Pilots are highly trained professionals who fly airplanes and helicopters to carry out a wide variety of tasks. Although most pilots transport passengers and cargo, others are involved in more unusual tasks, such as dusting crops, spreading seed for reforestation, testing aircraft, directing firefighting efforts, tracking criminals, monitoring traffic, and rescuing and evacuating injured persons. The vast majority of pilots fly airplanes.
Except on small aircraft, two pilots usually make up the cockpit crew. Generally, the most experienced pilot (called captain) is in command and supervises all other crew members. The copilot assists in communicating with air traffic controllers, monitoring the instruments, and flying the aircraft. Some large aircraft still have a third pilot in the cockpit the flight engineer who assists the other pilots by monitoring and operating many of the instruments and systems, making minor inflight repairs, and watching for other aircraft. New technology can perform many flight tasks, however, and virtually all new aircraft now fly with only two pilots, who rely more heavily on computerized controls.
Before departure, pilots plan their flights carefully. They thoroughly check their aircraft to make sure that the engines, controls, instruments, and other systems are functioning properly. They also make sure that baggage or cargo has been loaded correctly. They confer with flight dispatchers and aviation weather forecasters to find out about weather conditions enroute and at their destination. Based on this information, they choose a route, altitude, and speed that should provide the fastest, safest, and smoothest flight. When flying under instrument flight rules (procedures governing the operation of the aircraft when there is poor visibilty), the pilot in command or their company dispatcher, normally files an instrument flight plan with air traffic control so that the flight can be coordinated with other air traffic.
Takeoff and landing are the most difficult parts of the flight and require close coordination between the pilot and copilot. For example, as the plane accelerates for takeoff, the pilot concentrates on the runway while the copilot scans the instrument panel. To calculate the speed they must attain to become airborne, pilots consider the altitude of the airport, outside temperature, weight of the plane, and the speed and direction of the wind. The moment the plane reaches takeoff speed, the copilot informs the pilot, who then pulls back on the controls to raise the nose of the plane.
Unless the weather is bad, the actual flight is relatively easy. Airplane pilots with the assistance of autopilot and the flight management computer, steer the plane along their planned route and are monitored by the air traffic control stations they pass along the way. They continuously scan the instrument panel to check their fuel supply, the condition of their engines, and the air- conditioning, hydraulic, and other systems. Pilots may request a change in altitude or route if circumstances dictate. For example, if the ride is rougher than expected, they may ask air traffic control if pilots flying at other altitudes have reported better conditions. If so, they may request a change. This procedure also may be used to find a stronger tailwind or a weaker headwind to save fuel and increase speed. Because helicopters are used for short trips at relatively low altitude, pilots must be constantly on the lookout for trees, bridges, power lines, transmission towers, and other dangerous obstacles. Regardless of the type of aircraft, all pilots must monitor warning devices designed to help detect sudden shifts in wind conditions that can cause crashes.
If visibility is poor, pilots must rely completely on their instruments. Using the altimeter readings, they know how high above ground they are and whether or not they can fly safely over mountains and other obstacles. Special navigation radios give pilots precise information which, with the help of special maps, tell them their exact position. Other very sophisticated equipment provides directions to a point just above the end of a runway and enables pilots to land completely blind.
Once on the ground, pilots must complete records on their flight for their organization and the Federal Aviation Administration (FAA).
The number of nonflying duties that pilots have depends on the employment setting. Airline pilots have the services of large support staffs and consequently perform few nonflying duties. Pilots employed by other organizations such as charters or business operators have many other duties. They may load the aircraft, handle all passenger luggage to ensure a balanced load, and supervise refueling; other nonflying responsibilities include keeping records, scheduling flights, arranging for major maintenance, and performing minor maintenance and repair work on their aircraft.
Some pilots are instructors. They teach their students the principles of flight in ground-school classes and demonstrate how to operate aircraft in dual-controlled planes and helicopters. A few specially trained pilots are examiners or check pilots. They periodically fly with other pilots or applicants to make sure that they are proficient.
Aircraft pilots check equipment and controls before takeoff.
By law, airline pilots cannot fly more than 100 hours a month or more than 1,000 hours a year. Most airline pilots fly an average of 75 hours a month and work an additional 120 hours a month performing nonflying duties. The majority of flights involve layovers away from home. When pilots are away from home, the airlines provide hotel accommodations, transportation between the hotel and airport, and an allowance for expenses. Airlines operate flights at all hours of the day and night, so work schedules often are irregular. Based on seniority, pilots generally have a choice of flights.
Pilots employed outside the airlines often have irregular schedules as well; they may fly 30 hours one month and 90 hours the next. Because these pilots frequently have many nonflying responsibilities, they have much less free time than airline pilots. Except for business pilots, most pilots employed outside the airlines do not remain away from home overnight. They may work odd hours, because emergencies happen round the clock. In addition, pilots working as instructors often give lessons at night or on weekends.
Airline pilots, especially those on international routes, often suffer jet lag fatigue caused by many hours of flying through different time zones. The work of test pilots, who check the flight performance of new and experimental planes, may be dangerous. Pilots who are crop dusters may be exposed to toxic chemicals and seldom have the benefit of a regular landing strip. Helicopter pilots involved in police work may be subject to personal injury.
Although flying does not involve much physical effort, the mental stress of being responsible for a safe flight, no matter what the weather, can be tiring. Particularly during takeoff and landing, pilots must be alert and quick to react if something goes wrong.
Civilian pilots held about 85,000 jobs in 1992. Three-fifths worked for the airlines. Many others worked as flight instructors at local airports or for large businesses that use their own airplanes or helicopters to fly company cargo and executives. Some pilots flew small planes for air taxi companies, usually to or from lightly traveled airports not served by the airlines. Others worked for a variety of businesses performing tasks such as crop dusting, inspecting pipelines, or conducting sightseeing trips. Federal, State, and local governments also employed pilots. Several thousand pilots were self-employed.
All pilots who are paid to transport passengers or cargo must have a commercial pilot's license with an instrument rating issued by the FAA. Helicopter pilots must hold a commercial pilot's certificate with a helicopter rating. To qualify for these licenses, applicants must be at least 18 years old and have at least 250 hours of flight experience. The time can be reduced through participation in certain school curricula approved by the FAA. They also must pass a strict physical examination to make sure that they are in good health and have 20/20 vision with or without glasses, good hearing, and no physical handicaps that could impair their performance. Applicants must pass a written test that includes questions on the principles of safe flight, navigation techniques, and FAA regulations. They also must demonstrate their flying ability to FAA or designated examiners.
To fly in periods of low visibility pilots must be rated by the FAA to fly by instruments. Pilots may qualify for this rating by having a total of 105 hours of flight experience, including 40 hours of experience in flying by instruments; passing a written examination on procedures and FAA regulations covering instrument flying; and demonstrating their ability to fly by instruments.
Airline pilots must fulfill additional requirements. They must pass FAA written and flight examinations to earn a flight engineer's license. Captains must have an airline transport pilot's license. Applicants for this license must be at least 23 years old and have a minimum of 1,500 hours of flying experience, including night and instrument flying.
All licenses are valid as long as a pilot can pass the periodic physical examinations and tests of flying skills required by Government and company regulations.
The Armed Forces have always been an important source of trained pilots for civilian jobs. Military pilots gain valuable experience on jet aircraft and helicopters, and persons with this experience are generally preferred. This primarily reflects the extensive flying time military pilots receive. The FAA has certified about 600 civilian flying schools, including some colleges and universities that offer degree credit for pilot training. In recent years, the Armed Services have increased financial incentives in an effort to retain more pilots. This has shifted more of the burden for training pilots to FAA certified schools. Over the next several years, the number of available pilots who have been trained in the military should increase as reductions in military budgets result in more pilots leaving military service. Over the long haul, however, fewer pilots will be trained by the Armed Forces and this will mean that FAA certified schools will do more of the training.
Although some small airlines will hire high school graduates, most airlines require 2 years of college and prefer to hire college graduates. In fact, most entrants to this occupation have a college degree. If the number of college educated applicants increases, employers may raise their educational requirements. Because pilots must be able to make quick decisions and accurate judgments under pressure, airline companies reject applicants who do not pass required psychological and aptitude tests.
New airline pilots usually start as copilots. Although airlines favor applicants who already have a flight engineer's license, they may train those who have only the commercial license. All new pilots receive several weeks of intensive training in simulators and classrooms before being assigned to a flight.
Organizations other than airlines generally require less flying experience. However, a commercial pilot's license is a minimum requirement, and employers prefer applicants who have experience in the type of craft they will be flying. New employees usually start as copilots or flying less sophisticated equipment. Test pilots often are required to have an engineering degree.
Advancement for all pilots generally is limited to other flying jobs. Many pilots start as flight instructors, building up their flying hours while they earn money teaching. As they become more experienced, these pilots occasionally fly charter planes and perhaps get jobs with small air transportation firms, such as air taxi companies. Some advance to business flying jobs. A small number get flight engineer jobs with the airlines.
In the airlines, advancement usually depends on seniority provisions of union contracts. After 2 to 7 years, flight engineers advance according to seniority to copilot and, after 5 to 15 years, to captain. Seniority also determines which pilots get the more desirable routes. In a nonairline job, a copilot may advance to pilot and, in large companies, to chief pilot or director of aviation in charge of aircraft scheduling, maintenance, and flight procedures.
Pilots are expected to face considerable competition for jobs through the year 2005 because the number of applicants for new positions is expected to exceed the number of openings. Aircraft pilots understandably have an extremely strong attachment to their occupation because it requires a substantial investment in specialized training and can offers very high earnings. In addition, the glamour, prestige, and travel benefits make this a very desirable occupation and pilots rarely change occupations. However, because of the large number of pilots who will reach retirement age over the next decade or so, replacement needs will generate several thousand job openings each year.
Additional jobs will be created from rising demand for pilots. Employment is expected to increase faster than the average for all occupations through the year 2005. While computerized flight management systems will all but eliminate the demand for flight engineers, the expected growth in airline passenger and cargo traffic will create a need for more airliners, pilots, and flight instructors. Employment of business pilots is expected to grow more slowly than in the past as more businesses opt to fly with regional and smaller airlines serving their area rather than buy and operate their own aircraft. On the other hand, helicopter pilots are expected to grow more rapidly as the demand for the type of services they can offer expands.
Opportunities for aircraft pilots will be poor in the short run as an increasing number of pilots leave the Armed Forces and look for jobs in the civilian sector. This situation will be compounded by the large number of pilots who have lost their jobs during the restructuring of the airline industry. The mergers and bankruptcies of the past few years have created a glut of trained pilots. As this glut is absorbed over the next few years, prospects should improve dramatically. Pilots who have logged the greatest number of flying hours in the more sophisticated equipment generally have the best prospects. This is the reason military pilots usually have an advantage over other applicants. Jobseekers with the most FAA licenses will also have a competitive advantage.
Employment of pilots is sensitive to cyclical swings in the economy. During recessions, when a decline in the demand for air travel forces airlines to curtail the number of flights, airlines may temporarily furlough some pilots. Commercial and corporate flying, flight instruction, and testing of new aircraft also decline during recessions, adversely affecting pilots employed in those areas.
Earnings of airline pilots are among the highest in the Nation. According to the Future Aviation Professionals of America, the 1992 average salary for airline pilots was about $80,000 a year; for flight engineers, $42,000; for copilots, $65,000; and for captains, $107,000. Some senior captains on the largest aircraft earned as much as $165,000. Earnings depend on factors such as the type, size, and maximum speed of the plane, and the number of hours and miles flown. Extra pay may be given for night and international flights.
Generally, pilots working outside the airlines earn lower salaries. The median salary for chief pilots was $62,000 a year in 1992, according to a survey conducted by the National Business Aircraft Association; for captains/pilots, $57,900 and for copilots, $42,000. Usually, pilots who fly jet aircraft earn higher salaries than nonjet pilots.
Airline pilots generally are eligible for life and health insurance plans financed by the airlines. They also receive retirement benefits and if they fail the FAA physical examination at some point in thir careers, they get disability payments. Some airlines provide allowances to pilots for purchasing and cleaning their uniforms. As an additional benefit, pilots and their immediate families usually are entitled to free or reduced fare transportation on their own and other airlines.
Most airline pilots are members of the Airline Pilots Association, International. Those employed by one major airline are members of the Allied Pilots Association. Some flight engineers are members of the Flight Engineers' International Association.
Although they are not in the cockpit, air traffic controllers and dispatchers also play an important role in making sure flights are safe and on schedule, and participate in many of the decisions pilots must make.
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Reprinted with Permission of U. S. Department of Labor