Integrated vs First Job

Two questions Alright.. I'm going to attempt to smash together more than two questions, from two different members into one long post since they're quite similar:

Q - 1) “What do you think about an integrated MPL? From what I can see its very sim focused rather than hands on flying. Is that a positive or negative in your opinion? In the current climate I would definitely like to be bonded to an airline. I have a mate who is finished at Stapelford and the job market looks a nightmare, min 1000 hours PIC!”

Q – 2) “I am currently training for my modular PPL and I am really enjoying it. I have been doing research on the industry regarding airline jobs and one thing I have noticed is some of the bigger flight schools appear to have strong relationships with airlines and I just wondered where that leaves modular students looking for their first role?”

First - let's bust some myths!!

1) The mate who just finished training is telling lies. The job market is not a nightmare and you don't need 1000hrs PIC. Since one of our fab members Nick has recently just posted about getting a job and thoroughly enjoying his hands on flying, I thought I'd check out his employer's website:

'xyz...is on the lookout for...Pilot in Command of our F406 aircraft...

Minimum requirements

Valid UK CAA CPL ME/IR
Current UK Class 1 Medical Certificate
200 hours total flight time + AUPR
Strong communication and interpersonal skills
Commitment to safety and adherence to standard operating procedures”

Someone telling you modular pilots (with typically around 245 hrs minimum on qualification), cannot get work without having 1000 hours is lazy in their search for work.

2) That is correct. Some flying schools do have particular relationships with particular airlines but it's *not a guaranteed job*. I cannot reiterate enough how many people I know who have not secured their 'guaranteed job with the airline'.

They range from those who couldn't pass the paper exams in under 2 series (I'll do another post on this), those who failed the final sim line check (some airlines won't allow an initial resit), those who couldn't finish line training, and those who finished line training but struggled with consistency afterwards.

So a 'guaranteed job' isn't guaranteed until you are line trained and past probation. Until then, you can loose your job in a meeting regardless if you were integrated or modular. When your finish your CPLIR you will feel done, and again after MCC JOC, then when you finish your Type Rating you'll think you're done and again with line training, and then your 6 month check is due and you realise the instructor and your colleagues expectations of you go up every 6 months making it a career with a continuous learning curve.

Ran out of characters, to be continued in part 2..

Older Pilots

Are you an OLDER aspiring pilot❓
(older meaning over approx ⁓40)


Personal opinion❗, and I'm happy to be corrected on this; however I believe the timescale for older aspiring pilots is different.

👨‍🏫 Since you come from a background where you have evidently already gained a wealth of experience and opportunity in another field, this is not something you should be looking to replicate during your training. Rather, understanding how your achieved life experiences fit in around a pilot competency matrix and finding where there are gaps that you can work towards.

💸 If you can afford to prioritise getting your flying completed in a shorter space of time, this would also benefit you. In short, any air operator needs to take time and pay a lot of money to train you in your role. So with your older age in mind, the earlier you can pass your training whilst still demonstrating achievement in a number of areas, the more advantageous and also cost effective it will be for you and your employer. Additionally, be mindful of your role within a company and what you aim to achieve in the timeframe before retirement. Aspiring to become a Captain for a small air operator is just as big a goal as aspiring to get involved with training or becoming a Senior First Officer for a big airline or on a huge fleet. Ask yourself what role you want to fulfil and your end goal. There's another post in the pipeline about different flying roles.

Airfield Security Dog

🔎 A google image search of “evidence based pilot core competencies and behaviours” brings up a variety of models similar to those in use by airlines.
I would start by writing down on a print out some specific situations that have challenged you professionally in your life and identify one or two behaviours within each competency that fit with your scenario. After going through a few different scenarios you will begin to see a pattern of where your strengths lie. From then, you may choose one or two particular behaviours to incorporate into your next briefing as a reminder to work on in your next flight.

📒 By working towards a range of different behaviours across all of the competencies you can develop a stronger skill set than by just practising particular emergency exercises in the aircraft. This will enable to deal with a range of different challenges both on the ground and in the air. Keep your print out of the competency matrix - add to it and annotate it as you go, printing out a new copy when it becomes cluttered.

🛩️ When you simultaneously finish your flight training and confidently have a selection of real life flying and non-flying scenarios paired with behaviour competencies you will have a fantastic model to guide you through competency based questions in your pilot interview.

Gliding Club Pawnee

In terms of additional preparation for a pilot assesment centre I have others posts about the specifics of different parts of how to prepare for your interview.

❣️ Thanks members for your questions. Keep them coming in!

The advantage of #MODULAR (pay as you go) over #INTEGRATED (full time) flight training?

The advantage of #MODULAR (pay as you go) over #INTEGRATED (full time) flight training?

For me, it was that I could afford this route when I wasn’t allowed access to a loan as my family wasn’t considered rich enough.

I could do the flight time hour building at my own pace and around my two, sometimes three simultaneous jobs.

I met and flew with some of the best flying instructors - the late Concord flight engineer John Allan, the late brilliant Alan Scott, absolutely loved flying with the late Dale Reynolds and I had an absolute blast with “unretired” Piers Smerdon!

I got to experience different clubs in all weathers and conditions, and flew some really cool aircraft - supercub, jodel, bulldog, firefly and an extra300 amongst others!

I got an awesome aircraft hire rate as a member of staff thanks to David Ripley allowing me the opportunity to work at Durham Tees Flight Training.

I had many opportunities to grow in a range of competencies, have many different experiences that helped me improve my future job applications and interviews, and picked up a bunch of crazy and funny stories along the way.

Ultimately though my training was significantly cheaper than any integrated scheme, with a lot more life and professional experience in a range of aviation environments (ops, crewing, etc) and it has got me to a similar place in time as someone from the integrated route.

Old 2017 post - licencing

This post is a blast from the past! I wrote it back in 2017 and I was so confused about the change of licence structure because of Brexit. Enjoy:

"I thought I'd share my confusion over the new licensing rules by publishing my recent email to the Civil Aviation Authority. It's full of acronyms as their legal documents are too, and I want the reader to know what I feel like when trying to decipher the information. 

Hopefully other flying readers out there may be able to she'd some light on this, however if not, when (or if) they ever respond I will publish answers for those in the same or similar position to myself.

CAP Aircraft

Dear Sir/Madam,

I have a JAA SEP PPL licence that I will be converting to an EASA one (as it is approaching the 5 year expiry) as I fly EASA aircraft. In addition I fly an annex II aircraft (Piper Super Cub PA-18 for glider towing training) but do not ever intend on flying this as P1. 

I am in the process of differences training* so that i can fly a Motor Glider (T-61 Venture) P1 which I would like to contribute towards the bi-annual 12 hour minimum requirement.
*Only differences trained is required as stated in CAP 804, Part II, Section 5, part A, appendix 1, page 8, section 3.1.1.

But then I am confused because CAP 804, Part II, Section 5, part A, appendix 1, page 8, section part 3.1.8 just further down in the same section gives requirements for CAA issued Part-FCL Pilot Licence (A) with TMG's class rating. However, you state that "Self launching motor gliders with non-retractable engine/propeller are TMG's". Therefore is a T-61 a TMG or an SLMG? How do you know?

I also fly gliders (or sailplanes which you refer to the, as in CAP 804) - Puchacz and Astir.
Having spent hours reading CAP804, looking at form SRG1104/ Scheme of charges my questions are:

1a) By 2015 will all glider (sailplane) pilots have to fly a glider with a LAPL Sailplanes and Powered Sailplanes licence?
1b) What is the difference between a 'LAPL for Sailplanes' and a 'Private Pilots Licence Sailplane Pilots Licence'? (both options on SRG 1104, section 6).
1c) If you can selectively choose either option will I *eventually* be able to add a Sailplane Pilots Licence rating/ category/ addition/ type onto my EASA PPL?
1d) Why is it so confusing? :'-(
2) If the answer to question 1a is yes, can I apply for a Sailplane LAPL now (already in possession of a gliding licence) and fly the motor glider T-61 on that EASA LAPL?
3) If the answer to question 2 is no, can I add the SLMG differences training onto my JAA/EASA SEP to fly T-61?
4) If the answer to question 3 is no, should I apply for a National UK Pilots Licence (as it is referred to on the scheme of charges) to add the differences training to or should I apply for an NPPL?
5) Is a National UK Pilots Licence and an NPPL the same thing?
5b) If yes, why do you refer to them as different thing and if no, what is the difference?
6) If I need to apply for a National UK Pilot Licence/ NPPL to fly the motor glider can I count motor glider hours towards my EASA SEP revalidation's?
7) Can I fly the Annex II aircraft as PUT only on an EASA PPL to complete glider towing training?
8) Once finalised, will I be able to fly the T-61 motor glider and EASA gliders on the same LAPL for Sailplanes and Powered Sailplanes (and TMG's) so long as I keep the EASA SEP PPL valid and the gliding licence valid?
9) If I apply for the correct motor glider licence now (whichever it may be, if even at all needed!) once I've completed differences training in the motor glider do I only need my log book signed to fly as P1 or do I need to send another form off?

Kind regards.

At the moment I'm in the process of another airline application which I really really hope I get an interview for so I have been spending literally days on it. The airline isn't based in the UK but they are significantly closer to home. Once again I shall keep you all updated if I hear anything.

Tonight I have a meeting at the gliding club to discuss another new big social event that we could potentially hold. However I have a few issues with regards to the biggest alcohol licence I can get without sitting an exam. I also need to shop to re-stock the bar at the club and buy four made-to measure roller blinds for the social event we are holding on Saturday night. The aim is to generate enough revenue to buy a new parachute so that the club can continue to operate effectively throughout the winter too.

Then off to work in the bar for the night at 8pm."

Super Cub 180

Advice for parents

You’re a PARENT of someone with a dream❓✈️


My mum gave sterling advice- do what you want and if you need money, get a job.

My mum, a single parent & in no position to pay was able to support me in other ways. Working 3 jobs back to back gave little time to eat properly so I appreciated having dinner ready with 2 hours between jobs.

I have found that either parents either have enough money to pay & want to know the best flying school. Or, don’t have all of the money and say it’s unrealistic (based on 15 years experience speaking to parents at schools & as a speaker at conferences.)

If you’re fortunate enough to be able to pay for all of the flight training (modular/ integrated), my advice is to not push this ASAP. You should let your child explore and get a job in aviation (anything), self-fund a few hours, & volunteer. Create an attitude that they will never be young and able to embrace opportunities in this way again. With a parent who can pay, once they qualify as an FO, there isn’t a route back to being a young, eager dispatch agent, & see how the crew interact with staff or appreciate a pilot simply being polite. They can’t go back to trying Cabin Crew, value how hard CC work or appreciate that someone has to build what comes as a finished crew meal. If your child will miss out on such opportunities, it’s wise to encourage them to make the most of it all whilst young, learn the pitfalls & unwritten rules of employment (ie communicating with seniors / expressing discomfort) before commencing a job with significantly more responsibility & consequences.

If only able to part fund, it’s wise to hold the cash until the end, as the costs increase the further you get. The instrument and ME ratings are the most expensive. It’s tough to get a PPL, but takes more self drive to keep hour building, & even more to complete the ATPL ground exams. With the ATPLs the clock is ticking. The time limit is 3 yrs & it’s a challenge to complete it all on time self funding on a budget. Here is a great time to give help. It’s also tremendous drive and determination to achieve it all self funded!

Those unable to support a child financially will see it’s a tough road but not impossible. You can support with words and celebrate every milestone - paying for the first lesson, going solo and cross countries are all huge milestones!

757-200 Jum Seat as Cabin Crew

Re: Uni, look at it from the perspective of ‘do they have the best qualifications they are capable of?’ If no, then ask why and if they have the drive to study. If it’s because of a trauma/ family death, then its wise to have degree of high academic achievement. However, do a course with a chartered/ accredited degree in which you can find employment - like engineering. Everything else is an expensive qualification & a lot of debt.

Flying qualifications as a degree I also believe are more expensive and would always recommend lots of research against a typical hours, locally based modular route, which I wish I had done instead of my degree.

Competencies

Great article by Hamish Ross explaining the PILOT COMPETENCIES and observable behaviours

Aircraft Hire in California

Before you start flight training, I recommend printing a copy for the back of your achievement folder and scribbling over it with your examples as and when they happen.

This way you will have specific examples to talk about in your pilot interview once you have finished your training and are looking for a job!

https://www.linkedin.com/pulse/competencies-what-hamish-ross-fraes-9wwre/?trackingId=6Af2y1VwWf8Mj%2FzU6sOqhA%3D%3D

Higher Study

Which UNIVERSITY DEGREE should you study❓

One of the things I used to ask a lot, particularly to the flying guys at the gliding club I went to (we were only two girls), was which degree should I do in order to pursue this career?

The minimum requirement to be a pilot is 5 GCSEs (a basic high school qualification), but some employers also demand the optional school years in addition. What matters is that you have a good all round education, that if you do study something it’s whatever you’re passionate about, you give it your absolute best, get a good grade in it and do something else (keep reading!).

I genuinely didn’t think I would make it, so I applied for various Product Design degrees. In the last couple of days before the choices were fixed I decided to change one of the Product Design courses to Aviation Technology at Leeds university.

When I visited on the open day, I explained that I already had four years flying experience, I was predicted a mix of B’s and C’s at A-level (below their BBB requirement), but I was doing my best whilst commuting an hour to school, volunteering as a school lifeguard allowing students to swim for an hour before school twice a week, working in a shop 8 hours a week in addition to as a lifeguard in the evenings, as well as continuing to fly. I felt that if I dedicated myself 100% to my A-levels, I could have the potential to gain better grades, but it was important to me to have a varied and interesting CV and I somehow needed to fund my love of flying. It was tiring but I managed. The teachers would tell me I needed to quit before I crash and burn… (and they didn’t intend on the pun). As a bursary scholarship student I was embarrassed and struggled to fit in. I didn’t know a single other person in my year who worked every week on top of school. However, my mum told me “do whatever you want, just get a job and pay for it”. So I did.

With that, I got accepted onto the University of Leeds Aviation Technology with Pilot Studies course with a mix of grade ranging from A to D, - not quite reaching their UCAS points requirement.

 

Steph flying a T-21 glider

  

I opted to choose that course, as for an additional £3000 I could do my PPL as part of the course. Had I paid for my own PPL, it would’ve cost me closer to £9000. I couldn’t see a way that I could quickly get £6000 so I thought it would be the best value as I would only be paying off my student loan fees when I was earning enough money anyway. As it happens, the threshold for paying back is relatively low and sometimes I felt like they had taken back a payment that I would’ve happily spent on flying. Only time would teach me that the course was not at all good value for money. With added interest after all those years the value never seemed to go down until I started throwing money at it last year. In hindsight, I would have been much better off getting a job full-time, working my way to the highest level I could and earning my own money in a profession. Although that being said, I do have a degree, quite a useless degree to be honest as it’s in neither management nor engineering, and after graduating I struggled to get a specific job in the aviation field. So, I worked as Cabin Crew on the fabulous 757-200 and there began a career in aviation.

So if you’re wondering what to study at University, first check the fees. Then, check what the students who graduate from that degree with that exact qualification are most likely to do as a job and how much they will be paid. Next, work out typically how long it’s going to take you to pay off the student loan and if the qualification will be worth it.

Sure, you need an education and some experience, but there are many cheaper ways of doing it than doing a very expensive degree course that’s basically worthless when you finish. If it’s going to take more than 10 years to pay off ask yourself if it’s really worth it. Or, if it’s worth looking into doing a higher level apprenticeship with a company who will pay you your salary and cover the cost of your qualifications. In this situation you still have the opportunity to live with your peers and to move away from home. My current employer has some great positions in this respect and I believe many other airlines do too.

 

PPL Flying

If you still really want to do the degree you’ve chosen for, consider also how you will manage your time to work alongside it to reduce some of the debt and to pay for your flying lessons. If you have the privilege to have a family help you with the enormous cost of flying, please seek out a volunteering role to add to your CV. There are too many disadvantaged people in the world and most universities will give you the opportunity to volunteer with elderly people, blind or deaf people, helping protect vulnerable people at night, children in public care, schools below the poverty line and in the local community. I’ve volunteered in something like 22 different charitable roles to date and would be very happy to guide students with this.

 

How old is too old?

How old is too old to start your pilot training❓

On my course was a guy between the ages of 45-50 who had spent many years working in IT so that he could save the money to pay for flight training without having any debt. I also know someone who dropped out of my university course to start an integrated course as soon as possible and a parachute drop pilot who got into private commercial flying at 58, happily retired now over 65!

I began flying gliders at 14 but didn’t actually start my Commercial Pilot Licence (CPL) until the age of 27, eventually qualifying at 28 and I didn’t fly a jet aircraft until I was 30.

Steph on her first commercial airline flight, age 28.

There isn’t any right or wrong age. However, if you’re paying for yourself as you go I recommend starting the PPL and hour building as soon as possible and keeping up the momentum to get the early hours in your logbook. Additionally, you might find it takes you 15-20 years to get the funds together to get through the final CPL IR without running out of time, so starting around 18 (even if only on minimum wage like I had) gives you a fighting chance of getting either a commercial flying job before the age of 40 or enough hours and experience to be in with a fighting chance of achieving a scholarship.

There are many scholarships and ‘Ops with a PPL type-job’ that come and go over the years but I believe the main factor that sets apart those who achieve them is the absolute grit and determination to make it regardless of whether an external factor is helping or not, the desire to get the aircraft out and go flying at any opportunity, the drive to keep armchair flying and studying to keep the logged hours as low as possible and the will to find a way when it seems absolutely impossible. If you have a few years of flying, solid resilience to keep going to the flying club regularly around work and volunteering, and the determination to keep studying over many years I’d strongly urge you to apply for every scholarship out there!
(Let me know if you need help with an application!)

If you are beginner PPL /low hour do everything you can to squeeze in every type of flying in every kind of aircraft you can find, as many airfields as possible, and as many paid, volunteer and flying opportunities as possible. Once you finally make it to the flight deck of a commercial airliner you will find yourself on long flights wishing you had taken those opportunities (even if low paid jobs) simply for the experiences or the chances you could have had, to have some great stories to talk about. More importantly though, to truly appreciate the absolute joy of doing a seemily simple job and to be grateful for the effort and the fab views knowing you worked your butt off to pass the flying exams and to achieve the end goal in minimal hours/ min cost.

In my opinion, it’s a race to cram in as many opportunities as possible before you start, not a race to be as young as possible; however I’m happy to be proven otherwise!

#pilottraining #modular #fly

19 Steps to ATPL

The cheapest route to the flight deck from 0 hours by Steph: 

1) Buy a pilot logbook from Pooleys, Transair or Flight Store (they’re about 25cm x 15cm and around €/£10). Log your flights exactly to the minute and don’t round up or down as it will make life easier in the long run. (Steps 1- 9 *should* take 1-2 years). I say should so you experience flying and your club in all weathers, seasons, icing or not, and you develop a pattern for regularly attending rather than bashing it out in a few weeks. It’s also cheaper to spread it out as the ‘regulars’ will be offered the freeby flights to maintenance or find someone to backseat with.

2) Call a local flying club and ask if you can book a lesson (30 mins/ 1 hour whatever you can afford). Ask them to teach you something (not a sightseeing tour)! Put 3 hours in your logbook.
Apply for a credit card, use it VERY occasionally and pay it off in full.

 

3) If you’re 100% committed to spend money on airplanes get your class 2 Aviation medical and ask them to do a soft check on all the class 1 items. If you can afford it go straight in with a class 1 medical as it’s better to know earlier if a health condition will rule out a career.

 

 

4) Before every flight lesson do a 1 hour armchair ‘flight’ at home (in a chair/ in the bath/ on a walk). This is where you sit still and mentally go through EVERYTHING you expect to do in the flight. From starting up the plane to the final checklist OFF BY HEART. This is not the time to check what it says in the manual or your study notes, this is as if you are really flying, even try all the radio calls even if you are messing up.

5) Then after your ‘armchair flight’, check your notes to see what you missed or where you messed up. As your flights go on, incorporate more complex procedures or some emergency items that you have already had the chance to practice.

6) With around 6 hours logged ask your flight school to start preparing for the Air Law exam. You need to pass this before you fly solo.

7) Go solo! (PS - If you loved it but found it too hard, stressful, time consuming, whatever you can totally enjoy your solo flight and give up here as it only gets more expensive.) At least you have your log book to leave on the coffee table for guests to look at.

8) Study for and pass all the other exams - there are around 7 or 8 multi-choice papers and make sure you also have your class 1 or 2 aviation medical.
Do well in the ground school exams as they are the basis for everything we do in the job. Also, don’t forget to enjoy it, take pictures, write the things that happen and stories in your logbook, put photos in your logbook and make it a great thing to one day show your future employer. It’s hard work, yes but it never gets easier than this, even years in and fully commercially qualified the sim sessions and studying can be tough sometimes - so yes enjoy it!

9) Continue all the training and get your UK/ EASA PPL (European Private Pilot's Licence). You need a minimum of 45 hours in the logbook for this. Don’t do shorter / smaller licenses as they’re harder to upgrade.

10) Steps 10-13 can take 4-8 years! Book in with the flying club every 3 weeks and fly the plane. I worked 8 hours a week in the flying club to get a reduced price on the aircraft hire! Also, if you can find someone who owns a plane at a little private airfield (worth doing some investigating), you can ask them if you can buy your own insurance share and fly the aircraft for the cost of the fuel plus a little bonus - this will save you thousands of euros/ pounds. For me it was more fun and easier to do a few shorter flights to save some cash to be able to do a longer ‘trip’ away with a buddy where we each flew one leg.

11) It’s great if you can buddy up with another PPL so that you fly and pay for one way (and your lovely, qualified radio assistant pays for and flies the way home whilst you help them with the radio and map holding). It’s important to fly at least once every 4 weeks so that the club always let you fly solo. Otherwise, you need a check ride and that eats into the P1 time you need.
Start to request increases on your credit card limit but don’t use it for big flying yet.

12) With 120-140 hours total time, register with Bristol Ground School (the best in my opinion) and plan to sit all the ATPL ground school exams. It’s a few thousand pounds. You won’t have a social life for 9 months and should be prepared to lock yourself away in a shed every night to knock them out as quick as humanly possible. Do them in 2 (or 3) sittings. Don’t fail any!
At this point I was applying for scholarships like crazy too. There are a lot out there but often disguised as Operations jobs with smaller AOC operators. Anyway you will find them in the Flight Training newspaper at your flying club and you can find all the CAA AOC holders on the UK CAA website.

 

 

13) Do a night rating in amongst the hour building, you don’t need to hurry it and there’s no exam. I was eventually sponsored by a cargo operator from this point. After I left the airline I did have to pay back half of the costs hence I know how much it cost and have a good idea how long it will take others without a scholarship to afford it. The order below is identical to my own training.

14) Once you have 100 hours P1 AND a total time of 175 hours in the logbook, plus a 300km solo cross-country flight you can start your CPL.
From this point on you need to not be sloppy with your planning and procedures and armchair flying is everything to pass in minimal hours and therefore minimal costs!! This is the most important thing to make the license cheap.
My scholarship emphasised that it was expected I would pass in minimum hours so this method helped me.

 

15) If you haven’t already, start applying for scholarships - you will find most info on them in the newspapers in flying clubs, usually at the bottom of the page near the back! Additionally, many smaller Air Operator Certificate (AOC) holders (look on the EASA/CAA website to find them) will recruit ‘Operations officers’ or ‘photographers’ with a PPL. This just means they recruit into an office job to check you out before they offer to pay for some of your flight training! Apply for these jobs. I worked as a Cadet Pilot in Ops for a cargo airline and was sponsored to fully qualified.

16) The Commercial Pilot Licence (CPL) is 25 hours in the same aircraft you’ve been flying, shop around and don’t put down all the cash up front in case they go bust. Plan to finish it quite intensively in 2-3 months. After this you can apply for commercial pilot jobs in small aircraft like - experience flights, ferrying for maintenance, aerial photography, etc. Banner towing is dangerous so be cautious.

16) Now, with 200 hours and a CPL it’s time to start the Multi Engine Instrument Rating (ME IR), the most expensive bit! Start the IR in the simulator, then do some of the IR flying in the single engine aircraft, squeeze in a multi engine rating mid way through and then finish your IR on a multi engine aircraft.
Borrow money from friends and family and last resort put it on that credit card but make sure you bloody well finish it and pass.

17) With a multi engine CPL IR you are a qualified pilot and can start applying to airlines. Any airline that recruits you will put you through a Multi-crew Cooperation Course (MCC) and some might also put you through a Jet Orientation Course (JOC). Again, armchair flying will help to pass in minimum hours). Ask to have it bonded, rather than pay for it, but if you must pay for it put it on a as long a loan as you can, as you will eventually get a salary and can re-finance it to a lower interest to pay it off quicker anyway.

18) Write handwritten letters to all the smaller turbo-prop operators to fly planes that are genuinely fun to fly. A big shiny jet in a passenger airline is great and safe, but I 100% recommend first getting some flying experience in an aircraft that you really have to ‘handle’ to fly. Flying cargo was a brilliant experience that I will never regret.

19) With between 500- 1500 hours most airlines would consider your application for a jet job, and to be honest you can apply to fly most things, wherever they are recruiting.  

 

 

How it Started

Strangely I started this flying blog around 2012 when I began working in Air Med Ops. Blog writing was an initiative driven by Physics charity The Ogden Trust in response to winning their BLOGden Prize. 

I thought the monetary award would pay for a flight, the first generation(!) iPad prize would improve my flight planning and the blog would get me noticed and therefore get me a job! In fact, the blog helped me most in evaluating my actions, my flights and ultimately improve everything I was doing and how I was applying myself. As a result, I was able to finish the modular course with all first time high mark passes.

In order to make this 'revived' blog a little more fun that just offering current pilot advice, I've decided to also include some of my draft posts back from those days when I was struggling to keep two jobs going with flying and studying alongside.

When I first started this blog this (below) was what I wrote as my mission. Thankfully I don't think much has changed and the goals of the blog and Linkedin group will remain much the same.

***

Steph, summer 2012:
"I want to fly, and I’ve wanted to fly since I was old enough to realise it might be a realistic future career. My journey from private pilot to commercial pilot is a challenging one that requires copious amounts of energy and enthusiasm.

My blog will be an insight for school pupils, university students and young professionals alike who have a desire to achieve, who want to do something exciting and have an aim that they aspire to, despite not knowing how to go about it.

I hope to give you in insight into how I manage two jobs to fund what is currently just an expensive hobby. I would like my passion for extensive volunteering and extra-curricular activities to inspire others. To inspire particularly those in my generation, to want to get involved too not just for their CV; but to make a lifelong difference to the community they live and work in.

The challenges facing a young professional, learning to juggle life and employment with your hopes and dreams can get messy and complicated but with a strong support network of friends and family and with a lot of motivation I will prove that anything is possible."

Group Rules

If you are a low hour pilot and keen aviator please comment with your questions or post your questions in the Linkedin group (by private message or as a comment to a current post).

If you‘re a qualified Pilot, have flying experience and are able help mentor or answer posts please do, whenever possible. 

 If you are a Pilot recruiter please only post low hour Pilot jobs (suitable for 240 hour CPL IR modular and integrated pilots) that include the full terms and conditions including the salary.