metrodriver
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NEW DELHI: With cash-strapped Indian airlines running to the government for a bailout, many young pilots in these companies are wondering why
expensive expat fliers, whose salary has gone up substantially due to the rupee falling against the dollar, are being retained by the firms in deep financial trouble.
"These expats are a precious drain on our exchequer. With the dollar appreciating, they're now getting 15-20% more salary," says an Indian commander. Even in the present turbulent times, a foreign commander can expect to earn roughly Rs 10 lakh a month, compared to the Indian, who will get paid about Rs 6 lakh. Foreign pilots are given other perks too, pushing up their cost to the company. These include five star hotel accommodation and a generous travel allowance that could be as much as $12,000 or Rs 6 lakh a year.
India's aviation sector has an official headcount of 900 expat pilots. An official of the Directorate General of Civil Aviation (DGCA) says the expats will be phased out by July 31, 2010. But that might be too late. Sources say that Spicejet has not been able to give its young pilots time to reach the mandatory 2,500 flying hours needed to become commanders because expats get to fly more. Senior commanders are also affected. "I'm doing 40-50 hours flying a month," says one, "whereas earlier, I would do approx 80-90 hours monthly."
So why are airlines hiring expats? They were taken on when Indian commanders were in short supply. Explains Siddhanth Sharma, former CEO, Spicejet: "It would take a co-pilot at least three years to notch up the 2,500 hours needed for commandership. So, expats were the only option then."
But that's no longer the case. "Young pilots, currently glutting the market, can be hired and trained to become commanders, while Indian commanders can take the place of expats," says a senior pilot. "Airlines have also recruited expat co-pilots, which we do not need. Airlines have hired expats recklessly without any planning, leaving our boys in the lurch."
India's national carrier, Air India, has 124 expat pilots on its rolls. Most fly the modern wide-bodied, long-range B-777s and the B-737-800s, both recent and new additions to the fleet. Jet Airways has nearly 258 expats, with 198 flying the B-777s and A-330s and 60 piloting the 737s.
AI pilots say the airline's losses can be contained by easing out the expats over the next six months. But AI spokesman Jitender Bhargava says: "Considering we have B-777s in the fleet and are adding more aircraft, phasing out will take time even though we have expedited training."
Are there enough Indian pilots to take the expats' place? Yes, insist senior commanders. Upgrading a 737 pilot to a 777 plane takes just two months. Two years ago, AI did not employ Air Sahara pilots (who fly the 737s) and could have been trained on the 777s. "Instead, expats were (employed)," says an AI commander. Many Jet Airways' Boeing 737 commanders also say they would like a chance to fly the 777s.
The economic downturn means many airlines are returning leased planes, thereby needing fewer pilots. Jet is sending back three leased A330s, four 777s and seven 737s. As each 737 needs 5.5 pilots, Jet will no longer have jobs for at least 40 pilots. With a 777 and A330 needing 11 pilots each, a further 77 pilots will no longer be needed. Many expat pilots would simply be redundant.
expensive expat fliers, whose salary has gone up substantially due to the rupee falling against the dollar, are being retained by the firms in deep financial trouble.
"These expats are a precious drain on our exchequer. With the dollar appreciating, they're now getting 15-20% more salary," says an Indian commander. Even in the present turbulent times, a foreign commander can expect to earn roughly Rs 10 lakh a month, compared to the Indian, who will get paid about Rs 6 lakh. Foreign pilots are given other perks too, pushing up their cost to the company. These include five star hotel accommodation and a generous travel allowance that could be as much as $12,000 or Rs 6 lakh a year.
India's aviation sector has an official headcount of 900 expat pilots. An official of the Directorate General of Civil Aviation (DGCA) says the expats will be phased out by July 31, 2010. But that might be too late. Sources say that Spicejet has not been able to give its young pilots time to reach the mandatory 2,500 flying hours needed to become commanders because expats get to fly more. Senior commanders are also affected. "I'm doing 40-50 hours flying a month," says one, "whereas earlier, I would do approx 80-90 hours monthly."
So why are airlines hiring expats? They were taken on when Indian commanders were in short supply. Explains Siddhanth Sharma, former CEO, Spicejet: "It would take a co-pilot at least three years to notch up the 2,500 hours needed for commandership. So, expats were the only option then."
But that's no longer the case. "Young pilots, currently glutting the market, can be hired and trained to become commanders, while Indian commanders can take the place of expats," says a senior pilot. "Airlines have also recruited expat co-pilots, which we do not need. Airlines have hired expats recklessly without any planning, leaving our boys in the lurch."
India's national carrier, Air India, has 124 expat pilots on its rolls. Most fly the modern wide-bodied, long-range B-777s and the B-737-800s, both recent and new additions to the fleet. Jet Airways has nearly 258 expats, with 198 flying the B-777s and A-330s and 60 piloting the 737s.
AI pilots say the airline's losses can be contained by easing out the expats over the next six months. But AI spokesman Jitender Bhargava says: "Considering we have B-777s in the fleet and are adding more aircraft, phasing out will take time even though we have expedited training."
Are there enough Indian pilots to take the expats' place? Yes, insist senior commanders. Upgrading a 737 pilot to a 777 plane takes just two months. Two years ago, AI did not employ Air Sahara pilots (who fly the 737s) and could have been trained on the 777s. "Instead, expats were (employed)," says an AI commander. Many Jet Airways' Boeing 737 commanders also say they would like a chance to fly the 777s.
The economic downturn means many airlines are returning leased planes, thereby needing fewer pilots. Jet is sending back three leased A330s, four 777s and seven 737s. As each 737 needs 5.5 pilots, Jet will no longer have jobs for at least 40 pilots. With a 777 and A330 needing 11 pilots each, a further 77 pilots will no longer be needed. Many expat pilots would simply be redundant.
