Debate Between Flying Schools IGRUA/NFTI and those in U.S/Canada/Australia etc
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Debate Between Flying Schools IGRUA/NFTI and those in U.S/Canada/Australia etc
I am starting this thread with respect to the debate that began in the
" Jet Airways trainee first officer" thread about the debate between flying schools in India specifically IGRUA and NFTI both of which are run and managed by CAE which is a world renowned pilot training firm..
Two kinds of schools that I am not including in this debate are
1. Flying schools in the Phillipines : I do not have first hand experience about them but from what I've heard they are the worst . It has a fully corrupt civil aviation authority and along with shoddy flying schools and training standards .
However if you would like to debate about it please feel welcome
2. Flying schools in India other than IGRUA / NFTI :
I am also not including these schools also as we all have heard the amount of fake logging , bad flying training methods etc
Not worth a debate
That way we have two sets of schools to compare are
1. IGRUA and NFTI
2. flying schools in the U.S / Canada / Australia and the rest of the developed nations[/B]
Let me begin by saying that a good pilot in my opinion is someone who trained both theoretically and practically and held to those very high standards .
I will start of first by talking about the flying training and system in India especially the DGCA .
For all those of you who have dealt with the Indian DGCA know first hand that they are one of the most Corrupt , Lazy , Ignorant in the whole world
Hence one cannot believe or rely upon the standards that are set by them .
All the flying schools in India are tested to these very standards i.e the INDIAN DGCA
As I said before a good pilot is someone who is trained theoretically also .
The DGCA theory exams are an overkill
Most of the stuff taught has very little relevance to real world flying and is just taught to make things seem as tough and theoretical as possible.
I wouldnt blame the Indian DGCA alone in this .
The whole Indian education system is based upon theoretical knowledge and has no practical aspects whatsoever .
I guess this is why the Indian DGCA requires maths and physics in 10+2 which again is an overkill when it comes to aviation knowledge.
The questions for the DGCA exams are based upon JAA syllabus anyway
Infact for the last exam they copied the questions word for word from JAA question banks
A few questions were even copied from FAA question banks
Some questions even dont make any sense at all .
One guy said that they take up to 6 months to clear their exams .
The DGCA exams take place once in 3 months anyway so no
surprises there
One of the reasons why FAA license holders are able to finish in 6 months are because they can take the exams any day they please and almost wherever they please as there are thousands of testing centres located all over the country . Not sure about other civil aviation authorities though
The results also dont take one month to come instead they are printed immediately after the exam is over .
I cant comment much on the practical test Indian CPL holders are tested upon but from what I have heard they are nothing when compared atleast to FAA standards of testing
The main reason why the Indian flying schools are not good is because the flying schools only teach to the standards set up by the DGCA which we all know in not that great at all .
Having a brand new fleet of aircraft and well equipped classrooms are not going to make better pilots if they are not tested to the right standards
Now lets begin with the FAA written exam . In FAA the question banks are freely available and only those questions in those question banks are asked for the exam . All topics are inlcuded in this one exam .
Meterology , navigation , regulation , technical , etc .
The questions asked are only what they feel are required ( sometimes I feel that some questions are also too much ) and are updated yearly .
But as we all know knowledge of how an aircraft flies as stated by one of the members in the previous thread is absolutely useless if one cannot use it to fly a plane .
Heck even my younger brother who plays those flight sims can tell you how an airplane flies . He might not go deep into explaining bernoulli's theory but he can get the point across
Like I said Knowledge is useless if you dont know how to apply it
Remember that your ultimate aim is to fly airplanes and not explain the theory behind them ( unless ofcourse you work as an instructor )
Even though the FAA written exams are easy and one can easily score above 90%.... the FAA practical tests are not.
The FAA checkride ( practical test ) consists of two parts
1. The oral exam
2. The flying exam
If you cannot pass the oral exam you wont be allowed to proceed to the flying part
In the oral exam the FAA examiner ( who unlike in India is not employed by the flying school ) will ask questions from every subject .
By this way they will find out whether you passed your theoretical exam by rote learning or whether you have actually understood the theory content .
Unlike in India where they focus on definitions... he wont ask you to define and instead ask you to explain .
The first question i was always how would you know whether the aircaft you are flying today is legally capable for flight ( application of knowledge of regulation )
You have to explain all the documents required on board, the minimum equipment required , the weather minima for the airspace we will be flying
Then he asks questions like if you have a particular instrument failure during flight ( eg : attitude indicator ) what would you do ? would you divert ? would you continue ? are you required to divert ? etc
My private pilot oral exam was for 2 hours , Instrument rating 2 hours and my Commercial was 3 . All the exams were conducted by a senior check pilot who works for a Major U.S airline . I passed all of them the first time thank you
I wonder how many students trained in India can answer the above question with respect to equipment required , documents to be carried on board , where would find the minimum equipment required
The above question is only the tip of the iceberg . Only if you know your theory very well will you be able to answer the above questions .
For my commercial exam he made me explain to him all the factors that affect Vmc in a multi engine airplane and the different factors that are used while certifications of one and whether they increase or decrease Vmc
Which ofcourse is in addition to the systems and regs and navigation and weather and chart symbols .
By the way how many of you can plan and fly a VFR cross country in India ?( are there even VFR charts published )
Please excuse my knowledge for the above question as i havent flown in India
The flying part is no joke either . They make you fly the cross country as planned and expect you to stick to very strict standards with respect to assigned altitude , airspeed and heading . They test everything from engine failures to partial panel to short field landing . Infact you have to touch down within 100 feet from your intended point of landing .
They also make you do numerous instrument approaches , a hold ( I had 5 seconds to figure out the entry ) , DME arc , single engine approaches ( on a multi engine aircraft )
How many of you have even flown a GPS or WAAS approach ?
Flying in the U.S also gives you the chance to experience a variety of different airports and approaches .
Florida alone has more airports than the whole of India
My instructor always conducted the theory lessons on a 1:1 basis and gave me as much as possible . If i had a doubt he would always take the time to sit and explain untill i got it in my head .
Before the exams he would sit with me and again tutor me for all the possible questions and situations that would come for the practical exams
He taught above and beyond what was required for the exam and in becoming a good pilot
I really wish someone could explain how the practical test is done either in IGRUA or NFTI .
NFTI charges you 28 lakhs for 190 hours of single engine and 10 hours of multi engine and thats it .
The 10 hours is because thats the bare minimum required by the Indian DGCA . I can only imagine as to how much you must have learnt or to what standards you must flown in those 10 hours .
Even the FAA requires only 10 hours but most candidates average 20 or more hours before they are proficient in flying the airplane to the required standards .
In India none of the flying schools or clubs will trust you to fly a multi enigne plane solo (meaning sole living being on board ) even though you were trained by them.
Well that about brings me to end of my point of view
Now about the RT exam . Its another DGCA like organisation which is way more corrupt and absolutely unnecessary . Asking questions from hard core physics, some useless questions that are totally unrelated to the exam and meant to fail the candidate on purpose .
Part 1 of the exam is an even bigger joke . I have seen senior Air India captains come and fail this exam
These are guys who have flown for most of their lives and have more experience talking on the radio than either you or I do .
I dont think there is anyone out there who can justify that the RT exam is even necessary .
For those of you out there who think I dont know what I am talking about i passed both Part 1 and Part 2 in the first attempt
I give my thanks to Mr . M K Singh for that as i had attended his coaching classes . It was a lot to study but finally my hard work paid off as i was able to answer most of the questions asked during Part 2
Now about the 6 months to finish...
6 months is the theoretical possibility of finishing the CPL . Very few candidates finish in 6 months . Most average 8months to more than 1 year due to various factors like weather , maintenance or sheer badluck .
So that brings me to the end of my debate...
On another note eventhough the FAA standards are very high the capacity of individual to individual always varies . I have seen people fail even the easy FAA written exam along with the oral and practical exam because they didnt prepare well or made a stupid mistake during the practical exam
I was fortunate enough to pass all my exams in the first try .
I believe the same applies to flying schools in India or elsewhere that it all depends upon your individual attitude towards this career and learning
Now lets hear your comments , suggestions , things that I am not aware of , plain arguments etc .
If you feel that any point that I have mentioned above is factually wrong please feel free and welcome to make the necessary correction.
I would also like to hear the comments from current airline pilots who have flown with candidates from the different flying schools and welcome their opinions and suggestions
Like I said before
Knowledge is useless if you dont know how to apply it
" Jet Airways trainee first officer" thread about the debate between flying schools in India specifically IGRUA and NFTI both of which are run and managed by CAE which is a world renowned pilot training firm..
Two kinds of schools that I am not including in this debate are
1. Flying schools in the Phillipines : I do not have first hand experience about them but from what I've heard they are the worst . It has a fully corrupt civil aviation authority and along with shoddy flying schools and training standards .
However if you would like to debate about it please feel welcome
2. Flying schools in India other than IGRUA / NFTI :
I am also not including these schools also as we all have heard the amount of fake logging , bad flying training methods etc
Not worth a debate
That way we have two sets of schools to compare are
1. IGRUA and NFTI
2. flying schools in the U.S / Canada / Australia and the rest of the developed nations[/B]
Let me begin by saying that a good pilot in my opinion is someone who trained both theoretically and practically and held to those very high standards .
I will start of first by talking about the flying training and system in India especially the DGCA .
For all those of you who have dealt with the Indian DGCA know first hand that they are one of the most Corrupt , Lazy , Ignorant in the whole world
Hence one cannot believe or rely upon the standards that are set by them .
All the flying schools in India are tested to these very standards i.e the INDIAN DGCA
As I said before a good pilot is someone who is trained theoretically also .
The DGCA theory exams are an overkill
Most of the stuff taught has very little relevance to real world flying and is just taught to make things seem as tough and theoretical as possible.
I wouldnt blame the Indian DGCA alone in this .
The whole Indian education system is based upon theoretical knowledge and has no practical aspects whatsoever .
I guess this is why the Indian DGCA requires maths and physics in 10+2 which again is an overkill when it comes to aviation knowledge.
The questions for the DGCA exams are based upon JAA syllabus anyway
Infact for the last exam they copied the questions word for word from JAA question banks
A few questions were even copied from FAA question banks
Some questions even dont make any sense at all .
One guy said that they take up to 6 months to clear their exams .
The DGCA exams take place once in 3 months anyway so no
surprises there
One of the reasons why FAA license holders are able to finish in 6 months are because they can take the exams any day they please and almost wherever they please as there are thousands of testing centres located all over the country . Not sure about other civil aviation authorities though
The results also dont take one month to come instead they are printed immediately after the exam is over .
I cant comment much on the practical test Indian CPL holders are tested upon but from what I have heard they are nothing when compared atleast to FAA standards of testing
The main reason why the Indian flying schools are not good is because the flying schools only teach to the standards set up by the DGCA
which we all know in not that great at all . Having a brand new fleet of aircraft and well equipped classrooms are not going to make better pilots if they are not tested to the right standards
Now lets begin with the FAA written exam . In FAA the question banks are freely available and only those questions in those question banks are asked for the exam . All topics are inlcuded in this one exam .
Meterology , navigation , regulation , technical , etc .
The questions asked are only what they feel are required ( sometimes I feel that some questions are also too much ) and are updated yearly .
But as we all know knowledge of how an aircraft flies as stated by one of the members in the previous thread is absolutely useless if one cannot use it to fly a plane .
Heck even my younger brother who plays those flight sims can tell you how an airplane flies . He might not go deep into explaining bernoulli's theory but he can get the point across
Like I said Knowledge is useless if you dont know how to apply it
Remember that your ultimate aim is to fly airplanes and not explain the theory behind them ( unless ofcourse you work as an instructor )
Even though the FAA written exams are easy and one can easily score above 90%.... the FAA practical tests are not.
The FAA checkride ( practical test ) consists of two parts
1. The oral exam
2. The flying exam
If you cannot pass the oral exam you wont be allowed to proceed to the flying part
In the oral exam the FAA examiner ( who unlike in India is not employed by the flying school
) will ask questions from every subject . By this way they will find out whether you passed your theoretical exam by rote learning or whether you have actually understood the theory content .
Unlike in India where they focus on definitions... he wont ask you to define and instead ask you to explain .
The first question i was always how would you know whether the aircaft you are flying today is legally capable for flight ( application of knowledge of regulation )
You have to explain all the documents required on board, the minimum equipment required , the weather minima for the airspace we will be flying
Then he asks questions like if you have a particular instrument failure during flight ( eg : attitude indicator ) what would you do ? would you divert ? would you continue ? are you required to divert ? etc
My private pilot oral exam was for 2 hours , Instrument rating 2 hours and my Commercial was 3 . All the exams were conducted by a senior check pilot who works for a Major U.S airline . I passed all of them the first time thank you
I wonder how many students trained in India can answer the above question with respect to equipment required , documents to be carried on board , where would find the minimum equipment required
The above question is only the tip of the iceberg . Only if you know your theory very well will you be able to answer the above questions .
For my commercial exam he made me explain to him all the factors that affect Vmc in a multi engine airplane and the different factors that are used while certifications of one and whether they increase or decrease Vmc
Which ofcourse is in addition to the systems and regs and navigation and weather and chart symbols .
By the way how many of you can plan and fly a VFR cross country in India ?( are there even VFR charts published )
Please excuse my knowledge for the above question as i havent flown in India
The flying part is no joke either . They make you fly the cross country as planned and expect you to stick to very strict standards with respect to assigned altitude , airspeed and heading . They test everything from engine failures to partial panel to short field landing . Infact you have to touch down within 100 feet from your intended point of landing .
They also make you do numerous instrument approaches , a hold ( I had 5 seconds to figure out the entry ) , DME arc , single engine approaches ( on a multi engine aircraft )
How many of you have even flown a GPS or WAAS approach ?
Flying in the U.S also gives you the chance to experience a variety of different airports and approaches .
Florida alone has more airports than the whole of India
My instructor always conducted the theory lessons on a 1:1 basis and gave me as much as possible . If i had a doubt he would always take the time to sit and explain untill i got it in my head .
Before the exams he would sit with me and again tutor me for all the possible questions and situations that would come for the practical exams
He taught above and beyond what was required for the exam and in becoming a good pilot
I really wish someone could explain how the practical test is done either in IGRUA or NFTI .
NFTI charges you 28 lakhs for 190 hours of single engine and 10 hours of multi engine and thats it .
The 10 hours is because thats the bare minimum required by the Indian DGCA . I can only imagine as to how much you must have learnt or to what standards you must flown in those 10 hours .
Even the FAA requires only 10 hours but most candidates average 20 or more hours before they are proficient in flying the airplane to the required standards .
In India none of the flying schools or clubs will trust you to fly a multi enigne plane solo (meaning sole living being on board ) even though you were trained by them.
Well that about brings me to end of my point of view
Now about the RT exam . Its another DGCA like organisation which is way more corrupt and absolutely unnecessary . Asking questions from hard core physics, some useless questions that are totally unrelated to the exam and meant to fail the candidate on purpose .
Part 1 of the exam is an even bigger joke . I have seen senior Air India captains come and fail this exam
These are guys who have flown for most of their lives and have more experience talking on the radio than either you or I do .
I dont think there is anyone out there who can justify that the RT exam is even necessary .
For those of you out there who think I dont know what I am talking about i passed both Part 1 and Part 2 in the first attempt
I give my thanks to Mr . M K Singh for that as i had attended his coaching classes . It was a lot to study but finally my hard work paid off as i was able to answer most of the questions asked during Part 2
Now about the 6 months to finish...
6 months is the theoretical possibility of finishing the CPL . Very few candidates finish in 6 months . Most average 8months to more than 1 year due to various factors like weather , maintenance or sheer badluck .
So that brings me to the end of my debate...
On another note eventhough the FAA standards are very high the capacity of individual to individual always varies . I have seen people fail even the easy FAA written exam along with the oral and practical exam because they didnt prepare well or made a stupid mistake during the practical exam
I was fortunate enough to pass all my exams in the first try .
I believe the same applies to flying schools in India or elsewhere that it all depends upon your individual attitude towards this career and learning
Now lets hear your comments , suggestions , things that I am not aware of , plain arguments etc .
If you feel that any point that I have mentioned above is factually wrong please feel free and welcome to make the necessary correction.
I would also like to hear the comments from current airline pilots who have flown with candidates from the different flying schools and welcome their opinions and suggestions
Like I said before
Knowledge is useless if you dont know how to apply it
Last edited by cyrilroy21; 20th Jan 2011 at 09:27.
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Oh by the way I dont see anything wrong nor does it make anyone less professional in wearing a T shirt and bermuda shorts and flying around in nice Cessna along the sunny beaches of Florida
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Cyril: Truly appreciate the effort put in by you. Endorse everything that you say. I don't understand what people gain by comparing institutes. A good pilot will succeed in any school, or for that matter country (even Philippines)
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The aim of this debate is to clear any misconceptions between CPL holders who are trained outside India and those who train within India
It would be nice to maintain a professional attitude and not make any attacks or remarks against each other
It would be nice to maintain a professional attitude and not make any attacks or remarks against each other
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@cyrilroy21
perfect and factual..
i totally can relate to that..because ive trained from the States
how come i dont see many posts here on this debate..
the debate on the Jet forum was longer i guess..
:P
perfect and factual..
i totally can relate to that..because ive trained from the States
how come i dont see many posts here on this debate..
the debate on the Jet forum was longer i guess..
:P
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By the way how many of you can plan and fly a VFR cross country in India ?( are there even VFR charts published )
Please excuse my knowledge for the above question as i havent flown in India
Please excuse my knowledge for the above question as i havent flown in India
The flying part is no joke either . They make you fly the cross country as planned and expect you to stick to very strict standards with respect to assigned altitude , airspeed and heading . They test everything from engine failures to partial panel to short field landing .
single engine approaches ( on a multi engine aircraft )
How many of you have even flown a GPS or WAAS approach ?
How many of you have even flown a GPS or WAAS approach ?
gps approaches again are not allowed in india as per dgca. however rnp approaches should start within next 3-4 months at VOCI.
In India none of the flying schools or clubs will trust you to fly a multi enigne plane solo (meaning sole living being on board ) even though you were trained by them.
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@cyilroy - dude, your the man...
I totally agree with you. I had my private oral for 3 hours, Instrument 4 hours and Commercial took 5 hours. Was totally exhausted after the commercial oral check. My examiner flies Bombardier Global Express Jet and has around 30000 hours of flight experience.
And people think FAA license holders doesn't have have ground knowledge as their written is really simple, but they don't know that most of the ground part is covered during our oral check.
I totally agree with you. I had my private oral for 3 hours, Instrument 4 hours and Commercial took 5 hours. Was totally exhausted after the commercial oral check. My examiner flies Bombardier Global Express Jet and has around 30000 hours of flight experience.
And people think FAA license holders doesn't have have ground knowledge as their written is really simple, but they don't know that most of the ground part is covered during our oral check.
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RGNFTI and IGRUA are the best.........
@koolchaos3188
All our instructors and examiners are ex-IAF/NAVY/ARMY Aviators of the ranks of Air Vice Marshall, Air Commodore, who have flown aircrafts like IL-76/78, Mig-21's, Jaguars. Both in IGRUA as well as NFTI.
We had a few FAA Instructors initially, but they were later kicked out as they could not clear their DGCA regulations and composite exam whic is extremely simple.
@cyrilroy21
Even a monkey can fly an aircraft. Suppose you have an A320, would you let a pilot fly it if he has no idea about the ABCD.... of aerodynamics, meteorology? Think again boy
, its a 300 crore jet carrying 180 souls on board.
Ya i have seen those SPL level question banks, used to solve those when i was in +2 and before my SPL exam.
Thats the reason FAA CPL holders are working in call centres or selling milk. Your mentality regarding knowledge clearly shows in all the airline written exams too, 90% of you people never clear the written.
Ya thats what you FAA cadets do, you fail every half an hour and then keep reappearing and somehow pass the exam within a few days or a week, cause the same questions keep on reappearing.
They are not just easy, they are a piece of cake.
Any IGRUA or NFTI pre SPL level cadet can answer these stupid silly questions, no big deal.
Big deal youknow the full form of Vmc, like i said before, these basic things are asked in IGRUA and NFTI SPL exams.
I beleive that getting a FAA CPL is easier than getting an Indian LMV drivers license
All our instructors and examiners are ex-IAF/NAVY/ARMY
Aviators of the ranks of Air Vice Marshall, Air Commodore, who have flown aircrafts like IL-76/78, Mig-21's, Jaguars. Both in IGRUA as well as NFTI.We had a few FAA Instructors initially, but they were later kicked out
as they could not clear their DGCA regulations and composite exam whic is extremely simple.@cyrilroy21
Remember that your ultimate aim is to fly airplanes and not explain the theory behind them ( unless ofcourse you work as an instructor )
, its a 300 crore jet carrying 180 souls on board.
Now lets begin with the FAA written exam . In FAA the question banks are freely available and only those questions in those question banks are asked for the exam . All topics are inlcuded in this one exam .
Meterology , navigation , regulation , technical , etc .
Meterology , navigation , regulation , technical , etc .
Like I said Knowledge is useless if you dont know how to apply it
One of the reasons why FAA license holders are able to finish in 6 months are because they can take the exams any day they please and almost wherever they please as there are thousands of testing centres located all over the country
Even though the FAA written exams are easy and one can easily score above 90%.... the FAA practical tests are not
The first question i was always how would you know whether the aircaft you are flying today is legally capable for flight ( application of knowledge of regulation )
You have to explain all the documents required on board, the minimum equipment required , the weather minima for the airspace we will be flying
Then he asks questions like if you have a particular instrument failure during flight ( eg : attitude indicator ) what would you do ? would you divert ? would you continue ? are you required to divert ? etc
My private pilot oral exam was for 2 hours , Instrument rating 2 hours and my Commercial was 3 . All the exams were conducted by a senior check pilot who works for a Major U.S airline . I passed all of them the first time thank you
I wonder how many students trained in India can answer the above question with respect to equipment required , documents to be carried on board , where would find the minimum equipment required
You have to explain all the documents required on board, the minimum equipment required , the weather minima for the airspace we will be flying
Then he asks questions like if you have a particular instrument failure during flight ( eg : attitude indicator ) what would you do ? would you divert ? would you continue ? are you required to divert ? etc
My private pilot oral exam was for 2 hours , Instrument rating 2 hours and my Commercial was 3 . All the exams were conducted by a senior check pilot who works for a Major U.S airline . I passed all of them the first time thank you
I wonder how many students trained in India can answer the above question with respect to equipment required , documents to be carried on board , where would find the minimum equipment required
For my commercial exam he made me explain to him all the factors that affect Vmc in a multi engine airplane and the different factors that are used while certifications of one and whether they increase or decrease Vmc
Which ofcourse is in addition to the systems and regs and navigation and weather and chart symbols .
Which ofcourse is in addition to the systems and regs and navigation and weather and chart symbols .
I beleive that getting a FAA CPL is easier than getting an Indian LMV drivers license
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@FlyByWire320
Although we're talking about the ease of examinations held in India, this discussion sheds more light onto the ease of access in the system. It's about how the FAA system has excellently utilized all of its resources to keep it a smooth ongoing process.
Now clearly you haven't understood the point where FAA fortifies flight training with the "most relevant" magnitude of ground knowledge. Obviously I wouldn't blame the system. Every system has it's own flaws and so does the FAA. Outsourcing, being the major flaw in the Indian aviation and licensing authority, hasn't left commercial license holders with much of an option other than an employment pause.
Reading this could probably contradict the golden rule "A good pilot is always learning" but there's a difference between having modern relevant knowledge and studying futile navigational subjects. I definitely applaud you for solving FAA question banks in the 12th grade, not many of us do that.
As far as comparing core instrument topics that we know, to saying a PRE SPL candidate in IGRUA or NFTI could answer those "silly stupid questions", I'm sure there's going to be a plethora of arguments and contradiction to that. Unless you're trying to prove coercion, that's simply not possible.
If at all there should be a comparison, it should be with a more burdensome licensing authority like the JAA. India lacks on certain transparency and ease-of-public-access issues, which when cleared would beyond any doubt help all the pilots to grow this new age.
Although we're talking about the ease of examinations held in India, this discussion sheds more light onto the ease of access in the system. It's about how the FAA system has excellently utilized all of its resources to keep it a smooth ongoing process.
Now clearly you haven't understood the point where FAA fortifies flight training with the "most relevant" magnitude of ground knowledge. Obviously I wouldn't blame the system. Every system has it's own flaws and so does the FAA. Outsourcing, being the major flaw in the Indian aviation and licensing authority, hasn't left commercial license holders with much of an option other than an employment pause.
Reading this could probably contradict the golden rule "A good pilot is always learning" but there's a difference between having modern relevant knowledge and studying futile navigational subjects. I definitely applaud you for solving FAA question banks in the 12th grade, not many of us do that.
As far as comparing core instrument topics that we know, to saying a PRE SPL candidate in IGRUA or NFTI could answer those "silly stupid questions", I'm sure there's going to be a plethora of arguments and contradiction to that. Unless you're trying to prove coercion, that's simply not possible.
If at all there should be a comparison, it should be with a more burdensome licensing authority like the JAA. India lacks on certain transparency and ease-of-public-access issues, which when cleared would beyond any doubt help all the pilots to grow this new age.
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@ flywire..
Dude you crack me up.. It's true that if you can fly 320's even monkey's can I understand that point.. apart from that all you said was utter crap.. From where the hell did you get the 90% figure is beyond me.. And for Vmc he said factors not full-form gosh.. and if you did those in SPL.. Dude what the hell did you do in CPL.. learn advanced aerodynamics on fighter jets or what??.. Stop opening your mouth when you have no clue what crap is coming out.. And you should see a lot of your so called brilliant IGRUA students.. Go to DGCA website and see the RESULTS and then comment lmao SPL level 
.. :P
.. :P
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@sudeep6258
dude if you think what you learnt in US is sufficient ......then why do airlines come and recruit pilots Directly from IGRUA and NFTI(this happens behind your back)......why not from any CHEAP flying school from florida
how do you even manage to learn every thing within 6 months goooooooooodd ....lolzz . You get a big fat salary to fly this huge aircraft as truly said by flybywire you are expected to know all the stuff from A-Z in detail.........i know if you had a ferrari you wont let an auto rickshaw driver (who knows how to drive, analogy to FAA CPL holder) to drive your car........wont you...
dude if you think what you learnt in US is sufficient ......then why do airlines come and recruit pilots Directly from IGRUA and NFTI(this happens behind your back)......why not from any CHEAP flying school from florida
how do you even manage to learn every thing within 6 months goooooooooodd ....lolzz . You get a big fat salary to fly this huge aircraft as truly said by flybywire you are expected to know all the stuff from A-Z in detail.........i know if you had a ferrari you wont let an auto rickshaw driver (who knows how to drive, analogy to FAA CPL holder) to drive your car........wont you...
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@planeboy
Dude firstly.. What's your ref. on all airlines recruiting from IGRUA and NFTI?.. Secondly.. what in this world is a CHEAP flying school?? Have you ever been to florida.. I guess not. Truthfully, I god dam cleared my nav comp exam first attempt by seriously studying for a month or so. Dude.. it's not rocket science and I did my training in approx 9 months in Tennessee.. It's not 1-2-3.. And you comparing a FAA CPL holder to an auto-rickshaw driver is ignorant. And I am in no sense saying that people who flew in India are not good pilots or whatever.. But I am just saying dude you ain't no hotshot that you flew in India.. You flew the same freaking Cessna's, Pipers, etc.. And we have the same knowledge as you guys..
On a side note.. If you really think the people from US have no clue why the hell are most of your commanders expats.. See there is no real big co-relation but you saying auto-rickshaw and stuff was the same crap.
@cyril roy..
Kindly fix this line
If you can pass the oral exam you wont be allowed to proceed to the flying part
On a side note.. If you really think the people from US have no clue why the hell are most of your commanders expats.. See there is no real big co-relation but you saying auto-rickshaw and stuff was the same crap.
@cyril roy..
Kindly fix this line
If you can pass the oral exam you wont be allowed to proceed to the flying part
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@sudeep6258
We are not discussing tourist destinations.
Who told you we fly those cheap metal box cessnas and pipers, we fly aircrafts like Diamond DA-40, DA-42, Zlin Z242(acrobatic aircraft), Trinidad TB-20 and King Air C-90A's equipped with Garmin G1000 Glass cockpits. Ever heard of it, or are u too happy with your six packs (Instruments).
Who told you most of them are expats?? There is not even a single expat pilot in Indian Airlines (NACIL-I), and other airlines have hardly 10-15% expats cause of acute shortage of indian commanders.
You will see that If you ever get a chance to compete in a exam with IGRUA/NFTI cadets.
Have you ever been to florida.. I guess not.
You flew the same freaking Cessna's, Pipers, etc.. And we have the same knowledge as you guys..
, we fly aircrafts like Diamond DA-40, DA-42, Zlin Z242(acrobatic aircraft), Trinidad TB-20 and King Air C-90A's equipped with Garmin G1000 Glass cockpits. Ever heard of it, or are u too happy with your six packs (Instruments).
If you really think the people from US have no clue why the hell are most of your commanders expats
But I am just saying dude you ain't no hotshot that you flew in India.
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@planeboy - i can understand that ground part is tough in India but the flight part is really crappy man. have you even seen guys flying in this country while they are under training. sometimes they don't even take off, just start the engine at the bay and log the time
I once flew here to get my single IR current, he didn't even let me do the pre-flight check that sick instructor.
About the employment.
dude if we were a citizen of their country we would have been already hired by them as instructors or got employed as banner towing pilots or crop dusting or even fire fighting.
and after building number of hours hired by a regional airline and after like 4000-5000 hours, you get a job in airline as FO's.
Only our nation employs 250 hours CPL holder as airline FO,and hand over them big shiny jets. Air India hand over those guys Boeing 777, which is totally sick.
Do you really have an idea what kind of airspace you get in USA. There is no class B or class C airspace in India LMAO.
You really think we can match upto them, it would take us more than 100 years to even come closer to what they are right now...
I once flew here to get my single IR current, he didn't even let me do the pre-flight check
that sick instructor. About the employment.
dude if we were a citizen of their country we would have been already hired by them as instructors or got employed as banner towing pilots or crop dusting or even fire fighting.
and after building number of hours hired by a regional airline and after like 4000-5000 hours, you get a job in airline as FO's.
Only our nation employs 250 hours CPL holder as airline FO,and hand over them big shiny jets. Air India hand over those guys Boeing 777, which is totally sick
.Do you really have an idea what kind of airspace you get in USA. There is no class B or class C airspace in India LMAO.
You really think we can match upto them, it would take us more than 100 years to even come closer to what they are right now...
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@Sudeep
Sorry about the error . Made the correction
@FlyByWire
Yeah... flew glass cockpits here also same G1000.
@Planeboy777
Only AI and IC seem to come and recruit from IGRUA and NFTI
I am assuming this is because the senior NACIL employees have their sons and daughters also studying in the same institute
Like someone posted earlier Jet Airways came only after IGRUA invited them and even then they have to compete with every other Indian CPL holder.
Sorry about the error . Made the correction
@FlyByWire
Yeah... flew glass cockpits here also same G1000.
@Planeboy777
Only AI and IC seem to come and recruit from IGRUA and NFTI
I am assuming this is because the senior NACIL employees have their sons and daughters also studying in the same institute
Like someone posted earlier Jet Airways came only after IGRUA invited them and even then they have to compete with every other Indian CPL holder.
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i am not gonna put fuel in this fight..just share my experience
i did my initial CPL/IR from states. Instructed there for a while, Instructed in India, ME as well.
I have seen idiots in states,ME, India ,including nfti. Visited nfti few times, know quite a few people working there. nfti still has better standards than other FTO's in India. I know state of some of the other FTO's. the instructors including CFI's know absolutely nothing. Most CFI's in India currently are the guys who could not make to any airline and have survived 2 boom periods.
I am still happy that i did my initial flying from states since apart form FI's, aircrafts, G1000's etc etc , there is a broader picture and that is the aviation culture, the infrastructure, the attitude.
PS- i like when everybody becomes a captain here after CPL..
i did my initial CPL/IR from states. Instructed there for a while, Instructed in India, ME as well.
I have seen idiots in states,ME, India ,including nfti. Visited nfti few times, know quite a few people working there. nfti still has better standards than other FTO's in India. I know state of some of the other FTO's. the instructors including CFI's know absolutely nothing. Most CFI's in India currently are the guys who could not make to any airline and have survived 2 boom periods.
I am still happy that i did my initial flying from states since apart form FI's, aircrafts, G1000's etc etc , there is a broader picture and that is the aviation culture, the infrastructure, the attitude.
PS- i like when everybody becomes a captain here after CPL..
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@flybywire
Kindly correct me if I am wrong.. Trinidad TB-20 don't have G1000 on it.? Regarding zlin z 42.. I have flown Super Decathlon.. Extra 300L so no real probs on that front.. Cessna172's have G1000.. You can't comment on overseas places when you haven't been there in the first place.. I take back my statement on the expats.. I did forget Indian Airlines didn't have them.. But there still are quite a few out there.. And I personally know a lot of IGRUA cadet's and no they ain't big deal. I do admit that I wanted to do my multi-engine on King Air but still you can't have everything in life.
P.S. In US I had the opportunity to fly P-51 Mustangs and Boeing Stearman.
edited because I think I was being too rude.
P.S. In US I had the opportunity to fly P-51 Mustangs and Boeing Stearman.
edited because I think I was being too rude.
