Has anyone asking for feedback heard anything yet?

I have not.

Surely there must be some reading this thread who have done the assessment and could provide some?

Maybe you could PM one of us and we can share it amongst ourselves.

Thanks and good luck to all involved!

For all those after feedback, everything you need is in this thread and the old BA DEP master threads, not much has changed over the last 10 years.

The very small amount of info that has appeared recently suggests it has changed, hence why we are asking.

Bigdav ; Why are you getting so hot & bothered about feedback ? Can't you just be yourself and go along for the process without any pre-conceived ideas?
Selection is selection is selection. Where you have more applicants than places available, the selection techniques kick in and are wide and varied.

Way back, when dinosaurs roamed the planet earth, I applied to the RAF. 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. That way, the RAF could, reliably predict, the likelihood of success in aircrew training. I went in raw and failed. 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. That was the issue. Time constrained and money restrained.

I awaited two years, practiced all the tests that I could remember, grew a handlebar moustache, listened to the advice of a Wing Commander who lived up the road and was awarded a RAF Cranwell Cadetship at a time, when in fact, Cranwell was a real Acadamey and fostered the General List. But, I had cloned myself & wondered if I had fooled the Selection Board. I gave them what they wanted to see. It might still be likely that I would not succeed the more difficult training that was being offered than the original short service proposal. I thought.

I declined the offer and went on to a moderately successful airline career. I did see guys honing up on books available, like "How to pass the CX interview" ; "How to pass the EK interview" etc etc !

As a CX candidate myself, I turned in a phenomenal flight test (tristar) but the interview panel looked at the "A+" and commented ; "probably practised in your own time eh ?". I hadn't, wouldn't want to, couldn't afford to anyway and disliked the Ozzy Training Captain who kept looking at me in an uncomfortable way (kept winking for heaven's sake !). Shaved of the moustache and returned to Crawley !

So, point is, Boards' are aware that we practice, read all the books , hone up on Tech Quizes etc etc. It is now, therefore, very difficult to spot the raw candidate rather than the interview cheat.

I did get to serve on the Selection Board for two major carriers. The guys & Galls we really liked, thought that they presented themselves well, looked like they were trainable and would fit into our organizations comfortably, inevitably got the green light.

Stop looking for feedback, be yourself, be enthusiastic about the fantastic opportunity being presented & you will be of considerable interest to the Selectors. Good luck.

Because the poster really does want the job.

No doubt. Think it through for a minute. They would say that wouldn't they?

You entered the RAF selection machine as raw meat and exited as chopped hamburger. The soooper bod with whiskers didn't have a clue - but he did conform to the required paradigm. Extra bushy was it?

The L1011 was easy to fly, so flying it well isn't difficult. I also did well.

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.

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!!!

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.

Yep thanks very much, great stuff.

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 !

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!

Non typed rated recruitment open now.

They really are struggling it seems.

Good, perhaps it might send a strong message to those senior managers in the flight Ops department who seem to think that BA is still an enticing option despite their hatchet job on conditions and workloads.

despite their hatchet job on conditions and workloads.

Just as likely to be the hatchet job they do on excellent experienced pilots in the selection process.

Care to post a link old chap? Can't find it on the website.

Blantoon
Struggling to find what they are looking for perhaps?

Is that what you mean?

Link here

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

Regards

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!!!!!!!!!!! :eek:

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

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 .

"Because it's highly unlikely "I" will be in the company long enough to achieve the higher paypoints, and therefore "I" will be helping solve the problem of incremental drift"......

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.

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.

Couldn't keep away, could you, WBF? Yet another fantastically ignorant, bitter post!

What a load of tosh. Look, you might not fancy BA, but why poison the thread with your nonsense?

Harry Palmer, are you being timed out of your application form? Many of BA's systems are like this. it pays to write out your answer beforehand, and then cut and paste it when logged in. HTH.

How do you know the FPP entrants from the non-FPP chaps WBF? Most of the bottom of the list seem to be fairly active types - one I spoke to recently when changing A/C was planning to cycle to Loch Lomond on a Glasgow standover!

Judging by recent comms, I'd like to hope that the SH review might not be as painful as you seem to want it to be.

Concur with that sentiment. It seems that the requirements of the company may have already been met.

What drivel. I understand you have some sort of axe to grind, why I don't know, but at least attempt to be factual. Ironically one of the longer running initiatives run by BA and BALPA is to increase the choice, content and nutritional value of the crew meals. Some are actually getting quite good. But you would know that from the cockpit of a different jet in a different company.

Is this so that you can justify to your few mates down the pub as to why you failed selection? You must be just great!

I'll reiterate, I have failed no part of BA's selection. Weren't you an ex BMI pilot, who came to easy briefly and then went to BMI again, bypassing the selection into BA? Nevertheless, passing BA's selection doesn't make you 'great'. Nor does not being selected make anyone not 'great'.

Er no! Left Bmi, went to easy, left easy, went to BA, well and truly passed selection:D

So why so bitter? You're a psychologists dream!

There are no FACTS as you state yet as the SHBR has not been formally announced. However, the community is being led to believe that, from a flight ops department perspective, we have covered all requirements thus 'no change'. That is neither confirmed nor factual yet, purely conjecture from another place.

WBF, are you just a disgruntled ex military pilot who believes they are owed a job by a company due to their previous service? I only ask as I am also ex-military and I have never held those views neither have I ever felt I needed to belittle any companies processes. If you want to have a target then target the muppets in RAF command who covered the military dispensation agreements from National to JAR procedures and screwed everyone in the military with their ambivalence and incompetence. It's all irrelevant to me as I left long before then with national licences in hand.

Personally I don't give a stuff what you think of BA, you aren't in it so who cares. Leave the thread to those who are interested in joining the company and wish to gain some sort of 'educated' insight before deciding which way to decide.

The thought of XX years of short haul earlies and lates, again and again and again fills me with dread but you seem to like it so enjoy. I'm off Christmas shopping in the States. :ok:

Psychologist's you mean? I just don't like the business, the product, the arrogance, the left wing BA mantra, many of the people they've surprisingly taken or the lemming-like way these p2F types blindly dream of a BA career based upon cliched perception. I also resent a company like BA being our flag carrier. That compounded by the fact I DO like many turned away, have seen many who were turned away go on to become excellent captains and TREs and comments like your 'you must be great' following on from you're assumption that I didn't get in. You're basing your cack on the regulated past. From George Patton:

As I've said, I'm out. Toodle pip!

You've aired your opinion based on what you freely admit is an 'outside' view. Who ever said that those turned away aren't any good? Perhaps they just didn't perform as they wanted/expected to. Perhaps the competition on the day was of a very high standard. Perhaps they just didn't achieve the scores they needed. Who knows. In my experience people who fail an interview don't generally want to discuss it on an open forum.

I have many friends and colleagues flying for other companies who didn't pass the BA selection. That doesn't make them 'second grade' and I would challenge anyone who claimed such. It also doesn't mean they are any worse people for not passing a selection process. They are all top level aviators and people who just didn't meet the requirements of the process on that specific day. Most freely admit to making a cock-up (hmm it's edited my word due to the profanity filter!) of something along the way. That's life.

What is your 'cliched' perception? The fact that people want to work for a company is testament to the fact that the company can still attract people. If they want to work for BA then they can find out about the company easily enough warts and all and make their decision based on their perceptions not the perceptions of someone like yourself. As much as you believe your position. BA is an excellent employer with huge opportunities a fantastic route structure and many different aircraft types to train on. The company look after you exceptionally well when down route. There are challenges but that can be said for every company in the industry and chatting to Air France, Lufthansa, Al Italia and various US company pilots down route we are all facing the same challenges.

As far as being the flag carrier, tough, nobody cares if you don't like it. You are a tiny cog in a big machine industry and your opinion on matters like who is and isn't the 'Flag Carrier' are irrelevant in the big scheme of things. Just like mine.

In respect to the 'left wing mantra' where did you drag that old cliche up from? I haven't seen anything like that since the Cabin Crew strike from BASSA and look what happened to them. Ironically it was the entire company working together that defeated the left wing mantra that was Duncan Holley and his braying mob. Perhaps your views are a little outdated?

Enjoy the Orange, I know many of my friends do.

WBF can you please create another thread to discuss your 'issues,' questions and personal arguments.

Keep this one on topic.

Are they having issues finding people for these adverts to be cropping up so often? I've got an idea - how about they include the 737. That still allows for ZFTT.

CAP 804 FCL.730.A

Talks about having a rating on a CS-25 turbo jet or turbo prop with MTOW of more then 10 tonnes and 19 pax.

Maybe I'm reading it wrong but if you have any type rating on a plane meeting the above then you're free to apply?

Hmmm, reading not one of my strong points it would seem :ugh:

Guess I was focussing on the types they listed.

Flying wild,

RT(F)Q. or in this case the advert. This is for NTR pilots. So all of you who have been posting for the last 3-4 months asking when will they open up recruitment for those with an XXXX type rating, now is your chance. As long as you meet the requirements of FCL.730.A. For those of you unable to carry out a basic internet search... see below.

FCL.730.A

Specific requirements for pilots undertaking a zero flight time
type rating (ZFTT) course – aeroplanes

(a) A pilot undertaking instruction at a ZFTT course shall have completed, on a multi-
pilot turbo-jet aeroplane certificated to the standards of CS-25 or equivalent
airworthiness code or on a multi-pilot turbo-prop aeroplane having a maximum
certificated take-off mass of not less than 10 tonnes or a certificated passenger
seating configuration of more than 19 passengers, at least:

(1) if an FFS qualified to level CG, C or interim C is used during the course, 1500
hours flight time or 250 route sectors;

(2) if an FFS qualified to level DG or D is used during the course, 500 hours flight
time or 100 route sectors.

(b) When a pilot is changing from a turbo-prop to a turbo-jet aeroplane or from a turbo-
jet to a turbo-prop aeroplane, additional simulator training shall be required.


regards to all and best of luck.


PS remember to read all the instructions prior to any of the tests:ok:

does anyone know
 

how many are they looking for

what are they looking for

is it now or hold pool

whats your favourite colour