Final Thoughts

I do have to start out by saying a few things. At the beginning of this course, we were mostly a group of novice bloggers. Seniors that dreamt of becoming world class pilots that just happened to have a knack for finding any detail about aviation (or as much as Google would allow at 11:54pm Sunday nights). After a long semester, we have seen many pages written, links used, and even stick figures explaining the EU-ETS. I can now say that this is a group of professionals. We were mere pioneers of the blogging world and now taking on any blogs that require a timely post date without breaking a sweat. It has been a fun semester!

As for me, I stated earlier in this course that I have always been driven to become a pilot. I am very fortunate to have aviation in my family and been around airplanes since the day I was born. I wish to become a professional test pilot for the experimental homebuilt aircraft. I want to see an aircraft becomes a working machine going from an idea, to paper, then to the runway, all while becoming the first person to sit at the controls. With the development of private space flight, becoming involved in that industry would be similar to those pioneering powered flight in the early twentieth century. I do not know how things are going to turn out or how they are going to change our perspectives of aviation, but I hope to be one of the first to find out. 

My actual career plans have not changed. I still strive to become a pilot for any and all aircraft I am asked to fly or test. As my years at EMU are coming to a close, I have changed the nature of my career. I hope to become an aviation professional, rather than someone so who just wants to fill a log book. Aviation is so intriguing to me because it is  one of the few industries that is always changing and evolving, and professionals that strive for a long term career must be able to adapt and change with the environment. There is something to new to learn every day during any flight.

This course has been an eye opener for myself in many regards. Many of the issues we talked about are things that we will be tackling the moment we receive our diplomas and  at our first jobs. Each topic had a realistic impact to not only our class, but each one of our individual careers. This class was very upfront and I felt that this was the most practical application of current issues within the industry that could effect everyone of us. This practical outlook allowed me to see aviation from a viewpoint similar to one out of the cockpit window rather than one in a classroom. 

The most interesting topic was NextGen. It is such as huge change that is upon us and it is exciting to see how these new technologies will change the way we fly. Technology is expanding by the day and it is very interesting to see how the engineers of this industry will adapt. The least interesting topic was EU-ETS. To me, this is a business plan rather than an environmental one. It is something that could effect me but has too much gray area for any substantial change during my career. 

The most interesting speakers would have to be the women that visited us from Detroit Air Traffic Control. It was informative to hear the perspective of those voices we always hear but face we never see. They have their priorities and we as pilots have ours and it was very interesting to hear how the two perspectives meet and work together. I learned  a great deal of information about their demanding training and selection which I found to be similar to ours. 

After graduation, I wish to continue flying and learning as much as I can about aviation. We are young, aspiring professionals in a field that requires us to be up to speed on everything pertaining to aerodynamics, regulations, current affairs, and safety, all at the same time. What other job do you know of that requires this? I wish to flight instruct and become more active in local and national organizations such as the EAA, AOPA, and the IAC. I also would like to further my experiences into aerobatic flight and air racing at some point down the road. I want to thank Ms. Wall for a great class and wish all of you unbelievable success in all careers!

EU-ETS: EU vs. The World

The European Union Emissions Trading Scheme (EU-ETS) is a cap-trade system that he principle of operations involves the allocation and trading of emission allowances. Every one allowance represents one ton of carbon dioxide. The capping, or maximum, of emissions is set and regulated by the European government. Additional allowances are distributed to operators through trade. The EU-ETS is designed to reduce the total amount of emissions in multiple industries across the European continent. The goal is to successfully do this in a cost effective way and by allowing numerous companies to trade allowances, they will be able to potentially generate income and competition between joining countries. 

Countries are opposed to this controversial agreement because of EU planning to tax the air carriers for their entire route. This means starting from an airport )that may be outside of Europe by a great distance) and charging the airline for that trip if they enter European airspace. A total of seventeen nations, including the US, have opposed this idea. Following a two day meeting of the opposing countries, a US senior official said during a news conference, "In a nutshell, the meeting confirmed the very solid and strong opposition to the ETS, but also indicated that there is alot of interest among countries in continuing to work on the suite of activities in ICAO." This shows that although numerous countries are not currently agreeing with each other at the moment, at least their is a common goal for all to reduce the total amount of emissions throughout our planet. 

According to a recent article by the Chicago Tribune, President Obama has now signed a bill that will shield US airlines from paying for each ton of carbon emissions.  Clark Stevens, a White House spokesman, states, "The Obama administration is firmly committed to reducing harmful carbon pollution from civil aviation both domestically and internationally, but, as we have said on many occasions, the application of the EU ETS to non-EU air carriers is the wrong way to achieve that objective," I support the Obama Administration when it comes to their dedication to sign a bill that (for once) could result in positive change for aviation here in the States and also throughout the world. It will be interesting to see how the EU governments react to this signing in terms of long-term negotiations. Will more nations start to ban the EU charge in the future?

The European government hopes this will create a drive within participating nations to become more innovative and create monetary incentive for countries to reducing their emissions.  EU also has a position to possibly link the EU-ETS with the Kyoto Protocol’s Joint Implementation and Clean Development Mechanism. Another key point that the EU governments support would include that expansion of this system to other sectors (such as the petrochemical, ammonia and aluminum sectors) that will further decrease the overall amount of emissions on a global scale. 

The new ICAO solution should involve way more secure and precise way of charging the allocations globally. If EU would desire a reduction in emissions through their airspace, then it should be their airspace and their airspace only that should be charged. I think the difficult part will be when different nations will required different charges based on traffic, aircraft, and capabilities. These differences will have to addressed in the new solution. Another way to possibly make a positive change will be to continue the development of reduce carbon-emitting engines. We have made great advances in limiting the total amount of emissions and I feel that the major countries of the world should focus on cleaner developments of their aircraft, rather than a focus on increasing profits. 

NextGen: The Next Big Thing

Next Generation Air Transportation System is a proactive attempt to change to the current aviation infrastructure of navigation. The goal of NextGen is to improve many important variables of our aviation world. These variables will include enhancing safety, reducing delays, and saving on the expense of fuel. To rank the pillars of the article in order of importance, I would state the following:

1. Safety - Safety is a common goal to everyone involved in aviation. Since aviation involves many dangerous (and potentially fatal) factors, the FAA has made this a priority across the board. The primary use of radar will allow air traffic controls to better understand the position, altitude, and direction of an aircraft during flight. Because of the enhanced information, this will reduce the risk of accidents throughout the system entirely. The influx of data available to ATC and flight crews will also aid in making better judgement-based decisions.  This means that the correct people will have up to the minute information during all phases of flight.  
2. Economic Impact - With the economy of today, there is even more pressure to sustaining an increase in profitability. According to our article, the civil aviation industry has accounted for over 10 million jobs, earning $1.3 trillion annually, and representing 5.2% of the the gross domestic product. This impact to the national economy is key to the development of the future. NextGen aims to increase these numbers by reducing the burn of fuel and making more direct flights. Since a large part of our economy depends on positive cash flow rather than negative, this will allow the $1.3 trillion to increase as NextGen in implemented into the system.
3. Flexibility - One common thing that people fear is change. This new system will take our current one and make numerous changes. With the amount of flexibility that NextGen provides (with the direct flights as an example), we will have the chance to see a positive change in our national system. The technology that we have used for many years has been developed to its full potential while the demands we place on the system are beginning to surpass its ability. NextGen will offer a new level of flexibility that will allow it to change with our changing demands.
4. Sustainability - The world will always be focused on creating a better planet. With the reduction of fuel burn, there will also be a reduction in the emissions produced by aircraft. Carbon Dixoide levels will decease as well, leaving us with cleaner air. The development of NextGen will lead to better eco-friendly environments.

I do not agree with the proposed plan of increasing the cost to use our air traffic control system. The US must increase the overall income, but I feel that user fees will only hinder the general aviation population. The decline in the economy has also taken a toll on the number of pilots operating within the system and an increase in dues will result in an even further decline. According to Executive Director John Black of the Smyrna Rutherford County Airport, "Our job is to make the airport grow and support the local community. We don't want to see anything that will detract from that." Black notes that the implementation of user fees will not only effect the airport but also the surrounding community. If the fees were to be applied, it should be to air carriers operating for business. This will require businesses that a created to make profit pay for the ability to do so. The many pilots that make up the General Aviation population do not have the goal of making a profit, so I feel that they should not be charged to be able to use the same system that the air carriers operate within.

NextGen will have a profound impact on my career. I do agree with the overall goal and the positive aspects it can provide to our National Airspace System. The enhanced safety aspect alone will help the nation save a large amount of money while also protecting the general public from disaster. Another factor that I feel will impact my career will be the increased ability to better manage the system as a whole. With large numbers and many different types of aircraft operating within the NAS, the better management everyone is the safer I will be inside the cockpit. 

UAVs: Hinderance to Privacy?

        The development of Unmanned Arial Vehicles (UAV) was a major success for the American military. The deployment of these aircraft, controlled by a pilot on the ground hundres of miles away, allowed eyes, ears, and weapons to be transported to a conflict zone without threat to the life of the pilot. With this success in mind, we now see the use of UAVs in the civilian world working closely with law enforcement, border patrol, and emergency services. 

One topic that has seen extensive debate is the privacy that is either granted, or viewed by some, removed from the American people. These aircraft have high definition cameras with infrared sensors and night vision capabilities. With this technology, many believe that this will impact our privacy as citizens.  According to Rep. Ted Poe, a Texas Republican and chairman of the House Judiciary subcommittee on crime, terrorism, and homeland security, "We need to establish clear guidelines about when and for what purpose law enforcement agencies, private citizens, and businesses can use drones." I feel that these guidelines will not only help the nation’s aviation infrastructure, but will also help calm any nerves from the general public. 

This “reasonable expectation” of privacy that the general public has must be viewed by an unbiased eye and the Supreme Court is attempting to do this.  As noted by Rep. Hank Johnson, a Georgia Democrat, in the same article, "As the number of drones rises, so, too, will the number of suspects," he said. He also asked a very interesting question pertaining to the public’s idea of privacy in a very simple matter. He questioned, "During the civil rights movement, would activists have left their homes if they knew they were being monitored from cameras 30,000 feet above?"

A bill proposed by Poe goes to address this matter. The bill would prohibit the FAA from issuing a drone permit for use by law enforcement unless it is related to a warrant for the investigation of a felony, with some exceptions. It also would prohibit individuals from conducting surveillance on private individuals or private property without the owner's consent. These are the types of changes that I feel the public (who is limited in aviation knowledge) would appreciate more so than hearing about the cameras and weapons flying around them as they live their lives.

Is Business Aviation Worth It?

Ever since the decline of the economy started over 5 years ago, business aviation was one topic that was consistently debated over and over throughout the country. A company that was short on funding aimed its sights upon the flight department as a quick way to cut costs. This decision was made to reduce the amount of expenses while struggling to increase the amount of income. It was an all too common theme that was seen from car companies to smaller firms.

This topic is an immense issue throughout the general aviation industry that can carry immense consequences. From a business aspect, it seemed to the nation and also to myself that if the company was to cut spending, then the flight department was a logical contender for the “necessary” sacrifice. That was until I read a recently published article on Forbes.com that revealed some interesting facts about business aviation. According to this article, a study of the S&P 500 companies by Virginia-based consulting firm NEXA Advisors LLC found that over a five-year period, companies that used business aircraft had twice the total shareholder return of companies that did not. As quoted from Lars Thrane, founder of Denmark-based global satellite communications company Thrane & Thrane ,“You have the freedom to operate on your own schedule. That’s a necessary part of our business. That efficiency and flexibility is an essential factor in our success.” Companies that did employ a flight department saw significant, positive differences between those companies that did not employ a flight department.

The future of this topic is certain. There will always be a need for business aviation. This is due primarily to the world we live in today. Businesses must be able to operate within a moments notice, and the freedom and security that business aviation allows is the perfect remedy to this need. These aircraft continually drive down operating costs for the business as a whole long-term. Even though the short-term expense to operate these aircraft is relatively high, income has shown through history that these necessary expenses will increase the income of the company long-term.

This topic is significant to my career because it will allow a left seat to always be open. With the majors pushing a hiring boom for the next ten years, this will allow even more left seats to become available as the years progress. Companies will always be in the need of generating income, and with the abilities of the flight departments and business aviation being a viable option, these businesses can and will rely on these positions for a long period of time.

China General Aviation

On February 28, 2012, China Aviation Industry General Aircraft Co. Ltd. (CAIGA) purchased the Duluth-based aircraft Cirrus Design. Cirrus was previously majority-owned by Arcapita, a Bahrain-based investment company which acquired the stake in 2001. The relationship between CAIGA and Cirrus first began by the sharing of a worldwide growth vision. According to Cirrus CEO Brent Wouters, CAIGA has the resources that will allow Cirrus to expedite its aircraft development and to accelerate the global expansion of Cirrus. This may have ramifications here in the United States. Now along with the major car manufactures, another American company will be developing their products in a foreign country. With the debates about patriotism and commercial sales here in the States at a rise, this company will be added to the increasing list that is sending their shares to another country.

There are many reasons for the rapid growth of the Chinese general aviation industry. First and foremost, nothing like this previously existed within the country. There were only a very few registered aircraft throughout the years prior to this expanse. The Chinese government has recognized this expansion and has been developing numerous policies including opening low-altitude airspace specifically for general aviation operations. Another reason is the demand for business aircraft. Corporations and citizens are in the need of additional modes of transportation and aviation is a booming sector. This will result in a much needed supply of a national airspace system that is used by not only the Chinese military.

I feel that the Chinese must use a stable, proven platform to develop their expanding general aviation industry. The United States has had a viable system in place for years and the Chinese would like to use this as an example. The problem will be the integration of the military and the civilian general aviation, which was the problem here in the States as well when it too expanded its general aviation after World War II. This will also allow manufacturers to limit their production costs. With the car makers leading the path, the general aviation manufacturers will follow suit. 

I feel that career opportunities will be limited within the continental United States due to the outsourcing of general aviation manufacturers. The less jobs will mean less profit being generated here within the States. On the other side, there will be a sharp increase in the career opportunities that will arise within other counties. These developing infrastructures will require qualified personnel to maintain their daily flight operations. Certified Flight Instructors will be needed on a global scale teaching many people that are brand new to the aviation industry. This is cause an increase in available jobs worldwide, but also a decrease of available pilots within our own borders. 

Goodbye Comair!

Comair was founded in 1977, flying three propeller-driven Piper Navajo aircraft. It started operating as Delta Connection in 1984 and became a wholly owned subsidiary of Delta in 2000. It was founded by Patrick J. Sowers, Robert T. Tranter, David Mueller and his father Raymond in Cincinnati. Under its parent Comair Holdings, it became a public company in July 1981 to support the growth and capital requirements to upgrade their fleet.

According to Don Bornhorst, senior vice president of Delta Connection and a former Comair president, “It ultimately was a cost issue; it wasn’t a quality issue with Comair.” The 50-seat regional jets that Comair operated just was not cost efficient to the company as a whole.  The aircraft used were not fuel efficient and the cost to maintain the fleet increased as the fleet aged. This would pose a problem for any company, especially to an air carrier such as Delta. With the profit margins as slim as they are throughout the airline industry, it would make sense form a business standpoint to eliminate the weakest link. In the eyes of Delta, this unfortunately meant Comair. 

I feel that the overall financial status of the regional airlines is being limited by the day. We see new laws that will require additional time for newer pilots, and those pilots will only follow the airline route if the regionals increase their starting pay. Unfortunately, this is very difficult to do due to the weak economy. The status of the regionals will have to change drastically within the next few years or we will be seeing a rapid decrease of available pilots along side an increased demand to operate the regional carriers’ flights or else the industry as a whole will lose profits. 

According to an USA Today article, 53% of all commercial flights are conducted by regional air carriers. What opportunities will arise to the regionals? With the ability to outsource shorter, more direct flights by use of these regional carriers, I think that there will be even more of a demand for these companies. Airline travel has doubled from 2000 to 2010, resulting in a predictable demand for regionals. This demand must be met with some sort of supply or else the system will not be able to support itself. 

After doing research online, I found that Piedmont Airlines is currently hiring pilots. The job listing was updated in June of 2012. Starting pay for first officers in both the DHC-8 Dash 8 and the DHC-8-300 Dash 8 is $27/hour. Additional information can be found by on pilotjobs.com

Airline Travel a Luxury?

I feel that the ability to be transported on a commercial airliner should be affordable to the general public. Due to today’s economy, the “romance” and “luxury” of air travel has been degraded to merely a means of getting to point A and point B. The technology to be able to transport people across the world at a high rate of speed was once only the dream of engineers and designers. This thought was then brought to a reality once we discovered the technology needed in order for us to accomplish this. I feel that the public has gotten so use to the fact that they now have the ability to cross the globe in a few hours rather than weeks, that the luxury is a thing of the past.  Air travel is now a necessity rather than a royalty.

The reason behind the fact of traveling by air for a less expense than driving is due to the economy. The airlines are struggling to make ends meet and by providing less of a cost to their customers will allow them to fill seats of the aircraft. They are a business with the goal of making money. If they have prices higher than those in the market, then this will lead to less seats filled by paying customers since they feel that the price is too high. 

I feel that if the airlines raised their prices we would not see a vast change in airline customer traffic. We would only hear about how people are unhappy with the fact they are paying more for a ticket. But the fact remains that they will still fly. There has been a steady increase in airline travel for decades now and the airlines are aware of this and are structuring their business plans accordingly. According to the break down of Southwest Airline’s financial reports, there has been an increase in growth rate and revenue since 2010. This is a result of an increase in passenger travel and in ticket pricing. 

PL 111-216 Signed to Law

With its roots originating from the families killed in the Colgan Air/Continental Express flight #3407 crash in Buffalo, NY on February 12, 2009, The Airline Safety and Federal Aviation Administration Act of 2010 aims at improving the training and increasing the requirements for an airplane transport pilot. According to 3407memorial.com, key sections of the law include increasing the minimum number of hours one must have prior to obtaining an ATP license, annual reporting to the Transportation and Infrastructure/Commerce Committees on the status of all NTSB safety recommendations, and the accurate record keeping of airline records. This law will also require a change in the certification process of crew members, resulting in the need for a First Officer of a Part 121 Air Carrier to hold an Airline Transport Pilot certificate.

One potential effect that this law can have on my career is the extended length of time it will take me to become a First Officer. Even though my career is not focused entirely on becoming a pilot with the major airlines (Delta, American, etc), it will increase the difficulty in completing the necessary ratings that I wish to obtain. The point in question is the requirement of a First Officer to hold an ATP certificate. This now requires a minimum of 1500 flight hours. With the increase in flight time, this will mean an increase in the amount of money spent obtaining these hours. The way the national economy currently is will be a huge factor in how I (and other flight students) will go about generating the funds necessary for this extension. Flight schools, such as the Part 141 here at EMU, will benefit greatly from this new law. This will lead to an increase in profit since its students will be required to spend more money on their training. Once the students become properly rated, these hours will need to build. If the schools have rental aircraft, they will see an increase in use (proportionally to the increase in the demand for the aircraft), therefore allowing their profits to rise.

The first and most important benefit will be the increase in profits for these flight schools. There will be a new demand and they will supply the necessary aircraft. Rates will rise, hours will rise, and the flight schools will see their income rise as well. Another benefit is the fact that there will be a new increase in the amount of people flying. With the extension, it will keep more people in the air. More people will be able to enjoy flying and learn more in the process. This will allow the pilots to learn more about the world of flying, which is the ultimate goal in creating more experienced pilots prior to entrusting them with the lives of paying passengers. A challenge will be jus the opposite, and that is actually keeping the pilots in the air. They must find a way to fund their flight hours and if they lose interest or get too far in debt, they will may choose a different career path. 

I feel that the changes addressed do have a good goal. The intention is to allow pilots to learn more about flight prior to them flying passengers. But I feel that the bar has been raised too high. The extension of hours is too high and I feel that it is (secretly) a way for the government to generate more of an economic difference rather than safety influence. With that being said, the pilots that focus on their hours and building the required experience will be highly qualified individuals when they FINALLY get behind the controls of a Part 121 aircraft.

How Do We Compete?

Topic Choice: Improve Safety Standards at the International Civil Aviation Organization (ICAO)

Safety will forever be a major concern when it comes to aviation. Here in the United States, safety is always a priority. The U.S really does set a high standard on safety and its promotion of its procedures are everywhere. These sources are primarily led by organizations such as Air Safety and the Aircraft Owners and Pilots Association (AOPA). The problem that the United States faces is that it is not on the same page when it comes to comparing other governments’ aviation structures. This is where that lethal “gray-area” becomes a large void between other nations’ infrastructures. 

I feel that the bar must be raised across the world. This means that everyone must operate to the same standards that are meant to be goals, rather than “minimum acceptable standards.” When there is an accident, the families of the victims will never look at these world airlines for operating to the minimums when their family’s lives are a risk. I think that the ICAO should enforce strict rulings that are even no matter which airline is operating over any and every country. The goal is to be able to coordinate and ordinate these rulings throughout the world. According to the linked source, standardization, monitoring, analysis, and implementation are the keys to providing this new change to ICAO.

I do feel that this solution would be feasible. The problem that would be most apparent would be finding the financials to be able to support this type of change throughout the different operating nations. Many struggle through the down turn of the world economy and aviation is unfortunately an industry where safety is hindered when the money stops coming. I think that the solution is within our reach but all nations would have to devise a plan to be able to support it financially. 

This change will create jobs. The aviation safety sector of the industry has been growing consistently and this solution will allow the creation of jobs throughout the world, allowing many nations to promote the idea of spending money in a positive image. The aviation industry will always be in need of safety supervisors and leaders to be able to promote positive change through out the world’s airlines.

Joe Moore's (Late) Intro!

I have always had the dream of becoming a pilot.  I am blessed to have been born into a family that has aviation flowing through its bloodlines on both my father’s and mother’s side, with myself becoming a third generation pilot once the landing gear touched down on the runway after successfully completing my private pilot check ride.  It was, with out doubt, the most rewarding day of my life and the sense of accomplishment and pride I received from my family was unmeasurable. Currently, I am one cross country and my check ride away from accomplishing my Instrument Pilot certification.  The timing could not have been more perfect since my father is also working on his instrument rating, leading us into conversations and flights that I thought was only a distant dream when I was a child.

Soon to follow the completion of my Commercial Pilot Certification, I will be continuing with my Certified Flight Instructor ground and flight training.  I am impatiently waiting for that portion of my career, with such a strong drive to be able to teach people the joys and rewarding experiences that one could have if obtaining a pilots license. In addition to my flight ratings, I have recently completed my Dispatch Certification, conducted by Eastern Michigan, along with also adding my High Performance Endorsement as well. 

My career goals in aviation vary from most students in the program.  Once completing my degree at Eastern, I plan on attending Embry-Riddle Aeronautical University, majoring in Aeronautical Science and minoring in Flight Testing and Simulation.  My ultimate goal is to become a test pilot for companies such as Boeing, Airbus, or military contracting.  With the developments in private space flight and the approaching of new horizons in that industry, I am focusing on my studies and skills in the cockpit to hopefully become a part of this new and exciting form of flight.  I also have a dream of completing my aerobatic training, eventually perfecting my skills to compete in National and Regional Aerobatic Competitions and airshows.

Current topics that interest me are any that involve the development of aircraft design and the growth of general aviation. People who do not fly can be easily persuaded in joining such a close-knit community if they were simply more aware of the industry. Topics that involve programs such as AOPA, EAA, the Young Eagles, and veteran communities will always have my  interest because I feel it is our job to promote and share this great passion of ours to others.