The Aircraft Engineer
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At what point did I say the kid with a degree goes straight to B1 status? like the doctor, lawyer they do the minimum time- post education. In our case the minimum is 2 years! I have failed to meet anyone that has done it in 2 years, the average is 3-4 years thats after doing 2 years at a 147.
Remembering that this is for the raw B1 without any types. Add on another 6months to a year gaining type experience plus being approved by your company quality. Roughly 5-6 years in total, thats on par with a doctor is it not? Also a 147 training school doesnt qualify a degree? the 'foundation' degree is done alongside the modules, however both elements are completely different and seperate exams are carried out.
In my opinion both the apprentice and the 147 school are equally as demanding. Anyone willing should take there concerns up with the CAA/EASA-ranting on here wont win your argument.
Remember this too, the modules are not a direct replacement for experience. What they do offer is proof that an individual can read, write, interpret information and use their brain. Something required to start you off as a potential aircraft engineer.
Remembering that this is for the raw B1 without any types. Add on another 6months to a year gaining type experience plus being approved by your company quality. Roughly 5-6 years in total, thats on par with a doctor is it not? Also a 147 training school doesnt qualify a degree? the 'foundation' degree is done alongside the modules, however both elements are completely different and seperate exams are carried out.
In my opinion both the apprentice and the 147 school are equally as demanding. Anyone willing should take there concerns up with the CAA/EASA-ranting on here wont win your argument.
Remember this too, the modules are not a direct replacement for experience. What they do offer is proof that an individual can read, write, interpret information and use their brain. Something required to start you off as a potential aircraft engineer.
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On the subject of pilots, you are correct they do not have to do a degree, although they're are such courses similar to the 147 that allows pilots to gain a degree alongside doing their modules (london city) do a course.
It is worth remembering the degree is a completely separate course and that the the brunnel students have to sit CAA exams seperately like anybody does.
I think it is a wonderful thing that universities/government recognises that the aircraft industry is worth degree status. It allows already B1/B2 holders to take a short cut to gaining a degree by only 1 years full time or 2 years part time, NOT 3 years full time. This is a reflection of the knowledge already gained by anyone that has a B1/B2-regardless of educational background, age etc.
The degree element is good in that it allows anyone with the b1/b2 to transfer into any other engineering industry, no many other companies recognise the B1/B2 but they do know what a degree is.
As time passes the 147 schools will improve, aircraft engineers will be recognised on a national level and the industry lets hope will pick up.
I think it is important we all work hard to help others regardless of experience, there will always be someone with more experience thats just how it works.
It is worth remembering the degree is a completely separate course and that the the brunnel students have to sit CAA exams seperately like anybody does.
I think it is a wonderful thing that universities/government recognises that the aircraft industry is worth degree status. It allows already B1/B2 holders to take a short cut to gaining a degree by only 1 years full time or 2 years part time, NOT 3 years full time. This is a reflection of the knowledge already gained by anyone that has a B1/B2-regardless of educational background, age etc.
The degree element is good in that it allows anyone with the b1/b2 to transfer into any other engineering industry, no many other companies recognise the B1/B2 but they do know what a degree is.
As time passes the 147 schools will improve, aircraft engineers will be recognised on a national level and the industry lets hope will pick up.
I think it is important we all work hard to help others regardless of experience, there will always be someone with more experience thats just how it works.
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Hi all, read this one with interest and feel I have to put in my bit.......
There seems to be an underlying feeling by the more experienced among us that the sacred license has been cheapened by our european overlords to such a degree that nowadays anyone can get one......
I've been in this game for 20 odd years now B1 and B2 (10 years for the Queen)..... Been a conny for a couple of years and traded through the recession on reputation thankfully.
When I was a permy last we got numerous 'students' from Newcastle on OJT..... it was my humble opinion that excepting a couple and they know who they were the majority simply did not know one end of a screwdriver from the other..... The fact that you can pass a degree does not make you suitable to be a B1/B2... theres a bit more to it than that
I must also say that yes, I think it is far too easy to pass a few multichoice and get your ticket, and the europeans will soon wake up when there are more crashes through maint errors in the future, only they will be to blame!!!
One more point regarding OJT, I dont feel it is my job as a line eng to teach these students basic stuff on OJT, that surely is what lecturers working short days in nice warm classrooms are paid hansomely to do.....
Yes I am aggrieved and yes this industry is finished, the quicker I'm out and into something else the better... now shoot me down if you want
Bodjit
There seems to be an underlying feeling by the more experienced among us that the sacred license has been cheapened by our european overlords to such a degree that nowadays anyone can get one......
I've been in this game for 20 odd years now B1 and B2 (10 years for the Queen)..... Been a conny for a couple of years and traded through the recession on reputation thankfully.
When I was a permy last we got numerous 'students' from Newcastle on OJT..... it was my humble opinion that excepting a couple and they know who they were the majority simply did not know one end of a screwdriver from the other..... The fact that you can pass a degree does not make you suitable to be a B1/B2... theres a bit more to it than that
I must also say that yes, I think it is far too easy to pass a few multichoice and get your ticket, and the europeans will soon wake up when there are more crashes through maint errors in the future, only they will be to blame!!!
One more point regarding OJT, I dont feel it is my job as a line eng to teach these students basic stuff on OJT, that surely is what lecturers working short days in nice warm classrooms are paid hansomely to do.....
Yes I am aggrieved and yes this industry is finished, the quicker I'm out and into something else the better... now shoot me down if you want
Bodjit
At what point did I say the kid with a degree goes straight to B1 status?
I have no argument with you. We are on the same page as they say.
I didn't think my comments were a rant either, however yours are looking that way. Settle down I meant no offence.
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The trainees currently in the industry from Newcastle have a distinct disadvantage. The previous six years have seen the creation of the Academy from nothing, in order to fill the skills gap identified by the CAA. This was created by Kingston University, Bristol College and Newcastle College.
Until the last two years, this course was designed around the CAA modules and as a result was almost 95% theory. Although they had a Boeing 737 in the car park, limited use was made of it due to the demands of the licence modules.
Two years ago saw the expansion of Newcastle College's aerospace department - they built a new hangar and stocked it with aircraft of varying complexity. These courses are designed for two purposes only:
1: An access course for Newcastle Aviation Academy
2: Provide hands-on training for potential aircraft mechanics.
The students who have benefitted most from this facility are the current first years. They are studying BTEC level 3 (the same qual as the RAF provide for mechanics), C&G level 3 (the same qual as the RAF provided for fitters), and NVQ level 2.... now I KNOW the NVQ's are usually utter tripe, BUT this one has been written by licenced engineers and is 100% practical on aircraft. It teaches the basics from health and safety in a workshop environment to DI's on large and small aircraft, jacking, wire locking, how to read the AMM's... and so on. I know because I developed it. Ignore the bit of paper at the end and suddenly you have kids who know the basics of what a speed brace does....
The foundation degree is offered to provide funding for the teaching of the licence modules.
The new breed are on there way and will be hitting the shop floor in 3.5 years. Just in time for the long awaited boom.
Oh and Bodjit... I took a huge pay drop from being an unlicenced conny to hide from the recession in this job.... our lead lecturer is Licenced and if he wanted to re-adopt his certifying position, the pay increase would be somewhere in the region of 10000..... Short hours?.... I think not. think 3 hours of prep to teach one hour... we have more red tape than a red-tape factory..
Until the last two years, this course was designed around the CAA modules and as a result was almost 95% theory. Although they had a Boeing 737 in the car park, limited use was made of it due to the demands of the licence modules.
Two years ago saw the expansion of Newcastle College's aerospace department - they built a new hangar and stocked it with aircraft of varying complexity. These courses are designed for two purposes only:
1: An access course for Newcastle Aviation Academy
2: Provide hands-on training for potential aircraft mechanics.
The students who have benefitted most from this facility are the current first years. They are studying BTEC level 3 (the same qual as the RAF provide for mechanics), C&G level 3 (the same qual as the RAF provided for fitters), and NVQ level 2.... now I KNOW the NVQ's are usually utter tripe, BUT this one has been written by licenced engineers and is 100% practical on aircraft. It teaches the basics from health and safety in a workshop environment to DI's on large and small aircraft, jacking, wire locking, how to read the AMM's... and so on. I know because I developed it. Ignore the bit of paper at the end and suddenly you have kids who know the basics of what a speed brace does....
The foundation degree is offered to provide funding for the teaching of the licence modules.
The new breed are on there way and will be hitting the shop floor in 3.5 years. Just in time for the long awaited boom.
Oh and Bodjit... I took a huge pay drop from being an unlicenced conny to hide from the recession in this job.... our lead lecturer is Licenced and if he wanted to re-adopt his certifying position, the pay increase would be somewhere in the region of 10000..... Short hours?.... I think not. think 3 hours of prep to teach one hour... we have more red tape than a red-tape factory..
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"The new breed are on there way", dream on friend ,no one wants them least of all the industry ,what they want is the savvy time served guy who can walk the walk and can actually get his windy and rivet gun out do that skin repair.
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Oh, the industry will want them...a big gap will need filling. Good luck to them and I just hope the advice offered in this thread finds its way into the academy/ college classroom.
Only one example, I know, but the above is one of the reasons why students from acadamies have a bad rep in the industry. Not their fault, but the academy's......who took their money and churned them out.
I think it is becoming clearer.....the course is a glorified BTECH but called a FD to attract funding?
Here's something to think about.....in the future (say 10 years) will it only be possible to be a B1/ B2 licence holder if you have a degree in a related subject? Who know's.....
Until the last two years, this course was designed around the CAA modules and as a result was almost 95% theory. Although they had a Boeing 737 in the car park, limited use was made of it due to the demands of the licence modules.
The foundation degree is offered to provide funding for the teaching of the licence modules.
Here's something to think about.....in the future (say 10 years) will it only be possible to be a B1/ B2 licence holder if you have a degree in a related subject? Who know's.....
Just re-read this thread and found this edit from Tranwell...
Academically qualified yes. But something has to give if one is going to squeeze in that much study and classroom work.
What I am trying to say is that in 4 years a C & G, plus a Btec (HNC) is plenty enough time in the classroom and training school, time is needed on the job as it were. Let the student (apprentice) learn to apply his/her studies and pick up the experience from the old lags that cannot be taught in a classroom environment. Studying for a B1/B2, FD is too much too soon.
A typical school leaver, after 4 years there, will have gained: NVQ (practical based), National Certificate, City & Guilds 2597, Foundation Degree, and the EASA B1.1 modules. I think that is somewhat more qualified than your average apprentice.
What I am trying to say is that in 4 years a C & G, plus a Btec (HNC) is plenty enough time in the classroom and training school, time is needed on the job as it were. Let the student (apprentice) learn to apply his/her studies and pick up the experience from the old lags that cannot be taught in a classroom environment. Studying for a B1/B2, FD is too much too soon.
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Which is where the 2 years as a mechanic comes in... its up to the industry to help these raw recruits become decent mechanics. All we do is give them a start... There is no other way into the industry at the moment - apprenticeships? Will the industry survive with only a handful of apprentices - most of whom with stay as career fitters....
On this note, I issue a challenge - All of the colleges and academys who run the above mentioned courses are in desperate need of talking to the MRO's. We all need up to date information on what is required of new recruits. Help us help you. We are here to stay, so we might as well work together! (MRO's, not agencies.....)
On this note, I issue a challenge - All of the colleges and academys who run the above mentioned courses are in desperate need of talking to the MRO's. We all need up to date information on what is required of new recruits. Help us help you. We are here to stay, so we might as well work together! (MRO's, not agencies.....)
So, what you are saying is that we need a return to the 6 yr apprentice scheme.
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All of the colleges and academys who run the above mentioned courses are in desperate need of talking to the MRO's. We all need up to date information on what is required of new recruits. Help us help you. We are here to stay, so we might as well work together!
The students really need to be on a scheme where they, say, do a term at college/ academy, and then work on the hangar floor for a month at a MRO, and so on....in effect an apprenticeship scheme...partly sponsored by an MRO and partly funded by the government. That way they finish college with pieces of paper, 'real' practical experience and alot more of an idea of what is expected of them in the big wide world of civil aviation.....they could nearly, but not quite, hit the ground running.
The company I work for started taking on apprentices again nearly 3 years ago, who follow a similar scheme as to what I have described. It hasn't been a total success...some of the issues have been down to apprentice personalities and attitude, but it has been also noticeable that there has been a fundamental lack of communication between the company and college in coordinating and harmonising the apprentice's education and training. In my opinion, both parties have been at fault. I think that that is the key to turning out a well rounded potential maintenance engineer.....not giving them years of theory and tinkering on a 'dead' aircraft (not after year 1, anyway) and then letting them loose to the industry armed with a degree and lots of talk of how well prepared they are......'cos they're not.
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No, I know they're not. I wasn't and thats after 7 years in the RAF on top of the degree and modules.
The MRO's we deal with generally don't give us feedback except to say that the guys we send them are doing ok. I get more info talking to the friends I have out in the big wide world (the majority are now B1's) and working towards type ratings and becoming decent engineers. Plus, I'm talking for ALL of the colleges and 147 schools, not just ours...
I agree that much more experience of the real world is required, but at the moment I can't see how it could realisticly be achieved. Even by the time they reach year 4 (2nd year degree), there are still many who won't make it. The drop-out rate is quite high due to poor module results. Its a strange position to be in here... the changes that we make won't start being seen on the shop floor for years yet..
That said, I know my boss is viewing this thread too, so perhaps some good may come from your suggestions. I certainly hope so!
The MRO's we deal with generally don't give us feedback except to say that the guys we send them are doing ok. I get more info talking to the friends I have out in the big wide world (the majority are now B1's) and working towards type ratings and becoming decent engineers. Plus, I'm talking for ALL of the colleges and 147 schools, not just ours...
I agree that much more experience of the real world is required, but at the moment I can't see how it could realisticly be achieved. Even by the time they reach year 4 (2nd year degree), there are still many who won't make it. The drop-out rate is quite high due to poor module results. Its a strange position to be in here... the changes that we make won't start being seen on the shop floor for years yet..
That said, I know my boss is viewing this thread too, so perhaps some good may come from your suggestions. I certainly hope so!
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Please don't drag any of the Military based training into this discussion.... as any ex-Forces guys know, you could trust any and all of your colleagues with your life. The new younger generation engineers straight out of college, well thats why they invented velcro to replace their shoe-laces.
No offence meant to any of them, some are good, some bad. Its' all down to the individual personality. True, the level is training and exams now are lower than when I went through the grill, what was wrong with the one-to-one interrogation? If you can deal with that kinda pressure situation, real world enginering is a piece if cake.
No offence meant to any of them, some are good, some bad. Its' all down to the individual personality. True, the level is training and exams now are lower than when I went through the grill, what was wrong with the one-to-one interrogation? If you can deal with that kinda pressure situation, real world enginering is a piece if cake.
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To Lala21
Firstly congratulations to you for actually trying to attain a qualification. But a word of advice from a crusty old "hasbeen" with over thirty years experience and lots of licences - if you were to bring your attitude to my crew, us sillly old farts would soon smack it out of you. Remember WE are the ones who sign your experience books for your licence!!!!
School is great for theory but the real world sorts out the fakers from the real engineers. Word of mouth goes very far in aviation, further than you might expect.
Firstly congratulations to you for actually trying to attain a qualification. But a word of advice from a crusty old "hasbeen" with over thirty years experience and lots of licences - if you were to bring your attitude to my crew, us sillly old farts would soon smack it out of you. Remember WE are the ones who sign your experience books for your licence!!!!
School is great for theory but the real world sorts out the fakers from the real engineers. Word of mouth goes very far in aviation, further than you might expect.
Thinking back the army apprenticeship ran for about 2.5 years and you did not get to touch a flying aircraft before going on to a unit as a UT (under training). So the theory and experience side is not that different to what the colleges are doing now. However this was just to mechanic stage. Further training was required to enable a army engineer to certify (upgraders). Slightly different but again not too disimilar to what is happening now with the experience requirement before the licence can be used..
Where the difference seems to lie is in attitude and application. The military were able to cut people who were not making the grade, not so easy for a civillian organisation. Secondly the military training also weeded out some of the weaker characters. Square bashing and assault courses for civilian trainees? Probably not, but oh what fun could be had.
It seems to me that initial selection of candidates for the course is the key. Interesting that the flying side has similar issues with people able to throw money at the training until they pass. This leads to professional co pilots. If we are not carefull the same will occur in engineering with licence holders being refused certifying approvals.
Could a properly structured A licence not be the answer. With trainees comming out of college with the A licence (further OJT required to validate it). This would lead on to the B1/B2 when sufficient experience had been gained and more exams taken.
At least one major UK company is already doing this. I was initially sceptical but having seen it in action and read the criticisms and suggestions above I now believe this is not a bad compromise.
The benefits of this would be shorter initial training and a chance for the trainees to gain real world experience. If they don't make ther grade or decide it is not for them not a huge amount of time and effort has been wasted by either party.
The industry needs these young people and we don't want them to fail as these years are important for their futures whatever they choose to do.
Where the difference seems to lie is in attitude and application. The military were able to cut people who were not making the grade, not so easy for a civillian organisation. Secondly the military training also weeded out some of the weaker characters. Square bashing and assault courses for civilian trainees? Probably not, but oh what fun could be had.
It seems to me that initial selection of candidates for the course is the key. Interesting that the flying side has similar issues with people able to throw money at the training until they pass. This leads to professional co pilots. If we are not carefull the same will occur in engineering with licence holders being refused certifying approvals.
Could a properly structured A licence not be the answer. With trainees comming out of college with the A licence (further OJT required to validate it). This would lead on to the B1/B2 when sufficient experience had been gained and more exams taken.
At least one major UK company is already doing this. I was initially sceptical but having seen it in action and read the criticisms and suggestions above I now believe this is not a bad compromise.
The benefits of this would be shorter initial training and a chance for the trainees to gain real world experience. If they don't make ther grade or decide it is not for them not a huge amount of time and effort has been wasted by either party.
The industry needs these young people and we don't want them to fail as these years are important for their futures whatever they choose to do.
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Students sitting the B1 modules have the A licence also, but you can apply for the A after 12 months relevant experience, and the B 12 months after that, and again, the key word is RELEVANT experience.
With a combined college and university course...(well affiliated...), we can take a group of 100 students....
intake - 100
End of year 1 - 95 remain. NVQ L2 awarded (this way we meet our achievement quota)
Start of year 2 - 85 remain. There are always students who can't even get this far and don't get invited back.
End of year 2 - hopefully still 85, but again can drop due to job prospects. (RAF, etc). Award of BTEC National Certificate and C+G Level 3.
Start of Uni (year1) - 56 places available, but the preference is given to the high achievers from the colleges and adult learners with an engineering background.
End of year 1 - usually around the 40 mark. Some can't get to grips with the degree, and part of the learning agreement is to complete a certain number of degree exams (taken at the same time as the EASA modules)
By the end of year 2, the 40 will hopefully remain.
Last year, I believe there were only a handful (15?) who attained all of the EASA modules. (The majority managed the degree). 5 of those went on to attempt the top up year for BSc, and the remainder tried to get a job in industry. In total, 12 students were selected by BA as trainees. By all accounts, they are doing well. Some will get the B1 bit of paper within three years, and the others will stay as mechanics or move on to new things.
As you can see, even with estimated numbers, we are not flooding the industry by any stretch of the imagination. There are 4 other similar schools across the country.
By the way, have BA scrapped their apprenticeship entry for this year? One of my students applied for it, was conditionally accepted, and received a letter last week claiming not enough people had applied.....
With a combined college and university course...(well affiliated...), we can take a group of 100 students....
intake - 100
End of year 1 - 95 remain. NVQ L2 awarded (this way we meet our achievement quota)
Start of year 2 - 85 remain. There are always students who can't even get this far and don't get invited back.
End of year 2 - hopefully still 85, but again can drop due to job prospects. (RAF, etc). Award of BTEC National Certificate and C+G Level 3.
Start of Uni (year1) - 56 places available, but the preference is given to the high achievers from the colleges and adult learners with an engineering background.
End of year 1 - usually around the 40 mark. Some can't get to grips with the degree, and part of the learning agreement is to complete a certain number of degree exams (taken at the same time as the EASA modules)
By the end of year 2, the 40 will hopefully remain.
Last year, I believe there were only a handful (15?) who attained all of the EASA modules. (The majority managed the degree). 5 of those went on to attempt the top up year for BSc, and the remainder tried to get a job in industry. In total, 12 students were selected by BA as trainees. By all accounts, they are doing well. Some will get the B1 bit of paper within three years, and the others will stay as mechanics or move on to new things.
As you can see, even with estimated numbers, we are not flooding the industry by any stretch of the imagination. There are 4 other similar schools across the country.
By the way, have BA scrapped their apprenticeship entry for this year? One of my students applied for it, was conditionally accepted, and received a letter last week claiming not enough people had applied.....
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Just as an example that there are still apprenticeship schemes out there, an extract from a UK company's aircraft maintenance division web page........
This particular scheme is not B1/ B2 licence orientated, but an alternative avenue to becoming an aircraft technician/ engineer for school leavers and, I hope, something the government and industry will commit more interest and investment to. By the way, the company has just advertised for next years apprentice placements.
And when, in 2001, its managers identified a looming skills shortage in the local job market, (the company) established the Advanced Apprenticeship scheme. Accredited to deliver National Vocational Qualification (NVQ) up to Level 4 standard across a range of engineering and management areas, the initiative secured government approval and funding from the Learning and Skills Council (LSC) and its first intake of students - all recruited from the local community - entered training in 2002.
Typically, around 10 applications are received for each place on the three-year course. Of the 11 students who passed the course in July 2006, nine remain in full-time employment with (the company), one has become an Air Engineering Technician in the Royal Navy and one is studying for an Aerospace Engineering degree, funded by (the company) and with the guarantee of full-time employment for at least a year after graduation.
A further eight apprentices have completed the course in the last two years. Six are now working at the site, one works for an aerospace company in Northern Ireland and one has been sponsored by (the company) to read a Masters Degree in Aerospace Engineering with Management. Thirteen more apprentices are currently undergoing training and such has been the success of the programme - at 92%, its retention rate is almost double the national average for such schemes - that the Contract Support and Training Manager is now involved in a working group that is investigating the feasibility of establishing similar schemes for other company operations around the UK.
"This has been a flag waver for apprenticeships and a great asset. We want these people to become tomorrow's engineers, supervisors and managers."
Typically, around 10 applications are received for each place on the three-year course. Of the 11 students who passed the course in July 2006, nine remain in full-time employment with (the company), one has become an Air Engineering Technician in the Royal Navy and one is studying for an Aerospace Engineering degree, funded by (the company) and with the guarantee of full-time employment for at least a year after graduation.
A further eight apprentices have completed the course in the last two years. Six are now working at the site, one works for an aerospace company in Northern Ireland and one has been sponsored by (the company) to read a Masters Degree in Aerospace Engineering with Management. Thirteen more apprentices are currently undergoing training and such has been the success of the programme - at 92%, its retention rate is almost double the national average for such schemes - that the Contract Support and Training Manager is now involved in a working group that is investigating the feasibility of establishing similar schemes for other company operations around the UK.
"This has been a flag waver for apprenticeships and a great asset. We want these people to become tomorrow's engineers, supervisors and managers."
This particular scheme is not B1/ B2 licence orientated, but an alternative avenue to becoming an aircraft technician/ engineer for school leavers and, I hope, something the government and industry will commit more interest and investment to. By the way, the company has just advertised for next years apprentice placements.
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I find it incredible that BA have scrapped their scheme due to lack of applicants, every other company i know who still offer proper apprenticeships have been swamped with applicants ,i was talking to the head of training at airbus in north wales he was telling me they have had a thousand plus applications for eighty places .
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BA's website states that their Professional Engineer Programme and their Graduate Programme are closed/ not available.
Not surprising from a company that has been mis-managed and lacked successful commercial imagination for several years now, and is looking to cut costs anywhere it can.
Not surprising from a company that has been mis-managed and lacked successful commercial imagination for several years now, and is looking to cut costs anywhere it can.
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HERE'S ANOTHER PROBLEM....
In our quest for increased practical tasks and a level of realism, the best reconstruction of the real world possible would be the use of a complete and functional 'modern' aircraft (A320, 737-400). It would have to be kept indoors, and maintained with spares support. This would have to be a non-flying aircraft. Just purely as a vision, it should be possible to extend the EASA/FD course by 6 months or a year to include pure practical sessions on this aircraft including C-checks, role change, engine changes, etc.
Here's the problem - there is not a training facility in the world who could afford this level of realism...... so in your opinion, how can we achieve this? Is there the possibility (or interest) of a couple of MRO's sponsoring the development & running costs?... (current financial situation excused - it will get better sometime soon....)
In our quest for increased practical tasks and a level of realism, the best reconstruction of the real world possible would be the use of a complete and functional 'modern' aircraft (A320, 737-400). It would have to be kept indoors, and maintained with spares support. This would have to be a non-flying aircraft. Just purely as a vision, it should be possible to extend the EASA/FD course by 6 months or a year to include pure practical sessions on this aircraft including C-checks, role change, engine changes, etc.
Here's the problem - there is not a training facility in the world who could afford this level of realism...... so in your opinion, how can we achieve this? Is there the possibility (or interest) of a couple of MRO's sponsoring the development & running costs?... (current financial situation excused - it will get better sometime soon....)