Felix Saddler
4th Aug 2008, 13:17
A fairly interesting survey i recently stumbled across, seems most are mis-informed/living in fantasy land when thinking they can pay the 60k to go integrated and get straight in with an airline. Or perhaps not..
This report summarises the results of a joint GAPAN / EPST (European Pilot Selection and Training) (http://www.epst.com/) survey of airline expectations and requirements for the employment of low hour commercial pilots. A representative sample of ten UK airlines ranging from large scheduled carriers, regional operators to charter airlines was asked to complete a seven question survey. Seven airlines (70%) completed the survey form. The questions are repeated below together with a summary of responses. The responses from individual airlines are not identified in this report.
Key responses:
Low hour pilot applicants can expect to have to complete a Jet introduction course before joining an airline.
Airlines commonly require university entrance level education of newly qualified pilots.
An interview and a simulator check are the most commonly used pilot selection methods.
Some airlines expressed concern that many new pilots lack knowledge of commercial operations and/or the realities of the airline career.
Q2 What educational qualifications do you prefer and/or specify for new entrant first officers?
Comment. Six of the seven airlines which responded to the survey preferred or required an education up to university entrance level; ‘A’ levels or their equivalent. This result might explain the relative unimportance (7) given to education in the responses to the first question. Appendix 1 to JAR –FCL 1.160 only requires applicants for commercial licence training to have ‘sufficient knowledge of Mathematics and Physics to facilitate an understanding of the theoretical knowledge instruction content of the course’.
The question arises whether the airlines, by setting a standard of university entrance level education, are consciously or unconsciously using this as a proxy to select for an approximate level of required intelligence combined with a demonstrated ability to study reasonably hard and successfully.
The best advice for any youngster considering a career as an airline pilot would be to stay on at school and pass at least two ‘A’ levels or their equivalent. Those leaving school at sixteen are not excluded from starting flying training but may find their relative lack of education a barrier when seeking their first job with an airline.
Q4 Does your organisation have a preference for candidates who have followed a particular training course to obtain their licence? E.g. JAA integrated/JAA modular/military/other.
Comment. One airline preferred JAA integrated training while the remaining six expressed no particular preferences as to the type of training course followed to obtain the commercial licence.
The survey did not follow up with questions about required standards of performance achieved during flying training, e.g. first time pass rate in ground examinations or flying tests, because it was assumed that these would be the same regardless of the type of training course.
The good news for prospective airline pilots is that all avenues are open to them to obtain their licences by the most cost effective means. This good news does come with a health warning and that is that airlines are likely to scrutinise individual results when interviewing prospective pilot employees. Regardless of the type of training course chosen flying training schools vary in the quality of the average results achieved by their students.
SUMMARY
The survey confirms that the gap between the JAA licence training and airline entry requirements has, if anything, widened further in recent years. Entry standards for CPL training are low and there is no prior assessment of the potential flying aptitude of trainees apart from meeting the Class1 medical standards. The main selection factor at this stage is the size of the student’s, or their parents’, wallet!
The standards of education that ten years were demanded only by the very largest airlines are now pretty well universal. This may be a reflection of a market which is oversupplied with young pilots but it is unlikely that airlines will wish significantly to reduce their selection standards in future, if only to avoid potential disruption of the flow of pilots from conversion courses.
The impact of CRM training and industry recognition of the safety issues surrounding personality and behavioural deficiencies are clear from the emphasis on new entrants’ personality and interpersonal skills in all the selection methods reported.
The other main point apparent from these responses is the need for all newly trained pilots to accept that they will be expected to complete a jet introduction course before being accepted by an airline. All the selection methods involved a simulator check and only the most gifted students are likely to demonstrate their ability to transition directly from light twin to swept wing jet airliner without significant extra training.
The airlines’ emphasis on personality, interpersonal skills and handling ability indicate the importance for those considering a career as a commercial pilot to seek professional advice about their basic aptitude and suitability before embarking on an expensive training course. Money spent at this stage may save a lot of wasted expenditure, frustration and time later on.
Unfortunately enthusiasm, hard work and dedication alone, though important attributes in themselves, are insufficient to guarantee a successful career as an airline pilot.
The airlines share some responsibility for ensuring that collectively they continue to obtain their share of the highest quality students leaving school and university. Two airlines commented on applicants’ lack of realistic expectations and knowledge about the airline industry, the commercial realities of the pilot’s job and working in a two crew cockpit. The airlines could do much by way of video, presentations and the internet to ensure that school and college career advisors and their students are well informed on these subjects.
A career as a commercial airline pilot is open to all young man and women who possess the basic aptitudes and abilities to pass their flying training and demonstrate their ability to work effectively in a two crew cockpit. The cost of flying training has always been high and the airlines’ necessary demand for jet simulator training after the JAA licence makes yet another demand on even the most enthusiastic and dedicated student.
At the present time airlines probably can recruit all the pilots they require and insist that those pilots possess a type rating or pay for their training. This situation may not continue. Perhaps now is the time for the airline industry and training organisations to consider how high quality students possessing the necessary skills, personal qualities and finance to start flying training can be confident of finding employment after the completion of JAA and jet introduction training.
Airline Survey (http://www.gapan.org/careers/survey.htm)
This report summarises the results of a joint GAPAN / EPST (European Pilot Selection and Training) (http://www.epst.com/) survey of airline expectations and requirements for the employment of low hour commercial pilots. A representative sample of ten UK airlines ranging from large scheduled carriers, regional operators to charter airlines was asked to complete a seven question survey. Seven airlines (70%) completed the survey form. The questions are repeated below together with a summary of responses. The responses from individual airlines are not identified in this report.
Key responses:
Low hour pilot applicants can expect to have to complete a Jet introduction course before joining an airline.
Airlines commonly require university entrance level education of newly qualified pilots.
An interview and a simulator check are the most commonly used pilot selection methods.
Some airlines expressed concern that many new pilots lack knowledge of commercial operations and/or the realities of the airline career.
Q2 What educational qualifications do you prefer and/or specify for new entrant first officers?
Comment. Six of the seven airlines which responded to the survey preferred or required an education up to university entrance level; ‘A’ levels or their equivalent. This result might explain the relative unimportance (7) given to education in the responses to the first question. Appendix 1 to JAR –FCL 1.160 only requires applicants for commercial licence training to have ‘sufficient knowledge of Mathematics and Physics to facilitate an understanding of the theoretical knowledge instruction content of the course’.
The question arises whether the airlines, by setting a standard of university entrance level education, are consciously or unconsciously using this as a proxy to select for an approximate level of required intelligence combined with a demonstrated ability to study reasonably hard and successfully.
The best advice for any youngster considering a career as an airline pilot would be to stay on at school and pass at least two ‘A’ levels or their equivalent. Those leaving school at sixteen are not excluded from starting flying training but may find their relative lack of education a barrier when seeking their first job with an airline.
Q4 Does your organisation have a preference for candidates who have followed a particular training course to obtain their licence? E.g. JAA integrated/JAA modular/military/other.
Comment. One airline preferred JAA integrated training while the remaining six expressed no particular preferences as to the type of training course followed to obtain the commercial licence.
The survey did not follow up with questions about required standards of performance achieved during flying training, e.g. first time pass rate in ground examinations or flying tests, because it was assumed that these would be the same regardless of the type of training course.
The good news for prospective airline pilots is that all avenues are open to them to obtain their licences by the most cost effective means. This good news does come with a health warning and that is that airlines are likely to scrutinise individual results when interviewing prospective pilot employees. Regardless of the type of training course chosen flying training schools vary in the quality of the average results achieved by their students.
SUMMARY
The survey confirms that the gap between the JAA licence training and airline entry requirements has, if anything, widened further in recent years. Entry standards for CPL training are low and there is no prior assessment of the potential flying aptitude of trainees apart from meeting the Class1 medical standards. The main selection factor at this stage is the size of the student’s, or their parents’, wallet!
The standards of education that ten years were demanded only by the very largest airlines are now pretty well universal. This may be a reflection of a market which is oversupplied with young pilots but it is unlikely that airlines will wish significantly to reduce their selection standards in future, if only to avoid potential disruption of the flow of pilots from conversion courses.
The impact of CRM training and industry recognition of the safety issues surrounding personality and behavioural deficiencies are clear from the emphasis on new entrants’ personality and interpersonal skills in all the selection methods reported.
The other main point apparent from these responses is the need for all newly trained pilots to accept that they will be expected to complete a jet introduction course before being accepted by an airline. All the selection methods involved a simulator check and only the most gifted students are likely to demonstrate their ability to transition directly from light twin to swept wing jet airliner without significant extra training.
The airlines’ emphasis on personality, interpersonal skills and handling ability indicate the importance for those considering a career as a commercial pilot to seek professional advice about their basic aptitude and suitability before embarking on an expensive training course. Money spent at this stage may save a lot of wasted expenditure, frustration and time later on.
Unfortunately enthusiasm, hard work and dedication alone, though important attributes in themselves, are insufficient to guarantee a successful career as an airline pilot.
The airlines share some responsibility for ensuring that collectively they continue to obtain their share of the highest quality students leaving school and university. Two airlines commented on applicants’ lack of realistic expectations and knowledge about the airline industry, the commercial realities of the pilot’s job and working in a two crew cockpit. The airlines could do much by way of video, presentations and the internet to ensure that school and college career advisors and their students are well informed on these subjects.
A career as a commercial airline pilot is open to all young man and women who possess the basic aptitudes and abilities to pass their flying training and demonstrate their ability to work effectively in a two crew cockpit. The cost of flying training has always been high and the airlines’ necessary demand for jet simulator training after the JAA licence makes yet another demand on even the most enthusiastic and dedicated student.
At the present time airlines probably can recruit all the pilots they require and insist that those pilots possess a type rating or pay for their training. This situation may not continue. Perhaps now is the time for the airline industry and training organisations to consider how high quality students possessing the necessary skills, personal qualities and finance to start flying training can be confident of finding employment after the completion of JAA and jet introduction training.
Airline Survey (http://www.gapan.org/careers/survey.htm)