125,648 research outputs found

    Certification Can Count: The Case of Aircraft Mechanics

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    [Excerpt] In 2000, aircraft mechanics and service technicians certified by the Federal Aviation Administration (FAA) earned on average 20.16perhour.AircraftmechanicsandtechnicianswithoutFAAcertificationearnedonaverage20.16 per hour. Aircraft mechanics and technicians without FAA certification earned on average 15.78 per hour, over $4.00 less than their FAA certified counterparts. Total employment for aircraft mechanics and service technicians in all industries in 2000 was 135,730. Because the Federal Government may use Federal certification types other than FAA for its aircraft mechanics, only private industry data are presented in this summary. Private industry employed 118,770 aircraft mechanics and service technicians in 2000. Of this total, almost 83 percent were FAA certified. Over 95 percent of the private industry employment for aircraft mechanics and service technicians could be found in seven industries: Aircraft and parts manufacturing; air transportation, scheduled; air transportation, nonscheduled; airports, flying fields, and services; machinery, equipment, and supplies, wholesale trade; personnel supply services; and management and public relations. (Two of these industries, personnel supply services and management and public relations, have been combined for this summary.

    Technological change and productivity growth in the air transport industry

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    The progress of the civil air transport industry in the United States was examined in the light of a proposal of Enos who, after examining the growth of the petroleum industry, divided that phenomenon into two phases, the alpha and the beta; that is, the invention, first development and production, and the improvement phase. The civil air transport industry developed along similar lines with the technological progress coming in waves; each wave encompassing several new technological advances while retaining the best of the old ones. At the same time the productivity of the transport aircraft as expressed by the product of the aircraft velocity and the passenger capacity increased sufficiently to allow the direct operating cost in cents per passenger mile to continually decrease with each successive aircraft development

    The Role of the Manufacturer in Air Transportation Planning

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    The role of the aircraft manufacturer in the airline industry is considered. The process is illustrated by using a fictitious airline as an example--that is, a case study approach with Mid-Coast Airways serving as the example. Both in slide form and with supporting papers, a brief history of the airline, a description of its route structure and a forecast based on econometric analysis are presented. Once the forecast rationale is explained, information outlines the requirements for additional aircraft and the application of new aircraft across the system using alternative fleet plan options. The fleet plan is translated into financial summaries which indicate the relative merit of alternative aircraft types or operating plans

    Future of V/STOL aircraft systems: A survey of opinions

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    The recent success of the British Harriers in the Falkland Islands conflict vividly underscored the potential of V/STOL aircraft in military operations in a difficult environment. Despite this apparent success of the Harrier, there has been a major decline of V/STOL funding in the research and development budgets of the U.S. government and industry. The recent funding history of V/STOL systems is examined. Responses to a questionnaire which asked the question, Should there be an operational V/STOL aircraft other than the AV-8A and AV-8B in the military aircraft fleet of the U.S.A.? are presented and discussed
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