Air Transport Pilot certificate
Early 2009, Colgan Air Flight 3407 a Bombardier DHC-8-400 crashed during approach into Buffalo, New York, killing all passengers on board. Following the tragic crash, the Federal Aviation Administration (FAA) adopted stern safety measures among them being the increase in the qualification requirements for the first officers flying U.S. cargo and passenger airlines (Michael, 2010). The governing modifications in the requirements to become a pilot were further catalyzed by strong lobbying that linked the fatal crash to the errors by the pilots. The Airline Safety and Federal Aviation Administration Extension Act of 2010 which was soon passed by the Congress was meant to guarantee that both the pilots, the co-pilots and the flight crew members received the Air Transport Pilot certificate (ATP) among other recommendations.
According to the legislation, there were a specific number of flight hours that any pilot had to spend as a co-pilot before they could assume the position of captain in the USA airline and that the ATP holder must at least 23 years of age (Michael, 2010). Notably, before the enactment of the rule, only captains were allowed to hold the ATP certificate and the air carriers were the sole determinants of the flight hours acceptable for the first officer applicants.
Additionally, given that the Federal Aviation Administration reviewed the ATP certificate requirements, the Act has had an immense impact on the airline hiring practice, collegiate training and the overall supply of pilots (Michael, 2010). Consequently, many of the institutions of higher learning offering aviation majors have severely impacted. For instance, while most of them were issued with certification power from the FAA to grant endorsing statements to its graduates, some of those with distinctive conditions had challenges receiving the same. Such institutions include those that do not hold their own 141 certificates, an issue which has caused delays in meeting PL111-216 requirements per the legislation (Michael, 2010). As a result of the delays, there has occurred a disruption on the competent airline entrants joining the aviation industry.
Notably, the collegiate aviation programs contribute greatly to the pilot supply in the country. Thus, the number of students registering in domestic accredited programs to acquire the necessary skills for the safe execution of 121 operations continue to rise (Depperschmidt, 2018). However, with the adoption of ATP only provision with only 1,500 total flight hour requirement, students have suffered. They have been forced to earn additional flight hours in addition to the high costs of the training fees (Depperschmidt, 2018). Further, no assurance gaining the additional hours will facilitate promise the safety in the flight operations.
Besides, the collegiate flight schools have been impacted significantly by the legislation. The requirements have caused the schools to alter their training curriculum and structure to accommodate the recommendations that enhance compliance with the new flight and non-flight requirements (Depperschmidt, 2018). For instance, many of these institutions have had to add courses that dedicated to weather theory, human factors such as pilot fatigue and icing prevention, among others. The additional courses have added a financial strain both on the institutions and trickle down to the students, further increasing the cost of training.
Furthermore, the rate of pilot supply in the country continues to diminish by day despite the extension of the retirement age for pilots from 60 to 65 years. Therefore, the enactment of the legislation has aggravated the problem as it interferes with the process of hiring most of the collegiate aviation program graduates to take up the role of the retiring pilots (Samost, 2018). The aviation industry has thus resorted to employing first officers who have not experienced the excellence, the rigour and the demand of the collegiate aviation programs.
The inconveniences caused by the legislation on the hiring process have seen national and local carriers seeking protection from its creditors and services cuts due to pilot shortages. The regional carriers also are having difficulties in finding the qualified 1,500-hour pilots creating a further pilot shortage. The pilot supply level will soon be unable to accommodate the demand for air transportation (Samost, 2018). The 1,500-hour rule may be well-intentioned, but its poor execution continues to threaten the aviation industry, which supports millions of jobs in addition to the generation billions of dollars in terms of economic activity.
Interestingly, before the law was enacted, the FAA and the NTSB disputed the ability of the 1500 rule in improving air safety. According to the NTSB, the aggregate flight hours did not translate to the acquisition of skills, knowledge and professionalism that is essential for the safety of operations in the industry. Thus, the legislation was passed as a result of pressure from the legislature and select interest groups. The overreliance on the 1,500-hour rule and other requirements by the legislation seem incapable of replacing the learning and maintenance of good stick and rudder rules in addition to the situational awareness.
The rule, therefore, is not a guarantee of the improvement of air safety. On the contrary, it has contributed to a dramatic increase in pilot training costs, ultimately affecting the number of pilots qualified for enrolment in the county carriers. It has also contributed to the rising airline fees and fares as well as airline service reductions in some local and regional carriers.