Aviation Organizations

1. What associations will it be important to belong to when you are employed and engaged on your career path?  Identify at least two organizations. 

One association I think it will be important to belong to when it comes to future careers in aviation is EAA. The Experimental Aircraft Association (EAA) is a huge and diverse aviation group that have a wide range in many aviation backgrounds. From aircraft builders and recreational pilots to career and professional pilots. EAA sends monthly news letters and magazines that keep you informed in the aviation world. 

The next association is more important to join if you are trying to get in to the agriculture or firefighting side of aviation. The National Agriculture Aviation Association (NAAA) does their best to work and support agriculture throughout the world and aviation industry. They also send out yearly newsletters and agriculture magazines to keep members informed about key issues. I think this would be a great association to join if someone is serous about becoming and agriculture pilot or any pilot for that matter. It is always good to stay in formed on new policy and headlines throughout all aviation. 

2. Research the associations that you identified. Discuss the mission and functions of each association. 3. Also discuss the role of these organizations in the overall industry, including their support for other sectors of the industry.

EAA is widely known for putting on the Oshkosh fly in every year. Many organizations throughout all sectors of aviation gain from being at this event. Airlines, Air force, aircraft manufactures, and many more benefit from EAA. Many sponsors used EAA as a way to advertise and get their name out in the aviation industry. 

NAAA does quite a bit to help out with other organizations in and outside the aviation industry. They work to educate policy makers, congressman, and other federal agency to ensure that the soil and environment is protected from harmful pesticides that are not fully researched my professional scientist and environmental workers. 

3. Discuss why is it important for you to belong to these associations.

I believe it is important to join EAA because mostly everyone in the industry is a member or has heard of EAA. This would definitely give you unique talking points with other fellow pilots or when trying to get hired. This is also another tool you could use to put on your aviation resume to connect with other members. EAA will let you know what big aviation events and conferences are coming up that you might want to attend as well. 

The NAAA is important to join because it offers an unique insight into a sector of aviation that most aviators are not accustomed to. This association is especially important for pilots that are serous about finding a job or becoming an a pilot in the agriculture industry. The yearly newsletters would have good and reliable information about agriculture companies that are doing well and might even tell which is hiring or potential to hire in the future. 

References

Experimental Aircraft Association | Oshkosh, Wisconsin. (n.d.). Retrieved April 01, 2017, from https://www.eaa.org/en/eaa

National Agricultural Aviation Association. (n.d.). Retrieved April 01, 2017, from http://www.agaviation.org/

Career Paths

1. Find a corporate aviation department. Give basic details about the company, including both flight and management opportunities for employment. List any current jobs that may be available with that company.

The corporate company I found is called XOJET. They serve many businesses and individuals to get them to their desired destination. Their business model is all about choice and control for clients. Giving them the option to choose what kind of service they want for each flight making their prices more affordable for the customer. It says on their website that they are offering many jobs in many different locations. The company is based in California. Current jobs that are available are aviation receivable analysts, Aviation sales advisor, flight operation analyst, revenue manager, and many first officer positions. 

2) For flight students, find a job in the general aviation sector that is not flight instructing. Give details about the company and the job.

Gulf Coast Helicopters, Inc. - Pearland, TX. This job is pipeline job that primary job is surveying company assets, landowner activities, potential leaks, and checks for large equipment. 

They are a part 135 operation so companies would hire them to videotape what they needed. 

3) For flight students, compare and contrast a pilot job in the airlines vs. flying corporate. The requirements for the job were pretty minimal and were not that extensive. I didn't even see an hour requirements for the job. It looked like a pretty unique and interesting job to apply for!

First thing first, in the airline world, you would probably have a more of a set schedule for your day to day life. You would probably would not be “on call” as much or at least it would be toward the beginning of your career  in the airlines. In corporate flying you would probably be on call most of the time which can be a blessing or a curse based on the type of person you are.  You probably wouldn’t have much of a set schedule in the corporate end of things and would probably get to go to many different and new locations. Basically, I believe it boils down to what type of person you are and what would be a good fit for you personally. If you like having a set schedule and flying to many of the same places, the airlines are probably the right job for you. However, if that isn't for your, than corporate might be a better option. 

4) For both flight and management students, has this assignment changed your current plans? Why or why not?

To be honest, not a whole lot in my current career plans. My goal right now is to still flight instruct after college for a little while to build hours and experience. I think this assignment has opened my eyes that there are other options out there and flight instructing isn't the only option. 

References

Patrol Pilot - Fixed Wing job - Gulf Coast Helicopters, Inc. - Pearland, TX. (n.d.). Retrieved March 19, 2017, from https://www.indeed.com/cmp/Gulf-Coast-Helicopters,-Inc./jobs/Patrol-Pilot-2933b2586f32b6b9?sjdu=Zzi_VW2ygsY1fzh3Ma9ZsPaqOkFrOZiF9heaw3NaNTi-BVf3L2AYEyfzOUVIpMBT82QmKULG-2z99ai-Kfo30Q

Gulf Coast Helicopters. (n.d.). Retrieved March 19, 2017, from http://www.gch-inc.com/operations.php

Private Aviation Careers at XOJETJoin Our Team. (n.d.). Retrieved March 19, 2017, from http://www.xojet.com/our-company/Careers/Private-Jet-Careers.asp

Open Skies

1) Describe the US-UAE Open Skies Agreement. List and describe two long-haul carriers that are a part of this agreement that also receive government subsidies.

America's Open Skies policy has really helped the U.S. airline globalization.  This allows U.S. air carriers to have an unlimited market access to many foreign markets and the right to fly to all over the world. (Open Skies 2017) Open Skies agreements provide maximum operational flexibility for airline alliances. (Open Skies 2017) The United States and along with almost 100 partners have agreed to the Open Skies agreement. 

2) Do any long-haul US carriers receive subsidies or have received subsidies in the past? If so, which airlines? Why?

I didn't find any specific long haul U.S. carriers that received subsidies. Although, it has happened in the past. In the 1930s. After the Airmail Act of 1925, the government gave routes to three major long-haul U.S. carriers. These carriers included United Airlines, Transcontinental and Western Air (Also known as TWA), and American Airways (later became American Airlines)

So throughout history, all of these airlines were sort of helped out by the government in order to survive. 

After 9/11, the commercial airline industry suffered greatly. According to the article “ 9/11 Airline Bailout, Who Got What?”, just two days after the terrorist attack, Congress got presidential approval for a $15 billion dollar bailout. (Holguin,J 2002) A lot of that money did go to major U.S. airlines. The article didn't specify which airline, but I'm assuming that the money was shared in relativity of all airlines and airline sizes. So yes, U.S. carriers have received subsidies from the Government in the past. 

3) Another complaint is that long-haul foreign carriers have made aircraft purchases at "below market interest rates" that are unavailable to US carriers. How is this possible? Please discuss the Export-Import Bank.

Traditionally, The Export-Import Bank was primarily as a resource to sell American-made products and goods to businesses and governments from countries that are limited or do not have access to products. (Reed,T 2010) Not all countries are economically stable enough to buy or purchase large commercial aircrafts. The Export-Import bank sort of levels the playing field by allowing this countries to buy aircraft at a lower and less interest price. 

So what has become of this is U.S. government subsidizing non-U.S. carriers to help them better compete with U.S. carriers. Many U.S. airlines are not happy with this because they believe it gives certain carriers such as Emirates, Etihad, and Qatar Airways an unfair advantage with airplane cost. 

4) Are there any current issues with Norwegian International Airlines and the Open Skies Agreement?

Norwegian International Airlines was approved for the Open Skies agreement and many people and airlines are not happy about it. Norwegian Airlines tickets for international flights are ridiculously low compared to many other competitors. Many believe that Norwegian Airlines is cutting corners in safety and labor laws that could give them unfair advantages in prices, however this hasn't been confirmed. (Jansen, B 2016)

5) Finally, critically analyzing the above information, do you feel that the global "playing field" of long-haul carriers is fair?

I have mixed feelings about the Open Skies agreement and Export-Import Bank. On one hand, i think these agreements and agencies are necessary for the global economy and wealth of the world. On the other hand, I believe that it has gave certain airlines and companies an unfair advantage in the industry. I think every company should be investigated before they are approved for an agreement to ensure that there are not any corners that are being cut that may give an unfair advantage. 

References

Open Skies Agreements. (n.d.). Retrieved March 10, 2017, from https://www.state.gov/e/eb/tra/ata/

Zhang, B. (2015, September 14). The 3 US airlines trying to fend off their lavish Middle Eastern rivals suffered a big setback last week. Retrieved March 10, 2017, from http://www.businessinsider.com/3-biggest-us-airlines-fighting-for-turf-2015-9

Holguin, J. (2002, December 09). 9/11 Airline Bailout: So, Who Got What? Retrieved March 10, 2017, from http://www.cbsnews.com/news/9-11-airline-bailout-so-who-got-what/

Reed, T. (2010, September 13). Why U.S. Airlines Pay More to Finance Jets. Retrieved March 10, 2017, from https://www.thestreet.com/story/10857852/1/why-us-airlines-pay-more-to-finance-jets.html

Jansen, B. (2016, December 05). DOT approves contested Norwegian Air flights. Retrieved March 10, 2017, from http://www.usatoday.com/story/travel/flights/todayinthesky/2016/12/02/dot-approves-contested-norwegian-air-flights/94838292/

China, COMAC, And The Future

On Monday, November 2, 2015, the first Chinese larger-airliner aircraft rolled out - the C919. This aircraft was built by COMAC (Commercial Aircraft Corporation of China) and will compete with the A320 and the B737, seating about 168 passengers. Although the hope is for western certification, the C919 has yet to be FAA-certified, currently limiting the countries where the aircraft can operate. Given this information, please answer the following questions:

1. Do you believe that the C919 will ever receive FAA certification? Why or why not?

I do not believe that the C919 will ever receive FAA certification or at least not in the near  future. Time frame of about 8 to 10 year. China is very inexperienced in building aircraft, plain and simple. The FAA certification for the C919 will take some time. Its possible that the FAA could certify the plane after the C919 enters service and complies with all relative airworthiness and manufactures standards. (Press, A) Until then, the C919 will definitely not be flying in or into the United States. 

2) For sake of argument, if the C919 receives FAA certification, what challenges do you see for US carriers? Look at various aspects - for example, what would in mean in terms of aircraft purchases? What would it mean in terms of public perception?

The challenges I see for U.S. carriers is if they would want to buy these new aircraft. From a business perspective, competition of three major manufactures, instead of the current two, could drive down prices for the carriers. In my own opinion though, I just do not see U.S. carriers buying from China. U.S. carriers already have a deep and personal relationship with their manufactures. Im sure if they broke that relationship with hopes to save a couple million dollars, people would not be happy. Many American passengers could also get mixed views and feelings about this new Chinese carrier selling aircraft to the United States. China already has the perception in America as making cheap and unreliable products and to someone seeing China selling aircraft to United States carriers, it could cause them to not want to fly with these carriers. 

3) Discuss COMAC a little and its relationship with the Chinese airlines and the Chinese government. Are there other aircraft in the works? If so, what are the specifics?

COMAC stands for Commercial Aircraft Corporation of China which is a state-owned aerospace manufacture that is based in Shanghai, China. (Comac.)The company was created by the government to be a competitor with western manufactures such as Airbus and Boeing. The government doesn't want to be so reliable on these companies to service their economic needs so they created COMAC to help combat these needs. (Comac.)

The first COMAC aircraft that was built is called the ARJ-21 and it has just recently made its first commercial flight from Chengdu in central China to Shanghai.(Riva, A) The ARJ-21 is a passenger jet that sits up to 90 people. It has been a slow and steady process to get the ARJ-21 into service. It has been about eight years from first flight to ready for service. Only six have been produced since 2008. (Riva, A)

4) If this aircraft were to receive FAA certification, do you feel that other companies would enter the market as competitors to Boeing and Airbus?

No way! Boeing and Airbus have a long line of experience designing and manufacturing airplanes. The only way I see COMAC competing with the airlines is if the price of their airplanes are significantly lower in price. Then It would be up to the Airlines if they would want to buy the airplanes and then pay for all the new training for pilots to learn and get type-rated in these new aircraft. There is a lot that makes up an airplane. Much more than just being able to takeoff and land on a runway. According to Richard Aboulafia in an article titled China's C919: Big Hat, No Cattle, China still hasn’t figured out how to protect intellectual property rights which in turn means that the C919 isn't likely to have the latest in avionics equipment. (Bertorelli, P.) China still has a long way to go before they become a serous competitor with Boeing or Airbus. 

5) Finally, has Boeing or Airbus responded to this rollout in any way?

Both Boeing and Airbus have responded to the rollout. Boeing and Airbus recently decided to re-engine their aircraft giving birth too the Airbus A320neo and Boeing 737 MAX. This takes away the economic advantage that the C919 had over the companies. 

References

Bertorelli, P. (2015, November 04). China's C919: Big Hat, No Cattle. Retrieved March 03, 2017, from http://www.avweb.com/blogs/insider/Chinas-C919-Big-Hat-No-Cattle-225136-1.html

Press, A. (n.d.). China has built this plane to go head-to-head with Boeing and Airbus. Retrieved March 03, 2017, from http://www.thejournal.ie/comac-c919-2421545-Nov2015/

No fear of C919 for a generation. (2015, November 03). Retrieved March 04, 2017, from https://leehamnews.com/2015/11/04/no-fear-of-c919-for-a-generation/

Govindasamy, S., & Miller, M. (2015, October 21). Exclusive: China-made regional jet set for delivery, but no U.S. certification. Retrieved March 04, 2017, from http://www.reuters.com/article/us-china-aircraft-arj21-exclusive-idUSKCN0SF2XN20151021

Comac. (2017, February 22). Retrieved March 04, 2017, from https://en.wikipedia.org/wiki/Comac

Riva, A. (2016, June 28). China just flew its first passenger jet - and it's a clunker. Retrieved March 04, 2017, from https://news.vice.com/article/china-just-flew-its-first-passenger-jetand-its-a-clunker

The Commercial Space Industry

1. Historical background: When did the idea of "space tourism" begin? How has it developed? What have been the hurdles and accomplishments? Start in the 1960's - present day.

1962 was the first launch of a satellite by a private company. The Telstar was a communication satellite that traveled in orbit about 3,000 miles above the earths surface. The company that launched Telstar was called Bell Laboratories. (Communications Satellite Industry2017)

In 1990, Congress actually passed a law that allowed private companies to conduct there own space launches. (Stromberg 2014)This new law ordered NASA to pay these private companies their payloads into space when possible.(Stromberg 2014) I think this law is very important and interesting to me because it kind of shows the dying of NASA space launches and the birth of private companies taking over the space industry. 

In 2016, Space X rocket made its first vertical landing. The rocket can now launch from one site, travel into space, launch its payload, and then return vertically back to the earth surface. This is good because it saves Space X a lot of time and money. (Grush 2016) Space X can also reuse the rocket capsule for future missions. The space industry is making big strides in these regards. (Grush 2016)

2) Give a brief summary of the rules and regulations that currently govern the commercial space industry. When and why were they developed? Start with the first rules developed in the 1980s. Do you feel that they are appropriate or that the need to be more or less restrictive?

When compared to the aviation industry, the space industry has a lot more freedom from regulations. The commercial space launch act of 1984, gives the FAA primary oversight of the space industry. (Office of Commercial Space 2017) They regulate launches, re-entry of launches, and operation of launches as carried out by U.S. citizens or while in the U.S. I believe that the current regulations of the space industry are fine the way they are now. (Office of Commercial Space 2017)Companies need this freedom of stringent regulations in order to survive and compete with one another. Space is very unforgiving and there is a lot of things that happen that are completely out of the companies control. I think more regulations would hurt these companies and space exploration in the long run if they became more restricted. 

3) Where do you see space tourism headed and in what time frame? I.e., do you think it will be accessible to the general public, not unlike the commercial airline industry? Do you think it will develop into a means of transportation or do you think that it will perpetually exists as a one-time, bucket list adventure? Why?

I can’t really see space tourism taking off for the general public anytime soon. I don't believe the technology is there or the safety for the general public to get on board with it just yet. I believe when companies can offer affordable travel and gain a better track record with regards to safety then more people will be willing to give it a try. Right now private companies are trying to target the rich to pay for these expensive space tourism flights. I just think the market is to small for any long term profit. These companies are going to have to come up with a new market such as mining in space or more exploration if they want to survive in the future.

4) What are the qualifications to work in the space tourism industry  - either from the pilot or the management perspective? This may require some research, perhaps even making a phone call.

In my findings, I didn't really think the qualifications for space tourism was that bad or hard to get into that field of work. It is a lot like becoming a professional airline pilot in my opinion. Companies require the applicant to have a current FAA certificate with an added instrument rating. They need to have the proper knowledge necessary. The applicants need to have to pass many training test also. (Goehlich 2013)They also need to have a current 1st class medical certificate in order to be an applicant. (Goehlich 2013)I was very surprised with the broadness of the requirements to meet these qualifications. 

References

Goehlich, R. A., Anderson, J. K., Harrold, N. N., Bemis, J. A., Nettleingham, M. T., Cobin, J. M., … Ilchena, N. Y. (2013). Pilots for space tourism. Embry-Riddle Aeronautical University. Retrieved from https://commons.erau.edu/cgi/viewcontent.cgi?article=1001&context=ww-graduate-studies

Office of Commercial Space Transportation. (2017, February 27). Retrieved February 27, 2017, from https://www.faa.gov/about/office_org/headquarters_offices/ast/regulations/

Grush, L. (2016, April 08). Breaking: SpaceX successfully lands its rocket on a floating drone ship for the first time. Retrieved February 27, 2017, from http://www.theverge.com/2016/4/8/11392138/spacex-landing-success-falcon-9-rocket-barge-at-sea

Stromberg, J. (2014, September 17). How did private companies get involved in space? Retrieved February 27, 2017, from http://www.vox.com/cards/private-space-flight/private-spaceflight-history-NASA

Communications Satellite Industry. (n.d.). Retrieved February 27, 2017, from http://www.encyclopedia.com/science-and-technology/astronomy-and-space-exploration/space-exploration/communications-satellite

UAVs "The Future"

1. What civilian purpose, if any, are UAVs currently being used for in United States? How are these civilian UAVs currently regulated (if they are regulated)? What are some of the details of the regulations that apply to the commercial use of UAVs?

Today civil use for UAVs vary from hobbies to people who are trying to start a business and profit from them. Many people just generally like flying UAVs. They are relatively inexpensive and easy to learn how to fly. Their isn't much regulations regarding civil use. According to the Drone Registering website, after purchase of any UAV over 0.55 lbs. must be registered with the FAA. (DRONE REGISTRATION.) Commercial users of UAVs must abide by Part 107. A general guideline for commercial users is the following, pilots must have a remote pilots certificate, must be 16 years of age, have to be flown in visual line of sight, no higher that 400 feet, no faster than a 100mph groundspeed, and operation is only allowed during daylight hours or twilight with appropriate lighting.(Vincent,J)

2) Do you foresee UAVs integrating into the NAS? If so, how? Also, what problems do you foresee resulting from this? Be sure to include not only logistical problems, but also potential perception problems.

I do see UAVs being integrated into the NAS in the future. I believe UAVs are still pretty new on the scene and people are unaware of UAVs full capabilities. I think with time and continuous proof that UAVs are reliable and can be potentially safely programed to fly out of line of sight, they will find a way into the NAS. I think a good idea to for the FAA to monitor UAVs in the NAS is for the operator to file a kind of flight plan for the benefit and safety of other aircraft flying. That way controllers and pilots could know when and where these UAVs are in relevance of there flight. There is a ton of more technology that could be integrated in with UAVs, but then again, with more technology comes more time and money. 

3) As for the military application of UAVs, how have they transformed military strategy? Has their integration been efficient (consider all aspects - from financial to ethical)?

Drones in the military are closely associated with the Predator, which is a drone used by the military. Someone can fly this drone on the ground or from a computer with a programed route of flight. The Predator can be used for surveillance or used for actual combat. The drone’s cameras can quickly be swapped with two hellfire missiles. There is also an online computer onboard that calculates trajectory and distance.  One other unique thing about the Predator is that it can be easily transported.  The drone can be broken down into 6 pieces and put into a box called a “coffin”. This is how they are transported from mission to mission (Valdes, 2014). 

It may be hard to imagine that these unmanned flying killing machines could have any downside. However this is not the case. The military is not the only one with this new technology. According to New American Foundation the CIA has carried out 349 drone strikes in Pakistan. Many U.S. citizens think this gives the government too much power and say.

4) Finally, do some research and find out if their are UAV jobs that are advertised for civilians (both flight and management students). If so, include this as your link. If you are unable to locate a job posting, reference your above answers to brainstorm the potential for types of UAV jobs in the future.

The Job that I listed at the bottom of the page is a job listing for a company called SkySpecs that is located in Ann Arbor Michigan. To my knowledge, this company’s main focus is capture video of large wind turbines with the help of UAVs.

http://media.wix.com/ugd/04f2ea_33434533e4c64c7ab1ef9e0171351678.pdf

http://www.skyspecs.com/careers

References

DRONE REGISTRATION. (n.d.). Retrieved February 12, 2017, from http://federaldroneregistration.com/?gclid=CKmLlv2TjNICFYW1wAodPFYLxg

Vincent, J. (2016, August 30). FAA regulations for commercial drones are now in effect. Retrieved February 12, 2017, from http://www.theverge.com/2016/8/30/12707502/drone-regulations-legality-us-faa

Valdes, R. (2014). On The Road - How the Predator UAV Works. HowStuffWorks. Retrieved 11 December 2014, from http://science.howstuffworks.com/predator7.htm

Cargo Carrier Regulations

1) As a result of the Colgan Air accident, the FAA institute new flight and duty regulations. Summarize  these new regulations and describe how they are different from the old flight and duty regulations.

The new flight and duty regulations have generally been in the pilots favor and best interest. Flight rest periods is one of the major changes in new regulations. Pilots in cargo are only allowed to be scheduled 9-14 hours a day currently. (FAA 2011) They are also only allowed to fly 8 hours of those scheduled hours before they are required to take a rest. If a flight is longer than 8 hours, pilots may need to take a required rest period during the flight.(FAA 2011) I think this is very smart of the FAA for creating these regulations since there have been 14 accidents that have been fatigue related since 1990. (News) Another regulation that has changed is the crew rest period from 8 hours to 10 hours from flight to flight. The pilot is also required to have 8 hours of uninterrupted sleep. 

2) Cargo carriers are exempt from the Part 117 rules. What are the current flight and duty limitations for cargo carriers?

Currently, cargo carriers are exempt from part 117 flight rules. When it comes to the safety side of the issue, cargo carriers operate under part 121 for fatigue areas. They are subjected to many of the same rest requirements as air carriers are in part 121. The pilot themselves can always declare themselves unfit to fly due to sickness or fatigue. I think this is a great thing for cargo pilots to take advantage of if the company is doing some unsafe procedures when it comes to fatigue. The pilot can always declare unfit to fly for his/her own safety. I think this is an important rule that pilots can take business advantage of since cargo carriers are exempt from part 117 flight rules. 

3) Why do you feel that cargo carriers have been excluded from the new changes? Value of life? Public perception? Too much money for the carrier? Other reasons? All the above? You may find that reading the preamble of the final rule is helpful in answering this question.

I think it is a combination of these things. When you think of major air carriers carrying many passengers at a time, the value of human life from flight to flight is astronomical. While on cargo operations, the value of human life is really just the crew, the other values on the flight is the actual cargo and these are material things that can be replaced. For this reason, I can certainly see why air carriers should be held to a higher standard than cargo carriers. The public perception of air carriers is another huge reason that air carriers need to be held to a higher standard of flight. If the public does not trust the advantage of flight, then the air carriers will loose huge amounts of safety. This is business different when it comes to cargo operators. Cargo operators don't really need the trust or opinion of the public because the public completely doesn't really pertain to the business of the cargo company. These are some of the key reasons why cargo carriers have been excluded from these new changes. 

4) Do you believe cargo carriers should be included in the new rules? Why or why not?

I do not believe cargo carriers should be included in the new rules. Mainly, for the same reasons I stated in the questions above. I think cargo carriers are a lot different that passenger and air carriers inside and out. Im not saying that cargo carriers should have less safety perimeters than part 121 operators, however, I do believe that 121 operators have a higher value of human life and liabilities. For this reason, cargo operators shouldn't have to be included in these new rules and it should be up to the cargo companies if they want to commit to these rules and increase the level of safety. 

5) Finally, what would be the impact to your career if cargo carriers were to be included in these new rules - Pilots, address this from a pilot perspective, management address from a management perspective.

I don't think it would make a huge impact in my own personal career as a pilot. I don't plan on doing cargo flying in my future. I am hopefully going to be a flight instructor and build my hours that way. However, many pilots take the cargo route as a way to build hours for the airlines. If the 1500 hour rule was mandatory for cargo operators, I think it would make the airline pilot shortage even more prominent in the industry. It already takes a lot of time and money to get to the airlines. If the 1500 hour rule is applied to cargo carriers, I believe their would also be less cargo pilots for the industry. I believe they rules and regulations are complete the way they are now. 

News. (n.d.). Retrieved February 05, 2017, from http://www.cargoair.org/2016/04/setting-the-record-straight-on-all-cargo-duty-and-rest-amendment/

Federal Aviation Administration (FAA). (2011). Press release-FAA issues final rule on pilot fatigue.FederalAviationAdministration.Retrievedfrom https://www.faa.gov/news/press_releases/news_story.cfm?newsId=13272