Your routes into Flight Testing
Considerably Bemused Wannabe
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By the replies gratefully received, am I correct in saying formal accreditation is not required to perform the role of TP or FTE in certain organizations?
So, which companies in the UK (or any where else for that matter) are likely to fund their FTE’s/TP’s through formal training? The ETPS FTE course for example.
I’d like to take the opportunity to thank those who have contributed, and invite more to do the same.
Cheers,
eP.
So, which companies in the UK (or any where else for that matter) are likely to fund their FTE’s/TP’s through formal training? The ETPS FTE course for example.
I’d like to take the opportunity to thank those who have contributed, and invite more to do the same.
Cheers,
eP.
Moderator
Hello everyone,
I have yet to meet the industry's educational standards for "test pilot", and thus do not refer to myself as being one. I do, however, fly various modified aircraft to assure their continued compliance with the prevailing design standard. I do this in my capacity as a Transport Canada Design Approval Representative (DAR). It is facinating, a wealth of opportunities to learn, and assist aircraft operators in accomplishing their unique aviation activities. The result of my "test" flying (and recommending a finding of compliance of the mod) would be Supplemental Type Certificate (STC) or Limited (STC) approval of the mod. Simple LSTC's I am able to issue myself.
How'd I get here? 'Couldn't have planned it! I always hung around the local airstrip, and got involved however I could find a way to help (washed a lot of aircraft bellies). After earning a pilot's license, I assisted in maintenance, and obtaining Transport Canada approval for modifications and repairs. Through the generousity of many poeple, I gained experience in many different aircraft. I bought a plane, so I could fly as I wished (It has seemed to help in being taken seriously). I also flew with the owners of the newly modified aircraft to help them understand the changes. These were mostly STOL kit, float and ski installations, and LORAN/GPS installations. More and more projects came along which were more involved, as owners found the companies with which I worked. The skills of the people in those companies in making good aircraft design changes, made it easy for me to show the plane well. More projects resulted in more flying and more learning.
The approval application work gave me lots of opportunity to get to know Transport Canada staff, and how things are done. Seven years ago, I was invited to make application to be a DAR, and thereby work somewhat independantly on behald of Transport Canada. This privilage has presented many more opportunities to learn and fly. Some of these opportunities have shown how not to do things, but in general, it's great to be a participant. I research what I'm doing (this website helps), draw upon my experience, and follow the examples set by so many other pilots whom I have known.
My opinion of the important traits for a person starting out on this path, are those of an honest, professional attitude, with a real appreciation of the wisdom which can be found in all of the other aviation people around you. A bit of adventureousness, and a sense of when to not push (planes, people or weather) should keep you pointed on the right track. It seems to me that the pilots who have earned the positions of test pilot, before those of us who are still working at it, are really not interested in surrounding themselves with junior people, who pester, boast, and are otherwise too conspicuous.
If all else fails, think of it this way, before you do something in someone else's expensive aircraft, ask yourself: "If I owned this plane, would I still do this?" and "Would I be proud to explain to the owner, or his insurance company, why I did that?". The cost to your professional future is too high for a rush from a joyride! If you want the rush, hire an instructor and rent the plane!
I hope that helps those who are starting out. I was once where you are!
Cheers...
I have yet to meet the industry's educational standards for "test pilot", and thus do not refer to myself as being one. I do, however, fly various modified aircraft to assure their continued compliance with the prevailing design standard. I do this in my capacity as a Transport Canada Design Approval Representative (DAR). It is facinating, a wealth of opportunities to learn, and assist aircraft operators in accomplishing their unique aviation activities. The result of my "test" flying (and recommending a finding of compliance of the mod) would be Supplemental Type Certificate (STC) or Limited (STC) approval of the mod. Simple LSTC's I am able to issue myself.
How'd I get here? 'Couldn't have planned it! I always hung around the local airstrip, and got involved however I could find a way to help (washed a lot of aircraft bellies). After earning a pilot's license, I assisted in maintenance, and obtaining Transport Canada approval for modifications and repairs. Through the generousity of many poeple, I gained experience in many different aircraft. I bought a plane, so I could fly as I wished (It has seemed to help in being taken seriously). I also flew with the owners of the newly modified aircraft to help them understand the changes. These were mostly STOL kit, float and ski installations, and LORAN/GPS installations. More and more projects came along which were more involved, as owners found the companies with which I worked. The skills of the people in those companies in making good aircraft design changes, made it easy for me to show the plane well. More projects resulted in more flying and more learning.
The approval application work gave me lots of opportunity to get to know Transport Canada staff, and how things are done. Seven years ago, I was invited to make application to be a DAR, and thereby work somewhat independantly on behald of Transport Canada. This privilage has presented many more opportunities to learn and fly. Some of these opportunities have shown how not to do things, but in general, it's great to be a participant. I research what I'm doing (this website helps), draw upon my experience, and follow the examples set by so many other pilots whom I have known.
My opinion of the important traits for a person starting out on this path, are those of an honest, professional attitude, with a real appreciation of the wisdom which can be found in all of the other aviation people around you. A bit of adventureousness, and a sense of when to not push (planes, people or weather) should keep you pointed on the right track. It seems to me that the pilots who have earned the positions of test pilot, before those of us who are still working at it, are really not interested in surrounding themselves with junior people, who pester, boast, and are otherwise too conspicuous.
If all else fails, think of it this way, before you do something in someone else's expensive aircraft, ask yourself: "If I owned this plane, would I still do this?" and "Would I be proud to explain to the owner, or his insurance company, why I did that?". The cost to your professional future is too high for a rush from a joyride! If you want the rush, hire an instructor and rent the plane!
I hope that helps those who are starting out. I was once where you are!
Cheers...
eP
I am not an FTP or FTE just a humble Continued Airworthiness Flight Test (now called Check Flight) pilot. It is hugely interesting and great fun and probably a more realistic goal if you are not likely to be going through ETPS or similar.
My route:
- Physics degree
- First airtest in 1985 as the observer on a UAS Bulldog – loved it!
- In GA for a long time, got CAA briefed (approval) for C of A renewal airtests on group A & B aircraft. Did about 50 on various types.
- Joined the airlines and got onto the team of F/O’s used for CAWFT on the 737.
- Got my command and it all went very quiet for several years whilst I accumulated experience on type.
- Dead mans shoes at my airline to take the next vacancy for CAWFT Captain. The numbers are restricted to ensure continuity. Most airlines only have a few.
- Got briefed (approved) and check flight with CAA TP & FTE. Learnt a helluvalot from them since I did not have any formal FT training.
- Have been doing a few each month for the last couple of years. Probably up to about 60 full profile and 40 partials (usually aileron/elevator power offs) on Classics & NGs.
If you want to do it, you can, and from any background. The problem is that there are very few places because there are so few check flights and inevitably those with a formal TP qualification will get the gig, all other things being equal.
Good luck
S&L
I am not an FTP or FTE just a humble Continued Airworthiness Flight Test (now called Check Flight) pilot. It is hugely interesting and great fun and probably a more realistic goal if you are not likely to be going through ETPS or similar.
My route:
- Physics degree
- First airtest in 1985 as the observer on a UAS Bulldog – loved it!
- In GA for a long time, got CAA briefed (approval) for C of A renewal airtests on group A & B aircraft. Did about 50 on various types.
- Joined the airlines and got onto the team of F/O’s used for CAWFT on the 737.
- Got my command and it all went very quiet for several years whilst I accumulated experience on type.
- Dead mans shoes at my airline to take the next vacancy for CAWFT Captain. The numbers are restricted to ensure continuity. Most airlines only have a few.
- Got briefed (approved) and check flight with CAA TP & FTE. Learnt a helluvalot from them since I did not have any formal FT training.
- Have been doing a few each month for the last couple of years. Probably up to about 60 full profile and 40 partials (usually aileron/elevator power offs) on Classics & NGs.
If you want to do it, you can, and from any background. The problem is that there are very few places because there are so few check flights and inevitably those with a formal TP qualification will get the gig, all other things being equal.
Good luck
S&L
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My Route
I got into Aviation as an 18 year old kid where I joined the military. I was an avionics tech. I progressed in the military and became a Flight Engineer on the mighty C-130. During my enlistment I earned my E.E. degree and then left active duty. I taught Avionics at a local school while I earned my ratings. I instructed for a few years until my National Guard unit was activated to go to the sand box(Iraq). After my activation I really wanted to become a Test Pilot. I went to work for an aircraft manufacturer as an A&P mechanic. After I proved myself and learned the aircraft through and through, I was moved into flight operations. After about 6 months of OJT and many hours of unpaid overtime I was allowed to perform my wery own first flight production flight test. Since then I have completed over 200 first flights. I am not flying F-15's or BBJ's but I am having the time of my life!
Good luck!! And remember, if you want it bad enough, you can have it!
Good luck!! And remember, if you want it bad enough, you can have it!
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Hey,
I was just reading your post about routes to becoming a test pilot. I was wondering if I could ask you a few questions. If you don't mind me asking...is it actually possible to work for companies like lockheed, boeing ect and actually get promoted to flight test...flying military aircraft without any military flight training? Because if it is...I'm finishing up my Aero Eng. Degree here in Canada and heading down south.
Cheers
I was just reading your post about routes to becoming a test pilot. I was wondering if I could ask you a few questions. If you don't mind me asking...is it actually possible to work for companies like lockheed, boeing ect and actually get promoted to flight test...flying military aircraft without any military flight training? Because if it is...I'm finishing up my Aero Eng. Degree here in Canada and heading down south.
Cheers
Considerably Bemused Wannabe
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SFTE
Firstly, thank you very much indeed for all your informative replies.
I have been looking at joining the Society of Flight Test Engineers. Are there any members here? If so, are they a useful society to be affiliated with in terms of the information they provide their members?
Many thanks again,
eP.
I have been looking at joining the Society of Flight Test Engineers. Are there any members here? If so, are they a useful society to be affiliated with in terms of the information they provide their members?
Many thanks again,
eP.
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Categories of TPs
Early flight testing determined whether a design could or could not fly. More often it would not fly and the testing often proved fatal to the would be pilot. Gradually the basic elements of flight and the control of aircraft began to be understood but there remains to this day some unexplored and little understood areas for further research and development.
Flight testing has become divided into two principal areas. Firstly there is Experimental Flight Testing for the purpose of developing original aircraft designs and associated systems into satisfactory end products suitable for their purposes. Secondly there is Production and Maintenance Flight testing to determine that developed aircraft fly and perform to already established specifications.
The pilot most suitable for production and maintenance flight testing has to be as experienced as possible on the aircraft type and able to safely assess the often subtle differences between the performance and handling of existing designs and systems.
The Experimental Test Pilot is required to have special attributes. The broadest of flying experience is fundamental. Additionally he/she must be specially trained in the wide range of flight testing techniques and methods, have a detailed knowledge of aeronautical engineering and an ability to accurately produce written reports on complex problems. This pilot often has the ultimate responsibility for the satisfactory performance and safe handling of a design for production. The difficulties in providing adequate experience and knowledge to the experimental test pilot has led to specialisation. Unfortunately specialisation narrows experience in other areas but is a consequence of an ever widening base of aviation knowledge and technology.
Often an experimental test pilot will be called upon to fill both roles. Production or maintenance test pilots cannot be reliably used for experimental flight testing except for elementary purposes.
Early flight testing determined whether a design could or could not fly. More often it would not fly and the testing often proved fatal to the would be pilot. Gradually the basic elements of flight and the control of aircraft began to be understood but there remains to this day some unexplored and little understood areas for further research and development.
Flight testing has become divided into two principal areas. Firstly there is Experimental Flight Testing for the purpose of developing original aircraft designs and associated systems into satisfactory end products suitable for their purposes. Secondly there is Production and Maintenance Flight testing to determine that developed aircraft fly and perform to already established specifications.
The pilot most suitable for production and maintenance flight testing has to be as experienced as possible on the aircraft type and able to safely assess the often subtle differences between the performance and handling of existing designs and systems.
The Experimental Test Pilot is required to have special attributes. The broadest of flying experience is fundamental. Additionally he/she must be specially trained in the wide range of flight testing techniques and methods, have a detailed knowledge of aeronautical engineering and an ability to accurately produce written reports on complex problems. This pilot often has the ultimate responsibility for the satisfactory performance and safe handling of a design for production. The difficulties in providing adequate experience and knowledge to the experimental test pilot has led to specialisation. Unfortunately specialisation narrows experience in other areas but is a consequence of an ever widening base of aviation knowledge and technology.
Often an experimental test pilot will be called upon to fill both roles. Production or maintenance test pilots cannot be reliably used for experimental flight testing except for elementary purposes.
Considerably Bemused Wannabe
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Hope you don't mind me bumping this - just in case some folks out there missed it first time around.
Merry Christmas + Happy New Year to all here in FT
Merry Christmas + Happy New Year to all here in FT
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-Completed PPL in college
-B.S. in Space Science
-Hired on with the Space Station prime contractor at Kennedy Space Center as a systems test engineer (incidentally the ISS hardware I worked on back in '00-'01 was recently bolted on in orbit.)
-Transfered to the emerald city to work as an FTE in the company's big shiny airliners division. Worked as an Avionics/Autoflight FTE on X3X-9XX, X5X-3XX, X4X-4XXER, X6X-4XXER, and X7X.
-Took a leave of absence to learn to fly jets in the USAF Reserve.
-High speed low levels were not my forte so after 2.5 years I went back to the civilian job
-Picked up where I left off at the company.
-Currently a test conductor aboard X3X,X4X and X7Xs.
-B.S. in Space Science
-Hired on with the Space Station prime contractor at Kennedy Space Center as a systems test engineer (incidentally the ISS hardware I worked on back in '00-'01 was recently bolted on in orbit.)
-Transfered to the emerald city to work as an FTE in the company's big shiny airliners division. Worked as an Avionics/Autoflight FTE on X3X-9XX, X5X-3XX, X4X-4XXER, X6X-4XXER, and X7X.
-Took a leave of absence to learn to fly jets in the USAF Reserve.
-High speed low levels were not my forte so after 2.5 years I went back to the civilian job
-Picked up where I left off at the company.
-Currently a test conductor aboard X3X,X4X and X7Xs.
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Per Arda Ad Astra
HI everybody,
Very glad that I found this forum, some nice things on it and this thread especially. Here is my journey through this.
Grew up at the local sport aviation center (true airport junkie)
Started skydiving and flying gliders when I turned 16,
Graduated from Embry Riddle Aeronautical University with the degree in Aircraft Engineering Technology,
Attended senior level flight testing course at ERAU, tought by Pat Anderson
1000 Jumps in between, at least 200 not logged hours in various airplanes, and 4 flight tests with everyday assignments here I am.
Have interviews lined up with several companies and definitely going in as FTE (but I also love the role of design and performance engineer as well)
Oh by the way, I was told that I am not very suitable for FTE since I don't mind leaving the airplane at all, give me 1000 Ft and I'm gone if I hear something strange or feel something that doesn't seem right.
What can I say, blue skies
Marko
Very glad that I found this forum, some nice things on it and this thread especially. Here is my journey through this.
Grew up at the local sport aviation center (true airport junkie)
Started skydiving and flying gliders when I turned 16,
Graduated from Embry Riddle Aeronautical University with the degree in Aircraft Engineering Technology,
Attended senior level flight testing course at ERAU, tought by Pat Anderson
1000 Jumps in between, at least 200 not logged hours in various airplanes, and 4 flight tests with everyday assignments here I am.
Have interviews lined up with several companies and definitely going in as FTE (but I also love the role of design and performance engineer as well)
Oh by the way, I was told that I am not very suitable for FTE since I don't mind leaving the airplane at all, give me 1000 Ft and I'm gone if I hear something strange or feel something that doesn't seem right.
What can I say, blue skies
Marko
G4 - are you saying that you have worked as a test parachutist? If so, I'm sure we'd all be fascinated if you want to talk more about your work, since although we all know they exist, few of us have much real idea about how that particular job is done (well, I don't anyway).
G
(Oh yes, and welcome to the forum)
G
(Oh yes, and welcome to the forum)
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Hi G,
Glad that you asked that, here is the story. There is no such thing as test parachutist license, I mean yes in some armies there is a internal rating that you get with the experience but skydiving equipment manufacturers usually use very very experienced sport skydivers and instructors that actually determine the course of rig development.
Legally it takes USPA D license (master license) which you get when you have 500 jumps and you meet certain conditions. So here I am working my way through college and jumping occasionally at Skydive DeLand Fla, ofcourse there are major equipment manufacturers there and they test their stuff on the daily basis, roughly 100 000 jumps per year at that airport just to get the idea of crowded sky.
So anyhow, all I wanted is to get cheaper jumps so that I can put some ease on my tight buget, so since I knew factory test jumpers very well I kinda get into it doing stuff that they didn't wanna do or simply didn't have time to do.
I have about 40 different test jumps and while that might seem like something dangerous it is actually nothing more than a simple jump with a piece of test equipment and at least on certified reserve or in some cases two, so no biggie.
We usually tested canopies for flight characteristics, filmed opening procedures, measured opening forces, tested cutaway systems etc.
How you do it, well you strap one camera for your leg, one for you helmet, both looking up, you jump, open main canopy, get over the airport and cut away, then pull a reserve and you film all that. I was also a tandem passenger few times for a new harness system and many times for brand new instructors that needed a dummy student that knew what to do in any kind of situation that you might get into during the jump.
So it boils down to that at the time I was getting staff discount and my jumps were $13.5, this way somebody else paid for it, I got to jump and also mine weekend adrenalin dose was there and everybody was happy.
Anyhow in my previous post I was saying that I had only 4 flight tests during our course at ERAU. After all I like to keep myself at engineering lever and skydiving is weekend fun only.
So if somebody needs FTE in Europe or USA call me, you know what they say, will fly for food, lol.
G4
Glad that you asked that, here is the story. There is no such thing as test parachutist license, I mean yes in some armies there is a internal rating that you get with the experience but skydiving equipment manufacturers usually use very very experienced sport skydivers and instructors that actually determine the course of rig development.
Legally it takes USPA D license (master license) which you get when you have 500 jumps and you meet certain conditions. So here I am working my way through college and jumping occasionally at Skydive DeLand Fla, ofcourse there are major equipment manufacturers there and they test their stuff on the daily basis, roughly 100 000 jumps per year at that airport just to get the idea of crowded sky.
So anyhow, all I wanted is to get cheaper jumps so that I can put some ease on my tight buget, so since I knew factory test jumpers very well I kinda get into it doing stuff that they didn't wanna do or simply didn't have time to do.
I have about 40 different test jumps and while that might seem like something dangerous it is actually nothing more than a simple jump with a piece of test equipment and at least on certified reserve or in some cases two, so no biggie.
We usually tested canopies for flight characteristics, filmed opening procedures, measured opening forces, tested cutaway systems etc.
How you do it, well you strap one camera for your leg, one for you helmet, both looking up, you jump, open main canopy, get over the airport and cut away, then pull a reserve and you film all that. I was also a tandem passenger few times for a new harness system and many times for brand new instructors that needed a dummy student that knew what to do in any kind of situation that you might get into during the jump.
So it boils down to that at the time I was getting staff discount and my jumps were $13.5, this way somebody else paid for it, I got to jump and also mine weekend adrenalin dose was there and everybody was happy.
Anyhow in my previous post I was saying that I had only 4 flight tests during our course at ERAU. After all I like to keep myself at engineering lever and skydiving is weekend fun only.
So if somebody needs FTE in Europe or USA call me, you know what they say, will fly for food, lol.
G4
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I'm a lifelong wannabe pilot but I can't get the medical.
Studied Computer Science at university in the U.K. and U.S.A.
Spent several years in Flight Simulation, first on training systems and later on a development rig for a (mostly) new aircraft.
Heard over beers that Flight Test were hiring and thought it would be a good chance to work on the real aircraft instead of a simulator.
Got a job as an avionics specialist developing the flight test programme for the Flight Management System.
Left less than a year later after the disappointing realisation that, in my corner of the world at least, Flight Test Engineering involved very little flying, very little testing and very little engineering.
Currently looking for a new job. Back to software, methinks...
Out of interest, how much flight testing is done on these "established" aircraft (assuming I've correctly guessed what 'X' is
)? What type of testing do you typically do, and how often do you fly?
Studied Computer Science at university in the U.K. and U.S.A.
Spent several years in Flight Simulation, first on training systems and later on a development rig for a (mostly) new aircraft.
Heard over beers that Flight Test were hiring and thought it would be a good chance to work on the real aircraft instead of a simulator.
Got a job as an avionics specialist developing the flight test programme for the Flight Management System.
Left less than a year later after the disappointing realisation that, in my corner of the world at least, Flight Test Engineering involved very little flying, very little testing and very little engineering.
Currently looking for a new job. Back to software, methinks...
Out of interest, how much flight testing is done on these "established" aircraft (assuming I've correctly guessed what 'X' is
)? What type of testing do you typically do, and how often do you fly?
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And then of course there are the new models and deriviatives undergoing extensive test programs with the higher risk performance and handling qualities testing one normally associates with the Flight Test profession.
Generally one works the existing model testing when in between the larger programs.
In larger flight test organizations, FT Ops engineers (those who configure and conduct tests) are usually assigned to airplanes/programs and may fly 3 to 4 times as often as the FT analysis engineers responsible for specific disciplines of testing. Note that this is in contrast to smaller test organizations (such as general aviation manufacturers), where your Ops and Analysis roles often performed by the same person.
In my current capacity aboard one LION of an airplane, I fly about twice a week.
For the year, I've logged about 145 hrs in a variety of models.
Last edited by FlyTester; 21st Dec 2006 at 23:21. Reason: minor clarification
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Career advice
Hi guys,
As a commercial pilot and FI, I would like to broaden my horizon and start doing an undergraduate in Aerospace Engineering. Since I have to (and want to) work, I have to do it online (it's going to be a 10 year project probably). Currently I'm in talks with Embry Riddle but they can only offer me an online undergraduate Professional Aeronautics. All very nice but if I want to get involved in engineering that's useless. Maybe someone here knows a good university offering online?
Cheers
As a commercial pilot and FI, I would like to broaden my horizon and start doing an undergraduate in Aerospace Engineering. Since I have to (and want to) work, I have to do it online (it's going to be a 10 year project probably). Currently I'm in talks with Embry Riddle but they can only offer me an online undergraduate Professional Aeronautics. All very nice but if I want to get involved in engineering that's useless. Maybe someone here knows a good university offering online?
Cheers
Hi guys,
As a commercial pilot and FI, I would like to broaden my horizon and start doing an undergraduate in Aerospace Engineering. Since I have to (and want to) work, I have to do it online (it's going to be a 10 year project probably). Currently I'm in talks with Embry Riddle but they can only offer me an online undergraduate Professional Aeronautics. All very nice but if I want to get involved in engineering that's useless. Maybe someone here knows a good university offering online?
Cheers
As a commercial pilot and FI, I would like to broaden my horizon and start doing an undergraduate in Aerospace Engineering. Since I have to (and want to) work, I have to do it online (it's going to be a 10 year project probably). Currently I'm in talks with Embry Riddle but they can only offer me an online undergraduate Professional Aeronautics. All very nice but if I want to get involved in engineering that's useless. Maybe someone here knows a good university offering online?
Cheers
Globally, ERAU may well be the best option, they should offer aeronautical / areospace engineering first degrees - see what can be patched together from existing modules. Something along the same lines *might* be do-able if you talk actively to the OU, although I'd not hold out an enormous amount of hope in that direction.
The lack of any distance learning first degree in either mechanical or aeronautical engineering in the UK personally I regard as scandalous, but to date my numerous efforts to persuade various universities to start offering one have not fallen on fertile ground!
G
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Triple_2,
You might want to check out our local university, Wichita State, at www.wichita.edu. It houses the National Institute of Aviation Research and a quick look at the Spring classes shows both internet-based and remote learning Aviation courses at all levels with campus locations such as "London, England" and "Italy".
I beleive they provide remote learning facilities on some USAF bases - some of our ex-mil guys were taking their Bachelors at the local Wichita AFB, McConnell, rather than at WSU itself.
You might want to check out our local university, Wichita State, at www.wichita.edu. It houses the National Institute of Aviation Research and a quick look at the Spring classes shows both internet-based and remote learning Aviation courses at all levels with campus locations such as "London, England" and "Italy".
I beleive they provide remote learning facilities on some USAF bases - some of our ex-mil guys were taking their Bachelors at the local Wichita AFB, McConnell, rather than at WSU itself.
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ex FTE
It's a while ago now, but I started an interesting aviation career, that has meandered around somewhat, in FT.
Physics degree with an engineering course tacked on via graduate apprentice scheme with large military aircraft company. Lots of exposure to different activites in the military aircraft design and building environment before landing the place in FT dept. Years of work from junior to actually getting to schedule flights and sign off results analysis. Along the way an FTE course at Cranfield, company sponsored and additional systems and operational course as well as conferences. Mainly listen and learn from the old timers...they actually know a lot in a decent FT dept. 25 years later I still remember and practice things I learnt there. after a more than a semi-decade realised there is a big world out there and an FT salary isn't going to cut it....at least not unless you get CFT in a major company.
Then moved into engineering project management (still with an FT focus), and from there, realising the real $ was in sales and finance.....so into those areas...and gradually moving from the bizjet world and some serious $. Trade aircraft now...........
Lots of travel, lots of time flying with some of the best of the best.......(at least that what they told me :-)) Had opportunity to get own pilot qualifs....
FT is a great way into aviation, and opens lots of doors.
Je ne regret rien.....
Physics degree with an engineering course tacked on via graduate apprentice scheme with large military aircraft company. Lots of exposure to different activites in the military aircraft design and building environment before landing the place in FT dept. Years of work from junior to actually getting to schedule flights and sign off results analysis. Along the way an FTE course at Cranfield, company sponsored and additional systems and operational course as well as conferences. Mainly listen and learn from the old timers...they actually know a lot in a decent FT dept. 25 years later I still remember and practice things I learnt there. after a more than a semi-decade realised there is a big world out there and an FT salary isn't going to cut it....at least not unless you get CFT in a major company.
Then moved into engineering project management (still with an FT focus), and from there, realising the real $ was in sales and finance.....so into those areas...and gradually moving from the bizjet world and some serious $. Trade aircraft now...........
Lots of travel, lots of time flying with some of the best of the best.......(at least that what they told me :-)) Had opportunity to get own pilot qualifs....
FT is a great way into aviation, and opens lots of doors.
Je ne regret rien.....