Question:

Dear Mr. Brown,

I am a high school student interested in aviation. I am exploring different career options, including an airline pilot. In your opinion, what are some advantages and disadvantages of working as a pilot for a major airline, flying large jets? I would also like to know if a person could make a decent living flying smaller planes for charter flights. Thanks for the help, Kate

Answer:

Dear Kate,

I think almost all pilots would agree that the benefits of being an airline pilot are travel, adventure, working "outdoors," and the excitement of flying a plane! Pilots for the major airlines are paid very well, get lots of time off, and are generally highly respected by the public.

Being away from home a lot is probably the biggest single complaint many pilots have, airline and otherwise. Work days can also sometimes be very long. And with the airlines scheduling is done month-by month, sometimes making personal planning more challenging.

Before leaving the subject I want to point out that most airline pilots I know love their jobs, so obviously most feel that the positives far outweigh the negatives.

"I would also like to know if a person could make a decent living flying smaller planes for charter flights."

Absolutely! Not only is there a good living to be made flying charter, but also as a "corporate pilot" flying for companies, and also in other areas such as flight training, freight-flying, air ambulance services, law enforcement flying, sightseeing and tour flying.

One benefit of flying outside the scheduled airlines is more personal responsibility and freedom for the pilot. The airlines are highly structured in where they go, how they operate, and in their operating procedures. Corporate and charter pilots, on the other hand, go to a wider variety of destinations and control more of the flight planning and decisions themselves.

You can see that these are personal decisions every pilot must make individually, but that there are many, many different flying career options to choose from. Hope this helps!

Greg

Question:

Hi Greg!
I am interested in becoming an airline pilot. I have been reading up on airline pilots and their salaries, and for the most part being an airline pilot is very rewarding. I would really appreciate it if you could explain what I need to do to become an airline pilot.

Thank you for you time,

Abade

Answer:

Dear Abade,

For corporate or airline flying careers there are several routes to go, but most people end up taking one of the following two general paths... they either:

1. Train through the military and then fly commercially when they get out, or

2. Go the "civilian route" by studying aviation at college or privately, then working as a flight instructor to build experience, and working their way up into larger aircraft, one job at a time.

College Plans:
You really must get a college degree if you want a good shot at one of the really great flying jobs, like with the airlines. Here's why: Many flying jobs don't pay very well, especially those for pilots just starting out. Flight Instructors make very little money, and Commuter airline pilots start out pretty low too, although over time they can work their ways up to a salary of $30,000 to 50,000 or more. But once you get to the point of flying jets for a corporation or for the airlines, salaries rapidly go up to the range of $60,000 to over $200,000 per year. (And airline schedules typically range from 12 to 21 days off per month!) Those top jobs are not easy to get, and they're the ones which require degrees. Get my drift? Gotta go to college! That being said, there are basically three routes you can take to pursue a pilot career:

1.You can go to a college program and major specifically in aviation. (Among the best-known university aviation programs are those at Purdue University, the University of North Dakota, and Embry-Riddle Aeronautical University. Many other universities and community colleges offer flight programs, too.) Going to a well-known college in your major is always helpful when you go job hunting.

2.Even though many pilots study aviation in college, many others do not. At this time a pilot's college degree can still be in any subject, and from any reputable college or university. (Some pilots argue that it's actually better to get your degree in something else, so you have a second career option. Others say that a degree in aeronautics gives you a deeper understanding of many aviation topics. Probably they're both right!)

So another option is to do your college studies anywhere you like, and do your flying "on the side," be it through a flight school at your local airport, or through a larger private flight school like Flight Safety International. Just be sure you earn a college degree somewhere and somehow! Some private flight schools team up with a nearby university to offer a degree. Be sure that any private flight school you deal with discloses all the costs up front. Might be good to check references with some recent grads of their program.

3.Fly for the military (also requires a college degree). Flying jets in the USAF or US Navy remain among the very best ways to qualify for civilian flying jobs when you get out. Both offer ROTC (Reserve Officer Training Corps) programs at many universities that will pay for much of your college if you want to make the commitment to enlist for some years afterward. (For Air Force info, see: http://www.airforce.com/ For Navy information check out: http://www.navy.mil/ (Click the "Navy Recruiting Command" link.) Good luck and keep me posted on your progress!

Greg

Question:

Dear Greg:

Here is my situation: I am 29 years old and I have a very good job as a meteorologist right now. Things are changing quite rapidly at the company I work for and I am about to be transfered to another city where the cost of living is much much higher than it is where I am now. All things considered, I don't really want to move there. So, I am looking at making a bold career move. I am thinking of becoming a pilot. I have always loved flying and anything having to do with aviation for that matter. It was quite a decision whether to go to university or to get my commercial pilot's license back when I was 21. As it was I decided to stay in school. It seemed like the right thing to do at the time. When I finished school I was fortunate enough to take flying lessons and got my private license about a year and a half ago. Ideally I would like to continue my training while keeping my present job, but I don't think that will be possible for a few reasons I won't get into here. So here I am:

- 29 years old
- Private Pilot license (about 100 hrs TT)
- I just got my class 1 medical needed for commercial rating
- Bachelor's Degree in meteorology which is pertinent to aviation
- Already been offered a job to build up my hours upon completion of my training

I know it would most likely be a huge decrease in income for a few years to come, but would it be considered foolish to do this at my age? Am I too old? Realistically, what are the chances of me landing an airlines job down the road considering my age.

I would appreciate ANY help or advice you could give me. Thanks a million.

Bob

Answer:

Dear Bob,

It will probably never be "easy" to pursue an flying career, but at the moment industry opportunities are better than they've in years, and are projected to stay strong for the foreseeable future. Everyone who really wants to fly seems to be able to get a job. Unless there's a drastic change in the aviation economy, you should be able to get some sort of flying job almost right away upon finishing training. So if you want to do it, now is the time!

I'm very happy to hear that you have a degree; that's rapidly becoming critical for the higher level flying jobs. Fortunately, it doesn't seem to matter at all, for pilot hiring purposes, what your degree is in. (Meteorology should certainly be looked upon favorably.)

As for your age, many people start pilot careers in their mid-twenties, so you're not far behind the pack. Average hiring age at the major airlines is mid-thirties, and they've been taking pilots into their 40s and 50s (though not many), so you certainly have an excellent shot at a good corporate job or the major airlines if you get right at it.

There's lots of guidance on these and other aspects of your flying career in my book, "Job Hunting for Pilots". You are one person who would greatly benefit by reading that book now, since the fastest way to move up in aviation is by networking, exactly what that book is about... you should be making contacts now in order to have a really good job waiting when you get out.

Bob, it seems to me that as long as you're in good health and committed to doing a professional job on your flight training, there could hardly be a better time for you to pursue a flying career.

Hope this helps and best of success!

Sincerely,
Greg

Question:

Hey Greg,

I am looking at getting my Flight Engineer certificate. I am a commercial rated pilot with IFR rating. I have looked into a couple of schools and AFDTC in TX has a 2 week program for people with previous aviation experience. I have a buddy who just got out of the Army and he is going to go through the full blown program. Mostly I am trying to get input about the opportunities available and whether or not people who are actually doing the job are enjoying it and are not in the poor house....LOL. If you have any input I would greatly appreciate any advice from someone already involved in the field. I e-mailed about a dozen people, including you, and have so far only received one response that was somewhat negative. Thanks again and good luck.

Bill P

Answer:

Hi Bill,

Do you actually have an offer pending requiring the FE rating? If not it seems to me that you would be wiser to invest that money in advancing your other pilot ratings. The days of the FE position are numbered, due to declining numbers of three-pilot aircraft.

While it's true that many airlines require that you have passed the FE Knowledge Test, that's just a matter of taking a written exam, which you can study for yourself or complete in a one-day course. Of course there may be other factors in your situation that I'm not aware of, but with pilot jobs so plentiful right now I don't see why earning an FE certificate would be particularly valuable if your ultimate goal is a flying pilot position.

Sincerely
Greg

Question:

Hi Greg,

I have an interview with [a regional airline], and I was wondering if you had any info on gouges for the interview and/or sim check for either this airline or other commuters who may use similar ones...

Thanks,

Richard

Answer:

Dear Richard,

Congrats on getting that interview!

1.Along with recommending the interview advice in my own book, ³Job Hunting for Pilots,² I am also a fan of Irv Jasinski's book, "Airline Interviews." If you answer (in writing is best) all the questions at the back of Irv's book, you'll be well on your way to a successful experience.

2.Are you already familiar with the basics of turbine aircraft? If not, now's the time to read "The Turbine Pilot's Flight Manual" book and/or CD-ROM. You can find those at 1-888-MACH-FLT, or here on my website.

3.If the regional you're interviewing with is a publicly-held company, call their investor relations department and ask for a free copy of their Annual Report - that's a great way to learn where the company's been, what they're proud of, and where they're headed.

Finally, it always pays to talk with as many pilots from that particular regional airline as possible, in order to get the inside story. Ideally try to find someone who has been through the hiring process recently. If you don't know anyone who works there, go to an airport they serve, hang around that commuter's gates, and meet some pilots on the spot. Not only will they share interview advice, but you'll probably get an invitation to check out the cockpit, and maybe even a reference letter out of the deal!

Best of success!!!!

Greg

Question:

Dear Greg:

I am interested in becoming a professional pilot and need some advice. I'm currently a Private pilot going for my instrument ride next week. I own an Arrow II and have well over the average flight time for my level in training. Would it be best to enlist in the service as a pilot or take the other route and flight instruct and try to hop in the right seat of charter flights and try to log some multi time on the dead legs?

Yours in the Sky,

Casey

Answer:

Dear Casey,

By now you've probably taken your IFR ride... hope it went well. Sounds like your professional flying career is off to a great start!

As for your military vs. civilian question, so long as the current excellent hiring environment continues, you should be able to meet your career objectives by going either way. So at this point I'd make the decision purely based on what you think you'd enjoy the most.

If flying for the military sounds exciting to you (and almost every military pilot will tell you it is), by all means sign up and take advantage of their terrific programs. And no matter what the economy does, ex-military pilots are always at the top of the hiring desireability list for civilian pilot positions.

On the other hand, I understand that something over 70% of recent airline new hires come from a civilian flying background (largely because there are fewer military-trained pilots on the market these days), so I certainly would not enlist in the military for the sole purpose of qualifying for a civilian flying job afterwards.

If you decide to go civilian, you may also be interested in reading my book, "Job Hunting for Pilots" which addresses in detail the experience-building issues you raised.

Please write me back and let me know which route you decide to take, military or civilian, and why.

Sincerely,
Greg

Question:

Greg,

You always make a big deal about how having inside contacts can help make up for lower flight experience when it comes to getting a good pilot job. But I don't see how that can be true. Everybody knows that qualifions are what gets one hired. Convince me!
Jan

Answer:

Dear Jan,

There's no doubt that having good pilot credentials is important when job hunting. But from our earliest days as pilots, each of us has learned to revere flight hours. Somewhere back in ground school was buried the subliminal message, "the pilot with the most hours is the best. . . the pilot with the most hours is the best." Strictly from the standpoint of experience, maybe there's some truth to this. But the question we're considering is a little different. "Does the pilot with the most hours always get the job?"

Let's face it; almost every pilot out there wishes for some additional "shoo-in" credential for the next job up the career ladder. Single-engine pilots crave multi-engine time. Multi pilots want turbine hours. Turboprop pilots want jet time. New Flight Instructors wish they had their "II's" (Instrument Instructor ratings). Copilots yearn for Pilot-in-Command time. Let's face it, few pilots ever feel that they've got ideal credentials. Yet people do get jobs, and not always with the best qualifications. Why?

Let's consider the credentials of the following two pilots. One has recently completed all of the basic ratings; the other is a bit more experienced. For purposes of job hunting, which of these two individuals would you rather be?

I suspect that if we took a tally of everyone reading this, 99% would rather be Pilot B. (The remaining 1% would choose Pilot A because they think this is a trick question!) Pilot B is certainly more experienced and, of course, it's always desirable to have the best experience and qualifications possible. Besides, there are a number of flying positions that only Pilot B could hold, due to FAR's and insurance requirements. Unfortunately, there aren't many secrets as to how to transform yourself from Pilot A into Pilot B. It's time-consuming, difficult, expensive, and often traumatic to pick up that extra few thousand hours, and it takes years. So, is Pilot A's situation hopeless? Maybe not. Let's take another look at Pilots A and B, but with one new distinction added.

Now, who would you rather be? Almost every pilot will agree that Pilot A is in the better spot. We've all read all those "Position Wanted" ads, where a senior pilot with six jet type ratings and 10,000 hours is begging for somebody (anybody!) to recognize all that experience, and offer him or her a job. Pilot B could be in that position.

At the same time, each of us knows someone like Pilot A who got a Lear position or was hired by a commuter on a "wet" commercial ticket, or who made it into the "majors" with relatively limited qualifications.

The difference is that one pilot "knew somebody," and the other did not. One can either despise the person who got the break, or work hard to be next in line. That's why you must put as much effort into making good contacts as earning your ratings. It's a lot easier to get to know somebody than it is to pick up several thousand hours of flight time! Of course, the best situation is to be well qualified as a pilot, and at the same time to have contacts who can help you meet your career objectives. Think about Pilot B's employability when he or she has good contacts along with those pilot credentials.

Hopefully, Jan, I've convinced you of the importance of developing good connections while you're building flight experience. For more direction on exactly how to do this while you're building flight experience, read my book, "Job Hunting for Pilots," which covers all the details on networking your way to a new flying job.

Sincerely,
Greg

Question:

Dear Greg:

It seems like most programs use the sequence of getting your Private, then Instrument, then Commercial, then Multi-engine. Is there a disadvantage to getting your Multi-engine before your Commercial? & why does the Commercial usually come first? Since you only have to be 17 for a multi-engine and 18 for a commercial, this seems like a more logical order for me.

Talk to you soon, thanks for everything,

Chris

Answer:

Hi Chris!

Another of your always-great questions! Here's the deal...

First, the reason the instrument is virtually always done before the Commercial is that these days the Commercial is so severely restricted for non-IFR pilots it's almost not worth having. A non-IFR Commercial pilot cannot fly any commercial operations at night, nor on any flights farther than 50 nautical miles from the airport. And an instrument rating is required of CFI applicants.

As for the multiengine, one can indeed earn a multi rating before doing the Commercial. The issue, however, is that single and multiengine ratings are separate and different for each grade of pilot certificate, from Private to Commercial to ATP. So if you earn your multi rating on your Private Pilot certificate, you'll eventually have to take another multiengine flight test to earn your multi rating on your Commercial. (And yet another when you do your ATP.)

So pilots who plan to fly twins only for personal use, such as owners of twin- engine airplanes, often do earn multi ratings on a Private certificate. But pilots planning to proceed with the Commercial any time soon, like yourself, usually skip the effort and expense of earning a multi rating on the Private, and just wait to do it on the Commercial. (Of course if you get the opportunity to fly twins as PIC during your seventeenth year, it might be worth earning the multi on your Private, and then taking another checkride for your commercial multi after your 18th birthday.)

That being said, one time- & money-saving trick is to train for your multiengine and single engine Commercial at the same time. The Commercial requires that you receive ten hours of instruction in complex aircraft. You can count twin training for that complex time, take the multiengine checkride in a twin, and then do a brief single-engine commercial checkride in a simple airplane to add the single-engine Commercial. This saves the cost of training in a complex single like a C-172RG or Arrow for the Commercial -- rather you just apply that investment against multi training you'd eventually take anyway.

Incidentally, while the airline transport pilot certificate (ATP) also requires separate checkrides for single and multiengine ratings, few pilots bother with earning a single-engine ATP rating -- there are so few scheduled airline operations using single-engine aircraft, that most of us will never need it.

Take care!
Greg