Monday, March 19, 2012

Singapore Airline Pilot Salaries Chart

Latest on SIA Airbus A380 pilots’ pay…

The Arbitration Court in Singapore has ruled (on 25th May 2007) that the world’s first pilots to fly the super jumbo Airbus A380 will be paid more than those flying the conventional jumbo jets.
The minimum salary for captains on the A380 will be S$700.00 a month more than for captains on the Boeing 747-400.

Rank	Boeing 747-400	Airbus A380
Captain	S$10,000.00 (basic)	S$10,700.00 (basic)
	S$16,500.00 (maximum)	S$16,500.00 (maximum)

The minimum for First Officers on the A380 will be S$450.00 more than on the Boeing 747-400.

Current Pilots Salary

Year	Monthly (S)
Second Officers (SO)
1	$ 2,035.00 - $$ 3,325.00

First Officer (FO)
B777/A340	$ 4,925/$ 5,150 - $ 8,500
B747-400	$ 5,373/$ 5,600 - $ 9,250
Airbus A380	$ 6,050 - $ 9,250

Captains
B777/A340	$ 8,850/$9,300 - $ 15,300
B747-400	$9,9550/$10,000-$16,500
Airbus A380	$10,700 - $16,500

Go to Universal Currency Converter

Note:

1. The figure before the bar ("/") is applicable to First Officers or Captains who join the Company with the qualification to fly the aircraft for which they are directly employed.

Notes on pilots’ allowances:

1. Second Officers on line training do not receive productivity allowances except for meal and night stop allowances.

2. Cargo pilots are paid per diem of S$ 8.00 per hour when away from base.

3. First Officer and Captain productivity allowances are S$ 36.00 and S$ 55.00 per hour respectively.

4. Main Fleet pilots get productivity allowance for half the flying hours when they are traveling as a passenger on duty.

5. A First Officer gets about S$ 4,000.00 to S$ 6,000.00 total allowances (estimate only).

6. A Captain gets about S$ 5,000.00 to S$ 10,000.00 total allowances (estimate only).

7. Below are the Meal Allowances from 1st January 2005 to 30th June 2006:-

Region	Breakfast (S$)	Lunch (S$)	Dinner (S$)
Australia/New Zealand	43	77	98
Orient	36	77	93
Europe	64	104	131
Middle East	33	58	74
USA/Canada	32	65	86
South East Asia	20	36	45
South Asia	25	45	56
Japan	62	98	127

Current fleet by aircraft size

Aircraft	In fleet	Order	Option	Seat Configuration
Airbus A330-300	0	19	1
Airbus A340-541	5	0	0	J64/Y117(181)
Airbus A380-841	6	13	6
Boeing 747-412	14	0	0	P12/J50/Y313(375)
Boeing 777-212	17	0	0	J30/Y293(323)
Boeing 777-212	14	0	0	P12/J42/Y234(288)
Boeing 777-212ER	15	0	0	J30/Y255(285)
Boeing 777-312	12	0	0	P18/J49/Y265(332)
Boeing 777-312ER	18	1	13	P8/J42/Y228(278)
Boeing 787-9	0	20		202
Total	101	53	20

Exchange Rates (4th October 2006)

Go to Universal Currency Converter

Note:

1. The figure before the bar ("/") is applicable to First Officers or Captains who join the Company with the qualification to fly the aircraft for which they are directly employed.

Notes on pilots’ allowances:

7. Below are the Meal Allowances from 1st January 2005 to 30th June 2006:-

Region	Breakfast (S$)	Lunch (S$)	Dinner (S$)
Australia/New Zealand	43	77	98
Orient	36	77	93
Europe	64	104	131
Middle East	33	58	74
USA/Canada	32	65	86
South East Asia	20	36	45
South Asia	25	45	56
Japan	62	98	127

Current fleet by aircraft size

Aircraft	In fleet	Order	Option	Seat Configuration
Airbus A330-300	0	19	1
Airbus A340-541	5	0	0	J64/Y117(181)
Airbus A380-841	6	13	6
Boeing 747-412	14	0	0	P12/J50/Y313(375)
Boeing 777-212	17	0	0	J30/Y293(323)
Boeing 777-212	14	0	0	P12/J42/Y234(288)
Boeing 777-212ER	15	0	0	J30/Y255(285)
Boeing 777-312	12	0	0	P18/J49/Y265(332)
Boeing 777-312ER	18	1	13	P8/J42/Y228(278)
Boeing 787-9	0	20		202
Total	101	53	20

Exchange Rates (4th October 2006)

One Unit Equals	In Singapore Dollars
1 British Pound	$2.97
1 Euro	$2.00
1 American Dollar	$1.58
1 Canadian Dollar	$1.39
1 Australian Dollar	$1.19
1 Malaysian Ringgit	$0.43
1 Hong Kong Dollar	$0.20

This information is taken from : http://www.askcaptainlim.com/salary-propilot-78/307-singapore-airlines-pilots-salary.html

Saturday, February 11, 2012

13th February - 17th February 2012 #3

Life of a Commercial Pilot

Nov/Dec-2008

Landing a job as a commercial pilot seems like hitting the jackpot, but what's the truth behind this seemingly glamorous life?

The pilot's life

From the flight deck

Landing a job as a commercial pilot seems like hitting the jackpot, but what’s the truth behind this seemingly glamorous life?

Do you remember when Charlie, the little boy in Willy Wonka & the Chocolate Factory, found the last golden ticket? That ticket gave him the chance to inherit a great fortune and the opportunities that came with it.

For me, the golden ticket looks a lot like what an airline pilot’s job used to represent. In the past, being hired at a major airline was like winning the lottery. Not the kind where you get a lump sum, but the kind that pays out over time, affording the winner a close-to-upper-class lifestyle.

The hiring process for the big airlines used to be much more demanding. First, you had to meet the minimum qualifications of flight time; and, if you wanted to be competitive, you had to earn a college degree. Flight time may be acquired through military commitment, or through flight instruction and corporate, charter or commuter flying in the civilian world. Either way, it’s not easy and requires an incredible amount of time, money and dedication.

Historically, it took an average of about 10 years of building flight time and qualifications to meet the minimum requirements to submit an application—but due to a shortage of qualified applicants, today’s requirements are significantly less stringent.

The airline industry is unique in that each pilot is given a seniority number on his date of hire, when he is at the bottom of the list of pilots. The only ways to move up that list are if the airline expands and adds pilots, or if pilots retire off the top. Once a year, the list is adjusted for retirements, deaths, firings or loss of a medical certificate. For airline pilots, seniority is everything. The type of aircraft you fly, your monthly schedule and your vacations all depend on your ranking. The more senior you are, the better your life—and lifestyle—will be.

We’ve all heard the phrase “timing is everything,” and airline hiring is no exception. Even being granted an interview used to depend on the state of the economy and what phase of the business cycle the industry was in. During my hiring process, there were three distinct phases, each of which necessitated a separate trip to the company’s flight training center. These interviews were loaded with tests, including mathematical and spatial reasoning, aircraft systems, the flight simulator and (probably the most dreaded) the aviation physical.

You could be bumped for any slight malady or for a problem in your extended family’s medical history. The airlines didn’t want to invest a fortune in training costs in someone who wouldn’t be healthy during his career, so they required pilots to pass a physical every six months (for international long-haul pilots), or a minimum of once per year. Then, every nine months, pilots also had to pass a rigorous two-to-three-day academic and flight-simulator evaluation that tested their flying skills and knowledge of aircraft systems in the most demanding scenarios.

After running the hiring gauntlet successfully—if you were fortunate enough to earn a golden ticket—then you were on the fast track to the good life. It may not have seemed like it during the first few years on the job, though, because of probationary salaries. During their first year at an airline, pilots are on probation and can be let go for any number of reasons, and they earn significantly less. But later down the line, a generous salary, convenient flying schedules, time off for vacations, full health coverage and an enviable retirement package awaited career airline pilots.

Unfortunately, this dream job has turned into somewhat of a nightmare. The lofty promises of the past are long gone, replaced with the realities of unbridled competition, inept management, poor business decisions and stubborn unions. Contracts and pay rates are often diminished or negated by bankruptcies, while inflation marches on. Pilots work longer hours for much less pay. Vacations have been reduced, health benefits slashed and handsome pensions completely eliminated.

Regrettably, these are the stark realities of the profession. Unlike a corporate executive, who can leave a company and go to another with improved benefits and a higher salary, an airline pilot is stuck with his ranking number at the company where he began his career—unless he wants to start all over again at the bottom somewhere new. In the end, the golden ticket turns out to be a fairy tale.

13th February - 17th February 2012 #2

BASIC REQUIREMENTS of BFC & PPLS

Pre-requisites

Singapore Citizen
At least 16 years old
Students in JC, Poly or IP/IB schools who are age 16.
Freshmen preferred
Healthy and no major illnesses
Height - 1.62m to 1.90m and not obese
Eyesight requirements
- Short-sighted - below 500 deg each eye
- Astigmatism - below 200 deg each eye
- Not colour blind
- No other eye deficiencies

.

When to apply?

As soon as you get your school prelim's results, give us a call at 64836236 / 6237.

How to apply?

Applicant should apply personally at the Singapore Youth Flying Club's Recruitment Office at 515 West Camp Road Singapore 797695, Seletar Airport. (see Map)Please call 64836236 / 64836237 for the appointment. Please follow the link below to download the application form.

Please bring along your NRIC, 4 IC size photos, Copies of Final year results, GCE results, CCA grades and original Health Booklet.

Registration Hours : Tuesday to Saturday; 0900 to 1200 and 1300 to 1600 hours.

taken from: http://www.syfc.sg/eligibility.htm

13Feb-17th Feb 2012 #1

Objectives of the SYFC Flying Course
The course is designed to fulfil the following objectives:
. To introduce and expose students to flying and aviation
. To discover each student's aptitude and potential for flying
. To develop the skills, knowledge and character necessary for flying training

The SYFC Flying Course is divided into 3 phases. Phases I and II constitute the Basic Flying Course, which can be completed with or without the achievement of the 1st Solo Flight. Phase III is the PPL Course, which leads to the attainment of the CAAS issued PPL.

The primary aim of the SYFC is to expose as many students as possible to the world of aviation. To this end, the Club's aim would have already been achieved if a student completes Phase I of the Flying Course. Students who show good potential will however be recommended to proceed to Phase II, where the basics of take-off and landing are taught. Students who demonstrate competence in this phase will be given the opportunity to make their 1st solo flight, which marks the end of this phase. Out of those who achieve 1st solo, only the outstanding ones will be recommended for Phase III of the course, which is the PPL Course.

Phase I - Basic General Handling
This phase consists of 6 sorties designed to introduce and teach the basic manoeuvres of flying. It will develop the necessary skills required to proceed on to Phase II of training. Training is conducted in the Light Aircraft Training Areas 'Alpha' and 'Bravo'.

Phase II - Circuit Training
Phase II consists of 11 sorties as well and is designed to introduce and teach the students how to Take-Off and Land safely. After learning about stalling, students will be taught to fly the Normal Circuit, which will allow them to continuously practice take-offs and landings and hone their skills in this area.

Achievement Certificates for the BFC
Students who complete any of the phases in the BFC will be awarded the Basic Flying Course Certificate. Those who achieve 1st Solo will also be awarded the First Solo Certificate.

The Private Pilots Licence Course (PPL)
Phase III of the SYFC Flying Course is also known as the PPL Course as it culminates in the attainment of a Restricted PPL issued by CAAS. It is approximately 32 weeks and consists of 29 training sorties, 6 written examinations, a practical oral examination and the Final Handling Flight Test. All examinations and tests in this phase are administered and assessed by CAAS.

taken from: http://www.syfc.sg/programme.htm

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