Should Cargo Carriers Be Exempt From Flight/Duty Changes?

Colgan Air Flight 3470 was a huge turning point for flight and duty hours for flight
operations under Part 171. After this crash, the industry was forced to look at how fatigue affected pilots personal abilities and their reactions to circumstances that arise in the air and on the ground.

The new regulations changed a lot and also strengthen things that where already set in place. In this posting, I will do my best to summarize the major changes and how its different from the past regulations. However, for the entirety of the new regulation, visit this site for the final action and ruling on this matter.

https://www.faa.gov/regulations_policies/rulemaking/recently_published/media/2120-AJ58-FinalRule.pdf   

• The new rule covers different requirements based on operations at different times of day. Their main changes have to deal with removing the distinction between domestic, supplemental, and flag passenger operations in the thought that pilot fatigue has causing factors that are universal in the industry. It also touches on that pilots, and companies, are equally responsible for reducing fatigue. airlines must do so by offering a safer resting environment for the pilots, and for the pilots to use the resources provided by their company.

• Companies have already been instructed to have fatigue related training courses such as the effects of fatigue on pilots. The new regulation will also enforce carries to update their educational programs every 2 years.

• Flight duty period (FDP) is now limited to 8-9 hours of flight control time (Actual flight time) depending on what time of day the pilots FDP begins. This FDP can very for Augmented (Increased) Operations, if the company provides flight crew of 4, and adequate on- board sleeping areas for pilots.

• Reserve and unaugmented operations: provided that the total number of hours a flight crew member may spend in a flight duty period and reserve availability period may not exceed 16 hours or the maximum applicable flight duty period table plus four hours, whichever is less.

(Air Line Pilots Association, Int’l.)

• The regulation allows for extended FDP in the event that unforeseen situations arise after take off. A 30 minute "buffer window" is attached to the FDP for certain situations  

• Split duty times that benefit night time operations now bust be at least 3 hours long and scheduled in advanced. Flight crew must rationally evaluate their ability to complete their assigned duties prior to the flights.

• For pilots who begin flying at night, the FAA determined that 2 hour night time sleep periods improves pilot performance for up to 5 consecutive night flight operations.

• Rest: Carriers will be required to provide their crew with a 10-hour rest opportunity prior to commencing a duty period that includes flying. This includes at least 8 hours of uninterrupted flight time if a long commute is involved. In addition, the length of continuous time off during a 7-day period has been extended from 24 hours under the existing rules to 30 hours.

(Huerta, M. P.)

The final rule does not apply to all-cargo operations, although those carriers have the ability to fly under the new rules if they so choose. When first proposed, cargo operations where going to be included, however, the white house administration ordered the FAA to remove them (Goelz, J. H). 

Cargo operations continue to fall under Part 121, Subparts Q, R and S. 

(1) 1,000 hours in any calendar year;

(2) 100 hours in any calendar month;

(3) 30 hours in any 7 consecutive days;

(4) 8 hours between required rest periods.

-More exceptions can be found in the regulations

(14 CFR 121.471)

For the sake of the pilots who fly cargo operations, I do feel that cargo industries should be included in the new regulations. The pilots are flying the same aircrafts, leaving from the same airports, and landing at the same airports that are used for all operations. Everyone gets tired at different times, and who's to say cargo pilots shouldn't get the same rights as those who are flying passengers. However, the cargo industry is a heavy 24/7 operation, which tends to lean on pilots making more flight at times that may require it. If anything, the hours should be a little less strict as the commercial airlines, but more strict then current regulations.

Now with that being said, I see that more often then not, the problem that arises with cargo operations is that the plane wasn't loaded correctly and the pilots where doomed from the start. Flights like National Airlines Flight 102 (April 29,2013) was carrying military vehicles and equipment. After stopping off at their fuel stop, the aircraft took off again and had some of the cargo shift during take off. the pilots couldn't regain control of the plane and crashed, killing all 7 crew members. UPS Airlines flight 6 (September 3, 2010) had cargo catch fire in the cargo hold with no fire detection or suppression system to alert the pilots. Smoke filled the cockpit and both pilots where not able to fly the plane resulting in the lost of their lives. Now, the fire in the cargo hold was fueled by the oxygen tanks that ruptured and then fueled the fire in an area which would have no other oxygen source to allow a fire to start or continue if ignited. So in theory, no fire detection or suppression system should have been needed. Because of this, we have changed what and how we load into airplanes for safety measures. So if anything, there needs to be more training on loading procedures and how to tie down cargo so that shifting during flight would never be possible. 

From a management perspective, I feel that any more requirements, which would limit the amount of flying that a pilot could do, would hurt the cargo industry. With the current pilot shortages, this would limit the amount of cargo flights could make, losing them money. However, Safety should be and is our industries number one priority, and if pilot error due to fatigue is liked to current FDP for cargo pilots, then something should be done.

14 CFR 121.471 - Flight time limitations and rest requirements: All flight crew members. (n.d.). Retrieved January 31, 2018, from https://www.law.cornell.edu/cfr/text/14/121.471

Air Line Pilots Association, Int’l. (n.d.). GUIDE TO PART 117 FLIGHT TIME LIMITATIONS AND REST REQUIREMENTS. Retrieved from http://www3.alpa.org/portals/alpa/committees/ftdt/Part-117-Flight-Time-Limitations-and-Rest-Requirements.pdf

Goelz, J. H. (2014, September 11). Cargo pilot hours should be regulated, too: Column. Retrieved January 31, 2018, from https://www.usatoday.com/story/opinion/2014/09/11/cargo-pilot-airline-safety-fatigue-regulations-commercial-column/15474061/

Huerta, M. P. (2011, December 11). Flight crew Member Duty and Rest Requirements . Retrieved January 31, 2018, from https://www.faa.gov/regulations_policies/rulemaking/recently_published/media/2120-AJ58-FinalRule.pdf

Pilot and Mental illness

Germanwings Flight 4U9525

     On March 24, 2015, First officer, Andreas Lubitz, locked the captain out of the cock pit and purposely flew the A320 into the side of the french alps, killing all 144 passengers and 6 crew members.

Andreas Lubitz had previously been treated for suicidal tendencies. After dropping out of the Lufthansa flight training pilot school in bremen. He was then diagnosed with deep depressive episodes, and was prescribed two powerful antidepressants to help. The doctor declared him fit for training again after 6 month but continued to treat him for another 3 months after telling officials he was good to go, with the same medication as before. German officials took a few months but finally cleared his student pilots license and medical certificate, with the exception that if he ever went back on the medication or on the lines of that, they would revoke any flying privileges. 

When he got to the Lufthansa flight school in Arizona, he lied and check off that he never had or was treated for any suicidal tendencies. He was then caught in the lie, normally sending that person to jail. However, they only asked him to come clean and give current medical history on his documented health status. He was given a second chance, and years later, was shown to be a huge mistake (Hammer, J.).

Suicide in the sky

     Unfortunately, this hasn't been the first case of pilots crashing an airplane on purpose. I found many different attempts on a site listed below cited 10 tragic cases of suicide by pilot. Captain Seiji Katagiri tried to crash a Japanese Air Line carrying 160 passengers. The co pilot, Yoshifumi Ishikawa, and the flight engineer, Yoshimi Ozaki, tried to fight of the captain. In the end, the plane crashed, killing 24 of the passengers. 

(10 Tragic Cases Of Suicide-By-Pilot)

FAA Medical Screening

     Currently, all airline pilots have to go through medical screening every year if under 40, and every 6 months if over the age of 40 years old. During the medical screening, doctors will ask questions to look for any signs of mental illness. The pilots must disclose any previous or existing physical and psychological conditions and any medication proscribed. Failure to do so can result in heavy fines.

     Screening for mental illness once the pilot has their medical certificate can be hard, most pilots would rather lie about anything then to say something and potentially have their medical revoked and not be able to fly. In the event that an incident occurs and points towards the pilots mental health, they will be instructed to see a doctor for screening. Also, the FAA can receive information from an outside source, other coworkers, family and friends, which will then direct the pilot to be screened and provide documentation on their physical and mental health (Fact Sheet – Pilot Mental Fitness).

     I feel the best way for the FAA to screen for individuals mental status is pretty much how they are doing it already. Looking at any previous documentation the individual may have stating any previous concerns for mental health. Also, to push for pilots to look out for signs from others that they fly with. most people don't talk about their issues to people they don't know, however, may express tell tails when they are flying or even off duty while with other crew members before or after flights. Adding a training that would help pilots screen the people the fly and work wth may be one of the best ways to see the signs of mental problems before they become serious issues. 

10 Tragic Cases Of Suicide-By-Pilot. (2016, August 04). Retrieved January 23, 2018, from https://listverse.com/2016/08/05/10-tragic-cases-of-suicide-by-pilot/

Fact Sheet – Pilot Mental Fitness. (2014, September 19). Retrieved January 23, 2018, from https://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=20455

Hammer, J. (2016, February 22). The Real Story of Germanwings Flight 9525. Retrieved January 23, 2018, from https://www.gq.com/story/germanwings-flight-9525-final-moments

Flying Cheap and Professionalism

Pilot Shortages : Regional Airlines

The regional airlines and the aviation industry are taking a hit with pilot shortages. With some many factors effecting this problem, its been hard to come up with a solution that would solve every business's worries. Pilot shortages are threatening businesses and even small airports. We all know that a plane siting on the ground isn't making any money, and with so many open positions available, what seams to be the problem?

In 2007, congress raised the retirement age "Age 60 rule" (Age 65) from 60 to 65, laid out in The Fair Treatment for Experienced Pilots Act. This only effected Part 121 operations, leaving Part 91 and 135 carriers to wonder if they could or should do the same. In 2009, the FAA finalized the decision and set in place the new age for mandatory retirement of 65 years old for Part 121 operations.

After the Colgan 3407 Accident in 2009, the FAA made a huge decision to increase the minimum hours from 250 to 1,500 hours. With this extreme increase in flight hours required, it delayed the process for new pilots to get in while the extended age only delayed the fact that the industry was going to loose pilots and needed to find a way to get more people flying. In an article posted by Forbes, they discussed how, within the next 3 years, 18,000 pilots will be retiring out of the industry.

The chart below shows the decrease in Private, commercial and ATP certificates being issued since 1990.

                                                                              (RAA)

Pay increase may be a small solution to the problem, but definitely wont draw in the crowd that companies need. When I first started for my Private pilot, I was more focused on how I was going to not be drowning in debt before I even graduated. Yes, I was looking in to where I wanted to work, but scholarships where a faster way to pay off that bill right now, then planning on my salary to do so in the future. Companies, since 2009, have changed in a major way, offering more reporting systems for safety violations and reports. However, a problem I feel still lingers to this day is that, we here stories of safety violations being swept under the rug by the same people who preach safety to their employees. Or even people being fired for bringing something to their superiors attention. When I look for a place to work, I want to make sure that my voice can be heard and that making more money wasn't the only thing driving the business forward. 

One of the few ways that I know of to gain more hours while still young is to become a flight instructor. Now like other people, I was kinda afraid of that option. Luckily for me, I switched over to the management side of aviation so I never had to figure out how truly scary it could be at times. However, I feel like one solution to the lack of pilots would be to offer ways for people to fly for hire, build up hours and have some type of loyalty to that company to fly for when they meet the minimum flight hours needed.

The 1,500 hour requirement was a major change that came from the Colgan accident. This increased requirement was like adding a pice of sharp cheddar to the swiss cheese model. It focused solely on aviation safety and wasn't driven by increasing revenue for the companies. Thats not to say it couldn't have its potential safety risks. Cheese does get moldy after time. But since the Colgan accident in 2009, we haven't had a major regional airline crash. I feel that this shouldn't be changed, or maybe only lowered a small amount. This not only made the industry more safe, but it also reminded the public that companies did care about safety and not just making money.

Professionalism

The definition to me would be; Being able to complete the tasks at hand to an appropriate manner that is required of you. Doing so with the upmost respect for those around you (customers, employers, coworkers, etc.) and having/ using a level of knowledge for the task(s) that meets or surpasses expectations.

Colgan, as shown in the documentary "Flying Cheap" showed many forms of unprofessional behavior and actions. The pilots of the flight showed signs of unprofessional behavior with their actions when they reacted incorrectly to the stick shaker and to the stall of the aircraft. However, many reason why the crash even occurred came from the level of unprofessionalism from the the people in charge of the company. In the documentary, Roger Cohen, president of regional Airline Association showed lack of professionalism when he made comments towards to cost of hotel rooms and how "affordable" they where to the pilots. The places he was referring to where in such areas that would be cheap, run down, or even dangerous to continuously stay and operate out of just so that they could make money for and from their company. The first year pilot pay and the compensation structure set up leaves a lot of decision on the pilots to act in professional manners. For most people just starting off, they may be relaying heavily on the small amount of income to support themselves and or their families. When low on cash, its proven that people will cut corners just so that they can make it through to the next day. Many pilots may take up a position where their based out of an airport in a different state because it would be cheaper to commute then it would be to live near the airport. This leaves pilots to commute long distances and also make decisions that wouldn't be up to a professional manner. 

If a first year pilot, or even one that has been with the company for a while, only made money if they took off and landed at the airport that they where told, then more then likely they would make decisions that lean more towards making money and less towards the safety of the flight. Newer pilots are subjected to less experience and less pay, and when it comes down to it, the professional action may cost them the money they needed to support their families.  

Two ways that I plan on expanding my professionalism once I'm working towards my career would be to, treat others with the respect they have earned but also what they deserve. Just because someone may be newer to the company or have less experience, does not mean they don't know better then you. Those people could be holding the key to you're successes and by allowing everyone to be the best they can, they might just be able to do that. Secondly, just because you can meet the standards that have been set, doesn't mean that your acting safely. When given a task or a knowledge, I want to strive to be proficient, and when that happens, offer help to others who also want the same thing. To make everyone the better selves they can be and know that we can all be professional together.

Age 65. Retrived January 20, 2018, from https://www.nbaa.org/admin/personnel/age-65/

Small Airports Could Soon Be Doomed Thanks to America's Growing Pilot Shortage.

  Retrieved January 20, 2018, from http://fortune.com/2017/10/16/pilot-shortage-airports-tickets-flights/

RAA. Pilot Workforce and Training Update August 2017. Retrieved from   http://c.ymcdn.com/sites/www.raa.org/resource/resmgr/docs/August_17_RAA_Pilot_Workforc.pdf?hhSearchTerms=%22pilot+and+shortages%22

Personal Introduction

1) Background:
     My first thoughts about going to school for aviation came while I was in basic training for the Army National Guard in 2013-2014. Before that, I didn't even know if I wanted to go to college or just pick up a trait. While I was there, I didn't have access to my phone or internet so I didn't start looking into programs until I went to AIT for 13 weeks in 2014. I had gotten accepted to eastern, and began looking into what programs eastern had to offer. I saw that they had a flight program and after doing some research, made my decision on what I wanted to do. When I finally started school again, I quickly realized that maybe flying just wasn't for me. However, I had really enjoyed learning about airplanes and all the things the industry could offer me. I then switched to the management program and haven't looked back since.

2) Current status:
     Im currently a senior year at Eastern Michigan University. My major is Aviation Management with a dispatch concentration, and i'm also minoring in business. If all goes well this semester, i'll be able to graduate this April and finish 3 classes over the summer.


3) Future plans:
     I'd like for aviation to take me all around the world. With my major, my goals are to run my own (smaller) airport or be in charge of some major operation at a larger airport. I plan on sticking to this for awhile and maybe move around gaining as much knowledge as to how similar but different airports can be. I also one day would like to own and operate my own shooting range with the help of a few family members who also share the same interests. 

4) Interests:
     I've been interested in fire and emergency operations at airports and in the general public. Discussing this further or having a guest speaker come in from that department would be something of an interest to me.
Also, maybe setting up an airport tour or even just tour a business in aviation to gain more knowledge on positions that apply to both flight and management majors.