I began in '58, age 17. While in University that had several aviation related courses, (engineering, aerospace science, etc,) I did flight training along with class work. With commercial, instrument, multi eng. and instructor ratings completed before graduation, I had the opportunity to instruct in their training program and another flight school at a different airport. First airplane flown, Taylorcraft, I think a 65 hp engine and wood prop, on a grass runway.
I knew the Selective Service Board would be sending me a congratulatory letter soon, fortunately I was able to enlist in an Army Nat'l Guard unit. The intent was to attend flight school, which did happen. Following training I rejoined my unit and settled into the routine, eventually becoming dual rated in fixed and rotary wing aircraft. Soon it was known that there was a rather serious pilot shortage in the commercial airline industry. I sent in resumes, several sent applications and soon enough I had three to choose from.
First assignment, flight engineer on 727, then 707. Shortly I could advance to First Officer on the 727, next the DC-10, then the 747. Now to the back of the Captain line, seated again in the 727. Proceeding through the seniority system, I went from the three holer to the 757, DC-10, 747-200, then retired on the 747-400 after 33 years and sum total of 26K hours, including 23 years reserve military.
Where this all leads to is, flying will never be safe as long as you have to drive to the airport. I literally was exposed to MUCH more danger while driving, than in all of my career. Commercial flight is so professional, a mature industry and they eliminate all of the risk they can, then aggressively manage the risks they simply must live with, such as weather, aircraft mechanical issues and pilot personality traits. Some pilots fly as if they are fighting in combat, they are rough on equipment and fellow crew members, most unpleasant folks. Some pilots have yet to learn, that airplanes are indeed considered re-usable.
Once we began "Crew Environment Training," where we enforced standard crew actions in all of the situations encountered, during all phases of flights, things got considerably better. Gone were the days of macho egotists ruling the flight deck with an iron fist, the crew worked together in a co-operative spirit. The environment became as it should be, " a crew is a group of pilots working together."
Then with the advent of advanced engines, avionics, satellite navigation, flight director systems and all around better airplanes, the work load became easier, instrument approaches became just a cinch. As it has always been and I'm sure will always be, complacency, lack of attention and substandard judgement skills will exist and must always be guarded against, but overall I found the job to be fascinating, satisfying, rewarding and just plain fun.
My standard was to make sure that I knew for certain that the weather at departure point, en route and at destination was at the very least above minimal requirements, the aircraft was in full compliance with dispatch, alternate needs met, etc. To allow unacceptable risk into your decision making process, is to accept the chance of becoming part of a smoking hole in the ground. Never thought of that as anything inviting.
I would advise anyone starting a flying career, if you mainly want excitement, take up robbing banks. The days of macho swagger, fearless self image and bravado are hopefully gone for good.
I recall a poster displayed at an Army Flight School break room, "maintain thy airspeed, lest the Earth shall rise up and smite thee." Picture was of an old Curtis Jenny, perched in a tree. It didn't get there on it's own.
Patrick