According to their adds. Envoy and Endeavor FOs earn 60K per year (incl. bonus)

Endeavor's pay is 27k a year ($30x75x12). Everything else is bonus and per diem.

Envoy's pay is bit better, 34,200 ($38x75x12). Not sure if they're counting per diem to get to 60k.

Set the hook while they're young....Envoy and Auburn University:

Envoy Signs Auburn University as Cadet Program Partner

So, Republic will increase fleet size 10% this year ? Will headhunting be required ? But the shortage...

https://centreforaviation.com/news/r...et-type-668353

Republic won't have problem finding pilots. They have a good signing bonus, highest first year pay, strong new contract, just got out of bankruptcy, all E170/175 fleet and they own most of the planes, upgrade time is dropping and only being helped with the addition of 6 E170s (Delta owned and transferred from Compass), 12 E175s (United owned), and the return to the line of 6 Ejets on the American side (were parked during the bankruptcy).

Yep, that'd be my guess too. The wheels just continue turning despite predictions of the world ending. Kinda interesting.

Of course there's always this option: MORE AUSSIES !!!! ;-)))

Send a boat Down There and get a bunch more.

The real shortage hasn't hit yet. It has been a pay shortage, and now that pay at the entry level has increased, lots of guys have come out of the woodwork. Also, I believe that all this advertising of a pilot shortage has been motivating young people to get into aviation. I know guys going from 0hours to right seat at a part 121 company in under 2.5 years right now.

Be careful bafan, you don't want to get the whinging ones :}

The next one heading over there is a good bloke, a little bit nuts, but a good bloke :ok:

People who don't whinge can't be airline pilots ! I think it's an FAR or something...

I'll send you a PM.

FAA Data Shows Airline-Ready U.S. Pilot Numbers Tumbling

Certification changes have in part created far-reaching effects.

Recent data indicates that pilot certification changes have had far-reaching effects on pilot certification levels for commercial and ATP pilots.

Following the FAA's 2013 change in certification requirements for becoming an ATP-rated pilot, a requirement for hiring by Part 121 carriers, FAA data shows the number of ATP practical tests being administered in the United States is declining, following two years of declining numbers of applicants for the ATP knowledge exam. ATP numbers peaked in 2016 at over 8,000 certificate issuances. If the current monthly trend continues this year, that number is expected to reach only about 3,300.

Additionally, the overall number of pilots earning commercial multi-engine certificates has remained flat while the percentage of those tests being completed by U.S. pilots has declined significantly. In 2007, fully two-thirds of commercial multi-engine certificates went to U.S. citizens. By the end of last year, U.S. citizens earned slightly less than half the multi-engine commercial certificates issued in this country.
While the number of non-U.S. pilots training in flight schools here is increasing, most non-U.S. pilot graduates eventually depart for cockpit careers in other parts of the world, making them unavailable to fill any U.S. commercial pilot positions. These students provide valuable flight time to U.S. instructors employed at flight schools, experience that will eventually lead them to qualify for their own ATP certificate and feed the pilot demands here in the states, but with fewer U.S. commercial qualified pilots, the overall number available for airline employment will likely decline.

These numbers indicate that flight departments not already experiencing a shortage of pilots are going to begin seeing one in the near future.

FAA Data Shows Airline-Ready U.S. Pilot Numbers Tumbling | Flying Magazine

ps I am Australian, and the last pilot I employed to fly for the company in the US I work for was a Kiwi. Why? No Americans who have the qualifications for this job are available ( I need single pilot IFR Multi engine turbine pilots who have at least 4000 hours and practically everyone with those qualifications has been taken by the airline/cargo carriers already). I have been working with these problems of the pilot shortage (yes, it is real and yes, it is due to the FAA regulatory change in 2013) for years and I see it going on for at least 8 years even if the 1500 hour/ATP rule was cancelled today because it will take that long for a prospective newbie to be able to do the job. I forecast that within a few years, the accents you hear on the radios of US Regional and Mainline carriers will be foreign. If you have trouble understanding a Korean pilot speaking English now, don't worry, you will get used to it.

Boof,

What's the fix for this ?

Change the stupid 1500 hour/ATP rule to something closer to what was required before so that youngsters will be motivated to enter the profession again. Wait 8 to 10 years and the problem will fix itself.

Air Wisconsin update:

Air Wisconsin Announces Enhanced Industry-Leading Pilot Hiring Incentives

Boof,

I'll agree with that but would it alleviate the issue you have with the unavailable supply of "...single pilot IFR Multi engine turbine pilots who have at least 4000 hours..." for your operation ?

Did your recent Kiwi hire have a green card or did you assist him in the visa process ?

He has a green card, luckily. We are teaching him how to talk proper.

How 'bout hiring some Canadians??? The US airlines could easily end their "shortage" if they opened up to foreign pilots. I'm sure however that has to do more with US immigration policy, rather than airlines not wanting foreigners.

You have a low paid operation. There's almost always been a 1500 minimum. Ether officially or unofficially. Stop blaming Faa ATP mins for your failure to recruit talent. Try paying more. You've been called out for this on another forum.

Just enroll him in something like this:

ESL: English as a Second Language - Free English learning resources

Canada has Developing pilot shortage...

Personally I've never considered the fact that the FO having low hrs was a major safety concern.. everyone has to learn their skills and gather experience. My concern was the quality of their training with LoCo regional operators and the fact that the pilot in the left seat may have minimal command experience. By the time that many 'captains' have acquired sufficient experience they make a career move away from the regionals.
Having said that, when we consider the environment that regional turboprop crews operate within, small under equipped airports, hostile terrain, lower altitude weather patterns added to the number of sectors flown on a typical day and to the basic accommodation to be expected away from base I'd say that the safety record is on the whole pretty creditable. Yes we can point to Buffalo and a couple of other tragic events but we're not short of major accidents involving highly experienced, highly paid crews of major airlines where the crews performance can only be described as downright appalling.
I would prefer that the focus was less on minimal FO experience and greater monitoring of performance and qualifications for sitting in the left seat.