Flying the Future – Inside the World of an RAF Test Pilot

Most people imagine fighter pilots as larger‑than‑life personalities: fearless, ultra‑confident, and naturally gifted. Max laughs gently at that stereotype. ‘I was geeky, shy, and definitely not sporty,’ he says. ‘I never thought I could be a pilot.’ 

Today, as a Royal Air Force test pilot flying both the Typhoon and Hawk T2, he is responsible for trialling the cutting‑edge systems that will define the next generation of UK air capability. His job blends high‑intensity flying with deep engineering analysis – and it all began because someone encouraged him simply to try.

The road to the cockpit

Max’s journey wasn’t defined by certainty or confidence. In fact, he nearly didn’t apply at all. It was only after trying light aircraft flying with his mum – and being urged to visit the Armed Forces Careers Office – that he discovered he could be sponsored through university. He went on to study aerospace engineering and space systems engineering. 

From there, the training pipeline was intense:

• Initial Officer Training
• Flying training
• Basic and advanced fast‑jet training 
• Four years on the Typhoon front line
• Ayear at the Empire Test Pilots’ School, flying around 25 different aircraft and learning to analyse their engineering performance in detail

‘Test pilot training is challenging,’ Max explains. ‘You have to fly almost anything – from small aerobatic aircraft to large airliners – and then explain what’s working or not working in engineering terms.’

What a Test Pilot actually does

Max describes two types of days: flying days and non‑flying days.

Flying days: high focus, high reward

His day starts around 7:15am with a weather brief and a planning session with engineers and analysts. If they’re testing new software or weapons systems, the planning can take three hours as they define objectives, safety measures and test parameters.

‘You don’t just jump in and fly,’ Max says. ‘The preparation is what keeps you safe.’

After the walk‑out and start‑up sequence – supported by around 100 engineers on the squadron – Max is airborne. Depending on the task, he may:

• Test new systems or radar modes
• Evaluate handling qualities under different conditions
• Conduct training sorties to keep his skills sharp
• Complete missions lasting up to four hours with air‑to‑air refuelling

After landing, the real work begins: the debrief. Every moment of the flight is reviewed with video, data and input from analysts. ‘You get used to being critiqued, because that’s how we improve,’ Max says. ‘Even the most experienced pilots are assessed on every flight.’

Non‑flying days: where engineering meets experience

When he’s not flying, Max works with defence companies like BAE Systems, MBDA and university research teams. His role is to explain what pilots need from new technologies – bridging the gap between engineers designing systems and the realities of flying fast jets.

‘It’s the best of both worlds,’ he says. ‘I get to fly, but I also get to be part of shaping how future aircraft work.’

The pressure – and the joy – of the job

Flying a fighter jet is high‑stakes. Mistakes can have serious consequences. Max doesn’t shy away from that.

‘Yes, it’s potentially dangerous. But we spend so much time planning and training that you go into every sortie as prepared as possible. That’s what keeps the job safe.’ 

What helps is the RAF’s culture of openness. Pilots are constantly learning, constantly being critiqued, and constantly striving to improve. For some people, Max admits, that would be overwhelming. For him, it’s invigorating.

‘It’s like a video game where you’re always trying to do better – except the stakes are real. That’s what makes it rewarding.’

Teamwork you won’t find anywhere else

People often think of fighter pilots as lone operators, but Max is clear: it’s the team that makes the job extraordinary.

For every pilot in the air, there are engineers, intelligence teams, operations staff, analysts and contractors supporting the mission. On his test squadron alone, there are roughly 8–10 pilots and around 100 engineers, plus hundreds more in support.

And when deployed abroad, the bond becomes even stronger.
‘You trust your wingmen with your life,’ Max says. ‘That brings you incredibly close. It’s unlike anything you’ll find in a normal job.’

He talks about awe‑inspiring moments shared with another pilot: flying supersonic at 55,000 feet, watching the stars with no light pollution; or seeing landscapes across the world from a perspective few people ever experience.

The hardest parts

Max is honest about the challenges:

1. The personal cost of service

Deployments abroad and sudden operational requirements mean missing weddings, events and family moments. ‘Adventure comes with decreased stability,’ he explains. 

2. Combining multiple disciplines

As a test pilot, he’s balancing being a frontline fighter pilot and an engineer – ‘multiple jobs at once,’ as he puts it. It’s exciting, but demanding.

What it really takes

Young people often believe they aren’t ‘good enough’ – too quiet, too shy, not talented enough. Max challenges that completely.

‘The job isn’t about being naturally gifted. It’s about work ethic, dedication, staying calm and being open to learning. Everything else can be taught.’ 

He emphasises resilience: being able to take feedback, sometimes daily, and use it to get better. The training pipeline is expensive and fast‑paced, meaning pilots have limited chances to learn each skill – so you have to enjoy improvement.

Advice to young people

Max’s message is simple and powerful:

‘Apply for any job you want. Even if you think you won’t get it – try. Most people underestimate themselves.’

He almost didn’t apply to the RAF because he assumed he wasn’t the ‘type’ of person who belonged there. Today, he flies some of the most advanced aircraft in the world.

‘You don’t know what you’re capable of until you try,’ he says. And for young people, that one step – that willingness to apply – can change everything.rs – and then explain what’s working or not working in engineering terms.’