Trend to push retirement age to higher levels gains attraction
LOS ANGELES: International airlines will push for an increase in the compulsory retirement age for pilots from 65 to 67 at next week’s gathering of civil aviation safety regulators in Canada.
The move comes almost 20 years after the age was last increased for international multi-pilot operations, from 60 to 65, in recognition of longer life expectancies and improvements in medical science.
Director-general of the International Air Transport Association Willie Walsh said there was “no evidence to support the current restriction and a lot of evidence that moving to 67 could be done without any impact to safety”.
“While some people have said this is a response to the global pilot shortage, it’s not really because this should apply to all regions,” said Mr Walsh.
“It’s evidence-based decision-making and this is where our industry excels. Proper risk assessment shows that increasing the retirement age represents a safe option for the industry.”
Australian and International Pilots Association president Andrew Marshall said they would support an increase in the compulsory retirement age providing a science-based approach was taken and members weren’t subjected to excessive medical checks.
Already pilots face an extra annual medical assessment once they turn 60 to ensure they remain fit for flying.
The cut-off age only applies to those pilots flying internationally, with domestic pilots in Australia able to work into their 70s.
Captain Deborah Lawrie, 72, still operates domestic services for Virgin Australia, and said she saw no reason why the compulsory retirement age for international flying should not be lifted to at least 70.
“If you’re allowed to fly in Australia past 70, why shouldn’t it be overseas?” said Captain Lawrie.
“There’s no difference as far as I can see, you’re still flying in airspace. It doesn’t matter what country you’re flying over, so it would be a logical thing to increase it to 70.”
She said extending the compulsory retirement age would help ease the pilot shortage, and ensure airlines retained their most experienced employees.
“People who’ve got a lot of experience bring significant value to airlines, not only on the flight deck, but in training and special projects,” Captain Lawrie said.
It’s estimated close to 300,000 more pilots will be needed worldwide by 2034, to keep pace with fleet expansion and increased travel demand.
IATA also planned to raise its concern around “consumer protection regulations” at the ICAO assembly, such as those being contemplated by the Australian government.
The Department of Infrastructure is currently seeking public submissions to a planned consumer protections charter and ombuds scheme for the aviation industry.
Mr Walsh said such schemes posed a “costly regulatory burden for airlines” which already had recovery policies in place for customers in the event of excessive flight delays and cancellations.
He said there was “strong justification” for the Trump administration’s move to roll back an airline passenger compensation scheme implemented by the previous government.
“When you look at the scale of the problem in the US, it is minuscule and the burden of the regulations, and the cost of the regulation amounts to a significant cost burden on the industry which ultimately gets paid for by the consumer,” Mr Walsh said.
“The notion this compensation comes without impact is a nonsense. Ultimately any compensation that airlines will pay will be reflected in ticket prices and that’s the reality of the situation.”
Concerns about progress in the area of sustainable aviation were also on IATA’s agenda, with Mr Walsh conceding 2030 targets were unlikely to be met.
That was due to low production levels of sustainable aviation fuel which remained airlines’ best hope to achieve net zero carbon emissions by 2050.
“Even the most modern aircraft being produced today will require a liquid fuel source for some time to come, and these aircraft which are very expensive, are likely to be in operation for 20 to 25 years,” he said.
“There’s no new aircraft design on the table, at least none that would enable long haul travel to operate in a different way, so there really isn’t an alternative (to liquid fuel) for aviation.”