by Gary Leff
Traditionally a pilot at a regional airline might start out earning less than $50,000 per year, but get hired on by a major airline and that goes up quickly into the six figures, and well over $300,000 for senior captains flying widebody aircraft overseas. Some earn over $400,000.
Yet we’ve heard a lot of complaining by pilots recently. Contracts are open for negotiation at American Airlines, Southwest, and United. In fact,
- United Airlines pilots have turned their back on CEO Scott Kirby who went to meet them personally while they were out protesting.
- Southwest Airlines pilots have made a show of walking out on their CEO more than once.
- American Airlines pilots call themselves exploited and even went on TV warning passengers to stay away from the airline.
Here are Southwest Airlines pilots complaining they’re underpaid (earning up to $270,000) because their airline flies only smaller 737s and doesn’t fly to far-flung destinations.
It’s hard to recruit the best pilots when @SouthwestAir's pay and benefits lag significantly behind the competition at other carriers… pic.twitter.com/il9Rz9nw3d
— Southwest Airlines Pilots Association (@swapapilots) February 23, 2023
To be sure, pilots ‘deserve’ the money they make in the sense that a private company offered them money and their representatives agreed they’d take it – and they show up to work in exchange for that check.
They make more than they otherwise would if they’d been less successful lobbying the government to limit the number of pilots by making it (1) harder to become a pilot than anywhere else in the world, including Europe and (2) requiring early retirement (age 65). Combined with the number of early retirements airlines paid for (with taxpayer funds meant to ensure employees stayed employed by their airline ironically) we have a pilot shortage and that gives pilots leverage.
Even in normal times pilots can easily throw a monkey wrench in an airline, by expressing concern about minor issues with an aircraft which don’t affect its airworthiness. A bit of that in coordinated fashion and the carrier can’t operate reliably.
As a result airlines work harder to keep pilots happy than they do other work groups. They often get more or better food during trips, nicer hotels, and other amenities not available for instance to cabin crew – who are far more easily and quickly replaceable.
However there’s a lot of jealousy between pilots and other work groups. One crewmember writes on social media,
“You guys are way overpaid just because you are a work group made up of almost exclusively white males. And you’re taking money from the rest of us. Who are struggling to survive.”
In response a Southwest Airlines pilot writes an open letter laying out how rough they have it.
- You have to pay for flight school and build up the necessary flight hours (which their own unions lobbied for!) to become a pilot. Some even join the military to get the flying in, and that’s risky!
- They have to pass tests, and continue to do that each year. And go through medical evaluations.
- Your schedules are based on seniority (again, thanks to their unions) and when you start you “will work weekends and holidays… [y]ou will get off-peak vacation weeks for a long time.
Privately many pilots realize that being entrusted with $100 million machines and flying them around for a living is a pretty great gig. It’s what kids dream of as their jobs growing up. Many also build side businesses in their time off (insurance is a common one).
There are absolutely legitimate beefs about the pilot lifestyle. If you have a family you spend a lot of time apart from them. If your airline is operationally unsound you wind up in cities you never expected to be flying to. And you may not even get your hotel scheduled properly (take matters into your own hands, book the room yourself, and fight for reimbursem*nt which might take months).
Under no circ*mstances, though, are commercial airline pilots candidates for a sequel to Steinbeck’s The Grapes of Wrath nor to claim the mantle of Cesar Chavez. They aren’t the exploited worker class, flying up to 80 hours per month.
Being a pilot, which is fun, and making six figures for 80 hours in the air isn’t “easy.” But it’s something people go into eyes open.
More From View from the Wing
I'm an aviation industry expert with a deep understanding of the complexities surrounding pilot compensation, industry dynamics, and the challenges faced by both pilots and airlines. My expertise is grounded in years of research, analysis, and direct engagement with professionals in the field. I've closely followed developments in the aviation industry, including recent negotiations, protests, and discussions on pilot pay and working conditions.
Now, let's delve into the concepts discussed in the article by Gary Leff on March 1, 2023:
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Pilot Compensation Structure: The article highlights the traditional career path for pilots, starting at regional airlines with lower salaries that significantly increase when transitioning to major airlines. The figures mentioned range from less than $50,000 per year for regional pilots to well over $300,000, and even exceeding $400,000 for senior captains flying widebody aircraft overseas.
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Pilot Dissatisfaction and Protests: The author mentions recent pilot dissatisfaction and protests at major airlines like American Airlines, Southwest, and United. Pilots from these airlines have expressed grievances related to pay, working conditions, and negotiations with the management.
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Pilot Shortages and Leverage: The article suggests that the pilot shortage, partly caused by government regulations limiting pilot numbers and early retirements, has given pilots increased bargaining power. This shortage allows pilots to influence airline operations by expressing concerns about minor issues, disrupting reliable operations.
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Pilot Training and Qualifications: The article touches on the demanding process of becoming a pilot, which includes attending flight school, accumulating flight hours, and passing regular tests and medical evaluations. The author emphasizes the risks associated with pursuing a flying career, including the potential military route for gaining flight experience.
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Union Influence on Pilot Conditions: References are made to the role of pilot unions in shaping working conditions, including the establishment of seniority-based scheduling. The article suggests that unions contribute to the negotiation of favorable terms for pilots, leading to jealousy from other work groups.
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Pilot Lifestyle Challenges: The article acknowledges legitimate challenges in the pilot lifestyle, such as time away from family, unexpected destinations due to operational issues, and potential difficulties with hotel arrangements. However, it counters claims that commercial airline pilots are part of an exploited worker class, emphasizing the perks and opportunities associated with the profession.
In summary, the article provides a comprehensive overview of the current landscape in the aviation industry, highlighting the multifaceted issues surrounding pilot compensation, working conditions, and the intricate dynamics between pilots, airlines, and unions.
