The popularity of tertiary education is increasing. But is a degree necessary for students looking at a career in the airlines? Derek Royal reports.

The value of tertiary education for prospective airline pilots has been keenly debated for decades. And both sides of the argument provide some compelling points of view. On the one hand, the academic pathway enhances intellectual development and provides a solid foundation of specific knowledge and technical skills; whereas the hands-on option offers pilots the opportunity to earn a crust and to accumulate the hours and experience required by the airlines in real-life operations. 

Apart from those accepted into airline cadet programs, students with ambitions of earning a living at the sharp end of a high-tech airliner need to make an important decision about their future. Pursue a university degree or a diploma while accumulating the necessary flying hours; invest all their time and money on accruing flying qualifications and experience; or go for an intelligent blend of both.

Dr Paul Bates, head of Griffith University’s aviation department in Brisbane, believes that tertiary education in aviation is the way of the future.

“There is no other profession (but aviation) that is not linked to tertiary education,” Bates tells Aviator. “But as the graduates prove themselves in the industry and as the research we do with industry provides the industry with the assistance it is seeking, the value of tertiary education in aviation will become not just a nice qualification to have, but mandatory.”

Griffith University started offering tertiary aviation courses in 1990 and since then, the syllabus has been reviewed and fine tuned accordingly. Five hundred students are currently enrolled in Griffith’s aviation degree courses and the university receives anything between 150 and 200 applications for places each year.

“There has been a noticeable increase in student enrollments since we first offered the option of studying aviation 20 years ago,” Bates says. “Since then students and their families have seen the value (of tertiary qualifications). Airlines also see the value in upskilling their employees so holding a degree in aviation is of significant value.” 

UNSW Head of Aviation Professor Jason Middleton and Neil Hyland, Head of Aviation at the University of South Australia, agree with Bates.

“Having an aviation degree is a prudent investment for any potential airline pilot as you become more than just a pilot,” Middleton tells Aviator. “Being taught additional skills in safety, management and aviation technologies provide a solid foundation from which our graduates will one day become management pilots. On the flight deck of many modern airliners, pilots are essentially managing the aircraft, systems, crew, passengers and payload. In addition, during times of recession, some pilots will be furloughed as airlines reduce capacity to save on expenditure. However, those with managerial skills can at least work in the office and on the flight deck during these times.”

Hyland believes the university environment encourages students to develop a requesting mind and to ask questions.  “This enables students to understand and articulate benefits and limitations to changes and advances in all aspects of aviation,” Hyland tells Aviator. “Completion of the three year degree shows a commitment and ability to focus for their future employee.  For the graduate it provides a professional edge, entry into further university programs for career development, and an additional qualification should they ever lose their medical or employment as a pilot.” 

UNSW first offered its degree course in 1995, with the first students completing the three year Bachelor of Aviation (Flying) at the end of 1997; whereas South Australia Institute of Technology (which later morphed into University of South Australia) offered an Associate Diploma in Civil Aviation in February 1986.  In 1991 University of South Australia accepted first enrolments for the Bachelor of Applied Science (Civil Aviation).

More than 500 students are currently enrolled in UNSW aviation programs and each year the university receives over 100 new enrollments in both management and flying streams. Around 50 new students enter postgraduate studies each year. University of SA on the other hand, has 300 students enrolled in the Bachelor of Science degree and receives approximately 100 new students per year without a cap.

Middleton says there has been a gradual increase in enrollments at UNSW since the degree program was first offered. “In the beginning, not many people knew of the existence of such aviation degrees, but as our list of graduates grew, more and more people within the industry became aware of the program. As the degree’s reputation grew, many high school career advisors became aware of our degrees and it’s relevance to high school students wanting to pursue a career in aviation.

“As we have the highest entry requirements of any university offering similar aviation programs, the number of places offered each year will vary,” Middleton adds. “These high entry requirements are to ensure that we retain a high calibre cohort of students so that when they graduate, not only do they have a diverse skill set of aviation-related disciplines, but they are also proficient in what they have been taught.”

 

IN THE BEGINNING
Airline pilots are among the most respected professionals in society and Australia has for more than a century produced some of the world’s finest aviators. Indeed, flight training in this country is so highly regarded that foreign airlines not only send students and cadets to be trained Down Under, but Australian pilots are prized recruits overseas due to their experience, skill and professionalism. Just take a look at the vast numbers of expatriate Aussies earning a crust at Cathay Pacific, Singapore Airlines and various other major overseas carriers. 

Unlike other professions such as medicine, law and dentistry, the training and development of airline pilots in Australia has never involved tertiary education. So why did the universities decide that there was a need, indeed a market, to offer formal qualifications to a profession in which tertiary education was largely ignored?
 
“The decision was made to investigate the feasibility in 1993, after canvassing various organisations in Australia and South east Asia,” explains Professor Middleton. “University of NSW Aviation has an Industry Advisory Committee chaired by David Forsyth (ex General Manager Operations Qantas, and now Chairman of the Board of Airservices Australia)  and has representatives from major airlines, regional airlines, airports, Airservices Australia, Boeing and other regulatory bodies. The objective of this committee is to advise UNSW Aviation on the overall structure of the syllabi, and on strategic directions for development. Therefore as the aviation industry continues to evolve, so too does the UNSW Aviation degree. By continuously developing both the curriculum of our degree and the content of each course, our graduates have the most up-to-date information and are therefore highly desirable to many prospective employers.”

Neil Hyland has a similar story. “Both the Associate Diploma and Bachelor of Applied Science were developed in consultation with Australian airline representatives which tends to indicate a need by the industry. The curriculum has changed significantly over the years in line with the maturing program and has taken a focus on industry needs and less on minimum regulatory requirements. The aim has been to produce a more professional and rounded pilot.  Specific changes have included development in areas such as threat and error management, cockpit resource and safety management, and evolving aircraft systems and technology.”

FLYING TRAINING
Of the three institutions, UNSW and Uni of SA have their own flying schools, while Griffith University outsources its flight training to Archerfield-based Airline Academy of Australia. The advantage of a university owning its own flight training facility is that it has much greater control over training variables such as the schedule, costs and most importantly, training standards and safety.

“At UNSW, only students of the university’s Bachelor of Aviation can undertake training, so there is no competition for training slots with external students,” Middleton says. “Some universities, such as UNSW, also have their own Approved Testing Officers so there is significantly less waiting for flight tests.”

Hyland agrees that a university running its own flying school provides the opportunity to develop a better training program. “This is accomplished by having direct control of both aspects, being able to integrate the theory delivery commensurate with the flying experience, having dedicated aircraft and lecturing staff that are not used for competing operations,” he says. “The challenge to a university running their own flying training is having the capability of developing and maintaining sound business practices to ensure its long term viability while also managing the academic requirements of a university.”

Outsourcing on the other hand must have a rigorous quality assurance process in place to be sure that the outsourced training is of the highest quality. “Outsourcing allows the university to focus on quality without the issues of actually running a flying organisation,” Bates says. “On the other hand, operating your own flying school means that you can have internal processes that ensure quality without having to deal with people who are not employed within the organisation. However, there are always considerable financial pressures on flying schools and a university-operated school would be no different with the possibility of finances being the focus rather than quality. Both operating and outsourcing have their own good and bad points and they probably equalise.” 

THE FUTURE
Bates, Middleton and Hyland can all see the day when tertiary education is a mandatory qualification for airline pilots in Australia, just as it is in the USA. But each educator is realistic enough to understand that such a day is not on the immediate horizon.

“The Australian government wants to markedly increase participation in tertiary education and thus the outlook for aviation tertiary education is very positive,” Bates says. “I doubt that we will see it mandatory in the near future but as more and more pilots are educated rather than simply trained, we will see a swing away from training to education simply due to the fact it is the norm.”

“It is possible that airline pilots will one day be required to have degrees, but it is unlikely this will happen soon,” Middleton concurs. “However the trends suggest that it is becoming more desirable. The vast majority of our flying graduates get jobs within their first year of graduation. In addition, many existing airline pilots are undertaking postgraduate aviation studies to help further their career progression.”

“Tertiary education will continue to grow in Australia for all vocations while supported by the Government,” Hyland adds. “Specifically for aviation it will continue to grow as industry recognises the value in a tertiary education.  Whether or not it becomes mandatory to possess an aviation degree will depend upon the ability of the training industry to continue to produce competent pilots.  Should it become evident that the industry is not fulfilling this obligation then it will be at risk of further regulation.”

DEGREE OR EXPERIENCE?
A degree in aviation is a worthy achievement, but for the future airline pilot, the qualification remains a luxury. Yes, a university education is important and provides many positives, as mentioned by Messrs Bates, Middleton and Hyland, but not everyone sees the benefit of devoting three years to study at the expense of building up hours and experience in real-life flying operations.  

Paul Gardner, Manager Flight Training at Melbourne’s RMIT, has his own take on tertiary education for pilots. 

“My personal opinion (and I have to stress personal opinion and not necessarily that of RMIT) is that pilots who don't have an ambition to move onto airline management roles in the future, don't require a degree,” Gardner tells Aviator. “A quick check of pilot minimums for recruitment for various airlines tells me the degree isn't a requirement, and further confirmation of this is that pilot cadet programs sponsored by airlines don't take pilots through a degree program either.”

RMIT delivers a one year Diploma that takes students from zero hours to CPL and ATPL subjects and IREX theory. The Diploma has been available since 1998 and is scheduled for replacement some time next year.

“Our one year Diploma (and the replacement whatever form it takes) allows articulation into RMIT Bachelor programs and gives credit for one year of the three year Aviation Degree,” Gardner says. “That way, people who want to fly only, get in and out in twelve months so they can start to look for their first jobs. Those who want to continue onto a degree for any reason can do so. Only a small number of students articulate into the degree, most head off to start flying.”

One 22-year-old charter operator who has lofty ambitions to fly for the airlines currently works out of a small, dusty airfield in northwestern Australia. Having logged a few hundred hours in command of a variety of aircraft, including the Cessna 310 and Beech Baron, she recently told Aviator that for her, studying an aviation degree was never an option.

“I don’t see the point of studying for three years when I can acquire my qualifications in one year and start working in the industry,” she says. “None of the airlines require pilot candidates to be tertiary educated. The minimum qualifications at Qantas for instance, include 500 hours command time and passes in HSC English and Maths. In the three years it takes a student to achieve a degree, they will have done basic CPL training, maybe an endorsement or two; and probably around 200 hours flying, which is nothing. Will I make it to the airlines? Who knows, but for me, this pathway of building up hours and on the job experience is the best option.” 

Apart from our charter operator’s experience, general aviation remains a common pathway into the airlines, with pilots using charter and freight operations or instructing as a means to an end; while, as Paul Gardner suggests, several airlines have in recent years offered pilot cadetships, which have not included tertiary studies as part of the curriculum. Bearing this in mind, especially given the popularity of the GA pathway to the airlines, what is the advantage of completing an aviation degree?
  
“The question is what value is there in this ‘working experience’? Bates replies. “No one in the industry seems to know what pilots get out of flying light aircraft around in generally rural Queensland. We can have many years of ‘experience’ but what value does this really add to airlines?

“Airlines are looking for people certainly who can appropriately manipulate the aircraft but being a professional is much more than this.  Professionalism involves (among other things) leadership, communication, understanding and adhering to SOP's, business knowledge. At university we concentrate on building these skills specifically, so as well as the manipulative skills our students develop the other skills we know pilots need under controlled and defined conditions.

“Good airlines these days do not just see their pilots as people who drive a hunk of aluminium (or carbon fibre) around the sky. Pilots are important members of an entire management process and they manage people as well as flights so having a broad understanding of the industry, management processes as well as specific technical knowledge and skills is becoming increasingly important, thus the importance of a degree for pilots. It is a very, very different experience to just learning to manipulate a small light aircraft around a circuit.” 

AIRLINES
An educated pilot is an invaluable asset to any flying organisation but despite the optimism of those walking the hallowed halls of aviation academia, a spokesman for Qantas Flight Crew confirmed that he couldn’t see tertiary education becoming a mandatory requirement for Australian pilots in the immediate future.

“We consider previous pilot experience, hours flown, technical skills and education when considering an application for a pilot position,” he said. “Aviation qualifications are considered to be of benefit to an applicant, but not essential.”

Minimum criteria for Direct Entry Trainee Second Officers at Qantas include passes in Higher School Certificate English and Maths (or a fully completed Bachelor’s degree of any discipline); Level 6 (Expert) English proficiency; 500 hours command time (excluding ICUS); an Australian CPL; ATPL; credits for ATPL theory; an IREX credit; and a multi-engine instrument rating.  

“University aviation qualifications are still in their infancy compared to other fields of study such as law and medicine,” the spokesman says. “We believe that we will see aviation degrees becoming increasingly popular in the future. However, a pilot's key skill of technical proficiency in airmanship will always remain the decisive factor in pilot recruitment. Those university degrees which involve flying training will obviously be more advantageous in terms of pilot recruitment.”

While the airline’s trainee second officer scheme has been suspended indefinitely, Qantas currently employs around 2,300 pilots and has in the past five years taken on 230 trainee second officers.

Qantas’s regional subsidiary, QantasLink, offers similar views on tertiary qualifications for pilots. 

“Tertiary education is not a pre-requisite for employment as a pilot at QantasLink – however, it does make an applicant more competitive,” QantasLink Chief Pilot Captain Mark Davey tells Aviator.

When asked if he could see the day of aviation-related university qualifications being mandatory for Australian airline pilots, Davey replies: “This will depend on the training paths that pilots take to attain their flying qualifications, which are driven by employer requirements, government funding and future demand by emerging school leavers for a piloting career.

“An increasing number of pilots that apply to QantasLink have attained university qualifications in the process of acquiring their Commercial Pilots Licence - this appears to be a growing trend. A university qualification does provide for a more rounded candidate, but there are other factors that we consider outside of any tertiary qualifications when selecting an applicant for employment as a pilot.”

CONCLUSION
Apart from those accepted into airline cadet programs, students with ambitions of earning a living at the sharp end of a high-tech airliner need to make an important decision about their future. Pursue a university degree or a diploma while accumulating the necessary flying hours; invest all their time and money on accruing flying qualifications and experience; or go for an intelligent blend of both?

The answer to the question is both yes and no: students eyeing the left-hand seat of an Airbus or Boeing can pursue the ultimate prize via both pathways. Having an aviation degree is a prudent investment for any potential airline pilot. And as Mssrs Bates, Middleton and Hyland have suggested throughout this article, learning additional skills in safety, management and aviation technologies provide a solid foundation for graduates.

But what of those who prefer the hands-on pathway and whose ultimate ambition doesn’t go beyond flying a high-tech piece of metal tubing between A and B?

The ability to make a command decision in difficult situations while under commercial pressure can never be underestimated and the skills acquired flying in remote areas into rugged, unprepared strips, while dealing with seedy weather conditions are invaluable assets for any pilot. Indeed, such experience cannot be learned in a classroom. Likewise, the skill set needed to be an instructor, whether teaching a bright eyed 16-year-old seeking an airline career or a passionate 75-year-old looking to fulfill a lifetime’s dream, cannot be ignored. 

The airlines currently look at flying experience, hours flown, technical skills and education when recruiting new pilots. And until that changes and tertiary education becomes mandatory for airline pilots, Australia’s aviation industry will simply continue doing what it does best: developing blue chip personnel to not only operate sophisticated airliners but to also provide the management expertise needed to maintain Australia’s reputation for aviation excellence.      

Either way, the journey may be different but the destination remains the same.