Questions on becoming a Commercial Pilot

[lazypucker]

Do pilots get to bang all the hot chicks?

[Fuzz]

I know you have been through this so maybe my math doesn't work for it, but if you fly 1000 hours in a year, that's only 19ish hours a week. I know it doesn't all count as flight time but worst case, 2 years 10 hours a week doesn't sound that hard to achieve. How does it take 4 years to get 1000 hours?

[Weitz]

Originally Posted by Flacker

Here is an unverified WestJet Encore payscale:
WESTJET ENCORE PILOT HOURLY RATE OF PAY

FIRST OFFICER
Step 1 Start Rate $38.00
Step 2 Completed one (1) year $38.76
Step 3 Completed two (2) years $39.54
Step 4 Completed three (3) Years $40.33

CAPTAIN
Step 1 Start Rate $68.00
Step 2 Completed one (1) year $69.36
Step 3 Completed two (2) years $70.75
Step 4 Completed three (3) Years $72.16

To get 1000 hours MULTI you will have worked about 4 years (minimum) getting driven into debt, or you have dropped $150K+ to build your hours. All to qualify to make $38/hr. I also wouldn't qualify Encore as a "national" airline, they are a regional, and they certainly pay like one.

Does this include the new accelerated programs that WestJet and the like are offering to get more pilots?

My friend was a lawyer and she quit to become a pilot. The path she laid out seemed a lot easier than you have described,

[Flacker]

Originally Posted by Fuzz

I know you have been through this so maybe my math doesn't work for it, but if you fly 1000 hours in a year, that's only 19ish hours a week. I know it doesn't all count as flight time but worst case, 2 years 10 hours a week doesn't sound that hard to achieve. How does it take 4 years to get 1000 hours?

Because out of the gate you are low man on the totem pole. Everyone's goal is to build hours, the senior pilots will get the bulk of the hours. Multi hours is likely what the 1000 hours refers to, they will have lots of single engine work at smaller outfits.

I am a good 2 decades removed from the game, so my experience may not reflect conditions today. But I would be very surprised if small operators aren't still turning the screws on young pilots, that is their competitive advantage. I hope that things have changed and the road to success in aviation is less taxing, otherwise these operators that are struggling for qualified pilots deserve their plight.

[Fuzz]

So from that article:

Pilots at Thunder Bay-based Bearskin Airlines traditionally fly for the company for two or three years before moving on to work at larger airlines. These days, they usually only stay for six months before they're scooped up.
March 2017 was a particularly bad month for Bearskin as 10 of its 50 pilots on staff were plucked by national airlines, Bearskin admits it's losing pilots at a "crazy rate" and turnover is not improving.
"It tightens up our scheduling, it means we pay overtime," said Trevor Gavinchuk, a pilot and director of flight operations with Bearskin. "The rest of the pilots pick up the slack that month or two it takes to get people trained."

My brother went through the ringer in Thompson Manitoba for several years, but it sounds like that has changed.

I'd be more worried about automation if I were a looking at being a pilot now. You may get 20 years before it hits hard, but I'm sure it is coming. The airlines could save a lot of money getting rid of pilots, even if it is just by keeping one in the cockpit.

[Flacker]

Originally Posted by Fuzz

So from that article:

My brother went through the ringer in Thompson Manitoba for several years, but it sounds like that has changed.

I'd be more worried about automation if I were a looking at being a pilot now. You may get 20 years before it hits hard, but I'm sure it is coming. The airlines could save a lot of money getting rid of pilots, even if it is just by keeping one in the cockpit.

So we spend millions building redundant systems in aircraft, but we are going to introduce a single point of failure (single pilot)? Doesn't seem well thought out.

[bizaro86]

Originally Posted by Flacker

So we spend millions building redundant systems in aircraft, but we are going to introduce a single point of failure (single pilot)? Doesn't seem well thought out.

Airliners won't go to single pilot until pilots are completely redundant. IE once an airliner can take-off, fly and land itself, and deal with weather, ATC, etc, then the public would likely accept single pilot operation.

Someone starting a career now is probably safe, since they should be at least 15-20 years up the seniority list before single pilot operation really takes off, and it'll take awhile for planes to be replaced/retrofitted as well.

[Bigtime]

How about this for a curve ball, what if an ATC operation (like Nav Canada) could send their ATC requests electronically to an aircraft and have it carry it out? No delays versus verbal instructions on each end and the pilots changing dials. This kind of setup could pair well with a reduction of flight crew.

[Flacker]

Originally Posted by Bigtime

How about this for a curve ball, what if an ATC operation (like Nav Canada) could send their ATC requests electronically to an aircraft and have it carry it out? No delays versus verbal instructions on each end and the pilots changing dials. This kind of setup could pair well with a reduction of flight crew.

I would be very interested in the security methods used in such a system, a breach/vulnerability in this automation would be catastrophic.

[Bigtime]

Definitely will have to pass those security checks and balances, but you bet ATC groups are already looking into stuff like this.

[Flacker]

Originally Posted by Bigtime

Definitely will have to pass those security checks and balances, but you bet ATC groups are already looking into stuff like this.

ATC could also be entirely replaced by software in that case, definitely an interesting discussion. Any disruption of signal between control and aircraft would have massive implications, there are a lot big holes to fill.

Also raises a lot of moral questions, as now life/death decisions are being made by software and all has to be coded:
http://moralmachine.mit.edu/

Sorry for drifting off topic here...

[Rautakallio]

He has the passion, is definitely aware of the sacrifice and is fortunate that his parents are paying "most" of his way (thank god for RESPs). Probably not necessary to work the summer in an an aviation role but everything helps. So back to the original ask if you know of anything or have ideas please PM us. Thanks!

[Northendzone]

so for a two hour flight from Calgary to Winnipeg; how many hours would the pilot put in to prepare and then after touchdown?

Originally Posted by Flacker

Here is an unverified WestJet Encore payscale:
WESTJET ENCORE PILOT HOURLY RATE OF PAY

FIRST OFFICER
Step 1 Start Rate $38.00
Step 2 Completed one (1) year $38.76
Step 3 Completed two (2) years $39.54
Step 4 Completed three (3) Years $40.33

CAPTAIN
Step 1 Start Rate $68.00
Step 2 Completed one (1) year $69.36
Step 3 Completed two (2) years $70.75
Step 4 Completed three (3) Years $72.16

To get 1000 hours MULTI you will have worked about 4 years (minimum) getting driven into debt, or you have dropped $150K+ to build your hours. All to qualify to make $38/hr. I also wouldn't qualify Encore as a "national" airline, they are a regional, and they certainly pay like one.

[Lubicon]

Originally Posted by Northendzone

so for a two hour flight from Calgary to Winnipeg; how many hours would the pilot put in to prepare and then after touchdown?

Generally speaking, report time is an hour prior. After the flight it's pretty quick if you are at the end of your day. But these guys normally fly multiple legs per day and turn around times between flights is 40 minutes or more typically. They are paid by the flight hour, not hours on duty. So for example an Encore pilot flying a 4 leg day they might be actually flying for only 4-6 hours but are working for 7 or 8.

[Dynamic]

Originally Posted by Lubicon

Generally speaking, report time is an hour prior. After the flight it's pretty quick if you are at the end of your day. But these guys normally fly multiple legs per day and turn around times between flights is 40 minutes or more typically. They are paid by the flight hour, not hours on duty. So for example an Encore pilot flying a 4 leg day they might be actually flying for only 4-6 hours but are working for 7 or 8.

Wow that sucks. I was actually surprised that they had such a high hourly rate but if they are only paid when they are actually flying that is not very good at all.

[Northendzone]

so for reference purposes $72 per hour is close to $150,000 per year in the typical work world (72 * 40 *52).

so how many hours would a captain typically fly per year?

[speede5]

Originally Posted by Rautakallio

My Son will be finished his first year at MRU in the Aviation Program in May. He is looking for a summer job within the aviation industry and I offered to post on CP. He only has his PPL so not looking to fly (although he could) but more helping out in some capacity like maintenance, scheduling or just any odd jobs like cleaning. He already has begun sending out a resume to most of the local aviation companies. He has to continue flying in the summer with MRU so job would have to be in the local YYC area. We can send off a resume if you PM me. Thanks!

www.cae.com

We have a few summer jobs posted in Moose Jaw and should have more posted shortly, not sure what else the company may have.

[speede5]

I read the second half of your post while it was loading.

[Fuzz]

Originally Posted by speede5

I read the second half of your post while it was loading.

They still using dial-up in Saskatchewan?

Memories....come on load. Come on load! Get off the phone!

[Reaper]

Originally Posted by Northendzone

so for reference purposes $72 per hour is close to $150,000 per year in the typical work world (72 * 40 *52).

so how many hours would a captain typically fly per year?

I thought crews were only paid when they were in the air, a variable receive a stipend for ground duties, and a per diem for incidentals while away from home. I'd imagine that flying time and ground duties per month can vary widely based on employer/contract situation.