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Originally Posted by Dupre
(Post 10172187)
I'd like to prepare for my upcoming sim by having a look at Aerad charts like they use, and an example flight plan so I can see the format.
Does anyone know where to find copies (out of date is fine too!)? Thanks a lot, please feel free to PM me if you can help. BA now use Lido charts. A google image search for Lido Charts brings loads of examples up. From memory, you don't get a proper flight plan, just a basic fuel plan, very basic route and NOTAMS/Weather. So no need to study that. For the BA sim assessment concentrate on CRM and pilot competencies more. They expect you to make basic errors as they recognise that people don't fly the 747 in basic modes every day. Its more how the two of you address this as a team. |
Originally Posted by Dupre
(Post 10172187)
I'd like to prepare for my upcoming sim by having a look at Aerad charts like they use, and an example flight plan so I can see the format.
Does anyone know where to find copies (out of date is fine too!)? Thanks a lot, please feel free to PM me if you can help. When I was prepping for my Sim, I got a one month subscription for €7.50 and printed all of the latest Lido plates from here. Good Luck |
Revise, verbal reasoning and mental maths. Pen and paper stuff. Estimation, areas etc that kind of stuff. Fractions, percentages, long and short division and multiplication. group excersise, just be yourself. Don’t sit there and say nothing and don’t take the ball and run with it yourself. In my group I was forced into the later because everyone just looked at each other and we would still be sitting there now unless I had got things moving. If needs be get it going but start distributing tasks to involve others and towards the end if needs be pull everyone together to come up with an answer between you but resist telling them what the answer is. sim: you can’t prepare for it really. You can fly a 747 perfectly and still won’t get in if your CRM is not what they want. Again if everyone played the game I would still be in the sim answering a question with a question and making no real progress. Just make an effort to include your colleague, ask them for another option and if you can get a TDODAR in there a PPP and a bottom line for your decision then you will be pretty much ok. BA is very different from the airlines I was at before so it can feel pretty alien. It’s more of a “I know what I expect to do and how I am going to do it but I need to check that you know what we are going to do and how we are going to do it” that way we are both working to the same plan. Other airlines were far more “this is what I will do, got it?” Hope that makes sense |
Originally Posted by bex88
(Post 10172545)
Revise, verbal reasoning and mental maths. Pen and paper stuff. Estimation, areas etc that kind of stuff. Fractions, percentages, long and short division and multiplication. group excersise, just be yourself. Don’t sit there and say nothing and don’t take the ball and run with it yourself. In my group I was forced into the later because everyone just looked at each other and we would still be sitting there now unless I had got things moving. If needs be get it going but start distributing tasks to involve others and towards the end if needs be pull everyone together to come up with an answer between you but resist telling them what the answer is. sim: you can’t prepare for it really. You can fly a 747 perfectly and still won’t get in if your CRM is not what they want. Again if everyone played the game I would still be in the sim answering a question with a question and making no real progress. Just make an effort to include your colleague, ask them for another option and if you can get a TDODAR in there a PPP and a bottom line for your decision then you will be pretty much ok. BA is very different from the airlines I was at before so it can feel pretty alien. It’s more of a “I know what I expect to do and how I am going to do it but I need to check that you know what we are going to do and how we are going to do it” that way we are both working to the same plan. Other airlines were far more “this is what I will do, got it?” Hope that makes sense |
[QUOTEIt’s more of a “I know what I expect to do and how I am going to do it but I need to check that you know what we are going to do and how we are going to do it” that way we are both working to the same plan. Other airlines were far more “this is what I will do, got it?” ][/QUOTE] And just like that, Bex has nailed it. That is exactly the advice I would give, in a nutshell. Think like that and don’t crash or attempt a landing off a crazy approach, and i reckon you’ve cracked the sim. And group exercise come to think of it. |
Originally Posted by JV
(Post 10148968)
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 I think this comment is nonsense. Maybe you should have gotten your EASA licence, and worked in the UK (not on a validation) before making those comments. You might see things differently. Then again, the majority of Canadian pilots (not necessarily you btw) are scared to death of the EASA ATPL exams, as most would never get through them. Additionally, your comment about hour requirements, and no cadet programs is grossly outdated. In the 90's, and early 2000's, these comments would have rung true, but not in 2018. To be honest, I feel worse for the Canadian kids who can't/won't make any money in their careers. You'd make more money as a TTC bus driver in Canada nowadays. It's a shame. Cheers! |
Originally Posted by phonetic
(Post 10174461)
I have the same background as you, except I'm a dual Canadian/British passport holder, and dual TCCA/EASA ATPL holder. About 9 type ratings for many of the same reasons as you, flown in Asia also.
I think this comment is nonsense. Maybe you should have gotten your EASA licence, and worked in the UK (not on a validation) before making those comments. You might see things differently. Then again, the majority of Canadian pilots (not necessarily you btw) are scared to death of the EASA ATPL exams, as most would never get through them. Additionally, your comment about hour requirements, and no cadet programs is grossly outdated. In the 90's, and early 2000's, these comments would have rung true, but not in 2018. To be honest, I feel worse for the Canadian kids who can't/won't make any money in their careers. You'd make more money as a TTC bus driver in Canada nowadays. It's a shame. Cheers! |
Originally Posted by Hans brinker
(Post 10174818)
Never thought I would say it but aviation is a dumpster for starting pilots in the EU compered to the US.
The main difference is that newly qualified cadets such as myself, rightly or wrongly, can get into the right hand seat of a commercial air liner with <200 hours. In the US (not sure on Canada) you have to do 1000 odd hours of instructing/crop dusting/parachute drops/banner towing for a hell of a lot less than a Ryanair FO. Ryanair and easyJet have or are ending the temporary/zero hour contracts, they're recognising unions and social security is built into our taxes. Now, I'm not saying their T&Cs are as good as the legacies, but I know where I would much rather do my first 1500 hours. And its my understanding from there you can get into any of the European majors off the street. In the US you have to go through a regional and have a university degree before the Majors will even look at you. |
BA A320 DEP Assessment - any news regarding stage 3 (simulator assessment)?
Hi guys,
I attended stage 2 (interview and group exercise) of the A30 DEP First Officer recruitment offer on the 21st May, and I got an e-mail beginning of June telling me that I passed this stage. However the mail was stating that there was no slot available at the moment for the next stage (simulator assessment). Just to know, is there anyone here who is in the same position? Any idea about when these slots might be released? Anyone already invited for the upcoming sim assessment? During the lunch break at Waterside, we were told that the sim assessments would probably be in June but it seems that they are busy now, with all the applications received. By the way, I would be more than happy to keep in touch with the persons who did their interview + group exercise on the 21st May or similar period. Feel free to send me an email. Would be nice to have a chat. Thanks a lot in advance. You can’t use the Private Messaging system, add url links or images until you have an established posting history. |
Originally Posted by am111
(Post 10175077)
This is just plain wrong. I'm a newly qualified European pilot, married to an American so have the right to work in both the EU & US, so I've looked into this.
The main difference is that newly qualified cadets such as myself, rightly or wrongly, can get into the right hand seat of a commercial air liner with <200 hours. In the US (not sure on Canada) you have to do 1000 odd hours of instructing/crop dusting/parachute drops/banner towing for a hell of a lot less than a Ryanair FO. Ryanair and easyJet have or are ending the temporary/zero hour contracts, they're recognising unions and social security is built into our taxes. Now, I'm not saying their T&Cs are as good as the legacies, but I know where I would much rather do my first 1500 hours. And its my understanding from there you can get into any of the European majors off the street. In the US you have to go through a regional and have a university degree before the Majors will even look at you. |
When did this turn into a USA vs EU thread? |
Originally Posted by VJW
(Post 10175930)
When did this turn into a USA vs EU thread? |
Anyway BA DEP recruitment.........Who cares about USA or EU, at BA post Brexit Britain concerns working in neither! |
I would say less than a third of BA's recruitment comes from cadets and new flight school graduates. About 50% are probably DEPs from other airlines and the rest are probably Managed Path pilots leaving the military.
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Guys what were your scored before going to the day 1 test for verbal reasoning?
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Mixed, sometimes good, sometimes bad. I would concentrate on finding a method of doing the questions as quickly as possible. When I was doing the practice ones I would read the whole passage then answer the questions, but I found this quite slow going as I'd end up rereading the passage about 3 or 4 times during the question answering process. I found it better to read the question then look in the passage for an answer as it usually was contained within one sentence.
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Ladies/Gents...
I'll just chuck this into the mix for prospective joiners because I suspect some of you will no doubt be planning to "commute" to/from LHR, perhaps on a frequent basis... Current inmates are aware that BA carried out an audit of peoples pre work travel arrangements a month or two back...the assurance given was that the idea was only to weed out and perhaps warn those who obviously fancied themselves as some later day Marco Polo.. . It now seems BA have perhaps taken a very hard line with a few and are going to sanction those who they feel have been, to use the phrase being thrown around a lot in this context.."taking the @@@@" with their travel plans. Unfortunately ATM we have no idea as to exactly what the company are defining as "taking the @@@@" , i.e. at present we have no idea of the position of the line between what BA management think is acceptable and what they think is unacceptable in terms of a journey prior to report..... So the point of this post is to warn that if asked at interview: "if we offer you a job where will you live? " ..the best answer might be: "Well, Windsor might be nice, but a bit expensive..but I've always fancied Hounslow or Longford"... Once we've got a handle on what BA regard as acceptable I (or I'm sure somebody else) will post it here... . |
The net seems to be closing in on commuters who normally travel more than 90 minutes to work, by any mode of transport. BA may now effectively require these employees to position closer to LHR the day before a duty and stay overnight (at their own expense) to ensure they are seen to be adequately rested before report. An EASA recommendation may be implemented as a requirement.
The roster pattern, even on long haul, is trending towards only 2 days off between trips. This travel requirement could mean very few nights at home for those that live outside a normal 90 minute journey time. Once BA management start a drive towards a goal they normally get what they want. Anyone considering joining BA should plan on a requirement to live within 90 minutes travelling time of report. |
BA probably woke up to the so called Marco Polo's :p when their Pilot got arrested for being drunk before a LH at Gatwick, and it turned out he'd commuted from JNB the night before! Shades of the ATR42 crash in Buffalo where the pilots commuted from all over the US then slept in crew room chairs. The NTSB was less than imprssed at the time.
G |
The long commute has been going on for a long time in BA. Some 20 odd years ago as a junior B744 Capt. I turned up for a Dtw trip and was joined by the co-pilot at briefing. (2 pilot sector) First he got up my nose moaning about going to Dtw, he was very senior and spent his time in high allowance trips to Hkg and Nrt etc.
At top of climb out, I noticed his eyes drooping and less than total concentration. On asking if he felt OK, he said he was very tired as he had arrived overnight from Newark USA where he lived, on the jump seat, and 4 hours before our flight. !! I wasn't impressed. |
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