which both have major import-export hubs in Louisville — are feeling the strain as more and more people shop online and have items delivered to their home.
“Over the last 15 or 20 years, the military has been downsizing,” Sinnett said. “There aren’t enough aviation squadrons to fill that gap anymore.”
However, the economy isn’t solely to blame, particularly in America, which accounts for 18 percent of Boeing’s projected global pilot shortage. There are a number of other factors.
Additionally, there are simply fewer would-be pilots pursuing their dream career. Many have been turned off by stories of low pay and tough working conditions at regional airlines, where most of the growth in the aviation industry is taking place.
For example, more than 40 percent of pilots at major carriers will reach age 65 in the next 10 years, the Federal Aviation Administration’s mandatory retirement age, leading to an exodus of 18,000 to 25,000 experienced flyers. Unlike most other industries, aviators can’t be replenished quickly or trained on the job. Due in part to stringent FAA safety regulations, flight training can take years, creating significant lag in filling entry-level positions. Most notable is the FAA’s 2013 regulation that first officers must hold an Airline Transport Pilot (ATP) certificate, which requires 1,500 hours of flight time, before co-captaining a commercial airline. Previously, first officers needed only a commercial pilot certificate, which required 250 hours of logged flight time. “Some people view that as somewhat draconian, but it’s done for the right reasons,” Sinnett said. “When you’re flying a $100-million or $200-million airplane with dozens of passengers, your level of technical expertise needs to be high. That’s the standard the FAA established.” The U.S. Air Force and Navy used to be the most reliable pipeline for replenishing the ranks of commercial pilots, but fewer military pilots are being trained than any time in recent history. Military officials have said they currently have a pilot shortage of their own — the Air Force currently has about 2,000 fewer pilots than it needs.
36 SPRING 2018
THE REGIONAL TURNAROUND Regional airlines, such as ExpressJet, American Eagle and Delta Connection, generally subcontract with major carriers to provide overflow flights on small jets and turboprops. They’re also where new commercial pilots cut their teeth, building flight time in the hopes of obtaining a job with a major carrier, which requires 3,000 to 4,000 hours in the air. Historically, new pilots have accepted sub-par conditions at regional airlines because it was considered a stepping stone to a more fruitful career. However, some estimates say regional airlines now account for about 50 percent of domestic flights, and that number is growing. Faced with the prospect of working a whole career at a regional airline after spending years and tens of thousands of dollars training, many potential pilots have opted out. “Not that long ago, entry level pay at a regional airline would start at $20,000 or $25,000,” Sinnett said. “You were renting an apartment with three or four other pilots, sleeping on a sofa and eating ramen noodles, just waiting to build your time so you can go fly with a major carrier like Delta or American.” That’s not the case anymore. Due to the shortage of experienced pilots, regional airlines are raising pay and improving working conditions to attract and retain new pilots. Pilots can now make a good wage while still pursuing their dreams of flying for larger airlines and earning six figures.
