BA Direct Entry Pilot.
Join Date: Jan 2002
Location: planet earth
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Nope. Born in Canada and it is the only passport I have. So could never work in Europe in any case, pointless to even pursue an EASA/JAA/UK license or type rating. Do have two european born parents though, so I could have gotten the passport at least, but again, no point since I was installed in a life and a job over here.
Join Date: Jun 2012
Location: England
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Can any swimmers confirm if there has been any comms to the holdpool of late? I received an email back in Feb informing me that other people had been offered jobs (something about salt and wounds). 2 years of swimming now and no idea if i’ve a gold badge or indeed drowned. Have I missed the most recent Webinar?
Join Date: Aug 2013
Location: UK
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Hi guys,
This is my first time getting through to the first assessment. For those that have done it before, it is similar to the way other airlines programme their computer based tests or is it something totally different?
cheers.
This is my first time getting through to the first assessment. For those that have done it before, it is similar to the way other airlines programme their computer based tests or is it something totally different?
cheers.
I should not even be on this thread, but, as an early retired and inconsequential Canadian, who flew numerous general aviation aircraft, and numerous airliners, mostly for charter operators (think britannia, monarch, and the like), long haul and short haul, big and narrowbody, and one asian national carrier doing long haul, I must say that being a pilot in the UK sounds awfully complicated. And yes, have flown into the UK numerous times, along with the rest of Europe. Just part of the job.
After a fair amount of outright bankruptcies, mass layoffs, and constant seasonal layoffs, it just so turned out that I had to get many new type ratings with the new employer, and all paid by the employer. So, none of this type rated requirement was going on. At the end of the day, it was just another airplane to learn. People of my ilk actually got fed up by going onto yet another course, just to fulfill employment requirements.
The two main carriers here, and, all of the American carriers, hire non type rated pilots all the time, and they provide all of the training. However, there are no cadet programs, people tend to have at the very least, 2000 to 5000 hours of flying time in anything that flies. Even if you had a type rating on one of their aircraft, it would mean little or nothing, since initial job awards are solely based on seniority driven openings.
I feel for you guys, aviation life in Britain sounds very hard...........
Cheers
After a fair amount of outright bankruptcies, mass layoffs, and constant seasonal layoffs, it just so turned out that I had to get many new type ratings with the new employer, and all paid by the employer. So, none of this type rated requirement was going on. At the end of the day, it was just another airplane to learn. People of my ilk actually got fed up by going onto yet another course, just to fulfill employment requirements.
The two main carriers here, and, all of the American carriers, hire non type rated pilots all the time, and they provide all of the training. However, there are no cadet programs, people tend to have at the very least, 2000 to 5000 hours of flying time in anything that flies. Even if you had a type rating on one of their aircraft, it would mean little or nothing, since initial job awards are solely based on seniority driven openings.
I feel for you guys, aviation life in Britain sounds very hard...........
Cheers
Not complicated at all! It’s a buyers market at the moment lots of recruitment too few pilots. Most Legacy airlines have a well trodden recruitment process to get the best applicants and weed out the weak.
In the UK we even take on non type rated pilots with 250 ish total hours out of reputable training schools and put them straight onto A320/B737 types.
Join Date: Jul 2007
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J V
Not complicated at all! It’s a buyers market at the moment lots of recruitment too few pilots. Most Legacy airlines have a well trodden recruitment process to get the best applicants and weed out the weak.
In the UK we even take on non type rated pilots with 250 ish total hours out of reputable training schools and put them straight onto A320/B737 types.
Join Date: Oct 2007
Location: UK
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Join Date: Mar 2011
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You also need to factor in the lack of lifestyle for the first 5+ years in your mid 30's. Many sell BA as a lifestyle choice. But the reality is far from ideal, with most weekends at work, and 2+ periods of reserve every year. Not great if your past 30, with a family and very little time to reap the rewards at the end of the career, as a JUNIOR LH skipper.
Join Date: Aug 2002
Location: UK
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Also, by the time you’ve been in the company long enough to finally be earning above market rate, you’ll be so knackered you’ll be needing part time, so you won’t actually end up reaping those rewards.
Join Date: May 2018
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Day 1 feedback
thank you!
Join Date: Jul 2006
Location: On the side of the pitch!
Age: 47
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I joined at 34, was told I’d not get a even a short haul command at Gatwick for 16 years, but I got that in 4, then a Heathrow one 4 months later. Anything can happen, you never know. Been in 7 years now, checking iBid every month shows between 5-10 leavers per month, most not going to 65.
Join Date: Sep 2015
Location: Europe
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I joined at 34, was told I’d not get a even a short haul command at Gatwick for 16 years, but I got that in 4, then a Heathrow one 4 months later. Anything can happen, you never know. Been in 7 years now, checking iBid every month shows between 5-10 leavers per month, most not going to 65.
Well it certainly is fluid but I’d not like to predict which way.....LH commands used to around the 15 year mark, recently however I’ve flown with several guys who are coming up to 20 years in the RHS and they are not being held back by being particularly selective in what they have bid for.
Logically I suspect you’ll see the time to command slide back down to more normal levels as retirements and a few resignations kick in so those that have already joined might benefit.
Logically I suspect you’ll see the time to command slide back down to more normal levels as retirements and a few resignations kick in so those that have already joined might benefit.
Join Date: Mar 2010
Location: The Home of the Gnomes
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If you use 18-20 years as a benchmark, you’ll be about right. It may go slightly more junior than that but it’s the holy grail for most people so don’t expect it to go wildly junior. My first opportunity for a LH command was at eighteen and a half years. It’s currently sitting at about 18.
I do do a lot of short (three day, two crew) trips on the 400 but that suits me. The senior mostly seem to head for South Africa.
I do do a lot of short (three day, two crew) trips on the 400 but that suits me. The senior mostly seem to head for South Africa.
Join Date: Aug 2002
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I’d say it is currently sitting at 19 years. I’m hoping for one at between 19 and 20 years, although I suspect there may actually be a blip upwards next year so it may take 21.