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Flying High Pre – COVID19 – Future’s So Bright Gotta Wear Shades!…
Hard to believe that less than 18 months ago pilots across the world were flying high on an ever-growing rug of riches. There was a worldwide pilot shortage – jobs were abundant and experienced pilots’ salaries soared.
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Contracts in China topped the pay packets at up to 30,000 USD / month – after taxes paid. Supply and demand. Predictions were for ever-increasing salaries from there as aviation worldwide was booming and pilot training could simply not keep up the pace.
Fast forward to the present day and there is no end in sight to the massive pilot glut. COVID19 travel restrictions globally have devastated the entire aviation industry, with airlines only still existing due to massive government handout packages. The total carnage has caused tens of thousands of instantly unemployed pilots all over the world, with little hope of re-employment on the horizon.
The Long Road To The Pilot Wealth Of Experience
Becoming a qualified airline pilot is usually a long long road. It takes years of time, study, and hard work to gain the experience, and money. In most countries, an investment of around $150,000 for the training will enable a fledgling aviator to gain a job in general aviation, where the pay and conditions are usually average to poor at best. A few more years working in these crappy outfits allows the experience for entry to a regional low-cost or domestic carrier, where a few more years may finally allow for a command (Left-hand seat captain) on a light twin aircraft or small jet. Once several hundred hours as a Captain here, entry to a major international airline is possible as a First Officer ( RHS again), then it’s a waiting game – sometimes even for 20 -30 years, before seniority allows command of a big international jet. Other avenues such as via the military are less expensive, but the waiting game still exists to achieve the end game.
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Recently ( less than two years ago ) the massive predicted shortfall of pilots has meant fast-tracking young pilot “cadets” into the RHS seats of airliners with very little experience. The idea was the experienced “Oldtimer” Captains and multi-crew could cope – and train them up on the job without compromising safety too much. A big call – but deemed necessary to cater to aviation’s exponential demand. Asia was the biggest advocate of this approach, with thousands of young cadets gaining RHS seats in regional and International jets in record time just prior to Covid19. They can do the job OK in fine and fair weather – but add a few mechanical failures and storms – and without the experience alongside it’s an accident waiting to happen.
Asia was the biggest advocate of this approach, with thousands of young cadets gaining RHS seats in regional and international jets in record time just prior to Covid19.
To fly as an experienced Captain with almost zero useful help from such inexperienced first officers is more than demanding at the best of times, let alone in bad weather, bad ATC, and with language barriers. To attract such highly qualified people – salaries worldwide had to be raised – especially in places like China with pimply – barely English-speaking teenagers sometimes the only assistance. Hence the incredible pay – but the companies knew it was great value and indeed cheap insurance in the big scheme of things.
Hence the incredible pay – but the companies knew it was great value and indeed cheap insurance in the big scheme of things.
COVID19 Contraction Of Experienced Pilots’ Conditions – Deeply Disturbing…
So now we have the remarkable turn of events, wherein most parts of the world aviation has come to a grinding halt and most of the experienced pilots haven’t worked in over a year. ( The longer you don’t work as a pilot the harder it is to gain employment- “flight recency” is a large factor and more than 12 months requires extensive and expensive retraining..)
Disturbingly – Asia still has a large portion of medium to large airline jets flying the skies – mostly domestically. In Vietnam alone there are 5 airlines flying domestic operations, with some International cargo. China has largely recovered in its enormous domestic aviation market.
Then – Big $$$ and…. Now – …Peanuts
Why disturbingly? – Vietnam as a case in point is now “opportunistically” paying its “Experienced Captains” between $500- $2500 USD/ month! Supply and demand. Even in Vietnam – that barely covers the cost of living for a single Captain with no family – let alone someone with kids in an ex-pat school ( $2000 / child/month.) Not only that, the conditions are so bad they are being forced to quarantine after an International sector, sometimes in an old World War 2 style Vietnam Airlines dormitory building – and need to SHARE the room with the First Officer for *[15 days Now 21 days and THEN 7 more days self Isolate at home!!.]*
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No English TV, shitty wifi, hard single bed a metre away from old mate – for *[ Two weeks! – Three weeks! Then 7 more days isolation at home!]*
No extra pay for the “prison” time, – glory days indeed! Even if the guys are lucky enough to get a hotel, no dumbells for exercise allowed or alcohol ( Ministry of Health policy.) The A350 Captains doing International sectors actually make less than the domestic captains ( A350 Cpt Max av.1900USD/month) because they are essentially locked up for a month after every trip.
It’s become more than a mental health and aviation safety issue, – it’s now a human rights issue.
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A teacher of English in Vietnam – with a certificate that takes 2 hours and costs $60 – online – makes more than an A320 or A350 Captain with Vietnam airlines or Pacific airlines ( Previously Jetstar Pacific ) now, and has a far superior roster.
Actual photos of the luxurious quarantine facility Vietnam Airlines Pilots are expected to enjoy sharing for 21 days before 7 more days locked up at home…
Compare these facilities to an actual Prison cell in Germany as below…
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As you can imagine, there’s not much incentive for the experienced guys – the ones who are holding the whole show together – to stay and put up with such miserable pay and conditions.
The only reason some are staying is to remain “current” – in the hope that a recovery may be around the corner and they can exit stage left to a decent outfit that recognizes their worth. Even those who are staying are taking large chunks of leave without pay to avoid the ridiculous work practices. They’re out of the system essentially already.
Flying Low In Asia Post COVID19 – A Future Of Flames?
Meanwhile the longer this goes on, the bigger the potential for airframes and indeed hundreds of passengers to be added to the list of victims. The airlines are desperate to get aircraft in the air to stop the revenue bleeding, so continue to operate full steam ahead with the “B” teams. Their short-sightedness will – and is already causing the safety net of experience to leave or ground themselves. Those who remain are seriously distressed – and greatly distracted – by money and concerns about the appalling conditions.
Vietnam is a very small market compared to China, and whilst the Chinese are not offering such absurd pay and conditions, COVID19 and Chinese political aggression have forced 90% of the very experienced ex-pat Captains to leave the country already. Same boat for different reasons.
Asian airlines are excellent at looking the part, but Asian aviation is in deep trouble without the safety net of experience.
Every day they continue to operate more and more diluted of vital expertise, and without it, they are more and more vulnerable to terminal events. Probably just a matter of when not if – multiple – such events. Ultimately, in Aviation and most of life, you will always get what you pay for…
Asian airlines are excellent at looking the part, but ultimately, in Aviation and most of life, you will always get what you pay for…
About the Author: The author has over 22000 hours of military and commercial aviation experience mostly in command of large passenger jets. He lives and has flown in Asia for decades and has flown A320’s for Jetstar Pacific Airways in Vietnam and B777’s for China Southern Airlines based in Guangzhou. He is currently a B787 Captain for Qantas Airways, stood down awaiting borders in Australia to reopen.
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