Pilot Shortage Turns to Crisis among Small US Cargo Carriers
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Pilot Shortage Turns to Crisis among Small US Cargo Carriers
Pilot Shortage Turns to Crisis among Small Cargo Carriers | Air Transport: Aviation International News
by Matt Thurber - AIN Online
Members of the Regional Air Cargo Carriers Association (RACCA) have felt the effects of the shortage of pilots even more acutely than their counterparts within the wider regional airline sector, as qualified applicants for cockpit vacancies among Part 135 and the smallest Part 121 carriers continue to dwindle in response to new regulatory requirements and other forces.
“We have a serious crisis going on in our industry,” said RACCA chairman and Empire Airlines CEO Tim Komberec during the group’s spring conference held recently in Phoenix. “There’s much debate about the pilot shortage in the United States and in the world, but there is absolutely no doubt that at our level where we perform, where we recruit pilots from and where we are on the food chain, we have an extremely serious problem and it has taken on crisis proportions. And the thing that is so worrisome is it’s going to affect all of us, not only the operators, not only our customers, but our members. We need to see if we can collectively find ways to find some solutions to help what’s going on.”
One of those solutions must center on encouraging more young people to join the profession, stressed Dr. Mark Taylor, one of the featured speakers at the conference. Taylor explained the key differences between baby boomer audience members and members of the young “generation next,” who populate the future pilot pipeline. “Boomers are retiring,” he said. “Next is all that is left. We’re leaving great jobs and we’re begging you to take our jobs. If you will learn to work with the ‘nexters,’ you will own the world.”
Taylor’s presentation underscored an issue that some RACCA members mentioned to AIN, that current new-hire pilots require far more training before they can begin flying.
Cargo-carrier Ameriflight has found that many new-hire pilots require additional training, often another week’s worth. “The quality of pilot candidates has degraded to where we have to completely change our training program,” said Ameriflight president Andrew Lotter. “We have to do remedial training. Situational awareness and IFR proficiency is where they’re deficient.”
Ameriflight operates 220 airplanes, including 50 Caravans from the purchase of Wiggins Airways last year. “The shortage hit us in August 2013,” he said. Back then, the company used to lose about five pilots a month, but the number suddenly jumped to 13 to 15 and stayed there. “We couldn’t catch up,” he said.
To stem the flow, Ameriflight raised its pay rates by about 20 percent last November, and another increase took effect recently. A senior Embraer EMB-120 captain now makes $89,000 per year, and a Piper Chieftain pilot $43,000 (up from $28,000).
Ameriflight has petitioned the FAA for an exemption to FAR 135.243c, which requires pilots flying IFR to have logged at least 1,200 hours of flight time. The exemption sought a reduction to 1,000 hours, but the industry has seen little movement for more than two years at the FAA other than a recent request for more information.
RACCA members appeared universally dismayed at the new ATP-Certification Training Program (CTP), a result of Public Law 111-216 enacted under pressure from families of victims of the Colgan Air 3407 accident. Under the new FAA regulations that resulted from that law, ATP applicants now require substantially more training, including 10 hours of simulator training, six of which must occur in a level-C full-flight simulator. Not only did the law raise the cost of obtaining the ATP, but new requirements for ATP instructors mandate that they have at least two years of air carrier experience. The new standards make it harder for operators to find pilots with ATPs and also represent a significant obstacle for pilots trying to build time to reach the minimum 1,500 hours to quality for the license.
John Duncan, director of the FAA’s Flight Standards Service, attended the entire RACCA conference and tried to assuage some of the members’ concerns. He assured members that the FAA is working on rulemaking that would allow time-building pilots to log legitimate flight time in the right seat of a twin-engine airplane that normally needs a single pilot. “The process takes some time,” he said. “We are pushing that to the top.” As for the Ameriflight exemption to lower the number of hours required to fly as pilot-in-command under IFR, he added, “we’re working that as well. We understand the urgency.” Flooded with unmanned aircraft exemption requests, the FAA has become overwhelmed, he indicated. “Our resources are strained,” said Duncan.
by Matt Thurber - AIN Online
Members of the Regional Air Cargo Carriers Association (RACCA) have felt the effects of the shortage of pilots even more acutely than their counterparts within the wider regional airline sector, as qualified applicants for cockpit vacancies among Part 135 and the smallest Part 121 carriers continue to dwindle in response to new regulatory requirements and other forces.
“We have a serious crisis going on in our industry,” said RACCA chairman and Empire Airlines CEO Tim Komberec during the group’s spring conference held recently in Phoenix. “There’s much debate about the pilot shortage in the United States and in the world, but there is absolutely no doubt that at our level where we perform, where we recruit pilots from and where we are on the food chain, we have an extremely serious problem and it has taken on crisis proportions. And the thing that is so worrisome is it’s going to affect all of us, not only the operators, not only our customers, but our members. We need to see if we can collectively find ways to find some solutions to help what’s going on.”
One of those solutions must center on encouraging more young people to join the profession, stressed Dr. Mark Taylor, one of the featured speakers at the conference. Taylor explained the key differences between baby boomer audience members and members of the young “generation next,” who populate the future pilot pipeline. “Boomers are retiring,” he said. “Next is all that is left. We’re leaving great jobs and we’re begging you to take our jobs. If you will learn to work with the ‘nexters,’ you will own the world.”
Taylor’s presentation underscored an issue that some RACCA members mentioned to AIN, that current new-hire pilots require far more training before they can begin flying.
Cargo-carrier Ameriflight has found that many new-hire pilots require additional training, often another week’s worth. “The quality of pilot candidates has degraded to where we have to completely change our training program,” said Ameriflight president Andrew Lotter. “We have to do remedial training. Situational awareness and IFR proficiency is where they’re deficient.”
Ameriflight operates 220 airplanes, including 50 Caravans from the purchase of Wiggins Airways last year. “The shortage hit us in August 2013,” he said. Back then, the company used to lose about five pilots a month, but the number suddenly jumped to 13 to 15 and stayed there. “We couldn’t catch up,” he said.
To stem the flow, Ameriflight raised its pay rates by about 20 percent last November, and another increase took effect recently. A senior Embraer EMB-120 captain now makes $89,000 per year, and a Piper Chieftain pilot $43,000 (up from $28,000).
Ameriflight has petitioned the FAA for an exemption to FAR 135.243c, which requires pilots flying IFR to have logged at least 1,200 hours of flight time. The exemption sought a reduction to 1,000 hours, but the industry has seen little movement for more than two years at the FAA other than a recent request for more information.
RACCA members appeared universally dismayed at the new ATP-Certification Training Program (CTP), a result of Public Law 111-216 enacted under pressure from families of victims of the Colgan Air 3407 accident. Under the new FAA regulations that resulted from that law, ATP applicants now require substantially more training, including 10 hours of simulator training, six of which must occur in a level-C full-flight simulator. Not only did the law raise the cost of obtaining the ATP, but new requirements for ATP instructors mandate that they have at least two years of air carrier experience. The new standards make it harder for operators to find pilots with ATPs and also represent a significant obstacle for pilots trying to build time to reach the minimum 1,500 hours to quality for the license.
John Duncan, director of the FAA’s Flight Standards Service, attended the entire RACCA conference and tried to assuage some of the members’ concerns. He assured members that the FAA is working on rulemaking that would allow time-building pilots to log legitimate flight time in the right seat of a twin-engine airplane that normally needs a single pilot. “The process takes some time,” he said. “We are pushing that to the top.” As for the Ameriflight exemption to lower the number of hours required to fly as pilot-in-command under IFR, he added, “we’re working that as well. We understand the urgency.” Flooded with unmanned aircraft exemption requests, the FAA has become overwhelmed, he indicated. “Our resources are strained,” said Duncan.
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Considering the financial , time and academic commitment required to undertake study to become a professional airline pilot , as well as the current demands of the market , it is long overdue that these pilot are paid for their skills and ability.
The pendulum will swing back eventually , but in the meantime it's a welcome change in an industry that traditionally has taken advantage of young pilots.
Whether the cost is in innovation , amalgamation or solvency , at least the USA has drawn a line that says safety through training and experience will take priority over the business lobby's attempt at the minimal approach.
The pendulum will swing back eventually , but in the meantime it's a welcome change in an industry that traditionally has taken advantage of young pilots.
Whether the cost is in innovation , amalgamation or solvency , at least the USA has drawn a line that says safety through training and experience will take priority over the business lobby's attempt at the minimal approach.
$89,000 for a senior captain?
No wonder they can't attract applicants. My flight attendants make more than that. Every time some industry association starts whining about the dearth of applicants there is usually a poor wage problem.
Just for reference, I last flew freight in 1984 in a turboprop. I was paid $78,000 then.
Just for reference, I last flew freight in 1984 in a turboprop. I was paid $78,000 then.
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The industry is complaining about the lack of qualified applicants, especially at the regional level but when you consider they are offering $20-25/hr to start,they deserve what they get! Unless you are living at home, not too many folks can live on $1600-2000 a month before taxes. My first airline job was back in 1989 and sadly not much has changed for new joiners.
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Pay Issues
The Pilot's Union is the US has surveyed and determined that the so called "pilot Shortage" is a complete myth. The issue is a shortage of pay.
The problem actually arose several years ago when the regional airlines were able to stave it off a while. The regionals simply lowered the entry qualifications so that many new hires were non the wiser to the effects of such low salaries. The 1500-2000 hour people were a bit older and had 4-5 more years of maturing to realize the consequences of such low salary.
Common in the US is a newly graduated pilot from a university program with 65,000 USD in debt. This guy will need to spend at least 10,000 USD more to get his CFI ratings, and then 4 years of time building to reach the 1500 hour ATP requirement. During the time building phase, they will usually get a job that pays more than their CFI job. By the time they get an offer from a regional, thay can be making twice as much as the salary they will be offered by a regional. They just can't afford it.
That 65,000 USD debt carries a monthly payment of around 1.200 USD. Staggering debt for such a low salary.
I teach in the mid-west, and the lowest time CFI has 1,200 hours. Almost all have over 2,000 total hours, and they are not applying.
This pilot shortage is still being trumped up.
The problem actually arose several years ago when the regional airlines were able to stave it off a while. The regionals simply lowered the entry qualifications so that many new hires were non the wiser to the effects of such low salaries. The 1500-2000 hour people were a bit older and had 4-5 more years of maturing to realize the consequences of such low salary.
Common in the US is a newly graduated pilot from a university program with 65,000 USD in debt. This guy will need to spend at least 10,000 USD more to get his CFI ratings, and then 4 years of time building to reach the 1500 hour ATP requirement. During the time building phase, they will usually get a job that pays more than their CFI job. By the time they get an offer from a regional, thay can be making twice as much as the salary they will be offered by a regional. They just can't afford it.
That 65,000 USD debt carries a monthly payment of around 1.200 USD. Staggering debt for such a low salary.
I teach in the mid-west, and the lowest time CFI has 1,200 hours. Almost all have over 2,000 total hours, and they are not applying.
This pilot shortage is still being trumped up.
japandwell,
I'd tend to agree the pilot shortage is overstated for the USA; much of the misery self-inflicted by people other than the worker bees. It's a complex puzzle with many moving parts. Here's a link to the most objective treatment of the subject I've seen to date. I think it's actually a doctoral thesis...rather a lengthy pdf but worth the time to read for those who try to understand what's happening here in the USA:
Air Transport Pilot Supply and Demand: Current State and Effects of Recent Legislation | RAND
I'd tend to agree the pilot shortage is overstated for the USA; much of the misery self-inflicted by people other than the worker bees. It's a complex puzzle with many moving parts. Here's a link to the most objective treatment of the subject I've seen to date. I think it's actually a doctoral thesis...rather a lengthy pdf but worth the time to read for those who try to understand what's happening here in the USA:
Air Transport Pilot Supply and Demand: Current State and Effects of Recent Legislation | RAND
It's not just pay, but promotion and recognition of previous experience. Those making the hiring decisions at the majors have very specific and limiting criteria. I had 7000 total time when I quit the biz, including 5K PIC and 3K twin turbine PIC. But all that meant nothing because it wasn't jet time, just t-prop. My only option to get into the airlines remains the right seat in the regionals, and that's never gonna happen. Only way I would even consider going back would be DEC into at least a large RJ. Even in the current situation, I don't see any company being that desperate yet.
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Uh, a turboprop is not a jet, and you're not qualified to sit in the left seat of one without some experience. Nobody in their right mind is going to let you sign for the jet unless you have the requisite JET hours.
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Now for the majors hire 20-30 pilots out of 200-300 applications a month
and few years back pick and choose from 500-600 a month,this mean shortage of pilot.
The majors they look 10-15 years ahead and the constant decline of applications is a concern
and few years back pick and choose from 500-600 a month,this mean shortage of pilot.
The majors they look 10-15 years ahead and the constant decline of applications is a concern
Uh, a turboprop is not a jet, and you're not qualified to sit in the left seat of one without some experience. Nobody in their right mind is going to let you sign for the jet unless you have the requisite JET hours.
In the SW corner of Asia, there is a company that has been taking Q400 captains with zero jet experience straight into the LHS of 737NG for last couple of years.
No problems observed so far.
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There is no prohibition against hiring turboprop pilots into jets in the U.S.
But there's a balance, companies that have a healthy pool of applicants will require more experience if they're a start-up company or an established company hiring DECS.
Getting hired by a major airline with just turboprop time is very feasible. If the other pieces of your resume are there, except you have tprop time instead of jet time, you'll be competitive.
But there's a balance, companies that have a healthy pool of applicants will require more experience if they're a start-up company or an established company hiring DECS.
Getting hired by a major airline with just turboprop time is very feasible. If the other pieces of your resume are there, except you have tprop time instead of jet time, you'll be competitive.
