Back to the Good Ole Days

Long before I was born, passengers on board an airliner were considered lucky by most.  Cruising at 30,000 feet, over 500 M.P.H. to reach your destination was a luxury.  These people did not have to drive hundreds of miles spending hours, sometimes days to reach their destination.  Nor did they have to board a train, taking just as long as the automobile.  No, they could go from New York to L.A. in as little as 4 hours.  And to top it off, you were treated like royalty.  Customer service was at its peak, pilots and flight attendants were iconic.  Most of these passengers were wealthy – doctors, lawyers, businessmen.  And they dressed for the occasion.  Suits, hats, dresses and gloves were not uncommon.  The less fortunate had to save money for several years to take part.  These were the "golden years of commercial aviation." 

Today, this is not the case.  Thousands upon thousands of passengers take to the skies every day.  It is not uncommon for the average family to fly at least once, if not more, per year.  Everyday people are traveling via airplane.  Whether it’s for work, business, or holiday; we view flight as a common experience. 

So, the question being imposed this week is:  Should the ability to take a commercial flight on an airline to get from point A to point B be affordable to most of the public?  Or should it be a luxury?  Personally, I think it should be a luxury.  I remember some of my first experiences on a commercial flight as a child.  My family and I were so excited.  We had to save for long periods of time and make many sacrifices to take those trips to Disney World and Hawaii.  Was it worth it?  You bet it was.  Walking down that jetway and into the airplane was an experience like no other.  Today, I think most people take for granted all the advantages of commercial flight.  They have this negative perception when it comes to air travel.  Long lines, delays, packed airplanes and lost luggage are some of the most common complaints.  If it’s so bad, why continue flying?  Because, on most occasions, it’s just as affordable to drive your car as it is to fly.  And most want to get to their destination in a shorter period of time rather than waiting in miles of traffic. 

How can flying be just as affordable as driving?  According to Wisebread, there are multiple factors that can contribute to the high price of driving.  If your destination will take more than one day to reach, consider hotels, meals and rising fuel prices.  And, if you plan on staying in a large city, such as New York, you can expect to pay up to $50 a day to park your vehicle.  Of course, if your destination is only a few hours away, driving would still be the cheaper option.  BeFrugal.com offers a free calculator to determine if flying or driving is the better decision. 

I think that if the airlines were to increase their prices, the general public will still pay to fly.  I believe that many would rebel at first, however, they will cease over time.  With the increase in ticket fares, airlines would be able to offer pilots and flight attendants more compensation.  We may see an increase in those interested in becoming a pilot.  And the airlines would no longer be fighting over who has the lowest ticket prices.  It may level the playing field.  In my opinion, we will never see the “golden years of commercial aviation” again.  It’s a different world out there today. 

How the Airline Safety and FAA Act of 2010 will Affect Flight Training

On August 1^st, 2010, President Obama signed PL 111-216 (Airline Safety and Federal Aviation Administration Act of 2010) into law.  The law is in response to the crash of a Colgan Air DHC-8 outside Buffalo, NY on February 12^th, 2009. 

What does this public law include?  It outlines Airport and Airway Extensions, as well as Airline Safety and Pilot Training Improvement. 

The first title, Airport and Airway Extensions includes: 

• Extending taxes that fund the Airport and Airway Trust Fund
• Programs to help improve airports, navigation facilities and equipment
• Better maintain FAA operations
• Research, engineering and development 

The second title, Airline Safety and Pilot Training Improvement focuses on:  

• Safety
• Pilot training
• Pilot fatigue
• Background screening and certification  

The full text can be found here, and goes into effect on August 1^st, 2013. 

I want to focus on Sections 216 and 217, as I believe that these will impact my career as well as the future of flight training. 

Section 216 focuses on flight crewmember screening and qualifications.  The requirements state that all flight crewmembers hold an ATP (Airline Transport Pilot) certificate while operating on a Part 121 air carrier.  It also states that flight crewmembers have the appropriate multi-engine aircraft flight experience which is 50 hours.  What does this mean?  Currently, all Part 121 air carrier Captains are required to hold an ATP certificate, which requires at least 1,500 hours total flight time.  While First Officers are required to hold a commercial certificate, which only requires 250 hours total flight time.  That is a significant difference, and will most impact those seeking a First Officer position.    

Section 217 focuses on ATP certification.  The minimum requirements include:  

• Sufficient flight hours
• Function effectively in a multi-pilot environment
• Function effectively in adverse weather conditions and high altitude operations 
• Adhere to the highest professional standards
• Function effectively in an air carrier operational environment 

The flight hours are a minimum of 1,500 and shall include operation in difficult conditions that require the pilot to operate safely.  The Administrator may allow credit towards total flight time, such as specific academic training.  According to AOPA, the FAA has proposed allowing students enrolled in four-year degree programs to qualify for an ATP certificate with 1,000 hours.  I believe that this will help flight schools at universities across the country, while potentially hurting local FBOs.  Currently, EMU does not offer any ATP training; I believe that this will change in the near future.  

I strongly believe that safety always comes first.  To me, flight training is all about quality, not quantity.  No doubt, there are many experiences to be learned over time and training.  But I feel that these new changes are going to lower the interest level for those seeking to be an airline pilot.  What about all the associated costs?  The so-called pilot shortage?  Only time will tell. 

Why are U.S. Airline Taxes so high?

The airlines are the highest taxed industry in the United States.  Why?  According to Airlines for America, there are 17 unique taxes and fees imposed by the federal government.  These include:

• Passenger Ticket Tax
• Flight Segment Tax
• Frequent Flyer Tax
• International Departure Tax
• International Arrival Tax
• Cargo Waybill Tax
• Commercial Jet Fuel Tax
• Noncommercial Jet Fuel Tax
• Noncommercial AvGas Tax
• LUST Fuel Tax
• Passenger Facility Charge
• September 11th Fee
• Aviation Security Infrastructure Fee
• APHIS Passenger Fee
• APHIS Aircraft Fee
• Customs User Fee
• Immigration User Fee

The taxes and fees listed above account for over twenty percent of your ticket cost.  That is more than alcohol (5%), tobacco (18.2%), and firearms (10%) in this country.  How can this be?  Why are there so many taxes and fees to fly in the United States?  Let’s look at some of the details:

The LUST fuel tax (stands for Leaking Underground Storage Tank) provides money to oversee and take corrective action against the owners of those leaking storage tanks.  Second, provides money to cleanup those sites when the owner is unwilling or unable to respond.  The September 11^th fee is $2.50 per passenger and directly goes to the TSA (Transportation Security Administration).  Passenger Facility Charges are up to $4.50 per passenger (determined by the local airport).  These charges can only fund federal projects that enhance safety, security, or capacity; reduce noise; or increase air carrier competition.  The Frequent Flyer Tax fee is imposed when redeeming miles for tickets.  For example, if a credit card company rewards you with miles, they must buy those miles from the airline and pay the 7.5% on top of the purchase price.  Where does this 7.5% go?  Well, they pass it along to you, the consumer.

Is anything being done to prevent the government from imposing more taxes?  Make the Connection is urging Congress to stop increasing/adding taxes.  According to their website, increasing air taxes would result in hundreds of thousands jobs lost.  How are we to compete globally when jobs are being lost in our own country due to its taxes?  The U.S. airline industry and its customers pay more than $17 billion in federal taxes every year.  Alcohol, cigarettes and firearms are taxed by the government to discourage their use.  Are we trying to discourage flying?  Make the Connection urges people to contact Congress directly; however, I think more has to be done.  If the U.S. airline industry expects to compete with global superpower Emirates, drastic changes need to be made.  In the United Arab Emirates, all airlines operating to and from Dubai do not have to pay local taxes.  Many consider that an unfair advantage, but if Dubai can do it, why not the U.S.?  Emirates Airlines is owned by the government of Dubai and has been responsible for paying taxes in all countries served since 1985.  Despite the rising fuel costs, Emirates continues to grow and make money.  Does the United States need to take a similar approach?  Can all the airlines be merged together as one owned by the U.S. government?  As of late, we have seen several airlines merge together:  Continental/United, Northwest/Delta, and US Airways/American (in recent talks).  Why not combine them all?  Then maybe, just maybe, there would not be so many taxes. 

 

My Love for Flying

I fell in love with aviation at a very young age.  When I was 12, I got my first taste of what it feels like to take control of the yoke and fly through the skies.  I didn’t want to land; that feeling of freedom, seeing for miles and miles, all of the cars and homes so small.  It left a lasting impression.  I wanted to join the military after seeing “Top Gun,” but quickly learned that my corrected vision would prevent me from flying mach 1.  No matter, I learned of private instruction and began my formal training in the late 1990s.  I soloed in a Cessna 152 out of KYIP in 1997.  My parents were so proud (and nervous).  I still remember what it felt like to look over to my right and seeing an empty seat.  Personal and financial issues kept me out of the skies for the next ten years and in the year 2009, I began flying again.  I had my second “first solo” in late 2009.  And in April of 2010, I earned my Private Pilot certificate.  I never would have imagined holding that license in my hands.  I was overwhelmed with happiness.  I applied and was accepted into the Aviation Program at Eastern Michigan University that summer.  I began working on my Instrument rating and in early 2011, I passed my checkride.  Currently, I plan to share my love for aviation at the Eagle Flight Center this Fall as a newly certificated flight instructor.  I hope to work for the regional airlines within 1 to 2 years, specifically ExpressJet.  No longer would I claim that I have to go to work, but that I want to go to work.