Air Traffic Control Privatization

The National Airspace System (NAS) is primarily comprised of ground based stations that direct air traffic from airport to airport, point to point, through the airspace over the United States of America. The system is based on radar technology developed well over 70 years ago, as well as ground based navigation facilities like the VOR and NDB. These traditional facilities are connected by airways, like highways in the sky. The problem with ground based navigation technology and these airways is that they require aircraft to fly longer routes and burn more fuel. This is due to the fact that these airways and navigation stations rarely provide the most direct routing to a given airport.

To meet the predicted growth of air traffic while reducing flight time and fuel burn, the Federal Aviation Administration (FAA) is implementing an overhaul of the airspace system, which they call NextGen. The NextGen system relies on satellite and Global Positioning System (GPS) technology to provide more direct route structures and provide unparalleled efficiency (Green, 2015). For instance, the NextGen system will allow aircraft to descend continuously from cruise to the approach environment instead of a series of descents that look like the steps of a stair case (Hasley, 2014). The satellites will also permit digital communication systems, which allow text message exchanges between pilots and controllers to relieve frequency congestion and increase overall system efficiency (Green, 2015). With this restructuring, the FAA and lawmakers have been contemplating the privatization of Air Traffic Controllers (ATC) to reduce the monumental costs of running the airspace system.

Wood (2015) reveals that General Aviation (GA) pilots have traditionally opposed efforts to privatize ATC since they are concerned that it will open the door to user fees. These fees would be applied to pilots for using ATC services. Many are concerned these user fees would facilitate the destruction of GA given the already impressive costs associated with flying. Wood also explains that the Aircraft Owners and Pilots Association (AOPA) has opposed ATC privatization for many years, as they fear it will lead to a departure from current system principles which give equal priority to all aircraft. Furthermore, Wood divulges the fact that the Experimental Aircraft Association (EAA) is also opposed to user fees associated with privatization, but they are also opposed for safety reasons. EAA leaders note that privatization may, "penalize the prudent practice of using ATC services, such as filing for IFR in marginal conditions or simply receiving VFR advisories" (Wood, 2015).

On the other side of the aisle, most major airlines and cargo operators support ATC privatization. Jansen (2015) reveals executives at American Airlines, Jetblue Airlines, Southwest Airlines, FedEx, and Atlas, to name a few, are pushing for privatization. The reason behind this support is primarily cost savings. These operators are looking to reduce the costs of ATC and spread them out using the user fees that the GA industry is strongly opposed to. These carriers also support the privatization effort since they claim it will expedite the overall modernization of the airspace under NextGen and further promote overall efficiency (Jansen, 2015).

Interestingly, Delta Airlines is opposed to ATC privatization. They note that the although the privatized ATC system in Canada is effective, it does not provide significant optimization or cost savings (Jansen, 2015). The system in Canada relies on fees from pilots and airlines to pay for controllers. In return, the government and various industry leaders oversee the ATC system and its development. Jansen (2015) remarks that Delta officials argue ATC privatization will not be an immediate fix for a broken system, and that the current system is more flexible in handling unforeseen issues, such as weather.

 According to Wood (2015), the current push for ATC privatization came form Representative Bill Shuster of the House Infrastructure and Transportation Committee, and is now a component of the upcoming FAA re-authorization bill. The privatization proposal within the re-authorization bill would separate ATC from the federal budget and transform it into a separate entity with heavy FAA oversight (Wood, 2015). Congress will vote on the bill in a few months, as the FAA budget has only been extended through March, 2016 (Wynbrandt, 2015). Congress will be debating this controversial topic while air carriers and GA organizations battle for control over this piece of legislation.

I do not believe that a privatized ATC system will be more efficient or beneficial to the aviation industry in the United States. In fact, I believe it will have many negative impacts. The primary issue with a private entity is its goal; to make money. Thus, every entity with the goal of making money will be forced to cut corners in order to save money. Ultimately, I believe that this will lead to a lapse in training, hiring, and ultimately safety. Parallel to privatized prisons in this country, I foresee privatized ATC facilities cutting wages and increasing duty periods. Not only does this jeopardize safety, but it discourages the brightest and best individuals from pursuing a career in ATC. From an airmen standpoint, privatization will also discourage pilots from using ATC services, as they will try to avoid incurring more costs than they already are. The increased costs will also deter student pilots from pursuing aviation as a career or for leisure, reducing the number of certificated pilots. I am astonished that the airline industry, during one of the greatest pilot shortages in history, is not concerned that introducing privatized ATC and associated user fees will strangle the already diminishing stream of professional pilots flowing to them. Thus, privatizing the ATC system is a terrible idea.

References

Green, P. (2015, September 28). America’s air traffic control system is finally going digital. Retrieved from http://www.foxbusiness.com/features/2015/09/25/americas-air-traffic-control-system-is-finally-going-digital.html

Halsey, A. (2014, November 19). FAA rolls out taste of NextGen air traffic control system in Dallas. Retrieved from https://www.washingtonpost.com/local/trafficandcommuting/faa-rolls-out-taste-of-nextgen-in-dallas/2014/11/19/13a5210e-7017-11e4-893f-86bd390a3340_story.html

Jansen, B. (2015, December 2). Airline executives urge privatization of air-traffic control. Retrieved from http://www.usatoday.com/story/news/2015/12/01/airline-executives-urge-privatization-air-traffic-control/76604766/

Wood, J. (2015, July 8). Call to action issued over ATC privatization. Retrieved from http://generalaviationnews.com/2015/07/08/call-to-action-issued-over-atc-privatization/

Wynbrandt, J. (2015, November 17). Bolen calls to block airlines’ push for ATC privatization. Retrieved from http://www.ainonline.com/aviation-news/business-aviation/2015-11-17/bolen-calls-block-airlines-push-atc-privatization

My Aviation Story

My aviation interests blossomed from early experiences flying on commercial airliners. From these experiences, I developed a fascination with airplanes. The airport environment, the flight crew, and the aircraft were captivating. I was the child bickering and scheming to earn a window seat on every flight, as I could not resist peering into the seemingly magical world that existed only a few inches from my face. As I grew this infatuation continued. Driving past airports was a treat, and watching the aircraft soaring overhead was exciting. Around the age of eight, while everyone else wanted to be a police officer or doctor, I knew I wanted to be an airline pilot.

Several years later, I was finally able to begin flying lessons. My first flight lesson was in late August, 2010, in New Hudson, Michigan. Upon completing my first lesson, I was convinced that becoming a professional pilot was within reach. Two years later, I would earn my first pilot certificate at 17 years of age. After graduating from Novi High School in 2013, I enrolled in the aviation program at Eastern Michigan University to continue flight training and earn a degree in aviation.

Today, I am pursuing a Bachelor of Science in Aviation Flight Technology from Eastern Michigan University. I will graduate in April 2016. I also instruct at Eagle Flight Center to build flight experience. I still need to complete my commercial multi-engine training in order to graduate.

My plan is to continue instructing at Eagle Flight Center until I have 1,500 hours of flight time. Then I plan on flying for Endeavor Air Lines, as they have a Detroit base and are one of the highest paying regional carriers. I plan on remaining at Endeavor until I have the experience to fly for a major airline. My goal is to fly for Delta Air Lines for the remainder of my career.

With regard to guest speakers, I am interested in learning about the transition from general aviation aircraft to transport category aircraft. I would also like to learn more about life as a regional and mainline pilot. With respect to course topics, I am interested in exploring the current issues with automation in aviation as well as the potential impact of the upcoming pilot shortage on the airline industry.