-Short Attention Span Theater- |
Airlines battle growing pilot shortage that could reach crisis levels in a few years |
2017-12-21 |
It's a great time to be studying to be pilot. Just ask Madison Wolf who has only a year of training left at the Metro State University of Denver. "I've seen even just in the few years that I've been at it they've been offering more and more money," Wolf said. "They're just trying to get as many people as they can." That's because a shortage of pilots is already hitting some sectors of the industry, mostly small regional airlines and ultra-low cost carriers. Aviation analyst Mike Boyd says the major airlines are only just beginning to feel the pinch. "There are restrictions, if you will, on how many pilots there are but it hasn't really hit home yet," Boyd said. "The real hit's going to be in the next three to five years." The Boeing Pilot Outlook predicts a need for 117,000 new pilots between 2017 and 2036 in North America alone. Worldwide, the demand for new pilots will be an astounding 637,000 during the same period. "I see the pilot shortage myself," Wolf said. "We're so short on instructors sometimes. Every few months the regional airlines kind of come through and sweep out all the qualified instructors." Sounds like we're eating our seed corn. The aviation schools need to compensate the instructors better than whatever the airlines might offer. Students will pay more because the goal will still be worth it. MSU's Kevin Kuhlmann, associate chair of the Aviation and Aerospace Science Department, said airlines are going to aviation schools for new hires because they have few other choices. "The regional carriers have started to enter into agreements with Collegiate Aviation Programs and entice students to come on board during their academic career," Kuhlmann said. "These kind of opportunities were not available five or more years ago." Kuhlmann said the major airlines have plans to do the same ‐ recruit directly from universities instead of hiring from regional airlines or the military, both of which are trying to keep their own pilots from leaving. Scott Frank just graduated from MSU and has already been tapped for an opportunity with a major airline. "I do have the United internship that's due to start in the spring. I can pretty much skip that regional area and just go straight to United," he said. Many, like Boyd, blame Washington for the dearth of qualified pilots. They cite the 2009 crash of Colgan Air Flight 3407 near Buffalo, which the National Transportation Safety Board blamed, in part, on pilot error. Congress then upped the flying hours pilots needed to qualify to fly commercially from 250 to 1,500. "That sounds good," Boyd admits. "Politicians love it and they get all upset if you try to change it. But the fact is that wouldn't have prevented that crash because both the pilots (on the Colgan flight) had more than that." The Air Line Pilots Association, International says the 1,500-hour rule must stay. "We shouldn't be addressing a safety regulation to mitigate a commercial market problem," according to the association’s president, Capt. Tim Canoll. ALPA also denies there is a shortage of qualified pilots to begin with, citing Federal Aviation Administration statistics that show 9,520 new pilots received their Airline Transport Certificates in 2016, qualifying them to fly large aircrafts used by major airlines. The union compares that number to another from Future & Active Pilot Advisors, which shows the major airlines hired only 4,113 new pilots in 2016. "There are twice as many pilots as there are jobs," Canoll said. "Those having trouble attracting that pilot to the job are the ones who aren't providing a living wage, a good work-life balance, a career progression and a good balance in benefits." Most agree that something needs to change. |
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Home Front: Politix | |
Sequester Finally Hurts - Air Traffic Slowed | |
2013-04-23 | |
As TV crews panned across anxious and angry passengers in New York terminals, the debate revived in Washington over whether the controller furloughs announced last week were necessary or a White House ploy to dramatize the effects of sequestration. "Our aviation system should not be used as a pawn in budget debate," said Lee Moak, president of the Air Line Pilots Association. "The livelihood of our economy is dependent on air commerce, and the financial strength of our airlines and the people they employ are at risk."
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Home Front: WoT |
Probes dismiss imams' racism claim |
2006-12-07 |
![]() An internal investigation by the airline found that air and ground crews "acted correctly" when they requested that the Muslim men be removed from a Minneapolis-to-Phoenix flight on Nov. 20. "We believe the ground crew and employees acted correctly and did what they are supposed to do," US Airways spokeswoman Andrea Rader said. ![]() US Airways' investigation is "substantially complete" but Miss Rader said airline officials still want to meet with the imams to review the situation. "We're looking at it as a security issue and as a customer-service issue and where we might need to do outreach," she said. Airline officials have had several discussions with Mr. Shahin, but a meeting scheduled for Monday with all six men was canceled at the imams' request. "We talked with crew members and passengers and those on the ground. We've done what we typically do in a situation where there is a removal or some kind of customer service at issue," Miss Rader said. "We found out the facts are substantially the same, and the imams were detained because of the concerns crew members had based on the behavior they observed, and from reports by the customers." The Minneapolis airport police department's report on the incident said the imams' behavior warranted their removal. The imams were not accused of breaking any laws. ![]() Secret Service agents questioned the imams, who are accused of making negative comments about President Bush and the Iraq war. Officials of the Transportation Security Administration were involved in screening the imams and their baggage. "There is no indication there is any inappropriate activity, at least no indication at this time," DHS spokesman Russ Knocke said. "To my knowledge, we are only doing a review, and that is a fairly routine practice with incidents like this." The Air Carrier Security Committee of the Air Line Pilots Association investigated the incident and said, "The crew's actions were strictly in compliance with procedures and demonstrated overall good judgment in the care and concern for their passengers, fellow crew members, and the company. The decisions made by all the parties were made as a result of the behavior of the passengers and not as a result of their ethnicity," the report concluded. The suspicious behavior cited in the report included "changing seats, stating anti-war, anti U.S.-Iraq involvement, negative comments concerning the president of the United States." The report noted that "two of the passengers requesting seat-belt extensions when their body size did not appear to warrant their use." ![]() The imams have retained the Council of American-Islamic Relations (CAIR) as their legal counsel. CAIR officials said yesterday that initial claims by the airline contradict the official police report. "The imams are obviously concerned about a number of false and distorted representation of the facts and events, and one example is initial reports that all suggested they refused to get off the plane when personnel asked them to, and the police report said they all got off and cooperated," a CAIR spokesman said. |
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Great White North | |
Air France Jet Landed Too Far Down Runway | |
2005-08-06 | |
Real Levasseur, chief of the Transportation Safety Board team investigating the craft, said officials in France who have been downloading data from the cockpit voice recorders - the so-called black boxes - announced Friday most of the indicators from the boxes appeared intact and were not destroyed in the fire. Levasseur said all interviews with the co-pilot - whom Air France said was at the controls during Tuesday's landing - and cabin crew were complete. Levasseur said the Airbus 340 landed too far down the 9,000-foot runway before skidding some 200 yards, landing nose down in a ravine amid torrential rains and winds. ``An aircraft like the 340 should land well toward the back; how long exactly depends on weight, heavy winds, there are a number of factors,'' he said. ``We will certainly be looking at information; and if it turns out the aircraft did land further down the runway ... we will try to determine whether this had a major or critical effect.'' Witnesses and some passengers have said that it appeared that Air France Flight 358 from Paris was coming in too fast and too long when it landed at about 4 p.m. Some aviation experts said the aircraft could have been pushed by a strong cross winds at the same time the aircraft landed on a slick runway, decreasing tire traction and causing a hydroplaning effect. ``I think they landed a little fast, a little long and probably hydroplaned,'' said Capt. Tom Bunn, a retired commercial airline pilot of 30 years for Pan Am and United Airlines. Levasseur on Thursday dismissed questions about whether the east-west 24L runway was long and safe enough, saying it met international standards. However, the Air Line Pilots Association, which represents 64,000 airline pilots at 41 airlines in Canada and the United States, disputed this, saying the ravine at the end of the runway may have contributed to the crash. In a statement Thursday, the union said the crash occurred ``at an international airport that, unfortunately, does not meet international standards.'' Levasseur said there was no evidence, meanwhile, that lightning struck the Airbus A340 as it was landing, as reported by some witnesses. ``The wings and wing tips are in pretty good shape.'' He also said investigators have determined that all four engine thrust-reversers were in operation and working fine, ``So that's a good sign.'' | |
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Home Front: Tech | |
Laser injures Delta pilot's eye | |
2004-09-29 | |
A pilot flying a Delta Air Lines jet was injured by a laser that illuminated the cockpit of the aircraft as it approached Salt Lake City International Airport last week, U.S. officials said. The plane's two pilots reported that the Boeing 737 had been five miles from the airport when they saw a laser beam inside the cockpit, said officials familiar with government reports of the Sept. 22 incident. The flight, which originated in Dallas, landed without further incident at about 9:30 p.m. local time. A short while later, however, the first officer felt a stinging sensation in one eye. A doctor who examined the pilot determined that he had suffered a burned retina from exposure to a laser device, the officials said. Transportation Security Administration (TSA) spokeswoman Yolanda Clark confirmed the incident, but declined to provide details. "TSA is aware of the incident, and we are working with the airline in conducting an investigation to try and determine the cause of the incident," Miss Clark said. She would not say whether TSA considers the incident a possible security threat to commercial aircraft. Other officials said the incident was serious enough that the pilot will be unable to fly for at least a week. "So far, it doesn't sound like there will be permanent [eye] damage," one official said. The identity of the pilot could not be learned, and Delta spokesman Anthony Black declined to comment. Officials were unsure of the source of the laser and could not determine whether the exposure was deliberate or accidental. John Mazor, a spokesman for the Air Line Pilots Association, said commercial pilots have been exposed to laser illumination. "The Air Line Pilots Association has received reports in the past of incidents where lasers penetrated cockpits and, in at least one case, caused injury," Mr. Mazor said. Several years ago, a pilot flying into a Western airport was hit by a light from a laser light show. The causes of the other incidents are not known, he said. Asked whether a laser aimed at pilots could cause a plane to crash, Mr. Mazor said: "I think that's highly improbable. In every case in the past, the flights landed safely."
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Home Front: WoT |
Air marshals look to lower their profile |
2004-06-01 |
As they settled into first class on American Airlines Flight 1438 from Chicago to Miami, they were supposed to be the last line of defense against terrorists - two highly trained U.S. air marshals who would sit unnoticed among the ordinary travelers but spring into action at the first sign of trouble. Imagine their chagrin when a fellow passenger coming down the aisle suddenly boomed out, "Oh, I see we have air marshals on board!" The incident, detailed in an intelligence brief, is an example of something that happens all too often, marshals say. The element of surprise may be crucial to their mission, but it turns out theyâre "as easy to identify as a uniformed police officer," the Federal Law Enforcement Officers Association said in a complaint to Congress. The problem is not security leaks. Itâs the clothes. In an era when "dressing down" is the travelerâs creed, air marshals must show up in jackets and ties, hair cut short, bodies buffed, shoes shined. Jack Webb would be proud, but the marshals say they stand out like shampooed show dogs among the pound pups. And the tipoff provided by their appearance is magnified by a set of boarding procedures that make them conspicuous.Since theyâre armed, the marshals canât go through the initial security screening with the rest of the passengers. Instead using the entry points set aside for airport employees, however, the marshals often must go through the "exit" lanes - marching against the flow of arriving passengers, at times in full view of travelers. "They lose the advantage" of being undercover, said John Amat, a spokesman for the marshals within the federal law officers group. Officials with the Federal Air Marshal Service, however, defended their sartorial standards. "Professional demeanor, attire and attitude gain respect," spokesman David M. Adams said. "If a guy pulls out a gun and heâs got a tattoo on his arm and (is wearing) shorts, Iâm going to question whether heâs a law-enforcement officer." As for the boarding procedures, Adams said, the agency is working to address the problems. Air marshals "are not undercover like Serpico," he added, referring to the legendary New York City detective. "The director refers to them as `discreet.â" The air marshal service has grown from about 30 officers at the time of the Sept. 11 terrorist attacks to several thousand today, operating under a $600 million annual budget. With the expansion has come an infusion of federal law-enforcement culture. The director of the air marshals, Thomas D. Quinn, who took over in January 2002, spent 20 years with the Secret Service. "Secret Service people are notoriously known for being snappy dressers," said Capt. Steve Luckey, security chairman for the Air Line Pilots Association. And it was after Quinn took over, marshals said, that the strict rules on dress and grooming were instituted, including a ban on beards, long hair and jeans. But todayâs airliner is a come-as-you-are environment. Even "if you go in first class, you see the whole gamut," Luckey said, from people in cut-off jeans to those in suit and tie. "I think you can go overboard with the professionalism. ... The mission dictates flexibility and some relaxed dress standards." Many marshals interviewed - who requested anonymity because they are not allowed to talk to the media - agree. What makes them uneasy is the prospect of being spotted by terrorists and disabled or killed before they can react. "This is what I foresee," said one marshal, a two-year veteran. "Two of us get on the plane and weâve been under surveillance the whole time. Thereâs a minimum of four bad guys. ... My partner goes to the bathroom and they come after me with a sharp pen, stab me in the neck or in the brain and take my weapon," he continued. "When my partner comes out, they shoot him. Then theyâve got 80 rounds of ammunition and two weapons." Adams called such a scenario "highly unlikely." Yet a congressional General Accounting Office study of a two-year period from 2001 to 2003 found an average of about one case a week in which marshals reported their cover was blown. The passenger on American Flight 1438 told the marshals "he picked them out because of their attire and the fact that they were on board before the other passengers," an agency report on the Nov. 15, 2003, incident said. The report did not say whether the government took action against the man, although others who have outed air marshals have been prosecuted. One marshal with previous military and law-enforcement experience said that "a bad guy on a plane can quickly narrow the pool of potential marshals. Theyâre not wearing jeans, theyâre not wearing cargo pants. ... There will not be an air marshal who is unshaven. You eliminate the unknown element." Additional clues to their identity can be gleaned by observing airport check-in and boarding, several marshals said. At the ticket counter, marshals must present an official leather credential case that is much bigger than a driverâs license and looks different than a passport. "You can stand 20 feet away from the ticket counter and see it," said the marshal with military experience. Ticket agents sometimes hold it up to the light to study the hologram on the picture, he added. After they get their tickets, marshals go to the boarding gate. At their home airports, they can use a special access card to bypass the security checkpoint. But at other airports, they must go through the passenger exit lane. "Everybody sees you standing there," one marshal said. "Everybody sees you show your ID. They see you are being escorted through an exit lane, bypassing security." At the boarding gate, the marshals must again show their credentials to the airline agent. Then, because marshals have to brief flight crews in person, at least one team member has to board before the other passengers. That often takes place in full view. "You see physically fit men in their mid-30s getting on an airplane early, and you know theyâre not doing that because they need more time to get down the jet way," said Patricia Friend, president of the Association of Flight Attendants. In the meantime, some air marshals have found ways to adapt. The marshal with military experience said he deliberately acts as the more visible member of his team. He walks down the jet way before the passengers. If someone stares at him, he stares back. By becoming the focus of attention, he figures heâs helping protect his partnerâs anonymity. "If they come after me first, he might be able to save my bacon," the marshal. "At least one guy may be able to do something to defend the aircraft." |
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Home Front: WoT |
Airlines losing weapons authorized to pilots |
2004-03-05 |
â Gun-authorized pilots report weapons missingâ The Transportation Security Administration require these pilots â to check their weapons with passenger luggage when they fly as a passenger between routes theyâre scheduled to pilot..."In the last 60 days, we believe 300 weapons have been misplaced," said Dean Roberts of the Airline Pilots Security Alliance. "We donât know where those weapons will end up."â The TSAâs policy â"violates the original legislation passed by Congress that says pilots should not be separated from their weapons," said John Mazor of the Air Line Pilots Association. "The safest way to carry it is in a holster, on a person." â WTF !?*#$%! The TSA is AWOL from the WOT |
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Home Front |
Commercial pilots want to be armed |
2001-10-05 |
Commercial airline pilots will be asked to suspend air service if they cannot have trained, armed pilots in the cockpits, a New Hampshire pilot said. A resolution that will be circulated among the various councils of the 67,000-member Air Line Pilots Association this month asks federal regulations be changed to allow for the voluntary arming of flight crew members, Robert Giuda, a United Airlines captain of Warren said. |
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