Cargo Carriers Are Exempt from Revised Flight/Duty Rules .. Should They Be?

 In the new flight and duty regulations, the pilots are now supposed to obtain a rigorous training of 1500 hours up from the original 250 hours initially required to obtain an ATP in the new regulations. Importantly, the specifications of new regulations are that the airlines departments are supposed to monitor the training operations and ensure that the new pilot monitoring is done with an in-depth assessment (Neis & Klaus, 2014). In fact, pilots are engaged with at least 10 full hours of flight from the next flights. Different from the old regulations, there is an additional 2 hours sleep time and an end-to-end shift arrangement.

The current flight and duty limitation for cargo carriers include the 8 hours off time between shifts and not as it was set in the beginning of sleep time. The new rules have the main focus of ensuring that the regulations support safe air travel as well as the efficiency of pilots. The increased structure of the sleep time was changed with allegations that the low period in it for pilots had reduced their ability to make a decision while at work (Rudari, Johnson, Geske, & Sperlak, 2016). Ideally, a similar situation could have been attributed to the many accidents that happened. Importantly, the flight and duty limitations for the cargo carriers are all inbuilt with the objective of improving the welfare of the pilot.

All the mentioned reasons are attributed to the exception of the cargo carriers from the new regulations. The value of life aspect was motivated by the fact that the cargo carriers do not involve as high risk as in the other categories. Additionally, the public perception that the cargo carriers do not operate frequently lead to the assumption that the pilots for the carriers have enough time for rest (Stengel, 2015). The economic implications are also a result of the exemption. The cargo carriers were considered to be quite expensive, as the implementation of the regulations would mean the inclusion of more pilots in the air travel. Clearly, a combination of the aspects triggered the noticeable exemption.

The cargo carriers should be included in the new rules. The justification for the inclusion is due to the improvements in the business process of outsourcing and additional cargo planes operating at any given time, an arrangement that leaves little time for the pilots to rest. The new regulations would ensure that the cargo flight pilots also have enough sleep. The dangers of a tired commercial plane pilot are the same with those of a tired cargo plane pilot; in this justification, the cargo planes should also be included in the rules (Stengel, 2015). All in all, the costs benefit analysis is needed to help show that it is quite risky and costly not involving the cargo flights in the new regulations due to the dangers posed by this approach.

As a flight manager, the inclusion of the regulation of cargo carriers to the plan could involve some management rescheduling. It is notable that the rescheduling aspects comprises of hiring more pilots who would take shifts with the existing ones (Winter, Rice, Rosser, Mehta & Rice, 2014). Some arrangements would work better for pilots. In fact, this arrangement could be a complement of managerial operations. In this perspective, the managerial committee and timelines support could have to increase the efficiency in the operations to the timetables I allocate. By doing so, my career as management personnel would involve an increased level of activities.

References

Neis, S. M., & Klaus, D. M. (2014). Considerations toward defining medical “levels of care” for commercial spaceflight. New Space, 2(4), 165-177. Retrieved from http://commercialspace.pbworks.com/w/file/fetch/91695798/Neis,%20Klaus%202014.pdf

Rudari, L., Johnson, M. E., Geske, R. C., & Sperlak, L. A. (2016). Pilot perceptions on the impact of crew rest regulations on safety and fatigue. International Journal of Aviation, Aeronautics, and Aerospace, 3(1), 4. Retrieved from http://commons.erau.edu/cgi/viewcontent.cgi?article=1096&context=ijaaa

Stengel, R. F. (2015). Flight dynamics. Princeton University Press. Retrieved from https://books.google.co.ke/books?hl=en&lr=&id=-OjZBQAAQBAJ&oi=fnd&pg=PP1&dq=impacts+of+flight+regulations&ots=IqHeN-zTCm&sig=3vyJrjSesAQJw0mzJE3lxYa7E6g&redir_esc=y#v=onepage&q&f=false

Winter, S. R., Rice, S., Rosser, T. G., Mehta, R., & Rice, A. (2014). Consumer perceptions of starting regional pilot pay given additional qualifications. International Journal of Aviation, Aeronautics, and Aerospace, 1(2), 1. Retrieved from http://commons.erau.edu/cgi/viewcontent.cgi?article=1010&context=ijaaa

ATC Privatization and NextGen

According to Nolan (2010), the ATC system is tasked with ensuring safe operations of private and commercial aircraft. The system coordinates the movements of numerous aircraft, keeping them at safe distances as well as directing them during landing and takeoff from the other aircrafts. It also ensures that traffic flows efficiently with minimal delays. NextGen, on the other hand, is a new National Airspace System which is due to be implemented across the U.S. from 2012 to 2025 and is a comprehensive modernization of ATC via a Global Positioning System (GPS) that is built on a satellite-based navigation. NextGen uses GPS in addition to other sophisticated flight procedures or technologies to reduce flight time, flight delays as well as aircraft fuel emissions. 

General Aviation (GA) has spoken against the privatization of ATC since this move will create a federally-chartered air traffic control corporation which will be governed by aviation industry that will mainly focus on airline interests which will eventually result in limited access to the skies for private pilots. The U.S. airlines want ATC to be privatized given that the system is currently using a technical foundation of the 1950s with equipment that are outdated. This creates the need to put into a quasi-official structure that will free the system from all financial constraints which have kept it from being upgraded. The response of Airline for America (A4A) lobby group has opposed privatization but argue that ATC needs to be reformed since the old model creates the wrong incentive which is profit. A4A supports a model which holds the benefit on being governed and run like a commercial business that drives efficiency and accountability while equitably obtaining finances from users simply as required to support and sustain an effective operation. Americans Against Air Traffic Privatization (AAATP) is another lobby group that opposes the ATC privatization, arguing that this should be the function of the government. The AAATP has also expressed fear that the airline industry will have too much voice in managing the privatized entity (Reed, 2016). 

            There are other countries that have privatized ATC such as New Zealand, Germany, and Canada, which were the first independent entities to have served the interests of airspace users and their customers. These privatized ATCs are financially self-sufficient hence they do not need any subsidies from the taxpayer and are able to swiftly adapt to dynamically changing technological and operational environments, unlike the current ATC. 

            The process of converting the current system into a privatized system is through the Congress. Besides that, the Aviation Innovation, Reform, and Reauthorization (AIRR) Act of 2016 was introduced in the Congress and focuses on creating a new non-governmental, non-profit and self-funding entity which will take over the development and operation of the ATC system (Congress.Gov, 2016). Additionally, this bill will as well take the management of the system from the FAA. The current administration will have an impact on the ATC privatization especially with the change of the two Houses of the government from Democrats to Republicans. It is anticipated that the new administration will make some amendments to the introduced bill to open for reforms on the ATC system.

            It is agreeable that ATC system performance and processes continuous improvement should be first and foremost. However, privatizing ATC will turn over the system to the airline industry, which will have a bigger voice hence making their business practices and pricing service to be exempt from government oversight, or avoid competition. This means that in privatizing air travel, prices might rise and flying might become too risky given that the participation of safety officials in the proposed entity will be halted. 

References

Congress.Gov. (2016). H.R.4441 - Aviation Innovation, Reform, and Reauthorization Act of          2016. Accessed on January 25, 2017, from https://www.congress.gov/bill/114th-            congress/house-bill/4441/text.

Nolan, M., (2010). Fundamentals of Air Traffic Control. Cengage Learning.

Reed, D. (2016). Air Traffic Control Privatization Finally Has A Realistic Shot At Being Passed     By Congress. Accessed on January 25, 2017, from             http://www.forbes.com/sites/danielreed/2016/02/05/air-traffic-control-privatization-          finally-has-a-realistic-shot-at-being-passed-by-congress/#1da0187a14aa.

Flying Cheap

The current state of the regional airline industry is a rapidly changing sector in the air transport industry. I believe that’s there’s a pilot shortage in the aviation industry in general. The pilot shortage is not only based upon projected retirements. The requirements have changed after Colgan Air Flight 3407 accident in 2009. The most significant change was the increasing of the qualification required for first officers who fly for U.S. passenger and cargo airlines. The new regulation requires first officers to have at least 1,500 hours total time as a pilot. Also, it requires first officers to have an ATP (Airline Transport Pilot) certificate. However, the old regulation required only 250 hours of flight time. The pilot shortage caused by the new requirements in the industry. You need more money and more time in order to be a first officer. According to Fitzpatrick (2016), the regional airlines problem that they can’t find qualified people to fly their planes.

The 1,500 hours requirement costs students more money in order to become a pilot. A study shows that student pilots have to spend more than $150,000 for the required training to obtain the hours need and the college degree. The regional airlines do not pay big salaries as entry-level job for new pilots. The regional airline goal is to keep the cost down and they end up with pay the crew less than what they deserve as professionals. On my opinion, the best solution is the regional airlines have to pay more salaries to encourage more pilots to fly their planes. The other good solution would be to reduce the required hours in order for to become a first officer in a regional airline to acceptable amount of hours. It’s a difficult to implement a new regulation especially this regulation, which was a response to a fetal accident.

Some of the organizations that represent the remainder of the industry:

·      Air Traffic Control Association (ATCA).

·      Aircraft Builders Council (ABC).

·      General Aviation Manufacturer's Association (GAMA)

·      American Association of Airport Executives (AAAE)

·      Professional Aviation Maintenance Association (PAMA)

·      Aircraft Mechanics Fraternal Association (AMFA)

I would say professionalism is not only about achieving high degree in a specific subject. On my opinion, professionalism is a combination of knowledge, experience and how to use them in your profession.

In the documentary, there were couple examples that demonstrate the lack of professionalism by both pilots and management. First example, the management shouldn’t hire the captain because he had only about 600 hours total flight time. Second example, when pilots incorrectly respond to the aerodynamic stall. Also, there was no leadership in the cockpit. The first officer was fatigued and sick but she made her go decision because of the management will not her.

Yes, I agree that the first year pay and the compensation structure of a regional airline was one of the contributing factors in the lack of professionalism demonstrated in the documentary. The management was concerned about making money more than making safe operations. The hire freshly graduated pilots with average salary around $20,000 for the first officers with a minimum benefits. I wouldn’t apply for a job with my degree that will not equal to the effort that I put in order to get my degree.

I would expand my knowledge and read about the stuff that I am working with. If course everyday you are going to experience new things in the aviation industry. I will maintain and expand my professionalism level by having more knowledge and experience in my field. Also, I’m planning to obtain get a master degree after my bachelor’s degree.

References

http://www.pbs.org/wgbh/pages/frontline/flyingcheap/etc/synopsis.html

https://www.faa.gov/news/press_releases/news_story.cfm?newsId=14838

http://www.flyingmag.com/news/faa-finalizes-atp-rule-first-officers

http://time.com/4257940/pilot-shortage/

Personal Introduction

          I have a high diploma degree in Mechanical Engineering and was working as a mechanical inspector for four years. I was enrolled in school while I was working but majoring in Business Administration. I decided to come to the United States to complete my studies and get a degree here. I got a scholarship from my country government. My first choice was the Aviation Flight Technology program but they didn’t allow me to study any program that needs any kind of certificates. So I decided to do the Aviation Management Technology program which already has a General Business minor. The General Business minor got me more interested in the program because I got some interests in the business in general. I’m happy with my major and about to graduate by Fall 2017 that means I’m in my senior year now. I would do a small business after graduation and try to find a job in the aviation industry. I do love my home country but I would like work anywhere in the world. It’s enjoyable to experience a new culture. However, I would work in my country in the beginning to build some experience in this field. Also, I would like to have at least the private pilot certificate. My goal is to be a manager for a major airline or a major airport anywhere in the world. In my situation, I think is the most interesting area would be about international aviation topics in general because we have never discussed anything about aviation outside the United States since I’ve enrolled in the program. Aviation people should now about what’s going outside their country and not to limit themselves to just one country only. Also, the drones and remote pilot topics would be interesting because they are kind of new to the industry and there will be many jobs opportunities and new regulations in this area.

Would You Give Your Facebook Password to an Interviewer?

 How would you feel if you apply for a job, and the interviewer asks you for your Facebook login information? The Associated Press in the article “Job Interviewers Seek Applicants’ Facebook Passwords” talks about how some interviewers surprise applicants by asking for their Facebook passwords. The article gives overview about people’s opinion of the issue. I am against the idea of job interviewers asking applicants’ for their social network, Facebook, login information.

The article points that with the development of the social networking companies tend to look for the availability for employees’ or applicants’ accounts in social network websites to review them. However, “many users, especially on Facebook, have their profiles set to private” (AP). I think that is what makes employers ask for the login information of the applicants. In my opinion, giving them the password is invasion of privacy. Facebook, in particular, is a place where people share family updates or personal news with their family and friends, which are of no importance to the employer. Employers are not family or friends to have the right to keep an eye on employees’ profiles.

Not all companies ask for passwords; some found other ways to view employees’ activities. “Companies that don't ask for passwords have taken other steps -- such as asking applicants to friend human resource managers or to log in to a company computer during an interview (AP)." It would be acceptable if they send a friend request, because in this case the employee can monitor what they can view that is ones’ right. Other companies, such as Sears use a third party application that takes information from the applicant’s or employee’s Facebook page with permission when login in to Sears job sites. I do not mind this act, for it asks for permission. The applicant may and may not accept it.

The reactions of applicants when were asking were not the same. Some refused to give up their login information; others did not have any problem with giving their passwords to job interviewers. One reason that makes applicants give their password even when they do not agree with the idea is that they are in need for the job. Collins response when he was asked about giving his password to interviewer was “I needed my job to feed my family. I had to (AP)”. If I would be asked for my password to any of my social media accounts, I would leave the interview. I do not want a job that would invade my privacy.

The article mentioned that kinds of the materials companies look for when they ask for applicants’ passwords include “inappropriate pictures or relationships with people who are underage, illegal behavior (AP).” I think that companies cannot keep track on every single act an applicant or employee does, for they can hide it. There is a possibility that an applicant does illegal behaviors but does not post them on Face book for the seek of the interview. Therefore, there is no point of asking for applicant’s passwords when they can hide what they do not want their employers to see.

In final consideration, I do not agree with companies asking for employees’ or applicants’ passwords of their social media accounts. There is no difference between companies asking for employee’s private correspondence with his or her family and friends and asking for Facebook password. I think of it like asking for the key to my house. For this reason, I would not accept if anyone asked me for my Facebook password. In fact, I agree with the cities that banned and will ban such as act.