In today's economy and current airline prices, much more people can afford to fly than when airline flight became increasingly popular in the Early to mid 1900's. According to Wikipedia, the average price of a domestic ticket price dropped by 40% since 1978. Say a ticket in 1960 cost $75, in todays current economic state that $75 ticket would be worth almost $550! Keep in mind that the average minimum wage in 1960 was only about $1 per hour.
Now comes this great question; should the majority of the general public be able to afford airline travel, or should it be reserved for the rich and famous? I personally believe that airline travel has become a normal in today's society, kind of like owning your own car and television. Everyone has it and everyone does it. If the airlines were to up the prices of tickets to prices that only the upper class could afford, would the increase in price make up for all the tickets no longer bough by the lower and middle class? What about the drastic decrease in flights that are made daily throughout the United States, or what about all the jobs that could potentially be lost because of this? Not only affecting pilot positions, but air traffic control services, maintenance facilities and so on would all have to make cuts. In my opinion, the increase in ticket price would not even come close to making up for all the money lost in other aspects of aviation.
Many people today chose to fly places rather than to take other means of transportation. This is simple, flying is now a relatively cheap form of transportation and is much quicker than others in most cases. With time accounted for driving to the airport, going through baggage check and security, boarding the flight and flying to your destination, you could spend maybe an average of 5 hours on flights halfway across the country. Now think about how long it would take you to actually drive halfway across the country. It would be significantly longer. Not the mention the wear and tear you will be putting on your vehicle. Their are a few reasons why this is true. For one, a large airliner can hold over 400 passengers sometimes. Although the price to operate a large airliner is great, it is divided up between all the passengers. The price to drive a car is much smaller, but the cost must be covered 100 percent by the few occupants it holds.
So what would really happen if the airlines were to raise their prices high enough that only the upper class could afford? Most likely they would all lose tons of money and fail. This of course being my personal speculation. I also believe that this may to lead to several government bailouts which our country is not in the position to be handing out with now.
So basically, I believe that airline prices should be affordable to all!!
Sunday, September 30, 2012
Sunday, September 23, 2012
Does New Public Law Reek Bad News For Upcoming Pilots?
Public Law 111-216 deals with new regulations which may directly affect young pilots aspiring to fly for any 121 carrier, as well as a few other regulations such as duty time and rule making procedures, as well as others.
Currently, First Officers on Part 121 Air Carriers are not required to hold an Airline Transport Pilot (ATP) certificate. This may be a read flag to the general flying public, but this is good for new pilots. This means that newly appointed Commercial Pilots can build enough time to meet the requirements of a specific carrier, apply, and hopefully get accepted. With the new regulations that PL 111-216 states, First Officers on Part 121 Air Carriers will indeed need to hold an ATP certificate. Although the REGS do not specifically mention anything on second in command requirements, they clearly state that no person may act as pilot in command unless he or she holds an ATP certificate.
So, what does this mean for aspiring pilots who want to work for a 121 operation? Well, this leaves few options. One could be that you become a CFI and instruct until you reach 1500 hours. Don't like that route? Well, you could find yourself a job working for smaller companies hauling cargo at strange hours of the night. Don't like that either? Well another option could be to purchase your own aircraft and fly around until you reach 1500 hours. But really, is that a realistic approach? Not for most.
But their is hope! PL 111-216 states that individuals that come from the military with flight training or those who come from a collegiate aviation program will have reduced minimums to receive an ATP certificate in order to be hired at a more reasonable amount of hours. According to AOPA, the new Public Law will allow military pilots a 750 hour ATP time requirement and college graduates from certain programs a 1000 hour ATP time requirement at a reduced age of 21. Although the Public Law is not specific in the requirement, it does however have a set of guidelines to be follow. The law states that a team of representatives from across the aviation industry will set guidelines on flight hours required, recurring training requirement, training courses which can be credited towards flight hours and so on.
What does this mean to me? Well, this new law could really go either way. Even though many students hope to fly for a regional or major fresh out of college and fight training, that is a relatively rare occurrence. Most young pilots end up flight instructing, banner towing or something a long those lines first. I personally am not too worried, as in I plan on flight instructing for a little while before I venture into a more advanced flying career.
Currently, First Officers on Part 121 Air Carriers are not required to hold an Airline Transport Pilot (ATP) certificate. This may be a read flag to the general flying public, but this is good for new pilots. This means that newly appointed Commercial Pilots can build enough time to meet the requirements of a specific carrier, apply, and hopefully get accepted. With the new regulations that PL 111-216 states, First Officers on Part 121 Air Carriers will indeed need to hold an ATP certificate. Although the REGS do not specifically mention anything on second in command requirements, they clearly state that no person may act as pilot in command unless he or she holds an ATP certificate.
So, what does this mean for aspiring pilots who want to work for a 121 operation? Well, this leaves few options. One could be that you become a CFI and instruct until you reach 1500 hours. Don't like that route? Well, you could find yourself a job working for smaller companies hauling cargo at strange hours of the night. Don't like that either? Well another option could be to purchase your own aircraft and fly around until you reach 1500 hours. But really, is that a realistic approach? Not for most.
But their is hope! PL 111-216 states that individuals that come from the military with flight training or those who come from a collegiate aviation program will have reduced minimums to receive an ATP certificate in order to be hired at a more reasonable amount of hours. According to AOPA, the new Public Law will allow military pilots a 750 hour ATP time requirement and college graduates from certain programs a 1000 hour ATP time requirement at a reduced age of 21. Although the Public Law is not specific in the requirement, it does however have a set of guidelines to be follow. The law states that a team of representatives from across the aviation industry will set guidelines on flight hours required, recurring training requirement, training courses which can be credited towards flight hours and so on.
What does this mean to me? Well, this new law could really go either way. Even though many students hope to fly for a regional or major fresh out of college and fight training, that is a relatively rare occurrence. Most young pilots end up flight instructing, banner towing or something a long those lines first. I personally am not too worried, as in I plan on flight instructing for a little while before I venture into a more advanced flying career.
Sunday, September 16, 2012
What can be done about U.S. airline taxes?
Competition between airlines both domestic and foreign is high in today's economy. Some people believe that the rampantly increasing prices of aviation can be reduced, but can they?
According to Molly Martin, the airline industry is the most heavily taxed industry in the United States today. Today their are almost 20 taxes imposed on airline travel that will increase the price of your ticket a very significant amount, sometimes being that the taxes will actually supersede the price of your ticket. According to an article by USA Today, a certain Jet Blue flight from Boston to New York is just over 100 dollars, and another from Boston to London on Virgin Atlantic is actually less than 100 dollars, but the taxes for these flight add up to over 600 dollars, three times the amount of the actual airfare. Would the general public find this appalling? Most would agree that yes they would, but if all of these taxes were removed for more affordable airfare to the average American, what would the deficit that would be caused mean for the U.S? What the average public does not realize is that part of these taxes are going towards the so called "aviation infrastructure". This includes things such as the GPS system, ground based navaids, air traffic control, airport maintenance and so on.
To give a better idea on how much the "aviation infrastructure" costs, we can examine the cost of upkeep on the VORs around the country. According to Flyingmag.com, upkeep and maintenance of all the thousands of VORs across the country cost over $110,000,000 per year. This is where some of those taxes come in to play. The average American does not understand the outstanding cost of aviation as a whole, and all of the different aspects that cost money.
So, what can be done about the high cost of airline travel? Well, this is difficult to answer, however their are a few ideas that I have. First, I believe that foreign air travel to the U.S. should heavily taxed. If foreign air carriers are making money off of flying to our country, why shouldn't we make money off of them flying to our country? Secondly, I believe that people should travel more. How would this possibly help you may ask? It is simple, the more business that operators receive, the more money they make, which in turn could lead to lower ticket prices. I personally believe that these are a few solid ideas that could help the airline industry. If the price of aviation and airline travel is reduced, more and more people will begin to utilize it more frequently and therefor creating new jobs and assuring job security for those current.
I am one who believes that although airline travel and aviation as a whole is expensive, it is a necessity in the world today and I am a firm supporter of the advancement and upkeep of the industry.
According to Molly Martin, the airline industry is the most heavily taxed industry in the United States today. Today their are almost 20 taxes imposed on airline travel that will increase the price of your ticket a very significant amount, sometimes being that the taxes will actually supersede the price of your ticket. According to an article by USA Today, a certain Jet Blue flight from Boston to New York is just over 100 dollars, and another from Boston to London on Virgin Atlantic is actually less than 100 dollars, but the taxes for these flight add up to over 600 dollars, three times the amount of the actual airfare. Would the general public find this appalling? Most would agree that yes they would, but if all of these taxes were removed for more affordable airfare to the average American, what would the deficit that would be caused mean for the U.S? What the average public does not realize is that part of these taxes are going towards the so called "aviation infrastructure". This includes things such as the GPS system, ground based navaids, air traffic control, airport maintenance and so on.
To give a better idea on how much the "aviation infrastructure" costs, we can examine the cost of upkeep on the VORs around the country. According to Flyingmag.com, upkeep and maintenance of all the thousands of VORs across the country cost over $110,000,000 per year. This is where some of those taxes come in to play. The average American does not understand the outstanding cost of aviation as a whole, and all of the different aspects that cost money.
So, what can be done about the high cost of airline travel? Well, this is difficult to answer, however their are a few ideas that I have. First, I believe that foreign air travel to the U.S. should heavily taxed. If foreign air carriers are making money off of flying to our country, why shouldn't we make money off of them flying to our country? Secondly, I believe that people should travel more. How would this possibly help you may ask? It is simple, the more business that operators receive, the more money they make, which in turn could lead to lower ticket prices. I personally believe that these are a few solid ideas that could help the airline industry. If the price of aviation and airline travel is reduced, more and more people will begin to utilize it more frequently and therefor creating new jobs and assuring job security for those current.
I am one who believes that although airline travel and aviation as a whole is expensive, it is a necessity in the world today and I am a firm supporter of the advancement and upkeep of the industry.
Thursday, September 13, 2012
ASES
During time-building towards my commercial certificate, I decided to obtain an ASES rating. Jack Brown's Sea Plane base in Winter Haven, Florida was my choice. Comprised of about 5 hours of training and a short check ride with the on staff examiner, this rating was by far one of the more exciting I have received! The course comprised of a lot, but a few of the main points were normal water, rough water, & glassy water take off and landings, sailing, determining wind and water taxiing.
On to a few pictures...
On to a few pictures...
Highly recommended to anyone who is interested in experiencing the joy of flying off of water!
Tailwheel Fun!
My tailwheel training began in a Rans S6 Coyote with my first solo being almost a year ago. The S6 is so fun to fly and landing is pretty easy compared to other conventional gear aircraft (from what I've heard). My instructor and friend Ron Miller did my training, being a great choice from his thousands of hours of tailwheel experience.
Their are a few things I quickly learned are important during take off and landing phases of flight. The first being that coordination is key. For a quality wheel landing (landing on the mains only), I found that rudder control must be slight and quick, almost as like you are dancing on the pedals. Large deflections of rudder are your enemy! In the Rans, I would shoot final anywhere from 50-60. By having a relatively slow final approach speed, the Rans was a great trainer.
On to some videos...
Not the best video, but better than nothing!
As well as flying the Rans, I also have a significant amount of my flight time in a Vans RV-8. The RV-8 is slick, fast and quite agile. Unlike the Rans, this plane is a handful during the take off and landing phases of flight. Shooting final at about 90 (MPH) with touchdown around 80, this plane really took a test on my measly skills. I do not have any videos, but heres a few pictures...
To anyone interested in exploring other types of flying, it doesn't get much more exciting than learning to fly conventional gear!
Wednesday, September 5, 2012
Why I love aviation
Their are many reasons why I love aviation and everything related to flying. Because of my dad being a private pilot I grew up around aviation and it has always been a huge part of my life. I lived on a private airpark in Central Florida called South Lakeland Airpark (X49) for most of my childhood. Their my family had a house and hangar with all the different airplanes that my dad owned over the years. I can remember my first airplane ride with my dad being when I was just a few years old and throughout the years by the time it came time to go to college I had probably over 100 hours flying around with my dad.
Fast forward to today, I am a commercially rated pilot. As well as single engine land, I am also rated for single engine sea, instrument airplane, and have a tailwheel checkout in 2 different aircraft. Currently I am working on becoming a CFI and soon to follow after that I will start working on multi engine land.
My main passion for aviation is with experimental aircraft and more specifically with tailwheel aircraft. I personally believe that experimental aircraft have several great qualities; they are cheaper to buy and operate than certified aircraft, easily accessible, and can even be built by amateurs. Along with the cost factor, many fast and aerobatic capable aircraft can be had for very good prices, which is also why I love them so much.
I haven't quite decided what I want to do career wise in aviation, but I know that I am not going to be extremely picky. I would absolutely love to be a professional aerobatic pilot but that is probably more of a dream than a reality.
Fast forward to today, I am a commercially rated pilot. As well as single engine land, I am also rated for single engine sea, instrument airplane, and have a tailwheel checkout in 2 different aircraft. Currently I am working on becoming a CFI and soon to follow after that I will start working on multi engine land.
My main passion for aviation is with experimental aircraft and more specifically with tailwheel aircraft. I personally believe that experimental aircraft have several great qualities; they are cheaper to buy and operate than certified aircraft, easily accessible, and can even be built by amateurs. Along with the cost factor, many fast and aerobatic capable aircraft can be had for very good prices, which is also why I love them so much.
I haven't quite decided what I want to do career wise in aviation, but I know that I am not going to be extremely picky. I would absolutely love to be a professional aerobatic pilot but that is probably more of a dream than a reality.
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