FAA NPRM - Pilot Certification Standards
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FAA NPRM - Pilot Certification Standards
Much discussion has been had on professional standards and the perceived downward trend. Have your say.
Washington Headquarters Press Release
FAA Seeks Public Comment on Pilot Certification
WASHINGTON, D.C. — As part of the Federal Aviation Administration’s (FAA) Call to Action to enhance airline safety following last year’s Colgan Air accident in Buffalo, NY, the FAA today asked for recommendations to improve pilot qualification and training requirements.
“Our nation’s airlines should have the best-trained and best-prepared pilots in the cockpit,” said U.S. Transportation Secretary Ray LaHood. “We must build on the current pilot certification system and make it even stronger.”
“Experience is not measured by flight time alone,” said FAA Administrator Randy Babbitt. “Pilots need to have quality training and experience appropriate to the mission to be ready to handle any situation they encounter.”
The public will have 60 days to comment on basic pilot certification in four key areas:
* Should all pilots who transport passengers be required to hold an Air Transport Pilot (ATP) certificate with the appropriate aircraft category, class and type ratings, which would raise the required flight hours for these pilots to 1,500 hours?
* Should the FAA permit academic credit in lieu of required flight hours or experience?
* Should the FAA establish a new commercial pilot certificate endorsement that would address concerns about the operational experience of newly hired commercial pilots, require additional flight hours and possibly credit academic training?
* Would an air carrier-specific authorization on an existing pilot certificate improve safety?
The FAA’s Call to Action aims to strengthen pilot hiring, training and performance, as well as combat fatigue and improve professional standards and discipline at all airlines. The FAA is pursuing both rule changes and voluntary safety enhancements. One proposed rule, which will enhance airline pilot training programs, recently received more than 3,000 pages of public comments. The FAA is now developing a supplemental proposal that will be issued this spring. FAA will also propose new rules this spring to address pilot fatigue.
The Advance Notice of Proposed Rulemaking (ANPRM) will be published next week in the Federal Register and will have a 60-day comment period. It is on display today at FR Doc 2010-2643 The FAA will then incorporate the comments into a new proposal that will also be published for public comment.
For more information on the FAA’s Call to Action, go to www.faa.gov/factsheets.
Washington Headquarters Press Release
FAA Seeks Public Comment on Pilot Certification
WASHINGTON, D.C. — As part of the Federal Aviation Administration’s (FAA) Call to Action to enhance airline safety following last year’s Colgan Air accident in Buffalo, NY, the FAA today asked for recommendations to improve pilot qualification and training requirements.
“Our nation’s airlines should have the best-trained and best-prepared pilots in the cockpit,” said U.S. Transportation Secretary Ray LaHood. “We must build on the current pilot certification system and make it even stronger.”
“Experience is not measured by flight time alone,” said FAA Administrator Randy Babbitt. “Pilots need to have quality training and experience appropriate to the mission to be ready to handle any situation they encounter.”
The public will have 60 days to comment on basic pilot certification in four key areas:
* Should all pilots who transport passengers be required to hold an Air Transport Pilot (ATP) certificate with the appropriate aircraft category, class and type ratings, which would raise the required flight hours for these pilots to 1,500 hours?
* Should the FAA permit academic credit in lieu of required flight hours or experience?
* Should the FAA establish a new commercial pilot certificate endorsement that would address concerns about the operational experience of newly hired commercial pilots, require additional flight hours and possibly credit academic training?
* Would an air carrier-specific authorization on an existing pilot certificate improve safety?
The FAA’s Call to Action aims to strengthen pilot hiring, training and performance, as well as combat fatigue and improve professional standards and discipline at all airlines. The FAA is pursuing both rule changes and voluntary safety enhancements. One proposed rule, which will enhance airline pilot training programs, recently received more than 3,000 pages of public comments. The FAA is now developing a supplemental proposal that will be issued this spring. FAA will also propose new rules this spring to address pilot fatigue.
The Advance Notice of Proposed Rulemaking (ANPRM) will be published next week in the Federal Register and will have a 60-day comment period. It is on display today at FR Doc 2010-2643 The FAA will then incorporate the comments into a new proposal that will also be published for public comment.
For more information on the FAA’s Call to Action, go to www.faa.gov/factsheets.
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Senior Commercial Pilot License
When I first read the FAA's NPRM on first officer requirements, I thought that the Senior Commercial Pilot License might be appropriate. I check both ICAO and Canada and can't find any reference. It's been years since I flew internationally. Are there still SCPLs issued?
Goldfish85
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PA38 is right.
The head of the FAA...Randy Babbit, as head of alpa , allowed scope clause provisions which lead to regionals taking over bread and butter routes from mainline flights.
BUT if wages were higher, there would still be those who would commute. Some sort of regulation like: the pilot shall have 12 hours of rest within 30 miles of the reporting airport prior to reporting for duty.
might have to be made.
Rest would have to be defined as either the principal residence or a private room in a hotel.
The head of the FAA...Randy Babbit, as head of alpa , allowed scope clause provisions which lead to regionals taking over bread and butter routes from mainline flights.
BUT if wages were higher, there would still be those who would commute. Some sort of regulation like: the pilot shall have 12 hours of rest within 30 miles of the reporting airport prior to reporting for duty.
might have to be made.
Rest would have to be defined as either the principal residence or a private room in a hotel.
The whole "commuting because I can't afford to live near my base" meme is utter bollocks. Shaw, the F/O on CO 3407, lived in "low cost" Seattle. WTF? The issue is this generation wants to have everything but a professional reputation. Commuting is for losers. Eastern had a load of commuters, one from OZ in the NYC base. All of them were divorced multiple times, constantly complaining about commuting, late, sleeping during connections. It was absurd.
The answer: prove you live full-time within 2 hours ground transportation of the base. Don't want to live in NYC, get a job where you do want to live.
GF
The answer: prove you live full-time within 2 hours ground transportation of the base. Don't want to live in NYC, get a job where you do want to live.
GF
Huck
I suppose it was, BUT, I never meet a commuter who wasn't happy with his lot. Even the shuttle guys hated the NY-BOS or NY-DCA commute. It is more duty time, more days away, more hassles esp. w/ full planes. If commuting isn't going to involve more time away, it guarantees you will be showing up at work having spent 5 hours of hassle getting there.
When EAL collapsed, I went elsewhere because I refused to move or commute for life style reasons. I realize your 70% number is close to correct and a sad statement, that is. And I realize many do it well. A friend of mine at FDX, commutes from SAN, and flies SAN layovers--sweet.
I apologize for the offense, Huck.
Three Rules of Airline Happiness
Stay married to Wife 1
Pay your taxes
Don't commute
I suppose it was, BUT, I never meet a commuter who wasn't happy with his lot. Even the shuttle guys hated the NY-BOS or NY-DCA commute. It is more duty time, more days away, more hassles esp. w/ full planes. If commuting isn't going to involve more time away, it guarantees you will be showing up at work having spent 5 hours of hassle getting there.
When EAL collapsed, I went elsewhere because I refused to move or commute for life style reasons. I realize your 70% number is close to correct and a sad statement, that is. And I realize many do it well. A friend of mine at FDX, commutes from SAN, and flies SAN layovers--sweet.
I apologize for the offense, Huck.
Three Rules of Airline Happiness
Stay married to Wife 1
Pay your taxes
Don't commute
Typical of the gov't, all of these proposals completely miss the cause of the accident. The ATP-rated captain wasn't monitoring his airspeed, forgot he had reduced power to flight idle, and badly botched the stall recovery. Had nothing to do with the low time FO, or commuting, or fatigue. Had everything to do with the fact that his stall recovery training had been on paper only, not in the sim or the airplane. (I'm not saying that fatigue is not a problem, or that commuting is not subject to abuse, just saying those issues were not responsible for this accident.) I think the whole issue is training, and I think the improvements in training need to go all the way back to the initial phase. If I were king of the world, all private pilot training would take place in old-fashioned tail-draggers, with spin training mandatory. Learn the hard way right from the start, and that experience will pay dividends through-out your career. Initial training should also include 5 hours IMC and some significant "black-hole" landings and take-offs. Additionally, all type-ratings and airline training should include imminent stalls in the plane, and full stalls in the sim. All IFR training should include 20 hours IMC, and IFR currency requirements should be much higher. As far as experience levels go, I admit to shuddering when I think of the 300 hour pilots in the right seat of an airliner; however, I must admit that they've done well from a historical view point. Off the top of my head, I can't recall an airline accident that was blamed on a low-time FO. That might change the day a captain has a heart attack and dies during the FO's first day on the job, but over-all it's not an issue. Modern planes are so automated that the only reason 2 pilots are still required is in case one becomes incapacitated. Therefore, the right seat of an airliner is as good a place for a newbie to learn the ropes as the right seat of a trainer. If you're going to raise experience requirements, raise them for the captains, not the FOs.
Trash du Blanc
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Oh please - none taken.
Remember, lots of us are flying international - going to work once a month. Commutes there are a small part of the big picture.
As for the copilot just being there in case the captain has a heart attack, I frankly don't know where to begin. I can point to half a dozen accidents where a third pilot would have meant a better outcome.
Remember, lots of us are flying international - going to work once a month. Commutes there are a small part of the big picture.
As for the copilot just being there in case the captain has a heart attack, I frankly don't know where to begin. I can point to half a dozen accidents where a third pilot would have meant a better outcome.
As for the copilot just being there in case the captain has a heart attack, I frankly don't know where to begin. I can point to half a dozen accidents where a third pilot would have meant a better outcome.
Living close to your base is fine if there are stable domiciles, but from what I have heard basing is very unstable at a lot of the regionals. Also I would like to point out the FO lived in Seattle becasue she had moved back to her parents home. She could not afford to live on her own making $16 K a year.
That is the fundamental problem
That is the fundamental problem
Huck
I agree on the international pilots--easy, in many cases. Or like my friend. But, Euros would be amazed at how our guys commute. How many BA captains commute in from MIA because it is better living in the sun?
I had a F/A that commuted in from Spokane-it was 3 connections for her,sometimes took two days. All I heard for two dayswas how bad it was.
GF
I agree on the international pilots--easy, in many cases. Or like my friend. But, Euros would be amazed at how our guys commute. How many BA captains commute in from MIA because it is better living in the sun?
I had a F/A that commuted in from Spokane-it was 3 connections for her,sometimes took two days. All I heard for two dayswas how bad it was.
GF
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The whole "commuting because I can't afford to live near my base" meme is utter bollocks. Shaw, the F/O on CO 3407, lived in "low cost" Seattle. WTF?
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I'm not sure of nuttin', but...
Seattle Times 2/2/10: "Shaw, 24, had earned less than $16,000 the previous year, which may have been why she lived with her parents in Maple Valley and commuted across the country overnight to Newark, N.J."
Seattle Times 2/14/09: "Morris said her daughter and son-in-law, Troy Shaw, had moved recently to Maple Valley from the East Coast."
Where is any reference to her husband's job?
Seattle Times 2/2/10: "Shaw, 24, had earned less than $16,000 the previous year, which may have been why she lived with her parents in Maple Valley and commuted across the country overnight to Newark, N.J."
Seattle Times 2/14/09: "Morris said her daughter and son-in-law, Troy Shaw, had moved recently to Maple Valley from the East Coast."
Where is any reference to her husband's job?
Somewhere, at the time, I remember reading those facts. But, then I'm not so sure about last night's dinner. I'll still assert that lifestyle drives commuting, not finances. Why did they move AWAY from work?
GF
GF
