Competition to Boeing and Airbus

I personally do no think that the C 919 will ever receive certification by the FAA.  I don’t really see why the aircraft would get certified as we have a great American made company that airlines can choose from. Therefore the whole concept of “Made in China” may stop the certification right in its tracks if the company even tries. The push in the US as we all know is too buy American made products and bring jobs and companies back from China therefore I don’t think the American citizens would perceive our airlines flying these aircraft's.

If the C 919 would to receive certification in the US I would hope that they would not purchase the aircraft. I think public perception like I mentioned before, would be a big deal as the push is to buy American and support the economy. I personally think that I would try to avoid this type of aircraft, do the fact that it does come from China. I think it would be interesting to see how much they might sell the aircraft for, if they price it low enough that is what US carriers might go for.

COMAC is the acronym of the Commercial Aircraft Corporation of China, Ltd. According to the COMAC website, “COMAC is a state-owned limited liability company, which is formed with the approval of the State Council and jointly invested by State-owned Assets Supervision and Administration Commission. (Introduction)” Since this a state owned company it was built to support the Chinese carriers. Therefore Chinese carriers can purchase an aircraft that is made in their countries, instead of having to buy from Boeing and Airbus. The company has created another aircraft the ARJ21 which should begin flying sometime this year. The C 919 has not been a smooth ride which was supposed to be released this year. However the aircraft has had many setbacks and which could mean big problems for COMAC.  According to Scott Cendrowski, “that means after the delayed delivery, maybe in 2020, the C 919 will face even stiffer competition from Boeing and Airbus when they roll out new variants of their world’s best-selling planes in the 737 and a320. (Cendrowski)”

I think that if the aircraft would to get certification it would be possible that other companies may try and enter the market. Any company that would try and enter the market will probably wait to make sure other carriers expect those in China purchase the aircraft especially the US carriers. However do to Airbus and Boeing being so dominant in the industry and company will face stiff competition.

While researching this topic I could not find any direct response from Airbus or Boeing. I personally think there may not be a response from them because they do not see COMAC as a threat yet.

Resources

Cendrowski, S. (2016, February 16). China's Answer To Boeing Loses Shine. Retrieved from, http://fortune.com/2016/02/16/china-comac-c919-delay-delivery/

Introduction. (n.d.).COMCAC.  Retrieved from, http://english.comac.cc/aboutus/introduction/index.shtml

Professionalism in the Regional Carriers

The looming pilot shortage has been the talk of many in the industry. From trying to find the cause, to trying find a solution to the looming problem. Some say the shortage is due to pay and other says it is due to the actual number of new pilots compared to those retiring. I personally think that the pilot shortage will be real and will happen in the near distant future, due to the lack of new pilots to replace the ones retiring. An article by Brian Prentice on Forbes shows just how important finding new pilots are. “Unless airlines find ways to work with partners to cultivate a pilot pipeline, they could face difficult, even volatile, competition for experienced pilots because the current regulatory and industry situation can only yield about two-thirds of the pilots the U.S. will need in the next 20 years. (Prentice, 2016)” The article goes on to state, “airlines are adding more airplanes just as a wave of pilots nears retirement and regulations on pilot duty times have tightened. (Prentice, 2016)” The regulations released in 2013 have made it harder for pilots to become certified commercial pilots, by raising the amount of hours required to 1,500. This has made it more costly for new pilots, and also a longer process which may have turned people away from being pilots. When the huge wave of pilots does retire, that will lead to the looming pilot shortage. (Prentice, 2016)” However on the other side of the issue some think that the pilot shortage is due to low pay according to an article by Bill Carey, “the average starting pay for a first officer at a regional airline is $23,000, according to ALPA. The five lowest-paying airlines combined operate more than half of all regional flights each day, it says. Meanwhile, candidates entering the field by the academic route face excessive debt, having spent $150,000 to $200,000 for a university degree and flight training. (Carey, 2015)” Which, from what I understand is the truth, pilots fresh out of school are barely making any money, including any extra money to help payoff the student loan. However I think that if someone wants to be a pilot, that is their dream and money is really not an object, which leads to lean on the other side of the argument.

The new regulations for pilots have put a great strain on the regional carriers to get pilots. From talking to other pilots in the airport, as soon as pilots get hired with the regional airlines and get the required amount of hours they are hired to the mainlines which puts the regional carriers needing more pilots again. However regional carriers have to hire out of a smaller pool of candidates with just the required amount of hours. Also these pilots are coming fresh out of school and have great amounts of debt which makes these pilots want to look for higher paying jobs which the regional airlines cannot offer. Possible solutions to widen the hiring pool would be for regional airlines to pay higher starting pay or even lobby to lower the amount of flying hours required if they can prove safety hasn’t been compromised.

ALPA is a union organization that represents most regional pilots, and completes lots of lobbying in order to make pilots lives well. Other parts of the industry are also covered by organizations mainly depending on the company. Some companies have unions and organizations for certain groups, and some just fall in to large organizations like ALPA. Most management positions are not covered by any specific group from what I found. Two big organizations that support the industry is the International Association of Machinists and Aerospace workers, and the Transport workers union which both cover large groups of people in the airline industry (Labor Relations). Each organization helps a variety of people including some management for a variety of different reasons. Another organization that supports mainly just regional carriers is the Regional Airlines Association.

Professionalism is something that is very important for any person in any career. Professionalism means to me to act in your best, showing good conduct and being able to successfully complete your job. In order to act your best, you understand your job and what your expectations our and have the required skills to successfully complete the job.

In the documentary “Flying Cheap” there were several instances when professionalism was lacked by Colgan airways and their pilots. First Colgan was willing to change a pilot’s flying schedule by shortening the amount of time he had already flew by 15 minutes for then legally he could fly the last flight, which would have taken him home to Albany. The company proceeded to try and convince the pilot that he wanted to go home, and this would be his quickest way, however the pilot already understood that he had flew too many hours for the day. Another instance of lacking professionalism was when the pilot changed a loading schedule to make the aircraft under weight and safe to fly. After the first officer stated that the aircraft was too heavy to fly and something would have to be changed like removing passengers, instead the captain altered the loading schedule changing the weight of the flight. Both are examples of lacking professionalism which should have not taken place.

Yes, I do think that pilot pay and the way regional airlines are paid for flights contributed to the way professionalism was lacked in the documentary. The pilots at Colgan did not make much money and were only compensated when the aircraft door is closed. This pushed pilots to fly lots of flights every day, at fast paces, which could require bending the rules. According to the documentary Colgan was paid by the mainline carrier based on the completion of flight. This would push Colgan to do whatever it takes to complete every flight, which means safety could be compromised and choices would be made not in a professional manner.
            I think that it is very important for my self to display professionalism in every job that I have. First I plan to always stick to the rules and regulations that are set forth by the company, including everything in the employee handbook and it is never okay to deviate away from these standards. Second I will continue to expand my learning to help enhance my skill and make sure that I am on the top of my game everyday. If that requires me took go back to school and take refresher courses or take other workshops and seminars to help enhance my knowledge and skill.

Resources

Carey, B. (2015, June 25). Airline Pilots: Low Pay Drives Disputed Pilot Shortage. Retrieved from, http://www.ainonline.com/aviation-news/air-transport/2015-06-25/airline-pilots-low-pay-drives-disputed-pilot-shortage

Labor Relations - Labor Relations - Southwest Airlines Newsroom. (n.d.). Retrieved, from,http://swamedia.com/channels/labor-relations/pages/labor-relations

Prentice, B. (2016, January 28). Pilot Shortage Threatens To Slow U.S. Airline Growth. Retrieved from, http://www.forbes.com/sites/oliverwyman/2016/01/28/pilot-shortage-threatens-to-slow-u-s-airline-growth/#121e9a81bb6e

Commerical Space Industry

Space tourism has been a thought of many for a long period of time. However making it a reality has been less than easy. When you think of what is trying to be accomplished it is quite a task, and that only certain companies and agencies have reached space for real business, like the international space station. On April 28, 2001 that all changed. American businessman Dennis Tito bought himself a space flight. In which he hopped on a Russian spacecraft and went up to the international space station (Wall, 2011). This became the first official space tourist to outer space without the objections of NASA and other programs. According to the article by Wall there has been at least 6 more space tourists between 2001 and 2011 who were supported by NASA one of the main hurdles for Tito (Wall,2011). Now Private companies have begun the process to offer space flights for the public, most notably Richard Branson's Virgin Galactic and SpaceX (Wall, 2011).

 

Mostly the commercial space industry is unregulated and there not many rules in place that have to be followed. According to article on RT.com, space regulation in United States will not happen until 2023 because of bill HR 2262 which was signed into law by President Obama (Commercial Space). Therefore would expect to see regulations coming out around this year. Mostly I think that regulations are not in place because technology is advancing the industry very fast, and we may be years away before this type of space flight is a reality. Furthermore when the regulations do come out I would think that they would be really strict, and may even model the commercial aviation industry.

 

Space tourism is here to stay that is for sure. I do see the possibility of space tourism actually becoming a reality but in the future many years away. The process seems to be a very slow one but the two main companies are remaining persistent to make commercial space travel a thing. However it is going to be very expensive to take one of these trips which goes to think that they have to make this type of travel more affordable. The bigger thoughts that I had was even if commercial space travel is around and working, why would we use it? Just because it is cool to go into space? Therefore I would think that mostly it would be a bucket list type of event, because what is really the purpose of visiting space if you are not working?

 

To work in the space tourism industry is not an easy thing, and usually not just anyone can try and do the job. When looking at the Virgin Galactic website there are lots of jobs that they are hiring for in many different locations. Most all of them require some sort of degree in aerospace and management business degrees. To become an astronaut with NASA for example you must have “Bachelor's degree from an accredited institution in engineering, biological science, physical science, or mathematics. Degree must be followed by at least three years of related, progressively responsible, professional experience. An advanced degree is desirable and may be substituted for part or all of the experience. (Requirements)”  According to the NASA website you must also be able to pass  and  space physical, measuring vision and blood pressure, an you must be between the height of 62 and 75 inches (requirements).A candidate must also have 1,000 hours of being pilot in command of a jet aircraft (requirements). I would assume when the space tourism industry starts really hiring new pilots they would follow the same standards.

 

 

Resources

 

Commercial space industry avoids regulation until 2023 once Obama signs new bill. (2015, November 17). Retrieved from, https://www.rt.com/usa/322375-commercial-space-industry-faa-regulation/

 

Requirements. (2004, January 29). Retrieved from, http://www.nasa.gov/audience/forstudents/postsecondary/features/F_Astronaut_Requirements.html

 

Wall, M. (2001, April 27). First Space Tourist: How a U.S. Millionaire Bought a Ticket to Orbit. Retrieved from, http://www.space.com/11492-space-tourism-pioneer-dennis

Global Airlines

Government subsidies in the airline industry are something that cannot usually be hidden. There are many airlines who receive subsidies from various different places including governments. Two long-haul foreign carriers who are said to have received subsidies are Emirates and Qatar Airways (Jansen, 2015). Both of these airlines are Persian Gulf carriers, Emirates being from the United Arab Emirates and Qatar, being based in Qatar. Both carriers are fast growing and have expanded rapidly into the United States with direct routes to their Middle Eastern hubs. “The advantages have allowed substantial growth in the last decade despite almost no growth in overall passengers, with Emirates reaching the top capacity in the world last year, with Qatar 10th and Etihad 13th, according to the U.S. airline argument” Jansen said in his article. Which goes to prove that these airlines are exceling with their subsidies. Jansen also mentions that these gulf carriers often get benefits like “interest-free government loans, cheaper access to airports and services such as fuel and ground handling that are governed by airline officials” (Jansen, 2015). Therefore three major United States carriers American, Delta, and United have all began to fight back and have been bringing these subsides up in court (Jansen, 2015).

Once Gulf carriers came under fire for them having an interest in government subsides, Etihad Airways decided it will do its own research against United States carriers. According to an article by Peter Fricke, Etihad found what it was looking for. According to Fricke’s article, “American Airlines, Delta Airlines, and United Airlines have received a combined total of $71.48 billion in government benefits over the last 15 years” (Fricke, 2015). I can see how Etihad airways could get upset because if they are getting accused of getting money lets show the truth about the US carriers, but in the end I am not sure that this will really prove anything. At the end of the day all airlines get money from the governments and how they use the money it was really matters.

Foreign carriers have been able to purchase aircraft for less than market rates mainly because of the export-import bank here in the United States and a similar program with Airbus overseas (Drew, 2014). The export-import bank was created part of the new deal in the 1930s, “which backs loans to foreign companies seeking to purchase goods and services made in the United States” (Bordelon, 2013). The biggest beneficiary of these program in the United States is Boeing, and these how foreign carriers are now involved with this program (Drew, 2014). Using these bank for carriers like Emirates purchase the aircraft from Boeing, in which this bank program backs and supports the purchase. According to the article the biggest user of the program is Irish airline Ryanair, which doesn’t even fly to the United States, but purchases the Boeing product made in America (Drew, 2014). Therefore US carriers are buying Boeing products but are not being backed by the bank because they are not exporting the goods.  

Overall I think that the global playing field for long haul carriers is unfair. I think that the airlines that choose to fly to the United States should be happy that they are able to fly to this country. Whether or not these companies get money from various governments to do so, may be right or wrong. But competition is what drives the economy and is some aspects it can be good for US carriers as long as they hold the majority of flights, which they are starting to lose. I think that this special export bank does need to be revaluated because this is definitely unfair to US carriers. On the other side if US carriers continue to post these record profits I would think that they would be able to compete and fly these long flights as well and make a profit.

References

Bordelon, B. (2013, October 30). Bangladeshi airline set to receive loan guaranteed by US government. Retrieved from, http://dailycaller.com/2013/10/30/bangladeshi-airline-set-to-receive-billion-dollar-loan-from-us-taxpayers

Drew, C., & Mouawad, J. (2014, June 27). Airlines’ Rivalry Amplifies Fight Over Bank Guarantees. Retrieved from, http://www.nytimes.com/2014/06/28/business/airlines-rivalry-amplifies-fight-over-bank-guarantees.html?_r=0

Fricke, P. (2015, May 05). Gulf Airline Blasts US For Aviation Subsidies. Retrieved from, http://dailycaller.com/2015/05/15/gulf-airline-blasts-us-for-aviation-subsidies/

Jansen, B. (2015, March 06). U.S. airlines contend Gulf rivals are subsidized unfairly. Retrieved from, http://www.usatoday.com/story/travel/flights/2015/03/05/airline-treaties-american-delta-united-emirates-etihad-qatar-gulf/24422137

UAVs

Unmanned aerial vehicles UAV are a part of the future that is here to stay. There are lots of different uses for UAVs, especially in the military however they are now starting to impact civilian life, in many beneficial ways. Some of the different uses of UAVs that I found include; hurricane hunting, 3-D mapping, protecting wildlife, and search and rescue (Handwerk, 2013). Most all of these uses involve using a drone to fly over a certain area, in order too help. Whether it may be a search for someone they may be lost, too helping create better maps with better images.  Other use that I have seen is for real estate agents to use a UAV to take prospective buyers on an all around tour of the house from the air. The FAA has had to deal with the ever growing population of UAV users. In order to counteract what could be dangerous encounters with a UAV if used improperly, the FAA has released new guidance that must be followed.  According to the FAA website, “your aircraft must be registered if it weighs more than 0.55 lbs. FAA guidance also says that model aircraft should be flown a sufficient distance from populated areas and full scale aircraft, should be kept within visual line of sight of the operator, should weigh under 55 lbs. unless certified by an aero modeling community-based organization, and cannot be used for business purposes (Unmanned aircraft systems).” If you are going to fly a UAV for commercial purposes to you must file for a section 333 exemption and a certificate of waiver or authorization, COA (Unmanned aircraft systems). Overall I think that more guidance will be necessary as they become even more popular and we can probably expect more regulations and guidance toward the matter.

I think that UAVs are going to have to integrate into the national airspace system; I don’t see how they couldn’t. With the use of UAVs being so high and more companies are finding practical uses for them it will just be time until they can be fully flown in the NAS. Regulations would have to be created to allow these aircraft in to the system, because it has to be done in a safe matter. Aircraft collisions are a serious matter, small UAVs may not be seen by larger aircraft until it is too late. The small UAVs could end up in engines, are simply just getting in the way of the commercial ATC system.  Other problem I can see is how safe will the public feel about flying with theses aircraft in the sky, as well as them flying above them while on the ground. I would hate to see UAVs falling out of the sky an injuring people.

The military has taken full advantage of this new technology and has actually been using it longer than I thought. They began using unmanned aircraft back in 2005 overseas during the Iraqi war. Some of the different types of UAVs the military use our target and decoy, reconnaissance, combat, and research and development (The UAV). Whether it being spying on the enemy or using them to actually attack UAVs have been greatly beneficial to the military. The biggest advantage of using them in war is that an actually human is not flying it in the air. If something would to go wrong, there would be no loss of life to the operator. From a cost standpoint I would think that it would be cheaper to use UAVs because if they were destroyed in combat it would be a lot cheaper than a million dollar aircraft (The UAV). Overall I think that UAVs have greatly helped are military and has helped is some very risky missions with out the loss of one of our soldiers.

A simple search of UAV jobs came back with around 350 jobs available. UAVs are a new technology that is here to stay and that includes many new jobs in this sector. Some jobs included UAV test engineers, a UAV operator, photography, and even some companies currently hiring drone pilots. So matter what type of experience there is probably a job that most can do. I think that there are going to be a lot more jobs as the technology continues to advance as well as FAA regulations that could make this sector of aviation very interesting. The website that I used to find these jobs is http://uavcoach.com/uav-jobs/.

References

Handwerk, B. (2013, December 2). 5 Surprising Drone Uses (Besides Amazon Delivery). Retrieved from http://news.nationalgeographic.com/news/2013/12/131202-drone-uav-uas-amazon-octocopter-bezos-science-aircraft-unmanned-robot/

The UAV - The Future Of The Sky. (n.d.). Retrieved from http://www.theuav.com/index.html#

Unmanned Aircraft Systems (UAS) Frequently Asked Questions. (n.d.). Retrieved from https://www.faa.gov/uas/faq/#qn1

Cargo Duty Regulations

After the crash of Colgan Air 3407 in 2009 there has been sweeping changes in the aviation field when it comes too flight and duty regulations. These new regulations were required following the accident, due to the cause of the accident being caused by fatigue. According to Jeffery Joyner of first media, flight duty is now defined as “flight duty begins the moment a pilot reports for duty with the expectation of conducting a flight and does not end until he has parked the plane used on his last flight. Unless the pilot has a rest break meeting FAA standards, activities such as standing by at the airport, training and traveling as a passenger to take over a flight at a different airport count as flight duty (Joyner).” Therefore almost every action the flight crew does, it takes away from their time allowed on duty. Before pilots would only be on duty when they were actually flying the aircraft. Now flight duty times are based on the first flight of the day, number of legs on the flight and other various reasons. Therefore a single flight crews new limits will fall between 9 and 14 hours (Joyner). This may still seem like a lot of hours for pilots to be flying, but when you take in a normal work day is about 8 hours, I think that the new time schedule is quite fitting. “Under the old rules, rest breaks were to be at least nine hours, but unforeseen circumstances allowed airlines to reduce the breaks to eight hours. The new rules extend the minimum rest period to 10 hours with no allowable reduction. Pilots must have the opportunity to have eight hours of sleep during the rest break” also Joyner said (Joyner). I personally think that this is the big rule, because we are all humans and we need sleep, good uninterrupted sleep at that in order to properly function. I kind of feel that minimum rest needs to be upped a little more, maybe 12 hours, because I know lots of pilots who don’t go right to sleep when they get to their rooms. They eat meals, explore cities, and hangout out with the other crew members therefore, are the pilots actually getting the required amount of sleep, probably not.

One of the most noted parts of the new regulations that were released is that cargo operations were removed. Therefore the new duty and flight time requirements do not apply to pilots who fly for a cargo operation. Currently according to James Carroll of USA Today, “Cargo pilots fly under older rules that do not require as much rest, permit longer times on duty and allow them to fly beyond eight hours in certain conditions. And those rules do not impose any special limits on flight time at night, when cargo carriers do much of their flying (Carroll, 2014).” Which I personally don’t understand why they would be excluded, because they practically do the same job as an airline pilot. They fly the routes, use the same runways they are only carrying different types of things. Something interesting I read from this article by Carroll is that it sounds like the union representing UPS is strongly against and new rules for cargo pilots. They believe that there pilots make shorter trips, not as many takeoffs and landings, and they have way more rest period (Carroll, 2014). However almost all of cargo operations take place during night time, which is not a normal time for humans to be awake. It is going against each person’s circadian rhythm, by making these pilots fly when your body is to perform the worst.  

The biggest reason that the new duty requirements were not implemented to the cargo airlines is because of the cost. In order to make changes to the current way of operating it would certainly cost a lot of money, as it did to the commercial airlines (Carey, 2011). However cargo airlines are not just dependent on their aircraft, they use them to move packages quicker, unlike commercial airlines who are most likely making revenue off of each fight. Therefore they are not flying the flight for revenue essentially it is just like equipment for them. So in order for them to change the current way of operating it would probably end up costing the cargo carriers more than they would want to pay and could potentially make them loose money or potentially out of business.

Yes I do think that cargo carriers should be including in the new pilot regulations. Besides the fact of what these pilots are carrying there is not much difference between them and airline pilots. They are still flying a metal object through the sky using a lot of the same airports as the airlines. Therefore the pilots are not very different so why shouldn't they be regulated the same. Due to the fact cargo carriers were excluded these pilots should be re-examined because new regulations would probably reduce the cases of fatigue and overall make the skies safer. 

If new regulations were imposed on the cargo airlines there would obviously things that would have to change, just as the airline industry did. Management would initially have to begin reorganizing the flight crews, and possibly hire more. Management would also have to create a new system to ensure that they are keeping the flight crews within in regulation limits. Mostly I would see having management a bigger role in the beginning of the change over, but once the changeover is completed I think that management would have a lessor role in the field. 

References

Carey, B. (2011, December 21). FAA Issues New Rule on Pilot Duty Time. Retrieved from, http://www.ainonline.com/aviation-news/air-transport/2011-12-21/faa-issues-new-rule-pilot-duty-time

Carroll, J. R. (2014, March 13). UPS pilots urge more rest for cargo crews. Retrieved from, http://www.usatoday.com/story/news/nation/2014/03/13/ups-pilots-urge-more-rest-for-cargo-crews/6402615/#

Joyner, J. (n.d.). Duty Limitations of an FAA Pilot. Retrieved from, http://work.chron.com/duty-limitations-faa-pilot-17646.html

Third Class Reform

Third class medical reform has been on the agenda for quite a while. There has been numerous attempts to reform the issue, however now one attempt is finally gaining traction, sort of. On this attempt according to Elizabeth Tennyson of AOPA says, “Anyone who flies with a third class medical certificate can benefit from this reform. In fact, almost anyone who has held a regular or special issuance third class medical certificate within the past 10 years from the date the legislation is enacted will never again need to visit an aviation medical examiner. If you’ve never held a third class medical certificate, you will need to get an FAA medical certificate from an ame one time only (Tennyson, 2015).” From my understanding they are essentially trying to make it easier for private pilots to have their medical done, and then let it not expire. Other things in the article that Tennyson listed was, that you have to visit your personal physician at least 1 time every four years, and discuss certain things that would be provided by the FAA.  A pilot would also have to take online training every two years in order to keep their certificate (Tennyson, 2015). This seems like a very good deal, seeming pilots who hold third class medicals are not for the airline pilots, these are usually for the pilots who like to fly for fun.

The current attempt of reform is in the process of becoming a bill. It was first introduced by Senator from Oklahoma James Inhofe on February 25, 2015. The bill became known as S.571: Pilot’s bill of rights 2.  On December 9, 2015 the bill was reported out by a special committee, and it should be looked at further by both chambers of congress. On December 15, 2015 the bill was passed by the Senate and is now on to the House of Representatives, before finally reaching the President to be signed into law (Pilots Bill of Rights). Therefore for the first time the reform for third class medicals is the closest it has been to be approved. The bill is now just waiting to be voted in the House, and should be up to vote soon. Getting the bill to this point shows that the bill does have great support by the members of congress, because I can just imagine how many bills they turn down every day, if they even make it them to vote.

When it comes to third class medical reform there are lots of different opinions out there, but the consensus looks to be for supporting the measure.  Something I do question against is not having to be ever be tested by an ame again. I think that is very interesting part of the bill, I think that any pilot should really be tested by a professional in the field or who understands what it means to have the medical license. When you are visiting just a family doctor how clued in are they, about what the health state of a pilot should be. However on the other side a point to make for the reform is that you still have to visit doctor once every four years, which most people do anyways. So if they come up with form that is detailed enough that a normal family doctor can understand and diagnosis properly I think that it would be a good point. Therefore so really these pilots are still visiting a medical professional just not as often as it is now. So if something was truly wrong with the pilots it wouldn’t go unnoticed and that’s what is the most important.

I am overall unbiased with aspect with of third class medicals. However I think that the medical form is mostly necessary because it seems like it would make life so much easier for the small fraction of pilots that hold type of medical license. Generally the private pilots that hold these licensees are not doing crazy flying, and are most doing it for their own pleasure. The medical reform would make it easier on these pilots to have not visit an ame every again, after the initial visit. Therefore I do not really see any harm in allowing these pilots to stop following the current practices. Overall the new reform would simply require less visits to the doctor and allow these pilots to operate aircraft as long as the aircraft falls between the qualifications.

References

Pilot's Bill of Rights 2 (S. 571). (2015). Retrieved from, https://www.govtrack.us/congress/bills/114/s571

Tennyson, E. (2015, December 9). Third class medical reform FAQs. Retrieved form, http://www.aopa.org/News-and-Video/All-News/2015/December/09/Third-class-medical-FAQs