General Aviation in China

1. 1-     Many US aircraft exists in China. Besides Hawker Beechcraft, another U S general

aviation manufacturer with ties to China is Cessna Aircraft. Cessna is a Kansas based company. The relationship is a joint venture between the Kansas based company and a Chinese state-owned aviation corporation to produce midsize Cessna business jets.

2.    2-  What are the reasons for the rapid growth in the Chinese general aviation?

China is experiencing a rapid growth in general aviation. China is now the second largest aviation country in terms of transport volume, averaging more than 15%.  This rapid growth is due to a number of reasons. Since 1970s China moved from a closed, centrally planned system to a more market-oriented one, playing a major global role. By 2010, China had become the world’s largest exporter. Another reason has to do with the sheer number of people in China. Passengers using aircraft has quadrupled over the years. Another reason is attributed to the decaying economic conditions in Europe due to economic crisis. With rapid economic growth, the Chinese government has been able to extend cooperation to western countries –Honeywell, Rockwell, and other aircraft companies to work with the in consultation.

3.3-      Relationship between US general manufacturers with ties to China

Although China aviation is on the rise, it is still vastly underdeveloped. To ensure quality products, China must get technical and sophisticated products from the United States. As a result of this, the relationship between the two counties is joint ventures via General Electric, Goodrich, Eaton Corporation, Honeywell, Rockwell and others.

4.  4-    What does all of this mean for career opportunities in the US general aviation sector?

It means jobs! And more jobs, particularly in the areas of airport design and construction companies, general aviation aircraft, parts assembly, repairs, manufacturing entities, supplies, and small niche parts manufacturers.

Reference

Cessna signs deal with Chinese to build business jets (2012, July 23). The Associated Press.

Comair Air

Comair Air was founded April 1, 1977 by a 24 year old, Dave Mueller. Comair started out with three propeller driven Piper Navajo aircraft operating out of Cincinnati/Northern Kentucky International Airport. Originally, Comair was independently owned and operated and surprised many people in the industry. With 3,500 employees and a billion dollar annual sales, regional Comair changed the face of aviation and had a greater economic impact on Cincinnati and Kentucky.  However, by 2000, Comair became a subsidiary of Delta Airlines.

However, Comair’s success as a regional carrier came crushing down after 35 years of operation on September 27, 2012. First Comair emerged from a bankruptcy in 2007 and by 2012, was shut down by its subsidiary, Delta Air Lines. Many of the reasons for Comair demise can be attributed to economic downturn, price of fuel oil, pilot shortage and low paid.

Currently, regional airline industry is facing serious financial hardships due to a number of circumstances beyond their control. The first of these is the high cost of fuel oil. Fuel oil is impacting not only regional carriers, but even major airlines, forcing them to make major changes to their operations. Another major problem facing regional carriers is the high of regulation by the Federal Aviation Administration.  Due to many accidents, the FAA is tightening regulations on regional carriers. Another issue for regional carriers can be attributed to the economic down turn and shrinking of qualified pilots.

A successful regional airline currently operating is SkyWest, and yes that airline is hiring across the board. One of the open positions is for First Officer Pilot. A check of SkyWest’s website does not list salary, but says salary can be discussed during the interview process.  Comair Websites are: www.skywest.com  

References

Pilcher, J. (2002). Comair’s history sometimes turbulent. The Cincinnati Enquirer.

Sewell, D. (2012). Comair, delta airlines regional carrier to shut down in september.

            Huffington Post.

commercial airlines

Flying on commercial airline will never be a luxury. Common sense and logic should tell us that the cost of flying on commercial airlines will continue to rise. This assertion is due mainly to two critical issues: (1) high price of fuel oil and (2) airport security. The high cost of fuel has become a major expense for the airline industry. Fuel remains our largest and most volatile costs, says John Heimlich, chief economists for Airline for America. A Deutsche Bank analysis estimated that every penny increase in jet fuel prices on an annualized basis equals additional fuel expense of $170 million for the U.S. airlines industry. In turn, these costs are passed on to consumers.

            Another major area of concern is airport security. Since the 9/11 terrorist attacks, security at airports around the world has become a nightmare for commercial airline passengers. Besides the long lines, waits at airports, removal of articles of clothing, loss of personal privacy, pat downs, airports have been forced to purchase advanced imaging technology and other safety equipment and hire security personnel. These costs have also been passed down to passengers in terms of ticket price increase.

            I am not sure about the assertion that one can now fly on a route for cheaper or equivalent to the cost of driving that route. At one point, it was possible for passengers to travel cheap on start-up airlines. With the availability of capital and lax rules and regulations, many start-up airlines suddenly became available to passengers. These airlines cut into the price of major airlines, but most of them soon went out of business because they did not have sound and well-though out business plans. Finally, raising prices on commercial airlines will change this industry forever. More and more passengers will begin searching for new means of travel.


Cubbin, K. (2009). Airline economics: Is there a formula for success? Cubbin Consulting

Airline Safety and Federal Aviation Administration Act of 2010

Summary of the Act

            On August 1, 2010, President Barack Obama signed a major federal legislation, The Airline Safety and Federal Aviation Administration Act (P.L.111-216) into law as a means of strengthening airline safety standards. Among other things, the Act specifically required that all commercial airline pilots complete a minimum of 1500 flight hours before they begin piloting commercial passenger airlines. 

Practical Potential of the Act Upon my Career and EMU’s Future Flight Program

             If this Act is enacted, it was caused a serious financial hardship upon my career and that of EMU’s future pilot program. Tuition will skyrocket far beyond my limited financial means. Now instead of paying tuition on two hundred and fifty  hours, pilots will be struggling to find tuition for 1500 credit hours. As for EMU’s future pilot program, there will probably be a massive drop out of students from the program due to prohibitive cost.

Potential Benefits and challenges to Issues listed in Question #2

              There are potential benefits and challenges of the Act.  Increasing the number of hours will honed skills and help to become a better pilot, thus increasing the chances of finding a quality job with major regional airline. On the other hand, it will benefit EMU to streamline its future program making it more competitive.  The challenge of the program is just by increasing the number of hours to fly does not guarantee that it will improve.

Are the Changes Necessary or Merely Reactive

            I do not believe that the changes are necessary. Some provisions of the Act are nebulous. It does not specify the type of conditions the pilot must complete the training in or type of airline to be flown. Furthermore, the Act will take years to go into effect which does little  help to pilots now.