Originally Posted by
Reverserbucket
The MPL situation is difficult; similarly, a significant number of ex-Flybe MPL cadets.....
I don't feel MPL is properly understood by most candidates entering the industry - there is an understandable appeal as a result of the course construct which suggests a strong link between the trainee and airline but that is meaningless without the job, or a tangible flight crew licence at the end.
As has been alluded to, the MPL scheme is all about the trainee being ‘attached’ to an airline, and uses the airlines SOPs ( to the full extent possible*) during phase 2 &3, followed by the type rating.
The licence is issued once base training (circuits) is successfully completed.
An expensive option if this is the only outstanding item to secure the MPL issue.
Clearly an Airbus type is more useful than the Dash (Flybe).
There is no doubt that the MPL route should produce a superior product for the RHS, as the training is tailored for that sole purpose.
[Off topic slightly: the MCC/APS course is also capable of producing a good product]
The other route is to ‘revert’ to the (f)ATPL for CPL/IR issue. Here there is a shortfall in SP flying which needs to be completed together with the standard flight tests.
Note 1* Flybe trainees would complete the 120 hours of phases 2 & 3 on the B.737-800w at Jerez, using the Flybe briefing style, but flying the simulator as a Boeing not a DASH.
Their initial MPL courses in 2010 did require a “leap of faith” as we tried to fly the simulator as a DASH.
Very interesting going directly F5 to F-UP (no F1 selection).
Very light weights were used. And of course the issue of auto feather ‘armed’ !