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Circuit Flying Tips – The Perfect Circuit From Start To Finish

Posted on by Kai

For student pilots, flying repeat circuit pattern procedures around their aerodrome will form a large part of their training. In this blog, we reveal circuit flying tips to help you get it right from start to finish.

What is a “circuit”?

CASA describes standard circuit procedure as follows:

“The standard aerodrome traffic circuit pattern facilitates an orderly flow of traffic and is normally a circuit pattern made with all turns to the left. When arriving at an aerodrome to land, a pilot will normally join the circuit upwind, crosswind (mid-field), or downwind (before mid-downwind). Landings and take-offs should be made on the active runway or the runway most closely aligned into wind. If a secondary runway is being used, pilots using this secondary runway should avoid impeding the flow of traffic on the active runway.”

The circuit pattern is the orderly take-off and landing flow of aerodrome traffic. Maintaining it is crucial to even the most major airports. Procedures will vary locally at different aerodromes that may have other factors to consider (terrain etc).

There are five basic legs to circuits:

– Take-off Leg
– Crosswind Leg
– Downwind Leg
– Base Leg
– Final Leg

While it might seem like a fairly standard or boring flying procedure to many people, circuit flying forms the basis of any pilot’s training.

Circuit flying includes fundamental flying syllabus including take-offs, climbs, climbing turns, medium level turns, straight and level flying, descending, descending turns, slow flying and landing. It’s also crucial to developing your separation skills as the presence of other air traffic is common.

Circuit Flying Pattern
The circuit flying pattern can be split up into 5 flight legs.

The definition of a perfect circuit

According to CASA, a perfect circuit will see the pilot completing the following:

– Take-off and then climb to 500ft (approx 150 metres)
– Turn onto crosswind leg (perpendicular to the extended runway centreline)
– Climb to 1,000ft (approx 300 metres)
– Reference aerodrome for turn point and turn onto downwind leg
– Reduce power, turn onto base and commence descent
– Turn onto final leg and land

There are many factors that can intervene and subsequently make it harder for you to complete that textbook perfect circuit flight. These include:

– Traffic
– Wind
– Light
– Glare

External factors aside, the best method for putting together a perfect circuit is to look at perfecting each of the legs individually.

Departure (take-off) leg

When airborne, find the attitude that allows you your nominated climb speed on full power. As soon as the attitude is established, find a reference point on the horizon and aim at that.

Once you have established your climb to a safe altitude (300ft or above), complete your take-off checks including a glance back to ensure your reference point is maintaining the extended runway centreline. Look for a reference point for your turn, just ahead of your left wing’s leading edge.

A clean take-off and a good setup into your first turn is essential for smooth circuit flying.

Crosswind leg

Begin your turn after you have reached an altitude of at least 500ft, although 750ft is the CASA recommendation. As it is a climbing turn, look to bank the aircraft at a 15 degree angle.

As other aircraft commonly join a circuit pattern on the crosswind eg at circuit height, keep a good lookout for traffic, and then adjust to maintain separation. Once the turn is made, maintain your attitude and power, and look for a reference point for the downwind turn.

Downwind leg

The turn onto downwind is generally made when your aircraft is at 45 degrees to the upwind threshold, onto a suitable reference point so as to track parallel to the runway. Depending on adjustments made for separation, you will either need to be level the aircraft at circuit height (1000ft) before, during or after the turn onto downwind. Lookout is again stressed, as traffic may also be joining the circuit on the downwind leg.

If a downwind radio call is required, it should be made when abeam of the upwind threshold. You should confirm your position in the circuit. Making a visual search by scanning from the threshold back along the final approach to base and then to downwind ahead of you. Identifying other aircraft positions within the circuit.

Maintain straight parallel flight by visually running the runway through the wingtip. Then you can complete your landing checks. Say each one out loud as you do them. Consider a reference point for your turn to base.

Base leg

As you are reaching a point in line with a 45° angle from the threshold, pick your reference point along the wing. Then make the base radio call if required. The best time to make the call is just before commencing the turn, as a turning aircraft is more easily seen by others in the circuit.

Reduce the power (1500-1700rpm as a guide) and then start a medium level (30°) turn. There’s no need to adjust your trim, as you will naturally wash speed in the turn whilst holding height at reduced power. Continue the turn onto your reference point, allowing for drift, until the leading edge of the wing is parallel to the runway.

Before the descending turn onto final, look carefully for traffic, especially along the approach path to ensure no other aircraft are on long final. Try to anticipate the roll out onto the approach (final) leg. This will help to ensure that the wings are level at the same time as your aircraft aligns itself with the runway centreline.

Throughout the turn, the angle of bank should be adjusted to achieve this by about 500ft. Adjust your altitude to maintain the nominated approach airspeed.

Circuit-Traffic
Circuit flying has a number of threats to look out for, and one of the major ones is other traffic.

Final (approach) leg and landing

During the approach, as with all phases of flight where the intent is to maintain a specific airspeed, it is important to emphasise that you should select, hold and trim the correct altitude for the desired airspeed.

When established on final, select full flap at the appropriate time and maintain your airspeed. Or allow it to decrease through attitude adjustment. Avoid extending your flaps during the turn onto final.

Select an aiming point on the runway (commonly the numbers, or the threshold), and then monitor and adjust your power as required to maintain a steady rate of descent to touchdown. If the aiming point moves up the windscreen, increase power – and if the aiming point moves down the windscreen, decrease power.

If you have trimmed the aircraft correctly, then the power adjustments should be small.

Your landing should be one smooth manoeuvre that slows the rate of descent to zero, and the speed to just above the stall speed, as the wheels touch the ground. When you have have assured your landing, often described as “crossing the fence”, close the throttle and progressively raise the attitude of the nose.

Gradually increase backpressure to achieve the correct attitude, so that your touchdown is light and on the main wheels only. Following touchdown on the main wheels, gently lower the nosewheel to the runway using the elevator. Use a reference point at the end of the rudder to keep straight on the runway centreline with your rudder, and then apply your brakes as required.

And there you have it! There will always be factors that require you to adjust things, but if you use this as a guide, then you will be well on your way to perfecting your circuit flying.

You can get more flight training tips by subscribing to our YouTube channel. We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Check out our lesson on circuit flying, the click the button below to subscribe!

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

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How to Pass Your ICAO Aviation English Exam with Flying Colours

Posted on by Kai

Effective communication is an important skill for any pilot. Being able to pass your ICAO Aviation English Exam with flying colours is crucial to your career. It is a requirement for radio communications with aircraft and air traffic control, advising your flight intentions, and with colleagues both in and around aircraft.

To ensure consistency, global standard English is the recommendation from ICAO for communication. It forms an essential part of pilot training. It covers a range of topic areas including the use of relevant terminology, vocabulary, and protocols. Pilots will be tested on Aviation English throughout their career.

ICAO-Aviation-English-Exam
Pass your ICAO Aviation English exam with flying colours.

Background

The language proficiency standards were established by the International Civil Aviation Organisation (ICAO) in 2008, and then applied to flight crew licensing and signatory countries soon after.

Although one may speak English well, it’s also critical that pilots can listen to and comprehend instructions given over the radio. Accents from controllers and pilots can vary from flight to flight. Overcoming the challenge of accents alone can mitigate issues, and consequently play a significant part in making a flight run smoothly.

Listening Skills

Taking the time to observe and listen to Air Traffic Control (ATC) can be a valuable strategy prior to your ICAO Aviation English test. Live ATC allows individuals to listen to various control centres globally. You can listen to ground control, control towers, and en-route centres at a number of locations around the world.

When developing your listening skills, accents from both pilots and controllers will become apparent. This allows you to effectively tune your ears to a range of accents and instructions that you will likely experience daily as a pilot. This will ultimately then make this component of the ICAO English test more achievable.

Vocabulary skills

In addition to honing your Air Traffic Control listening skills, pilots need a broad spoken vocabulary in practical aviation. Reviewing aviation images or scenes online and then describing them out loud can be a valuable technique in determining the depth of your vocabulary.

Google search for aviation scenes and images. Practice describing what you see in random scenes or images verbally using known aviation terminology. Practice this technique regularly to help expand both your aviation vocabulary and flow of communication. You will need to execute this for the Aviation English Proficiency Test.

Preparation is Key

Clear and effective communication will always be critically tested and assessed for any pilot candidate. Utilise the resources available to you immediately and then start applying techniques in preparation. Expanding and improving your own listening and communication skills will prepare you well as a future pilot in a rapidly developing and growing industry.

Darren McPherson
ACS – Aviation Consulting Services 2019

You can get more flight training tips by subscribing to our YouTube channel. We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Click the button below to subscribe!

If you need more information about how to pass the ICAO Aviation English exam, chat to one of our flight training specialists. Email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour.

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Human Factors in Aviation. Are Pilotless Planes The Future of Air Travel?

Posted on by Kai

As technology progresses faster and faster in the modern world, there are many processes that are becoming automated. So where do human factors in aviation sit in an increasingly automated world?

What are human factors?

Even with automated tasks and processes, humans still need to either control, manage, intervene, or interact with technology at many stages.

Human Factors in its widest definition describes all the many aspects of human performance which interact with their environment to influence the outcome of events. These may be related to either the physiological or psychological aspects of human capability. Both of which are able to directly affect the way in which the human operator performs in different circumstances.

Human Factors knowledge reduces the likelihood of errors, and builds more error tolerant and more resilient systems.

What are the effects of human factors in aviation?

Things have changed a lot from when we had to manually start an aircraft’s propeller. And also from when pilots had to exclusively use landmarks to visually navigate during flight. But even with all of the latest technology installed in aircraft, human factors still play an enormous role.

The human factors involved in the operation and interpretation of even the most modern technology remain of the utmost importance in ensuring the safety of aircraft operations.

Negative human factor impacts

Most of the world’s worst aviation disasters have been a direct result of human factors, including the following. An example of this is the Tenerife disaster in 1977. A runway collision between two B747 airliners, due to misinterpreted radio communication form the captain of one of the aircraft. It resulted in 583 casualties.

There are examples of failed interactions between humans and technology. One such incident is the mid-air collision between a chartered Tu-154 passenger flight and a B757 DHL cargo jet over Überlingen, Germany in 2002.  This resulted from ambiguous air traffic control and TCAS (traffic collision avoidance system) instructions. The automated TCAS instructions were in fact correct in warning the pilots of nearby traffic. It directed them to change their respective altitudes accordingly. The intervention of a fatigued air traffic controller however, who was unable to access the full scope of information he needed, resulted in the TCAS instructions being ignored, and the aircraft collided.

Human-Factors-Aviation-Accident
The Uberlingen disaster was a combination of automation and human factors in aviation.

Positive human factor impacts

Whilst human factors such as stress, fatigue and psychology can no doubt be discussed in relation to negative impacts on aviation, there are many situations where human factors are essential to the safe operation of a flight.

Most technology still requires a human to either operate it, manage it or translate it. In flight in particular, there are so many variables that at this stage it is very difficult to rely entirely on an automated system to make decisions.

A perfect example of the above lies in the recent tragedies involving Boeing 737MAX aircraft. This led to the grounding of the aircraft globally while software systems were checked and upgraded. There is evidence to support that the failing system was overridden by a pilot on the LionAir aircraft during flight the day before the subsequent accident occurred.

Investigation into human factors decisions that have proven to be efficient in breaking a chain of events that would have led to an accident is very important in improving aviation safety overall. This is helping to develop better technology.

Would you trust flying in an entirely automated aircraft?

The only way to eliminate human factors in aviation contributing to accidents is to completely eliminate human involvement. In other words, become 100% automated. But is this feasible, and would you trust an entirely automated aircraft?

The use of commercial and military drones shows the technology for pilotless plane travel exists and is in regular use. But whilst the world’s most common types of passenger aircraft rely heavily on computers to execute the commands of pilots and crew, a completely unmanned flight poses many potential issues.

Would there be teams of pilots on the ground controlling the aircraft? Who is in charge of the plane when it is in the air, and what would happen if an emergency situation with a passenger on board occurred?

It is incredibly difficult to think of scenarios that would not require human involvement at some level. Therefore, human factors are still relevant at some point in the process.

What do pilots think?

Naturally, pilots are concerned about flight safety. Steve Landells, flight safety specialist for the British Airline Pilots Association, says:

“Automation in the cockpit is not a new thing – it already supports operations. However, every single day pilots have to intervene when the automatics don’t do what they’re supposed to. While moving pilots to a control tower on the ground might eventually save airlines money, there would need to be huge investment to make this possible, and even more to make it safe.”

Where do human factors fit in the future of aviation?

Negative human factor influences may be accountable for most aviation accidents. But how many accidents have been avoided through positive human factor intervention?

The study of human factors in relation to aviation is incredibly important to maintain and improve the safety of flight operations in today’s world, as well as for the future of air travel.

With technology accelerating and offering more in the way of automation, the nature of the relationship between human factors and aviation will continue to change. Human management, interaction and involvement with technology and automated processes in aviation now is no less crucial than it was in the management of fully manual processes in the past.

We have developed our own Human Factors Awareness Training course, that all of our staff attend. This course is also open external applicants who want to learn more about human factors in aviation. To learn more, chat to one of our flight training specialists. Email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour.

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Step By Step Guide to the Qantas Airline Pilot Selection Process

Posted on by Kai

With a global pilot shortage, major carriers are opening up recruitment programs to attract pilots looking for an airline career. Even though there are many more opportunities now available to join an airline, the selection process remains challenging and competitive.

Preparation is the key. To help you to understand what airlines are looking for and hopefully improve your chances of success, we have created a blog series to take you through the selection process for some of the major airlines.

Preparation courses, where we go into specific airline interview processes in great detail, to coach you towards achieving your dream airline pilot job.

Read our last blog on the topic featuring the Cathay Group

Let’s look at Qantas Group airline pilot selection process including Qantas and Qantaslink.

Qantas (Mainline) and Qantaslink (Direct Entry)

1. Remote computer psychometric testing

Remote screening of applicants is conducted prior to an invitation for further assessments. Following this, you can expect additional Group Skills and Exercises, an HR interview and evaluation.

Key indicators consist of general personality, intelligence, numerical reasoning, verbal reasoning and eye-hand co-ordination; all of which are essential benchmarks before further testing can be attempted.

2. Group skills and exercises

Groups skills focusing on various scenarios and situations are developed and assessed as to how a candidate works within a team. These Qantas pilot selection process exercises will examine aspects within a number of situations and tasks that need to be completed in a dynamic and evolving scenario.

Key qualities assessed are communication, leadership, general problem solving, as well as threat management. These scenarios are dynamic, fast-paced and will change throughout the exercises; subsequently testing a candidate’s ability to update, reassess and implement strategies or changes throughout.

3. HR interview and assessment

Human Resources (HR) examines a candidate’s personal and career history. With particular emphasis on enthusiasm and attitudes, it also evaluates problem-solving skills in dynamic theoretical situations.

Skill sets that are considered closely include communication, leadership, general problem solving and threat management during a number of both individual and group settings.

4. Simulator exercise and training aptitude and assessment

Flight simulator assessment will allow the candidate to demonstrate flying skills that are an essential part of any pilot position. A sound demonstration of skills is required to demonstrate a solid foundation of basic instrument flying skills.

Whilst not expected to fly the simulator at the level of a qualified or endorsed pilot, candidates will be assessed on their ability to process new tasks in the aircraft and training environment.

5. Detailed reference check

A final step in the Qantas pilot selection process is the professional and personal reference check. Speaking to previous employers, flight instructors, supervisors or vendors helps validate the candidate’s true character as opposed to an artificial or pre-rehearsed interview candidate.

Learn To Fly offers 3 dedicated courses to help you in preparation for airline applications, and we can customise the syllabus based on the process of whatever your chosen airlines are. The courses are run in conjunction with ACS- Aviation Consulting Services and are facilitated by international airline Captain Darren McPherson.

Over the last 2 years, these programs have assisted nearly 80 applicants to successfully be accepted into 10 different airlines around the world. Learn more below:

– Future Cadet Pilot Program (FCPP)
– Airline Interview Coaching Session

Darren-McPherson-ACS-Aviation-Consulting-Services
Captain Darren McPherson is an expert on the Qantas pilot selection process.

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

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Singapore Airlines Pilot Selection Process: Step By Step Guide

Posted on by Kai

Want to know more about the Singapore Airlines Group pilot selection process (including Singapore Airlines and Scoot)?

We also have airline selection process blog posts for Cathay Group and Qantas Group.

One of the biggest ongoing aviation news stories in 2018 was the current and future global pilot shortage, and the rapid expansion of cadet pilot programs from most of the world’s biggest airlines. With new opportunities opening up around the world, a career as an airline pilot is more achievable now than it has ever been.

The selection process is still challenging and very competitive. Preparation is absolutely essential if you hope for success.

To give you the edge over other applicants we offer a range of highly successful Airline Pilot Interview Preparation courses. These courses can be tailored specifically to your target airlines, and provide you with comprehensive training on how to make the most of your applications.

Learn more about the Singapore Airlines pilot selection process (including Scoot Airlines) and how our courses can help you below.

Singapore Airlines Pilot Selection Process

1. Remote computer psychometric testing

Designed to screen applicants and look at key qualities that are desired for the role as a pilot, the psychometric test covers general personality, intelligence, numerical reasoning and eye hand coordination.

Our airline interview preparation courses give you the opportunity to complete example psychometric tests similar to those used by the airlines. We will then thoroughly analyse your results with you, based on what airlines are looking for.

2. General HR Interview

This closely assesses the candidate’s overall motivation towards the role and to the airline, as well as some technical knowledge. In particular, enthusiasm and general attitude are assessed through detailed and focused questions about their dedication to becoming a pilot.

International airline Captain Darren McPherson has 30 years industry experience. He will teach you how to best present yourself and your documents. Darren will thoroughly review your CV, enhance your HR skills and technical knowledge based on what specific airlines are looking for.

3. Prepared written essay

A number of word-limited and topic-based questions are prepared by the candidate prior to the next stage of the process. Answers document the applicant’s motivation towards becoming a pilot and furthermore working for the airline specifically.

As part of our programs, we work through example questions with you and assist you in constructing your responses. From extensive experience, we are able to guide you on the type of content and response structure that the airline is looking for.

4. Detailed HR and technical interview

These interviews may be conducted by personnel from both the HR and Flight Operations department, and delve deeper into the candidate’s attitudes towards work, studies, life experiences, preparation and aviation knowledge.

In a simulated mock interview environment, we will work through advanced airline-specific HR questions and response methods, and perfect interview presentation techniques. The technical session will outline effective levels required for the various airline entry points. This will help identify your current level of knowledge, and any areas that you should upskill prior to interview.

Scoot Pilot Selection Process

1. Online assessment

A detailed online computer screening process is conducted with specific evaluation of key indicators including personality, intelligence, numerical reasoning, verbal reasoning and co-ordination. Tasks are specifically time-limited to place the candidate under pressure, looking for composure and consistency of results.

We are able to provide our program students with online assessment tools similar to those used by the airlines. We discuss and then work through results to track performance in specific areas most likely to be highlighted by airlines, and assist with improving on any areas of potential deficiency.

2. Group skills and assessment

These timed exercises place candidates in a range of dynamic scenarios to identify skills such as communication, leadership, mathematical problem solving and threat management. Tasks may be re-presented with modified group numbers or participants to analyse different dynamics and results. All scenarios are thoroughly debriefed and discussed to review applicants’ ability for self-assessment.

Group skills have become a significant factor in the airline pilot recruitment phase. We will practice group activities and review the effects of different personality types and examine leadership qualities as well as effective problem solving techniques within a group, through airline-based scenarios.

3. HR Interview

In this interview the applicant’s personal and career history are examined with particular emphasis on enthusiasm, and attitudes; whilst concurrently closely examining problem solving skills in theoretical yet dynamic situations. Additional problem-solving tasks are presented on short notice. This is to demonstrate, test and reinforce previously established group skills displayed during the earlier assessment.

We will thoroughly review your CV and then analyse your HR skills and technical knowledge. In addition, we will conduct a range of mock interview scenarios. This will link in with previous group exercises, to fine-tune your presentation technique and skills.

Learn To Fly offers 3 dedicated courses to help you in preparation for airline applications, and we can customise the syllabus based on the process of whatever your chosen airlines are. The courses are run in conjunction with ACS- Aviation Consulting Services and are facilitated by international airline Captain Darren McPherson.

Over the last 2 years, these programs have assisted nearly 80 applicants to successfully be accepted into 10 different airlines around the world. Learn more below:

– Future Cadet Pilot Program (FCPP)
– Airline Interview Coaching Session

Darren-McPherson-ACS-Aviation-Consulting-Services
Captain Darren McPherson is an expert on the Singapore Airlines pilot selection process.

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

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A Guide to the Cathay Pacific Pilot Selection Process

Posted on by Kai

This is the first in a series of blogs that will discuss the selection process for 3 of the major airline groups, and how we can help you with each stage. Today we discuss the Cathay Pacific pilot selection processes.

One of the biggest ongoing aviation news stories in 2018 was the current and future global pilot shortage, and the rapid expansion of cadet pilot programs from most of the world’s biggest airlines. With new opportunities opening up globally, an airline pilot career is more achievable now than it has ever been.

The selection process is still challenging though, and very competitive, and preparation is absolutely essential if you hope for success.

Cathay Pacific Airways Cadet Pilot Selection

Stage 1A. Initial Psychometric Testing

Designed to screen applicants and look at key qualities that are desired for the role as a pilot, the psychometric test covers the general personality, intelligence, numerical reasoning and eye-hand coordination.

Our airline interview preparation courses give you the opportunity to complete example psychometric tests similar to those used by airlines. We will then thoroughly analyse your results with you, based on what airlines are looking for.

Stage 1B. Initial HR & Technical Screening Interview

This closely assesses the candidate’s overall motivation towards the role and to the airline, as well as some technical knowledge. In particular, enthusiasm and general attitude are assessed through detailed and focused questions about their dedication to becoming a pilot.

International airline Captain Darren McPherson will teach you how to best present yourself and your documents, based on 30 years of industry experience. During the program, he will thoroughly review your CV, as well as enhance your HR skills and technical knowledge specifically based on what airlines are looking for.

Stage 2A. Group Skills & Exercises

These timed exercises place candidates in a range of dynamic scenarios to identify skills such as communication, leadership, mathematical problem solving and threat management. Tasks may be re-presented with modified group numbers or participants to analyse different dynamics and results. All scenarios are thoroughly debriefed and discussed with to review applicants’ ability for self-assessment.

Group skills have become a significant factor in the airline pilot recruitment phase. We will practice group activities and review the effects of different personality types and examine leadership qualities as well as effective problem-solving techniques within a group, through airline-based scenarios.

Stage 2B. Detailed HR & Technical Interview

These interviews may be conducted by personnel from both the HR and Flight Operations department. They delve deeper into the candidate’s attitudes towards work, studies, life experiences, preparation and aviation knowledge.

In a simulated mock interview environment, we will work through advanced airline-specific HR questions and response methods, and perfect interview presentation techniques. The technical session will outline effective levels required for the various airline entry points. This will help identify your current level of knowledge, and any areas that you should upskill prior to interview.

Cathay Pacific Airways – Direct Entry Second Officer Selection

Stage 1. Group Skills & Exercises

Group exercises form an important part of the Cathay pilot selection process.

These timed exercises place candidates in a range of dynamic scenarios to identify skills such as communication, leadership, mathematical problem solving and threat management. You will have the opportunity to re-present tasks with modified group numbers or participants to analyse different dynamics and results. All scenarios are thoroughly debriefed and discussed to review applicants’ ability for self-assessment.

Group skills have become a significant factor in the airline pilot recruitment phase. We will practice group activities and review the effects of different personality types and examine leadership qualities as well as effective problem-solving techniques within a group, through airline-based scenarios.

Stage 2. Simulator Exercise & Assessment

Flight simulator assessment will allow the candidate to demonstrate flying skills that are an essential part of any pilot position. You will need to demonstrate a sound knowledge of basic instrument flying skills. Furthermore, a number of selected training events are presented to assess the candidate’s aptitude as to their “rate or learning” and the ability to process new tasks in the aircraft and training environment.

Learn To Fly has partnered with Flight Experience to be able to offer our students direct access to a Boeing-endorsed B737 flight simulator. Our preparation courses can not only prepare you for the things assessors will look for, but can also guide you through practically on the actual simulator.

Stage 3. Detailed HR & Technical Interview

Personnel from both the HR and Flight Operations department may conduct these interviews. They will delve deeper into the candidate’s attitudes towards work, studies, life experiences, preparation and aviation knowledge.

In a simulated mock interview environment, we will work through advanced airline-specific HR questions and response methods. We will also perfect interview presentation techniques. The technical session will outline effective levels required for the various airline entry points. This will help identify your current level of knowledge, and any areas that you should upskill prior to interview.

We also have airline selection process blog posts for Cathay Group and Qantas Group.

Learn To Fly offers 3 dedicated courses to help you in preparation for airline applications, and we can customise the syllabus based on the process of whatever your chosen airlines are. The courses are run in conjunction with ACS- Aviation Consulting Services and are facilitated by international airline Captain Darren McPherson.

Over the last 2 years, these programs have assisted nearly 80 applicants to successfully be accepted into 10 different airlines around the world. Learn more below:

– Future Cadet Pilot Program (FCPP)
– Airline Interview Coaching Session

Darren-McPherson-ACS-Aviation-Consulting-Services
Captain Darren McPherson is an expert on the Cathay Pacific pilot selection process.

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

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Learn To Fly Scholarship Recipient Dean Shing Starts at Cathay Pacific

Posted on by Kai

We recently offered a Learn To Fly scholarship for our highly successful Future Cadet Pilot Program to a Hong Kong student. The scholarship allowed the successful applicant to come to Australia and complete the flight training component of the program.

Our scholarship recipient was Dean Shing, who has been accepted into the Cathay Pacific cadetship program. He came to Melbourne to complete his flight training and fly solo, and we caught up with him to talk about the process, as well as his love for flying.

Dean’s Flight Story

The Beginning

The moment I became determined to be a pilot was when I did my first flight training in Canada in May 2018. But my Learn To Fly Scholarship program preparation started a lot earlier than this. Allow me to share a bit of my aviation journey.

I was never an aviation person, and being a pilot to me was just like being an astronaut. It was something I never thought was possible. But all that changed in December 2015 when I was travelling around New Zealand, looking for fun and exciting things to do

That was when I did a trial flight. It was an absolutely beautiful and amazing experience. I still remember after my instructor aligned the Cessna 172 to the runway centreline, he asked me to apply full throttle, and then pull back on the control yoke, and the C172 just lifted off; and here it was, my first takeoff, flying me into my aviation journey.

Ever since then I started to be interested. Part of me thought having flying as a hobby was a pretty cool thing to do. It’s silly I know, but that’s how I started. What I did was mostly self-studying, and later joining AAEP (Advanced Aviation Education Programme, by Hong Kong Air Cadet Corps) after I came back to Hong Kong. It was during the course I realized that being a pilot is not just about flying. It involves a lot of planning, decision-making, and multi-crew working, etc. That really attracted me, and that’s also when I started studying really hard for the Learn To Fly Scholarship program.

To confirm my passion, I went to Canada for my first flight training. It was during the fight training I found out that not only did I enjoy the flying part so much, I enjoyed literally everything including all the ground preparation with my instructors, the late night study with my batch mates; and the satisfaction of flying in the sky is incomparable. That’s when I became determined to be a pilot, so I made my move, and here I am!

Preparing and Applying for the Cathay Pacific Cadet Pilot Program

My preparation for the Cathay Pacific cadet program was divided into two parts – technical knowledge and HR Interview, both of which require teamwork.

Firstly for the technical knowledge, I did a lot of self-study, reading mostly Bob Tait’s. Apart from books and Google, I have learnt a lot about Meteorology and Engineering through YouTube. Another thing I did was having study group meetings. During these we discussed different technical knowledge, shared question banks, and had mock interviews with each other. In my opinion, it is important to do it on a regular basis with different people. In that way not only did I learn from different perspectives, but knowing that I’m not alone in pursuing this dream actually energised me. It’s important to always ask “why”, and know that it is not only the cadet pilot interview that I’m preparing for, it is the career.

Secondly for the HR interview, the most important thing is knowing yourself from inside out. Let’s first talk about CVs and portfolios. Simply put, each item on my CV and portfolio is there for a reason – they can either show my passion for flying or show what kind of person I am (in a good way). If they can’t serve either of the two purposes, they shouldn’t be there.

For the interview part, I think it’s important to treat it not as an interview, but more like meeting new friends, or even having a speed date. It’s really the process for your new friends to know about you, and, to a lesser extent, for you to know about your new friends. Be calm, act normal, and show them why you’re suitable. Of course it’s easier said than done. To prepare I had a lot, I mean really a lot, of mock interviews with different people; and I have also applied for different jobs just to gain “real” interview experience. In this way, I was calmer when facing the real one. I also learnt when to talk more, and when to stop, i.e., talk like a normal person in an interview.

Before applying, I also did 12 hours of flight training in Canada. I think it’s important to at least try a couple hours of flying to know whether you really like it or not, before committing to a life-long career. And the pursuit of a career is always a team game. Joining some courses or programmes is a good way to start your preparation. Not only you’ll learn the knowledge in a proper manner, but you’ll also meet people who may as well become your batch mates in cadet training in the future.

The Interview Process

At the time of my application, there were 3 stages:

– 1A – Aptitude Test + Technical Quiz
– 1B – HR Interview
– 2 – Flight Planning Exercise, Group Exercise, and Technical Interview

The 2 interviews were more relaxing than I expected. They were really just like chatting, letting them know why I want to be a pilot, and what makes me suitable to be one. You need to familiarise yourself with the whole process, know what to expect, and therefore what to prepare. Nothing should come as a surprise if you are well-prepared.

The most difficult and time-consuming part of the preparation was the interviews, and therefore HR questions. Others were pretty straight forward. From my experience, when preparing for HR interview it’s easy to fall into a trap – pretending to be someone we’re not. It’s important what we say in the interview match what we have done in the past (shown on our CVs). To prepare for this, I would suggest first you need to figure out what kind of qualities the airline is looking for in you. And then you can start judging from those essential qualities to see which ones you have. This process could take a lot of time so it’s better to start preparing earlier.

I found that quite a lot of people I met would try to hide their past failures or mistakes. To me they’re actually a great selling point if you know how to use them. It doesn’t matter what failures or mistakes you had, it matters what you have done about them. Show the interviewers what you have learnt from them, and how you have improved. Once again, match what you say with what you have done.

Flying in Melbourne with Learn To Fly

Flying with LTF was an amazing experience for me, and has built up my confidence in flying. During my last flight training in Canada, I was struggling on landing and because of that I wasn’t able to do my 1st solo. Before I started my training with LTF this time, I had already expressed my concern. Not only did LTF construct the training schedule to fit my particular needs, my instructor Uly also gave me a lot of encouragement and guidance. After some bouncing on the runway, I was finally able to land the Diamond DA40, and achieved my 1st solo.

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Bringing the Diamond DA40 in to land at Moorabbin Airport.

It was amazing! Words simply couldn’t describe how happy and satisfied I was, and I still am. To me, it’s not only about the joy of flying the plane by myself, but what’s more important is knowing that I can actually handle an aircraft, and that has really built up my confidence and made me feel like a pilot for the first time. For this reason I couldn’t be more grateful to LTF and my instructor Uly.

Looking back a little bit before I went to Melbourne, and before I started preparing for my flight training, I had thought flying in Moorabbin Airport was so difficult. It has 5 physical runways, each one crossing the other one. On top of that, the numerous taxiways crossing different runways makes it a bit of a maze to begin with! Thankfully LTF prepared a starter kit that listed out the detailed route map and the standard procedures for Moorabbin Airport. This preparation took away my worries about navigating the runways, and made my flight training smooth.

The other thing I have to point out is that the LTF aircraft are so beautiful. They’re probably the most beautiful ones in the airport – all looking new and colourful. It’s an enjoyment simply looking at them, and taking selfies of course! Other than flying, I do enjoy hanging around in the office. There is a big classroom for students to study and chat. I have met a lot of aviation enthusiasts there, sharing thoughts and talking about aviation.

All that being said, I’m really looking forward to coming back for more!

The Learn To Fly Future Cadet Pilot Program Scholarship

The Learn To Fly scholarship has helped me in a lot of ways. I mean the grant of the scholarship itself already means a lot to me. It is not just the flying hours that I get, but more importantly it’s the recognition of my passion and hard work – it’s a real encouragement.

Before I went to Melbourne, we already had a consensus about my flight training goals, and LTF delivered. They didn’t simply try to put me up for my 1st solo, but they constructed a training program, including the aircraft, the checklist, the procedures etc, to prepare me for the upcoming cadet training. Of course, completing my 1st solo was a simply a bonus, and a bonus that I really love.

During my time there, not only did I massively improve on my flying skills, but I have also learnt more about what it takes to become a good pilot through sharing stories with the instructors, something I find of true value.

All in all, with the help from LTF, I am now confident and ready for the upcoming challenge. I hope soon enough I could be as a good pilot as my instructors here at LTF. And I’m really glad LTF has given such a chance for Hong Kong locals to pursue their dreams. It’s never easy to take on this career in Hong Kong, but with the LTF Future Cadet Pilot Program now, the path seems to be a little bit easier.

We thank Dean for giving us this great insight into his aviation journey. We also wish him well with his training at Cathay Pacific, and hope to see him in Australia again sometime.

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The Learn To Fly scholarship grants the recipient our FCPP course, which is facilitated by Captain Darren McPherson from ACS Aviation Consulting Services.

For further information about Learn To Fly scholarship opportunities, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour. Our highly successful Future Cadet Pilot Program is run in partnership with Captain Darren McPherson from ACS – Aviation Consulting Services.

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Pilot Stories: International Ferry Pilot Flies LTF Diamond DA42 From Canada To Melbourne

Posted on by Kai

We have just taken delivery of our 2 brand new twin-engine Diamond DA42 aircraft here in Melbourne. They were built at the Diamond Factory in Canada. After that, international ferry pilot Stuart Caling flew them all the way to us here at Moorabbin Airport.

The journey involved flying from Canada to California first. The next part involved island-hopping across the Pacific Ocean to the Gold Coast. And then, flying south to Melbourne.

As you could imagine, the role of a professional ferry pilot is a very interesting one. We caught up with Stuart for a chat about his career.

International-Ferry-Pilot-Diamond DA42
International ferry pilot Stuart Caling with LTF CEO Kai Li after delivering our new Diamond DA42 to Moorabbin Airport in Melbourne.

Tell us a bit about your flying background, how you became a ferry pilot, and what the role is like

I got my CPL in 1998, and my early pilot career involved flying charters in Queensland. During this time I also built up close to 5,000 hours as a flight instructor. I learnt about the role of ferry pilot through legendary Australian aviator Jim Hazelton, and flew my first ferry role from Italy in 2010.

I’ve now logged over 3,000 hours as a ferry pilot, and have lapped the globe probably 14 times.

The ferry pilot job isn’t easy, and requires an intimate knowledge of aircraft engineering and mechanics, particularly relating to weight dynamics. Many pilots see it as a fairly straight forward job and a way to build hours, which isn’t the case. You’re flying long distances without a break, sometimes over large bodies of water. So when problems occur you need to know how to handle them on your own.

What do you love most about the ferry pilot job?

It’s definitely not a monotonous job, being able to see so many different locations around the world. Having the opportunity to learn about and fly so many different types of aircraft is also great. I love seeing the factories where the aircraft are produced, as well as the engineering side of the role.

Diamond DA42 Factory Canada
Our Diamond DA42 ready for pick-up at the Diamond Aircraft Industries factory in Canada.

What is the best/most unique aircraft you have flown so far?

The Vulcanair A-Viator AP68TP – a 10-seat twin-engine aircraft powered by Rolls Royce Nomad engines. I flew this aircraft from Avalon Airport in Melbourne to Germany, and am currently the only Australian pilot endorsed to fly it.

If you had the opportunity to fly any aircraft in the world, what would it be and why?

The Hawker Sea Fury FB11, or the Lockheed P38 Lightning. I have had the opportunity to fly some warbirds including the North American T28 Trojan.

What is the longest distance you’ve had to ferry an aircraft?

The longest overall journey was probably ferrying a Beechcraft Baron from Perth in Australia to West Virginia in the USA. The leg from California to Hawaii is the longest single over-water leg in the world, at close to 2,300 nautical miles – which is one of the legs I flew taking the Diamond DA42 to Melbourne.

What is the most exotic destination you’ve been to on a ferry flight?

Kiribati Atoll is an extremely unique place, sitting in between Hawaii and Pago Pago (American Samoa) in the Pacific Ocean. It is an Australian territory, and was once a nuclear testing site, but since the 1990s it is primarily a launch site for satellites and ongoing monitoring of spacecraft.

International Ferry Flight Diamond DA42
Kiribati Atoll in the Pacific Ocean is one of many unique places you see while ferrying a Diamond DA42 to Melbourne.

What are some of the craziest experiences you have had in your role as an international ferry pilot?

Flying over the Persian Gulf on a ferry flight from Iran to Pakistan, I had a pair of US FA/18 Hornets escort me, which was pretty amazing. I have also experienced aircraft-related issues such as an engine fire near Thailand, and engine warning lights coming on during a long leg over open ocean.

How did you find flying our Diamond DA42s to Melbourne?

They are very easy to fly, and very spacious and comfortable – especially when taking into consideration the long Pacific Ocean legs. The first ferry flight I did in a Diamond DA42 was from Jordan (in the Middle East) to the Gold Coast in Australia, which was a pretty long haul as well.

What’s your next international ferry pilot role?

I’m flying a Britten-Norman BN-2 Islander aircraft from New Zealand to Fiji, and then I’ll be heading to the Diamond Factory in Austria after that for more ferry flights in Diamond aircraft.

We’re thrilled to have our Diamond DA42 aircraft here in Melbourne, and very thankful to Stuart for delivering them safely to us. It was great hearing about some of his experiences as an international ferry pilot, and amazing to see some of the images he captured during the trips – including the below one with our DA42 in front of a pair of USAF F-22A Raptors in Hawaii!

Diamond DA42 F22 Raptor
Our Diamond DA42 on the way to Melbourne with F22 Raptors in Hawaii!

Before you start flight training, chat to one of our flight training specialists. Email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour.

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Airline Cadet Pilot Interviews: How Many Flying Hours Are Required?

Posted on by Kai

Over the previous years, I have seen airline cadet pilots candidates apply for interview with varied amounts of flying experience. Some applicants have zero flight hours, and some have as many as 50 flight hours. This brings to light an important question. “Before I apply for for airline cadet pilot interviews, how many flying hours do I need?”

This answer will certainly vary from person to person, and even airline to airline.

Typical responses from airlines can again vary from “we will train you”, to “the more experience the better”. There are even in extreme examples such as “why would you waste your time doing any flying beforehand?”

All of these are very subjective responses.

So is there a right or wrong answer to this question?

From my own personal experiences with cadet pilot interview requirements, I feel that previous flying hours are an important part of preparation. This is important not just at the interview stage, but is also advantageous once successful applicants start their cadet training.

Typically, zero time cadets may not have had any exposure to flight at all. Considering flying introduction programs are certainly worthwhile. Firstly, to see if aviation and the flying environment actually interests you. Secondly, to see if you are suited to a flying role and the challenges that this presents.

Over the previous 2 years most of the successful airline cadet pilot interview applicants have completed a basic flying program as a minimum.

Beyond initial flight training, further training is of course up to the individual. You can pursue programs that help you towards achieving your first solo flight. Beyond that you could even look at obtaining a Recreational Pilot Licence or Private Pilot Licence. This certainly does help towards not just the interview process and understanding aviation, but the future role that one is about to pursue as an airline cadet pilot after the successful interview.

Recent airline cadet pilot interview applicants have given feedback that practical aviation exposure and flying hours is a must. This experience greatly assists with actual practical knowledge of flying beyond a purely theoretical approach.

Further to considering airline cadet pilot interviews and the flying hours required beforehand, it’s also a great idea to think about completing a flying program before starting your actual cadet training. This is especially beneficial if you complete a course in a similar aircraft type to the one you will fly during your training.

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 the Airline Interview Coaching Session.

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

Learn To Fly’s Airline Pilot Interview Programs have been created specifically to give airline pilot applicants the best possible preparation. The Future Cadet Pilot Program (FCPP) also offers practical flying training, which makes a valuable addition to your technical knowledge.

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

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Pilot Stories: The Road to Becoming an Airline Second Officer – Matt Waterton

Posted on by Kai

We spoke to Matt Waterton, one of the success stories of our Airline Interview Coaching Session about his passion for flying, his experiences in applying and being accepted into a cadet program, and then becoming an airline Second Officer. Matt is well on his way to achieving his aviation dreams in the airline industry.

Even for those young men and women who have already taken steps towards being a pilot, until very recently a career as an airline pilot has still seemed out of reach. Many major airlines are opening up their doors, increasing numbers in their cadet and direct entry programs and offering new entry points into the industry.

Tell us a bit about your background and what made you interested in flying

I travelled regularly as a child and found myself more interested in what type of aircraft I was flying on, rather than the trip itself. In the days when it was legal, I used to visit the flight deck where I found myself fascinated by the complexity of the dials and switches. I remained in the cockpit during landing on several flights, and it was on one of these occasions when the captain allowed me to wear headphones and listen to Air Traffic Control, that I realised flying was my passion.

What do you love most about flying?

I still find that there is still nothing quite like accelerating down the runway and taking off. However, I do enjoy looking at the night sky and observing things I wouldn’t usually be able to see; the International Space Station, shooting stars, and the ever-changing scenery down below.

If you were given the opportunity to fly any aircraft in the world, what would it be?

Unfortunately for me, I have always had a soft spot for the Concorde. It flew higher and faster 50 years ago than any airliners in active service today. The Concorde truly made the world a much smaller place. It amazes me that Concorde was designed and engineered in a time without computers as we know them.

What is your ultimate flying goal?

I’d love to be the captain of an airliner into London or my hometown of Brisbane.

Tell us about your current airline Second Officer role

I’m currently a Second Officer at a major airline based in Asia. It’s a great job – I mainly fly sectors back to Australia, so I always get to catch up with my family. The crew are fantastic and easy to talk to, and very supportive if I’m due for any upcoming training sims.

Did you have any flying experience before you decided to apply for airlines?

I used to fly skydivers in a Cessna aircraft. It was a great job for getting used to manually handling an aircraft and seeing how they perform. I then worked as a charter pilot in a twin-engine piston aircraft based in Queensland. I primarily flew passengers to remote towns in Australia, landing on some interesting landing strips.

Was the interview process what you expected?

Yes, it was indeed. I made sure I did everything I could to prepare for the process. I found the interview itself to be less confronting than I had expected, that was a big relief! I had to pass an initial interview, followed by two days of testing before I was accepted. The two days encompassed a group interview with other candidates (a problem-solving activity), psychometric testing, a simulator assessment in a 747 simulator, and finally a panel interview.

What are the main things that you found challenging during the interview process, and what advice would you give to future applicants?

Waiting to see if I was successful or not was agonising. I’d jump every time I received an email! Make sure you receive all the help you can for your interview; interview preparation, reading through online forums to see what to expect, and running through the simulator assessment on a flight simulator.

Make sure you’re completely familiar with the airline you’re applying to. That includes where they fly to, knowing about the country in which the airline is based, which aircraft they operate, and most importantly – what is expected of you in the position you’re applying for. Knowing you’ve done everything you can makes it that much easier to stay calm and be yourself during the interview.

Airline Pilot Interview Preparation Courses

Whilst now is the perfect time to look at an airline career, getting there is still very competitive and challenging. To give yourself the best possible chance of success, you need an edge. That edge is preparation, and knowledge from people experienced in how both the cadet program itself and the industry in general works.

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.

Matt becoming an airline Second Officer is just one of many success stories to come out of these courses, which give you a proven edge over other applicants. We’d like to thank Matt for sharing his story and experiences.

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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