Should I join ST Aerospace Qatar Airways MPL Cadet Pilot Program?
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Should I join ST Aerospace Qatar Airways MPL Cadet Pilot Program?
Hi there 
I was wondering whether joining ST Aerospace Qatar Airways MPL Cadet Pilot program would be a good thing (considering I'm getting a scholarship to cover all my costs)?
Is it too good to be true?
Will I be guaranteed the job from there?
I'm talking about this program: ST Aerospace Academy (STAA)
I was wondering whether joining ST Aerospace Qatar Airways MPL Cadet Pilot program would be a good thing (considering I'm getting a scholarship to cover all my costs)?
Is it too good to be true?
Will I be guaranteed the job from there?
I'm talking about this program: ST Aerospace Academy (STAA)
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Yes do it.
The price is high, but getting a job at Qatar Airways is good. You'll get all the hours you need to get any job in the future, the salary is good and lots of other benefits from a large company like this. The price is high, yes. 155.000 used is al lot of money. But it's the same amount of money that it will cost you when getting a training in the UK. Only those guys will end up having 200 hours after two years in school and they can't get a job.
The price is high, but getting a job at Qatar Airways is good. You'll get all the hours you need to get any job in the future, the salary is good and lots of other benefits from a large company like this. The price is high, yes. 155.000 used is al lot of money. But it's the same amount of money that it will cost you when getting a training in the UK. Only those guys will end up having 200 hours after two years in school and they can't get a job.
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Thank you for the replies.
Yes, it looks extremely promising - almost too good to be true.
How likely is it that I'll be able to start flying after around 6 months of finishing this program? I an only assume that the chance to fly would be given on a first come first serve basis, so the previous graduates would have to undergone line training before I can start. Right?
Also as it is an MPL it sounds so risky..
I'm wondering whether to get a degree then do flight training some where else :/
Yes, it looks extremely promising - almost too good to be true.
How likely is it that I'll be able to start flying after around 6 months of finishing this program? I an only assume that the chance to fly would be given on a first come first serve basis, so the previous graduates would have to undergone line training before I can start. Right?
Also as it is an MPL it sounds so risky..
I'm wondering whether to get a degree then do flight training some where else :/
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I think the original poster is talking rubbish. There is no scholarship that covers what he says. He probably has someone who will just pay for it and not require him to pay anything back. Rich relatives maybe?
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The MPL course is a whole lot of hot air... You don't get anything out of it if the airline decides not to offer you a job upon completion...don't even think about trying to get a casa PPL while you're there as the MPL syllabus was designed by a bunch of twits who have no idea how incorporate CASA a licensing regs into the syllabus...that's why MPL students have to do a check every 3 hrs of solo as compared to CPL students who have a check after 15hrs solo...
And if the STAA/Qatar MPL is that good, then why is Qatar is in a collaboration with CTC on a MPL program also? there is a rumour going about that Qatar Civil Aviation Authority has remarked during an audit that the people running STAA are a joke...
And if the STAA/Qatar MPL is that good, then why is Qatar is in a collaboration with CTC on a MPL program also? there is a rumour going about that Qatar Civil Aviation Authority has remarked during an audit that the people running STAA are a joke...
Last edited by artistry; 26th Dec 2014 at 17:02.
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Where on earth does artistry get his ideas about the MPL syllabus from? As someone who has written an MPL syllabus I find his comment about such syllabi being written by a bunch of twits both inaccurate and insulting. As further proof of his apparent lack of knowledge on the subject, what is the basis of his totally unfounded statement that MPL students are tested every 3 hours solo as opposed to CPL students being tested every 15 hours? First of all, the MPL syllabus is competency based which means that there are no tests. Secondly, I assume that he is referring to integrated CPL students since there is no solo flying on a modular course (apart, perhaps, for the solo element of the initial PPL course). At the school where I used to instruct until relatively recently solo students were given a check flight every 14 days to ensure their continued ability to deal with an EFATO or a forced landing. Not only was this done irrespective of the number of hours flown since the previous one, it was applied to integrated and MPL students alike.
An MPL syllabus is divided into four parts, the last of which has to be undertaken by the sponsoring airline for the award of a type rating. This element of the syllabus is usually sponsored by the airline (repayable by the student) and as such it is unlikely that the airline would not offer the students a job at the end of it. Also, contrary to misinformed belief, an MPL license does not in any way limit the holder to employment by the airline that sponsored him/her. It is valid for any airline whose aircrew are required to hold a license from the issuing authority. In the case of an EASA license that could mean any of the EASA signatory countries.
An MPL syllabus is divided into four parts, the last of which has to be undertaken by the sponsoring airline for the award of a type rating. This element of the syllabus is usually sponsored by the airline (repayable by the student) and as such it is unlikely that the airline would not offer the students a job at the end of it. Also, contrary to misinformed belief, an MPL license does not in any way limit the holder to employment by the airline that sponsored him/her. It is valid for any airline whose aircrew are required to hold a license from the issuing authority. In the case of an EASA license that could mean any of the EASA signatory countries.
de minimus non curat lex
The question to ask is whether Qatar licences are EASA or FAA licences?
Sspencer1248 has mentioned this in October.
Whilst you will be competent once on line with a great airline, without an EASA/FAA issued licence you are in a straight jacket tied to Qatar with a MPL issued Qatar licence.
Can someone verify this?
Sspencer1248 has mentioned this in October.
Whilst you will be competent once on line with a great airline, without an EASA/FAA issued licence you are in a straight jacket tied to Qatar with a MPL issued Qatar licence.
Can someone verify this?
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QR MPL
Dear All,
Here is what I know, which will hopefully help out those making this kind of decision about an MPL with QR. I have been involved with this quite heavily.
There are some disadvantages which should be taken into consideration. It is my very firm understanding that doing an MPL with QR will result in the issuance of a GCC Qatar Licence, not EASA or FAA. The QCAA have touted their training and syllabi as being "EASA compliant" which means essentially nothing. It means that they copy-pasted the majority of the regulations for training over from EASA, but it certainly does not mean they maintain that standard. EASA representatives, to whom i have had dealings with, and have spoken personally to on this subject, emphasise the QR and the QCAA do NOT comply or match EASA requirements, but, due to the "copy paste" they did with the training regulations, it gets into a grey area whether the authorities in the EU can request the QCAA to stop claiming "compliance"... That is purely a legality and political concern. As far as a training pilot, read it as QCAA/QR training is GCC, it is certainly NOT FAA/EASA, and at best, you could consider it an ICAO licence only, but from experience, licences issued under a GCC state are not well received or respected outside the GCC. So in my book, very very risky.
Secondly, on an MPL course, significant portions of the course are tailored to the SOPs of the carrier sponsoring. Thus, the transferability is somewhat limited should you wish to move elsewhere before your 1500 hours are up. I have been working closely with CTC in the past and again recently. The MPL, should you not complete the course, or, worse, have your sponsoring airline delay you severely on completion, you are highly unlikely to be able to switch to another carrier (for one, there is the SOP issue above), and in the best scenario (this from CTC directly), another MPL-accepting carrier would have to want you so badly, that they would conduct a full audit on the MPL training you had done, review the SOPs you had been following, and approve you to transition over to them. Extremely unlikely.
Furthermore, you, in my own opinion, are on very thin ice even once you have your MPL, your line training and type rating, and are in the right hand seat of a QR A320, because, if any any time you get laid off, or heaven forbid, fired, (not so much an unusual occurrence in QR, trust me), before your 1500th hour, you leave QR with a licence which costs you ~$155,000, cannot be transferred to another carrier, and which has little standing in terms of 'modular / intergrated' courses to allow you to jump into the advanced stages of the standard training route, and certainly not into another flying job.
The best description I can give of the QR MPL is that it represents a great idea, not fully stable yet, and it is, in my opinion, a bit of a "Hail Mary Pass". Personally, I would not commit to it, as it has too many gaping black holes in it to fall down, each of which potentially leaves you in serious debt, jobless, and with a licence (or part of one) which is extremely difficult to transfer or build on.
As I have mentioned throughout, this post is based on MY experience and MY views, based on the many professionals I have been dealing with over the years, their commentary and insights, as well as my own. If I am incorrect or misinformed on any point, I truly welcome being corrected, as, accurate and better information can never be a bad thing for any of us...
Here is what I know, which will hopefully help out those making this kind of decision about an MPL with QR. I have been involved with this quite heavily.
There are some disadvantages which should be taken into consideration. It is my very firm understanding that doing an MPL with QR will result in the issuance of a GCC Qatar Licence, not EASA or FAA. The QCAA have touted their training and syllabi as being "EASA compliant" which means essentially nothing. It means that they copy-pasted the majority of the regulations for training over from EASA, but it certainly does not mean they maintain that standard. EASA representatives, to whom i have had dealings with, and have spoken personally to on this subject, emphasise the QR and the QCAA do NOT comply or match EASA requirements, but, due to the "copy paste" they did with the training regulations, it gets into a grey area whether the authorities in the EU can request the QCAA to stop claiming "compliance"... That is purely a legality and political concern. As far as a training pilot, read it as QCAA/QR training is GCC, it is certainly NOT FAA/EASA, and at best, you could consider it an ICAO licence only, but from experience, licences issued under a GCC state are not well received or respected outside the GCC. So in my book, very very risky.
Secondly, on an MPL course, significant portions of the course are tailored to the SOPs of the carrier sponsoring. Thus, the transferability is somewhat limited should you wish to move elsewhere before your 1500 hours are up. I have been working closely with CTC in the past and again recently. The MPL, should you not complete the course, or, worse, have your sponsoring airline delay you severely on completion, you are highly unlikely to be able to switch to another carrier (for one, there is the SOP issue above), and in the best scenario (this from CTC directly), another MPL-accepting carrier would have to want you so badly, that they would conduct a full audit on the MPL training you had done, review the SOPs you had been following, and approve you to transition over to them. Extremely unlikely.
Furthermore, you, in my own opinion, are on very thin ice even once you have your MPL, your line training and type rating, and are in the right hand seat of a QR A320, because, if any any time you get laid off, or heaven forbid, fired, (not so much an unusual occurrence in QR, trust me), before your 1500th hour, you leave QR with a licence which costs you ~$155,000, cannot be transferred to another carrier, and which has little standing in terms of 'modular / intergrated' courses to allow you to jump into the advanced stages of the standard training route, and certainly not into another flying job.
The best description I can give of the QR MPL is that it represents a great idea, not fully stable yet, and it is, in my opinion, a bit of a "Hail Mary Pass". Personally, I would not commit to it, as it has too many gaping black holes in it to fall down, each of which potentially leaves you in serious debt, jobless, and with a licence (or part of one) which is extremely difficult to transfer or build on.
As I have mentioned throughout, this post is based on MY experience and MY views, based on the many professionals I have been dealing with over the years, their commentary and insights, as well as my own. If I am incorrect or misinformed on any point, I truly welcome being corrected, as, accurate and better information can never be a bad thing for any of us...
Last edited by SuperJet; 9th Jan 2015 at 05:34. Reason: Bad Spelling!!!
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$155,000 for zero to hero flight training with no guarantee of employment or even a successful completion of the course.
Bonkers.
Do modular Private, Commercial, Multi-engined and Instrument Ratings.
I reckon you could get all of that if you bargain for $60,000.
(Oh, and you CAN bargain with flight schools. Trust me!)
Then start looking at your big plane options.
Buy a type-rating? Get bonded with a carrier? Maybe one. Maybe the other.
Bonkers.
Do modular Private, Commercial, Multi-engined and Instrument Ratings.
I reckon you could get all of that if you bargain for $60,000.
(Oh, and you CAN bargain with flight schools. Trust me!)
Then start looking at your big plane options.
Buy a type-rating? Get bonded with a carrier? Maybe one. Maybe the other.
de minimus non curat lex
SJ
Can you explain the significance of amassing 1500 hours under this scheme?
The CPL/IR will be issued coincident with the MP type rating,
prior to commencing line training?
Will a QR ATPL be issued once 1500+ hours are achieved.
So at best it converts to an ICAO licence.
Sit the actual EASA written exams as the prelude to an EASA licence.
Deep joy.
Can you explain the significance of amassing 1500 hours under this scheme?
The CPL/IR will be issued coincident with the MP type rating,
prior to commencing line training?
Will a QR ATPL be issued once 1500+ hours are achieved.
So at best it converts to an ICAO licence.
Sit the actual EASA written exams as the prelude to an EASA licence.
Deep joy.
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Cadet Pilot Program
Is QR Cadet program available for International too? I believe it's only for citizens because I checked in a thread on top someone from Canada or Aus has mentioned that they're applying for it!!
Is there any other Cadet pilot program in which an International can apply?
I am from India.
Is there any other Cadet pilot program in which an International can apply?
I am from India.
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$155,000 for zero to hero flight training with no guarantee of employment or even a successful completion of the course.
Bonkers.
Do modular Private, Commercial, Multi-engined and Instrument Ratings.
I reckon you could get all of that if you bargain for $60,000.
(Oh, and you CAN bargain with flight schools. Trust me!)
Then start looking at your big plane options.
Buy a type-rating? Get bonded with a carrier? Maybe one. Maybe the other.
Bonkers.
Do modular Private, Commercial, Multi-engined and Instrument Ratings.
I reckon you could get all of that if you bargain for $60,000.
(Oh, and you CAN bargain with flight schools. Trust me!)
Then start looking at your big plane options.
Buy a type-rating? Get bonded with a carrier? Maybe one. Maybe the other.
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QR MPL
Basically what you're saying is that its not a viable option unless you have 150K as spare change? Okay I have one questions. Lets say someone completes the course and is flying with QR with a 1500 hours on his shoulder. Then he gets laid off. What will happen to that poor bastard? Once he reached the magic hour of 1500 does it mean his license is automatically "switched" to an international one? Or are there any cons I should be aware of? Another question, What is the difference between ICAO and EASA and the other organization you mention?
