Training to fly a desk

In July this year, having just completed his commercial pilot licence course, Mark Farquhar was sitting in the passenger cabin of an Emirates Airbus A380 en route from New Zealand to the UK. He had, he says, "plenty of time to think about the way forward in my aviation career".

Farquhar was feeling good about having done well on his course with UK-based flight training organisation CTC, and had just completed the last of his airborne training and handling tests at CTC's flying school in Hamilton, New Zealand. At that precise moment his feelgood factor was being considerably boosted by the glass of champagne in his hand, courtesy of an upgrade to business class, a reward for having flown three return trips with Emirates between the UK and Auckland within the past 18 months.

But he was worried: "I did not expect the job market to be as dire as it is. Research and a pragmatic analysis of the industry didn't prepare me for the current situation. There were few jobs for experienced pilots, let alone newly qualified ones. A mere two years ago when I joined up, at the end of their courses CTC graduates were talking about which airline and base they'd like, not which employment centre they were going to next Monday."

During the turnaround at Sydney, Farquhar visited the A380 flightdeck and spoke to the captain, who was Mexican. "He, too, had emerged from the training system at the 'wrong time' and spent three years selling soft-drinks. It felt positive to see someone who had been in a similar situation flying the flagship aircraft for his airline - a living, breathing light at the end of the tunnel."

Farquhar ponders the risk he took by investing £65,000 ($106,000) to qualify for an air transport pilot licence. An ATPL qualifies him to do the job, but it does not guarantee him employment. He is philosophical about this: "Most people have to fund themselves through university and there are many newly graduated law students, accountants and even school teachers who have invested in their futures to find the same, so we are not alone in our predicament.

"Many of my friends from university have also joined the 'boomerang' generation and returned to live at home, settling for jobs unconnected with their planned careers."

With no pilot jobs out there, Farquhar realised it was important to work out what the intrinsic value of a professional pilot's skills are, and how transferable they might be to other professions.

He argues many of the skills are highly transferable: "Our training teaches us discipline; to learn quickly; to be independent thinkers. Our crew resource management training arms us with communication and team-working skills, decision making, and cognitive and behavioural skills to tackle wide ranging situations. These could apply in the flightdeck, office or any workplace." He adds confidently: "They are marketable, transferable non-technical skills."

So what did these skills win for Farquhar's fellow trainees? "Many of my colleagues have turned their hand to new trades, ranging from financial jobs in the City [of London] to selling ice-cream in parks. The variety is reflective of what has been available in their geographical areas, combined with previous experience and a bit of luck."

POINTLESS EXERCISE

According to Farquhar, it became clear that approaching a major UK airline was "a pointless exercise in the current climate". He points out that CTC markets its successful graduates to the airlines, but at a time like this they join the queue for flightcrew jobs along with more experienced redundant pilots.

So what to do? "I decided to target more likely opportunities in Asian airlines and some smaller operators in Europe. I compiled a list and called target airlines, then followed up with a CV. A few wrote back, and although no positive results developed it was good to get some feedback, some advice and a degree of sympathy. People in the industry do care."

Farquhar decided it was important simultaneously to look for an alternative "ground" career in his home area around Aberdeen, Scotland. He remarks: "I was surprised, given the economic situation, to find three interesting unrelated opportunities in the first week of looking. One in the helicopter industry in the north-east of Scotland particularly caught my attention."

Aberdeen is the UK's offshore oil industry capital. High oil prices may kill airlines, but they do not do oil companies any harm. He got results: "Three interviews were followed up with three jobs offers, and without a second thought I was arranging a start date with one of the world's largest helicopter operators."

AVIATION KNOWLEDGE

Helicopter operator Bristow European took him on, probably - he believes - attracted by his combination of aviation knowledge and business studies degree.

"I initially have a one-year contract, developing a department by training logistic and operations staff. Bristow wanted a fresh approach. So although I am not flying straight out of training, I'm working in the industry in a role I wouldn't have got without my flying training - and earning more money than I would have done as a year-one first officer with many airlines."

Farquhar observes that he is "lucky to work for an innovative manager who encourages me to spend time in different locations and departments". He rides the jump-seat of the company's helicopters whenever possible, and says: "The Eurocopter EC225 has many similar systems to the Airbus A319, and line pilots are usually happy to show me around the cockpit and demonstrate what it can do."

But what of his theories about the applicability of his "soft skills"? He says: "My flying knowledge has allowed me to pick up the reins. I incorporate the CRM skills I learned into the training I deliver. My role involves close work with chief pilots, senior management, operational and commercial departments. The exposure has been phenomenal and I get a kick out of working with highly experienced people who share their knowledge. Although I took this as a stopgap role that suits my circumstances, the experience has opened my eyes and set them on airline management in the long term, a split role between flying a jet and a desk."

EXCEPTIONAL EXPERIENCES

Farquhar reflects on his pilot training: "It was the best year and a half of my life. I'd go back and do it all again today; the people I met and the experiences I had were exceptional."

Meanwhile, industry reports predict a recovery starting in 2010 or 2011 and continued growth for air transport in the long term. The fact that airlines have an ageing pilot population makes Farquhar confident: "The positive outcome is that I feel I can say becoming an airline pilot is a matter of when, not if."

In Farquhar's opinion, choosing a quality flight training organisation is "a must have". He is complimentary about CTC. Meanwhile, during time off from his Bristow desk job he tries to get airborne when he can "to keep my flying skills alive". He says: "I fly a 1946 Auster 5J4. It's a bit different from the glass-panel Diamond Twin Star and the Boeing 737 simulator - no flaps and heel brakes to name but a couple of points."

He observes: "If a job doesn't come before instrument rating renewal, that will have to be dealt with too. Fortunately our flying training organisation has a package we can use to renew the instrument rating at a much lower cost than a regular flying club. Meanwhile a local gliding club has given me the opportunity to train to fly a Chipmunk at weekends for glider towing duties."

HANDS-OFF ATTITUDE

Farquhar is obviously disappointed with the airlines' totally hands-off attitude: "I'd like to see more airlines consider employing newly graduated pilots in other roles during the downturn. In the long term it's an opportunity to transfer a greater appreciation of other team member roles into the flightdeck of the future, promoting a synergistic workplace through greater appreciation of each others roles.

"This can only be a good opportunity for the industry as a whole, while offering some degree of support to those who clearly want to work in the industry and have invested their time and money to do so."

He is politely echoing the more trenchantly expressed views of the training chief at Oxford Aviation Academy, Anthony Petteford, who is evangelistic about the need for airlines to recognise the fact that many of them are withdrawing totally from responsibility for the provision of skilled pilots in the future. As a result, he says, they are fishing in a pond that contains only those who are wealthy themselves or come from wealthy families, and he warns that this will not sustain a growing industry.

Finally Farquhar, fresh from the experience of rejection by the carriers, provides his advice to wannabes: "Have a back-up plan. Flying training is expensive - prepare for the worst-case scenario. I'd feel a lot more pressured right now if I had a secured loan or had been unable to get a job: my degree and work experience were my plan B, and I have had to use it. If you are passionate about flying, the training experience is amazing and you'll meet great people, but getting a job at the end is a matter of timing and luck."

Farquhar adds: "I'd also recommend selling your non-technical flightdeck skills when approaching employers during the downturn - they are valued."

Source: Flight International