Ross van Niekerk : LGW Based – Joined easyJet on TRSS in August 2003 and promoted to Captain in August 2005

I started flying in 1993 in Zimbabwe. After attaining my PPL, I decided to get a back-up qualification, so started an aeronautical engineering apprenticeship, ultimately qualifying as an engines and airframe fitter. All the while I was building my hours by any means available, including flying instruction and bush flying, attaining a CPL in 1995. I only started flying commercially in 1997, as a charter pilot. Amongst other things, my job entailed flying tourists between the many safari camps of Southern Africa, and around the Victoria Falls on the famous 'Flight of Angels'. The job was very character building and provided numerous unforgettable experiences!

By mid-'99 it was clear that a major family decision was required in order to guarantee our future, financially and professionally, so we took a gamble and came to the UK, hoping to take advantage of the Pilots market. After a painful and expensive 6 month license conversion process, I secured a job courtesy of Aurigny Air Services, based in the Channel Island of Guernsey. Conditions could not have been more different to my previous job, from 60kt fog to night NDB approaches into Alderney. Initially flying the legendary Trislander on inter-island services, I progressed to the Saab 340 fleet as a FO and then as a Captain.

After 3.5 years I decided that it was time to move to a jet type, so I applied to easyJet as they seemed to provide the greatest opportunities for seat movement and started the 737 course in August 2003. As I had no jet experience, I was offered the TRSS route into the company. I was more than happy to oblige, as other companies were offering similar schemes, but the easyJet scheme came with a job at the end of the training period! The 'advanced handling course' was a most beneficial part of training.

I soon reached the required number of factorized hours and was put forward for promotion by my base captain. Initially this was to be for the 737, but the base at the time was to be converted to Airbus, so it was a case of whichever type had the vacancy! Ultimately, I converted on to the A319 first, as a SFO, and after a month of consolidation flying, changed seats after another rigorous training course.

As easyJet offers me the chance to be at home every night, a great variety of nationalities to work with and a large, expanding route network, I am in my comfort zone for the moment.

Interview with Ben Cleland LGW Based: CTC Wings Cadet

1. Why did you apply through the programme?
I have had the ambition to become a Pilot from a young age and made education decisions with this goal in mind. Having completed the usual science and maths A-levels, I went on to university to study aerospace engineering, not by any means necessary to become a pilot but interesting nonetheless. At university I had my first real taste of flying, joining the University Air Squadron and completing some of the RAF elementary flight training. Early in 2001 I made the decision to pursue a civil flying career and hence left the UAS to graduate in June, but the terrorist events towards the end of the summer temporarily stopped all flying sponsorships.

Having faith that the industry would pick up, I started a post-graduate Masters, found some temporary work and won a GAPAN scholarship to complete my PPL. This all took just over a year and towards the end of 2002 I heard rumours about the Wings programme. After researching the Wings Cadet Scheme I decided to apply as it gave me the opportunity to complete my training with an industry recognised provider linked to airlines. With easyJet a founder airline, it offered an excellent opportunity to join a professional operation with varied routes, new aircraft and a rapidly expanding fleet.

2. What was the interview process like?
The selection at CTC Aviation was extremely thorough, with various stages analysing areas of aptitude and personality reported by airlines to be highly desirable in Pilot candidates. I remember the interview stage as a 'smart-casual' affair, keeping the formality of the selection process whilst allowing applicants to relax, giving them an opportunity to highlight their strengths and show their natural attitude.

3. What was included in the training?
The training involved taking us out to New Zealand where we completed our basic training over about ten months. The setup caters for people working from first principles through to those with some experience, flying and studying towards exams and flight tests. Part of the process involved significant book work using paper and computer based notes, with a view to completing the required ATPL ground exams. Splitting the fourteen subjects almost in two, we completed around four to five months study before returning home for some exams and a weeks leave, returning to NZ to complete the rest of the study and the remainder of the basic flying training and experience building.

On our second return, following the exams, we moved to Bournemouth Airport to complete the instrument rating and commercial flying training, leading to the award of CPL/IR. The intermediate training completed at CTC Aviation near Southampton involved the Airline Qualification Course, a bridging course that introduces operational considerations for flying in a Multiple-crew environment with a jet airline, and includes significant simulator practice and testing to develop these new skills. After about a year and four months training the completion of this course marked the point where I finally became eligible to fly for an airline.

Having been selected by easyJet there was no let-up in the training. Whilst leaving the umbrella of the Wings Programme I quickly started a type-rating on the A319, coincidently with CTC as they were the training provider for easyJet. With many more systems and interfaces than my previous aircraft, the ground school was hard work, with late nights reading operations manuals and practicing memory routines in hotel rooms.

4. What you enjoyed most and least?
Living in NZ was an amazing experience as the country, although small in population, has a lot to offer. The visual flying was fantastic and living with a large group of like-minded people made for a fantastic time.

Unfortunately there has to be a low point and mine comes from the constant training taking its toll, not seeing friends and family as much as you would like to and the dreaded flight tests where you could become so nervous as so much rides on the result.

5. Any difficulties and how you overcame them?
My advice would be to know when to work hard and when to play hard. Remember the end goal when the going gets tough, break down the work into manageable chunks and focus on keeping to a schedule of work.

6. What are you doing now?
Right now I'm a First Officer flying A319s from London Gatwick with over 600 hours jet experience in my 8 months at easyJet. The flying has been excellent, with lots of motivated Crews of infinite personalities, often flying four sector days to major European destinations. Following the easyJet business plan, we return home every day, except for the odd secondment to other bases, and I have a roster pattern where I know in advance which days I'll be free to make plans. Right now it's exactly what I want the job to be.