CV and Hours Breakdown Question.
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CV and Hours Breakdown Question.
Hi,
Having finished my flying training (CPL-ME/IR) I'm putting together my CV and have got stuck on calculating my hours. Can anyone point me in the right direction please? 3 quick questions:
On the CV I'm putting Total Time, P1 time and Multi Time. Should I be listing more?
Does FNPTII Time count towards Total Time?
When listing Multi Hours, can I just add P1 (multi) and P2 (multi) together?
Any help or advice welcome.
Phil
Having finished my flying training (CPL-ME/IR) I'm putting together my CV and have got stuck on calculating my hours. Can anyone point me in the right direction please? 3 quick questions:
On the CV I'm putting Total Time, P1 time and Multi Time. Should I be listing more?
Does FNPTII Time count towards Total Time?
When listing Multi Hours, can I just add P1 (multi) and P2 (multi) together?
Any help or advice welcome.
Phil
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Congratulations for getting there!
I am in the same boat as you, had a quick glance at a skipper mate of mines cv, and have followed a similar format.
He had listed total time (FNPT2) included in this, P1, Multi total, and IFR.
Hope it helps, and any advice from others would be appreiciated by myself to..
I am in the same boat as you, had a quick glance at a skipper mate of mines cv, and have followed a similar format.
He had listed total time (FNPT2) included in this, P1, Multi total, and IFR.
Hope it helps, and any advice from others would be appreiciated by myself to..
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Wouldn't stress about it too much. As far as hours are concerned, I think employers will just want to know:
Total
P1
P2/PUT
Multi
Instrument
Turbine (if any)
FNPTII doesn't really interest them in my experience.
Oh, and you should always round UP to the next fifty or hundred.
That's the hours breakdown I went for, but I think the most important thing is the layout and order that you put the other information down.
Since I am now established in my airline career it is only polite to try to help others get started. So this may not be the way, but it was my way, and it worked consistently well for me.
TOP OF SINGLE SHEET A4 CV
1) - General information. (Name, Address, Telephone, Medical, Photo)
2) - Flying qualifications. (Licence held, IR, MEL, MCC etc)
3) - Training and Scholarships (Where you trained, and the types of aircraft - No dates)
4) - Personal Summary (Four or five bulleted paragraphs on: where you are now, your (flying) career to date; no matter how short, where you ultimately want to be in the future - Training Capt, Fleet manager, etc.)
5) - Flying experience (i.e. your hours breakdown as discussed at the top of this post.
BOTTOM OF SINGLE SHEET A4 CV
That's the format I went for 2 years ago when I started, and my CV got me 4 interviews then. It seems to be working now too as it is generating interview offers with some of the world's best known airlines.
All that remains is to wish you the very best of luck in your careers.
Total
P1
P2/PUT
Multi
Instrument
Turbine (if any)
FNPTII doesn't really interest them in my experience.
Oh, and you should always round UP to the next fifty or hundred.
That's the hours breakdown I went for, but I think the most important thing is the layout and order that you put the other information down.
Since I am now established in my airline career it is only polite to try to help others get started. So this may not be the way, but it was my way, and it worked consistently well for me.
TOP OF SINGLE SHEET A4 CV
1) - General information. (Name, Address, Telephone, Medical, Photo)
2) - Flying qualifications. (Licence held, IR, MEL, MCC etc)
3) - Training and Scholarships (Where you trained, and the types of aircraft - No dates)
4) - Personal Summary (Four or five bulleted paragraphs on: where you are now, your (flying) career to date; no matter how short, where you ultimately want to be in the future - Training Capt, Fleet manager, etc.)
5) - Flying experience (i.e. your hours breakdown as discussed at the top of this post.
BOTTOM OF SINGLE SHEET A4 CV
That's the format I went for 2 years ago when I started, and my CV got me 4 interviews then. It seems to be working now too as it is generating interview offers with some of the world's best known airlines.
All that remains is to wish you the very best of luck in your careers.
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Eff-Ohhh - thanks for the tips, much appreciated.
I've got a couple of questions about the points you've raised.
I understand about employers not being interested in FNPT2 time itself but, my question was whether to include it in the Total Time figure.
A question leading on from that is having completed and MCC in an FNPT2 trainer does that time count towards TT? or is it only 'flying training' that counts. At the moment the MCC is logged in SIM time. Presumably employers aren't too interested in hearing about that either.
Finally, whats the reasoning behind your suggestion:
".......Training and Scholarships (Where you trained, and the types of aircraft - No dates)"
Would employers not be interested to know when you completed your training?
Regards
Phil
I've got a couple of questions about the points you've raised.
I understand about employers not being interested in FNPT2 time itself but, my question was whether to include it in the Total Time figure.
A question leading on from that is having completed and MCC in an FNPT2 trainer does that time count towards TT? or is it only 'flying training' that counts. At the moment the MCC is logged in SIM time. Presumably employers aren't too interested in hearing about that either.
Finally, whats the reasoning behind your suggestion:
".......Training and Scholarships (Where you trained, and the types of aircraft - No dates)"
Would employers not be interested to know when you completed your training?
Regards
Phil
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Oh, and you should always round UP to the next fifty or hundred
I would personally recommend NOT including sim time in your total time, it is not time in an aircraft, which is what employers are interested in. My logic is based around most pilot recruiters having been trained in years gone by, when sim time wasn't even counted towards licence issue, so they may have a different view. Also, if they want to know your real total time they would just subtract the sim time anyway.
Remember, you are still a low houred pilot in the eyes of an airline even when you have several hundred hours on piston aircraft, so don't be thinking that 30 hours in a Frasca are going to make a difference to your 200hr total. If they recruit low houred pilots it won't make any difference if you have 200 or 400.
PP
Edited to add
Phil
Sim time is sim time, don't be adding it in to total hours when speaking to employers. It is NOT time in aircraft. As for the other advice, for low houred pilots listing which types of piston aircraft you have flown is irrelevant unless you have flown them commercially (say air taxi or something similar). Remember, airlines don't fly piston singles and twins (with a few exceptions which I will disregard here for generalisation) so why would they be interested in a C152 Aerobat/ PA28 etc etc? If you have flown a two crew aircraft commercially which requires a type rating, then obviously list that, but then you probably wouldn't be in Wannabes asking questions.......
Dates of training will be of interest to an interviewer, but be selective; if you spent years getting qualified I wouldn't emphasise this, but if you had continuity of training in a reasonable timescale then that may be of more value. They will probably ask you about your training in an interview as there will be little else to ask about related to flying if you are looking for your first job!I would also slightly disagree with the order and content suggested for items on an aviation CV as listed above.
All the best.
Pete
Last edited by Pilot Pete; 8th Jan 2008 at 11:02.
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Phill - to answer your query, the reason I don't put the dates in the "Training and Scholarships" section is that I've had feedback from people who do the recruiting that suggested that they want to know what you have not necessarily when got it.
Pilot Pete - I agree, leave the FNPTII out, and use judgment when rounding up. And by judgment I would say 70 hrs multi, is the same as 100hrs multi to an employer. After all, once you get the job you'll be adding hours at the rate of up to 90hrs a month.
Like I said, it is only my opinion, based on my experiences and feedback. There will be other things that have worked for other people.
Pilot Pete - I agree, leave the FNPTII out, and use judgment when rounding up. And by judgment I would say 70 hrs multi, is the same as 100hrs multi to an employer. After all, once you get the job you'll be adding hours at the rate of up to 90hrs a month.
Like I said, it is only my opinion, based on my experiences and feedback. There will be other things that have worked for other people.
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As far as I'm aware, the only sim hours that can be legally counted towards total time are Level D Sim hours when in conjunction with a type rating.
I agree with Pete that if your hours are low anyway, the difference between 230 and 250hrs is absolutely irrelevant. If an operator is taking low hours people than they don't care whether you have 200 or 400.
Also one minor point is that stating hours that you don't actually have is illegal.
Well done on passing and good luck
I agree with Pete that if your hours are low anyway, the difference between 230 and 250hrs is absolutely irrelevant. If an operator is taking low hours people than they don't care whether you have 200 or 400.
Also one minor point is that stating hours that you don't actually have is illegal.
Well done on passing and good luck
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Flybe requires you to have 50 hrs minimum flighttime per year to able to apply for a position as FO. Do you think its possible with 50 hrs of simtime (MCC / IR renewal on SIM) to apply??
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I'm newly qualified therefore, of course I'm desperate!
Seriously though, I have taken many of your points on board and I'm currently re-jigging my CV as we speak (type)
It's very difficult to know how to sell yourself when you have so little 'aviation' experience to show. It's even more difficult to make 204 hours total time look appealing.
I shall keep trying, I've invested too much time and effort to give up now!
Regards to you all.
Phil
Seriously though, I have taken many of your points on board and I'm currently re-jigging my CV as we speak (type)
It's very difficult to know how to sell yourself when you have so little 'aviation' experience to show. It's even more difficult to make 204 hours total time look appealing.
I shall keep trying, I've invested too much time and effort to give up now!
Regards to you all.
Phil
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I wouldn't round the hours UP, but rather down. Most companies won't care, but you will find some companies that go through your logbook very thoroughly, and they might not like the fact, that you have put "extra" hrs down on your cv.
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Philflies
It's all about what you HAVE done that could be useful/ transferable. Think about the skills and qualities you would look for if you were recruiting pilots, list them and then just think how you have demonstrated these in other jobs/ exploits.
As regards 204hrs, you are not going to make it look appealing. It is what it is and we all had 204hrs once. Do you really think 254hrs looks more appealing to an airline recruiter? Or 354hrs? It doesn't, so don't worry about it. Spend your time TALKING to recruiters and demonstrating your desirable 'persistence' and willingness to attend a selection at short notice etc. Much better use of time, but make sure you have thought about my first paragraph just in case you do strike lucky at short notice!
Good luck.
PP
It's very difficult to know how to sell yourself when you have so little 'aviation' experience to show. It's even more difficult to make 204 hours total time look appealing.
As regards 204hrs, you are not going to make it look appealing. It is what it is and we all had 204hrs once. Do you really think 254hrs looks more appealing to an airline recruiter? Or 354hrs? It doesn't, so don't worry about it. Spend your time TALKING to recruiters and demonstrating your desirable 'persistence' and willingness to attend a selection at short notice etc. Much better use of time, but make sure you have thought about my first paragraph just in case you do strike lucky at short notice!
Good luck.
PP
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Thanks Pete.
Point taken about the hours.
I never had the intention of rounding either. In my experience you always get asked to prove what you claim. I'm not going to jeapodise any part of the recruitment process.
I'm from an IT background so hopefully there's a few transferable skills in there somewhere (searching as we speak). I'll be onto the recruiters!
PM me if you've got any recommended recruiters?
Thanks again,
Phil
Point taken about the hours.
I never had the intention of rounding either. In my experience you always get asked to prove what you claim. I'm not going to jeapodise any part of the recruitment process.
I'm from an IT background so hopefully there's a few transferable skills in there somewhere (searching as we speak). I'll be onto the recruiters!
PM me if you've got any recommended recruiters?
Thanks again,
Phil
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Hours for Wannabee's
I only ever put down the EXACT flying hours I had, and dated the CV. I truely believe the most inportant attribute an individual has is his integrity. You don't EVER want to be caught lying, or even exagerating hours in this business - commercial aviation is a very small community.
If you only have 206 hours - well you have 206 hours, but if you want a job, you have to think where is my next hour coming from.
Personally, if you can't get work immediately get yourself some more hours. And I mean today. You can fly for as little as £25 an hour in a piston single homebuilt or kitplane.
When you have 500 hrs TT, if you still don't have a job start looking for "Quality Time" Twin, or pressurised, retractable. Consider Instructing, Para dropping, Photo recce, glider towing. If you don't get a job this week, get a couple of hours flying in instead. That way you're inproving you experience and chances.
When you fly, dont fly visually if you can track a VOR. Don't track a VOR if you can find an NDB to Track. Dont fly visually into an airport if you can fly an ILS. It's the best way to stay current, and staying current is the best, no, only way to find that elusive first job.
Sorry if this sounds like a bit of a rant, but it worked for me. ( Took me six years though)
and Good Luck
If you only have 206 hours - well you have 206 hours, but if you want a job, you have to think where is my next hour coming from.
Personally, if you can't get work immediately get yourself some more hours. And I mean today. You can fly for as little as £25 an hour in a piston single homebuilt or kitplane.
When you have 500 hrs TT, if you still don't have a job start looking for "Quality Time" Twin, or pressurised, retractable. Consider Instructing, Para dropping, Photo recce, glider towing. If you don't get a job this week, get a couple of hours flying in instead. That way you're inproving you experience and chances.
When you fly, dont fly visually if you can track a VOR. Don't track a VOR if you can find an NDB to Track. Dont fly visually into an airport if you can fly an ILS. It's the best way to stay current, and staying current is the best, no, only way to find that elusive first job.
Sorry if this sounds like a bit of a rant, but it worked for me. ( Took me six years though)
and Good Luck
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Career Management
Hi,
I am in the same boat I completed my education but i cant find a good career consultant than on searching on the web I got a site name career-wise.com which had guide me how to build my career http://www.career-wise.com.au/truly speaking it is an student friendly site.
I am in the same boat I completed my education but i cant find a good career consultant than on searching on the web I got a site name career-wise.com which had guide me how to build my career http://www.career-wise.com.au/truly speaking it is an student friendly site.
