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The shortage of air traffic controllers keeping watch over America’s skies prompted the Federal Aviation Administration to embark on a massive recruitment drive.Now, the FAA has another problem: There are not enough instructors to teach all those new recruits the ropes.Teachers at the FAA’s training academy in Oklahoma City, mostly retired former controllers in their 60s, are increasingly required to work from 7am to midnight, powering through with endless cups of coffee they pay for themselves.Although a new labour contract has boosted instructors’ pay and benefits somewhat — many work part time, earning about $46 an hour — their daily grind isn’t getting any easier as an influx of fresh recruits into the academy has put additional strain on teachers, according to shift schedules and emails obtained by Bloomberg News and interviews with eight current academy instructors who requested anonymity as they’re not authorised to speak to the media.July saw the highest number of academy students in the FAA’s history (550), and August and September could top that. Schedules obtained by Bloomberg News show a sharp rise in the number of double shifts required for instructors, most of whom who are employed by the federal contractor Science Applications International Corp (SAIC), not by the FAA. They teach aviation basics, complex air-traffic scenarios and other courses during the recruits’ two months of training.On March 6, for example, just six of the 105 instructors who teach one facet of the academy curriculum and were on duty that day had a double shift. A preliminary schedule for September 2, distributed in late August, showed 42 instructors from the same group assigned to doubles. (That figure could change slightly as schedules get finalised.) While some instructors request double shifts, in order to make as much money as possible in a short period of time, others refuse.“Due to the surge in hiring for the last 4-5 months of FY25, we will be averaging significantly higher student requirements,” Richard Klumpp, a program management senior director at SAIC, said in a July 30 email viewed by Bloomberg News. “We have way more work than we have instructor availability in September thru mid-December.”In the email, Klumpp also expressed his “concern” in having enough instructors “to help reduce the doubles load on the team.” That load results in some instructors “walking around like zombies,” according to one instructor. A spokesperson for SAIC declined to comment.Some of the instructors who spoke to Bloomberg News said they decline to work double shifts out of concern for their physical and mental health. (At least one teacher at the academy is well into his 80s.) Many of them said they don’t need the extra money, as they earned six-figure salaries before reaching the mandatory retirement age of 56 for air traffic controllers and are financially secure. They teach because they enjoy the job and the camaraderie among instructors, or simply to ward off boredom.“Most of the people who work choose to, it’s not because they have to,” said Andrew Hudson, a financial adviser who works almost exclusively with air traffic controllers. “These people just don’t want to sit around all day.”The FAA was short about 3,900 certified air traffic controllers at the close of its 2024 fiscal year in October, and has said it anticipates it will hire about 2,000 controllers this fiscal year after speeding up the hiring process and boosting salaries for trainees. It expects to hire at least 8,900 controllers through 2028, but admitted in a recent workforce report that “the number of instructors at the FAA Academy creates a practical limit” on the number of trainees that can move through the system.US Transportation Secretary Sean Duffy has said he wants to plug the gaps in instructors amid the surge of trainees by using teaching assistants and other “expert educators” who aren’t former controllers. Those other instructors will begin work in a few months after getting hired and trained. The FAA has research showing they can perform the job just as well as former air traffic controllers, but declined to share it.Several longtime instructors, though, said those substitutes can’t provide the know-how that only comes from years of experience as a controller. Academy classes include basic tabletop exercises with model planes along with more technical instruction on the FAA’s air-traffic tracking and management system, known as ERAM. The FAA is also reviewing the academy curriculum, and could make changes that would reduce the number of instructors required for some courses.Some instructors have recently quit, others are considering doing so, and replenishing the ranks isn’t easy as there’s often little incentive for retired controllers to commute back and forth every few months from, say, Florida or New York, to Oklahoma City. Although instructors say they enjoy teaching the next generation of controllers, persuading former colleagues to ditch their grandkids and golf courses to join them can be a significant recruitment challenge.The previous collective bargaining agreement between SAIC and the International Association of Machinists and Aerospace Workers (IAM), the union that represents 317 academy instructors, provided a $60 daily reimbursement for those who didn’t live in Oklahoma City. But that amount only went so far, leading many instructors to rent an apartment in Walnut Gardens, about a 30-minute drive to the FAA Academy.The new labour agreement raises the daily reimbursement to $90 in January and provides 3% wage increases annually over the three-year contract, which works out to an additional $1.40 or so per hour from the $46.73 per hour many instructors earn now. (Those who teach basic courses make less.) The IAM called it a “major step forward” but said “we still have some work to do to help us recruit and retain instructors while improving quality of life for a workforce that has carried a heavy load to meet the mission.”Instructors who work double shifts often don’t get to sleep until 1am, then might need to get back up around 5am to get to the academy during rush hour for a morning class, or another double shift. Many admitted that it’s impossible to give students their“The thing nobody knows about us is we’re all voluntary — we do not have to be here,” one instructor said. “I can quit today and I’m done.”

Beyond the TarmacThe Asia-Pacific region’s aviation industry is back on the growth trajectory.The International Air Transport Association (IATA), the global body of airlines, predicts 9% growth for Asia-Pacific in 2025.Which means, a region that has struggled to shrug off the strictures of Covid-19 is once again posting the highest growth rate in the world.Aviation in Asia-Pacific supports $890bn in GDP and 42mn jobs, with the potential to increase to $2.3tn in GDP and 62mn jobs by 2043.Analysts say rising middle-class populations, particularly in China, India, Indonesia, Vietnam, and the Philippines, are fuelling demand for both domestic and international travel.Asia is the epicentre of global e-commerce (China and Southeast Asia leading), driving robust demand for air cargo and integrated logistics.Asia-Pacific is home to some of the world’s most dynamic tourism markets. Countries like Thailand, Japan, Vietnam, and Australia continue to record strong inbound flows. Analysts believe regional tourism agreements and visa liberalisation policies are expected to boost connectivity.The UNWTO and IATA forecast Asia-Pacific to contribute more than half of global passenger growth over the next two decades.“Most countries have crossed the line of pre-COVID figures and are experiencing increasing air travel demand,” says Sheldon Hee, IATA’s Regional Vice President for Asia-Pacific.“Four of the most populous countries in the world are in our region and all are young, emerging economies with a fast-growing middle class. We are even seeing some significant visa relaxation policies.“But the resumption of growth comes with challenges,” he adds. “The profit margin for 2025 is expected to be just 1.9%, or $2.60 per passenger. Aviation in Asia-Pacific must become more economically robust to meet demand with a high level of customer service delivered cost-efficiently.”Airport and airspace capacity are naturally the main considerations. On the positive side, there are at least 90 new airports under construction or in the planning stage, including significant gateways in Australia, India, and Vietnam. Each is a sign that the relevant government has aviation development on its agenda.“But there is more room for collaboration,” says Hee. “Airlines don’t need over-investment in facilities that would require deeper cost recovery. Development must be calibrated correctly, and airlines must be part of the conversation so that investments are correctly staged.”To assist passenger throughput — especially amid narrow margins — digitalisation in both passenger and cargo operations is essential. Every efficiency will count.Digitalisation and contactless travel centred on IATA’s ‘One ID’ will also be key enablers in enhancing the customer experience.India’s ‘Digi Yatra’, a facial recognition system for verified domestic customers, is leading the way but interoperability will be critical.Meanwhile, airspace is also being upgraded across the region but there is a notable bottleneck in the Bay of Bengal where aircraft get bunched for a variety of factors.The different levels of maturity in this diverse region mean there are also plenty of areas still reliant on older equipment, which leads to inefficiencies on a broader scale.Air cargo is an important part of needed capacity as Asia-Pacific is a major origin point for the booming e-commerce trade. Cargo revenues are often critical to the profitability of a flight, and this is certainly the case in Asia-Pacific.Trade barriers and tariffs could change traditional flows but demographic conditions and the desire to trade more within the region mean there are multiple opportunities for air cargo ahead.Although the outlook remains positive for this sector, there are inefficiencies to address. Paper is still commonplace in the region and optimisation based on the ONE Record has plenty of room for growth.“The industry is also doing a lot of work to make the carriage of dangerous goods (DG), and particularly lithium batteries, safer,” says Hee. “Good progress is being made but this work is especially pertinent to Asia-Pacific given the manufacturing in the region. We must educate the upstream shippers about the need for correct DG packaging and documentation.”IATA said it continues to work with governments and aviation authorities to promote the benefits of aviation and the business case for unlocking capacity.Undoubtedly, Asia-Pacific will remain the fastest-growing aviation region globally, led by China and India. Regional connectivity, tourism, and cargo are estimated to expand strongly.That said, the region’s air traffic management systems need modernisation to handle rising volumes efficiently and safely. Despite expansion, congestion at major airports in the region remains a major concern.

American Airlines is adding more premium seats to its Boeing 777-300ER planes used on long-haul routes as US carriers increasingly chase higher-spending travelers.   The airline is also phasing out first class on the aircraft, while increasing the number of business-class seats.   The US carrier, which is expanding its premium offerings to improve profitability, said the first retrofitted aircraft would begin commercial service on Wednesday from New York to Buenos Aires. American expects to complete upgrades of all 20 of its 777-300ERs sometime in 2027.   The revamped aircraft will have 144 premium seats, up from 116 under the current layout, with the total percentage rising to about 44% from 38%. That includes 70 Flagship Suite business-class seats with privacy doors, 44 Premium Economy seats and 30 Main Cabin Extra seats, American's extra-legroom economy product.   The current 777-300ER has 52 business-class seats and eight Flagship First seats, American's top-tier international first-class cabin. The airline is eliminating Flagship First as part of the retrofit, with the product no longer sold on 777-300ER flights for travel beginning November 19.   Among the big three US network carriers, American is the only one that still offers a separate international first-class cabin.   Delta Air Lines combined its international first- and business-class cabins beginning in late 1998, while United Airlines stopped selling international first class in 2018 as it transitioned its long-haul fleet to Polaris business class.   American said in 2022 it would phase out international first class because customers were not buying the product and removing it would allow the airline to add more business-class seats that travelers were more willing to pay for.   The retrofit extends American's bet on premium travel as it tries to narrow a profit gap with Delta and United. Premium travelers generated nearly half of American's ticketed revenue in the second quarter while accounting for about 30% of its seats. American said last month that premium seating on its narrowbody flights would rise to about 40% in coming years from roughly 25% now.   American's move is part of a wider push by US carriers toward premium travel. Revenue from higher-end products has been growing faster than more price-sensitive offerings at some of the largest airlines, reflecting a widening divide as wealthier customers keep spending while budget-conscious travelers pull back.   The shift is also reaching airlines traditionally built around lower fares. Southwest Airlines is evaluating products once associated with network carriers, including airport lounges, transoceanic flying and more premium seating. Frontier is adding first-class-style seats, while JetBlue is expanding its premium offering with airport lounges.   American's 777-300ERs serve long-haul markets including London, Tokyo, Sao Paulo, Buenos Aires and Sydney. The retrofitted aircraft will also offer upgraded inflight entertainment, while members of American's AAdvantage loyalty program will have access to free high-speed Wi-Fi.