Ultra-low-cost carrier (ULCC) Spirit plans to furlough approximately 260 pilots later this year, according to a news release issued on Monday. The company continues to grapple with Pratt & Whitney engine issues, losing almost $184 million last quarter.

Spirit says the furloughs will take effect on September 1. In late 2023, the airline halted all pilot and flight attendant hiring, citing slower 2024 growth plans and ongoing engine troubles.

Earlier this year, a federal judge struck down the proposed merger between JetBlue and Spirit. The duo terminated their merger agreement in early March.

“I am extremely proud of our dedicated Spirit team for their focus and resilience over the last few years. Unfortunately, we had to make the difficult decision to furlough Pilots given the grounded aircraft in our fleet and our deferral of future deliveries,” Spirit CEO Ted Christie said in a press release.

Aircraft Deferrals

In a move to bolster the company’s liquidity, Spirit says it also plans to defer new aircraft deliveries with Airbus. All aircraft on order that are scheduled to be delivered in the second quarter of 2025 through the end of 2026 will shift to 2030 and 2031, the carrier shared.

Spirit expects this move to improve its liquidity position by roughly $340 million over the next two years.

“This amendment to our agreement with Airbus is an important part of Spirit’s comprehensive plan to bolster profitability and strengthen our balance sheet,” Christie said.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Spirit to Trim Pilot Workforce appeared first on FLYING Magazine.

UPS is looking to hire more than 300 pilots to support an anticipated increase in air cargo demand driven by a new multi-year contract from the U.S. Postal Service, according to the union representing the company’s air crews.

“The Independent Pilots Association Executive Board was informed that UPS HR is resuming their pilot hiring process to account for the additional volume surge that will occur as the year progresses,” the union said in a statement shared with FreightWaves. “The initial projected estimate for hiring is expected to be 300+ additional crew members, which is subject to adjustment once the network plan for the additional USPS volume is finalized.”

The Independent Pilots Association is the bargaining representative for about 3,200 pilots at UPS (NYSE: UPS). 

UPS beat out FedEx Express last week for the five-and-a-half-year postal service contract, which FedEx (NYSE: FDX) had held for more than 20 years. The call for pilots runs counter to initial assessments from analysts that UPS would need to add few, if any, aircraft to support the postal service because of its ability to lean on its high-performing linehaul truck network to move a portion of the volume. FedEx has acknowledged recent difficulties turning a decent profit on its postal business and UPS was expected to address that by running a leaner air network.

UPS also gave buyout packages last year to 193 of the most senior pilots to reduce costs amid a downturn in the parcel market. 

Spokeswoman Michelle Polk confirmed UPS is recruiting 170 pilots, as currently posted on its external job boards.

The hiring number provided by the union covers the number of pilots UPS is likely to hire over the next year or so. A source familiar with pilot scheduling and staffing said UPS has to phase in new pilots because there isn’t enough capacity to train a full cohort at once.

Postal flights are primarily operated during the daytime, opposite the express overnight network. 

The postal service has prioritized moving mail by ground as much as possible over the past three years, resulting in a $500 million reduction in revenues for FedEx during that time. FedEx realized $1.6 million in revenue during fiscal year 2023 from its air contract with the mail agency, according to research by David Hendel, a transportation attorney at Culhane Meadows.

UPS has about 292 freighters in its mainline fleet, which is 43 percent smaller than FedEx’s. FedEx also has about 2,400 more pilots than UPS.

There is no indication that UPS will slow the phase out of its aging MD-11 fleet. The company last year retired six of the aircraft and plans to remove more than that amount this year. The MD-11s are being replaced by 767 freighters. UPS has 21 more 767s on order from Boeing. 

Editor’s Note: This article first appeared on FreightWaves.

The post UPS to Hire 300 Pilots to Support Postal Service Contract appeared first on FLYING Magazine.

There’s been a pronounced uptick over the past few months in online conversations about failing out of new hire airline training—usually at a regional airline. Part 121 carriers keep their training statistics pretty private, so there’s no way to know if the surge is real and to what extent. But anecdotal evidence suggests that it is, and when you think about it, it makes sense. 

Before COVID-19 and for a bit afterward, there was a real shortage of qualified regional applicants—to the extent that many pilot groups saw raises of 100 percent or more. And there was a great deal of pressure to push new hires through training and onto the line.

I have friends who were simulator instructors and check airmen during that time, and they have stories of struggling applicants being afforded extra training sessions, multiple check ride attempts, and double or even triple the normal amount of initial operating experience (IOE) in an attempt to get them through.

• READ MORE: On the ‘Bax’ Foot: A Lifelong Writer Tackles the Spoken Word

But lately all the regional airlines have plenty of qualified first officers and even more qualified new-hire applicants—it’s qualified captains they are short on. It has become increasingly difficult to receive an interview at 15,00 hours. 

Jonathan Ornstein, Mesa Airlines’ longtime CEO, recently revealed that the company has more than 2,000 apparently qualified applications on file, all competing for a relative handful of new-hire slots. Thus, there’s no real pressure to hold new hires’ hands through training. In fact, the incentive goes the other way. The regionals need first officers who can pass captain upgrade training and IOE as soon as they’re legal to do so. It makes financial sense to winnow any that struggle as soon as possible. Brutal, but understandable.

One of the largest regionals has reportedly gone to a “two-and-through” policy. You are given one “freebie”—be that a check ride bust, training event repeat, or even extra preparatory sim session. The second one results in automatic training failure and termination. 

A friend was caught by this policy when his training partner, an older career changer, struggled and was offered “refresher” sessions before two check rides. My friend wanted to help his training partner and served as seat support for both sessions, only to have them counted against his own record, with summary termination the result. He now has an airline training failure as a permanent stain on his Pilot Records Improvement Act (PRIA) file.

This should indicate how seriously you need to treat airline training. You are not particularly needed at the regional airlines now. Training is not a gimme, nobody will hold your hand, and if you do struggle, you cannot expect much sympathy or flexibility. Compared to primary and secondary instruction, most airline training is much less spoon fed—the onus is generally on you to study, show up with the answers, and shine in the sim.

• READ MORE: How Professional Pilots Can Survive Probationary Periods

If you suffer from check ride nerves, best find a way to calm them now. To be a professional pilot is to be a professional check ride taker. I would suggest that before even applying for the regional airlines right now, you should have total confidence in your ability to make it through a fast-paced, unforgiving training program.

That said, anyone can have a bad day. You might have shown up prepared, studied hard, done everything right—and still messed up. Maybe that got you rattled and affected your  performance, especially knowing that your job—your career, even—was on the line. I’ve never trained under that kind of pressure and can’t say for sure I’d handle it well. Perhaps you didn’t, and now you too have an airline training failure in your PRIA file.

What now?

First, you need to know that your life is not over and neither is your career. There are plenty of pilots working with a training failure somewhere in their past. Having this on your record is less concerning than being fired from a job for cause, aircraft accident, or FAA enforcement action, DUI/DWI, or losing your medical. You still have the same flight time and certifications that you had before the failure. I’ve never heard of the FAA suspending or revoking certificates, or even giving a 709 check ride, based on someone failing out of an airline training program. You can still make a living flying airplanes.

• READ MORE: Allure of International Flying Lies Across the Glittering Sea

The course of your career has changed, though. I’d argue that the “training/CFI/regional/major in five years” rocket ship career path was already becoming unrealistic as the pilot shortage wound down, but in any case, that gate is shut now. Its closing was always a possibility in this industry—perhaps even a probability. It slammed shut for every pilot of my generation when the Twin Towers fell on 9/11, and yet, as dark as things seemed for a while, many went on to have wonderful careers. My own career path took turns I never saw coming, and they led to some really interesting experiences and lifelong friends. I wouldn’t go back and change anything, even if I could.

In their current hiring mood, the airlines will likely not take a chance on you while your training failure is fresh. Your mission now is to build a record that puts your failure squarely in the past and shows that it was a one-off event. Take whatever time you need to get your head right, then jump right back into it. Get yourself into a position to pass a check ride as soon as possible.

If you’re going back to flight instructing, add that CFII or MEI rating. If you can land a Part 135 gig, better yet—it will require passing an approved training program and a 135.293 proficiency check, plus potentially a type ride depending on the aircraft. Most corporate gigs also involve a type ride. If nobody is calling just yet, a single-engine sea or glider rating can be added to a commercial certificate fairly cheaply. Just get back on that horse and pass a check ride.

• READ MORE: Financing the Pro Pilot Dream…Without Getting Scammed

I don’t normally advocate job hopping, and it can be a red flag to HR departments. But I will say that following a training program failure, you’ll need to go through two or three full training programs without incident to become competitive for a top-tier job. If you can do that with a single employer, fine. Move up to a different airframe as soon as you can. If you need to switch employers to pass another training program, do so after a decent interval.

No matter where you go, you’ll need to disclose the training failure on each application, and it will likely come up on every interview. Depending on how you handle it, this can become your biggest stumbling block or an unexpected asset. It is so important that you do not play the blame game. Regardless of what actually happened, you need to develop a credible explanation of why you weren’t ready, what you got wrong, what you learned from the experience, and how you are better equipped now to pass a tough training course.

Unfortunately, you’re in a poor position to judge whether your explanation is actually any good. This is where paying an interview prep company can be extremely valuable, especially if you’ve worked your way back to applying for a top-tier position. With some polishing and a solid post-failure history to support it, the tale of how your lowest moment turned you into a better person, and a better pilot, could just be the exact thing that eventually lands you that dream job.

The post After a Training Fail, What Comes Next? appeared first on FLYING Magazine.

AERO, the premier European general aviation trade show, will include AERO Career Days, providing an opportunity for young people to discover diverse career opportunities within the GA industry.

The 30th anniversary AERO event runs from April 17-20 in Friedrichshafen, Germany, with the career days on April 19 and April 20.

• READ MORE: Rolls-Royce Launches Flight Testing of Pearl 10X Engine

According to show organizers, some 25 companies are participating in the recruiting effort, including Liebherr Aerospace, Rheinland Air Service (RAS), Diehl Aerospace, Rheinmetall, EASA (European Union Aviation Safety Agency), Air Alliance, Hillsboro Aero Academy, Textron Aviation, Junkers Aircraft, Lufthansa CityLine, Zeppelin, Trelleborg Ceiling Solutions and Platoon Aviation.

“The current forecast of Boeing sees a global need for a total of around 2.29 million new employees for the aviation industry by 2042, including 649,000 pilots, 690,000 new technicians and 938,000 cabin crew,” said Tobias Bretzel, AERO show director. “In addition, there will be a need for additional personnel in general aviation, business aviation and the military. The prospects for young people for a successful career in aviation and aerospace are better than ever. The AERO Career Days offer interested parties a unique opportunity to obtain comprehensive information at first hand.”

Editor’s Note: This article first appeared on AVweb.

The post Europe’s Biggest GA Show to Host Career Opportunity appeared first on FLYING Magazine.

An expert committee struck by the FAA on pilot mental health is recommending that pilots be allowed to get “talk therapy” from mental health professionals without having to disclose it in their flight medical.

The Aviation Medical Clearances Rulemaking Committee has submitted its 69-page report to the agency and its first recommendation (of 24) is aimed at eliminating the fear pilots have of losing their tickets due to actually trying to fix a medical problem.

As it stands, pilots with the kinds of struggles that about 50 percent of all people face in their lifetime have three basic options: Get help and risk their certificates, lie about getting help and risk losing their certificates and not getting help to avoid that risk.

The committee says the FAA operates on the assumption that those who seek non-pharmacological help with mental health may not be safe to fly. “However, not only is there limited data to support this view, but there is also robust data to the contrary,” the report says. It says simply talking to someone shouldn’t be a reporting requirement. There are also recommendations to find “non-punitive pathways” for pilots seeking help for depression, anxiety, attention deficit hyperactivity disorder (ADHD), post-traumatic stress disorder (PTSD) and revised training for AMEs.

The agency announced it has received the report but didn’t comment on its contents.

“The Federal Aviation Administration (FAA) is reviewing recommendations to help break down barriers that prevent pilots and air traffic controllers from reporting mental health issues. The recommendations were provided by the Mental Health and Aviation Medical Clearances Rulemaking Committee, formed by the FAA in December 2023 to study the issue,” the agency said in a statement. “The FAA will determine next steps after reviewing the recommendations.”

Editor’s Note: This article first appeared on AVweb.

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A new release from the Air Line Pilots Association (ALPA) notes that the U.S. pilot supply is stable with more than 11,000 pilots certified in the past 12 months.

ALPA highlighted recently released FAA pilot-production data, indicating that the U.S. is consistently certifying a greater number of airline pilots on a monthly basis compared to pre-pandemic levels.

The news comes as industry experts and financial analysts agree that pilot demand has been met, and there is even a surplus of pilots as several airlines have scaled back hiring.

Executives at TD Cowen and Goldman Sachs have expressed optimism, indicating the industry is moving past its previous challenges. “The improved outlook vs. the introduction of the GS Pilot Supply & Demand model in December 2022 is primarily driven by higher-than-expected certificates issued (2022 and 2023 were both records) in addition to slower fleet growth and modestly lower-than-expected retirements,” according to Goldman Sachs.

Several regional airlines have noticed a shift in the environment with decreased attrition rates. Mesa Airlines CEO Jonathan Ornstein said, “There was a time when none of us could find first officers. Now I mean, I think we have close to 2,000 applicants for qualified first officers.” CommuteAir CEO Rick Hoefling echoed that statement. “We can hire first officers. I think almost every regional airline right now has a stack of first officers. The problem is building their time at the same time you’re attriting out captains at a pretty high rate in the industry. We went from a pilot shortage to a captain shortage now in the industry. So the pendulum is starting to move.”

Despite ongoing claims of a pilot shortage by special interest groups, ALPA maintains that while there were some initial backlogs post-COVID, the system is working and yielding a record number of pilots.

Editor’s Note: This article first appeared on AVweb.

The post ALPA, Industry Say Pilot Supply Is Stable appeared first on FLYING Magazine.

The board of the FedEx pilots’ union has elected its third chairman in eight months as the group tries to overcome internal divisions that have hampered efforts to achieve an updated labor contract.

The FedEx Master Executive Council voted for Captain Jose Nieves, a Boeing 757 pilot who has been at FedEx for 28 years, to lead the union’s 5,800 members, the Air Line Pilots Association announced late Tuesday.

Nieves replaces Captain Billy Wilson, who was elected October 30, 2023 for an interim term through March 2025 but was voted out this month in the face of growing opposition. A large subset of disenchanted pilots willing to take a more aggressive stance versus FedEx management pushed the vote.

Wilson took the helm when predecessor Christopher Norman resigned in the wake of last summer’s union rejection of a tentative agreement that leadership endorsed as delivering industry-leading improvements on pay, retirement and work-life balance.

Nieves’ term will run through March 25, 2025.

“FedEx pilots are facing challenges unlike any in recent years, and I believe this is a critical time in our union’s history,” said Captain Nieves, in a news release. “At the top of that list of challenges is standing up to a company that has explicitly demonstrated a failure to value its pilots and employees. . .“Our pilots grow more unhappy with FedEx management by the day. It is past time for management to come to the table with a contract that recognizes our value. This is my primary focus, and the work begins today.”

Both sides have been negotiating a new labor agreement for three years and have been under the supervision of the federal National Mediation Board since October 2022. On March 8, the Air Line Pilots Association asked the NMB to declare an impasse and release the parties from mediation, the first step necessary to launch a strike action.

The new MEC leadership, responding to supporters who felt the previous board was too willing to make concessions, has made clear its willingness to take the gloves off and use any means available under the Railway Labor Act to press FedEx for better benefits. The union says it believes FedEx is not willing to change its bottom line from the deal agreed to last summer.

FedEx Corp. last week reported adjusted earnings of $3.86 per diluted share, well above analysts’ estimates of $3.45 per share, with operating income up 19 percent in the third quarter. Operating profit for the Express segment, which is responsible for the air network, nearly doubled after the company idled more aircraft, reduced flight activity and pared other costs. The lower flying levels also mean less pay for pilots.

FedEx has not invoked language in the existing contract that allows the airline to go below minimum guarantee pay for a four-week period when available flying time falls below certain thresholds, according to a message from a pilot who asked to remain anonymous to protect job security. FreightWaves reported early this year that such a move was possible because of the sluggish demand. But domestic flight activity subsequently picked up, according to research by Morgan Stanley.

FedEx stock increased 6 percent on Tuesday, reaching a three-year high of $288.99 per share.

The pilots union says FedEx’s improved performance demonstrates the company can afford a better compensation package. It took umbrage with FedEx announcing another $5 billion share buyback program. A group of pilots conducted an information picket outside the New York Stock Exchange when FedEx reported its earnings on Thursday to draw attention to their agenda.

The FedEx pilots, who once were near the top of the pay heap, want a contract similar to ones won by counterparts at American Airlines, Delta Air Lines, Southwest Airlines and United Airlines. Even pilots at Hawaiian Airlines and Alaska Airlines achieved sizable raises last year.

Cockpit crews appear to have lost leverage since airfreight and parcel demand began falling in mid-2022. FedEx also faces the strong possibility of losing some, or all, of its U.S. Postal business later this year. But the pendulum is slowly swinging back to growth, with global air cargo volumes up more than 10 percent for the first 2.5 months compared to the same period last year and the small package market projected by some to grow about 4 percent per annum over the next three years.

Editor’s Note: This article first appeared on FreightWaves.

The post FedEx Pilots Pick Third Union Chairman Since Last Summer appeared first on FLYING Magazine.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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In this edition of V1 Rotate, FLYING contributor Sam Weigel walks new and aspiring professional pilots through probationary periods—why they are important and practical tips for how to survive them.

• READ MORE: Financing the Pro Pilot Dream…Without Getting Scammed

The post How Professional Pilots Can Survive Probationary Periods appeared first on FLYING Magazine.

United Airlines is the latest U.S. carrier to slow pilot hiring this year. According to a CNBC report, the Chicago-based carrier will pause new hire classes in May and June, citing delivery delays at Boeing.

The airline expects to receive 21 fewer 737 Max aircraft this year than its original forecast. Manufacturing delays continue to plague Boeing following January’s door plug incident on an Alaska 737 Max 9.

In 2024, United had also expected to receive 80 737 Max 10 aircraft from Boeing, but certification timelines continue to slip. The carrier recently removed the largest variant of the 737 Max from its fleet plan.

“We wanted to let you know that United will slow the pace of pilot hires this year due to continued new aircraft certification and manufacturing delays at Boeing,” said United’s Marc Champion, vice president of flight operations, and Kirk Limacher, vice president of flight ops planning and development, in an internal memo viewed by CNBC.

The memo continued to say that the airline expects to resume new hire classes in July.

According to data from FAPA.aero, United hired 2,349 pilots in 2023, the second most of any major U.S. carrier. Across the board, pilot hiring at major U.S. airlines was down roughly 6 percent between 2022 and 2023.

So far this year, the airline said it hired 450 pilots with plans for up to 800 by the end of April.

“As you know, United has hundreds of new planes on order and while we remain on a path to be the fastest growing airline in the industry, we just won’t grow as fast as we thought we would in 2024 due to continued delays at Boeing,” Champion and Limacher said in the Thursday memo.

Following Other Airlines

United isn’t the only U.S. carrier to slow pilot hiring this year. Delta announced it would be slashing its hiring plans in half in 2024.

Last week, Southwest Airlines said it would stop pilot hiring through the end of this year. Ultra-low-cost carrier Spirit Airlines stopped hiring pilots in late 2023.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post United to Slow Pilot Hiring, Blames Boeing Delivery Delays appeared first on FLYING Magazine.

Southwest is the latest airline to adjust its pilot hiring plans in 2024. The Dallas-based airline is pausing all new hire classes this year, it said in a memo viewed by AirlineGeeks.

“Based on expected capacity growth beyond 2024, we’ve made the difficult decision to suspend Initial First Officer Training classes through the remainder of 2024 and defer job offers, beginning with our April classes,” the memo to prospective candidates said.

A Southwest spokesperson shared that the airline plans to pause new hire classes starting in April.

“Southwest is slowing hiring across the Company in 2024 to levels at or below our attrition rate, and we’ve adjusted Pilot hiring in line with our current business plan. Our published flight schedule is aligned with these staffing levels,” an airline spokesperson said in a statement.

The airline said it will move pilots with conditional job offers (CJO) to a so-called “deferred candidate pool,” which will be used when hiring recommences. The airline did not provide a specific date to resume hiring.

• READ MORE: JetBlue Looks to Trim Workforce

According to data from FAPA.aero, Southwest hired 1,916 pilots in 2023, one of the highest years on record for the carrier. In January 2024, the airline and its pilots – represented by the Southwest Airlines Pilots Association (SWAPA) – inked a new collective bargaining agreement (CBA) with immediate 29% pay increases.

In a different memo shared by xJonNYC on Twitter/X, the carrier said it now projects to hire 345 pilots this year.

In a Q4 2023 earnings call, Southwest CEO Bob Jordan hinted at reduced hiring plans in 2024. “…we planned in 2024 with head count flat to down as compared with year-end 2023 as we slow hiring to levels that are at/or below our attrition rate that will drive efficiency gains in 2024 with more to come in 2025,” Jordan added.

While several U.S. carriers have slowed previous record-setting hiring trends, Spirit joins Southwest in halting new hire classes altogether. The ultra-low-cost carrier (ULCC) announced in October 2023 that it would pause pilot hiring indefinitely.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Southwest Halts 2024 Pilot Hiring Plans appeared first on FLYING Magazine.

When I was in my early teens, I once asked an older pilot if he had any advice for someone just starting flight training, and he half-jokingly replied, “Ah, yes, have rich parents!” I didn’t quite recognize the sage wisdom of this advice and failed to follow it, having had the temerity to get myself born into a large family of rather modest means.

So I scrapped and schemed and worked a number of odd jobs through my teen years to pay for primary training and then went off to college and amassed an eye-watering level of student loan debt while completing my advanced ratings, all to graduate just after the 9/11 attacks. In retrospect I was fortunate. My seemingly poor timing put me in a very good position when the pilot shortage finally gathered steam, and as expensive as flight training seemed then, it has become even more so. It was also an era of easy borrowing and low interest rates.

If you, like me, lacked the foresight to be born into wealth and are now trying to finance your dream of becoming a professional pilot, you face greater obstacles than I ever did. Post-COVID inflation has made most things more expensive, and everything in aviation from used aircraft to engine overhauls to insurance has outpaced it. Meanwhile, interest rates have skyrocketed, with prime lending rates above 8 percent for a full year now and most unsecured loans at least 3 percent above that. Few reputable banks are offering noncollege flight training loans these days, and this void has been filled by lenders who can be described as little better than loan sharks. Predatory interest rates of 17 percent or more are common. 

Sadly, many of the flight schools appear to be willing accomplices, prominently advertising “easy” financing “as low as 4.5 percent” or some similarly unrealistic rate. Many of their partner lenders will not reveal actual rates or terms until the student has already been accepted to the training program, with a proposed start date. Every week there are posts on aviation forums by students who have just learned, shortly before starting training, that their proposed $130,000, 15-year loan will end up costing $250,000 or more, with monthly payments above $2,000. Unfortunately, many see little alternative but to sign on the dotted line, justifying the terms with optimistic career earnings projections and the perceived rush to get their ratings “before the pilot shortage is over.” It’s an effective trap for lower-income kids with a dream but not much financial literacy. 

Honestly, had I been put in that position at 18 years old, I probably would have signed on the dotted line myself. I was financially illiterate at that age too. I’ve learned a lot about money since then, though, and about the aviation industry. Let me offer some really sound advice:

• Be very wary of any flight school that requires significant money up front. There are many cases of schools suddenly closing or otherwise absconding with students’ funds or refusing or delaying repayment of the balance after the student has flunked out or quit midway through training. At the very least, they should require no more in your account than is required to complete the next block of training (e.g, private pilot certificate, instrument rating, etc).

• If a flight school’s preferred lender isn’t upfront about rates or terms, be very skeptical. Anyone who requires you to be accepted at the school and have a start date before revealing loan terms is likely springing a debt trap on you.

• A hard truth of aviation is that the majority of those who start primary training quit before earning their private pilot certificate, and the attrition rate for professional programs is similarly high. Not everyone will enjoy flying, and not everyone is cut out for it. You won’t really know if it’s for you until you’re at least through primary training. Don’t make any momentous financial decisions until then.

• Career earnings for a pilot can be high, but also vary quite widely depending on timing, keeping a clean record, maintaining a Class I medical, networking ability, and sometimes just plain dumb luck. Do not base financial decisions on best-case scenarios. And in any case, plan on several early years of earning less than $50,000, perhaps substantially less.

• Do not, under any circumstances, accept any substantial loan at more than 12 percent interest. It will be a millstone around your neck. Unlike most debt, student loans are not dischargeable in personal bankruptcy. Having to repay a crippling amount of high-interest debt early in your career will cause a high level of stress and may well lead to career decisions that prioritize short-term earnings over long-term advancement. 

• There was a period during the pilot shortage when it made some sense to spend more and even accept less than satisfactory loan terms in order to finish training quickly and reach the airlines ASAP. In my opinion, that period is over. Hiring is starting to return to traditional norms, and there’s even a bit of a glut of low-time pilots. It’s difficult to be hired at regional airlines at 1,500 hours right now, for example. 

All of this points to doing your training in a way that minimizes borrowing until interest rates come down. First, get as far into your training as you can while paying cash. If you have a decent job now, pay cash to train toward a private pilot certificate at a local flight school while still working. Make the decision to quit and take on debt only once you have your certificate. If you don’t have a job that will pay for primary training, put major effort into securing aviation scholarships and grants. Most aviation organizations offer them, and you should apply for every single one. Some are relatively small, but the dollars add up, and there’s a multiplicative effect as your name gets out there. In fact, this is a fantastic way to get a head start on networking.

When you reach the point that you simply have to finance your training, shop around. You’ll be surprised to find there’s a fair amount of variance among private student loan lenders—not all are loan sharks. If your intended school is pushing use of a predatory lender, I’d be very skeptical about training there. After all, when the lending is more lucrative than providing the actual training, that makes the training a loss leader—and quality is likely to suffer accordingly.

• READ MORE: 6 Mistakes to Avoid When Looking for Pilot Training Loans

Rates vary significantly based on credit scores and history. If you know that you’ll be applying for loans in the next few years, put a strong effort into increasing your credit history and scores now. Alternatively, you’ll get better rates by having a cosigner with good credit. This doesn’t need to be a parent, but given that they’ll share responsibility for the loan with you, you had best have a good relationship and proven yourself trustworthy to anyone you ask to cosign on a loan.

The Federal Reserve is expected to start lowering interest rates next summer. As long as your lender does not tack on substantial origination fees, you may well be better off taking multiple smaller loans throughout your training, versus one big loan at the start. And while variable rate loans can be a gamble, I think they’re a decent bet now, so long as yours is adjusted monthly or quarterly and is tied to a fair index (the former standard, London Interbank Offered Rate [LIBOR], has been discontinued, and Secured Overnight Financing Rate [SOFR] is the best replacement). 

Finally, the best interest rates going these days in the U.S. are for federal direct subsidized and unsubsidized Loans. For the 2023-24 school year, they’re set at 5.5 percent for undergraduate students and 7.05 percent for graduate/professional students. The catch is these loans can only be used at nationally accredited institutions, which largely limits you to college flight programs (both four-year and two-year). With pilot supply and recruiting returning to normalcy, however, I think that college programs will become attractive again.

Even if the major airlines do not reinstate their long-standing degree requirements, a degree will always be preferred and may well make the critical difference as the hiring process becomes more competitive.

The post Financing the Pro Pilot Dream…Without Getting Scammed appeared first on FLYING Magazine.

Major carriers across the country have been hiring pilots at a record number since the recovery from the pandemic. Retirements are forecasted to continue with force through the end of the decade as well, begging the question of how carriers are planning to keep up with the pace. United alone says it plans to hire 10,000 new pilots this decade.

To achieve this, the carrier announced a significant expansion to the already large Flight Training Center in Denver. The expansion is a part of the carrier’s United Next Plan to incorporate an additional building to the training complex and create room for 12 additional flight simulators. 

World’s Largest Flight Training Center

The Chicago-based carrier currently has the largest Flight Training Center in the world in Denver, holding all training events for the over 16,000 pilots flying for the global airline. With the addition of the new building, the complex spans 700,000 square feet of training space in eight buildings, housing 46 full-motion flight simulators. These high-tech simulators provide an environment for the carrier to train pilots on specific aircraft who have been hired and to keep current pilots current and proficient. 

While the new building has six simulators installed currently, the carrier has the ability to install an additional six, bringing the future total to 52 full-motion flight sims. The facility trains pilots 24 hours a day, 362 days a year. The carrier conducts over 32,000 training events each year and can now train 860 pilots a day. 

The new $145 million facility is the latest part in strengthening United’s foundation in Denver, having invested $370 million in the Flight Training Center since 2016. The carrier is a significant part of the local economy in the Colorado capital, spending over $44 million last year on hotel rooms alone for the pilot group and is currently estimating a bill in excess of $64 million this year. 

• READ MORE: United Airlines Will Spend $100 million to Expand Pilot Training Center Amid Pilot Shortage

Into the Future

Two months into the new year, the major carrier has already hired 300 pilots after hiring 2,300 last year. This complements the airline’s plans to add 800 new narrowbody and widebody aircraft over the next decade, requiring a significant demand for qualified, professional pilots. 

While the new facility will increase training capacity for the carrier, United does not believe it will be enough for the thousands of pilots the airline plans to hire and keep proficient. The major airline bought 2 parcels of land near Denver International Airport last year, intending to build a second training center, since the current facility has run out of room to expand. The second site is slated to begin training crews in 2028.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post United Announces Expansion to Flight Training Center appeared first on FLYING Magazine.

There are many careers in aviation, and the education it takes to get them can be expensive. For the last 25 years, Avfuel Corp. has been making it a little easier on select individuals by providing scholarships.

At the end of 2023 the fuel giant awarded one AVTRIP scholarship recipient and three pilot-in-training grants.

Cherry Kan was the recipient of the $2,000 AVTRIP scholarship. AVTRIP is the company’s pilot loyalty reward program, and the money is available to members. 

“I feel incredibly honored to have been chosen as the recipient of the AVTRIP scholarship, generously supported by Avfuel,” said Kan. “Navigating this journey, becoming a professional pilot as a second career, the scholarship will not only provide valuable financial assistance but also grant a sense of support from Avfuel. Beyond the immediate financial aid, being a scholarship recipient deepens my connection to the AVTRIP rewards program as a pilot, and I eagerly look forward to being a loyal member for years to come. My ultimate career aspiration is to fly internationally for a Michigan-based company as a corporate pilot. I am beyond grateful that Avfuel is with me on this journey.”

Rachel Marrow was the winner of a $1,500 pilot-in-training scholarship. Marrow already holds a private pilot certificate and is pursuing her instrument rating and commercial certificate.

“This scholarship holds immense significance for me as it serves as a crucial financial aid toward realizing my aspiration of becoming an airline pilot,” Marrow said. “The financial burden associated with flight training is substantial, and this scholarship will alleviate some of the costs for both myself and my family.”

Marrow hopes her story inspires others, adding that earningthe scholarship has reignited her commitment to achieving not only personal success but also serving as an inspiration for aspiring female aviators.

“I aim to share my passion for flying during my CFI training, breaking down barriers and encouraging others to pursue their aviation dreams,” she said.

Tariq Collins, a flight attendant from the South Side of Chicago, was the recipient of the $1,000 Avfuel pilot-in-training scholarship. Collins took his first ride on an airplane at the age of 6 and says it “forever changed his life,” thanks to the pilots on board. He is particularly interested in investing his time in aviation education to increase awareness of opportunities in underrepresented communities.

“I want to be the inspiration for someone else that looks like me to be able to pursue their dreams with confidence,” said Collins, adding that he plans to become a captain with a major airline.

Evan Unzicker was the recipient of the $500 Avfuel pilot-in-training scholarship. Unzicker is an early high school graduate now enrolled at Parkland College in Champaign, Illinois. His professional goal is to become a private pilot, and he says the scholarship will be a big help as he has been working various part-time jobs to pay for his schooling.

Headquartered in Ann Arbor, Michigan, Avfuel has been providing fuel and services, including sustainable fuel and initiatives, to the global market for more than 50 years. It’s difficult to find an airport that isn’t served by its products.

The company noted these four recipients of the AVTRIP and pilot-in-training scholarships came in addition to another $30,000 awarded in 2023 as part of the Sheltair & Avfuel: Future Takes Flight Scholarship Program, which provides $5,000 scholarships to six aviators.

“It is incredible to see the true passion these students have for aviation—a passion we at Avfuel share,” said Marci Ammerman, vice president of marketing at Avfuel. “It is our honor to reward aspiring and inspiring aviators. In doing so, we can support the future of an industry we love. It’s a mission we continue to prioritize year after year.”

Applications for the 2024 AVTRIP and pilot-in-training scholarships open in April. The 2024 Sheltair & Avfuel: Future Takes Flight Scholarship Program applications are now available online through August 31.

More information can be found on the Avfuel website.

The post Avfuel Awards 4 Scholarships for 2023 appeared first on FLYING Magazine.

Porter Airlines is continuing its growth with the opening of three new pilot and cabin crew bases for its Embraer E195-E2 fleet. According to an internal memo, the Canadian airline will be adding these bases in Ottawa, Montreal, and Vancouver.

Details: Porter’s Three New Crew Bases

After operating for a decade and a half out of Toronto Billy Bishop City Airport with a fleet of Dash 8 Q400 turboprops, Porter placed an order for 30 Embraer E195-E2 jets in 2021. As jet aircraft are not permitted at Toronto’s smaller airport, this move also meant that Porter was expanding to Toronto Pearson International Airport.

Porter’s 29 Embraer E195-E2 aircraft entered service in early 2023 and now serve over a dozen destinations across Canada and the United States. It’s no secret that the carrier has ambitious growth plans for its jet fleet, as it has an additional 46 jets on order.

The airline has kept its Dash 8 and E195-E2 crew bases separate. It currently has an E195-E2 base at Toronto Pearson and Dash 8 crew bases at Toronto Billy Bishop City Airport, Ottawa Macdonald–Cartier International Airport, Thunder Bay International Airport, and Halifax Stanfield International Airport.

The three new E195-E2 crew bases will be at Ottawa Macdonald–Cartier International Airport, Montréal–Trudeau International Airport, and Vancouver International Airport. Porter has been expanding its E195-E2 operations beyond its Toronto Pearson hub and the introduction of these new crew bases signals the carrier’s intention to continue to do so.

Porter’s Growing Jet Operations

Porter already has multiple E195-E2 routes from these three airports, including Ottawa–Vancouver, Ottawa–Orlando, and Toronto Pearson–Vancouver, and the airline plans on starting E195-E2 operations in Montreal this spring with flights to Calgary, Edmonton, and Vancouver.

The carrier has also steadily been introducing jet routes to the United States, both from Toronto Pearson and Ottawa. There are also plans for Porter to start flying from a brand-new terminal at Montréal – Saint Hubert Airport.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Porter to Open New E195-E2 Crew Bases appeared first on FLYING Magazine.

In this special edition of V1 Rotate, FLYING contributor Sam Weigel explores New Zealand in a Cessna 172. On the agenda? A spectacular multiday, self-fly tour with FlyInn to locations including Mount Aspiring, the Pyke River valley, Milford Sound, and Sutherland Falls.

• WATCH MORE: V1 Rotate: Flying Yourself Into Mexico’s Baja Peninsula

The post V1 Rotate: New Zealand by Air appeared first on FLYING Magazine.

In November and December, my wife, Dawn, and I traveled to New Zealand for a month and flew a Cessna 172 around the South Island for eight days, a spectacular tour which will be featured in the V1 Rotate video episode posting on February 16. Though I was accompanied by a New Zealand-licensed flight instructor and therefore didn’t require a local license (they aren’t certificates in NZ), I did complete all the requirements for the New Zealand Civil Aviation Authority’s “Validation Permit,” which is basically a short-term, limited-purpose license conversion. Accordingly, I have been awarded NZ private pilot privileges until June. This is admittedly pretty low on the scale of aviation bragging rights, but it was interesting to go through the process and see how another country’s aviation authority approaches pilot certification. 

As an FAA-certificated pilot, you are allowed to fly aircraft within the U.S., as well as N-registered aircraft in any ICAO member state (193 countries comprising the vast majority of the world). Beyond our shores and U.S.-registered aircraft, though, piloting requires converting your FAA certificate(s) to their foreign equivalent(s). There are a few reasons one might be interested in doing this. 

The first, and most common, is foreign citizens returning to their native country after completing flight training in the U.S. because of the lower cost of flying here. There are now several schools in the U.S. that offer direct European Union Aviation Safety Agency (EASA) pilot licensure, but the more common route is to earn one’s FAA certificates here and then go through the conversion process back home.

The second scenario involves U.S. citizens converting their commercial or ATP certificate with the intention of working overseas as an expat (or emigrating), or as a hedge in case of a downturn in the U.S. economy, airline industry, or political situation. This was quite common in the “lost decade” after 9/11, when thousands of furloughed or career-stagnated U.S. pilots sought opportunities overseas at the same time that many foreign operators were facing an acute pilot shortage. Right now the U.S. is well ahead of most of the world in both pilot compensation and hiring, but this could change, and in any case a scenery shift will always appeal to some. Unless you are a dual citizen or otherwise have a right to work in a foreign state, however, obtaining a work visa may prove harder than converting your certificates.

The last scenario involves a U.S.-certificated pilot who spends a lot of time overseas, or is taking a lengthy vacation, and wishes to fly locally registered aircraft for pleasure. This usually involves issuing only a PPL (depending on the country) and perhaps an instrument rating.

Every country’s aviation authority sets its own requirements and process for converting pilot licenses, except in cases where multiple countries have combined their authorities into a single agency, as in the case of EASA (which covers the entire European Union, plus Norway, Iceland, Switzerland, and Lichtenstein). It helps that ICAO has coordinated three standard levels of licensure that are recognized by all member states: private (PPL), commercial (CPL), and airline transport (ATPL). A fourth ICAO license, multi-pilot (MPL), is not recognized by the U.S. or Canada. Instrument and multiengine ratings are well standardized and usually convertible, though maintaining currency and recency of experience can differ greatly. However, the FAA’s non-ICAO-standard certificates, such as recreational or light sport, usually cannot be converted. 

Almost all conversions require obtaining a medical certificate issued by the converting authority. If not yet in-country, this might involve a special visit with associated time and expense. Medical certification standards vary, as do the guidelines for waivers and special issuances. In some cases, your current FAA medical can be used for a limited time frame, after which you must obtain a local medical of the appropriate class.

The simplest license conversions typically involve countries with similar regulatory structures, often neighbors. New Zealand and Australian licenses are easily interchangeable with a simple form. Converting a U.S. certificate to a Canadian one is a fairly simple process involving a 10-to-15-hour online class. The U.K.’s Civil Aviation Authority (CAA) resumed responsibility for licensure after Brexit, and its licenses were interchangeable with EASA until last year. They are still virtually identical and easily convertible. Some Middle East countries and others with a high percentage of expat airline pilots (notably excepting India and China) accept FAA, EASA, and U.K.-CAA ATPLs with a minimum of fuss.

• READ MORE: Make a Run for the Border

Most countries, however, present the potential convert with significant hurdles and no small amount of bureaucracy, particularly for CPL and ATPL. These can include a logbook review, submitting police records and undergoing a background check, undergoing mandatory ground and/or flight training, sitting for various exams, and passing a check ride or flight review. Even for my humble New Zealand short-term PPL validation, I had to log ground and flight instruction in weather and mountain flying from a NZ instructor and then complete a flight review. It’s worth noting that NZ, like many countries, uses a type-rating system even for piston singles. My BFR took place in a Cessna 172, and I am type rated in the “C172” only. To fly any other type, I would need to seek training from an appropriately rated NZ instructor. Similarly, to fly at night I would need to obtain a night rating. 

The most common target for converting FAA certificates is undoubtedly EASA. Converting a PPL in the EU is a reasonably simple proposition, an instrument rating or CPL somewhat less so, and an ATPL least of all. The Europeans—and really, most aviation authorities worldwide—place a much greater emphasis on knowledge testing than the FAA. ATPL conversion candidates must sit for 14 separate exams, testing knowledge of aerodynamics, weather, systems, regulations, air traffic procedures, and so forth. In addition, there are many ground and flight training requirements, capped off by a check ride. It’s a lengthy, expensive, and cumbersome process, yet thousands of European professional pilots (and a few Americans) have gone this route. 

Ultimately, flying is flying the world over, and the differences from country to country are relatively minor in the scheme of things. Compared to the difficulty of learning to fly and earning your FAA certificates in the first place, exporting them for use overseas is usually a pretty reasonable process and an enlightening one that gives a sneak peek into how various aviation authorities go about their business.

The post A Primer on Pilot Certificate Conversions appeared first on FLYING Magazine.

JetBlue is looking to trim its workforce by offering so-called ‘opt-out’ packages across different workgroups. As first reported by airline industry watchdog JonNYC, the airline confirmed the buy-out offerings on Friday evening in a statement.

“We remain the industry’s only airline with a no-furlough commitment in place. We are aiming to reduce our fixed costs through voluntary measures by giving people who work in a number of corporate functions, in our airports, and in our customer support center the opportunity to leave JetBlue with a departing pay and benefits package. The program does not include pilots, flight attendants, and technicians,” a spokesperson from the airline said.

According to the internal memo shared by JonNYC, employees who take the buy-out will leave the company on Feb. 29, 2024 with up to three weeks of pay per year of service for some.

The announcement comes just days after JetBlue and Spirit lost a months-long battle with the U.S. Department of Justice (DOJ) to merge. “If JetBlue were permitted to gobble up Spirit — at least as proposed — it would eliminate one of the airline industry’s few primary competitors that provides unique innovation and price discipline,” U.S. District Judge William Young wrote in regard to the proposed merger.

• READ MORE: Judge Blocks JetBlue, Spirit Merger

JetBlue’s $3.8 billion proposal to acquire the ultra-low-cost carrier is on shaky ground as the companies consider next steps. On Friday, JetBlue said it may back out of the deal and not move forward with an appeal. In a filing, Spirit stated it saw “no basis” for termination.

An Emerging Trend

In November 2023, Spirit also offered select staff the option to depart the company with similar buy-outs. “The last few months have been a testament to our resilience and dedication as a company but we must return to profitability, which will require a series of tough decisions,” Spirit CEO Ted Christie told employees in a recent internal memo according to TheStreet.

Many U.S. airline executives have echoed similar sentiments in recent Q4 2023 earnings calls, with some expecting recruitment to be down year-over-year for most positions.

“…we plan to end 2024 with headcount flat to down as compared with year-end 2023 as we slow hiring to levels that are at or below our attrition rate that will drive efficiency gains in 2024 with more to come in 2025,” Southwest CEO Bob Jordan said during the company’s recent earnings call.

In addition, Atlanta-based Delta is cutting its pilot hiring plans in roughly half during 2024. “The intensity of hiring and training has moderated…,” the airline’s CEO Ed Bastian said during its earnings call.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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The National Air and Space Museum is inviting applications for its 2024 summer internship program, offering a dynamic opportunity for immersive learning in Washington, D.C. Interns will engage with renowned mentors across various museum disciplines, working alongside accomplished professionals and iconic artifacts.

There are many opportunities for applicants interested in experience in non-flight, aviation-related disciplines, from history research to communications and media. 

Some key details:

• Duration: 10 weeks, early June to early August
• Work format: Full-time, with on-site or hybrid options in the D.C. area
• Stipend: $7,000
• Application deadline: February 29

To qualify for an internship, applicants must be high school graduates enrolled in, or recently graduated from, a degree program at an accredited college or university. Strong academic records are expected, and international applications are welcome.

• READ MORE: Museum Spotlight: Smithsonian National Air & Space Museum

Some of the aviation-related internship projects include:

• Archival research: Military aviation
• Center for Earth and Planetary Studies: Distribution of geologic structures on Europa
• Center for Earth and Planetary Studies: Titan’s tectonic history
• Communications: Communications and social media
• Communications: Digital content and accessibility
• Education: Astronomy
• Education: S.H.E. Can STEAM Aviation Camp
• Education: Soar Together family programs
• Graphic design: Publications and marketing

For detailed project descriptions and application information, visit the museum’s website.

The post National Air and Space Museum’s Internship Program Accepting Applications appeared first on FLYING Magazine.

Visionary Training Resources (VTR), a Tampa-based developer of virtual reality (VR) flight training devices, and CommuteAir, a regional airline operating as United Express, recently inked a partnership to incorporate VTR’s technology into CommuteAir’s pilot training program.

This collaboration will see CommuteAir pilots utilizing VTR’s FlightDeckToGo system to gain an immersive and realistic training experience. The initial focus will be on Embraer ERJ-145 ground-based procedural flows, with potential expansion to cover other non-normal and emergency scenarios in the future.

“We look forward to expanding our rapidly growing customer base with a leader in the U.S. regional airline market. CommuteAir is fully committed to providing a world-class training experience for their pilots, and we are excited to be their partner in the VR space,” said Captain Evey Cormican, VTR’s Founder and Chief Executive Officer, in a press release.

• READ MORE: Virtual Reality in Flight Training: More Than a Fad

The airline says that VR headsets will be issued to new pilots during the first several weeks of their initial training, allowing them to practice during ground training at the location of their choice. VR will supplement CommuteAir’s current use of Graphical Flight Simulation (GFS).

According to a press release, CommuteAir spent over two years evaluating VR solutions and has been actively integrating VR into its pilot training infrastructure for the past year. This partnership paves the way for hundreds of new and current CommuteAir aviators to use VR training over the next two years, starting with basic flight deck procedures.

“VTR’s virtual reality headsets and handsets will enhance our current training program for the more than 200 pilots we’re hiring annually by enabling them to familiarize themselves with our aircraft’s cockpit using a realistic simulation. CommuteAir trainees will practice flight deck orientation, flows, and procedures with the assistance of the VTR’s virtual instructor and eye-tracking features,” Lance Lau, the airline’s Director of Flight Crew Training, added.

VTR was founded by pilots with ‘extensive safety and training backgrounds.’ Since its inception in 2017, the company has partnered with a handful of airlines and flight schools to deliver virtual reality to pilot training programs, including Atlas Air and JetBlue.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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