The Job Description
Pilots are highly trained professionals who fly airplanes and helicopters to carry out a wide variety of tasks. Although most pilots transport passengers and cargo, others are involved in more unusual tasks, such as dusting crops, spreading seed for reforestation, testing aircraft, directing firefighting efforts, tracking criminals, monitoring traffic, and rescuing and evacuating injured persons.
Except on small aircraft, two pilots usually make up the cockpit crew. Generally, the most experienced pilot, the captain, is in command and supervises all other crew members. The first officer assists in communicating with air traffic controllers, monitoring the instruments, and flying the aircraft. Some large aircraft still have a third pilot in the cockpit—the flight engineer—who assists the other pilots by monitoring and operating many of the instruments and systems, making minor in-flight repairs, and watching for other aircraft. New technology can perform many flight tasks, however, and virtually all new aircraft now fly with only two pilots, who rely more heavily on computerized controls. Flight engineer jobs could be completely eliminated in the future.
Before departure, pilots plan their flights carefully. They thoroughly check their aircraft to make sure that the engines, controls, instruments, and other systems are functioning properly. They also make sure that baggage or cargo has been loaded correctly. They confer with flight dispatchers and aviation weather forecasters to find out about weather conditions enroute and at their destination. Based on this information, they choose a route, altitude, and speed that should provide the fastest, safest, and smoothest flight. When flying under instrument flight rules—procedures governing the operation of the aircraft when there is poor visibility—the pilot in command, or the company dispatcher, normally files an instrument flight plan with air traffic control so that the flight can be coordinated with other air traffic.
Takeoff and landing are the most difficult parts of the flight and require close coordination between the pilot and first officer. For example, as the plane accelerates for takeoff, the pilot concentrates on the runway while the first officer scans the instrument panel. To calculate the speed they must attain to become airborne, pilots consider the altitude of the airport, outside temperature, weight of the plane, and the speed and direction of the wind. The moment the plane reaches takeoff speed, the first officer informs the pilot, who then pulls back on the controls to raise the nose of the plane.
Unless the weather is bad, the actual flight is relatively easy. Airplane pilots with the assistance of autopilot and the flight management computer, steer the plane along their planned route. They regularly scan the instrument panel to check their fuel supply, the condition of their engines, and the air-conditioning, hydraulic, and other systems. Pilots may request a change in altitude or route if circumstances dictate. For example, if the ride is rougher than expected, they may ask air traffic control if pilots flying at other altitudes have reported better conditions. If so, they may request a change. This procedure also may be used to find a stronger tailwind or a weaker headwind to save fuel and increase speed.
In contrast, helicopters are used for short trips at relatively low altitude, so pilots must be constantly on the lookout for trees, bridges, power lines, transmission towers, and other dangerous obstacles. Regardless of the type of aircraft, all pilots must monitor warning devices designed to help detect sudden shifts in wind conditions that can cause crashes.
If visibility is poor, pilots must rely completely on their instruments. Using the altimeter readings, they know how high above ground they are and whether or not they can fly safely over mountains and other obstacles. Special navigation radios give pilots precise information which, with the help of special maps, ell them their exact position. Other very sophisticated equipment provides directions to a point just above the end of a runway and enables pilots to land completely "blind."
Once on the ground, pilots must complete records on their flight for their organization and the Federal Aviation Administration (FAA). The number of non-flying duties that pilots have depends upon the employment setting. Airline pilots have the services of large support staffs, and consequently, perform few non-flying duties. Pilots employed by other organizations such as charter operators or businesses have many other duties. They may load the aircraft, handle all passenger luggage to ensure a balanced load, and supervise refueling; other non-flying responsibilities include keeping records, scheduling flights, arranging for major maintenance, and performing minor aircraft maintenance and repair work.
Some pilots are instructors. They teach their students the principles of flight in ground-school classes and demonstrate how to operate aircraft in dual-controlled planes and helicopters. A few specially trained pilots are "examiners" or "check pilots." They periodically fly with other pilots or pilot's license applicants to make sure that they are proficient.
Working Conditions
By law, airline pilots cannot fly more than 100 hours a month or more than 1,000 hours a year. Most airline pilots fly an average of 75 hours a month and work an additional 75 hours a month performing non-flying duties. Fifty percent of all pilots work more than 40 hours a week. The majority of flights involve overnight layovers. When pilots are away from home, the airlines provide hotel accommodations, transportation between the hotel and air-port, and an allowance for expenses. Airlines operate flights at all hours of the day and night, so work schedules often are irregular. Flight assignments are based on seniority.
Those pilots not employed by the airlines often have irregular schedules as well; they may fly 30 hours one month and 90 hours the next. Because these pilots frequently have many non-flying responsibilities, they have much less free time than airline pilots. Except for business pilots, most do not remain away from home overnight. They may work odd hours. In addition, pilots working as instructors often give lessons at night or on weekends.
Airline pilots, especially those on international routes, often suffer jet lag or fatigue caused by many hours of flying through different time zones. The work of test pilots, who check the flight performance of new and experimental planes, may be dangerous. Pilots who are crop dusters may be exposed to toxic chemicals and seldom have the benefit of a regular landing strip. Helicopter pilots involved in police work may be subject to personal injury.
Although flying does not involve much physical effort, the mental stress of being responsible for a safe flight, no matter what the weather, can be tiring. Particularly during takeoff and landing, pilots must be alert and quick to react if something goes wrong.
Employment
Most of the civilian pilots worked for airlines. Many others worked as flight instructors at local airports or for large businesses that fly company cargo and executives in their own airplanes or helicopters. Some pilots flew small planes for air taxi companies, usually to or from lightly" traveled airports not served by the airlines. Others worked for a variety of businesses performing tasks such as crop dusting, inspecting pipelines, or conducting sightseeing trips. Federal, state, and local governments also employed pilots. Several thousand pilots were self-employed.
Training, Other Qualifications, and Advancement
All pilots who are paid to transport passengers or cargo must have a commercial pilot's license with an instrument rating issued by the FAA. Helicopter pilots must hold a commercial pilot's certificate with a helicopter rating. To qualify for these licenses, applicants must be at least 18 years old and have at least 250 hours of flight experience. The time can be reduced through participation in certain flight school curricula approved by the FAA. They also must pass a strict physical examination to make sure that they are in good health and have 20/20 vision with or without glasses, good hearing, and no physical handicaps that could impair their performance. Applicants must pass a written test that includes questions on the principles of safe flight, navigation techniques, and FAA regulations. They also must demonstrate their flying ability to FAA or designated examiners.
To fly in periods of low visibility, pilots must be rated by the FAA to fly by instruments. Pilots may qualify for this rating by having a total of 105 hours of flight experience, including 40 hours of experience in flying by instruments; they also must pass a written examination on procedures and FAA regulations covering instrument flying and demonstrate to an examiner their ability to fly by instruments.
The Armed Forces have always been an important source of trained pilots for civilian jobs. Military pilots gain valuable experience on jet aircraft and helicopters, and persons with this experience are generally preferred for civilian pilot jobs. This primarily reflects the extensive flying time military pilots receive. Persons without armed forces training also become pilots by attending flight schools.
Although some small airlines will hire high school graduates, most airlines require at least two years of college and prefer to hire college graduates; almost ninety percent of all pilots have completed some college. In fact, most entrants to this occupation have a college degree. If the number of college educated applicants continues to increases, employers may make a college degree an educational requirement.
Depending on the type of aircraft in use, new airline pilots start as first officers or flight engineers. Although some airlines favor applicants who already have a flight engineer's license, they may provide flight engineer training for those who have only the commercial license. All new pilots receive several weeks of intensive training in simulators and classrooms before being assigned to a flight.
Organizations other than airlines generally require less flying experience. However, a commercial pilot's license is a minimum requirement, and employers prefer applicants who have experience in the type of craft they will be flying. New employees usually start as first officers, or fly less sophisticated equipment. Test pilots often are required to have an engineering degree. Advancement for all pilots generally is limited to other flying jobs. Many pilots start as flight instructors, building up their flying hours while they earn money teaching.
In the airlines, advancement usually depends on seniority provisions of union contracts. After 1 to 5 years, flight engineers advance according to seniority to first officer and, after 5 to 15 years, to captain. Seniority also determines which pilots get the more desirable routes. In a non-airline job, a first office may advance to pilot and, in large companies, to chief pilot of director of aviation in charge of aircraft scheduling, maintenance and flight procedures.
Job Outlook
Pilots are expected to face considerable competition for jobs because the number of applicants for new positions is expected to exceed the number of job openings. Competition will be especially keen early in the projection period due to a temporary increase in the pool of qualified pilots seeking jobs. Mergers and bankruptcies during the recent restructuring of the industry caused a large number of airline pilots to lose their jobs. Also, federal budget reductions resulted in many pilots leaving the Armed Forces. These and other qualified pilots seek jobs in this occupation because it offers very high earnings glamour, prestige, and free or low cost travel benefits. As time passes, some pilots will fail to maintain their qualifications and the number of applicants competing for each opening should decline. Factors affecting demand, however, are not expected to ease that competition. Overall, the Bureau of Labor Statistics predicts that the demand for airline pilots will grow by 5 percent—as fast as average—between 2014 and 2024.
Relatively few jobs will be created from rising demand for pilots as employment is expected to increase more slowly than the average for all occupations. The expected growth in airline passenger and cargo traffic will create the need for more airliners, pilots, and flight instructors. In addition, the trend towards using larger planes in the airline industry will increase pilot productivity. Employment of business pilots is expected to grow more slowly than in the past as more businesses opt to fly with regional and smaller airlines serving their area rather than buy and operate their own aircraft. On the other hand, helicopter pilots an expected to grow more rapidly as the demand for the type of services they can offer expands.
Opportunities resulting from the need to replace pilots who leave the occupation also are expected to be limited. Aircraft pilots understandably have an extremely strong attachment to their occupation because it requires a substantial investment in specialized training that is not transferable to other fields and it generally offers very high earnings. Nevertheless, pilots who reach the mandatory retirement age will generate several thousand job openings each year.
Pilots who have logged the greatest number of flying hours in the more sophisticated equipment generally have the best prospects. This is the reason military pilots usually have an advantage over other applicants. Job seekers with the most FAA licenses will also have a competitive advantage. Opportunities for pilots in the regional commuter airlines and international service are expected to be more favorable as these segments are expected to grow faster than other segments of the industry.
Employment of pilots is sensitive to cyclical swings in the economy. During recessions, when a decline in the demand for air travel forces airlines to curtail the number of flights, airlines may temporarily furlough some pilots. Commercial and corporate flying, flight instruction, and testing of new aircraft also decline during recessions, adversely affecting pilots employed in those areas.
Income
According to the Bureau of Labor Statistics, the median annual salary for airline pilots was $102,520 in 2015. Earnings depend on factors such as the type, size, and maximum speed of the plane, and the number of hours and miles flown. Extra pay may be given for night and international flights. Moreover, a pilot has to work for just 8 days in a month and their job is over the moment they get off the airplane.
Airline pilots generally are eligible for life and health insurance plans financed by the airlines. They also receive retirement benefits and if they fail the FAA physical examination at some point in their careers, they get disability payments. Some airlines provide allowances to pilots for purchasing and cleaning their uniforms. As an additional benefit, pilots and their immediate families usually are entitled to free or reduced fare transportation on their own and other airlines.
Related Jobs
Although they are not in the cockpit, air traffic controllers and dispatchers also play an important role in making sure flights ire safe and on schedule, and participate in many of the decisions pilots must make.
