The interesting question is how far BA will drift to the latter in this, and future, rounds :eek:

NoD

Can we try and keep this to one thread? The other one is more appropriate I think (BA Holdpool news). Cheers!

Does anyone know if Penny Austin still runs her interview prep courses? Having gone back through this thread I have used the contact details that I found for her but no response? I left a message on a landline number and sent her an e-mail but no joy as of yet which was about 10 days ago. I also found that her website does not appear to be working. Can anybody shed any light on this?

Also, has anybody done the interview prep course with pittraining that Pilot Pete runs? I heard this was a good course as well?

Thanks in advance for any help on the matter.

Good luck to all those that apply for this round of BA recruitment :ok:

BB

It's a shame, especially with the commonality amongst Airbus types. We can only hope they open the flood gates at some point.

I am not convinced it will ever be floodgates again, as in 2004/2005, for example. I don't think BA's recruiting will ever be much more than 'a little sluice open on the village weir.' :}

I would say point 2 seems to fit the bill, I'll take a copy of LASORS with me to the interview! If it's only a sluice gate at the village weir I've got nothing to lose.

Just checked LASORS section F (F4), it says a type rating is still current or valid up to 5 years after the date of your last LPC. As BA does not stipulate a current LPC then I would hope I am in with a chance considering that my 737 rating is current until 2012, the last LPC being 2007. Can anyone else shed some light on this?

Just my 2p worth.

I think the applicants for TR FO's will come from far wider than just RYR and EZY.

Think of all the 737/757/767 and Airbus family FO's that are currently employed by TCX, TUI, Jet2 and those who have left Globespan, XL, Silver Jet and zoom in the last few years that are making do with summer Seasonal Contracts, 7 months on and 5 months off contracts and also the guys with overseas operators that have been waiting for the market in the UK to pick up. I see a large amount of British FO's applying to BA.

It's going to be good for BA as there will be a lot of choice.

Another element to factor in is that given the type rating requirement, BA will almost certainly be recruiting onto type. Therefore of the 80 positions available it will be interesting to see the breakdown. Best guess would be 60% or more 737, 30% airbus & 10% 767. This is purely because ALOT of 73 guys are unfrozen and although not senior enough for longhaul, many are still bidding for the airbus and 767. All internal bids will no doubt be honoured first.

EXEZY,

Have a closer look at the on-line recruiting stuff when it appears, that may give a clue as to how BA are interpreting "current". I assume the recruitment will be done through www.britishairwaysjobs.com, which is also the portal for the current cabin crew recruitment being conducted for 'new fleet'.

If BA aren't more specific about the word "current", then have a go! However, I personally feel (unverified) that it probably means 'rated, and regularly operating the aircraft as of today'. I take that standpoint merely from a view of BA probably wanting the cheapest and quickest way to get people on the line. I say again, it is a personal view only. For those of you out there who wish to join BA, you have to stick the line in the water to get a bite, so it is up to you to sensibly do what you need to.

On the issue of type rated FOs applying from FR, can somebody clarify if FR pilots will be eligible to apply since they hold Irish licences. Current wording on BA website re DEP is 'Full UK issued JAA/CAA ATPL or Frozen ATPL'

bf

Thanks londonmet.
I appreciate that FR applicants could say at the application stage that they are willing to convert to UK licence if successful in recruitment. Just wondering if they would be automatically sifted out at first stage for not currently holding a UK issued licence.

bf

The FR scenario is a bit unique. BA may possibly be looking at a few DEPs from Ryanair, however if it is a full JAR UK issued CPL or ATPL that is required then it rules them out in my opinion. I reckon the guys within BA will have enough inside knowledge available to know that FR guys have IAA issued licences. Will they make allowance, we'll just have to wait and see. Even without them, the volume of current 737 jocks applying will be pretty fierce.

Dunno what the hang up seems to be about converting a licence. Takes about a month and is a formality. Its the transfer of your medical records that can take the longest. Its made even easier given that the IAA and CAA work reasonably closely on this and other matters.

Current and recent
 

Hi Guys

I am really hoping that "current" and "recent" are open to interpretation.

I was in the last hold-pool.

I haven't flown the 737 for a year as my airline went bankrupt but am hoping that BA may be able to "look outside the box". If I passed all selection 2 years ago that should mean something, shouldn't it?!

Any thoughts / ideas?

Also, does anyone know if the 12 month wait after rejection applies to the application stage as well as the selection / sim stages?

Cheers

"I'd suggest that if you made it to the interview then you've already answered the question and no need for a copy of LASORS.

In the past it has applied to the application stage only. Effectively it works out the same...

Quote:
Also, does anyone know if the 12 month wait after rejection applies to the application stage as well as the selection / sim stages?
In the past it has applied to the application stage only. Effectively it works out the same...


I don't really understand this as when I was at selection in 2008 it was made very clear that if you failed you would have to wait 12 months to apply again - from that date.

Surely if you "fail" at the application stage and it's due to recency or currency, you should be able to apply as soon as the criteria is met? If not it's too much of a risk to apply when I MAY not be current or recent!

I wouldn't stress about it too much. I suspect that the requirments will be made very clear when the applications open.

Just a note about the last post as I happened to have checked with CAA about the "validity" of a Type rating.

It is validfor 5 years with no other requirement than an OPC/LPC from the date of expiry of the last LPC.
Sooooo it makes it 6 years from the LPC date.

UK CAA website, Lasor section F4

I think this will all be irrelevant as there is likely to be an addage of current on type and flown within the last 6/12mths. Don't stress guys, I am certain the requirement will be made very clear by BA on Friday.

Anybody care to help with my previous post about Penny Austin and her interview prep course? Or info about the Pittraining course that Pilot Pete runs?

Thanks