You missed my point, of course a pissy little flying school in the arse end of nowhere is going to listen to what the Balshy students say more than a multi level corporate like OATs or even BAE in Jerez. All I am saying is at OATs for people who whinge saying you can't get stuff sorted because there are too many layers of middle man around just simply haven't got to know the place and how to pull the strings. I admit I have even seen it at OATs that a course who get arsey get no favours done for them. What ever school/airline/anything you end up in, find out how they like their strings pulled - and you will get any problem sorted. Trust me, there is a way at OATs currently.
Yes, well, not having to learn the political realities of a larger FTO is rather the point.
Its like the people who complain blue murder at the slightest thing wrong in a restaurant - they get god knows what in their food, If you keep your cool and are nice to the staff - stuff gets sorted... Or maybe not, maybe I just have a way of dealing with people to get things done to a satisfactory conclusion, called leadership/initiative or something isnt it, might be useful as a pilot???
You can argue anything is useful as a pilot. I don't think attending a large or small FTO makes a toss of difference.
As regards the JOT course, well it ain't a full 737 sim but I am sure it is close enough to give you a good idea. Also, I seem to remember BA always gave their cadets a JOT course before sending them to Cranebank - I am sure they had a reason for that other than to waste a few more pounds? + an extra 15-20 hours in that kind of sim will only be a benefit for any potential sim check you get at an interview. As I understand SOPs are being used straight from a specific company so will be very representative - especially if you end up working for that company...
It isn't a 737 sim and getting a good idea is a pointless exercise. Either you learn to fly a proper certified sim - or - you learn procedures and principles on a synthetic training aid. A halfway house is just an expensive way of completing an MCC. The quality of the tuition is sooooo much more important than the look and size of the box.
Moiving onto your point about being taught by the same bloke all the way through - I am of a different opinion on this, I think going into an airline environment you fly with different people everyday, your instructors are different if you move fleets/companies etc. It is good to have a variety as different people do do things in slightly different ways. I am not saying i would want 2 different instructors in the run up to my IR, but in the modular context 1 to PPL, 1 to CPL and a different 1 to Multi IR would in my book be better than 1 mediocre person all the way through, a kind of Synergistic Instructoring if you like.
Yeah, don't confuse line flying with basic training. Basic training is best delivered with continuity. Same base, same aircraft, same instructors -- as far as is practicable. As for mediocre - the best instructors I know work for small FTO's and the standards for experience required by the big boys have all declined significantly from the CAP509 days.
As always - its horses for courses. £40k is still a lot of money though. What would you rather have:
a) 185hrs piston Frzn ATPL, CPL/IR MCC and a £70,000 loan.
b) 200hrs piston Frzn ATPL, CPL/IR MCC, B737 type rating + 100hrs/70 sectors and a £65,000 loan.
It used to be the case up until Autumn 2001 that the quickest way into a jet was to rock up at a large FTO who were training airline cadets.
It is now the case that the quickest way into a jet is to rock up at a small FTO, then pay for a Ryanair or Astraeus style type rating.
The wheel will surely turn again but for now the arguments are pretty conclusive.
Cheers
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