Pilot Pete
1st Feb 2007, 07:54
1. i understand there is a group excercise on day 1. what does that entail? They assess your performance within a group environment. They are looking at your communication style and teamwork towards a set goal.
2. if you pass day 1 you continue to day 2. Yes that is the process, but Day 2 doesn't necessarily follow at a set timescale after Day 1. It could be a week or so, or a few months later, depends on demand to fill course start dates. As they are only looking at a small number of pilots this year I suspect it would be sooner rather than a long wait though.
3. is the interview a mix of hr and tech stuff? also is the tech stuff on the plane you last flew or any plane in your logbook? No. No tech stuff, HR driven questions that try to find out what makes you tick. Remember Tfly select the INDIVIDUAL and not the TR/ hours. You MUST fit the bill, the TR and hours/ experience are a bonus which they can ask for when they aren't looking for hundreds of pilots.
4. psychologist interview? ink blotches? what does that cover? Again, questions about YOU and your life, things you have achieved, setbacks etc. No ink blots.
5. i understand if you pass day 2 and you are offered the job you need to do a medical? Not true unless they have just introduced it. However, if you don't hold a JAR licence it would seem reasonable that any job offer would be made subject to you being able to get the JAR licence issued, one requirement being a JAR Class 1 Medical. If it is an initial issue of a JAR Licence I believe you would have to go to the UK CAA Medical Centre at the CAA Headquarters at LGW.
They will for the time being not be taking any low-houred, non-typerated pilots on as they cost to much to train it is all supply and demand and there may be some truth in this statement, but the fact remains that over the last few years the 737 expansion has meant they have been recruiting in the hundreds. Now that has stopped they only require a handful of pilots, so they revert to being able to be more choosy. They can ask for type ratings and hours because they will get enough applicants, if they don't they can re-assess the situation and amend the requirements. S/Os training costs might be higher than direct entry type rated S/Os and F/Os, BUT if they come via a scheme like CTC the non-type rated low houred pilot works out SIGNIFICANTLY cheaper as they don't get paid other than allowances AND the training organisation take ALL the risk of failure. There is no pension, National Insurance, LoL cover etc etc. Historically there has always been a number of low houred pilots who fail at some stage during the initial type rating and that costs. The other advantage of type rated however is that they are productive much earlier. Whilst the market is in the employers favour it also makes sense to get experience levels up.
2. if you pass day 1 you continue to day 2. Yes that is the process, but Day 2 doesn't necessarily follow at a set timescale after Day 1. It could be a week or so, or a few months later, depends on demand to fill course start dates. As they are only looking at a small number of pilots this year I suspect it would be sooner rather than a long wait though.
3. is the interview a mix of hr and tech stuff? also is the tech stuff on the plane you last flew or any plane in your logbook? No. No tech stuff, HR driven questions that try to find out what makes you tick. Remember Tfly select the INDIVIDUAL and not the TR/ hours. You MUST fit the bill, the TR and hours/ experience are a bonus which they can ask for when they aren't looking for hundreds of pilots.
4. psychologist interview? ink blotches? what does that cover? Again, questions about YOU and your life, things you have achieved, setbacks etc. No ink blots.
5. i understand if you pass day 2 and you are offered the job you need to do a medical? Not true unless they have just introduced it. However, if you don't hold a JAR licence it would seem reasonable that any job offer would be made subject to you being able to get the JAR licence issued, one requirement being a JAR Class 1 Medical. If it is an initial issue of a JAR Licence I believe you would have to go to the UK CAA Medical Centre at the CAA Headquarters at LGW.
They will for the time being not be taking any low-houred, non-typerated pilots on as they cost to much to train it is all supply and demand and there may be some truth in this statement, but the fact remains that over the last few years the 737 expansion has meant they have been recruiting in the hundreds. Now that has stopped they only require a handful of pilots, so they revert to being able to be more choosy. They can ask for type ratings and hours because they will get enough applicants, if they don't they can re-assess the situation and amend the requirements. S/Os training costs might be higher than direct entry type rated S/Os and F/Os, BUT if they come via a scheme like CTC the non-type rated low houred pilot works out SIGNIFICANTLY cheaper as they don't get paid other than allowances AND the training organisation take ALL the risk of failure. There is no pension, National Insurance, LoL cover etc etc. Historically there has always been a number of low houred pilots who fail at some stage during the initial type rating and that costs. The other advantage of type rated however is that they are productive much earlier. Whilst the market is in the employers favour it also makes sense to get experience levels up.