It is no secret that pilot salaries have risen sharply in recent years. As the pilot shortage deepened through the late 2010s, demand for qualified aviators surged, and with it, compensation. Even with financial incentives improving, the motivation for many pilots still comes from a genuine love of flying rather than the promise of higher earnings.

When most people picture an experienced pilot, they think of the captain at the front of a commercial airliner. However, experience extends far beyond airline cockpits. A pilot can log thousands of hours behind the yoke and still be unable to earn a cent from flying. In the United States, earning money as a pilot requires a Commercial Pilot License (CPL), which involves a minimum of 250 flight hours, among other criteria. This certificate opens the door to a wide range of opportunities, such as working as a flight instructor, conducting aerial surveys, and taking the next step toward earning an Airline Transport Pilot License (ATPL).

Commercial Pilots

As mentioned, there is more to earning money as a pilot than flying for an airline. The most common way to build hours while still earning an income is through flight instructing. Certified Flight Instructors (CFIs) typically earn between $25 and $30 per hour. However, CFIs are only paid while actively instructing, either during flight lessons or ground instruction sessions. As such, monthly pay can fluctuate, especially during periods of poor weather. Compensation also depends on the type of flight program. Larger institutional flight schools are often known for lower pay, while instructors working for flight clubs can earn significantly higher hourly rates. Many major and smaller independent flight schools also do not offer employee benefits such as healthcare or retirement plans.

Many aspiring pilots look toward alternative routes if they are not interested in flight instruction. The most common options include banner towing, aerial surveying, skydiving operations, and pipeline inspection. These jobs offer hourly pay rates similar to those of a CFI, but some carry greater risks, particularly due to the low-altitude flying required for banner towing and pipeline work.

For more experienced commercial pilots who have not yet earned their Airline Transport Pilot License (ATPL), opportunities exist to gain more valuable flight experience. Pilots with as few as 500 total hours, though more commonly around 1,000, can qualify to fly more complex twin-engine or turboprop aircraft (with additional requirements such as minimum pilot-in-command, night, and cross-country hours). Some may find positions in private charter operations flying aircraft such as the Pilatus PC-12, Daher TBM, or FedEx Feeder routes using Cessna Caravan and SkyCouriers.

As airline hiring has slowed in early 2025, these positions have become increasingly competitive, often requiring far more hours than the listed minimums. Pay varies widely by company. In many cases, first-year first officers in this segment earn rates comparable to CFIs, while senior pilots and captains command higher pay. In the current market state in 2025, employers hold the advantage, knowing that pilots are eager to log time in aircraft that airlines value highly on a resume or logbook.

Mainline Airline Pilots

Shifting focus to commercial airline pay in the United States, referring to the major air carriers and excluding their regional network. Pilot pay at this level is often widely discussed, so instead of rehashing what has already been covered, this guide looks at where those salary figures truly originate.

Compensation is based primarily on years of service with the airline, typically ranging from one to 12 years, with pay scales capping at year twelve. Let’s take a closer look at United Airlines pilot pay as an example, focusing on first officers and captains at years one and twelve.

The pay shown is hourly. As expected, rates increase both with years of service and with the size of the aircraft flown. Interestingly, while pilots are qualified to fly both the Boeing 737-800/MAX 8 and 737-900/MAX 9 under the same type rating, there is still a pay difference between these variants. The gap becomes even wider between the Boeing 767-300 and 767-400 variants. Pilots typically log around 900 flight hours per year, but a common rule of thumb in the industry is to take a pilot’s hourly rate and add three zeros to estimate annual income. For example, a first-year FO might earn around $129,000 annually, while a senior widebody captain can approach $500,000.

Deeper Dive: Mainline Compensation

The rule of thumb mentioned above only represents an estimate that aims to include hourly pay, per diem, and other factors. The real opportunity for higher earnings comes from premium pay. When airlines face scheduling gaps or staffing shortages, they often offer premium pay rates for pilots who pick up additional trips, usually 150 percent, 200 percent, or even higher. This can be highly lucrative, as pilots are essentially performing their normal duties for significantly higher pay. Bidding for these premium trips is based on seniority, meaning higher-ranking pilots typically have first choice and junior pilots face a harder time scoring these trips.

Seniority itself is one of the biggest factors influencing pilot earnings. Senior pilots have more control over their schedules and can strategically bid for trips to maximize income. This is why you may hear of pilots earning close to one million dollars a year. They are the select few who master and execute on how to optimize their schedules, time on reserve, and premium pay opportunities. This level of income often comes at the cost of quality of life, since premium trips may appear on short notice and require frequent flying.

It is also important to note that a higher hourly rate does not necessarily translate to a higher paycheck. In some cases, a very senior first officer can out-earn a junior captain. This occurs when the senior first officer secures trips that maximize pay and takes advantage of scheduling opportunities that junior captains simply can not. Another perk of major airline contracts is the retirement benefits. At United in 2025, pilots receive a 17% direct employer contribution into retirement accounts, increasing to 18% in 2026. Once the IRS contribution limit is reached, that excess is paid directly as cash, which can amount to a substantial addition to a pilot’s take-home pay.

Regional Airline Pilots

Regional airline pilot pay in the United States has risen dramatically over the past decade. The main factor driving this increase was the ongoing pilot shortage that began developing in the years before 2020 and continued through the pandemic. Regional airline pilots historically earned significantly less than those at mainline carriers, and in some cases even had to pay to gain experience in the cockpit. In the 1990s, for example, Gulfstream International Airways (now defunct Silver Airways) charged pilots for the opportunity to fly their aircraft, viewing the experience itself as valuable compensation.

The average hourly rate in 2017 among the carriers listed above was $38.95, which adjusts to approximately $50.92 in 2025 dollars. In comparison, the 2025 average for the same regional airlines is $95.20, an exceptionally large increase, even after accounting for inflation. As with mainline operations, pay scales at regional airlines rise with years of service. Greater seniority not only brings higher pay but also provides pilots with a better quality of life and more flexibility in choosing the lifestyle that aligns with their personal priorities.

How do regional airlines fit into the progression of an American pilot? For some, regional flying becomes a long-term career. These are often pilots who enter the profession later in life and are content with their pay, schedule, and seniority. Some simply prefer the type of flying regional operations offer. For example, one older SkyWest Airlines captain mentioned he is specifically trained for operations into Aspen, Colorado, and flies that route exclusively, noting that he would never want to give it up. For most younger pilots, however, regional airlines serve as a stepping stone to mainline carriers. They build their resumes by progressing from first officer (second-in-command, SIC) to captain (pilot-in-command, PIC), which is the type of turbine aircraft experience major airlines like United look for when hiring.

Beyond the Airlines: The Many Opportunities In Flying

There are many other ways experienced pilots can earn a living, including flying private jets for companies such as NetJets or other private operators, working in mainline cargo for carriers like FedEx or UPS, and pursuing smaller or specialized aviation opportunities. Private jet pilots often work on an on-demand schedule, remaining on call and dealing with less predictable hours. Cargo pilots, on the other hand, are typically away for longer stretches and fly overnight routes, but they often enjoy extended time at home between trips. Beyond these roles, there are countless exciting missions and experiences, some paid and others done simply for the love of flying, which is often the reason many pilots choose this profession in the first place.

The outlook for professional pilots remains strong, with continued demand across the industry. Retirement waves among baby boomer pilots and ongoing fleet expansions have kept hiring active even as the post-pandemic surge levels off. While hiring has slowed in 2025, the long-term need for qualified aviators remains clear, particularly as airlines seek to maintain stable operations and avoid the shortages that defined the early 2020s.

As pilot salaries continue to rise and make headlines, aviation remains a profession driven by enthusiasm and passion. Entering the field solely for the high pay is rarely the right motivation. Those who thrive in aviation usually do so because of a lifelong fascination with flight, viewing the financial rewards as an added bonus rather than the main goal.