February 12, 2009: Colgan Air Flight 3407 crashes in Clarence, NY.
Reason: the pilots were extremely fatigued and overworked to a point
that safety was compromised. They were too tired to see that the plane
was losing airspeed and about to go into a stall. When the stall warning
went off, the captain pulled the nose up, inducing an actual stall and
spin til it crashed into a home in Clarence. The pilot should have
pushed the nose down to gain sufficient airspeed until it was safe
enough to level out. But both pilots were so tired that they failed to
correctly adjust for such an elementary problem. All aboard died in the
firery crash.
Since then, families of the victims
stepped up asking Congress to impose stricter standards for regional
airlines. By federal law, regional airlines now have to allow flight
crews a minimum of 8 hours in between shifts to catch up on rest. Both
pilots had to commute across the country just to operate a 53- minute
flight from Newark, NJ to Buffalo, NY. The co-pilot/first officer got no
real sleep at all because she took an overnight cargo flight from
Seattle to Newark just to operate Colgan Air 3407. She was seen in the
crew lounge at Newark, falling asleep. The captain was commuting from
Tampa, FL. Both could not afford or were not being reimbursed by the
airline to stay in a hotel to get a good amount of sleep. There only
option was the crew lounge at Newark Airport, where it was against the
law for them to sleep. A human behaviors investigator from the National
Transportation Safety Board (NTSB) noted that the captain had logged
into his work account around 3 AM to check his upcoming flight schedule
when it would have been to his benefit to be sleeping. But once again,
he was not allowed to sleep in the crew lounge and the airline would not
pay for him, nor could he afford to be in a hotel room for that night,
going into the morning before the crash. Another factor duly noted from
the cockpit voice recorder was that both pilots were having non-work
discussions in the cockpit that they had delayed their pre-landing
checks. They failed to properly go by effective cockpit resource
management (crm) and started the checklist too late. They were not
keeping a sterile cockpit or keeping their conversation limited to only
what they needed to perform a safe and effective landing.
Training
standards have also had to be checked out. Prior to Colgan Air Flight
3407, a lot of pilots who had their commercial certificates were just
used to only towing banners up and down the coast or just taking a plane
up long enough to log time to get hired by the regionals. In the case
of Colgan Air 3407, both pilots had more than the minimums. But they
were simply too fatigued to be effective. It could have been Capt.
Chesley "Sully" Sullenberger himself flying the plane. If he was too
fatigued, the same thing would have happened to him also.
While
the families of victims and members of Congress pushed the bill to
allow for stricter demands and safety standards both at the FAA and at
the airlines, one item that is standing out is the fact that starting in
August of 2013, to even be able to act just as a first officer or
co-pilot on a regional jet for such airlines like American Eagle or
United Express, the minimum hours logged to earn the atp (airline
transport pilot) certificate will sit at 1,500 hours. Within that total
is the break down of what the airlines require, such as 500 hours of
night time cross country, and 500 hours of instrument cross country
time, so many hours of multi-engine and instructor time as well. I
praise the families of the victims and those in Congress who made the
standards more strict and safe for both the flight crews and the flying
public. 1,500 hours is what I certainly would expect for the captain and
probably at least 3 to 5,000 hrs minimum to move on to the major
airlines flying larger equipment by Boeing and Airbus. But, I do not see
why the first officer has to be held to that same standard. Prior to
August 2013, a lot of pilots can be grandfathered into the system with
less than 1,500 hours provided they have enough time by the deadline.
I'm
saying that requiring first officers to have an atp is too tough
because it's a lot of money and time to invest without getting them into
the seat of a corporate or regional jet. Regionals are not paying first
officers more than $30,000 annually. And a lot of students are coming
out of school or walking away with more than $50,000 to sometimes over
$100,000 in debt. I believe this will really hurt the airline industry
as a whole because a bunch of talented folks earned their ratings and
thought just when they had enough time to get hired and into the airline
game, then BANG! The requirement jumped sky high and they see no way of
making it with the amount of time required and all the debt they got to
pay back for an industry that will not begin paying them well until
they're at least a captain for a regional airline and can move up to a
first officer position at one of the majors. That could take years
depending on availability and each individual's career progression. So
sadly, they turn around and walk away from what they knew once as their
dream.
Therefore, what I think should happen is that
the requirements of an atp should be for the captain of a regional jet,
no doubt. But once a student pilot had earned his commercial and maybe
his instructor certificates, he should then be eligible to at least
apply to fly right seat on a regional jet to build up his time faster in
the jet and meet the atp/1,500 hour requirement more quickly. A factor
that doesn't make sense is that while so much time is required for the
coveted atp certificate among those desiring to be airline pilots is
that very little time is required for a student to earn a commercial
certificate where he can be paid to fly. It only takes 250 hours to earn
a commercial certificate. But besides banner towing, there's no other
real hiring privileges really known or available other than to instruct
to build up time towards the atp. That leads to another issue.
A
lot of fresh first officers who get their atp and a lot of current
instructors spend majority of their time flying at altitudes lower than
10,000 ft and in small trainer aircraft like Cessnas and Pipers. They
don't even get to see their high altitude endorsements until they start
testing for their atp and get type-rated on their specific choice of jet
aircraft. A columnist who writes in the career section for AOPA Flight
Training Magazine noted that if the public, the FAA, and the airlines
are now so gung-ho about safety, than those instructors working towards
their atp certs should be getting the opportunity to get a feel for
flying Canadair and Embraer jets that make up the fleets of all regional
airlines now. It makes a whole lot more sense and would be more safe
versus a new atp cert holder coming off the street and all he's ever
flown were Cessna and Piper trainers.
The Folks who
are really tied up in a sling are the ones who have invested so much
time and thousands of dollars into their training only to take them up
to a commercial or instructor rating and they get paid crap in return
and have so much debt to pay back in student loans. Times have changed
unfortunately. Used to be that a lot of airline pilots used to be taken
from the military. During the Golden Age of Aviation when it was
prestigious to wear the silver or gold wings, everyone wanted to fly
because they knew what to expect- great service and hospitality, a full
meal even on domestic flights, no charge for anything. I remember
hearing the story of my friend's dad, a captain at American Airlines.
Not coming from a military background, he learned to fly when it was
very inexpensive and was flying Lear Jets by the age of 19. Though he
possesses no college degree, which is a requirement now a days by the
major airlines, he was brought on with American because of his
experience in corporate aviation flying King Airs. He got rated on the
MD-80, the DC-10, and is currently rated for international routes on the
75 and 767. When I asked my friend how his dad did it, he told me that
it was those days when he had the advantage and he was extremely lucky.
In
conclusion, the two pilots of Colgan Air Flt 3407 were very
experienced. They had more than the minimums with the captain having
over 3,000 hours alone. All it came down to is they were too tired and
fatigued to command the plane safely. Yet the FAA is still making the
prospective first officer hold at least an atp when the issue is not
about the experience, but that there is an understanding that if the
candidate gets the first officer position, he must be made aware and
enact the action of getting the required amount of sleep to be more than
alert to fly safely. And the airline will provide the information to
the candidate and the airline will allow him or her that time to sleep
enough for their upcoming schedule of flights.
Sources:
1. http://www.buffalonews.com/apps/pbcs.dll/article?aid=/20130601/cityandregion/130609870/1002
2. https://www.youtube.com/watch?v=sLMPFJQTmZs