AirBaltic
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(a) A pilot undertaking instruction at a ZFTT course shall have completed, on a multi-pilot turbo-jet aeroplane certificated to the standards of CS-25 or equivalent airworthiness code or on a multi-pilot turbo-prop aeroplane having a maximum certificated take-off mass of not less than 10 tonnes or a certificated passenger seating configuration of more than 19 passengers, at least:
(1) if an FFS qualified to level CG, C or interim C is used during the course, 1 500 hours flight time or 250 route sectors;
(2) if an FFS qualified to level DG or D is used during the course, 500 hours flight time or 100 route sectors.
(b) When a pilot is changing from a turbo-prop to a turbo-jet aeroplane or from a turbo-jet to a turbo-prop aeroplane, additional simulator training shall be required.
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Originally Posted by patituri;[url=tel:11468531
11468531[/url]]Hope you are trolling
(a) A pilot undertaking instruction at a ZFTT course shall have completed, on a multi-pilot turbo-jet aeroplane certificated to the standards of CS-25 or equivalent airworthiness code or on a multi-pilot turbo-prop aeroplane having a maximum certificated take-off mass of not less than 10 tonnes or a certificated passenger seating configuration of more than 19 passengers, at least:
(1) if an FFS qualified to level CG, C or interim C is used during the course, 1 500 hours flight time or 250 route sectors;
(2) if an FFS qualified to level DG or D is used during the course, 500 hours flight time or 100 route sectors.
(b) When a pilot is changing from a turbo-prop to a turbo-jet aeroplane or from a turbo-jet to a turbo-prop aeroplane, additional simulator training shall be required.
(a) A pilot undertaking instruction at a ZFTT course shall have completed, on a multi-pilot turbo-jet aeroplane certificated to the standards of CS-25 or equivalent airworthiness code or on a multi-pilot turbo-prop aeroplane having a maximum certificated take-off mass of not less than 10 tonnes or a certificated passenger seating configuration of more than 19 passengers, at least:
(1) if an FFS qualified to level CG, C or interim C is used during the course, 1 500 hours flight time or 250 route sectors;
(2) if an FFS qualified to level DG or D is used during the course, 500 hours flight time or 100 route sectors.
(b) When a pilot is changing from a turbo-prop to a turbo-jet aeroplane or from a turbo-jet to a turbo-prop aeroplane, additional simulator training shall be required.
The final report of their second runway excursion puts blame in pilot selection and training. Now they are under investigation for one more runway excursion, a hard landing and descend far before the FAP over Brussels city
During the investigation the pilot training records were scrutinized to reveal potential gaps in the pilot training and checking process. The available information about the training process of the pilot involved in the serious incident reveals that the pilot had the Type Rating Training Course (Initial training) for the aircraft type BD-500 (A220) from September 1 till November 26, 2020. The course training records reveal some deficiencies of the pilot’s flight skills: incorrect manipulation with the sidestick, pumping of the rudder for the directional control, untimely and inadequate rudder pedals input to ensure directional control, unnecessary application of brakes, etc. In the first Latvian CAA Skill test and proficiency check after the Rating Training Course the pilot failed due to “Insufficient skills. Lack of time.” After the additional training the test was passed. In 2021, the pilot had further Flight Trainings. The Flight Training Records contain remarks of the flight instructors, namely, periodical uncertainty in command of the aircraft and crew and lack of exchange of flight information with the pilot-monitoring [FO] when flying manually. The investigation has analysed the all available (provided) information about the training process of the pilot involved in the serious incident and suggests that there are potential gaps in the company pilots’ selection, training and checking programs, as well as in the information exchange and analysis by the airline's training department. The investigation has no access to the information on how the operator collects and analyses the information gathered during the training process.
There is a possibility that the pilot with obvious deficiencies during the training and checking period was authorized for line operations without having additional training or another means of mitigation to minimize potential risks. A similar situation with incorrect pilot actions during the landing in crosswind and gusty conditions occurred on June 21, 2018 at the Riga International airport with the airBaltic aircraft A200-300, registration number YL-CSC [Final Report No 4-02/1-18(4-19)]. The FDR data of the involved aircraft showed the application of the right rudder pedal with a simultaneous increase of the left brake pedal application. The higher brake force application on the left-hand side main gear wheels caused the aircraft deviation to the left with a subsequent aircraft side skid. The investigation of this serious incident concluded, that the Root cause of the incident [21/06/2018] was related with uncoordinated asymmetric actions of the flight crew in controlling of the aircraft during the landing. Analysing the actions of the airline pilots in both situations, the investigators can assume that the repeated cause of the incidents was the improper handling of the aircraft by the crews to counteract crosswind conditions. It is likely possible that the airline pilot training program has not been updated considering possible deficiencies and the previous incident.
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They will blame them for more
The genius @WaylanderShade who claims that he flies for AB posted that he didn't have additional training from prop to jet
The genius @WaylanderShade who claims that he flies for AB posted that he didn't have additional training from prop to jet
They will blame them for more
The genius @WaylanderShade who claims that he flies for AB posted that he didn't have additional training from prop to jet
The genius @WaylanderShade who claims that he flies for AB posted that he didn't have additional training from prop to jet
Claimed also that he/she had ZFTT.
If he had experience on LET410 is not eligible for that, L410 is not meeting the criteria contained in Part-FCL for ZFTT
Hopefully he is a troll, I don't want to believe that something like that could happen in european soil
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@WaylanderShade and @OKSUP are probably the same person as both nicks claim that were hired recently and are both Czechs
Claimed also that he/she had ZFTT.
If he had experience on LET410 is not eligible for that, L410 is not meeting the criteria contained in Part-FCL for ZFTT
Hopefully he is a troll, I don't want to believe that something like that could happen in european soil
Claimed also that he/she had ZFTT.
If he had experience on LET410 is not eligible for that, L410 is not meeting the criteria contained in Part-FCL for ZFTT
Hopefully he is a troll, I don't want to believe that something like that could happen in european soil
They cut corners with entry requirements, according to @OKSUP at least. @WaylanderShade posted that he didn't have additional training from prop to jet as required by FCL 730
Incident investigation refers that there are potential gaps in the company pilots selection, training and checking programs
Let's say they hired 50 pilots like @OKSUP with non CS25 experience (though it's an entry requirement) if flying LET, Beechcraft 1900, Jetstream and other CS 23 aircrafts. Base training for them would be 300 landings and 50 go arounds
British keep it simple, I copied that from BA advert
To be considered for BA Euroflyer at the time of application 500 hours or 100 sectors on an aircraft type that satisfies ZFTT
I don't have UK license, maybe BA could skip this entry requirement if I show great attitude, as @OKSUP says, it worked for him
Join Date: Jul 2023
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Hi, we get around 70 BH per month this summer. FO's roster is not very busy compared to Captains' so we get our vacation slots and days off, but still can fly bove 60BH, which gives us additional pay possibilities.
Originally Posted by menekse;[url=tel:11485732
11485732[/url]]Hi!
Why so many AOGs?
btw, are you Dutch?
Why so many AOGs?
btw, are you Dutch?
I think it has been referred here the reason for AOGs
Originally Posted by batushka;[url=tel:11471167
11471167[/url]]He is not trolling
The final report of their second runway excursion puts blame in pilot selection and training. Now they are under investigation for one more runway excursion, a hard landing and descend far before the FAP over Brussels city
During the investigation the pilot training records were scrutinized to reveal potential gaps in the pilot training and checking process. The available information about the training process of the pilot involved in the serious incident reveals that the pilot had the Type Rating Training Course (Initial training) for the aircraft type BD-500 (A220) from September 1 till November 26, 2020. The course training records reveal some deficiencies of the pilot’s flight skills: incorrect manipulation with the sidestick, pumping of the rudder for the directional control, untimely and inadequate rudder pedals input to ensure directional control, unnecessary application of brakes, etc. In the first Latvian CAA Skill test and proficiency check after the Rating Training Course the pilot failed due to “Insufficient skills. Lack of time.” After the additional training the test was passed. In 2021, the pilot had further Flight Trainings. The Flight Training Records contain remarks of the flight instructors, namely, periodical uncertainty in command of the aircraft and crew and lack of exchange of flight information with the pilot-monitoring [FO] when flying manually. The investigation has analysed the all available (provided) information about the training process of the pilot involved in the serious incident and suggests that there are potential gaps in the company pilots’ selection, training and checking programs, as well as in the information exchange and analysis by the airline's training department. The investigation has no access to the information on how the operator collects and analyses the information gathered during the training process.
There is a possibility that the pilot with obvious deficiencies during the training and checking period was authorized for line operations without having additional training or another means of mitigation to minimize potential risks. A similar situation with incorrect pilot actions during the landing in crosswind and gusty conditions occurred on June 21, 2018 at the Riga International airport with the airBaltic aircraft A200-300, registration number YL-CSC [Final Report No 4-02/1-18(4-19)]. The FDR data of the involved aircraft showed the application of the right rudder pedal with a simultaneous increase of the left brake pedal application. The higher brake force application on the left-hand side main gear wheels caused the aircraft deviation to the left with a subsequent aircraft side skid. The investigation of this serious incident concluded, that the Root cause of the incident [21/06/2018] was related with uncoordinated asymmetric actions of the flight crew in controlling of the aircraft during the landing. Analysing the actions of the airline pilots in both situations, the investigators can assume that the repeated cause of the incidents was the improper handling of the aircraft by the crews to counteract crosswind conditions. It is likely possible that the airline pilot training program has not been updated considering possible deficiencies and the previous incident.
The final report of their second runway excursion puts blame in pilot selection and training. Now they are under investigation for one more runway excursion, a hard landing and descend far before the FAP over Brussels city
During the investigation the pilot training records were scrutinized to reveal potential gaps in the pilot training and checking process. The available information about the training process of the pilot involved in the serious incident reveals that the pilot had the Type Rating Training Course (Initial training) for the aircraft type BD-500 (A220) from September 1 till November 26, 2020. The course training records reveal some deficiencies of the pilot’s flight skills: incorrect manipulation with the sidestick, pumping of the rudder for the directional control, untimely and inadequate rudder pedals input to ensure directional control, unnecessary application of brakes, etc. In the first Latvian CAA Skill test and proficiency check after the Rating Training Course the pilot failed due to “Insufficient skills. Lack of time.” After the additional training the test was passed. In 2021, the pilot had further Flight Trainings. The Flight Training Records contain remarks of the flight instructors, namely, periodical uncertainty in command of the aircraft and crew and lack of exchange of flight information with the pilot-monitoring [FO] when flying manually. The investigation has analysed the all available (provided) information about the training process of the pilot involved in the serious incident and suggests that there are potential gaps in the company pilots’ selection, training and checking programs, as well as in the information exchange and analysis by the airline's training department. The investigation has no access to the information on how the operator collects and analyses the information gathered during the training process.
There is a possibility that the pilot with obvious deficiencies during the training and checking period was authorized for line operations without having additional training or another means of mitigation to minimize potential risks. A similar situation with incorrect pilot actions during the landing in crosswind and gusty conditions occurred on June 21, 2018 at the Riga International airport with the airBaltic aircraft A200-300, registration number YL-CSC [Final Report No 4-02/1-18(4-19)]. The FDR data of the involved aircraft showed the application of the right rudder pedal with a simultaneous increase of the left brake pedal application. The higher brake force application on the left-hand side main gear wheels caused the aircraft deviation to the left with a subsequent aircraft side skid. The investigation of this serious incident concluded, that the Root cause of the incident [21/06/2018] was related with uncoordinated asymmetric actions of the flight crew in controlling of the aircraft during the landing. Analysing the actions of the airline pilots in both situations, the investigators can assume that the repeated cause of the incidents was the improper handling of the aircraft by the crews to counteract crosswind conditions. It is likely possible that the airline pilot training program has not been updated considering possible deficiencies and the previous incident.
The pilot involved in the incident had his TR on A220 on September 2020, when most of type rated and qualified pilots were fired.
Furthermore they hired new flight instructors for AB academy instead using the airline pilots who were fired .
Somehow they thought is better to use FI with no commercial experience instead of using experienced pilots.
These FIs later were given an A220 TR and didn’t hire back already rated pilots
Now are paying the price
Nepotism karma
The pilot involved in the incident had his TR on A220 on September 2020, when most of type rated and qualified pilots were fired.
Furthermore they hired new flight instructors for AB academy instead using the airline pilots who were fired .
Somehow they thought is better to use FI with no commercial experience instead of using experienced pilots.
These FIs later were given an A220 TR and didn’t hire back already rated pilots
Now are paying the price
The pilot involved in the incident had his TR on A220 on September 2020, when most of type rated and qualified pilots were fired.
Furthermore they hired new flight instructors for AB academy instead using the airline pilots who were fired .
Somehow they thought is better to use FI with no commercial experience instead of using experienced pilots.
These FIs later were given an A220 TR and didn’t hire back already rated pilots
Now are paying the price
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Hello guys, I have a question concerning AirBaltic assessment, for who already took it, or who is already in, or for anyone who knows something.
I have been invited by AirBaltic for an assessment, after having passed the online tests.
I have a question, because something sounds strange to me:
Although I'm not an experienced pilot, I'm rated on the 320, current, with 600h on type and almost 1000TT.
Even though I'm not rated on the A220, (therefore I suppose to be considered as NTR), I will do the Sim assessment on a Diamond DA42 (FNTPII), single pilot operation.
Usually the FNTPII is used for candidates with no TRs at all, or with no commercial flight experience, does it look alright to you ?
Then we come to the second question: coming from the A320, will there be another TR to be on my expenses, in case of a successful interview ?
Very last question: What is the Managment Interview ?
Thank you guys, I appreciate a lot your help.
I have been invited by AirBaltic for an assessment, after having passed the online tests.
I have a question, because something sounds strange to me:
Although I'm not an experienced pilot, I'm rated on the 320, current, with 600h on type and almost 1000TT.
Even though I'm not rated on the A220, (therefore I suppose to be considered as NTR), I will do the Sim assessment on a Diamond DA42 (FNTPII), single pilot operation.
Usually the FNTPII is used for candidates with no TRs at all, or with no commercial flight experience, does it look alright to you ?
Then we come to the second question: coming from the A320, will there be another TR to be on my expenses, in case of a successful interview ?
Very last question: What is the Managment Interview ?
Thank you guys, I appreciate a lot your help.
Da42 has easy handling characteristics, the hard part was to understand what the assessor was asking you to do during the sim session. Conflicting commands and chaotic environment. It wasn't the first neither the last assessment I had and I can say that it was non standard. I thought that the assessor was trying to make it more challenging since DA42 is a slow and easy to fly airplane. After reading the posts here I believe that all these non standard tricks was to leave space for their ''friends'' who didn't meet the entry requirements
I had my assessment a few months ago, I have about 2500 hours TT (2000 on atr)
Da42 has easy handling characteristics, the hard part was to understand what the assessor was asking you to do during the sim session. Conflicting commands and chaotic environment. It wasn't the first neither the last assessment I had and I can say that it was non standard. I thought that the assessor was trying to make it more challenging since DA42 is a slow and easy to fly airplane. After reading the posts here I believe that all these non standard tricks was to leave space for their ''friends'' who didn't meet the entry requirements
Da42 has easy handling characteristics, the hard part was to understand what the assessor was asking you to do during the sim session. Conflicting commands and chaotic environment. It wasn't the first neither the last assessment I had and I can say that it was non standard. I thought that the assessor was trying to make it more challenging since DA42 is a slow and easy to fly airplane. After reading the posts here I believe that all these non standard tricks was to leave space for their ''friends'' who didn't meet the entry requirements
The FIs I mentioned in my previous post took their positions
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