RHS Ezy to BA LHR switch?
Joined: Apr 2013
Posts: 163
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From: London
I echo the above posters, in that it would have zero weight in my career decisions, but monitored approaches are actually fantastic from a CRM / SA standpoint.
Joined: Mar 2019
Posts: 171
Likes: 31
From: European riviera
And just to add to the point about manual flying , BA doesn’t discourage it, but like the fuel thing , consider the variables on the day , ask the other person if they’re ok with it .
Can’t take out the Autothrust (at least on 320 fleet) so it’s not really fully “manual” flying but you can certainly do visual approaches etc. as long as you’re sensible and your colleague isn’t on sector 4 and hanging !
Can’t take out the Autothrust (at least on 320 fleet) so it’s not really fully “manual” flying but you can certainly do visual approaches etc. as long as you’re sensible and your colleague isn’t on sector 4 and hanging !
Joined: Sep 2010
Aviation Qualifications: ATPL
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From: by the seaside
First of all you would need a crystal ball to see what the future will bring..when I left BA there were 4 great airlines world wide airlines -three have gone and the last one is CX.
My take is what is most important - career or family.
I went from nearly every night at home to magical mystery tours, finally sometimes 8 nights a month at home.
I had 20 years right hand seat and my last employer went from 4 years to command to 13.
BA procedures; monitored approach was introduced because many couldn’t manage the trident along with it’s analogue systems. We basically pointed the aircraft using the flight director with the captain monitoring and over riding the auto throttle, The myth was one couldn’t fly raw data with manual throttle. The VC10 did the opposite to BEA.
As to not flying a circuit with the airfield on the other side of the cockpit - what a load of rubbish. All down to training and standards.
Whilst BALPA helps there are incidents of being sold down the river by them; but they do help especially against some of the types BA got in management and training.
There is a video about how BA returns so much profit..basically by cutting everything down to seat pitch being less than Ryanair.
The old days of employees and customer service being important seem to have disappeared.
My last employer chucked enough money at us that I could afford an au pair and take my wife on trips or the whole family which helped with the time away.
I think my course mates who went to Britannia had the best career.
If you want to get satisfaction from flying than I suggest either executive jets or gliding especially in the mountains. The flying I did doesn’t exist in European airlines anymore.
Being a copilot is harder than being a captain.
One of my course mates got to top of BA seniority list..that’s a privilege.
I now live in one of the best towns in Ireland, I envy those who have lived here all of their lives - my home town has changed due to corruption and the wealthy drug dealers than moved there.
The job is what you make it.
My take is what is most important - career or family.
I went from nearly every night at home to magical mystery tours, finally sometimes 8 nights a month at home.
I had 20 years right hand seat and my last employer went from 4 years to command to 13.
BA procedures; monitored approach was introduced because many couldn’t manage the trident along with it’s analogue systems. We basically pointed the aircraft using the flight director with the captain monitoring and over riding the auto throttle, The myth was one couldn’t fly raw data with manual throttle. The VC10 did the opposite to BEA.
As to not flying a circuit with the airfield on the other side of the cockpit - what a load of rubbish. All down to training and standards.
Whilst BALPA helps there are incidents of being sold down the river by them; but they do help especially against some of the types BA got in management and training.
There is a video about how BA returns so much profit..basically by cutting everything down to seat pitch being less than Ryanair.
The old days of employees and customer service being important seem to have disappeared.
My last employer chucked enough money at us that I could afford an au pair and take my wife on trips or the whole family which helped with the time away.
I think my course mates who went to Britannia had the best career.
If you want to get satisfaction from flying than I suggest either executive jets or gliding especially in the mountains. The flying I did doesn’t exist in European airlines anymore.
Being a copilot is harder than being a captain.
One of my course mates got to top of BA seniority list..that’s a privilege.
I now live in one of the best towns in Ireland, I envy those who have lived here all of their lives - my home town has changed due to corruption and the wealthy drug dealers than moved there.
The job is what you make it.
Last edited by blind pew; 6th April 2026 at 12:39.
Joined: May 2005
Posts: 648
Likes: 74
From: uk
The monitored approach policy is the only reason that refrains me from applying to BA. Personally, I could never get used to it; I enjoy managing the descent from TOD all the way to landing and maybe followed by a nice decrab with the winds we have experienced in the last days.
The monitored approach has its place in a LVO environment, but is it really required on modern aircraft?
The monitored approach has its place in a LVO environment, but is it really required on modern aircraft?
Joined: Jan 2025
Aviation Qualifications: SLF
Posts: 166
Likes: 137
From: Mars
I mentioned it in listing another example of BA unique SOP, along with the monitored approach .. but how none of it is particularly relevant to my career choice.
Gender Faculty Specialist
Joined: Mar 2002
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From: In your head.
Personally the SOP is neither here nor there but spending any time with someone who has adopted the pervasive BA arrogance and attitude would be a lot worse.
Joined: Dec 2003
Posts: 2,338
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From: Tring, UK
If you showed that to a recruiter they would see it as a red flag in terms of SOP compliance - you’re paid to do a job and if the OMA/FCOM says this is way to do it, that’s how you do it unless you’re prepared to make an overwhelming safety case for doing it otherwise? It’s like people converting from one type to another who keep reminding you how they did it on their previous type/airline.
Thread Starter
Joined: Apr 2022
Posts: 6
Likes: 6
From: England
Have to say the monitored approach thing shouldn’t be a factor in your decision. Moving from a different airline to BA I wasn’t sure at first. But after a few weeks I actually prefer the monitored approach as gives you something to do
each sector.
In terms of your decision - if you are happy doing the same type of flying on the same routes for the next 30+ years then that’s your decision made. Personally I would get bored and the option to have a change every 5/6 years is a major benefit at BA
each sector.
In terms of your decision - if you are happy doing the same type of flying on the same routes for the next 30+ years then that’s your decision made. Personally I would get bored and the option to have a change every 5/6 years is a major benefit at BA
Joined: Jan 2025
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From: Mars
Joined: Jun 2020
Posts: 183
Likes: 41
From: UK
Very fair. Perhaps I had given too much weight to the approach idea, I can very much see it being a case of just adapting and it becoming a new personal norm. Personally I'm quite sure I would like a family life ultimately and I honestly very much struggle to see myself wanting anything other than short haul, certainly in my current frame of mind, for a multitude of reasons (flying enjoyment, sleep, time away etc). I think what I need to establish realistically is whether I would be best suited to a short haul career at my current outfit or at the flag carrier, there does seem to be this assumption that everyone who heads to BA would inevitably want long haul which troubles me a little given that is certainly not what I'm after! Although I am thankful to see one or two comments mentioning short haul long term. I have experience of one of the regional bases at ezy and it's a very lovely life indeed! (although admittedly this would get shaken up for command etc).
Flying the flag comes with some advantages but they do not seem to be things of high value for you.
It is great you have this clarity early on!
Thread Starter
Joined: Apr 2022
Posts: 6
Likes: 6
From: England
Sounds like you are better suited to Ezy. Happy SH, regional base, nights at home, fixed pattern roster, much more money (even if this new pay deal at BA goes through!)
Flying the flag comes with some advantages but they do not seem to be things of high value for you.
It is great you have this clarity early on!
Flying the flag comes with some advantages but they do not seem to be things of high value for you.
It is great you have this clarity early on!
I'm not familiar with the new pay deal but can't imagine it's 'much more' money over a career at either company based on the information I've seen? Beyond easyJet's obviously quick scaling early command etc.
At the end of the day I appreciate this is a decision that is ultimately entirely personal, I think I just have some frustration of not really knowing what the other side actually looks and feels like. Advice seems to vary massively (as perhaps one should expect!) both on this forum and from colleagues which reiterates there really being no one right answer and makes that decision even more challenging. Many thanks to everyone regardless, it's obviously a huge decision and I'm grateful to be starting to be at least a little more informed.
Joined: Aug 2002
Posts: 898
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From: UK
I am a big advocate of long haul because I consider it to be way better than short haul, but it sounds like you really do just want to stick with short haul and you also value being home every night, so in your shoes I would stay put.
Joined: Feb 2005
Posts: 995
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From: Botswana
In terms of enjoyment of the job Long Haul at BA is leagues ahead of Short Haul to the extent it’s not even in the rear view mirror anymore.
As for the monitored approach well I’ve got used to it but in reality it’s a tool for low vis. Totally ruins a manually flown visual approach to the extent that it was actually dissuading me from doing them as it was a source of frustration having to then hand it over at 1000 having flown it so well to that point (even more so when they would put the autopilot back in for a few hundred feet just to have to take it out again moments later - yes seriously I’ve seen this done on multiple occasions). I don’t buy the whole both pilots having “skin in the game” argument. If you’re sat there as PM on a multi crew jet transport aircraft and don’t feel a responsibility to be an active party to the operation then you probably shouldn’t be there in the first place. But it’s BA’s train set and I’m not going to pretend it’s something that particularly bothers me now, that’s long since passed.
But you’re going to find a multitude of different opinions on both. These just happen to be mine. Having experienced some of my line training in easy at a regional base I could easily see how that was an attractive avenue for some and every so often (mainly eastbound at 30W) I get a case of the what ifs. Never lasts though.
As for the monitored approach well I’ve got used to it but in reality it’s a tool for low vis. Totally ruins a manually flown visual approach to the extent that it was actually dissuading me from doing them as it was a source of frustration having to then hand it over at 1000 having flown it so well to that point (even more so when they would put the autopilot back in for a few hundred feet just to have to take it out again moments later - yes seriously I’ve seen this done on multiple occasions). I don’t buy the whole both pilots having “skin in the game” argument. If you’re sat there as PM on a multi crew jet transport aircraft and don’t feel a responsibility to be an active party to the operation then you probably shouldn’t be there in the first place. But it’s BA’s train set and I’m not going to pretend it’s something that particularly bothers me now, that’s long since passed.
But you’re going to find a multitude of different opinions on both. These just happen to be mine. Having experienced some of my line training in easy at a regional base I could easily see how that was an attractive avenue for some and every so often (mainly eastbound at 30W) I get a case of the what ifs. Never lasts though.
Joined: Oct 2023
Aviation Qualifications: ATPL
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From: UK
Totally ruins a manually flown visual approach to the extent that it was actually dissuading me from doing them as it was a source of frustration having to then hand it over at 1000 having flown it so well to that point (even more so when they would put the autopilot back in for a few hundred feet just to have to take it out again moments later - yes seriously I’ve seen this done on multiple occasions).
Joined: Mar 2006
Posts: 353
Likes: 39
From: s england
AFAIK there has only been one study comparing the two styles of approach handling. It was a long time ago but there were 4x as many incidents on the non monitored approach.
I can’t get too excited either way I’ve seen the pros/cons of both but I think the monitored approach has its place with low cloudbase/rvrs even if not in LVOs.
To decide on your career based on SOPs is bonkers.
Someone posted a golden nugget and that is LHRs curfew, think it through imagine if LGW had one life at ESY would be much nicer.
Go to BA stay SH get senior enjoy the roster control or play the system and cream in the overtime, do a right to left then if in 20 years you change your mind about LH you can change your bid.
Bloke in the pub said” SH pilots boast about being in their own bed every night whereas LH pilots boast about being in someone else’s bed”
I can’t get too excited either way I’ve seen the pros/cons of both but I think the monitored approach has its place with low cloudbase/rvrs even if not in LVOs.
To decide on your career based on SOPs is bonkers.
Someone posted a golden nugget and that is LHRs curfew, think it through imagine if LGW had one life at ESY would be much nicer.
Go to BA stay SH get senior enjoy the roster control or play the system and cream in the overtime, do a right to left then if in 20 years you change your mind about LH you can change your bid.
Bloke in the pub said” SH pilots boast about being in their own bed every night whereas LH pilots boast about being in someone else’s bed”
Joined: Jan 2025
Aviation Qualifications: SLF
Posts: 166
Likes: 137
From: Mars
If it takes a pprune thread of convincing someone to apply to a company, I really don’t think said company is for the person. As I said before it is the case people have spent whole careers doing only SH at BA so I can’t see why that is an issue.
I needed nobody to convince me to apply to BA and I am sure it was the same for most. If you take issue with SOPs then I really don’t think you will enjoy BA, the training (especially SH) is very fussy/demanding (bordering unreasonable) and compact from what I have been told. If you are on the fence in the first place regarding the modus operandi this may very well tip you over.
Personally I was bored stiff doing the same routes over and over, with the same mixed bag of characters out of the same small base. Not staying anywhere I flew to killed the excitement. It felt like I was on shackles and a career of it would've been a nightmare. There is a whole world out there to see and the local job just didn’t do it for me.
I needed nobody to convince me to apply to BA and I am sure it was the same for most. If you take issue with SOPs then I really don’t think you will enjoy BA, the training (especially SH) is very fussy/demanding (bordering unreasonable) and compact from what I have been told. If you are on the fence in the first place regarding the modus operandi this may very well tip you over.
Personally I was bored stiff doing the same routes over and over, with the same mixed bag of characters out of the same small base. Not staying anywhere I flew to killed the excitement. It felt like I was on shackles and a career of it would've been a nightmare. There is a whole world out there to see and the local job just didn’t do it for me.
Joined: Sep 2010
Aviation Qualifications: ATPL
Posts: 884
Likes: 233
From: by the seaside
flown with a few like that..worse story was when FCO went out in fog during descent sir got out of his seat and locked himself in the forward lav until he heard the nose gear lock down - the copilots had headed north across the alps as the Po valley was also fog bound.
Had one guy on long range who was a nervous wreck and after we had done our stint as enlarging crew spent the next 6 hours sitting in first class rather than in the crew bunk - died a few months after he took his pension.
Had a mate who slept on the floor at home and flew on tranquillisers..had a bad skin disease caused by stress..changed airlines and became fleet chief..skin cleared up and told me he made his mates check pilots and wrote his own rosters with experienced first officers and only flew to safe destinations in good weather.
The profession isn’t for everyone- it’s handy that nowadays automatics have taken over and one doesn’t have so much responsibility nor need the skills.
Had one guy on long range who was a nervous wreck and after we had done our stint as enlarging crew spent the next 6 hours sitting in first class rather than in the crew bunk - died a few months after he took his pension.
Had a mate who slept on the floor at home and flew on tranquillisers..had a bad skin disease caused by stress..changed airlines and became fleet chief..skin cleared up and told me he made his mates check pilots and wrote his own rosters with experienced first officers and only flew to safe destinations in good weather.
The profession isn’t for everyone- it’s handy that nowadays automatics have taken over and one doesn’t have so much responsibility nor need the skills.
Joined: Mar 2006
Posts: 353
Likes: 39
From: s england
The point I’m making is that my friends at EZY LGW often hate arriving back at 2/3am.
This can’t happen at LHR