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?
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
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
Common Questions About Becoming an Airline Pilot
How to Become an Airline Pilot – Frequently Asked Questions
We’ve compiled a list of the most frequently asked questions on the topic of becoming a commercial airline pilot. These questions are designed to get you started with some basic information. All of these questions are expanded on in further detail throughout the website. If you have a question on a subject that we haven’t covered, feel free to email us.
I want to become a pilot, where do I start?
I Want to Become a Pilot, Where do I Start?
If you’ve made the decision to become a commercial airline pilot, there are 2 things you should do first:
- Get a Class One Medical. You need a Class One Medical Certificate in order to operate as a commercial airline pilot. There’s not much point spending lots money on any flight training until you know that you are capable of passing the Class One Medical Certification. Unfortunately, not everyone passes the medical evaluation. The initial medical examination is very thorough, and it will occasionally find an underlying issue that precludes people from obtaining the medical certification.
- Secondly, decide whether you want to complete your commercial flight training through the Integrated or Modular route. There are advantages and disadvantages to both routes, and you need to decide which is the right type of training for you. When making this decision, you will need to factor in how you intend to finance your commercial light training. Once you’ve decided which route you are going to take, find out which flight school is right for you.
How much does it cost to train as an airline pilot?
How Much Does it Cost to Train as an Airline Pilot?
Depending on which route you take, commercial pilot training can cost between £40,000 and £120,000. Integrated flight training courses usually cost between £80,000 – £120,000, whereas modular flight training can be completed for as little as £40,000.
You should also take into account that there are now many airlines who will charge you for your “type rating” when they offer you a job as a First Officer. A type rating typically costs an additional £20,000 – £35,000 which you may need to factor in to your budget.
For further information, please see our detailed article on ‘The Cost of Pilot Training‘.
How long does it take to train as a commercial pilot?
How Long Does it Take to Train as a Commercial Pilot?
The length of time it takes to train as a commercial airline pilot depends on which flight training route you choose to follow. There are two different types of flight training called “integrated” and “modular” training.
With integrated flight training, you complete all of your training in one full time, intensive course with an Approved Training Organisation (ATO).
From having no flying experience, to holding a commercial airline pilot’s licence, typically takes around 2 years. Completing this intensive flight training course would allow you to apply to an airline as a First Officer. However, on acquiring your first flying job, you would need to complete a type rating before flying passengers on a large commercial aircraft and this would typically take an additional 2 – 3 months.
If you complete modular flight training, you can dictate the progression and time-line of your training rather than being given a set timetable by the flight school. This allows you to complete the flight training as and when you can afford it, potentially alongside a full-time job. You can still complete your training intensively and full time, but you have much greater flexibility over it. Modular flight training could take anywhere between 2 years to more than 5 year – it’s up to the individual.
How many hours do airline pilots work a year / month / week?
How Many Hours do Airline Pilots Work a Year / Month / Week?
In Europe, airline pilots are limited to flying 900 hours a year. Elsewhere in the world, pilots are limited to flying between 900 and 1,000 hours a year. The number of hours you actually fly can vary significantly between airlines.
Both short-haul and long-haul pilots will typically fly between 700-900 hours a year. Cargo and business jet pilots tend to fly much less, usually between 300-400 hours a year.
Pilots usually get between 9 and 15 days off a month with long-haul pilots normally requiring more time off to recover from large time zone changes and deep night flights.
See are article on how many hours a day can a pilot work?
How many days do pilots spend away from home per week / month?
How Many Days do Pilots Spend Away from Home per Week / Month?
As a pilot, the amount of time you spend away from home varies depending on the airline you work for, and its type of operation.
Pilots at low-cost, charter and short-haul airlines can expect very few night stops and will typically be home most nights.
As a pilot at legacy airlines like Lufthansa, KLM etc. touring rosters are common where you might spend 2 – 4 nights away per week staying at European destinations.
If you are a pilot on a long-haul fleet, the length of trips vary, but you can be away for as many as 10 days at a time on a longer tour. You tend to get more time off after a trip as a result of being away for longer.
For more detailed information, have a look at our article on a Pilot’s Typical Roster.
How much money does an airline pilot earn per year?
How Much Money Does an Airline Pilot Earn per Year?
Pilots are generally very well paid. First Officers typically earn a salary of between £/€ 35,000 and £/€ 120,000 a year, whilst airline Captains can expect to earn between £/€ 80,000 and /€ £250,000 a year.
The amount of money that a pilot can expect to earn varies significantly and can depend on a number of factors:
- Experience. Generally speaking, the more experience a pilot has the more they get paid. A pilot starting out their career will earn a salary towards the lower end of the scale.
- Length of Service. At some airlines, the longer you have worked for that airline, the more they will pay you.
- Type & Size of Aircraft. Pilots who fly large wide-bodied aircraft are often paid more than pilots who fly smaller short-haul aircraft. This isn’t because it’s any harder but because it generally requires more experience.
For more information on this subject, have a read of our article on How Much Pilots Get Paid.
What’s the difference between integrated and modular training?
Integrated Flight Training
Integrated training is completed through a single approved training organisation (ATO) which is specifically authorised to conduct the intensive flight training course. It is designed to train a cadet with zero flying experience through to holding a frozen Air Transport Licence (fATPL) (which is the licence required to act as a Co-Pilot / First Officer for an airline) in a period of around 24 months. All the flight training is completed at the same training organisation on a full-time basis.
Integrated flight training is more expensive than modular flight training. However, when recruiting pilots straight out of flight school who have not had a flying job before, airlines sometimes prefer to recruit pilots from an integrated flight training course. This is because integrated flight training courses are developed specifically to train pilots to become an airline pilot rather than providing generic pilot training (typically given during Modular training). Integrated courses are known to be intense and the quality of training delivered is conisdered to be high.
When obtaining a frozen ATPL through an integrated flight training course, you don’t need to fly as many flight training hours as you would when completing the modular route due to the regimented syllabus and high-quality training delivered during an integrated course.
Modular Flight Training
As per its name, modular flight training is where the training is split up into different modules. For example, you complete your PPL first, then your ATPL theory, CPL, IR and MCC. These modules can be completed at a pace dictated by the student, such as completing it alongside work commitments. This means you can train as and when you can afford to pay for the training without taking out a large loan. It can be completed at a range of flight schools rather than it all being completed with the same organisation, thus offering more flexibility.
Modular flight training has the advantage of being significantly cheaper than integrated flight training, and you can complete the training as and when you can afford it.
In the past, some airlines have only recruited pilots (with no previous airline experience) from integrated courses as modular training is not always specifically geared up to train prospective airline pilots. The quality of the training throughout the modular route may be more variable than an integrated course.
However, more recently, some flight schools which have traditionally only offered integrated training, are now offering specific modular training packages. These remain a cheaper option than an integrated course but provide you and your prospective employer some reassurances about the quality of training.
For more detail, have a read of our Integrated vs Modular Flight Training page.
What are the respective advantages of integrated and modular training?
Integrated Flight Training Advantages:
- Historically favoured by various airlines such as British Airways due its level of regulation, intensity and quality of training.
- Integrated flight schools usually have links with various airlines which may help with getting a job on completion of the training.
- It’s the quickest way to obtain a frozen Air Transport Pilots Licence (ATPL).
- The syllabus is clearly set out with all the training organised for you.
Integrated Flight Training Disadvantages:
- It’s very expensive, £/€ 80,000+. Usually requires a huge loan to be taken out secured against a property.
- Once you start, there is no flexibility regarding the timeline of training completion. If a world event like the Covid-19 pandemic occurs during your training, which brings the pilot job market to a standstill, you can’t suspend or postpone your training. This may result in you being jobless on competition of training, with huge debts to pay.
- Realistically, you will not be able to earn any money for the duration of the course resulting in lost earnings
Modular Training Advantages:
- It’s significantly cheaper
- Training can be conducted at a pace dictated by the individual
- The timing of training can be adjusted based on airline employment market factors
- Training can be completed alongside another full-time job
- You can complete your training at various flight schools of your choosing
Modular Training Disadvantages:
- Airlines tend to prefer integrated training rather than modular
- Quality of training might not be consistent
- Training may not be geared up to train a potential airline pilots at the earlier stages of training
Am I too old to start commercial pilot training?
Am I Too Old To Start Flight Training?
In short – if you’re under 65 then no you’re not too old, but the older you start your training, the more limited your employment options may be and the less money you can expect to earn over the course of your career.
We discuss this topic in some depth on the following page.
Should I go to University before starting professional flight training?
Should I go to University before Flight Training?
You don’t need to go to University to become a pilot, but it may or may not be a good idea to so do.
There is no right or wrong answer as to if you should go or not, it is completely dependent on individual circumstances.
We discuss the advantages and disadvantages of getting a degree before starting your professional flight training on our dedicated University or Not page.
What is a Type Rating?
What is a Type Rating?
A Type Rating is a qualification to fly a specific type of aircraft. Any aircraft which has a maximum take-off weight of more than 5,700 kgs, or is turbine powered requires a type rating to operate it.
A type rating course consists of a technical ground school course covering the aircraft’s systems and performance, and a simulator course, where you learn to fly the aircraft in normal and emergency situations for approximately 30 hours.
A type rating normally takes between 1 – 3 months to complete depending on your experience level and type of aircraft.
What is Line Training?
What is Pilot Line Training?
Line training is an advanced stage of pilot training which takes place on the aircraft for which you have acquired the type rating. It takes place with passengers onboard whilst being supervised and trained by a ‘Training Captain’.
The Training Captain is a specially selected Captain who is authorised to provide training to the trainee when making the step from the simulator to the real life aircraft, flying the aircraft during normal revenue operations.
This phase of training is designed to get the trainee up to speed with the normal operation of the aircraft on a daily basis, ensuring the student is familiar with company Standard Operating Procedures (SOPs), flight profiles, manual and automatic handling whilst within a real-life commercial environment.
Line training for new pilots lasts anywhere from between 40 and 100 sectors (number of flights) which can take 2 – 12 weeks.