User Fees: The Next Hot Button Topic

User fees have been a hot button topic in aviation for over a decade. This topic has long been contested by the aviation community and so far has not been made into law despite several attempts to do so. However, recent attempts to enact user fees seem to be gaining steam and pose a legitimate threat to my selected career field.

Just this March, Pres. Obama released his 2015 budget plan and once again user fees were included. The plan includes a $100 air traffic control fee per flight plan for all jet aircraft operated in the air traffic control system. Read more about the proposed fee structure HERE.  It is my hope to become a corporate pilot and a suggested user fee system such as this would greatly threaten that segment of the industry. Additionally, allowing user fees to occur in any respect would open the door for proportional user fees on all general aviation aircraft. The effects of user fees would be felt throughout the aviation industry but would be most pronounced in business aviation. A $100 per flight user fee could be easily divided between the hundreds of passengers on a commercial airline flight, however this is not the case for business aviation. Companies that already have a difficult time justifying the expense of a corporate aircraft due to the lack of tangible results may see the cost of user fees as a determining factor to eliminate or forego the ownership of a corporate aircraft.  It is difficult to determine how widespread the effect of user fees would be on business aviation, but it is safe to assume that these fees would have a negative effect leading to fewer jobs and reduced positive impacts that business aviation has on the economy as a whole.

Currently, organizations such as EAA, AOPA, and NBAA are once again preparing a full-fledged opposition to user fees. These organizations are educating their members on the issue and organizing both the general aviation and business aviation caucuses in Congress to oppose this proposed change.  With the United States currently $17 trillion in debt, it leaves lawmakers searching for new ways to increase government revenue. Bipartisan support already exists for the enactment of user fees, so it might be a close battle to keep them from happening once again. Be sure to call your congressman and let him know that you oppose aviation user fees because this issue would be very detrimental to aviation as a whole.

Unfair Competition Costs US Jobs

The Export-Import Bank (Ex Im) was established in 1934 to encourage US exports by providing financing and insurance towards the purchase of US manufactured goods by foreign countries.  Ex Im has become even more crucial in recent years as President Obama has set the goal for the US to double exports within the next few years.  Ex Im will play a major role in this by allowing international buyers to by US products when they may have been previously unable to due to unwillingness to accept credit risk or being unable to pay high interest rates.  Ex Im insures these buyers from the risks and extends loans often well below market rates. 

Boeing aircraft make up a significant portion of the financing Ex Im extends to buyers.  This is the source of many issues for the US airline industry and its employees.  In recent years, foreign air carriers have been placing HUGE orders for wide body commercial aircraft.  Often times, they secure the financing for these orders through Ex Im financing.  Although good for Boeing and US aircraft manufacturing employees this poses a major concern.  Since foreign carriers are able to finance aircraft at much lower rates, they save tens of millions in interest payments per aircraft over the life of the loan.  An asset that costs less can offer lower costs to customers that use that asset.  These air carriers have a MUCH lower barrier to entry than US carriers when buying aircraft, therefore they are able to underprice their US competitors on routes.  This has led to a major loss of previously successful routes for US carriers and a loss of US airline jobs.  Low loan rates, and recent cabatoge strategies have caused major concern among airlines and their employees.  If this issue is not corrected many US airline jobs could be lost.

Personally, I feel that Ex Im is a major issue for US airlines and one that needs to be resolved before our airline industry is jeopardized by foreign carriers.  Although Ex Im does perform some useful services,  things need to change or the bank needs to be dissolved entirely.  A possible solution to this issue is requiring thorough research of the impacts of these loans on US industries before they can be made and setting hard limits on the amount of loans available on specific assets such as wide body aircraft.  Making these loans competitive would set reasonable limits and limit the long term negative effects.  Additionally, setting up an agreement with European financing institutions to match US policies and rates would ensure fair competition between Boeing and Airbus.  ALPA has an extensive report regarding the most pressing issues that US airlines face including this and can be found HERE.

UAVs: A Tool that needs Careful Consideration

UAVs have the potential to serve as useful components of the aviation industry, but at their current level of regulation and use have many issues to overcome.  Until properly regulated, communicated and developed UAVs pose a threat to the NAS, its users, and the basic freedoms of Americans. 

Currently, UAVs are being used in both the civilian and military segments of aviation.  When operated in the NAS for civilian use a Certificate of Authorization must be obtained from a public entity sponsor.  The scary part of aircraft being allowed to operate in the NAS is that there are no regulations specific to UAVs published by the FAA.  Rapid development of the technology has left the FAA with their tails between their legs and unable to properly oversee UAV usage today, resulting in a free for all of sorts.  This technology is distinctly different and requires proper regulation to be safely operated in the NAS.  The FAA “hopes” to have some sort of regulation in place for UAVs by 2015.

This summer I ran into a gentleman in Indiana, who was bandaged up, burned and has bone exposed.  I proceeded to engage him in conversation as I would with anyone else who came to check out my airplane.  Instead of the normal response and curiosity about my Skyhawk, I was greeted with a horrifying story about how he was flying his aircraft over Wisconsin with his wife and a client on board when they collided with a UAV over a VOR.  His wife and client were lost in the accident and he was left badly burned.  At first, I didn’t know whether to believe him or not but the details of the story were too specific and gruesome to have been made up.  The scary part was that he seemed adamant that the Government was trying to cover up the accident by not releasing any details to the public and refusing to provide him with any closure.

Even though they aren’t properly regulated at this point, through COAs, UAVs are being used for a number of civilian uses such as Filmmaking, oil and gas exploration, domestic policing, and maritime patrol.  UAVs will eventually be able to operate in the NAS without COAs.  A great deal of logistical and perception issues will exist when attempting to integrate these devices in the NAS.  Firstly, a primary component of safe aircraft operations is the “see and avoid” concept and this is a concept that UAVs are incapable of.  Finding a way for UAVs to comply with ATC instructions in the NAS is also a huge barrier to their safe use.  Frequently, UAV pilots are in control of several different vehicles at one time. 

Public perception is also a huge issue as you can clearly see with my current opinion of UAVs.  Not only has their ability to safely operate in the NAS without posing a threat to civilian air travelers not been proved, individual liberties are seriously jeopardized.  Many people are concerned with their every actions being monitored by the government through video surveillance provided by UAVs, and rightfully so.  When used for domestic policing, their ability cover wide areas and the low cost of deploying large amounts of UAVs at one time, could result in a police state with citizens worried about being watched by “Big Brother” at all times if not properly regulated.    

UAVs in the military have done significant amount to improve and change military strategy.  Instead of having to worry about putting humans in harm’s way during high risk military operations, UAVs are able to do the same thing without risking human life.    Due to this, the military is able to complete missions that were previously unattainable due to the ethical issues of putting human life in harm’s way.  Although significant development costs exist, both financial and ethical savings will be a long term result of UAVs in the military. 

Careers in the UAV industry will continue to become available as the industry grows and pose significant career opportunities for both flight and management majors. See this posting from General Atomics for an example UAV career opportunity.

Professional Organizations

As an aspiring aviation professional, it will be important to hold membership in aviation organizations throughout my career.   Professional organizations provide an arena for networking and transmission of input and ideas among fellow professionals and industry members.   While still having the desire to to become an airline pilot, it will be crucial to become a member of the Airline Pilots Association (ALPA).  Additionally, as a pilot and aviation enthusiast, membership in the Aircraft Owners and Pilots Association (AOPA) is important.

Airline Pilot Association, International is dedicated to promoting and championing aviation safety throughout the aviation community.   ALPA also provides the critical function of representing the collective interests of all pilots in commercial aviation. Promoting the health and welfare of members before governmental agencies and advocating for the airline piloting profession by using all forms of media with the public at large are the remaining goals of ALPA.  As a potential future airline pilot, it will be nice to be a member of an organization that will promote my interests as an airline pilot.  Additionally, I will be able get involved in aspects of ALPA such as safety and contract negotiations that will further my professional career.  By belonging to this organization, I will receive the benefits of being represented by a strong pilot group and also be able to get involved professionally to advance my career.

Aircraft Owners and Pilots Association is an organization dedicated to protecting the freedom to fly.  AOPA does this by advocating on behalf of members, education of pilots and policy makers, supporting activities that ensure the health of general aviation, and fighting to keep general aviation accessible to all.  For me, it is important to be a member of AOPA due to my love of general aviation.  Additionally, every pilot must be a part of general aviation on their way to becoming an airline pilot.  This means that we must maintain a healthy general aviation industry to have a healthy airline industry.   I plan on being a part of general aviation my entire career and will benefit from belonging to this organization by utilizing all of the tools and benefits it has to offer.  Education is provided in many ways through magazines, videos and online portals.  A good pilot is always learning.  Most importantly, being a member helps AOPA effectively advocate for my interests as a member pilot therefore protecting the aviation industry.

Belonging to professional aviation organizations is a sign of someone that enjoys being immersed in their chosen career field and proves invaluable in numerous ways both professionally and personally.

Professionalism...A Must in Any Industry

My career aspirations are to excel within the sales organization at Cessna Aircraft Company.  More specifically, I would like to hold a position as a Regional Sales Director for the single engine product line. The Cessna Aircraft Company is a general aviation aircraft manufacturer headquartered in Wichita, Kansas. The company is best known for its small, single engine aircraft, but also produces a wide offering of business jets. The diverse product line ranges from the most widely produced training aircraft in history, the Cessna 172 Skyhawk, to the world's fastest business jet, the Citation X.  The company employs approximately 8000 employees and is a subsidiary of Textron Corporation, the parent company of Bell Helicopter, Beechcraft, and McAuley Propellers among others. Take a look at the full product line here.

Cessna Aircraft Models

As a Single Engine Regional Sales Director, I would be responsible for coordinating and accommodating all single engine aircraft sales in a select region of the United States. To support the sale of aircraft, I would be responsible to coordinate, and sometimes fly, aircraft demonstration flights. Additional job duties would include researching and identifying potential customers, preparing customer specific presentations, and overseeing regional sales from initial contact through contract signing and aircraft delivery.

                Safety and liability concerns would definitely exist within my chosen job. Due to the fact that this role involves flying single engine aircraft, risks are unavoidable. In fact, meeting customer demands and ensuring that an aircraft is available for demonstration when it is convenient for the customer provides added pressure to complete a flight. Additionally, single engine aircraft are more susceptible to hazards such as thunderstorms and icing, therefore precautions need to be taken. During a demonstration flight, safety is at risk due to the desire to please the customer by explaining aircraft features and answering questions. Catering to the customer during the flight could avert the attention of the pilot flying the aircraft causing a lack of situational awareness. There are several ways to mitigate these safety concerns. Following established company operating limitations, and remembering that safety is the number one priority in aviation will help. Straightforward and thorough communication with customers about weather circumstances will help them to become more understanding of the risks associated with the flight and the occasional inability to have the aircraft available for demonstration. Finally, before a demonstration flight, explaining to the customer that I will demonstrate and answer questions as much as possible, but the safety of the flight is the number one priority. Offering to answer additional questions on the ground will allow the customer to understand that flying the airplane should be the number one priority.

Professionalism is important in any industry, but critical in aviation. In my opinion, displaying the ability to understand and communicate safety concerns as well as follow established training, safety, and company procedures even when nobody is watching is key to being a professional.   In the Frontline documentary “Flying Cheap” professionalism was not upheld in a number of ways by both the crew of Colgan 3407, Colgan pilots, and airline management.  First and foremost, professionalism was liked by airline management by inadequately upholding safety standards, and regularly pressuring pilots to take risks such as weather, and by pushing the envelope of duty times on a regular basis. Offering to adjust flight logs to remain within the regulations and discouraging pilots to claim fatigue is a clear lack of management professionalism.   A culture among pilots to regularly push the boundaries such as altering weight and balance data demonstrates a lack of professionalism. Finally, the crew of flight 3407 showed a lack of professionalism by arriving to work fatigued, and flying when ill, among other things.

                When I achieve my goal of becoming a Regional Sales Director, I will maintain professionalism by holding myself accountable for high personal standards of both safety and job performance. This includes maintaining integrity, following the rules, and avoiding unnecessary risks. Clear communication and expertise are the tools necessary to uphold the professionalism necessary in my future position. Although opportunities to deviate from expected standards exist and seem convenient in any position, a true professional does things the right way and that is always the safe way.

Most Wanted List

The NTSB plays a vital role in conducting investigations into aviation accidents and making meaningful recommendations to improve safety, unfortunately it often takes years before the FAA takes notice. Just recently, the NTSB released their annual most wanted list list that identifies the transportation safety issues that will become the biggest priority in the upcoming year. Specifically, two crucial aviation safety issues are addressed on this list. Addressing the unique characteristics of helicopter operations and identifying and communicating hazardous weather in the general aviation community have become big priorities for the NTSB.

Addressing the unique characteristics of helicopter operations is an area long overdue to be on the NTSB's most wanted list. Due to the often urgent and life-saving nature of many helicopter operations, inadvertent encounters with dangerous weather and unfamiliar landscapes have led to an unacceptably high number of helicopter accidents. A staggering 1470 accidents have occurred in the last 10 years and 477 people have lost their lives.  There are many steps that can be taken to improve the safety across the board of helicopter operations.  Implementation of safety management systems that emphasize risk management and maintenance quality will help organizations identify and assess hazards.  Improving the quality of life and work environment of maintenance personnel will also help reduce the risks of accidents. All operators should have flight risk evaluation programs to help identify when an unacceptable level of risk exists for a specific operation. Additionally, specific training for off airport landscapes and inadvertent flight into instrument meteorological conditions would serve as an improvement.

Although, without a doubt, there are several other aviation safety issues within the industry, I feel that the NTSB has accurately identified the top two concerns. Accidents involving helicopters, and general aviation accidents, occur at a much higher rate than those experienced by part 121 and 135 operators. Even though safety concerns specifically involving commercial passenger operations have the potential to result in a greater number of fatalities, the facts are that more people are dying in general aviation and helicopter accidents. In general aviation, an accident rate of 6.51 per 100,000 flight hours is nearly 30 times that of part 121 operators. Many of these accidents are occurring as a result of unintentional flight into IMC.  Improving in standardizing the way that weather information is disseminated amongst general aviation pilots will considerably improve safety. Many aircraft are equipped with some type of on board weather capability, however there is such a wide range of capabilities that standardization is needed. Additionally, the weather information available to air traffic controllers must be improved and training increased so that they can assist in helping pilots determine when hazardous weather conditions exist during the flight. These two issues are rightfully on the list because they are amongst the leading causes of fatality in the aviation industry.

The aviation industry is ever evolving and many new jobs are being created as a result. Each of the two safety issues discussed as part have the potential to lead to job creation in the future. A large opportunity exists to train helicopter pilots so that they are more comfortable in marginal weather and more prepared to land in unfamiliar areas. Additionally, a large number of consultants will be needed to create and implement safety management systems for many of the helicopter operators. Regarding general aviation weather concerns, career opportunities will exist in the development of in-flight weather technologies that are user-friendly, up-to-date, and widely available. Advocates will be needed to promote the acceptance of these new technologies within the general aviation industry. Experts will also be needed to train air traffic controllers.

The NTSB identified two major safety concerns within the aviation industry. Although, several other aviation concerns exist, we must continue to make small and concentrated safety improvements in order for long-term benefits to result.

Wrong Airport Epidemic

After the recent headlines about two large transport category aircraft unintentionally landing at the wrong airport, it may seem as if this issue has only recently become a problem. However, there are several documented occurrences of transport airplanes landing at the wrong airport. See a full list here. A scenario that I can attest to occurred back in 2004 when a Shuttle America Saab 340 destine for University Park Airport in State College, PA mistakenly landed at Midstate Regional Airport in Philipsburg PA.  In this circumstance, there were eight people aboard the aircraft and the runway at Midstate regional airport was sufficiently long for the Saab 340 to safely take off and land, therefore averting disaster.

 Earlier this summer, I made a stop at the University Park Airport on my way to White Plains, NY. From my observations, there are several factors that could have led to this mistake.  The area where this incident happened is primarily surrounded by a large concentration of forests that lack in well-defined landmarks. Additionally, the unique placement of both of these airports in relation to the surrounding terrain can cause confusion. Midstate Regional Airport is located on the top of a bluff whereas the University Park Airport is located in the valley below. During my trip, I remember thinking for a brief period of time that the Midstate Airport was in fact University Park Airport. I remember being suspicious due to the distance I had expected to cover being less than what I had actually covered at that point. Eventually, by consulting my sectional chart and avionics equipment, I was able to determine that I was in fact approaching Midstate instead of University Park. A primary cause of confusion was the similar orientation of the airport runways and similar size of the airport. In a larger and faster aircraft, pilots would not have ample time to consult sectional charts and cross check with the visual references they see outside as they fly.  Additionally, the altitude at which larger aircraft fly prevents intricate landmarks from helping positively identify the correct airport.

            Landing and the wrong airport poses several hazards and operational issues. Safety is greatly jeopardized due to the potential of landing at an airport with an inadequately long runway. Runways that are too short can cause the aircraft overrun the runway resulting in passenger and civilian harm.  Repositioning passengers after such an event causes operational headaches. Additionally, getting approval to depart from an airport that is not normally served by the company requires research and planning to ensure that the movement of the aircraft can be done safely. Finally, large passenger aircraft in the traffic pattern for an airport that the pilots are unaware that they are landing at causes safety issues for other aircraft in the area.

Personally, I believe that there are steps that can be taken in order to minimize the probabilities of landing at the wrong airport. Research can be done to identify airports in close proximity that have similar runway orientations and other factors that could cause an incorrect identification of that airport. Notations can then be made on sectional charts and in GPS databases on board the aircraft to alert pilots of this potential. Another step that can be taken is providing a means of positive identification for any airport that is served by scheduled passenger aircraft. Placing a marking on the runway, a special light, or marking at some point on the approach path would allow pilots to positively identify that they are landing at an airport with scheduled service. Finally, including confirmation of the correct airport into checklists might help as well. 

In light of the recent Southwest 737 landing at the wrong airport in Missouri, airline management has decided to suspend the two pilots involved in this incident. As a pilot myself, I agree that a temporary suspension is necessary, however I don't believe that it should lead to the termination of their jobs. This opinion is largely dependent on the cockpit voice recorder to determine what caused the confusion and if there was any unnecessary behavior in the cockpit. If the pilots were legitimately confused and had a valid line of thinking causing them to land at the wrong airport, I don't think that it is necessary for them to be fired. Remedial training should be provided and the aviation community should focus on ways of preventing future occurrences such as this one.

Landing at the wrong airport could potentially become a catastrophic event. Therefore, I feel that this is an issue that needs to be brought to the front within the aviation community and corrected before an unfortunate result was to occur.

Without Further Ado...Let's Get Started!

Hello Fellow Aviation Enthusiasts!

My name is Ryan Todd and I have had a passion for aviation my entire life.  I was born and raised in Van Wert, Ohio and am a 2011 graduate of Van Wert High School. When asked as a child what I wanted to do when I grew up, the answer was always to become a pilot.  Being fortunate enough to know what I wanted to do, I began taking flight lessons at my local airport (VNW) at the age of 16.  After some good advice from my flight instructor and a lot of convincing of my parents, I entered into aircraft ownership at the age of 17 by purchasing a 1964 Cessna 150.  During high school, I ran my own aircraft detailing business and also served as a manager at Taco Bell to help offset the cost of aircraft ownership. I completed my first solo flight in February of 2010 and passed my private pilot check ride in July of that year.

Currently, I am in my final semester at Eastern Michigan University where I study aviation flight technology. During my time at Eastern Michigan, I have completed two once-in-a-lifetime internships. In the summer of 2012, I was a part of the JetBlue Airways College Crew internship program. I spent the summer living in New York City and working in the Safety Department.  More specifically, I helped manage safety data and assisted in the redesign of numerous crewmember safety reporting forms.  During the summer of 2013, I was a part of Cessna Aircraft Company’s Discover Flying Challenge. I was one of six pilot interns tasked with flying Cessna Skyhawks across the United States in order to generate heightened interest in pilot training.  Additionally, we were responsible for sharing our journeys via social media outlets such as Facebook, Twitter, and YouTube. Both of these internships have opened my eyes to the world of opportunities that exist within the aviation industry.

Today, I hold my commercial multi-engine and single-engine ratings and just recently received my airplane single-engine flight instructor certificate.  After graduation, I plan to flight instruct for the Eastern Michigan University Aviation Program until accumulating the required hours necessary to fulfill my childhood dream of flying jets professionally.

As a result of my career aspirations and experiences, I am very interested in numerous aspects of the aviation industry; particularly collegiate aviation, regional airlines, the effects of regulatory changes, and general aviation.  Through this blog, I hope to explore a number of industry topics while creating a forum in which all aviation enthusiasts can discuss their viewpoints and share knowledge on each of these issues.  I look forward to lively discussions and to exploring many pertinent topics in the future!