วีดีโอ

Still in his case management actually offered either a return to the RHS or a mutually agreed exit. The reality is that he had an average sim a few months prior which can happen to anyone. And there they put the pressure on him, probably in an excessive way, such that he felt his job was on the line every time he went to work. That’s not ok. This sort of pressure can have the effect of a loss of confidence and sadly that’s what I think happened. Nothing is worse for a pilot than to lose your confidence. BA would have retrained this person with the goal of rebuilding his confidence. I’m sure AF would have too. After that indeed and sadly the Go Around was really not well flown.

Thank you much appreciated! 😍

Actually they do. If you gave them 8 years of service and come back after 3 because you wanted to see long haul… you gave them a lot and were a good employee, and just want to come back… I’ve heard of very many being rehired.

Il n’y a absolument pas besoin d’être ingénieur pour passer les Psy1. Ni les Psy2.

+@LACSACR it’s been like this for a while now. Best accept it, get a type rating and start earning a wage. Pilots pay a lot for their education. But if you put it in perspective it lasts only for 3 years. Compare that to being wage less for 8 years as a student doctor. Or paying yourself through college in the US. Do I agree with it, no. But in my case if I hadn’t done it I’d not have hard the career I had. Also some low cost airlines invest back in you and give you exceptional training. Seen this way and considering you can be a captain at 25… and that your salary will only go up from there, the deal is not bad actually.

@@airlineselectionprogramme3156 first of all thank you for the video! Mostly I agree with you in the perspective comparing to the doctors education. However airlines may suggest investments in your Type Rating and having contract for 5 years in return only if you are EU citizen. What about immigrants who have EASA license and nearly 0 opportunities to get hired by airlines?

@LACSACR The practice may seem disgusting at first sight, but it does make financial sense for the airline. Just imagine if Ryanair financed the TR for all the new pilots hired by the airline, what do you think would happen ? All pilots would receive TR + excellent training but would most probably leave the company as soon as they can for a better paying airline and that's precisely what the company does not want, to invest in people that will leave at the first opportunity. That's why the airline require 30,000€ to be paid upfront for the TR. They want the candidates to see their entry at the airline as a long term investment. Major airlines still finance TR with bond because they know pilots will most certainly stay on the long term, so financing it for the candidate makes sense

@@petersjeanpaul9071 Ryanair could demand a bonding time and retain the human talent. Like the rest of the World 🤷🏼‍♂️

@@LACSACRbut how do you retain talent ? Higher salary is the main lever for it, but that's the point of a low cost airline, to save on salaries too...

+@LACSACR yes. Just a lot more complicated. And therefore a lot more stress and opportunity to destabilise your flying.

Yes we just had a student of ours pass. He got our courses, worked them hard for months and will start the Wizzair Pilot Academy very soon now.

Le Sosie fait partie intégrante des Psy2. Comme notre objectif est de vous aider à réussir vos sélections c’est l’utilisation que l’on peut faire un tel outil à des fins de préparation qui est important. Oui nous connaissons la réglementation EASA mais au final cela ne change rien à la façon de se préparer.

AF n’élimine pas directement à l’entretien de groupe comme chez Wizzair mais il est très important si bien qu’une piètre performance sera difficilement récupérable. Sans être éliminatoire en soi au final elle y contribuera grandement. Si la matrice de notation fait ressortir un score inférieur au minimum requis sur une épreuve, cette épreuve provoque l'échec du candidat. Il est donc possible qu'un entretien de groupe à lui seul soit la cause d'un échec. Ce n'était pas le cas chez Emiratss où l'entretien de groupe était systématiquement noté de manière neutre afin de ne pas teinter le reste de la matrice. Sauf exception. Candidat qui perd son sang froid etc. Là on pouvait mettre une note qui allait faire échouer ce candidat. Qui de toute façon n'allait pas réussir l'entretien individuel non plus.

That’s not a problem in my view. Come and talk about it on discord discord.gg/KrCCUFThq5

@@airlineselectionprogramme3156 awesome I will do that

Hi there. That’s a long question and I’m missing a key point. What license and passport do you hold ? Come and talk about it on Discord discord.gg/KrCCUFThq5

Any coutries where unions exist and labor laws are consistent

In Asia, in general, things are far worse for expats, particularly in China where some airlines have very high packages. Then... if you do a hard landing you'll be banned from flying for xxx weeks. Without pay. Things like that. There are many more issues in these countries and I would not recommend going there as a copilot ever. Of course, each case needs to be examined on its own merits and every country is different. Korea and Japan, when taking in expats, treat them well and fairly. There are pilot unions in these countries. In Singapore, expats report good conditions, but living expenses being astronomical plus local preference means a full career isn't possible there. In Indonesia things get worse. You'll never upgrade as an expat and will be left with the captain speaking the local language with the engineer and crew, and you having no idea of what's going on. Not a way to start your career. Going to Asia would be fine I'd say, as a longhaul TRE because then, they need you so desperately that the scales are reversed and in any case, as a TRE, you can very easily switch to another airline. Again, protect your career from the beginning and really, if you've got an EASA licence, try and get that first job in Europe. The no1 thing that matters for that first job is the quality of the training you'll receive, and which will shape you as a pilot.

I'm glad this helps. Wished I'd seen my own video 10 years ago haha. I think if you go there for 3 years at some point, when your career is not fragile (you're fragile when you need to upgrade) and stay there 3 years, you'll probably get a lot out of it. The ideal path in my mind (Apart from entering a legacy carrier right away) : Low Cost in Europe 4y copilot 4y captain, then... 3 y middle east to have a look and do longhaul. Then decide: do I prefer to be a shorthaul captain back home or do my LH upgrade. Many will go back home, become TRIs TREs, and have a really good time coming back with all they learned in the middle east.

Avoir fait Bac S mention très bien avec félicitations du jury, Math sup, Math spé, prépa, hypokhâgne, khâgne, avoir un titre d’ingénieur, s’appeler Thomas Pesquet, avoir été dans l’espace 2 fois minumum, avoir 5 bras, 3 jambes et avoir moins de 20 ans.

Bonjour, il faut aller sur Air France partie 1 :-) online.airlineselectionprogramme.com/course/selection-pilote-air-france

Thank you 🙏🏻

Hi Jean Paul, nice to see you again. Actually they're not that demanding. The interview is in one language, of which everyone is a native. No sim check except in some cases. The selection is very well known, stable and easy to anticipate. Success rates at AF are similar to that of other major airlines and the waiting list you mention doesn't seem that high to me, but we'd need to confirm this figure. So I don't think AF are that picky. They are looking for the same sound behaviours in a pilot as other airlines with a few specificities as you'd expect. Yes major airlines can afford to be picky as you'd expect, but only to a point if they want to staff their airplanes fast enough. People with a type rating are being invited within 3 to 6 months at the moment which is remarkably fast. It was 3 years in my days... the important thing is to prepare the best you can, as that's the only thing you can really control.

@@airlineselectionprogramme3156 Yep when you applied it must have been different. Thanks for the info! 👍

I made a mistake then. A mistake that could cost anyone their selection today. And it was a month when almost no one got hired which didn’t help.

Bonjour, il n'y aura pas de vidéo sur Emirates, cela dit toutes les techniques nécessaires pour réussir sont dans : online.airlineselectionprogramme.com/course/advanced-interview-course

Lots of flight schools recommend not to finance a type rating, that’s true. Also lots of pilots of the previous generation who didn’t have to and are morally against it. Yet, they’re not the ones waiting for months on an opportunity and facing the stress that goes with it. At the end of the day most pilots end up paying for one, one way or another. If you can finance it, you’ll enter the market faster and it will work to your advantage, particularly in this market. It’s not a perfect solution, there is no guarantee, but I have so many examples of clients completely stuck that are now flying and building hours. We have a few that are still waiting, being held back by age for instance, but all in all I’m comfortable they too will find a right seat reasonably fast. Conversely they are a lot, a lot of pilots without a type rating that are seeing this market go by with very few opportunities if any at all. My recommendation stands that if you can afford it, not to think for too long. Thanks for your kind words about ASP. Indeed even after a type rating you’ll still have to be successful at your selection to make it all worth while 🚀

@@airlineselectionprogramme3156 I have a follow up question to your Answer at what Age do you think is getting a Airline Job difficult during these times ?

Hi, you'd say that there is an inherent risk to any human activity. We try and reduce it as much as possible, never to increase it. When dispatching a flight, things have to be right, both legal and safe. And if they don't feel right, you'll need to increase your safety margins. A typical example of this is Fuel. We all take less fuel these days. In the past people took more fuel so they'd have some added thinking time in case of a Go Around. These days, one works harder at putting together a diversion plan, even before descent, so that one triggers diversion without the need for much extra time. Less fuel is taken, but the risk isn't increased. Conversely, it's important to understand that airlines tend to take more risks... by getting pilots to fly more which induces fatigue, and encourages them to indeed take less fuel and do additional procedures such as engine out taxi out, which are quite distracting. That increases the risk. The airline increases the risk. It is your job as an operator to set youself boundaries, to keep that risk as low as possible and, at times, say no. If you're exhausted, not to operate. If things are busy already, to not do the engine out taxi out, and if you need additional fuel, to take it.

@@airlineselectionprogramme3156 Thank u so much

Un de nos contributeurs sur Discord a émis le fait qu'AF était plus exposée sur le moyen orient, ce qui expliquerait les performances du 4eme trimestre, mais BA est très présente dans cette zone également. Par ailleurs, il ne semble pas que ce soit une question de ventes ni de demande, mais bien de masse salariale comme tu l'indiques. Est-ce réellement une surprise que la masse salariale soit trop importante chez AF ? Il y a Transavia aussi. Une low cost qui ne gagne pas d'argent...

Je n’ai pas dit qu’elle était trop importante, juste plus élevée que chez IAG. N’est-ce pas une bonne nouvelle pour des candidats pilotes Air France que de savoir que l’entreprise rémunère mieux ses salariés que les concurrents ? Vous mentionnez d’ailleurs Transavia : sauf erreur il s’agit de la seule low cost avec des pilotes d’une major aux commande (avec le contrat qui va avec).

Tu as raison. Et on ne peut pas tout avoir, une société qui paie ses employés plus cher que ses concurrents, et une entreprise profitable... C'est une bonne nouvelle pour les employés, sauf si cela se dégrade fortement. ll n'y a pas que le risque que cela fait courir sur l'emploi, il y aussi la capacité d'investissement et de renouvellement qui est impactée.

Bonjour, tu peux te familiariser avec nos produits içi: online.airlineselectionprogramme.com/ Nous avons un cours AF en 2 parties, dont une gratuite et une à 79€, très complète sur ce qui se passe point par point lors des sélections et l'approche spéficique à adopter. Ensuite, il te faut notre cours complet sur les sélections, "Advanced Inteview Course" pour tirer le maximum de ton potentiel, ce qui incluera un questionnaire de personnalité avec un débriefing personnalisé permettant de très bien anticiper les questions difficiles qui te seront spéficiques.

non

pas spontanément, et seulement si on te le demande, ce qui à priori ne sera pas le cas

Getting an A320 type rating will increase your chances astronomically. And not just with Wizzair. In this market type rating will speed up the process so much that it will pay for itself. Come and talk about it on Discord, it’s a hot topic with our community. discord.gg/KrCCUFThq5

@@airlineselectionprogramme3156 done

@@airlineselectionprogramme3156 Sorry, but from what i've seen, 99% of the companies that ask for TR pilots, ask for 200-500 hours on type.Is that wrong?

@@argi_demyou are correct, but in this case with Wizz, they don’t require hrs on type for this cadet role

@@Bryanzebox thank you

Bonsoir Olivia: discord.gg/KrCCUFThq5 Bonne continuation

+@Falien8 merci bcp. Tu sais quoi faire pour passer à la vitesse supérieure. AIC marche très bien pour Swiss et Edelweiss.

Merci beaucoup

Bonjour, @anysbougaa6645 et merci pour les compliments. Mais si tu as tes chances. Il faut juste se placer dans la solution, respecter la méthode et la travailler. Oui, vous former aux entretiens et vous donner les outils nécessaires à votre réussite à tous est notre spécialité, notre métier. Il faut pour cela suivre Advanced Interview Course version 2, lien dans la description ou ici : online.airlineselectionprogramme.com/course/advanced-interview-course Et à la question combien de temps faut il pour digérer le cours, je dirais que cela dépend tu temps que tu as. Il faut 1 semaine mini pour bien l'assimiler. Ensuite il faut prévoir le temps de préparer ton débriefing. 1 semaine c'est jouable si tu es très dispo. 1 mois c'est plus comfortable. Le mieux, surtout si tu te dis que tu n'as pas le niveau, c'est de le faire le plus tôt possible pour que cela ait le temps de mûrir en toi. A bientôt

Merci, je garde çà précieusement

Merci beaucoup pour les compliments, ça fait toujours plaisir de les lire