cyrilroy21
2nd Mar 2011, 16:20
MUMBAI: For two years now, his parents have religiously paid Rs 25,000 EMI on a Rs 30-lakh soft loan, to fund the training program for his commercial pilot licence (CPL). It therefore took a measure of gumption for Nitin Mayekar (name changed) to apply for another loan; this one, for Rs 15 lakh. He was convinced that in the current market, a CPL alone would not land him that coveted airline pilot job. Mayekar had to undergo specialized training on an A320 aircraft. Called type rating, it cost over a million rupees.
Till a few years ago, airlines paid for the type-training program of fresh CPL holders whom they recruited as trainee co-pilots. But with about 4,000 jobless CPL holders such as Mayekar, several penny-pinching airlines now call only jet aircraft type-rated pilots.
"A middle-class family can become really poor with one jobless CPL holder in the family," says Arun Mayekar, Nitin's father. The family took a Rs 30 lakh loan for his flying training in the US. The son returned in 2009 - at a time when airlines were deep in debt. Indian carriers had stopped recruiting trainee co-pilots-that is, fresh CPL holders -and slowed command training of their co-pilots eligible to be promoted to commanders. "I'm sure there are thousands like me who have ended up shouldering the EMI burden as their child could not get an airline job," he says.
Mayekar may be right in surmising so, as sources from the Directorate General of Civil Aviation (DGCA) say that over the past three years (till October 31, 2010), a total of 4,513 CPL licences were issued (See Box). In contrast, between 2008 and the end of 2010, airlines in India generated only about 200 co-pilot vacancies. What is worse is that only a few airlines such as Jet Airways present any hope to the jobless, fresh CPL holders. "All the other airlines recruit only type-rated pilots. Even Air India put up that criterion in their trainee co-pilot applications last year," says Sharada Pai, a widow whose second son, a qualified engineer, earned a CPL from the US in 2008. "Getting a CPL and a type-rating would mean spending about Rs 40-45 lakh," she adds. Her son is currently employed at a call centre. "My other son has been paying the EMI."
Even to remain jobless, costs CPL holders money. It pays to keep the licence and the instrument ratings current, an annual exercise. That apart, surprises await them during recruitment. Last year, a low-cost airline charged $400 as written entrance exam fee for trainee co-pilot applicants.
At the DGCA's Delhi headquarters-the only place to get an Indian pilot licence- every day, an average of four to five CPL licences are issued. By the weekend, the 10,700th CPL licence would be stamped and issued, says a source.
It would seem that the scenario is not bad for the fledglings if one were to look at the aircraft orders placed. Scheduled passenger airlines in India have about 400 aircraft on order. "If airlines really want cockpit crew for all these aircraft they have ordered, they have to accelerate induction of trainee co-pilots," says Capt Mohan Ranganathan, an air-safety expert. A pilot can fly only 1,000 hours a year. So, to have enough co-pilots and commanders in two to three years, airlines will have to plan its pilot training, he says.
"In every airline, one would find several co-pilots experienced enough to be promoted for command training, but are not... Only if these co-pilots move up, would there be vacancies for the CPL holders." The matter was also taken up by Indian Pilots Guild (IPG), Air India's recognized pilots union. "As a result of stagnation in pilot training, the company has perpetuated an artificial shortage of commanders," says the IPG letter sent to civil aviation minister this week.
Pilots with commercial licence jobless - The Times of India (http://timesofindia.indiatimes.com/city/mumbai/Pilots-with-commercial-licence-jobless/articleshow/7550602.cms)
Till a few years ago, airlines paid for the type-training program of fresh CPL holders whom they recruited as trainee co-pilots. But with about 4,000 jobless CPL holders such as Mayekar, several penny-pinching airlines now call only jet aircraft type-rated pilots.
"A middle-class family can become really poor with one jobless CPL holder in the family," says Arun Mayekar, Nitin's father. The family took a Rs 30 lakh loan for his flying training in the US. The son returned in 2009 - at a time when airlines were deep in debt. Indian carriers had stopped recruiting trainee co-pilots-that is, fresh CPL holders -and slowed command training of their co-pilots eligible to be promoted to commanders. "I'm sure there are thousands like me who have ended up shouldering the EMI burden as their child could not get an airline job," he says.
Mayekar may be right in surmising so, as sources from the Directorate General of Civil Aviation (DGCA) say that over the past three years (till October 31, 2010), a total of 4,513 CPL licences were issued (See Box). In contrast, between 2008 and the end of 2010, airlines in India generated only about 200 co-pilot vacancies. What is worse is that only a few airlines such as Jet Airways present any hope to the jobless, fresh CPL holders. "All the other airlines recruit only type-rated pilots. Even Air India put up that criterion in their trainee co-pilot applications last year," says Sharada Pai, a widow whose second son, a qualified engineer, earned a CPL from the US in 2008. "Getting a CPL and a type-rating would mean spending about Rs 40-45 lakh," she adds. Her son is currently employed at a call centre. "My other son has been paying the EMI."
Even to remain jobless, costs CPL holders money. It pays to keep the licence and the instrument ratings current, an annual exercise. That apart, surprises await them during recruitment. Last year, a low-cost airline charged $400 as written entrance exam fee for trainee co-pilot applicants.
At the DGCA's Delhi headquarters-the only place to get an Indian pilot licence- every day, an average of four to five CPL licences are issued. By the weekend, the 10,700th CPL licence would be stamped and issued, says a source.
It would seem that the scenario is not bad for the fledglings if one were to look at the aircraft orders placed. Scheduled passenger airlines in India have about 400 aircraft on order. "If airlines really want cockpit crew for all these aircraft they have ordered, they have to accelerate induction of trainee co-pilots," says Capt Mohan Ranganathan, an air-safety expert. A pilot can fly only 1,000 hours a year. So, to have enough co-pilots and commanders in two to three years, airlines will have to plan its pilot training, he says.
"In every airline, one would find several co-pilots experienced enough to be promoted for command training, but are not... Only if these co-pilots move up, would there be vacancies for the CPL holders." The matter was also taken up by Indian Pilots Guild (IPG), Air India's recognized pilots union. "As a result of stagnation in pilot training, the company has perpetuated an artificial shortage of commanders," says the IPG letter sent to civil aviation minister this week.
Pilots with commercial licence jobless - The Times of India (http://timesofindia.indiatimes.com/city/mumbai/Pilots-with-commercial-licence-jobless/articleshow/7550602.cms)