Simulator Experience For Aspiring Pilots
If you’re thinking of becoming a commercial airline pilot, you will be investing tens of thousands of pounds in your flight training. Many people do this without even seeing what flying a large passenger jet actually feels like. If you are conisdering becoming a pilot, we’d strongly recommend experience the thrill of it yourself first! See if you’ve got what it takes by taking controls of one of the most advanced flight simulators in Europe. We offer flight simulator experiences a state-of-the-art Boeing 737 Next Generation simulator. Normally reserved for pilot training, this is a fantastic opportunity to experience flying a seventy tonne Boeing 737-800 anywhere in the world! Based near Stansted Airport, UK, the 737NG HDX FNPT2 simulator offers one of the best visual effects systems of its type. You’ll take control with an experienced airline pilot sitting next to you, talking you through the session. This is NOT a generic flight simulator – it is type specific using the Boeing Flight Dynamic package meaning it handles exactly like the real aircraft in all stages of flight. If you’re thinking of becoming an airline pilot, this is a fantastic opportunity to meet a real airline pilot and ask any questions you like from the training required to the lifetyle of an airline pilot. Whether you would like to experience a landing at Hong Kong, or a take off at night at Heathrow, the session can be tailored to suit your requirements. You’ll be briefed by an experienced commercial airline pilot, who will give you a 30-minute briefing on how to fly the aircraft before heading into the simulator to put theory into practice. It makes a fantastic birthday or Christmas gift, or can be used by current pilots to brush up on their manual handling skills. Simulator views are welcome before making the booking. All sessions include a 30-minute pre-flight briefing in addition to the stated time in the simulator. The simulator is located at Cambridge Airport, UK. To make an enquiry or booking, contact [email protected]Flight Simulator Experience for Prospective Airline Pilots
See if you’ve got what it takes
An Experience Like No Other
Book/Enquire
What are the Perks of Being a Pilot?
Without a doubt, the job of a commercial airline pilot is incredibly satisfying and rewarding and comes with lots of perks. For many, people get to go to work and do a job they love and wouldn’t swap for the world. It’s not all rosy, there are plenty of negatives to the jobs, like getting up at 3am or missing a loved one’s birthday because of a demanding roster, but at FlightDeckFriend.com, we thing the benefits by far outweigh the disadvantages. Here’s a list of the best perks of being a commercial airline pilot: Yes, it’s cheesy and it’s probably been used as an interview answer thousands of times, but it’s true. Some of the finest views you’ll ever see are up at altitude. Whether it be a lunar eclipse, the northern lights or a sunrise over the alps, the views are unbelievably spectacular. Being given the responsibility to look after a $100,000,000 aircraft with hundreds of people on board is huge and one of the reasons that pilots tend to be well paid. It’s immensely rewarding to be trusted to make decisions in the interests of the safety of the most precious cargo you can carry – people! No two flights are ever the same. Each day presents a new challenge and provides another opportunity to learn something new. Flying these days is portrayed in the media as being repetitive and mundane, and of course there are periods of low work load in the cruise, but there is always something new that comes up every day. A career as an airline pilot doesn’t just stop when you reach the level of Captain. There are pilot managers, pilot ground trainers, pilot simulator trainers, fleet managers, chief pilots, duty pilots. All require different skills and additional training. As an airline pilot, there’s plenty of opportunities to see new places all over the world. When you night stop somewhere, there’s usually time to explore, especially if you’re a long-haul pilot. Most airlines offer their staff some form of staff travel to you and your family. At the large flag carriers, you receive what is called an “ID90” ticket, that is you get a 90% discount off the fare and its use is unlimited. This means you can end up travelling business or first class across the globe for a few hundred pounds as much as you want. As an airline pilot you can expect to earn substantially more than the average wage. Experienced Captains can earn up to £250,000 a year.What are the Perks of Being a Pilot?
The Office View
The Responsibility
The Variation
The Career Opportunities
The Travel
The Staff Travel
The Pay
Should I Go To University Or Not?
I want to be a pilot – should I go to University?
Whilst holding a degree was common place amongst airline pilots in the past, it is becoming more and more common to see prospective pilots going straight from A-Levels or secondary education in to commercial flight training. With the fairly recent increase in University tuition fees it seems this trend will likely increase further in the coming years. There are arguments for both obtaining and not obtaining a degree before embarking on your commercial flight training. The arguments set out below are based on you living in a country where you have to pay for your own tuition fees. If you live in a country where going to University is free (or you only need to pay for your living expenses) we would recommend going to Uni. A typical three year degree may now cost over £/€ 30,000 on tuition fees alone. Once accommodation and living costs are added onto this figure, huge student debts are becoming common place among graduates. With integrated flight training costing around £/€ 100,000 any may airlines requiring you to pay for your own type rating (around £/€ 25,000) you could find yourself in over £/€ 150,000+ of debt before you’ve even got your first job. Even if you completed modular flight training (the cheapest way to complete flight training) and your type rating is paid for by the airline (you’d be very lucky!) then you’d be in £/€ 100,000 of debt. You tend to earn a good salary as a commercial pilot so you will end up being required to pay all of your student loans back, unlike others in lower paid jobs where the debt eventually gets written off. Equally, as you earn a good salary, if you have UK student finance debt and work for a UK airline based, a significant amount of money will be taken from your salary every month to pay the debt back. As holding a degree is no longer a minimum requirement to join most European airlines as a pilot, it’s a perfectly fair argument to say that accumulating so much avoidable debt simply isn’t worth it. Spending a bit extra on loss of income and loss of medical insurance can cover your debts if the worst happens, meaning you might not think having a degree as a back-up plan is worth it. There is however, an equally compelling argument for obtaining a degree. Unfortunately one of the risks of being a pilot is that we can lose our class one medical at any time for a whole range of reasons which can put an end to our flying career. Equally, the airline industry is also notoriously volatile and cyclic; just look at the number of pilots made redundant due to the Covid-19 pandemic. Unfortunately there will always be airline failures as economies inevitably contract from time to time. For example, Flybe, XL Airways, Fly Globespan, Silverjet, Spanair and BMI are just a handful of airlines that have folded over the last decade or so, resulting in the loss of hundreds of pilot jobs. As many find out the hard way, it can be years until one finds employment as a pilot again, if ever. If you find yourself in such a position, it is vitally important to have a backup plan. To be able to go directly in to employment that has a reasonable rate of pay typically requires a degree. it might be expensive, but a degree is a good backup plan if your career doesn’t pan out as hoped. Having loss of income insurance can of course help, but you still have a life to lead outside of aviation. There’s no doubt that many people class their time at University as some of the best years of their life. It offers more than just an academic qualification, it offers life experience and an opportunity to develop as a person and build relationships. People mature at different speeds so not everyone is ready to start flight training straight after A-Levels (secondary education) and might need a few more years to develop the skills and personality needed to become employable to an airline. It is worth noting that while many European airlines do not require a degree, it is still a mandatory requirement for many foreign airlines, particularly in the United States, the Far East and Asia. If you’ve decided university is for you, choosing which degree to study and at which University is not easy. There are plenty of degrees being offered by universities which are specific to aviation and airline pilot training (we’ve listed them here). If you are seriously thinking of becoming a pilot and love aviation, studying an aviation degree is obviously going to be enjoyable and you tend to do well at subjects you enjoy studying. Having an aviation degree will clearly put you in a good position to commence your flight training after University. Whilst airlines do ‘like’ aviation degrees, they are equally impressed with other core subject degrees (science, engineering, maths etc.). From a recruiters point of view, the final grading you achieved is usually more important than the subject you studied. For example a 1st class degree in media studies will probably be viewed more favourably than a 2:2 in an aviation subject as it shows you are able to apply yourself very well and to a high standard. This is an attribute which you will need to demonstrate throughout your aviation career. Something else to consider is what type of degree you would fall back on should the worst happen and you can’t fly any more. Having a degree in a separate discipline which is unrelated to aviation may open up more employment opportunities than if you held an aviation specific degree. For example, having a degree in accounting or law is likely to open up potentially higher paid opportunities than an aviation degree would if you can no longer be a pilot. There are both pros and cons to both the decision of whether to go University or not and what subject you should study if you do decide to go. For most people, the choice is avoiding the accumulation of a large debt unnecessarily versus getting the university experience and all that entails along with (hopefully) something to fall back on if your career doesn’t take off as planned. It’s very subjective and ultimately a very personal decision – everyone’s situation is different.Fees & Debt
Having a backup plan
The University Experience
Which degree should I choose?
Conclusion
What is Pay to Fly?
FlightDeckFriend.com is against to Pay to Fly (P2F) or self sponsored line training. We will not advertise any job positions which require payment for line training.
Pay-To-Fly is the name given to the practice of airlines charging pilots to be a Second or First Officer, at the controls of an aircraft for set number of flight hours, typically between 200 – 500, in order to gain experience. They operate as the First Officer (sometimes reffered to as the co-pilot) whilst under the supervision of a line training Captain and are usually being trained. Many people see this as morally wrong – you are paying to fly passengers when you should be being paid by the airline. Many inexperienced pilots find themselves in a difficult situation, where most flying jobs require a certian level of commercial flying experience, but you can’t get this experience without getting a job. Some people therefore pay to gain some commercial flying experience, other wise known as pay to fly (P2F). No. You are lowering your future terms and conditions. If everyone took up this practice, no airline would pay a First Officer, you would be paying them. Presumably you are paying to fly because you want to be employed and be paid to fly an aircraft; this has the opposite effect. If everyone refused to pay to fly, they would have to pay you to build your experience. You are doing a highly skilled job that has taken years of training, don’t sell yourself short. Line training is the final phase of training carried out to bring you up to “line standard”. This effectively means being able to operate the aircraft safely and to company standard. During line training you operate the aircraft, with passengers, under the supervision of a line training Captain who is providing you with tuition. This typically takes between 40 – 80 sectors (flights). Some cadet pilots are now financing their own line training in order to gain experience. This is known as paying to fly. EagleJet are currently charging 35,500 Euros for 250 hours experience in a Boeing 737 Classic. Other companies charge as much as £50,000 for similar experience.What is ‘Pay to Fly’?
Why do people do it?
Should people do it?
What is line training?
How much does it cost?
Flight Training Sponsorship Options
Flight Training Sponsorship Options
From September the 11th 2001 to 2019, very few airlines offered to sponsor commercial pilot training. Following 9/11, the travel demand dropped significantly and many pilots found themselves unemployed. Just as the industry was starting to recover with airline recruitment becoming widespread, along came the 2008 financial crisis and the effects of this were felt for ten years with many airlines going bust. This started to change in 2019. There started to be a shift in attitude regarding cadet sponsorship from some airlines, with companies such as Aer Lingus and easyJet offering to sponsor the majority of the cost of flight training for some lucky cadets. Unfortunately, this positive momentum has been destroyed by the Covid-19 pandemic. Due to the number of pilots who have found themselves out of work and the devastated finances of the airlines who survived, it is unlikely that flight training sponsorship will return any time soon. There are still some organisations who offer grants or financial assistance, which we have listed below. If airlines start to reintroduce sponsored cadet programs, we will list them here.
Formerly the Guild of Pilot and Navigators, the Honourable Company of Air Pilots offer a range of scholarships every year. This includes:The Honourable Company of Air Pilots (GAPAN) – January 2021
Airways Aviation are now offering £15,000 towards the cost of the their integrated flight training program. Applicants must meet the same criteria as stated for their Integrated Training entry requirements whilst also being an UK or Irish Passport Holder. These include:Airways Aviation – Part Flight Training Sponsorship – September 2019
The fund welcomes applications from anywhere in the world and aims to support individuals whose careers are at standstill due to having no resources to move their careers forward. The foundation was formed by Mathetes Chihwai better known by his stage name Matthew C. Martino. According to the MMBF’s website applicants will be allowed to apply for up to three different grants or sponsorships and although some grants are age restricted the Trustee’s will be open to reviewing applicants from other applicants who feel they qualify for sponsorship.Matthew Martino Benevolent Fund (MMBF)
West Atlantic usually run a fully sponsored cadet program approximately once a year. If you have a PPL, they offer to cover the costs of all of your flight training to obtain a frozen Air Transport Licence before going on to fly one of their aircraft. To apply for the program you are required to hold the following:West Atlantic Cadet Program
What Should I Study at School to Become a Pilot?
In order to become a commercial airline pilot, just about all airlines require you to have at least 5 GCSE’s that are grades A – C (or equivalent) including Maths, English and Science. At school, try and work hard in all subjects but in particular these three core areas. These are the very minimum qualifications that you should look to achieve. Other than the core areas of Maths, Science and English, your choice of subjects at secondary education level doesn’t matter too much. Geography is likely to be a good choice for obvious reasons, but even subjects like music or art are likely to help you become well-rounded individual, something which the airlines are looking for.What subjects should you study at school to become a pilot?
Whilst at secondary school or equivalent education, there a number of extracurricular activities that you can do which will help support development of the skills and attitude you need to become a pilot. It will also help to ensure that your CV stands out above the competition. Airline recruiters like to see someone who has actively been involved in activities above and beyond just simply turning up at school. These include: Air Training Corps (Air Cadets) / Army / Navy Cadets – Joining your local Air Training Corps (ATC) squadron or other armed forces cadets is a big positive and you’ll find many pilots were once part of this organisation. It will help you to develop a skill set that is highly transferable to the role of commercial pilot, such as furthering your leadership, teamwork and communication skills. It will also give you the opportunity to have a go at flying for free to give you a taste of what flying a plane is really like. Sports Teams – Get involved in a school or local sports team. This demonstrates the ability to work within a team and form social relationships, improving communication skills. Duke of Edinburgh (DoE) Award – This covers a range of skills and attributes many of which are transferable to be successful in your flight training and flying career. Airline recruiters love it! Scouts – a team-based organisation who take part in adventure exercises etc. You can join from a young age before transitioning to the Air Training Corps. Some airlines also require you to hold some A-Levels or a higher education equivalent. Regardless of which airline you are looking to apply to, we would recommend you complete your A-Levels, as most people who you are competing with for a position will hold such qualifications and you will be too young to apply for a cadet program on completion of your GCSEs. It also gives you the opportunity to build up some valuable life experience, such as having a part time job whilst studying. We would suggest you choose some a couple of strong core subjects for your A-Levels / higher education, such as Maths, Physics, Chemistry, English and Geography. These subjects not only look good on paper, but will provide you with a sound theoretical foundation from which to go on and complete the theory side of your flight training, which is heavily science and maths based. It’s fine to choose other subjects as well, airlines are seeking well rounded individuals, but a couple of core subjects is probably a good idea. You should be looking to achieve a minimum of a grade C in all of your A-Level subjects. During your A-Levels / higher education, try to keep involved in the extra-curricular activities as described above. There are now lots of Aviation specific degree programs which incorporate commercial flight training so it is possible to obtain both a degree and commercial pilots’ licence at the same time. However, whether to actually pursue this option is down to individual circumstances and the decision of whether or not to go to University is not an easy one. There are advantages and disadvantages to either option which are discussed on our dedicated page. Ultimately you could start your very expensive flight training having already accrued £/€ 30,000 of debt if you live in a country where you pay to go to university. As pilots earn high salaries, you will almost certainly have to pay all of this debt back and it will be quite a chunk out of your payslip! Given you can start your flight training without a degree, is the extra debt and potential lost earnings worth it? On the other side of the argument, if it all goes wrong, such as losing your pilot medical or get made redundant (due to something like the Covid-19 pandemic), if you’ve already got a degree at least you’ve got something to fall back on to support you getting a job outside of the aviation industry. Our advice is that if you do choose to go to University, chose a subject that genuinely interests you as you are more likely to have a better experience and obtain a good classification. It might be beneficial to choose an aviation-based subject, but it isn’t essential. Airlines and flight training organisations would be happy to see a well recognised degree in a good subject on your CV, and perhaps consider one which gives you a fall-back career.Extra-Curricular Activity Ideas for Prospective Pilots
What should I study at A-Levels / Higher Education if I want to become a pilot?
What Should I Study at University to Become a Pilot?
How Old Is Too Old – Flight Training
When are you too old to start commercial flight training?
It’s rare for people to start their commercial flight training over the age of forty, but it’s still achievable. Plenty of people spend many years saving the funds required to pay for their flight training and end up commencing their flight training at an age anywhere from their late twenties all the way through their forties. If you are asking the question ‘Am I Too Old?’ the answer is probably not if you really want it enough. For some it might be a case of saving until there is enough money in the bank to pay for training, for others it’s the desire to move on from a 9-5 office job and a pursue a career they never really thought it was possible to achieve; there are plenty of people who decide to start their flying careers later in life. The reality is that you only become too old to start flight training when you can no longer hold a class one medical. However, if you are starting your training over the age of around forty, what you are looking to achieve takes some serious consideration. Like most decisions, deciding whether it is a worthwhile investment is very specific to individual circumstances taking into consideration current and future finances and family commitments. When deciding whether you are too old to start flight training or not, ask yourself a few questions…Background to Age vs Flight Training
Can I afford not to get a job at the end of training?
If you have already saved the money to fund your flight training, rather than sourcing the finances (such as re-mortgaging the house) through a substantial loan, the risk and burden of not getting a job at the end of your flight training is probably less significant as you don’t have the worry about the need to make significant loan repayments. If you don’t manage to land a flying job straight away, what is your contingency plan. Can you revert back to previous employment? Will you be able to afford the loan repayments if you don’t get a flying job straight away?
Do I have a career/job to fall back on if I don’t make it?
If you’ve sourced a loan or re-mortgaged a house, do you have a good career to fall back on to keep paying the bills if you don’t get a job as a First Officer when you finish training?
Do I have a good idea about the realities of the day to day life of an airline pilot?
Make sure you are well researched on what the life style realities of an airline pilot are. Speak to current pilots about their lifestyle and compare it to your quality of life. Weekends, Bank Holidays, Christmas’s and are all normal working days at most airlines which could affect your family or social life considerably. If you and your family are used to a Monday – Friday 9 to 5 job, being away from home for a few days at a time, working weekends, late nights and early mornings might come as a bit of shock.
How will I feel about spending a vast sum of money on a licence I might never use?
Will you live with regret it if you spend all your savings on flight training but never get a flying job at the end of it? Might you be better off simply getting a Private Pilot’s Licence and enjoying flying as a hobby?
Do I have the support of my family? Do they understand the implications (time and financial) of changing careers?
If you have a family, the decision to start commercial flight training will affect everyone. Make sure they understand the various commitments that will be required of you in your new career.
Am I prepared to take a pay cut?
If you’re in a well paid job, you may well take a pay cut to become a First Officer. You may even have to pay another £25,000 on a type rating should you be offered a job. How will this affect your quality of life? Might it be better to get a PPL and fly for fun?
Is moving countries feasible to find a job?
Airline pilot jobs in the UK are often few and far between for inexperienced pilots. In the event of there being no jobs available, are you prepared to relocate you and your family to another country?
How is my salary effected?
When joining an airline at the age of forty-five, your potential future earnings are considerably lower than that of a twenty-five-year-old. With a likely investment of between £50,000 – £100,000 in your training, making a financial return on your investment might require you to go straight into a well-paid First Officer position. This is by no means guaranteed, no matter which method of training you choose. A full-time training course would mean the loss of around 2 years earnings. You need to factor this into your total costings and budget. The time investment and subsequent impact on family life also has the potential to be significant. If you were to choose an integrated course, maintaining a normal family life would be very difficult given its intensity and commitment required. A modular course would offer more flexibility in this respect, and you would also have the benefit of being able to complete the training at your own pace whilst being in employment. This route obviously takes longer and requires significant self-discipline. If your dream is to Captain a long-haul jet like the B777 or A380, you’re going have less chance of achieving this when starting your aviation career in later years. A forty-five-year-old has a maximum of twenty years left of a flying career, assuming your medical is maintained. At some long-haul airlines, it can take 15 to 20 years to be promoted to Captain so you need to be realistic about what you can expect in terms of career progression. In Europe it is illegal for an employer to discriminate against age. Whilst European airlines should not place an age limitation on applications, there is speculation that some would prefer to recruit younger First Officers where possible. Whilst it’s open to debate, some people suggest that younger cadets learn at a quicker pace and are better at taking on new information. Younger candidates are less likely to have family commitments and are therefore more flexible with regards to lifestyle. When airlines recruit cadets, they are looking to recruit future captains. If on application you’re of an age where you are unlikely to ever reach command, would the airline prefer a younger candidate. They couldn’t discriminate against age legally, but it’s often thought that it happens. All of the above being said, life experience and maturity are desirable attributes for pilots and airlines should therefore always be looking for a well-rounded mix of pilots from all demographics. Older pilots who have worked elsewhere may appreciate the job more than those pilots who started flying at a very young age and never really experienced a ‘proper job’.Impact of Training
Career Progression
Discrimination
Age Can be Valuable
Aviation Abbreviations
The world of aviation abbreviations and acronyms is huge. More and more acronyms keep arriving and it will take an entire career to have heard and used them all! If you’ve got one in mind that you can’t find, give us at FlightDeckFriend.com an email and we’ll get it added.
A
AA – Acceleration Altitude
A/A – Air to Air
AA – Anti Aircraft
AA – American Airlines
AAIB – Air Accident Investigation Branch
AAL – Above Aerodrome Level
ALPHA – Angle of Attack
AB – Auto Brake
ABP – Able Bodied Passengers
AC – Alternating Current
A/C – Aircraft
ACARS – Aircraft Communication Addressing and Reporting System
ACN – Aircraft Classification Number
ACP – Auto Control Panel
AD – Airworthiness Directive
ADC – Air Data Computer
ADF – Automatic Direction Finder
ADI – Attitude Director Indicator
ADU – Air Data Unit
AFE – Above Field Elevation
AGL – Above Ground Level
AH – Artificial Horizon
AI – Altitude Indication
AIP – Aeronautical Information Publication
ALS – Approach Lighting System
ALT – Altitude
AMSL – Above Mean Sea Level
ANC – Aviate, Navigate, Communicate
AoA – Angle of Attack
AOC – Air Operators Certificate
AOG – Aircraft on Ground (due to a technical defect)
AOM – Airport Operating Minima
AP – Auto Pilot
AP – Aeroplane
APFDS – Auto Pilot Flight Director System
APP – Approach
APS – Airline Pilot Standard (MCC Course)
APT – Airport
APU – Auxiliary Power Unit
ANC – Aviate Navigate Communicate
ANP – Actual Navigation Performance
AR – Aspect Ratio
AR – Authorisation Required (RNAV Approaches)
ARP – Aerodrome Reference Point
ASDA – Accelerate Stop Distance Available
ASI – Airspeed Indicator
ASL – Above Sea Level
ASR – Airport Surveillance Radar
ASR – Air Safety Report
AT – Auto Throttle
ATA – Air Transport Association
ATC – Air Traffic Control
ATC – Air Training Corps
ATIS – Automatic Terminal Information Service
ATM – Air Traffic Management
ATP – Airline Transport Pilot
ATS – Air Traffic Service
ATPL – Air Transport Pilots Licence
ATZ – Air Traffic Zone
B
BA – Braking Action
BA – British Airways
BAA – British Airport Authority
BAA – Baltic Aviation Academy
BACF – British Airways Cityflyer
BALPA – British Airline Pilots Association
BARO – Barometric
BCS – Back Course (ILS)
BPR – By-Pass Ratio
BRK – Brookfield
BST – British Summer Time
BT – Backtrack
BTB – Back to Back
C
CA – Critical Area (ILS)
CAA – Civil Aviation Authority
CAE – A flight training organisation (OAA)
CAS – Calibrated Air Speed
CAT – Category (ILS)
CAT – Clear Air Turbulence
CAVOK – Ceiling and Visibility OK
CB – Circuit Breaker
CB – Cumulonimbus
CBT – Computer Based Training
CC – Cabin Crew
CC – Crew Control
CC – Company Council (BALPA Related)
CDA – Continuous Descent Approach
CDFA – Continuous Descent Final Approach
CDI – Course Deviation Indicator
CDU – Control Display Unit
CFI – Chief Flying Instructor
CFIT – Controlled Flight into Terrain
CGI – Chief Ground Instructor
CL – Center Line
CLB – Climb
CMD – Command
CMV – Converted Meteorological Visibility
COBT – Calculated Off Block Time
CoG – Centre of Gravity
CON – Contingency Fuel
CON – Max Continuos Thrust
CP – Chief Pilot / Cadet Program / Cadet Pilot
CP – Critical Point
CPDLC – Controller Pilot Data Link Communications
CPL – Commercial Pilots Licence
CPT – Captain
CRM – Crew Resource Management
CRMI – Crew Resource Management Instructor
CRZ – Cruise
CSM – Cabin Service Manager
CSS – Cabin Service Supervisor
CTC – British Integrated Flight Training Organisation
CTC – Chief Training Captain
CTOT – Calculated Take Off Time
CTR – Control Zone
CTZ – Control Zone
CVR – Cockpit Voice Recorder
CWS – Control Wheel Steering
CX – Checks
D
DA – Decision Altitude
DALR – Dry Adiabatic Lapse Rate
DC – Direct Current
DDG – Dispatch Deviation Guide
DEC – Direct Entry Captain
DER – Departure End (of the) Runway
DG – Dangerous Goods
DH – Decision Height
DI – Direction Indicator
DIV – Diversion
DLC – Data Link Clearance
DLR – Aptitude Testing Used by Lufthansa
DME – Distance Measuring Equipment
DNF – Did Not Fly
DODAR – Diagnose/Options/Decide/Assign/Review
DOC – Designated Operating Coverage
DOW – Dry Operating Weight
E
EASA – European Aviation Safety Agency
EAT – Estimated Approach Time
ECL – Electronic Checklist
EET – Estimated Elapsed Time
EFB – Electronic Flight Bag
EFIS – Electronic Flight Information System
EGT – Exhaust Gas Temperature
EGPWS – Enhanced Ground Proximity Warning System
EHSI – Electronic Horizontal Situation Indicator
ELT – Emergency Locator Transmitter
ELW – Estimated Landing Weight
EMB – Embraer
EMR – Emergency
EPR – Engine Pressure Ratio
ET – Elapsed Time
ETA – Estimated Time of Arrival
ETOPS – Extended-range Twin-engine Operational Performance Standards
ETOW – Estimated Take Off Weight
ETP – Emergency Turn Procedure
EZFW – Estimated Zero Fuel Weight
EZY – easyJet (ICAO Code)
F
FA – Flight Attendant
FATPL – Frozen Air Transport Pilots Licence
FAA – Federal Aviation Administration
FADEC – Full Authority Digital Engine Control
FAF – Final Approach Fix
FAP – Final Approach Point
FAR – Fedral Aviation Regulation
FAT – Final Approach Track
FBS – Fixed Based Simulator
FBT – Fixed Based Trainer
FBW – Fly By Wire
FCL – Flight Crew Licensing
FCOM – Flight Crew Operations Manual
FCTM – Flight Crew Training Manual
FD – Flight Director
FDR – Flight Data Recorder
FE – Flight Engineer
FF – Fuel Flow
FFS – Full Flight Simulator
FI – Flight Instructor
FIR – Flight Information Region
FIS – Flight Information Service
FLCH – Flight Level Change
FMA – Flight Mode Announciation
FMC – Flight Management Computer
FMS – Flight Management System
FNPT – Flight & Navigation Procedures Trainer
FO – First Officer
FOM – Fuel of Merit
FOD – Foreign Object Damage
FPA – Flight Path Angle
FPL – Filed Flight Plan
FPM – Feet Per Minute
FPP – Future Flyer Programme
FPT – Flat Panel Trainer
FPV – Flight Path Vector
FREQ – Frequency
FT – Flight Training
FTE – Flight Training Europe, Jerez
FTL – Flight Time Limitations
FTO – Flight Training Organisation
G
G – G-force
GA – General Aviation
G/A – Go Around
GAPAN – The Guild of Air Pilots & Air Navigators
GC – Great Circle
GE – General Electric
GENDEC – General Decleration
GH – General Handling
GI – Ground Instructor
GLONASS – Global Orbiting Navigation System
GND – Ground
GNSS – Global Navigation Satellite System
GP – Glide Path
GP – Guidance Panel
GPA – Glide Path Angle
GPS – Global Positioning System
GPWS – Ground Proximity Warning System
GS – Ground School
GS – Ground Speed
GS – Glide Slope
H
HDG – Heading
HDG SEL – Heading Select
HEA – High Energy Approach
HF – Human Factors
HF – High Frequency
HIALS – High Intensity Approach Lighting System
HIL – Hold Item List
HoT – Head of Training
HOT – Hold Over Time (Anti-icing)
HPA – Hectopascal
HP – Horse Power
HP – High Pressure
HPT – High Pressure Turbine
HSI – Horizontal Situation Indicator
HST – Hypersonic Transport
HUD – Head Up Display
HWC – Head Wing Component
HYD – Hydraulics
I
IAA – Irish Aviation Authority
IAC – Instrument Approach Chart
IAP – Instrument Approach Procedure
IAF – Initial Approach Fix
IALPA – Irish Airline Pilots Association
IAP – Instrument Approach Procedure
IAS – Indicated Air Speed
IATA – International Air Transport Association
IC – In Command
ICAO – International Civil Aviation Organisation
IDG – Integrated Drive Generator
IFR – Instrument Flight Rules
ILS – Instrument Landing System
IMC – Instrument Meteorological Conditions
INOP – Inoperative
INS – Inertial Navigation System
IR – Instrument Rating
IRS – Inertial Reference System
IRST – Instrument Rating Skills Test
IRU – Inertial Reference Unit
ISA – International Standard Atmosphere
ITCZ – Intertropical Convergence Zone
J
JAA – Joint Aviation Authorities
JAR – Joint Aviation Requirements
JFO – Junior First Officer
JOC – Jet Orientation Course
JS – Jump Seat
K
kHz – Kilohertz
KIAS – Knots Indicated Airspeed
KM – Kilometres
KPH – Kilometres per hour
KTS – Knots
L
LCC – Low Cost Carrier/s
LCK – Line Check
LCTR – Locator
LD – Landing Distance
LDA – Landing Distance Available
LDA – Low Drag Approach
LDR – Landing Distance Required
LG – Landing Gear
LHO – Live Human Organs
LHR – London Heathrow
LLZ – Localiser
LOC – Localiser
LOE – Line Orientated Exercise
LOFT – Line Oriented Flight Training
LORAN – Long Range Navigation
LNAV – Lateral Navigation
LP – Low Pressure
LPC – Line Proficiency Check
LRU – Line Replaceable Unit
LSK – Line Select Key
LSS – Local Speed of Sound
LST – Line Skills Test
LT – Line Training
LT – Local Time
LT – Leadership Team
LTC – Line Training Captain
LTP – Landing Threshold Point
LVL – Level
LVO – Low Visibility Operations
LVP – Low Visibility Procedures
LW – Landing Weight
M
MAA – Military Aviation Authority
MAA – Missed Approach Altitude
MAC – Mean Aerodyanamic Chord
MACG – Missed Approach Climb Gradient
MAP – Missed Approach Point
MATZ – Military Air Traffic Zone
MCC – Multi Crew Cooperation Course
MCP – Mode Control Panel
MCRIT – Critical Mach Number
MCT – Maximum Continuous Thrust
MDA – Minimum Decent Altitude
MDH – Minimum Decent Height
ME – Multi Engine
MEA – Minimum Enroute Altitude
MEL – Minimum Equipment List
MMEL – Master Minimum Equipment List
MEP – Multi Engine Piston
MET – Meteorological
METAR – Meteorological Aerodrome Report
MFRA – Minimum Flap Retraction Altitude
MLM – Maximum Landing Mass
MLS – Microwave Landing System
MLW – Maximum Landing Weight
MM – Middle Marker
MMO – Maximum Mach Number
MOA – Memorandum of Agreement
MOC – Minimum Obstacle Clearance
MOR – Mandatory Occurance Report
MORA – Minimum En-route Altitude
MPA – Multi Pilot Aircraft
MPL – Multi-Crew Pilots Licence
MPS – Meters Per Second
MRO – Maintenance, Repair and Overhaul
MRW – Maximum Ramp Weight
MSA – Minimum Sector/Safe Altitude
MSL – Mean Sea Level
MTOW – Maximum Take Off Weight
MZFW – Maximum Zero Fuel Weight
N
N1 – Low Pressure Compressor Speed
N2 – High Pressure Compressor Speed
NADP – Noise Abatement Departure Procedure (1 or 2)
NAT – North Atlantic
NAT-OTS – North Atlantic Organised Track System
NATS – North Atlantic Track System
NATS – National Air Traffic Service
NAV – Navigation
ND – Navigation Display
NDB – Non Directional Beacon
NG – Next Generation
Nigel – A British Airways Pilot (Slang)
NM – Nautical Mile
No1 – Number One (Senior Cabin Crew Member)
NOTAM – Notice to Airmen
NOTECH – Non Technical Skills
NPA – Non-Precision Approach
NPPL – National Private Pilots Licence
NSC – No Significant Cloud
NTS – Non Technical Skills
NTSB – National Transportation Safety Board
NWS – Nose Wheel Steering
O
OAA – Oxford Aviation Academy (UK Integrated School)
OAT – Outside Air Temperature
OB – Off/On Blocks
OBS – Omni Bearing Selector
OC – Operations Control
OCA – Obstacle Clearance Altitude
OCA – Oceanic Control Area
OCC – Operators Conversion Course
OCH – Obstacle Clearance Height
OEA – One Engine Approach
OEI – One Engine Inoperative
OEM – Original Equipment Manufacturer
OFP – Operational Flight Plan
OM – Operations Manual
OM – Outer Marker
OPC – Operator Proficiency Check
OTP – On Time Performance
OTS – Organised Track System
OTS – Out of Service
QTY – Quantity
OW – Operational Weight
OXY – Oxygen
O2 – Oxygen
P
P1 – Pilot in Command
P2 – Pilot Second in Command
PA – Public/Passenger Announcement
Packs – Air Conditioning Units
PANS-OPS – Procedures for Air Navigation Services
PAPI – Precision Approach Path Indicator
PAR – Precision Approach Radar
PAX – Passenger/s
PBN – Performance Based Navigation
PCN – Pavement Classification Number
PDC – Pre-departure Clearance
PET – Point Of Equal Time
PF – Pilot Flying
PFD – Primary Flight Display
PFL – Practice Forced Landing
PIC – Pilot in Command
PICUS – Pilot in Command Under Supervision
PIO – Pilot Induced Oscillations
PIREP – Pilot Report
PoB – Passengers on Board
PoF – Principles of Flight
POH – Pilot’s Operating Handbook
PM – Pilot Monitoring
PNF – Pilot Not Flying
PNR – Point of No Return
PPL – Private Pilots Licence
PPR – Prior Permission Required
PRNAV – Precision Area Navigation
PSI – Pressure per square inch
PSR – Point of Safe Return
PSR – Purser (No 1 Cabin Crew)
PT – Progress Test
PTT – Push to Talk
PUT – Pilot Under Training
Q
QDM – Magnetic heading to a station
QDR – Magnetic Bearing from a station
QFE – Field Elevation (Pressure Setting)
QNH – Regional Pressure Setting
QRA – Quick Reaction Alert
QRH – Quick Reference Handbook
R
RA – Radio Altimeter
RA – Radio Altitude
RA – Resolution Advisory
RAD ALT – Radio Altimeter
RADAR – Radio Detection and Ranging
RAF – Royal Air Force
RAS – Rectified Airspeed
RAT – Ram Air Turbine
REL – Runway Edge Lights
RESA – Runway End Safety Area
RET – Rapid Exit Taxiway
RFFS – Resuce & Fire Fighting Services
RMI – Radio Magnetic Indicator
RN – Royal Navy
RNAV – Area Navigation
RNP – Required Navigation Performance
RPL – Repetitive Flight Plan
RPM – Revolutions Per Minute
RT – Radio Telephony
RTB – Return to Base
RTFQ – Read The F**k**g Question
RTO – Rejected Take Off
RTS – Return to Stand
RTS – Return to Service
RVR – Runway Visual Range
RVSM – Reduced Vertical Separation Minima
RW – Runway
RWY – Runway
S
SADLR – Saturated Adiabatic Lapse Rate
SAR – Search and Rescue
SAT – Saturated Air Temperature
SATCOM – Satellite Communication
SCCM – Senior Cabin Crew Member
SE – Single Engine
SELCAL – Selective Calling
SEP – Single Engine Piston
SEP – Safety and Emergency Procedures
SFI – Synthetic Flight Instructor
SFO – Senior First Officer
SHF – Super High Frequency
SIC – Second In Command
SID – Standard Instrument Departure
SIGMET – Significant meteorological advisory
SLF – Self Loading Freight (Passengers)
SLOP – Strategic Lateral Offset Procedures
SLP – Speed Limit Point
SM – Statute Mile
SMR – Surface Movement Radar
S/O – Second Officer
SOP’s – Standard Operating Procedures
SOS – Save our Souls (Distress call)
SPIC – Student Pilot In Command
SR – Sunrise
SRA – Surveillance Radar Approach
SS – Sunset
SSR – Secondary Surveillance Radar
SST – Supersonic Transport
STA – Scheduled Time of Arrival
STAR – Standard Terminal Arrival Route
STD – Scheduled Time of Departure
STD – Standard (Pressure Setting 1013mb)
T
TA – Transition Altitude
TA – Traffic Advisory
TAA – Terminal Arrival Area
TAA – Terminal Arrival Altitude
TACAN – Tactical Air Navigation
TAF – Terminal Area Forecast
TAF – Aerodrome Forecast
TAFB – Time Away From Base
TAS – True Airspeed
TAT – Total Air Temperature
TCA – Terminal Control Area
TCAS – Traffic Collision Avoidance System
TCH – Threshold Crossing Height
TDZ – Touch Down Zone
TECH – Technical
TEM – Threat and Error Management
TERPS – Terminal Procedures
TFC – Traffic
THOB – Total Heads On Board
THLD – Threshold
THLD – Thrust Hold
THR – Threshold
TKI – Theoretical Knowledge Instructor
TL – Transition Level
TLA – Thrust Lever Angle
TMA – Terminal Manoeuvring Area
TMI – Track Message Identification
T/O – Take Off
TO/GA – Take Off Go Around
TOC – Take Off Configuration
TOC – Top Of Climb
TOD – Top Of Descent
TODA – Take Off Distance Available
TORA – Take Off Run Available
TOW – Take Off Weight
TP – Turbo Prop
TR – Type Rating
TRE – Type Rating Examiner
TRI – Type Rating Instructor
TRTO – Type Rating Training Organisation
TRU – Transformer Rectifier Unit
TS – Thunderstorm
TT – Total Time
TTL – Total
TWC – Tail Wind Component
TWR – Tower
TWY – Taxiway
U
UA – Unusual Attitude
UAS – University Air Squadron
UAV – Unmanned Air Vehicles
UFO – Unidentified Flying Object
UHF – Ultra High Frequency
UIR – Upper Flight Information Region
U/S – Unserviceable
USAF – United States Air Force
UTC – Universal Co-ordinated Time (Zulu)
V
VA – Virgin Atlantic
VAAC – Volcanic Ash Advisory Center
VAC – Volcanic Approach Chart
VASI – Vertical Approach Slope Indicator
VFE – Maximum Flap Extension Speed
VFR – Visual Flight Rules
VHF – Very High Frequency
VIP – Very Important Person
VIMD – Maximum Drag Speed
VLE – Maximum Landing Gear Extended Speed
VMC – Visual Meteorological Conditions
VMCA – Minimum Control Speed Airborne
VMCG – Minimum Control Speed Ground
VMO – Maximum Indicated Airspeed
VNAV – Vertical Navigation
VNE – Never Exceed Speed
VNO – Normal Operating Speed
VOLMET – Meterlogical Information In Flight
VOR – VHF Omni Directional Radio Range
VR – Rotate
VRB – Variable
VS – Vertical Speed
VSI – Vertical Speed Indicator
VTOL – Vertical Take Off and Landing
VIP – Very Important Person
VV – Vertical Visability
VVIP – Very Very Important Person
VX – Best Angle of Climb Speed
VY – Best Rate of Climb Speed
W
WILCO – Will Comply
WIP – Work In Progress
WOCL – Window of Circadian Low
WPT – Way Point
X
WX – Weather
XPDR – Transponder
XWC – Cross Wind Component
Z
Z – Zulu Time (Same as UTC and GMT)
ZFT – Zero Flight Time
ZFW – Zero Fuel Weight
What Qualifications are Required to be a Pilot?
To hold the licences required to fly a commercial passenger jet, you do not need any formal academic qualifications. However, you may need some level of academic qualifications to attend a specific flight school or join a particular airline. To fly a commercial passenger aircraft as a First Officer with an airline, you generally need the following credentials as an absolute minimum: Some airlines will require you to have a minimum level of academic qualifications to employee you as a pilot. As an absolute minimum, this typically requires completion of secondary school or high school education to a good pass level. In counties like the UK, this consists of 5 GCSE passes, grades A-C, including Maths, English & Science. In other countries this might be a Secondary School Certificate (SSC) to a reasonable standard. Whilst some legacy airlines have previously required applicants to hold at least 2 A-Levels with grades A-C, this has been replaced with a minimum UCAS point requirement to ensure qualifications such as BTECs, apprenticeships, and international qualifications are considered. easyJet requires that their pilot applicants to hold 5 GCSEs grades A-C, whilst others do not require you to have any academic qualifications to apply as a pilot. The Aer Lingus Future Pilot Program required applicants to have passed their Leaving Certificate in 6 or more subjects, and have at least 2 higher level subjects with a minimum of H5 grades in the Leaving Certificate. In the United States and some Asian countries, it is typical that major airlines require you to hold a university degree level qualification (often consisting of 4 or more years of study) as a minimum requirement.What Qualifications / Education do you Need to be a Pilot?
Academic Qualifications Required to Become a Pilot
The difficulty of the theoretical ATPL training is probably the equivalent of somewhere between GCSE and A-Level standard. Many people don’t find the ATPL theory syllabus to be particularly difficult, but do find the amount of information that you are required to process and retain, to be overwhelming at times. Your academic abilities and learning style might help choose the route you take to getting a Commercial Pilots Licence. For example, if you complete a full-time integrated course, you need to absorb a huge amount of information in a short space of time when compared to a part-time modular course, where you can pace out your theoretical studies if you need. The intensity of the integrated courses is one of the reasons why some airlines have historically recruited cadets who have completed an integrated course; they have shown an ability to take on a huge amount of information in a short space of time, something which you will need to demonstrate when you first join the airline and complete their specific training. Whilst you don’t strictly require any educational qualifications to hold a commercial pilots licence, if you are unable to achieve a reasonable standard at the core subjects (such as Maths & Science) at the secondary education level (GCSEs etc.), you may well struggle with the 14 ATPL theoretical exams. That being said, everyone is different and some people are late starters. You may not have done particularly well at school but have gone on to gain the equivalent skills and knowledge through life and work experience. If this is you, becoming a pilot is still achievable providing you have developed enough knowledge about Maths and Physics before starting the course. If in doubt about your ability to become a pilot, have a chat to the various flight training schools out there and see what they think. Most flight training organisations have entrance tests that must be passed in order to be accepted onto their course, and these are good at identifying individuals who might struggle with the training. Whilst you might not require any academic qualifications to obtain a Commercial Pilots Licence, if you want to get the qualification at a reputable flight school through a full-time integrated training program, some flight schools require you to have a minimum level of qualifications. At somewhere like FTEJerez, they require at least 2 A-Levels at grade C or above or grade 4 or above in the equivalents such as Baccalaureate, Bachillerato, Highers, Leaving Certs., Maturitá etc. Whereas CAE only state that you must have completed your secondary education. Whilst not achieving a high standard of education won’t necessarily put a stop to your aviation career, getting some good grades at a higher education level (A-Level or equivalent), will ensure that there are plenty of options for you in terms of flight training schools and then airlines to apply to. Given you can’t start your flight training until you are 18, you might as well seek to obtain some higher education level qualifications if you can. Deciding on whether to go to university or not is quite a big subject and we’ve given it its own page.What level of education is flight training equivalent to?
I didn’t do well at school, can I still become a pilot?
Flight Training Schools
What qualifications should I be aiming for to become a pilot?
Should I go to University?
Lifestyle & Perks of a Commercial Pilot
Being a pilot can be a very rewarding career, both financially and in terms of job satisfaction, but it is important to know both the ups and downs of the profession. It’s also important to know what you are looking for in a piloting career as this could significantly impact on the type of flying you are best suited for and the airline you should aim to work for. Flight crew undertake intensive and expensive training to develop a highly unique and perishable skill set. As a result, pilots are generally well paid, typically earning significantly above the average salary – varying between around £30,000 to over £200,000 depending on seniority, aircraft and airline. The remuneration can vary considerably from company to company, but generally speaking, low-cost carriers tend to pay less than the flag carriers, and as one might expect, the bigger the aircraft and the further you fly, the higher the pay. Most airlines will also offer excellent staff travel packages, with flag carriers typically offering 90% off their ticket prices for you and your family. This means you might be able to travel from London to New York in First or Business Class for as little as £150. One of the obvious challenges for a pilot is their roster. Being up at 4am or going to bed well past midnight is part of the territory. A typical day for an airline pilot can vary considerably depending on the airline they fly for and the type of operation. Days can be very short or very long, be very busy or even be a bit boring. As a pilot, you do tend to get quite a lot of time off to allow you to recover between flights. The numbers of hours pilots can work a day/week/month/year are limited by regulations to avoid fatigue. The job typically offers more days off than your typical Monday to Friday 9-5 job, and better holiday allowances. The downside to this is that you may find yourself seldom having a free weekend; little or no summer leave and bank holidays are just another normal working day. Whilst this may seem minor to some, having to miss Christmas or family a member’s birthday celebration year after year can take its toll. Maintaining a normal social and family life can be a challenge as you may often find you have your time off when your friends are at work or your children at school. Being trusted to be part of an exclusive team which go to work and operate a state of the art multi-million-pound aircraft never gets boring. The satisfaction of flying a big commercial jet full of passengers to their destination, particularly when the conditions are challenging can be incredible. You also get to see some truly fantastic sights from the air – sunrise at 35,000 feet or seeing the Northern Lights is something you will never tire of. There are ongoing debates about the occupation’s impact on long term health. Having a continuously changing body clock, being up during the circadian low and regularly experiencing jet lag (long haul pilots) all has negative effects on health. Equally, spending a lot of time at a pressure altitude of 8,000 feet can be very fatiguing. Other theories about contaminated cockpit air and cancer associated with solar radiation continue to circulate. Short-haul pilots for low cost airlines typically start and finish their day at their allocated base. They do not tend to do night stops and therefore can expect to be back at home for the night. Technical problems or weather issues down route can of course have an impact on the operation which could result in an unscheduled night stop. Short haul flights might last anywhere from 30 minutes to 3 hours. Medium haul is defined as 3-6 hours. There are usually two pilots on short haul flights, a First Officer and a Captain. The roster is usually fixed with set days off, and this gives you the advantage of being able to plan your life in advance. The short haul rosters vary in stability depending on which airline you are working for. At some airlines, rosters might seldom change after they’ve been issued, but at other airlines, your roster might change reguarly which can limit your ability to plan your life. Different airlines offer different opportunities. For example, a well-known European airline offers a 5 on 4 off roster at most of their bases, and there are no scheduled overnight stops. For some this can be great if you are at the base of your choice and want to be back home with your family every night, but can also be very challenging if you are based a long way from home and are commuting back and forth on your days off. Rosters usually alternate from week to week, for example you will be on an early shift pattern one week, then switch to a late shift pattern the next. Depending on the duration of the flight, short haul pilots can expect to fly between 2 and 6 flights a day. This has the advantage of having the opportunity to do plenty of manual flying (less use of the autopilot!) compared to operating on a long haul fleet where opportunities are less frequent. Short sectors can be demanding due to the high workload demanded on the flight crew – you have to fit a lot in a short amount of time. As a low cost short haul pilot, you will operate to a range of destinations, often to smaller airfields that are less well equipped. This might mean having to fly visual approaches with less use of the autopilot. A long-haul flight is defined as having a flight time of more than 6 hours. Long haul pilots fly all over the world and can spend a lot of time away from home. Trips can last from a few days to over a week. The constant changing of time zones can be very fatiguing. Long haul pilots will typically get more days off than short haul pilots due to the amount of time they spend away from home and thus the need to rest and adjust their body clocks. To become a long-haul pilot, you would typically need to gain some experience as a short haul pilot. Long haul pilots might only get to land the aircraft a couple of times a month. To get to a skill level where you can achieve this, you require a good degree of previous experience flying short haul operations where take-offs and landings are frequent. This is why you typically progress from short haul to long haul operations. There may be a number of pilots on long haul flights to allow the flight crew members to rest in the crew quarters on particularly long flights. Generally speaking, a long-haul pilot can expect to be paid more than a short haul pilot. Check out our blog of a typical long haul flight from a pilots perspective. Cargo pilots typically fly at night and work more consecutive days than short haul passenger pilots. However they tend to get more time off as a result. West Atlantic for example, offer a one week on, one week off roster.What is the Day to Day Life Like as an Airline Pilot?
Airline Pilot Pay
Staff Travel Discounts for Pilots
Pilot Rosters
Time Off as a Pilot
The Aeroplane & the View
Health Implications for Pilots
Short Haul Low Cost Pilot Life
Typical Short Haul Pilot Roster
Long Haul Pilot Lifestyle
Cargo Pilot Lifestyle
Corporate pilots are required to be extremely flexible as they could be called to operate a flight at any time of day or night and to anywhere – you are often completely at the disposal of the customer or aircrafts owner. Once you arrive at the destination specified by the customer, you could spend a number of days in a hotel without knowing when or where you will fly next. You may also have to do additional duties such as filing the flight plans, loading the aircraft and greeting the passengers. As a result of the flexibility required, corporate pilots are usually very well paid. Whilst they are on “standby” for long periods (often 1 – 2 weeks) you are then given roughly an equal time off.Corporate / Business Jet Pilot Lifestyle