Last week I was privileged to attend an aviation conference I’d never been to before: the Regional Airline Association (RAA) Convention, held in St. Louis, Missouri. That’s where I learned that I am a ghost pilot. My ghostly status, and what I plan to do about it, has direct bearing on several phenomena currently effecting smaller airports around the U.S. and the general aviation pilots flying from them. Read on. You may discover you are a ghost, too!
The strange revelation was unveiled during an open discussion between Bryan Bedford, CEO of Republic Airways Holdings, one of the largest regional conglomerates in the U.S.;
Andrew Von Ah, of the Government Accountability Office; and Dan Akins, a transportation economist with more than 20 years of industry experience.
Let me add some context to the conversation to help set the scene. Eleven of 12 regional airlines can’t find qualified pilots. New rules require airline pilots to have an ATP before they can carry passengers. An ATP requires 1,500 hours total time and special training (there are few exceptions). That has raised the cost and the duration of training for would-be regional pilots by as much as $100,000 over what it used to cost to go through a four-year university program, flight instruct, acquire about 500 hours experience, and finally qualify for an interview at a regional.
Data from the University of North Dakota show that airline track students are dropping out at the rate of 50% by senior year. Interviews by Dr. Kent Lovelace are telling: these kids have done the math and realize that they won’t be on earnings par with their peers (graduating as nurses, software engineers, accountants) for years. And how, exactly, does one service upwards of $100,000 in student loan debt when only bringing home $25,000 each year? Cape Air starting pay, for example, is a cool $15 per duty hour. I made $15 per hour as a flight instructor and charter pilot in 1986.
To cap the immediacy of the problem for the regionals the feds have issued new pilot duty and rest rules that have forced airlines to pad their pilot ranks by about five percent. Bedford can’t find qualified pilots to make that happen, and has, to date, parked 27 airplanes, he stated.
Von Ah cited the recently released study by the GAO that said there was no airline pilot shortage developing (much contested study, I might add). He acknowledged that regionals might be challenged filling pilot slots, but pointed to government calculations that used FAA pilot statistics to determine that there were adequate “pools” of U.S. commercial and airline transport (ATP) rated pilots ready to be tapped by regional airlines for hiring. He suggested these pilots weren’t adequately incentivized.
Bedford scoffed, positing back, “Last year we looked at 2000 and offered jobs to 450 pilots. This year we vetted 1000 and only got 90 we could offer jobs to. It is a quickly diminishing pool.” He went on to point out that he was trying to negotiate a new contract with his airlines’ pilots; one that includes pay raises.
That’s where Akins chimed in, “The idea that we will have a big rush of ghost pilots wanting to be hired by regional carriers? These pilots are doctors and congressmen. They are not getting in line for those jobs!” he sighed, exasperated.
So true! I’m an ATP-rated pilot with thousands of hours in my logbook, including the requisite turbine experience and I’m not the least bit interested in flying right seat for Silver Airways, our new United feeder. My days of flying for $15 per hour are long past.
The discussion, however, was a fascinating window into why airlines have been pulling out of our area this past year, leaving routes under 500 miles for general aviation, including Part 135 charter, to cover. The phenomenon even caused some local companies to ramp up their Part 91 flight departments again. Now I understood the issues that caused American Eagle and Cape Air to bail on my town, and quite a few others.
And my local flight schools? The ones that can handle foreign students are thriving. But they aren’t teaching a lot of younger locals, the guys who used to work their way up to airline flying by flight instructing and flying charters or night freight. The new ATP rule has been like a shot to the ribs for those guys, and they are rethinking career aspirations, just at the moment when airlines are about to need them the most. How ironic.
At the crux of the problem is who will pay for this new, expensive training. It is clear that the young pilots aren’t interested in carrying the student loan debt forward into the first or second decade of their working lives. Who would be?
The idea of paying pilots more for the experience was broached once more, but ultimately the panel concluded that adversity and much lobbying will force Congress to pressure FAA to create more exceptions to the new ATP rules. I’m skeptical—how about you?