Becoming a fighter pilot is a dream for many. Military flying has been around since the world wars, but as technology advanced—and media representation in movies such as Top Gun increased—the general public’s fascination with military pilots, especially fighter pilots, has only increased.

One of the most popular questions many have is how to become a military pilot in the first place. It is possible to become a pilot in nearly every branch: the U.S. Air Force, Navy, Army, Marines, Coast Guard, and National Guard. Each branch completes its own training, but there are common requirements that apply across the board to help applicants start their careers.

Most notably, a four-year degree is usually required to have a chance at becoming a military or fighter pilot. Some applicants complete this prerequisite by attending a university run by a military branch, such as the U.S. Military , Air Force, Naval, or Coast Guard academies. Still, others attend a traditional civilian university and complete additional requirements on campus.

In addition, pilot hopefuls must be officers. Besides attending one of the four military academies, applicants can complete training at the Officer Training School or, especially notable if they attend a four-year university, ROTC. ROTC programs for all branches exist at numerous universities across the country, providing access to practically any interested pilot.

Pilots must also meet a variety of physical criteria and fitness tests. The Air Force stipulates that height requirements vary based on the aircraft a pilot will operate, but fitness is still of paramount importance. Uncorrected 20/20 vision, or better, is critical, as is good heart health and acceptable hearing. Pilots must also be in good mental health so they can remain calm and focused even in the most stressful situations.

Finally, there are many demographic criteria that a prospective candidate must meet. Pilots need to be a U.S. citizen or permanent resident at least 18 years old. Maximum ages vary by branch but are generally in the mid-30s.

All these requirements must be met before a pilot even gets in an aircraft. After becoming eligible, a pilot must complete a ground school course on aerodynamics, aircraft systems, and more. The military uses a series of basic trainer aircraft, many based on civilian aircraft models, to start their pilots’ training before moving them to advanced aircraft and, finally, the pilot’s permanent type.

Military pilots have a variety of roles and responsibilities. From refueling other aircraft and searching for threatening targets to providing aerial support to ground troops and even dogfighting, pilots are expected to carry out each mission with professionalism, expertise, and skill.

After settling into their new job, pilots have opportunities to be promoted or change types. These moves can often be competitive, and new positions are based on performance. However, military pilots are nothing if not motivated to meet each new challenge and opportunity head-on.

The post How to Become a Military Pilot appeared first on FLYING Magazine.

There are many types of pilot jobs throughout the country, and some of them offer higher earning potential than others. Here are the best paying pilot jobs:  

Major Airlines

The “big three” in the United States—American Airlines, Delta Air Lines, and United Airlines—have all recently had significant pay increases for their pilots. While airline pilot pay depends on seniority and aircraft type, the most senior widebody captains at these airlines can make upward of $500,000 per year.

Other large carriers—such as Alaska Airlines, Frontier Airlines, and Spirit Airlines—also pay very well. The salary scales at these airlines are generally competitive with their largest counterparts, but the maximum earning potential for pilots is typically lower since they do not operate widebody aircraft.

A new first officer at a major carrier can expect to make between $90,000 and $110,000 per year, depending on the airline. The Bureau of Labor Statistics estimates that  airline pilots had an average salary of $250,050 in 2023.

Regional Airlines

A few short years ago, new pilots at regional airlines were relatively poorly compensated. A new first officer—often still saddled with debt from flight school—would sometimes make less than $50,000 a year.  

However, increased demand for pilots at regional airlines have increased salaries, with many companies even offering hiring bonuses. The starting pay for a first officer at a regional airline is now typically within the range of $80,000 to $110,000 per year, and senior captains can command an annual salary of over $200,000.

Cargo

The salaries at large cargo airlines are competitive with that of their passenger counterparts. While FedEx and UPS pilots have a slightly lower starting salary than those at airlines like American Airlines or Southwest Airlines, their more experienced pilots have comparable pay scales.

However, pilots at cargo airlines that fly smaller regional aircraft are paid less. At some of these airlines, the pay is comparable to that of passenger regional carriers, but others have lower salaries for their pilots.

Business and Corporate

The schedule and lifestyle of a business or corporate pilot can vary greatly depending on their employer. Salaries therefore also differ significantly between individual pilots.

While some pilots work lots of flights on very short notice, others only fly long trips that are scheduled well in advance. Corporate pilots also fly a variety of aircraft, ranging from smaller propeller planes to large business jets.

Salaries for corporate and business pilots can start as low as $40,000 to $50,000, while the top-earning captains can earn upward of $300,000 per year.

Government

The federal government hires pilots for a variety of roles, including passenger and cargo transportation, law enforcement, and firefighting.

Pilots typically fall on the GS-12 to GS-14 federal government pay grades. In 2024, this means that their salaries range from $74,441 to $135,987.

Local and state governments also hire pilots for similar roles. The pay for these pilots is typically comparable to what the federal government offers.

Are Pilots Paid Well?

The salary of a pilot can vary greatly depending on their experience, schedule, and employer. Although early career jobs may not be very well-compensated, more experienced pilots—and particularly those at major airlines—have very high earning potential. 

The post The Best Paying Pilot Jobs appeared first on FLYING Magazine.

From search and rescue to aerial photography, the possibilities for helicopter pilots are endless. Here is how to land a job as a helicopter pilot.

How Do You Become One?

The licensing process is similar to that of fixed-wing pilots. Aspiring helicopter pilots need to be a minimum of 17 years old and be able to obtain an FAA medical certificate.

A private pilot certificate is the first step in the journey to a career as a helicopter pilot. The training for this license teaches you the basics of flying a rotary-wing aircraft and prepares you to fly helicopters recreationally.

To make money while flying, you will need a commercial pilot certificate. You can work as a helicopter pilot with this license, opening the door to jobs in industries such as flight tours, medical transport, and law enforcement.

The airline transport certificate is the top-level license and requires significant training. Although it is not required for many helicopter pilot jobs, having it can make you more competitive during your job search.

Where Do You Train?

While they are less prevalent than fixed-wing flight schools, there are many schools offering helicopter flight training across the country.

 After you have researched local training options, your chosen flight school will be able to help you learn more about the process and requirements for obtaining your certificates. Once you have completed the necessary training for each, you will need to pass written and oral tests to earn your license.

Is It Expensive?

The cost of becoming a helicopter pilot varies greatly depending on your situation, but a private pilot certificate typically costs between $10,000 and $20,000. Earning your commercial license can cost upward of $100,000.

What Types of Companies Can Employ You?

Once you have your commercial pilot license, you can begin applying for helicopter pilot jobs. There are many types of companies and organizations in need.

Medical airlift and evacuation companies commonly use helicopters to transport patients, and therefore have a significant demand for pilots. Similarly, search and rescue operators also require pilots to operate their helicopters.

Helicopters are often used for observing the world beneath them or capturing imagery of the ground. There are companies that employ helicopter pilots for aerial photography and videography, and news organizations hire them as well. If you want to fly passengers, corporate transport and tour companies hire helicopter pilots.  

Government bodies also have a need for commercial helicopter pilots. For example, the military employs pilots to work as instructors, and the U.S. Forest Service  for their firefighting operations. Law enforcement agencies  hire civilian pilots to fly their aircraft.

Do You Make Good Money?

The salary for helicopter pilots can vary depending on their experience and employer, but you can expect salaries to start at around $70,000 per year. With more experience, one can easily earn upward of $100,000 to $200,000 annually.

Is There a Demand?

There is a significant need for helicopter pilots across the United States. Many employers are actively seeking new pilots, and the demand is forecasted to grow over the coming years.

Helicopters perform specialized tasks that are vital to society. Despite the cost and effort required to gain the necessary licenses and experience, helicopter pilots are rewarded with exciting career prospects and competitive salaries.

The post How to Land a Helicopter Pilot Job appeared first on FLYING Magazine.

If you are ready to join the ranks of this rapidly growing industry, our checklist will be the key to your success. By getting the proper certifications and appropriate training and deciding which career path is best for you, the skies can be your path to a rewarding career in the drone industry.

Quick Look: Drone Pilot Job Checklist

1. Meet the legal requirements for commercial drone pilot jobs.
2. Choose a career path (9-to-5 job or freelancer).
3. Train to make yourself more marketable.
4. Choose a niche.

Legal Requirements for Commercial Drone Pilots

Before you can begin your career as a drone pilot, you must meet certain legal requirements, as detailed below.

1. Obtain Remote Pilot Certification (Part 107)

In order to earn money from drone pilot employment, you must meet FAA Part 107 license requirements in accordance with its Small UAS Rule. Without this certification, pilots are violating federal law anytime they fly for profit. The pilot and even those hiring them can be subject to fines and jail time if they choose to ignore this rule.

Criteria to earn a remote pilot certification:

• Be at least 16 years old
• Read, write, speak, and understand English
• Be in a physical and mental condition to safely fly a UAS
• Pass a TSA background check and adhere to specific rules regarding felony convictions 

If you meet all of the above requirements, you may sit for the initial aeronautical knowledge test, called the Unmanned Aircraft General – Small (UAG) exam.

Unmanned Aircraft General – Small (UAG) exam details:

• Costs $175
• Consists of 60 multiple-choice questions, which you are given two hours to complete
• Requires a score of 70 percent or higher (at least 42 questions correct) to pass

If you pass the exam, there are a few administrative tasks you must complete to have the FAA send you your license, but you can start earning money while you wait for the official license to arrive in the mail. 

You will need to stay current by taking recurring training and passing a test every 24 months, but the training and test are online and free.

2. Register Your Drone

The second requirement is to register your drone or drones if you have several. Registering your drone is an easy process and is completed using the FAADroneZone website. The cost is only $5 per drone and must be renewed every three years.

Choosing a Path 

Before getting into the specifics of training, it is important to note that there are two paths everyone seeking drone pilot employment must choose between: full-time  and freelance.

Full-Time Employment

If you are interested in a steady paycheck, set hours, and benefits like medical, dental, and 401(k), you most likely want to be hired as a full-time pilot. Working for a company that employs commercial drone pilots offers security but may also limit your earning potential.

Freelancing

Freelance pilots operate their own businesses as drone service providers. While some of the security that comes with a 9-to-5 job is sacrificed, you can choose your own hours and have unlimited earning potential. Some pilots choose to combine the two paths and freelance outside their regular working hours, but most choose one path or the other.

Make Yourself Marketable With Commercial Drone Pilot Training 

Like any profession, commercial drone pilots can significantly increase their marketability through specialized training and the acquisition of new skills. There are many ways to continuously build your knowledge, but here are some of the best ones.

1. Enroll in Drone Pilot School

Schools for drone pilots come in all shapes and sizes, from brick-and-mortar multiyear universities like Embry‑Riddle Aeronautical University, to online education platforms such as Altitude University. 

While the FAA doesn’t require commercial drone pilots to attend any instruction before taking the Part 107 exam, the vast majority of pilots benefit from attending one of these programs. Students learn a wide range of materials, such as airspace rules, understanding weather conditions, and the legal requirements of drone operation.

2) Practice Piloting Skills

Some in-person programs teach piloting skills, but most pilots learn on their own. YouTube is a great resource for learning how to fly drones. While it varies with each individual, I like to recommend pilots fly at least 40 hours in a variety of locations and conditions before considering themselves a skilled drone operator.

3. Learn Your Equipment Thoroughly

Learning your equipment is just as important as learning how to fly. Drones are essentially flying cameras or data collection platforms. If you don’t understand how to use the equipment on your drone, you won’t be a successful commercial drone pilot. 

For example, if you’re using thermal imaging, you should invest in thermography classes such as those given by the industry leader Teledyne-FLIR. Search for well-established schools with good reviews when looking to expand your understanding of UAV-related equipment and payloads.

4. Don’t Forget Your Recurrent Training

Recurrent training is required by the FAA to keep your remote pilot certification current. You must complete the training and pass an exam every 24 months. 

The good news is the FAA provides the training and the test online for free. You must pass the exam with a 100 percent score, but the FAA allows you to go back and correct incorrect responses, so it’s essentially impossible not to pass.

Potential Drone Pilot Job Niches

Drone use began in the defense sector, but its applications have grown far beyond the battlefield. We’ll briefly highlight a few of the numerous niches in which you can specialize, but this is by no means a complete list of all the drone applications currently in use.

Real Estate

For most new operators, entry-level drone pilot jobs begin in the real estate industry. The real estate market is present in every community, and drones provide a unique perspective for showcasing real property. Studies have shown that properties marketed with drone footage have a much higher chance of selling. 

To succeed in this niche, you’ll need to understand the basics of photography and have a drone with at least a 20-megapixel camera. Lower megapixel cameras will work fine, but most real estate agents want at least 20-megapixels. You should also carry at least $1 million in liability insurance (which is the standard amount for most drone gigs anyway).

Precision Agriculture

Precision agriculture has adopted drone technology with great success over the last decade. Drones can help with counting plants, identifying crop diseases, analyzing soil, and managing water. Pilots interested in this niche will need a drone with a multispectral camera and specialized software such as those provided by Pix4D and DroneDeploy for precision agriculture.

Construction

From mapping to project management to calculating material stockpiles, drones are well entrenched in the construction industry. Pilots will need to have a drone with a good RGB camera, and if they are mapping, they will need to consider additional equipment that improves precision in measuring, such as RTK and ground control points.

Cinematography

If the bright lights of Hollywood are calling, a career in drone cinematography may be just for you. Not too long ago, helicopters were the only way to get sweeping shots and fly-ins of scenes. Drones are more controllable and much more cost-effective. Many pilots in this niche build custom drones and use very expensive payloads with industry-leading cameras to capture cinematic footage. 

If you’d like to pursue a career in this field, you’ll need an in-depth understanding of photography and likely some experience with an established cinematographer before starting off on your own.

Insurance

The insurance industry uses drones to document the conditions of property before and after disasters. Many pilots are finding work in this niche, especially in areas prone to seasonal storms and natural disasters. The requirements for this field are similar to those for real estate photography. Depending on your state, you may also need additional certifications and training.

What Are You Waiting For?

The applications for drones are rapidly growing, and the need for skilled pilots continues to be a challenge for the industry. If you would like a rewarding occupation with highly marketable skills, the drone industry is a great choice with unlimited earning potential. 

Using our checklist as a guide, you can begin your journey and start turning your love for aviation and photography into a profitable and enjoyable career.

FAQ

How much do drone pilots get?

Salary.com estimates the average salary for drone pilot careers to be $48,649. It’s not uncommon for some pilots to earn over $100,000 per year.

What disqualifies you from becoming a drone pilot?

You must meet the minimum requirements set forth by the FAA.

• Be at least 16 years old
• Read, write, speak, and understand English
• Be in a physical and mental condition to safely fly a UAS

Additionally, you must pass a background test and adhere to specific rules regarding felony convictions. If you do not meet these, you are disqualified from becoming a commercial drone pilot.

Is it hard to make money as a drone pilot?

As a UAV operator, the amount you earn generally reflects your efforts to find work. If you are hired full-time, earning a consistent amount may be easier. As a freelancer, you have unlimited earning potential if you are in the right market and providing a quality product.

The post Checklist: What You Need to Qualify for a Drone Pilot Job appeared first on FLYING Magazine.

In this edition of V1 Rotate, FLYING contributor Sam Weigel chats with Ed Krause, who has been flying as an expat pilot in Asia for the past 16 years. Krause takes Weigel through the process of being hired at a startup regional airline in China, transitioning to business jets, and more. Learn how the expat pilot market is evolving, what the future may have in store, and ways to make yourself competitive for an overseas job.

The post Riding the Wave as an Expat Pilot in Asia appeared first on FLYING Magazine.

“We understand that there are other quality maintenance providers in the market,” GoJet CEO Rick Leach said in a news release. “However, being one of the few Part 121 operators offering this service, and only one of two regional airlines, GoJet now has a unique opportunity.”

The company noted a “growing need for MRO services,” particularly for regional airlines as aircraft return to commercial service from storage programs. GoJet plans to leverage this growth by offering MRO services to regional carriers and others.

“Our offering of this new service not only highlights our dedication to the regional market but should also provide our prospective airline customers with an additional level of comfort and support,” Leach said.

GoJet’s MRO facility will offer specialized maintenance programs, interior and composite capabilities, and aircraft modifications. The company said it emphasizes “efficient turnaround times, quality workmanship, and personalized service.”

The airline said it is actively seeking clients and securing long-term maintenance contracts. GoJet operates a fleet of over 30 CRJ-550 aircraft on behalf of United Express.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post GoJet Receives FAA Part 145 Certification appeared first on FLYING Magazine.

I’ve written about this process in broad terms before, but there is one aspect I would like to focus on: honing your ability to tell a good story and refining your repertoire of stories for interviews.

Most aviation interviews include a group chat that may include chief pilots, check airmen, recruiters, HR reps, line pilots, and perhaps even nonpilot employee representatives. This is commonly referred to as the panel interview, and for many pilots, it is the most stressful part, especially if the panel is large. Many of the questions during the panel interview take the form of, “Tell me about a time you…,” and you are expected to reply with a short illustrative anecdote from your career or life.

• READ MORE: Pilot Mental Health Remains the Last Taboo in Aviation

Some people were born with a natural gift of gab—many of us were not. That’s OK. You weren’t born with the natural ability to fly, either—you gained the skill the hard way, through learning, practice, and experience. Talking about yourself in a relaxed, authentic manner is a skill like any other. It can be taught, learned through trial and error—or for the lucky few, acquired by osmosis, by growing up around other good storytellers and subconsciously adopting their techniques. Most of us get better at it throughout our lives because we accumulate more interesting stories and tell them enough times to hone them well.

This isn’t something that you can pick up the night before your interview. If you’re only belatedly finding out about the panel interview and you have one next week, best arrange for a jam session with an aviation interview prep service, such as Cage Consulting or Emerald Coast. This isn’t a bad idea anyways, because most people are poor judges of how they sound and look to others.

Less expensively, but also less expertly, you can rope your friends or colleagues into being your practice audience and giving you feedback. This can be a fruitful (and FAA legal) use of free time in cruise flight. But if you’re shy and prefer to judge yourself, a GoPro or other camera set up on a tripod at eye level and 10 feet away will be brutally honest. The main thing is to make a conscious effort to practice. It’s best to start early.

• READ MORE: After a Training Fail, What Comes Next?

If you “got the gouge” for a particular employer’s interview, you’ll have an idea of what questions they may ask, but they’ll likely switch up things on occasion, and there’s a good chance you get at least one completely random question. Rather than focus on specific questions, you should develop a repertoire of stories concerning a broad range of events throughout your life and career.

Your stories should, whenever possible, be no longer than two or three minutes long. A good story will include a brief setup, a well-paced narrative, and a definitive conclusion. You should obviously avoid stories that paint you as a clueless lout, but they should show humility and growth. A bit of humor of the self-deprecating variety is often helpful. I’ve often joked that I never let the truth get in the way of a good story, but interview stories should be mostly true. Outright fabrications are usually glaringly obvious. Paring details for the sake of narrative and brevity, however, is both expected and necessary.

Often the panel’s questions are of a sort that could be seen as an invitation to talk about the deficiencies of former employers or coworkers (“Tell me about a time you disagreed with a supervisor.”) Don’t fall for this trap: Your overall tone should be positive and focus on your own actions, deficiencies, growth, and strengths. The last thing you want to show is simmering resentment. When a story necessarily involves a company or supervisor doing something underhanded, unsafe, or illegal, do not name them. On the other hand, liberally name mentors, coworkers, and supervisors who have been a positive influence. There’s a decent chance someone on the panel knows them.

• READ MORE: How Professional Pilots Can Survive Probationary Periods

Your stories shouldn’t all be aviation-related. Many of the questions won’t directly concern flying, and using anecdotes from your life outside of aviation can help demonstrate a wider variety of interests and talents. This can be particularly helpful when the panel includes nonpilots. In that case, you should also limit your technical jargon or include explanatory asides.

When telling your stories, try to appear relaxed even if you’re not, and try to sound like you haven’t rehearsed even though, ideally, you have. The trick is to write down only the outline, and then never tell the story exactly the same way twice. Pretend you’re telling it at a bar, and the next time at church, and the next time on a date. Use a timer and work out the ideal pacing. Try to eliminate “uhs” and “umms,” inserting pauses instead where needed. As you become more comfortable with a story, incorporate natural-feeling hand gestures, and use a camera to check your corresponding facial expressions.

Here are some sample questions to get you started at developing your repertoire of stories. I’ve included a version of a story I’ve told in several interviews as well, as an example.

• “Tell me about a time you helped a coworker.”
• “Tell me about a time you were interviewed and didn’t get hired for a job.”
• “Tell me about a time that a coworker made you uncomfortable.”
• “Tell me about a time you solved a difficult problem.”
• “Tell me about a time you felt out of your depth.”
• “Tell me about a time you failed a test or course.”
•  “Tell me about your proudest moment.”
• “Tell me about a time you broke a FAR.”
• “Tell me about a time you were uncomfortably low on fuel.”
• “Tell me about a time you declared an emergency.”
• “Tell me about a time you diverted to an alternate.”
• “Tell me about a time you thought the system was unfair.”
• “Tell me about a time you disagreed with a dispatcher (supervisor of flight, etc.).”
• “Tell me about a time you had a conflict with a [captain/first officer].”
• “Tell me about the best job you ever had.”
• “Tell me about a time you stayed at a job you disliked.”
• “Tell me about a time you witnessed sexual harassment/racial discrimination.”
• “Tell me about the best teacher you ever had.”
• “Tell me about a time the customer was wrong.”
• “Tell me about a time you went above and beyond.”
• “Tell me about a time you were scared.”
• “Tell me about a time you were fatigued.”
• “Tell me about a time you grounded an unairworthy airplane.”
• “Tell me about a time you were asked to do something illegal or unsafe.”

An example of my response: 

“Early in my career, I was flying canceled checks at a Part 135 company that’s no longer in business. They were sort of a mom-and-pop, fly-by-night operation, and they were nice people and tried hard, but you never knew if your next paycheck was going to clear. Anyways, late one night in Las Vegas, I had an electric fuel pump fail on a Piper Navajo, and, since that’s a nondeferrable item, I called my boss, who we’ll call Jim, at 2 a.m. I woke him up, and he was understandably grumpy, telling me to just open the fuel cross-feed, use the left electric fuel pump to start the right engine, and then press on to Burbank on the engine-driven pump.

“I thought about it for a second and realized, yes, that would work—but it was pretty severely illegal and would also leave me with a single point of failure in a heavy airplane over high terrain. I told Jim that and said I wasn’t willing to do it. He just growled, ‘Fine. Don’t move. I’ll be there in three hours,’ and hung up. 

“Sure enough, just as the sky is getting light, Jim roars up with another Navajo, gets out without a word, and starts tossing bags out of my plane. I join in and a few minutes later we’re panting next to a small mountain of bank bags and Jim just points at them, grunts, ‘Take those to Burbank,’ jumps in the broken Navajo, and blasts off. I was pretty shaken up. The whole way to Burbank, I was wondering if I just got myself fired. 

“The next day I came to work half expecting to be sent home, and I was kinda OK with that. I’d thought about it during the night and decided that no job was worth my life or my certificate and that I didn’t want to work for anyone who required me to put either at risk. The funny thing is, Jim greeted me cheerfully and didn’t say a single word about the incident. In fact, he never mentioned it again. I think once he calmed down and had some time to think about it, he realized he’d rather have a safety-conscious pilot than a risk-taker even if it was occasionally inconvenient. Since then, whenever I have to make a hard decision that I know might upset coworkers or supervisors, I think back to that night in Las Vegas.”

The post How to Ace an Airline Interview by Telling a Good Story appeared first on FLYING Magazine.

Called Breaking Down Barriers, the newly minted nonprofit will be helmed by Parker, his wife Gwen—a former American flight attendant—and Dana Donati, who recently led United Airlines’ Aviate Academy near Phoenix. At its core, they say the new charity’s goal is to foster interest, mentorship, and career development for individuals otherwise underrepresented in the aviation sector.

“At least from my perspective, the two biggest barriers were one, this financial requirement, and the other is awareness, just because of the history in the industry,” Parker said during an interview with FLYING at the Frontiers of Flight Museum in Dallas in December. “I just think there are a lot of

people out there that have the full ability to do this but don’t know it exists. But those people exist in underrepresented communities as well. So what we really want is just to go find those people who have the same skills that the airlines are looking for…and identify them ourselves.”

From CEO to Founder

As the former CEO of three airlines, which eventually all became one, Parker’s industry reputation precedes him. On September 1, 2001—10 days before the 9/11 attacks— he began his tenure as an airline chief at Phoenix-based America West Airlines. He would later go on to orchestrate the airline’s 2005 merger with US Airways.

In 2013, Parker ended up forming the world’s largest airline when he led the merger of American and US Airways. Today, American operates a fleet of more than 900 mainline aircraft to nearly 350 global destinations. Parker later retired from his post as chairman and CEO of the American Airlines Group in 2021 after negotiating blockbuster federal government-backed support packages for U.S. airlines in the wake of the 2020 COVID-19 pandemic.

• READ MORE: American Scales Back Pilot Hiring Plans

Before taking the helm at these carriers, Parker worked at a handful of other airlines as well, including Northwest and the pre-merger American. Part of the so-called American “brat pack” that shaped several current U.S. airline CEOs, Parker worked under notable industry titans, including former American president and chairman Bob Crandall.

With the creation of Breaking Down Barriers (BDB), Parker is shifting from a well-known CEO to that of a founder. The CEO title at Breaking Down Barriers belongs to Donati, who also has an impressive résumé with decades-long experience as a professional pilot and chief pilot at a major regional airline. Aviate maintains a similar mission to BDB in its quest to usher in the next generation of professional aviators from diverse backgrounds.

“So, we’re providing the scholarships to do the training, but it’s also about the coaching and the mentoring,” Donati said during the Dallas interview. “I currently have my CFI, so I’ll be on these students, making sure that they’re studying.”

A Continuing Shortage

Although the U.S. is producing pilots with airline transport pilot (ATP) certificates at a record rate, a shortage of those heading for the airlines continues, largely because of clogs in the training pipeline and post-COVID woes. Some experts—including Oliver Wyman, a consultancy firm that works with several air carriers—expect the global aviation sector to run short by nearly 80,000 pilots by 2032.

Parker opined on the continued pilot shortage.

• READ MORE: Pilot Shortage ‘Isn’t Real,’ ALPA Says

“I think, for all these members of Congress that are upset about how they don’t have small community service, we don’t have pilots,” said Parker. “They ought to be beating on the FAA to go get some more DPEs [designated pilot examiners] in place. It is my understanding anyway [that] it is creating a real backlog to the airline’s abilities to get pilots that are qualified and ready, actually certified, because they’re just waiting for someone to give them the test or to prove that they can do it.

“It’s a huge backlog in the pipeline. But, anyway, that’s my old job.”

In 2023, U.S. airlines are on track to report record-setting hiring trends, according to data from Future & Active Pilot Advisors (FAPA), a pilot career consulting group. Alongside this continuation of hiring, major U.S. airlines American, Delta, and United also signed new collective bargaining agreements (CBAs) with their respective pilot groups, some worth up to $10 billion.

At these major airlines, pilots can earn upward of $450 per hour at the top of the pay scale, making a career increasingly compelling. Parker and his team say they want to provide access to these high-value careers for those who may not otherwise know it is an option.

While Parker acknowledges that Breaking Down Barriers isn’t in the business of fixing the pilot shortage, he does recognize the ongoing demand.

“We just know because that demand exists,” Parker said. “It’s a real opportunity to make sure that we don’t miss this opportunity to open it up to the best of the best. [For] those that have barriers in front of them, we want to help pull those barriers down so they can succeed to their full potential.”

Opening the Door

A career as an airline pilot has become gradually more attainable in recent years, partly because of strong demand but also thanks to new programs that make the pathway to an airliner’s flight deck more efficient. Many airlines have introduced cadet academies to take interested individuals all the way from a private pilot certificate to a Boeing 737 type rating, for example.

But even with these programs in place, the cost of training can hinder the process significantly, particularly for those in underrepresented communities. Parker and his team hope that Breaking Down Barriers will not only fund the training component but also garner early interest.

“Taking someone who doesn’t even know that these opportunities exist in aviation, and getting to be an airline pilot is so transformational that it seems like that’s the best place to start where you can make the biggest [and] the largest impact,” said Parker regarding his charity’s approach to taking in individuals that may not otherwise have any sort of aviation-related background.

Parker believes that targeting these underrepresented individuals early will not only help them but also their communities.

“They don’t know, because of the communities in which they live,” he said. “In some cases, they don’t see people that look like them that do this. So, if we do this right, we’ve identified those that have the ability to do it, the potential desire to do it. But also, once they do it, [they can] go back into those communities as examples.”

In the U.S., 93.7 percent of professional aviators are white, and 92.5 percent are men as of 2020, according to Bureau of Labor Statistics data. The BDB group says it is looking at a solution to bringing in the next generation of pilots from a longer-term lens.

“Generational change, that’s what we’re hoping [for],” Gwen Parker said.

Currently, the charity’s initial primary focus area is in Dallas, where they say that meetings have already taken place with a handful of local schools. Pilots are also the primary profession, but the trio did not rule out other industry career paths.

Doug Parker is already looking toward the future of what’s next for Breaking Down Barriers.

“I suspect we’ll start moving into other communities,” he said. “And we’ll start moving into other professions as well. I just think there’s this huge upside here. And the amount of excitement that we get when we talk about this is really kind of hard to believe.”

This feature first appeared in the January-February 2024/Issue 945 of FLYING’s print edition.

The post A New Mission to Break Down Barriers appeared first on FLYING Magazine.

In this edition of V1 Rotate, FLYING contributor Sam Weigel brings us on a cross-country flight to Northern California and discusses what it all means and what you can expect going forward.

• READ MORE: How Professional Pilots Can Survive Probationary Periods

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Working on airplanes is like the Wild West sometimes. You have the good, the bad, and the ugly. Here are the top five attributes that should indicate your mechanic or shop is operating in the green:

Certifications

In the 1989 movie Parenthood, Keanu Reeves’ character states you need a license to buy a dog, drive a car, and even catch a fish. Guess what else you need a license for? If you said work on an airplane, you would be wrong. 

You need a license to return an airplane to service. Are individuals certified airframe and powerplant (A&P) mechanics? If you are inquiring about a maintenance repair and overhaul (MRO), are they CFR Part 145 certified? 

Stick with certified mechanics and shops. Just because someone’s cousin has a sick Chevelle and could change your Mooney’s oil doesn’t mean you should let them.

Tools and Equipment

Tools and shop equipment are the mechanisms by which we aircraft mechanics ply our trade. Are the  tools calibrated? Like a surgeon’s scalpel, we rely on the precision of our measuring instruments, the integrity of the torque wrench, and the sweet sound of the one-quarter-inch SK ratchet clicking through its turn. 

Airplanes are notorious for tight turn radius, and the SK version was second to none. For top-notchers, it is all about performance, not the show.

Technical Publications

Just like a pop quiz, if an inspector casually inquires about the airspeed velocity of an unladen swallow, the proper thing to do is puff up one’s chest and spout the answer in a good voice, right?

Wrong.

I have mentioned my ex-partner from the engine shop and his propensity to drop some knowledge on anyone who crossed his path—especially the FAA. It finally got to the point where I coached my crew to answer, regardless of the question, with this phrase: “Whatever the latest revision of the manual states.” 

I once had a primary maintenance inspector (PMI) advise me to stamp any printed material “FOR REFERENCE ONLY” in big red letters. His rationale was that the manual could have changed while we walked from the office to the shop.

I know this seems a bit like overkill, but there is truth in the sacred texts. It amazes me the number of mechanics I encounter who call the parts dealer with no clue as to the part number of their line replaceable unit (LRU). Ensure the facility you use is up to date and has the content library for your make and model.

Safety

Have you ever tried to pull over and check under the hood at 9,000 feet? That’s tough to do. Of course, no one is perfect, and accidents happen, but at what severity and frequency? 

Do a little homework on the shop or mechanic you are considering. Have they been cited by the FAA for naughty behavior? Remember, it’s all fun and games until someone gets their name in the newspaper.

Culture

The previous points are fairly straightforward. Is the entity certified? With a little due diligence, one can ascertain if the tooling is in order, technical publications accessible, and everyone has a clean record. 

What you truly need to understand is the culture. Specifically, are the employees empowered to speak up if something is wrong? In the case of a sole proprietor, is he or she the type of person to come clean and be honest with you?

We had a standing rule at my 145 engine shop. If you drop a tool in an engine and you raise your hand in confession, nothing bad will happen to you. It might be a long weekend, and no one is going fishing on Saturday, but zero disciplinary action would come down on you. What would happen is called a safety stand-down, Everyone stops what they are doing, and we go after the tool/part/foreign object debris. 

Have you ever heard the phrase “trust your instincts?” Well, it applies in this case as well. The best piece of advice I will give you—and I cannot stress this enough—is to spend some time on-site. Visit the shop several times if you can. Go unannounced and see how the staff react. I once knew a shop where, upon first sight of a dark late model Ford, the employees would scatter to the wind—all of them. For the record, I do not recommend that shop to my clients.

You will notice I didn’t mention how long it has been in business. Experience matters, but only competent experience. There are some working in the industry that are doing it wrong and have been for years. Stick with the professionals. 

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