British Airways Direct Entry Pilot
Hi everyone,
It seems that we have a lot of repeat requests when we could be discussing other details such as work life balance, routes/best fleet etc. It’s the constant “what’s in the assessment”.
The answers are a few pages back, it seems that people aren’t interested enough to do some research? put in the work.
I will do a quick breakdown so we can move on if you all agree?
1. Video interview:
Two questions about your motivation. I believe that people get random questions from a question bank so it’s pointless specifying. Also, you should be able to answer these comfortably if you have the level of experience they require.
2.. Capacity test:
it is what it says it says on the tin. It measures our ability to work and think under pressure. There are a couple of similar practice tests you can use online for a fee I.e. LPJ. The one on the day has some variations but if you feel you need practice, use them.
The whole process took one hour, there’s an introduction by the assessor and some housekeeping. Followed by the exam(no practice run). My advice is to read the instructions carefully before pressing start.
3. Interview + group
Standard UK airline competency based interviews. No tech questions. Again, a pilot with over 1500+ hours should be armed with sufficient examples for the CRM based. If you have life experience it helps. You can find resources online and just stick to the star method.
Don’t ask what the questions are, process should be fair to all.
Group has different scenarios that you get on the day so somebody might tell you one, you get there and it’s something else. Important point is to not try and be the hero. Confident yet humble, communicate, invite those who aren’t contributing much into the conversation, ask questions, by all means disagree but back your argument constructively and do not dismiss someone else’s opinion. Get a time keeper, and remember that there are jobs for everyone so you aren’t competing with each other. It’s all about teamwork, communication, leadership, thought process, decision making etc. if you don’t know something, say so.
Another tip, pay attention to the cards with info and take notes of relevant info your teammates share with the table.
4. Simulator
it’s on the 320 for those euroflyer guys and rated, 380 non rated. But the flying is the least, they are looking at how those skills you demonstrated on the interview and group translate into the flight deck. HELP the other guy, don’t point score, communicate, ask questions, share your thought process and A.N.C.
if you need time during the events, ask for a hold, pass control and go through TDODAR etc. Don’t rush and make sure you create capacity.
Instructors are lovely and if you show you can communicate effectively, make safe decisions following a structure you and your fellow pilot agreed with, you should be fine. They don’t care for the landing but your decision at minimum is important, if you’re not stable or can’t see the runway, GA, goes without saying.
I hope this helps and it’s just enough to stop people consistently asking others to feed them the answers, get your preparation done taking these notes into account.
best of luck 🤞
It seems that we have a lot of repeat requests when we could be discussing other details such as work life balance, routes/best fleet etc. It’s the constant “what’s in the assessment”.
The answers are a few pages back, it seems that people aren’t interested enough to do some research? put in the work.
I will do a quick breakdown so we can move on if you all agree?
1. Video interview:
Two questions about your motivation. I believe that people get random questions from a question bank so it’s pointless specifying. Also, you should be able to answer these comfortably if you have the level of experience they require.
2.. Capacity test:
it is what it says it says on the tin. It measures our ability to work and think under pressure. There are a couple of similar practice tests you can use online for a fee I.e. LPJ. The one on the day has some variations but if you feel you need practice, use them.
The whole process took one hour, there’s an introduction by the assessor and some housekeeping. Followed by the exam(no practice run). My advice is to read the instructions carefully before pressing start.
3. Interview + group
Standard UK airline competency based interviews. No tech questions. Again, a pilot with over 1500+ hours should be armed with sufficient examples for the CRM based. If you have life experience it helps. You can find resources online and just stick to the star method.
Don’t ask what the questions are, process should be fair to all.
Group has different scenarios that you get on the day so somebody might tell you one, you get there and it’s something else. Important point is to not try and be the hero. Confident yet humble, communicate, invite those who aren’t contributing much into the conversation, ask questions, by all means disagree but back your argument constructively and do not dismiss someone else’s opinion. Get a time keeper, and remember that there are jobs for everyone so you aren’t competing with each other. It’s all about teamwork, communication, leadership, thought process, decision making etc. if you don’t know something, say so.
Another tip, pay attention to the cards with info and take notes of relevant info your teammates share with the table.
4. Simulator
it’s on the 320 for those euroflyer guys and rated, 380 non rated. But the flying is the least, they are looking at how those skills you demonstrated on the interview and group translate into the flight deck. HELP the other guy, don’t point score, communicate, ask questions, share your thought process and A.N.C.
if you need time during the events, ask for a hold, pass control and go through TDODAR etc. Don’t rush and make sure you create capacity.
Instructors are lovely and if you show you can communicate effectively, make safe decisions following a structure you and your fellow pilot agreed with, you should be fine. They don’t care for the landing but your decision at minimum is important, if you’re not stable or can’t see the runway, GA, goes without saying.
I hope this helps and it’s just enough to stop people consistently asking others to feed them the answers, get your preparation done taking these notes into account.
best of luck 🤞
brilliant info, thankyou.
However does anyone have info regarding A320 sim, how much automation do they allow? Is manual flying allowed with ‘bird’ (flight path vector) on?
good luck everyone
Overall a great bunch of guys and girls and precious little 2 crew stuff left now, DXB & BOS is about it. Best bunks of any fleet by far, en-suite too behind the privacy door so no waiting for a pee in the galley with the First pax as happens too often on some other fleets.
If your currency is time off then - with clever and strategic use of Golden Days or Trump Trips - you can generate better gaps between work than you will see on any other fleet. Of course all bets are off come the next downturn but the company seem committed to fitting the Club Suites and the new First product. If/when that happens the fleet will have another ten years minimum. (With more A350s rumoured to be ordered allied to the ridiculously short CCQ between the two fleets if the merde does hit the fan you’re in a better position than the Jumbo guys ever were during COVID).
Having said all that I imagine there’ll be precious little DEP recruitment to the fleet if any. One frame is rotating in and out of Manila constantly this year so the fleet is probably fully established. 350 is crying out for pilots as is the 777. Anybody receiving a LH offer will almost certainly be getting one of those with a few 787 for the rest.
(Edited to add I’m genuinely not willy waving here just giving a heads up in case anyone does receive a 380 offer and thinks they’ve drawn the short straw, you most certainly haven’t.)
Last edited by Plastic787; 19th Jan 2024 at 20:42.
I'd echo most of what's written below, the only thing I'd say is the 380 will only ever go to a dozen or so destinations. If you're after a slightly greater variety of routes, the whale probably isn't going to be your jam.
Its also got a rep at the moment for being a bit fragile / going tech a lot (and if Plastic787 is on it, maybe they can confirm?). Just something to think about if you get stuck downroute & have plans.
It also has a question mark over its longer term viability, every time the price of brent crude goes up, 380 pilots start getting twitchy, but I think if the worst were to happen theyd CCQ onto the 350.
None of these things are a reason to refuse an offer in my opinion, but probably something to get your head around before joining.
Its also got a rep at the moment for being a bit fragile / going tech a lot (and if Plastic787 is on it, maybe they can confirm?). Just something to think about if you get stuck downroute & have plans.
It also has a question mark over its longer term viability, every time the price of brent crude goes up, 380 pilots start getting twitchy, but I think if the worst were to happen theyd CCQ onto the 350.
None of these things are a reason to refuse an offer in my opinion, but probably something to get your head around before joining.
The 380 is the best kept secret in the company. By far the best fleet IMHO. SIN comes back in March, HKG rumoured end of year, LAX already back on the fleet for the summer. Still not a huge variety in terms of route structure admittedly but you’ll never be going to places like Accra and Lagos all the trips are good overall (although admittedly DFW is dull and there’s not much to like about Dadeland in MIA).
Overall a great bunch of guys and girls and precious little 2 crew stuff left now, DXB & BOS is about it. Best bunks of any fleet by far, en-suite too behind the privacy door so no waiting for a pee in the galley with the First pax as happens too often on some other fleets.
If your currency is time off then - with clever and strategic use of Golden Days or Trump Trips - you can generate better gaps between work than you will see on any other fleet. Of course all bets are off come the next downturn but the company seem committed to fitting the Club Suites and the new First product. If/when that happens the fleet will have another ten years minimum. (With more A350s rumoured to be ordered allied to the ridiculously short CCQ between the two fleets if the merde does hit the fan you’re in a better position than the Jumbo guys ever were during COVID).
Having said all that I imagine there’ll be precious little DEP recruitment to the fleet if any. One frame is rotating in and out of Manila constantly this year so the fleet is probably fully established. 350 is crying out for pilots as is the 777. Anybody receiving a LH offer will almost certainly be getting one of those with a few 787 for the rest.
(Edited to add I’m genuinely not willy waving here just giving a heads up in case anyone does receive a 380 offer and thinks they’ve drawn the short straw, you most certainly haven’t.)
Overall a great bunch of guys and girls and precious little 2 crew stuff left now, DXB & BOS is about it. Best bunks of any fleet by far, en-suite too behind the privacy door so no waiting for a pee in the galley with the First pax as happens too often on some other fleets.
If your currency is time off then - with clever and strategic use of Golden Days or Trump Trips - you can generate better gaps between work than you will see on any other fleet. Of course all bets are off come the next downturn but the company seem committed to fitting the Club Suites and the new First product. If/when that happens the fleet will have another ten years minimum. (With more A350s rumoured to be ordered allied to the ridiculously short CCQ between the two fleets if the merde does hit the fan you’re in a better position than the Jumbo guys ever were during COVID).
Having said all that I imagine there’ll be precious little DEP recruitment to the fleet if any. One frame is rotating in and out of Manila constantly this year so the fleet is probably fully established. 350 is crying out for pilots as is the 777. Anybody receiving a LH offer will almost certainly be getting one of those with a few 787 for the rest.
(Edited to add I’m genuinely not willy waving here just giving a heads up in case anyone does receive a 380 offer and thinks they’ve drawn the short straw, you most certainly haven’t.)
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How's the roster for the triple and dreamliner? Many trips in a month? I thought there was much discontent previously amongst triple 7 drivers and many were moving to J2?
Any news/rumours on where the IAG Max order will be going?
Any news/rumours on where the IAG Max order will be going?
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When is she due to start? I reckon the 380 is the best fleet to be on if you are junior, but she’ll stay junior a long time because people tend to stay on it until they get their long haul command.
Forgot to add earlier not only is it a great bunch now on the aircraft (the ones that gave it the “tanker” reputation are now mostly gone to the A350 or elsewhere) but it’s a unique small fleet feel where you actually get to know people. If you feel anonymous within the behemoth that is BA that’s a big positive.
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78/77 fleets
can anyone please give some info regarding rosters/network/general conditions for 777 and 787 fleets? An overview of what to expect would be nice. Thanks!
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it certainly can be (fragile) I think the issue is nothing is getting fixed properly because a) Emirates are hoovering up all the spare parts and b) we lost a fair amount of engineering experience during COVID (Cruz and Mahoney, the gift that keeps giving) so stuff isn’t getting fixed. Having said that it has improved slightly. I’ve been pretty fortunate with it, the only trip that was disrupted due tech issues in five or six months we positioned back in First on the 777 within the same trip footprint. But yes there is that potential issue however it’s getting better.
Forgot to add earlier not only is it a great bunch now on the aircraft (the ones that gave it the “tanker” reputation are now mostly gone to the A350 or elsewhere) but it’s a unique small fleet feel where you actually get to know people. If you feel anonymous within the behemoth that is BA that’s a big positive.
Forgot to add earlier not only is it a great bunch now on the aircraft (the ones that gave it the “tanker” reputation are now mostly gone to the A350 or elsewhere) but it’s a unique small fleet feel where you actually get to know people. If you feel anonymous within the behemoth that is BA that’s a big positive.
.
Might be 6 trips if really unlucky. There will be worse rosters than that example for sure, but that gives a taste of what to expect. You will work most weekends but not all of them. You'll have no control over days off or where you go for some years, but it is such a big fleet you'll get some good variety regardless.
Reserve is a 2week event with 4 days off (either Th-Su at the start or Th-Fri at the start and Tu-We at the end). The remaining 10 days are notified by 8pm for the following day. Can be given home standby (2hr callout) or any trip or stood down. In the 10 days expect 2 trips and a couple of home standbys as a busy reserve. Expect to do around 6 reserves a year as a junior in the lowest "reserve points band" - you can either bid for them (useful to guarantee days off) or wait till you get assigned them as a surprise.
Good luck to anyone applying.
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Junior on the 777 I'd expect 3x3day trips and 2x4day trips in a clear month with no other things on (leave, reserve, sim etc). With either 2 or 3 days off between trips. Think a roster something like 3dayJFK 2off 4dayLAX 3off 3dayBAH 2off 3dayORD 2off 4dayNAS/GCM 4off.
Might be 6 trips if really unlucky. There will be worse rosters than that example for sure, but that gives a taste of what to expect. You will work most weekends but not all of them. You'll have no control over days off or where you go for some years, but it is such a big fleet you'll get some good variety regardless.
Reserve is a 2week event with 4 days off (either Th-Su at the start or Th-Fri at the start and Tu-We at the end). The remaining 10 days are notified by 8pm for the following day. Can be given home standby (2hr callout) or any trip or stood down. In the 10 days expect 2 trips and a couple of home standbys as a busy reserve. Expect to do around 6 reserves a year as a junior in the lowest "reserve points band" - you can either bid for them (useful to guarantee days off) or wait till you get assigned them as a surprise.
Good luck to anyone applying.
Might be 6 trips if really unlucky. There will be worse rosters than that example for sure, but that gives a taste of what to expect. You will work most weekends but not all of them. You'll have no control over days off or where you go for some years, but it is such a big fleet you'll get some good variety regardless.
Reserve is a 2week event with 4 days off (either Th-Su at the start or Th-Fri at the start and Tu-We at the end). The remaining 10 days are notified by 8pm for the following day. Can be given home standby (2hr callout) or any trip or stood down. In the 10 days expect 2 trips and a couple of home standbys as a busy reserve. Expect to do around 6 reserves a year as a junior in the lowest "reserve points band" - you can either bid for them (useful to guarantee days off) or wait till you get assigned them as a surprise.
Good luck to anyone applying.
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Quick Q for those answering about life on the triple.
I’m 50% on the P32L & expecting an OK bid for LH for the next official (not rerun) annual bid with a course in 2025. On the latest bid output, I was an only a few seats away from the most junior P77 bid. Admittedly, I didn’t include the triple in my original bid (only 350/787). With the recent FAN about further moves onto the 777 required, I am a little tempted if it meant a course in a few months time.
I’d slide across at 98%, if they’re desperate they’ll recruit DEPs and possibly go further down the P32 list to fund some seniority ladder climbing. JSS on the 320 still seems to be very hit and miss, trip footprints yes, but days off no with a lot of sectors.. all gets rather tiring with the Heathrow factor.
Anyone on the 777 who could have an input would be greatly appreciated into whether it’s a worthy move or a bait play from BA.
I’m 50% on the P32L & expecting an OK bid for LH for the next official (not rerun) annual bid with a course in 2025. On the latest bid output, I was an only a few seats away from the most junior P77 bid. Admittedly, I didn’t include the triple in my original bid (only 350/787). With the recent FAN about further moves onto the 777 required, I am a little tempted if it meant a course in a few months time.
I’d slide across at 98%, if they’re desperate they’ll recruit DEPs and possibly go further down the P32 list to fund some seniority ladder climbing. JSS on the 320 still seems to be very hit and miss, trip footprints yes, but days off no with a lot of sectors.. all gets rather tiring with the Heathrow factor.
Anyone on the 777 who could have an input would be greatly appreciated into whether it’s a worthy move or a bait play from BA.
Quick Q for those answering about life on the triple.
I’m 50% on the P32L & expecting an OK bid for LH for the next official (not rerun) annual bid with a course in 2025. On the latest bid output, I was an only a few seats away from the most junior P77 bid. Admittedly, I didn’t include the triple in my original bid (only 350/787). With the recent FAN about further moves onto the 777 required, I am a little tempted if it meant a course in a few months time.
I’d slide across at 98%, if they’re desperate they’ll recruit DEPs and possibly go further down the P32 list to fund some seniority ladder climbing. JSS on the 320 still seems to be very hit and miss, trip footprints yes, but days off no with a lot of sectors.. all gets rather tiring with the Heathrow factor.
Anyone on the 777 who could have an input would be greatly appreciated into whether it’s a worthy move or a bait play from BA.
I’m 50% on the P32L & expecting an OK bid for LH for the next official (not rerun) annual bid with a course in 2025. On the latest bid output, I was an only a few seats away from the most junior P77 bid. Admittedly, I didn’t include the triple in my original bid (only 350/787). With the recent FAN about further moves onto the 777 required, I am a little tempted if it meant a course in a few months time.
I’d slide across at 98%, if they’re desperate they’ll recruit DEPs and possibly go further down the P32 list to fund some seniority ladder climbing. JSS on the 320 still seems to be very hit and miss, trip footprints yes, but days off no with a lot of sectors.. all gets rather tiring with the Heathrow factor.
Anyone on the 777 who could have an input would be greatly appreciated into whether it’s a worthy move or a bait play from BA.
you'll lose the ability to choose trip footprints. you'll have more nights out of bed flying across the Atlantic. You'll have less nights at home and probably less hours at home total. You'll learn to dislike 24hr slips because just as your body is ready to go to sleep the hotel phone will ring with your wakeup.
But you'll get a small bump to your basic salary, you'll make another few hundred quid more in allowances, you'll do way less actual work (10 sectors of which 2 are heavy and 10hrs of it you'll be in the bunk.... or resting in a club seat). You'll get enough time to enjoy the places you are in and see something of the world. Min rest in the hotel doesn't exist in this world.
I think that's pretty balanced.
I would be careful about putting too much emphasis on what fleet you end up on. Yes, if you’ve got 20yrs in SH outside BA and want a change it’s important, however if you’re near the beginning of your airline career, getting lots of sectors and handling doesn’t hurt. I really enjoyed my time in SH, but moved on to LH which is more suitable to my lifestyle - YMMV.
Also, the next ten years will see a lot of movement internally as the bulge of those recruited in the late 80s and early 90s retire. Even without any expansion, there will be many empty seats to fill at the pointy end on all the fleets, LH especially. There should be plenty of opportunity to bid for and achieve postings other than your fleet of joining.
As far as route networks go the 777/787/A350 all have a decent choice of destinations, 777 the most as it includes LGW leisure. The good news for all is that there is a fair amount of seasonal variation and substitution between the fleets, so quite a few destinations move around and everyone gets a go. The A380 will always be a bit limited, but being on what BA terms a “small fleet” can have its own advantages.
In reality, you can have a good time anywhere, and it’s about the people you fly with that make the difficult days more bearable, and in my experience that’s pretty much everybody.
Also, the next ten years will see a lot of movement internally as the bulge of those recruited in the late 80s and early 90s retire. Even without any expansion, there will be many empty seats to fill at the pointy end on all the fleets, LH especially. There should be plenty of opportunity to bid for and achieve postings other than your fleet of joining.
As far as route networks go the 777/787/A350 all have a decent choice of destinations, 777 the most as it includes LGW leisure. The good news for all is that there is a fair amount of seasonal variation and substitution between the fleets, so quite a few destinations move around and everyone gets a go. The A380 will always be a bit limited, but being on what BA terms a “small fleet” can have its own advantages.
In reality, you can have a good time anywhere, and it’s about the people you fly with that make the difficult days more bearable, and in my experience that’s pretty much everybody.
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Many thanks for all the info so far. As a newbie would the 350 or 777 be a better place to end up on? With the current outlook is it likely for an early release for a 320 Command from the fleet freeze? Has anyone got a rough idea of a junior 350 FO roster? Plenty of Accra and shorter runs? Thanks
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Raw data,no Bird,AP above transition,either 320 or 380 dependent on availability
Supercharged PPRuNer
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Is the 78 any better given their network structure and/or being a smaller fleet?
. Lots of India, and no Caribbean (at least yet) but I prefer that. Being a smaller aircraft it often serves thinner routes with smaller airports, so less chance of JFK or ORD lunacy than on the bigger Boeing.The fleet is still growing and eventually won’t be far off the triple in terms of hulls, but the vast majority of people (both seats) are a pleasure to fly with and the office is a much more modern and comfortable place to sit. Air quality is in a different league and being a generation newer, it’s got some nice toys.
Not many folk moving off the 787.