How I did it! How you can do it!
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Sorry to jump in , but at Portsharbor.
You can state that we need in EASA land also a 1500 rule? Now good luck with that. There is already a huge lack of pilots in USA for the Airline business.
Myself I would have loved to start to do some instructing or a TP job. But only now the market is opening.
I am also of the opinion that it is better for general skills to start small and improve your basic flying skills on small TP's, but there is a big difference of Aviation in EU and USA.
In USA you have quiet many Air Taxi's, Crop dusting etc. Such we dont have here in EU. So how should you get 1500 hrs then?
Instructing jobs are also extremely scarce . Which means there will be not enough pilots trained and not enough FI's.
Just my way of thinking.
Again, I was also willing to start with small stuff. I dont feel to good for such jobs. I would have loved it, but such jobs are not so much available.
I tried to apply for Sky Diving Dropping jobs, but to do rating on Pilatus you had to pay 8K and you need at least 500 hours tt.
You can state that we need in EASA land also a 1500 rule? Now good luck with that. There is already a huge lack of pilots in USA for the Airline business.
Myself I would have loved to start to do some instructing or a TP job. But only now the market is opening.
I am also of the opinion that it is better for general skills to start small and improve your basic flying skills on small TP's, but there is a big difference of Aviation in EU and USA.
In USA you have quiet many Air Taxi's, Crop dusting etc. Such we dont have here in EU. So how should you get 1500 hrs then?
Instructing jobs are also extremely scarce . Which means there will be not enough pilots trained and not enough FI's.
Just my way of thinking.
Again, I was also willing to start with small stuff. I dont feel to good for such jobs. I would have loved it, but such jobs are not so much available.
I tried to apply for Sky Diving Dropping jobs, but to do rating on Pilatus you had to pay 8K and you need at least 500 hours tt.
Educated Hillbilly
P40, I can only answer your question from a UK perspective, so a lot of what I say may not be that applicable for you based in Germany.
I wouldn't suggest the requirement would be as high as 1500 hours but I would like to see a return to the Pre-JAA 2000, CAA self improver requirement of 700 hours total time to hold a full CPL. So yes there was actually an hour requirement here in the UK before JAA was introduced.
Before JAA was implemented there were two ways to gain a UK CAA CPL and frozen ATPL. Attending a CAP4XX course (which we would now call an Integrated course, cant remember what the number was CAP413?, CAP403?) or the self improver route, the self improver route involved gaining a Basic Commercial Pilots License at 150 hours. This allowed you to be paid to fly single engine aircraft, so on that people did instructors ratings, went para dropping, glider tugging, aerial photography or scenic flights, once 700 hours was obtained the BCPL was upgraded to a CPL. The CAP4 courses were pretty much only the reserve of pre-selected Airline sponsored or part sponsored cadets. Oxford and BAE Flight training (the pre-cursor to FTE) didn't market to private individuals at that point; some people did still self fund through these full time courses but it was a minority.
While some will argue day VFR hour building has little relevance to Airline style flying, I would to an extent agree, but the hours requirement does the following
1) In the US it has created a shortage, consequently First Officer pay and conditions in the Regionals has improved. So that isn't a bad thing.
2) It means pilots get the basic skills engrained (those skills are often the base line core skills that stop people holding an airliner in a stall all the way to the ground)
3) It weeds out those that just want to be airline pilots and have little passion or enthusiasm for flying
4) It creates a buffer in the system
5) It actually ensures you also have a steady stream of instructors to support the training industry.
6) If the hour requirement was applied to all irrespective of the route (modular or integrated) the integrated course would cease to exist.
7) It stops people just buying them-selves into the industry (OK those wealthy enough will just hire the hours, but at least they are still gaining basic level "raw" flying experience).
8) If airlines have to wait for candidates to gain hours then you will see a reduction in the SSTR schemes.
9) All the current instructors will get employed first by the airlines and the twin star zero to heros from CTC will have to actually go and fly something before becoming an A320 operator.
P40, in the UK in the last 12 months there has been a large demand for instructors, in-fact we are even seeing instructor jobs offering salaries not just flight pay. Partly because finally after years of stagnation some instructors are moving to other things. As more candidates seem to be opting for the CTC route for training and / or opting for the SSTR route then there are less frozen ATPLS going into instructing.
Operators charging 8k for Pilatus ratings are also anther thing that has promoted or encouraged people to opt for SSTRs on 737 or A320s; so yes I do sympathise for your predicament.
But while the FAA has introduced the 1500 hour requirement; EASA land has gone the other way, the new MPL route now means new FOs may only have 40 hours of actual flight time.
I wouldn't suggest the requirement would be as high as 1500 hours but I would like to see a return to the Pre-JAA 2000, CAA self improver requirement of 700 hours total time to hold a full CPL. So yes there was actually an hour requirement here in the UK before JAA was introduced.
Before JAA was implemented there were two ways to gain a UK CAA CPL and frozen ATPL. Attending a CAP4XX course (which we would now call an Integrated course, cant remember what the number was CAP413?, CAP403?) or the self improver route, the self improver route involved gaining a Basic Commercial Pilots License at 150 hours. This allowed you to be paid to fly single engine aircraft, so on that people did instructors ratings, went para dropping, glider tugging, aerial photography or scenic flights, once 700 hours was obtained the BCPL was upgraded to a CPL. The CAP4 courses were pretty much only the reserve of pre-selected Airline sponsored or part sponsored cadets. Oxford and BAE Flight training (the pre-cursor to FTE) didn't market to private individuals at that point; some people did still self fund through these full time courses but it was a minority.
While some will argue day VFR hour building has little relevance to Airline style flying, I would to an extent agree, but the hours requirement does the following
1) In the US it has created a shortage, consequently First Officer pay and conditions in the Regionals has improved. So that isn't a bad thing.
2) It means pilots get the basic skills engrained (those skills are often the base line core skills that stop people holding an airliner in a stall all the way to the ground)
3) It weeds out those that just want to be airline pilots and have little passion or enthusiasm for flying
4) It creates a buffer in the system
5) It actually ensures you also have a steady stream of instructors to support the training industry.
6) If the hour requirement was applied to all irrespective of the route (modular or integrated) the integrated course would cease to exist.
7) It stops people just buying them-selves into the industry (OK those wealthy enough will just hire the hours, but at least they are still gaining basic level "raw" flying experience).
8) If airlines have to wait for candidates to gain hours then you will see a reduction in the SSTR schemes.
9) All the current instructors will get employed first by the airlines and the twin star zero to heros from CTC will have to actually go and fly something before becoming an A320 operator.
P40, in the UK in the last 12 months there has been a large demand for instructors, in-fact we are even seeing instructor jobs offering salaries not just flight pay. Partly because finally after years of stagnation some instructors are moving to other things. As more candidates seem to be opting for the CTC route for training and / or opting for the SSTR route then there are less frozen ATPLS going into instructing.
Operators charging 8k for Pilatus ratings are also anther thing that has promoted or encouraged people to opt for SSTRs on 737 or A320s; so yes I do sympathise for your predicament.
But while the FAA has introduced the 1500 hour requirement; EASA land has gone the other way, the new MPL route now means new FOs may only have 40 hours of actual flight time.
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And what do these MPL (or twin star to airbus) pilots do ?
They retract the flaps instead of the gear on takeoff :
Incident: Easyjet A319 at Bristol on Feb 16th 2016, flaps instead gear retracted
They enter into alpha floor because they think pulling up with no power will increase their speed :
Incident: Easyjet A320 at Paphos on Jan 7th 2015, Alpha Floor Activation on approach
They don't flare and bang their aircraft on the ground :
https://assets.publishing.service.go...DHJZ_12-08.pdf
What is very very contradictory is that I myself would very much like to be an Airbus pilot with 250 hours of piston, and I am wondering how to avoid doing mistakes such as the above with this little experience.
They retract the flaps instead of the gear on takeoff :
Incident: Easyjet A319 at Bristol on Feb 16th 2016, flaps instead gear retracted
They enter into alpha floor because they think pulling up with no power will increase their speed :
Incident: Easyjet A320 at Paphos on Jan 7th 2015, Alpha Floor Activation on approach
They don't flare and bang their aircraft on the ground :
https://assets.publishing.service.go...DHJZ_12-08.pdf
What is very very contradictory is that I myself would very much like to be an Airbus pilot with 250 hours of piston, and I am wondering how to avoid doing mistakes such as the above with this little experience.
SkyGod
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Aye OP, been there done that.
I was not from a glamorous background either, never finished elementary or high school, got bored and frustrated, dropped out.
Sailed on Merchant ships and drove taxi cabs, got bored with that too.
Bought into a US flight school at at age 21 and got my CPL, IR and MEL in 1978.
DC-3 Captain 8 years later in St. Thomas, B-747 FO 2 years after that and B-747 Captain 1996.
Then on to a major airline in the US.
Long story but all doable. Never went to schools, English not the native language.
Hard work, good attitude and more hard work will do it.
Don't ever give up kids, you will get the god life and the good jobs if you really, really want it.
I was not from a glamorous background either, never finished elementary or high school, got bored and frustrated, dropped out.
Sailed on Merchant ships and drove taxi cabs, got bored with that too.
Bought into a US flight school at at age 21 and got my CPL, IR and MEL in 1978.
DC-3 Captain 8 years later in St. Thomas, B-747 FO 2 years after that and B-747 Captain 1996.
Then on to a major airline in the US.
Long story but all doable. Never went to schools, English not the native language.
Hard work, good attitude and more hard work will do it.
Don't ever give up kids, you will get the god life and the good jobs if you really, really want it.
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The problem with the 'flight instruction to 1500 hours" idea is that is pryamidical. Suppose graduate 'A" has 200 hours, and needs 1300 more. He/she has to train 6.5 new pilots to make his hours, those 6.5 new pilots need 42.25 more, and on it goes. Its a ponzi concept. It won't work without a thriving GA industry where sub-1500 hour pilots can do air taxi work etc. as an alternative to flight instruction. That doesn't exist any more.
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Portsharbour,
I wasn't having a go at you, I was just showing you the other side of the coin. I understand what you're saying, having a family in tow limits many options.
Anyhow, I think we've spoke before on PM and I hope you're well, as I know you to be a first rate bloke.
I'd like to see you flying again soon, if you're not already.
Good points you've raised on here. 😊👍🏻
I wasn't having a go at you, I was just showing you the other side of the coin. I understand what you're saying, having a family in tow limits many options.
Anyhow, I think we've spoke before on PM and I hope you're well, as I know you to be a first rate bloke.
I'd like to see you flying again soon, if you're not already.
Good points you've raised on here. 😊👍🏻
SkyGod
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TowerDog. I once couldn't get on a Eastern Metro Twin Otter from St Thomas to San Juan as they were all full. So I went over to the cargo side of the airport where I talked to Five Star DC-3 pilots who gave me and my girlfriend a lift to San Juan. At about 50 ft the co-pilot got out of his seat, and I flew it to San Juan and did the landing on runway 10. Wasn't by any chance you was it?
I did however fly for Eastern Metro Express on the Twin Otter from 10-86 to 2-88.
Flew DC-3s early 1986 for Aero Virgin Island and for Virgin Island International Airways in 1985.
Also flew for Virgin Air in 1985. (Branson bought out the name to avoid confusion, then they became Air St. Thomas, or St. Thomas Air.)
I knew the guys at Four Star, but did not work there, my ex did..
4 years in the islands flying often 100 hours a month and living on a sailboat. Good life.
Educated Hillbilly
Alex, as mentioned and I suspect you would know better than me; the old CAA route had a 700 hour requirement; that seemed to work well enough; though GA is shrinking is this country it is still vibrant enough to support a 700 hour requirement. I think the benefits of the re-introduction are evident. Also as Push Button mentioned if people don't want to instruct you could still fly the hours in some LAA tail-dragger over four years or so for the same price as a type rating.
Poose, no offence taken, discussions are about presenting the alternate argument; I have little desire to fly for an airline again, my career is taking a much more interesting direction. I am currently occupied by a role associated with managing the air-worthiness of an entire fleet of biz jets (trying to vague to retain anonymity).
That said I do want those that are flying in the airlines to have the background and experience that Towerdog and Button Push Ignored have shown.
I don't like the way the airline industry is moving, at least in the last 10 years the twin star to A320 brigade were flying with Captains from the Towerdog and Push Button Ignored generation. So at least there is a degree of experience transfer. But now we are seeing a point where the twin star generation are getting promoted to Captain; subsequently the twin-star generation are now training the twin star generation.
So even worse there will be the twin-star generation Captain flying with an FO from the MPL route; so two experts Airbus operators who will have little in the way of actual raw flying experience.
The FAA have addressed the issue with the 1500 rule; I would advocate a 700 rule for Europe.
While the original poster had good intentions to show you can achieve something from nothing; to me it highlights all the aspects that are wrong with the current system.
A few years back I didn't object to the SSTR route, and people will find past posts of mine where I said it was justified as it by-passed the low pay of instructing and turbo-prop flying. Since the Air France incident I have changed my mind on this, I believe everyone should get a good GA grounding first.
Poose, no offence taken, discussions are about presenting the alternate argument; I have little desire to fly for an airline again, my career is taking a much more interesting direction. I am currently occupied by a role associated with managing the air-worthiness of an entire fleet of biz jets (trying to vague to retain anonymity).
That said I do want those that are flying in the airlines to have the background and experience that Towerdog and Button Push Ignored have shown.
I don't like the way the airline industry is moving, at least in the last 10 years the twin star to A320 brigade were flying with Captains from the Towerdog and Push Button Ignored generation. So at least there is a degree of experience transfer. But now we are seeing a point where the twin star generation are getting promoted to Captain; subsequently the twin-star generation are now training the twin star generation.
So even worse there will be the twin-star generation Captain flying with an FO from the MPL route; so two experts Airbus operators who will have little in the way of actual raw flying experience.
The FAA have addressed the issue with the 1500 rule; I would advocate a 700 rule for Europe.
While the original poster had good intentions to show you can achieve something from nothing; to me it highlights all the aspects that are wrong with the current system.
A few years back I didn't object to the SSTR route, and people will find past posts of mine where I said it was justified as it by-passed the low pay of instructing and turbo-prop flying. Since the Air France incident I have changed my mind on this, I believe everyone should get a good GA grounding first.
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BPI - motivation is the key. Our two favourite students were fishermen, who told us that they were hard workers. Well, they were right. The lowest mark between them was 93%, and they even got their ship's master to teach them spherical trig in the evenings after the fishing was done (if you thought the ATPL was bad, try a first mate's exam!).
Anyhow, one of them is flying, the other simply ran out of money otherwise I'm sure he would have made it too.
The moral of the story is that, if those guys can do it, nobody else has an excuse for not doing the work.
Neil Sedaka always said that there were plenty of people who could sing and play the piano much better than him, but they didn't have the ambition. So true.
Anyhow, one of them is flying, the other simply ran out of money otherwise I'm sure he would have made it too.
The moral of the story is that, if those guys can do it, nobody else has an excuse for not doing the work.
Neil Sedaka always said that there were plenty of people who could sing and play the piano much better than him, but they didn't have the ambition. So true.
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All this fluffy motivational talk is quite honestly making me depressed.
Just keep on trying they said, it's all about timing they said. You simply need to have the drive and motivation. Take anything you can and work your way up!
Reality has been an eye opener.. Maybe I should make a thread titled 'how I didn't do it' to balance this out. Just so all the wannabes can take their rose tinted glasses off for a moment.
Contacts meant nothing, grades meant nothing, flight records meant nothing, speaking multiple languages meant nothing, degrees meant nothing. It really is all about the money or just plain luck/timing. Sadly, I've run out of both. Now, in my early thirties, I've started to realise just how much the financial burden will affect my entire life.
It ain't all roses and sunshine lads.
Best of luck to those still willing to gamble it all. Just realise a not insignificant nr of cpl holders will rue the decision, and It can always be you!
Just keep on trying they said, it's all about timing they said. You simply need to have the drive and motivation. Take anything you can and work your way up!
Reality has been an eye opener.. Maybe I should make a thread titled 'how I didn't do it' to balance this out. Just so all the wannabes can take their rose tinted glasses off for a moment.
Contacts meant nothing, grades meant nothing, flight records meant nothing, speaking multiple languages meant nothing, degrees meant nothing. It really is all about the money or just plain luck/timing. Sadly, I've run out of both. Now, in my early thirties, I've started to realise just how much the financial burden will affect my entire life.
It ain't all roses and sunshine lads.
Best of luck to those still willing to gamble it all. Just realise a not insignificant nr of cpl holders will rue the decision, and It can always be you!
SkyGod
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. Kids.
Tower Dogs story is fascinating, and you should listen.
Non English as a primary language, so I'm guessing Puerto Rican.
Tower Dogs story is fascinating, and you should listen.
Non English as a primary language, so I'm guessing Puerto Rican.
Went from the DC-3s in the Caribbean to DC-8s for Evergreen on an Air India Cargo contract as an F/O.
To say I was busy in the simulator would be an understatement, no jet time, no sim time, just sink or swim punk, you get no extra sim or training around here. Squeezed by and 220 hrs later on the DC-8-73, they offered me the B-747 F/O slot being the most junior F/O in the company: UPS started hiring Evergreen guys and every F/O senior to me refused to sign the B-747 training contract as they were hoping for UPS, hence the Chief Pilot called me and asked if I would consider coming over to the 747 fleet?
I was not going in that direction and happily signed the contract and got the training.
6 months later Evergreen sent me the contract back and I was no longer on the hook to pay back $$ in case I quit.
(Never paid a time, just promised to stay on for a couple of years, would have stayed anyways)
Never boring in the flying business..
Guess my point is that hard work pays off, so does luck, and a talent for flying. (Aptitude they call it these days)
Never knew I had talent or not, I was just hanging on with my fingernails.
Advise to young guys starting out: Work hard, then harder and don't get married and start cranking out babies, that will restrict restrict you moving around chasing jobs and will put a huge pressure on finances
as newbie flying jobs don't pay much unless you get on with major lifetime, high paying gig like Fed-Ex, Delta or similar.
Entry level jobs are hard work and low pay: Before my Twin Otter and DC-3 gigs in the islands I hauled single engine bush planes in Alaska summer and winter living in an Eskimo town on the tundra using a honey bucket for a toilet. Can't go there with wife and kids, divorce will happen after 2 weeks
Last edited by TowerDog; 3rd Dec 2016 at 20:43.
SkyGod
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No, not Ron Straus, but the name rings a bell.
I got the call August or September 1988 about the B-747, the CP was an ex Coast Guard guy, Bob something..?
Evergreen was a good gig, they pulled me out of the DC-3s and gave me a shot at heavy jets, no college degree, no nothing except a clean resume with some stick and rudder time and a burning desire to fly big stuff.
Evergreen after 3 years led me to the Middle East on more 747-200s in the right seat, then Tower Air in 1994 with a quick upgrade to Captain, 747-100/200 after 18 months on the property.
Did that until they went tits up, then AA called for some reason.
Flew B-757/767 there until furloughed after 9/11.
Spent a year doing boats as a Yacht Captain in South Florida, then Tradewinds Airlines offers a job in the left seat of yet another 747-200 with a quick promotion to Check Airman.
Did that gig for 3 years, then AA called me back.
About that time Bush signed into law age 65, then a few years later AA filed for BK. Then we merged with US Air, then got a pay rise, then I got bored and took early retirement.
Got me a boat and started a little charter business running little old ladies up and down the canals and rivers in Fort Lauderdale while drinking beer on days off, and buying, fixing up, renting out and selling condos and day trading stocks
With spare cash.
Never boring in the flying business.
You young guys listening?
Be flexible, work hard and be prepared for the worst.
No college or high school required.
I got the call August or September 1988 about the B-747, the CP was an ex Coast Guard guy, Bob something..?
Evergreen was a good gig, they pulled me out of the DC-3s and gave me a shot at heavy jets, no college degree, no nothing except a clean resume with some stick and rudder time and a burning desire to fly big stuff.
Evergreen after 3 years led me to the Middle East on more 747-200s in the right seat, then Tower Air in 1994 with a quick upgrade to Captain, 747-100/200 after 18 months on the property.
Did that until they went tits up, then AA called for some reason.
Flew B-757/767 there until furloughed after 9/11.
Spent a year doing boats as a Yacht Captain in South Florida, then Tradewinds Airlines offers a job in the left seat of yet another 747-200 with a quick promotion to Check Airman.
Did that gig for 3 years, then AA called me back.
About that time Bush signed into law age 65, then a few years later AA filed for BK. Then we merged with US Air, then got a pay rise, then I got bored and took early retirement.
Got me a boat and started a little charter business running little old ladies up and down the canals and rivers in Fort Lauderdale while drinking beer on days off, and buying, fixing up, renting out and selling condos and day trading stocks
With spare cash.
Never boring in the flying business.
You young guys listening?
Be flexible, work hard and be prepared for the worst.
No college or high school required.
Last edited by TowerDog; 4th Dec 2016 at 00:38.
SkyGod
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Aye, indeed I had no formal college degree, but I bought one on the internet for $800.
Based on Life Experience of course.
When I interviewed with AA I was honest and said it was not accredited.
Not a problem, check that box, are you married, do you mind commuting, let's look at your license and medical?
That was HR.
Next was the interview with a bunch of Captains and Check Airmen.
Some tech questions, some situations questions, logbook under the microscope before I got called into the room, 12-15 letters of recommendation, FAA records, a joke or two, good vibes.
Medical next with psycho testing on computers and a doc reading the printout: Turned out he was really into sailing and diving and so was I: We swapped stories on those subjects until closing time as I was the last guy that day.
When I got up to leave I asked how my testing came out? He glanced at the print out and said fine..
Overall a very psotive experience, no sh!t because they hired me.
I think they looked more at ratings and time as well as personality than some college degree although I was the ultimate non-sced cargo/bush pilot kind of guy but they were looking to fill seats with bodies who could run an airplane safely from A to B rather than a Gucci guy with a PHd in liberal arts.
I enjoyed AA, lots of super good guys but with the usual 5% aresholes.
Most guys were also sharp as a tack when it came to flying stuff and book knowledge.
A few were weak and once or twice I saved the day as an FO, but same with all airlines.
Overall a great place to work, but with a bunch of heavy PIC time behind me I got bored with the long time to upgrade and lost interest after 11 years in the right seat.
Based on Life Experience of course.
When I interviewed with AA I was honest and said it was not accredited.
Not a problem, check that box, are you married, do you mind commuting, let's look at your license and medical?
That was HR.
Next was the interview with a bunch of Captains and Check Airmen.
Some tech questions, some situations questions, logbook under the microscope before I got called into the room, 12-15 letters of recommendation, FAA records, a joke or two, good vibes.
Medical next with psycho testing on computers and a doc reading the printout: Turned out he was really into sailing and diving and so was I: We swapped stories on those subjects until closing time as I was the last guy that day.
When I got up to leave I asked how my testing came out? He glanced at the print out and said fine..
Overall a very psotive experience, no sh!t because they hired me.
I think they looked more at ratings and time as well as personality than some college degree although I was the ultimate non-sced cargo/bush pilot kind of guy but they were looking to fill seats with bodies who could run an airplane safely from A to B rather than a Gucci guy with a PHd in liberal arts.
I enjoyed AA, lots of super good guys but with the usual 5% aresholes.
Most guys were also sharp as a tack when it came to flying stuff and book knowledge.
A few were weak and once or twice I saved the day as an FO, but same with all airlines.
Overall a great place to work, but with a bunch of heavy PIC time behind me I got bored with the long time to upgrade and lost interest after 11 years in the right seat.
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Good morning wannabes,
As the aviation industry is starting to boom I thought it appropriate to write a short blog on how I got into aviation, so people like myself, with not so privileged backgrounds can get into aviation with hard work and dedication!
Like most from a very early age I had a massive obsession with aircraft, I was totally mesmerised about aviation, at every opportunity I was either looking up at the sky looking or reading about planes, I knew where my future career lay!
I was lucky enough to start and obtain my PPL at the age of 17.
During my school days, I was never the brightest kid in my class in fact far from it, I struggled my maths, I remember quite clearly my career advisor telling me to think about another career path because being a pilot was so far out of my reach! (How wrong could one be!!) that being said I left school at the age of 16 with not one GCSE above the C grade.
*disclaimer: The school did not fail me, I failed myself and I learnt the hard way.
So with my aviation dream in tatters off I went and got a job scaffolding (which I still dabble in today) very soon I realised that this is not the career I want to spend the rest of my life doing, so I had to make a plan. I calculated that if I save my salary for 4 years, with family help I can fund a modular aviation course, this is exactly what I did! In the mean time I was attending night school retaking my flunked GCSE in math and English to which I passed with very high grades!
At the age of 20 I finally had enough money saved to fund my training and survive not working for two years, I embarked on ATPL in house course (14 written exams) at London metropolitan university. I studied here full time for about 6-8 months, even tho hard work and lots of studying I made some fantastic friends and had so much fun! Out of the 14 exams, I passed 12 first time and had to retake POF and perf which I passed second time round. Not bad for a lad that left school with no GCSE's
Once the ATPLs was completed I went straight to stapleford flight centre for my hour building and commercial IR. I cannot fault stapleford, it's by far one of the best flight training organisations out there and I would recommend to anyone!!
Hour building: duration about 4 weeks flying a 152 up and down the country, I spent most of this time brushing up on my nav exercises which I knew I would need once the commencement of my CPL. Please please please make sure you have fun when doing the hour building as it's pretty much stress free.
Commercial pilots licence: duration 18 days, this was by far my favourite course. My instructor was fantastic majority of flying was done in the piper arrow, passed first time. The nav exercises during my hour building really paid dividends.
Instrument rating: duration 5 weeks. This was the course everyone feared, in fact I throughly enjoyed the IR, I seemed to gel with the instrument flying. Majority was flown in the DA42 and the DA42 sim. Passed first time.
MCC and JOC was done at OAA duration 5 days. Was a good introduction to working as a crew in an airline environment.
If you want me to elaborate any part of my blog please feel free to send me a PM!
In total I paid around £55,000 for a frozen ATPL modular at stapleford.
A few weeks after I completed my training, I was sending hundreds if not thousands of CV's to every single operator you could think of. Finally Ryanair contacted me and Invited me for an interview, I paid the 300 quid for the pleasure and after a week I was told I didn't make the grade. I was shocked and gutted by determined not to let it deter me!
Over the next year, I continued to make contacts in the industry, had a part time job at ipilot (fixed base 737 simulator company) and back scaffolding full time.
Finally an opportunity arose for Wizz air, I managed to pass the interview and spent 4 years flying the 320 based in Gdnask Poland. Wizz is the perfect company to start your career, flying lots, hard winters and difficult destinations, it's the ideal place to learn your trade.
I must say, that prior the the Wizz interview I had interviews with 4 smaller operators lined up and that was from making contacts and networking.
Next I left Wizz to come home to the UK and work for another fantastic exciting company called Air tanker flying the Airbus 330. This was a new and exciting place to work flying to worldwide destinations including the Falklands via Ascension Island. I spent about 15 months in air tanker before an amazing opportunity arose to fly for another long haul operator based at LHR to which I fly for to this day, I won't mention the name but put it this way, my favourite colour is red.
On my days off I do consultancy work for CTC teaching Airbus ground school to cadets, another job I obtained through networking.
All in all I've been flying commercially now for 6 years and I very happy with what I have achieved at the age of 28.
Please free free to message me any questions and for those who want to follow me on Instagram: gym_aviator
Good luck
As the aviation industry is starting to boom I thought it appropriate to write a short blog on how I got into aviation, so people like myself, with not so privileged backgrounds can get into aviation with hard work and dedication!
Like most from a very early age I had a massive obsession with aircraft, I was totally mesmerised about aviation, at every opportunity I was either looking up at the sky looking or reading about planes, I knew where my future career lay!
I was lucky enough to start and obtain my PPL at the age of 17.
During my school days, I was never the brightest kid in my class in fact far from it, I struggled my maths, I remember quite clearly my career advisor telling me to think about another career path because being a pilot was so far out of my reach! (How wrong could one be!!) that being said I left school at the age of 16 with not one GCSE above the C grade.
*disclaimer: The school did not fail me, I failed myself and I learnt the hard way.
So with my aviation dream in tatters off I went and got a job scaffolding (which I still dabble in today) very soon I realised that this is not the career I want to spend the rest of my life doing, so I had to make a plan. I calculated that if I save my salary for 4 years, with family help I can fund a modular aviation course, this is exactly what I did! In the mean time I was attending night school retaking my flunked GCSE in math and English to which I passed with very high grades!
At the age of 20 I finally had enough money saved to fund my training and survive not working for two years, I embarked on ATPL in house course (14 written exams) at London metropolitan university. I studied here full time for about 6-8 months, even tho hard work and lots of studying I made some fantastic friends and had so much fun! Out of the 14 exams, I passed 12 first time and had to retake POF and perf which I passed second time round. Not bad for a lad that left school with no GCSE's
Once the ATPLs was completed I went straight to stapleford flight centre for my hour building and commercial IR. I cannot fault stapleford, it's by far one of the best flight training organisations out there and I would recommend to anyone!!
Hour building: duration about 4 weeks flying a 152 up and down the country, I spent most of this time brushing up on my nav exercises which I knew I would need once the commencement of my CPL. Please please please make sure you have fun when doing the hour building as it's pretty much stress free.
Commercial pilots licence: duration 18 days, this was by far my favourite course. My instructor was fantastic majority of flying was done in the piper arrow, passed first time. The nav exercises during my hour building really paid dividends.
Instrument rating: duration 5 weeks. This was the course everyone feared, in fact I throughly enjoyed the IR, I seemed to gel with the instrument flying. Majority was flown in the DA42 and the DA42 sim. Passed first time.
MCC and JOC was done at OAA duration 5 days. Was a good introduction to working as a crew in an airline environment.
If you want me to elaborate any part of my blog please feel free to send me a PM!
In total I paid around £55,000 for a frozen ATPL modular at stapleford.
A few weeks after I completed my training, I was sending hundreds if not thousands of CV's to every single operator you could think of. Finally Ryanair contacted me and Invited me for an interview, I paid the 300 quid for the pleasure and after a week I was told I didn't make the grade. I was shocked and gutted by determined not to let it deter me!
Over the next year, I continued to make contacts in the industry, had a part time job at ipilot (fixed base 737 simulator company) and back scaffolding full time.
Finally an opportunity arose for Wizz air, I managed to pass the interview and spent 4 years flying the 320 based in Gdnask Poland. Wizz is the perfect company to start your career, flying lots, hard winters and difficult destinations, it's the ideal place to learn your trade.
I must say, that prior the the Wizz interview I had interviews with 4 smaller operators lined up and that was from making contacts and networking.
Next I left Wizz to come home to the UK and work for another fantastic exciting company called Air tanker flying the Airbus 330. This was a new and exciting place to work flying to worldwide destinations including the Falklands via Ascension Island. I spent about 15 months in air tanker before an amazing opportunity arose to fly for another long haul operator based at LHR to which I fly for to this day, I won't mention the name but put it this way, my favourite colour is red.
On my days off I do consultancy work for CTC teaching Airbus ground school to cadets, another job I obtained through networking.
All in all I've been flying commercially now for 6 years and I very happy with what I have achieved at the age of 28.
Please free free to message me any questions and for those who want to follow me on Instagram: gym_aviator
Good luck
hey i pm'ed you and i saw you tiredto pm me back but it says my inbox is full but theres nothing in there can i contacted you elsewhere ?
