The best CVs or Resumes (Merged)
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Originally Posted by paco
You can take a lot of the above with several pinches of salt. Nothing wrong with the Microsoft templates - I use one myself, and contrary to other advice, mine is also 5 pages long. Don't get stressed up putting it all on one page - BUT - put all the relevant stuff on page 1 - if I want more information, I want it NOW, and I will not pick up the phone if I have 500 resumes to sift through. Imagine what you would want to know yourself as a Chief Pilot - that will tell you what to put on the first page.
Bear in mind that a resume gets you an interview, not a job, and the screener looks at it for 8 seconds before putting it in a pile. Don't give them an excuse to put it on the wrong one!
It certainly should be neat and well-spaced, with black printing on white paper (for scanning) and if you've taken the trouble to use a microsoft one, or even better a Framemaker one, it at least tells me you are computer literate to a certain degree.
Otherwise, no photos, no aol email addresses, referees will be taken up later, so you don't need them right now. However.......
YOUR COVERING LETTER IS OFTEN MORE IMPORTANT!
Read that again
And again
That's because it is a focussing device.
Good luck!
Phil
Bear in mind that a resume gets you an interview, not a job, and the screener looks at it for 8 seconds before putting it in a pile. Don't give them an excuse to put it on the wrong one!
It certainly should be neat and well-spaced, with black printing on white paper (for scanning) and if you've taken the trouble to use a microsoft one, or even better a Framemaker one, it at least tells me you are computer literate to a certain degree.
Otherwise, no photos, no aol email addresses, referees will be taken up later, so you don't need them right now. However.......
YOUR COVERING LETTER IS OFTEN MORE IMPORTANT!
Read that again
And again
That's because it is a focussing device.
Good luck!
Phil
As for computer literacy, I don't really give a monkey's! If you've just passed your MCC and done a JOC or similar, I can be reasonably satisfied that you can push the right buttons on an FMS. Your facility with Windoze may impress if you want to be an office worker, but are not particularly relevant in a 737.
I don't understand the objection to AOL e-mail addresses. I can understand why those who aren't fully up to date with net mail issues might not like Hotmail, but not AOL.
As for the covering letter, I think Phil's advice may be salient if you're speculatively applying for a position in a very small organisation. If you're after an airline job, there is less need for star quality and more need to fit the desired profile.
However, these days most UK airlines require you to apply using their own online forms, so the opportunity for attempting to shine via a CV is diminishing! Where a CV is required in UK, stick with our advice above. If you're still unsure, go and do a day with Pete (above) or Penny Austin, both of whom will fill in the details but give you broadly the same advice as I have. If you're looking in other parts of the world, you'll need to find out about the local jobseeker's culture. It may be that Phil's advice is more relevant in those places, but don't try it here!
Scroggs
Last edited by scroggs; 3rd Mar 2006 at 12:00.
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Please, please, get the spelling and grammar right. I have seen so many CVs go into the bin because of a simple lack of care. I like to see a summary at the beginning of a CV.
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why don't put photos on the cv?
the screener looks at it for 8 seconds before putting it in a pile
One thing you shouldn't do is mention hobbies, interests, favourite teams or any clubs you are members of. If the selector hates stampcollectors, Arsenal, or morris dancing, then you'll have no chance. You also don't want to paint a false impression of our personality on paper. Leave it for the interview.
Leave references off. They are not needed yet. Please remember aviation is a small world, it's likely one of your referees could be someone disliked by the selector, or is an aquaintance and a quick call and few informal questions could land you on the 'no' pile. A written reference when requested will give less flexibility for 'off the record' comments. Don't forget in the UK an employer is not allowed to give a negative written reference, but an informal phonecall can...
- As suggested already, keep it to one side of A4.
- Ensure you have your personal details on the letter, and your name at the foot of the CV.
- Bulletpoints keep it neat and make it easier on the eye.
- Supply dates of employment, company name and position held, then a short paragraph on your responsibilites. The more recent, the more info.
- Make sure the layout is tidy, aligned and easy to follow.
- Supply a short letter of introduction, outlining briefly your skills, what you're looking for (you can leave this vague if you are mailing out your CV to multiple companies).
- Resist the temptation for pretty colours, menu style paper folding and pictures. They may just get passed around as a novelty item to look at (harsh but true!)
- If your e-mail address is at all unprofessional, get one that isn't and use that one for jobhunting replies.
Either way, good luck!
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Another question..should one put flying experience first or education( I put education first)? I have sent my CV, with a photo,to many airlines and to my surprise I had emails from nearly all of them, stating that my CV will be kept on file. I spoke to Mr Dandeker at Loganair, and he said CV designs are important. I used a word-based template, very snazzy, but professional. I know I may have answered my own question, but just looking for what anyone else has done. Cheers.
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Aviation is a small world.
An applicant could one day be a manager somewhere.
A standard response is usually sent out to advise they have received your details and will either call you, invite you for interview, or tell you you're being put on file and 'contacted should a suitable position arise sometime in the future'.
Basically they keep your CV incase either their prerequisites change, or one day you've increased your hours, gained types, etc and they can contact you again one day to offer you an opportunity.
Because they havent just ignored your application, you wil see them as a good employer.
An applicant could one day be a manager somewhere.
A standard response is usually sent out to advise they have received your details and will either call you, invite you for interview, or tell you you're being put on file and 'contacted should a suitable position arise sometime in the future'.
Basically they keep your CV incase either their prerequisites change, or one day you've increased your hours, gained types, etc and they can contact you again one day to offer you an opportunity.
Because they havent just ignored your application, you wil see them as a good employer.
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Put your flying experience first - that's what your potential employer is most interested in. As was said a long time ago, avoid non-specific templates unless you can customise them to the recommended aviation format. The fact that some companies replied to you says more about the companies than about your CV!
Don't buck the UK aviation CV norms just to be different; it may be counter-productive. Individualism is not encouraged in a profession that requires people who must strictly follow rules, and excessive signs of it in your CV are likely to see it posted on the HR office noticeboard to be used as a darts target. If you are tempted to try and show your character in your CV, pick something else to do for an hour or so and go back to writing the CV when the feeling has passed!
Scroggs
Don't buck the UK aviation CV norms just to be different; it may be counter-productive. Individualism is not encouraged in a profession that requires people who must strictly follow rules, and excessive signs of it in your CV are likely to see it posted on the HR office noticeboard to be used as a darts target. If you are tempted to try and show your character in your CV, pick something else to do for an hour or so and go back to writing the CV when the feeling has passed!
Scroggs
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I did the Pilot Pete, CV and interview preperation course myself and very good it was too. Pete did convince me that it is worth including sensible hobbies and interests after all. Sure, the first thing they are going to look at is your experience and if that it not to suit, you're gone. If it's good though, hobbies and interests can show that you are a fun, well rounded individual. The kind of person you'd like to fly with perhaps? It also gives you a human face better than a dodgy passport style picture can. If the only thing that you have to offer is 250hrs and they have not chucked you out yet, it may clinch you an interview
Last edited by Fair_Weather_Flyer; 11th Mar 2006 at 17:16.
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I agree. Don't get me wrong; we don't want faceless grey men, but we do want conventional people without too great a streak of individuality which might be incompatible with a safety-critical team operation. By all means let us know what things interest you, but don't leave any hostages to fortune. We might be fascinated to learn that you're a football enthusiast, but it might be more than we can take if you say you're an Arsenal supporter!
Scroggs
Edit: ah, I see you're replying to one of 6MH's points. Well, there he and I will have to agree to disagree. In my company, we feel it's important to know that you have something other than aviation to talk about on a 14 hour leg!
Scroggs
Edit: ah, I see you're replying to one of 6MH's points. Well, there he and I will have to agree to disagree. In my company, we feel it's important to know that you have something other than aviation to talk about on a 14 hour leg!
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You're not preparing a standard CV but a pilot CV, very different presentation from perhaps being a shop assistant or a bank manager.
As a regular reader of pilot CV's please cut the crap about 'how I would most welcome to join your esteemed company, your company is the best thing since sliced bread etc.', forget it. As soon as one reads that one detects that you're not qualified for the job you hope to secure, you're going to bore the reader, and one quickly moves onto the next CV in the pile.
Start with a short general introduction, name, address, date of birth, contact information and perhaps make mention that you are willing to relocate as required.
Hours, first write your total hours, don't beat around the bush itemising times on C172, C152, times in a F100 simulator during an MCC course, the fact that you one attended a simulator seesion for 55 minutes in a B737 sim. Cut to the chase, itemise SEP, MEP, PIC and P2 but before these be up front that you have a very low total time.
Then any relevant employment history, I had one CV where he'd worked as Father Christmas at the Trafford Centre in Manchester, no don't mention such a thing guys, just aviation related work or a reputable profession such as a copper or something.
Also speak English, not American, unless you are applying for a job in USA of course, none of this FAR125 or Part 135 carrier or whatever, who gives a
sh1t what type of carrier it was, what type of damn aeroplane were you flying buddy?
Of course mention your licences, particularly mention if it is issued in accordance with JAR FCL, mention your MCC but if you are a low time pilot then present a low time CV, not line after line, page after page, of bu11sh1t!
As a regular reader of pilot CV's please cut the crap about 'how I would most welcome to join your esteemed company, your company is the best thing since sliced bread etc.', forget it. As soon as one reads that one detects that you're not qualified for the job you hope to secure, you're going to bore the reader, and one quickly moves onto the next CV in the pile.
Start with a short general introduction, name, address, date of birth, contact information and perhaps make mention that you are willing to relocate as required.
Hours, first write your total hours, don't beat around the bush itemising times on C172, C152, times in a F100 simulator during an MCC course, the fact that you one attended a simulator seesion for 55 minutes in a B737 sim. Cut to the chase, itemise SEP, MEP, PIC and P2 but before these be up front that you have a very low total time.
Then any relevant employment history, I had one CV where he'd worked as Father Christmas at the Trafford Centre in Manchester, no don't mention such a thing guys, just aviation related work or a reputable profession such as a copper or something.
Also speak English, not American, unless you are applying for a job in USA of course, none of this FAR125 or Part 135 carrier or whatever, who gives a
sh1t what type of carrier it was, what type of damn aeroplane were you flying buddy?
Of course mention your licences, particularly mention if it is issued in accordance with JAR FCL, mention your MCC but if you are a low time pilot then present a low time CV, not line after line, page after page, of bu11sh1t!
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I agree with touch&go. Don't be so bl**dy lazy. Put some research and effort in and try to make yours a little different. All in all I must have spent about 3 days getting mine to a standard I was happy with. You won't get all the answers to getting a job here. There is no magic CV, plus you are competing, whether you like it or not, against all your compatriots in terms of training. Strain every mental sinew to try to make your application stand out. However, do not expect someone here to hand you a CV. It's not fair on them and labels you as a slacker....
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Sphinx, it would appear that you decided to reply to Jinkster without reading the rest of the thread? This is a useful topic, and opinions from those who know what they're talking about (sadly, not all those who replied) are valuable advice for those who've never thought about writing an aviation CV.
Scroggs
Scroggs
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At the end of the day the company are going to ask that their application form be completed and ask yourself why?
Because everything is laid out in exactly the same format for every applicant, this makes it easier to read and easier to establish who are the best canditature for the job.
They do not want to read itemisations on non relevant MCC simulator time, different SEP's etc. to establish that after 2 pages of crap the guy only has 250 hours, tell them that straight away because no matter where they read it, with 250 hours you're either going to get the job or you're not.
Bullsh1tting only serves to irritate the reader!
Because everything is laid out in exactly the same format for every applicant, this makes it easier to read and easier to establish who are the best canditature for the job.
They do not want to read itemisations on non relevant MCC simulator time, different SEP's etc. to establish that after 2 pages of crap the guy only has 250 hours, tell them that straight away because no matter where they read it, with 250 hours you're either going to get the job or you're not.
Bullsh1tting only serves to irritate the reader!
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Several good posts and snippets of advice so far. I will see if I can add something.
Think about your CV from the viewpoint of the READER, ie the airline recruiter. Don't assume it will be the Chief Pilot who is going to be the one to filter it and call you for interview. It may well be in a small outfit, but the larger airlines will have an HR department that deals with ALL company recruitment.
The important things to remember are;
1. They will get hundreds of pilot CVs.
2. They are busy people.
3. They will filter those CVs to get them down to a sensible number to consider further.
4. It may well be as arbitrary as just taking the top handful off the pile.....
5. You need to meet their minimum requirements.
6. They need to be able to see easily that you meet their requirements.
7. They need to be able to get hold of you easily (by phone).
8. They are looking for certain things, like number of hours/ types, previous relevant work history, certain skills sets.
9. If it looks crap, it probably is crap.
And the list could probably go on and on.....
So, what are you to make from all this? Well, it's all about risk, or rather minimising the risk of being binned. You have to be in the right pile to stand a chance of getting a selection. So, you simply must do everything possible to ensure you don't give them a reason to bin your CV. For instance, if they want 2500hrs heavy jet and you have 250hrs piston, well, no prizes for guessing which pile your CV is going into......
You cannot control their minimum requirements, you either meet them or you don't, so if you don't you can't expect to get a call - your CV has been speculative in the extreme and may well have just been a waste of time. You can however control things like the layout, style, spelling and content, so in my opinion you simply MUST control these elements.
I see hundreds of pilot CVs and the one thing that is consistent amongst them is that they ALL have some sort of mistake in them, be it spelling, grammar, punctuation, formatting, length, font size, telephone number incorrect (I kid you not - 18 months with no response and I found his telephone number had two digits transposed!!). Why is this? It's not just my opinion on content, it is REAL mistakes like typos and spelling. Use a dictionary and check the difference between LICENCE and LICENSE!!
So, one small spelling mistake is not going to necessarily get you binned, but why take the risk? Why not make the effort to get it just right? If you can't spot the mistakes (which you won't always as you wrote it!), get someone with a good grasp of English to proof read it for you. But they do need to be independent as often the missus will be so hacked off with you and your training by the time it gets to the CV that she will at best give it a cursory glance!!
So let's take the guy who has two or three spelling mistakes, a couple of punctuation errors, can't format documents properly in Word and uses the 'space bar' to indent his paragraphs so things don't quite line up, uses BOLD, ITALICS, UNDERLINES (and CAPS) for his headings and uses his 5 year old Epson Stylus which puts a few feint black lines down every page and what have you got? A CV which is offering them numerous reasons for it to be placed in the bin, hence the risk has not been minimised. That is even before considering the content!
The more flying experience you have, the less other detail you need on your CV. If you have a big jet type rating, 4000hrs total time and command experience, well this in itself will pretty much be enough to get you in the 'further consideration' pile (assuming it meets their minimum requirements). If however you have 170hrs and have just graduated from flight school then you really need to take extra care and offer them a bit more which will make you stand out from the other low houred applicants. This is where relevant previous work history and non-work activities can make you stand out as being more interesting and possibly more suitable. Consider these two applicants;
1. 250hrs, fATPL, 24 years old, always wanted to fly, only previous work history was as Santa Claus in the Trafford Centre.
2. 250hrs, fATPL, 24 years old, has wanted to fly since being in the Air Cadets at the age of 13, has extensive glider experience with them and has gone on to be an Adult Instructor, giving time back to the organisation that taught him firstly how to fly and much more besides including the Duke of Edinburgh's Gold Award. All the way through his training he has worked at Manchester Airport as a Dispatcher and has networked several management pilots as contacts, 4 of whom have asked for him to let them know when he has qualified and to give them his CV.
So candidate 2 has done more with his time, he has demonstrated a real desire to be involved in the aviation industry, has gained more 'life experience', has demonstrated many desirable qualities of a pilot through his work and spare time activities and seems highly motivated. Get that lot down in a CV and I think you can see that it will look more desirable than cadidate 1. Having said that, with low hours it is still extremely competitive and both may well miss out anyway, but that is another issue. So the less flying experience you have, the more other things come into the reckoning, such as work history, hobbies and interests. It's not rocket science, how else are they going to distinguish between low houred pilots who all have exactly the same qualifications? Oh, and education. Again, the more you have done since leaving full time education, the less relevance it has. However, with both the above candidates, one with 'A' levels, the other with a string of detentions to his name, well it could make a difference, but your ATPL exams are usually enough to demonstrate the required ability at book work. For sponsorships it’s different though and many stipulate a minimum academic achievement as a filter.
Don't pad it out with waffle, keep it clear and to the point. Remember it is a 'snap-shot', not an exhaustive history. The idea is to demonstrate your suitability for the job, not to list all the tasks that you did as a bank clerk in Barclays during the 1990s....
Good luck.
PP
Edited to add:
These are my thoughts on pilot CVs, we're all different and one employer may think it is great and another not. Research is important for your cover letter and for the CV.
One last point about the 'Profile' that many put at the top of their CV. Some like it, some don't. My opinion is that it is a short paragraph of management speak bull-****. How about this:
A consummate professional with a proven track record. Excellent communication skills and an ability to work as part of a team and on own initiative when required. Extensive experience in IT and familiarity with several Microsoft products such as the Office Suite and Outlook. A team leader, destined for management.
My 8 year old could claim all this and it offers little of substance in my mind. Better to tell them in your 'Work Experience' section about your previous job or your non-work related activities, offering EVIDENCE of these abilities and not just making CLAIMS about them.
How about this:
Eight years with the Metropolitan Police, rising to the rank of Sergeant and culminating with two years as a Firearms Officer in SO19. The various roles have required an ability to work as part of a wider team, utilising sound communications and decision-making skills, often in difficult circumstances and under extreme pressure. Accuracy of report writing and record keeping needed discipline and thoroughness.
You could even leave the second paragraph with just the first sentence as the job pretty much speaks for itself, through implication.
Get the idea?
Think about your CV from the viewpoint of the READER, ie the airline recruiter. Don't assume it will be the Chief Pilot who is going to be the one to filter it and call you for interview. It may well be in a small outfit, but the larger airlines will have an HR department that deals with ALL company recruitment.
The important things to remember are;
1. They will get hundreds of pilot CVs.
2. They are busy people.
3. They will filter those CVs to get them down to a sensible number to consider further.
4. It may well be as arbitrary as just taking the top handful off the pile.....
5. You need to meet their minimum requirements.
6. They need to be able to see easily that you meet their requirements.
7. They need to be able to get hold of you easily (by phone).
8. They are looking for certain things, like number of hours/ types, previous relevant work history, certain skills sets.
9. If it looks crap, it probably is crap.
And the list could probably go on and on.....
So, what are you to make from all this? Well, it's all about risk, or rather minimising the risk of being binned. You have to be in the right pile to stand a chance of getting a selection. So, you simply must do everything possible to ensure you don't give them a reason to bin your CV. For instance, if they want 2500hrs heavy jet and you have 250hrs piston, well, no prizes for guessing which pile your CV is going into......
You cannot control their minimum requirements, you either meet them or you don't, so if you don't you can't expect to get a call - your CV has been speculative in the extreme and may well have just been a waste of time. You can however control things like the layout, style, spelling and content, so in my opinion you simply MUST control these elements.
I see hundreds of pilot CVs and the one thing that is consistent amongst them is that they ALL have some sort of mistake in them, be it spelling, grammar, punctuation, formatting, length, font size, telephone number incorrect (I kid you not - 18 months with no response and I found his telephone number had two digits transposed!!). Why is this? It's not just my opinion on content, it is REAL mistakes like typos and spelling. Use a dictionary and check the difference between LICENCE and LICENSE!!
So, one small spelling mistake is not going to necessarily get you binned, but why take the risk? Why not make the effort to get it just right? If you can't spot the mistakes (which you won't always as you wrote it!), get someone with a good grasp of English to proof read it for you. But they do need to be independent as often the missus will be so hacked off with you and your training by the time it gets to the CV that she will at best give it a cursory glance!!
So let's take the guy who has two or three spelling mistakes, a couple of punctuation errors, can't format documents properly in Word and uses the 'space bar' to indent his paragraphs so things don't quite line up, uses BOLD, ITALICS, UNDERLINES (and CAPS) for his headings and uses his 5 year old Epson Stylus which puts a few feint black lines down every page and what have you got? A CV which is offering them numerous reasons for it to be placed in the bin, hence the risk has not been minimised. That is even before considering the content!
The more flying experience you have, the less other detail you need on your CV. If you have a big jet type rating, 4000hrs total time and command experience, well this in itself will pretty much be enough to get you in the 'further consideration' pile (assuming it meets their minimum requirements). If however you have 170hrs and have just graduated from flight school then you really need to take extra care and offer them a bit more which will make you stand out from the other low houred applicants. This is where relevant previous work history and non-work activities can make you stand out as being more interesting and possibly more suitable. Consider these two applicants;
1. 250hrs, fATPL, 24 years old, always wanted to fly, only previous work history was as Santa Claus in the Trafford Centre.
2. 250hrs, fATPL, 24 years old, has wanted to fly since being in the Air Cadets at the age of 13, has extensive glider experience with them and has gone on to be an Adult Instructor, giving time back to the organisation that taught him firstly how to fly and much more besides including the Duke of Edinburgh's Gold Award. All the way through his training he has worked at Manchester Airport as a Dispatcher and has networked several management pilots as contacts, 4 of whom have asked for him to let them know when he has qualified and to give them his CV.
So candidate 2 has done more with his time, he has demonstrated a real desire to be involved in the aviation industry, has gained more 'life experience', has demonstrated many desirable qualities of a pilot through his work and spare time activities and seems highly motivated. Get that lot down in a CV and I think you can see that it will look more desirable than cadidate 1. Having said that, with low hours it is still extremely competitive and both may well miss out anyway, but that is another issue. So the less flying experience you have, the more other things come into the reckoning, such as work history, hobbies and interests. It's not rocket science, how else are they going to distinguish between low houred pilots who all have exactly the same qualifications? Oh, and education. Again, the more you have done since leaving full time education, the less relevance it has. However, with both the above candidates, one with 'A' levels, the other with a string of detentions to his name, well it could make a difference, but your ATPL exams are usually enough to demonstrate the required ability at book work. For sponsorships it’s different though and many stipulate a minimum academic achievement as a filter.
Don't pad it out with waffle, keep it clear and to the point. Remember it is a 'snap-shot', not an exhaustive history. The idea is to demonstrate your suitability for the job, not to list all the tasks that you did as a bank clerk in Barclays during the 1990s....
Good luck.
PP
Edited to add:
These are my thoughts on pilot CVs, we're all different and one employer may think it is great and another not. Research is important for your cover letter and for the CV.
One last point about the 'Profile' that many put at the top of their CV. Some like it, some don't. My opinion is that it is a short paragraph of management speak bull-****. How about this:
A consummate professional with a proven track record. Excellent communication skills and an ability to work as part of a team and on own initiative when required. Extensive experience in IT and familiarity with several Microsoft products such as the Office Suite and Outlook. A team leader, destined for management.
My 8 year old could claim all this and it offers little of substance in my mind. Better to tell them in your 'Work Experience' section about your previous job or your non-work related activities, offering EVIDENCE of these abilities and not just making CLAIMS about them.
How about this:
Eight years with the Metropolitan Police, rising to the rank of Sergeant and culminating with two years as a Firearms Officer in SO19. The various roles have required an ability to work as part of a wider team, utilising sound communications and decision-making skills, often in difficult circumstances and under extreme pressure. Accuracy of report writing and record keeping needed discipline and thoroughness.
You could even leave the second paragraph with just the first sentence as the job pretty much speaks for itself, through implication.
Get the idea?
Last edited by Pilot Pete; 12th Mar 2006 at 12:37.
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are likely to see it posted on the HR office noticeboard to be used as a darts target.
I was once sent a CV where he was desperate for a job with total experience of 30 hours on R22. He had tarted his CV up so much that by the time I'd finished reading it, I was almost convinced I had misread it! The guy had made himself out to be a Concorde Skipper, with membership of every exclusive club and professional body.
10 out of 10 for effort though.
My colleague screwed it up and threw it in the bin. I felt this was unfair, so after replying with the usual 'put on file' etc, made it into a paper concorde.
That CV provided a whole 10 minutes of wasted reading time, and a whole 10 minutes of fun throwing it around the office!
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I received a CV in the past few days, the guy is applying for a position, where he must be type rated, on a particular type of aircraft.
His CV makes no mention whatsoever of any type rating(s) however makes mention that he has some hours in this particular type simulator.
Now is the guy rated or not, I suspect not and I suspect that this simulator time was during an MCC, or similar, course.
However I have needed to perhaps waste my time going back to the guy to ask him a direct question, are you type rated?
If he is not rated then this guy has wasted my time by bullsh1tting on his CV and not only will this application be filed in file 13 but any future applications from this guy will find their way to file 13 also.
His CV makes no mention whatsoever of any type rating(s) however makes mention that he has some hours in this particular type simulator.
Now is the guy rated or not, I suspect not and I suspect that this simulator time was during an MCC, or similar, course.
However I have needed to perhaps waste my time going back to the guy to ask him a direct question, are you type rated?
If he is not rated then this guy has wasted my time by bullsh1tting on his CV and not only will this application be filed in file 13 but any future applications from this guy will find their way to file 13 also.
PPRuNe Handmaiden
Errors recently seen in CVs and in phone screening.
When someone is reviewing your CV for a job they don’t have all day to search for the information they need. If it’s longer than 1 A4 page and the information is hard to find then the person reviewing it will in all probability bin the CV. That may sound very harsh but when you have several hundred CVs to review every day it becomes a necessity.
What you put on a CV is really dependant on what and where the job is. If you’re applying for a position in the UK and you already live there then the international dialing code and your citizenship isn’t really required, however, if you’re applying for a job in a different country then those 2 items are very useful. If you’re using a specific address for eg flight crew then putting down that you’re seeking a captain’s position is a bit superfluous. Also, if the company specifically recruits people to a FO position before shifting seats then it means you haven’t done any research on that specific company.
Other errors I have seen recently are padded hours. Don’t do it. If you think that the HR department won’t know the difference then think again. One person had wrote that he’d been a FA and had sat in on many approaches and thus it means he’s got more experience. Maybe but if you can’t log it you can’t claim it. When a person is reviewing your CV they want to see very quickly how many hours you have and a general break down of those hours. Night hours aren’t really a necessary thing to high light in Europe but your multi crew time is. Twin time is ok to high light as well.
One of the most frustrating error is to have no phone number included or worse, an incorrect one. You can’t get a call if you don’t put a phone number on it. Be very careful about the email you use. [email protected] does not give a good impression.
Please do some research on the company you’ve sent a CV to. There’s plenty of information out there on the company websites and of course, PPRuNe. I found it very frustrating when asked what did they know about our company to be told “not much”. I don’t expect a potential candidate to know absolutely every thing about the company esp when being cold called but a general idea is fine.
Also, if you’re putting out CVs that means you hope to be interviewed. I don’t know of many interviews these days that don’t ask some basic JAR OPS or Performance type of questions. Please dig out your books and brush up on the basics. You may even find it useful for your renewals. Of course a word perfect answer isn’t expected but a general idea is useful. Eg, balanced airfield. While “I don’t know” is an honest answer it’s not really acceptable. If the person had replied “I can’t remember exactly but it has something to do with take off performance” that would have been much better.
Practice working through CRM or operational scenarios. Work out plans of action and practice talking about them. Eg inflight diversions, ill passengers and the like.
If the position states that English must be spoken and you’re not a native English speaker start practicing! This is vital. When writing the covering letter, please don’t use an internet translator. It really looks strange and it immediately flags that you’re not fluent in the language.
An absolute no no in my opinion is to be doing something else whilst you’re been screened. Can you imagine what impression it gives to the company calling you about a possible interview and you’re tapping away on your computer? Esp if you’ve asked the company to ring you back because the first time wasn’t convenient.
Above all, be honest. If you don’t know something, say so. Bull****ting never works. Also, this industry is a very small one. The person you annoyed in flight school or in the previous job just might be the one reviewing your application. You can imagine what would happen to your CV.
What you put on a CV is really dependant on what and where the job is. If you’re applying for a position in the UK and you already live there then the international dialing code and your citizenship isn’t really required, however, if you’re applying for a job in a different country then those 2 items are very useful. If you’re using a specific address for eg flight crew then putting down that you’re seeking a captain’s position is a bit superfluous. Also, if the company specifically recruits people to a FO position before shifting seats then it means you haven’t done any research on that specific company.
Other errors I have seen recently are padded hours. Don’t do it. If you think that the HR department won’t know the difference then think again. One person had wrote that he’d been a FA and had sat in on many approaches and thus it means he’s got more experience. Maybe but if you can’t log it you can’t claim it. When a person is reviewing your CV they want to see very quickly how many hours you have and a general break down of those hours. Night hours aren’t really a necessary thing to high light in Europe but your multi crew time is. Twin time is ok to high light as well.
One of the most frustrating error is to have no phone number included or worse, an incorrect one. You can’t get a call if you don’t put a phone number on it. Be very careful about the email you use. [email protected] does not give a good impression.
Please do some research on the company you’ve sent a CV to. There’s plenty of information out there on the company websites and of course, PPRuNe. I found it very frustrating when asked what did they know about our company to be told “not much”. I don’t expect a potential candidate to know absolutely every thing about the company esp when being cold called but a general idea is fine.
Also, if you’re putting out CVs that means you hope to be interviewed. I don’t know of many interviews these days that don’t ask some basic JAR OPS or Performance type of questions. Please dig out your books and brush up on the basics. You may even find it useful for your renewals. Of course a word perfect answer isn’t expected but a general idea is useful. Eg, balanced airfield. While “I don’t know” is an honest answer it’s not really acceptable. If the person had replied “I can’t remember exactly but it has something to do with take off performance” that would have been much better.
Practice working through CRM or operational scenarios. Work out plans of action and practice talking about them. Eg inflight diversions, ill passengers and the like.
If the position states that English must be spoken and you’re not a native English speaker start practicing! This is vital. When writing the covering letter, please don’t use an internet translator. It really looks strange and it immediately flags that you’re not fluent in the language.
An absolute no no in my opinion is to be doing something else whilst you’re been screened. Can you imagine what impression it gives to the company calling you about a possible interview and you’re tapping away on your computer? Esp if you’ve asked the company to ring you back because the first time wasn’t convenient.
Above all, be honest. If you don’t know something, say so. Bull****ting never works. Also, this industry is a very small one. The person you annoyed in flight school or in the previous job just might be the one reviewing your application. You can imagine what would happen to your CV.
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Here is a template for pilots. Some may criticise it, but at least it is tidy - some of the resumes that come across my desk would disgrace a fish and chip shop.
http://office.microsoft.com/en-us/te...CT010317021033
It's a bit fiddly to download and comes down as a cab file. I think the layout could be improved (needs a bit more white space), but it's a start.
With reference to other comments - each company is unfortunately different (ring them up and ask what they like to see). The company I currently work for likes photos - the one I previously worked for didn't - and that was a major UK public company, which also appreciated my 5-page cv so much that it got me through to the interview (I was told afterwards). But then, that was a management position - for a pilot position it would have been suitably edited, although it still wouldn't have been on one page. As I said previously - try to get it on one, but don't get stressed out if you can't - just make sure the important stuff, like hours, typeratings, availability, contact details is on the front page. And anyway, as a professional, your cv will be short, competent and to the point, won't it?
And as Scroggs says, too much individualism should be avoided, certainly in the larger companies.
I guess photos are OK if they are going to be seen directly by the recruiter, but if they are going to be filtered through a human remains department, who will not only be dealing with pilot cvs, I would leave them out - as one poster above states quite correctly, there may be a bias at the screening stage (and remember, it's the screener's job to screen you out - they are there to whittle the pile of applications to manageable proportions).
Remember your resume is your brochure and if you don't take the trouble to get it right, how do I know you're going to pay attention to detail in the cockpit? Or take the trouble to fill in Tech Log pages correctly? And tidily? It's not just the cockpit that's important - you may be able to play with the FMS buttons OK, but when it comes to filling in the paperwork after the flight, I want to know you are going to be able to use the office computer correctly and not pass extra work on to the ops department.
Taking Fairweather's point, hobbies and stuff could be useful if you are low on hours and want to demonstrate some transferable skills. If they require a certain amount of mixing with other people, then that would be useful from a CRM point of view. If they are loner-type hobbies I would leave them out. Pilot Pete's comments are with reference against experience are dead on.
It is a modern world, and computer literacy is almost a prerequisite these days. As for aol addresses, most people in IT regard aol as being geared down to 12-year olds. 'nuff said. I know this is aviation, but read the first part of this sentence again.
And BTW - I am a helicopter and fixed Wing man - I have UK ATPLs in both subjects, and have been up to the dizzy heights of general manager of a small airline. I am also more qualified in IT than I am in aviation.
Phil
http://office.microsoft.com/en-us/te...CT010317021033
It's a bit fiddly to download and comes down as a cab file. I think the layout could be improved (needs a bit more white space), but it's a start.
With reference to other comments - each company is unfortunately different (ring them up and ask what they like to see). The company I currently work for likes photos - the one I previously worked for didn't - and that was a major UK public company, which also appreciated my 5-page cv so much that it got me through to the interview (I was told afterwards). But then, that was a management position - for a pilot position it would have been suitably edited, although it still wouldn't have been on one page. As I said previously - try to get it on one, but don't get stressed out if you can't - just make sure the important stuff, like hours, typeratings, availability, contact details is on the front page. And anyway, as a professional, your cv will be short, competent and to the point, won't it?
And as Scroggs says, too much individualism should be avoided, certainly in the larger companies.I guess photos are OK if they are going to be seen directly by the recruiter, but if they are going to be filtered through a human remains department, who will not only be dealing with pilot cvs, I would leave them out - as one poster above states quite correctly, there may be a bias at the screening stage (and remember, it's the screener's job to screen you out - they are there to whittle the pile of applications to manageable proportions).
Remember your resume is your brochure and if you don't take the trouble to get it right, how do I know you're going to pay attention to detail in the cockpit? Or take the trouble to fill in Tech Log pages correctly? And tidily? It's not just the cockpit that's important - you may be able to play with the FMS buttons OK, but when it comes to filling in the paperwork after the flight, I want to know you are going to be able to use the office computer correctly and not pass extra work on to the ops department.
Taking Fairweather's point, hobbies and stuff could be useful if you are low on hours and want to demonstrate some transferable skills. If they require a certain amount of mixing with other people, then that would be useful from a CRM point of view. If they are loner-type hobbies I would leave them out. Pilot Pete's comments are with reference against experience are dead on.
It is a modern world, and computer literacy is almost a prerequisite these days. As for aol addresses, most people in IT regard aol as being geared down to 12-year olds. 'nuff said. I know this is aviation, but read the first part of this sentence again.
And BTW - I am a helicopter and fixed Wing man - I have UK ATPLs in both subjects, and have been up to the dizzy heights of general manager of a small airline. I am also more qualified in IT than I am in aviation.
Phil
Last edited by paco; 24th Mar 2006 at 20:15.
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Phil, your link doesn't work - at least, not for me.
I can understand why a 5-page CV might be appropriate for an experienced industry professional applying for a management position, but there is no way that any screener in the HR departments of the airlines I am familiar with would accept such a document from an applicant for a junior FO position. I very much doubt whether most of our wannabes could get to five pages even if they wrote a paragraph for every year of their lives! In any case, the CV would be in the bin before the end of the second page if the screener can't find the essential information they need. In fact, I frankly fail to see what you could possibly relevently put on an airline CV that could take it beyond one page!
I reiterate: a speculative CV for a junior line pilot position is not an opportunity to eulogise about your superior personal qualities. It is simply a list of appropriate experience and qualifications with comprehensive contact details. That's about it. Later stages of the recruiting process will reveal your personality, and give you the opportunity to tell the airline how your ability to think outside the box will produce a synergistic solution going forward into the future aviation paradigm, or some such management-speak rubbish. I imagine that any attempt to take that kind of line will be shortly followed by a guided tour of the exit, however! Line FOs are not employed to out-think the airline's management and marketing force, even at BA!
One page. Photo if you wish. List your flying experience, aviation jobs held (if any), relevent qualifications and contact details. Interests can be there if they're not too wacky. Comprehensive contact details are essential. Make sure it's accurate, mistake-free, and easily understood. Don't bullshit, or tell me how my airline will be transformed by your presence. Include a covering letter detailing what position you're applying for, a short narrative of how you came to be where you are and why you want to work for me. That is it, Nothing else.
Scroggs
I can understand why a 5-page CV might be appropriate for an experienced industry professional applying for a management position, but there is no way that any screener in the HR departments of the airlines I am familiar with would accept such a document from an applicant for a junior FO position. I very much doubt whether most of our wannabes could get to five pages even if they wrote a paragraph for every year of their lives! In any case, the CV would be in the bin before the end of the second page if the screener can't find the essential information they need. In fact, I frankly fail to see what you could possibly relevently put on an airline CV that could take it beyond one page!
I reiterate: a speculative CV for a junior line pilot position is not an opportunity to eulogise about your superior personal qualities. It is simply a list of appropriate experience and qualifications with comprehensive contact details. That's about it. Later stages of the recruiting process will reveal your personality, and give you the opportunity to tell the airline how your ability to think outside the box will produce a synergistic solution going forward into the future aviation paradigm, or some such management-speak rubbish. I imagine that any attempt to take that kind of line will be shortly followed by a guided tour of the exit, however! Line FOs are not employed to out-think the airline's management and marketing force, even at BA!
One page. Photo if you wish. List your flying experience, aviation jobs held (if any), relevent qualifications and contact details. Interests can be there if they're not too wacky. Comprehensive contact details are essential. Make sure it's accurate, mistake-free, and easily understood. Don't bullshit, or tell me how my airline will be transformed by your presence. Include a covering letter detailing what position you're applying for, a short narrative of how you came to be where you are and why you want to work for me. That is it, Nothing else.
Scroggs
