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- Herausgeber: Airlife
- Kategorie: Lebensstil
- Sprache: Englisch
If your dream is to be an airline pilot, or you would like to know what it takes, this book reflects the experiences, thoughts and findings of a trainee pilot throughout the journey that took him into the right-hand seat of a jet airliner. The book covers everything that you need to consider before and during the training process, including where to train and how to raise funds. The flying course structure and ground school subjects are detailed, and many sample exam questions are included to give a flavour of what lies ahead. The book also looks behind the scenes, at life on a training campus, and considers all the important practicalities before going on to look at how to find that dream job.
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Veröffentlichungsjahr: 2012
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To Be an Airline Pilot
Andrew Cook
Copyright
First published in 2006 by Airlife Publishing, an imprint of The Crowood Press Ltd, Ramsbury, Marlborough, Wiltshire, SN8 2HR
www.crowood.com
This e-book edition first published in 2012
© Andrew Cook 2006
All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.
ISBN 978 1 84797 410 5
CONTENTS
Title Page
Copyright
List of Abbreviations
Introduction and Acknowledgements
Chapter 1 What is the ATPL?
Chapter 2 When to Train and How to Fund
Chapter 3 Where to Train
Chapter 4 The Course Structure
Chapter 5 Ground School – Phase One
Chapter 6 Ground School – Phase Two
Chapter 7 Single-Engine Flying
Chapter 8 Twin-Engine Flying
Chapter 9 Multi-Crew Co-operation Course
Chapter 10 Finding a Job
Chapter 11 Life on a Flying School Campus
Chapter 12 Practicalities
Chapter 13 Study Methods
Chapter 14 Other Routes to the Right-Hand Seat
Chapter 15 After the Job Offer
Further Reading
Useful Addresses
Index
LIST OF ABBREVIATIONS
INTRODUCTION
When I was young, I would sit in the back garden of my family’s home in Sussex, whether it was hot or cold, dry or wet, and watch the aircraft on their approach into Gatwick. At the airport, the smell of the fuel, the bustle of the people, the flow of aircraft around the apron and the roar of the engines were exciting and ignited the spark that has driven me since. No matter how you have caught the flying bug, I am sure that, like myself, you will settle for only one thing – a career in aviation.
I managed to talk my dad into paying for a trial flying lesson when I was fifteen, and it was a day that I will never forget. Initially, I was shocked at the small size of the aircraft, especially when my dad got in the back and ten minutes later we were pulling it out of the mud by its wings! Once settled, I forgot about everything except the task in hand, learning to fly. I didn’t understand a single word that was said over the radio and I could not believe that we used a grass runway, but it was so peaceful and calm, the views were incredible and we were flying!
Flying is not cheap; I had one more flight and then it was around two-and-a-half years before I flew again. In the meantime, I studied for my A-Levels and tried to decide whether or not to go to university. I opted for a gap year, aiming to work and save enough money to obtain my PPL, and hoping that I would be successful in getting into a commercial pilot sponsorship scheme. I had a part-time job in a supermarket already, so I threw myself into it, working my way into a management position for the experience and extra money. At the age of eighteen, it takes a lot of effort to save money, especially when your mates are having nights out and buying cars, but perseverance and my passion for a flying career helped me stay focused. Within a year, I had the money I needed.
One day, while I was still saving hard and had just completed an application form for an airline pilot sponsorship, some terrorists flew aircraft into the twin towers of the World Trade Center in New York and the Pentagon in Washington. Like many, I was shocked and angry at the senseless acts, but I did not immediately realize the problems that they would cause for the airline industry. It did not take long, however, for pilot recruitment and pilot sponsorship schemes to cease, passenger numbers to crash, airlines to go bankrupt and pilots to lose their jobs around the world. It was a frustrating time, but even then I never thought of giving up.
Getting my PPL was a fantastic experience, which I will never forget. I chose to do an intensive course in Florida, and I had my licence within twenty-four days. It was hard work, but thoroughly enjoyable. There is nothing like getting up at sunrise, cycling in the early-morning heat to the airport and being airborne by 07.00, in the calm, warm air, with the golf courses, swamps and lakes of Florida spread out below, then landing at an airfield run by an old man in a rocking chair, who greets you with a cold drink. If I had had any doubts about my career choice, they would have vanished straight away.
When I returned home, the airline industry looked worse than ever, so I continued with my plan to go to university. I chose to study aerospace systems engineering at the University of Hertfordshire, and the work was more challenging than I expected, but the dream of getting on to the flight deck kept me going. In the meantime, I applied to join the University of London Air Squadron, successfully completing a stiff selection process – I am sure my passion for flying helped. The Air Squadron required a large amount of time and commitment, but this was worthwhile, and I benefited immensely from my membership. It was very enjoyable and I had some amazing flying experiences. I followed a structured flying schedule and flew sorties in general handling, spinning, aerobatics, formation flying and solo aerobatics, all of which were breathtaking experiences.
During my time at university, I applied for a commercial pilot sponsorship scheme, but I failed the aptitude test. I had done very well in my Royal Air Force aptitude test, so I think I may have just had a bad day, but I learned from the experience. I also applied for an ATPL scholarship from the Guild of Air Pilots and Air Navigators. In this, I was more successful. I found myself sitting more tests, but there were very few people in the room with me, so I assumed that other selection sessions were being held elsewhere. I was wrong, however, it was just us!
My adrenalin started pumping when I realized the great opportunity I had. I felt I did well in the tests, but after several agonizing days of waiting, I received a letter to say that I had not been chosen. However, GAPAN did want me and some of the other runners-up to meet with an airline and the flying school it employed to train pilots. The plan was for us to pay for the course ourselves and work together as a group, with support from GAPAN during training and when applying for jobs. I could not turn down this opportunity, joining four others to become the ‘GAPAN 5’. One of our number soon won a part sponsorship with another airline, which left the ‘GAPAN 4’ preparing to train for our ATPLs in Jerez, Spain.
My reason for writing this book is because obtaining an ATPL is no small task. Spending so much money on the course cannot be taken lightly, and every aspect must be explored carefully. When I was trying to make my decision – looking into the training, the cost and necessary qualifications – I found it incredibly difficult to find answers to the many questions I had. When training, there are so many aspects that are challenging or confusing, and it is impossible to know what to expect. You can approach a flying school, but you will be talking to a salesperson, who will tell you what you want to hear, not necessarily what you need to hear. I hope that what you read here will answer many of the questions you may have before, during and after training for your ATPL.
This book is aimed at anybody who has shared my dream of becoming an airline pilot, or who is interested in what is achieved in the initial stages of airline pilot training. It is not intended as a textbook, but rather a guide to explain the hurdles you may face. I wrote it during my ATPL training, and it highlights the complications I encountered and enjoyment I experienced. I have also outlined what I did after the course and other options I explored to get into the industry.
I must emphasize that everything I have written has been from my personal viewpoint and experience. Before undertaking any training, conduct your own research into the risks and the content of any course. The information in this book is intended as a guide only and may not necessarily fit all of your particular circumstances or the training organization you choose.
ACKNOWLEDGEMENTS
The support I received from my family and friends during my ATPL course and the writing of this book was incredible, and I could not have completed either without it. So to them, I say thank you very much, especially to Hayley for putting up with me being away so much and for dealing with my stress over the phone!
Thanks also to Flight Training Europe, Jerez, Spain, for providing excellent training and allowing me to publish my experience of the training scheme; to the Guild of Air Pilots and Air Navigators for its advice and support throughout my training, with special thanks to Clive Elton; and to everyone on Course 39 for being great colleagues and great fun.
CHAPTER 1
WHAT IS THE ATPL?
Understanding flying licences and their privileges can be quite complicated. Unfortunately, achieving your goal of becoming an airline pilot is not as simple as paying a fee and studying for the licence; there are many hurdles and difficulties to overcome before you can sit in the right-hand seat as second-in-command of a commercial aircraft. With persistence and a little careful planning, however, you can make the process easier, and the following chapters of this book should help you do that.
Every flying qualification comprises a basic licence, to which you can add ‘ratings’ that will allow you to expand the privileges of that licence, such as flying in low visibility and cloud – known as Instrument Meteorological Conditions (IMC). Among the flying licences you can obtain are:
National Private Pilot’s Licence (NPPL)Private Pilot’s Licence (PPL)Commercial Pilot’s Licence (CPL)Airline Transport Pilot’s Licence (ATPL)To all of these licences, except the NPPL, you can add the following ratings:
Night RatingIMC RatingInstrument RatingMulti-Engine RatingInstructor’s RatingIf you wanted to fly purely for recreational purposes and had no intention of obtaining a commercial qualification, an NPPL could be suitable. This licence restricts the holder to flight in basic lightweight aircraft in the UK and during the day only. Ratings can be added to the NPPL to match the type of aircraft you want to fly, such as Microlight, Self-Launching Motor Glider (SLMG) and Single-Engine Piston (SEP). The licence has lower medical requirements than other licences and does not require as much training as the PPL. The latter is also suitable as a recreational licence, but has much greater possibilities, allowing you to fly in Joint Aviation Authority (JAA) states during the day and offering a wider choice of ratings. It requires a Class 2 medical certificate. The PPL can be the first rung on the ladder to a commercial qualification. For this, you also need to obtain a CPL or ATPL.
A STEP-BY-STEP PROGRAMME
When training to become an airline pilot, typically you would go through a programme that consists of obtaining the following licences and ratings in the approximate order shown, depending on the training provider:
Private Pilot’s LicenceMulti-Engine RatingNight RatingCommercial Pilot’s LicenceInstrument RatingFrozen Airline Transport Pilot’s LicenceType RatingIn most cases, your first flight right through to the Instrument Rating will be achieved at your flying school, resulting in the award of a Multi-Engine Commercial Pilot’s Licence and Instrument Rating. These, along with passes in all of the ground-school exams, make up a frozen ATPL. If you are successful in gaining employment with an airline, the company will provide specific training on the aircraft you will fly so that you can gain the necessary type rating and begin to earn your keep.
TOWARD THE CAPTAIN’S SEAT
Of course, you may be dreaming of the ultimate goal – to become a captain. For this, you need to unfreeze your ATPL by amassing 1,500 hours of flying experience.
An ATPL for aircraft allows you to exercise all of the privileges of a PPL, a CPL and an Instrument Rating as the pilot in command or co-pilot of any aircraft type included on the licence. The minimum age for holding an ATPL is twenty-one years, and its period of validity is five years. Upon reaching sixty-five, the holder cannot pilot a public transport flight.
To obtain an ATPL, you will need:
1,500 hours of flight time (of which 100 hours can be gained on a simulator), including:500 hours of multi-crew flight time250 hours of pilot-in-command (PIC) time (of which 150 can be as pilot in command under supervision – PICUS)200 hours of cross-country flight time (of which 100 must be as PIC or PICUS)75 hours of instrument flight time (of which 30 hours can be instrument ground time)100 hours of night flight timePasses in all fourteen ATPL theory examinationsCompletion of an approved Multi-Crew Co-operation courseA pass in the ATPL skills testSo how long will it take to reach 1,500 hours? The most important task after you finish at the flying school is to obtain a type rating with an airline, and start flying as a co-pilot to build up your hours and experience. As a young first or second officer, you will probably fly about 900 hours a year. Given that you will already hold 200 hours or so, you can see that it will take only around one-and-a-half years to reach the 1,500 hours. Most airlines, however, will not be willing to promote you to captain until you have acquired sufficient experience, which may take as long as twelve years.
CHAPTER 2
WHEN TO TRAIN AND HOWTO FUND
Choosing a time to train is an important decision. You need to ensure that you are up to the task, that you are prepared financially and that the industry is ready for you. It may be that as much as you want to become a pilot, the job simply is not for you; there are ways of checking this for yourself. If you are certain that a career in flying is the right path to follow, then you need to maximize your chance of success.
APTITUDE TESTING
No matter what type of selection process you go through, at some point, it is likely that you will have to face a number of aptitude tests. In aviation, these are designed to demonstrate your ability to deal with problems, numbers, words, lateral thinking and, often, mechanical reasoning. There are psychometric tests as well, which are designed to give an insight into your personality. These are similar to the aptitude tests, but are easier and of greater variety. Rather than determining your aptitude, they place you into personality groups to indicate if you are the right kind of person for the job. There are many books and websites that give examples of such tests, allowing you to familiarize yourself with them, which can only be to the good when taking them for real.
Before committing yourself to any training, it would be of great benefit to know whether or not you do have the aptitude to be an airline pilot. This can be done by taking a test for real, which can be achieved in a number of ways. Many universities and higher-education centres run practice psychometric tests for those seeking employment. Although not aimed specifically at potential pilots, such tests will give you valuable experience in answering similar questions. I think the best way of ensuring that you have airline-pilot aptitude, however, is to take the aptitude test designed for Royal Air Force aircrew applicants. In 1996, the Guild of Air Pilots and Air Navigators negotiated with the RAF for the right to use its system, which since has been very successful. The scheme consists of a battery of tests that examine your co-ordination, memory, numeracy, verbal reasoning, and mechanical, planning and reaction skills. On completion, you are given your results and discuss your performance with a member of GAPAN, all of whom have a strong airline pilot training background. Although there is a charge for the tests, do not be put off by this, as it could prevent you from wasting a large amount of money if you are not a suitable candidate.
If you have already applied to join the RAF or have been in a University Air Squadron, you will have taken this test already and know if you met the requirements for a pilot. In this case, however, you will not have been given your score, as it is confidential to the RAF. If you reached the requirements for an RAF pilot, you would have achieved the score that GAPAN recommends for a good chance of success.
The following multiple-choice questions are similar to those I have faced in aptitude tests for various airlines, which will give you an idea of what to expect. Try to complete each question within fifteen seconds.
1) All employees should ___________ from such a reward scheme. Result, Credit, Succeed, Enrol, Benefit?
2) What is 0.8 divided by 0.2? 0.16, 0.25, 0.4, 4.0, 16.0
3) Which of the following lines is the odd one out? ----------- ----------- ----------- ----------- ----------
4) If 1500 balls cost £42.50, how much would 2500 cost? £25.50, £56.67, £70.83, £106.25, £78.80
5) What is 35.8+2.41? 38.13, 33.39, 32.81, 33.11, 38.21
MEDICAL STANDARD
A possible setback for the potential airline pilot is his or her medical condition. The Civil Aviation Authority has differing requirements for private and commercial licences. If you are aiming to be an airline pilot, however, it is worth ensuring that you reach the correct medical standard from the outset. In fact, most training organizations will insist on this before you begin the course. A PPL requires a Class 2 medical certificate, but any commercial qualification requires a Class 1 certificate, which has many more criteria.
The initial Class 1 medical comprises many tests and is the most expensive. It is conducted at the UK CAA Aero Medical Centre at Gatwick Airport. As with aptitude testing, it is advisable to take the Class 1 medical before you spend time and money pursuing your career. Although you may feel well and healthy, and have no previous medical conditions, you may not meet the standard set by the CAA. This could be because you have a condition that does not affect everyday life or that shows no symptoms, but which may affect you when flying.
Your first Class 1 medical will take a few hours and consist of hearing and sight tests, a general examination, cholesterol and haemoglobin tests, a urine sample and chest X-ray. If you have any doubt about the quality of your eyesight, it may be worth seeking the advice of an optician before taking the Class 1. This could prevent any disappointment and save you the large cost of the medical.
The medical certificate needs revalidating every year, but subsequent medicals are less comprehensive and cost less. That said, since you are embarking on a career as an airline pilot, it is advisable to look after your body by maintaining a healthy diet and doing plenty of exercise from the outset. This could prevent troubles in the future and ease any concern about future medical certificate renewals.
START FLYING
If you have never had a flying lesson, yet you believe you were born to be an airline pilot, then the only way to be sure is to start flying. There are people who embark on airline pilot courses without ever having placed a foot in a light aircraft, but this has the potential to be a very costly mistake. Although flying lessons are expensive, an initial lesson is a priority. In addition to providing valuable experience, it will show future airline employers that you had the motivation to gain that experience before committing yourself to the career. It sounds even better if, to achieve your goal, you had to save every penny that you could earn from a paper round!
If a career in flying is for you, you will catch ‘the bug’ on your first flight. That first flight is something you will never forget, even after 5,000 hours on Jumbo jets. As you progress and gain more experience toward your first solo, things will get a little more difficult, and you will start to realize just how much work is required to be a pilot. Ideally, you should have flown solo before starting an integrated airline pilot’s licence course. This will ensure that you have not only the ability, but also the confidence to be successful. You may find it a setback, however, if you begin an integrated course having gained many hours privately, as you are likely to have picked up bad flying habits that will be difficult to lose when trying to learn the way that your integrated school wants you to fly.
QUALIFICATIONS
Where qualifications for being an airline pilot are concerned, there really are no rules, but there are substantial differences in what people expect. Once, on a flight in a 747 to New York, I spoke to the captain on the flight deck and was surprised at his response when I asked him about qualifications. He told me that he had only managed to achieve five poor O-level results. That was some years ago, however, and today most airlines look for more academically gifted people. There are no requirements for the issue of an ATPL, but most employers specify a minimum of two science or mathematical based A levels at Grade C or above.
Some airlines prefer a university degree, while others are only concerned with your ability to fly aircraft. Having a degree allows you to further your knowledge toward a chosen career. A degree in aerospace engineering, for example, will give you valuable background knowledge for your ATPL exams. A degree also gives you something to fall back on if you cannot find employment in flying or if you ever lose your medical. That said, a degree in engineering would not allow you to become an engineer automatically, but it would make you more attractive to potential employers.
I had the opportunity to speak to the pilot recruitment manager of one of the biggest airlines in the world, and I put this issue to him. His response was that he did not look for potential pilots with degrees. He said that a degree was irrelevant and that if he were faced with two identical candidates for a job, one with a degree and one without, he would select the winning candidate based on flying experience and personality. Even so, my experience of a variety of airline sponsorship schemes is that the general trend is for successful candidates to have degrees.
The disadvantage of a degree is its cost in time and money. It takes around three years to get a degree; if you worked for that time instead, you could save a large amount toward the cost of your ATPL course. Studying for a degree also means that you will be three years older when you begin training for your licence. Obtaining an ATPL is not easy, and the younger you are, the easier it will be to learn the necessary skills. Also, a younger candidate is often at an advantage in an interview, although this does vary from one airline to another.
So work hard to achieve the best possible grades at A level. That is what most airlines will look for when you apply for employment. If you are considering going to university first, seek the advice of airlines, weigh up the pros and cons, then decide what is best for you.
YOUR AGE
As with qualifications, age is a controversial topic, with many differing views throughout the industry.
He shall not fly such an aeroplane on a flight for the purpose of public transport after he attains the age of 60 years unless the aeroplane is fitted with dual controls and carries a second pilot who has not attained the age of 60 years and who holds an appropriate licence under this Order entitling him to act as pilot in command or co-pilot of that aeroplane. (LASORS – the CAA’s guide to safety and licensing) He shall not at any time after he attains the age of 65 years act as pilot in command or co-pilot of any aeroplane on a flight for the purpose of public transport. (LASORS)
As well as the maximum age restrictions quoted above, an applicant for a Commercial Pilot’s Licence or a frozen ATPL must be at least eighteen years old, while an unfrozen ATPL cannot be gained until the applicant is twenty-one years old.
Generally speaking, the younger you are when applying for a job with an airline, the better your chances. It takes a lot of money to train someone on an aircraft type, and companies prefer young pilots so that they can get a return on this outlay. That said, some airlines do not like to recruit young applicants because of maturity issues. At least one will not consider applicants under the age of twenty-nine.
Another age consideration that you should face is your ability to learn new things as you grow older. Statistics from flight training schools clearly indicate that students in their early twenties tend to achieve better results and more first-time passes than older students. Again, this does depend on individual circumstances. If you are in your thirties or forties, do not be put off training for an airline career, but be honest with yourself and take the aptitude tests first to ensure that your are still capable of picking up new things quickly.
WHEN TO TRAIN?
Timing is crucial. In the modern airline industry, however, it is very difficult to make an accurate forecast of employment prospects. One of the most useful guides in deciding when to train is to listen to what the airlines are saying. Obviously, they will not contact you and tell you that they are thinking of recruiting; you need to chase after them. Most airline websites will have ‘recruitment’ sections that will tell you a company’s current employment status. Websites can be unreliable, though, because they may not be updated regularly, so find other ways. You can write to companies, email them and contact them by telephone, but the way to achieve the best results is to go and see them. Although you may feel that you are being a nuisance by turning up at an airline’s head office and asking if the company is recruiting, you may get to talk to the relevant person rather than an administration assistant. While you are there, you can ask other questions about the company’s requirements and so on.
Study newspapers and aviation magazines for any clues. A trend I have noticed is that when the largest companies start to recruit, the smaller ones follow suit. If you see that the larger airlines are making bigger profits, that could be an excellent indicator. Look for anything else that may be a positive sign toward recruitment, such as strike action by overworked pilots and new airlines starting up. Do not make the mistake of waiting until the airlines actually begin recruiting. Remember that an integrated ATPL course will take around fourteen months; by the time you are qualified, the airlines are likely to have taken on a huge number of new recruits and will be easing off again. By attempting to predict the recruitment trend using the methods described, at least you should be able to reduce the risk of missing an employment boom completely.
Due to acts of terrorism, war and natural disasters, the airline industry is somewhat unstable. If incidents such as those that took place on 11 September 2001 or the Gulf War of the early nineties occur, they will have a devastating effect on the industry. When the former terrorist attacks took place, I was going through the process of applying for airline sponsorship and saving money so that I could pay for a course myself if needed. As the events of that day unfolded, I had no idea of the extent to which the industry would be affected. One of the problems with this kind of incident is that it is completely unpredictable and, in my opinion, it should not play a part in the decision-making process. If you take war and terrorism into account, you will find great difficulty in ever training, because there is always a risk. Airlines have become much more tolerant of disasters since 2001. Due to the rationalization and cost-cutting exercises carried out by all airlines in the early part of the twenty-first century, the industry is in much better shape to deal with future catastrophes. Most have emergency plans and are operating much more efficiently than before. So if there is an industry crash again, recovery should be quicker.
A final factor that should be mentioned is that no other method of transport competes with commercial aviation. There is no other way of crossing the Atlantic or reaching the other side of the world in just a few hours. Air transport is essential and will remain so for the foreseeable future, and as long as that is the case, airline pilots will be required.
