Pilot Certification and Qualification Requirements for Air Carrier Operations

The FAA’s Final Rule on pilot certification came into effect August 1^st, 2013, with it, new limits were set on the minimum requirements to become a first officer for a part 121 airline. The effects of this regulation on the aviation program here at Eastern Michigan University will be very significant and will be further discussed.

            Since Eastern is currently not on the list of accredited universities, which lower the requirements, if one were to graduate in our program today and apply to a Regional Airline, they would be required to pass the following qualifications. According to the FAA:

1,500 hours of total time as a pilot that includes at least:

(1) 200  hours of cross-country flight time.

(2) 100 hours of night flight time.

(3) 50 hours of flight time in the class of aircraft for which the rating is sought. A maximum of 25 hours of training in a full flight simulator representing a multiengine airplane may be credited toward the flight time requirement of this paragraph if the training was accomplished as part of an approved training course in parts 121, 135, 141, or 142 of this chapter. A flight training device or aviation training device may not be used to satisfy this requirement.

(4) 75 hours of instrument flight time, in actual or simulated instrument conditions, subject to the following:

(i) Except as provided in paragraph (a)(4)(ii) of this section, an applicant may not receive credit for more than a total of 25 hours of simulated instrument time in a flight simulator or flight training device.

(ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section if the training was accomplished in a course conducted by a training center certificated under part 142 of this chapter.

(iii) Training in a flight simulator or flight training device must be accomplished in a flight simulator or flight training device, representing an airplane.

(5) 250 hours of flight time in an airplane as a pilot in command, or as second in command performing the duties of pilot in command while under the supervision of a pilot in command, or any combination thereof, which includes at least—

(i) 100 hours of cross-country flight time; and

(ii) 25 hours of night flight time.

EMU is currently in the process of becoming an accredited university to fall under the lower “restricted” minimums. But unfortunately one of the requirements for this would be that one would have had to complete both their instrument and commercial training under part 141 training. And since the majority of past and present students completed this training under part 61, they will have to adhere to the higher standards. The effect of this on EMU’s flight training will most likely result in a discontinuation on part 61 programs and all students with career aspirations shifting to part 141.

As for my opinion on this issue, I believe that any effort for higher safety should be encouraged and promoted. But in this case, the means by which the FAA is trying to implement this higher safety are misguided. By setting higher hour requirements, there will certainly be more experienced and older pilots applying to the Regional airlines. But this is only an immediate and reactive solution to a bigger issue and will only give the illusion of a higher standard.

The main problem with this plan starts with the burden of cost. Since this ruling requires even more hours of training, which can become very costly, students will have to pay significantly higher. This is a problem because it has the potential to limit flight training only to those of a higher income and give the feeling of “buying” your ratings. Also, because of such a high investment, instructors and examiners may hesitate on failing students since the debt they may have incurred to even get to that point could financially ruin them or there family if they do not pass. The high cost as well could scare potential students and their parents away from flight programs simply because of the high risk of the investment. Coupled with the fact that most Regional first officer’s pay is somewhere in the 20,000 dollar range, there is not much of a return on their money.

As for the effect on the Regional airlines, I believe they will have difficulty replenishing their number of pilots lost to the natural “flow” to the majors or other higher paying positions. Therefore there will probably have to be some sort of incentive to attract prospective pilots, perhaps in the form of signing bonuses or some other benefit. But if they do not attract enough pilots to “fill the seats”, perhaps there will be route restructuring in the form of cancelled routes or less flights in a given day. Because of this resulting desperation to hire and the fixation on higher flight hours, hiring might get so bad as that, “If you are breathing and have 1,500 hours, you will get an interview immediately and be hired” (Hilkevitch 2013). Which does not seem like a very safe practice at all.

 References

Electronic code of federal regulations. (n.d.). Retrieved from http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr&sid=40760189a03dfea0b501608f33820a45&

Hilkevitch, J. (2013, August 9). Experts say stricter faa rules for pilots too costly, won't improve safety. Retrieved from http://articles.chicagotribune.com/2013-08-09/news/ct-met-airline-pilot-training-20130809_1_regional-carriers-pilots-flight-time/2

Johnson, S. (2012). The average salary of a regional airline pilot. Retrieved from http://work.chron.com/average-salary-regional-airline-pilot-5985.html

Zremski, J. (2013, July 10). Commercial pilots to face stricter faa rules as flight 3407 families draw praise . Retrieved from http://www.buffalonews.com/20130710/commercial_pilots_to_face_stricter_faa_rules_as_flight_3407_families_draw_praise.html