BA Direct Entry Pilot.
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Why are you getting so hot & bothered about feedback
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.
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.
As a CX candidate myself, I turned in a phenomenal flight test (tristar)
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.
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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!!!
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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234,
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.
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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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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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!
If it were me, I'd seriously consider a move to somewhere nearby!
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They really are struggling it seems.
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Link here
http://www.britishairways.com/career...results.shtml?
To be considered for our current vacancies you will need:
http://www.britishairways.com/career...results.shtml?
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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Anyone else having issues with the application? Each time after an age of creating an answer for question one of the 300 word jobs I select save and it logs me out back to the vacancy search with out anything saved. Log back in and all deleted!!!!!!!!!!! 
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The site will automatically log you out after a period of being sat idle. Best to write your response in word or pages then copy and paste it into the application window. Good luck
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Do we really believe that " training, command and long haul experience" would really be an advantage ? After stating this, they then say you'll more than likly be sent to coventry on the A320.
I've got plenty of all three, but doubt in my mid 40 s I'd have a high chance of passing the selection detailed above.
I can see it now , being asked by some stuffy HR sycophant "as a mature pilot, why the #^^% would we hire you when we can have some cheap Easy meat who is 20 yrs your junior? "
FWIW, do they still (unofficially) abide by the must be under 49 at age at application or have they taken older candidates? With retirement @ 65 now I suspect they can't blatentally play the ageist card .
I've got plenty of all three, but doubt in my mid 40 s I'd have a high chance of passing the selection detailed above.
I can see it now , being asked by some stuffy HR sycophant "as a mature pilot, why the #^^% would we hire you when we can have some cheap Easy meat who is 20 yrs your junior? "
FWIW, do they still (unofficially) abide by the must be under 49 at age at application or have they taken older candidates? With retirement @ 65 now I suspect they can't blatentally play the ageist card .
I can see it now , being asked by some stuffy HR sycophant "as a mature pilot, why the #^^% would we hire you when we can have some cheap Easy meat who is 20 yrs your junior? "
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As to the long haul, training and command advantages there is a serious training backlog heading BA's way with the next seasons schedule already looking very, very busy.
As has been discussed before BA have and will change new entrant aircraft types dependant upon experience and necessity. I have a feeling that there will be a few DEP's directed toward the 744 as the senior bidders move across to either the 777 or the 787.
The X350 is also coming which will be an expansion fleet plus there has been alot of company traffic between London and Seattle. Read into that what you will.
BA need the flight crews, hopefully a less than enthusiastic reception to the current package might help in at least slowing if not halting the slide in T's & C's that the cheap labour markets seem to be demanding.
As has been discussed before BA have and will change new entrant aircraft types dependant upon experience and necessity. I have a feeling that there will be a few DEP's directed toward the 744 as the senior bidders move across to either the 777 or the 787.
The X350 is also coming which will be an expansion fleet plus there has been alot of company traffic between London and Seattle. Read into that what you will.
BA need the flight crews, hopefully a less than enthusiastic reception to the current package might help in at least slowing if not halting the slide in T's & C's that the cheap labour markets seem to be demanding.
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i would say it would be extremely unlikely in the world of BA that there would be any question relating to your age. Judging by some of the FPPs I have seen, age has not been a factor there either.