Final Blog – How Pilot Pay can Affect Professionalism

 My final blog post will readdress the subject of “Professionalism”, touching upon the Regional Industry in regards to pilot pay – what it was like before, and how it is now, discussing some accidents in which a lack of professionalism (by the pilots or the FAA) played a major role, and talking about how the recent increase in pilot pay has an impact on pilot professionalism.

A Review of the Regional Industry – What it was like, and how it is now:

I wanted to address the Regional Industry again, particularly pilot pay, as I feel it is important in regards to pilot professionalism. The work place environment can have a major effect on an employee’s work ethic, and airline pilots are no expectation.

The Regional Airline Industry has drastically changed over the past years, especially in regards to pilot pay and lifestyle. An article from 2009 (the same year as the famous Colgan Air crash in Buffalo) cited a survey which displayed first-year pilot pay as low as $21,600 a year (McCartney, 2009). The First Officer from the Colgan Air crash was listed as receiving only $16,000 a year, however “the company later said she earned $23,900” (McCarney, 2009). Minimum wage in 2009 was $6.55 per hour (“What is the minimum wage?”, n.d.); this means that a person working a typical 40 hour work week at a fast food restaurant would make $13,624 a year. Yes, there is almost an $8,000 difference; however, the difference in skills required for both jobs are exponential, and the mere difference of $8,000 a year is hardly sufficient. The 2009 article listed the average starting pilot pay for major airlines as well. In 2009, the “average starting pay at major airlines was $36,283” (McCartney, 2009). Again, this is hardly sufficient by today’s standards when considering the amount of time, effort, and resources it takes to make it to a major airline. Yet, that was the accepted norm, by airlines and pilots alike. If you wanted to fly, you put up with low pay, and a poor lifestyle until you “made it big”. The problem is that this mindset can, and did, have an effect on pilot professionalism.  We will discuss some accidents which were caused by a lack of professionalism in a moment, but suffice it to say, that if you pay your employees minimum amounts, and treat them poorly, their willingness to preform and act “like a professional” can suffer greatly.

Contrast that with the mindset of airlines today. Pilot pay at Regional Airlines have been steadily increasing, with airlines like “Irving-based Envoy Air and Dayton, Ohio-based PSA Airlines” claiming their “first-year pilots can make about $58,000” (Shine, 2016). Minimum wage for Michigan in 2016 is $8.50 (“Minimum Wage Laws”, 2016), meaning a 40 hour work week would produce $17,680 a year. Obliviously the difference between $58,000 and $17,680 is much larger than 2009’s $21,600 and $13,624, and rightly so; the skills, training, and costs associated with becoming a processional pilot greatly outweigh those required for a minimum wage job. This change in mindset by the airlines and pilots can have a significant effect on an employee’s self-esteem and, consequently, his work ethic.

Accidents Caused by a Lack of Professionalism (Pilot and FAA)

One of the examples of a famous accident caused by the pilots’ unprofessional behavior is that of Colgan Air, and in my previous post regarding professionalism, I discussed a few of the issues involved in that particular case. One of the issues I did not touch upon however, is that both pilots involved broke the sterile cockpit rule, which, thereby “created an environment that impeded timely error detection” (Sumwalt, n.d.). This same problem has occurred in other accidents as well. In 2006, Comair Airlines Flight 5191 departed the wrong runway at Lexington Blue Grass Airport (KLEX) killing 49 people. During the taxi phase, both pilots were engaged in a non-pertinent conversation – a “distraction [which] likely contributed to loss of positional awareness”, allowing the accident to happen (Sumwalt, n.d.). Two other examples of this same problem are Corporate Airlines Flight 5966, which “crashed into trees on nighttime non-precision instrument approach” killing 13 people (Sumwalt, n.d.), and PSA Airlines’ flight 2495, which overran the runway after a rejected takeoff in which, fortunately, no one was killed. Both of these examples were contributed to “unprofessional behavior”, and the pilot’s “nonessential conversation” (Sumwalt, n.d.).

It is not always the pilots who display unprofessional behavior; management and the FAA are susceptible as well. For example, the Roselawn crash of American Eagle Flight 4184 on October 31^st, 1994. The crash was caused by a loss of control due to icing; however, the NTSB stated that ATR (the aircraft manufacture) “failed to completely disclose adequate information concerning previously known effects of freezing precipitation on the stability and control characteristics when the ATR 72 was operated in such conditions” (“In-Flight Icing Encounter”, 1994). The NTSB also criticized the FAA for their “inadequate oversight of the ATR 72 to ensure continued airworthiness in icing conditions” and their failure “to ensure that aircraft icing certification, and published aircraft icing information adequately accounted for the hazards resulting from flight in freezing rain” (“In-Flight Icing Encounter”, 1994).

So it can be seen that unprofessional behavior is not limited to pilots; and the consequences of such behavior can be incredibly devastating.

The Effect Increasing Pilot Pay has had on Pilot Professionalism

As I mentioned above, I believe the low pay and poor lifestyle of the regional airlines in the past had an effect on pilot professionalism. Take the KLEX crash for example; moments before the accident occurred, the pilots were in a non-pertinent conversation, and one of the topics of that conversation was other “job opportunities and working conditions” (Levin, 2007). We can also again reference the Colgan Air accident as well; the First Officer on the flight was sick, however still proceeded with the flight presumably due to financial reasons, stating “if I call in sick now I’ve got to put myself in a hotel until I feel better” (“Loss of Control on Approach”, 2010).

Now, this is not to say that pilot pay was the only reason behind this unprofessional behavior, and ultimately, these pilots made a choice to proceed how they did. But, as I stated, a poor work environment like that can make the job of making the “right” choice much more difficult.

So, how has increasing pilot pay had an effect on pilot professionalism? Well, by paying pilots wages that are equal to the task required, and providing a decent lifestyle, it creates a work environment in which the pilot can take pride in his work, and not be pressured to cut corners or take short-cuts to help him get to “that next job”.

Essentially, everything I’ve said up to this point, has been a long version of 1 Timothy 5:18, which states, “The laborer is worthy of his wages” (NKJV). Hopefully I’ve been able to convey that at least to some extent, and hopefully have provided some “food for thought”. Speaking of food, I believe I shall go find some now....

Thank you for reading, and Merry Christmas :)
~Daniel~

References:

In-flight Icing Encounter and Loss of Control Simmons Airlines, d.b.a. American Eagle Flight 4184

               Avions de Transport Regional (ATR) Model 72-212, N401AM. (1994, October 31). 

               Retrieved from http://www.ntsb.gov/investigations/AccidentReports/Pages/AAR9601.aspx

Levin, A. (2007, January 17). Pilots missed many signs in Comair crash. Retrieved from
               http://usatoday30.usatoday.com/news/nation/2007-01-17-ntsb-kentucky_x.htm

Loss of Control on Approach, Colgan Air, Inc., Operating as Continental Connection Flight 3407,
               Bombardier DHC 8 400, N200WQ. (2010, February 2). Retrieved from
               http://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1001.pdf

McCartney, S. (2009, June 19). Pilot Pay: Want To Know How Much Your Captain Earns? Retrieved

               from http://blogs.wsj.com/middleseat/2009/06/16/pilot-pay-want-to-know-how-much-

               your-captain-earns/

Minimum Wage Laws in the States. (2016, August 01). Retrieved from
               https://www.dol.gov/whd/minwage/america.htm#Michigan

Shine, C. (2016, September 14). American Airlines raises pay for regional pilots. Retrieved from
               http://www.dallasnews.com/business/american-airlines/2016/09/14/american-airlines-raises-
               pay-regional-pilots

Sumwalt, R. L. (n.d.). Professionalism in Aviation. Retrieved from
               www.ntsb.gov/news/speeches/rsumwalt/Documents/Sumwalt_120417.pdf

What is the minimum wage? (n.d.). Retrieved from
               https://webapps.dol.gov/elaws/faq/esa/flsa/001.htm

Job Plans Upon Graduation

Has my job plans changed at all?

No, not really. From the beginning I’ve intended to work for an airline (part 121), and if anything, hearing some of the guest speakers talk has reaffirmed that plan, as I believe it will best match my desired lifestyle.

What is my intended action upon graduation?

My current “plan” is to teach as a CFI (preferably at the Eagle Flight Centre) until I accumulate the hours necessary to be hired at a regional airline.

What was the most useful topic in class and why?

The topic of “Professionalism” was probably what I found to be the most useful in regards to my career. It forced me to stop and really think what professionalism really is, and how I can maintain the proper level of it in my future career.

What was the least useful topic in class and why?

I found the blog topic regarding Aviation Emissions to be the least useful. As I mentioned in my post, I can agree with being more efficient and not trashing our planet; however, as I also mentioned, I feel the hype and scare surrounding emissions and “global warming” is taken to an extreme level, and is definitely not something I have a passion about (–.–)  

Aviation Organizations

What Two Organizations Would it be Important to Belong To?

Two aviation organizations which I think would be beneficial to belong to would be AOPA (Aircraft Owners and Pilots Association), and ALPA (Air Line Pilots Association).

What are the Missions and Functions of Each?

AOPA is an organization whose primary focus revolves around General Aviation. AOPA’s mission is to “Protect your freedom to fly”; they do this by:

Advocating on behalf of our members, educating pilots, nonpilots, and policy makers alike, supporting activities that ensure the long-term health of General Aviation, fighting to keep General Aviation accessible to all, and securing sufficient resources to ensure our success (“AOPA’s Mission”, n.d.)

The Air Line Pilots Association, as the name implies, “represents and advocates for more than 54,000 pilots at 31 U.S. and Canadian airlines” (“About ALPA”, n.d.). They are “the world’s largest airline pilot union”, and provide “pilot assistance; representation; and advocacy” to its members (“About ALPA”, n.d.). The mission of ALPA, is to “promote all aspects of aviation safety throughout all segments of the aviation community”, to represent “the collective interests of all pilots in commercial aviation”, and to defend “the rights and privileges of the professional pilots who are members of the Association” (“About ALPA”, n.d.).

What are their Roles in the Overall Aviation Industry?

Besides providing educational and safety material to its members, AOPA also offers professional legal help, providing (for an additional fee) advice on how to avoid problems, or legal defense if a problem occurs. The cost of $49 a year (or $99 a year for Commercial, Instructor, or ATP) is pretty low considering the high cost of legal help you otherwise would have to pay if a problem occurred.

ALPA has been active in the aviation industry since the early 1930s – protecting the interests of the early mail delivery airmen being pushed into “horribly unsafe flying conditions” (“ALPA History”, n.d.). ALPA has continued to push for safety and the interests of its pilot members over the decades, and in the 1990s campaigned for “One Level of Safety”, which brought “Part 135 operations with more than nine passengers up to the same standards as Part 121 operations” (“ALPA History”, n.d.). More recently, ALPA has been involved with the FAA to set “rational, science-based flight- and duty-time limits and minimum rest requirements for passenger airline pilots” (“ALPA History”, n.d.). Among their current top priorities are “making science-based fatigue rules applicable to all airline pilots; improving airline pilot training and professionalism; and safely integrating remotely piloted aircraft into civil airspace” (“ALPA History”, n.d.).

Why is it Important to Belong to these Associations?

I believe I will continue to fly GA aircraft even after becoming involved in an airline, and as such, feel it would be a good idea to become a part of and support an association who aims to protect and keep GA flying alive. Also, AOPA’s legal plan could be very useful to ensure you’re legally covered should a problem arise.

ALPA is an established pilot union, and a recognized voice in government concerning airline pilots’ safety and interests. As such, I think it is important and beneficial for me to become a member of such an association as their lobbying and decisions will have a direct effect on my career.

References:

 About ALPA - What We Do. (n.d.). Retrieved from http://www.alpa.org/about-alpa/what-we-do

ALPA History. (n.d.). Retrieved from http://www.alpa.org/about-alpa/our-history

AOPA's Mission, Vision and Values. (n.d.). Retrieved from
            https://www.aopa.org/about/mission-vision-and-values