Yep, there must be some pressure on that sector of the industry.

Quite a few are jumping to the regionals now with these programs. GoJet and TSA have had these programs, and some of the American WO as well. Quite a few Army helicopter pilots do not need the transition programs as well since many get some King Air time or other fixed wing time, but I have a friend in the Army National Guard who has guys call me all the time asking about getting into the regionals and making the transition to fixed wing.

Z,

I guess that's no surprise these days. I knew the Army had some FW but didn't know what portion of their total pilot cadre actually got FW time.

Sounds like a win-win deal for all concerned.

Found this about Air Wisconsin and Canadians. This is the first I've seen on it and their website doesn't mention it. But the original post was a rather definitive statement:

https://www.airlinepilotforums.com/a...ilots-awi.html

Upon further digging, this: "...2018 candidates have already been selected...". Do they mean visa candidates ? It'd seem unlikely they mean all people to be hired in 2018:

“We are currently accepting some visas and could possibly offer the required assistant to sponsor your visa. If you need a H1B visa, this is done in April each year. Although our candidates for 2018 have already been selected, to be considered for 2019, please apply between October and December 2018.”


Some U.S. regional airlines are now sponsoring Canadians for the H1B Vis - AVCANADA

It appears they won't help with FAA licenses the way it's being done for Aussies but isn't there a process that makes TC-FAA conversion a little easier ?:

"2. At time of hire you must possess all FAA certifications and rating required by the FAA to operate as a commercial pilot "

The FAA-TC reciprocal agreement just requires getting the medical and taking the knowledge test. No practical test is required.

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_61-135A.pdf

Z,

Thanks. I had a dim recollection of some kind of deal like that but hadn't really dug for info.

Sounds pretty easy...all things considered. I tried reading it but felt brain cells imploding in death spasms. Lots of variations on a theme in those 44 pages.

So, here's a question involving a hypothetical young Canadian with ~1500 hours:

Assuming a person without an TCCA ATP, a person with a TCCA CPL/IR can apply for/receive the FAA equivalent via the process and then, if having the flight time totals/breakdown, get the ATP-CTP from AW's program and then jump to the FAA ATP in AW's training program ?

I don't see the question. If the airline is getting you the visa and you go through the TC-FAA conversion process you would be like anyone else applying for the job. Right to work in the US? Check. Fourteen hundred and ninety hour commercial ME/IR? Check. Good to go.

MI,

Well, it's not the best question I've ever asked.:( More rhetorical than inquisitive, I guess.

I was just musing . It's what we do here at Ye Olde Pilot Home.

If a person went for an FAA ATP, he'd have to have that ATP-CTP course:

"4. An applicant for an FAA ATP Certificate with an airplane category and multiengine class rating after July 31, 2014 must present a graduation certificate from an authorized training provider for the ATP CTP at the time of application for the appropriate FAA ATP knowledge test."

So, if a person with a TCCA ATP wanted to get an FAA ATP but didn't want to cough up $5K for that course, he'd probably just get the FAA CPL and let the airline foot the bill for the course under the Air Wisconsin scenario.

Additional question is how many Canadians have availed themselves of this license pathway at the CPL/ATP level. I looked here for a breakdown and didn't see it addressed. Maybe you can find it:

https://www.faa.gov/data_research/av...en_statistics/

Ah, musing, yes. And Zond left out the ATP-CTP. The FAA created it under pressure from Congress after the Colgan crash in Buffalo. It was easier for them to say everyone must complete it but I think it's a waste of time for military fixed wing pilots and foreign ATPs. It's meant to bridge the knowledge gap between flight instructing in light airplanes and operating transport category jets. So it would be cheaper to just get the FAA commercial and let the regional pay for the CTP and ATP. Not sure if you hold a Canadian ATP if you can back it down and just apply for the FAA commercial.

So, the US regionals are turning to Canadian pilot supply.

Does this mean there's an Aussie shortage ? ;)

Yeah I left out the ATP-CTP. No way around that these days. But in reference to the OP, I had in mind just converting to the Commercial and letting the employer pay for the ATP-CTP.

Interesting times though.

Yes, if someone just holds a Canadian commercial they can convert it to a FAA with minimal hassle and then have a regional cover the cost of the CTP and ATP.

Stumbled around and found this re Air Wisconsin and H1B visas. Looks like 9 pilots in the last two(ish) years but I don't see a country of origin for those 9 people:

Air Wisconsin, Jobs & Salary for Foreign Workers | myvisajobs.com

Compass just sweetened the pot a little bit:

“…the extension includes an agreement to allow new hire First Officers with previous 121 experience to carry over longevity from their previous carrier, as well as the ability to offer new hire pilots a signing bonus.“

Compass Airlines Reaches Agreement with Pilot Union on Two-Year Contract Extension

The link lacks a bit of detail and context but would this Horizon Air pathway program compete with AA's three wholly-owneds "flow" arrangements for attracting new blood into Regional World ? :


“If you have your sights set on flying for Alaska, the Pilot Pathways Program makes it a no-hassle proposition. Alaska Airlines commits to hiring at least 30% of its new hires from Horizon Air.”

“Fly with Horizon, working toward Alaska minimums. Alaska will perform quarterly reviews of your performance."

"Once you meet minimums and perform to Alaska’s standards, you’ll be offered a seat with Alaska automatically (in seniority order), and slotted for training.”

https://horizonair-pilot.jobs/pilot-...pment-program/

I don't know how it compares to other Airlines' programs, but it represents a huge reversal in policy for the Alaska Air Group. There was a time when Alaska would not hire someone employed at Horizon. If you had Alaska as your ultimate career goal, taking a job at Horizon was a kiss of death.

The world has changed and some airlines change, some don't. I think what we are seeing is just desperation. Alaska know that if they don't offer pathway from Horizon then Horizon won't get any new hires. If Horizon folds they will have to take regional flying back in house meaning more pilots and bigger wage bill.

Next step FAA licenced pilots from outside NA?

CP

Several regionals have already been hiring large number of Australians on E3 visas.

And a few Canadians sprinkled in for good measure ?