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First officer (aviation)
First officer (aviation)
First officer (aviation)
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A first officer at the controls of a de Havilland Canada Dash 8 passenger aircraft

In aviation, the first officer (FO), also called co-pilot, is a pilot who serves as the second-in-command of an aircraft, alongside the captain, who is the legal commander. In the event of incapacitation of the captain, the first officer will assume command of the aircraft.[1]

Requirement

[edit]

Historically, large aircraft had several personnel on the flight deck, such as a navigator, a flight engineer, and a dedicated radio operator. Improvements in automation and reliability have reduced this to two.

Many aircraft require a minimum of two flight crew. The minimum crew requirement will be stated in the aircraft manuals by the manufacturer. In the European Union, all turbo-propeller aeroplanes with a maximum approved passenger seating configuration of more than nine and all turbo-jet aeroplanes require two pilots.[2]

Role

[edit]

Control of the aircraft is normally shared equally between the first officer and the captain, with one pilot normally designated the "pilot flying" and the other the "pilot not flying", or "pilot monitoring", for each flight. Even when the first officer is the flying pilot, however, the captain remains ultimately responsible for the aircraft, its passengers, and the crew. In typical day-to-day operations, the essential job tasks remain fairly equal. Often the first officer will log time as pilot in command under supervision (PICUS), for the purpose of working towards an airline transport pilot licence.

Traditionally, the first officer sits on the right-hand side of a fixed-wing aircraft ("right seat") and the left-hand side of a helicopter (the reason for this difference is related to, in many cases, the pilot flying being unable to release the right hand from the cyclic control to operate the instruments, thus they sit on the right side and do that with the left hand).[3]

On a long haul flight, there may be multiple captains and first officers on board, to act as relief crew. While the captain rests, the senior of first officers sits in the left-hand seat, as for example on Air France Flight 447.

Some airlines have the rank of "junior first officer", for pilots who are not yet fully qualified.[4] Modern airliners require two pilots. When a junior first officer is undergoing training, a safety pilot will sit in the jump seat to monitor the junior first officer and the captain.[5][6] A junior first officer is sometimes known as a second officer. After a certain number of flight hours and experience, a first officer can be promoted to senior first officer.[7] A senior first officer will typically have at least 1,500 hours flight experience.[8]

A first officer may be older or have more experience than a captain. A captain may choose to return to a first officer role to take a job at a different airline. Some pilots prefer to remain a senior first officer than pursue an upgrade to captain, due to the benefits of seniority.[9]

See also

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References

[edit]

Bibliography

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

First officer (aviation)

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from Grokipedia
In , the first officer, also known as the co-pilot or , is a qualified pilot who shares flight duties with the captain in the of multi-crew aircraft, assisting in , communication, aircraft operation, and decision-making while maintaining vigilance to ensure safety. The role emphasizes (CRM), where the first officer monitors the captain's actions, challenges unsafe decisions, advocates for optimal courses of action, and manages workload to prevent errors during all phases of flight. In the event of the captain's incapacitation, the first officer assumes full command and operational authority as per federal regulations. The first officer's responsibilities vary by flight phase but generally include serving as the pilot flying (PF) or pilot monitoring (PM), cross-checking instruments, communicating with , and executing standard operating procedures (SOPs) to support efficient and secure operations. They also participate in pre-flight planning, emergency procedures, and post-flight debriefs, fostering a collaborative environment that has evolved from traditional hierarchical structures to emphasize following incidents like those analyzed by the (NTSB). To qualify, first officers in U.S. air carrier operations under Title 14 CFR Part 121 must hold an Airline Transport Pilot (ATP) certificate or a restricted ATP (R-ATP) with reduced aeronautical experience requirements, including 1,500 hours of for an unrestricted ATP or 750–1,250 hours for an R-ATP depending on educational or military qualifications, and undergo rigorous initial, recurrent, and line-oriented . Internationally, standards set by the (ICAO) align closely, requiring co-pilots to meet competency-based training and assessment for multi-crew cooperation.

Overview and History

Definition and Position in Crew Hierarchy

The first officer (FO), also known as the co-pilot, is defined as the (SIC) pilot in the of a commercial or multi- , responsible for assisting the in all phases of flight while possessing the qualifications to take full control of the if required. This ensures operational and in multi-pilot environments, where the FO monitors systems, performs assigned tasks, and supports decision-making. In the crew hierarchy, the first reports directly to the , who holds ultimate command authority, forming the core of the flight as outlined in regulations from the (FAA) and the (EASA). The FO shares operational responsibilities but operates in a subordinate capacity during command decisions, such as emergencies, where the 's directives prevail unless overridden by regulatory protocols. This structure promotes a clear chain of command while fostering collaborative input within the team. Key terminology surrounding the role includes the SIC designation per (ICAO) Annex 1 standards, which mandates that the be fully competent to act as pilot-in-command under normal circumstances. Integral to this is (CRM), a multi-crew cooperation framework emphasizing effective communication, workload distribution, and error mitigation among crew members to enhance overall flight safety. In the modern context of , the first officer typically operates in two-pilot crews on airliners, handling primary responsibilities for instrument monitoring, navigation, and communication with , while the captain oversees strategic command and final authority. The term "first officer" emerged in early 20th-century to denote the assistant pilot role as complexity increased beyond solo operations.

Historical Evolution

The role of the first officer, also known as the co-pilot or , originated in the early amid the growth of and nascent . During , multi-seat aircraft often featured a pilot and an observer, with the latter assisting in navigation and gunnery, laying the groundwork for shared cockpit responsibilities. In the , as commercial airlines emerged using surplus planes, co-pilots began supporting captains on and routes, handling tasks like navigation under hazardous conditions. By the 1930s, airlines such as formalized the co-pilot's duties on long-haul flights with aircraft like the HP-42, where they assisted in operations, including pre-takeoff preparations, on routes from to . The Air Line Pilots Association (ALPA), formed in 1931, advocated for co-pilots' rights, leading to pay tied to aircraft type via the 1934 Decision 83 and broader protections under the 1938 Civil Aeronautics Act. Post-World War II, the formation of the (ICAO) in 1944 under the Chicago Convention standardized global flight crew licensing and roles, including requirements for qualifications in 1. This era saw expanded use of multi-engine aircraft like the DC-4, increasing the first officer's responsibilities in navigation and safety amid rising passenger traffic. In the of the and 1960s, airlines like transitioned to advanced jets such as the Boeing 707 in 1958, initially with three-crew cockpits but evolving toward two-pilot operations as automation reduced the need for flight engineers. By the late 1960s, U.S. carriers increasingly adopted two-pilot cockpits for efficiency, formalizing the first officer as a fully qualified pilot sharing command duties. Key milestones in the and further elevated the first officer's collaborative role. The U.S. of 1978 spurred new airlines and competition, boosting demand for first officers and expanding their opportunities in a growing industry. The 1977 Tenerife disaster, aviation's deadliest accident with 583 fatalities, exposed hierarchical communication failures where the first officer hesitated to challenge the , prompting the introduction of () training in the late 1970s and 1980s. emphasized assertive input from first officers, transforming them from subordinates to equal partners in , with pioneering mandatory programs in 1981. In the and , the era with cockpits in aircraft like the MD-88 shifted the first officer's focus toward monitoring and programming flight management systems, reducing manual flying but increasing mental workload during high-demand phases. studies found first officers reported higher frustration and physical demands in automated cockpits compared to traditional ones, though overall performance remained comparable, underscoring the need for balanced training to maintain vigilance. Post-2010, the 2015 crash, involving a first officer with untreated depression, intensified focus on , leading to enhanced screening in annual medical reviews and policies addressing stressors like for all pilots. This incident prompted global authorities to strengthen detection of mood disorders and risks, with depression prevalence among pilots estimated at 1.9%–12.6%.

Qualifications and Training

Educational and Experience Prerequisites

To qualify as a first officer in aviation, candidates must meet minimum educational standards set by regulatory authorities, typically a or equivalent, though a in , engineering, or a related field is strongly preferred by most . The U.S. notes that pilots generally require a , with industry data indicating that approximately 59% of pilots, copilots, and flight engineers hold such a degree. This higher education often provides foundational knowledge in , , and management, facilitating progression through training programs. Flight experience is a core prerequisite, with the U.S. (FAA) mandating an Airline Transport Pilot (ATP) certificate for airline operations, requiring at least 1,500 total flight hours, including 250 hours as pilot-in-command (PIC) and 100 hours of night flight. Restricted ATP pathways reduce this threshold for eligible candidates, such as 1,000 hours for those with an aviation-related or 1,250 hours with an associate's degree, enabling earlier entry as a first officer. and ab initio programs offered by regional airlines often allow hires with 500 to 1,000 total hours, building toward full certification through supervised flying. Prior professional experience commonly includes serving as a certified (CFI) to accumulate hours post-commercial or as a second officer on multi-crew , providing practical exposure to complex operations. Military pilots frequently transition directly, with their service flight time credited toward ATP requirements, such as a reduced 750 hours under restricted ATP eligibility for qualified veterans. Regionally, the (EASA) requires completion of ATPL theoretical knowledge examinations after roughly 200 flight hours during commercial pilot training, with modular training paths permitting first officer upgrades after accumulating over 200 hours in stages like private and instrument ratings. Non-U.S. airlines may emphasize integrated programs that combine education and hours from the outset, contrasting with the FAA's hour-focused build-up.

Licensing, Certification, and Ongoing Training

First officers in must obtain core to operate commercial aircraft, with requirements varying by regulatory authority. In the United States, the (FAA) mandates an (ATP) certificate with multi-engine land and instrument ratings for first officers serving as in airline operations. Under the (EASA), first officers require an (ATPL) for multi-pilot operations, including a specific to the aircraft, such as the Boeing 737. The licensing process involves structured ground and flight training culminating in examinations and practical assessments. Candidates complete ground school instruction followed by written exams; for instance, the FAA ATP knowledge test assesses topics including , , air carrier operations, , regulations, and human factors. Successful completion leads to a practical , or checkride, evaluating proficiency in handling, procedures, and instrument operations. Additionally, obtaining a for a specific model typically requires 40 to 60 hours of simulator-based to demonstrate competency in systems, procedures, and multi-crew coordination, as outlined in approved training programs under both FAA and EASA regulations. Medical fitness is a prerequisite for certification, ensuring pilots can perform duties without impairment. The FAA requires a Class 1 medical certificate, which includes evaluations of vision (correctable to 20/20), hearing (conversational speech at 6 feet), cardiovascular health via electrocardiogram (annually after age 40), and psychological screening for conditions like depression or substance use. This certificate must be renewed every 12 calendar months for pilots under 40 and every 6 months for those 40 and older when exercising ATP privileges. EASA imposes similar Class 1 medical standards, with renewals aligned to age and role, emphasizing ongoing health monitoring. Ongoing training ensures first officers maintain skills and adapt to evolving safety standards. FAA regulations require annual recurrent for airline pilots, including 8 to 16 hours of simulator sessions covering normal, abnormal, and emergency scenarios, conducted every 12 calendar months. This training incorporates (CRM) to enhance communication and decision-making in multi-crew environments, as well as (TEM) courses focused on identifying and mitigating operational risks. Post-2020, the (ICAO) has emphasized Fatigue Risk Management Systems (FRMS) in recurrent programs, promoting data-driven strategies to monitor and mitigate fatigue through duty time limits, rest requirements, and biomathematical modeling.

Role and Responsibilities

Primary Duties in Flight Operations

In the pre-flight phase, the first officer (FO) assists with essential preparations to ensure the is configured for safe departure, including conducting the exterior preflight inspection, obtaining and verifying the ATC clearance, and checking the fuel load against the dispatch release and . The FO often handles performance data entry into the (FMS), such as takeoff parameters, while participating in briefings to align on flight conduct and contingencies. Additionally, the FO supports and balance calculations by verifying loading data from , contributing to overall pre-departure compliance with standard operating procedures (SOPs). During takeoff and initial climb, the FO typically serves as the pilot monitoring (PM), verifying critical configurations like flaps and trim settings, responding to checklists, and calling out any deviations to maintain aircraft control and energy state. On alternate takeoffs, the FO may act as the pilot flying (PF), manipulating the controls under the captain's oversight while the captain monitors systems and communicates with (ATC). Throughout the climb, the FO monitors engines, flight path, and autoflight modes, ensuring adherence to the planned profile and making callouts such as "positive rate" to confirm safe ascent. In the cruise phase, the FO focuses on by cross-checking FMS inputs and route progress, while monitoring fuel consumption and systems status to detect any anomalies early. As PM, the FO handles routine radio communications with ATC, allowing the captain to oversee broader operations, and performs periodic scans of autoflight performance to maintain optimal efficiency. As the flight transitions to descent, approach, and landing, the FO often assumes the PM role, calling out approach checklists, verifying speeds and configurations like extension, and monitoring the flight path for deviations from the stabilized approach criteria. The FO coordinates ATC communications during these phases and assists with flap and gear settings, ensuring a smooth transition to touchdown while enforcing callouts for key parameters such as altitude and sink rate. In the event of the captain's incapacitation, the FO immediately assumes command, verbalizing a (e.g., "I have control") after two unanswered challenges, and executes procedures to safely conclude the flight. Key protocols governing these duties include the mandatory use of challenge-response checklists, where the FO verifies and responds to items during all phases to prevent errors, as outlined in FAA 120-71B. The sterile cockpit rule, per FAR 121.542, requires the FO to limit activities to those essential for safe operations during critical phases—such as takeoff, , and below 10,000 feet mean —to minimize distractions and enhance focus on flight tasks.

Ground and Non-Flight Responsibilities

In operations under (FAA) guidelines, first officers undertake a variety of ground and non-flight responsibilities essential to ensuring operational safety and efficiency, often sharing or leading tasks in coordination with the captain and other crew members. These duties encompass pre-flight preparations, post-flight documentation, administrative oversight, and contributions to broader airline safety and compliance efforts. First officers must verify aircraft readiness and comply with regulatory requirements prior to departure, focusing on inspections, loading, and paperwork to mitigate risks before takeoff. Pre-flight ground duties typically begin with an exterior walkaround , where the first officer examines the , engines, control surfaces, tires, and other external components for any signs of damage, leaks, or irregularities. This is a critical step to confirm the aircraft's airworthiness, as outlined in standard operating procedures for crew. Additionally, first officers coordinate loading activities, including verifying quantities against the dispatch release—such as reviewing fuel slips for discrepancies and checking the electronic centralized aircraft monitor (ECAM) fuel page for total load and distribution—to ensure compliance with weight and balance (W&B) calculations and requirements. plays a key role, involving the filing of flight plans, review of Notices to Air Missions (NOTAMs) for route hazards, and obtaining (ATC) clearances in collaboration with the captain, while recording current Automatic Terminal Information Service (ATIS) data. First officers also brief the lead on operational details, fostering inter-crew coordination. These tasks align with FAA (AC) 120-71A, which emphasizes the first officer's role in pre-flight verification to prevent errors in aircraft configuration or loading. Post-flight tasks for first officers include thorough debriefings with the and cabin crew to review the flight's performance, identify any anomalies, and discuss for future operations. They are responsible for accurate entries, documenting flight hours, system malfunctions, and operational notes in compliance with FAA recordkeeping standards under 14 CFR Part 61. Maintenance reporting is a primary duty, where first officers log any observed issues—such as mechanical discrepancies noted during the flight or walkaround—via technical logs or maintenance release procedures, notifying ground maintenance personnel promptly to address write-ups using the Minimum Equipment List (MEL) or Configuration Deviation List (CDL) if applicable. Coordination with cabin crew extends here, as first officers may facilitate joint reviews of passenger-related incidents or service feedback to inform quality assurance. These responsibilities ensure continuity and regulatory adherence, as detailed in FAA standard operating procedures that require first officers to contribute to post-operation evaluations. Administrative roles for first officers involve managing shift scheduling, route familiarization, and strict adherence to regulations to maintain fitness. They participate in rostering processes, ensuring assignments align with operational needs while tracking personal periods to avoid . Route familiarization includes studying layouts, patterns, and procedural updates for upcoming assignments, often through briefings or self-study. Compliance with FAA Part 117 is paramount, limiting for unaugmented crews to a maximum of 9 hours if the acclimated time of report is between 0500 and 1959 or 8 hours otherwise (0000-0459 or 2000-2359), with flight duty periods up to 14 hours depending on start time and requiring at least 10 consecutive hours of prior to ; first officers monitor their own compliance and report violations to ensure airline-wide adherence. These administrative support efficient , as reinforced by FAA guidance on flight and duty limitations. Beyond core operations, first officers contribute to non-operational activities that enhance overall safety and efficiency. They participate in safety audits, providing input on procedural compliance and risk assessments during airline internal reviews or FAA oversight evaluations. Simulator debriefs, while tied to recurrent training, involve first officers analyzing session outcomes to refine crew techniques, often sharing feedback in group discussions. Emerging roles include assisting in data analysis for flight operations software, such as reviewing flight data recorder outputs to identify trends in system performance or fuel efficiency, supporting airline initiatives for predictive maintenance. Additionally, first officers may engage in union activities, representing peers in negotiations on working conditions and safety policies through organizations like the Air Line Pilots Association (ALPA). These contributions underscore the first officer's integral role in proactive safety management, as evidenced by FAA recommendations for pilot involvement in quality assurance and performance feedback mechanisms.

Distinctions and Variations

Comparison to Captain

In , the , designated as the pilot-in-command (PIC), holds ultimate and responsibility for the operation and safety of the aircraft, as established by international standards such as ICAO Annex 6, Part I, which mandates that the PIC exercise authority over flight decisions in the interest of safety. Similarly, under U.S. (14 CFR § 91.3), the PIC is directly responsible for the aircraft's operation and serves as the final authority, requiring the first officer (FO) to defer in cases of conflict, particularly during emergencies where the captain's judgment prevails. While the FO possesses operational authority to perform assigned duties, such as monitoring instruments or communicating with , this is subordinate to the captain's oversight, fostering a clear to ensure decisive action without ambiguity. The division of workload and decision-making further distinguishes the roles, with the FO primarily handling tactical execution—such as actively flying the during —while the provides strategic oversight, including overall and coordination. This allocation allows the to focus on higher-level monitoring and intervention if needed, often resulting in a lighter operational load for the compared to the FO's more hands-on responsibilities. Progression to typically requires 1,000 to 3,000 hours of experience as an FO, depending on policies and regulatory minimums, ensuring the FO gains sufficient proficiency before assuming command. Compensation reflects these differences in and responsibility, with FOs generally earning 60-80% of a 's pay at comparable seniority levels in major airlines; for example, a year-12 FO might earn around $317 per hour, while a widebody at the same tenure earns approximately $465 per hour. Career progression from FO to in major airlines often takes 3-5 years, accelerated by pilot shortages and -based bidding systems that prioritize experienced FOs for upgrades. Legally, the captain bears primary liability for incidents, as investigations by bodies like the (NTSB) hold the PIC accountable for the flight's , even when the FO is manipulating the controls. The FO's contributions, such as verbal inputs or actions, are captured via cockpit voice recorder data for analysis, but ultimate responsibility rests with the captain, who must ensure compliance with procedures and address any deviations.

Variations by Aircraft Type and Airline

The role of the first officer (FO) varies significantly depending on the aircraft type, reflecting differences in operational demands, crew composition, and flight profiles. In narrow-body aircraft such as the Airbus A320 family, FOs typically handle a greater proportion of automation management, including programming flight management systems and monitoring autopilot functions during shorter, high-frequency domestic routes where efficiency is paramount. In contrast, wide-body aircraft like the Boeing 777 involve augmented crews for ultra-long-haul flights, where FOs participate in relief pilot rotations, alternating monitoring and control duties to mitigate fatigue over 10+ hour sectors, often incorporating oceanic navigation and ETOPS procedures. In general aviation operations, such as those using turboprops like the Pilatus PC-12, FOs emphasize visual flight rules (VFR) navigation, assisting the captain with pilotage, dead reckoning, and landmark-based positioning in non-instrument conditions to ensure safe point-to-point travel. Airline business models further adapt FO responsibilities, particularly in ground and operational efficiency. Low-cost carriers like prioritize rapid aircraft turnarounds, often limited to 25 minutes, requiring FOs to contribute directly to pre-flight preparations, including flight deck safety inspections and coordination with ground handlers to minimize delays and support high-utilization schedules. Legacy carriers such as , however, integrate FOs into structured career progression programs like Propel earlier, providing and alongside technical duties to prepare them for captain upgrades and foster long-term crew development. International and operational contexts introduce additional variations in FO expectations. Asian airlines, exemplified by , impose stringent requirements on FOs, mandating ICAO Proficiency Level 5 or higher for effective radio-telephony communications in diverse international . In cargo operations with carriers like , FOs routinely undertake extended night duties, aligning with peak freight demand windows when air traffic is lighter, while managing similar flight responsibilities but with heightened focus on cargo securement and logistics coordination. In the post-2020 era, FO roles have evolved to incorporate initiatives amid industry recovery from the . FOs now participate in fuel optimization training, such as using digital briefing tools to monitor consumption and support the integration of sustainable aviation fuels (SAF), contributing to decarbonization goals like net-zero emissions by 2050 through efficient and real-time adjustments.

References

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