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Programs For Pilot Desire Case Study Research Management Essay

This paper looks at various motivating ideas and their program to the declining degrees of determination commercial aviation pilots are experiencing. In today's financial and business environment commercial aviation pilots feel pressure from their workers to perform more with less which has led to a drop in enthusiasm for their chosen vocation. This case study is a reply to articles in the brand new York Times by M. L. Ward, "Flight Pilots Still Flying, but No Longer Quite So High", shared March 10, 2006, p. C3, as reprinted in Understanding and Controlling Organizational Patterns by Jennifer M. George advertisement Gareth R. Jones, 2008.

Programs for Pilot Drive: RESEARCH STUDY Analysis

Motivating employees is important to any corporation. Pilots are no exception. Pilots have seen their working hours increase and wages and benefits lower. This has lead to a decline in the determination of commercial pilots. We analyze four theories of motivation and exactly how these ideas look when put on the declining motivational degree of a specific group, commercial pilots. Each motivational theory provides information into how important worker motivation is to a business. Also, each theory helps with ways to control motivation in an organization.

Intrinsic / Extrinsic Motivation

Some employees are intrinsically encouraged by what they actually. They love their careers and do them gladly since it is personally worthwhile, but they can also be unsatisfied with extrinsic motivators, such as working hours and wages. Pilots will be the obvious example of this type of staff. Pilots have a great responsibility and are expected to do many things, such as operating airplanes, managing all aspects of flights and maintaining new insurance policies and requirements. However, Frederick-Recascino & Hall (2003) said that pilots who soar because they love what they do are less stressed and less troubled in high-performance situations. This lessens the opportunity of negligence that would cause pilots to make trivial mistakes. Mistakes are less inclined to happen.

Frederick-Recascino & Hall (2003) talked about student pilot training in the U. S. It really is necessary for students to attend lessons, practice some skills, and plan air travel times. They found that students who've a great amount of self-determination have a solid intrinsic inspiration. Therefore, these are better in a position to complete their program with fewer extra lessons, because of their skill. To inspire the students further, they receive fewer extra lessons than what are given in basic lessons. Corresponding to Benenson (2010), a method that is utilized to inspire students is to make sure they are aware of profession options they can find when they may have pilot certificates. Other ways is to entail them in traveling clubs. In this way, students take part with flight groups so these teams can help them by motivating and keeping one another interested. Similarly, by making pilots alert to the conditions and the aviation rules that they can face in their jobs, they are less inclined to perform adversely in their jobs.

Pilots often enter accidents because of poor common sense caused by low motivating factors. When the pilot is neither emotionally dominated by the logical need to live, nor do they worry much about the equipment they are employing that might not participate in them, they could put themselves in more dangerous situations. 2. 5% of aviation damages out of the 14, 000 before decade have been a result of poor common sense in weather conditions. Strong intrinsic motivation to be safe and live might have checked out this recklessness. Three steps that are being used to boost pilot decision making are training, automation and exhibits (Madhavan, 2006). By using these tools, pilots can successfully navigate and take a flight easily, but by ignoring or forgetting these, pilots can be in great danger. Recognition of these dangers can be an intrinsic motivator that is often overlooked by pilots who do not love what they do, or do not take flying very seriously. Benenson (2010) discussed that one essential aspect in retaining pilots' involvement in their jobs is that they deal using their spouses. Spouses who resent their pilot taking time from these to fly may grow as a solid extrinsic motivation to give up traveling. The pressure from the house may become more of a hindrance than flying is a blessing, so the extrinsic motivation to give up overshadows the intrinsic inspiration to keep going.

A mandatory retirement age of 60 and working more hours than are to be expected would make non-serious pilots dissatisfied with the jobs. By looking at Maslow's Hierarchy of Needs, it is apparent to observe that Safety needs are the second the very first thing. Airline companies need to take this factor under consideration in order to try to satisfy and stimulate pilots. Offering other careers, such as teaching ground training and as an airport administrator is one way to encourage pilots who could find flying too dangerous, perhaps because of family concerns.

Need Theory Perspective

There is not a question that the commercial airline industry has used a hit in terms of profitability. To make up for lost earnings from things such as new rules, challenging economic times and greatly increased fuel costs, airlines have put strain on the union representing its pilots for concessions. The pilots have had their pensions minimize, in some cases up to 75%. Because of changes in pay structure, pilots are actually only paid for time in the environment, resulting in many wasted time relaxing on tarmacs and in airports. This means increased time away from family, and loss of personal time. Pilots will work harder to earn the pay they once possessed, and some have become worried that low degrees of job satisfaction will lead to motivation issues and finally protection concerns within the airline industry (Wald, 2006).

Applying Maslow's theory to pilots, physiological needs include concerns like 'Can I find the money for to eat?' and 'Do I receives a commission enough to afford to reside here?' Within the aftermath of the Buffalo NY crash in 2009 2009, US Congressmen and the FAA took a glance at commuter pilots and uncovered many of them simply could not afford to are in the cities they are simply structured out of. Because of this, pilots were commuting long distances to work and sleeping in uneasy airport lounges (Lowy, 2010). This makes a good case that for some pilots, regional commuter pilots specifically; physiological needs are not being satisfied.

Concerns over pilots long, uneasy hours highlights another of Maslow's needs: safeness. This dread is not backed by empirical facts (ie. increased airline accident body count), but anecdotally many pilots attended forward expressing that the excess strain has resulted in added security oversights and problems that could be devastating (Wald 2006). In the brand new York Times article, a Northwest pilot voiced his matter that the added tension on pilots has led to things like routine system bank checks being overlooked. You can also dispute that pilots are intrinsically determined for protection because their life is in the hands of the hardware they can be operating, and consequently they will be highly encouraged to meet their safety needs, and those of the people on board (Wald 2006).

Progressing up the need level, belongingness needs follow the need for safety. Types of belongingness not being met is seen with the strained romantic relationships between pilot and company. The example from this article with the pilot snapping at his first mate about how discussing United Airlines just infuriates him, is a good example (Wald 2006). Also, when pilots speak up and voice their job concerns with the FAA or media outlets, they certainly so anonymously because they fully expect to be terminated or grounded for an extended period of time therefore of their actions (Wald 2006).

Pilots witnessing their fellow captains laid off after many years of service, discovering pensions cut, pay plummet and witnessing some of the 'sparkle' come off their wings all show how the next need, esteem, for some is not being found. Based on the article, measuring job satisfaction with pilots can be difficult to evaluate, and esteem needs specifically because they are difficult to quantify. Pilots being quoted saying "They kind of bleed us away, " and 'I'd lost my border, " are sound signals that pilots aren't being good about themselves or their achievements, and their esteem needs are not being met and their determination hurting (Wald 2006).

Ultimately, employers wish to meet all of the needs previously talked about so that employees can commence attempting to meet their self-actualization needs - employees attempting to achieve their highest probable and furthering their skills is a mutually beneficial design between a administrator and their worker. In such a customer experience oriented business, even little things like seeing a captain go the excess step to be the best, customers will respond with patronage benefitting both the air travel and the pilot.

Interestingly, despite all the concern voiced by pilots about their job satisfaction, by 2009 airline on-time arrivals were the best since 2003 (Freed, 2010) and the major automobile accident rate was the second lowest ever before (Lowy, 2010). This means that that while there may be an issue with motivating maligned pilots, airlines are achieving statistically amazing result from a security and efficiency standpoint.

Expectancy Theory Perspective

Vroom's expectancy theory posits 3 questions that determine whether an employee will be encouraged in a work situation. Those questions are:

Will the worker be capable of geting the outcomes they want from the situation? This identifies what Vroom called valence. In the event the valence of the outcomes is high, the staff member wants the final results sufficiently to improve performance.

Does the worker need to execute at a higher level to earn the outcomes? Will powerful deliver the desired benefits? Expectancy theory calling this instrumentality.

If the worker will try hard, will they be able to perform at a high level? Will the worker consider they are capable of performing at a high enough level to secure the desired outcomes? That is called expectancy.

If the response to any of these questions is not a, the worker will never be motivated to do their finest in the problem (George, 193).

In the case of the pilots, it appears that pilots are frustrated at the first question. Due to economic stresses of working at airlines with increasing age business models that tend to be unprofitable or financially under great pressure, pilots have been asked to own salary increases frozen or have their benefits reduced (Eitel), or accept spending more time abroad to get their compensated flight time (George, 206). Overall, pilots at the major airlines have a tendency to be well paid out, so regardless of the NY Times article by Wald's promises that the pilots are unsatisfied with pay and what they need to do to get it, in general terms pilot pay is competitive with other highly skilled professional occupations. Entry-level pay at major airlines averages $36, 283 per season and tops out at around $160, 000 per time (McCartney). What appears to be a point of contention for the pilots is that we now have generational issues where some aged pilots have seen better times such as when pilots working international routes could bring in $300, 000 each year (ibid). And there is dissension in the ranks, as pilots working local routes or airlines receives a commission on a lesser range than those working at the major airlines (ibid). These pilots tend to be early on in their jobs and are logging hours in hopes to getting chosen by the majors. All informed though, it would be fair to state that pilots are generally able to get the outcomes they want from working as pilots. It seems that they have intrinsic drive to soar, and getting paid competitive wages to do it allows those to get paid to do a job they enjoy. Their annoyance seems to be one where they understand inequity between their current settlement system and a youthful one that was more lucrative.

In regard to the 2nd question, it holds true that pilots need to work at a high level of skills to do their job. Hackman and Oldham's Job Characteristics Model provides 3 factors called critical subconscious states that express how workers respond to the jobs that they come across (George, 221). This is a fruitful model for evaluating the job of your commercial air line pilot. These are the 3 critical psychological states:

Meaningfulness of the work


Knowledge of final results.

There is little uncertainty that the work of commercial air line pilot is significant enough for the pilots. They appear to like to fly, so the challenge of managing their equipment and achieving the goals of flying indicate point are things the pilots may possibly do on their own time in solo engine planes at their own charge. The Wald article establishes that they tend to be intrinsically determined to fly, so we can determine that this is of their work is not a detractor to pilot determination.

Responsibility is most likely a key issue for pilots. They have got an incredible responsibility with their customers, the fliers, and co-workers the cabin staff, and to their families and themselves to take flight the aircraft easily every single time they soar. Failure in this task is not an acceptable outcome as it would have catastrophic results. Thus there is a great deal of stress on pilots, as the Wald article highlights, they actually don't have the flexibility to gain access to mental health counseling as it could likely get them banned from flying by the FAA. Addititionally there is the problem of how much independence of action the pilots actually have in the role. To be certain they must act in a very regulated environment. Pilots are prepared for a great number of eventualities through flight simulators and training, nonetheless they tend to fly automatically, take guidelines from air traffic control, and must follow procedures compiled by the airline. We expect that they do not already have much liberty in undertaking their responsibilities.

Lastly, we ask what knowledge of final results do pilots have and exactly how does it have an impact on their performance? Obviously, pilots know when they have met the bare minimum standard for just about any journey, since it is landing safely and securely at their destination. But it also happens that pilots are seriously studied and monitored. They would are inclined to receive a great deal of feedback. The system pilots work in puts an focus on correcting their errors. So from a technical side they are probably given enough reviews, and maybe maybe even too much (Lempereur). Where they may well not receive enough feedback is in the aspect of their emotional link with the customer. Absent are the days when children would be allowed into the cockpit to see the captain soar the plane. There appears to be rift in the captain's capacity to connect to the fliers. If it's very important to pilots to meet customers and have the results of experiencing satisfied customers, this may be something that pilots aren't getting as a lot of in the post-9/11 environment of pilots being locked in the cockpit.

One of the pilots' key issues was their soaring schedules and having to be more versatile about being on the path to soar and having layovers. The example of only making 15 time of pay in 3 days and nights on the road was a salient feature of the demands to be a pilot in this environment. The pilots may possibly not schedule themselves that way. What might be considered a way to help make the pilots happier is always to organize them into self-managing teams and let them decide how they want to schedule themselves on a monthly basis or quarter. Providing them with control over one of these biggest de-motivators would probably give them the scheduling flexibility they seem to want and the inspiration to help everyone on their team meet both their personal and professional commitments.

From the view of expectancy then, we can say that pilots are de-motivated be a variety of factors. Compensation and benefits are somewhat high valence final results that to some extent appear to frustrate pilots. What appears to be the larger problem is that the pilots do not have a whole lot of confidence in the airlines senior management to keep carefully the airlines' business models profitable which could have highly adverse effects on the pilots' long-term job security (Eitel). The valence for job security is exactly what has led to union contracts that contain diminished overall settlement and increased negative hygiene factors like unpaid time on the road waiting for journey obligations. Pilots need to execute at a high level because of the burden of soaring safely each and every time they fly, regardless of whether they want to obtain high valence final results. This frustrates the instrumental linkage of high performance as a necessity to acquire rewards. For pilots, high job performance can be an avoidance of tremendous negative consequences; it isn't a supreme effort to succeed a whole lot as a essential first concept to avoid failure. Since high performance is not optional, it is unlikely to stimulate towards desired habits. And pilots must know they can perform at a rate high enough to earn rewards, given that they wouldn't normally be flying in any way if they cannot perform to standard. So for commercial aviation pilots, all three factors of the expectancy model of inspiration (valence, instrumentality, and expectancy) are frustrated or lacking, which means that according to this model pilots will have a tendency to not be determined to do their best work as their job happens to be structured. Missing one factor is enough to result in a failure to motivate. For any three to be negatively affected is a real problem. However, this probably still placed true even though pilots were "flying high". Motivating pilots appears to be a special circumstance that is more likely to be enhanced through evaluation and intervention predicated on the Hackman and Oldham Job Characteristics model (George, 217) or through basic job enrichment strategies (George, 214).

Organizational Justice Perspective

Organizational justice is the employees' point of view of fairness in organizations. It's the employees' understanding of how they may be treated by the managers and the entire company. After reading the article, "Airline Pilots Still Soaring, but No Longer Quite so High, " we recognized that the pool of pilots is divided in two communities: one who are complaining about the working conditions and one with individuals who are trying to ignore the negative factors about the work. However, there is a common feeling of discouragement and despair one of the pilots. They may be being cynical towards their respected companies and the way they are cared for. A lot of the pilots are intrinsically encouraged to do their job because they love soaring. However they are also getting tired of flying long hours for minimal money. Also, the working conditions aren't as effective as they used to be.

Organizational justice has four forms of justice perceptions: distributive justice, procedural justice, interpersonal justice and informational justice. In cases like this, pilots' perceptions are low on all the four kinds of justice perceptions. With reduced salaries and long hours of soaring, pilots are dissatisfied with the business. There were many layoffs in recent past. In the article, "Lufthansa pilots call off hit after talks with airline representatives" of Daily Reports and Examination, journalist Pramod Thakur things that the reason for the affect was a raise of total annual pay by 6. 4% and job security. Lufthansa is one of the primary airlines in the industry and this strike influenced almost 4, 000 plane tickets. This demonstrates the airline pilots are frustrated about the standard incentive of the work. This will likely lead to unhappy pilots and disgruntled customers who choose for other airlines. The business needs to recognize that their employees are their biggest customers and if they are unhappy, they can't ever keep carefully the customers happy.

Also, as the pilots don't have managers, they do not know how their performance is examined. There's a whole lot of ambiguity about the performance standards and this contributes to suspicion on the list of pilots whether they have been examined fairly or not. This makes their perceive low procedural justice. The airlines, however, still expect the pilots to work harder with low pay and with no reason provided. Airlines are reeling from the aviation industry's most severe year ever, where demand decreased faster than capacity could be cut, but workers have become progressively impatient with pressure from employers to tighten their belts (Sheahan).

The pilots are also low on informational and interpersonal justice perceptions. The biggest reason for these perceptions is basically because the pilots are usually independently with no managers handling them. This poses issues as they work singularly or in pairs, nor have anyone to seek help or advice from. According to the USA Today, a skilled pilot who lost his job at age 54 composed "To any young person thinking of flying for a job, I've one term: Beware!" This represents that there are very few visitors to whom a pilot can discuss future career plans. Also, if indeed they do a good job there may be no one to understand their work and this can lead to dissuasion on the list of pilots.

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