The "Get flying" career development program
What do you all think of this??
The 'GET-FLYING' Career Development Programme
It is self evident that, over the years, dreams of realising a career in aviation as a pilot have been getting more and more difficult to fulfil. One of the simplest and least costly entry routes was blocked by the advent of JARs when the so called "self improver" (shouldn't that be "self achiever"?) route via a Flight Instructor Rating on a Private Pilot's Licence (PPL) changed with the requirement for a Commercial Pilot's Licence (CPL). Since then new entrants to the industry have either to fund their licence themselves or they come from the military.
The supply of ex military pilots is being greatly reduced by the large increase in incentives to keep them in place. Nevertheless, many still leave when their military flying career seems over and civil aviation beckons with a crock of gold. This source has been considerably reduced though.
The present situation for the new civil pilot is extraordinarily demanding financially. Most have completed some kind of University education and accrued debts of around £12,000. He/she then needs to fund a "frozen" Air Transport Licence (ATPL) at a cost of between £35,000 and £60,000. Usually there is an extra cost of a Multi Crew Cooperation course (MCC) of between £1,650 and £3,500. Finally, most companies are now expecting cadet entry level pilots to fund a Type Rating costing around £20,000 plus base training, either directly or by some form of bonding system (which means greatly reduced wages for a period of some years). Overall, this leads to debts of approximately £75,000 before the aspirant has even started work. What chance then of marriage, children and a house?
Nobody has all the solutions to these problems!
Our research shows that airline's preferences for employment of flying staff follow a pretty set pattern. In order of desirability:
1. Type Rated pilot with around 1,500 hours experience, 500 hrs. on type.
2. Type Rated pilot with around 1,500 hours experience.
3. Non Type Rated pilot with turbine engine experience and 1,500 hours.
4. Type Rated pilot with 300/500 hours from an intensive Cadet scheme
5. Non Type Rated pilot with around 1,000/1,500 hours, more twin time preferred.
6. Non Type Rated pilot with low hours and minimal twin time.
Clearly, the further up the list of preferences one can get, the better the chance of an airline job.
For pilots funding their own careers the advice given on "pPrune" (aviation web site) is absolutely right - THERE ARE NO GUARANTEES.
At TLC we think we have the best solution available under the regulations today, however it's only for limited numbers of candidates due simply to the logistics of the Get-Flying programme.
There are two priorities to be addressed:
1. How to make the qualification as affordable as possible
2. How to make the qualification attractive to the airlines
The Get-Flying programme makes huge advances in both these areas.
The GET-FLYING Programme
Aims:
1. To achieve a "frozen" ATPL with approximately 1,500 hours total experience
2. To obtain a jet Type Rating up to Licence Skills Test (LST)
Cost (excluding VAT):
1. "Frozen ATPL and approximately 1,300 hours
2. Type Rating on a Boeing 737/ 757 or Airbus A320 TOTAL £25,000*
Time:
3 - 3 ½ years
* May vary slightly with aircraft type and cost over time
So how does it work and what does everyone get out of it?
YOU:
The entry requirement to the programme is a PPL and 175 hours flight time, a minimum of two interviews and some written tests and a psychometric profile test. (If you have the PPL and insufficient experience we can help with reduced rate hours building).
Following acceptance onto the programme you will attend our associate Flight Training Organisation's (FTO) approved Ground School for the ATPL theory.
Having successfully completed the CAA ATPL theory examinations you will then complete the flying requirements for the Commercial Pilot's Licence (A).
Following issue of your CPL you then undertake a Flight Instructor Rating and begin employment as an Instructor with the FTO for a minimum of 1,300 instructional flying hours whist being paid a monthly retainer of around £375 (not much, but at least you are being paid to fly!!)
Once the 1,300 hours is in your log book you then complete the Multi Engine Rating and Instrument Rating (IR) with the FTO.
Following a further assessment you now progress to the jet Type Rating course which may well include the MCC course, depending on your choice.
Completion clearly demonstrates to any employer your ability to fly a jet transport aircraft, even if it's not a type that they operate.
At the end of the programme you have:
1. A "frozen" ATPL
2. A Flight Instructor Rating
3. A Multi Engine Rating
4. An Instrument Rating (part of the ATPL requirement)
5. A jet Type Rating up to LST
6. The option of completing the "base training"
7. Possibly a MCC rating
8. Saved a huge amount of money
FLYING SCHOOL (FTO):
The Flying School gets your business for the licences and ratings and recoups additional training costs "in kind" by having a "cheap" instructor, trained to his own standards, for about 1,300 hours (around 2 or 2 ½ summer seasons).
TYPE RATING TRAINING ORGANISATION:
The TRTO gets the jet Type Rating business, although it is discounted somewhat to you.
TLC:
We get a commission for providing the FTO with business and setting up and administrating the programme.
It's a rare win - win situation.
Downside:
1. The number of participating FTOs and the time scale naturally limits the number of places available.
2. The pay as a Flight Instructor is meagre but can be supplemented with part time work (in the local pub for example).
3. Once in the programme you are legally obliged by binding contracts and MUST fulfil your commitments.
Example Payment Schedule*:
Payment 1: On enrolment £6,667
Payment 2: Start of CPL flight training £5,667 after app. 6 months
Payment 3: Start of FIC £4,666 after app. 8 months
Payment 4: Start of jet Type Rating £8,000 after app. 34 months
* may vary a little depending on the participating FTO