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I get this question a lot:
"I'm thinking about an airline career, I'm x years old, do you think its
worth it?"
There are good stories and there are awful stories of people pursuing
this dream. Endings are not always happy. Some have made it only to be completely
disillusioned by the job while others languished with less pay then
their families could live on. I still suffer the jet pilot who, during one PPG convention, explained how he hates his job flying for a
well-known charter
company. A job that would be many pilot's dream. Obviously, its not for everybody.
But indeed a few go for it, succeed and then find, like me, that it's
the best thing going. And a few of those started relatively late in life
(over 40).
The Down Side
A very few can't manage the piloting. In day-to-day practice it's not extremely challenging but
does take some base aptitude for controlling a body in motion and the
ability to learn. Training is intense and testing is frequent. About 10%
of the population is not cut out for it. Pilots must pass very basic
physical exams that require, among other things, 20/20 vision corrected. You can't have any defects that might suddenly cause
unconsciousness.
Many can't afford it. Civilian pay is, in fact, abysmal for the first 5 to
15 years. And that's after spending $60,000 or so to become fully
qualified. Those with family obligations and existing decent-pay jobs
may struggle with the $300 per week they'll make as instructors or new
first officers at commuter airlines.
My basic answer is that, if you love to fly, if you don't care about
money but just want to be paid for doing what you basically love, then
consider it. Otherwise, happiness is not stacked in your favor.
Certainly the lifestyle
isn't suited for everyone. In many cases pilots wind up forced on
dead-end employment paths when their company goes belly up. It
happened to me. Twice.
One aspect of airline employment that governs most of your work life is
seniority, that is, your time of employment. When
you upgrade to captain, how good your schedules are, how good your
vacation choices are and where you'll be based are the best examples.
Upgrade to captain happens when you get about halfway up the seniority list--meaning that you've been
there longer then half the other pilots.
The Up Side
Having said all that, I'm thrilled to have the career. In spite of a
sometimes-bumpy ride, it's been an absolute blast and, for the most
part, have been blessed
with great employers. My first boss, Kevin DeTray, was easy going,
understanding and tolerant. My commuter airline employer, Dick Pfennig,
allowed one of life's more rewarding experiences. Others were good, too, even
those that eventually sunk in the red sea of bankruptcy.
Commuter flying
was like being in college. Pay was abysmal but my second
job (software development) and low expenses made that tolerable.. The
flying was hard work—hand flying unpressurized twins around the Great
Lakes 6 to 8 flights a day—it was still flying. That's what mattered
most.
So it certainly can be fulfilling. It helps if you enjoy its many
tenets. I'm lucky. First, I continue to enjoy flying. Second, the travel still intrigues me. Third, I've always
tried to live well below my means whatever they were. Fourth, I make the
best of my overnights and frequently enjoy some aspect of the area. If
you hate being in hotels you're in for a rough ride. Lastly, I've lucked
into having great employers. Unfortunately, the company's future, your
most important factor, is almost entirely out of your hands.
Gambling
I've known other pilots, every bit as capable, who wilted in the flaming
demise of their airline's bankruptcy. They become bottom feeders on another airline's seniority list if they can get
another job.
Look at Eastern Airlines—it was the place to be in
its heyday. When poor management dumped it into airline hell, an entire air force worth of
pilots went treading unemployment lines. The lucky ones got hired elsewhere but
usually at a 1/4th of their former pay. It was common for a DC-10
widebody captain to restart as a 737 first officer.
Commuter Airline Life
 Numerous
flight-time building options exist but most pilots cut their teeth flying for
a commuter airline. Some companies have quality management and try to do
right by their employees but others wage tyranny against their employees.
Its sad. And it incurs a subtle hit on safety. Fortunately, commuter
aircraft have come a long way as evidenced by this Frontier regional
jet.
You'll do best with a company early that's growing moderately fast since
upgrade to captain will be quicker. But some airlines have career first
officers
(copilots) since the company's growth stagnated then shrank. They'll
never see 4 stripes before mandatory retirement at age 65.
It's a strange industry for pilots, one that's loaded heavily in favor
of big business, good or bad. The basic problem is that there is a
steady stream of pilots wanting the relatively few jobs out there.
I always have to laugh when I hear predictions of a pilot shortage.
There is none, of course, only a shortage of highly qualified pilots
willing to work at fast-food rates.
Besides Airlines
 There
are other options for those starting later in life. Corporate aviation
is always looking for responsible pilots who won't be jumping to the
airlines and aren't afraid help out with non-flying tasks. And it can be
a very rewarding career on its own including some very nice equipment,
frequently more so than the airlines.
Scott Clark from the Chicago area was 55 years old when his "day job"
dined on the dust. He decided to make aviation his new career. He had
some hours and ratings from instructing, towing gliders, ferrying
aircraft and any other way to log airtime. It took 3 years of some
intense B58 freighting and, admittedly, some lucky breaks, but he
finally got into turbines, flying various models of Beechcraft's popular
King Air. He's also flying a twinjet Westwind 1124 (one model pictured
above). At 61 years old, he enthused over becoming captain qualified on
the King Air 350 at Flight Safety: "It can be done!"
2008-03-15 Update. After the FAA changed
the retirement rule to let pilots fly until age 65, Scott decided to
try. He succeeded. His comment: "I just got hired by Air Wisconsin. Age
61. Dreams DO come true!"
When a pilot is hired by an airline, a class date is assigned. That also
becomes the hire date which sets seniority. Seniority governs nearly
every aspect of airline life from schedules to vacations to captain
upgrade. Scott's class date is March 31, 2008. If all goes right, he'll
be flying a CRJ (regional jet) in 6 weeks and upgrade to captain in two
to three years. He may be the first over-60 aged pilot hired from
outside the industry in the U.S.
The Gist
If you're 25 years old and passionate about flying it can be a fabulous
ride. At 35 years old its still quite possible. I have two friends who have
gone that route and are now happily flying as captain at a quality
commuter airline and interviewing at major airlines. At 45 years old its
a gamble but still possible, especially if you go for one of the
other aviation avenues. I have on friend who started at age 42 and is now captaining
a 70 seat commuter jet. Certainly don't do it for money at that age because
you'll be one major frustrated form of bitter. If you're willing to take the
corporate route these ages are less important but I have little knowledge
of what to expect.
If you do go for it, make sure to enjoy the trip. It can easily be the
ride of a lifetime. |
