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Pay to fly

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Pay-to-fly is an aviation industry practice whereby professional pilots assume duty while paying for it. The practice extends to airline training in the form of type ratings with or without employment guarantee, that some pilots pay to increase their marketability. Even though studied, the subject matter is prevented under no regulation.

Description

[edit]

The pay-to-work program[1]— mostly referred to as "pay-to-fly"[2] or "p2f", also known as "self-sponsored line training"[3]—is an aviation industry practice whereby a professional pilot operates an aircraft on revenue-earning commercial operation [4] by paying for it.[5] Prices range from[as of?] around 14,000 euros[6] to sometimes over 85,000 euros [7][8] for a "flight hour package" of generally 500 hours [5][9][10] on an airliner;[9][10][11] no salaries involved.[5][7][12][13][14] When remuneration is offered,[15] substantial loans[16] to third parties (brokers) are enforced,[17] which outweigh pilots' financial gain.[18][19]

Typical customers include, but are not limited to, "low timers" (inexperienced pilots) and low-hour type rated pilots[20] (e.g., B737 type rated or qualified, A320 type rated, etc.) that pay to work to build hours and improve their odds at finding an employment as airline pilots,[21][22] thus challenging the "pilot shortage" mainstream consensus.[23][24] The practice extends to airline-dedicated pilot training, in the form of type ratings available for a check,[25][26][27][28] no employment guarantee at stakes, where pilots further shift from investment-worth company assets to source of revenue.[29][30]

Origin

[edit]

On 2 November 1924, Harold Pitcairn founded the Pitcairn Flying School and Passenger Service. Rebranded Eastern Air Lines in 1926, it flourished for decades after the 1950s until acquired by Franz Lorenzo in 1985 amidst indebtment and labour dispute in the new Airline Deregulation Act market. Management decisions (e.g., asset transfer to Continental Airlines) combined with further labour unrest against IAM, TWA and ALPA during the 1989 Easter Airline strike led to the company liquidation in 1991.[31]

In 1988, Thomas L. Cooper, one of its former Boeing 727 captain who flew during the 1989 strike,[citation needed] launched a small charter company named Gulfstream International Airlines (GIA) offering flights around South Florida, the Bahamas and Cuba in Cessna 402s. Early on, Captain candidates paid $15,000 up front starting in 1992 with intermediary business Avtar International doing the recruiting and advertising, selling multi-engine time in Cessna 402s with the assurance from the Miami Flight Standard District Office that this time was loggable. At the time, captains received compensation only following successful completion of Initial Operating Experience (IOE), First Officers would continue to fly without pay for between 150–200 hours. They were often able to continue flying without purchasing additional hours if replacements didn't come in quickly enough.[32]

Regulation

[edit]

FAA

[edit]

The Colgan Air Flight 3407 crash led to the Federal Aviation Administration (FAA) passing new pilot qualification standards.[23] These standards also addressed a mandate passed by the U.S. Congress when they enacted H.R. 5900 (111th),[33] the Airline Safety and FAA Extension Act of 2010.[34] This act also foresaw the modification of "requirements for the issuance of an airline transport pilot certificate"[35] in ways that were implemented by FAA's regulation & policy n°8900.225[36] titled Pilot Certification and Qualification Requirements for Air Carrier Operations[37] on July 10, 2013 [38]

Aforementioned regulation reduced the scope of pay-to-fly among FAA licensees by raising minimum standards.[23] Indeed, to serve as SIC (Second In Command or First Officer):

"A pilot may be eligible if he or she was a military-trained pilot; a graduate of a four-year bachelor degree program with an aviation major; a graduate of a two-year associate degree program with an aviation major; or has 1,500 hours total time as a pilot".[39]

No FAA regulations explicitly ban pay-to-fly.

EASA

[edit]
"The fact that airlines make their personnel pay does not intervene in aviation safety regulation, as long as pilots are technically qualified"[5] _Dominique Fouda, Head of EASA's Communication Department

In Europe, among EASA licence holders, pay-to-fly is a practice acknowledged to exist,[40][41] though, "neither the European Commission, nor the EASA cared":[42]

"The fact that airlines make their personnel pay does not intervene in aviation safety regulation, as long as pilots are technically qualified",[42] said Dominique Fouda, EASA Head of Communication & Quality Department.[43]

Several studies changed this position however.

Switzerland

[edit]

According to FOCA vice director Marcel Zuckschwerdt:[44]

"There is no regulation that would prohibit from doing this [pay-to-fly], it is absolutely possible. One can wonder of course, is it safe? Is it acceptable in terms of safety? And when we examined the matter, we reached the conclusion that, in the end, it's the pilot motivation that is the argument to say it is satisfying in terms of safety" [8] (at 9':50")

France

[edit]

Pay-to-fly is illegal per social regulation as a work contract can be established on demand by a judge as long as:

  1. there's a proven subordination relationship between the service provider and the party benefiting from said service;
  2. the moral or physical person benefiting from the service enforces a framework to which the service provider abides.

Legal action can be taken in case of violation, and sanctions can amount from 45,000 to 220,000 euros in fines and 3 years of prison.[45] According to the French DGAC, "pay-to-fly is not used among carriers operated under the French flag" [5] which doesn't prevent French pilots from suffering from it.[5][7][22]

France statistics
[edit]

In 2013, 1,739 French pilots were registed in Pôle emploi, a 43% rise as per the three preceding years.[5] In December 2014, graduate student pilots from the ENAC (French Civil Aviation University) alone, reported under the AGEPAC association that, from 2006 to 2011 concerning a sample of 319 pilots:[46]

  • 15% were voluntary workers/without activity/registered in Pôle emploi[47]
  • 42% didn't have an activity allowing them to fly[48]
  • 44% deemed their activity wasn't in accordance with their training[48]
  • Salaried employment rate (all employment fields) went gradually from 94% for 2006 trainees to 15% for 2011 ones.[49]

As a result, of the pilots not flying as their main activity:

Norway

[edit]

The Civil Aviation Authority, responsible for aviation safety in Norway, is not concerned.

According to Frode Lenning, head of Fleet Operation Section, CAA: “Pilots have been trained within commercial companies for years. However, it is new that some companies ask money to train pilots within their own company [...] We have been training cadet pilots in the cockpit for years, at different levels. What is new here, is the social aspect, and this is not part of the aviation safety regulatory system” [18]".

However, during the pilots' strike of Norwegian in March 2015,[51] pay-to-fly airline Small Planet Airlines[52] performed 50 NAS slots under wet lease,[18] establishing a workforce that pay to work while at the same time breaking their colleagues' strike.

Netherlands

[edit]
"Given the fact that EASA tackles this issue appropriately and also given the fact that the Dutch aviation sector to the extent known is currently not using these contracts on a large scale, from a safety point of view there is as yet no reason to intervene at a national level."[53] _Wilma Mansveld

Since 2008 the job market for pilots has deteriorated rapidly. Most pilots that have been trained at a Dutch flight school have to look for a job abroad. According to VNV-DALPA the job market for ab initio pilots is poor. "Some companies outside the Netherlands do hire pilots, but these are so-called pay to fly-schemes. This means pilots have to invest a lot of money for a badly paid job and a temporary contract".[54]

On May 22, 2015, Member of Dutch Parliament Martijn van Helvert issued a first round of four questions to the House of Representatives of the States General on 'pay to fly', answered on June 2, 2015, by former State Secretary for the Ministry of Infrastructure and the Environment Wilma Mansveld.[53]

A second round of seven questions and answers followed on June 22, 2015.[55]

Netherlands statistics
[edit]

In February 2015 the Dutch Airline Pilots Association (VNV - Dutch ALPA) reported 1,200 Dutch pilots out of 4,100 worldwide (almost 30%) were unemployed.[56] The unemployment rate remains high.[57]

Germany

[edit]
"Given these strongly undesirable developments in the aviation industry [p2f], I would like to see a determined action by the EU Commission. An end to the exploitation of young pilots must now be set."[58] _Jutta Steinruck

On May 5, 2015, Member of European Parliament Jutta Steinruck issued a set of three written questions to the European Commission under the subject "Exploitative employment models at low-cost airlines (‘Pay to Fly’)":[59]

  1. Is the Commission aware that European airlines operate Pay to Fly schemes? [59]
  2. Does the Commission agree that this employment model may undermine aviation safety? [59]
  3. Does the Commission intend to take action against airlines which operate these exploitative schemes, and will it investigate training systems in the aviation sector? [59]

On behalf of the Commission, on July 10th 2015, Violeta Bulc respectively answered:[60]

  1. The Commission has been informed recently by pilots' organisations about pay-to-fly schemes used by certain European airlines. The Commission services are currently investigating this specific matter.[60]
  2. The Commission has so far not received clear evidence as to the impact of this employment model on safety.[60]
  3. Based on the information and data collected, the nature and extent of the phenomenon will be assessed and the need for targeted action discussed at the appropriate level.[60]

The questions were formulated 2 days before the May 7th 2015 EP "Committee on Employment and Social Affairs" meeting in Brussels that MEP Steinruck also attended where pay-to-fly was discussed.[61]

Germany statistics
[edit]

From a 2013 Der Spiegel article, "According to calculations by [VC spokesman Handwerg]'s union, there are already more than 1,500 unemployed pilots in Germany, an upward trend".[62]

United Kingdom

[edit]

Following the ECA Conference of February 12-13th 2015 on "Atypical Employment"[63] where one "Nextgen pilot [said] pay to fly is wrong but policy makers turning their backs [...]",[64] BALPA launched the NexGen program on February 27 to "protect the Profession by reaching down to new entrants".[65] Acknowledging "the most difficult part of pilots’ career is the beginning",[66] Wendy Pursey, head of membership and career services[67] at BALPA authored[68] a booklet titled Becoming A Pilot: The Inside Track,[69] warning :

  • Some airlines require the pilot to pay for a type rating in full before commencing training, usually at a cost – about £18,000 to £35,000.[69]
  • It is possible to complete the type rating and line training without having employment. Some agencies and FTOs will charge you to put you through your type rating and place you with an airline to operate as a First Officer until completion of your line training. You would receive no salary during hours-building, so arguably you are paying the airline to work for them.[69]
  • The cost of this varies depending upon the company, and often does not usually come with any guaranteed job offer at the end of the line training or hours-building.[69]
  • The risk to consider here is that you are rating yourself on one particular aircraft, and therefore in the event that you do not continue with that airline, it makes you more attractive only to other airlines operating that type, and can be a waste of money if you land a job with the operator of a different type. This airline may then require you to fund another type rating which might be beyond you financially once you’ve funded the first rating.[69]

"BALPA does not recommend funding type ratings unless absolutely necessary".[69]

UK statistics
[edit]

Questioned by The Guardian on October 24, 2015, Pursey assessed :

  • there are currently 505 unemployed pilots on Balpa’s books.[68]
  • Cadets can graduate with repayment obligations of up to £1,500 a month, no guarantee of a job.[68]
  • Starting salaries as low as £29,000.[68]

Of the 560 cadets in Balpa’s membership :

  • for more than 50% of them, the cost of training would exceed £100,000.[68]
  • Only 12% had any kind of sponsorship;[68]
  • 45.2% had taken out a loan,[68]
  • 41.9% were being helped by their parents.[68]

Academic research and studies

[edit]

French Senate report

[edit]

On April 10, 2014, Senator Éric Bocquet released an Information Report on behalf of the European Affairs Commission on social dumping in European transport.[40] In the aviation sector specifically (chapter II), subpart B (frauds), Senator Bocquet acknowledged "Strategic Airlines Luxembourg had, for all intents and purposes, set up a system of pay-to-fly, young pilots having to pay in order to fly and thus acquire flight hours".[40]

Ghent University study

[edit]

Co-financed by the European Commission and carried out across 11 countries by the Ghent University on behalf of the European Sectoral Social Dialogue Committee for Civil Aviation (notably the AEA, the ECA and the ETF), the study on "Atypical Employment in Aviation" was presented during the High-Level Atypical Employment conference in Paris on 12 and 13 February 2015.[63]

Accounting for policy options, the study concluded:

"A mandatory internship for newly licensed cadets should be considered. Pilots fresh from school are in an extremely weak labour market position often only finding jobs at deplorable conditions or even having to resort to pay-to-fly schemes in order to clock up the flight experience required by airlines offering better conditions. [...] It is our strong opinion that pay-to-fly schemes should be prohibited, not only in the European Union, but globally".[70]

Expert consultancy

[edit]
  • The European Commission (both DG MOVE and DG EMPL) met the ECA and Cockpitseeker on June 18 to collect their views and evidence.[71]
  • Partly in Response to MEP Jutta Steinruck's questions, Steer Davies Gleave delivered to DG MOVE its study on "employment and working conditions in air transport and airports" on October 2, 2015.[72] It found that: "Pay-to-fly schemes are schemes that require pilots to contribute financially to an airline 'in order to be allowed to fly and thus gain requisite flight experience'. Junior pilots without significant amounts of flight (type rating) experience are particularly vulnerable to such practices, although it is not clear how prevalent this is, or precisely which airlines are offering these schemes. [...] Pay-to-fly is acknowledged in published literature (e.g. Atypical employment study, Ghent University) as an issue however stakeholders did not specifically comment in this area."[72]

French National Assembly report

[edit]

On June 28, 2016, deputy member of the Assemblée Nationale Gilles Savary presented an Information Report[73] on behalf of the commission for European Affairs and focused on the european strategy for aviation issued by the European Commission on December 7, 2015. Paragraph II.C.1. asserts that Senator Bocquet's report "published little more than two years ago established an enlighting overview on social dumping associated with applicable right in the air transport, which remains fully relevant to this day".[74] Subsequent II.C.1.a. titled "European Commission adopts a near laissez-faire attitude towards the labour aspect" states:

"Representative stakeholder organizations heard by the rapporteur brought an important nuance [...]: labour law in the [aviation] sector is not only poorly applied but also insufficient. Atypical employment forms (zero hours contracts, «pay-to-fly» scheme, fake self-employment and mailbox companies) aren't to blame on diverging rule interpretation but truly on their loopholes".[73]

[edit]
Airbus A320-214, MyTravel Airways
Airbus A320-214, MyTravel Airways

MyTravel Airways

[edit]

On 5 July 2007, a First Officer who was not an employee but was paying MyTravel to gain flight experience on their aircraft (pay-to-fly), landed an Airbus A320 heavily at Kos airport in Greece causing substantial damage to the main landing gear.[30] The report was critical of both the pilots training record and non-employees paying airlines to gain experience.

In February the same year, MyTravel Group plc agreed on a merger with Thomas Cook AG[75] that became effective in June.[76] As a result, the accident occurred under the common umbrella of Thomas Cook Group plc (as listed on the London Stock Exchange), with MyTravel Airways and Thomas Cook Airlines UK Ltd fusing into Thomas Cook Airlines on 30 March 2008.[76]

Controversy

[edit]

Airlines and brokers involved

[edit]

When the information is available, brokers also aviation schools are prefixed: *

TRTOs (Type Rating Training Organisations) prefixed: **

Operator or Broker (when applicable) Airlines Type Ratings Line Training
United StatesCzech RepublicTaiwanGhanaAerorganizer Aviation Service International Co. LTD.[83][84] also with Tunisia **Aviation Training Center of Tunisia (ATCT) Tunisair[84] In general, pilot Recruitment & Training Service, Aircraft selling & Dry/Wet lease, A320 on type pilot training 500 hours with job assessment opportunity, A320 CBT courses selling Yes[84] Yes[84]
Czech Republic Aerojob[85][86] Travel Service a.s (under SmartWings) Yes [87] No
(Unknown) Aeronova Yes [88][89] Yes [88][89]
Latvia ***Air Baltic Training[90] (subsidiary of Air Baltic) Air Baltic Yes [27][91] Yes [91]
Turkey *Atlantic Flight Academy (AFA)[92] Atlasjet Yes [93][94] Yes [94]
Netherlands Aircrew Training Center (ATC)[95][96] Farnair (and subsidiary Farnair Training), Enter Air,[96] Carpatair Yes [28][96][97] Yes [28][96][97]
Lithuania airhub flight school Getjet[98] No Yes
Tunisia **Aviation Training Center of Tunisia (ATCT)[99] in partnership with *G Air Training Center (Tunisair)[100] Nouvelair,[12][13] Tunisair[14][100] Yes [101][102] Yes [12][13][14][100][103] (1)
Vietnam Atrans Aviation[104] VietjetAir No Yes [105][106]
Lithuania AviationCV Small Planet Airlines No Yes[107]
Lithuania ***Baltic Aviation Academy Atlasjet,[108] Estonian Air,[108] Royal Air Maroc,[109] VietjetAir[109] Yes [25][26] (Estonian Air) [108] Yes [25][26] (not Estonian Air) [108]
(Unknown) Romania Blue Air BMS srl Yes Yes
(Unknown) Blue Panorama Airlines No No
Republic of Ireland CAE Parc Aviation and United Kingdom Brookfield Aviation International Ryanair, EasyJet Yes [110][111](2) Yes [111][112]
Germany **Cockpit4U Germania[5][113] Yes [5][113][114] Yes [5][113][115](3)
(Unknown) Croatia Airlines No Yes [116]
United Arab Emirates Desert Rose Aviation (Unknown) Yes [117][118] Yes [119]
Republic of Ireland Direct Personnel (Unknown) No No
United States Eagle Jet Hungary BH Air No Yes [120]
United States Eagle Jet [10] Lithuania Lion Air,[10][121] Estonia Nordica through subsidiary Regional Jet OÜ[122] Yes [123][122] Yes [10][121][122]
Spain Elite Sky Aviation [124] (Unknown) No Yes [125]
Hong Kong ETOPS Flight [6] Royal Air Maroc Express[6] Yes (broker only [126][127][128] ) Yes [6]
Malaysia Fly Gosh (Unknown) No No
Spain *FTE Jerez Volotea Yes [129] Yes [129]
(Unknown) Galain Aviation No Yes [130]
United Kingdom **IAGO flight training UK Thomas Cook Yes Yes
Switzerland IXO Aviation Swiss (Unknown) Yes Yes
United Kingdom **Jet Flight Training Ltd (Unknown) Yes Yes
Belgium ***TUIfly Academy Brussels Jetairfly Yes [131][132] No
India/Cyprus Knots Aviation (Unknown) Yes [133][134] Yes [135]
Cyprus Laffair Aviation via France Sim Aviation Group Pegasus Airlines, AtlasGlobal, Turkish Airlines, SunExpress Yes [136] Yes [136]
Sweden **Lund University School of Aviation Braathens Regional Airways, Norwegian, SAS Yes[137] Yes[137]
Estonia Nordic Crew Management (NCM) NAG - Nordic Aviation Group (Nordica) (Unknown) Yes [138]
United Kingdom Northern Flight Training UK (Unknown) Yes Yes
India MSD Aviation Pvt. Ltd. (Unknown) Yes Yes
(Unknown) Pegasus Airlines Yes [139] Yes [139]
Cyprus Pilot Management Services [17][19] Small Planet Airlines[17] No Yes [9]
Germany Planet Air Germany (Unknown) No Yes [140]
New Zealand Rishworth Wings Air, Vietnam Airlines[141] No Yes [142]
Emirate of Dubai **Skies Aviation (Unknown) Yes Yes
Germany Sky4u / Intex-Aero (Unknown) Yes [143] Yes [143]
(Unknown) Tarom No No
Italy TRTOagency (Unknown) Yes [144] No
Tunisia Type & Train Nouvelair,[21] Tunisair[21] Yes (broker only [21]) Yes [21]
Morocco Type Line Training (Unknown) Yes Yes
Lithuania **UAB Sabenavita (Unknown) Yes Yes
Vietnam ATRANS AVIATION Vietjet Air No Yes [145]
(Unknown) Wingjet Aviation Yes [146][147] Yes [146][147][148]
United States World Airline Services Air Asia, Hainan Airlines, Air Gabon, Air Madagascar, Asiana Airlines, China Southern Airlines, Hong Kong Airlines, Royal Air Maroc, TAAG No No

(1) "Note that [ATCT] work[s] very closely with Brookfield Aviations, the world leading pilot Brookers [sic] who will place you in an airline".[14]

(2) This is "false accusations"_A spokesman for the Irish budget airline[149]

(3) "Pay-to-fly at Germania? That is nonsense"_Karsten Balke, Chief Executive Officer of Germania[150]

References

[edit]
  1. ^ a b BOCQUET, Éric (April 10, 2014). "RAPPORT D´INFORMATION FAIT au nom de la commission des affaires européennes sur le dumping social dans les transports européens" (PDF) (in French). Sénat (french Senate). p. 41.
  2. ^ Levin, Alan (May 21, 2009). "Airline that trained Buffalo crash pilot fined $1.3M". USA TODAY.
  3. ^ Community Manager for Pilotman.net, Kevin. "What You Don't Know About Line Training". Archived from the original on 2014-10-04. Retrieved 2014-09-24.
  4. ^ Marques, Charles. "Cockpit Crews PAY TO FLY". Aviation Business Magazine. No. January 2014.
  5. ^ a b c d e f g h i j Jérôme Jadot (June 17, 2014). "Quand le copilote aussi paie sa place dans l'avion... (When the copilot also pays for his seat in the plane)". France Info (radio) (in French).
  6. ^ a b c d CHAUVAC, Pierre-Gabriel (2012). "AGREEMENT FOR LINE TRAINING PROGRAM WITH Royal Air Maroc Express" (PDF). www.etops.net/. ETOPS flight Asia Limited. p. 8.
  7. ^ a b c Poussery, Lionel (September 4, 2014). "Profession pilote : la fin du rêve? (Pilot profession : the end of the dream?)". France 2 (national TV) (in French).
  8. ^ a b Nègre, Laurent; Engel, Raphaël (August 28, 2014). "Qui est le pilote dans l'avion ? (Who is the pilot in the airliner)". RTS - Radio Television Suisse (in French). Temps Présent.
  9. ^ a b c Vytautas Kaikaris. "Annex no.1, TO THE EMPLOYMENT AGREEMENT no.** dated **/**/2012" (PDF). www.smallplanet.aero/ (in Polish and English). Warsaw: Small Planet Airlines. p. 1. Agreement is concluded for a fixed term till Employee reaches 500 block hours on Airbus A320 type as First Officer
  10. ^ a b c d e Stephane Hoinville. "Eagle Jet International AGREEMENT". www.eaglejet.net/. Eagle Jet. Student will fly with Eagle's partner airline Lion Air from Indonesia here after knows as (Airline) [...] Five hundred (500) B737 NG block hours
  11. ^ "Occupational Training Agreement Cockpit4u Aviation Service GmbH". www.cockpit4u.com/. Cockpit4u Aviation Service GmbH. December 7, 2012. p. 1. Archived from the original on June 21, 2014. Retrieved September 24, 2014.
  12. ^ a b c "march 2012 nouvelair & ATCT contract" (PDF). www.nouvelair.com/. Nouvel Air Tunisia.
  13. ^ a b c "fev 2012 nouvelair contract" (PDF). www.nouvelair.com/. Nouvel Air Tunisia.
  14. ^ a b c d "march 2012 tunisair contract" (PDF). www.tunisair.com/. Tunisair.
  15. ^ Vytautas Kaikaris. "Annex no.2, TO THE EMPLOYMENT AGREEMENT no.** dated **/**/2012" (PDF). www.smallplanet.aero/ (in Polish and English). Warsaw: Small Planet Airlines. The Employer shall undertake the obligation to pay the Employee 1500 PLN monthly salary
  16. ^ "LOAN AGREEMENT No.****-**" (PDF). www.pilotmanagement.com.cy/. Pilot Management Services (Cyprus) LTD. p. 4. 3.1.1. Total 36 000EUR for line training and up to 500 block hours of flying.
  17. ^ a b c Viktorija Dunciene. "SERVICE CONTRACT **/**/2013 No.2013****" (PDF). www.pilotmanagement.com.cy/. Pilot Management Services (Cyprus) LTD. p. 8. I. The Third operator: Small Planet airlines
  18. ^ a b c Mathias Vedeler; Paal Wergeland (March 11, 2015). "Norwegian kjøpte seg ut av pilotkrisen med omstridt selskap fra Litauen (Norwegian uses controversial airline from Lithuania to solve their pilot crisis)". NRK (in Norwegian).
  19. ^ a b Viktorija Dunciene. "Loan Schedule - ANNEX No. 1 to the SERVICE AGREEMENT No.*******" (PDF). www.pilotmanagement.com.cy/. Pilot Management Services.
  20. ^ "january 2015 First Officer Eagle Jet offer on Convair 580" (PDF). www.eaglejet.net/. Eagle Jet International.
  21. ^ a b c d e Brian Davies (February 16, 2012). "Type & Train Nouvelair --Tunisair, letter to candidate" (PDF). typeandtrain.com/. Type & Train. We are able to offer type rating courses on most commercial aircraft ( Boeing 737, Airbus 320 etc), followed by a placement with one of our sponsor airlines who will provide line training and up to 500 hours experience on-type, from which point a pilot's experience becomes universally marketable
  22. ^ a b Le Diouris, Pauline (September 19, 2013). "Pour les jeunes pilotes de ligne, le ciel doit attendre (For young airline pilots, the sky must wait)". Slate (in French).
  23. ^ a b c Bachman, Justin (February 11, 2014). "Yes, There's a Pilot Shortage: Salaries Start at $21,000". Bloomberg Businessweek. Archived from the original on February 12, 2014. In 2010, Congress mandated that airlines' first officers would need [...] at least 1,500 flight hours as opposed to the 250 hours and commercial pilot certificate previously required. The new rules, which took effect in August, came in response to the 2009 crash of a Continental Express regional flight // ALPA President Lee Moak said [...] that aimed to refute the "myth" of such a shortage
  24. ^ ALPA Staff (April 2014). "A Pilot Shortage? Nope. It's All About the Money" (PDF). Air Line Pilot.
  25. ^ a b c "BAA - Type Rating & Line Training online advertisement" (PDF). www.balticaa.com/for-pilots/type-rating/. Baltic Aviation Academy.
  26. ^ a b c d Egle Vaitkeviciute. "Training Service Contract, GENERAL TERMS AND CONDITIONS" (PDF). www.cockpitseeker.com/wp-content/uploads/goodies/p2f/. Baltic Aviation Academy. pp. 5–6.
  27. ^ a b "Type Rating Course: Boeing 737". www.airbaltictraining.com/en/. Air Baltic Training. Archived from the original on 2015-04-02. Retrieved 2015-03-23. For the graduates of our Boeing 737 Type Rating course we offer NG Difference training for a very special price!
  28. ^ a b c "Program Overview and Price List ATR 42/72 Type Rating and Line Flying Building Experience (LEP)" (PDF). www.farnair.com/Html/Company/FARNAIRTraining.php. FARNAIR Training GmbH.
  29. ^ Dainuolė Bartasūnienė (February 10, 2012). "COOPERATION OFFER for Base and Line Training" (PDF). www.balticaa.com/. Baltic Aviation Academy. p. 4. We are offering: Great chance to supplement Your Company's budget with additional income, using our human resources: selected, recommended, checked students
  30. ^ a b AAIB (18 November 2008). "SERIOUS INCIDENT A320, G-DHJZ, 5 July 2007" (PDF). gov.uk/aaib-reports/airbus-a320-g-dhjz-5-july-2007. Kos Airport, Greece: Air Accidents Investigation Branch. pp. 1, 6, 7, 18, 20. Archived from the original (PDF) on 2 October 2015. Retrieved 2 March 2016. Under the scheme, a cadet would pay for a 'Jet Bridge' course, type rating and 150 hours of line flying with the airline. Thereafter, there would be a possibility of employment should the airline concerned have any vacancies. The commercial training organisation paid the airline for its involvement in the training, enabling the airline to generate revenue through their training department, Alt URL
  31. ^ Bernstein, Aaron (1990). Grounded: Frank Lorenzo and the Destruction of Eastern Air Lines. New York: Simon & Schuster. ISBN 9780671695385.
  32. ^ "USA: P2F origins (part 1)". CockpitSeeker. 7 October 2014.
  33. ^ "Press Release – FAA Boosts Aviation Safety with New Pilot Qualification Standards". www.faa.gov/. Federal Aviation Administration. July 10, 2013.
  34. ^ "Airline Safety and FAA Extension Act of 2010" (PDF). U.S. Government. Retrieved December 29, 2014.
  35. ^ "AIRLINE SAFETY AND FEDERAL AVIATION ADMINISTRATION EXTENSION ACT OF 2010" (PDF). www.gpo.gov/. [US] Government printing Office. Aug 1, 2010. p. 21. requirements for the issuance of an airline transport pilot certificate
  36. ^ "8900.225 - Pilot Certification and Qualification Requirements for Air Carrier Operations Document Information". www.faa.gov/. FAA. Retrieved 19 June 2015.
  37. ^ "U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION N 8900.225 National Policy" (PDF). www.faa.gov/. FAA. Retrieved 19 June 2015.
  38. ^ "8900.225 - Pilot Certification and Qualification Requirements for Air Carrier Operations". www.faa.gov/. Federal Aviation Administration. July 10, 2013.
  39. ^ "Table 5. Receive an ATP Certificate With Restricted Privileges (Restricted to Serving as SIC in Part 121 Operations—Multiengine Class Rating Only)" (Table 5. right column. (5)). www.faa.gov/. Federal Aviation Administration. July 10, 2013. p. 4.
  40. ^ a b c BOCQUET, Éric (April 10, 2014). "RAPPORT D´INFORMATION FAIT au nom de la commission des affaires européennes sur le dumping social dans les transports européens" (PDF). Senat.fr (in French). Sénat (french Senate). p. 41. La compagnie luxembourgeoise Strategic avait, quant à elle, mis en place un système dit de pay to fly, les jeunes pilotes devant payer pour voler et ainsi acquérir des heures de vol.
  41. ^ "Fair Competition in aviation is a must!". www.eurocockpit.be/. European Cockpit Association. [...] making use of fake work bases in non-European countries, and 'pay-to-fly' (P2F) programs (whereby newly graduated pilots have to pay their airline for gaining flying experience on an aircraft)
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  70. ^ "Atypical Employment in Aviation - Final Report" (PDF). Universiteit Gent. UGent. February 2015. p. 296. Retrieved 11 July 2016. A mandatory internship for newly licensed cadets should be considered. Pilots fresh from school are in an extremely weak labour market position often only finding jobs at deplorable conditions or even having to resort to pay-to-fly schemes in order to clock up the flight experience required by airlines offering better conditions. [...] It is our strong opinion that pay-to-fly schemes should be prohibited, not only in the European Union, but globally
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  74. ^ Gilles SAVARY (28 June 2016). "RAPPORT D'INFORMATION DÉPOSÉ PAR LA COMMISSION DES AFFAIRES EUROPÉENNES sur la stratégie européenne pour l'aviation présentée par la Commission européenne le 7 décembre 2015 (COM(2015) 613 final)" (PDF). assemblee-nationale.fr (in French). Commission des affaires européennes. p. 65. Retrieved 13 February 2017. .Le rapport d'information de M. Éric Bocquet [...] publié voilà un peu plus de deux ans fait un panorama éclairant du risque de dumping social associé au droit applicable dans le transport aérien, qui reste pleinement d'actualité.
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  108. ^ a b c d "Baltic Aviation Academy News Overview". www.balticaa.com/. Baltic Aviation Academy. February 28, 2012. Baltic Aviation Academy has signed a new partnership contract with the Turkish airlines Atlas Jet. The agreement consists of line training package which enable pilots to gather 300-500 flight hours. Type rating contract was signed with Estonian Air.
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  116. ^ Joseph Bohutnski (February 2, 2015). "Mladi piloti plaćaju Croatia Airlinesu 30.000 eura da nauče voziti avion (Young pilots pay Croatia Airlines 30,000 euros to learn to fly a plane)". www.vecernji.hr/ (in Croatian). Vecernji list. (Applicants that must have 500 hours of flight time hourly pay 10 euros and are not only free labor but also pay to work)
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  120. ^ "AGREEMENT" (PDF). May 15, 2018. Retrieved May 18, 2018. Eagle's partner airline BH Air from Bulgaria [...] Pilot agrees to pay Eagle the sum of Twenty Nine Thousand Five Hundred Euros (€29,500) [...] Three hundred (300) block hours from the right seat of A319/320 during Airline operations.
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  144. ^ "Crew Training". www.trtoagency.it/. TRTOagency. Archived from the original on 2015-02-10. Retrieved 2015-03-30. A320, A330, Beechcraft Type ratings
  145. ^ "Vietjet Air". www.pilotcareercenter.com/. Pilot Career Center. Archived from the original on May 18, 2015. Current Vietjet policy is for potential flight crew, including those eligible for upgrade to Captain, to pay cash up front for "training". This amount ranges from $25,000 USD up to and over $65,000. Alt URL
  146. ^ a b latestpilotjobs; Wingjet Aviation. "Type Rating+ 500 hours Line Training on BNA- Islander + LET-410" (PDF). What we provided: 1) Type Rating on Both Aircraft(BNA-Islander + LET-410) 2) Line training of 500 hrs (combined both aircraft) [...] 8) Cost of this program is 27,500 USD.
  147. ^ a b Wingjet Aviation. "Training" (PDF). 1) A-320 300 hours line training : 55000 Euro 2) A-320 500 hours line training : 66000 Euro [...] 1) B-737NG type rating+ 300 hrs line training program : 48,380 USD
  148. ^ "A320/B737 Type Rating 500H Line Training Program" (PDF). 500 hrs Line training program on B-737NG [...] Total cost for this program is 65,000 EURO
  149. ^ "Ryanair ontkent beschuldigingen uitbuiting piloten (Ryanair denies allegations exploitation pilots)". www.nu.nl/ (in Dutch). NU.nl. December 3, 2013. Retrieved 26 May 2015. Ryanair spreekt de aantijgingen tegen dat jonge piloten geld betalen om bij de luchtvaartmaatschappij te mogen vliegen en zo werkervaring op te doen. Volgens een woordvoerder van de Ierse prijsvechter gaat het om valse beschuldigingen en krijgen alle piloten salaris uitbetaald. [...] Zij zouden 30.00 tot 50.000 euro moeten betalen om vier tot zes maanden te mogen vliegen.
  150. ^ airliner.de (March 6, 2015). ""Pay to fly" bei der Germania? "Das ist Quatsch"". www.airliners.de/ (in German). airliners.de. "Pay to fly" bei der Germania? Das ist Quatsch
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