CFI shortage...my problem?
02-26-2008, 02:11 PM
#1
Gets Weekends Off
Thread Starter
Joined APC: Dec 2007
Position: Furloughed Righ Seater
Posts: 251
CFI shortage...my problem?
I got this unsolicited email today and thought it was...uhh, interesting. My only thoughts, increase pay to better than the airlines (shouldnt be hard...)and then you will have instructors again...
enjoy.
To Pilots and Instructor Pilots:
This is a letter to help make you aware of the current world situation and at the same time for the selfish purpose of attracting employees that are interested in adding to the improvement of flight training.
We all need the pilot community to know the real situation and hopefully to understand what the ramifications can be.
There is now an extreme shortage of Flight Instructors in this country. The Airlines have been hiring all the warm bodies they can find because of the general shortage of qualified pilots.
The industry needs to recognize the actual status of aviation in this country as well as the rest of the world. The cost of training to become a professional pilot and the ongoing media presentation of the dangers have contributed to turning away potential student pilots. In turn lack of industry contribution to advertising and pay has not given the young person any impetus to become involved.
Whatever the reason one can provide for the situation, it does not change the fact that for the past ten to fifteen years there have been considerably fewer new pilots versus the number of those retiring. A simple study of FAA statistics of the numbers of different ratings obtained and those maintained has shown the day would come when there would no longer be enough pilots for the demand.
An additional factor not shown in the numbers is how many of those pilots obtaining commercial licenses are actually foreigners that are not allowed to work in this country. Since the initial TSA requirement (approx. 5 yrs.) for background checks of foreign Students, there have been over 175,000 applications. Ab-initio students typically are required three checks during their training so there has to be almost 60,000 foreign students included in the FAA numbers. This means there are very few domestic pilots being trained in the country that requires the most!
The day has arrived. Today a new commercial pilot can go directly to an airline or other professional flight position. The demand has taken most of the young instructors from the flight schools leaving a shortage for the training of new pilots.
In the 1960's this situation existed where major airlines were hiring 250 hour pilots. At that time foreign pilots were allowed to come. Today, any foreign pilot is considered a terrorist until proved otherwise but with the immigration system currently in place still not allowed to work in the U.S.!
With a shortage of instructors, there being only older instructors available, there is no way to ever catch up with demand. The numbers just cannot be made to work! There is no way statistically to generate the number of pilots or instructors needed throughout the world without the Airlines participation. The older instructor pilots continue to get older and the new potential instructors no longer stay at the schools. Eventually the Airlines will find it necessary to have their own pilots do ab-initio flight training in order to supply their own needs. Those Airlines that understand this problem and begin doing their own training will be the ones that survive.
Until then a partial but temporary aid will be to encourage more of those without licenses to obtain licenses and those without medicals to become involved in that part of training not requiring the medical.
Re-thinking the way training is done by use of ground instructors teaching the non-flying aircraft operation and procedures.
More emphasis on simulation and simulated flight procedures with thorough drill to allow more efficient and progressive flight training.
Ground schools to emphasize more practical flight and radio procedures in addition to the usual required flight curricula.
Learning to fly and learning what to do with the aircraft differentiated to allow efficient and safe methods of operation.
It is no longer practical for a Flight Instructor to spend more than minimum time with the Student on the ground.
In reality, it is all about money. The time has come when the necessity of having sufficient training to increase the number of new pilots will require compensation to the Instructors sufficient to allow them to afford staying in that profession. The industry will gradually come to that.
enjoy.To Pilots and Instructor Pilots:
This is a letter to help make you aware of the current world situation and at the same time for the selfish purpose of attracting employees that are interested in adding to the improvement of flight training.
We all need the pilot community to know the real situation and hopefully to understand what the ramifications can be.
There is now an extreme shortage of Flight Instructors in this country. The Airlines have been hiring all the warm bodies they can find because of the general shortage of qualified pilots.
The industry needs to recognize the actual status of aviation in this country as well as the rest of the world. The cost of training to become a professional pilot and the ongoing media presentation of the dangers have contributed to turning away potential student pilots. In turn lack of industry contribution to advertising and pay has not given the young person any impetus to become involved.
Whatever the reason one can provide for the situation, it does not change the fact that for the past ten to fifteen years there have been considerably fewer new pilots versus the number of those retiring. A simple study of FAA statistics of the numbers of different ratings obtained and those maintained has shown the day would come when there would no longer be enough pilots for the demand.
An additional factor not shown in the numbers is how many of those pilots obtaining commercial licenses are actually foreigners that are not allowed to work in this country. Since the initial TSA requirement (approx. 5 yrs.) for background checks of foreign Students, there have been over 175,000 applications. Ab-initio students typically are required three checks during their training so there has to be almost 60,000 foreign students included in the FAA numbers. This means there are very few domestic pilots being trained in the country that requires the most!
The day has arrived. Today a new commercial pilot can go directly to an airline or other professional flight position. The demand has taken most of the young instructors from the flight schools leaving a shortage for the training of new pilots.
In the 1960's this situation existed where major airlines were hiring 250 hour pilots. At that time foreign pilots were allowed to come. Today, any foreign pilot is considered a terrorist until proved otherwise but with the immigration system currently in place still not allowed to work in the U.S.!
With a shortage of instructors, there being only older instructors available, there is no way to ever catch up with demand. The numbers just cannot be made to work! There is no way statistically to generate the number of pilots or instructors needed throughout the world without the Airlines participation. The older instructor pilots continue to get older and the new potential instructors no longer stay at the schools. Eventually the Airlines will find it necessary to have their own pilots do ab-initio flight training in order to supply their own needs. Those Airlines that understand this problem and begin doing their own training will be the ones that survive.
Until then a partial but temporary aid will be to encourage more of those without licenses to obtain licenses and those without medicals to become involved in that part of training not requiring the medical.
Re-thinking the way training is done by use of ground instructors teaching the non-flying aircraft operation and procedures.
More emphasis on simulation and simulated flight procedures with thorough drill to allow more efficient and progressive flight training.
Ground schools to emphasize more practical flight and radio procedures in addition to the usual required flight curricula.
Learning to fly and learning what to do with the aircraft differentiated to allow efficient and safe methods of operation.
It is no longer practical for a Flight Instructor to spend more than minimum time with the Student on the ground.
In reality, it is all about money. The time has come when the necessity of having sufficient training to increase the number of new pilots will require compensation to the Instructors sufficient to allow them to afford staying in that profession. The industry will gradually come to that.
Last edited by utedrummer; 02-26-2008 at 03:43 PM.
02-26-2008, 02:23 PM
#2
Gets Weekends Off
Joined APC: Jul 2007
Posts: 1,213
Last time I checked, this school did not offer much in the way of pay. I think it was the lowest of all the schools I interviewed with.
Supply and Demand is at work here. The flight schools will have to raise pay to attract quality instructors.
Supply and Demand is at work here. The flight schools will have to raise pay to attract quality instructors.
02-26-2008, 02:39 PM
#3
Gets Weekends Off
Joined APC: Mar 2006
Position: SkyWest Capt.
Posts: 2,963
When I was teaching at PAIFA the average CFI made about $18K with no benefits, now they can make up to $55K with benefits. Still not worth going back to instructing but for some it might work out.
http://www.panamacademy.net/
http://www.panamacademy.net/
02-26-2008, 03:43 PM
#4
Line Holder
Joined APC: Jan 2008
Position: CFI looking for higher
Posts: 80
The flight school I currently work at normally has about 13 - 14 instructors. Now we're down to 5. We're bringing on a new CFI that I trained in March, but then again I'll be leaving in March so that doesn't do any good.
Another problem I see is that there's not going to be many instructors qualified to train new ones. For part 61 instructors, you have to have 2 years of experience and 200 hours of instruction to train initial CFI applicants.
For part 141 instructors, you must have an 80 percent pass rate (4 out of 5) and given 400 hours of instruction. This one's not so much a problem at busy flight schools, but part 61 guys have to wait 2 years. Not many instructors are hanging around that long.
It's going to be interesting to see how this all plays out.
Another problem I see is that there's not going to be many instructors qualified to train new ones. For part 61 instructors, you have to have 2 years of experience and 200 hours of instruction to train initial CFI applicants.
For part 141 instructors, you must have an 80 percent pass rate (4 out of 5) and given 400 hours of instruction. This one's not so much a problem at busy flight schools, but part 61 guys have to wait 2 years. Not many instructors are hanging around that long.
It's going to be interesting to see how this all plays out.
02-26-2008, 06:29 PM
#5
Gets Weekends Off
Joined APC: Nov 2005
Position: UPS 757/767 Capt ONT
Posts: 4,357
Maybe the FAA should relax the rules on duty time for airline pilots doing instruction in their spare time. How many highly experienced pilots/CFI's are sitting reserve with nothing to do (me) that would be happy to work with the next generation. Only problem is, people say it will cost me my job if I do....
02-26-2008, 07:54 PM
#6
Gets Weekends Off
Joined APC: Sep 2006
Posts: 926
Originally Posted by de727ups
Maybe the FAA should relax the rules on duty time for airline pilots doing instruction in their spare time. How many highly experienced pilots/CFI's are sitting reserve with nothing to do (me) that would be happy to work with the next generation. Only problem is, people say it will cost me my job if I do....
I have a great instructor job....the pay is just a little above the highest figure mentioned on this thread thus far, but the BEST thing about my job is that the FAA has very little involvement.
I'd like to move into a regional or some turbine equipment, but I just can't give up the pay at this job. I penciled it out one night and figured that it would take 8 years at a regional to be money ahead of staying put.
That's a tough number to swallow, especially when I'm 34.
02-26-2008, 08:10 PM
#8
Gets Weekends Off
Joined APC: Sep 2006
Posts: 926
That e-mail, while doing a lot of wandering, certainly swerved into very good point:
Hearing an American accent on the practice area frequencies in the PHX area is the exception, not the rule. It would seen that a whole bunch of the certs issued currently are for non-US citizens....I know that my employer alone is more responsible for nearly 300 student pilot certificates per year that are used solely for training and produce pilots that are not employable in the USA.
The FSDO reports that CFI-initial rides have nearly come to a complete stop.
It'll be interesting to see how long it takes the market in the sector of aviation that traditionally follows instruction to respond to the shrinking pool of even 1000 hour pilots.
Hearing an American accent on the practice area frequencies in the PHX area is the exception, not the rule. It would seen that a whole bunch of the certs issued currently are for non-US citizens....I know that my employer alone is more responsible for nearly 300 student pilot certificates per year that are used solely for training and produce pilots that are not employable in the USA.
The FSDO reports that CFI-initial rides have nearly come to a complete stop.
It'll be interesting to see how long it takes the market in the sector of aviation that traditionally follows instruction to respond to the shrinking pool of even 1000 hour pilots.
02-26-2008, 09:27 PM
#9
A Second Past V1
Joined APC: Feb 2007
Position: Assumed
Posts: 743
I feel it comes down to the cost of it all, for the initial stuff.
Compare flight training costs of yesteryears to today.
Pay for training to get your CFI or get it for free. Then look at pay.
Like I said, price...
Compare flight training costs of yesteryears to today.
Pay for training to get your CFI or get it for free. Then look at pay.
Like I said, price...
02-27-2008, 06:13 AM
#10
Kept down by the man
Joined APC: Dec 2007
Position: 767 CA
Posts: 657
Originally Posted by Outlaw2097
I feel it comes down to the cost of it all, for the initial stuff.
Compare flight training costs of yesteryears to today.
Pay for training to get your CFI or get it for free. Then look at pay.
Like I said, price...
Compare flight training costs of yesteryears to today.
Pay for training to get your CFI or get it for free. Then look at pay.
Like I said, price...
The other thing is that flight schools love to make more than the instructor does from the actual instruction fee... At the school I teach at they charge $43 an hour for instruction and I only see $18 of that! talk about a joke.. I make less than half of that, and "I" am the certified professional... This is whats wrong with this side of the aviation industry...
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