Is there a pilot shortage?
An independent look at the truth behind the much talked about pilot shortage
Is There a Pilot Shortage?
Prior to Covid-19, the answer was yes there was a global pilot shortage but the situation was a bit more complex than the straight forward answer might suggest. However, at present in 2021, there is no pilot shortage due to the impact on aviation of the Covid-19 pandemic.
Whenever you hear reports of ‘pilot shortage’ it is usually referring to a world-wide shortage, not necessarily a shortage in Europe or the UK. The shortage is always specific to a region, type of operation and pilot experience.
Covid-19 Pandemic & Aviation
The impact on of the Covid-19 pandemic on commercial aviation has been catastrophic. With huge portions of fleets being grounded for almost a year, tens of thousands of pilots around the world have found themselves out of work. IATA do not anticipate airlines recovering to pre-Covid levels of operation until 2024 and beyond.
However, flight training provider CAE have stated that due to natural attrition (such as retirements), the world will require 260,000 pilots over the next 10 years. This suggests that whilst the immediate outlook is bleak, when the industry recovers, employment opportunities will start to open up.
Pilot Shortage Pre-Covid
The remainder of this article was first published prior to the Covid-19 pandemic but address the age-old questions that come up when this topic is discussed.
First of all, let’s get the statistics out the way. In 2016, Boeing have forecast that the aviation industry will require 679,000 new pilots between now and 2035. Airbus have said that between 2016 and 2035, there will be a requirement for in excess of 500,000 new pilots. Keep in mind though, that this is a worldwide forecast.
It’s a general point, and I don’t want to tarnish all flight schools with the same brush, but if you are considering starting your flight training, be aware that lots of Flight Training Schools will always tell you there is a looming pilot shortage regardless of the market state. To them, ultimately you are profit, and to make profit, they need people to train with them. It’s not going to be good for business if they tell prospective students that there is no point training as there are no jobs! It’s not the case at the moment, as the market for freshly graduated low hour pilots is better than it’s been in a long time, but keep it in mind.
Secondly, the airlines want to avoid a pilot shortage from occurring, in fact they want the exact opposite; lots of pilots on the job market. It’s simple economics. Pilots cost a lot of money to airlines. They get paid a lot and have lower productivity than other personal due to flight time limitations. If you have lots of unemployed pilots, it puts a downwards pressure on wages as you have lots of applicants for one position. The opposite occurs when there’s a shortage; airlines have to put up terms and conditions to attract the best candidates. Lots of pilots looking for employment suits airlines.
Terms and Conditions
In 2008, we saw a recession across Europe and other parts of the world. This put a lot of airlines out of business and left a lot of pilots unemployed. As a result, the last 10 years have seen pilot wages stagnate in many regions as pilot supply has outstripped demand. This pressure on terms and conditions wasn’t helped by an increase in the retirement age in Europe from 60 to 65 being introduced. This meant that pilot who were planning to retire, could stay on for an additional five years if they wanted to.
More recently, airlines have again been expanding, and the major carriers have been recruiting heavily. When the major carriers recruit, it tends to shake up the employment market as people move up the next step of the ladder. As a result, there are less pilots to choose from and we are now slowly starting to see terms and conditions improve at mainly airlines, as they look to generate interest from the most capable crews.
As airline financial performance has started to improve, their pilots have started to demand a share in the profit through increased wages. Lufthansa pilots have been striking throughout 2016 to fight for a better increase in their salaries as they haven’t had a pay rise since 2012. Delta Airlines pilots recently secured a whopping 30% increase in their pay.
Middle East & Asia
The pilot shortage is more notable across the Middle East and Asia. Airlines in this part of the world are expanding rapidly and don’t have enough established and experienced local pilots to fill the seats. Therefore, they need to recruit pilots from parts of the world where aviation has been established for a longer period, such as Europe, America and Australasia. They are offering huge sums of money to attract crew, in some cases in excess of $20,000 a month.
However, whilst there is clearly a pilot shortage in these parts of the world, it isn’t for inexperienced cadet pilots straight out of flight school, it’s for experienced First Officers and Captains. An experienced Captain takes years to train and build up the required experience whereas a cadet pilot can be ‘on the line’ in as little as 18 months.
Who does the pilot shortage affect first?
In general, a pilot shortage would usually hit the regional carriers first, as they are unable to offer the terms and conditions found at the charter, low cost and legacy airlines.
Naturally, most people aspire to improve their living standards throughout their career, and this means moving up the ladder to the next job. Once working for a legacy carrier, there isn’t a step up, and therefore pilot retention at these companies is very high and generally only recruit when they expand and to replace retired or medically unfit crews.
Regional Airlines in the United States
The pilot shortage is particularly notable at regional airlines in the United States. In the US, the FAA introduced a requirement for pilots to have 1500 hours total flight time before operating for a commercial transport operator. You graduate from flight school with around 250 hours, but you now need to build those hours up through instruction, banner towing, general aviation etc. The regional carriers have traditionally recruited the cadet level entry pilots, and this has significantly stemmed the flow of available candidates.
The European market is currently doing pretty well with recruitment for pilots of all experience levels from legacy carriers through to the regional operators. It’s debatable whether you could call it a shortage, rather than just a good employee’s market for the moment. Flybe did however suggest last month that a shortage of pilots was holding back growth.
To assess if or how bad any pilot shortage in Europe will get, you need to look at potential expansion opportunities and how saturated the market currently is. Much of Europe is well connected to Europe and millions of people now have access to air transport thanks to the success of low-cost carriers over the past ten years.
Can there be more expansion?
How much more room is there for airlines to expand in order to offer services to new destinations and untapped markets? That’s yet to be seen but it’s certainly nothing like those opportunities in developing counties with huge populations like India and China. That being said, airlines like Ryanair, Wizz Air and Norwegian Air Shuttle have impressive numbers of aircraft on order, and many of these frames are for expansion rather than fleet replacement.
Looking at it independently, now is a good a time as any to start your flight training. You must however, consider this. Just because you have a licence, you don’t have the right to secure employment as a professional pilot. The airlines want more than just a licence, they need a competent commercially minded operator and a frozen ATPL doesn’t guarantee this. Just because there is a job opening, meeting the minimum requirements doesn’t mean you’ll get it, even if you’re the only applicant. Yes, there is a pilot shortage across many parts of the world but this isn’t a job guarantee.
Choose your training route and flight school carefully, and be aware of the qualities that airlines are looking for in their pilots. It’s much more than just stick and rudder skills.
A Day in the Life of Flight Deck Crew
What happens from arrival at the airport to when the passengers disembark the aircraft. A full day as a pilot described.
An Airline Pilot’s Typical Day
Ever wondered what it would be like to walk in the shoes of a short haul airline pilot for the day? We take you through what a pilot does during a typical day at ‘work’.
For short haul operations, the flight crew usually arrive in the ‘crew room’ approximately one hour before departure. Here they meet and introduce ourselves to the other crew members and sign in on the airline’s system to verify they have arrived on time for the duty and are acknowledging they are fit, well rested and up to date with all the latest revisions to company manuals and notices. The pilots will then download the flight plans, weather information and notices to airman (NOTAMS) for the flights they will be operating.
Crew carefully evaluate if the weather is suitable at the departure and destination airports, whilst also looking at airports around the destination in case the flight needs to divert. Weather conditions that require special attention include strong winds, low cloud, fog or thunderstorms. Any of these factors may require changes to the flight plan or an increase to the amount of fuel to be loaded. En-route weather is also reviewed to spot areas of potential turbulence or icing. This gives flight crew a good overview of the day and builds their ‘Situational Awareness’.
The fuel figure is decided on between the two pilots and passed this onto the dispatch team.
The crew will look to find out what stand the aircraft is parked on.
The pilots and cabin crew then get together to conduct a quick briefing. This is where formal introductions between the crew take place. You may have flown with some or all of the crew members many times before and therefore be well acquainted but at some larger airlines, you may not have flown with or met any of the other crew before.
During the joint briefing, the Captain or First Officer will double check that the Cabin Crew are well rested and will highlight a few points which are important to the Cabin Crew such as the flight times and potential areas of turbulence.
Pilot vs Co-Pilot
There is a common misconception with regards to who does what on the flight deck. There is a Captain and a First Officer (or called a Second Officer depending on experience) which are often referred to as the Pilot and Co-Pilot. Whilst the Captain has overall responsibility for the decisions and ultimately the passengers and aircraft, most of the duties are split evenly with the co-pilot doing just as much flying as the pilot.
In the briefing room, the pilots would usually decide who is going to do the flying for each flight at the start of the day. For example, if they are flying 4 flights that day, the Captain may choose to fly the first and last flight, whilst the First Officer fly’s the middle two.
Head to the Aircraft
As with all passengers, all the crew have to pass through a security check at some point before arriving at the aircraft.
The pilots and cabin crew will then head to the aircraft, with the aim to be onboard about 30 – 35 minutes before the departure time. It’s worth noting that the departure time is the time that the aircraft’s parking brake is released to commence push back from the stand. Many people are under the impression that the scheduled departure time is when the aircraft gets airborne but this is incorrect.
One pilot will do the “walk around” to check the outside of the aircraft. The walkaround serves to check that there is no obvious damage or issues with the exterior of the aircraft.
The Captain will also check the aircraft’s technical log to ensure the aircraft is fully serviceable, or identify any defects. An aircraft defect doesn’t necessarily mean you can’t depart as it depends on how critical that system is and what redundancy is in place. There are complex documents which provide pilots with high specific guidance as to what can and can’t be defective. For example, if a windscreen wiper wasn’t working, the aircraft could still depart, but couldn’t land in thick fog.
Flight Deck Setup
Whilst one crew member is completing the walkaround, other crew member starts to ready the flight deck for departure. This includes running system checks, configuring the aircraft systems, inputting the route for the flight into the Flight Management Computer and checking the take-off performance. The pilot flying will also plan how they intend to fly the Standard Instrument Departure (SID).
The take-off performance varies on a daily basis and is a safety critical function. The pilots need to calculate various take-off speeds such as the speed they initiate the rotation of the aircraft and the minimum speed to maintain if an engine fails during or just after take-off. These speeds depend on runway length, aircraft weight, temperature and pressure. The take-off performance has to be double checked very carefully by both crew members.
Once the walkaround is complete and the flight deck initially set up, the crew will conduct a pre-departure briefing. This covers a range of points such as the initial taxi and departure routing, potential threats or errors that could occur (for example heavy rain showers that may be present on the climb out), high terrain, as well as looking at contingency plans should an emergency situation occur. The passengers are usually boarding whilst this is taking place.
Once all the passengers and their bags are onboard and the correct amount of fuel has been loaded, the dispatcher will hand over the final paperwork confirming how many people are onboard and the final weight of the aircraft for take-off. At this point the Pilot Flying will call for a pre-departure checklist (the names differ between aircraft types).
Once the main doors are closed the Senior Cabin Crew member will confirm to the pilots that the doors are closed and number of passengers onboard. Another very quick mini briefing will be given to the Cabin Crew member to reiterate the expected taxi time (this gives the Cabin Crew an idea of how long they have to conduct their safety briefing), expected flight time, anticipated turbulence and any other important information.
One of the pilots will then complete a PA to the passengers. During this time, the ground crew outside remove the steps, loading machinery etc. and complete a final walkaround as a final check.
Pushback and Start
The pilots will then liaise with the ground pushback team to make sure that the tug is connected and they are ready to push back the aircraft. The pilots then speak to ATC to request to push back and engine start. Assuming permission is given, the pilots reconfigure some of the aircraft systems and then complete a ‘before start checklist’.
The pushback then commences and the engines are started, usually the right engine first then the left. The pilots carefully monitor the engine indications and this is supported by the ground crew visually observing the engine start; they would report any excess smoke, noise or anything unusual.
Once the engines have been successfully started, the pilots tell the ground crew to disconnect from the aircraft. Some of the aircraft’s systems, such as the flight controls are then checked to make sure there are no technical issues. The after-start checklist is then completed.
The pilots will then request permission to taxy to the runway from ATC.
Taxiing the aircraft is one of the most critical phases of flight and therefore both crew members will be concentrating on maintaining the correct taxi routing whilst looking out for other aircraft and ground traffic. Airports can be extremely busy which is why it is so important to keep a good look out. During the taxy phase, the crew will run a number of checklists to ensure the aircraft is correctly configured and setup for departure.
When cleared to line up on the runway, the pilots will double check to make sure both the runway and final approach is clear. The flight crew turn on the strobe and landing lights and send a signal to the Cabin Crew that the take-off is about to start (this is usually either signalled by a few ‘ding-dongs’ or the seat-belt sign quickly being turned off and then on again.
Once lined up on the runway, and cleared to take-off by air traffic control, the pilot flying for that sector advances the thrust leavers and sets take-off thrust. As the aircraft accelerates down the runway, the Pilot Flying (PF) controls the aircraft direction with the rudder pedals. The PM is verifying that the take-off thrust has been set correctly, checking the aircraft’s speed monitoring any abnormalities or failures of the aircraft systems.
At the correct calculated speed, the pilot flying carefully pulls back on the control column to “rotate” the aircraft and allowing it to climb away. Pulling back to quickly can result in the tail coming into contact with the ground so using the correct technique is very important.
Once safely climbing away and a positive rate of climb is observed, the landing gear is raised. The pilots will usually have discussed at what point they intend to engage the autopilot on the departure which could be anywhere from about 1,0000 to 20,000ft depending on the airspace, terrain and weather. Engaging the autopilot above around 2,000ft should really have been discussed as part of the briefing.
Even when the autopilot is activated, the pilot’s workload at this stage of flight is still quite intense. The crew are managing the aircraft’s configuration, speed, altitude and heading through manipulating the autopilot controls whilst communicating with air traffic control.
At around 1,000ft (although it can vary), the aircraft’s nose is slightly lowered and power reduced from take-off power to climb power. The aircraft continues to accelerate which allows the flaps on the wing to be retracted stage by stage.
Once the flaps are up, the crew complete the after-take-off checklist and continue climbing the aircraft towards cruising altitude. During the climb, various checks are completed and certain systems may need to be reconfigured depending on aircraft type.
The crew will be making initial fuel checks and verifying performance considerations like the maximum altitude the aircraft could climb to depending on the weight and temperature.
Once it is safe to do so the pilots will indicate to the Cabin Crew that it is safe to move around the cabin and will also turn off the fasten seat belt sign at an appropriate point.
Having had approximately one and a half hours of a very intense workload, the pace and intensity of the operation starts to reduce. Once established in the climb and throughout the cruise, the pilots are monitoring the aircrafts systems, navigating the aircraft, communicating with air traffic control, carrying out fuel checks and getting the weather for airports along the flight path and destination in case an en-route diversion is required. In the cruise, the pilots normally get the chance to have a meal, a cup of coffee and a chat with our colleagues, depending on how long the flight is.
Most airlines have what is referred to as a “sterile flight deck”. This means the crew should not talk about anything that is not related to the operation of the aircraft below around 20,000ft as their focus should be exclusively on the operation.
Around half an hour before the descent commences, the crew brief for the descent, approach, landing and taxy in at the destination airport. This requires a review of what autopilots modes will be used to manage the descent, the expected profile, configuration and landing performance.
A PA will then usually be given to the passengers with an update on the flight progress and expected landing time.
The approach phase is one of the busiest phases of flight. The pilots are carefully managing the ‘energy’ of the aircraft ensuring that the correct rate of descent is being flown at the correct speed. The speed of the aircraft will typically need to be reduced from over 400 mph to around 150 mph whilst reducing the altitude from around 36,000ft to 0ft. This is not always straight forward and needs to be carefully actioned and monitored.
As the aircraft approaches its destination, the flaps are gradually extended to help slow the aircraft down to its landing speed. With the help of ATC, the pilots steer the aircraft towards the final approach and intercept the ILS, usually around 10 – 15 miles from the runway.
At about 5 miles from landing the pilots select the landing gear down, final flap setting and establish the landing speed. They also complete the landing checklist.
The autopilot is disconnected at around 1,000ft although it can be taken out much earlier on the approach, or left in until a later point.
At about 30 – 50ft, the aircraft’s nose is raised very slightly to reduce the rate of descent, allowing the aircraft to touchdown on the runway. In calm conditions this might be relatively straight forward but in windy and turbulent conditions, it requires considerable skills and hand to eye co-ordination.
A good landing is considered to be one that is on the centreline, within the touchdown zone and at the correct speed. A smooth landing isn’t necessarily a good one if it doesn’t meet the above criteria. Equally a firm landing is recommended on some aircraft types if the runway is wet or it’s windy.
As the aircraft leaves the runway, it is again reconfigured and the after landing checklist is complete. The taxy in remains a very critical phase of flight and requires a high level of concentration.
Once the aircraft has come to a stop on the parking stand, the engines are shut down and the shutdown checklist is completed.
The doors are opened and the passengers start to disembark.
The turnaround then starts where the aircraft is prepared for the next flight. The turnaround can be as quick 25 minutes at some airlines. If you are flying 4 flights in a day, which is quite typical at short-haul airlines, you will be doing one initial setup and 3 turnarounds every day as well as doing just about everything spoken about above (after initial check-in) 4 times.
This article assumes that everything goes without a hiccup and there are no issues. However, the reality is that there is very rarely a ‘standard day out’ which runs seamlessly. The reality is, technical issues, poor weather, passenger issues, ATC delays etc. (or a combination of all them). occur quite frequently and they all have to be managed appropriately by the flight crew.
The check-in, planning, aircraft setup, aircraft operation and flight management described has been toned down significantly to help a person with little or no knowledge about commercial aviation to understand what a pilot does on a daily basis. However, the reality is that all of these areas are far more complex than this brief overview describes and it take years of training and experience to become fully proficient at.
Anyone that tells you that pilots don’t work hard or the job is easy don’t really understand what the job entails.
This article is based on a typical day as a short haul pilot. If you are interested in reading about a typical day as a long-haul pilot check out our article on it.
How much do airline pilots get paid a year?
Captains and First Officers Salary
How Much Do Airline Pilots Get Paid?
Generally speaking, the bigger the aircraft and the further the aircraft is flown, the more an airline pilot gets paid. Many airlines also have a yearly increase in salary that reflects the pilots length of service or seniority.
The Guardian (a UK newspaper) stated that in 2016, airline pilots were the 4th highest paid profession in the United Kingdom earning an average of £86,915 ($120,000 / €95,000), before tax a year.
The Roles of Pilots
Airline pilots are split into two roles; the Captain and First Officer. The Captain is in charge of the aircraft and ultimately responsible for the safety of the passengers, crew and aircraft. The First Officer assists the Captain in the safe operation of the flight with (on most days), the flying duties being split evenly, taking it in turns to fly the aircraft. The First Officers roles can be further split into a junior First Officer, Second Officer or Senior First Officer. Training Captains and First Officers (pilots who train other pilots) would expect to earn an extra increment on top of those stated below.
The figures below are meant to be used as a general guide and there will always be exceptions above or below the figures. Each airline has its own pilot pay scales which will vary with the type of operation and aircraft type. The taxation applicable to each country will significantly alter the take home pay (net) for a given gross salary. Please note the Dollars and Euros figures given are based on a UK pound sterling coversion. Salaries are updated to reflect conditions in 2021.
Long Haul Pilot Pay
Short Haul Pilot Pay
Regional Pilot Pay
Charter Airline Pilot Pay
Job prospects for pilots after graduating from flight shool – Will I get a job after flight training?
It’s a question we are asked all the time! See what one of our Training Captain’s has to say…
Will I get a Job After Completing Commercial Flight Training?
Whether you will get a flying job after completing your commercial flight training depends on the state of the industry, your attitude, aptitude and training record. It’s understandable that people want reassurance about their future prospects given the amount of money they are investing in their flight training, but there are never any guarantees.
For a few years up until March 2020, the pilot job market was particularly buoyant for both freshly graduated and experienced pilots. During this time, you could well have walked straight into a decent First Officer job but as always, this won’t have been the case for everyone. Both aircraft manufactures and airlines across the globe were predicting a substantial global pilot shortage for the next twenty years although it was common to hear this rebuffed by pilots who had gained their frozen ATPL years ago, but were still looking for their first flying position.
The Effect of Covid-19
Unfortunately, from early 2020, Covid-19 has been cataclysmic for most airlines across the world with huge reductions in air transport capacity requirements. As a result, significant airline failures have occurred such as Norwegian Long Haul, Flybe, Virgin Australia, CityJet and AtlasGlobal with more likely as 2021 progresses. Airline’s that have survived are undergoing significant restructuring and, in some cases, retiring entire fleets years earlier than planned such as the British Airways and Qantas B747 fleets, the Air France A380 and the Delta B777 fleet.
This has resulted in significant redundancies across the industry, dumping thousands of experienced pilots into the job market. With no bounce back in sight, potentially, until a vaccine is produced and distributed, this undoubtedly specifically impacts the job prospects of those seeking their first flying job.
Holding a Frozen ATPL Does Not Guarantee You a Flying Job
The reality is that holding a frozen ATPL doesn’t mean you are automatically entitled to a job with a commercial airline, even if they need pilots. They want the right person for the job not just a licence holder. Reputable airlines would rightly rather recruit no-one than a person with a license but with the wrong attitude and aptitude.
Getting to the point of holding a frozen ATPL, passing the theory exams, flight skills tests and multi crew co-operation course, isn’t easy, but it is something that many people can achieve if they invest enough time and money into it. Whilst many complete the training to a high standard, the end product isn’t always a well-rounded, commercially minded, enthusiastic, potential First Officer. To be successful after being issued your licence, you need to understand exactly what sort of person the airline is looking for in their pilots and this isn’t just being able to operate an aircraft to instrument rating standards, it’s much, much more.
Some people have all the desirable criteria, but just don’t perform well at airline assessments or interviews. The good news is that this is something that can be improved upon and there are many companies out there who will help you improve (FlightDeckFriend.com is one of them!). You will have invested tens of thousands of pounds in your flight training; spending a few hundred pounds more could significantly enhance your job prospects. The big airlines will only interview once for a recruitment campaign so don’t wait for the rejection email to come through before deciding to invest a bit more in a career that will hopefully last you a lifetime. The time to do it is before your interview.
Other prospective candidates struggle to get invited to the initial airline selection. Again, there could be an element of luck involved (your application getting read by the right person at the right time) but there are steps you can take to significantly improve your chances of being invited to an assessment, and this bit is really the hardest part. Every year we receive hundreds of unsolicited CVs and Covering Letters from people asking to join ‘our airline’, and we also review lots of documents for people looking to apply to the airlines.
Quality of Application Documents
I can tell you that whilst we do see some excellent applications, we do regularly see very poor CVs and Covering Letters which I expect most companies would not even consider – I wouldn’t have done when I was a recruiter. You can see straight away that no thought has gone into the application, in some cases they don’t even bother to mention the company by name, let alone highlight why they want to work for the company in any specific terms.
It’s absolutely vital that each application is tailored to the airline you are applying to. Yes, it’s a bit more work but you’ve just spent the last year or so training to get to this point so the least you can do is spend a few more minutes on each application to ensure its specific to the airline you are applying to. Writing “I would be proud to work for your esteemed company” makes it pretty clear that you haven’t put much thought into the application, and have likely sent the same Cover Letter to every airline you’ve applied to.
Attitude & Aptitude
The final reason some struggle to gain employment is that some people have the wrong attitude and aptitude. Commercial airlines are looking for a particular person and if you don’t fall into their “specification”, many would rather slow down their expansion or cancel flights than recruit someone who they don’t deem suitable.
So, what are they looking for? Well these are a few things you might not have considered.
Someone who is commercially minded. Basically, someone who is going to be actively considering the needs of the airline and its passengers when making decisions (after putting safety first of course). You aren’t always taught this at flight school!
A team player. How well do you interact with others? You need to work with many, many people in a typical day at work and the airline needs someone who can do this effectively. How would you interact with the Captain and Cabin Crew? Are you likely to be overbearing or too timid? They want someone in the middle.
What leadership qualities do you have? The airline wants to recruit future Captains, not career First Officers.
How’s your customer service? It might not be the first thing that comes to mind when you think about what it takes to operate a commercial aircraft, but airlines are placing more and more emphasis on their pilot’s interaction with customers in the same of customer service.
You must always appreciate, that a commercial pilot’s licence isn’t an entitlement to a job with an airline, it’s a gateway. Try to gain the skills they are looking for ensuring you have the right attitude for the job.
We offer our own CV & Cover Letter Tailoring Services where you can have your CV reviewed for FREE by our recruitment specialist. Our friends at Aviation Job Search also offer a free guide on preparing your CV.
Flight Simulator Experiences
Fly a multi million-pound flight simulator with a commercial airline pilot
Flight Simulator Experience for Prospective Airline 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
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.
An Experience Like No Other
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]
A Typical Airline Pilot Roster / Schedule
Ever wondered what a typical pilot schedule looks like? We have some examples of both long and short haul rosters for you to look at…
Example Pilot Rosters
A pilot’s roster is very variable and depends on what aircraft they are flying and for which airline. With long-haul rosters, you usually spend more time away from home (when working) than a short haul pilot, but you usually get more days off at home as a result. Short haul rosters often have a mix of day trips and “tours” where you might spend a few nights away from home at different destinations. Some airlines will only plan you for day trips (such as Ryanair). Whilst others will have you regularly staying away from home (flag carriers like BA or KLM).
There is a common misconception amongst the general public that pilots fly a set route, but this is actually very rarely the case. Pilots typically operate any route that is flown by the specific aircraft type they are qualified to fly that is operated by the airline. This could be anywhere from a handful of destinations at a small airline to hundreds at a large one! For example, an airline like Ryanair or easyJet only operate one aircraft type, therefore their pilots could literally operate to hundreds of potential destinations.
A Pilots Typical Long-Haul Roster
Most airlines that operate Long Haul routes have a “variable” roster. That is to say that there is no fixed pattern and you can end up working any day of the week at any time of year. Most long haul airlines operate using a seniority based system which allow pilots to “bid” for certain trips or days off. The more senior you are (the longer you have been working for the airline), the more likely you are to have your request awarded. This means that if you are a very senior pilot and enjoy having weekends off and doing the flight to New York, you could well end up doing this most of the time! Junior pilots (those low on on seniority list) will have less control over their lifestyle, and in the early years will end up operating to the less popular destinations.
Long-Haul Example Roster
This example is over a one-week period without any annual leave or special requests.
Tuesday: London Heathrow (LHR) – Las Vegas (LAS) departing at 11:00 UTC.
Wednesday: OFF (day off down route in Las Vegas)
Thursday: OFF day down route (in Las Vegas)
Friday: Las Vegas (LAS) – London Heathrow (LHR) (departing 23:45 UTC). Arrive LHR Saturday Morning.
Saturday: OFF (rest of Saturday off)
The time you get off down route depends on how long the previous flight was, how long the next flight is and what the rotation of the aircraft is. For example, if the airline only operates two flights to the destination each week, you will probably get a bit more time off down route than if there were daily flights.
Read more about a typical day in the life of a long haul pilot.
Short Haul Pilot – Touring Roster Example
Monday: Check-in 06:00, STN – EDI – STN – MAD, Check Out 14:00
Tuesday: Check-in 05:30, MAD – STN – RTM – STN, Check Out 13:00
Wednesday: Check-in 08:00, STN – ZRH – STN, Checkout 15:00
Saturday: Check-in 12:00, STN – GVA – STN – GVA, Checkout 22:00
Sunday: Check-in 13:00, GVA – STN – ABZ – STN, Check Out 20:00
Airport Codes Used:
STN – London Stansted
EDI – Edinburgh
MAD – Madrid
RTM – Rotterdam
ZRH – Zurich
GVA – Geneva
ABZ – Aberdeen
A short haul day trip roster would be similar to that above but finishing back at your home base every night.
Fixed or Variable Rosters
Some airlines like Ryanair and easyJet operate a fixed roster pattern. At Ryanair for example, most bases operate 5 days on (at work), 4 days off pattern. Many pilots at easyJet operate on a 5 on, 4, off, 4, on 3 off roster. This gives the pilots the ability to effectively plan their time off as they know what days they’ll be working in a year’s time. Some airlines like BA or Jet2.com operate a variable roster with no fixed pattern. There are advantages and disadvantages to both.
Due to their nature, long haul rosters are nearly always variable.
When do Pilots receive their roster / schedule?
Again, it depends on the airline. Some airlines issue rosters to their pilots a month before the first date on the roster whilst at others it might only be a week or two. Typically, most pilots receive their rosters for the following month about half way through the current month. So, for example, you would usually get your December roster around half way through November.
Some airlines reserve the right to change their pilots rosters right up until the day before the flight without penalty or ability for the pilot to refuse the change.
Other airlines offer roster protection periods, where the roster can only be changed with the pilot’s permission or through financial incentives. This will depend on the scheduling agreement between the airline and its pilot’s and/or union.
Example Pilot Rosters for Specific Airlines
This provides some guidance as to the type of roster and how many days off you get a month with specific airlines based on a full time contract. These are examples only and may vary or be changed by the airline at any time.
British Airways – Variable Roster. Typically 9 – 15 days off a month.
Delta – Variable Roster. 15 – 19 days off a month.
easyJet – Fixed Roster. Most bases: 5 on – 4 off – 4 on – 3 off.
Jet2.com – Variable Roster. A very seasonal operation so you work harder in the summer than in the winter. Typically 5 days on, 2 off in the summer but significanlty more days off in the winter season.
Lufthansa – Variable Roster. Minimum 10 days off a month but typically 11 – 13 days off a month.
Ryanair – Fixed Roster. Most bases: 5 earlies on – 4 off then 5 lates on – 4 off.
Virgin Atlantic – Minimum 10 days off a month with a minimum of 2 days off between trips. Max 750 hours a year.
Vueling – Operate both fixed roster 5 on – 4 off, and a variable roster.
The best things about being an Airline Pilot
What a career as an airline pilot can offer you…
What are the best things about being an Airline Pilot?
Without a doubt, the job of a commercial airline pilot is incredibly satisfying and rewarding. 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’s 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 bits about being a commercial airline pilot:
The Office View
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.
The Career Opportunities
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.
The Staff Travel
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.
Pay to Fly (P2F) Airline Programs
Pilots Paying For Line Training
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.
What is ‘Pay to Fly’?
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.
Why do people do it?
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).
Should people do it?
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.
What is line training?
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.
How much does it cost?
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.
Aviation Acronyms and Abbreviations
Specifically written with Pilots in mind…
Day to Day Life of Commercial Pilots
What’s good about being a pilot and what you may not have considered . . .
The Realities of Being an Airline Pilot
Flying 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 is also important to know what you are looking for in the career as this could significantly impact on the type of flying and airline you may set out 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, 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 go, the greater the pay.
Most airlines will offer excellent staff travel packages, with flag carriers typically offering 90% off their ticket prices for you and your family.
A typical day for an airline pilot can vary considerably. One day you may start work at 5 am and only work for 4 hours whilst other days you might start work at 12 pm work for 13 hours.
In terms of time off, the rosters are also generally quite good, offering 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.
Some of the Positives
There are of course many positives and negatives to the job in general terms across the industry. Being trusted to operate a state of the art multi-million-pound aircraft alongside healthy a remuneration package and having the opportunity to travel extensively are some of the obvious benefits. You get to see some truly fantastic sights from the air – sunrise at 35,000 feet is something you will never tire of.
There are on-going 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 Low Cost Pilots
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 vary in stability depending on which airline you are working for. With some airlines, they might hardly change at all after they’ve been issued, at other airlines, they might be changed right up until the last minute.
Typical Short Haul Roster
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 doing plenty of manual flying when compared to operating on a long haul fleet. Short sectors can be demanding due to the high workload placed on the flight crew.
As a low cost short haul pilot, you will operate to a range of destinations, often to smaller airfields that are less well equipped which can make the flying quite demanding.
Long Haul Pilots
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.
Corporate / Business Jet Pilots
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.