Tag: Learn To Fly

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Sharing Experiences: How I Passed My Singapore Airlines Cadet Pilot Interview

Posted on by Kai

We love sharing experiences here at Learn To Fly. Shaun Goh has just passed his Singapore Airlines Cadet Pilot Interview after completing our highly successful Future Cadet Pilot Program (FCPP).

About Shaun

Firstly some background about me – I got interested in aviation about 3 years ago (2015). Prior to that, I had absolutely no background on aviation at all, no flying experience, no education, nothing. What sparked my interest was a rather chance encounter while I was working full time 3 years ago. Back then, I was working full time at my family’s business where we run a car workshop.

One of our customers happened to be a pilot from Singapore Airlines. I managed to speak to him for a bit while he was waiting for his car to be serviced. He sparked my interest in aviation. After he told me that Singapore Airlines was actively recruiting, I immediately had the thought of trying it out.

However, one thing that did come to mind for me is that there is a rather lengthy bond, 7 years from after your graduation from training. Now I know some people might think it is a small price to pay for sponsored training, but from what I gathered, most people do not realise this before applying. Are you really suited for flying, and can you meet the airline’s strict standards of training?

Singapore Airlines Cadet Pilot Program and Interview

I thought about if I was the interviewer and a candidate told me he is passionate about being a pilot but has never flown a plane before. It does not really sound believable or convincing, does it?

So I thought it wise to see if I was suited to fly first. After all, even if I did manage to get in, what if I got chopped halfway during training? It is a very real thing and it is still happening now. I have witnessed a few cadets being chopped as they are unable to handle the flight training.

Just for your info, for Singapore Airline’s cadetship, you have to complete ground school in Singapore first for 6 months. Only after passing the 14 ATPL papers will you then be sent to Jandakot in Perth to start flight training. There is a waiting period before being sent to Jandakot as well and it can range from 3 weeks to 2 months. So imagine if you are not able to handle the flight training and get chopped halfway through the course. It is not only a waste of your time, but it is also a wasted opportunity. This is why preparation is important.

Prior Flying Experience Is Important

In fact, in the first week when I reached Jandakot, the assistant Chief Flight Instructor (CFI) asked all of us who has the prior flying experience and pointed out that those with experience have a huge advantage over those who do not. This is because the school has strict limitations on the number of hours you can fly under training. It will not allow for multiple repeats. One major hurdle for many people is the first solo, and with prior flight training you can easily pass this.

My Singapore Airlines Cadet Pilot Interview Preparation

Okay, enough about the gloomy stuff. On to the preparation on how I got in.

The first thing I did was to book a simulator session at the now-defunct SG Flight Simulations (Airbus A320), and also one at Flight Experience Singapore (Boeing 737). The experience I had at both these simulators was enlightening, but it was not really as beneficial as I thought as I did not really have any idea what was going on and what I was doing. I thought about what I should do next. By coincidence, I chanced upon the Learn to Fly advertisement on Facebook. I was immediately attracted to it when I read about their Future Cadet Pilot Program (FCPP).

Not only did it offer flight training at a cheaper cost, but what really attracted me was the Airline Interview Coaching Session with one of the Senior Captains from a renowned international airline based in Asia – Darren Mcpherson. Darren has been an interviewer for cadets at his Airline before. He provided me with the much-needed feedback I required for my preparation for the interview. He was a great help to me – I had even gone through a few skype interview sessions with him before my actual SIA interview.

During my time in Melbourne, I must say that I enjoyed the flight training thoroughly. The instructors are friendly and helpful, and the planes are maintained well, despite the fact that it is cheaper than other general aviation schools. I made lots of new friends with similar goals, and we all helped each other out. There were a few hiccups here and there, but no one is perfect, and if you are considering enrolling in a flight school, I must forewarn you to adjust your expectations. Even with that said, the school manager is a very hardworking person and I am thankful that he was able to make arrangements for me to complete my training in 1.5 months as I was on a tight schedule.

Areas of Knowledge

I only applied to SIA after I came back from Melbourne. I prepared myself by reading up on the following:

– Air crash investigations – Ones such as Air France 447 and Air Asia 8501 which were pretty prominent cases at the time
– Latest news regarding SIA (destinations, new products, and so on)
– What the MPL program was all about
– Watching the video Inside Singapore Airlines by National Geographic
– Reading up about crew resource management
– Learning about incidents involving SIA planes (Herald is a good source)
– Reading up on SIA annual reports and shareholder reports to see how the company is doing
– Reading up about the fleet of SIA (plane models, engine name, maximum thrust, maximum endurance, max takeoff weight)
– Revising on what I had learned at learning to fly (aerodynamics, principles of flight, landing and crosswind procedures)
– Preparation for the HR side of questions, such as what are my strengths and weaknesses, examples of situations when I demonstrated leadership, problem-solving
– Working on a good introduction

The last point is especially important as the interview process is very fluid. They can really ask you about anything if they want to. Why a good introduction is important is because how the interview proceeds will depend on how you do your introduction. For me personally, both my initial and final interviews were very focused on my experience in Melbourne at Learn to Fly. This made it somewhat slightly less intimidating for me. It was more of a sharing session rather than a hard grilling compared to other interviewees.

Moment Of Truth

After completing the final Singapore Airlines Cadet Pilot interview, I got the news the very next day. Fortunately for me, I was selected. I was happy and at the same time grateful to have been given this opportunity. When I left Melbourne to return to Singapore, I remember feeling sad as I was unable to complete my navigation training. Now that I am given another chance to do so, I will cherish this opportunity.

For those of you who require more info on the application process to Singapore Airlines, the Hardwarezone Forum is a good resource. I read all of the pages of it. Also, some other good resources are Ace The Technical Pilot Interview by Gary V. Bristow and Flying The Big Jets by Stanley Stewart. I read both of these as well.

Thank you for reading. I wish you all the best in your application. Disclaimer: In no way am I representing the company. I am just sharing my personal experiences which may differ from person to person.

Captain Darren McPherson from ACS – Aviation Consulting Services is our specialist airline interview consultant. He runs our highly successful airline interview courses, which includes the Future Cadet Pilot Program (FCPP) and Airline Interview Coaching Session.

Darren-McPherson-ACS-Aviation-Consulting-Services
Captain Darren McPherson is an expert on airline cadet pilot interviews.

For further information or to register your interest in our airline interview preparation courses, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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Fifteen Year Old Leeanne Kaplan on Her First Solo Flight

Posted on by Kai

Learn to Fly RPC student Leeanne Kaplan won’t be forgetting her 15th birthday in a hurry, after completing her first solo flight.

Leeanne started studying the theory components for her Recreational Pilot Certificate (RPC) at age 13, patiently waiting until she was 14 to be allowed to take the controls of an aircraft in flight under the guidance of her instructor.

And then, on the day of her 15th birthday, Leeanne successfully completed her first solo flight. Given that 15 is the minimum legal age at which you are actually allowed to fly solo, Leeanne is surely one of very few people that have actually achieved that milestone so early.

We asked Leeanne a few questions following this amazing achievement:

1. How do you feel after your first solo flight?

To be perfectly honest, after flying solo for the first time, I felt really self-accomplished and proud of myself. In the hours leading up to my flight and on my way to Tooradin, I was incredibly nervous. I wasn’t worried that I would crash, but more that I would forget something and disappoint everyone. However, I got over my nerves and just did it, and I’m glad that I did!

2. What was the most challenging thing about it?

The most challenging part about it is deciding to actually do it. By this point my nerves had calmed down but the first time Anurag (Leeanne’s instructor) asked me if I wanted to do a circuit by myself I put it off and asked to do two more with him.

I found that I just had to commit to it and to know that I would be fine, which I was.

3. When did you decide that you wanted to get a pilot licence?

In December 2016 I went to the HASSE x NASA Space School in Houston (Texas, USA) for two weeks and they were talking about the different career paths NASA can offer, one of which was a pilot. Being able to fly a plane has always interested me, and when I came back from the USA I decided to pursue it.

4. What do your friends at school think?

My friends are completely obsessed with me flying and they hardly ever shut up about it. When I told them that I flew solo I was bombarded with comments, congratulations, and videos, anything where they could get their message across. Needless to say, they are extremely supportive of me but I always get asked this one question; “When can you fly me to _____?”

5. What is your ultimate goal for your aviation career?

I don’t have an exact goal for my aviation career. But I’m certain I would like to fly for a great airline like QANTAS. There are so many options and I know I have a long way to go. Plus I don’t have to decide now.

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Student pilot Leeanne Kaplan with instructor Anurag after completing her first solo flight on her 15th birthday.

The Best Time To Start Flight Training

With an enormous increase in pilot demand predicted globally in the next 20 years, there’s never been a better time to consider an aviation career. It’s fantastic to see young people like Leeanne with the passion and enthusiasm to start so early.

The aviation industry has traditionally been somewhat male-dominated, but that is changing. There are many progressive airlines that are proactively looking to recruit more and more female pilots. It’s role models like Leeanne that will help to encourage more young females with a passion or interest in flying to have the courage and drive to pursue it.

Learn to Fly offers a range of courses to suit budding pilots of all ages and experience. For young people like Leeanne, the Recreational Pilot Certificate (RPC) is the best place to start. It allows you to commence learning and progress at a younger age than other courses such as the Recreational Pilot Licence (RPL).

After achieving your RPC, there are many other options available to you. You can add a Cross Country Endorsement, which allows you to fly further. You can also opt to convert to General Aviation training and progress towards a Private Pilot Licence (PPL).

Whether your aviation career goal is to be a flight instructor and teach other students, fly charters, or become a Captain with a major airline – you will find plenty of exciting opportunities within this fast growing industry.

We very much look forward to seeing where Leeanne’s flying career takes her.

Are you looking to start your pilot training? Get in touch with our flight training specialists. Email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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LTF Enters A Team In The 2018 Outback Air Race

Posted on by Kai

Late last year we posted a blog story announcing that two of our students were going to compete in the 2018 Outback Air Race. The annual event starts in Archerfield (near Brisbane) in QLD and finishes in Broome WA after eight individual flying legs.

Since 1996, the Outback Air Race has helped to raise much-needed funds for the Royal Flying Doctor Service. This year will see over 100 competitors in more than 40 teams take to the sky. The race covers approximately 2,132nm (or 3,940km), with the longest leg taking pilots from Bundaberg to Longreach.

Horace, who is currently studying for his PPL with Learn to Fly, has now been joined by Eason, who is studying his Diploma of Aviation and hoping to become an airline pilot one day. At 21 and 20 years old respectively, they will be the youngest team competing in this year’s event.

The race starts on August 18th, with Horace and Eason taking off from Moorabbin Airport here in Melbourne on August 15th to make their way north in our Sling 2 VH-LHH aircraft.

We asked Horace and Eason a few questions in the lead-up to the event:

What excites you the most about taking part in the 2018 outback air race?

Horace: I have always dreamed of circumnavigating Australia in an aircraft, and by the time I have completed the race and returned to Melbourne, I will have almost done that (Melbourne to Brisbane, across to Broome WA via the Northern Territory for the race, and then back to Melbourne). I am also looking forward to having a lot of fun and raising money for the Royal Flying Doctor Service.

Eason: I think this will be something amazing to be able to tell my grandchildren one day, and as a student pilot, taking part in the race will really improve my flying and navigational skills. I’m also really looking forward to having fun flying with Horace.

What have you been doing to prepare for the race?

Eason: We have been flying together as much as possible, and completing a lot of longer flight legs and navigation exercises together. It’s important that we can work as a really good team together.

Horace: We have been doing a lot of planning around how we will complete each leg of the race, and how we will split responsibilities whilst we are flying. The longest single distance I have flown in the Sling 2 is around 480nm (from Sydney to Melbourne).

What are your goals for the race?

Eason: The main goal is to finish the race successfully, but also we would love to actually win at least 1 leg.

Horace: We are also hoping to raise at least $2,000 each for the Royal Flying Doctor Service through our Everyday Hero fundraising page.

You can help Horace and Eason’s fundraising by donating on their Everyday Hero page here. We’ll be keeping track of their progress when the race starts on our social media, so make sure you are following our Facebook and Instagram accounts.

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Horace and Eason make up the LTF team competing in the 2018 Outback Air Race

To find out more about our flight training courses, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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Joining the Jetstar Cadet Pilot Program

Posted on by Kai

We are really excited to hear that one of our students, Silas Zhang, has been accepted into the Jetstar Cadet Pilot Program. Silas was previously a nurse before deciding that he wanted to make the transition into an exciting career in aviation.

Why are cadet pilot programs the best way to get into the airlines?

Cadet pilot programs are essentially a short cut to becoming an airline pilot. You can apply with no prior aviation experience. Other airline entry pathways generally require a minimum number of flying hours before you can apply.

It’s as close as you can get to a guaranteed job with an airline (subject to performance during training). More than 80% of cadets usually pass and becoming airline pilots straight away.

What is the Jetstar Cadet Pilot Program application process?

The application process for the Jetstar Cadet Pilot Program covers a number of different components. Each potential cadet will undertake the following:

– An aptitude test covering general and technical questions

– Group discussion, within a group of 6-9 other potential cadets. You will be allocated a task, and will then be observed on your contribution to the task. You will also be observed on how you interact with your other group members

– Two interviews, one with Jetstar and one with a flying school. These interviews will focus more on personality-based questions rather than technical questions

You are usually competing for acceptance into the program with hundreds of other applicants, and on average only around 15 students are accepted into the program for each class. Successful applicants are required to complete their training within 18 months.

What is the outcome of the Jetstar Cadet Pilot Program?

After successful completion of the training in Melbourne, cadets will complete a Type Endorsement for either the Airbus A320 or Boeing B787 aircraft, depending on Jetstar requirements at the time. Following an initial Line Check, the cadet will then join Jetstar to commence their flying career.

This obviously makes entry very competitive, so what is it that will give you that competitive edge?

The key to successful entry into the program is preparation more-so than passion (though passion is obviously still important).

Nearly every single candidate will say that they have passion to fly and to become an airline pilot – therefore, it’s not so much what you SAY, but what you DO to prove you have that passion. For example, if you haven’t done any aviation study or flight training, how do you prove you are passionate?

There are many things that can be done before the interview besides the theory knowledge and flying experience. How you perform during your interview is also very important.

Are you able to show Jetstar that you have the mindset and personality to become one of their pilots? Are you able to work well with other pilots in the cockpit? Do you have good decision-making skills and the level-headedness to handle emergency situations?

How can we help?

Learn to Fly offers a comprehensive Airline Interview Coaching Session, that covers all testing and interview processes. Basically, we will teach you how to pass all of the tests, giving you the best chance of success.

We will also provide you with the opportunity to practice, by providing you with example group discussions questions and then mentoring you on what the Jetstar Cadet Pilot Program interviewers’ expectations will likely be for each question.

Darren McPherson from ACS – Aviation Consulting Services is our Airline Interview Coaching Session instructor. He is an A330 and A350 Senior Captain with a major airline, and has already assisted more than 75 students to successfully pass their interviews and be offered pilot jobs. Successful students now fly for airlines including Qantas, Qantas Link, Jetstar, Cathay Pacific, Cathay Dragon, Singapore Airlines, Scoot, Virgin Australia, Air New Zealand, and Sky West.

Captain Darren McPherson
Captain Darren McPherson is an expert on airline cadet pilot interviews.

For further information or to register your interest in our airline interview preparation courses, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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The Secret Weapon for 75 Successful Airline Pilot Interview Students

Posted on by Kai

Discover the secret weapon to airline pilot interview success!

Learn to Fly is working with Senior Captain Darren McPherson from ACS (Aviation Consulting Services) to provide Airline Interview Training, and together we have helped numerous candidates successfully pass their airline interviews over the past 2 years.

These candidates have progressed onto various airlines such as Air New Zealand, Cathay Pacific Airways, Jetstar, Singapore Airlines, Scoot, and Qantas.

They are now flying a range of aircraft types from the smaller Dash 8 and ATR 72 all the way through to larger Airbus and Boeing types including the A330, A350, B747, B777 and B787.

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Future Cadet Pilot Program (FCPP)

Now is a great time to get into the aviation industry. If you are hoping to potentially become an airline pilot by progressing through an Airline Cadetship Program, Learn to Fly can help you. Our Future Cadet Pilot Program (FCPP) aims to successfully equip graduates with the skills, qualifications and experience for any Airline Cadet Pilot Interview. The program will include the following training sessions:

Flight Training

The objective of the training is to give you a good and fair sampling of what flying feels like, as well as an insight into the flight training process.

Airline Interview Training

Darren McPherson from ACS (Aviation Consulting Services) will teach the interview training. As a Senior Captain at a major international airline with 30 years of experience, Captain Darren will teach you how to best present yourself for your interview. In the session he will thoroughly review your CV. He will also enhance your group discussion skills, human relations (HR) and technical knowledge.

Cadet Pilot Theory

The theory sessions will contain everything you need to know to have the best chance of passing the airline interview. They not only cover basic aerodynamics, but also technical knowledge related to airline operations.

Simulation Training

The training is separated into 2 parts. The first part will be conducted by Flight Experience Melbourne on their 737 flight simulator. You will then complete the second component on Learn to Fly’s state-of-the-art flight simulator

ICAO Aviation English

This component of the course prepares you to pass the ICAO Aviation English test. This is required by most airlines during the interview process

The FCPP has a proven record for airline pilot interview success.

Captain Darren McPherson from ACS – Aviation Consulting Services is our specialist airline interview consultant. He runs our highly successful airline interview courses, which includes the Future Cadet Pilot Program (FCPP) and Airline Interview Coaching Session.

Airline-Pilot-Interview-Jet
Prepare for success with our airline pilot interview preparation courses.

If you are thinking about an airline career, then email [email protected]. You can also visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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Tips On How To Pass Pilot Theory Exams

Posted on by Kai

I know nothing grabs your attention like the words ‘exams’ and ‘theory.’  Here I will give you the scoop on what to expect, and provide some tips on how to pass pilot theory exams.

No matter which course you have enrolled in, you need to study –  so let’s get pumped for pilot training exam preparation!

Aviation is a complex and sophisticated profession. Airlines are not looking for cowboys and hotshots, but well-rounded, intelligent statesmen and women. The purpose of this post is to remind you of the importance of approaching the exam runway carefully.

I’m in the fortunate position of having completed all seven of my CPL subjects (woo-hoo!). I have already passed my RPL and PPL exams. I’m not here to brag, but instead, offer my experiences to help you.

Let’s separate the post into three sections: Recreational Pilot Licence, Private Pilot Licence and Commercial Pilot Licence.

Recreational Pilot Licence (RPL) Theory Exam

First of all, congratulations on embarking on a dazzling journey in aviation. But before you hit the cockpit, you need to hit the books! Study is the best way to get your career off the ground. The RPL theory and subsequent RPL(A) theory exam covers:

Basic Aeronautical Knowledge
Basic Aerodynamics
Flight Instruments
Human Factors
Navigation and Flight Planning
Meteorology
Air Law

You may find some subjects harder than others, which is why thorough study is important. The exam is multiple choice, and can be completed online. You are allocated 2 hours, and the pass mark is 70%.

To tackle my RPL exam, I set aside two hours of homework each night after class. It allowed me to iron out weak spots and plug up any knowledge gaps. If you have any questions (and you should), or are finding certain areas tricky, always contact your instructor. They are there to help you pass! I would also recommend completing some practice/mock exams beforehand so you get an idea of the exam format.

The exam will only cover things included in the theory syllabus. That said, sometimes a question can have more than one right answer. You should choose the answer that sounds MOST CORRECT. That might sound funny, but it’s not just a matter of recalling information from memory. It’s important that you display your understanding of concepts.

Private Pilot Licence (PPL) Theory Exam

The PPL exam will cover a wide range of navigation-based topics, as well as knowledge learned during RPL. So it pays to brush up on RPL knowledge as well. The PPL exam has 55-60 questions, varying between multiple-choice and single answer. The pass mark is 70% and you are allowed 3.5 hours.

Some questions offer up to 3 marks and require calculations. It’s vital to answer as many of the extra point questions correctly as possible, as they can ultimately make or break your campaign. These questions mostly relate to take-off and landing distances, weight and balance, density, height and pressure calculations.

It’s advantageous to memorise the formulas for these problems as an over-reliance on the flight computer could throw off your answer due to rounding errors. Flight mathematics must be precise. Slight variants will result in an incorrect answer. There’s no room for guesstimates!

You are allowed to take charts and materials into the examination, so you need to be organised. It’s a good idea to familiarise yourself with the region(s) depicted in the charts as they’re based in Sydney. Most navigation questions require you to draw on the chart.

My best advice here is to take it slow. You have a sufficient amount of time to complete the exam. Slow and steady does win the race. Keep it neat. You don’t want your charts to look like a doctors prescription pad! There’s a saying in the military that applies to exams:

“Slow is smooth, smooth is fast.”

I found that taking the AIP (Aeronautical Information Publication) into the exam didn’t help me. I referenced the Visual Flight Rules Guide (VFRG), and that covered all my bases. This is the only exam which allows you to carry the VFRG – which is concise and easy to follow.

Commercial Pilot Licence (CPL) Theory Exams

Since there are seven separate exams for the Commercial Pilot Licence (CPL), I will give a bit of overview advice. The last thing I want to do is overwhelm you. All exams except Aerodynamics, Aircraft General Knowledge (AGK) and Human Factors, require reference materials and tools to complete the questions.

For all exams, a sound knowledge of the basic concepts is paramount as you could get quizzed on anything. The difficulty for each exam can fluctuate wildly, depending on whom you talk to. I found Aerodynamics and Aircraft General Knowledge easy, while others struggled with these.

It’s worth taking other students’ reports on an exam with a grain of salt. Everyone will have their strengths and weaknesses within each subject. The best bet is to be prepared for anything! You can always set yourself a practice exam (what better way to spend a Saturday night!). For my preparation, I tackled each exercise in the Bob Tait books twice, ensuring I scored above 90% in my practice exams before considering myself ready for the real thing.

Preparing for exams is stressful and tiring. If you’re flying AND studying for your CPL exams, it’s worth reducing your flying time. It sounds like a drag, but this is one case where too much multi-tasking can be your downfall. Use the extra energy to find which study times and locations suit you best. Some work better at home, in the morning – while others may be able to concentrate at school during the afternoon.

For subjects like Navigation and Performance, there are various calculations and chart reading exercises. You will benefit from completing the practice exercises and familiarising yourself with the formulas and formations. Again, it’s important to remember that rounding errors can jeopardise your entire exam.

Conclusion

To conclude, all exam success relies on sound study. Practice, be prepared and remember to take your time. Slow is smooth. There are no shortcuts to aviation knowledge, and being ready for all-weather is a good rule for life and an even better theory for flying. Good luck!

Thank you to student pilot Howard Lau for contributing these tips on how to pass your pilot theory exams.

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One of the best tips for how to pass your pilot theory exams is simply to study hard!

Chat to one of our flight training specialists to get your pilot training off the ground. Email [email protected]/en or go to https://drift.me/learntofly/meeting to book a meeting and school tour.

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Airline Pilot Career Pathways

Posted on by Kai

Are you serious about an airline pilot career? In this blog we discuss some of the airline pilot career pathways available to you.

Airline Cadet Pilot Pathway VS General Aviation / Direct Entry Pathway

There are two main airline pilot career pathways to consider. Both can lead to an equally fulfilling career as an airline pilot. These are via an airline cadetship or via General Aviation training leading to a direct entry application.

Cadets will need to pass several rounds of exams, including a group interview and aptitude test. Direct entry pilots will require some prior flying experience, often accumulated through work as a flight instructor or charter pilot. Both methods of entry are standard, and each has its advantages and challenges.

General Aviation / Direct Entry Pathway

For this pathway, students need to graduate from a flying school and obtain their Commercial Pilot Licence (CPL). This is the minimum qualification to work as a pilot. This can also be obtained in conjunction with a Diploma of Aviation or Bachelor of Aviation qualification.

After graduating, the next step is to gain flying hours whilst working. This can be done a number of ways. Some of the more common roles are instructing, scenic flights, parachute drops or single-engine charter. You can then advance to multi-engine aircraft and build more hours, again through similar opportunities such as instructing.

Different airlines have different hourly requirements, and these are far lower than what they were even 5 years ago.

Cadet Pilot Pathway

An airline cadetship usually involves an intense full-time course during which the cadet must also gain the minimum flying hours. Following this, successful cadets are offered a role with their respective airline.

Entry Points

Cadet Pilot Program

Many airlines now offer cadet pilot programs. There are many benefits, one of which is that airlines can teach pilots according to their protocols. This means they can iron out unaligned habits formed at flying schools. You can technically apply for a cadetship with no flying experience at all. Having said that, we strongly recommend having some flying experience prior to applying.

As there is such high demand for pilots, some airlines will even provide free training for their cadets. The cadetship path can be especially beneficial to students with limited finances.

Out of the two main airline pilot career pathways, the cadetship is the most accessible. But that doesn’t mean it’s easy! Competition for cadetships is fierce, with only a limited number of spaces available.

For example, an airline may receive a thousand applications each year but only select fifty cadets. This means applicants must demonstrate fervent attention to detail, impeccable attitude and dedication that sees them stand out from the rest. The interview process is rigorous and requires a great deal of preparation.

General Aviation / Direct Entry Pathway

Direct entry is the “traditional” pathway to becoming an airline pilot. You obtain your CPL, build hours, and then apply for relevant airline roles. The two most common direct entry options are for First Officer or Second Officer roles.

The airline will determine the minimum requirements for application, and this usually centres around the number of flying hours you have. Obviously, Second Officer direct entry requires less hours than First Officer direct entry.

The benefit of this pathway is that you are applying based on your flying skills and experience, so there are less variables. You won’t find the same level of fierce competition that you see with cadetships. You either have the hours and experience, or you don’t. Having said that, preparing your application well is still very important. It’s still a job interview after all, and the airline will still want to know that you will be a good fit.

The downside to this pathway is time and money. Learning to fly is expensive. Obtaining your CPL will likely take a minimum of 12 months and cost you $70K AUD at the very least. Only then will you be able to start earning money as a pilot. From there, building the hours you need for direct entry takes time.

Airline Pilot Career Pathway Job Prospects

Cadet Pilot Program

Past statistics suggest that between 85 – 90% of cadets go on to graduate. According to data, there is a 95% chance of a cadet pilot flying for the airline that trained them. Markets can fluctuate, however, and there are often outside factors that can affect employment.

Your level of success will always will always be determined by your level of dedication, aptitude, safety and attitude. Some airlines have been known arrange extra training so a cadet can meet requirements, but that is not a given. It’s not a free ride, and some would say that cadet training requires you to exceed expectations far more than a standard flight training process.

General Aviation / Direct Entry Pathway

The aviation industry is currently booming, with a high demand for pilots around the world. It’s now common for pilots in Australia to be poached by overseas airlines with salary packages they can’t refuse.

Major airlines such as CommutAir, SkyWest Airlines, Qantas, Air New Zealand, Cathay Pacific, Singapore Airlines and Scoot are hiring via direct entry. More recently, we have seen a huge reduction in the minimum hours required for both First and Second Officer direct entry applications.

In addition to this, many flying schools are hiring junior instructors as full-time pilots. That means that gaining a job post graduation is very much achievable, as is being able to build hours while you work.

Regardless of which of the airline pilot career pathways you choose, it is ultimately about skill, endeavour, performance and above all, attitude. After all, being a pilot isn’t just about flying machines; it is also about carrying people.

Captain Darren McPherson from ACS – Aviation Consulting Services is our specialist airline interview consultant. He runs our highly successful airline interview courses, which includes the Future Cadet Pilot Program (FCPP) and Airline Interview Coaching Session.

Airline-Pilot-Career-Specialist
Captain Darren McPherson is our airline career pathways specialist.

If you are thinking about an airline career, then email [email protected]. You can also visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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Common Pilot Phrases: What Are The Pilot Phrases You Should Know?

Posted on by Kai

Have you listened to the way a pilot speaks over the intercom? Can you make out everything they say? ICAO Aviation English is the universal language of aviation. It is used by pilots, air traffic control, aircraft maintenance engineers, technicians, airport crew, and airline and cabin staff. Like any language, there is a lot to learn, but knowing it well will make you a far better pilot. So what are some of the most common pilot phrases that you should know?

Clear Communication

Passing the radio communications exam is compulsory for all trainee pilots. A pilots role is to be fluent and knowledgeable in the various technical words and abbreviations. A pilot who can respond swiftly and accurately with an air traffic controller will significantly reduce the margin for error. In the air, mishearing can lead to a big mistake.

Some of the worst plane disasters occurred with confusion from the pronunciation of certain words. A pilot must not just break through the sound barrier, but the language barrier as well.

The Phonetic Alphabet

The NATO spelling alphabet that you may already know (Alpha = A and Bravo = B) was first developed by the International Civil Aviation Organisation (ICAO) after World War II. Like all languages, the phonetic alphabet can differ slightly around the globe. Certain Scandinavian countries have altered letters and added symbols. Some words in the NATO alphabet are spelt differently to assist with international pronunciations.

For example, ‘Alfa’ is spelt without the ‘ph’ because some European languages would not pronounce it as an ‘f’. ‘Juliett’ is given an extra ‘t’ for similar reasons because, in French, with Juliet a single ‘t’ is silent.

Common Pilot Phrases

AFFIRM

Don’t believe everything you saw on Top Gun! Pilots don’t say “affirmative” for ‘yes’ – the correct term is “AY-firm”.

APPROACH

A plane coming into land.

MAYDAY

This is one you never want to use. It’s the distress call for emergencies, such as a complete engine failure. It comes from the French ’m’ aidez’, meaning ‘help me.’ When in trouble, a pilot will say it three times.

MEL

Minimum Equipment List. This means a part of the aircraft has malfunctioned but is not of vital importance to the flight.

PAN-PAN

This is the next level of distress down from ‘Mayday’. Apply it situations which are severe but not life-threatening. Pan-pan originates from the French word ‘panne’, meaning a breakdown. Like ‘Mayday’ it is said three times at the start of a call.

ROGER

Contrary to popular belief, not all men who work in aviation are called Roger. This code-word confirms the pilot has received a message but not yet complied.

SQUAWK

To squawk is to set your transponder (the device for receiving a radio signal) so that your location can be identified on radar. Pilots may be asked to ‘squawk Mode – – Charlie’ or ‘squawk ident’, which are individual settings to allow air traffic control to locate a plane.

STANDBY

Meaning “please wait”, this is said when the air traffic controller or pilot is too busy to receive a message.

WILCO

An abbreviation of “will comply”, meaning the message has is received, and the pilot will comply. The phrase ‘Roger Wilco’ has made its way into more popular use, but technically, the ‘Wilco’ part is the more important.

So, read up on common pilot phrases! Then combine them with clear pronunciation and eager listening skills, and you are clear for takeoff.

Common-Pilot-Phrases
Knowing some common pilot phrases is a great start to mastering ICAO Aviation English.

For information on our flying courses, email [email protected]/en or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

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A Successful Forced Landing: Case Study (Part 2)

Posted on by Kai

The case study of the successful forced landing has proved that other than having the tremendous flying experience, pilots need to be determined and make quick decisions.

Forced landings are simulations that we do when we are down to 500 feet and when we punch the power and overshoot; however, in reality, if your engine fails, you are literally flying the final 500 feet to the ground without training. The instructor did have the fortune to go through specialised forced landing training and he shared some excellent tips to students.

How do you sustain the seat crash tolerance?

According to the Federal Aviation Administration (FAA) regulations, aircraft that are manufactured before 1987 only require a seat crash tolerance of 9Gs in all directions while for others all seats have to exceed that tolerance.

A Cessna 172R has crashworthiness of 26Gs. As the impact in the incident was actually around 5–6Gs, it can be easy to exceed limitations if you botch something.

Tips for a successful forced landing in this aircraft:

To keep the cabin intact during the impact, you do not only need to fly at the minimum controller airspeed, but also use dispensable parts of the airplane to take the impact for you, such as the wings, landing gears and even the engine.

The crash energy goes up with the square of airspeed and using other parts of the airplane structure can help reduce that crash energy safely.

If you were to use trees as the instructor did in this case study, you should aim to impact the trees as horizontally as possible as that will allow the trees to reduce your forward kinetic energy.

How do you deal with engine failures?

A crucial takeaway from this case study is that not all engine failures are the ‘propeller stops spinning’ scenario that you might see in a textbook.

Most engine failures are in fact partial power loss. Some partial power losses can sustain level flight but in the case of the pilot in the case study, he didn’t have the power to sustain level flight, so essentially he was in a slightly powered glide.

How do you measure the best glide speed?

Tips:

If your flight is too high, then fly faster, which will allow you to be less efficient and fall faster. You just have to have the technique to slow it down.

If you want to lose altitude and you are not on final approach on a forced landing yet, it is advisable to pitch the nose over to the white arc speed in order to lose height even quicker.

In the end, you have two options, either side-slipping or S-turns or even a combination of both.

Do not be timid on S-turns! The instructor in this case study flies extremely wide S-turns, which is the only way for them to be effective.

Hopefully, this entry can inspire you to get up and practice some forced landings and consider that the last 500 feet will be the real make or break moment! Have fun and fly safe!

To learn more about forced flying techniques, head to Forced Landings: An Alternative Technique. Thanks to LTF student pilot Howard Lau for contributing this case study on completing a successful forced landing.

Successful-Forced-Landing
Practicing successful forced landing technique can help to avoid a potentially life threatening situation.

For information on our flying courses, email [email protected]/en or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

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How To Execute A Forced Landing: Case Study (Part 1)

Posted on by Kai

The man who sent me on my first solo flight in Hong Kong is full of wisdom and has a sense of humour in the cockpit. He shared a flying experience involving a forced landing in a Cessna 152 with me. I want to share this story with you now as a case study along with tips that will guide you on how to execute a forced landing.

This is his story:

Tolo Harbour, Hong Kong, Approximately 2,800 Feet

On the 26th of February, like any other Sunday, I was sitting in the flight operation office in Hong Kong. Little did I know, out there in the Tolo Harbour, a Cessna 152 was about to be at the centre of a whirlwind adventure involving a forced landing.

At the time, we were doing some pre-examination exercises for students, and we had just turned around towards the Shek Kong Airfield. The engine suddenly ran rough, so I pulled the carb heat out and went full throttle, but it did not change the situation.

I was thinking, “Is this my lucky day? Alternatively, a bad day?”. But really, you don’t have time to think or even pray.

Decision Time

A decision had to be made in around 10 seconds. I had 3 options.

1. Go back to Shek Kong, but in that case, I would fly over Tai Po and many buildings.

2. Fly over to the dam wall (of the Plover Cove Reservoir), but it was 11.30am on a Sunday which means many people were there.

3. Fly towards Three Fathoms Cove.

I thought of those three options and discarded the first two options as they were too populated. Either way, today was the day for learning how to execute a forced landing.

Altitude

When you are at that height you will have less than two minutes before ground impact. I was thinking, “if I drag on too much or if I drag on too long, I wouldn’t have the altitude to execute my approach.”

At this point, I still didn’t want to believe that I had to do a forced landing, and I always wanted to revive the engine and glide back into the airfield. I asked ATC for approval to climb above the vertical limit, and they said, “Sure, no problem.”

The Engine Will Not Revive Itself. Decision Time Again.

You can’t spend too much time hoping to recover the engine. Run your checklists and if it isn’t working, make the decision to execute a forced landing.

The rule of the thumb here is to get a plan and stick with it. If you keep switching plans and your aircraft keeps descending, you will eventually limit your options for the forced landing too much, which is more likely to have serious consequences.

Forced Landing: Into The Trees On The Golf Course!

So how did I manage to land in the trees of the golf course without injuries? And moreover, why did I choose the trees?

I was trained to approach a field with an escape route to overshoot and go around in case something miraculously happens to the engine. The most important thing is that you have a technique to slow down. I can do S-turns to bleed off the height and shorten the landing distance, and side-slipping helps as well.

I was at 70 knots, nowhere near 60, and I was out of options at the time. If I dived the aircraft into the golf course, I would gather up speed, which may result in a tumble and getting wet. I spotted a relatively flat spot in the trees. I went for it. With full flaps, I hit the trees at around 45 knots, close to the minimum controllable airspeed.

Intentionally, I aimed between two branches so the wings would hopefully lessen the impact. And it did. The left-wing was broken off, but we walked away unhurt.

Head to Part 2 of this case study to see the lessons learnt and gain some tips on how to execute a forced landing. Thanks to LTF student pilot Howard Lau for contributing this case study on how to execute a forced landing.

Execute-Forced-Landing
Making fast decisions is an important factor in how to execute a forced landing.

For information on our flying courses, email [email protected]/en or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

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