difference between Captain and First Officer

Was sind die Unterschiede zwischen Kapitän und Erster Offizier?

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Dear Aviator,

you cannot imagine how bad I feel that I have neglected my blog for a while. Lately my travels kept me very busy, therefore my productivity went doen. This fact and the packing are the two things I dislike most about traveling.  

Are you ready for another aviation related blog post? You probably have  questioned yourself what is really the difference between a captain and first officer. How many times have I heard people saying: "Ah you are the captain now, so you are finally allowed to fly the airplane!" In this blog post I will share with you the four major differences between Captain and First Officer.

 

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Appearance

Age is not an indicator of whether a pilot is a Captain or First Officer. I have flown with First Officers who were almost double my age. Have a look at the number of stripes of the pilot uniform.  Three stripes stand for First Officer and four for Captain. In genral, the higher the number of stripes, the higher is the rank.

Sometimes you might spot two stripes on a pilot uniform. This is a Junior First Officer who is either still in training or has not reached a certain hours flown. You might have also seen  three stripes with a really thick one. This stands for a Senior First Officer. This pilot is very expereicend  and he/she can fly from the left seat during cruise flight when the captain is taking a break on long-range flight for exampl. Speaking about the seat position. The Captain is seated in the left side whereas the First Officer in the right. These positions must not be interchanged. However, Captains can receive a right seat check out (additional training required) which allows them to fly from the left as well.

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Check out my YouTube channel PilotPatrick for more exciting videos about my trips around the world!

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Duties

How many times have I heard people say: "Ah you are the Captain, so you are finally the real pilot!" What was I before an unreal or fake pilot?! Both crew members regardless of their rank can be called pilots.

This might surprise you: Captains fly their aieplane as much as First Officers. Before each flight the crew decides how is PF (pilot Flying) or PNF (Pilot not flying or pilot monitoring). The PF controls the plane, performs the take-off, controls the autopilot in cruise flight and does the landing. The PNF fills the flight log, communicates with air traffic control (ATC) and supports the PF. Usually, I leave the choice to my First Officers which role they would like to perform. The answer is always the same when the weather is bad or it is getting late: I prefer to do the next flight ;-)

There are cases where the Captain determines that he or she wants to fly due to weather or other special reasons. Addtionally, the there are some circumstances  in which the First Officer is not allowed to fly. (more in detail at a later point)

So why doesn't the Captain fly the whole time?

  • Fatigue is better distributed if both pilots fly.
  • First Officers gain experience they will need as captains.
  • Flying is not always the best use of the Captain's experience, training and time. In cases of abnormal issues such as a system malfunction, it may be better for the Captain not to be tied up flying. That way he/she  can concentrate and coordinate the appropriate actions.

The major difference is that the captain always has the responsibility. From the time the Captain boards the plane until he/she leaves the plane again (no matter who is flying!!!), the Captain is responsible for the flight and is in command of it. The First officer is the second in command.

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Operational Procedures

The commercial operation of an aeroplane requires a high level of standarization. Guidelines, regulations, limitations and procdues on how to operate an aircraft are written in the opertional manuals. This grants a high level of safety and allows a new crew composition to fly with each other since they follow the prescibed operational procedures.

It is the job of the Captain to taxi the aircraft on ground due to the fact that the tiller (steering wheel of the nose gear) is mounted only on one side of the cockpit. The Airbus A300-600 has also a tiller on the First Officer side. This feautre does not automatically grant the First Officer to taxi as well. Most airlines follow a philosophy that it should be only the Captain taxing since he/she is responsible of the aircraft. An outdated philosophy since one day the First Officer becomes a Captain without any practice taxing.

Coming back to the cases in which the First Officer is NOT allowed to fly:

  • Takeoffs below 400m runway visual range (RVR).
  • CAT 2/3. when the weather is below CAT1 which means in most cases an RVR of less than 550m with a decision height of 200m.

To sum it up: Everytime it gets more challenging it the Captains task to fly , because he/she is trained to operate in low visibilty (LOVIS) and usually has more expierence.

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Money

The topic that everyone is most curious about. Moneywise there is a big difference in the salary of a Captain and a First Officer. To have the entire responsibility for a multi-million Euro jet, the lives of the passengers and the rest of the crew, a Captain gets paid extra. A safe flight depends on the ultimate judgement and decision making of the Captain. As a general rule you can say that a Captain makes about 50% more than a First officer. So if a First Officer makes about 60,000€ a captain makes at least 90,000 €. It can be also more than double or even more than that if company affliliation is a longer or when a Captain has additional tasks and responsibilites (eg. instructor).

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Which question about aviation would you like to have answered next? Let me know in a comment below and don’t forget to like my blog about the differences between Captain and First Officer. 

Safe travels and happy landings!

Your PilotPatrick

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process of becoming a flight a captain

Auf die linke Seite wechseln – Beförderung zum Kapitän Teil III

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Dear Aviator,

welcome on board of a new chapter. This is now your Captain speaking! After three months of training, the Upgrade to Commander course is completed. It was an intense time with lots of studying, challenging simulator sessions and first flights in the left seat. In the last two parts of my blog series, I already gave you insights into the process of becoming a flight Captain. In this last part, I will share with you the ultimate steps which were necessary to receive 4 stripes. In the end, you have the chance to win a pilot shirt with my 3 stripes. 

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The new Huawei P30 Pro

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What has happened so far?

Make sure to read the other two parts of this blog series to fully understand the process of becoming a captain.

Part 1: Written application and simulator assessment

Part 2: Upgrade to Commander ground course and simulator training

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Do not miss any of my videos and subscribe to my YouTube channel PilotPatrick

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Line training

After completing the simulator flight on the left seat, the next step was the line training also called supervision. This training takes place on board the real Airbus A300 during the regular line operation. Instead of flying with a First Officer, a training Captain was there to supervise me. The initial phase was to get familiar with the new position, which means the training captain guided, corrected and led me where necessary. He did all his First Officer tasks automatically and supported me in my tasks as well. But after a few flights, the leadership phase was due to strengthening my non-technical skills. All decisions were made by myself and he expected me to treat him like a "normal" First Officer. I had to lead the crew, give orders and to delegate tasks.

Main objectives during this phase:

  • Building up the confidence to fly from the left seat
  • Familiarise with the tasks of a Captain
  • Discussing the duties of the commander
  • Reviewing technical knowledge and operational procedures
  • Simulating CAT III (low visibility) approaches
  • Building up non-technical competency (leadership and decision making)

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last days wearing 3 stripes

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Paris Le Bourget airport

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Struggles on the first flight

Not everything flew smoothly at the beginning: I definitely had my struggles during my first flights. Now I smirk about it but when I was a trainee I was a little bit frustrated. The picture outside of the cockpit, especially during the approach and landing phase is different from the left seat. That's why I had difficulties finding the centerline of the runway. So I was unintentionally a little offset of the centerline. But the aim is to land exactly on the centerline, so to have enough margin left and right in case of gusts or failures pushing you to one side.  After four landings I finally found the centerline again :-)

In general, it feels different to fly from the left seat. Now all the buttons are on the other side. I had the impression I was seated now in a completely new cockpit. For takeoffs and landings, you use your left hand to steer (yoke) and your right hand to control the thrust. As First Officer, it was 8 years vice versa. The first few landings were a little bit harder and bouncy, but I was able to familiarize myself quickly and to get the right feeling again.

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First flights from the left seat

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Final check

The line training consisted of 25 flights in total. Even though it was a checking environment and I had to overcome some hurdles, I enjoyed it a lot. The training Captains passed on a lot of tips and prepared me well to fly soon with a First Officer.

The entire Upgrade to Commander Course ended with an evaluation flight, to check if I am ready for my initial line check as a Captain.

On the 25th of April 2019, the time has come for the last check to prove my knowledge, skills, and Captaincy on two flights. The specialty here: It was the first time flying with a First Officer. The check Captain was seated on the jumpseat in the cockpit to observe us. Everything flew smoothly and I was asked some theoretical questions during the flight. About fuel management and policies for example. After landing, the check captain, who is the Chief flight instructor of the airline, congratulated me for passing the check flight. He said it was a really good performance. I was the happiest person on earth.

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What will change now?

I will still fly the same routes and land at the same destinations but now I am the boss on board. One of my fellow Captain colleagues described the job quite well:

You are now like the diector of an orchestra. You are delegating and setting the tone.

Besides leading the crew, you have to manage all processes that happen with the aircraft including the communication with the ground crews. You have to keep the time insight to guarantee an on-time departure. You have to look like an eagle on top of the aircraft to observe and to assess the current situation. The so-called situational awareness. The decisions I have to make shall guarantee a safe, economical and efficient flight. It shall also be the best decision for the company as well. As you can see a lot of responsibility but I am looking forward to this new chapter on the left seat.

I am happy about one aspect particularly; and it is not the increase in salary :-) Moreover, I am looking forward to passing on my knowledge and experience to new First Officers. Additionally, I will be in charge of the atmosphere in the cockpit. You know which vibes that will be!

 

 

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GIVE AWAY!

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Captain giveaway

So many of you joined my first give away to win my epaulets. That's why I decided to give away a second set of 3 stripes to one of my Aviators. Additionally this time, I will include a pilot shirt (I will buy it in your size) and a personal note.

To join the giveaway

  1. Like this post (heart symbol)
  2. Leave me a comment below this article mentioning "I want to be your copilot #CaptainPatrick" and let me know your shirt size
  3. REPEAT step 2 on today's post on Instagram post!!!

I will randomly choose a winner 12th of May 2019. Good luck!

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GIVE AWAY!

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Subscribe to my newsletter, if you want to receive a message from me when I posted a new blog, video or event!

3 easy steps to subscribe:

  • Save me as contact: +49 152 52651846
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  • Send me the code “Takeoff”

Safe travels and happy landings!

Your PilotPatrick

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should you become a pilot

Solltest Du ein Pilot werden und ist die Zeit günstig dafür?

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Dear Aviator,

first of all thanks for following my request to send me your questions. It was difficult to make an appropriate selection out of thousands of questions for my FAQ video on YouTube. One question, in particular, was asked several times: Should I become a pilot and is it a good time for it? I thought I give you a more extensive answer to help you in the process of finding the right decision for your future. Be prepared for unadorned truth. 

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The dream of flying is as old as mankind itself. But the possibility for everyone on earth to fly like an eagle through the skies is only a few decades old. Aviation, as we know it from today, is still in its initial phase when considering that the desire to fly freely has always excited. Thanks to great legends and pioneers who made aviation to what it is today. We can feel quite fortunate that live in a time, in which the job as a pilot exists.

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The aviation is a moving, but also a really volatile industry with lots of ups and downs. As quick as aviation develops and changes over the years, the pilot job as altered as well. We still fly aircraft, but nowadays with a high level of automation, under economic pressure, an increasing number of regulations and a sky which does not seem so free anymore. I would not say that the job lost its glamor over the years, but it is a different glamor and not all jobs have it.

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Would I become a pilot again?

Yes! Yes and Yes. In a recent Instagram post, I stated that you should choose a job you love and you will never have to work a day in your life. For me, it is still the best job in the world and it does not feel like work for me (most of the time). Of course, the job brings long also negative aspects. It can be indeed tough, unglamorous and hard work. But in the end, it counts that all negative aspects fade behind all the positive sides of the job. More about the pros and cons here.

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In case you are interested to get more questions about aviation, travel, and lifestyle watch my latest video "FAQ" on YouTube. Do not miss any of my future videos and subscribe to my YouTube channel PilotPatrick

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What would I have done differently?

I definitely chose the harder way to become a pilot. The entire flight training (about 70,000€) was self-funded and it did not have any guarantee after finishing my training to get a position in the cockpit. This was quite risky because you never know how the demand for pilots will look like when you complete your training. Within two years of training, it can happen a lot in the aviation industry. In my case, I was lucky to start flying as a First Officer on a private jet, but I know about other graduates who did not find a job right away. If I were you I would try to get into a cadet program of an airline, so you do not put yourself into financial risk.

Have a plan B

I would advise that you go to college to further your education and possibly gain a degree. This would enable you to seek further employment, even in the airline industry. Especially in aviation, a plan B is essential since you depend on your license.

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Why you should NOT become a pilot?

Good salary, layovers, free flights, job security. Those are probably aspects why you would like to become a pilot. But the opposite applies. As I mentioned before the pilot job has changed and the conditions in the airline industry have deteriorated tremendously. In the competition with low-cost airlines, major carriers had to reduce costs in all departments including the salary of aircrews. But the requirements and the complexity of the job has not decreased.

The days that you spend one week of a layover in the Caribbean are also over. In case you have a layover than it is the minimum time required at the destination before your next flights. Especially low coast airlines always return to the home base to save money. For me, the pilot job is linked to traveling and layovers. That is why I could not imagine sleeping every night at home. Even though I work in the aviation industry I do not have the privilege or benefit to fly discounted or even for free. As the high number of bankruptcies of airlines in the European market has shown, job security is not given

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Is it a good time to become a pilot?

How can I say it is still a dream job after listing all the negative aspects, which make this job less appealing. I did not want to discourage you, but rather tell you the truth about the current situation. Fact is that it more and more depends on the airline you are flying for! The working conditions vary tremendously. There are still fantastic cockpit positions out there, may it be with a business jet company or a big airline. The demand for pilots is extremely high at the moment. According to Boeing, there is a requirement of 790,000 pilots in the next 20 years. In case we are not facing a crisis in the world of aviation the shortage of pilots will grow. The reason for this shortage is the job has become less appealing to new candidates. But a shortage is also a good sign because then the aviation industry has to act and airlines have to improve their working conditions to attract new pilots. It is utterly important to stop the ideational and material depreciation of the pilot job because this can in return infringe flight safety.

 

Outlook

International Air Transport Association (IATA) estimates that the air traffic will have doubled with the next years. The long term trend of the demand for aircrews exists. We as passengers, customers, and staff of the aviation industry have the power to change and shape it for the future.

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Become a pilot if you have the passion and fascination for aviation. It is important to know about the negative as well as the positives when considering being a pilot. Downsides exist in every branch. But with one huge difference, you become part of a world full of energy and enthusiasm which is hard to find in any other jobs.

Subscribe to my WhatsApp newsletter, if you want to receive a message from me when I posted a new blog, video or event!

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Safe travels and happy landings!

Your PilotPatrick

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how to become a captain

Auf die linke Seite wechseln – Beförderung zum Kapitän Teil II

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Dear Aviator,

I am able to share some good, but also some bad news with you! The good news is that I passed another important step in becoming a captain, but the bad news is that I don't know when my next flight will be! How can that be? In this second part of how I become a captain, I inform you about all the steps it requires and I give you insights about my training. At the end of this article, I have a little, but special give away for you. 

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What has happened so far

  1. In September 2018 I applied as captain with my airline
  2. My application was reviewed and accepted
  3. In November 2018 I passed the assessment in the simulator

Depending on the demand and if I am expandable from the flight operation,  my training to become a captain would start. In the meantime, I continued flying as First Officer on the A300. The last flight on the right side came earlier than expected. Already on the 31st of January 2019, it was my last flight, which took me to sunny Tel Aviv. I recapped my time as First Officer which were 8 years in total and I could not believe that a new era would start soon. Check out part one if you want to find out more about the requirements and the selection process.

 

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Do not miss any of my videos and subscribe to my YouTube channel PilotPatrick

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Upgrade to Commander course

Beginning of February the UTC (upgrade to commander) training started. The first part was a ground course which lasted one week. From this point onwards I was not allowed to fly as First Officer anymore by regulation.

This ground course took place with six other colleagues who were also in the process of becoming a captain. I thought I would be one of the youngest among them, but two other colleagues of mine were even younger than me.

Topics which were covered in the ground course:

  • Laws and regulations
  • Responsibility
  • Performance
  • CRM
  • Low visibility procedures

As a commander, I will be responsible for the aircraft, the crew, the passengers and the cargo on board. When operating the aircraft I have to consider all laws, regulations, and procedures. CRM (Crew resource management) plays also an important role in the safe operation. CRM is a set of training procedures for use in environments where human error can have devastating effects such it is the fact in aviation. It is used primarily for improving air safety, CRM focuses on interpersonal communicationleadership, and decision making in the cockpit. Human error is still the greatest factor for accidents in aviation.

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Not the A300 simulator but a A320 in Berlin

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One of my biggest goals is to become a captain at the age of 30 and as it looks right now it will most probably happen

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Simulator Training

After a free weekend, the training continued in the simulator. I prepared my self as good as possible because I wanted to show my training captain and myself that I am the right candidate for the left seat.

The simulator sessions took place in Berlin which was convenient for me since I could stay at home. The training consisted of six missions and a final check. Each session focused on a different subject. One session was primarily to train the procedures for engine fires and failures. Another session was to practice the low visibility procedures and flight control malfunctions. All had in common to improve the non-technical skills from the left seat. Non-technical means: the flight management, prioritizing tasks, decision making and the communication with the crew. In the beginning, I had to get used to fly the aircraft from the left seat. This was a little awkward because buttons and levers were now on the other side. It was a little bit like driving the car from the right seat.

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Studying hard

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A lot of flight maneuvers and SOPs (standard operating procedures) were new to me on the Captain's seat. Like the rejected take off and the engine fire with evacuation on the ground.

Up to the speed of V1, the captain decides with the call "STOP" to aboard the takeoff. After this speed, the takeoff has to be continued because with a higher ground speed the runway would not be long enough to brake the aircraft anymore.

In case of an engine fire on the ground, two checklists have to be read in a structured and coordinated way. In the end, it is the captain's decision to evacuate the aircraft or not.

One duty session lasts six hours in total. One hour briefing before, four hours flying and one-hour debriefing. The simulator was intense with all the emergencies and abnormals, but it was still a lot of fun and I really enjoyed it.

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QRH (Quick reference handbook) Engine Fire and Evacuation checklist

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Check flight and ATPL skill test

End of February I had my simulator check flight which was combined with an ATPL skill test. As a commander, you need the ATPL license (Airline Transport Pilot license). To hold this license you need a CPL (Commercial Pilot License) with ATPL theory credit and a minimum of 1500 flight hours.

During my check flight in the simulator, it was the first time that I flew with a First officer, who was new on the fleet. This was the first time I really could demonstrate my role as commander because the simulator sessions before were flown with a captain aspirant with a lot of experience.

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Simulator check passed

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What's next?

Waiting time is next. Currently, I am waiting on my new license the ATPL, which will be issued by the authority. Once I receive it I will continue flying, but then as Captain. Not yet with four stripes, since the training continues on board of the real aircraft. The first 25 sectors/flights will be under the supervision of line training captain, who is seated on the right.

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Special giveaway

Soon I do not need my three stripes anymore. That is why I will pass the epaulets on to one of my Aviators with a personal note. They accompanied me for a long time, but now it is time for them to follow someone else journey. Maybe you are becoming a pilot and need them or you just want them as a lucky charm.

To join the giveaway

  1. Like this post (heart symbol)
  2. Leave me a comment below this article mentioning #PPstripes and answer: What is in your opinion the most important characteristic of a captain?
  3. Watch the full YouTube video in this article
  4. Like the video and leave a comment mentioning #PPstripes

I will randomly choose a winner 24th of March 2019. Good luck!

Stay tuned for part three!

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Giving away my 3 stripes!

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Subscribe to my newsletter, if you want to receive a message from me when I posted a new blog, video or event!

3 easy steps to subscribe:

  • Add me as contact: +49 152 52651846
  • Open your Whatsapp
  • Send me the code “Takeoff”

Safe travels and happy landings!

Your PilotPatrick

FOLLOW ME:

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how to become a captain

Auf die linke Seite wechseln - Beförderung zum Kapitän Teil 1

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Lieber Aviator,

ein frohes neues Jahr wünsche ich Dir! Ich wünsche Dir alles Gute und viele glückliche Landungen in 2019. Das neue Jahr startete mit fantastischen Neuigkeiten für mich. Ende letzten Jahres hatte ich Dich bereits darüber informiert, dass ich mich intern auf die Stelle eines Kapitäns auf dem Airbus A300 beworben hatte. Der Bewerbungsprozess dauerte mehrere Monate an und endete erfolgreich mit dem Bestehen des Assessments im Flugsimulator. In diesem Blog Artikel möchte ich Dir ein paar Hintergrundinformationen liefern und Dir Einblicke in den Bewerbungsprozess einer Kapitäns- Stelle geben. 

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Verpasse keines meiner Videos mehr und abonniere meinen YouTube Kanal PilotPatrick

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Wie wird man ein Kapitän?

Kapitän auf einem kommerziellen Jetflugzeug wird man nicht von einem auf den deren Tag. Es wird nach dem Abschluss der Flugschule mehrere Jahre dauern, bis man auf den linken Sitz wechseln kann. Die Flugerfahrung spielt dabei die wichtigste Rolle. Hinzu kommen unzählige Simulator Checkflüge, Flugzeugmuster Berechtigungen und Fähigkeitstests, die man bestehen muss.

Zusätzlich muss man nicht nur den gesetzlichen Mindestanforderungen genügen, sondern sich auch innerhalb der Firma beweisen. Man benötigt die richtige Einstellung und Persönlichkeit für diese Position.

Ließ meine Blog Artikelserie "Wie ich Pilot geworden bin", um mehr über meinen Werdegang zu erfahren!

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Wie lange dauert es bis man Kapitän werden kann?

Dies kommt zum einen auf die jeweilige Airline an und ist ebenso von einigen persönlichen Faktoren abhängig. Um Kapitän auf einem kommerziellen Flugzeug zu werden benötigt man mindestens 1.500 Flugstunden. Außerdem muss man Inhaber einer Lizenz für Verkehrspiloten sein. Die sogenannte Air Transport Pilots Licence (ATPL). Wie dem auch sei, die meisten Airlines erfordern eine Mindestanzahl von 3.000 Flugstunden, bevor sie überhaupt eine Beförderung in Erwägung ziehen. Als ich die Geschäftsfliegerei verlassen hatte, hatte ich ungefähr 2.400 Flugstunden gesammelt und mein vorheriger Arbeitgeber hatte mich bereits für eine Beförderung zum Kapitän auf einem Privatjet vorgesehen. Damals war ich 27 Jahre alt und dies klang sehr interessant für mich. Dennoch entschied ich mich lieber für eine berufliche Veränderung.

Anforderungen

Als ich vor zwei Jahren bei meinem aktuellen Arbeitgeber angefangen hatte, hätte ich niemals erwartet so schnell befördert zu werden. Zum Zeitpunkt der Stellenausschreibung erfüllte ich genau den Anforderungen für eine Beförderung. (Es fehlten lediglich ein paar wenige Flugstunden, die ich mittlerweile habe). Mein persönliches Ziel war es immer im Alter von 30 Jahren bereits Kapitän zu sein. Als ich den Arbeitgeber gewechselt hatte glaubte ich jedoch nicht mehr, dass dies noch möglich sein würde. Derzeit sieht es jedoch so aus, als könne ich es noch schaffen.

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Stellenausschreibung einer Airline

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Bewerbungsformular

Wie bei einer gewöhnlichen Bewerbung bei einer neuen Firma, musste ich mich auch intern auf die Stelle des Kapitäns bewerben. Zunächst musste ich prüfen, ob ich alle Anforderungen erfülle. Als nächstes musste ich das Bewerbungsformular ausfüllen und begründen warum ich diese Stelle haben möchte und warum ich meine, der geeignete Kandidat dafür zu sein. Meine Antworten darauf findest Du unten. Zusätzlich musste ich meine aktuelle Anzahl an Flugstunden notieren.

Alle Bewerbungen der Ersten Offiziere wurden von der Firma durchgesehen. Trainings Kapitäne und das Management wurden befragt, um festzustellen, ob ich ein geeigneter Kandidat bin.

Ich erhielt eine positive Rückmeldung, sodass der erste Schritt auf dem Weg zum Kapitän bestanden war.

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Das Auswahlverfahren

Der nächste Schritt war ein Auswahlverfahren im Flugsimulator. Während dem einstündigen Flug im Simulator wurde ich mit verschiedensten Fehlfunktionen konfrontiert, die ich meistern musste. Zwei Kapitäne (Fluglehrer) nahmen die Prüfung ab. Einer saß in der Funktion des Ersten Offiziers neben mir und der Zweite saß im Hintergrund und steuerte den Simulator. Dieser Test war diente nicht dazu meine fliegerischen Fähigkeiten auszuwerten, sondern viel mehr wurde geprüft, wie ich mich bei gewissen Problemen verhalte und welche Entscheidungen ich treffe. Während des gesamten Flugs war ich der fliegende Pilot (Pilot flying [PF]) und saß auf dem rechten Sitz, während mich der Prüfer vom linken Sitz aus unterstütze, mir jedoch nicht bei den Lösungen der Probleme half.

Ich war sehr nervös und aufgeregt, aber auch sehr glücklich darüber diese großartige Möglichkeit zu haben. Kaum im Simulator angekommen, war ich um einiges entspannter und ich freute mich darauf meine Fähigkeiten und Wissen unter Beweis stellen zu dürfen.

Zusätzlich wurden mir noch einige Fragen zu operativen Prozeduren, sowie technischen Aspekten des Flugzeugs gestellt. Am Ende fuhr ich mit gemischten Gefühlen nach Hause, ohne zu wissen, ob ich die Prüfung gemeistert hatte. Die gute Nachricht erreichte mich im neuen Jahr!

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Was wird sich ändern?

Ich werde das Flugzeug so wie vorher auch fliegen. Allerdings vom linken Sitz aus mit vier goldenen Streifen. Als Kapitän werde ich für einen reibungslosen Ablauf sorgen und für die Sicherheit der Besatzung, Passagiere und Fracht an Board verantwortlich sein. Das gilt sobald ich das Flugzeug betrete, bis ich es wieder verlasse. Dies bedeutet, auch wenn einer meiner Kollegen etwas falsch macht, werde ich dafür einstehen. Fliegen bedeutet zusammen zu arbeiten und gemeinsam Lösungen zu finden. Am Ende jedoch trifft der Kapitän die endgültige Entscheidung.

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Die nächsten Schritte

Die Bewerbung und den Eignungstest im Simulator bestanden zu haben bedeutet nicht, dass ich meinen nächsten Dienst gleich als Kapitän starten kann. Der schwierige Teil liegt jetzt erst noch vor mir. Das Training zum Kapitän wird voraussichtlich in einigen Wochen starten. Das Training wird eine Schulung im "Klassenzimmer" beinhalten, Flüge im Simulator, Flüge im echten Flugzeug und einige Tests. Ich werde Dich auf dem laufenden halten!

Bitte halte die Daumen für mich gedrückt, dass alles glatt laufen wird.

Abonniere meinen neuen WhatsApp Newsletter. Falls darüber informiert werden möchtest wenn ich einen neuen Artikel, Bilder, Videos veröffentliche oder ein Event ankündige!

Drei einfache Schritte, um zu abonnieren: 

  • Füge mich zu Deinen Kontakten hinzu: +49 152 52651846
  • Öffne Whatsapp
  • Sende mir den Code “Takeoff”

Sichere Reisen und glückliche Landungen!

Dein PilotPatrick

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business aviation exhibition

Luxuriöse Jets auf der Business Aviation Messe in Genf

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Hello my Aviator, 

welcome on board of the most exclusive branch of aviation: the business aviation. I take you to Geneva in Switzerland to the EBACE, which is an exhibition solely for private jets. Normally only aircrews and their VIP passengers have excess to the cabin of those luxurious jets. But this event grants me to give you an insight view of the business aviation. Are you ready for departure? 

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Cabin of the Cessna Citation Longitude

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Business aviation exhibition

I started my career as First Officer on a private jet. I used to fly the Cessna Citation XLS+, which is a medium size jet for up to 9 passengers. The operation and the daily pilot life is a lot different compared to any airline operation. The flights are tailored to the passenger needs in regard to departure time, catering and even crew composition. Most airports have an own stand-alone terminal which is dedicated for private jet passengers only. So if you do not work either for a handling agent at the airport or as aircrew you will not get any access those business jet.

Except you are the passenger or when the EBACE opens its doors in Geneva. You have the chance to have look inside the cabin and cockpit of all kind of different jets.  If you want to find out more about the Business aviation check my corresponding blog post.

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EBACE static display

I was most excited to visit the static display, but the exhibition also offered a huge hall with all different companies which are connected to the business aviation like handlings, fuel supplier, air charter companies and supplier for technology.

One of my favorite transport manufacturers is Bombardier. You may know this company from the commercial aircraft C-, CRJ- and Q-Series and their trains. But they also build luxury business jets

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static display /source: EBACE

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Cessna Citation Latitude (first Cessna with flat cabin floor)

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Geneva airport exhibit hall / source: EBACE

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Bombardier

When most people think about private jet they come up with the name Learjet. This originates that Learjet was one of the first companies to manufacture a private and luxury aircraft in the 1960‘s. The first jets were built in Switzerland but the production was moved quickly to Kansas in Wichita (USA). The first business jet was born and a whole new era of air travel begun. In the 90‘s Bombardier took over its production.

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Luxury cabin of the Global 6000

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Bombardier Global 6000

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Their portfolio of aircraft ranges from medium size to large jets. I was really excited to visit one of their flagships, the Global 6000. A beautiful jet from the inside and outside. State of the art flight deck and a luxury cabin which feels like a 5-star suite. Up to 17 passengers can fly 6000 NM which is for example from Berlin non-stop to Singapore. At the EBACE they also presented the Global 7500 which is the world's largest and longest-range business jet.

It is really a hard decision if you rather want to be the pilot or the passenger of this jet. Luxury and quality have their price tags. Find it out in my YouTube Vlog and take a look inside.

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The new flagship of Bombardier G7500 / source: EBACE 

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How I became a private jet pilot?

It was definitely not a conventional way how I got my first pilot job. Since I got frustrated writing many applications and not receiving a feedback, I took my application to a personal level. In my new Vlog about the Ebace, I also explain how I become a private jet pilot. You may also find a series of blog posts about "how I became a pilot".

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innovative cockpit with sidestick, head up display and touchscreens

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large business jet / source: EBACE

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The size of jet I used to fly

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Do I miss the business aviation?

Yes and no! The exhibition was some kind of flashback to my time as a private jet pilot. There are a lot of aspects I really miss, like the luxury crew lounges, catering and a diverse flight schedule. But there also many aspects, which I really do not miss like endless waiting times for VIP passengers or cleaning the cabin after a long duty day. One side I have a crying end, but all in all, I feel much more comfortable with an airline. My flight roster is much more stable and I can plan much better in advance and I have more time for my Aviators.

What do you think suits me better the airline operation or the business aviation?

Safe travels and happy landings

Your PilotPatrick

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dream to become a pilot charity

Wohltätigkeitsaktion: Mein eigenes Armband könnte Dich zum Piloten machen

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Kooperation- Anzeige

Hello my Aviator,

I am really excited to reveal an idea which has been in the planning for a long time. It deals with financial support, the dream to fly and my very first Pilot Patrick accessory. In this blog post, I want to share my potential project with you and I am asking you about your opinion on it. It really is my matter of the heart!

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UPDATE: Das #aviatorbracelet ist jetzt hier zum Verkauf verfügbar!

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Revealing my project

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Charity

A growing audience on social media means automatically more responsibility. People look up to you and you become some kind of role model for them. That means you have the power to share your opinion, advice, and ideals with a huge number of people. For me, it also means that you are responsible to engage in social affairs and be part of a charity project. I have thought for a long time which kind of project I could support, but in the end, I came up with a totally different idea.

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Support

The idea of this project arose from your ongoing support. I soon realized that you are interested in more than just cool photos on Instagram, so I started my blog. For two years now I am giving you insights of my pilot life and my travels around the world. I am also sharing my advice for your aviation career and how you can become a pilot.

It made me really sad to hear that many of you would like to become a pilot, but do not have the means to pay for the flight training. Times did not get easier! More and more airlines do not offer a sponsored cadet program anymore, so it became a popular to self-fund once training. The costs are immense. You minimum have to spend 70,000€ for a commercial pilot license. I was in the lucky position that my parents paid for my entire training 10 years ago.

Now I would like to support you in your dream to become a pilot.

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Take off thrust set

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Would you buy the Pilot Patrick bracelet for 30€?

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Project

I want to support one person to becoming a pilot. I not only want to be the mentor for this future aviator and help him to pass the flight school successfully. Additionally, I want to support this person financially maybe even pay for the full training.

But how will I be able to pay for that? 

I designed my very first Pilot Patrick bracelet. So far I only produced one single version. The unisex bracelet would be available in navy blue and pink. The strap is out of parachute material and the small aircraft with my logo is out of carbon.

I don't want to make money with it, but I want to use my reach to spread my project and to sell it to all my Aviators. The entire profit will go into the flight training. The person could be anybody and I would implement a selection process.

Watch my latest YouTube video to see me wearing the bracelet.

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UPDATE: The #aviator bracelet is now on sale here!

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It is my matter of the heart. That way we can realize ones dream to become a pilot together. It now depends on you. This project is only possible with you and your feedback. What do you think about it and would you buy the Pilot Patrick bracelet for 30€? It would be available worldwide.

As always safe travels and happy landings!

Your Pilot Patrick

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pilot pros and cons of a dream job

Zehn Jahre Pilot: Pros und cons eines Traumberufes

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Hello my Aviator,

I am now working ten years in the aviation industry. Exactly one decade ago, I signed the contract with the flight school to become a commercial pilot. I take this anniversary as an occasion to recap my time as a first officer. Being a pilot is still a dream job for me. On my social media everything might look perfect, but this job also downsides, which I will reveal in this blog post.

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office above the clouds

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But let's start with the aspect which annoys me the most of being a pilot. Security checks. As a private jet pilot, I had the privilege to skip security controls at many destinations. But now I have to pass security every time without any exception.

At the airport the Paris security they treat pilots like a potential terrorist.

This is so ridiculous when you take in to account that all crew members have a valid background check. Recently they wanted to see my turmeric powder in my food bag. They checked it for liquids?! In front of the security staff, I had to taste the spice to proof this it is not an explosive. You can take it only with humor!

 

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Flight school

After I graduated high school I started right away preparing for the assessment to become a flight student for Lufthansa. I failed the first step of the selection process. One reason for that was my nervosity at that time.

Back then I was really sad about this but now I see it from a whole new perspective and I am actually happy that I failed the test.

I took the more difficult way to become a pilot. The flight training was self-funded, which made me put even more effort into it. I had to find a job after graduating. It was also tough to start my aviation career as a first officer on a Private Jet. The "Lufthansa way" would have been the easy way but would definitely not made the person and pilot I am today.

Pros: You have the time of your life with lots of studying and flying.

Cons: No job guarantee with a self-funded training. It is high risk to take of not getting a job.

 

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Airbus A300 prior departure

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Pilot Licence

It is not an easy and inexpensive path to obtain the license to fly commercial airplanes. But in the end, it is "only" a license and not an occupational education nor a degree. Health restrictions could cause that you are not able to fly, thus you can not pursue your profession. As a back up I got a loss of license. This insurance costs me 150€ a month and pays in case I am not able to fly anymore.

Cons: If you lose your medical you lose your license and you cannot fly anymore. In case you did not study you are left without any education.

Pros: You are in control of a powerful machine

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Job security

Aviation is a volatile business with great ups and downs. As an employee, you are dependent on the profitability of your airline. If an airline cannot cope with a crisis or suffers from bad management (airberlin) pilots are not needed anymore.

Cons: You are only needed as long there are flights and aircraft. This profession is highly specialized you can only fly aircraft and you are type rated on one special aircraft.

Pros: No office day is the same. You can enjoy the good reputation of being a pilot and you get paid to fly.

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Hamburg airport photo by Pando Hall

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Salary

The days of making a fortune as a pilot are over. A good availability of pilots on the market causes that working conditions and salary to drop. Especially as copilot, the current time is not easy. My net salary was around 2800€ when I started in 2010. Luckily, I did not have to pay for my flight training, because my parents took care of it. Imagine if have to pay back the costs of the license (70.000€) plus the type rating costs (20.000€) it would take ages and would not leave any money left to save.

Salary is not the same and highly depends on the company you work for. In the meantime, I earn as much as a captain does at my last employer. I paid back my costs for my type rating and I don't have any debts.

Pros: The captain salary enables you to have a good life. Some of the perks your salary are tax-free, which increases your net salary significantly.

Cons: Pilot salaries differ greatly. Even "Pay to fly models" exist where pilots have to pay the airline to fly. You have to invest a lot and work hard to boost your income.

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Mid air selfie

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Social life and free time

Do you have a social life? I have been getting asked this question many times. Of course, I do like everyone else.

But it requires good organization and planning to see friends and family.

I often have free time during the week when the majority has to work and has no time. But one part what I like most about my job, I do not take work home with me.

Pros: I have more than ten off days in a month. (German law requires a minimum of eight) Sometimes it is even half of the month that I am not flying. Between duty days I can at least enjoy four off days in a row without taking leave. In which kind of job do you have this?

Cons: You are not home. About half of the month I am not at home, so I can not attend all family and friends events. It is not possible to attend weekly courses (like a language course)

Watch my YouTube video about my off days at home in Berlin. Please subscribe.

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Layovers

The past 10 years I have been to hundreds of different locations in Europe, North Africa and Russia. As a private jet and as an airline pilot I am having layovers outside of my home base. The time I get to spend at one destination ranges from minimum rest (10 hours) up to two days. As a private jet pilot, the destinations were varying all the time and I really liked that I got to choose the crew hotel myself. You can imagine that I did not stay in the worst place. ;)

Pros: I have a fixed flight schedule and I know how much time I have at one destination. I can really use my rest time to do activities.

Cons: The network is limited so I get to stay in the same destination more often. A good example for this is Sevilla. It is almost my second home. After a while, this can become less exciting.

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Layover in Sevilla photo by Rocío

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Working hours

The pilot profession has probably the most irregular working hours. Aviation does not know weekends or public holidays. Some days you only have one flight the other day maybe three flights and instead of four hours duty 11 hours. Fortunately, I do not have to cope with jet lag, since I am flying within Europe. As a private jet pilot, I mostly flew during the day since VIPs do not like to get up early. But now I am flying also at night, which is a lot of stress for your body and you have to fight against fatigue.

Pros: I like the irregular working hours. I do not have to get up at the same time every day. Some flying days are long some are short. The work remains on board and when I have off I have off.

Cons: Due to the irregular working hours I have to take good care of my body. That is why I have a healthy diet and do regular body exercises to stay fit.

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Flying from sunrise to sunset

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Crew life

Becoming a pilot means you become part of a big family. Crews all share the same passion and a safe flight requires the crew to work in a team in a small environment. I think that is why you won't find this energy and enthusiasm in other jobs. Crews take care of each other and support each other. The well being of each crew member ensures the safety of each flight.

Pros: Colleagues can become friends. To share the flight experience and to spend the layover together is double the fun.

Cons: During work, I am not staying at a nice location with my beloved once. It still remains work. Every crew member has their own daily routine so it happens that you only spend time together in the cockpit and the rest of the time everyone does their own thing.

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Upgrade

I recently completed a total of 3000 flight hours. One aspect I really love about my job is that you are constantly learning and improving your skills. Aviation requires you to be up to date about new procedures and regulations. Even after flying an aircraft for thousands of hours you will find out something new about it.

With the first day of your first officer career, you start your training to become a captain one day.

Before I left the business aviation one and a half years ago, my former employer told me that I will become a captain in one year. Switching companies implied that I have to build up my seniority again. I fulfilled the requirement of 1500 flight hours to become a captain, but I still require flight hours within the new company. It also depends on their demand. Earliest time for me to become a captain is in about 1,5 years.

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!

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What would I have done differently?

I would have done everything exactly the same, except one point. Before starting with the flight training I would have studied to get a degree or at least study in parallel to the flight school. I am trying to study business administration alongside with the job and my social media, but currently, there is no time left for that.

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As a pilot, I am experiencing so many of awe-inspiring moments that I am left with no choice but to fly! This dream jobs also has downsides. But which job doesn't? The pros are vastly superior otherwise I would not continue to fly.

Which downside would you like the least?

Please subscribe to my newsletter with your email below and become an Aviator on my YouTube channel as well.

Happy landings!

Your Pilot Patrick

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reason why I became a pilot

Warum ich Pilot geworden bin - immer noch ein Traumjob

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Hallo mein Aviator, einer meiner ersten Artikel auf meinem Blog handelte über mein Traum zu fliegen und warum ich fliege. Ich finde es ist Zeit, dass ich Euch ein ausführlicheres Update gebe. Natürlich konnte ich mir als Flugschüler nur vage Vorstellen, wie der Beruf als Pilot sein würde. Am Anfang war es lediglich meine Faszination und Leidenschaft, die mich dazu angespornt hatte Pilot zu werden. Daher möchte ich Dir heute auflisten warum Du Pilot werden solltest!

Leider ist die schlechte wirtschafliche Situation im Moment ein Grund kein Pilot zu werden. Aber wie in jeder Branche gibt es gute und schlechte Zeiten. Sicher ist jedoch, dass die Luftverkehrsbranche auch in Zukunft expandieren wird. Nach einer Studie des Flugzeugherstellers Boeing, wird der Bedarf an Piloten in den nächsten 20 Jahren auf 617.000 ansteigen. Die Gloreichen Tage des Fliegens sind also noch lange nicht vorbei! Es hat sich über die Jahrzehnte nur einiges geändert. Meiner Meinung nach ist es noch immer einer der besten Berufe der Welt und es gibt eine Menge guter Gründe warum Du ein Pilot werden solltest. 

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Avporn und cloudporn in London ;)

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Die Aussicht

Wenn man das Hotel verlässt und es draußen grau und regnerisch ist muss man nicht traurig sein. Eine Stunde später ist man in der Luft und trägt seine Sonnenbrille, weil einen das Sonnenlicht sonst blendet. Einer der wenigen Berufe, bei denen man an 365 Tagen im Jahr eine Sonnenbrille tragen kann.

 

"Ein Büro mit Ausblick schlägt eine Schreibtischtätigkeit um längen!"

Noch immer ist es spektakulär die Welt von oben zu sehen, selbst wenn man so wie ich bereits seit sieben Jahren fliegt. Der wunderschöne Ausblick vom Cockpit während des Sonnenuntergangs bzw. Sonnenaufgangs ist unbezahlbar. Manchmal habe ich während des Fluges das Gefühl allein auf der Welt zu sein, vor allem weil man so weit von dem Geschehen am Boden entfernt ist. Vor allem während den Nachtflügen, wenn draußen mit Ausnahme des hellen Leuchtens des Mondes  und der Sterne, alles dunkel ist. Das Gefühl den Kontakt mit dem Rest der Welt für kurze Zeit unterbrochen zu haben finde ich manchmal sehr erfrischend.

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Aussicht von meinem Büro - Die Welt aus 12.000 km Höhe

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Faszination

Luftfahrt ist faszinierend. Schon als kleiner Junge war ich schon von Flugzeugen angetan und ich fand das es höchstwahrscheinlich sehr viel Spaß macht selbst zu fliegen. Heute kann ich sagen, dass es tatsächlich so ist! Hinter dem "Steuer" eines großen Flugzeugs mit mehreren Tonnen Gewicht zu sitzen ist ein großartiges Gefühl. Vor allem wenn man den Schubhebel nach vorn schiebt und der Moment in dem das Flugzeug abhebt sind wahnsinnig erhebend. Es ist immer wieder ein erfüllendes Gefühl wenn man sicher landet und weiß, dass man hinter dem Steuerhorn einer kraftvollen Maschine sitzt.

 

"Es ist Ansteckend!"

Hast Du jemals bei einer Konversation zwischen Piloten gelauscht? Sie haben immer eine Geschichte bezüglich ihrer Flüge, Reiseziele oder Geschehnisse zu erzählen. Es ist wirklich ansteckend. Wenn ich mich mit meinen Freunden von der Flugschule treffe geht es in den ersten paar Stunden immer nur um das Thema Fliegen.

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Von einem Privatjet zu diesem großen Vogel - Airbus A300

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Flugtraining

Nach dem Abschluss meiner Hochschulreife im Alter von 19 Jahren hatte ich keine Lust auf ein Jahrelanges Studium. Ich wollte lieber so schnell wie möglich einen Beruf ergreifen um mein eigenes Geld zu verdienen und unabhängig zu sein. Mit der finanziellen Hilfe meiner Eltern folgte ich meiner Passion zu fliegen. Nach meinem Wehrersatzdienst starte ich mit meinem Flugtraining.

Die nächsten zwei Jahre waren ein großes Abenteuer für mich. Auch wenn die Ausbildung nicht leicht war und ich viele zum Teil schwere Prüfungen absolvieren musste, stellte sich heraus das es bisher die beste Zeit meiner gesamten Pilotenkarriere war! Die Tatsache in einer Gruppe gewesen zu sein, die die selben Ziele verfolgt, hatte mich sehr motiviert. Wir unterstützten uns immer gegenseitig auf jede erdenkliche Art. Während des Trainings weiß man, dass der ganze Aufwand mit einem Platz im Cockpit entlohnt wird. Anders als bei einem Studium, bei dem man am Ende nicht unbedingt weiß in welche Position bzw. Anstellung man kommt. Wenn Du an meinem ausführlichen Werdegang interessiert bist ließ den ersten Teil meiner Serie: "Wie ich Pilot geworden bin"

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Rückkehr von meinem ersten Flug allein 2008

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Kenntnisse

Fliegen macht Dich klüger. Das Wissen, das man sich als Pilot aneignet, kann man auch auf das tägliche Leben anwenden. Man wird ein Experte in Sachen Planung, Organisation und gut darin Entscheidungen treffen.

Luftfahrt setzt voraus, dass man immer auf dem neusten Stand der Prozeduren und Regularien ist. Selbst nach dem man ein gewissen Flugzeugtyp tausende von Stunden geflogen ist, kann man immer wieder etwas neues dazu lernen. Der Adrenalin Schub am Anfang der Karriere lässt nach einer gewissen Zeit nach und so verringert sich auch die Nervosität. Aktionen werden zwar nach einer Zeit zur Routine, aber das Anfliegen neuer Ziele, neue Anflüge oder auch das Schulen eines neuen Flugzeugtypes machen diesen Beruf so abwechslungsreich.

Ich musste mich Anfang diesen Jahres einer neuen Herausforderung stellen, als ich auf ein neues Flugzeugtyp geschult wurde. Mehrere Monate war ich damit beschäftigt im Simulator zu trainieren. Dies war eine großartige Gelegenheit meine Fähigkeit und Kenntnisse zu verbessern.

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Ausblick von meinem Arbeitsplatz. Aufnahme mit der GoPro Hero 4

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Großartige Besatzung

Pilot zu werden bedeutet Teil einer großen Familie zu werden. Als ein Anfänger wird man von erfahreneren Kollegen unterstützt und sorgen dafür, dass man nicht aufgibt. Jeder Pilot ist auf seine eigene Art einzigartig, aber alle teilen die selbe Passion. Die letzten sieben Jahre bin ich mit vielen verschiedenen Kapitänen geflogen und ich habe von jedem einzelnen etwas lernen können.

"Es ist schwer diese Energie und Enthusiasmus in anderen Berufen zu finden!"

Selten wird man von einem Kollegen, selbst wenn es Dein Vorgesetzter ist, mit der formellen Anrede angesprochen. Meiner Meinung nach würde dies ein gutes "Resourcen Management"  behindern und die Kommunikation und Sicherheit negativ beeinflussen. Aufgrund der Tatsache, dass die Luftfahrtbranche recht klein ist, ist jeder mit jedem auf eine gewisse Art und Weise vernetzt.  Vor allem in Deutschland hatte ich in der Business Aviation immer den Eindruck, dass jeder jeden kennt.

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Am schönen Flughafen in Oslo

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Du wirst Dich sicherlich wundern warum ich nicht den Aspekt des Reisens angesprochen habe. Dies sollte nicht unbedingt der primäre Grund für Deine Berufswahl zum Piloten sein. Bei einigen Firmen arbeitet man nur von seiner Heimatbasis aus und hat keine Aufenthalte an anderen Orten.

Als ein Privatjet Pilot hatte ich das Glück täglich an neuen bzw. anderen Orten zu übernachten. Dies bedeutet aber nicht, dass ich immer automatisch Zeit für Erkundungstouren und somit einen mini Urlaub hatte. Es war in den meisten Fällen eher das Gegenteil der Fall. Sehr oft interessiert man sich gar nicht für die Örtlichkeit und möchte einfach nur schlafen. Glücklicherweise war dies aber nicht immer der Fall. Ich habe so viele schöne Flugeinsätze (Rotationen), bei denen ich genug Zeit habe neue Städte zu erkunden, am Strand zu entspannen und Freunde zu treffen. Das ist ein sehr schöner Nebeneffekt bei diesem Beruf. Es gibt natürlich auch Aspekte warum man kein Pilot werden sollte. Ich werde diese bald in einem weiteren Artikel aufführen.

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Als ein Pilot wirst Du sensationelle Erlebnisse durchleben, dass Dir gar nichts anderes übrig bleibt als zu fliegen!

Was macht die Luftfahrt für Dich so Faszinierend? Bitte kommentiere weiter unten! 

Wie immer wünsche ich eine sichere Reise und gute Landungen!

Dein PilotPatrick

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preparing pilot interview

Job Interview Vorbereitung + 10 wichtige Ratschläge

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Erst kürzlich habe ich Dir Tipps fürs Schreiben deiner Bewerbung gegeben. Ich habe Dir erklärt wie wichtig eine fehlerfreie und ansprechende Bewerbung ist. In diesem Beitrag möchte ich meine Erfahrungen teilen, dich bei Job Interviews und Auswahlverfahren gesammelt habe. Ich werde dir 10 wichtige Ratschläge für die Vorbereitung geben.

Meine Erfahrungen

Im Gegensatz zu anderen Jobs, suchen Fluggesellschaften ihre Piloten nicht über gewöhnliche Job Interview aus. Vielmehr über ein mehrstufiges Auswahlverfahren. Dieses kann mit einer online basierten Bewerbung beginnen und anschließend zu Eignungstests, Interviews und einem Simulator Flug führen. Der Schlüssel zum Erfolg ist eine gute und umfangreiche Vorbereitung.

In meine Beitrag „May way into the cockpit“ erzählte ich von meinem eher untypischen Weg zu einer Stelle in einem Cockpit. Neben einem Interview mit dem Geschäftsführer bin ich ein Screening auf einer C172 mit einem Fluglehrer in Berlin geflogen.  I explained my rather uncommon way to find my first job as a first officer. Er hat mein airmanship und meine Flugfertigkeiten beurteilt. Für mein zweiten Arbeitgeber in der Privatfliegerei habe ich lediglich ein Interviewtermin. Ich gehe davon aus, dass ihm 1500 Flugstunden auf Citation XLS+ als Beweis reichten, dass ich das Flugzeug sicher steuern kann. Bei meinem aktuelle Arbeitgeber musste ich ein dreistufiges Auswahl verfahren durchlaufen bevor ich eine Zusage erhalten habe.

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Beispiel für ein Piloten Auswahlverfahren

1. Stufe

Das zweitägige Auswahlverfahren at bei Interpersonal in Hamburg statt gefunden. Der erste Tag bestand auf Computer basierten Test über verschiedene Themen. Englisch (multiple choice, handschriftliche Übersetzung), Mathe (Kopfrechen und Textaufgaben) logisches schlussfolgern, Gedächtnistests, ATPL Wissen, Mehrfacharbeit. mental arithmetic and math text problems), logical reasoning, memory,

2. Stufe

Der zweite Tag bestand auf mehreren Interviews um mich persönlich kennen zulernen. Es wurde auch meine Fähigkeit im Team unter hoher Belastung zu arbeiten überprüft. In der gesamten Zeit war ein Physiologe  anwesend.

3. Stufe

Die letzte Stufe bestand aus einem Simulator screening bei Lufthansa Aviation Training. Ich bin die den B737 full flight simulator geflogen. Die Check Piloten wollten mein Airmanship and meine Flugfertigkeiten sehen. Spezielle Verfahren von Boeing und Systemkenntnisse wurden nicht überprüft. Sie wollten aber sehen dass ich mein Wissen und meine Fertigkeiten auf eine neue Umgebung übertragen konnte.

Jetzt habe ich zehn wichtige Ratschläge für die Vorbereitung auf solch ein Auswahlverfahren. Diese richtigen sich nicht speziell auf ein Auswahlverfahren für Piloten sondern können für alle job interviews hilfreich sein. Befolge sie genau, denn sie können ein großen Einfluss auf deine weitere Karriere haben.

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Meine 10 Ratschläge für die Vorbereitung auf ein Interview und Auswahlverfahren.

1) Aussehen

Dein Aussehen ist sehr entscheidend. Besonders der erste Eindruck ist sehr wichtig. Du solltest ein Outfit wählen, das zu deiner zukünftigen Arbeit passt. Als Teil der Cockpitbesatzung solltest du einen dunklen Anzug mit weißen Hemd und Krawatte tragen. Stelle sicher, dass deine Kleidung sauber, die richtige Größe und gebügelt sind. Falls du eine etwas länger für die Anreise brauchst, dann schlage ich vor, dass du dich erst vorher umziehst. So bleibt deine Kleidung frisch und sauber. Benutze ein dezentes Deo und Parfüm.

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Hello from Oslo

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2) Verhalten

Sei freundlich, respektvoll und professionell. Pünktlichkeit ist eine Tugend. Deshalb plane etwas mehr Zeit für die Anreise ein. Begrüße dein Interview Partner mit Augenkontakt. Versuche dir sein Namen zu merken. Das hört sich einfacher an als es tatsächlich ist. Am Besten lässt du dir vor den Termin die Namen der Interview Partner geben. Höre genau zu und falls du etwas mal nicht verstanden haben solltest, dann frag nochmal nach.

Frag nach wenn du mal etwas nicht verstanden hast, Piloten machen das so andauernd!

Sei selbst bewusst und spreche laut und deutlich. Auch wenn du sitzt dann versuche eine offene Körperhaltung zu wahren. Verschränke niemals deine Arme. Während Gruppen Diskussionen ist es wichtig, dass du Inputs gibts, aber auch deine Mitstreiter aussprechen lässt.

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3) Kenne die Firma

Versuche so viele Informationen über deinen zukünftigen Arbeitgeber zu sammeln wie möglich. Bei einer Fluggesellschaft solltest du die Flottengröße, Passagierzahlen, die Geschichte der Firma und Geschäftsleitung kennen. Dein Interview Partner möchte auf einer Seite sehen das du leidenschaftlich bei der Arbeit bist auf der anderen Seite will er aber auch merken, dass du weißt was in der Welt um dich herum passiert.

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4) Kenne dich selbst

Du solltest nicht nur die Firma gut kenne, sondern auch dich selbst. Kenne deinen Lebenslauf mit allen Zeiten und Daten auswendig. Als Pilot solltest du deine Anzahl der Flugstunden kennen. Bereite dich mit diesen Fragen vor.

Warum willst du für diese Firma arbeiten? Warum bist du die ideale Besetzung für den Job? Warm bist du Pilot geworden?

Ich wurde bei meinen Interviews immer nach meinen Stärken und Schwächen gefragt. Ehrlich gesagt finde ich diese Frage überholt. Am besten fragst du deine Familie und Freunde über deine Eigenschaften. Als Schwäche erwähne ich, dass ich manchmal zu neugierig bin. Wähle eine negative Eigenschaft, die auch positive ausgelegt werden kann.

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5) Sei du selbst

Es hilft keineswegs wenn du bei Interview vorgibst eine andere Person zu sein, um besser zu der Stellenausschreibung zu passen. Dein Interviewer und gegebenenfalls ein Psychologe werden das sofort merken. Sei einfach du selbst und versuche entspannt an die Sache ran zu gehen. Entspannt in einem Testumfeld? Ja das geht und es hat mir immer sehr geholfen. I versuche die Folgen des Ergebnisses auszublenden. Dadurch singt mein Stresspegel und meine Anspannung. Auf der anderen Seite kann ich meine Leistung erhöhen.

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A300 engines in EGGW (London Luton)

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6) ATPL Wissen

Falls du gerade eben erst von der Flugschule kommst, dann solltest du damit keine Probleme haben. Nicht desto Trotz solltest du dein ATPL Wissen wiederholen. Ich hatte nie Schwierigkeiten mit den Fragen. In meinem letzten Auswahlverfahren wurden diejenigen Kandidaten, die den Computer Test nicht bestanden haben, während des persönlichen Interviews ATPL Fragen gestellt. Schau dir deine Zusammenfassung an!

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7) Übe

Eignungstest können sich entmutigend anhören. Sie sind aber eine Hürde, die überwindet werden muss. Versuche so viel wie möglich über diese Test herauszufinden und dann übe, übe, übe. Man sagt, dass man sich auf solche Eignungstest nicht vorbereiten kann, aber man kann sich dran gewöhnen und so es nicht den Zufall überlassen. Bei meinem letzten Auswahl habe ich keine Software zur Vorbereitung benutzt. Ich habe Textaufgaben und Kopfrechnen gelernt.

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8) Englisch Kenntnisse

Die Englische Sprache wird am meisten in der Fliegerei gesprochen. Ich habe viele Bewerber gesehen, die aufgrund Ihrer schlechten Englisch Kenntnisse aus dem Bewerbungsprozess rausgeflogen sind. Das hat mich sehr überrascht, da man in der Flugschule viel mit der Englisch zu tun hat. So falls du dich mit Englisch schwer tust, dann übe Übersetzungen vom Deutschen in Englisch. Nimm dir Texte, die sich auf die Luftfahrt beziehen.

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9) Filme dich selbst

Bereite dich für das Interview so vor, dass du Antworten laut aussprichst. Gib einen Freund eine Liste mit Fragen und simuliere eine Interview Situation. Du kannst auch dein Samartphone nehmen und dich selbst filmen. So kannst du deine Antworten optimieren und sehen wie du wirkst.

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Book suggestions to prepare for your interview

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10) Hab Fragen

Hab ein kleines Notizbuch beim Interview dabei. In dieses kannst du Notizen aufschreiben. Das zeigt Interesse und du kannst eventuelle Fragen vorab aufschreiben.

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Eine Einladung zu einem Interview bedeutet, dass du bis jetzt alle Kriterien für die Position erfüllst. Bereite dich gut vor! Im Auswahlverfahren wollen sie sehen, dass du die zukünftige Arbeit bewältigen kannst und vor allem, dass du charakterlich zum Unternehmen passt.   

Buch Empfehlung zur Vorbereitung:

Was ist dein Traumjob. Bitte kommentiere unter dem Artikel.

Viel Glück!

Dein Pilot Patrick

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