We get asked this a lot. What do you need to become a Commercial Airline Pilot - like those who take you on holiday in a big jet?

Well, there are three main routes to do this which we'll discuss below, plus we'll take a look at whats involved in actually getting a job. Here's some quick links to the relevant sections below.

The Modular Route
The Integrated Route
Getting a Job
A Final Word

The Modular Route

The Modular route has some serious advantages. For one, there is no real timescale between the stages shown in the image below. you can save up for each stage, using your current "job" to "live" and to save. So let's take a look at each of the modules we need.

We've also described here a better modular route than all the other advice you'll see. What we've done is to suggest not training for the Multi Engine Class Rating and Mutli Engine Instrument rating until right at the end of your training, and gaining a Single Engine Instrument Rating via the Comeptency Based route instead. Most pilots will agree it is easier to pass the Instrument Rating in a single engine aircraft than a twin with the relevent amount of experince to hand. It also saves money. If the Multi Engine Class and Instrument Rating is gained too soon, because of the timescales associated with the modular route, those ratings will have expired prior to reaching a Frozen ATPL. By inserting the Single Engine Instrument Rating where we have will save money in the long term whilst giving you the skills required and the benefit of a reduced Commercial Pilots Licence course requirement.

Light Aircraft Pilots Licence (LAPL)

This is the first stepping stone to your dream. Consisting of a minimum number of flight training hours (typcially 30), you will then need to pass a Licence Skills Test with an examiner that lasts about 2 hours in the air testing your abilities, expertese and decision making; in other words putting all you have learnt into practice. There are also 9 official theoretical knowledge examinations you'll need to study for and pass as well. Here at Easy PPL, you'll find we are the market leaders in this area - you can see the courses you need right here. Some organisations might say it's strange to opt for the LAPL first when you will ultimately need to gain your PPL (see below). However, many training organisations have a greater pool of instructors able to teach LAPL than PPL, so in the first instance you'll probably find better availability with this route. The hours required for LAPL are less than for the PPL so you'll be able to fly much sooner whilst you continue your training.

Private Pilots Licence (PPL)

Assuming you have got your LAPL licence in the previous step, the upgrade to PPL only requires further training to reach the minimum 45 hours plus a further skills test. You don't need to do any further exams for the upgrade; the 9 exams at LAPL are valid for the PPL. If you wish, you can opt to miss out the LAPL step above (but bear in mind the comments above about instructor availability) and enter the route straight at PPL level. In this case your flight training will be a minimum of 45 hours, you'll then need to pass a Licence Skills Test with an examiner that lasts about 2 hours in the air. You'll also need to pass the 9 official theoretical knowledge examinations, and the study for these are right here.

Instrument Rating Restricted

Known as the IRR, this is your next step that will teach you how to fly on intrustments and perform instrument approaches into airports in the UK. It's a structured course but only lasts 15 hours, and is well worthwhile. Once again, a Flight Test with an examiner is required to obtain the rating after training, plus an official theroetical knowledge exam to pass. You can study for this rating here.

Night Rating

The Night Rating is next on the list and is a 5 hour course which then allows you to fly at night. There is no flight test or exam associated with this rating, but the syllabus includes refreshing the regulations and operational procedures required for night flight. We've put a course together just for this purpose here.

Hour Building

From this point on you'll need to build some hours in order to be able to undertake the next stage of your training.

ATPL theory Exams

Whilst hour building, you'll also need to think about studying for the next level of theoretical knowledge required for licence asssocated with flying commercial air transport aircraft (the big jets).This licence is known as the Airline Transport Pilots Licence (ATPL). Be under no illusion here. These exams are tough! And the amount of knowledge you need to retain is immense!

Single Engine Instrument Rating

And now for another difficult hurdle! The Full Instrument Rating. This builds upon the IRR you have already obtained, and the theoretical knowledge you will already know from your ATPL exams above. Tolerances are tight on this rating, and include flying in the upper levels of airspace with the associated regulations, flight and radio procedures. This rating is valid world-wide. The requirement is 40 hours training, but the IRR alleviates some of these hours.

Commercial Pilot licence

Yet more flight training (around 25 hours typically) in a complex single engine aircraft with an emphasis on commercial operations and implementation of commercial regulations and procedures. Yet again another flight test to obtain this licence!

A-UPRT

The Advanced Upset Prevention and Recovery Training (A-UPRT) course is undertaken in a suitable single engine aircraft (capable of aerobatics). This is not an aerobatic course, but is a course designed to bolster mutli-crew co-operation and pilot actions for an upset in a commercial air transport aircraft. The techniques taught relate to those required in a large jet aircraft, but with the added benefit of the pilot feeling the different forces associated with upsets and their recoveries in real life whilst airborne. The course covers both theoretical knowledge and flight training. We have a A-UPRT theoretical knowledge course right here.

MCC & JOC

Mulit-Crew Co-operation and Jet Orientation courses. The courses train you for a multi-crew environment, plus the typcial differences between what you've flown so far and the large commercial jet.

Multi Engine Class Rating

Eventaully, you'll need to fly an aircraft with more than one engine, so you'll need to do more flight training (about 7 hours) and a further theoretical knowledge exam in order to get your Multi Engine Rating which is typically a Multi-Engine Piston Class Rating (MEP). This again culminates in a flight test with an examiner in order to gain the rating.

Multi Engine Instrument Rating

This will require some training to bolster your Single Engine Instrument Rating with the requirements for the Multi Engine Instrument Rating Test. By now you will have had a fair bit of experience of flying on instruments, so whilst this is another Instrument Rating Test, you'll be in a really good place to pass it.

Frozen ATPL

Having completed all the above, you are now the proud owner of a "Frozen" ATPL. More flying training is required along with a Type Rating onto a specific type of commercial jet (e.g. Boeing 737-800) before you can sit up front and take people on holiday!

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The Integrated Route

Basically, this route takes you from zero to hearo in a full time manner with an organisation that covers both flight and theory training. Various options might be available including direct entry into a Multi-Pilot Licence (MPL) missing out the more conventional steps that are shown above. The MPL means you won't fly a light aircraft - you're taken straight to flying Commercial Jets. Whilst you might think this has advantages (from your point of view) you'd be surprised the knowledge and fun that you miss out on. In fact some airlines frown on this route since you may not end up with engrained "piloting ability" that comes from learnig and experiencing flight in a light aircraft from an aerodynamic perspective.

The integrated course may not use the MPL licence route depending on your provider; you may go down a more conventional route (indeed almost identical to the process shown in the image above for the Modular route).

Either way, the Integrated Course requires you to be a full time student for about 12 months, so you'll need to be able to support yourself during this period. Prices for a course of this nature is typcially in the region of £90,0000 which may well be payable up front.

One of the benefits of using an integrated provider is that they usually have introductory ties with some of the major airlines, so you may find getting a "job" at the end of it all a little more streamlined (but not guaranteed).

You may find airline schemes available that sponsor a candidate (after a heafty selection process) through the integrated course (such as the British Airways "Cadet" scheme). These sorts of scheme usually come with "baggage". Typically, on successful completion you will be offered employment by the airline concerned but with "golden handcuffs" of a contract of minimum duration of several years on a reduced payscale. This is the airliners way of recouping the cost they have outlayed on your training. If you leave their employment "early" you may find a hefty payment becomes due for you to recompense the airline for your training.

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Getting a Job

This isn't as straight forwards as you would think. Competition is fierce. You can expect multiple rounds of assessments that cover your theoretical knowledge, personaility traits, how you interact with others, observed group activities, as well as multiple interview rounds as well as simulator sessions. The selection process may take weeks, not days.

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A final Word

Make sure this is what you want to do. It might seem glamourus on the outside, but remember that being a commercial pilot is actually hard work. You'll be working unsociable hours on a shift basis across multiple time zones. You'll spend most of your time in the "office" at 35,000 feet in a confined space, with a huge responsibility. Office and company politics exist at all altitudes by the way! You'll find being a commercial pilot means you are very proceduralised - you're not allowed to make stuff up to rectify problems or issues. You are expected to follow laid down procedures and checklists to the letter. Oh, and you'll also be constantly "tested to death" with highly regular simulator checks (that include emergencies that need to be handled correctly), plus line checks and licence proficiency checks whilst doing your day job! And that's not forgetting the regular stringent medicals.

Don't get us wrong; if this job takes your fancy and is your childhood dream - then go for it. But before you start down this route make sure you have a "backup career plan" because the fallout rate is quite high, and even if you do manage to achieve your goal, life events happen that may preclude you carrying on with this lifestyle - so you'll need to fall back to something else. The reason for saying this last little part is especially for those youngsters dreaming of this job... you need to concentrate at school/college and knuckle down to get good grades, and have an idea of the qualifications you need not just for a pilot, but for your "backup" carreer path also!

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