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Plane Answers: So you want to be a pilot? Here's how.
Michael asks:I am an aspiring airline pilot and I was wondering what were the steps you took to get hired with the airlines. So far I am 15 and starting my flight training with the Civil Air Patrol.
So you want to be a pilot? You've probably read the stories of the expensive flight training, years of instructing followed by long working hours at a regional with shockingly low pay rates. Perhaps you aspire to eventually make it to the 'majors' or a secure corporate jet job, where you might find some stability and decent pay if the airline doesn't restructure in bankruptcy or the corporate flight department doesn't shut down during a cutback.
There's plenty of turbulence in any flying career. That fact hasn't changed since the '70s, to be honest. But pilots are still attracted to the job for a variety of reasons. It's hard to beat the view or the flexibility in your schedule, and some carriers will take you to places you probably wouldn't have flown to on your own. And for anyone who loves to fly airplanes, you'd be hard pressed to land another career where you can still afford to fly a jet and still be able to accrue enough flight time in to be competent. So even with all the possible hardships, you've decided to chart a course to becoming a pilot. But where do you start?
By far, this is the most frequently asked question we get for Gadling's Plane Answers column. Since it's been twenty years since I was acquiring my ratings and looking for a job, I'll do my best to offer some suggestions to help you along in your career path, and I'll save the story of my climb through the civilian process for another post.
I'd also like to see some suggestions from those who are learning to fly now, as well. So if that applies to you, leave a comment or two about your path.
This post will deal with the more common paths to an airline pilot job in the United States. I hope to tackle some of the steps needed in the U.K., which is representative of the process in Europe, in a future post.
Let me warn you, not only is the process to becoming a pilot a long one, but because of the different choices available to you, this post may be almost as protracted as your career track. But don't get discouraged. Having a variety of options is a good thing.
So let's begin.
In the United States, there are two categories of pilots hired at airlines, and they both involve a few different choices.
Military
If you're young enough and you have close to perfect vision with no other disqualifying medical issues, the military route offers flight training in high performance aircraft at no monetary cost to you. It will, however, mean a commitment to fly in the Air Force, Navy, Marines or Coast Guard for a number of years after you get your wings.
You are smart to get a head start by joining your local chapter of the Civil Air Patrol. The CAP offers a taste of the military way of doing things and, most more importantly, offers you a way to get some flight time, often taking you to your first solo flight and perhaps even more. You'll be required to put in time at meetings and even volunteer for search and rescue missions, but you will also have the opportunity to fly some of their aircraft, such as a Cessna 172 at significantly lower rates than you could through a flight school.
If the CAP isn't in your area, go to www.beapilot.org and sign up for a $100 into flight at a local flight school. It may be all you need to get hooked on flying.
Military flying almost always requires a bachelor's degree and you may prefer to attend a university under the ROTC program, which may pay for a portion of your schooling as well. After school, you'll start your flight training with whatever branch you chose. If you're qualified, you can also aim for the Air Force, Navy or Coast Guard Academy where you'll have a good shot at a flying position upon graduation, and you'll get an amazing education at their University.
Landing an academy position isn't easy. You'll need a recommendation from a member of Congress at the very least. But it's worth a try if you have the grades.
If you already have a college degree, you can also try the National Guard in your state. Once your training is finished, your commitment to the Guard is usually limited to a weekend or two a month for a few years. But you should be prepared to find yourself activated with short notice for a much longer tour or tours should your services be required.
Guard pilots often fly F-16s and military transports such as the C-130, C-141 and the C-5. The Army Guard also has helicopter units and airlines have been known in the past to hire these pilots as well, since many of them have fixed wing (airplane) experience as well.
Regardless of your military path, active duty or reserves, make sure you'll be able to secure a flying spot in the military before agreeing to a long term commitment. I'd also look into the odds of becoming a drone pilot, something airlines aren't likely interested in anytime soon.
Since I went the civilian route, I'm hopeful we'll get some comments here with even more helpful advice on the best way to land a military flying position.
Civilian
My civilian route involved going to college while flying and scrambling for ratings at a nearby airport that was not associated with the university.
Today, a college degree in just about any subject is usually required by the major airlines. Mine was in management, but l'd encourage you to major in something that you could use for an alternate career if you can't find a flying job right away or if you are ever furloughed. Many pilots have side businesses or interests, so think about some of these options when you consider your degree.
You may want to accomplish your solo flight and your private pilot license as soon as possible. The minimum age to solo is 16, but you must be 17 for a private license (PPL in Europe), which will allow you to take passengers up in the air.
Getting from the 60 or so hours you'll have at the end of your private to the 190 to 250 hours needed to get a Commercial license can be challenging. I borrowed some money and bought a very inexpensive ($5,500 in the '80s) 1946 two-seat Luscombe airplane that burned less than five gallons an hour. The same airplane today would sell for around $20,000, but you'll likely get your money out of it when you're ready to sell it, provided it was in decent shape when you bought the plane.
Building flight time is something you can do while working at a job, preferably at the airport or in some way involved in aviation. Your CAP work is very helpful when you want to rent one of their airplanes to build time.
Now you'll need to be focused on getting the trifecta of ratings you'll need-the commercial, multi-engine and instrument ratings-to fly for a living.
You can start with the instrument rating after you have 50 hours of pilot-in-command cross country time.
Upon reaching about 220 hours, you can work on your training for a commercial license. By the time you finish the training at a Part 61 school (more on that later) you will have reached the 250 hours needed. The multi-engine rating can be added on at this time, as well as a Certified Flight Instructor rating.
Part 141
The FAA allows pilots to get a commercial license at 190 hours if they train at what is called a part 141 school. These schools are audited and certified by the FAA and are required to provide a structured course of training that meets certain minimum hours of ground school instruction, its instructors follow an approved syllabus and the school must follow a specific set of requirements defined by the FAA.
Part 141 schools are good at leading you through the process, but if you are training with a freelance instructor or you want to fly at your own pace, a part 61 school may be preferable. I earned my private license through a part 61 school and picked up my advanced ratings with a 141 school. Do a little shopping around when you're ready to decide.
It might surprise you to learn that most instructors have recently secured their ratings and are instructing as a way to build flight time while being paid. They're not getting rich, but at least they're no longer paying $100+ an hour for flight time.
Most pilots would then find themselves flight instructing for a while, before possibly moving on to another odd flying job such as light twin-engine charter flying or even traffic duty for local T.V. and radio stations.
There have been times-as recently as last year-when regional airlines were hiring pilots with the FAA minimum requirements to get their commercial, multi-engine and instrument ratings. However, there's a congressional push since the Colgan Air accident to require 1,000 or 1,500 hours for anyone flying passengers for a regional airline. If this were to happen, the pool of candidates would dry up quickly once the hiring begins again.
Your seat?
Universities and Academies
Many have heard of Embry-Riddle Aeronautical University, a school with campuses in Florida and Arizona that offers a college education while also providing an immersive flight training environment.
But there are others as well, such as the University of North Dakota, Western Michigan University, Purdue, Daniel Webster College, and Parks College in St. Louis. There's a great aviation university discussion thread from ten years ago at Airliners.net that is rather enlightening.
You may have also seen ads for the Delta Connection Academy (formerly the Comair Aviation Academy), Gulfstream International, Mesa Airlines Pilot Development and ATP. These outfits will take you from zero time all the way through your ratings and even up to an ATP in some cases. A few are affiliated with regional airlines and promise an interview at the carrier after a period of flight instructing with the company.
Be sure to do a search on these companies before jumping in. I wouldn't, for example, recommend Gulfstream International or Mesa after doing a bit of research. The others had some positive reviews, however.
This is a really tough time to be looking for any type of job. In December of 2012 airlines will again see a number of job openings after retirements dropped to almost zero after the mandatory retirement age was raised by five years from sixty to sixty-five in 2007. I'm hopeful that we'll start to see an uptick in the economy and movement that will make all your efforts now worthwhile.
It's not the job for everyone, and there will certainly be speed bumps along the way, but unlike Sully Sullenberger, I would still recommend an airline pilot job to my kids or anyone who's addicted to flying.
I stumbled across a post from Varrin Swearingen, a pilot who worked his way through the Comair Academy, flew for Comair as a co-pilot and captain on turboprops and jets and then went to work for World Airways. Varrin, like myself, knew he wanted to fly for a living. He was well aware of the challenges that goal presented, including the potential for less than stellar schedules and anemic pay rates.
If you have realistic expectations going in, you'll be able to see the job for what it is later-a great opportunity to fly to places you wouldn't have otherwise seen, in an airplane you enjoy flying, and with people you consider good friends. Oh, and the view exceeds that of any CEO's corner office.
If you made it this far into the post, and you're seriously considering a flying career, I have one last bit of advice. When you get the job, don't get too spun up over contract negotiations or the latest rumors and rants posted to online pilot forums. Always try to remember just how much you wanted the job when you went in for your interview. And take a moment when you're flying a visual approach at night over Boston or New York to glance out the window for just a second and think about just how amazing it is to fly.
If you've recently been through some of the above process, please comment below. I'd love to hear about your experiences. And if you'd like to hear about others who have 'caught the flying bug' and where they are now, take a listen to episode 24 of Joe d'Eon's incredibly well produced and entertaining free podcast, "Come fly with me." [itunes link]
So good luck Michael and let us know in the comments how your CAP experience is going.
Do you have a question about something related to the pointy end of an airplane? Ask Kent and maybe he'll use it for the next Plane Answer's Plane Answers. Check out his other blog, Cockpit Chronicles and travel along with him at work. Or follow on Twitter: @VeryJr
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Reader Comments (Page 3 of 5)
Ian Jan 17th 2010 12:07PM
Hello everyone, This article is very well done to show how to get into aviation. Im a licensed private pilot, the cadet commander of my local Civil Air Patrol squadron, and have been accepted into Daniel Webster College for their Aviation Flight Operations program, and Air Force ROTC. Flying with the Civil Air Patrol helped me get into aviation, as well as the aviation program offered through my high school were I recived 40 free flight hours toward my private in a Part 141 course. I hope to eventually fly the F-35 lighting 2 in the Air Force.
Linda Jan 17th 2010 11:40AM
Great comments. You need to mention those men and women who fly for NOAA, National Oceanic and Atmospheric Administration. My son is a pilot for this group who work for the Dept. of Commerce. Very little is said about these pilots who fly with scientific teams studying the enviroments of our oceans and weather.
It is a great career for those interested in flying.
Kent Wien Jan 17th 2010 12:11PM
Thanks for adding that, Linda. I didn't know about the flying opportunities at NOAA.
d Jan 17th 2010 12:53PM
hi kent pls tell me when & where the next nbaa convention will take place i worked in general avaiation 4 13 yrs & would like to see some of my old cronies
jetmech Jan 17th 2010 12:56PM
a lot of these pilots are overpaid idiots, as modern aircraft get easier to fly they just get dumber having less and less to do, so they sit and bitch about every little thing, the MD-11 pilots complain that the aircraft is boreing, but let 1 light come on and they will stare at it for hours on end. they are simple overpaid bussdrivers. its time the public knows just who is driving those poluting old peices of crap, while its an easily learned skill, education wont make you smart, just makes you an accident looking for a place to happin.yet there are more aircraft flying than ever before...... if the public only knew
Capt. Steve Jan 18th 2010 4:56PM
Congrats Kent on a very informative and realistic article on becoming an airline pilot. My background was the civilian route: CFI, charter,freight, and 2 commuter airlines before finally being hired by Republic Airlines. I have been through 2 mergers(NWA and now Delta) where I am currently an A320 Capt. Needless to say, it has been an interesting 24+ years.
There are several points in your article and some of the readers comments that should be emphasized/elaborated on for anyone considering an airline career. 1)education-regardless of the route you take(civ. vs. military) you need a degree these days to be competitve in the hiring process. 2)Realistic career expectations- understanding the industry. The airline industry is driven by the economy and hiring follows cycles. A person considering this career needs to be positioned with both education and practical flight experience when the next hiring cycle starts. Seniority is everything. It determines quality of life, ie., what you fly and when you fly. While times have been tough this decade, there will be another hiring boom and you want to be hired at the beginning of that hiring period. 3)flexibility- you have to be flexible. You will miss some holidays, birthdays, anniversaries, etc. That goes with the job(in the seniority category). Schedules change, procedures, and even airline names change! The good news is the job always interesting and different every day. And yes, sometimes boring. In aviation a boring flight is a good flight.
Is it worth it? Like anything else, that depends on what you make out of it. To me, like Frank stated, the memories and beautiful sights make it worthwhile. Winding down the Potomac on the River Visual 18 or cruising up the Hudson past Central Park on a severe clear night or Mt. Hood poking up through the stratus deck are things I will always remember. And I would do it again in a heartbeat.
KK Jan 17th 2010 2:05PM
A flying career? I've been at it for 25 years and have accrued over 17,000 flight hours. I currently work for a major airline. I would NOT recommend it to anyone, certainly not those that I care about.
Kent...you mention your multiple furloughs. Are you that struck w/ the view that you can't see the simple facts? People spend years trying to land that lucrative airline job...you finally get there and guess what? You'll soon realize that you probably could have spent less time pursuing another career that pays just as well and actually allows you spend time with your kids while they are growing up. Don't listen to the "koolaid drinkers" like Kent... If you don't believe me, just stop a few pilots in the airport the next time you're there. Unless you happen to run into Kent I think that you'll soon hear that the JOB is not all it used to be and you'll consider options elsewhere.
Bill Williams Jan 17th 2010 2:31PM
"Simple overpaid idiot bus drivers"? " More aircraft flying than ever before"? Wow.
More aircraft parked than ever before would be more accurate.
I could spend time picking your simplistic submission apart point by point, but why bother?
While flying may be easily learned,landing, not so much. The other skills and or knowledge required to be a pilot are many and much.
I don't know if you have a grudge,or are merely green with envy. In either case,I don't believe this website is the best forum for your vitriolic diatribe.
Pat Jan 17th 2010 3:27PM
Some universities also have flying clubs that are less expensive than paying full rate for learning to fly. I am currently working on my PPL through the Yellow Jacket Flying Club at Georgia Tech. Anyone who is faculty, staff, an alum or current student of the school can join. There are a number of these clubs at universities throughout the US and it is worth investigating.
Ted Jan 17th 2010 3:07PM
My story in a nutshell. Started flying at 15 (1949) in High School when my buddy's Dad allowed us to fly with him in a J-3 with floats. Into AirForce at 17. To Biloxi Miss. for radio training when I met Don Rogers at his FBO. FAA tests on 18th b-day and purchased the '46 Aeronca 7AC I learned in. Flew home from Miss to MD then out to CA (wonderful story about that) and up to WA. Became part of a flight crew for 10th Weather and Recon. (Anchorage) as com. opr. but continued flying when we'd get into Tacoma. Met guys who were flying part time for Wien-Alaska (Alaska was still a "territory", not a state) and after a bit interviewed and flew whatever they'd let me. Did that for almost 2 years. Came back to lower 48 in '59. Never flew for anyone else again but loved flying until I had to give it up when I experienced vertigo at home (at 71). Sold my planes and now read about kids wanting to fly. I feel lucky and blessed that I was in the right places at the right times and had the guts to follow my dreams. Best to all. Ted
Linda Jan 17th 2010 3:13PM
Kent, alot of people do not know what NOAA does for them on a daily basis. My son graduated from Cal State at Monterey Bay with a degree in enviromental studies and a strong desire to be a pilot. He was encouraged by one of his professors to a NOAA ship for a two week assignment to complete his degree. He himself did not know NOAA existed, and that it could be a stepping stone to being trained as a pilot. Their flight aeronautical group has a strong need for pilots as others begin to retire. My son flies their twin otters for scientists monitoring whale, shark,seal etc. migrations. His goal though, is to transition onto their P3 program and head into those hurricanes. For someone who has a strong science background but wants a job that changes daily and keeps you in the sky flying, NOAA has opportunities.
Jon G Jan 17th 2010 3:18PM
I'm a student pilot for a college that isn't represented in the article. I have found a great way to fly for cheap!
I fly with Mt. San Antonio College. I'm also a member of their flying team. (We compete against other colleges like Embry Riddle). The benefit is that we are a 2 year college with our own flight school!
I seriously recommend it to anyone in southern California if you want to learn to fly. Rates are cheap and the school offers programs in commercial flight as well as ATC.
Denny Jan 17th 2010 4:25PM
As a guy nearing retirement (not from flying) I find the comments here from the guys who've spent a career flying to be about what you'd expect to find in most any career. As a young guy I enjoyed flying but never considered it as a career at that time mainly because airlines almost exclusively hired from the military ranks.
I think for the young people considering it for a career you need to understand that there will be setbacks in nearly any career choice you make...especially in the current and probably future economic environment. There are two things you need to consider. Do you love flying enough to put yourself and maybe your family through the minor leagues so to speak. This also applies to most other worthwhile careers. If you love what you do...you aren't even aware of the hardships endured along the way. When you love what you do, no day is too long. Chemists, machinists, doctors or accountants that do what they do not for the money, but for the "love of the game", can't wait to get to work each day. For those that followed the career path they chose because of money or security usually end up dreading going to work each day. An ATP doesn't have the fanciest office but he/she has the better view from their office window than the highest paid Wall St. executive...only those on the shuttle or space station might enjoy a better view.
I had an instructor for my multi-time that when we'd talk on break it was apparent to me he wasn't going to make it. He was logging hours as an instructor and working for a private carrier contracted to the post office flying mail up and down the state of California. All he did was complain about the long hours, sleeping under the wing waiting for the mail to be delivered to fly back south, and the $8/hr they were paying him. Not once did he ever mention any passion for flying. On the other hand, my original instructor for my private was just the opposite.
He'd come here from Columbia and the first thing he saw was a small single engine plane flying low on final over his house. He decided right then and there, not speaking a word of english he wanted to fly. He got a job in a machine shop and spent all his spare money on flying lessons and got his instructors ticket, just so he could fly more on someone else's nickel. Whenever I want to find him...all I have to do is go to the airport...he'll be there...even without anything on his schedule. He got his chopper rating and instuctor ticket there too, just so he could be in the air more. I asked him one day...with all his experience why didn't he try to get on with the airlines. He said...he didn't think his english was good enough (which it was), and he couldn't fly as much as he could in GA.
I think if you're a young person wondering about if you have what it takes for a flying career, figure out which of these two guys you're more like and it'll probably help guide you in your decision.
Tom K Jan 17th 2010 11:27PM
I am American, 73 years old and flew my own plane for 21 years. I worked in a factory as a maintenence Planner, and took up flying at age 50 as a hobby. I have always regreted not pursuring a career in flying.. I accumulated over 2200 hours during that time and owned a Cessna 172 and later a Cherokee 180. I have a condo in South Florida and a home in Western Maryland and for 9 years I flew back and forth. I never had more than a Private license but my plane was equipted with GPS, Loran, and autopilot. I don't condone or recommend it, and looking back on it, I realize that it was very foolish,, but there were many flights during those 21 years where I "got caught" in instrument conditions and had to handle it. I think the thing that helped me the most was my time on the Microsoft flight simulator. I used to simulate hours of flying in instrument conditions and would figure angles and degrees on the GPS and I always come down where I should have. I considered getting my instrument rating, but never got aroung to it.
To summerize, If you like flying, go for it. I don't think you will ever regret it and you olnly have so much time to do it in. Nothing compares to flying and flying your own plane is wonderful. I sold my plane a couple of years ago and Ihave regretted it ever since. To see a picture of my plane, (which isn't mine anymore), go to google and type in N6335J. There is a picture of a beautiful plane at Elkins WVa. That was my paint scheme and the interior was redone in grey leather.
Kent Wien Jan 17th 2010 11:35PM
Thanks Tom for sharing your perspective. And I must say, that's the nicest Cherokee I've ever seen!
John Jan 18th 2010 2:00PM
Check out this site if you're thinking of entering the profession. You might find it helpful...
www.thetruthabouttheprofession.weebly.com
**but don't put spaces after the periods!
Jason Jan 19th 2010 5:09PM
Kent,
I love your blog and I'd like to share my training experience so far. Wanting to fly since i was 4 years old, I felt that the military would be best for me. I worked hard enough in high school to get into college and get an ROTC scholarship in the Air force. Through AFROTC, pilot slots are competitive and the chances of getting one change each year, depending on the needs of the Air Force. In 2005/06 when I competed for a pilot slot, it was about a 50% selection rate for AFROTC cadets for those who competed.
I was fortunate enough to get a pilot slot, but after getting selected, everyone must go through a very rigorous medical exam. At the flight physical, which is conducted at Brooks City Base (formerly Brooks AFB) in San Antonio, TX, the opthamologist informed me that I may have an eye condition despite the fact that my vision was better than 20/20, and that the Air Force no longer gives waivers for that condition unless you are already qualified aircrew. An Air Force Class 1 medical is much different than a FAA Class 1 medical, and much more "in-depth".
By that point in time, i was still obligated 4 years of military service as an officer, which has turned out to be rewarding experience. When I arrived at my first base, I went down to the local flight school in town and began taking lessons. I finished my private pilot and instrument ratings, and am currently in a 141 commercial course. The pace is fast but i enjoy it and i feel really motivated.
At the same time, I am working on converting my license to a European license so i can fly aircraft registered in the JAA system. There are several ways to get a license in Europe, you can attend a school in Europe and go through a "modular" or "integrated" course. Modular involves studying on your own time and flying when you can. Integrated involves sitting in class full time and flying full time, and it takes about a year to 18 months. The third option is to learn to fly in nother country such as the US and complete a JAA approved ground school via distance learning. Oxford Aviation, Bristol Ground School, and Naples Flying Center are some of the schools, but there are more. You can also attend a ground school in person if you have the time, but you would have to essentially move.
Then, once you complete the 14 written exams (yes, 14 exams), you must complete 15 hours of instrument flying and also take a couple of lessons on the commercial maneuvers, and pass a checkride. Upon completion of the checkrides, you will be issued a "fATPL" which stands for "frozen Airlines Transport Pilot License." They call it frozen because you have completed all the requirements to get an ATPL except for meeting the hour requirements. Once you meet the hour requirements, your license will be "unfrozen" and you will be issued a full ATPL. (note: frozen is not an official term, but it is well known). Lastly, you need the rights to work and live in Europe, so dual-citizenship, European citizenship, or becoming a legal resident would be necessary.
I hope this sheds some light on the process of becoming a pilot!
Kent Wien Jan 19th 2010 5:11PM
Fantastic Jason.
I'm sure this will be helpful. It's nice to see how many different ways there are to reach the left seat. Thanks also for the EU info.
Good luck in your quest!
Kent
Mike Jan 22nd 2010 9:38AM
Hi Tom,
I am red-green color blind, and I knew it before my interview for CX CPP, I didnt want to face it before I could really make it through to the latest stage first... But now , I really am a step away from my dream, but the cruel reality is taking its away from me. I didnt pass the farnsworth lantern test.. here are my questions
1.) do you know any pilots from CX/KA having done signal light gun test ?
2.) Do you know if signal light test is approved in HK ?
Thank you very much...I am feeling very disappointed and frustrated now because its something that you are born and it is unavoidable...i cannot work harder to change it...plus i just knew the test result today....
Mike
Anthony Jan 23rd 2010 1:04AM
Hey Kent, I'm currently attending SUNY Farmingdale in NY. I am majoring in Aeronautical Science and fly 3 times a week. I have about 40 hours and am close to my private and then starting instrument. It seems to be going well, but I'm just having second thoughts to if it's a "smart" choice. I'm afraid I might graduate and be ready to go, but have no job to go to, with the way the airline industry is and the possibility of regionals raising their requirements and just be stuck with loans to pay off. Thanks