Pilot Life

The Pilot Roster

One aspect of a pilot’s life that I often get asked about is the schedule or, as pilots know, the roster. Your roster is your life. A roster determines the working days and off days for pilots, which includes the flights they’ll be operating, layovers, and standby duties. In today’s post, we’ll delve into a typical roster at a UK airline, specifically focusing on EasyJet, at London Gatwick (LGW).

Your roster will be subject to legal rules on flying hours and also any union agreements for your specific airline, in Easyjet’s case this would be BALPA (British Airline Pilot’s Association).

Understanding the Roster

The roster is the monthly plan that schedules pilots’ duties. It outlines the number of flight hours, destinations, aircraft registrations, days off, and standby duties. Understanding your roster is a key component of an airline pilot’s work-life balance, enabling them to plan personal activities and downtime around their work schedule. Though don’t expect any of those capabilities whilst you’re junior!

At EasyJet, rosters typically come out around the middle of the previous month, giving pilots approximately two weeks to prepare for their duties in the upcoming month. For instance, the roster for July would be released around mid-June.

Preferencing: Your Preferences Matter

EasyJet, like many other airlines, employs a preferencing system. This means pilots can express preferences for when they’d like to work and which destinations they’d prefer to fly to. The system doesn’t accommodate all requests, but it does aim to be fair and take pilots’ wishes into account. E.g. you can preference lates or earlies, 2 sector days, 4 sector days, or night stops. At airlines like British Airways, you can ask for specific routes, or layovers in specific destinations.

The airline will try to accommodate as many preferences as possible. However, operational requirements may mean that not all preferences can be met all of the time.

Seniority: Moving Up the Ladder

Seniority is another crucial factor that influences a pilot’s roster. In the aviation industry, the seniority system is widely recognized and impacts many aspects of a pilot’s career – from the type of aircraft they fly, to their base location, to their roster.

At EasyJet, seniority doesn’t matter, pilots who have been with the company longer, or ‘senior’ pilots, get no priority when it comes to preferencing. However, at British Airways and other seniority-based airlines like Virgin Atlantic, seniority is everything. This means senior pilots are more likely to have their roster preferences met. New pilots, or ‘junior’ pilots, will have less control over their schedule, particularly in the early days of their careers. Everyone starts somewhere, and with time, junior pilots will accumulate seniority and have more influence over their rosters. 

A Peek Into an EasyJet Roster

In the image above, you’ll see an actual roster for an EasyJet pilot. It will give you a glimpse into the variety and complexity of a pilot’s working month. The three letters codes are airport names e.g. LGW = London Gatwick.

Other codes:

LSBY – Late standby

ESBY – Early standby

D/O – Day off

ADTY – Airport standby

Becoming familiar with the rostering system is a part of every pilot’s journey, from aspiring aviators to seasoned pilots. Although it can seem complex at first, with time, you’ll become an expert at managing your schedule, ensuring you maintain a healthy work-life balance while conquering the skies.

If you have any questions on rosters, feel free to email me at paul@pilotprep.co.uk and click here to see interview techniques for Easyjet and other airlines.

FDP or Flight Duty Period

Before talking about Commander’s Discretion, we must quickly discuss FDP. FDP or Flight Duty Period (FDP) refers to the time from when a flight crew member is required to report for duty, which includes a flight or series of flights, and ends when the aircraft finally comes to rest and the engines are shut down at the end of the last flight on which they are a crew member. This is a basic definition and you will find your airline’s specific definition in Operation’s Manual Part A (OMA). Each airline will have slightly different definitions, e.g. how long before departure should a crew member report? Does positioning count towards FDP?

FDP has a maximum limit to prevent fatigue. In Europe, these limits are set by EASA (ORO.FTL.205), however, airlines CAN implement more restrictive conditions. Easyjet uses stricter FDPs(i.e. fewer hours on FDP due to union agreements). British Airways and Ryanair etc. operate towards full EASA limits. These considerations can sometimes form part of how much a pilot earns.

Commander’s or Captain’s Discretion

CAA regulations allow for an extension of the FDP under the commander’s discretion in unforeseen and unknown circumstances that occur at or after the reporting time. The time when people turn up for work. This rule is designed to provide flexibility in operations without compromising safety.

The commander may extend the FDP by up to 2 hours on short-haul flights. However, this is not a decision to be taken lightly. The commander must consider the current state of the crew, including any signs of fatigue, the nature of the unforeseen circumstances, and the potential impact on flight safety. The commander must also take into account the need for an adequate rest period following the extended FDP. On this note, the Commander can additionally use their discretion to extend a crew member’s rest. Conversely, they can also reduce rest.

An example of using the commander’s discretion to extend the FDP could be a situation where the flight is delayed due to unexpected weather changes at the home airport whilst downroute. Suppose the weather is forecasted to improve within a reasonable time. In that case, the commander may decide to extend the FDP to allow for the flight to proceed to the home base rather than diverting to an alternate airport or cancelling the flight and being stuck downroute.

Can any crew member decide if they want to go into discretion?

It’s important to note that the use of the commander’s discretion to extend the FDP is solely the commander’s decision. While the commander may seek input from other crew members, the final decision rests with the commander. The commander must judge if each member is “fit” to fly. Crucially, will they be fit to fly throughout the remaining duty? A common misconception by the crew is they will say phrases like “I’m not going into discretion”. This is a misunderstanding as it’s not the crew’s decision. The crew member is either fit to operate or not.

This information is then used by the commander, and the commander only to make an informed decision. This is because the commander has the ultimate responsibility for the safety of the flight. The commander’s discretion is not a committee decision, nor is it a decision that can be made by ground-based personnel. It is a decision that is made by the commander, based on their assessment of the situation, their experience, and their judgment.

I’ve gone into discretion approximately 10 times during my career and each time, it is not a decision to be taken lightly. Crewing and other ground-based staff WILL try and pressure crews to “keep the show on the road”. We must remember we are in a safety-related role and the buck stops with us. If you are not fit, tell your Captain and give them all the information they need to make an informed decision.

Show me the money

While most pilots join this industry due to passion, money is always pleasant and we need money to buy the things in life we like. So how much does a U.K based pilot earn? This post will discuss the salaries of first officers (year 1) starting out their careers for U.K based airlines.

Each airline pays its pilots differently. Essentially, a pilot receives a salary, then on top of this salary, they will receive allowances. Usually, an additional amount of money is paid per flight (also called sector pay) or a payment per hour of flying time (defined as chocks off to chocks on). Some airlines pay a higher base salary and lower allowances, whereas others pay a lower base salary and much higher allowances. 

Therefore, each pilot doesn’t earn exactly the same. The figures below are based on full-time salaries, 850 hours of flying per year, 1300 duty hours (time spent at work), 300 sectors of flying, and 50 night stops a year. This post doesn’t talk about fringe benefits like pension, staff travel, private healthcare, time to command or profit share schemes, etc. Cash money only.

British Airways (Heathrow base)

Base salary:£65,909

Flying pay: £10.35 (per hour)

Time away from base: £4.48 per hour

Nightstop: £10

Estimated annual earnings: £81,031

See here for British Airways interview questions.

British Airways (Gatwick base)

Base salary: £51,321

Flying pay: £11.44

Per diem: £2.60

Estimated annual earnings: £61,435

See here for British Airways interview questions.

Easyjet (UK Base)

Base salary: £48,918

Sector pay: Not applicable for the first 1250 hours of flying.

Night stop: £40

Estimated annual earnings: £50,918

Jet2

Base salary: £57,626

Sector pay: Not applicable until promotion to first officer (you start as a second officer)

Estimated annual earnings: £57,626

Ryanair

Base salary: £39,000

Flying pay: £20 per block hour

Estimated annual take home: £56,000

Virgin Atlantic

Base salary: £62,000 (cruise relief pilot)

Estimated annual earnings: £62,000

Wizz Air

Base salary: £28.092

Flying pay: £30,000 (paid £21 per sector and £0.036 per km flown)

Estimated annual earnings: £58,092

For in-depth breakdowns please see https://www.pilotjobsnetwork.com/

Turbulence is rarely dangerous. For many passengers, turbulence is one of the scariest aspects of flying. It is the biggest reason why people have a fear of flying. Turbulence can be sudden, unexpected, and make you feel like you’re on a roller coaster. However, turbulence is a normal and common occurrence in air travel. In fact, I encounter some level of turbulence on almost every flight. In this blog post, I’ll explain what turbulence is, why it happens, and how you can cope with it to alleviate your fears and anxiety.

Turbulence is unstable air, the irregular and unpredictable movement of air, often caused by changes in air pressure, temperature, and wind. When a plane encounters turbulence, it feels like it’s bouncing up and down or shaking. Sometimes, it can even feel like the plane is dropping, even though it’s still flying level. Turbulence can be light, moderate, or severe, depending on its intensity and duration. The definitions of which can be found here.

Why Does Turbulence Happen?

Turbulence is unstable air. It can be caused by a few factors, both inside and outside the aircraft. Here are some of the most common reasons:

1. Weather Conditions: Turbulence is often caused by changes in the atmosphere, such as thunderstorms, jet streams, or wind shear (sudden change in wind direction and/or velocity). 
2. Aircraft Movement: Turbulence can also be caused by the movement of the aircraft itself, such as when it passes through the wake of another aircraft that may have flown overhead, or a bigger aircraft that is landing in front of us.
3. Altitude Changes: When a plane ascends or descends, it can encounter turbulence as it passes through different layers of air with different temperatures and pressures.
4. Terrain: Turbulence, or in this case, Mechanical Turbulence can be created by the terrain below, such as mountains, hills, and even buildings that can cause changes in wind patterns.

Is Turbulence Dangerous?

While turbulence can be scary and uncomfortable, it is rarely dangerous. Modern aircraft are designed to withstand turbulence and are equipped with advanced technology that can detect and avoid it. In fact, turbulence is so common that we, as pilots are trained to deal with it and know how to keep the aircraft safe, either by avoiding it, climbing or descending away from it, or increasing our speed to reduce the effects.

Turbulence can cause injuries if passengers and crew members are not properly secured. That’s why it’s important to always wear your seatbelt when seated, even if the seatbelt sign is turned off. In addition, it’s also imperative you follow the instructions of your cabin crew, who are trained to ensure your safety during turbulence.

How to Cope with Turbulence

If you’re a fearful flyer, experiencing turbulence can be a terrifying experience. However, there are a few things you can do to cope with it and alleviate your anxiety. Here are some tips:

1. Breathe: Taking slow, deep breaths will help you relax and stay calm during the lumps and bumps. Focus on your breath and try to visualize yourself in a peaceful, relaxing place.
2. Distract Yourself: Keeping your mind occupied can also help you cope with turbulence. Watch a movie, listen to music, or read a book to take your mind off the turbulence.
3. Stay Seated: Although obvious, during turbulence, it’s important to stay seated and keep your seatbelt fastened. Avoid getting up to use the toilet or overhead lockers.
4. Trust the Pilots: Remember that we are trained to deal with turbulence and we will do everything we can to keep you safe. Turbulence also makes it difficult for me to drink my cup of tea so rest assured, we will be doing our best to get you out of it as soon as possible. Trust in our expertise and experience.
5. Practice Relaxation Techniques: If you’re a frequent flyer, it may be helpful to practice relaxation techniques before your flight. This can include yoga, meditation, or deep breathing exercises. These techniques can help you stay calm and centered during turbulence.

6. Understand the Physics of Turbulence: Humans naturally fear what we don’t understand. Learning more about the physics of turbulence can help you understand why it happens and how it affects your flight. This knowledge can help alleviate your fears and anxiety.
7. Choose Your Seat Wisely: If you’re particularly sensitive to turbulence, choosing a seat over the wings of the aircraft can help reduce the impact of turbulence. This is because the wings are designed to flex and absorb turbulence, which can make the ride smoother. If seats over the wing are not available, sit near the wings or to the front of the aircraft rather than the rear.
8. Communicate with the cabin crew: If you’re feeling anxious or scared during turbulence, don’t hesitate to communicate this. They are there to help and can provide reassurance and support.
9. Seek Professional Help: If your fear of turbulence is preventing you from flying, it may be helpful to seek professional help. A therapist or counselor can help you work through your fears and develop coping strategies that work for you. Airlines also regularly run free fearless flyer courses like Easyjet and British Airways.

Lumps and bumps are a fact of life

Turbulence is a normal and common occurrence in air travel. While it can be scary and uncomfortable, it is rarely dangerous. By understanding what causes turbulence and how to cope with it, you can alleviate your fears and anxiety and enjoy a smoother flight. Remember to stay seated, wear your seatbelt, and trust the expertise of the pilots and cabin crew. With these tips, go and fly with confidence.

What is an ATPL and an MPL?

One of the decisions you’ll have to make before embarking on your pilot journey is which license do you want to have. An ATPL (Airline Transport Pilot License) or an MPL (Multi-crew Pilot License). You may be wondering what the difference is, in short, they both take you to the right-hand seat of an airliner. There are subtle differences, costs, and advantages to both. In this post, we will discuss the differences, advantages, disadvantages, and misconceptions of these two types of pilot licenses. I personally went for the MPL when I was deciding which license I wanted.

Both courses follow a similar footprint, the ground school is exactly the same. The biggest difference is that an ATPL holder will spend 200 hours flying small aircraft before joining an airline. They will then spend 40-50 hours in the simulator for their type rating. An MPL holder will spend around 85 hours flying small aircraft and spend about 160 hours in the simulator including their type rating.

An Airline Transport Pilot License (ATPL) is the highest level of pilot license that you can get. It is required for pilots who want to fly large commercial airliners or cargo. If you study full-time on an integrated course, you can expect to have a frozen ATPL within about 18 months. It becomes unfrozen once you have achieved 1500 flying hours, 500 of which must be in a multi-crew environment. This enables you to be eligible to apply for command (to become a captain) when you have the number of hours required by your airline (varies from airline to airline).

1. Versatility: There are more job opportunities available to you as you can fly different types of aircraft, including commercial airliners, cargo planes, and private jets.
2. More time in a small plane: ATPL pilots undergo a longer period of “hour building”. You will need at least 200 hours of total flight time to take your CPL (Commercial Pilot License), a pre-requisite for obtaining your ATPL. Lots of fun bumbling around in a smaller aircraft!
3. Worldwide recognition: ATPLs are known all over the world, giving you more job opportunities.

1. Cost: An ATPL is more expensive due to the extensive training requirements and the high cost of acquiring the necessary flight hours. You will spend around £20,000 more on an ATPL than an MPL. 
2. Time: The training required for an ATPL pilot license can take longer than an MPL. This is due to the high hours required (200 hours) to take your CPL and so you are at the mercy of being cancelled ALOT due to weather. This is because you can only fly VFR when you are hour building.

MPL Pilot License

A Multi-Crew Pilot License (MPL) is a newer type of pilot license. It is designed to train pilots to work in a multi-crew environment, where they will operate large commercial aircraft alongside other pilots. In other words, you are trained to airline standards and expected to fly in the right-hand seat of an airliner once you finish. MPLs are generally tied to a specific company, so you will complete your interview and receive a conditional job offer before you even start training. You will then be trained using “your” airline’s SOPs (standard operating procedures).

Advantages of MPL Pilot License:

1. Cost: An MPL is cheaper than an ATPL pilot license since the training is focused on your end aircraft type, you will spend much longer in the simulator (6 months!) and spend much less time in a smaller aircraft (only 85 hours needed). Some airlines run MPL courses for free!
2. Time: MPLs generally finish their training faster as they are not held up so much during the VFR training portion and spend much longer in the simulator. The sim is not affected by the weather!
3. Job Opportunities: MPL pilots are tagged to an airline from day one. As long as you meet the criteria, you will join your airline as a First Officer when you finish. Yes, you can indeed fail and lose your “tagged” status. 
4. Better prepared for the airline: You will spend 6 months in the simulator of your future aircraft, around 160 hours of simulator time. ATPL holders on a traditional type rating will only spend 40-50 hours in the sim. You will be better prepared for your airline, and it shows, Captains do notice the difference between ATPL and MPL holders. 

1. Job Opportunities: MPL pilots are tagged to a specific airline. Should that airline go bust, or suffer difficulties (see COVID), then MPLs very quickly find themselves with a license that is nearly useless.
2. Versatility: MPL pilots are tied to their aircraft type and can’t rent a Cessna over the weekend to pop somewhere for breakfast. Generally, once you join your airline, it is advisable that you get 1500 hours of experience and take a skill test, at which point you will then have an ATPL.
3. Not worldwide: Not all countries recognize an MPL. Outside of Europe, Japan, and the main carriers of the Middle East, most countries don’t recognize the MPL license and prefer ATPL, limiting job opportunities. 

Both ATPL and MPL licenses will take you to the right-hand seat of an airliner. I personally went with the MPL as a calculated risk, I wanted the “security” of knowing that I would likely join an airline when I finish. Remember, it’s likely, not guaranteed. The ATPL license is more versatile but more expensive and time-consuming to obtain. The MPL license is designed for specific environments and is less expensive and time-consuming to obtain, it’s also related to the demand for pilots so you won’t be able to apply for them year-round. Ultimately, the decision to pursue either an ATPL or MPL pilot license should be made based on personal goals, financial resources, and career aspirations.

Additionally, both ATPL and MPL pilots must meet ongoing training and certification requirements to maintain their licenses and stay up-to-date with the latest aviation technologies and safety protocols.

Wrong. It is a common misconception that you need 500 hours, or even 1500 hours before you can move to another airline. This is not true. This rumour appeared when British Airways recruited experienced pilots and required a minimum of 500 hours on type if you had an MPL. This is not a regulatory requirement, but an airline one. When Thomas Cook went bust, the MPL cadets were picked up by Easyjet and likewise when COVID happened, some British Airways cadets were picked up by Easyjet. However, these are special cases and it’s not “a given” that another airline will recruit low-hours MPL pilots. However, before you get your ATPL (after 1500 hours), you can only move to another airline that accepts MPLs.

Being a pilot is a cool job, you get to fly planes every day to exotic places with (generally) very nice people! Becoming an airline pilot is a dream for many people. The allure of a high-flying lifestyle, the excitement of exploration, and the opportunity to travel the world are unmatched by any other profession. In this post, I’ll give you the 7 BEST reasons to become an airline pilot.

1) Pilot Salary

One of the most obvious and best reasons to become an airline pilot is the potential for a high salary. Airline pilots are among the highest-paid professionals in the world, and their salaries reflect the responsibility, skills, and training required to operate a commercial aircraft. You can expect to earn a starting salary of around £40,000 per year. This will constantly increase with your experience, potentially reaching close to £175,000 as a training captain.

For the US, according to the Bureau of Labor Statistics, the median annual salary for airline pilots was $202,180 in May 2021. In addition to a high salary, many airlines offer comprehensive benefits packages, including health insurance, retirement plans, and free or discounted travel for pilots, their families, and even their friends.

Another great reason to become an airline pilot is the travel benefits. As a pilot, you’ll have the opportunity to travel the world and experience new cultures, cuisines, and landscapes. This will be part of your job, and your time down route will be paid for by your employer. Additionally, most airlines offer free or discounted travel for their employees, which means that you can take advantage of your time off to explore new destinations. I recently travelled to Porto in Portugal and back for about £30 total! 

Another appeal of being an airline pilot is the variety that comes with the job. If you prefer routine and stability, this is not the job for you! Pilots will work with different crews, fly different routes, and work different shifts also on different variants of aircraft. This variety can keep the job fresh and exciting and can help pilots avoid burnout. Furthermore, the variety can provide opportunities to learn new skills and work with different people, which can be both professionally and personally rewarding. Usually, you can bid for work patterns that suit your lifestyle, I personally prefer working late shifts so I bid for those!

As an airline pilot, you’ll never stop learning. The aviation industry is constantly evolving, and pilots must stay up-to-date with the latest technologies, safety procedures, and regulations. This means that pilots must complete regular training and continuing education courses to maintain their skills and stay current with industry developments. Every 6 months you’ll be put through your paces in the simulator carrying out essential training. A good pilot is one who is always thirsty for knowledge and never gets complacent and thinks they “know enough”. You can always learn more! For those who love to learn and grow, being an airline pilot can be a highly fulfilling career.

One of the most unique benefits of being an airline pilot is the chance to see the world from a different perspective. Pilots have access to incredible views of the earth, including mountains, oceans, and cityscapes. This perspective can be awe-inspiring and can provide a sense of wonder and appreciation for the beauty of the world. Daytime, night time, good weather, bad weather, the views are incredible and you have a front row seat!

The parking brake is on, back to the car park and you’re done. No answering emails from your phone, no calls on your days off, no “just finishing some work off before dinner”. Your time off is your time off, period. Don’t get me wrong, you have to do SOME work at home. For example, in the weeks leading up to your simulator check you will be required to do some reading (or do it during the cruise if you wish). I’ve worked in an office and by far flying is superior. You can truly switch off from work and enjoy your time off. 

Finally, becoming an airline pilot is still a highly prestigious profession. Pilots are responsible for the safety and well-being of hundreds of passengers, and their skills and expertise are highly respected. Furthermore, the image of the pilot as a competent and confident professional is a highly appealing one and is a source of pride for those who choose this career path. I am proud to wear my uniform every day, I’ve earned it. You can too.

Being an airline pilot a highly attractive career choice for those who are passionate about aviation, travel, and adventure. However, it is important to note that becoming an airline pilot requires a significant investment in time and money, as well as a high level of skill, dedication, and responsibility.

Despite these challenges, becoming an airline pilot can be a highly rewarding and fulfilling career. It offers a unique combination of adventure, prestige, and financial security. For those who are passionate about aviation and are willing to put in the work, becoming an airline pilot can be a dream come true. If you’re going to invest in this career, make sure you know for sure why you want to be an airline pilot. It will come up in your interview!

One of the most common questions I am asked by aspiring pilots is can pilots wear glasses? In short, the answer is yes. In fact, I wear glasses! Pilots can wear glasses, but there are specific requirements that must be met, particularly in the UK. As pilots, you are responsible for the safety of your passengers, crew, and aircraft. Therefore, you must meet specific medical requirements to ensure that you are fit to fly.  Let’s explore the criteria for a UK Class 1 medical and renewal.

Firstly, let’s start with the basics. The UK Civil Aviation Authority (CAA) is responsible for ensuring that pilots meet the medical standards required to fly. There are three classes of medical certificates: Class 1, Class 2, and LAPL (Light Aircraft Pilot License) medical certificates. Commercial pilots need a Class 1 medical certificates, while private pilots only need a Class 2 medical certificates. LAPL medical certificates are for pilots flying light aircraft. If you want to fly for the airlines, you will need a Class 1.

Let’s look at the requirements for a UK Class 1 medical certificate. The CAA says, you, as a pilot, must have “normal colour vision and visual acuity in each eye separately.” This means that you must be able to read the letters on the Snellen chart with each eye individually, and both eyes together. You will also take an Ishihara test to ascertain whether or not you are colourblind. Pilots must have a visual acuity of 6/6 or better in each eye separately and 6/9 or better in both eyes together. However, if your visual acuity is worse than 6/9 in both eyes together, they can still qualify for a Class 1 medical certificate, provided that they can see at 6/12 or better with one eye.

The CAA allows pilots to wear corrective lenses to meet the visual acuity requirements. However, pilots must meet specific requirements for the issue of an initial Class 1 medical. According to the CAA, “spectacle correction should not exceed plus or minus 5 diopters.” Additionally, the lenses must be “non-tinted and non-reflective” and must have “no visible scratches or blemishes that would interfere with vision.” The frames must also be “well-fitting” and must not have any “protrusions or sharp edges.” Contact lenses are also acceptable, as long as they are comfortable and do not cause any visual disturbance. Personally, I have dry eyes and contact lenses are not suitable for me to use when I’m flying.

The requirements for a renewal of a Class 1 medical are slightly different. You must undergo a basic eye examination, which includes a Snellen chart test and a visual field test. The visual field test is used to check for any defects in the peripheral vision. The visual acuity requirement for a renewal is the same as for an initial Class 1 medical (6/6 or better in each eye separately and 6/9 or better in both eyes together). However, if a pilot’s visual acuity has deteriorated since their last medical examination, you may still qualify for a renewal as long as you can see at 6/12 or better with one eye.

Pilots with certain medical conditions that affect their vision may not be able to fly. For example, pilots with uncontrolled glaucoma or diabetic retinopathy may be disqualified from flying. Additionally, pilots with a history of certain eye surgeries or procedures, such as LASIK or corneal transplant will have to wait before flying again. You need to consult an AME (Aviation Medical Examiner) for a precise time period but expect at least 6 weeks as a minimum.

In summary, you can wear glasses and still be a pilot as long as you meet the specific requirements set by the UK Civil Aviation Authority. You will also need to carry prescription sunglasses and a spare pair of glasses at work. Take care of your eyes, you only have one set of them! Now you know you can wear glasses, make sure you nail why you want to be a pilot. Happy flying!