Commercial Aircraft Manufacturing Competitors

Write a brief statement about the B787 A380 B747-8 and the A350:

Boeing 787 was designed as a long-range, wide body, twin-engine commercial jet aircraft. Boeing quotes the B787 will lower operating cost, maintenance, and consume less fuel in comparison to the former commercial jets produced, such as its sister predecessor the 767. The 787 is the first airliner built out of light weight composite material dazzling the world with its building interest unlike any other design. By using the composite material (Carbon Fiber Reinforced Plastic) the entire basic operating weight is reduced creating a remarkable increase in efficiency.

The Boeing 787 is currently in production. The first Dreamliner was originally supposed to be delivered to All Nippon Airways (ANA) in 2008, but faced some unexpected delays and problems in the production with the new material. Now 3 years late the first 787 was put into motion for charter service by ANA on October 26, 2011 from Tokyo’s to Hong Kong in Japan. ANA has ordered 55 787’s to be put in service with 264 seats as they improve the aviation industry by buying new technology.  The Dreamliner Dream Tour is touring the world to show off its fancy and is currently in Dublin. According to a CNN article (click here) published in October of 2011 Boeing already has over 800 orders and at least 200 more prospective. You can learn more by visiting newairplane.com or Flight Global 

The Boeing 747-800 is the 4^th version in the Boeing 747 family. In comparison to former 747’s the 747-800 has a lengthened fuselage accommodating more passengers and improved efficiency. The reshaped “raked” wings allows for the increased weight and a higher fuel load.  The B-747 family has been a revolutionary aircraft since its first début in 1970 for largest passenger and payload capacity than the world has ever seen. There are two versions of the 747-8, the Intercontinental and Freighter for obvious reasons.  In December the FAA approved the 747-800 for certification. Currently the 36 orders for the aircraft are at work being prepared for shipment. The European Aviation Safety Agency is next to approve the aircraft opening up another continent of production possibilities. Obviously the 747-800 is a long-range wide body aircraft currently in production of both versions.

The Airbus 380 was designed as a competitor against the ever-faithful B 747-8. The A380 is the first double-decker airbus aircraft created. As a long-range, wide body aircraft, which is currently in production, it tries to compete with the B747-8.  In comparison, the A380 holds 525 passengers to the B747-8’s 467 passengers making the A380 the largest passenger carrying aircraft in the current market of airliners.  The A380 also tries to hold attention with a longer range by 300 nautical miles and almost a 10meter longer wingspan. As you can see the dimensions are strangely similar.  Read more about the comparisons at CNN Go.  

Currently in the developmental stages the Airbus 350 is a competitor of the B-787 as the first Airbus composite aircraft.  According to Airbus the A350 is 70% weight efficient by combining composite materials with titanium and aluminum alloys reducing the fuel consumption for long range and creating less maintenance. The A350 throws out the marketable factor by allowing options of seating capacity ranging from 250- 400 passengers in its wide body frame.

I’m sure it is not hard to see I am comparably bias towards the all American Boeing Aircraft, but even so I have to say the Airbus may take the lead in the commercial airline manufacturing industry. As a fan of hydraulic system in comparison to fly by wire electronics, as a pilot I would be more comfortable flying Boeing aircraft, but the Airbus’ electronics are taking off in popularity for its light weight compromise. Just by simple research of the already discussed aircraft above we can see Boeing is ahead of Airbus in designing and producing innovative technologies faster, but it seems Airbus is out doing Boeing in the end with improving those designs only slightly to have the advantage. Of course more Boeing orders have been made for those aircraft under review but taking into account Airbus is on a different timeline they are pretty consistent with each other.  Boeing and Airbus will always have their faithful customers they are constantly trying to sway to the other side. I am intrigued to see the impact these newer aircraft have on the industry.

Aviation Industry Corporation of China (AVIS) is the parent company for the attention gaining airliner-manufacturing company Commercial Aircraft Corporation of China (COMAC). COMAC is currently in development the C919 and the ARJ21. The C191 is a narrow body commercial airliner will air a début in 2016, while the ARJ 21 is a twin turbofan airliner. The C919 has gained all the current hustle and bustle only carrying the allowable 160 passengers. COMAC hopes to attack the China, India, and Asia Pacific area by 2029. High hopes for an extremely infant company. COMAC has high hopes for expansion, but I am wary as to if the company will be any competition for the current leaders Airbus and Boeing. Although I do find it somewhat ironic we could potentially have the ABC’s  (Airbus, Boeing and COMAC) of the airline manufacturing industry it’s rather unlikely in my opinion. You can read more about the optimistic competitor by reading the Smart Planet blog article. (Click here) 

Pilot Fatigue FAA New Rules

After the FAA released the new revised flight and duty rules on December 21^st many pilots took a big sigh of relief. It is clear to the public and aviation community the amendment will fabricate a shortage of pilots in all 121 operations.  There are a few key points the new rules change such as higher minimum rest periods, cumulative flight and duty time limits, new training requirements, and fit for duty releases. In my personal opinion, the greatest impact will lie within the flight time limits of previously 8 hours to the increased 10-hour rest requirement.  As a training dispatcher and commercial pilot I may have a skewed analytical view, but clearly anyone is capable of seeing how these small changes will shift the industry.

The recommended amount of sleep required for a healthy body is 8 hours according to The National Sleep Foundation. The previous rest requirements in place gave airline pilots a minimum of 8-hour rest period. All that means is that they are off the clock for 8 hours. Therefore, as soon as their tasks are complete on their last flight for the day that 8 hours starts. Let say a pilot arrives at the gate around 11:30 p.m. at our local Detroit Metro Airport. It takes an hour to empty and close down normal procedures. They are off the clock at 12:30 a.m., but are required to be back at the airport by 8:30 a.m. for there next flight. Said pilot arrives at their hotel around 1:00 a.m. to have a meal and hit the sack around 2:00 a.m.  The Pilot would have to be awake by 7:00 a.m. to shower, eat breakfast, and commute back to the airport. At most, after factoring the normal everyday functioning activities with this scenario said pilot is obtaining 5 hours of sleep. Now that is not healthy! In fact, as most individuals know, running on five hours of sleep consistently will not only cause a massive amount of sleep debt, but also have a noticeable decrease in the normal functions of an everyday human being.  To learn more about functions of sleep and contributing factors visit The National Institute of Health website.  

The FAA release states “a pilot must have an opportunity for 8 hours of uninterrupted sleep within the 10 hour rest period.” The new rules will allow each pilot the opportunity to obtain those 8 hours. Previously, there was no language referencing “uninterrupted” therefore the new rule guarantees the option for a full 8 hours.

Financially speaking, the new 10 hours minimum will require a change in previous procedures of the airlines. Generally, the same crew who flew a plane in and landed at 11pm will have the flight out of the destination at 6am.  To keep those same flight times available the airlines will have to schedule another crew to pick up those shifts. As you can see this will require an influx in crews if they wish to keep the same amount of business creating new training and wages. There may be a change in the schedule of flights as well as an increase in fares due to the incurred costs the airlines will be responsible for. The FAA states the new benefits will cost the industry around $300 million but the benefits of more safety and less accidents due to fatigue will is estimated between $247–$470 million.

Cargo Companies (Part 135 Operations) were excluded from the amendment of rest requirements due to insufficient cost benefits. After analyzing the situation I would have to agree with the FAA’s decision of exemption. The Cargo portion of the industry is an entirely different animal. There is not a set schedule for operations like the airliners and they work with inconsistent variables. To have the same set of rules is not logical for their operations.

 I however do agree with cargo pilots in the argument of changing the rest requirements to work with their specific operations. By not having a schedule the general vibe of the industry in comparison to the airlines is more relaxed. Cargo companies do not have the same business values as the airlines have with customer relations. Of course there is customer base, which have a more personal relation with the company than airlines with the general public. By working with the public the airlines undergo certain pressures such as frustrated customers due to increased fares, small seats, baggage fares, lost items, delays, cancellations, turbulence, and reputation. Cargo corporations are omitted from most of these pressures.  Furthermore, as we discussed in class the change would cause most of the cargo companies to go bankrupt, as they would have to double their crews to make up for the duty rules. This would cause undue stress on the already struggling economy causing a monopoly within the large cargo providers therefore defying our economic principles.

These factors alone bring me to the conclusion Airlines and Cargo Companies should not have the same regulation structure. It’s like running a zoo. You can have the overall structure of centralizing many species of animals in one place, but there is no way you would keep the cats (lions, tigers, panthers) in the same building as the reptiles. To reiterate my solution to the financial impact on cargo airlines and fatigue rules involves forming a different set of key points that is catered to the needs of the cargo companies. Such as with our example in class to expect a pilot to be fit for duty after being awake for 30 hours already is utterly vacuous and an accident waiting to happen. Something needs to change and it will take time before it is concluded.  

The Beginning

Growing up there is a large array of occupations and career paths to choose from. In the younger years, we generally dream of the being the role model we see in our immediate lives whether it range from a teacher to a fireman or maybe even your parents current job.  Many of us, close minded on all the various options out there, are constantly asked every year by new strangers and old relatives “What do you want to be when you grow up?” The true of the matter is many children, young adolescents, and even adults have not found their hidden interest which fuels the fire for the rest of their lives.  That single drive, which can make you invest in a future where the dreams are just slightly out of reach. The future you have in mind for years and take careful preparation for year after year as you sacrifice other simple pleasures to receive that bit of adrenaline. That small little bit of adrenaline that you hold on to and revisit when you are about to call it quits.  

Some of us find our ambition when we are younger and some a little older but its there waiting to be noticed. When I really thought about what I wanted to do with my life. What single action repeated over and over would never be dull or too mellow day after day? I was seeking an industry with the ability for vertical position movement to obtain a constant goal with none of the psychobabble and customer relations. My ambition surfaced in 8^th grade when I told my family I dreamt of traveling exploration and new experiences. My mother, being supportive always stood behind me when the others were discouraging against my visions of flying.  I was never one to follow the normal path.  Life should be exceptional and uncommon. There are million opportunities its up to you what you make of it. Coming from a family of trades, aviation was a foreign world to me. Without much direction I ended up at EMU to start my career and follow my bliss.

Finding the passion to feed your determination for years to come is an unexplainable sensation, which the aviation enthusiasts share across the board.

This is a place where we can share, converse, and network while discussing the new and old in the industry whether it is about the always-interesting CRM and ADM or the current change in the rest requirement for 121, but not 135 carriers this is a place we can connect.