Q: I would like your advice for a pilot with low hours like me. I’m going nowhere. I started my training in 2005 in Auckland, New Zealand, where I am based. I finished training with a commercial pilot license and a single-engine instrument rating in 2009 with 300 hours logged. I have been stuck in the same position and I don’t see a future in this career.
I feel scammed by this pilot shortage movement advertised by flight schools that promise a glorious future. I have a $100,000 debt and feel like I have nowhere to go. I would really appreciate any information or advice you could provide for a low-hour pilot trying to break into that first pilot job.—Paul
A: The “pilot shortage” phenomenon is elusive. Kit Darby states unequivocally that the pilot shortage is imminent with potential unsavory circumstances for the economy if it isn’t fixed (“Careers: Fortune Teller,” May 2013 Flight Training). Brant Harrison developed an airline hiring model that he claims dismantles the pilot shortage myth (“Careers: Go or No/Go?” July 2013 Flight Training).
My perspective is that there will never be a pilot shortage at major airlines such as United, Delta, or even Air New Zealand and Qantas in your part of the world. In the Pacific Rim, China, and the Middle East, companies are clamoring for flying talent. It also would seem that anyone who upgrades to large jet carriers will need to come from corporate flying, lower-tier airlines, or the regional carriers. Opportunities should be quite impressive at those levels, but you will need at least 1,500 hours to land a seat with the airlines and most likely 1,000 for anything else.
You are stuck in the gap: the no man’s land between 300 and 1,000 hours. Those first jobs have historically been difficult to snag and, as you have experienced, usually involve flight instruction, maybe banner towing or aerial photography. On rare occasions, a businessman with a light twin may recruit someone with few hours in the logbook to fly him around the territory.
The best route to that first flying gig is through networking with graduates from your flight program who have jobs.
The next strategy is “Let’s Make a Deal.” If, after investing thousands of dollars, that training organization is not willing to offer you a job instructing, then take your money elsewhere. I have known many pilots who played that “you scratch my back, I scratch yours” card. Otherwise, it is a matter of knocking on doors and flooding the market with résumés. Frankly, those methods of self-marketing are not very effective, but timing may spin the fates in your direction.
One very important consideration: You may need to relocate, perhaps even to another country. Too often, new pilots are expecting hiring options in their own backyard. My sources tell me that Alaska is hurting for young flying talent. You show up on the doorstep of those companies in about March and April. Be prepared to start training the next week. If all else fails, start your own business. Think outside the box. My first aviation company was a banner towing business with a beat-up old $11,000 Cessna 172. That was followed by a hot air balloon tour company; airplane scenic tours; and finally a Part 135 charter operation. It can be done with rented or leased aircraft. Hang in there. I am wagering that any sharp, persistent pilot will be able to forge a decent career in the game of aviation. It’s only a matter of time.
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