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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private jet pilot versus airline pilot

Private Jet Pilot versus Airline Pilot

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Die Zeit verfliegt buchstäblich. 2010 begann ich meine Piloten- Karriere als Erster Offizier auf einem Privat Jet. Nun ist es schon wieder ein halbes Jahr her, dass ich meinen Arbeitgeber gewechselt habe und seit dem auf einem Airbus A300-600 fliege. Das "line training" ist noch nicht vorbei, ich muss noch 40 weitere Flugsektoren absolvieren. Ich möchte den anstehenden Feiertag dazu nutzen meine ersten Eindrücke zu meiner neuen Cockpit- Tätigkeit mit Dir zu teilen.

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„The bad news times flies the good news you are the pilot“

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Private Jet Pilot versus Airline Pilot

Letzten Dezember zeigte ich Dir mein neues Flugzeugmuster und erkläre Dir die Gründe warum ich den Arbeitgeber wechselte. So sehr ich die Allgemeine Luftfahrt auch liebte, entschied ich mich zu wechseln und neue Herausforderungen mit einer ganz anderen Operation anzugehen. Es war definitiv eine harte Entscheidung, aber am Ende kann ich sagen, dass es die richtige war. Wie ich damals versprochen hatte, werde ich in diesem Artikel beide Arten des Fliegens gegenüberstellen und die Unterschiede zwischen dem Leben als Privat Jet Pilot und Airline Pilot aufzeigen.

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Flugstunden

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Airline

  • ungefähr 450 Flugstunden im Jahr

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Business Aviation

  • 250 - 500 Flugstunden im Jahr

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In der Regel fliegen Airline Piloten mehr Stunden über das Jahr. Bei meinem ersten Arbeitgeber (Business Jet Charter) flog ich lediglich 250 bis 3oo Stunden im Jahr. Das ist eigentlich durchschnittlich für diese Branche. Bei meinem nachfolgenden Arbeitgeber flog ich 500 Stunden im Jahr auf der Citation XLS+. (Dies ist untypisch für diese Art der Operation) Jetzt werde ich voraussichtlich ca. 450 Stunden im Jahr fliegen, obwohl ich für eine Airline arbeite. Vor allem billig Airline Piloten fliegen bis zum gesetzlichen Maximum von 900 Stunden im Jahr. Das ist vor allem großartig, wenn man viele Flugstunden in kurzer Zeit aufbauen möchte. (Boykottiert solche Airlines, denn sie sparen am Personal und an der Sicherheit) Die Gesamtflugzeiten hängen also ganz von der Art der Operation der Airline ab. (Privat, Charter oder Kommerziell)

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Citation XLS+ Private Jet

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Reiseziele

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Airline

  • Netzwerk in erster Linie innerhalb Europas
  • Feste Routen und Ziele

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Business Aviation

  • Flüge größtenteils innerhalb Europas
  • immer verschiedene Ziele
  • Keine festen Routen

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Als Privat Jet Pilot habe ich viele verschiedene Flughäfen in Europa kennen lernen dürfen. Es waren sicherlich weit mehr als 100. Da die Flugeigenschaften der kleineren Business Jets den Anflug auf kürzere Start- und Landebahnen ermöglichen, kann man im Vergleich zur Airline viel mehr Ziele anfliegen. Der Kunde entscheidet welche Route er fliegen und wo er landen möchte. Ich meine mich zu erinneren, dass ich bei jedem Umlauf mindestens einen neuen Flughafen angeflogen bin, den ich vorher noch nicht kannte. Der Vorteil nur eine begrenzte Anzahl von Zielen anzufliegen ist, dass man die jeweiligen Flughäfen besser kennt. Das hilft gerade bei schlechten Wetterbedingungen und großer Arbeitsbelastung ungemein.

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Sonnenuntergang am Flughafen Tivat

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Dienstplan / Roaster

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Airline

  • Fester monatlicher Dienstplan mit exakter Anzahl an Flügen
  • Die Dienstzeiten sind fix, aber die Flugzeiten können abweichen
  • Dienstplan wird ein Monat im voraus ausgehändigt
  • Freie Tage sind tatsächlich frei
  • Off request System
  • Zusätzliche Freitage über das Jahr
  • Zusätzliche Diensttage werden vergütet
  • Flüge können mit Arbeitskollegen getauscht werden

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Business Aviation

  • Monatlicher Dienstplan
  • Keine fixen Flüge, ausschließlich Dienst- oder Freitage
  • Hohe Flexibilität wird vorausgesetzt
  • Dienstplan wird meist immer nur kurz vorher ausgehändigt
  • Freitgage können kurzfristig getauscht werden
  • "Off requests" sind möglich
  • Firmentelefon auf dem Du jederzeit erreichbar bist
  • Ad hoc Flüge und tägliche Änderungen am Flugplan

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Das Arbeiten in der Business Aviation erfordert hohe Flexibilität während der Dienstzeiten. Du musst jeder Zeit mit Ad hoc Flügen und Änderungen in letzter Minute rechnen. Der Dienstplan an sich ist nicht so stabil wie der von einer Airline. Jetzt habe ich einen monatlichen Dienstplan, der mir Flüge, exakte Zeiten und Zielflughäfen anzeigt. Vorher hatte ich einen Dienstplan, der mir lediglich Dienst- und Freitage vorgab. Wie bei meinem vorherigen Arbeitgeber auch, arbeite ich maximal sieben Tage am Stück. Jedoch weiß ich von anderen Business Jet Firmen, dass die Piloten dort 20 Tage am Stück arbeiten müssen. Zusammenfassend kann man sagen, dass man sein Privatleben bei einer Airline viel besser planen kann.

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A300-600 Cockpit

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Übernachtungen und Hotels

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Airline

  • Hotels und Transfer werden organisiert
  • Feste Crew Hotels mit Rabatten auf Essen
  • Hotelzimmer steht über den gesamten Aufenthalt zur Verfügung
  • Für gewöhnlich nur eine Nacht Aufenthalt
  • Feste Dienstzeiten

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Business Aviation

  • Hotels und Transfer werden von der Crew organisiert
  • Muss man selbst auf die Check in und Check out Zeiten des Hotels achten
  • Mehrere Nächte Aufenthalt an einem Ort möglich
  • Frühe Crew Reporting- Zeiten

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Zunächst war ich etwas überwältigt davon, dass alles für einen organisiert wird. Hotel und Transfer werden von der Firma gebucht. Man verlässt das Flugzeug bereits 15 Minuten nach der Landung. Das ist sehr entspannt wenn ich das mit meiner vorherigen Tätigkeit vergleiche. Nach einem Tag fliegen mussten wir uns selbst um die Hotelbuchung, innerhalb eines vorgegebenen Budgets, kümmern. In angesagten Locations war dies gerade im Sommer nicht immer einfach. Auf der anderen Seite liebte ich es selbst zu entscheiden in welchem Hotel ich schlafen möchte. So konnten wir selbst bestimmen, ob wir lieber in der Innenstadt oder in Flughafennähe übernachten, um so viel Erholung wie möglich haben zu können.

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Übernachtung in Helsinki im April 2017

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Flugzeug und Training

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Airline

  • Wide-body Airliner (170t)
  • Komplexes Flugzeug
  • Umfangreiches Training
  • Umfangreiche Dokumentation
  • Regelmäßige Simulatorflüge

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Business Aviation

  • Kleiner Business Jet mit weniger als 10 Tonnen
  • Weniger komplexe Systeme
  • Training auf dem Flugzeug

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Ich fühle mich geehrt die Chance zu haben die legendäre A300- 600 zu fliegen. Das Flugzeug ist sehr komplex mit seinen vielen Systemen. Ein umfangreiches Training inklusive eines Type Ratings sind notwendig um das Flugzeug zu fliegen. Die Airline legt viel Wert auf eine gut ausgebildete Cockpit- Besatzung. Deshalb geht jeder Pilot zwei Mal im Jahr in den Simulator. Ich habe den Eindruck, dass die Dokumentation umfangreicher ist und alle Richtlinien niedergeschrieben sind.

Zu Beginn meiner Karriere musste ich alle Trainingsflüge auf Leerflügen absolvieren. So wollte die Firma Kosten für die teuren Simulatoren sparen. Der Trainingseffekt war jedoch definitiv nicht der selbe! Wie ich schon zuvor erwähnt habe, ist das Gewicht des Flugzeuges entscheidend für die Karriere in der Luftfahrt. Das war einer der Gründe warum ich mich für den neuen Arbeitgeber mit dem großen Airbus entschieden habe. Die A300-600 muss sehr präzise geflogen werden. Besonder die Landung fühlt sich anders an, vorallem weil du viel höher sitzt und die Landebahn schneller anfliegen musst.

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A300-600 Triebwerk

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Fazit

I have to emphasize that I am only talking about my personal impressions and opinions. The operation of another airline might sound totally different and fellow pilots would share with you a completely different opinion.

For planning reasons, an airline pilot life is the better choice. Your duty schedule is more consistent and you can plan with off requests days better ahead. This gives your social life a better quality. In the business aviation, I liked the fact that I flew to much more destinations and that I sometimes did not know where will be on the next day. I really loved those surprises.

On the other hand, a much more stable roaster lets you plan your rest time during layovers much better. In 6 years business aviation I only visited downtown London only twice, even though I stayed there 100+ nights. Either there was not much time or I did not know when the next flight was going to be, so I was on standby in the hotel. Now I know my exact departure time which already allowed me to do sightseeing in Paris and London.

There is a lot of waiting time in the business aviation. Either for the passengers, the fuel, for the hotel room, next flight, or the taxi. This can be quite tiring. I liked the fact that you could wait and rest in VIP lounges. The preparation time in the private aviation is much longer and after the last flight, you can not leave the aircraft straight away. You still need to get everything back in shape again and maybe refuel this can take up to an hour. Additionally, in the business aviation, you have to go on many more commercial flights to start your duty where ever the jet is currently located.

In my opinion, an airline makes you a better pilot, since the training is more extensive and the standards are set to a higher level. The operating procedures are laid out in detail so every pilot operates the aircraft in the same way. In the business aviation, I have seen pilots which were not strict about procedures and interpreted regulations their own way.

In the end, the life as an airline pilot is much more comfortable. A lot is already done and organized for you. It is difficult to compare both operations since they are really different.

Let's see how my point of view will be a couple of months later.

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Welche Operation würdest Du bevorzugen? Airline oder Privat Jet?

Happy landings!

Your Pilot Patrick

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Private Jet pilot

A day of a Private Jet Pilot I

In my last blogpost I explained what I exactly mean with the Business Aviation. Now I want to tell you how a busy day of flying in this aviation branch can look like.

Welcome on board of a day of a private jet pilot

Hilton Hotel Luton Hotel 05:00 my alarm goes off. Time to get up! I question myself why so early? I snooze and sleep for another 10 mins. First thing in the morning I check my messages, my instagram and then I refresh my flight schedule. Unfortunately the take off is still early at 08:00 to Malta. I check the weather at the destination, alternate and en route. Smooth flying conditions during cruise and we might encounter some turbulences during the descent to Malta airport.
I catch a glimpse outside the window. It is still dark and it looks cloudy. The fact that I will see the sun in a couple of hours and that I will cruise at Flight level 430 (approx. 13.100m) motivates me.

Before I do anything else I turn on music on my portable Bose speaker to wake me up. I pack my suitcase, iron my fresh pilot shirt, take a shower and I jump in my uniform.

First breaky

Fortunately this hotel starts quite early to serve breakfast. Me and my crew captain Sven (32 years old) and flight attendant Viktoria (28) meet up at 06:00 to have breakfast before our taxi picks us up at 06:30. Today we are quite young crew. Through this job I managed to be hungry no matter what time it is. On this morning I have some hash browns, eggs and cereal with fruits (I always take my own almond milk) I drink a green tea with honey.

Even that early the atmosphere is really good. We talk briefly about the upcoming day of flying. Three legs with two different clients. It will be a long day! We depart from London Luton (EGGW) to Malta (LMML). Then after a quick turnaround to Malaga (LEGM) ferry to pick up passengers to fly them to Naples (LIRN). Final landing is scheduled to be at 19:30 Local time.

Beautiful sunrise at the airport

Pick up

A short taxi ride takes us to the VIP Terminal of Signature Handling in EGGW. After having our passports get checked, we proceed to the crew reception and lounge without any security check!! We have an espresso, print our flight documents and do a flight briefing to get everyone in the loop.

Now it is one hour prior departure and we walk over the parking position of our Citation XLS. It is only a hundred meter walk. Those short ways are awesome in the business aviation. I open up the entry door, stow our luggage in the aft hold and remove all red covers, which protect the engines and flight sensitive areas of the aircraft. The sun slowly rises and the temperature is pleasant. Luckily no rain!

The VIP catering of Air Culinaire is being delivered together with hot water and freshly brewed coffee. Rush hour in Luton. This airport is used both by low cost airlines and high cost airlines, the Private Jets ;-) The airport situated further outside the city than Heathrow. But since the ways on the airport are really short, you safe time in the end.

Early bird - Waiting on the passengers to arrive

Flight preparation

After the completion of the outside check of the airplane we start the APU (Auxiliary Power unit) which provides electricity and air conditioning without the main engines running. While I set up the flight deck and do all required cockpit checks, Victoria prepares the cabin and creates a nice boarding atmosphere for our two passengers.

The captain is inside the VIP terminal waiting for the passengers and informs me that we received a slot 30 minutes after our filed flight plan. That means we have a time window of only 15 minutes. Only within this period we are allowed to take off. A delay on the first flight of the day is not helpful. Good news the passengers arrive on time so we might manage to make the slot.

Boarding complete! While the Captain does a passenger briefing in the cabin, I request our clearance for the route and the approval to the start the engines. Start up approved. Let's go!

A lot of checklists have to be read before we are in a queue of aircrafts waiting to depart. We are currently number five to depart, which means a minimum of 10 minutes to wait. Finally reaching holding point 26 I call ready for departure. Only two minutes left until the slot expires.

Read my next blogpost "A day of a Private Jet Pilot Part 2" to find out if make the slot!

Your Pilot Patrick

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become a pilot

How I became a pilot I

In my last blog post I told you "why I fly" now I want to tell you how I finally became a pilot. I haven been asked this question many times on Instagram and I am happy to give you a more detailed answer.
In general there is not THE way to become a pilot. Many different ways all lead to the same goal sitting on the right side of a cockpit. I will tell you mine.

How I became a pilot

I did not have any flying experiences before I applied to be a flight student. So as we say in aviation I still was a "pedestrian" before I started my training. Like almost all Germans I applied at Lufthansa to become an airline pilot. This was in 2006 at the age of 18. Back then they still had a demand of pilots but nevertheless I did not suceed to pass their first assessment in Hamburg at DLR. I studied so hard to pass one of the hardest tests but all the effort was not worth it. Those bad news did not stop me from my dream to fly. Moreover it reinforced my willingness to show the stupid assestemnt center that I can also fly without them.

Flight school

Through a friend I heard about this flight school in Frankfurt which is subsidiary of Lufthansa Flight Training. Attending an information day I found out that they also offer an ab initio training like Lufthansa only on different locations (ab initio= no flight experiences) The downside was that I had to finance my traing myself and I did not have a job guarantee at the end. Where as the Lufthansa pays for your training in advance and you will pay off with your loan. The costs for my training were over 70.000€!

Before I applied to be a flight student at Intercockpit, today also called Pilot Training Network, I interviewed people who were students at the moment. I wanted to get an insight feedback  making sure that it is the right facility to do my training.

To become a flight student for an ATPL course, I again had to pass tests in Maths, Physics and English. Nothing really special at this stage. After being accepted by the training facility I already started the course with the number E308 in April 2008 with the age of 19.

In the next part of "How I became a pilot part II" I will write about my first theory phase and my first flight as pilot student.

Your Pilot Patrick

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dream to fly

Mein Traum zu fliegen und warum ich fliege

In meinem letzten Artikel "Kurzer Lebenslauf" hast Du mich schon ein wenig kennen lernen können. In diesem Blog werde ich Dir erzählen warum ich Pilot geworden bin. Genau vor 22 Jahren hatte ich meinen ersten Schultag. Damals hätte ich nie damit gerechnet, dass ich eines Tages Pilot werden und die Welt bereisen würde. Das lag jenseits meiner Vorstellungskraft.

Schon früh habe ich mich für Technik interessiert und wollte wissen, wie Dinge funktionieren. Mein Großvater hatte eine Garage und nutzte diese um an Autos, Motorrädern, usw. zu schrauben. Ich habe ihm sehr oft dabei geholfen und bevorzuge seitjeher Fakten und Zahlen. Das könnte auch der Grund dafür gewesen sein, dass meine Schulnoten in Mathematik, Physik und Geografie überdurchschnittlich gut waren. Allerdings habe ich eine ebenso kreative Seite an mir. Ich liebe es zu zeichnen und neue Dinge zu designen. In meiner Schulzeit habe ich ständig Autos und Flugzeuge gezeichnet. Wäre mein Plan Pilot zu werden nicht aufgegangen wäre ich gern Autodesigner geworden.

Exkursion mit meiner Mutter und Großmutter

 

Mein erster Schultag

Ich erinnere mich, dass wir in meiner Kindheit eine Menge Ausflüge am Wochenende unternommen haben. Entweder mit meinen Großeltern, die sehr nah gewohnt haben oder mit meinen Eltern und meinem jüngeren Bruder. Aufgewachsen bin ich in einer kleinen Stadt in der Nähe von Frankfurt am Main, hier gab es jede Menge zu unternehmen. Für mich konnte es nie aufregend genug sein. Achterbahnen konnten nicht hoch und schnell genug fahren. Regelmäßig haben wir Flughäfen in unserer Nähe besucht, wenn diese öffentliche Veranstaltungen durchführten. Es war für mich immer sehr aufregend solche Events zu besuchen. Aber es war auch immer etwas traurig für mich, da ich ebenfalls oben in den Flugzeugen sitzen wollte anstatt am Boden zu stehen und nur zuzusehen. Einmal war ich der vermeintlich glückliste Junge der Welt, als ich einen Flug in einer Propellermaschine gewonnen hatte. Meine Faszination am Fliegen wurde dadurch nun noch gestärkt und vielleicht war dies sogar der ausschlaggebende Punkt warum ich Pilot werden wollte.

Um meine Begierde zu stillen unternahm ich mit meiner Familie viele Ausflüge zu technischen Museen und Flughäfen um Flugzeuge zu besichtigen. Ich kann die Museen in Speyer und Sinsheim wärmstens empfehlen. Dort kann man nicht nur eine Concorde von innen sehen, sondern auch eine alte B747 der Lufthansa besichtigen. Damals war das einfach das tollste für mich! Leider kann ich mich nicht mehr an meinen ersten Flug erinnern, da ich damals erst zwei Jahre alt war.  Meine ganze Familie inklusive meiner Großeltern flog gemeinsam in den Urlaub auf Palma de Mallorca. Danach folgten noch viele Flüge zu den verschiedensten Zielen in Europa und den USA.

 

Mein erster Flug ging 1990 nach Palma

Das alles hat dazu geführt, dass ich mich während meiner Schulzeit im Alter von 18 Jahren dazu entschieden habe ein Pilot werden zu wollen. Auch wenn ich zuvor noch nie selbst geflogen war, wusste ich, dass ich es lieben würde. Die Frage "Warum ich fliege" ist einfach zu beantworten, es ist meine Passion geworden. Fliegen erfordert technisches Verständnis und ständige Fortbildung, da die Luftfahrtbranche sehr schnelllebig ist. Ein schöner Nebeneffekt ist, dass ich die Welt bereisen und neue Orte entdecken kann. Ein weiterer Grund "warum ich fliege" ist die großartige Unterstützung meiner Familie. Ohne meine Familie hätte ich heute nicht diesen Traumjob.

Bleib auf dem Laufenden und ließ meinen nächsten Artikel: "Wie ich Pilot geworden bin"

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