Ask a Pilot!

Becoming a commercial pilot typically takes between 18 months and 3 years, depending on the training path, region, and individual progress. An integrated program, offered by specialized flight schools, generally takes about 18–24 months of full-time study and flying. Alternatively, a modular approach, allowing training in stages at the pilot’s own pace, may extend the timeline to around 2–3 years. This period covers ground school theory, flight training, and required flight hours (usually around 200–250 hours). Additional time may be needed for building experience before joining an airline, depending on local aviation authority regulations and airline hiring criteria.

The total cost of pilot training typically ranges from €70,000 to €120,000 ($75,000–$130,000 USD), depending on factors such as training location, school reputation, and chosen program type. Integrated training programs, which cover ground school, flight hours, and licensing in a structured course, generally have higher upfront costs, around €80,000–€120,000. Modular training spreads costs over several stages, potentially reducing initial expenses, but overall spending usually still reaches €70,000–€100,000. Additional costs may include examination fees, medical certification, type ratings for specific aircraft, and living expenses. Pilot training costs can vary significantly by country; for example, training in the U.S. is often less expensive compared to Europe or Asia.

Yes, individuals who wear glasses can become pilots, provided their vision meets specific standards set by aviation authorities. Requirements vary slightly by region, but generally, corrected vision (with glasses or contact lenses) must be at least 20/20 (6/6), and uncorrected vision standards are typically less strict. Pilots who need glasses must carry a spare pair during flights. Regular eye exams form part of the mandatory medical certification process of aviation medical examiners (AMEs). Certain vision issues, like severe colour blindness or significant eye conditions, could be disqualifying. However, for most people with common refractive errors, such as nearsightedness or farsightedness. Wearing glasses does not prevent a successful pilot career.

A university degree is generally not mandatory to become an airline pilot, but requirements vary by airline and region. Most airlines prioritise flight training, licenses, and flying experience over formal academic qualifications. However, some major airlines, particularly in North America, Asia, and the Middle East, may prefer or require applicants to have a bachelor's degree. A degree can also enhance career prospects for advancement into roles like management or training. In Europe and other regions, airlines typically place less emphasis on formal degrees, focusing instead on pilot qualifications, licensing, and competency.

To become a commercial pilot, aviation authorities typically require between 200 and 250 flight hours. Specifically:

1. FAA (United States): Minimum 250 hours total flight time.
2. EASA (Europe): Integrated training requires at least 195 flight hours, modular training typically around 200 hours.
3. Transport Canada: Minimum 200 hours total flight time.

These hours include various categories like cross-country flights, night flying, and instrument flight time. After obtaining a commercial pilot license (CPL), further hours and experience, usually around 1,500 hours, are needed in some regions, such as the U.S., to qualify for an airline transport pilot license (ATPL), required for employment as an airline pilot.

During layovers, pilots primarily focus on rest and recovery, especially after long-haul or overnight flights. Airlines typically provide hotel accommodation, and pilots are required to comply with minimum rest periods set by aviation regulations (EASA, FAA, or local authority) to ensure they are fit for their next duty.

Aside from rest, what pilots do depends on the layover duration and location. Common activities include:

1. Sleeping or adjusting to the local time zone
2. Eating and hydrating, especially after long flights
3. Exercise or light sightseeing, particularly on longer layovers
4. Staying in touch with family or catching up on personal tasks

Layovers can vary greatly, from a few hours to over 48 hours, depending on the airline’s schedule. In regions like the Middle East, layovers often involve long-haul destinations with extended rest times.

When choosing a flight school, future pilots should consider several key factors:

1. Accreditation and Reputation: Ensure the school is certified by recognised aviation authorities (e.g., FAA, EASA, Transport Canada). Research school reviews and industry reputation.
2. Training Programs: Evaluate whether an integrated or modular program best suits individual goals, timelines, and budgets.
3. Cost Transparency: Confirm total costs, including aircraft rental, fuel, instructor fees, and hidden expenses.
4. Aircraft Fleet and Facilities: Look for modern, well-maintained aircraft and good training facilities.
5. Instructor Quality: Experienced instructors significantly impact training quality and progress.
6. Career Support: Schools offering career assistance, airline partnerships, or job placement programs provide additional benefits.

If you are still searching, explore Skyreer's Flight School Directory for detailed information and direct comparisons between flight schools worldwide.

The average salary of airline pilots varies significantly by region, airline, aircraft type, seniority, and experience level:

1. Europe: Entry-level pilots typically earn around €35,000–€50,000/year, increasing to about €80,000–€150,000/year with experience at major airlines.
2. USA: Regional airline pilots start around $40,000–$60,000/year, while senior captains at major airlines can earn over $200,000–$300,000/year.
3. Middle East: Pilots working for major carriers like Emirates or Qatar Airways generally earn between $80,000–$200,000/year, often tax-free, plus housing and benefits.

Salaries grow significantly with seniority, promotions (First Officer to Captain), aircraft type ratings, and flight hours.

The starting salary for airline pilots varies by region, airline type, and the size of the aircraft flown:

1. Europe: New pilots at regional airlines typically earn €30,000–€50,000 per year. At larger carriers, entry-level salaries can range from €40,000–€60,000.
2. USA: First Officers at regional airlines usually start between $40,000–$60,000 annually. Major airlines have higher initial pay, around $70,000–$90,000.
3. Middle East: Entry-level salaries at prominent airlines (such as Emirates, Qatar Airways) generally range between $60,000–$80,000 per year, often tax-free and inclusive of housing allowances.

These salaries increase significantly with experience, promotions to Captain, and larger aircraft types.

Airline pilots typically fly 70 to 90 block hours per month, depending on the airline, contract, and type of operation. Block hours refer to the time from when the aircraft first moves under its own power until it comes to a stop at the destination. However, total duty time, including pre-flight preparation, briefings, delays, and post-flight tasks, can amount to 140–200 hours per month.

1. Europe and USA: Most pilots work under strict flight time limitations set by EASA or FAA, including daily, monthly, and yearly limits.
2. Middle East: Schedules can be more intensive, especially for long-haul operations, but are still governed by local regulations and company policies.

Layovers, standby duties, and roster variability also influence actual working hours.

Pilot career progression typically follows a structured path, with opportunities expanding through experience, training, and seniority:

1. First Officer/Senior First Officer (Co-Pilot): Most pilots start in the right seat after earning their licenses and type rating.
2. Captain: With enough flight hours (often 1,500–3,000+), pilots can upgrade to captain, taking command of the aircraft.
3. Senior Captain or Line Trainer: Experienced captains may become training captains or examiners, mentoring new pilots.
4. Simulator Instructor: Others move into ground-based training roles.
5. Fleet or Chief Pilot: Some progress into management roles overseeing operations, crew scheduling, or safety.

Career progression speed depends on the airline, pilot demand, and aircraft type. In regions like the Middle East, promotion can be faster due to rapid fleet expansion, while in Europe or the USA, it may take several years.

The mandatory retirement age for airline pilots is typically 65 years, as set by international aviation authorities:

1. Europe (EASA): Pilots must retire from commercial operations at age 65. From age 60 to 64, they may only fly as part of a multi-pilot crew.
2. USA (FAA): Commercial airline pilots must retire at 65, though some continue flying in non-airline roles (e.g., corporate or charter) afterward.
3. Middle East: Retirement policies vary by airline and country, but most follow the ICAO-recommended limit of 65.

Some airlines may have earlier retirement options or medical reassessment requirements before reaching the limit. Fitness to fly remains a key condition, with regular medical exams required throughout a pilot’s career.

Yes, airline pilots often receive free or heavily discounted flights, but the specifics depend on the airline’s policies and employment contract. In most cases:

1. Pilots can travel on standby, meaning they only get a seat if there’s space available after all paying passengers have boarded.
2. Immediate family members (spouse, children, and parents) are usually eligible for similar travel benefits.
3. Some airlines also offer interline agreements, allowing pilots to access discounted tickets on partner airlines.

While free flights are a common perk, availability is not guaranteed, especially during peak travel seasons. In the Middle East, benefits often include confirmed tickets for home leave. In Europe and the USA, pilots typically use non-revenue standby travel, which is free or subject to minimal administrative fees.

Pilots do not choose their flight routes in the sense of selecting destinations at will. Flight routes are assigned by the airline’s crew scheduling department based on factors such as seniority, bidding systems, legal duty limits, and operational needs.

In many airlines, especially in Europe and the USA, pilots bid for monthly rosters, and more senior pilots have better chances of securing preferred routes, days off, or aircraft types. In the Middle East, rosters are often assigned with less bidding flexibility, especially in larger carriers with fixed schedules.

While pilots can express preferences, the final roster depends on seniority, base, and airline policy. Charter and cargo operations may offer less predictability, whereas scheduled passenger airlines follow more structured route planning.

Pilots manage jet lag through a combination of fatigue management strategies, sleep planning, and lifestyle adjustments, often tailored to the direction and duration of flights. Airlines also play a role by designing duty schedules that align with legal rest requirements and minimise circadian disruption.

Common strategies include:

1. Strategic napping before or after flights to align with destination time zones
2. Controlled exposure to light to help reset the body clock (e.g., seeking daylight or avoiding it depending on the route)
3. Staying hydrated and avoiding caffeine or alcohol close to rest periods
4. Using layovers to get quality rest in hotels, especially on long-haul routes

Long-haul operations, particularly common in the Middle East and intercontinental flights from Europe or the USA. Pilots may also operate with augmented crews to allow in-flight rest.

A pilot’s schedule can significantly impact family life due to irregular hours, frequent travel, and overnight layovers. Unlike typical 9-to-5 jobs, pilots often work weekends, holidays, and nights. This can make maintaining routines or attending family events challenging, especially for those flying long-haul or international routes.

However, many pilots also enjoy extended days off between trips, which can offer more quality time at home compared to standard workweeks. Schedules vary by airline and region:

1. In Europe, pilots often have more structured rosters with local overnight stays.
2. In the USA, commuting between home and base is common, adding to time away.
3. In the Middle East, long-haul flying often involves multi-day trips, but predictable monthly rosters help with planning.

Supportive partners and flexible routines are key to balancing career and family life.

Whether pilots have time to explore destinations during layovers depends on the length of the layover and fatigue management requirements. On short layovers (e.g. 12-18 hours), especially after long-haul flights, rest is usually the priority. In these cases, pilots may only have time for a meal or a brief walk near the hotel.

However, on longer layovers, often 24 hours or more, many pilots do explore the destination, visit local attractions, or meet with colleagues. Layovers of this kind are more common in long-haul operations, typical for airlines in the Middle East or international carriers in Europe and the USA.

Ultimately, exploring is possible but always balanced with the need for proper rest to ensure flight readiness for the return or onward leg.

How often pilots are away from home depends on the type of operation, airline schedule, and seniority.

1. Short-haul pilots in regions like Europe or the USA often return home the same day or after one overnight, with typical rosters including 2-5-day blocks followed by days off.
2. Long-haul pilots, especially in the Middle East or major international carriers, can be away for 3-6 days at a time, depending on the destination and layover length.
3. Cargo and charter pilots may have more irregular patterns, sometimes being away for a full week or more.

Overall, most airline pilots spend 10 to 20 days per month away from home. Senior pilots may have more control over their schedules, allowing for better work-life balance.

Pilots use a combination of manual flying and autopilot, depending on the phase of flight, weather conditions, and company procedures. Most commercial flights are flown primarily using the autopilot system, which enhances safety, fuel efficiency, and workload management, especially during cruise.

However, pilots always manually handle the aircraft during:

1. Taxi, takeoff, and landing (unless autoland is used in low-visibility conditions)
2. Certain departures or approaches where manual control is preferred or required
3. Unusual circumstances or emergencies when autopilot must be disengaged

Manual flying skills remain essential and are regularly practised in both the aircraft and simulator training. Regulations in Europe, the USA, and the Middle East require pilots to stay proficient in both manual and automated flight to ensure safe operations.

Pilots are trained extensively to handle in-flight emergencies through a combination of standard procedures, teamwork, and regular simulator training. Every emergency scenario, such as engine failure, pressurisation issues, or medical events, has a predefined checklist that guides pilots through the necessary steps.

Key actions during an emergency include:

1. Maintaining aircraft control as the top priority
2. Running memory items (critical actions performed without reference) followed by the appropriate QRH (Quick Reference Handbook) checklist
3. Coordinating with air traffic control for routing, priority landing, or diversions
4. Communicating with cabin crew and, if appropriate, informing passengers

Pilots undergo recurrency training every 6-12 months in full-motion simulators, practising both common and rare emergencies

Pilots manage turbulence using a mix of preparation, in-flight adjustments, and communication. Before departure, they review weather forecasts and turbulence reports to anticipate potential problem areas. During flights, they rely on weather radar and reports from other aircraft to avoid rough air whenever possible.

If turbulence is encountered, pilots will:

1. Adjust altitude or route to find smoother air
2. Slow the aircraft to “turbulence penetration speed,” reducing stress on the airframe
3. Advise cabin crew to secure the cabin and instruct passengers to remain seated with seatbelts fastened

Turbulence is usually uncomfortable but rarely dangerous, as aircraft are built to withstand significant forces.

Pilots communicate with air traffic control (ATC) using VHF or HF radio, following a standardized set of aviation phraseology to ensure clear, concise, and internationally understood exchanges. Communication typically begins before pushback and continues throughout the flight, from taxi to landing.

Airport slots are permissions granted to airlines to schedule a takeoff or landing at a specific airport during a specific time window. They are crucial at high-traffic or slot-coordinated airports, where runway and gate capacity is limited.

Slots are used to manage:

1. Congestion at busy airports (e.g., London Heathrow, Frankfurt, Dubai)
2. Fair access among competing airlines
3. Punctuality and operational flow throughout the day

Airlines must apply for slots in advance, and “use-it-or-lose-it” rules often apply—if an airline doesn’t use a slot a certain percentage of the time, it may lose it. In regions like Europe and the Middle East, slot allocation is strictly coordinated. Slots can be highly valuable, especially at capacity-constrained airports.

A go-around is a standard safety manoeuvre where a pilot discontinues the approach and climbs away to try again or divert. It’s a routine part of flying and is trained regularly.

Common reasons for a go-around include:

1. Unstable approach (e.g. too fast, too high, off centerline)
2. Runway not clear (e.g. another aircraft or vehicle still on it)
3. Sudden weather changes like wind shear or poor visibility
4. ATC instruction due to traffic or spacing issues

Go-arounds are not emergencies, they reflect good decision-making.

A holding is a standard manoeuvre that keeps an aircraft in a designated area while awaiting further clearance, usually due to traffic congestion, weather, or airspace restrictions. It involves flying a racetrack-shaped pattern, typically around a navigation fix, at a specified altitude.

Holdings are used when:

1. The destination airport is temporarily unavailable (e.g. busy runway or poor weather)
2. Sequencing delays are needed to manage arrival flow
3. ATC needs time to coordinate further instructions

Holdings are common in busy airspace such as over London, New York, or Dubai.

A rejected takeoff (RTO) is when a pilot decides to abort the takeoff before the aircraft leaves the ground, usually due to a safety concern.

Common reasons include:

1. Engine failure or abnormal indications
2. System warnings (e.g. fire, brakes, flight controls)
3. External hazards like runway incursions or bird strikes

Pilots are trained to reject takeoff below a certain speed (V1), the decision speed. After V1, takeoff must continue because the remaining runway distance would be too short to safely stop. Although rare, RTOs are critical safety tools in modern airline operations.

Commercial aircraft are designed to handle adverse weather, including lightning and turbulence, but pilots avoid flying through thunderstorms whenever possible. Thunderstorms pose several serious risks, such as severe turbulence, hail, wind shear, and icing, which can compromise flight safety.

Pilots rely on onboard weather radar, pre-flight meteorological data, and air traffic control coordination to detect and navigate around active cells. Standard procedure is to maintain a safe distance, often at least 20 nautical miles from the core, especially near active convective cells.

Although aircraft are equipped to withstand some effects of thunderstorms, the safest approach is always avoidance. Flying through a thunderstorm is not part of normal airline operations and is only considered in extreme, unavoidable situations.

If lightning strikes an aircraft, it is usually not dangerous, as modern airliners are specifically designed to withstand it. The aircraft's exterior is made of conductive materials, allowing the electrical charge to travel along the surface and exit through another point, such as the wingtip or tail, without affecting the cabin or flight systems.

While the strike may cause a bright flash and loud noise, it rarely damages critical components. Pilots report the incident and maintenance teams inspect the aircraft after landing to check for minor surface damage or scorched areas.

Lightning strikes are relatively common and well-managed through design and operational procedures. They are considered non-emergency events unless accompanied by other issues, such as turbulence or system faults.

Yes, aircraft can land in fog, but it depends on the runway equipment, aircraft systems, and crew training. Modern airliners are equipped with Instrument Landing Systems (ILS) that guide the aircraft precisely during low-visibility approaches. Airports with Category II or III ILS allow landings in very dense fog, sometimes with visibility as low as 75 meters.

To land in such conditions, both the aircraft and pilots must be certified for low-visibility operations. Autoland systems are often used, where the aircraft completes the landing with minimal or no visual references.

If visibility falls below minimums and the airport lacks the required equipment, the flight may need to divert to an alternate airport.

If a bird strikes an engine, it is known as a bird strike, and its impact depends on the size of the bird and the phase of flight. Modern jet engines are designed and tested to withstand bird impacts, especially small to medium-sized birds. In many cases, the engine continues to operate normally, or it may sustain minor damage that does not affect the flight.

If the bird causes a compressor stall, vibration, or engine failure, the pilots follow standard procedures to shut down the affected engine and continue flying safely, often diverting to the nearest suitable airport. All airliners can fly and land safely with one engine inoperative.

Yes, a commercial aircraft can safely fly with only one engine. All twin-engine airliners are certified to continue flying, climb to a safe altitude, and divert to an alternate airport if one engine fails. The remaining engine provides enough thrust for safe flight and landing.

While engine failures are extremely rare, pilots train regularly in simulators to handle them confidently under various conditions. Safety is never compromised, even with one engine.

Modern commercial aircraft use a type of aviation fuel called Jet A-1. This is a kerosene-based fuel specifically refined for use in turbine engines, such as those found on airliners. Jet A-1 is preferred for its high energy content, stability at low temperatures, and global availability.

In the United States, a similar fuel called Jet A is commonly used, which has slightly different freezing point specifications but functions the same way for most operations.

Some aircraft, especially older piston-engine models, use avgas (aviation gasoline) instead, but this is not used in modern commercial jets.

The aviation industry is also gradually introducing sustainable aviation fuels (SAF), which can reduce carbon emissions and are compatible with existing jet engines.

The price of aviation kerosene, such as Jet A-1, varies depending on the region, supply contracts, and global oil market fluctuations. As of early 2024, the average cost for one liter of Jet A-1 ranges between €0.60 and €1.10, or approximately $0.70 to $1.20 USD.

The key factor is whether a medical condition affects a pilot’s ability to operate an aircraft safely. Conditions that often lead to disqualification include:

1. Uncontrolled epilepsy
2. Severe heart disease or history of heart attack
3. Psychiatric disorders like schizophrenia or severe depression
4. Vision or hearing loss that cannot be corrected to required standards
5. Insulin-dependent diabetes, although some exceptions exist under strict regulation

Each case is assessed individually by an aviation medical examiner, and not all conditions are automatically disqualifying. Some issues may be manageable with treatment, monitoring, or restrictions. Regular medical exams ensure that pilots continue to meet safety standards throughout their careers.

Commercial pilots operating in (Multi-Pilot operations) require a Class 1 medical certificate, which must be renewed regularly.

1. Pilots under 60: every 12 months
2. Pilots 60 and older: every 6 months

These intervals apply to most aviation authorities, including EASA and the FAA.

Pilots must meet specific medical and physical fitness requirements set by aviation authorities. These include standards for vision, hearing, cardiovascular health, mental health, and overall physical condition. Fitness is assessed during the mandatory Class 1 medical exam, which must be passed before holding a commercial license. The goal is to ensure that pilots are fit to operate an aircraft safely under all expected conditions.

Yes, pilots can fly with a history of mental health issues if the condition is fully treated, stable, and cleared by an aviation medical examiner. Each case is assessed individually, and fitness to fly depends on the severity, treatment, and risk of recurrence. Some conditions may require ongoing monitoring or specialist reports. Certain diagnoses, such as severe psychiatric disorders, may lead to disqualification, but others like treated anxiety or depression may be acceptable under strict guidelines.

Fatigue is a state of physical or mental exhaustion that reduces a pilot’s ability to perform safely and effectively. It can be caused by long duty hours, insufficient rest, time zone changes, or repeated night shifts. Fatigue affects reaction time, decision-making, concentration, and overall alertness.

Aviation regulations require duty time limits and minimum rest periods to manage fatigue. Pilots are also trained to recognize signs of fatigue and must report if they are unfit to fly.

There are strict limits on pilot working hours to prevent fatigue and ensure safety. These limits are defined by aviation authorities such as EASA, FAA, or national regulators.

The main restrictions include:

1. Flight Duty Period (FDP): limits the total hours a pilot can be on duty, including pre-flight and post-flight tasks
2. Maximum flight hours: usually limited to 100 hours in 28 days and 900 hours per year
3. Minimum rest periods: required between duties, based on the length and timing of previous shifts

These rules vary slightly by region and operation type but are mandatory for all commercial airlines. Fatigue risk management systems may also be used to monitor and adjust schedules.

Pilots are regularly tested for drugs and alcohol as part of aviation safety regulations. Testing can occur:

1. During routine medical exams
2. Randomly at airports or bases
3. After incidents or suspected impairment

Authorities such as EASA, FAA, and national regulators enforce strict rules. In most cases, pilots must have a blood alcohol level of 0.00% before duty, and there are mandatory minimum time limits between drinking and reporting for work, often 8 to 12 hours.

A positive test can result in license suspension, dismissal, or permanent disqualification.