I'd love to know what procedures the CAA has for dealing with this kind of thing.
Take a purely hypothetical example.
A student has completed the IR course, done the syllabus, but the FTO goes bust just before the 170A.
Somehow I don't see the student being forced to move to another FTO and spend some considerable time and ££££££ there re-doing the very tail end of his stuff, because no FTO is going to just accept somebody to do one flight. It would be outrageous to force a student to go through that.
Presumably the training record is what really matters.
Silvaire - one can get big variations across the EU too. The problem is that the UK has a near-monopoly on (a) English language FTOs and (b) FTOs with a good reputation. OK, one can argue to hell about these, especially (b) (there are some pretty dodgy revenue raising practices on the UK FTO scene) but if somebody with a business acumen set up an FTO at say Zadar in Croatia, they could undercut the UK system substantially. And they would have a huge airport almost all to themselves. The locals would love the business. But they would still struggle with the perception of dodgy training in the "south".