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Many thanks for the replies, most informative 👍🏻 |
Originally Posted by FRYVA
(Post 10380930)
Hello folks, Couple of quick questions... a) I have recently been offered an interview date 2 weeks or so back but whenever I try to click on a date there is nothing there (“No entries so far”). Any top tips for actually getting a foot in the door here? b) I have c.6000 total with A320, A330/A350 on my licence (despite never flying the A350 but, alas...) . Current on both. To be blunt, knowing what I do I have zero interest in SH at BA. Any idea what fleet I would likely be offered? And, if for example, I was offered the A350, what, if any, is the chances of the old bait and switch before starting onto the A320? Many thanks in advance 👍🏻 They choose your suitability for LH/SH depending on how well you do in the Sim. |
They choose your suitability for LH/SH depending on how well you do in the Sim. This assumes long haul suitability demonstrated in the sim of course. |
Some would have you believe those who excel go to LH. Those that just meet the standard go to SH to gain experience. 🤔 sounds like a lot of rubbish to me. Ex BMI pilots.......there are no more than 180-200 now. |
Originally Posted by Yorkshire_Pudding
(Post 10381300)
Surely there is only one standard in your initial selection sim. And that would be the BA standard. How do they assess you are suitable for long haul in your selection sim? Sounds like nonsense. EDIT - To be clear, you get.determined as LH suitable or not. That doesn't mean you'll be a assigned a LH fleet, just that you can be. And it certainly doesn't imply that the 'cream' are all being sent LH. |
Originally Posted by clvf88
(Post 10381353)
It might be nonsense, but its true.
EDIT - To be clear, you get.determined as LH suitable or not. That doesn't mean you'll be a assigned a LH fleet, just that you can be. And it certainly doesn't imply that the 'cream' are all being sent LH. You will require an unfrozen ATPL and I’m guessing 2,000 hours anyway. |
The short answer is are you likely to get through to the line in absolute minimum time, given that the course is compressed to the absolute legal minimum and your 7th landing on type will be during your final check. Training capacity is is bursting at the seams, and BA have some very unusual ways of doing things that take time to get used to if you come from somewhere more sensible. |
Long Haul suitability is your ability to effectively demonstrate the transition from your present type to the 767 sim at this time during the assessment.In short how good are your pure handling skills and whether you can cope with just two or three landings in marginal weather on LH type.Used to be in excess of 2000 hours,but assessment has evolved and is the judgement of the assessor,subjective. Just heard 737 applicant,sim on Monday,777 offered Tuesday. Good luck. |
Originally Posted by Phantom4
(Post 10381743)
Long Haul suitability is your ability to effectively demonstrate the transition from your present type to the 767 sim at this time during the assessment.In short how good are your pure handling skills and whether you can cope with just two or three landings in marginal weather on LH type.Used to be in excess of 2000 hours,but assessment has evolved and is the judgement of the assessor,subjective. Just heard 737 applicant,sim on Monday,777 offered Tuesday. Good luck. After 18yrs of one or two landings a month on long haul it’s safe to say my pure handling skills were better when I was 19 flying Highlands & Islands in an ATP - so I’d now be sent SH A320 to improve I guess!! |
Originally Posted by clvf88
(Post 10381353)
It might be nonsense, but its true.
EDIT - To be clear, you get.determined as LH suitable or not. That doesn't mean you'll be a assigned a LH fleet, just that you can be. And it certainly doesn't imply that the 'cream' are all being sent LH. The likelihood is once you get put into a LH fleet at BA, you will probably never leave. It is therefore important that LH takes the most experienced DEP's for the wide bodies. So essentially recruitment are saying to anyone who is offered short haul only "You have all the skills but lack the experience" or "You have the experience but the skills need some work" It's up to the applicant to choose which assessment was made! |
Originally Posted by wing man
(Post 10381805)
Anyone know what the current wait time is for people in the hold pool? |
Originally Posted by 2 Whites 2 Reds
(Post 10380988)
You could literally be offered anything but wouldn’t expect BA to start you on something and then switch you to the 320 on day one. As I said, never say never.
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Originally Posted by ETOPS
(Post 10378863)
Not certain that is correct. BA have recruited around 250 new hires every year for some time now. There have also been cadet schemes, on and off, as well.
The combination of expansion against retirements, resignations and medical failures has driven a steady flow - gross employment increasing from 3500 heads 5 years ago to around 4100 today. |
Originally Posted by A340Yumyum
(Post 10372969)
Have you been to see a Dr recently? ;-) Anyone joining as a LH DEP is going to be super junior for a very, very long time, unless of course they bid for right seat short haul after a few years! Whether you're towards the bottom of 700 FOs on the 777 or on a small fleet like the 380 (which arguably, though, only has good trips), you're going to stagnate in that position every time a short haul FO with more seniority joins your fleet and leapfrogs you. How long do you think it's going to take to reach 50% on the 777 list as a DEP FO? Maybe a decade? |
Longer. I flew with a Gatwick captain who’d been in 13 years and he still hadn’t got to 50% on the P77L status list by relative seniority. |
However, at c80% and full time on the P777 list I am getting pretty much what I want out of JSS. Those joining the fleet above me tend to replace those leaving to commands or other fleets, and the recruitment rate is such that I am still edging up the list. You don’t need to be 50% on the list to have a pleasant lifestyle by any means. The list is also skewed as the top third are waiting for a long haul command rather than returning to the Airbus. Being junior on a large fleet like the 777 is pretty reasonable as there is a lot of varied work to go around, and as long as you don’t want to go to CPT/PUJ and the like pretty much everything else filters all the way down. |
Originally Posted by Jwscud
(Post 10382342)
Being junior on a large fleet like the 777 is pretty reasonable as there is a lot of varied work to go around, and as long as you don’t want to go to CPT/PUJ and the like pretty much everything else filters all the way down. |
Originally Posted by VinceR
(Post 10382408)
With 80%, how many weekends off can you expect to get every month ?
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Ignoring, of course, those lower than that who actually have 1, 2 or 3 weekends off... |
Originally Posted by VOR.DME
(Post 10383055)
With regards to complaints about working every weekend and changing from earlies to lates. At a regional airline in the UK, there is no fixed pattern roster. You will go from six earlies with one day off to five lates with two or three days off. It can also work in reverse (six lates with two days off to five earlies, thereby giving you the minimum amount of time off). There are stories of captains working seven days in a row because there is such a shortage (and this is the winter schedule, bear in mind). Many of the shifts worked are frequently four, five or six-sector days. Some of the duties rostered leave crews with 10 minutes extra over the minimum 12 hours rest. Factor in the drive home...
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