Twin Wasp

In 1096 (I think there's a leap year in there) days the FAA will require airlines to have pilot mentoring programs and professional development committees in place, as well as modify existing training programs to include leadership and command training.

goodyear859

The U.S. House passed legislation that would increase by sixfold the minimum experience pilots need to work at airlines in response to a commuter-plane crash.

The requirement that pilots have 1,500 hours of flight time, surpassing the current 250-hour minimum, was sought by pilot unions and relatives of victims in a deadly February 2009 crash near Buffalo, New York. The House approved the bill yesterday by voice vote.

The National Transportation Safety Board said this year that Captain Marvin Renslow of Pinnacle Airlines Corp.’s Colgan unit caused his plane to crash near Buffalo, killing 50 people, by incorrectly responding to a stall warning in the cockpit. He died along with all passengers, crew and a person on the ground.

“We can no longer delay in enacting the strongest safety bill in decades,” said Representative Jerry Costello, an Illinois Democrat, before the vote.

In separate action yesterday, the House passed, 251-167, a funding measure for transportation projects such as Amtrak passenger rail, highway construction and transit that would rise almost 5 percent to $79.4 billion in the fiscal year that begins in October from current levels.

The legislation on flight training would require that the Federal Aviation Administration ensure pilots have been trained in stall recovery and would force airlines to take steps to assure that pilots aren’t flying when they are tired.

House Transportation Committee Chairman James Oberstar, a Minnesota Democrat, predicted the Senate will approve the pilot- safety provisions, which also require additional training for flying in icing conditions.

FAA Deadline

The pilot-safety bill also would extend through September the law authorizing financing for the FAA. Without action by Aug. 1, taxes that support the agency would expire. While the FAA authorization in the measure would be temporary, the safety provisions would be permanent.

House and Senate lawmakers are putting off for now resolving disagreements that have stalled a longer-term FAA bill. Legislators are at odds over raising passenger ticket fees that fund airports and enacting a provision that would make it easier for ground workers at FedEx Corp.’s Express unit to form unions.

Congress is almost three years overdue in renewing the FAA authorization. The agency has been operating on temporary renewals while lawmakers negotiate.

Under the separate transportation spending measure passed by the House, highway construction funds would increase 10 percent to $45.2 billion in the coming fiscal year from $41.1 billion.

Amtrak Subsidy

The Amtrak rail subsidy would jump 13 percent to $1.77 billion, and transit aid would increase 5 percent to $11.3 billion. The FAA budget would climb 6 percent to $16.5 billion.

The bill “will put people in America back to work,” said Representative Carolyn Kilpatrick, a Michigan Democrat, before the vote. “Our crumbling roads and bridges can be fixed.”

An increase in spending, if passed by the Senate, would boost companies such as equipment maker Caterpillar Inc., gravel supplier Vulcan Materials Co., railcar-manufacturer Bombardier Inc. and locomotive producer General Electric Co.

The Senate hasn’t acted on its transportation spending plan. Differences between the bills would have to be resolved before being sent to President Barack Obama for his signature.

High-speed rail, an Obama priority, would get $1.4 billion, less than the $2.5 billion spent last year and more than the $1 billion the president sought.

Highway Safety

Funding for the National Highway Traffic Safety Administration, which has faced questions from lawmakers over its handling of Toyota Motor Corp. recalls, would increase 3 percent to $883 million, a larger boost than Obama sought.

The FAA’s operating budget would rise 4.7 percent to $9.79 billion. The increase covers costs for a new air-traffic controller contract that began Oct. 1, giving employees 3 percent annual raises over three years. FAA spending on equipment would increase 2.2 percent to $3 billion.

The measure on pilot training is H.R. 5900. The transportation funding bill is H.R. 5850.


http://www.bloomberg.com/news/2010-07-30/pilot-training-requirement-raised-sixfold-as-u-s-house-passes-legislation.html[/URL]

Fr8Master

Does anyone know how long it is until this takes effect upon Senate passage? Would it be immediate or does it phase in over time? There are several regionals hiring right now that only require 1,000 hours...This would effectively force them to fire anyone below the 1500 hour threshold. I could envision this creating a shortfall of regional FO's for a while as well, as hiring continues to pick up in the industry.

btwissel

once a bill has passed both the House & Senate, then it goes to the President to sign. once he does that, it goes into effect on the date stated in the bill.

Inconceivable

ATP requirement: three years from enactment.

FAA Database of all checkrides and "check airman comments": 90 days.

Bill Text - 111th Congress (2009-2010) - THOMAS (Library of Congress)

Sec 216 (a.2.B) -- (B) ALL FLIGHT CREWMEMBERS- Rules issued under paragraph (1) shall ensure that, after the date that is 3 years after the date of enactment of this Act, all flight crewmembers--
(i) have obtained an airline transport pilot certificate under part 61 of title 14, Code of Federal Regulations; and
(ii) have appropriate multi-engine aircraft flight experience, as determined by the Administrator.

snippercr

The last page is really where the meat of the stuff concerning pilot's wanting to get on with a 121 op are (sec 216 + 217). I wonder how candidates for an ATP will be examined for functioning in a "multi-pilot environment" and "highest professional standards."
Also wonder how many multi-engine hours will be required, as well as those hours of "Difficult operational conditions." 1,500 hours TT, 500ME, 100 Actual and 50 Icing conditions, of which 10 have to be at night? Unless you rent a Barron and fly it in the winter time, I wonder how people are going to get "difficult operational conditions." Could time spent in training for an airline be applied to those conditions if they were in the simulator?

Is this is possible avenue: Person has 1500 hours, applies to Regional X, and passes interview, although s/he doesn't have the extra requirements for the ATP. During training for that vaulted SIC type rating, they get training in multi-pilot environment, high altitude, icing conditions and "professional standards." At the end of training, they get their SIC type and also take a checkride for ATP. Or do you folks think an ATP would required to even apply?

Onfinal

This may be tougher than getting 1500 hrs total time or 100 hrs instrument!

Also doesn't bode well for flight schools in Florida and southwest!

Onfinal

Whacker77

It's one thing to impose an ATP requirement, but mandating flight in icing or something like that is unrealistic. It's obvious whoever drafted these rules has no idea what goes on in general aviation. It looks great on paper, these add-on requirements are over the top.

Stew75

It does not appear safety is a concern if they are going to have an icing condition requirement. All you need is one incident and a pilot saying "I was trying to get my icing conditions requirement"

stoki

Especially considering most flight schools don't even have airplanes equipped for flight in icing conditions.