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BA Direct Entry Pilot.

Old 25th Oct 2014, 19:17
  #921 (permalink)  
Join Date: May 2001
Location: London,England
Posts: 1,279
it is expected there will be recruitment directly onto the 744, 787 and 320, non type rated.
Word on the street is that its already happened, non type rated -400 courses offered and starting in early January.
Max Angle is offline  
Old 25th Oct 2014, 19:22
  #922 (permalink)  
Thread Starter
Join Date: Dec 2013
Location: Uk
Posts: 142
Possibility of Non Rated A320?????
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Old 25th Oct 2014, 21:53
  #923 (permalink)  
Join Date: Apr 2006
Location: u.k
Posts: 1
Thumbs up BA Assessment

Hi all if anyone has been to the assessment lately could you be so kind to PM me some feedback, any info is really appreciated..

Best of luck to all.
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Old 26th Oct 2014, 10:13
  #924 (permalink)  
Join Date: May 2006
Location: Scotland
Posts: 201
Has anyone asking for feedback heard anything yet?

I have not.

Surely there must be some reading this thread who have done the assessment and could provide some?

Maybe you could PM one of us and we can share it amongst ourselves.

Thanks and good luck to all involved!
bigdaviet is offline  
Old 26th Oct 2014, 10:32
  #925 (permalink)  
Join Date: Aug 2007
Location: Anywhere
Posts: 79
For all those after feedback, everything you need is in this thread and the old BA DEP master threads, not much has changed over the last 10 years.
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Old 26th Oct 2014, 10:37
  #926 (permalink)  
Join Date: May 2006
Location: Scotland
Posts: 201
The very small amount of info that has appeared recently suggests it has changed, hence why we are asking.
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Old 26th Oct 2014, 13:56
  #927 (permalink)  
Join Date: Jun 2007
Location: London
Posts: 369
Bigdav ; Why are you getting so hot & bothered about feedback ? Can't you just be yourself and go along for the process without any pre-conceived ideas?
Selection is selection is selection. Where you have more applicants than places available, the selection techniques kick in and are wide and varied.

Way back, when dinosaurs roamed the planet earth, I applied to the RAF. The pre-selection booklet informed that it was much better (for the RAF, presumably) that candidates had no idea of the content of the procedure. That way, the RAF could, reliably predict, the likelihood of success in aircrew training. I went in raw and failed. I was told by a soooper bod with handlebar moustache that the tests revealed that I was unlikely to succeed in aircrew training WITHIN THE TIME SPECIFIED. That was the issue. Time constrained and money restrained.

I awaited two years, practiced all the tests that I could remember, grew a handlebar moustache, listened to the advice of a Wing Commander who lived up the road and was awarded a RAF Cranwell Cadetship at a time, when in fact, Cranwell was a real Acadamey and fostered the General List. But, I had cloned myself & wondered if I had fooled the Selection Board. I gave them what they wanted to see. It might still be likely that I would not succeed the more difficult training that was being offered than the original short service proposal. I thought.

I declined the offer and went on to a moderately successful airline career. I did see guys honing up on books available, like "How to pass the CX interview" ; "How to pass the EK interview" etc etc !

As a CX candidate myself, I turned in a phenomenal flight test (tristar) but the interview panel looked at the "A+" and commented ; "probably practised in your own time eh ?". I hadn't, wouldn't want to, couldn't afford to anyway and disliked the Ozzy Training Captain who kept looking at me in an uncomfortable way (kept winking for heaven's sake !). Shaved of the moustache and returned to Crawley !

So, point is, Boards' are aware that we practice, read all the books , hone up on Tech Quizes etc etc. It is now, therefore, very difficult to spot the raw candidate rather than the interview cheat.

I did get to serve on the Selection Board for two major carriers. The guys & Galls we really liked, thought that they presented themselves well, looked like they were trainable and would fit into our organizations comfortably, inevitably got the green light.

Stop looking for feedback, be yourself, be enthusiastic about the fantastic opportunity being presented & you will be of considerable interest to the Selectors. Good luck.
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Old 26th Oct 2014, 20:54
  #928 (permalink)  
Join Date: Feb 2006
Location: Hostage to geographical fortune.
Posts: 89
Why are you getting so hot & bothered about feedback
Because the poster really does want the job.

The pre-selection booklet informed that it was much better (for the RAF, presumably) that candidates had no idea of the content of the procedure.
No doubt. Think it through for a minute. They would say that wouldn't they?

I was told by a soooper bod with handlebar moustache that the tests revealed that I was unlikely to succeed in aircrew training WITHIN THE TIME SPECIFIED.
You entered the RAF selection machine as raw meat and exited as chopped hamburger. The soooper bod with whiskers didn't have a clue - but he did conform to the required paradigm. Extra bushy was it?

As a CX candidate myself, I turned in a phenomenal flight test (tristar)
The L1011 was easy to fly, so flying it well isn't difficult. I also did well.

Interviewed CX in 1990 - said 'no thanks' ( HK - you must be joking) . The esteemed Australian person on the interview board was almost up to par ( he however didn't wink) although the not particularly manly Brit squadron leader was a constant irritant. (Would have winked if he was up to it but he couldn't pull a wink out of his bag(s) - the poor dear.)

Bottom line: do your homework and like all successful applicants pretend to be want the employer wants and comply with the immutable template.

Do not be yourself: be what you need to be for the job.

It's a game. Who and what you really are can emerge once employment is secured with the first paycheck happily deposited in the bank.
cvg2iln is offline  
Old 26th Oct 2014, 23:05
  #929 (permalink)  
Join Date: Oct 2014
Location: .
Posts: 1
Since there is not a whole lot of feedback on this thread, I thought I'd share my experience.

First: while the process is now spread over three days, it didn't really change much compared to the previous years. Most of the information is available in all the other threads. During the wait between the application and the first invitation I read every single thread on the BA selection process. When I found a post worth remembering, I wrote down page and post number and I would come back to it and read it again. The Lowdown Part 1 thread has an enormous mount of feedback and some excellent advice worth remembering. Also, there are a few websites offering feedback, for example latestpilotjobs.com (all it does is take the feedback from this forum and put it all on a single page plus a few practice exercises).

Day One

On arrival at Waterside you are asked to leave your logbook and documents (all specified in the invitation e-mail) and given a name tag. You are then taken in a small room to check your height and then back to the lounge. Test time!

Verbal Reasoning

I don't remember exactly how much time and how many questions there were (I think 22 questions in 25 minutes, or close enough). The format is the same as always. The small articles are sometimes a bit hard to understand well, especially when they talk about complicated subjects. The good thing is that most of the times you can understand from the first line that an article will require too much thinking and you can therefore skip it altogether. I'll be honest, while you need to understand the articles, you also need a good dose of luck in getting the answer right since a lot of times you will be undecided between "cannot say" and one of the other two. It's doable though, and I've met plenty of non-native speakers who passed. The test is a bit harder than the practice ones in the files they send you. There are a few books and websites that you can use to prepare for it like assessmentday.co.uk and "Practice Psychometric Tests" by Andrea Shavick (again, found out about them in the previous threads and also helpful for Numerical Reasoning).

Numerical Reasoning

Again, I don't remember exactly how much time and questions you're presented with (about 25 questions in 12 minutes). The math itself is fairly easy, it's the time restriction that makes it harder. Again, if you can't figure a question out just move on and come back to it later if you have time. Personally, I answered about 21 questions, but I was sure of all of them and just skipped the ones I wasn't sure about right away. The practice questions on the files they send you are fairly accurate. Just a few examples that I remember of (numbers might be different):

- if you have a piece of metal 124mm long and you have to cut it in three equal length pieces. Every cut makes you lose 2mm. How long will each of the three pieces be?
- you have a rectangle with a perimeter of 48 and the ratio of the sides is 5:4. What is the length of the shortest side?
- you are given a shape and asked to calculate the area of part of it
- a few percentage questions like 20 is what percentage of 100

You'll find many more examples in the previous threads and some of the questions are still exactly the very same.

Flight Director/Shape test

Exactly the same as it was before. No difference whatsoever, so, again, I suggest you read the previous threads about it. You'll also find some websites where you can practice. My only suggestion is to do very small corrections with the joystick. It seemed to me during the practice session that the first 1/3 of joystick movement equals about 2/3 of the sensitivity. So, again, make small corrections and you'll be fine.

Second Capacity Test

This is a new test. It takes about 25 minutes and it goes something like this:

You are the FO on a flight and are required to keep track of the navigation, radio, some systems, TCAS, etc. You have various screens that you have to constantly navigate in order to complete all the tasks. The first screen is the navigation one. You have to insert in the FMS the next waypoint as given by ATC. You also have to change frequency when instructed (there will also be instructions to other airplanes to confuse you. Occasionally you'll get a climb or descent clearance and you'll have to calculate how long before a waypoint you have to start climbing or descending. The calculations are fairly easy, but can become a lot of work when you're really busy will all the rest. Most important of all (I think) is the TCAS. You'll see some traffic on the navigation screen and you'll have to fill the traffic diamond when the traffic is withing 1000ft of your altitude and then "remove the filling" once the traffic leaves that altitude window. If you don't comply, after a bit you'll get a TCAS RA.

While you do all of this you also have other tasks to complete on the other screens. Supposedly the place has some issues, and therefore every two minutes you have to go into a different screen and hit a button to register the system parameters for the engineers.

You also have two systems pages which occasionally require you attention, fuel and electrical. On the fuel page you'll have to switch between main pumps and stby pumps every couple of minutes to avoid losing fuel pressure. Just keep checking the parameters constantly (especially during low ATC workload periods) and you'll be fine. Occasionally you'll have either a Master Caution of Warning which require your attention in the electrical page. You get a small checklist on the screen which require you to switch between generators and different buses.

The whole exercise is not hard, but since it's quite long it's easy to lose concentration after a while, especially when the workload is really low. Just keep checking the TCAS and the systems and you'll do fine. Once you're done you'll have to wait for everyone else to finish. You'll get the BA magazine to scan through while you wait. I highly suggest taking that home with you as it has a lot of updated info on the company which might be useful during the interview. If it went well, you'll probably get the invitation to the second assessment a few hours after leaving Waterside, but don't be afraid if you don't hear from them for a few days.

Day Two

Same interview and group exercise as the previous years. The interview is with a pilot and an HR person. The questions are pretty much the same as always:

- why do you want to leave your job to join BA?
- tell me about you career progression
- TMAAT...

Personally, I wrote down every single question I found in the various threads and for each one I wrote down a story with the STAR format. This forced me to think about the situations I've found myself in so I didn't have to think about them during the interview. If you find it useful, it might be worth spending a few minutes reading about how to behave during an interview (body language, etc).

You will then team up with three other applicants for the group exercise. The scenarios are exactly the same as the previous years.

Between assessments you'll have a very informal Q&A lunch with some BA pilots. They'll give you a small rundown of the BA offer and you'll be able to ask questions. The whole thing was very relaxed and I found them to be very honest about the state of things withing the airline, especially about the bad.

They tell you they'll give you the outcome of the assessment withing ten days. I've heard of people getting the outcome as soon as the day after.

Day Three

Same profile as before. You'll get a PDF with a brief explanation on the 747 with some pitch and power settings. They work very well, so I suggest you learn them very well. I made a table in MS Word and printed it so that I could go through them quicker. You'll also get the checklist that you'll use during the assessment, familiarize yourself with it. You'll find more feedback in the other threads (as usual). As others have pointed out, it's more about CRM and decision making than your flying skills. You might get some calculation questions during you PF sector, something like ETA to a fix or time to reach the assigned altitude. I spoke with some friends who also went through the process and none were perfect in the aircraft handling. I've personally heard about people entering the hold 60kts fast, arriving high and fast on the ILS, not maintaining the assigned altitude by as much as 500ft, and more. All of them passed. You are allowed to use your partner for a lot of tasks including taking control while setting up for the approach. Help each other as much as possible, show good CRM and you'll both be fine. From what I understand, they also look at how your handling skills progress during the exercise (whether you improve and how much).

You'll generally have an answer within a week.

That's all I can remember. It's been a few months since my assessment, so I apologize if I missed something. Again, and I can't stress this enough, the process is very similar to what it was a few years back. All the information is easily found on the other threads and I highly suggest you take the time to go through them. The only difference is the second capacity test during day one, the rest is exactly the same. Do your research, prepare well for every assessment, and you'll be fine. Read the job description, it tells you exactly what they're looking for during the process.

I hope this helps!!!
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Old 27th Oct 2014, 06:47
  #930 (permalink)  
Join Date: May 2006
Location: Scotland
Posts: 201

Thanks very much for confirming what has changed and what is still the same.

I have also trawled the old threads taking out useful info so I will use that as well.

Thanks again.
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Old 27th Oct 2014, 07:49
  #931 (permalink)  
Join Date: Nov 2011
Location: Here
Posts: 343
Yep thanks very much, great stuff.
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Old 27th Oct 2014, 09:16
  #932 (permalink)  
Join Date: Jun 2007
Location: London
Posts: 369
cvg2iln : Just spilled me coffee, again. Splendid post and started me off in good cheer today. Cheers. Oh & blimey, talk about feedback ; look at the post that followed yours. Thinking of applying myself ! Might have to change my name to Nigel, though !
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Old 28th Oct 2014, 14:38
  #933 (permalink)  
Join Date: Oct 2012
Location: Under the table
Posts: 183
Commuting as a junior bod would be really tough IMO. You'd have to budget well for flights and B&Bs, and spend a lot of time commuting or sitting around. Even once you do get staff travel after 6 months, a standby ticket on a BA domestic is roughly 50 each way.

If it were me, I'd seriously consider a move to somewhere nearby!
Stocious is offline  
Old 28th Oct 2014, 19:28
  #934 (permalink)  
Join Date: Feb 2013
Location: London
Posts: 93
Non typed rated recruitment open now.
Northern Monkey is offline  
Old 28th Oct 2014, 19:44
  #935 (permalink)  
Join Date: Jul 2013
Location: UK
Posts: 55
They really are struggling it seems.
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Old 28th Oct 2014, 20:14
  #936 (permalink)  
Join Date: Feb 2010
Location: Planet Moo Moo
Posts: 1,220
They really are struggling it seems.
Good, perhaps it might send a strong message to those senior managers in the flight Ops department who seem to think that BA is still an enticing option despite their hatchet job on conditions and workloads.
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Old 28th Oct 2014, 20:36
  #937 (permalink)  
Join Date: Aug 2014
Location: Sand free now
Posts: 193
despite their hatchet job on conditions and workloads.

Just as likely to be the hatchet job they do on excellent experienced pilots in the selection process.
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Old 28th Oct 2014, 21:40
  #938 (permalink)  

Champagne anyone...?
Join Date: Oct 1999
Location: EGDL
Age: 50
Posts: 1,409
Non typed rated recruitment open now.
Care to post a link old chap? Can't find it on the website.
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Old 28th Oct 2014, 22:07
  #939 (permalink)  
Join Date: Oct 2004
Location: York
Posts: 680
They really are struggling it seems.
Struggling to find what they are looking for perhaps?

Is that what you mean?
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Old 28th Oct 2014, 22:28
  #940 (permalink)  
Join Date: Nov 2007
Location: England
Posts: 342
Link here


To be considered for our current vacancies you will need:
  • To hold a current type rating and a minimum of 500 hours experience on an aircraft that satisfies CAP 804 FCL.730.A - Zero Flight Time Training course requirement. We would be particularly interested in hearing from candidates operating the A320/747/757/767/777/787. Training, command, or other longhaul experience would be advantageous but is not required
  • Preference will be given to candidates who hold an ATPL(A), have a minimum of 2000 hours total flight time, and who are operating jet transport category aircraft with MTOM greater than 25 tonnes or multi-crew turboprop transport aircraft/military equivalent with MTOM greater than 50 tonnes
  • Candidates applying from BA CityFlyer should apply through the internal eJobscan system
  • Successful candidates will be entered into our hold pool, from which an offer onto any British Airways fleet may be made: the A320 continues to be the principle recruiting fleet in British Airways
  • Any candidate who was formerly hold pooled, but not offered a position, is invited to contact us directly at [email protected] to arrange prioritised screening in this recruitment campaign
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