But it indicates a slow upward growth in ATPs as well as a steady supply over time. The proportion of ATPs to COMMs should continue to go in that direction due to the new ATP requirement for regional airline FOs.

Airlines will also eliminate jobs as aircraft get larger requiring less pilots to staff them.

 

No one cares about resident status in another country, unless you are going to legally need it for that job, etc.


Its also likely that if you have been applying non stop for a month, that you've applied to a lot of places which may view you as "over qualified" i.e. regional airlines especially the bottom tier ones. They know you'll leave quick, probably in training or just after.



Yes I understand, but I just want to demonstrate that I am capable of dealing with burocrats and people of other cultures. Maybe they have a sister company in another country who needs pilots. etc Or perhaps they may have students (instructor job) from the country I used to live in and could be a plus in helping them .

It should obvious to them that if I'm sending my resume' its because I haven't received any other options.

Thanks for the reply

 

Larger aircraft generally require more not less staffing. They do longer stage lengths and fly more block hours.

 

You are forgetting some important things that have transpired over the last few years. All regional airline FOs have had to get an ATP which would account for the last few years seeing an increase in ATP certificates. I think it's a fair assumption that approximately 10k new ATPs were created over the last 3 years based on the new rule. Also, we also have to question what the requirements are for active commercial. If it includes ASEL, does that mean I hold both an active Commercial and an active ATP? In that case, the numbers might be skewed. There are also many commercial certificates that have zero desire to ever work in an airline world and only use their commercial certificate for part-time work. From a statistics point of view, this graph is way too broad and vague. It is as useful as knowing how many kids 12-18 showed interested in being a pilot as a way to project how many pilots you'll have in the future.

As to your second point, I find it highly assumptive. Yes, 50-seaters are being eliminated for 76 seaters but I don't see you significantly reducing the amount of jobs required to staff. This is also combined with several other factors. First, load factors across the board are incredibly high. Anyone who has tried to jumpseat on any number of airlines knows that it has gotten increasingly difficult over the past decade. Second, if you believe in free market forces, if there is a market for more frequency at a specific airport flying an RJ, there will be more frequency. Someone will fill the void. A company will start to combat a shortage by eliminating small aircraft in favor of larger ones but over time, they are leaving a lot of money on the table.

 

Assumed flamebait Your original post indicates you have 104 hrs of multi engine time with multiple type ratings and certs. And you're questioning why you can't get hired??? Error or true?

 

Fair enough, and I admit this data showing such and such number of pilots exist is widely open to interpretation. But my point in showing the chart is, that one can as easily interpret things any number of ways and shortage is not really in agreement with facts like these.

I am only a messenger, but here's a quote from a decent source (US Bureau of Labor Statistics):

Employment of airline pilots, copilots, and flight engineers is projected to decline 7 percent from 2012 to 2022. It is likely that scheduled airlines will attempt to increase profitability over the next decade by increasing the average number of passengers in all aircraft. This will probably be done by eliminating routes with low demand and reducing the number of flights per day along more heavily used routes. These practices will ultimately lower the overall number of flights and lower the total number of pilot jobs.

 

I'm not sure what you mean by flamebait. Someone mentioned I should have additional skills. / Like I said in previous post, I understand I dont have much time (total and ME) Its a catch 22 , no job=no experience and no experience= no job. That's why I tried to make up for it by doing other courses , classes, rating etc To try and get my foot in the door somehow. I certainly am NOT going to pay $80,000 for the privilege
of flying 500 hours as F/O in an A320. By the way most of the 104 hours was in a Piper Apache .Commercial , IFR , and MEI all first done in an Apache. And I did a SIC course in a CE500 (4 hours). I invested about 26k for my ME time.

 

Employment of airline pilots, copilots, and flight engineers is projected to decline 7 percent from 2012 to 2022. It is likely that scheduled airlines will attempt to increase profitability over the next decade by increasing the average number of passengers in all aircraft. This will probably be done by eliminating routes with low demand and reducing the number of flights per day along more heavily used routes. These practices will ultimately lower the overall number of flights and lower the total number of pilot jobs.[/QUOTE]

So any hiring in the next 10 years will basically be to replace 93% of those retiring.

 

The above statistic says a decrease in 4000 pilot jobs over 10 years (not including retirement). So, instead of 50,000 jobs over 15 years, there are only 46,000 jobs. I don't think that discounts a shortage.

Was looking around and also saw this. I thought the growth estimates were a little high but it is interesting nonetheless.

http://www.northshore.edu/cms/file/a...bor-supply.pdf

 

then later

OK, I guess I am confused here. First, I see no college degree listed. In todays fiercely competitive climate, it is basically required for the "good, I am going to retire here" places. Enough on that.

Back to the confusion

You have basically 2000 TT and 104 ME. You state yourself, that "most of" your 104 multi hours was in a Apache. However you also state you have type ratings in the A320 and B737. I wonder how many hours each type course required ? In addition, you said your types are no limitations (aka no circling limitations, nada). I didn't know this was possible with 104 ME, but you didn't have that going INTO those type courses. Probably 50 ME, going into the type schools. Lets say you gained 25 hours from 737 school, and 25 hours from A320 school, so you had 50 or so multi hours, before enrolling a course which granted you a no limitations PIC type rating as you called it.

Lets take a look at Higher Power's requirements, who are one of the leading 737 type schools and "feeder courses" into SWA. Again, you said your type is no limitations.

Boeing 737-200 Type Rating | Higher Power Aviation

Please elaborate on "your story" as this is not passing the smell test.