How do I become a pilot? I am looking forward to becoming one, but I am very lost…please helpI remember when I was in high school trying to figure out how to become an airline pilot. It all seems so elusive until I started asking questions and digging around like you are doing now.
Let me start off by saying I think your going after a Civil Engineering degree is a great idea. It really doesn't matter what degree you have when you want to become an airline pilot. It does make it easier to master more knowledge of the aviation industry if you get an aviation degree; but, you can study aviation at your leisure. Studying what you love is always easy.
I’ll share with you a previous post that gives links to aviation college resources and aviation flight schools as well. I would recommend visiting several colleges and schools and ask lots of questions. Prepare a folder with questions and a pad to write down you thoughts and observations when visiting.
The main obstacle for most pilot students is the financing and cost of flight training. You will find when you contact the flight schools and colleges that the “lab fees” or “flight training fees” are a big additional cost.
Consider going to a college that offers the civil degree and aviation flight degrees. I recommend this because when you are in college and get you flight training in college, you can use your financial aid and student loans for much of your training costs. Otherwise, you’ll have to self fund all of your flight training.
It is also a good idea to map out you post college and post training goals for gaining experience and your first commercial flying job. As an airline pilot you’ll need 1500 hours of flight time before the airlines can hire you. So, consider being a flight instructor, cargo pilot, bush pilot, etc… Be sure to ask questions on placement assistance and job search for graduates when you go to the schools.
What are the steps of becoming an airline pilot and how much time will it take?
I hope this helps.
Thomas Zerbarini
What do I do between graduating at Embry Riddle and being hired as a professional pilot?First of all, being a professional pilot is a mindset, an attitude an approach to how you act and behave as a pilot. So, you are a professional if you act like one. Check out these Code of Ethics I’ve posted on my blog.
Thomas Zerbarini – Code of Ethics
When you graduate you should be seeking to build your flight time and experience. Being an instructor and teaching is one of the best ways to gain knowledge and experience. Also, check out the many charter outfits out there looking for pilots and first officers. Right now, many charter companies are struggling to find enough pilots.
I’d also recommend doing some volunteer work in your spare time. Local community stuff and some aviation interest at a museum or airport too.
Keep your social media professional too. I can’t stress that enough.
It is a great time to get started as a professional pilot. Keep plugging away at gaining good experience and developing a well rounded “you.”
Thomas Zerbarini
Thinking about Asiana flight 214, and anecdotal evidence of near misses on approach (stall) when autothrottle was believed to be active but was actually off, is it common to misunderstand the state of autothrottle, and is it easy to miss?
What are the steps of becoming an airline pilot and how much time will it take?As with any endeavor or education/training required for a professional career, the steps are all similar:
- Decision/Commitment: Once you've decided to become an airline pilot the next step is to commit to the decision. The reward to any career is your path and the experience you have along the way. I didn't realize this until I began to look back on my career and appreciating all the exciting things I accomplished and learned as I trained and gained my experience. Things like my first lesson, my first solo, my first passenger, my first flight through clouds, my first emergency procedure, my first paying job as a pilot, and so on... Keep the adventure in mind as you navigate through your training and gain your experience.
- Research: Research colleges and flight schools locally and globally. Compare and contrast all the programs. Pay specific attention to fees, total costs, extras, and the amount of flight time you'll get. Also, ask for "average cost" per student and "average flight time" students of the school require to pass their programs. You'll find that they quote the FAA/ICAO minimums when stated program costs and have a small writing disclaiming that most students require more time. Most of all, get good training and education. If a school mentions employment at the end of your training, get it guaranteed in writing. I've seen countless schools offer employment in their brochures to sell their programs when they only have one or two slots for every 30-40 students going through the program.
- Setting Goals: Once you've made your decision to pursue your training/education, set and write down your specific goals to accomplish your training. Map your path to success and constantly update your steps and goals as you progress. Remember, your goals are a fluid thing and you'll need to adjust the steps from time to time as you progress to stay on track.
- Time: Be sure to dedicate the time required to be successful. Becoming an airline pilot can take years. Rarely, it can take just a year or two in some countries with a cadet (Muli-Pilot-License) program or similar.
- Finances: Like most of us, if you're not one of the lucky few to get a scholarship, you'll have to figure out a way to pay for your education and training. The cost can grow to more than $100,000. So, do your research and calculate your budget.
- Discipline: Once you make your decision and dedicate yourself, keep disciplined and stay focussed on your goal. Do your best not to get distracted from your timeline. Remember, most airlines base their rosters on seniority. The sooner you land your airline pilot job, the higher your seniority will be. Hence, better pay, schedules, faster upgrades, better vacations, etc...
The path to the airliner cockpit can be difficult and seemingly impossible to achieve. After all, if it was easy everyone would want to do it.Good luck on your adventure and career..Thomas Zerbarini
You have to look at aerobatics like any other sport. Consider any top athlete and you'll find that their road to the top was diverse and relied heavily on self discipline, goal setting, tenacity, practice practice practice, etc.
If you pick any top aerobatics pilot you'll probably find that most of them were trained basic aerobatics in the military or were taught basic aerobatics at an early age. You'll also find that they tend to be top achievers, successful, and driven at whatever they aim to accomplish.
To see who teaches these top aerobatics pilots, take a look at some of the top military air forces like the United States, Israel, France, Germany, UK, Italy, Russia, Australia, Canada and so on.
If you want to see who teaches aerobatics around the world check out this website for a listing:
Two of my personal favorite aerobatic pilots are Patty Wagstaff and Bob Hoover. I saw them both years ago and they were spectacular. I was especially impressed with Captain Hoover and his dead stick aerobatics in his twin engine Shrike Aero Commander. WoW! was that impressive. See for yourself:
Who teaches the top aerobatic pilots?Bob even poured iced tea from a pitcher to a glass while rolling to show the positive g force in the maneuver.
Patty has competed for many years and I believe she still performs in airshow around the country.
Patty also has a Aerobatic Flight School in Florida:
I guess you can sum it up by saying you can't teach someone to be a top aerobatic pilot or athlete, it's something that you learn and earn.
Thomas Zerbarini
As others have pointed out, painting an airplane is very expensive.What I have found over the last few years is that most airlines used to paint their own aircraft or do it locally. Now I find that it is being outsourced mostly to Mexico. Mexico has less stringent environmental regulation and poor environmental oversight. So, they are dramatically cheaper and faster at stripping and painting aircraft.I have seen these operations and they do a very good job most of the time. Occasionally we have to send one back for a redo.Now, painting an aircraft is one thing. Maintenance and inspections is another. There are a number of airlines around the world that outsource their major maintenance to cheaper labor countries. I don't agree with the practice and feel the maintenance should be done at the airline, or at the very least, within the same country the airline and maintenance facility is certificated if the airline has to outsource its major maintenance.
None of the airlines I fly for outsources its maintenance out of the country except Canada where there is a close relationship with the United States.
How much work is it to repaint an airplane?Thomas Zerbarini
Pilots need to be good monitors/managers of systems; yet, they need to be good aviators too.The issue that comes to mind when this question is asked revolves around automation and flight automation and aircraft control philosophy.The two major manfacturers of commercial aircraft (Boeing and Airbus) have completely different philosophy's when it comes to automation:“Boeing flight decks are designed to provide automation to assist, but not replace, the flight crew member responsible for safe operation of the airplane.” — Boeing“All aircraft have physical limits that they must not exceed... These limits define the flight envelope, not to be exceeded during normal operation.” —AirbusBasically, Boeing allows a pilot full flight control authority to meet any need the pilot deems necessary to handle any emergency. Airbus places hard limits and will not allow the pilot to exceed any hard envelope.Here's an article for a good overview of the philosophy differences between the two manufactures:
I personally agree with the Boeing philosophy and find that there seems to be issues lately with too much automation. When humans rely on too much automation, there is the possibility for complacency. When automation does something unexpected or misunderstood by the pilots; and, when the other pilot does something unexpected or unknown by the other pilot (AF 447, no side stick feedback.)
Or the new Airbus A350 that embarrassingly self aborted on a media flight from JFK to Dubai.
And of course the Boeing 777 crash in San Fransisco where the pilots relied on automation to control their speed and did not realize the auto-throttles were off.Here is a more complete bullet list of each manufacturers philosophy. I included McDonald Douglas from the 80's even though it is now merged with Boeing.
Are airline pilots basically just good monitors?Airbus' Philosophy on Automation
- Automation must not reduce overall aircraft reliability; it should enhance aircraft and systems safety, efficiency and economy.
- Automation must not lead the aircraft out of the safe flight envelope to its full extent, should this be necessary due to extraordinary circumstances.
- Automation should allow the operator to use the safe flight envelope to its full extent, should this be necessary due to extraordinary circumstances.
- Within the normal flight envelope, the automation must not work against operator inputs, except when absolutely necessary for safety.
Boeing's Flight Deck Automation Philosophy
- The pilot is the final authority for the operation of the airplane.
- Both crew members are ultimately responsible for the safe conduct of the flight.
- Flight crew tasks, in order of priority, are: safety, passenger comfort, and efficiency.
- Design for crew operations based on pilot's past training and operational experience.
- Design systems to be error tolerant.
- The hierarchy of design alternatives is: simplicity, redundancy, and automation.
- Apply automation as a tool to aid, not replace, the pilot.
- Address fundamental human strengths, limitations, and individual differences-for both normal and non-normal operations.
- Use new technologies and functional capabilities only when:
- They result in clear and distinct operational or efficiency advantages, and
- There is no adverse effect to the human-machine interface.
McDonnell-Douglas
- Uses technology to assist the pilot naturally, while giving the pilot the final authority to override the computer and use skill and experience.
Thomas Zerebarini
The forward swept wing is a design makes an aircraft highly maneuverable. It does so because the wing is incredibly unstable. It requires computer fly by wire technology to allow engineers to fly an aircraft with such a wing. It would be impossible for a forward swept wing aircraft to be controlled solely by human input and hydraulics.
For more information on this wing design, see my answer to a similar question:
What is the most maneuverable aircraft in the world?
Here's a great video with an overview of the X29 Forward Swept Wing (FSW.)
Are wings like this practical on jets? Are there any other type of vehicles that could benefit from curved wings?
Thomas Zerbarini
The simple answer is maybe.Do you need to take psychometric tests to become an airline pilot?
Pilots are questioned and evaluated by their Medical Examiners overtime they get their medical certification updated. They ask questions and observe your behavior while you are in the office and conversing with the staff.
Also, many airline application/interivew screening includes a psychometric test(s) like the Minnesota Multiphasic Personality Inventory (MMPI) or a derivative that uses data collected by profiling their own pilot group and identifying desirable and undesirable behavior patterns.
The MMPI has its shortcomings when it comes to evaluating individuals for employment screenings. The main problem is that when you are going for a job interview, you want to present yourself in the best light. The MMPI has certain "lie" questions and other questions that you may not be so eager to say in an interview. Things that may be okay for you to discuss with your doctor or therapist you may not be so inclined to share with an potential employer.
Essentially in an employment screening scenario the Psych Testing can produce false negatives for an applicant trying to look his/her best for the employer.
Thomas Zerbarini
Aircraft manufacturers complete live evacuation simulations when they seek certification for a new aircraft from the FAA or other governing certification agency.Is it possible for an ordinary person, not associated with the air travel industry, to experience a simulated airline emergency evacuation?
In addition to manufacturer demonstration of evacuation and airline specific demonstrations, there are more computer generated modeling companies that can simulate evacuation(s) with limitless variables considered. For example, they can use several interior designs to determine the fastest evacuation time. They can tweak the design and add/change obstacles and features to better the results. They can also place human factors in the modeling.
Here is a video of a UK company that conducts computer generated studies of evacuations:
https://youtu.be/txnjO7O1aVs?t=18m12s
Of course simulating airliner evacuations comes with the risk of injury. The faster you try to get out the more likely they'll be injuries. Hence, the more emphasis on using computer simulations for most of the testing.
I would recommend reaching out to these software modeling companies, aircraft manufacturers and independent research firms and see if they can help you volunteer your time. Just be careful when you do and watch your head.
Thomas Zerbarini
The bigger question is will you buy a ticket with an airline that does not use humans in the cockpit to fly the aircraft?Are airline pilots obsolete?
(Boeing 787 Dreamliner)
The technology is there to develop a system reliable enough to replace pilots in airliners. It comes with a cost and can that cost be recoverable with passenger tickets or cargo waybills. Unfortunately, the answer is maybe. I for one, as a professional pilot, do not want to see pilots replaced in the cockpit whatsoever.
There is always a drive for any business (airlines) to find cheaper ways to provide the same product and boost profit. If an airline can replace humans in the cockpit and pay a ground operator to manage the flight, you better believe they are looking into it.
During my tenure as Executive Vice President of ALPA International, I made the statement to the Executive Council that in our lifetime we will see airlines attempt to replace pilots in the cockpit. The first "test" will take place in Cargo aircraft and it will be promoted as an "add-on" safety tool to supplement the pilots. Then they may move to replace the FAA and ICAO required "Relief Pilot". But, will this be socially acceptable?
Why pilotless planes aren’t the answer to preventing air disasters
Now I merely said attempt. I think it is an idea that is in deep thought as I write this today.
Of course my opinion on the subject is biased being an airline pilot, I acknowledge that. You can't ignore the value of having "two" pilots in the cockpit for safety. The value of cross checking each other and good Crew Resource Management keeps normal human errors in check.
FAA TV: The History of CRM
Further, the adaptability of a good crew to handle any nuance or emergency with efficiency is directly proportional to experience and training. A well trained professional crew is a far better resource in the cockpit than any computer or ground base pilot without any skin in the flight (life on the line.)
I do see the interest and research taking place; I just don't see the viability nor think it would be an acceptable alternative that the public would embrace.
Thomas Zerbarini
Flying as an airline pilot is in no way dangerous for living. It's more dangerous to drive to work than it is to be at work flying if you can imagine that.Is flying as an airline pilot dangerous for a living?
Airlines are a public transportation source dedicated to Safety in a big way. There is so much focus and awareness in everything we do. We practically live breath and digest safety. With so many checks and balances in place via the FAA, NTSB, Public, Media, ALPA Safety, IFALPA Safety, Airline Operations Management, Fellow Employees, Pilots, and Our own personal oversight. You can begin to see why aviation has become incredibly safe.
The Airline industry oversees safety with the swiss cheese approach. Since there is so much human involvement in what we do, we know mistakes will happen. the swiss cheese approach adopts many layers of checks-and-balances so that mistakes or errors have numerous opportunities to be caught before they get out of hand or cause an accident. Of course it's never 100%, but it gets pretty darn close to 100% Safe.
As you can imagine, the best or most safe operations would be the operations that have the best team concept and safety awareness. That's true for any industry or complex environment.
Flying in an airliner is extremely safe in this day and age.
Thomas Zerbarini
Most large aircraft have two methods of steering on the ground. For slow speeds and ground maneuvering we use the "tiller". The tiller is a hand control that sends steering commands to the nose wheel. The tiller usually commands approximately 60 to 75 degrees of direction left or right. The second method of steering is the rudder pedals. The rudder pedals have a smaller amount of deflection than the tiller, about 8-12 degrees of deflection left or right.How do airplanes manage to stay straight on the runway during takeoff?
The rudder pedals also have independent brakes systems for their appropriate side (left brake system for left pedal, right brake system for right brake pedal.) Having independent brake systems allow the pilot to use differential braking to control direction. this can be used as a back up method for on the ground steering if the hydraulics to the nose wheel or other steering electronics failure occurs.
During take-off roll, the tiller is initially used to align the aircraft with the runway centerline. Once aligned, the rudder pedals are used to maintain directional control as the aircraft accelerates during the take-off roll. As airspeed increases, the flight controls become more affective and are used for directional control at higher speeds. Once the aircraft has reached a safe speed for flight (We call it Velocity Rotate or Vr,) the flight controls are the primary method of controlling the aircraft. The pilots will use flight control input to "Rotate" or fly the aircraft off the ground. As a positive rate of climb is established, the landing gear is commanded raised and the nose wheel steering system is deactivated.
Thomas Zerbarini
First, I suggest consulting at least two FAA Aeromedical Doctors and get your First Class Student Pilot Medical Certificate and talk to him/her about your concerns.How can I be an airline pilot if I have a learning disability and am bad at math?
Second, enroll in a private pilot ground school either locally at the airport or via the internet. Then take the Private Pilot Written Test. if you do well, continue and enroll in the Instrument Rating Ground School and take that test. Keep going with all the written exams and see how you do:
Private Pilot
Instrument Rating
Commercial Pilot
Advanced Ground Instructor
Instrument Ground Instructor
Principles of Instructing
Flight Engineer Written Turbojet
Airline Transport Pilot
At some point in the middle of all these ground schools and exams you'll get an idea if you're capable or not. If you're comfortable then start taking flying lessons.
You'll never know unless you try. You may stumble along from time to time too, just keep at it and don't quit too quickly, you may be pleasantly surprised that you can do it.
Thomas Zerbarini
Its as simple as going to your local small airport and taking lessons. Look up schools near you on the internet or phone book.How do I become a pilot?
Here's a great article from AOPA Flight Training Magazine on How to Choose a Flight School:
- Flight Training
Here's the link for the AOPA Flight Training Magazine on searching the 141 school database:
Flight School Directory
Here is the Aviation College Database Search:
Search the Aviation College Database
Thomas Zerbarini
It's the coolest most rewarding job and career I could ever imagine. I think the next coolest thing would be an astronaut or a search and rescue helicopter pilot.What is it like to be a pilot of a commercial airliner?
The success of each routine flight that happens thousands of times a day is the culmination of so many factor working together to ensure the safe and seemingly clockwork operation that makes up a typical airline flight. As a pilot, your are the receiver of all those "services" that provides you with the tools to make that flight go smoothly. It is a team effort to pilot a commercial airliner.
The flying part is the most exciting a rewarding. I particularly enjoy the low visibility days when all the flying is conducted in the clouds and fog. It's the training, knowledge and skill that allows pilots to "fly by instruments" in this no/low visibility environment. Pilots know exactly where they are and where they are going at every moment in these conditions. When we pop out of the clouds during landing at 100 feet or even 50 feet and land the airplane safely and accurately it is a huge sensation of accomplishment and success. Even if its simple for us to do after so many years of training and experience, its still a rewarding rush after every flight.
Thanks for asking that question.
Thomas Zerbarini
