Showing posts with label if. Show all posts
Showing posts with label if. Show all posts
Friday, March 3, 2017
Formation Blog If I Had 1 Wish for Aviation
Formation Blog If I Had 1 Wish for Aviation
#blogformation #aviation #avgeek
Its Blogging in Formation week!
Posts all week beginning Sept. 1!

Its Blogging in Formation week!
Posts all week beginning Sept. 1!

Theme: "If I Had 1 Wish for Aviation"
_______________
BUT FIRST
"You wont want to put down The Last Bush Pilots while the midnight sun still shines."
Airways Magazine
Finally had a chance to scan in Airways Magazines review of my novel, The Last Bush Pilots!


Grab a copy of the current Airways Magazine (October, 2013),
now available here online, or at your local bookstore!

Better yet, grab a print or ebook copy of The Last Bush Pilots at Amazon or iBookstore!
50% of proceeds go to orphanage charities!
Links:
.png)
This Kryptonite has a name: Seniority.


So much for pilots joining hands and singing Kumbaya.
The West argued for a relative seniority integration, which would keep virtually all pilotsEast and Westin their respective airplane, seat and base. This would have the added benefit of minimal costs for the new airline. Federal arbitrator George Nicolau agreed, but placed 517 East pilots on top of the West pilots entire seniority list.
That is, the #1 West pilot was now #518. All West pilots lost relative seniority, while all East pilots gained.
By all accounts, USAPA has failed as a union. Obsessed with DOH, it has stonewalled all pilot contract negotiations. Once the top moneymakers, USAirways pilots now languish at the rock bottom of the industry. Moreover, USAPAs every action has favored East pilots over Westblatantly illegal under labor laws. Post-merger, dozens of active West pilots were furloughed while all East furloughs have been recalled. While the last West pilots are only now being recalled from furlough, New Hires on the East have upgraded to Captain.
While not nearly the debacle as AWA/USAirways, the recent mergers at United/Continental, Delta/Northwest and Southwest/AirTran have all experienced similar turbulence. Indeed, American Airlines chewed up and spit out TWA pilots so severely, that it prompted Congress to create the McCaskill-Bonds Amendment.

What stands to happen with the new US/AA merger? If the past is any indicator, youd better buckle your seatbelts. Were in for some serious self-inflicted turbulence.
IF I HAD ONE WISH FOR AVIATION, what would I change? Aviators.
I say again, Tower:
_______________
BUT FIRST
"You wont want to put down The Last Bush Pilots while the midnight sun still shines."
Airways Magazine
Finally had a chance to scan in Airways Magazines review of my novel, The Last Bush Pilots!


Grab a copy of the current Airways Magazine (October, 2013),
now available here online, or at your local bookstore!

Better yet, grab a print or ebook copy of The Last Bush Pilots at Amazon or iBookstore!
50% of proceeds go to orphanage charities!
- Amazon: com/author/ericauxier
(Now buy the print version and get the Kindle for 99¢!)
- iTunes/iBookstore: http://goo.gl/fOW4L
_______________
And now . . .
BLOGGING IN FORMATION
"If I Had 1 Wish for Aviation"
Why cant we all just get along?
Rodney King


The image of the airline pilot is a super one.
Second only to firefighter, airline pilot consistently ranks as the top most respected profession in the world. The stereotype of the stoic, benevolent, grandfatherly problem-solver in the sky is embedded in our psyche. Calm in the face of danger, the airline pilot gets it done. Plane on fire? Cat caught in a tree? Dont panic! Im an airline pilot.
But this heroic sky god has a secret weakness as powerful as Supermans Kryptonite, one that will reduce him to a blubbering, tantrum-throwing 2-year old. Worse, it threatens to transform our benevolent Supergramps into Bizarro Supergramps, a snarling, cannibalistic jackal willing eat his own kind.
Second only to firefighter, airline pilot consistently ranks as the top most respected profession in the world. The stereotype of the stoic, benevolent, grandfatherly problem-solver in the sky is embedded in our psyche. Calm in the face of danger, the airline pilot gets it done. Plane on fire? Cat caught in a tree? Dont panic! Im an airline pilot.
But this heroic sky god has a secret weakness as powerful as Supermans Kryptonite, one that will reduce him to a blubbering, tantrum-throwing 2-year old. Worse, it threatens to transform our benevolent Supergramps into Bizarro Supergramps, a snarling, cannibalistic jackal willing eat his own kind.
.png)
This Kryptonite has a name: Seniority.
Seniority is everything to a pilot. It dictates whether hes a Captain or First Officer, holds a line (schedule) or is on reserve (on call), what equipment hes on and where hes based. It tells him whether he has weekends and Christmas off or has to fly redeyes. It dictates whether he even has a job.
____________
This Kryptonite has a name: Seniority
____________
Unlike doctors, lawyers and other professionals, pilots cannot make lateral moves between companies. Why? Because there is no easy measuring stick for saying, This pilot is better than that one, therefore he should be senior. Either a pilot can fly, or cant.

As a result, seniority is solely based on date of hire (DOH). The longer a pilot staysin theorythe better his schedule, pay, and job security. The more people beneath him, the more he is cushioned from furlough (layoff, with recall rights) during a downturn. When a single company is involved, everybody agrees: DOH is the only fair way to determine seniority.
____________
When airlines merge, all hell breaks loose
____________
But when airlines merge, all hell breaks loose.
At first glance, DOH seems like a fair integration for any merger as well. After all, whats good for the goose is good for the gander, right? Not at all. First of all, no merged list is ever "fair"one pilot always moves up on the back of another. Secondly, fair is solely in the eye of the beholder. In fact, it turns out, DOH is often so unfair for mergers that a recent act of Congress, the McCaskill-Bonds Amendment (see below)*, seeks to prevent mergers based solely on DOH.
To my knowledge, there has never been an airline merger in history wherein the pilots got together, held hands and sang Kumbaya while hammering out a reasonable, integrated seniority list. Instead, both sides fight beak and claw for the slightest advantage, and will stop at nothing to press advantage. No dirty trick is forbidden.
At first glance, DOH seems like a fair integration for any merger as well. After all, whats good for the goose is good for the gander, right? Not at all. First of all, no merged list is ever "fair"one pilot always moves up on the back of another. Secondly, fair is solely in the eye of the beholder. In fact, it turns out, DOH is often so unfair for mergers that a recent act of Congress, the McCaskill-Bonds Amendment (see below)*, seeks to prevent mergers based solely on DOH.
To my knowledge, there has never been an airline merger in history wherein the pilots got together, held hands and sang Kumbaya while hammering out a reasonable, integrated seniority list. Instead, both sides fight beak and claw for the slightest advantage, and will stop at nothing to press advantage. No dirty trick is forbidden.

Theres no better example of this cannibalistic behavior than the 2006 purchase of bankrupt USAirways by America West Airlines. At the time, original USAirways ("East") pilots had as many furloughed (on the street) as America West ("West") had pilots.
During seniority negotiations with ALPA (Airline Pilots Association, their mutual union,) East pilots argued vehemently for DOH. This would staple 80% of West pilots beneath the Easteven below those that had been laid off. This would force the majority of West pilots onto the streetthe very pilots that had saved their jobs!
During seniority negotiations with ALPA (Airline Pilots Association, their mutual union,) East pilots argued vehemently for DOH. This would staple 80% of West pilots beneath the Easteven below those that had been laid off. This would force the majority of West pilots onto the streetthe very pilots that had saved their jobs!
So much for pilots joining hands and singing Kumbaya.
![]() |
| "Thanks for saving my job. Now heres your pink slip, Rookie!" |
That is, the #1 West pilot was now #518. All West pilots lost relative seniority, while all East pilots gained.
____________
So much for pilots joining hands and singing Kumbaya.
____________
But that wasnt enough. The East pilots used their superior numbers (about 2 to 1) to force West pilots out of ALPA and into their own, in-house union, US Airways Pilots Association" (USAPA.) USAPAs primary mandate was to implement a DOH list and ignore the legally binding Nicolau arbitrationeven though the Company had already accepted the list.
![]() |
| "What? Theyre not all stapled below me? RRAAUU!!" |
USAPAs very first act as a "union" was to sue 24 West pilotsaccusing them of RICO "mafia" violationsfor the "crime" of fighting back. Required by law to pay union dues, these West pilots were forced into the legally bizarre position of suing themselves. The suit was thrown out as frivolous, but for the past six years, more lawsuits have flown back and forth, with both sides fighting to a virtual stalemate.
____________
The pilots were forced by law to sue themselves
____________
By all accounts, USAPA has failed as a union. Obsessed with DOH, it has stonewalled all pilot contract negotiations. Once the top moneymakers, USAirways pilots now languish at the rock bottom of the industry. Moreover, USAPAs every action has favored East pilots over Westblatantly illegal under labor laws. Post-merger, dozens of active West pilots were furloughed while all East furloughs have been recalled. While the last West pilots are only now being recalled from furlough, New Hires on the East have upgraded to Captain.
____________
By all accounts, USAPA has failed as a pilots union
____________
While not nearly the debacle as AWA/USAirways, the recent mergers at United/Continental, Delta/Northwest and Southwest/AirTran have all experienced similar turbulence. Indeed, American Airlines chewed up and spit out TWA pilots so severely, that it prompted Congress to create the McCaskill-Bonds Amendment.

What stands to happen with the new US/AA merger? If the past is any indicator, youd better buckle your seatbelts. Were in for some serious self-inflicted turbulence.
IF I HAD ONE WISH FOR AVIATION, what would I change? Aviators.
In the immortal words of Pogo, We have met the enemy . . . and he is us.


____________
What one thing would I change in aviation?
Aviators.
____________
____________
I say again, Tower:
"Why cant we all just get along?"
*Missouri Senators Clare McCaskill and Christopher Bond, alarmed by the treatment of West pilots at the hands of East during the AWA/USAirways acquisition, and concerned about the seniority integration treatment of employees at Trans World Airlines ("TWA") following its purchase by American Airlines and integration of the two airlines operations and workforce, introduced legislation to guarantee labor protective provisions to airline employees with respect to seniority integration for certain covered transactions. Link: http://www.mondaq.com/unitedstates/x/164186/Aviation/Seniority+Integration+And+The+MccaskillBond+Statute
Blogging in Formation week continues!

Theme: "What I would change in Aviation"
Previous Blogging in Formation PostsHotlinks to sites:
Sept 1: House of Rapp - Ron Rapp http://www.rapp.org/archives/2013/09/spirit-of-1903/
Sept 2: iFLYblog - Brent Owens http://iflyblog.com/2013/09/02/one-wish-aviation-blogging-formation-series/
Sept 3: Adventures of Capn Aux - Eric Auxier
Sept 4: Flight to Success - Karlene Petitt http://karlenepetitt.blogspot.com/2013/09/if-i-had-one-wish-for-aviation.html
Sept 5: Smart Flight Training - Andrew Hartley http://smartflighttraining.com/aviations-king-for-a-day
Sept 2: iFLYblog - Brent Owens http://iflyblog.com/2013/09/02/one-wish-aviation-blogging-formation-series/
Sept 3: Adventures of Capn Aux - Eric Auxier
Sept 4: Flight to Success - Karlene Petitt http://karlenepetitt.blogspot.com/2013/09/if-i-had-one-wish-for-aviation.html
Sept 5: Smart Flight Training - Andrew Hartley http://smartflighttraining.com/aviations-king-for-a-day
Sept 6: Airplanista - Dan Pimentel http://www.av8rdan.com/2013/09/in-my-fantasy-future-airplanes-are.html
- Great Intro by Brent at iFlyblog: http://iflyblog.com/2013/05/06/blogging-in-formation-six-aviation-bloggers-six-posts-six-days/
- Blog Formation 1: How I was Brought to Flying: http://capnaux.blogspot.com/2013/05/blogging-in-formation.html
- The Future of U.S. Aviation: http://capnaux.blogspot.com/2013/07/happy-4th-future-of-us-aviation.html
- My Most Memorable Flight: http://capnaux.blogspot.com/2013/06/blogformation-my-most-memorable-flight.html
Related Capn Aux Posts
- The Future of U.S. Aviation: http://capnaux.blogspot.com/2013/07/happy-4th-future-of-us-aviation.html
- Capn Aux Interviews a Future Airline Pilot: http://capnaux.blogspot.com/2013/03/capn-aux-interviews-swayne-martin.html
- A Future Pilot Interviews Capn Aux: http://capnaux.blogspot.com/2012/10/a-future-pilot-interviews-capn-aux.html
Related Links
- Short PDF on M-B Amendment: http://afaonevoice.org/images/McCaskill%20Amendment%20explanation%20FINAL%20for%20WEB.pdf
- Wiki on Airline Mergers: http://en.wikipedia.org/wiki/List_of_airline_mergers_and_acquisitions
- America West Airlines Wiki: http://en.wikipedia.org/wiki/America_West_Airlines
- US Airlines Wiki: http://en.wikipedia.org/wiki/US_Airways
- RICO Mafia Statutes: http://en.wikipedia.org/wiki/Racketeer_Influenced_and_Corrupt_Organizations_Act
- Samurai Code and MeGreat article on proper pilot & crew traits: http://anthonyandnancy.com/thepilotfactor/?p=589
Available link for download
Monday, February 13, 2017
Fossil Fuel Use is Limited by Climate if Not by Resources
Fossil Fuel Use is Limited by Climate if Not by Resources
We appear to be living in rather peculiar and unsettling times. A year ago, discussions and fears were over the high oil price, which until September 2014, had been above $100 a barrel http://uk.reuters.com/article/2014/09/09/markets-oil-idUKL3N0RA1L220140909. The price rose to $115 in June 2014, but has subsequently plummeted, with West Texas Intermediate falling to $43 and North Sea Brent Crude to $47 earlier in the week. Today, both have rallied marginally to around $48, with an untypical mere 21 cents between them. Since Brent typically trades at several dollars above WTI, any apparent synchrony between the two tends to reflect price-volatility, as indeed is the case now.
It is fair to say that the crash in oil price was not anticipated by most people who keep an eye on the oil supply situation, and accordingly, its cause is a matter of intense speculation, and the likely prognosis even more so. Among the various factors that have been brought culpable for it http://www.economist.com/blogs/economist-explains/2014/12/economist-explains-4, we may list: a slowing of the Chinese economy, and little recovery in Europe, so that demand has fallen, and that moreover, supply of crude oil has soared ahead of expectation. The latter is accounted for by supplies of oil returning from Iraq and Libya, and overwhelmingly, the ramping-up of oil-production in the U.S., principally released from impermeable shale-formations by hydraulic fracturing ("fracking"). While the U.S.is not a major exporter of oil, the increase in its own domestic production has reduced the amount of oil it needs to import, so leaving a bigger surplus on the global market. Saudi Arabia produces around 10 million barrels a day, or one third of the output from OPEC, which has refused to cut back on production primarily to avoid losing its market share http://www.reuters.com/article/2015/01/08/us-opec-oil-idUSKBN0KH1HA20150108. Thus the result is overproduction against demand, leading to a glut of oil, and this has pushed the price down markedly.
Although, from the perspective of "price at the pump", a low oil price is widely being seen as positive, i.e. sales of Hummers have increased http://www.pri.org/stories/2014-11-11/gas-guzzling-hummer-makes-comeback-fuel-prices-plunge, and the British Prime Minister has promised that cheap oil and gas will lead to reduced energy bills http://www.telegraph.co.uk/news/earth/energy/fuel/11345216/Fuel-prices-will-fall-further-and-faster-says-David-Cameron.html there are various reasons to infer that the situation is but metastable and temporary. The main factor is that the worlds currently producing oil fields are showing a production decline of 4.1% per annum, meaning that year on year we need to find another 3.5 mbd http://www.theguardian.com/environment/earth-insight/2013/dec/23/british-petroleum-geologist-peak-oil-break-economy-recession, or the equivalent of the production from Saudi Arabia about every 3 years.
This surely will eat into the glut, and in addition, we are already seeing oil companies pull back on investment in new production to the tune of $150 billion in 2015 http://www.naturalgasintel.com/articles/100639-150b-plus-of-upstream-projects-face-wipeout-on-low-oil-prices-says-analyst, because the price they can sell oil for is less than the breakeven price (how much it costs to produce it). Any failure to inaugurate new production now must reduce the supply of oil a year or more down the line, and it is unlikely that U.S. shale oil output, impressive though it has been (now providing 30% of U.S. domestic production http://www.energyglobal.com/downstream/the-environment/11122014/CBO-oil-gas-budget-and-economy/), can grow in perpetual step, to offset the decline from existing fields. Indeed, along with deepwater production, it is the relatively expensive shale oil projects that are vulnerable to a curtailing of new investment in them. It is speculated too, that the resurfacing of troubles in Libya will reduce its exports of oil http://www.bloomberg.com/news/2014-12-29/oil-climbs-as-libyan-output-threatened-by-fire-at-storage-tanks.html, further attenuating overall global oil supply. Once the supply surplus is reduced against demand by these combined forces, the price will go back up: it has to, in line with true and rising production investment costs, and the real speculation is only over "when".
This may well sound like the bones of a "peak oil" argument, which will be laid bare once more, as the oil surplus which has veiled them drains away, but the technical and economic viability of oil production may not be its limiting element. Rather, the determinant of how much oil (and other fossil fuels) we can produce may be the amount of carbon dioxide that we are allowed to release into the atmosphere if we are to keep the mean global temperature from exceeding another 2 deg. C warmer than it is now, which is predicted to drive catastrophic climate change. In a paper published in the prestigious journal Nature http://www.nature.com/nature/journal/v517/n7533/full/nature14016.html, Christophe McGlade and Paul Ekins, researchers at University College London, conclude that it will be necessary to leave some two thirds of the fossil fuels available to us unburned, to achieve just a 50% chance of keeping global warming within the 2 degree C limit. From their analysis, they deduce more specifically that it is necessary to leave one third of the oil, half of the gas and more than 80% of the worlds coal in the ground, up to 2050.
This is in line with previous studies, but the real significance of the work is the particular geographical regions that will be most affected, if these findings are turned into global policy. In particular, the Middle East would have to leave half of its oil and gas unburned, while Russia and the U.S. could only burn less than 10% of their coal reserves. 85% of Canadian oil sands (bitumen) reserves and 95% of Venezuelan extra-heavy oil reserves are described as "unburnable". The study is based on a model which limits the total amount of carbon discharged to the atmosphere at 1,100 Gt in the form of cumulative carbon emissions between 2011 and 2050.
The study concludes that Carbon Capture and Storage (CCS) technology would have little influence on the overall quantities of fossil fuels that can be produced, due to its high cost, relatively late date of introduction (2025) and likely rate at which it can be installed on the scale required.
While such a static reckoning of the distribution of the oil, gas and coal reserves across the world is extremely informative and undoubtedly salutary, it is of interest to examine the production rates of the three fuels that the model implies. To make an estimate of this, I have simply "blown up" the various charts (Figure 3 in the paper) on the computer-screen and measured them with a ruler, with the following results. EJ = Exajoule = 1.0 x 10^18 J:
2010 (EJ) 2050 (EJ) Change
Oil 164 156 -5%
Gas 109 172 +58%
Coal 142 46 -68%
Total 415 374 -10%
Thus, we see that it is predicted that the oil-supply will remain robust (falling by only -5% over the 40 year period), fuelled mostly by fields already in production and those scheduled (from which production will have halved by 2050), with "reserve growth", "undiscovered", light tight oil (shale oil), and natural gas liquids filling-out the supply.
The major change is the replacement of coal by natural gas, the production of which is required to grow by 68% in 2025, and to be maintained through to 2050. (It is predicted that shale gas, tight gas and coal bed methane will form a substantial proportion of the gas supply, along with reserve growth and new discoveries). Since the carbon emissions per unit of energy are only half that of coal http://www.biomassenergycentre.org.uk/portal/page?_pageid=75,163182&_dad=portal&_schema=PORTAL, the production of which is curbed by two thirds in the model, the impact is large. It is predicted that the strategy would decrease the annual carbon emissions from 48 Gt CO2-eq (2010) to 21 Gt CO2-eq (2050), a reduction of 56% from start-to-finish year. The overall use of fossil-fuel energy is predicted to be reduced by 10%. This may be contrasted with the view taken from the B.P. Statistical Review of World Energy (2014) http://www.bp.com/en/global/corporate/about-bp/energy-economics/statistical-review-of-world-energy.html that by 2035, although there will be some replacement of coal use by gas, global carbon emissions will increase by 29%, in accord with our increasing consumption of fossil fuel.
The authors further conclude that: "developments of resources in the Arctic and any increase in unconventional oil production are incommensurate with efforts to limit average global warming to 2 degrees C."
They also warn that to maintain large expenditure on fossil fuel exploration is pointless, because it will not be possible to increase the amount of them available to burn (since the limits are already exceeded by the amounts that we already have!).
It is salient that at a time when policy-makers are intent on exploiting their fossil fuel reserves to the limit of availability and production, they should in fact be setting limits to production. Thus, the difference between the decrease of 56% in CO2-eq emissions from 2010 to 2050, predicted by the model, and the increase of 29% by 2035 (B.P. Statistical Review) - probably +50% or so by 2050! - emphasises the disparity between what must actually be done and propping-up business as usual.
In the U.K. we await the outcome of the Infrastructure Bill, which forces governments (both the present and future incumbents) to produce strategies for maximising the economic recovery of UK petroleum. This means producing as much oil as possible, albeit how difficult that will be do, once the price escalates, once more, and the supplies (increasingly furnished by expensive, unconventional oil) become less and less affordable to buy. Yet such efforts appear as paradoxical denials of the urgency to ameliorate climate change.
Available link for download
Subscribe to:
Posts (Atom)

