Ask The Pilot

[AviatorInsight]

Good evening, I would appreciate the thoughts of the pilots in the community about entry pathways into this career.

My 16 year old son has wanted to be a commercial airline pilot since he could talk. His entire life revolves around aviation and always has done.

He sounds exactly like I was (and still am!). I'll do my best to give you a rundown of how to get into the industry as best I can.

At the moment he is choosing subject ms for year 11 and 12 and discussions have become more focused on what sort of entry pathway he should be aiming for; does he complete a Bachelor of Aviation, or should he put his energy into trying to get a Cadetship with an Australian or UK airline (he has dual citizenship). Given the (apparent?) shortage of pilots, it seems that, if he’s able to get one, a Cadetship might be an effective way of getting him where he wants to be.

As far as subjects go, physics and maths should be staples for years 11 and 12. The maths component doesn't need to be 4 unit or even 3 unit. But just something above general or social maths (not sure what state you're in).

Honestly, a bachelor of aviation will have no effect on him getting into an airline. I joined two airlines without a degree, and it wasn't until after I joined, that I decided to do an aviation management degree, which didn't really help me during Covid.

If he wants to fly, then I would focus on the flying part. Cadetships are good if you can get into them but he will need to be prepared to sit as a first officer for a considerable amount of time to gain his experience.

In Australia, most cadetships are paid for by the student (or from the bank of mum and dad). While they are highly competitive, don't discount the valuable lessons he will learn through general aviation (or the military). I tried cadetships for a number of different airlines (unsuccessfully), and the military told me I couldn't be a pilot with glasses (this was in the early 2000s, but it has since changed its rules). So I went through the general aviation route and eventually found my way into the airlines.

He’s doing everything we can think of to make himself a strong candidate in the future: Airforce Cadets, Leadership training, Duke of Edinburgh etc

This is good. It's exactly how I started too. I started flying in the Air Force Cadets at 15 during the school holidays. I went first Solo just after my 16th birthday and still needed my parents to drop me off to the airport because I couldn't drive a car yet.

I got to the rank of Cadet Under Officer and found the leadership training developed me as a teenager and gave me a lot of confidence going into full time flying training. I also got my gold in the Duke of Edinburgh, and found all of my time and experience in the Air Force Cadets led to it being a focus point in every interview I attended.

I managed to get a scholarship from the local RAAF Association to pay for my flying training up to a restricted pilot licence (something my parents were grateful for!). The opportunities that presented themselves simply by being in the AAFC is something I can't fault.

I’d love advice on what pathway you would pursue if you were starting out at this point in time (which if you believe the media is that there is a pilot shortage). Also, is there anything else he could be doing to increase his chance of reaching his goal?

This is a loaded question. I believe there is no shortage of pilots, but there is a shortage of experienced pilots. The problem airlines are facing now is that they are falling short of their experienced candidates, so what do they do? They just lower the minimum entry requirements. All of a sudden, your "shortage" is no longer an issue. They have been doing this for decades. It is now the easiest it has been to join a major airline.

One airline in particular, is struggling to find eligible captains to upgrade because they don't have the required company minimums (a lot have joined as cadets or with very low hours). So they may be forced to hire direct entry captains who will bypass those already in the company.

So it is a bit of a double edged sword. In an airline, seniority is everything. Most try and get in as early as they can to capitalise on the benefits of seniority later on. On the other hand, all of their experience will be in an airline environment (not necessarily a bad thing), but something I have truly benefited from was having a decent amount of experience cutting my teeth before joining the majors. But of course, everyone is different.

In terms of what he could do to increase his chances, my advice is to never give up and that there is more than one way to get a foot in the door.

Oh, and if Covid has taught me anything, it's that our skills aren't easily transferable. Getting a trade or something else to fall back on is something I should have done earlier in my career.

Best of luck!

 

[Quickstatus]

Covid has taught me anything, it's that our skills aren't easily transferable

He should do a degree that will feed him

Begging your indulgence....
If I may add to your perspectives for @Ticken2024's question (rather than asking a question)

One QF 787 captains - who sat in the left seat of the "experimental" JFK-SYD nonstop with the 49 passengers was one of the faculty members of the medical simulation centre at the Royal North Shore Hospital in Sydney and also a qualified paramedic. The extra "qualification" then became invaluable during Covid. I did my annual "sim" and he delivered the human factors components at that sim. Interesting guy. He got his commercial pilot licence before his driving license and became a paramedic while a Qantas pilot at the age of 47.

Medical hi fidelity simulations where Drs can practice teamwork and management of medical emergency scenarios has recently started to incorporate the subject of human factors - so we are way behind the aviation industry. While some skills may not be transferable, there is much that the medical training can learn from the aviation training world.

See here for an interview with Captain Sean
One of his insightful points is having options/contingencies/plan b, not just in flying but in life.

 

[ChrisGibbs]

Even though I ended up an airline pilot, the best training that exists in this country is that offered by the RAAF. And they even fly some pretty cool aircraft, many of which are little different to the airliners used by QF.

For what it's worth my 23 year old son graduated from RAAF OTS at East Sale last month and is now on an interim posting before starting RAAF 1FTS / 143 pilots course early July 24... Winding the clock back 4 1/2 years he came out of the HSC (English, Maths, Physics, etc) just short of the ADFA cut off and worked behind a bar and at a gym to get him through a Chiropractic Science degree at Macquarie Uni... He also paid his way through an RPL at a flying school at Albion Park.... The whole RAAF selection process during COVID took multiple turns and stretched the process out over 5+ years. He is under no illusion the 1FTS (East Sale) / 2FTS (RAAF Pearce) / Intro Fighter Training (RAAF Pearce) courses over the next 18-24+ months will be tough with the potential of being scrubbed at any stage. For him the current pathways to commercial aviation weren't viable and they were too costly without a definite outcome hence pursuing the RAAF officer first then Pilot second approach....

 

[jb747]

Just getting to the start line with those courses is an achievement in itself.

I guess the numbering system has changed. On the old system, the courses would be around 270 or so by now.

 

[Saab34]

but something I have truly benefited from was having a decent amount of experience cutting my teeth before joining the majors.

Did you find this helped you, say when doing your Jet type rating, and line training etc? Ie, your ‘prior life’ in Aviation made it must easier when learning the bigger stuff?

Are your colleagues AV, coming through the door, do they have this past experience like you had? Or is it really really low hour guys coming through the system?

 

[Captain Halliday]

Wondering if one of the pilots can explain the silver dots that appear below the captain’s seat on this QF787 parked in SYD?



The bit below and slightly forward of the red text looks like speed tape, but unsure about the others.

Thanks.

 

[jb747]

My guess would be small pieces of speed tape…which perhaps means the paint issue is also on the fuselage.

 

[Quickstatus]

Seems to be on the fuselage further back as well >> "Q"

Did the old 747 have similar paintwork issues

 

[Stone]

AviatorInsight… For an airport like ZQN, will you nominate the diversion airport for an emergency like yesterday in the pre-takeoff brief?

I imagine that it is an airport that often forms part of an engine out scenario in the sim.

 

[Daver6]

Wondering if one of the pilots can explain the silver dots that appear below the captain’s seat on this QF787 parked in SYD?

View attachment 391350

The bit below and slightly forward of the red text looks like speed tape, but unsure about the others.

Thanks.

Flew through a glitter bomb

 

[jb747]

Seems to be on the fuselage further back as well >> "Q"

Did the old 747 have similar paintwork issues

No. And neither did the 767 or 380. Airbus has had issues with the 350, and Boeing with the 787, but I have no ideas about the cause. QF did have problems with one of the early 330s, but that was because who ever painted the fuselage missed a step (i.e. did it on the cheap), and it was repainted by Airbus.

 

[ayebee]

The 787 is VH-ZND "Yam Dreaming". Maybe some of the dots are part of the paint scheme ??

 

[jb747]

The 787 is VH-ZND "Yam Dreaming". Maybe some of the dots are part of the paint scheme ??

Not on any earlier pictures.

 

[AviatorInsight]

AviatorInsight… For an airport like ZQN, will you nominate the diversion airport for an emergency like yesterday in the pre-takeoff brief?

I imagine that it is an airport that often forms part of an engine out scenario in the sim.

Yes absolutely. We even talk about take off alternates on every departure. Whether it’s suitable to come back or divert following an engine failure. For ZQN it will normally be CHC. I haven’t seen the weather but IVC and DUD are also suitable.

Great job by the crew though.

It’s only for ZQN qualified crew that will do the special procedures in the sim (of which I am not).

 

[RSD]

Yes absolutely. We even talk about take off alternates on every departure. Whether it’s suitable to come back or divert following an engine failure. For ZQN it will normally be CHC. I haven’t seen the weather but IVC and DUD are also suitable.

Great job by the crew though.

It’s only for ZQN qualified crew that will do the special procedures in the sim (of which I am not).

When thinking of airports for emergency landings does the Cat X level of ARFF coverage ever come into consideration? (always hoping not to need it of course!)

 

[AviatorInsight]

When thinking of airports for emergency landings does the Cat X level of ARFF coverage ever come into consideration? (always hoping not to need it of course!)

For NZ, Samoa, and anytime we are operating under EDTO outside of Australian territory, yes there is a minimum category to nominate that aerodrome. Otherwise no.

A good example of this is flying from Perth to the east coast. We will 99% of the time use Forrest as an enroute alternate. This airport has very basic facilities. It’s a planning exercise to avoid EDTO (which costs). It‘s just a runway to park your aircraft for severe emergencies with no RFFS services available.

 

[jb747]

When thinking of airports for emergency landings does the Cat X level of ARFF coverage ever come into consideration? (always hoping not to need it of course!)

In flight, not really. It will have been a consideration for the company when doing the basic planning for a route. For instance, we carried data on a whole list of airports that the company had looked at, and they were categorised for various uses. A main was something that had everything, and which was in use by the company. A diversion airport might not have company services, but which would be perfectly acceptable for a diversion, and would not present issues getting in, or out. A adequate airport would be long enough, and would have some level of aviation services, but is something we’re never expected to go to, and which exists only to fulfill a legal requirement. An emergency airfield was just that. A bit of tarmac, which might have no services at all, and for which we didn’t even carry charts. We could get in, but getting out was someone else’s problem.

But, once you get to any emergency situation, the outcome is up to the Captain. Whilst these were places the company had considered, and which had the effect of filling in the ‘holes’ on any route, nothing forces the Captain to actually use any of them. For instance, Lahore wasn’t listed, almost certainly for security reasons. Nevertheless, it was a usable bit of tarmac, and in the case of something severe enough, I not would fly past it to get to something on the list. “Severe enough” is the magic part of the equation.

Return airports are required for any ops, but their requirements will vary. If I recall correctly, for the 747 & 380 the weather simply had to be above the minima and it had to be within 2 hours flying time. Twins will differ.

In flight emergencies, even severe ones, don’t necessarily require you to land at the nearest airfield. Queenstown is an interesting case, as the terrain, and required tracking, make it very unattractive for almost any return. Other airports may be longer, have better aids, or weather, or the pilots simply may be more familiar with them. An engine failure in any airliner will, in 99% of cases, be a relative non event. Compressor stalling may look spectacular, but the aircraft isn’t on fire, no matter what the media say.

Once you have some sort of issue happening, then almost always, it’s better to simply take your time. If said issue has cropped up at the end of a flight, then time may be limited by fuel, but even then you’re almost certain to have no need to rush. I can think of only one sim exercise that went against that…a take off from Dubai that gave us a cargo smoke warning at 400’, followed by reports of smoke and hot spots in the cabin.

 

[RSD]

Once you have some sort of issue happening, then almost always, it’s better to simply take your time. If said issue has cropped up at the end of a flight, then time may be limited by fuel, but even then you’re almost certain to have no need to rush. I can think of only one sim exercise that went against that…a take off from Dubai that gave us a cargo smoke warning at 400’, followed by reports of smoke and hot spots in the cabin.

Did that sim exercise come after the UPS 6 tragedy?

 

[jb747]

Did that sim exercise come after the UPS 6 tragedy?

It would have been around that time frame, but I can’t say for sure. Real world events certainly affected what was written into the sims, but there would be a fair bit of lag, as they had to be fitted into a CASA approved training matrix, that was designed to cover chosen events on a recurring cycle. RdC’s event never became a sim, but I had some spare time after a sequence one day, so we built it as best we could.

 

[JessicaTam]

RdC’s event never became a sim, but I had some spare time after a sequence one day, so we built it as best we could.

How did the sim book launch go?