Pilot shortage
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Pilot shortage aside, it will take a massive increase in money to lure me home, why would I want to keep at it till im 65 when by the time im 50 in the overseas world I'll have enough to retire. The shortage is a myth...its a pay shortage.
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The shortage is a myth...its a pay shortage.
It will consequently take a period of time for a noticeable change to occur.
However the more acute the more obvious it becomes.
For those practicing the dark art of IR/HR the realisation that their models for recruitment, remuneration and indeed employee control no longer are valid will be a painful process. Heck they may even have to treat people with respect, not just weasel words...
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It was interesting to hear the AMA (Aust Medical Assoc) in the media the other week pointing out that we have to increase the pay of our rural GP's to encourage them to go there.
Of course GP's are an essential rural service and are (effectively) paid by our taxes.
Wouldn't it be wonderful if rural aviation, which is also an essential rural service, was pushed the same way.
Of course GP's are an essential rural service and are (effectively) paid by our taxes.
Wouldn't it be wonderful if rural aviation, which is also an essential rural service, was pushed the same way.
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Here is the scale of the problem just in Japan over the next decade +. By my ballpark calculation, Japan will need to train about 5,500 additional pilots over the next 12 to 15 years based on the numbers in the article.
Who is going to bear the financial risk for the trainees for those unable to get a part loan?
This is the nub of the problem for operators. Nobody wants to bear the risk of spending a very large sum of money only to realise the candidate is not suitable. No operator is going to guarantee a job without a qualification, and few potential pilots are going to take an all-or-nothing risk without a guarantee of a job?
Ultimately national governments will probably have to subsidise some of the risk for both the potential pilot and the operators to solve this dilema.
Interest-free loan program takes off to aid Japan's future pilots
Who is going to bear the financial risk for the trainees for those unable to get a part loan?
This is the nub of the problem for operators. Nobody wants to bear the risk of spending a very large sum of money only to realise the candidate is not suitable. No operator is going to guarantee a job without a qualification, and few potential pilots are going to take an all-or-nothing risk without a guarantee of a job?
Ultimately national governments will probably have to subsidise some of the risk for both the potential pilot and the operators to solve this dilema.
Interest-free loan program takes off to aid Japan's future pilots
Starting from next academic year, a select number of students dreaming of becoming airline pilots will be eligible to borrow a total of 5 million yen interest free under a new financial aid system called "mirai no pilot" (future pilots).
The funds are being provided by the freshly founded aircraft pilot scholarship foundation, whose representatives include four private universities offering piloting courses -- J. F. Oberlin University, Tokai University, Sojo University and the Chiba Institute of Science -- together with vocational school Japan Aviation Professional College, and New Japan Aviation Co., which offers flight training programs. ANA Holdings Inc. and Japan Airlines Co. will partly cover the cost of operating the foundation and will help select students for the program based on entrance exam scores, English language ability and other factors. The aid is to be repaid 10 years after graduation.
It is hoped the system will help to secure urgently needed pilots as the popularity of low-cost carriers (LCC) and airlines' demands grow. According to the Ministry of Land, Infrastructure, Transport and Tourism's Flight Standards Division, there were 6,389 pilots belonging to Japan's main domestic airlines as of January 2017. In order to meet the central government's goal of having 60 million foreign tourists visit Japan annually by around 2030, Japan will need an estimated 8,500 pilots by then. However, 54 percent of current pilots are aged 45 or older, and are expected to retire in large numbers around 2030.
In expanding their operations, LCCs have already experienced a widespread pilot shortage. Companies including Osaka Prefecture-based Peach Aviation Ltd. and Chiba Prefecture-based Vanilla Air Inc. had to cut at least 2,000 flights in 2014 due to aircraft captains taking sick leave or retiring. Sapporo-based AIRDO Co. also announced a plan to suspend a total of 60 flights in November 2017 and this February due to losing aircraft captains and other pilots to retirement.
As for aviation schools at private universities, Tokai University became the first to offer a course in 2006, with Oberlin, Sojo and the others following its lead. In order to operate a plane, pilot candidates need to acquire a license for each type of aircraft, a commercial pilot license requiring 200 hours of flight experience, among other conditions, as well as an instrument rating to follow the directions of air traffic controllers.
Through the six organizations that created the financial aid system, it is possible to acquire a commercial pilot license and other required certifications, but the cost of training at both domestic and international facilities -- not included in tuition costs -- can run from 9 million to 15 million yen, which is an extremely heavy burden for many students to bear.
"It takes years to raise students to become aircraft captains," says foundation representative and J. F. Oberlin University Chancellor Toyoshi Satow. "Using this system, we would like to cultivate outstanding pilots who fly safely."
Starting from next academic year, a select number of students dreaming of becoming airline pilots will be eligible to borrow a total of 5 million yen interest free under a new financial aid system called "mirai no pilot" (future pilots).
The funds are being provided by the freshly founded aircraft pilot scholarship foundation, whose representatives include four private universities offering piloting courses -- J. F. Oberlin University, Tokai University, Sojo University and the Chiba Institute of Science -- together with vocational school Japan Aviation Professional College, and New Japan Aviation Co., which offers flight training programs. ANA Holdings Inc. and Japan Airlines Co. will partly cover the cost of operating the foundation and will help select students for the program based on entrance exam scores, English language ability and other factors. The aid is to be repaid 10 years after graduation.
It is hoped the system will help to secure urgently needed pilots as the popularity of low-cost carriers (LCC) and airlines' demands grow. According to the Ministry of Land, Infrastructure, Transport and Tourism's Flight Standards Division, there were 6,389 pilots belonging to Japan's main domestic airlines as of January 2017. In order to meet the central government's goal of having 60 million foreign tourists visit Japan annually by around 2030, Japan will need an estimated 8,500 pilots by then. However, 54 percent of current pilots are aged 45 or older, and are expected to retire in large numbers around 2030.
In expanding their operations, LCCs have already experienced a widespread pilot shortage. Companies including Osaka Prefecture-based Peach Aviation Ltd. and Chiba Prefecture-based Vanilla Air Inc. had to cut at least 2,000 flights in 2014 due to aircraft captains taking sick leave or retiring. Sapporo-based AIRDO Co. also announced a plan to suspend a total of 60 flights in November 2017 and this February due to losing aircraft captains and other pilots to retirement.
As for aviation schools at private universities, Tokai University became the first to offer a course in 2006, with Oberlin, Sojo and the others following its lead. In order to operate a plane, pilot candidates need to acquire a license for each type of aircraft, a commercial pilot license requiring 200 hours of flight experience, among other conditions, as well as an instrument rating to follow the directions of air traffic controllers.
Through the six organizations that created the financial aid system, it is possible to acquire a commercial pilot license and other required certifications, but the cost of training at both domestic and international facilities -- not included in tuition costs -- can run from 9 million to 15 million yen, which is an extremely heavy burden for many students to bear.
"It takes years to raise students to become aircraft captains," says foundation representative and J. F. Oberlin University Chancellor Toyoshi Satow. "Using this system, we would like to cultivate outstanding pilots who fly safely."
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If pilots are on the 457 list, should they not also be on the National Skills Needs list? https://www.australianapprenticeship...lls-needs-list
If these apprenticeships are still a thing, then flight instructors, which meet the requirement of a CERT IV level for VET, could be employed as apprentices at least until they build enough time to earn an ATPL. As the schools would be paying out less money of their own to employ those instructors, they could then lower the cost of training, which would, at least theoretically, make training available to more people.
Has this been discussed already? I didn't find it in my quick search.
If these apprenticeships are still a thing, then flight instructors, which meet the requirement of a CERT IV level for VET, could be employed as apprentices at least until they build enough time to earn an ATPL. As the schools would be paying out less money of their own to employ those instructors, they could then lower the cost of training, which would, at least theoretically, make training available to more people.
Has this been discussed already? I didn't find it in my quick search.
Last edited by Aloha_KSA; 16th Jan 2018 at 03:52.
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It's not only training accessibility, which is problematic., it was never easy anyway. The biggest problem is a gap between end-of-training experience and the expected hireable experience. In the past this gap was closeable with GA operations. Now it is far harder for the newly trained pilots to get to the point where they become sufficiently experienced for larger operations.
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More to life than money
I'm very thankful I don't view my job as a financial means to a finishing line in a race that I want to end as quickly as possible.
Call me strange...but I actually really enjoy going to work. I manage to keep a decent work/life balance and I think there will probably be a fair bit of disappointment when I do have to hang up the wings one day.
I worked overseas for a decade but really enjoy being home again despite the lower salary.
Horses for courses...
PG
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It's not only training accessibility, which is problematic., it was never easy anyway. The biggest problem is a gap between end-of-training experience and the expected hireable experience. In the past this gap was closeable with GA operations. Now it is far harder for the newly trained pilots to get to the point where they become sufficiently experienced for larger operations.
and that's the crux of the problem.
Everyone says "just head up north", but how many GA operations actually exist "up north" that actually take fresh CPL's?
I've seen it a bunch of times on this forum, fresh CPL's ask for info about going north and get a response of "just google it" or "get off your computer and go there and find out for yourself", but does this really help anyone?
Their seems to be an attitude of "In my time I just did X and it worked out for me so you have to do that too", but what does that achieve?
The fresh CPL's don't want to be handed a job as a lot of people claim. The more experienced people shouldn't be actively discouraging people from starting an aviation career though.
A 200 hour pilot needs to go to places nobody wants to go. Cattle Stations, Farms and remote communities. The Aus aircraft register wil give you an idea of the numerous private operations available. There are no neon signs saying “200 hour pilot apply here”. Most first jobs are private ops with other work attached. This might be station hand, hangar rat etc. Since the beginning of time there have been those that will pack the car up and go. Then there are those that won’t. That’s just human nature. It’s extremely daunting driving off west in the hope to crack the first job. Just comes down to how much you want it. None of this sort of stuff can be explained to someone that hasn’t done it even if they are a pilot let alone a member of HR. Most ex GA guys wouldn’t bother explaining it, there’s no point.
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A 200 hour pilot needs to go to places nobody wants to go. Cattle Stations, Farms and remote communities. The Aus aircraft register wil give you an idea of the numerous private operations available. There are no neon signs saying “200 hour pilot apply here”. Most first jobs are private ops with other work attached. This might be station hand, hangar rat etc. Since the beginning of time there have been those that will pack the car up and go. Then there are those that won’t. That’s just human nature. It’s extremely daunting driving off west in the hope to crack the first job. Just comes down to how much you want it. None of this sort of stuff can be explained to someone that hasn’t done it even if they are a pilot let alone a member of HR. Most ex GA guys wouldn’t bother explaining it, there’s no point.
I appreciate the response and I get what you are saying, but I disagree that there is no point explaining it. I would think that a lot of fresh CPL's would appreciate the advise. Everything doesn't need to be explained to Nth degree, but surely there is a point between "Just head north and figure it out yourself" and "200 hour pilot apply here" neon signs.
Everyone says "just head up north", but how many GA operations actually exist "up north" that actually take fresh CPL's?
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Keep seeing more and more job ads, yet bugger all increases in pay and conditions... who will cave first that’s the question! - ChaseIt
That there is EXACTLY the issue!
Some Airline managements overseas recognised it long ago and increased T's & C's to attract the crew & "save face", as it was very much a cultural pressure at play... not being the one responsible for having expensive aircraft parked against the fence. Fingers were pointed and managers responsible lost their jobs!
Now Australia...
plenty of serious stern looks across Boardroom tables as pens are pushed around... meetings had with plenty of big fluffy words from HR & Consultants BUT STILL NO INCREASE IN TERMS & CONDITIONS!
Australia is an expensive, litigious and bureaucratic place now, regardless of all the lovely words mentioned previously like
Yes, each to their own, regarding personal circumstances plus the good point made earlier on generational capacities of the Baby-boomers etc etc.
Until more $$ are on the table for those at the coal face INSTEAD of bonuses for the Million Dollar muppets responsible for this, pilots (& engineers) will continue to flock overseas to gain respect, dollars and their early retirement.
That there is EXACTLY the issue!
Some Airline managements overseas recognised it long ago and increased T's & C's to attract the crew & "save face", as it was very much a cultural pressure at play... not being the one responsible for having expensive aircraft parked against the fence. Fingers were pointed and managers responsible lost their jobs!
Now Australia...
plenty of serious stern looks across Boardroom tables as pens are pushed around... meetings had with plenty of big fluffy words from HR & Consultants BUT STILL NO INCREASE IN TERMS & CONDITIONS!Australia is an expensive, litigious and bureaucratic place now, regardless of all the lovely words mentioned previously like
Yes, each to their own, regarding personal circumstances plus the good point made earlier on generational capacities of the Baby-boomers etc etc.
Until more $$ are on the table for those at the coal face INSTEAD of bonuses for the Million Dollar muppets responsible for this, pilots (& engineers) will continue to flock overseas to gain respect, dollars and their early retirement.