Do former military pilots get the better half of the opportunty and establish higher job security or is that solely a seniority issue? Thanks for any posts. Please post anything that could give more insight A better option though is to get flight training from an Aero Club on a nearby Air Force Base A civilian pilot's training can vary considerably. For a military pilot, you get a lot more responsibility early on. For example, I graduated from UPT, went to F4 RTU and with just over 300 hours I was flying a F4 with my WSO in the ROK. Quoting KochamLOT (Thread starter): Do former military pilots get the better half of the opportunty and establish higher job security or is that solely a seniority issue? In the North America, it's seniority, seniority, seniority.
While there is no college requirement to be a pilot, most airlines look for some college time and prefer an earned degree. College shows that you are trainable and that you can stick to a challenging curriculum and succeed -- qualities an airline would like to know that you have before it spends a lot of money to train you. There are two major career paths to being hired as an airline pilot: civilian or military.
Each has its advantages and disadvantages. In the civilian career path, you can attend a college that offers a two- or four-year degree (some universities even offer advanced degrees in aviation) along with flight training toward various pilot certificates. Several universities in the United States and Canada offer courses along with flight training so that you graduate with a bachelor's or associate's degree in aviation along with a commercial pilot certificate and multi-engine and instrument ratings.
There are also technical schools that offer flight training toward a certificate, often in less time. In both types of programs, you often graduate with an instructor's rating, and you've built up some flight time teaching others.
An alternative to a professional school or college is to get your flight training piecemeal from a local flight school. It will take longer, and the level of instruction might not be as rich, but all commercial certificates are equal in the eyes of the FAA.
The agency doesn't care where or how they were earned. Civilian training costs a lot of money. Basic flying lessons start at about $80 an hour, and you'll need at least 250 hours before you have your commercial rating. It also costs a lot to rent large, complex airplanes for instruction. I like to think of the expense as an investment in a rewarding career that will pay dividends for years to come.
Scholarships (full and partial) do exist, but most pilots will end up investing a lot of money in flight training. In the military, you commit to many years of service after your one year of pilot training (10 years of commitment in the Air Force). You must also meet other requirements, such as college course work, good health and adequate physical ability. There are no guarantees that you'll pass the military flight training on the service's rigid time schedule, or that you'll get to fly a specific airplane.
In exchange for these compromises, the military pays you to train, and you get the best training in the equipment that an airline pilot would fly (complex jets).
A military pilot lives a military life, follows orders, risks bodily harm and uses lethal weapons. These aren't things to take lightly, so if you are considering the military (and that is a wide field that includes the Coast Guard), then explore it thoroughly and see if the timing is right for you and your career needs.
It is an excellent experience for many people. Some pilots even make the military their career. After a pilot is certified, he or she will have to get more experience and flight hours before an airline will hire him or her.
Because of the military's service commitment, a military pilot will probably get a lot of flying experience before he or she leaves to join an airline. A civilian pilot, or a military pilot who needs more flight hours, may work as a flight instructor, then perhaps move to a charter company. From there, he or she might move to a regional airline and then on to a major airline.
best dating a military pilot training vs civilian - military or civilian route?
Nathanial asks: Hi Kent, My dad has been an airline pilot for a major carrier for over 25 years and also fly’s the 757/767, he was also a naval aviator for 10 years before that. He talks about the difference in pilots that were trained in the military vs.
the civilian trained pilots. I want to know if you can tell right away who is an ex-military pilot or not? Is there a difference in flying styles? Is one better than the other? Also, I currently attend College at Syracuse University. To get home for holidays and breaks if I want to use my non-rev passes, I have to take a 50 seat RJ to a larger airport and then connect. However, during the winter my mother has prohibited me from doing so after the accident in Buffalo last year.
In the winter she makes me buy a seat on an Airbus that a low cost carrier flies out of Syracuse to JFK, where I connect with my dad’s airline. Is it safer to fly on a larger aircraft in the winter…especially in a climate as harsh as Syracuse can get?
Thanks for the great blog… it has provided some well needed study breaks. Keep up the good work! There has always been a debate over which background, civilian or military, turns out the better pilot for an airline. But it’s impossible to get an unbiased view from a pilot since he or she will likely claim their path to the airlines was superior. Civilian trained pilots may argue that a fighter pilot is at a disadvantage since they’ve never flown as part of a crew at an airline.
And military pilots may claim that a civilian pilots training is more of an unknown to a perspective airline. I personally come from a civilian background. If I were to do the hiring at an airline I would insist on an even mix of pilots from civilian and military ranks since both bring a different set of experiences to the company. In the cockpit, rarely does the subject of military or civilian training come up while we are working together.
We’re simply there to do the job in a professional manner with a focus on safety, passenger comfort, efficiency, and on-time performance. And we usually like to have fun doing it. But neither pilot group has a monopoly on professionalism.
I honestly can’t tell if I’m flying with a military trained pilot or civilian pilot when I go to work with someone I haven’t flown with before. Navy pilots are teased about their crosswind landing capabilities, since crosswinds aren’t generally an issue when landing on an aircraft carrier, but I haven’t seen any difference in techniques. As in any occupation, it’s the approach a person takes to the job that’s important. I’ve seen civilian and military pilots who are professional, talented, detail-oriented, and above all, safe.
And I’ve seen examples of pilots who were no longer motivated to learn, were weak in the simulator or who were selective in their procedural compliance. But these examples weren’t exclusive to military or civilian pilots.
Some of the best pilots I work with came to work for their airline without a chip on their shoulder and they were ready to learn from pilots of varying backgrounds. In the future the vast majority of pilots will come from the civilian ranks, and airlines will become more adept at determining which flight schools and regional airlines can turn out the sharpest pilots.
I can understand your mom’s concern with smaller regional jets and turboprops. Contrary to media reports, the vast majority of regional airline pilots, even the co-pilots, now have over 3000 hours of flight time under their belts.
And since the Syracuse to JFK route has either Canadair Regional Jets or Airbus A320’s icing isn’t as big of an issue with the higher flying jets. Statistically speaking, she should be far more concerned if you were ever to consider driving from Syracuse to the JFK Airport.
The traditional wisdom in the job market is that a military pilot trains in the military and switches to a civilian job on the basis of getting more pay. That’s not necessarily the case. The nature of the employment market in both fields is often the reason for the intermix of military and civilian roles in a pilot’s career. Pilot Motivation Pay isn’t the only issue which affects these career moves.
The 2 types of flying are very different, and motivations for career choices can be equally different. Military pilots may fly a wide variety of planes during their careers, involving types of flying which are poles apart in quite dissimilar environments, on operations. Civilian pilots tend to fly classes of plane in different roles. The actual flying does have an impact on pilot motivation.
Military pilots, who are used to operating in a wide range of areas and jobs, often find civilian flying dull. Civilian pilots, used to the bustle of the civilian skies, can find themselves in a new world in the military flying mode.
Some pilots loathe the styles of flying in one area, but love other types of flying in the other. Some don’t like certain types of aircraft, or prefer big planes to small, too. The Career Realities The fundamental career fact for a military pilot looking at a civilian role is that you don’t just step out of a fighter and into a jumbo. The training, qualifications and requirement for hours all apply to actually getting one of these jobs.
A military pilot with experience on the military versions of some of these planes does have an advantage, where USAF experience is a real plus, but in the civilian pilot job market, it’s a competitive process for getting the work. The Pay Factor and Pilot Job Market Pay does matter, particularly for pilots with families. Before making any commitments, however, pilots should note that the top jobs in their profession are as hard to get as any high paying job.
Any career moves should be carefully considered, realistic and planned in advance. Whatever move you make, you will need to be fully up to speed on systems, hours and any other requirements. The civilian pilot job market is normally erratic, and finding the jobs can be an irritating, sometimes lengthy, process. Demand for pilots in different roles varies a lot. It’s a good idea to scout out any areas of interest well in advance, so you have a realistic view of what’s possible.
A bit of networking will help in locating leads to good jobs. Note: Check out the website for a look at this job market. This site also includes jobs which may be suitable for experienced pilots in other roles. Military Pilots and Career Moves A move from the military pilot role to civilian doesn’t necessarily mean an instant drastic improvement in income. Civilian pilot pay varies on the basis of types of work, their market rates and employers.
Some of these jobs aren’t all that glamorous, either, and it’s worth checking out the jobs before applying. Also remember, you need to keep an eye on your career altimeter at all times. You can actually go backwards, if your hours on a class of aircraft, for example, aren’t up to requirements in a 2 year period.
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