As my oldest daughter begins thinking about college, my thoughts can’t help but wander toward the airlines. She has no interest in pursuing a career in aviation, but if she did, things would certainly be in her favor. We are a few years into the beginning of a major hiring boom. The last time this happened, the airlines (the regionals, anyway) were hiring 250-hour pilots, and they couldn’t find them fast enough. The trend was shut down by the increase in the FAA-mandated retirement age from 60 to 65, along with the recession. The 250 zero-to-hero benchmark was done in by the legislation that came out of the Colgan 3407 crash.
Today, the new low-end pilot has 1,500 hours, and regionals are snapping them up as quickly as possible. In fact, airlines are looking for commitments from prospective pilots before they even finish their training, assuming that they meet certain performance standards.
This is a great time to be entering the training realm or the actual job market. The majors are all trying to hire the same 6,000- or 7,000-hour pilots at the regionals whom they consider to be the most qualified. Those pilots will be gone in short order.
Further, the holes in the major airline hiring net are beginning to get a bit smaller. In the last several months, I’ve come across several pilots who were hired or offered interviews and a few years ago these pilots were considered totally undesirable. One has only a two-year college degree (hired by a legacy major). One has only a high-school diploma, but with a lot of other stuff and life experience to bring to the table. The second candidate was offered a chance to begin the interview process but did not get past the initial computerized assessment. The point is, just a year ago, neither would have been considered.
I spend a lot of time in regional jet jump seats commuting to and from work, and another trend has popped up—one that is not new. The majors are paranoid about their affiliated regionals losing pilots, so they appear to have tried to avoid taking as many from those particular regionals as they can. In other words, Delta appears to be trying not to take as many from Compass as they could, and instead chooses pilots from Envoy or PSA. It’s a zero-sum game, since the same pilots will be hired somewhere no matter what.
Another positive change is that the majors are beginning to show a renewed interest in at least interviewing—if not hiring outright—pilots who have no turbine PIC time. That’s happened on occasion in the past, but it’s been rare. Now, it’s becoming more and more common. Just today I heard of a pilot who has an offer from one major, an interview scheduled with another, and is possibly going to hear from two more regarding interviews.
Pilots coming out of the major flight schools in the next couple of years will be able to sort through their options and figure out which job is the best fit for them. There are a number of criteria to use to help make the decision easier (hint: commuting should not factor into the equation). There are already a few small flow-through programs that would allow a pilot to ensure his/her progression to the majors through a certain regional. This practice will only grow as the need for airmen reaches critical mass.
It is indeed a good time to be entering the industry.—Chip Wright