ATA Responds to the Aviation Subcommittee on Pilot Qualifications

Commercial aviation helps drive more than 10M American jobs and 5 cents of every dollar of U.S. GDP
Commercial aviation drives more than $1 trillion per year in economic activity
In 2012, U.S. airlines moved more than 48,000 tons of cargo per day
In 2012, the value of a kilogram of U.S. merchandise exported by air averaged 121 times the value exported by sea
For every 100 airline jobs, some 360 are supported outside of the airline industry
Federal taxes constitute $61 – or 20% – of the price of a typical $300 domestic round-trip ticket
In 2011, U.S. airlines carried 16 percent more passengers and cargo using 10 percent less fuel than in 2000
Domestically, airlines drive 5% of economic activity but account for 2% of man-made GHG emissions
From 2000-2011, airlines reduced GHG emissions by 11% while transporting 16% more passengers and cargo
From 1975-2011, U.S. airlines and their partners reduced significant noise exposure by 99%
Commercial air travel is the safest form of intercity transportation in the United States
In the most recent decade, scheduled air service on U.S. airlines was seven times safer than in the 1970s
From 2000-2012, U.S. airlines improved the on-time arrival rate from 72.6% to 81.9%
From 2000-2012, U.S. airlines reduced the flight cancellation rate sharply from 3.30% to 1.29%
Airfares are a bargain: From 2000-2012, U.S. CPI rose 33% while average domestic fare rose just 14%
Adjusted for inflation, the average round-trip domestic airfare fell 15% from 2000
2007 domestic flight delays cost the United States approximately $31 billion
In 2012, the value of U.S. merchandise exported by air reached an all-time high of $427B
In 2012, U.S. exports of air-travel services reached an all-time high of $39.5B, driving a $5.1B trade surplus
In 2012, U.S. passenger and cargo airlines spent more than $50B on fuel, averaging 36% of operating expenses
In 2012, U.S. airlines posted the lowest annual rate of mishandled baggage ever recorded
FAA projects U.S. air travel demand to top 1 billion passengers in 2027
In 2012, US airlines flew 83.4 million passengers in scheduled international service - a record high
In 2012, the total value of merchandise exported from or imported to the United States by air exceeded $927 billion
In 2012, 7.15 teragrams of merchandise was exported from or imported to the United States by air

	ATA Responds to the Aviation Subcommittee on Pilot Qualifications
	PubZone1 October 13,2009 The Honorable James L. Oberstar Chairman, Committee on Transportation and Infrastructure House of Representatives 2365 Rayburn House Office Building Washington, DC 20515 The Honorable John Mica Ranking Member, Committee on Transportation and Infrastructure House of Representatives 23 13 Rayburn House Office Building Washington, DC 20515 The Honorable Jerry Costello Chairman, Subcommittee on Aviation House of Representatives 2408 Rayburn House Office Building Washington, DC 20515 The Honorable Tom Petri Ranking Member, Subcommittee on Aviation House of Representatives 2462 Rayburn House Office Building Washington, DC 20515 Dear Chairman Oberstar, Ranking Member Mica, Chairman Costello and Ranking Member Petri: On behalf of the airline members of the Air Transport Association of America (ATA), I am writing in reference to Section 10 of the Airline Safety and Pilot Training Improvement Act, H.R. 3371. As safety remains the industry's top priority, we support your continuing leadership in addressing critical issues relating to pilot training, qualifications and other safety-related measures. We, however, are concerned that the requirements in Section 10, Flight Crewmember Screening and Qualifications , are overly prescriptive and will result in significant unintended consequences. Section 10 (a) (2) (B) (i) requires all flight crew members for part 121 air carriers to obtain an Airline Transport Pilot (ATP) license under part 61 of Title 14, Code of Federal Regulations, among other requirements. To be eligible for an ATP - an advanced pilot certificate - an individual must have a minimum of 1,500 hours flight time, be at least 23 years of age and satisfy numerous specific technical and testing requirements. Understandably, the laudable intended goal of this mandate is to achieve a more highly skilled pilot work force. That goal can be achieved without imposing a mandate that will result in unnecessary and artificial barriers for qualified, experienced pilots. Preventing demonstrably capable, highly motivated candidates from applying to fly for the nation's airlines will not benefit any of us. By equating experience with total flight time or a level of technical certification, the mandate will punish many highly qualified pilots and significantly reduce the pool of pilot candidates, particularly for regional carriers. Seasoned pilots with actual experience as commercial pilots on multi-engine aircraft with a Commercial Multi-Engine instrument rating and a type rating, as well as highly qualified military pilots, will be forced to build hours by instructing or flying small single-engine aircraft. Additional years and additional tens of thousands of dollars spent to obtain the necessary 1,500 hours simply will not result in more competent pilots. In addition, those who have completed in-depth, focused airline-oriented academic and flight training degrees at nationally recognized flight training academies will be excluded from flying commercially, solely due to the 1,500-hour requirement. Focusing solely on the number of flight hours, as opposed to the overall quality and nature of the combined academic training and flight hours experience, will not result in a safer, more professional pilot work force. It is the quality of the experience and the training that our members focus on in making employment decisions, and which they are committed to improving as necessary. Rather than prescribing an unnecessarily prescriptive mandate, the formation of an Aviation Rulemaking Committee (ARC) to address pilot licensing requirements will provide a thorough examination of the issues by knowledgeable stakeholders. To ensure that the solutions address any perceived shortcoming of the current requirements, all options should be on the table. As the fundamental issues are considered, it is important to note that Advanced Qualification Programs are used at many airlines to develop tailored training programs and hiring qualifications to ensure the best pilots for their individual operating environments and aircraft as long as the Federal Aviation Administration determines the programs provide an equivalent or higher level of safety to traditional programs. In closing, the formation of an ARC, with a set timeline and deliverables, including recommendations for enhanced pilot training and licensing, offers the best way forward. The ATA and its member airlines fully support this effort and will participate at the highest levels. I welcome the opportunity to discuss these issues further with you and appreciate your continued leadership and stewardship. Sincerely, James C. May President and CEO PubZone2	A4A advocates measures to support aviation safety, security and well-being.