How to become a Test Pilot
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If you are looking at people like Airbus, BAe, CAA they normally want somebody who has graduated from one of the main TP schools (EPNER or ETPS in Europe). Ideally such people also have a few thousand hours in the normal operating environment too.
ETPS usually looks for at least 750hrs P1, 2 tours as captain, and an "above average" or "excellent" rating. In practice few of their students have less than 3000 hours.
Piper tend to use engineers with considerable experience as FTEs (Flight test engineers), and have self-improved to CPL level as pilots. Not sure about Cessna.
Most smaller manufacturers (or organisations like EAA and PFA) use whoever they can get - usually a mix of retired military test pilots, or airworthiness engineers with a lot of flying experience.
At the bottom end of the weight scale, the USUA tend to use ultralight instructors with no formal test flying experience, the BMAA publish a formal syllabus at <A HREF="http://www.avnet.co.uk/bmaa/014.pdf" TARGET="_blank">http://www.avnet.co.uk/bmaa/014.pdf</A> and so far as I know are just about the only people training light aircraft TPs themselves.
In Germany there's a multi-tier qualification system of class 2 and class 1 test pilots, partly trained in-house, and partly by the big schools.
Personally (and I use TPs a lot, although don't claim to be one myself - I only do a little lower level testing as a pilot) I look for somebody with a good degree of technical understanding of their aircraft (degree level, not ATPL level), a very very high ability to identify and record in detail what an aeroplane is doing, an obsession with planning and safety, and enough flying ability that I can reasonably expect to get the aeroplane back. The last is frankly the least difficult skill to find. Oh yes, and considerable experience in a wide range of types - somebody with significant hours in only a couple of types is not equipped to compare characteristics well.
G
ETPS usually looks for at least 750hrs P1, 2 tours as captain, and an "above average" or "excellent" rating. In practice few of their students have less than 3000 hours.
Piper tend to use engineers with considerable experience as FTEs (Flight test engineers), and have self-improved to CPL level as pilots. Not sure about Cessna.
Most smaller manufacturers (or organisations like EAA and PFA) use whoever they can get - usually a mix of retired military test pilots, or airworthiness engineers with a lot of flying experience.
At the bottom end of the weight scale, the USUA tend to use ultralight instructors with no formal test flying experience, the BMAA publish a formal syllabus at <A HREF="http://www.avnet.co.uk/bmaa/014.pdf" TARGET="_blank">http://www.avnet.co.uk/bmaa/014.pdf</A> and so far as I know are just about the only people training light aircraft TPs themselves.
In Germany there's a multi-tier qualification system of class 2 and class 1 test pilots, partly trained in-house, and partly by the big schools.
Personally (and I use TPs a lot, although don't claim to be one myself - I only do a little lower level testing as a pilot) I look for somebody with a good degree of technical understanding of their aircraft (degree level, not ATPL level), a very very high ability to identify and record in detail what an aeroplane is doing, an obsession with planning and safety, and enough flying ability that I can reasonably expect to get the aeroplane back. The last is frankly the least difficult skill to find. Oh yes, and considerable experience in a wide range of types - somebody with significant hours in only a couple of types is not equipped to compare characteristics well.
G
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You are getting mixed up there Tonka. Just because many fast jet pilots become TPs doesn't mean all TPs are like that.
And anyway, the balls are made from 6061-T6 aluminium and fitted with calibrated strain gauges - they're no use if you can't get a reading from them.
G
And anyway, the balls are made from 6061-T6 aluminium and fitted with calibrated strain gauges - they're no use if you can't get a reading from them.
G
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Just out of interest Genghis - who is in charge of ball calibrations down there these days? I seem to recall a tall blonde lady in stores in the Hangar where FWTS used to hang out.
On a relevant note though - some more info on how to get the TP badge.
BOMBARDIER-(Learjet/Canadair/deHavilland) most definately use the inhouse self improver route. As an example, three of my former colleagues are now flying right seat on test flights working towards ultimately captaining a test sortie. (2 of them have 1000hrs+ mainly on light aircraft instruction; the other has about 600hrs - mainly glider tows for air cadets) The common theme for them is as Genghis alluded to - ability to consistently get the test points done and record the salient points. As careers progress and hours build, you need to get FAA/TCA delegation if you want to actually sign something off. Otherwise the authority reserves the right to check it themselves!
CESSNA - this just goes for the jet boys in Wichita not the single engine piston chaps in Independance. They also use internal self improvers who work as FTEs then get their CPL and fly part time. One guy though seems to have it made. He flys contract for Cessna and when they dont want him he flys KC-135s for the Kansas ANG out of Topeka! Lucky sod!
Merry Christmas!
On a relevant note though - some more info on how to get the TP badge.
BOMBARDIER-(Learjet/Canadair/deHavilland) most definately use the inhouse self improver route. As an example, three of my former colleagues are now flying right seat on test flights working towards ultimately captaining a test sortie. (2 of them have 1000hrs+ mainly on light aircraft instruction; the other has about 600hrs - mainly glider tows for air cadets) The common theme for them is as Genghis alluded to - ability to consistently get the test points done and record the salient points. As careers progress and hours build, you need to get FAA/TCA delegation if you want to actually sign something off. Otherwise the authority reserves the right to check it themselves!
CESSNA - this just goes for the jet boys in Wichita not the single engine piston chaps in Independance. They also use internal self improvers who work as FTEs then get their CPL and fly part time. One guy though seems to have it made. He flys contract for Cessna and when they dont want him he flys KC-135s for the Kansas ANG out of Topeka! Lucky sod!
Merry Christmas!
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Westland did at one time train some of their own..it was a seven year apprenticeship as a production test pilot, learning the trade of experimental tp along the way. GKN-Westland's Jerry Tracey came this route, I believe, which proves that you can get to the top other than via one of the recognised schools. The problem these days is that the schools are producing enough helo tps to fill the vacancies both in manufacturing and operating companies with ex-military tps. I'm not sure, but suppose that the market is the same in USA. Perhaps somebody will put us right, if not?
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Ex FTE & Genghis
The women in the hangar stores are Anne (blonde,medium height) and Sue (dark, medium height). There's also Debbie in Main Stores (auburn, v.tall). I'm not sure if Barabra would (pun) appreciate you saying she's to be found in the hangar stores (she's not blonde either). Too busy managing these days...
The women in the hangar stores are Anne (blonde,medium height) and Sue (dark, medium height). There's also Debbie in Main Stores (auburn, v.tall). I'm not sure if Barabra would (pun) appreciate you saying she's to be found in the hangar stores (she's not blonde either). Too busy managing these days...
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My recollection was that Barbara, like any good FTE, could be found almost anywhere making sure that things happened as they aught - but I'm quite sure she never worked in stores.
Incidentally, I took a look at the Piper website last week, they are advertising for an FTE with degree, at least 5 years experience, AND a CPL - that seems to show pretty clearly where they get their TPs from.
(That's at http://www.piperaircraft.com/jobs/employs.htm by the way if anybody fancies a job in sunny Florida)
G
[This message has been edited by Genghis the Engineer (edited 26 January 2001).]
Incidentally, I took a look at the Piper website last week, they are advertising for an FTE with degree, at least 5 years experience, AND a CPL - that seems to show pretty clearly where they get their TPs from.
(That's at http://www.piperaircraft.com/jobs/employs.htm by the way if anybody fancies a job in sunny Florida)
G
[This message has been edited by Genghis the Engineer (edited 26 January 2001).]
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Returning to the original query, the first question that has to be answered, and by yourself, Cortilla, just as it has to be answered by aspiring display pilots, is why you want to do it. Once you establish your motivation, then you can begin to take steps to achieve your ambition. You must have a clear reason to set out on this path. End of sermon.
Joined: Jul 2001
Posts: 427
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From: where I shouldn’t be
Wow nearly a year since the last reply on this thread I hope there is still somebody out there to answer me some q’s. I was wondering if anyone could tell me if there are currently such opportunities in Europe, small scale at first then perhaps progressing on up. Also, where could I go to TFE school, what kinda dosh is involved, to get started as well as the earning bit. . .Cheers
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Joined: Feb 2000
Aviation Qualifications: CPL
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From: UK
If you are looking at big / civil aeroplane testing, there is only one option - NTPS. <a href="http://www.ntps.com/" target="_blank">http://www.ntps.com/</a>
The costs are frightening, and the earning power frankly rather below that of an airline line captain or contracting stressman, we work in this business because we love it, not for the money, danger, glamour and various other things that are noticeable absent from the test flying coalface. The best way in is to be working for somebody who needs a TP or FTE and agree to stay put for long enough that they can get their moneysworth out of you.
G
The costs are frightening, and the earning power frankly rather below that of an airline line captain or contracting stressman, we work in this business because we love it, not for the money, danger, glamour and various other things that are noticeable absent from the test flying coalface. The best way in is to be working for somebody who needs a TP or FTE and agree to stay put for long enough that they can get their moneysworth out of you.
G
Joined: Feb 2001
Posts: 60
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From: London, Ontario, Canada
Earlier posters did a good job of describing the route to the left (or right) seat in the big companies. For what it's worth, here's what I've found in the smaller North American outfits.
FTP school and military experience are a good way in. Employers will look for some sign of interest in, and experience with, little airplanes. Ex-army pilots and people who built a little airplane in their garage have done well. As Genghis said, we're in it for love, not money.
Most FTEs, and a few FTPs, work their way up(?) from the engineering department. Myself and several other FTEs started in ground test and/or performance calculations, earned a pilot's license at our own expense, and then wormed our way into the cockpit anyway we could. Be prepared to take the !!!!ty jobs and bad shifts along the way. Again, you need to show some extra interest and experience in aviation. Don't show up for a 9 to 5 office job in engineering and expect to be noticed. From university to the first occasional flight test ride took me 4 years. Full time employment in the test department took another 10 years.
As an extreme example, the experimental pilot at one light airplane manufacturer I worked for started as a laborer the layup department, with a diploma in a non-related field. He read everything he could about aeronautical engineering, got his license at his own expense, and instructed on ultralights on weekends. After several years, he was promoted to technician in ground test. From there he worked up to assembly line QA, still helping out in test on his own time. The next step was production test flying, and finally, after a few years, helping out in flight test (while still working QA, helping in test, and instructing on weekends). When the experimental pilot retired, he just slid right in to the empty seat. All in all, a remarkable story of patience and hard work.
[ 30 January 2002: Message edited by: Weight and Balance ]</p>
FTP school and military experience are a good way in. Employers will look for some sign of interest in, and experience with, little airplanes. Ex-army pilots and people who built a little airplane in their garage have done well. As Genghis said, we're in it for love, not money.
Most FTEs, and a few FTPs, work their way up(?) from the engineering department. Myself and several other FTEs started in ground test and/or performance calculations, earned a pilot's license at our own expense, and then wormed our way into the cockpit anyway we could. Be prepared to take the !!!!ty jobs and bad shifts along the way. Again, you need to show some extra interest and experience in aviation. Don't show up for a 9 to 5 office job in engineering and expect to be noticed. From university to the first occasional flight test ride took me 4 years. Full time employment in the test department took another 10 years.
As an extreme example, the experimental pilot at one light airplane manufacturer I worked for started as a laborer the layup department, with a diploma in a non-related field. He read everything he could about aeronautical engineering, got his license at his own expense, and instructed on ultralights on weekends. After several years, he was promoted to technician in ground test. From there he worked up to assembly line QA, still helping out in test on his own time. The next step was production test flying, and finally, after a few years, helping out in flight test (while still working QA, helping in test, and instructing on weekends). When the experimental pilot retired, he just slid right in to the empty seat. All in all, a remarkable story of patience and hard work.
[ 30 January 2002: Message edited by: Weight and Balance ]</p>
Joined: Jul 2001
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From: where I shouldn’t be
Thanks Genghis, W/B
I was afraid you'd mention the cost to be freighting, hence the question about income because I would have to bug the bank for money - again (still paying of other flight loans).
Understanding the current situation in the aviation world, which got me into my position today in the first place, do you know of any company in Europe which is "sponsoring" qualified candidates?
Looking at NTPS about the costs involved the old saying comes to mind – “If you got to ask for the price, than you probably can’t afford it”
Thanks guys.
I was afraid you'd mention the cost to be freighting, hence the question about income because I would have to bug the bank for money - again (still paying of other flight loans).
Understanding the current situation in the aviation world, which got me into my position today in the first place, do you know of any company in Europe which is "sponsoring" qualified candidates?
Looking at NTPS about the costs involved the old saying comes to mind – “If you got to ask for the price, than you probably can’t afford it”
Thanks guys.
Joined: Jan 1999
Posts: 48
Likes: 0
From: Nelson, New Zealand
Cheers guy's, you've answered my question too! I am also interested in flight testing as a career. I've just completed a degree in physics and am about to re-commence flight training later this year. Do you have any other advise or info? Some info on the ITPS?
Cheers. .Dan
Cheers. .Dan