True. Nobody is forcing you to go to one FTO or another.
At OAT I was impressed with the facilities, the customer service, and the employment prospects - which from my perspective were comparably 'better' than other FTO's (looked at Cabair and FTE). For me, it was a logical choice.
I chose OAT after what I felt was careful consideration between the options available to me, the amount of money I had available and the likelihood of securing a job once I’ve completed training.
Would I be happy flying “small turboprop outfits”? I’d be happy flying paper aeroplanes, but my research has led me to the conclusion that the starting pay is likely to be higher in a ‘jet job’ than any other.
Should it really be all about money? No it shouldn’t. But realistically speaking, an investment such as the one I have just made concludes that I should be earning as much as possible to begin repayments of my hefty loan. After all, it is still flying!
Regardless of whichever of the three FTO’s I could have joined, I would be in the same financial predicament.
I realise I’ve shifted away from the original question – “What do you get for your money at Oxford”?
I expect you quite probably get the same quality of training that you would at Cabair or FTE.
I am led to believe (perhaps I was taken in by marketing spin too – but I regard myself as a fairly smart individual and I am certain I chose the best of the three) that my employment prospects are as high as they are ever likely to be by being at this particular flight school.
I feel that the ground school tuition at OAT is more ‘taught’ than ‘self-taught’. Not that I’ve been spoon fed all my life – but I personally prefer a regular teaching programme – a lectured system followed by a bit of self-discipline and motivation getting you to consolidate and understand what you have been taught in your own time. I didn’t find this style of teaching to be at the same level at other FTE’s as OAT.
I can’t say whether or not the JOC is a waste of money or not. Given that many airlines would want you to complete a sim-ride of some sort – 40 hours in a 737 simulator is likely to give you one hell of an edge against someone who is fresh out of multi-engine training. I know for a fact that if an airline asked me to demonstrate my skills in a 737 sim after 40 hours practice – I would have thought I’d be pretty good at it.
All in all – you may not get any more for your money than you would at any other FTO. It’s all about where you feel comfortable, where you feel you can bring out the best in yourself, and ultimately, where you think you’re most likely to secure a job.
I’m thrilled with my choice. And I’m entirely confident that I’ll stand a great chance of gaining employment on completion of the course.