ASIAN FROG
27th Jan 2006, 00:52
First, what is the MPL:
MPL stands for Multi crew Pilot Licence .Since a couple of years, this new Licence is under negotiations at international level between Authorities and ICAO. It aims to provide a solution in case of pilot shortage for Ab- Initio training.
The bearer of this licence will be authorised to fly on the right seat (and only the right seat) of a multi crew turbine aircraft. In order to become commander, he will have to obtain a complementary package (Which is under difficult discussions). It is a “competency based Training and Assessment”.
If we decode all the administrative language, the MPL is a pure “operational” licence, to which is added a layer of advanced CRM concept (The Threat Error Management). The theoretical knowledge of the CPL/IR has shrink to a superficial varnish, to which is added studies of the check lists and pilot behaviour during the various phases of the flight, the student being trained to perform all phases of the flight in synthetic devices (up to Full Flight Simulator) after 70 hours of training on a single engine aircraft.
American Companies are visiting the schools and are trying to build association in order to implement this new licensing system in the South East Asia.
This is a very controversial topic, and your opinion will be quite interesting.
On my side, this is my personal comments:
This licence is an adaptation of the system operator concept to the First Officer position.
Why the Americans are riding this horse? Because the FAA licence standard is loosing ground in front of the JAA standard, the MPL looks like the opportunity to reshuffle their Training Industry, more it is a support for the Simulator manufacturers. Americans have found a way to stop the JAA standard invasion..
Is this new licence cheaper for individuals and Airlines? Not obvious, because the costing may be higher at the end (MPL + conversion MPL /ATPL).Expansive simulators (Full Flight with motion) have to be used, the running cost of such a simulator being higher than Diesel Engine Aircraft. In the past, Airlines have experienced lifetime first officers unable to upgrade their licence from CPL to ATPL. This was not at all satisfactory, creating social problems, is this story restarting again?
One main concern of Airlines and Authorities is to get as soon as possible commanders of National Origin (And not first officer). This project is going to slow down the process due to the conversion. How is going to be financed this conversion period, when the First Officer will have to stop his activity for studying? Extra pilots required and salaries to be paid?.
However, the Threat Error Management is an interesting concept. Oxford has already integrated this in its 2006 JAR syllabus, with a Jet Orientation Module topping the whole training? Is this example the way to go instead of the MPL?
Information about MPL is easily available on Internet. This is an important discussion, your opinions, comments appreciated.
.
MPL stands for Multi crew Pilot Licence .Since a couple of years, this new Licence is under negotiations at international level between Authorities and ICAO. It aims to provide a solution in case of pilot shortage for Ab- Initio training.
The bearer of this licence will be authorised to fly on the right seat (and only the right seat) of a multi crew turbine aircraft. In order to become commander, he will have to obtain a complementary package (Which is under difficult discussions). It is a “competency based Training and Assessment”.
If we decode all the administrative language, the MPL is a pure “operational” licence, to which is added a layer of advanced CRM concept (The Threat Error Management). The theoretical knowledge of the CPL/IR has shrink to a superficial varnish, to which is added studies of the check lists and pilot behaviour during the various phases of the flight, the student being trained to perform all phases of the flight in synthetic devices (up to Full Flight Simulator) after 70 hours of training on a single engine aircraft.
American Companies are visiting the schools and are trying to build association in order to implement this new licensing system in the South East Asia.
This is a very controversial topic, and your opinion will be quite interesting.
On my side, this is my personal comments:
This licence is an adaptation of the system operator concept to the First Officer position.
Why the Americans are riding this horse? Because the FAA licence standard is loosing ground in front of the JAA standard, the MPL looks like the opportunity to reshuffle their Training Industry, more it is a support for the Simulator manufacturers. Americans have found a way to stop the JAA standard invasion..
Is this new licence cheaper for individuals and Airlines? Not obvious, because the costing may be higher at the end (MPL + conversion MPL /ATPL).Expansive simulators (Full Flight with motion) have to be used, the running cost of such a simulator being higher than Diesel Engine Aircraft. In the past, Airlines have experienced lifetime first officers unable to upgrade their licence from CPL to ATPL. This was not at all satisfactory, creating social problems, is this story restarting again?
One main concern of Airlines and Authorities is to get as soon as possible commanders of National Origin (And not first officer). This project is going to slow down the process due to the conversion. How is going to be financed this conversion period, when the First Officer will have to stop his activity for studying? Extra pilots required and salaries to be paid?.
However, the Threat Error Management is an interesting concept. Oxford has already integrated this in its 2006 JAR syllabus, with a Jet Orientation Module topping the whole training? Is this example the way to go instead of the MPL?
Information about MPL is easily available on Internet. This is an important discussion, your opinions, comments appreciated.
.