Matt Thurber, editor-in-chief at AIN Media Group, has been flying since 1975 and writing about aviation since 1978 and now has the best job in the world, running editorial operations for Aviation International News, Business Jet Traveler, and FutureFlight.aero. In addition to working as an A&amp;P mechanic on everything from Piper Cubs to turboprops, Matt taught flying at his father’s flight school in Plymouth, Mass., in the early 1980s, flew for an aircraft owner/pilot, and for two summer seasons hunted swordfish near the George’s Banks off the East Coast from a Piper Super Cub. An ATP certificated fixed-wing pilot and CFII and commercial helicopter pilot, Matt is type-rated in the Citation 500 and Gulfstream V/550. Based in the Pacific Northwest, Matt and his team cover the entire aviation scene including business aircraft, helicopters, avionics, safety, manufacturing, charter, fractionals, technology, air transport, advanced air mobility, defense, and other subjects of interest to AIN, BJT, and FutureFlight readers.

Editor-in-Chief

Matt Thurber

At the NBAA Maintenance Conference this week in Portland, Oregon, Christopher Broyhill, a business aviation compensation expert and founder of The AirComp Calculator, highlighted a key difference between pilot and aviation maintenance technician (AMT) pay rates. While business aviation pilot pay has climbed dramatically in the past decade, AMT rates have also grown—but at a much slower pace.
“I can count on one hand” where AMTs are paid properly, said Broyhill, based on data from the more than 300 studies he has conducted. “By and large, they are being underpaid.”
Business aviation does have an advantage on the maintenance side, he explained, because mechanics tend not to be as attracted to airline careers as pilots. AMTs, like the variety offered by business aviation, have the opportunity to be more independent, and potentially more loyal. “They're good for business aviation because they’re not being hired [away] by airlines.”
However, the pay gap remains a sore spot. “[AMTs] should be able to earn per hour what a Porsche mechanic makes. It’s not a good message if a Porsche mechanic is paid $125 an hour,” Broyhill said, compared to AMTs earning far less. “It should be the same. Maintenance people are no less vital [in business aviation].”
Broyhill pointed to AirComp data from 2015 through 2023 that shows that director of maintenance salaries climbed by just 37% while the compensation of chief pilots rose by a whopping 53%. Captain pay has climbed 58% in that period compared to technical pay, which is up only 23%. “[AMT] increases have been moderate,” he said. “We can afford this as an industry."
Technicians need to be more forthright about asking their companies for transparency about salary information, he advised. “Get better informed about what your worth is and bargain for it. Fight for yourself. You should be able to do better.”

News and issues about aviation maintenance, repair and overhaul (MRO), covering all segments of the aviation industry; and modifications for aircraft and engines. Subjects include product support of aircraft, engines and avionics, MRO company mergers, acquisitions, announcements and personnel, Airworthiness Directives, Supplemental Type Certificate approvals and other topics.

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News about bills, laws, regulations and other governmental decisions affecting aviation and aerospace. Topics include FAA re-authorizations, taxes on fuel and aviation activities, environmental legislation, ICAO decisions, governmental mediation of labor conflicts and World Trade Organization disputes and decisions.

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