The UAV Situation

Unmanned Aerial Vehicles (UAVs) have been a popular topic among the aviation industry within the last few years. What started out as a desire for an internet-based retail company to expedite their shipping process has now transformed into a nation-wide desire for commercial UAV implementation in multiple major commercial industries. Drones serve several commercial purposes including search and rescue, wildlife management surveying, 3-D mapping, and even real-estate marketing. Most, if not all, of these sectors have already begun to see a boost in productivity and efficiency through the use of drones.

The above commercial uses of drones are now required to operate under the newly formed unmanned aircraft rule or, 14 CFR PART 107. According to the FAA (2016) UAVs have specific operating limitations to follow such as: “Unmanned aircraft must weigh less than 55lbs. Maximum ground speed of 100 mph (87knots). Maximum altitude of 400 feet above ground level (AGL)” (p. 1).

While I do believe that there is a place for UAVs inside the NAS, I firmly believe that as of now, those places are (and should be) restricted in comparison to that of other aircraft operating inside the controlled airspace environment. As per PART 107, UAV operators must receive ATC permission to operate inside controlled airspace and still adhere to the other operating limitations of PART 107 such as maintaining a visual line of sight with the UAV and operating below 400 feet AGL. US Air Force Pilots Major Stephen Maddox and Captain David Stuckenberg (2015) both concur that “these operational restrictions exist because of the hazards drones pose to manned aircraft and the public” (para. 4).     

The problems that I foresee with UAVs operating in the NAS is the communication among the manned aircraft, ATC, and the drone operators. Maddox and Stuckenberg highlighted a safety report compiled by the FAA where the topic of safety was measured in communication, collision avoidance and risk management were discussed. Maddox and Stuckenberg (2015) reflected the need for more safety measures in place with regards to UAV operation after “an American Airlines Group regional jet in Florida nearly collided with a drone at 2,300 feet” (para. 8). Incidents likes these are just some of the possible future problems the NAS faces with the implementation of UAVs and sheds light on the fact that there is a clear need for continued safety improvements.

With regards to military applications, UAVs pose several positives and negatives from financial and ethical standpoints. On the one hand, drones are much cheaper to operate than manned aircraft. Furthermore, UAVs are not manned aircraft meaning that we are minimizing the risk of death or injury to US military personnel through the use of drones. There have been some ethical concerns with the use of drones especially on the side of the drone operators themselves. Most US military drone pilots are stationed stateside operating their UAV thousands of miles away from the actual battlefield. Because of that separation of space between the operator and immediate danger there is a sense of detachment from the battlefield and the enemy. The popular concern with this detachment is that without the feel of an immediate threat we are more likely to start new conflicts. The antidote for such behavior would be to remember that military UAV operations is not a video game. Real lives are being taken and real people are being saved.

For those qualified personnel looking into making a career out of the commercial UAV operations, there are already several companies looking to hire drone pilots. Many of the positions listed on the website below involve aerial photography, aerial inspections, and even some drone technician positions as well. The following link is where I located most of the positions:  http://www.indeed.com/q-Uav-Pilot-jobs.html.

References

Federal Aviation Administration. (2016). Summary of Small Unmanned Aircraft Rule (PART   

              107). Retrieved from https://www.faa.gov/uas/media/Part_107_Summary.pdf

Maddox, S., & Stuckenberg, D. (2015, Feb. 24). Drones in the U.S. National Airspace System: A

Safety and Security Assessment. Harvard Law School National Security Journal.

Retrieved from http://harvardnsj.org/2015/02/drones-in-the-u-s-national-airspace-system-

a-safety-and-security-assessment/

Crew Rest Requirements & Cargo Airlines

After the devastating crash of Colgan Air Flight 3407 in 2009 the Federal Aviation Administration (FAA) made immediate changes to the amount of rest pilots are required to have before their flight duty period in an attempt to combat the effects of pilot fatigue. Sarina Houston (2016) reported on the new rule stating that the new regulations call for a “rest period of 10 hours, with the opportunity for at least 8 uninterrupted sleep hours” (para. 11). Houston (2016) further reported that this was the most noticeable improvement from the old rule which only required a “rest period of at least nine hours, which can be reduced to eight hours” (para. 11).

Other new mandates require that pilots report whether or not they are fit for duty, offer new flight duty periods in the ranges of nine to 14 hours depending on when a pilot’s day starts and how many flight segments he or she is expected to fly, and adds new flight time limits of eight to nine hours depending on the start time of the pilot’s flight duty period.

With the idea of safe air transportation in mind, the FAA has required all commercial airline pilots to adhere to these new regulations under Parts 117, 119, and 121. However, the cargo airline operators are exempt from following the new flight and duty time limits set for commercial airline pilots. According to the Cargo Airline Association (CAA) (2016):  

           

Cargo pilots are allowed to fly up to 8 hours (as opposed to 9 hours for passenger carriers under their rules) then legally must have a rest period.  In a situation where there are three crew members or more, cargo pilots may fly up to 12 hours.  While, cargo pilots may be on duty for 16 hours, under no circumstance do they ever fly 16 hours without rest. (para. 2)

Depending on who you ask, you may get a variety of reasons for why the FAA excluded the cargo industry from the new crew rest requirements. Some may say that because there are less souls on board the aircraft, there is no need to further restrict flight crew rest. Others may claim that an increased limit on flight crew rest times may not be financially beneficial to the cargo air carriers. I personally like to quote the FAA’s reasoning behind the decision to exclude cargo airlines from the new crew rest requirement rules. The FAA (2011) reported in a press release several years ago that “the estimated cost of this rule to the aviation industry is $297 million but the benefits are estimated between $247- $470 million” (para. 14). The FAA (2011) went on to claim that “covering cargo operators under the new rule would be too costly compared to the benefits generated in this portion of the industry” (para. 14).

I do not fully agree with the possibility of compromising safety by not mitigating the effects of pilot fatigue as a means to save cost for cargo companies. I do believe that cargo pilots should be considered under the new crew rest requirements regardless of the financial repercussions to the cargo industry. Nancy Trejos (2014) collected several statements from an Air Line Pilots Association (ALPA) representative who happened to touch on several issues, of which I fully agree with, within the new regulations:

“It is clear from the science that all airline pilots experience fatigue in the same ways, regardless of whether they are transporting passengers or cargo," the union said. "Cargo airline pilots fly the same aircraft types over the same routes, into and out of the same airports, as passenger airline pilots.” (para. 16)

            I do not believe that the number of people on board a transport category aircraft, or the financials that fund the aircraft being flown, should determine whether or not an airline crew should be required to follow crew rest requirement rules that would better help pilots overcome pilot fatigue. It is hard to say if I think that a change to cargo carriers’ crew rest requirements would impact my carrier in the future. As of now I had planned, and will continue to plan, on a career in the commercial passenger airline industry.

References

            Trejos, N. (2014, Jan. 3). New Pilot Fatigue Rules Go Into Effect This Weekend. USA Today. Retrieved from http://www.usatoday.com/story/todayinthesky/2014/01/03/pilot-fatigue-mandatory-rest-new-faa-rules/4304417/

            Federal Aviation Administration. (2011, Dec. 21). Press Release – FAA Issues Final Rule on Pilot Fatigue. Retrieved from https://www.faa.gov/news/press_releases/news_story.cfm?newsId=13272

            Cargo Airline Association. (2016, Apr. 13). Setting the Record Straight on Cargo Pilot Duty and Rest Rules. Retrieved from http://www.cargoair.org/2016/04/setting-the-record-straight-on-all-cargo-duty-and-rest-amendment/

            Houston, S. (2016, Mar. 01). FAA Final Rule: Pilot Duty and Rest Requirements. Retrieved from https://www.thebalance.com/faa-final-rule-pilot-duty-and-rest-requirements-282927

           

                                                                                                                                    

Flying Cheap

            The regional airline is without a doubt a very crucial part of the overall airline industry. Air carriers are able feed more passengers through their routes through the use of regional carriers and create a place for new, low-time, pilots to begin their careers. The current "buzz" in the industry is the pilot shortage that US regional carriers are faced with. However, the regional air carriers are not the only ones facing a pilot shortage. According to a report compiled by aviation consultant Kit Darby, "More than 30,000 pilots - or half the current total of 60,222 at 10 large U.S. airlines, United Parcel Service Inc. and FedEx Corp. - will reach age 65 by 2026" (Schlangenstein & Sasso, 2016, para. 13).

            With the high number of retiring pilots at the major airlines, those large carriers are looking to the regional air carriers for qualified pilots to fill their positions. As we see a movement of pilots from the regional airlines to the majors, we then come to the problem of hiring regional airline pilots to fill the gaps that were made by the previous regional airline pilots that left to fly for the majors.

            While I do believe that the required retirement age is the one of the more prominent reasons for the pilot shortage in the industry, I also believe that there are a few more important contributing factors that have led to our pilot shortage. Robert Silk reported that the Air Line Pilots Association (ALPA) "blames the airlines for low entry-level pay" (2016, para. 19). For pilots to earn wages of less than $26,000 per year, it certainly makes sense as to why we might see potential new pilots turn away from making a career out of the airlines.

            On top of the low pay, the Federal Aviation Administration (FAA) requires pilots to acquire 1,500 flight hours before they may hold an Airline Transport Pilot certificate and fly passengers for the airlines. Therefore, pilot are expected to earn these hours in a given amount of time, either on their own or through a university-ran program, and then go on to making what most consider a very low wage for a very high performance job. ALPA representatives stress that "the economics of it don't work. Aspiring pilots often spend $150,000 to $200,000 on training and flight hours..." all for a wage that can easily be made with much less education (2016, para. 18).

            ALPA aren't the only ones speaking up on the pilot shortage issue. Organizations such as the Regional Airlines Association (RAA), the American Association of Airport Executives (AAAE) - an airport management organization - and even companies such as Great Lake Airlines have stated that the low pay and the 1,500-hour rule has "created an industry wide shortage of qualified pilots, negatively affecting our level of operating and financial performance" (Silk, 2016, para. 9). After researching the factors of the pilot shortage, I still fully believe that it is not just one rulemaking or mandate that brought about a pilot shortage, but rather several events that have brought us to today's shortage in qualified pilots.

            As a part of the pilot shortage, we watched a documentary that highlights some of the hardships regional airline pilots faced such as low pay, difficult hours, and a "lack in qualifications".

            One of the featured topics of the film was professionalism in the workplace. I define professionalism as performing your duties or other activities that are asked of you in a respectful and ethical manner. In the documentary we saw a lack in professionalism from both the pilots and managers on the regional airline level. Pay based on completion of a flight was one concern for the pilots as it could lead to a lack of professionalism in the decisions made by the pilots who would not receive pay for cancelling a flight due to hazardous weather, illness, etc. It is probable that pilots would lose sight of their responsible decisions that must be made when their pay is threatened due to canceled flights. This structure of compensation is a clear contributing factor of the lack of professionalism that was demonstrated in the documentary.

            The documentary also brought up a lack in professionalism on the management side of a regional airline operation. Colgan Air was experiencing extreme growth in its operations and did a poor job in managing its growth with the little recourses it had. Additionally, the airline did not enforce any specific commuting or duty-time restrictions for its pilots and continued to accept low time, inexperienced, pilots into their already small and overwhelmed operations. The relations made between Colgan's CEO and the FAA also had some feelings of unprofessionalism as the CEO was quoted as being "a friend of the office" by the FAA's office manager.

            As a line pilot for any regional airline, I think it's important to put safety of the crew and the passengers above all else, no matter the consequences. Furthermore, I plan on finding a mentor of sorts once I have begun to establish myself in the airline industry. Having someone who has excellent experience in the industry, who can provide invaluable information and share his/her experiences with me would certainly help in maintaining professionalism within the industry.

References

Silk, Robert. (2016, Jan. 19) . Training rule blamed for pilot shortage. Travel Weekly. Retrieved    from http://www.travelweekly.com/Travel-News/Airline-News/Training-rule-blamed-     for-pilot-deficit

Schlangenstein, M., & Sasso, M. (2016) . Even as pilot pay increases, U.S. airlines fear pilot          shortage. Skift. Retrieved from https://skift.com/2016/06/30/even-as-pilot-pay-increases-    u-s-airlines-fear-pilot-shortage/

NextGen & ATC Privatization

            Our current air traffic control (ATC) system is essentially a ground-based radar system with aided navigational coverage through the use of other technologies such as the VHF Omni Directional Radio Range (VOR). While the current ATC system has proven to be effective, the Federal Aviation Administration (FAA) is looking to improve our National Airspace System (NAS) by implementing a vast new satellite (GPS)-based system that will improve the overall safety of flight, improve aircraft routing procedures, reduce flight times, and potentially present savings for both airline companies and their passengers. The current issue that the FAA's Next Generation Air Traffic Management System (NextGen) faces is the cost of the program. Despite the projected savings to be expected through the NextGen program, Jontz (2016) reported that the FAA has spent "$1 billion a year on the endeavor to modernization air traffic in the United States" (para. 3). Additionally, costs are presented to both the airline and general aviation (GA) sectors of the industry, primarily in the form of mandatory equipment to be installed on aircraft. Elizabeth Tennyson (2014) of the Aircraft Owners and Pilots Association reported that the necessary equipment could cost owners and operators "approximately $5,000 per aircraft while installation typically adds another $3,000 to $4,000 to the cost" (para. 3). The costs associated with NextGen will be hard to swallow for most operators in the NAS, however, if the new GPS-based system is to work efficiently then compliance on all levels of the industry is imperative.   

            User fees, and additional costs associated with flight operations, has always been a popular topic among the GA sectors of the industry. One of the more increasingly popular subjects related to user fees and additional aviation costs was the move to replace the current, federally funded, ATC system. GA advocates, as well as Delta Airlines, have spoken out against the move from an FAA funded ATC system to a non-profit organization that will replace the FAA's role of managing the United State's air traffic environment. Those against the move suggest that the user fees associated with the change in the ATC system, along with the leadership of this new non-profit organization, provide some serious concerns for the private aircraft owners and small jet operators of the world. Conor Shine (2016) states that Delta Air Lines has disputed "that needed improvements can be made within the existing structure and that a full scale overhaul of the air traffic control system would disrupt progress that’s already being made" (para. 6).

            It's no surprise to those operating in the NAS that the newer technologies put forth by the FAA are historically few and far between, and no one recognizes this more than the US air carriers. Airline companies, with the except of Delta Air Lines, believe that a privatized ATC system is a step in the right direction. Especially when we're talking about the implementation of newer technologies. US airline companies explain that the goal is to "disentangle air traffic control from the bureaucratic red tape and political wrangling that have hamstrung the FAA, allowing for longer-term budget planning and a more predictable deployment of new technologies" (Shine, 2016, para. 18). Airline companies are especially interested in the technologies associated with NextGen, which would include more direct routes, better ATC coverage and increased overall efficiency of air travel that might lead to an increase in cost savings for the airlines. Southwest's Vice President, Jason Van Eaton, is on board with an ATC system reform as he stated that "At some point, you’re going to put a strain on the system to the point where you need to take advantage of new technologies that are out there" (Shine, 2016, para. 19).

            Other countries have already implemented the privatized ATC system into their own NAS. Canada for example, has a non-profit corporation called Nav Canada operating its ATC system with oversight from Transport Canada, the Canadian equivalent of the FAA.  Nav Canada is funded by users fees from operators using ATC services within Canada. It's services are very similar to those offered in the US, however, Canada has etched ahead of the US on implementing newer technology such as ADS-B into their NAS. Some operators may argue that the implementation of ADS-B into Canadian airspace is an indication of how a privatized ATC system would benefit the US airspace system and help introduce newer technology into our NAS.

            The answer to whether or not ATC privatization will work well in our current NAS varies depending on who you ask. Some operators in the industry feel that the US ATC system would do well under a non-profit organization.  However there are others, such as Capt. Steve Dickson of Delta Air Lines, who disagree about the privatization of ATC services in the US. After reporting on a trip to Nav Canada in which Capt. Dickson stated that " 'We learned that Nav Canada’s privatization model may work well for Canadian airspace, which is about one-tenth the scale and complexity of U.S. airspace' " (Owram, 2016, para. 19). He later reported that he witnessed  “ 'zero quantifiable data showing operational efficiency' or cost advantages as a result of privatization' " (Owram, 2016,  para. 21).

            If the US were to move from a government ran ATC system to a privatized non-profit organization, it would need to be formally approved by Congress and then signed by the President into law. While there was discussion about including ATC reform in the 2016 FAA Reauthorization Bill, the Wall Street Journal reports that the Act signed by President Obama in mid July of this year does not include any references to ATC reform (Carey, 2016, para. 2).          

            Because the current ATC system is maintained by the FAA, a government agency, and the role of the FAA is to regulate, oversee and maintain the safety and development of civil aviation in the US, it would take congressional approval to privatize the current ATC system. As of today, there is no formal congressional discussion on the current, federally budgeted, ATC system being moved to a privatized organization.

            As for my own opinion, I have to agree with Capt. Steve Dickson of Delta Air Lines. I feel that the implementation of a privatized ATC system in America's vast and complicated NAS would not show very much improvement from the current FAA ATC system. I think it is a good idea for the FAA to prioritize the available resources it has now, and work to improve our current ATC system and its technologies instead of completely overhauling the US ATC system.

References

Jontz, S., (2016) . FAA Moves Its 'Analog' Systen to High-Tech with NextGen Program. Signal. Retrieved from http://www.afcea.org/content/?q=Article-faa-moves-its-analog-system-       high-tech-nextgen-program

Tennyson, E. A. (2014) . NextGen Mandate Too Expensive, AOPA member Tells House Committee. AOPA. Retrieved from https://www.aopa.org/news-and-media/all-  news/2014/june/11/nextgen-mandate-too-expensive-aopa-member-tells-house-committee

Sine, C. (2016, June 20) . Air Traffic Control Reform Plan Tied To Looming Deadline On FAA   Funding Reauthorization. The Dallas Morning News. Retrieved from            http://aviationblog.dallasnews.com/2016/06/air-traffic-control-reform-plan-tied-to-    looming-deadline-on-faa-funding-reauthorization.html/

Owram, K. (2013, Feb. 1) . U.S. Looks To Canadian Model As It Debates Air-Traffic-Control     Privatization. Financial Post. Retrieved from          http://business.financialpost.com/news/transportation/u-s-looks-to-canadian-model-as-it-     debates-air-traffic-control-privatization

Carey, S. (2013, July 13) . Senate Passes FAA Reauthorization Bill. The Wall Street Journal.        Retrieved from http://www.wsj.com/articles/senate-passes-faa-reauthorization-bill-  1468437144

Introduction Blog -- Caleb Krueger

Personal Introduction

I began pursuing my education in aviation in the summer of 2013 when I visited a local airport where I took my first introductory flight lesson. I was quick to realize after that first lesson that flying was something I was set on doing as a career. I have always shown interest in aviation, but it wasn't until that first introductory flight that I started looking for the closest aviation colleges near me.

Now, as a senior at Eastern Michigan University with a major in Aviation Flight Technology, I have earned both a private pilot certificate and an instrument rating. Currently I am training for my commercial pilot's certificate and will thereafter pursue a certified flight instructor's certificate. I have plans on graduating in the Spring of 2017 with a Bachelor's of Science degree in Aviation Flight Technology.

Upon graduation, I plan to work as a flight instructor as a means to build flight time towards meeting the minimum flight experience that most regional airlines require before they can begin the pilot hiring process. As of now, I am aiming for employment at a Detroit based airline called Endeavor Air. The first year pay is very fair for First Officers and their advertised Delta Air Lines future employment opportunities seem to be very exclusive. After gaining several years of valuable experience as an airline pilot with Endeavor Air, and hopefully some captain experience as well, I plan on eventually flying and retiring with Delta Air Lines.

One specific area that I would like to learn more about this semester would be the work that the Air Line Pilot's Associate does within the airline industry. I would be interested in learning about where and how these pilot representatives help make life easier for the many airline pilots flying today. I feel that most of the students in class, including myself, would have a lot to learn from an ALPA representative.

As for current aviation topics floating around the industry today, I would like to learn more about current and future-theoretical plans for UAS in the national airspace system. I think it would be a good idea for the class to research the potential pros and cons of allowing multiple UAS to operate regularly in and out of controlled airspace.

Another topic I would like to dive into, is the the process of certifying and operating commercial space flight for the benefit of the general public. With several private companies having already begun flight tests for certain commercial space operations, I think it's imperative that the class look at the positive and negative repercussions that commercial space flight could have on all other sectors of the aviation industry.


Thank you.
Caleb Krueger