The airline industry is global and offers a varied range of flying opportunities. Even though you may have an underlying goal in your career, the volatility of the industry means it is very difficult to predict how your career will develop. Two pilots graduating from the same FTO on the same day can have dramatically differing careers.
Flying jobs
Focusing on airline flying, the overall career path of the commercial pilot has conformed to a certain structure for many years and generally follows the pattern detailed below:
- Flight Instructor (Usually the Modular Route)
- Turboprop First Officer- Command Turboprop
- 737/A320 First Officer- Command Jet
- Long Haul A330/787 First Officer, then final promotion to Captain
This is not set in stone, however, and depending on market conditions an entry may be made directly into a turboprop or even a jet position.
Flight instruction is a good starting point which does allow the low hours pilot to build a significant amount of hours and gain invaluable flying experience. Alternatively, some find opportunities banner towing, conducting aerial photography, flying skydivers or simply self-funding hours building.
However, the Integrated training programme can transition a cadet directly into the right hand seat of an airliner, though some believe the period of flight instruction to be an important part of flying that should not be side-stepped.
Turboprop flying has always been a good starting point for low hours pilots to gain multi engine, multi crew experience. The nature of these operations (short intense sectors with multiple take offs and landings) allows the low hours pilot to build hours quickly and to attain excellent flying experience to un-freeze their ATPL in a couple of years. This is the period in your career where you need to be most flexible.
Securing your first commercial position can prove the most challenging aspect of your career, and to ensure the greatest chance of success you should be prepared to go anywhere in the world to get onto the ladder. Depending on market conditions, securing a position can take a significant period of time and maintaining currency during this period can be quite a challenge, often due to lack of funds.
Once this initial experience has been gained you will have more control over your future and you will be a much more attractive proposition to prospective employers. From this point in your career you should be able to choose who you want to work for, and map out a more definitive career path. You can elect to progress to a command on the turboprop or move on to a jet such as a B737 or A320.
However, as previously mentioned this will normally require a move to a different base, or even to another country, and bonding considerations will need to be taken into account when considering the timing of this move. Some individuals choose to stay on turboprops for their whole careers as it suits their lifestyles and meets their aspirations. The choice of career path becomes quite personal once the initial experience has been gained.
If a transition to the short haul jet is undertaken, there are good career prospects with a number of carriers and many choose to stay, attaining a command and often progressing into training. Again, lifestyle and family commitments as well as the economics of the aviation market will play a large part in the choice of career path.
Alternatively a move can be made to the long-haul environment, flying wide bodied aircraft such as the B787, A350 or A330. This progression might be available with the existing employer, or it might involve a change of operator.
Again, basing, bonding and timing will be vital considerations in such a move. It is highly unlikely that a pilot could move from a command on a short-haul jet and change company to a direct entry command on a long-haul aircraft. A move to long-haul will often involve a demotion to First Officer for a considerable period of time, coupled with the probability of going back to the bottom of the seniority list.
In most airlines your joining rank will be First Officer (FO) but some carriers, such as Cathay Pacific and easyJet, employ Second Officers. This is a rank given to an inexperienced pilot until they have sufficient experience to be an First Officer with the company. Progression to the next rank is usually based on hours.
Once you gain enough hours or attain employment as an First Officer you will fly in the right-hand seat until your hours and experience build to a level at which you are eligible for a command. Promotion to command, however, is not guaranteed and is not solely dependent on experience and skill. A vacancy usually has to exist in order to progress to the left seat and that could result in a frustrating period of waiting (often for many years) while you work your way up the seniority list, which usually happens only when pilots above retire, leave or get promoted.
Seniority lists do provide excellent job security to those established within an airline. Negotiated policy often means that redundancies are made from the bottom of a seniority list, and a number of other policies such as roster bidding, command and base transfer requests are all based on seniority – so it rewards loyalty and length of service, but obviously leaves you vulnerable as a new joiner. However, seniority lists can have a considerable impact on your career if you move employer, as any new joiner will usually automatically go to the bottom, regardless of previous experience.
Generally airlines promote from within, so for most First Officers’ promotion to Captain will be in their current airline. In most major network carriers with several types and operations, promotion can mean moving between operations and aircraft types – long[1]haul First Officer to short-haul Captain, for instance – and again this will usually involve a change of base and more upheaval for families.
Once sufficient experience is gained as a Captain you may be eligible to apply for the position as Training Captain (TCapt). Initially the promotion is to Line Trainer, where an individual undertakes training on the aircraft for new joiners, new commands and annual check flights. Subsequently with further training and qualifications, a simulator training position can be attained, initially as an instructor, but examiner positions are a further progression. This involves training pilots for type ratings, biannual checks, command courses, recruitment checks etc.
Airline ranks in brief:
Second Officer (SO)
The rank a low-hour pilot gains when first joining the airline. This is an old rank and today is employed only by a couple of airlines. Promotion is usually received upon the pilot gaining enough hours experience.
First Officer (FO)
This is the more common rank of pilots found in the right-hand seat.
Senior First Officer (SFO)
The most senior position in the right-hand seat, normally secured as individuals are approaching eligibility for command.
Captain (Capt)
When a place becomes available an SFO or FO with the right experience, skill and seniority will undergo a command course to be promoted to Capt and will command the aircraft from the left-hand seat (right-hand seat in helicopters).
Training Captain
Once qualified, the Training Captain provides simulator and line training to new and experienced pilots.
Ongoing training/testing
You might assume that once you have passed a type rating and line training you have reached the end of the hurdle race! However, as a pilot you will be required to complete ongoing training and checking. This is an onerous part of a pilot’s life but ensures that safety and quality are maintained.
Annual requirements are usually as follows:
- Annual medical check – not as rigorous as the initial medical and can be completed by a local Aeromedical Examiner (AME).
- Annual line check – a normal passenger flight with a training captain who will audit for procedure compliance, knowledge and currency.
- Simulator check – normally every six months over two days where non-normal and emergency procedures are tested and trained.
- SEP training day (or days) – safety training comprising fire and door drills, crew resource management, technical refresher, security and dangerous goods training.
Non-Flying Jobs
The aviation industry offers more than just flying jobs. Non-flying positions are also available and can be a useful in building your career, but may be undertaken on a part-time basis alongside flying duties. These positions will present themselves as you progress through the industry but there is no obligation to apply. However, they provide excellent opportunities to gain additional qualifications and experience.
Examples include:
- Crew Resource Management (CRM) instructor
- Safety Equipment Protocols (SEP) instructor
- Flight Crew Liaison Officer (FCLO) – responsible for debriefing crews on safety related issues
- Safety Pilot – responsible for monitoring safety systems
- Technical Pilot – responsible for technical matters
- Project Pilots – responsible for specific project work such as fuel saving initiatives
- Air Traffic Officer – pilot representative responsible for liaison with various air traffic agencies
Management positions within the company are also available to pilots, such as Chief Pilot, Fleet Manager, Base Manager or Safety Manager. Pilot managers will normally still fly on the line from time to time, but primarily have other office/management duties.
Most additional posts attract pay supplements as well as extra qualifications which can be a useful addition to the CV. If you lose your medical or are unable to fly, they can ensure that you remain employed in the aviation industry.