For many pilots, whether they are just starting out or long-established in their careers, it begins with a passion for airplanes and a desire to fly. Turning that passion into a profession requires years of training, technical skill, and the ability to operate a complex aircraft in constantly changing conditions. The role carries a high level of responsibility and demands both precision and resilience.
These qualities are recognized across the global aviation industry, but pay and career progression can vary depending on the airline, the type of operation, and the region. In North America, and particularly in the United States, the combination of strong market demand, established pay agreements, and an ongoing need for experienced crews has created some of the most competitive pilot salaries worldwide.
Major US Airline Pilots Take Home Some Of The Highest Salaries In The Industry
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According to the US Bureau of Labor Statistics (BLS), the average salary for airline and commercial pilots in the United States in 2025 is around $160,970 per year, or roughly $77 an hour. This covers a broad group, including passenger airline pilots as well as those flying cargo, charter, and other commercial operations.
Within the airline sector specifically, which includes captains, copilots, and flight engineers at passenger carriers, the pay picture is notably higher. The BLS lists the median annual wage for this group at $226,600 as of 2024, a $10,000 increase from the previous year (a 12% rise in just 12 months). It is worth noting that pay varies considerably depending on the airline, the aircraft, and the position.
For instance, senior captains on long-haul international services in widebody aircraft can earn more than $200,000 annually, while entry-level roles may start at around $35,000–$60,000. Mid-level positions at regional airlines typically range from $55,000 to $100,000. In short, while the typical US pilot salary sits well above the national average for all occupations, actual earnings depend on several key factors.
Multiple Factors Influence How Much A Pilot Earns
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One of the major factors is a pilot’s experience. Just like in any other career, more experienced pilots generally move up the seniority ladder and gain access to higher pay scales, preferred schedules, and more desirable routes. In aviation, experience is measured primarily in flight hours, and these hours directly influence both pay and opportunities.
Airline pilots typically do not receive a fixed annual salary in the traditional sense. Instead, they are paid per flight hour, meaning pay starts when the aircraft is running and stops when it reaches the destination gate. A pilot’s monthly earnings are calculated by multiplying the number of flight hours by their hourly rate. For instance, the first-year pay rate for a first officer is $90 per hour. If that pilot flies 84 hours in a month, he will earn $7,560.
Federal regulations limit airline pilots to a maximum of 1,000 flight hours per year, so total earnings depend heavily on hourly rates and monthly schedules. At most airlines, these rates are set in advance through union contracts, and they typically increase each year a pilot serves in the same role at that carrier. So, senior captains with decades of service earn significantly higher hourly rates than new first officers.
Major & Regional Airlines First Officer Salaries (Current As Of 2024)
Airline
Aircraft
1 Year
5 Years
American Airlines
Boeing 737
$109,000
$206,000
Delta Airlines
Airbus A320
$109,000
$205,000
United Airlines
Boeing 737
$111,000
$209,000
Southwest Airlines
Boeing 737
$75,600
$147,600
JetBlue Airlines
Airbus A320
$84,600
$149,400
Endeavor Air
Bombardier CRJ200
$101,000
$111,000
Envoy Air
Bombardier CRJ700
$93,000
$111,000
Piedmont Airlines
Embraer ERJ 145
$90,000
$111,000
SkyWest Airlines
Bombardier CRJ200
$90,000
$99,000
Aircraft type is another decisive factor. Larger, long-haul aircraft generally command higher pay than smaller, short-haul types. In 2022, for instance, an American Airlines 737 first officer with three years’ experience earned $161 per hour, while a 777 first officer with the same tenure earned $198 per hour, according to Thrust Flight. Since aircraft and schedule choices are awarded based on seniority, pilots with more years at the company have the advantage of bidding for higher-paying widebody assignments.
The type of airline also plays a major role. Regional carriers, where many new commercial pilots begin, usually offer lower pay and fewer benefits compared to major airlines or large cargo operators. Additionally, base location, union agreements, and whether a pilot entered the profession through civilian training or a military pathway can also influence pay.
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In addition to pay, pilots also receive other benefits that can add considerably to their overall income. Per diem allowances are one example, which are paid for every hour a pilot is away from base to cover meals and incidental expenses. Depending on the airline, this can range from about $1.50 to over $3 an hour and can add hundreds of dollars each year. Pilots may also receive extra pay for international flights or working on holidays, as well as premium rates for last-minute schedule changes.
Besides this, airlines typically cover hotel accommodations, transport to and from the airport, and meal allowances during layovers. Many carriers also offer free or heavily discounted flights for pilots and their immediate families, and sometimes to a select number of friends. Beyond these day-to-day benefits, most airlines provide comprehensive benefits packages that include health, dental, and vision insurance, generous paid time off, and 401(k) retirement plans with substantial company contributions.
Regional Airlines Bonus Benefits (As of 2024)
Airline
Benefits
Endeavor Air
$10,000 training completion bonus
Envoy Air
More than $150,000 in their bonus package, which includes:
$15,000 signing bonus for all new pilots
$30,000 bonus for those who upgrade to captains
$10,000 near captain entry
$7,500 type rating bonus
$15,000 bonus for direct entry captains
Horizon Airlines
$12,500 stipend to private pilots under the pilot development program,
Hiring bonus of $5,000 – $17.500,
Up to $50,000 in bonuses for experienced pilots
Mesa Airlines
$20,000 sign-on bonus for all new hires,
An additional $10,000 for all simulator instructor positions
Additionally, bonuses have also become a key feature of pilot compensation in recent years, particularly at regional airlines facing recruitment challenges. According to Thrust Flight, based on 2024 figures, Endeavor air offers a $10,000 training completion bonus. Envoy Air, which is an American Airlines affiliate, also has bonus packages exceeding $150,000 for eligible recruits. This includes a $15,000 signing bonus for all new pilots and a $30,000 bonus for those who upgrade to captains.
The carrier also offers $10,000 for near-captain entry, a $7,500 type rating bonus, and a $15,000 bonus for direct entry captains. Meanwhile, at the larger carriers, profit-sharing programs are common, which sometimes result in payouts worth tens of thousands of dollars in strong financial years. Taken together, these benefits add substantial value to a pilot’s compensation package beyond the hourly rate.
Some Overseas Markets Offer Packages That Rival Or Exceed US Pay
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Indeed, US-based pilots enjoy some of the highest-paying compensation packages in the world, but pay structures and earning potential can look very different in other regions. In Europe, for example, according to Flight Thrust, the average salary for an airline pilot is around $92,000 (approx. €84,000) per year, which is well below the typical US figure.
In China, however, experienced flight crews can earn between $300,000 and $500,000 annually due to strong demand and rapid market growth. This makes China one of the most lucrative markets for airline pilots, especially for senior pilots, as their packages often surpass US compensation.
Elsewhere, in the Middle East, annual pay generally falls in the $100,000–$200,000 range, but packages frequently include tax-free income and housing allowances, which can make total compensation highly competitive despite a lower base. In the broader Asia-Pacific region, the median airline pilot salary is around $100,000, with carriers such as Singapore Airlines and Cathay Pacific offering higher rates to attract experienced crews.
In Australia, median pay sits near $80,000 (AU$120,000), with senior pilots at major carriers like Qantas earning toward the higher end of that range. Overall, US airline pilots generally see higher base pay, while several international markets offer competitive total packages through tax advantages, housing, or rapid progression for in-demand, highly experienced crews.
The Pilot Job Market Is Set For Sustained Growth Through 2033
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Furthermore, the future job market for pilots is looking strong, and demand is expected to remain high over the next decade. Global air travel demand continues to rise, and airlines are steadily expanding their fleets to meet this growth. This expansion will require more flight crews.
Data from the BLS shows that airline and commercial pilot employment is projected to grow by about 5% from 2023 to 2033, adding roughly 18,500 openings each year. Most of these will come from replacing pilots who retire or leave the profession. Even Boeing’s Pilot and Technician Outlook 2025–2044 indicates that long-term demand for newly qualified personnel remains strong, with 660,000 new pilots needed worldwide over the next 20 years to operate the global commercial fleet.
At the same time, the industry is already facing a pilot shortage that is expected to last for years. Boeing’s outlook notes that retirements will remain a major factor in the shortage over the next 10 years. Combined with strong long-term demand, this imbalance is likely to keep salaries on an upward trajectory, particularly for those with experience or specialized qualifications.
The Bottom Line On Pilot Pay & Career Outlook
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For those considering a career in the cockpit, the outlook combines strong hiring demand with solid earning potential. Airlines are expected to keep offering competitive packages and improving benefits to attract and retain flight crews, particularly as competition for experienced pilots intensifies.
In recent years, both major and regional carriers have adjusted contracts multiple times in response to market conditions, and some are offering incentives well beyond base salary to secure talent quickly. Industry analysts note that future pay scales may also reflect broader shifts in airline strategy.
But, on average, US airline pilots remain among the highest paid in the world, with major carriers regularly offering six-figure salaries and additional earnings through per diem, bonuses, and profit-sharing. With long-term projections pointing to hundreds of thousands of new pilots needed globally, the profession is positioned to remain both stable and financially attractive.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
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As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
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Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
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The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
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After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
Both Boeing and Airbus are part of the supply chain integrity coalition, which aims to change how parts are tracked from the production line to the boneyard.
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The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
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The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
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Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
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In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
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In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
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From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
Singapore Airlines
Delta Air Lines
