come with some ethical concerns.
The only job posting I could find regarding unmanned aircraft systems was for an engineer (working on unmanned aircraft systems) for General Atomics Aeronautical Systems (this probably would require an aeronautical engineering degree).

Shaw M. (2015 June 24). Future F-35 Pilots will Operate Drones from the Cockpit. Retrieved October 4 2015.
Wiener D. (2014 May 9). American Airlines Pilot Says He Almost Crashed into a Drone in Mid-Air. Retrieved October 4 2015.

General Atomics Job Posting

Commercial Space Flight

The idea of commercial space flight began in the United States around 1980 with the Space Flight Participant Program (Air and Space Magazine 2009). This program gave people the opportunity to ride aboard shuttle flights into space without specific research goals or government status. The program did not last long and was eventually cancelled following the Challenger explosion (the Challenger was carrying a member of this program). A similar program (developed around ten years ago) was also cancelled following the Columbia explosion. Development of commercial space flight began to decline following the Columbia explosion with a new emphasis on completing the International Space Station. Commercial space flight is now being primarily developed by private companies. There have already been many accomplishments in the industry. There have been successful commercial flights into space despite development problems and increasing regulations.

There has been increasing development of regulations that now govern commercial space flight. This was a direct response to increased interest and development in commercial space flight (the new regulations were added about eight years ago). This includes everything from licensing requirements and application procedures to safety approvals and human requirements. These new regulations are located in Title 14 (Aeronautics and Space) of the Code of Federal Regulations (Federal Aviation Regulations). I feel that these regulations are not very restrictive as of right now but will continue to be developed (or additional regulations will be added) in the near future as more progress is made.

I think commercial space flight will continue to advance on a significant level. There will be regular commercial space flight within the next decade based on current progress and development. I do think that it will eventually be a means of transportation (the aviation industry has advances on a elevated level when compared to other modes of transportation).

The qualifications for a pilot to conduct commercial space flight are not very restrictive at the time (Federal Aviation Administration 2015). The minimum current requirements (according to what I read but was unable to confirm) are a first class medical and an instrument rating. The qualifications should become more restrictive as commercial space flight continues to be developed.

14. (2015). FAR AIM 2015: Federal Aviation Regulations Aeronautical Information Manual. (2015). Federal Aviation Administration.

Air and Space Magazine. (2009, February 1). License to Thrill. Smithsonian. Retrieved September 28 2015.

Pilots and Depression

The specific details of the accident are as follows. The aircraft departed around ten in the morning prior to reaching the assigned cruising altitude. The departure was preceded by a short delay on the ground. The aircraft then descended from the assigned cruising altitude without permission about a half an hour later (about a minute after reaching the assigned cruising altitude). The controller declared the aircraft in distress after losing radar contact with the flight and observing a rapid rate of descent on the radar. The aircraft continued the descent for about ten minutes prior to colliding with the surrounding terrain. The cause of the accident was soon discovered to be intentional. The first officer initiated the constant rate descent after locking the captain out of the flight deck. The first officer had a history of mental illness relating to depression but this was undisclosed to his employer. The first officer had issues relating to mental health prior to this accident which included being treated for both depression and suicidal tendencies while completing his commercial pilot certificate. These treatments resulted in a delayed application process for the first officer at the end of his commercial flight training.
There have been other incidents involving pilots with mental health issues. Another incident relating to mental health occurred a few years ago. This involved a JetBlue pilot who had a mental breakdown during a flight. The flight was forced to make an unscheduled emergency landing as a result. The pilot was subdued and later charged with interfering with the flight crew. The pilot was believed to be taking medication for bipolar disorder or depression.
The mental health of a pilot is currently screened by the Aeronautical Medical Examiner at the renewal of the medical. The Federal Aviation Administration currently requires an airline pilot under the age of 40 to renew their medical every year. A pilot over the age of 40 is required to renew their medical every six months. The applicant is supposed to self report any mental issues prior to the exam on the application. The screening during the exam is not extensive and many mental illnesses go undisclosed (an applicant affected by a disorder or mental health issued does not want to disclose the information because it may result in termination or suspension). This process is not very effective because self disclosing any issue has a negative impact on the pilot. A more extensive screening should be done during the medical exam to completely examine each applicant. A number of different tests could be used to completely screen each applicant prior to the renewal of their medical.
A possible solution would be to allow a pilot to disclose some mental illnesses without penalty. This would allow for a more proactive approach to problem and may permit a diagnosed individual to get the treatment they require without penalty. Allowing a pilot to disclose some issues without penalty would provide problems for both the airlines and the Federal Aviation Administration. Allowing a pilot to remain employed with certain mental health issues will cause unrest among the public. The challenge to the Federal Aviation Administration and airlines would be determining what level of mental health would be acceptable.

Sources
Clark N & Bilefsky D. (2015 March 25). Germanwings Pilot was Locked Out of Cockpit Before Crash. Retrieved September 19 2015.
Faiola A. (2015 June 12). Germanwings Pilot Was Not Fit to Fly. The Washington Post. Retrieved September 19 2015.

Personal Introduction

I am in the Aviation Flight Technology Program here at Eastern Michigan University. I am currently in my last semester here and am in the process of completing my commercial pilot certificate. I have been interested in aviation from a young age. I started flying at American Wings Aviation in high school before enrolling in the aviation program here. I currently have both my private pilot certificate and instrument rating.
I am planning on becoming a flight instructor at Eagle Flight Center upon completion of the program. I am planning on applying for Envoy Air (operating as American Eagle) upon reaching the Airline Transport Pilot minimums as an instructor. I had the opportunity to work for American Eagle over the summer where I was able to develop many contacts. I am planning on eventually upgrading to American following employment at Envoy Air.
I have always had an interest in military aviation as well. This is another option for me. This is an area where I would like to hear more about.
I am interested in a number of aviation topics. I have always had an interest in automation in aviation. I am also interested in aviation technology primarily with the military.