Stress and Shortage of ATC

     Earlier this semester, we discussed incidents and accidents that have been caused or associated with pilots and depression or other mental illnesses. We previously looked at the Germanwings Flight 4U9525 accident and how this brought attention to the mental health of pilots and how they have been screened for mental illnesses. As a result of the Germanwings flight in 2015, the Aerospace Medical Association created a group to examine the mental health of pilots. The group concluded there needed to be “greater attention given to mental health issues by aeromedical examiners, especially to the more common and detectable mental health conditions and life stressors that can affect pilots and flight performance. They encouraged this through increased education and global recognition of the importance of mental health in aviation safety” (Scarpa, n.d.). Pilots are not the only ones in the industry that experience mental illnesses or high workloads that can lead to stress. Air traffic controllers are known to be one of the top careers that have the highest amount of stress. “Air traffic controllers (ATCs) are generally considered one of the working groups having to deal with a highly demanding job. In fact, it entails a complex set of tasks requiring very high levels of knowledge and expertise, as well as the practical application of specific skills pertaining to cognitive domains (e.g. spatial perception, information processing, logic reasoning, decision making), communicative aspects and human relations” (Costa, 1996).

      When it comes to medicals, air traffic controllers need a second class medical, although, “this category of air traffic controller does not include FAA employee air traffic control specialists” (FAA, 2016). On the other hand, airline pilots need a first class medical certificate. As a job that is considered to be one of the most stressful jobs, it seems like they should hold a first class medical certificate and should be held to high standards when it comes to being mentally and physically healthy. To understand just how stressful this job can be, there has been research done on the complexity of the job.

To have an idea of its complexity, it is sufficient to mention that, according to a job analysis of en-route controllers carried out by a group of American researchers, six main activities can be identified (i.e. situation monitoring, resolving aircraft conflicts, managing air traffic sequences, routing or planning flights, assessing weather impact, managing sector/position resources), which include 46 sub-activities and 348 distinct tasks. (Costa, 1996)

This is a lot of tasks for one person to be able to handle. This kind of complexity also depends on the amount of aircraft that ATC is dealing with and if there are any problems that are occurring with any of the aircraft or with operational problems on the ground. For different situations, there are different rules and regulations that apply, so the ATC that is working has to be able to switch to the appropriate regulations and quickly apply them when making decisions. They must be able to keep the rules and regulations organized in their minds and be able to switch between the rules and regulations whenever it is required.

     When it comes to their job, air traffic controllers experience a lot of stress due to the complexity of their work. This stress is caused by different areas of the job, but are mainly caused by the operations that come with the job and the structures of their organization. “The most important factors are peaks of traffic load, time pressure, resolving conflicts in the application of rules, and the limitations and reliability of equipment. The factors relating to organizational structure mainly concern shift schedules (and particularly night work), role conflicts, unfavorable working conditions and the lack of control over work” (Stress Prevention in Air Traffic Control, n.d.). There are a lot of operational and organizational concerns that can cause stress to these individuals. It is up to them how they cope with the stress, but some may handle the stress better than others.    

     Another factor that really causes stress to the controllers is the thought about the possible catastrophic results if they were to make a mistake. “Air traffic controllers are also among the groups of workers who are most exposed to critical accidents which cause unusually strong emotional reactions, such as air accidents with loss of life or serious injury, near collisions or loss of control due to overload” (Stress Prevention in Air Traffic Control, n.d.). If they make a mistake, not only are they living with the consequences, but they are also getting in trouble with their employer, are most likely being investigated by the FAA and might have to hear about all the families that have been affected if their mistake led to an accident that had fatalities. This can put a lot of pressure on people to avoid these situations from happening. It could possibly cause a lot of mental problems to some if their mistake led to a catastrophic accident.

     When it comes to the amount of stress that comes with the job, those that pursue this job as a career need to be very careful of the affects that it can have one themselves. With this job comes a lot of responsibilities that includes having thousands of lives in their hands each day with majority of what happens due to the decisions that the controller makes. “Air traffic controllers require high levels of knowledge and expertise, combined with high levels of responsibility, not only with regard to risking lives, but also the high economic costs of aeronautical activities” (Stress Prevention in Air Traffic Control, n.d.). Aviation accidents are not cheap especially when it includes a large aircraft that is carrying passengers. This can cost companies a lot of money because they may have to deal with the legal responsibilities that come with accident especially if there are fatalities. Additionally, they have to clean the accident up and figure out a way to get another aircraft in service since they lost one. Companies do not want to lose out on money due to an aircraft being out of service. This will cost them a lot of money on top of the money they are losing due to the accident.

     Another problem that was mentioned earlier is the problem that deals with shift scheduling. Pilots are not the only ones who are dealing with problems with shift scheduling. Pilots have had new regulations passed to help with the amount of rest hours required. The problem that comes with this is the pilot shortage. Pilots are not the only ones that are experiencing a shortage. There has been a huge decline in the number of air traffic controllers in the system. Because of this, people are working harder and longer trying to keep the skies safe so people can travel and make it to their destinations safely. “Controller staffing has fallen nearly 10 percent since 2011, and the FAA has missed its hiring goals in each of the last five years. With one third of our workforce eligible to retire, the FAA’s bureaucratic structure is failing. In fiscal year 2015, the FAA fell 24 percent below its staffing goals. If this situation continues unaddressed, we will be hard-pressed to maintain current capacity, let alone expand and modernize the system” (NATCA, 2015). There are not enough people becoming controllers to cover the amount of controllers that are leaving. This leaves a lot of stress on those who are not retiring, their employers, and the FAA to recruit people to pursue this as a career.

     Part of the increase in stress is due to the increase in operations at airports and the increase in how many aircraft are landing and taking off at airports. “As the number of aircraft and demands on air-traffic control services has increased over the decades, so has the number of accidents, incidents, and runway incursions (loss of safe separation among aircraft and other ground vehicles). As with most aviation accidents today, many of these occurrences have not been due to faulty control equipment, but rather to human error, including mistakes made by air traffic controllers (Federal Aviation Administration, 2000)” (Pape, Wiegmann, & Shappell, n.d.). The increase in air traffic can lead to more stress which can in turn lead to more human errors. Human errors are something that will always occur because humans are not perfect and they have to make quick, on the spot decisions. This means that training and oversight is very important to help make sure that things are running smoothly.

     The placement of a lot of responsibility on individuals can cause them a lot of stress. Although, every individual handles stress in different ways, but some may not be able to handle as much as others. High amounts of stress and the hard work that comes with being an air traffic controller can affect their health. “A number of studies indicate that the demanding work of air traffic controllers may well be a risk factor in the long term in the development of stress-related symptoms, including headaches, chronic fatigue, heartburn, indigestion and chest pain, as well as such serious illnesses as hypertension, coronary heart disease, diabetes, peptic ulcers and psychoneurotic disorders” (Stress Prevention in Air Traffic Control, n.d.). It is very important that controllers take care of themselves to make sure they remain healthy. “Pilots and controllers remain some of the most difficult groups to persuade to seek mental health assistance, even when they can barely function. Another major obstacle is fear of having to report any counseling or treatment to the FAA and permanently losing their medical certificate and perhaps their career” (AMAS, 2016). This shouldn’t always be the case because some people really need to get medical attention because they are overdoing it and causing harm to their bodies. The problem is that pilots and controllers feel they cannot get it because it will cause them to lose their medical certificate or have to take days off of work or even that it will be made out to be a bigger problem that it really is. This discourages individuals from seeking the help they really need because they feel like they will have some kind of punishment for seeking the appropriate help.

    It is important that there are measures being taken to reduce and relieve the stress for the controllers. Some of the improvements have come in the work environment and the organizational structure to help make things easier. Areas that have been improved are “the external socio-economic environment, technology and work organization, the workplace and the structure of tasks, the improvement of individual responses and behavior, and the health protection and promotion” (Stress Prevention in Air Traffic Control, n.d.). Another really important factor that has been included to help cope with stress is the social support. “Social support is a crucial point in stress management. According to the Karasek and Johnson model, this is one of the three factors that concur in determining stress conditions” (Costa, 1996). I think that controllers along with pilots need to get educated and trained on stress management because of the high workload and demands of the job. It is important that they are all in good mental, physical, and psychological health. Their decisions can affect hundreds of people and they do not always have a long amount of time to make decisions.

References

AMAS. (2016). Counseling, Depression and Psychological Support. Retrieved from Aviation Medicine Advisory Service : https://www.aviationmedicine.com/article/counseling-depression-and-psychological-support/

Costa, G. (1996). Occupational Stress and Stress Prevention in Air Traffic Control. Retrieved from International Labour Organization : http://www.ilo.org/wcmsp5/groups/public/@ed_protect/@protrav/@safework/documents/publication/wcms_250120.pdf

FAA. (2016, March 24). Guide for Aviation Medical Examiners. Retrieved from Federal Aviation Administration: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/app_process/general/classes/

Federal Aviation Administration (2000). National summit on runway safety, Washington DC.

NATCA. (2015). Controller Staffing Down 10 Percent, Hiring Lags. Retrieved from National Air Traffic Controllers Association: http://www.natca.org/

Pape, A. M., Wiegmann, D. A., & Shappell, S. (n.d.). Air Traffic Control (ATC) Related Accidents and Incidents: A Human Factors Analysis. Retrieved from FAA.gov: http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/air_traffic_control_(atc)_related_accidents_and_incidents.a_human_factors_analysis.pdf

Scarpa, J. P. (n.d.). Pilot Mental Health. Retrieved January 24, 2016, from Aerospace Medical

Association: http://www.asma.org/publications/pilot-mental-health

Stress Prevention in Air Traffic Control. (n.d.). Retrieved from International Labour Organization: http://www.ilo.org/wcmsp5/groups/public/---ed_protect/---protrav/---safework/documents/publication/wcms_118241.pdf

NTSB Most Wanted List

     After doing some research on the above topics, the way I would rank these is pretty similar to how they ranked them. The only difference is that I would put cockpit image recorders as the least important. So my ranking would be: prevent loss of control in flight, fatigue related accidents, reducing distractions, medical fitness, and cockpit image recorders. The reason I think that loss of control is important is because there has been a lot of accident still due to loss of control. “Approximately 450 people are killed each year in GA accidents. Loss of Control is the number one cause of these accidents. There is one fatal accident involving LOC every four days” (FAA, 2015). Loss of control has really affected the general aviation community. “Between 2001 and 2011, over 40 percent of fixed wing GA fatal accidents occurred because pilots lost control of their airplanes” (NTSB, 2015). This seems to be a big issue within the general aviation community and I think this issue needs to be addressed. It seems that there may be a lack in training for pilots on how to maintain control. This could be partly due to automation and the ability to use autopilot. Pilots have become so used to being able to using autopilot that they lose the ability to know if there is a problem or even how to handle it.

     Fatigue has also been and still is an issue. “Human fatigue is both a symptom of poor sleep and health management, and an enabler of other impairments, such as poor judgment and decision making, slowed reaction times, and loss of situational awareness and control” (NTSB, 2016). The impairments that are caused by fatigue can have fatal consequences when flying. “In the last 15 years fatigue has been associated with over 250 fatalities in air carrier accidents investigated by the Safety Board” (Sumwalt, 2008). Although the FAA has issued regulations in regards to fatigue and making sure that pilots are given an adequate amount of time to be able to rest, there is still responsibility on the pilots to make sure they are getting an appropriate amount of sleep. It is important that not only pilots, but others such as ATC, mechanics, and even managers have an adequate amount of rest because their decisions could affect hundreds of lives. Not only pilots, but managers and ATC need to be well rested because they need to be able to be aware of their situation and be able to make the right decisions if a problem occurs.

      Distractions are becoming more and more popular because there have become more things that can be distracting. With the increase in technology, it opens up more options of possible things that can become distracting. “A NASA study of crew error accidents and ASRS reports determined at least 34 different types of competing activities preoccupied or distracted pilots, causing them to neglect an important task at a critical moment. More than half of the incidents involved a failure to monitor the current status or position of the aircraft or failure to monitor the actions of the pilot who was flying or taxiing” (Hopkins, 2013). When it comes to distractions, it isn’t all just cellphones, laptops, or tablets, but it can be tasks that pilots must perform. They can become preoccupied with what they have to do that they lose awareness of things going on around them. “Even though cell phone or laptop use in the cockpit is not a common problem, pilots experience similar distractions from electronic equipment in the normal execution of their flight duties” (Hopkins, 2013). In regards to cellphones and laptops, there are recommendations that the FAA has put out for airlines. “The FAA now recommends all airlines review their operation manuals to ensure pilots are required to turn off cell phones prior to departure from the gate” (Hopkins, 2013). After doing some research, it seemed like distractions from personal cellphones or laptops has not been really common or has caused as many accidents, but since tablets are becoming more popular in the cockpit, this could become a bigger issue. It is important that people are not becoming distracted by the use of their cellphones or laptops, especially during critical parts of the flight because this could cause danger to others.

     Medical fitness is an important issue, but the FAA has tests that help determine the medical fitness of their pilots. They need to pass screenings in order to fly. The problem is the types of diseases or mental illnesses that are not easy to find. “The aviation medical certification system may be the most robust, but pilots are increasingly testing positive for over-the-counter sedating medications. Moreover, although the NTSB has found that obstructive sleep apnea has been a factor in multiple accidents, all transportation modes still lack a complete screening process for this condition” (NTSB, 2015). There are some illnesses that cannot be determined by a simple screening, but that doesn’t mean that having pilots go through more screenings or examinations would be a good idea either. Problems occur with miscommunication between pilots and their employers because they fail to inform them that they are unfit to fly.

     The reason I put cockpit image recorders last is because I think it can possible cause a lot more problems than it may help. “The idea was first proposed in 2000 by the National Transportation Safety Board, which said video cameras ‘would provide critical information to investigators about the actions inside the cockpit immediately before and during an accident’” (Davies, 2014).  This idea has been around for a while and it still hasn’t been implemented. I think that if they go through with it and aircraft become equipped with cockpit image recorders, pilots will feel a lot more under pressure than they may already do. Pilots have spoken out about their disagreement with having cockpit image recorders.

Pilots don't see the disappearance of Flight 370 as a reason to embrace cameras. They cite two reasons for their opposition: Video surveillance will almost certainly be misinterpreted or get into the wrong hands, and it can adversely affect how they do their jobs. There is a wealth of unscripted and non-verbal communication that transpires between pilots and only they can interpret them. Using video cameras in the cockpit would only add to the likelihood of misinterpretation. (Davies, 2014)

This could lead to problems because if people who don’t understand what goes on in the cockpit or how pilots communicate with each other review these videos, what will be the consequences if they misinterpret what happened. If the pilots do not survive, it can negatively affect the company because the pilots cannot speak as to why they did what they did. Another problem is that pilots might have to change how they work. “Pilots say the very presence of a video recording system could be detrimental to pilot performance and decision-making. If cameras were in the cockpit, it could change the way flying gets done, and not for the better. Looking over the shoulder of pilots would pressure them to follow every single rule, which isn't always ideal” (Davies, 2014). Because they would be on camera, they would feel like every move they do is being watched and criticized. If they think that something may be the best option to do in an emergency, but may look bad on camera, what will happen to them. Will they get in trouble for their actions, even though they saved hundreds of lives?

     I think one item on the list that shouldn’t be on there is cockpit image recorders. As I discussed above, I think that this could potentially cause more problems than it will with helping out. I think it will provide a lot of pressure on the pilots who will become so focused on being “perfect” since every move they make will be watched, judged, and criticized. This could add too much pressure that can lead to more stress on the pilots because although they may feel like what they choose to do is what is best or safe to do, the video and their actions may be misinterpreted. Another thing is that if there is an accident and the pilots do not survive to explain what happened, will the video be interpreted properly by the investigators? If it is not, then it can lead to more problems. I think that it may sound like a good idea, but pilots may not be too happy about it and nor would the airlines because they would have to pay to install these systems.

     One item that could be on the list is runway safety. Because approach and landing are the most critical part of the flight and most accidents occur during this phase, it is important to make sure that pilots are trained properly.

Runway safety–related events are the most common type of commercial air transport accident. According to the International Air Transport Association (IATA), 58 percent of all accidents occurred in the runway environment from 2009 through 2013, and the category’s most frequent type is runway excursion, representing about 23 percent of all accidents over the period. While there is a downward trend in aviation accidents overall, runway excursions remain relatively unchanged. (Jackman, 2014)

According to this statistic, more than half of the accidents that occurred within a four year period, between 2009 and 2013 occurred on the runway. This provides a huge liability to the airport and increases the potential risks.

     Of all the items that are listed above, I think the FAA will most likely respond to the distractions in the cockpit and to preventing loss of control. Both of these issues have led to incidents or accidents that can be prevented. If these issues are addressed, we can hopefully see improvements in safety and less incidents or accidents due to these issues. I think that distractions in the cockpit is going to become a bigger issue than it currently is because of the advancements in technology and that more and more pilots are bringing tablets into the cockpit. The FAA can set new regulations to try to help incidents involving distracted pilots from occurring. I also think that preventing loss and control would be addressed because the FAA can set regulations to help prevent this from occurring to improve safety. With both of these issues, safety is a major concern.

References

Davies, A. (2014, July 11). Why Pilots Dislike Being on Cockpit Cam. Retrieved from Wired.co.UK: http://www.wired.co.uk/news/archive/2014-07/11/mh370-cockpit-camera

FAA. (2015, December 10). Fly Safe: Prevent Loss of Control Accidents. Retrieved from Federal Aviation Administration : https://www.faa.gov/news/updates/?newsId=84335

Hopkins, J. (2013, March 8). The Human Factor: Dangerous Distractions. Retrieved from Flying: http://www.flyingmag.com/technique/proficiency/human-factor-dangerous-distractions

Jackman, F. (2014, December). Top 10 Safety Issues. Retrieved from Flight Safety Foundation: http://flightsafety.org/aerosafety-world-magazine/december-2014/top-10-safety-issues

NTSB. (2015). Prevent Loss of Control in Flight in General Aviation. Retrieved from National Transportation Safety Board: http://www.ntsb.gov/safety/mwl/Pages/mwl7_2015.aspx

NTSB. (2015). Require Medical Fitness for Duty. Retrieved from National Transportation Safety Board: http://www.ntsb.gov/safety/mwl/Pages/mwl8_2015.aspx

NTSB. (2016). Reduce Fatigue-Related Accidents. Retrieved from National Transportation Safety Board: http://www.ntsb.gov/safety/mwl/Pages/mwl1-2016.aspx

Sumwalt, R. (2008, June 17). Reduce Aviation Accidents and Incidents. Retrieved from Federal Aviation Administration: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs200/media/aviation_fatigue_symposium/8-19_Sumwalt.pdf

Aviation Organizations

     There are many associations that are available to those who are pursuing aviation as a career. Each individual organization serves its own purpose and has a mission to help people in some way. As an individual who plans to go into aviation management, it is important to belong to associations that can help enhance my knowledge and ability to be a better manager. Two organizations that I plan on belonging to when I am employed and engaged in my career path are American Association of Airport Executives (AAAE) and the Women in Aviation, International (WAI).  

     In September 1928, the American Association of Airport Executives was founded at what is now Los Angeles International Airport. “AAAE is the world's largest professional organization for airport executives, representing thousands of airport management personnel at public-use commercial and general aviation airports. AAAE serves its membership through results-oriented representation in Washington, D.C. and delivers a wide range of industry services and professional development opportunities including training, meetings and conferences, and a highly respected accreditation program” (About AAAE, n.d.). There are different chapters within the United States and even internationally. “AAAE has succeeded over the years, creating a suite of products and services that address airport industry needs, and generate the revenue required to support core association services, such as the Airport Legislative Alliance, Regulatory Affairs, and the Transportation Security Policy departments” (AAAE HISTORY, n.d.). The AAAE has been trying to help airports by providing them the help and resources they need to succeed. The mission of the AAAE is to help aviation professionals learn and gain experience and knowledge about the industry. Since I am currently living in Michigan, I would be a part of the Great Lakes Chapter in the AAAE and part of their mission is “to determine, implement and promote a Code of Ethics for the members of the airport management profession, to promote airport safety and operational efficiency by encouraging the airport management profession to develop and apply modern techniques to airport management, and to establish and develop a systematic interchange of information and experience in the development, maintenance and operation of airports” (Mission and Values, 2015).

     Another organization that I would want to belong to would be the Women in Aviation, International (WAI). Women in Aviation, International was founded in 1990, but became established in 1994. The first conference took place in 1990 in Prescott, Arizona. “Women in Aviation, International is a nonprofit organization dedicated to the encouragement and advancement of women in all aviation career fields and interests” (About WAI, 2015). This organization is not just for women and has a wide range of members who are part of the organization. There are members who are teachers, astronauts, students, and business owners. The Women in Aviation, International tries to help out women and help them understand what women have accomplished in the aviation industry. Part of the goals is to help women of various ages to think about aviation as a career and see the opportunities it provides. “We provide year-round resources to assist women in aviation and to encourage young women to consider aviation as a career. WAI also offers educational outreach programs to educators, aviation industry members and young people nationally and internationally” (About WAI, 2015). Some of the benefits of being part of the Women in Aviation, International is being up to date on things going on in the industry, having discounts for many different things ranging from merchandise to conferences. There are many different chapters around the world and it helps provide networking with other professionals.

     It would be important for me to be a part of the American Association of Airport Executives because this can help me gain knowledge on how to be a better manager and make sure that I am getting all the resources I may need. It would be very important for me to become part of the Women in Aviation, International association because this can help me get help with networking in my career and see the opportunities that I have. I can learn more about other women and how they have impacted the aviation industry. It is important to be part of organizations that could help one out with the career. They can provide information that people may not know about that can help them with their career. It is also important because these can help with networking and with a small industry like aviation, who you know can really help you out.

References

AAAE HISTORY. (n.d.). Retrieved from American Association Of Airport Executives : https://www.aaae.org/aaae/AAAEMBR/About_AAAE/History/AAAEMemberResponsive/About_AAAE/History.aspx?hkey=9d0f3525-8a20-417e-b0be-66c7f68a5fab

About AAAE. (n.d.). Retrieved from American Association of Airport Executives : https://www.aaae.org/aaae/AAAEMBR/About_AAAE/AAAEMemberResponsive/About_AAAE/About_AAAE.aspx?hkey=17fa23bc-bfe6-4589-9c8b-c362c1e7c303

About WAI. (2015). Retrieved from Women In Aviation International : https://www.wai.org/about.cfm

Mission and Values. (2015). Retrieved from Great Lakes Chapter American Association of Airport Executives: http://glcaaae.org/about/mission-values/

Chinese Competitor to Boeing and Airbus

     In late 2015, COMAC, or the Commercial Aircraft Corporation of China, finished and presented its first large airliner aircraft that was home built and is supposed to compete against Boeing and Airbus. “China rolled out its first homegrown large passenger jet off the production line in Shanghai, vowing to challenge the dominance of Airbus and Boeing in the global commercial aviation market. With a flying range of up to 5,555 kilometers (3,451 miles), it is designed to compete head-to-head with its Airbus and Boeing rivals” (Jiang, 2015). This aircraft is trying to gain FAA certification so it could be flown in the United States, but COMAC is having a lot of problems with receiving this certification. They had problems with another aircraft that is making it harder to try to get FAA certification for the C919.

Chances are rising that the COMAC C919 will be largely limited to the Chinese market, as the manufacturer works toward local airworthiness certification while seeing no sure path to the desired FAA endorsement of the type. The problem emerged in 2011 and is still unresolved. Delays in COMAC's earlier program, the ARJ21 regional jet, are holding up FAA recognition of the certification competence of the Civil Aviation Administration of China (CAAC). That casts doubt on the FAA's eventual acceptance of the CAAC's current work on C919 and therefore the Chinese type certificate. Without Western airworthiness endorsement, the C919 cannot be sold in main commercial aircraft markets outside of China. (Perrett, 2013)

I think because of this, the COMAC C919 might have some issues getting FAA certification especially at first. I think not only the problems that were encountered with the ARJ21 regional jet, but the fact that COMAC is a new company and is just releasing its first large passenger aircraft is another factor as to why they haven’t received FAA certification. It might take some time, but maybe after some years, if the aircraft proves to be safe and can meet the standards for FAA certification, it could potentially be certified. “The FAA enjoys a good working relationship with CAAC and we continue to work together to develop a path to work towards certification of the derivative model of the ARJ-21 and, possibly, the C919. The FAA said it could certify an airplane after it enters service if it can be shown to comply with all relevant airworthiness and manufacturing standards” (Govindasamy & Miller, 2015). I think that it is possible that it could get certification, but it won’t be anytime soon because of how new the company and the aircraft are.

     If the C919 were to receive FAA certification, I think most of the challenges will come with public perception. A lot of people might relate this to the cheaply China made products that they purchase. A lot of people do not think that high of products that are made in China. I think another problem that comes with this is that people in China are not even sure if they support the new aircraft. “Chinese public reactions have seemed mixed online. While many express pride and support in an indigenous jetliner, others sound skeptical about the safety of an entirely made-in-China plane” (Jiang, 2015). If their own people are not sure that this aircraft is going to be safe, then how could other countries believe this. Safety is a big thing and it could be really hard for people to board an aircraft that is brand new. “Flyers want to fly on planes with a track record for safety, reliability and comfort. It takes decades to build that track record” (Zhang, 2015). I think for the public, the FAA will make sure that this aircraft is safe and has built the safety and reliability that the public wants to have. I think if the C919 were to receive FAA certification, this could pose problems if carriers decide to buy the COMAC C919 because the public may not want to fly on it which can lead to the loss of their customers. Another problem I see if the aircraft gets FAA certification is that if the C919 is cheaper than Boeing or Airbus, carriers may decide to purchase the C919. This could then lead to problems with not only their customers, but also the people they do business with. If a carrier has a good relationship with one of the manufacturers, but decides to stop buying with them, they could lose that relationship even if they decide to come back. They may lose the benefits that they had before. 

     COMAC was formed May 11, 2008 with its headquarters in Shanghai. “Commercial Aircraft Corporation of China, Ltd. (COMAC) is a state-owned limited liability company, which is formed with the approval of the State Council. COMAC functions as the main vehicle in implementing large passenger aircraft programs in China” (Introduction: About Us, n.d.).  COMAC has a mission of building large passenger aircraft that are cost effective but still safe and comfortable for their passengers.

    

     COMAC has manufactured two aircraft so far since being formed in 2008. “The C919 is COMAC’s second aircraft since the company was formed in 2008 by the merger of eight Chinese government-owned entities” (Zhang, 2015). These two aircraft are not the only aircraft that COMAC is thinking about producing.

Although the C919's maiden flight is at least a year away, its manufacturer, the state-owned Commercial Aircraft Corporation of China (COMAC), has already made no secret of its future plans to make another, wide-body airliner. The Communist government also wants to use the C919 as a springboard to develop a nationwide aviation industry, boasting the involvement of more than 200 companies, 36 universities and hundreds of thousands of personnel in the plane's development. (Jiang, 2015)

Not only do they plan on expanding on the types of aircraft they are making, but they also plan on upgrading their first aircraft they manufactured. “COMAC plans to eventually upgrade the ARJ-21 so it's closer in performance to regional jets made by Embraer (EMBR3.SA), Mitsubishi Aircraft (8058.T) and Bombardier (BBDb.TO)” (Govindasamy & Miller, 2015). COMAC plans on staying around and manufacturing many aircraft.

     I think if this aircraft were to receive FAA certification, I don’t think that other companies would enter the market as competitors to Boeing and Airbus. If COMAC were to get certified, it would take them a long time to actually become true competitors to Airbus and Boeing. These two companies have a record of their safety and reliability and the public knows they have been around for a lot longer. They have been around longer where the public would probably rather give up their control to a company that has years of records and data on their safety and reliability than a new company that doesn’t. COMAC doesn’t have a reputation yet to provide proof to the public of how safe their aircraft really is or could be. “COMAC will not only have to deal with its lack of a reputation in the industry — it will also have to overcome the stigma of being a newcomer” (Zhang, 2015). This can be a tough thing to overcome and if they do, it’s going to be a long battle especially if no other companies join the market. They will always be the newcomer and behind a lot of years in experience and reputation. I think that there is a lot of money, time, and effort that goes into joining this kind of industry where the competition is so high due to public perceptions, that many companies do not have all the resources to support themselves for a long period of time to be a competitor.

     One response I found was from John Leahy who is the chief operating officer of Airbus. “John Leahy said he believes COMAC will emerge as a serious competitor in the mainstream commercial aviation market over the next 20 years. ‘If you ask, are we worried about competitors in the next 10 years? The answer is no, not really. In 20 years, it's almost a certainty’” (Harjani, 2014). Another thing I found was that Airbus and Boeing were launching new versions of their A320 and the 737. “The C919's competitiveness in non-Chinese markets has long been questioned, especially since 2010-11, when Airbus and Boeing launched new versions of the A320 and 737 with engines the same as or similar to the CFM Leap 1 on COMAC's aircraft” (Perrett, 2013). I am not sure if Airbus and Boeing were launching new versions due to the introduction of the C919.

References

Govindasamy, S., & Miller, M. (2015, October 21). Exclusive: China-Made Regional Jet Set For Delivery, But No U.S. Certification. Retrieved from Reuters: http://www.reuters.com/article/us-china-aircraft-arj21-exclusive-idUSKCN0SF2XN20151021

Harjani, A. (2014, February 12). You May Fly On a Made-In-China Aircraft Sooner Than You Think. Retrieved from CNBC: http://www.cnbc.com/2014/02/12/you-may-fly-on-a-made-in-china-aircraft-sooner-than-you-think.html

Introduction: About Us. (n.d.). Retrieved from COMAC: http://english.comac.cc/aboutus/introduction/

Jiang, S. (2015, November 2). China to Take on Boeing, Airbus With Homegrown C919 Passenger Jet. Retrieved from CNN: http://www.cnn.com/2015/11/02/asia/china-new-c919-passenger-jet/

Perrett, B. (2013, December 16). C919 May Be Largely Limited To Chinese Market. Retrieved from Aviation Week Network: http://aviationweek.com/awin/c919-may-be-largely-limited-chinese-market

Zhang, B. (2015, November 3). China’s Answer to Airbus and Boeing Has Arrived. Retrieved from Business Insider : http://www.businessinsider.co.id/chinas-answer-to-airbus-and-boeing-has-arrived-2015-11/#.VvaxZ_krLIU

Flying Cheap: Professionalism in the Regional Industry

     Throughout the regional airline industry there is a debate about pilot shortages. There are people who believe there isn’t a pilot shortage, but that pilots are not being paid enough to live and pay the bills that they are discouraged from flying and then there are the people who believe there is a pilot shortage because there are going to be a lot more pilots that are retiring compared to the number of new pilots that come in. There is a lot of debate about which argument is right and which one isn’t. After the Colgan accident in 2009, the 1,500-hour flight rule was implemented. With that came some of the arguments as to what is causing a pilot shortage. “The regional airline industry Thursday blamed a key safety requirement stemming from a deadly 2009 plane crash in Clarence Center for creating a pilot shortage, only to encounter members of Congress from both parties who criticized the industry for not paying its beginning pilots enough” (Zremski, 2014). There are some differences in opinions based on which side of the seat you are sitting in. The airlines feel there is a pilot shortage while Congress feels there is a problem with pilots’ pay.  “Remarkably, regional crews apparently don’t realize this because ALPA denies any pilot shortage exists. Instead, it says there is a pay shortage” (CAPA, 2015). ALPA denies there is a pilot shortage, but instead blames it on the pay shortage of these pilots. Pilots are underpaid when they first start out working. “The ranking Democrat on the subcommittee, Rep. Richard R. Larsen of Washington state, said the regional airline industry offers its beginning pilots ‘poverty wages’” (Zremski, 2014).

     The problem with becoming a new pilot in the working world is that you pay so much for your education and pilot training, that it is hard to afford anything when you are finished and just starting to work. “The cost of their four-year education plus flight training can be more than USD 125,000. Few could rationalize the expenditure for a USD 20,000-a-year starting salary, forcing many to drop out” (CAPA, 2015). This is a huge problem because people cannot afford to live once they graduate college on these starting wages. They cannot afford to pay student loans off and pay their bills. The Colgan accident that occurred in 2009 looked at many different factors. One of the factors was that the first officer was traveling all night before her flight. She didn’t have a crash pad because she couldn’t afford it. She wasn’t making enough money to be able to live in the area or rent a crash pad. “‘If you don’t have the quantity piece in there, they’re going to pay food stamp-level wages to these young pilots,’ Kuwik said, noting that the co-pilot of Flight 3407 – who, investigators said, made critical errors in the cockpit – made $16,000 a year and as a result lived with her family in Seattle even though her job was based in Newark, N.J.” (Zremski, 2014). This is a serious issue because it discourages interested pilots from pursuing this career. It can put a lot of strain and stress on beginning pilots because they are not making enough money to afford to live. For the first officer in the Colgan accident who did a lot of traveling, that can really affect someone and how they perform. From reading the accident report, she was becoming sick and was exhausted once she got to work.

     On the other hand, there is the argument that there is a pilot shortage. “Between 2015 and 2022, according to industry estimates, more than 14,000 pilots will retire” (CAPA, 2015). This is a large number of pilots that are set to retire within a seven-year span. After the Colgan accident, there was a 1,500-hour rule that got implemented. This required that pilots needed at least 1,500 hours before they could be hired in to companies. This required aspiring pilots to do a lot more training which costed more money. “Smaller airlines are having trouble hiring enough pilots because of a recently implemented safety rule requiring newly hired co-pilots to have 1,500 hours of flight experience or its equivalent” (Zremski, 2014). The 1,500-hour rule is said to play a part in why there is a pilot shortage. There are not a lot of pilots at this moment who are qualified to be hired in because they do not have the 1,500 hours. One regional airline, Republic explains some of the reasons why they are struggling to be able to recruit and acquire new pilots.

One, a change in federal law now requires pilots to have at least 1,500 hours of flying time before they can work for an airline (there are some exceptions to the hour requirement). Second, airlines need more pilots to fly the same schedule after the Federal Aviation Administration changed the rules on the amount of hours pilots can work and the amount of rest they must get. “The new limits became effective on January 1, 2014, and immediately had the effect of reducing pilot productivity 5-7%, further exacerbating the growing pilot shortage,” Republic said. (Maxon, 2015)

The fact that pilots need more hours of flight experience and cannot work as many hours as before limits the amount of pilots that you can choose from while needing more pilots to work for a company. This creates that issue of everyone needing more pilots, but there is a select few who meet the requirements. This leaves some companies short pilots because the amount of people they have to choose from is so slim.

     I think that both of these arguments are part of the problem. I think that the pay shortage and the starting pay for pilots discourages pilots from pursuing this as a career causing a pilot shortage. I think that the amount of money that people pay in order to go to college, get a degree, and take flight lessons and training is way too expensive compared to what one would make when starting out. This causes things to happen such as in the Colgan accident where people will have to travel too far to work causing them to become fatigued since people cannot afford to live close to work. It also provides problems because people who are interested may see this as something where they cannot afford to live once they start working. Although they can make it work once they move up, it takes time to do that and they may not have that amount of time to be able to support themselves. I think that both of these issues play a factor especially because of the 1,500-hour rule. Pilots now require more training and more flight experience that it takes them longer and costs them more money to even become qualified for a job. This can be quite discouraging to people and they may pick a different career to go into.

     The new regulations of the 1,500-hour rule make regional airlines concerned with their hiring pool because it really limits the options of possible candidates they can choose from. “The fact is, I could hire a guy tomorrow with 1,501 hours but he might not be the best candidate because he’d built that time towing banners over Miami Beach and has no experience flying in the north. At the same time, I can’t hire an F-18 pilot with 700 hours. The result is that we are short of pilots and there is a bunch of qualified people out there who became suddenly unemployable because of this rule” (CAPA, 2015). The problem isn’t always the amount of hours or experience. Sometimes people are just not meant to be pilots or are not exactly qualified even with the certain amount of hours. I think regional pilots are concerned because they feel they do not have enough pilots. “There simply aren’t enough pilots in the regionals to satisfy the expected demand” (CAPA, 2015). They have a lot of demand to keep up with, but because of the 1,500-hour rule and the rules on how many hours a pilot can work, they do not have the right amount of people, so each company needs to hire new employees, but there are few who reach the 1,500-hour requirement. I think some possible solutions are that students get more funding to be able to afford college and training. This can help with people being able to afford to pay for the amount of training and experience they need. Another solution may be to decrease the price of flight training to make it a little more affordable. This can help in the future for those that may have loans to pay back since they won’t have as must to pay off.

     One organization that represents the manufacturers of the regional airline industry is the Regional Airline Association. “RAA represents North American regional airlines, and the manufacturers of products and services supporting the regional airline industry, before the Congress, DOT, FAA and other federal agencies” (Aviation Association , 2010). This is a big organization in helping out the regional airlines besides ALPA. “The RAA serves as an important support network connecting regional airlines, industry business partners, and government regulators in bolstering the industry; as well as promoting regional airline interests in a changing business and policy environment” (Regional Airline Association, 2015). 

     Professionalism is how someone presents themselves at work. This involves how a person dresses; how a person talks to their managers, their colleagues, and their customers; how a person treats other people; how a person responds to different situations; or even how a person admits their mistakes when they happen. It is important to be trustworthy and honest and to always show the most respect. It is also really important to be positive.

     Two ways in which lack of professionalism was demonstrated in the Colgan accident was when the two pilots were not keeping a sterile cockpit. The first officer was complaining about work and talking about how she didn’t feel too well. Her ears and head were hurting and she just wanted to get on the ground and into a hotel since she wouldn’t have to pay for it. She was barely making any money and couldn’t afford to live close to her home base in Newark, NJ or to pay for a crash pad. Another way that there was a lack of professionalism was with management. Management was not checking the backgrounds on their employees. The pilot and the copilot both had disapprovals for some of their training. This is a big issue especially because the pilot had a lot of issues with not being able to pass his check rides and having to retake them and never mentioned this to Colgan. Management should have done a background check and noticed that he never reported these disapprovals. They should make sure their pilots are properly trained and are being honest about things especially if they were receiving unsatisfactory grades on their check rides.

     I think that for the copilot who got sick and was tired from traveling was affected by the pay of the regional airlines. She moved back home to Seattle, Washington to live with her parents because she couldn’t afford to live in the area or to pay for a crash pad. The night before the Colgan accident, she was traveling all night in order to make her start time for her first flight in the morning. When the flight got canceled, she was napping in the crew room. I think that the traveling and commuting to work can get to people and start to make them sick and fatigue their body. I think this led to some lack of professionalism because this made her violate the sterile cockpit rule when she was complaining about work and how she didn’t feel well. I think that first year pilot pay can affect professionalism in the workplace because people may not put in the extra effort when they are barely making enough money to live.

     Two specific ways that I plan on maintaining and expanding my level of professionalism once I am employed in a job is to be sure that I treat everyone fairly and show respect to everyone. This includes my bosses, my managers, supervisors, colleagues, customers, and even those who may clean the office or drop packages or mail off. I know that everyone tends to work with people they do not like, but it is very important to be respectful and set that aside in the workplace. Especially if one is a manager, it is really important to treat everyone fairly and give everyone the opportunities they deserve. It is also important to give everyone help when they need it, even if you do not want to. In the end, if you help other people, they may want to help you out too. If a manager never does anything for their employees, they may have the mindset of never wanting to help their manager out. It is best to always provide a helping hand even if someone doesn’t return the favor. Another way I can expand my professionalism is to always be honest and admit any mistakes I may make. I know it is hard for people to admit their mistakes, especially when it may affect the company, but it is really important to be honest from the start. This can prevent things from getting worse if no one knows something wrong happened. Honesty is always the way to go about things even if it may affect you or others. Sometimes honesty can help you keep your job or provide other benefits because management respects your ability to be honest.

References

Aviation Association . (2010). Retrieved from Aviation Entrepreneurs : http://morethanflight.com/library/aviationassociations.html

CAPA. (2015, April 1). U.S. Regional Airline Restructuring Part I: Is Consolidation Inevitable – Or Essential? Retrieved from CAPA: Centre For Aviation : http://centreforaviation.com/analysis/us-regional-airline-restructuring-part-i-is-consolidation-inevitable--or-essential-217004

CAPA. (2015, April 8). US Regional Airline Restructuring Part 2. Towards an Independent Regional Force; & Regulatory Change. Retrieved from CAPA: Centre for Aviation: http://centreforaviation.com/analysis/us-regional-airline-restructuring-part-2-towards-an-independent-regional-force--regulatory-change-217922

Maxon, T. (2015, July 27). A Regional Airline’s Pilot Shortage is Going to Mean Problems for the Big Airlines. Retrieved from Dallas Morning News : http://aviationblog.dallasnews.com/2015/07/a-regional-airlines-pilot-shortage-is-going-to-mean-problems-for-the-big-airlines.html/

Regional Airline Association. (2015). Retrieved from RAA: Regional Airline Association: http://www.raa.org/

Zremski, J. (2014, April 30). Lawmakers Bristle as Airline Industry Blames Safety Rule for Pilot Shortage. Retrieved from The Buffalo News: http://www.buffalonews.com/city-region/washington-politics/lawmakers-bristle-as-airline-industry-blames-safety-rule-for-pilot-shortage-20140430

Commercial Space

     Space tourism began a while ago in about the mid-1900s. There were the Apollo missions that started in the late 1960s, but space tourism wasn’t as widely popular then as it is today. It wasn’t until about the late 1900s that it really started to pick up. On October 30 1984, “President Ronald Reagan signs the Commercial Space Launch Act, which mandates that citizens who wish to launch a commercial rocket must be licensed” (Wyckoff, 2010). On April 28, 2001, “Dennis Tito becomes humanity's first paying space tourist, launching from Baikonur aboard a Russian Soyuz bound for International Space Station Alpha. MirCorp and Space Adventures helped organize the trip with Russian Aviation and Space Agency” (Space Tourism - The Story So Far , n.d.). Dennis Tito paid about $20 million in order to ride into space. In May 2002, Mark Shuttleworth from South Africa, who also paid about $20 million in order to take a trip to the International Space Station, returns from his trip. On June 21, 2004, “SpaceShipOne makes its first trip to space, becoming the first manned, privately owned craft to do so. It flies past 328,000 feet, which is the boundary of space” (Wyckoff, 2010). The SpaceShipOne won the Ansari X Prize in late 2004. The pilot of this space ship was Mike Melvill. This all began the start of space tourism. In September of 2004, “British entrepreneur Richard Branson announces that his Virgin company plans to launch commercial space flights over the next few years. It has sold more than 300 seats at $200,000 each” (Wyckoff, 2010).

     The problem with space tourism is that space travel is very expensive. Some people may have the couple hundred thousand to millions of dollars to pay for a flight to space, but many cannot so the potential passenger population is very limited. Many companies are trying to find ways to make it cheaper for people to go to space. Another reason why space travel is not cheap is because once the space ship cannot be reused. “The main problem with the Soyuz is that none of it is reusable; even the small passenger capsule that returns to Earth is not reused. Ironically, the Space Shuttle is the most expensive launch vehicle in the world (estimates range from US$350 to US$500 million per flight), even though it has reusable parts” (Sawaya, 2004). This is a lot of money that companies spend on flights, so it is going to be very costly for any passengers that wish to go on board a flight. Not only is space travel expensive, but safety is another concern. This is safety in regards to peoples’ lives and especially their health. “Major health issues for these explorers have included weakened bones and muscles, poor vision, nausea and insomnia. In addition to all these risks, untrained tourists will almost certainly face a wider array of “health problems that you haven't had to deal with in space before” (Courage, 2014) People who have been trained and have good health come back with some health problems, so those that are tourists and may not be in as good as health may experience worse things.

     Under the Commerical Space Launch Act of 1984, space travel started to be overseen and regulated. This act “authorizes the Department of Transportation (DOT) and, through delegations, the Federal Aviation Administration's (FAA) Office of Commercial Space Transportation (AST), to oversee, authorize, and regulate both launches and reentries of launch and reentry vehicles, and the operation of launch and reentry sites when carried out by U.S. citizens or within the United States” (Office of Commercial Space Transportation, 2015). Space tourism follows Title 14 Code of Federal Regulations Chapter III, Parts 400 to 460. In December 2006, there was a final rule for “Human Space Flight Requirements for Crew and Space Flight Participants” (Federal Aviation Administration , 2015). This was a result of the Commercial Space Launch Amendment Act of 2004. This final rule gives regulations for training, qualifications of the crew, and what kind of consent needs to be given by the crew and participants. They need to be aware of any associated risks that come with space travel. I think that this is something that can be more regulated, but it is hard for the FAA to do that since they do not know a lot about it. Because the FAA doesn’t have a lot of regulations on space travel, they kind of are in a spot where they are waiting for things to happen so they can create new regulations. For now, “Congress requires that passengers be informed of the risks. In turn, passengers would have to provide written consent before takeoff that they understand and are aware of the risks” (Superville, 2005). This can be something that really turns people away from this because of the dangers and safety issues that can result and the little regulation that is enforced.

     I think that maybe at one point in time, space travel could be accessible to the general public, but there needs to be a lot of changes in the existing program. I think that the companies who do space travel need to find ways for tickets to be cheaper because right now, majority of people cannot afford to pay the couple hundred thousand to travel to space. Not only this, but they have yet to have one of these trips take off and complete a mission. I think that with time, the technology that will be used to allow these trips to be safer will be really expensive and they will not be able to afford to lower ticket prices. I think that because space ships are not reusable, this adds another really expensive cost to companies that also decreases the chances for ticket prices to drop. I think this is going to be a very small market if it does actually start to do space travel missions because there are a select few who have the money to spend and are willing to spend it on this. I think that there needs to be more research done that helps inform the interested population about the health issues so people know exactly what they are getting into. I think that some people are okay with signing the consent form, but more individuals may become interested if they have more knowledge about their safety and health and how they can be affected when traveling into space.

     Qualifications to work in the space tourism industry are that pilots “must have an FAA pilot certificate and be able to show that they know how to operate the vehicle. Student or sport pilot licenses would not qualify” (Superville, 2005). They also need to be trained to be able to make sure that their vehicle will not pose any harm to the public. The crew needs to have a medical certificate that has been issued within one year of when they are taking flight. They also have to be checked and approved that they are in a good mental and physical state that ensures they can make decisions and perform any roles that require safety. Other requirements for people who are not pilots is that they need a “bachelor’s degree from an accredited institution in engineering, biological science, physical science, computer science or mathematics” (NASA, 2015). They also need to have at least three years of experience professionally or have at least 1,000 hours of pilot in command for a jet aircraft. They also need to pass a physical for long term astronauts that is given by NASA.

References

Courage, K. H. (2014, February 18). Can Space Tourism Companies Keep Their Customers Safe and Healthy? Retrieved from Scientific American : http://www.scientificamerican.com/article/can-space-tourism-companies-keep-customers-safe-healthy/

Federal Aviation Administration . (2015, December 15). Human Space Flight Requirements for Crew and Space Flight Participants; Final Rule. Retrieved from Federal Register : https://www.gpo.gov/fdsys/pkg/FR-2006-12-15/pdf/E6-21193.pdf

NASA. (2015, December ). Astronaut Candidate Program . Retrieved from NASA : http://astronauts.nasa.gov/content/broch00.htm

Office of Commercial Space Transportation. (2015, October 26). Retrieved from Federal Aviation Administration : http://www.faa.gov/about/office_org/headquarters_offices/ast/regulations/

Sawaya, D. B. (2004, March). Space tourism: Is it safe? Retrieved from Observer: http://www.oecdobserver.org/news/archivestory.php/aid/1242/Space_tourism:_Is_it_safe_.html

Space Tourism - The Story So Far . (n.d.). Retrieved from Space Future: http://www.spacefuture.com/tourism/timeline.shtml

Superville, D. (2005, December 30). Gov't Issues Proposed Space Tourism Rules. Retrieved from Space: http://www.space.com/1904-gov-issues-proposed-space-tourism-rules.html

Wyckoff, W. B. (2010, October 21). The History Of Space Tourism. Retrieved from NPR: http://www.npr.org/templates/story/story.php?storyId=110998144