AVTECH 2000
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AVTECH 2000
Hey all,
Has anyone else completed any courses by AVTECH 2000. If so, how well did you get on, are they worthwhile etc.
Also, can anyone confirm if they are industry recognised?
Any info would be a big help.........
Mr D.H.Love
Has anyone else completed any courses by AVTECH 2000. If so, how well did you get on, are they worthwhile etc.
Also, can anyone confirm if they are industry recognised?
Any info would be a big help.........
Mr D.H.Love
Started and didnt finish, as did many of my previous colleages. Quality was poor if you are already in the industry with a reasonable amount of knowledge. The two areas where it fell down badly for me were in areas I know a good deal of detail about. Met, Airport operations, and environment. Other colleagues found major problems in the flying sections. They would potentially indicate to an employer that you have some knowledge of the subject matter, especially if you are young/new to the industry.
No they are not an industry recognised qualification as such, and neither is the Glasgow course which also has its fair share of quality problems. Use the search function here and you'll find plenty to read on them.
If you can stretch to it try and do an FAA dispatchers license. Its industry recognised worldwide, so you can work overseas with it. Might be expensive when looking at it in isolation, but it would give you a massive advantage over anyone with a Avtech2000 or Glasgow piece of paper when applying for a job in the UK, and even more so overseas. So if you're self funding, take a bigger loan and get the 'real' qualification, over the years it'll pay itself back with interest in terms of salary and opportunities. Its not an easy ride by any stretch of the imagination, but if you want a career in ops, the TAA ticket is the only qualification that matters.
No they are not an industry recognised qualification as such, and neither is the Glasgow course which also has its fair share of quality problems. Use the search function here and you'll find plenty to read on them.
If you can stretch to it try and do an FAA dispatchers license. Its industry recognised worldwide, so you can work overseas with it. Might be expensive when looking at it in isolation, but it would give you a massive advantage over anyone with a Avtech2000 or Glasgow piece of paper when applying for a job in the UK, and even more so overseas. So if you're self funding, take a bigger loan and get the 'real' qualification, over the years it'll pay itself back with interest in terms of salary and opportunities. Its not an easy ride by any stretch of the imagination, but if you want a career in ops, the TAA ticket is the only qualification that matters.
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Re: Smashing
Thank you Jumpseater,
I can't say that i'm not dissapointed by your comments. Although I suspected that some of the subject matter would be
, I was hoping that the Areodrome law, Weather and Airfield operations part of the foundation course may prove to be worthwhile.
The fact that it is not industry recognised puts me off even more
I was hoping that I would be an all round good candidate for an Airfiled Ops job after completion. Looks like I should stay here and lick boots or grow old
I'll spend my £400 on women's underwear, at least I can still feel sexy at work, even if I am bored. (Its not like my company are gonna foot the bill anyways)
Toodle pip,
Mr D.H.Loverman
I can't say that i'm not dissapointed by your comments. Although I suspected that some of the subject matter would be
, I was hoping that the Areodrome law, Weather and Airfield operations part of the foundation course may prove to be worthwhile.The fact that it is not industry recognised puts me off even more
I was hoping that I would be an all round good candidate for an Airfiled Ops job after completion. Looks like I should stay here and lick boots or grow old
I'll spend my £400 on women's underwear, at least I can still feel sexy at work, even if I am bored. (Its not like my company are gonna foot the bill anyways)
Toodle pip,
Mr D.H.Loverman
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FAA ticket
Howdy,
Gotta pitch in with jumpseater on this one. Av2000 course very,very dated. Useful for someone with zero knowledge or experience if they want an intro but there is little comparison with FAA licence. Then again there is little comparison in price either. 400£ is roughly 750$, you wont get much for that in the US. A typical fulltime course with a good school will cost you about 5'000$ plus accommodation expenses for 2 months plus food plus roundtrip air ticket plus taking 2 months off work so throw in the loss of earnings for that period spent not working. All in, between money spent and money not earned you've got yourself one expensive endeavour. I know an pilot licence is much more detrimental to the bank balance but it's all relative. Thing is though the FAA ticket will take you anywhere. Those who dont agree, dont have one! I do know a much cheaper way to gain your FAA but dont wanna broadcast it openly so if you want to know more send me a pm. Dont worry, it's nothin illegal or screwy.
SH.
Gotta pitch in with jumpseater on this one. Av2000 course very,very dated. Useful for someone with zero knowledge or experience if they want an intro but there is little comparison with FAA licence. Then again there is little comparison in price either. 400£ is roughly 750$, you wont get much for that in the US. A typical fulltime course with a good school will cost you about 5'000$ plus accommodation expenses for 2 months plus food plus roundtrip air ticket plus taking 2 months off work so throw in the loss of earnings for that period spent not working. All in, between money spent and money not earned you've got yourself one expensive endeavour. I know an pilot licence is much more detrimental to the bank balance but it's all relative. Thing is though the FAA ticket will take you anywhere. Those who dont agree, dont have one! I do know a much cheaper way to gain your FAA but dont wanna broadcast it openly so if you want to know more send me a pm. Dont worry, it's nothin illegal or screwy.
SH.
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RE: Ok, Thanks
Shinjukuhustler,
Thanks for your post. 2 against AVtech 2000 now, one more and I will definately throw that idea in the river.
Won't be able to persue the FAA course due to finacial and common sense based reasons, but thanks for the shady offer
Lovemeister
Thanks for your post. 2 against AVtech 2000 now, one more and I will definately throw that idea in the river.
Won't be able to persue the FAA course due to finacial and common sense based reasons, but thanks for the shady offer
Lovemeister
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DH Love
The basis for the licensing of aircrew,ops & flight dispatch originates in ICAO and is implimented by the national aviation authority (and in Europe JAR/EASA). For Flight Operations Officers and Flight dispatchers licensing the syllabus is defined in ICAO Doc. 7192 D3 as a 'recommedation' not an ICAO standard (i.e. requirement). The UK has never adopted ops officer licensing. The US FAA Flight Dispatcher licence is to a different syllabus and is US specific in its requirements.
İn years past, and in absence of a formal ops qualification requirement by our UK regulator (CAA), the City of Guild of London acreditted an operations officer course at two levels, basic Aviation Studies and Advanced. These course were indeed accepted (but not required) by the industry (i.e. ops managers who were recruiting ops staff) as sound qualification in ops studies and a C&G certificate was issued. East Surrey College and later AVTECH2000 offered the courses and training materials for the C&G exams.
However, in the past 2-3 years the JAA has included a requirement that JAROPS1 AOC holder ops officer training should be to the ICAO 7192 D3 syllabus. EASA are now also working on this issue to, last I heard, the ICAO 7192 D3 syllabus. So, European airlines will be looking for an ICAO based qualifcation.
The last AVTECH materials I saw were indeed dated and sadly the course was too dated for use. The Glasgow College course, originated at UK airlines request in 2002 - not by the college, and was a response to the introduction of the JAROPS1 requirement that ops officer training should be to the internationally recognised 7192 D3 syllabus. The early teething problems have long since been resolved.
The FAA Flight Dispacther Licence has become a de facto UK qualifcation in absence of anything else, and is of course widely accepted, particularly as the FAA system of regulation has been exported to many countries around the world, the middle east in particular. Although a valuable qualification, and it has served me well over the years, had an ICAO course been available to me when I started in the industry I would have done that first, then perhaps do the FAA licence if you wish. Why? simply because the ICAO qualifcation is much more comprehensive in its syllabus and is an international generic qualifcation based in ICAO and not specific to the US FAA's flight dispatch system, weather and regulations. The FAA license syllabus assumes that the airline will continue a dispatchers training once recruited and also excludes several importants subjects, navigation as an example. This to me is significant.
As jumpseater suggested you can readback over this forum and see how this argument has developed on these pasges this 3-4 years. The FAA license is of course a valuable ticket, however, look where Europen airlines are being taken by EASA in this regard and, can I suggest you do take a look at the ICAO based course GCNS offers and compare with the FAA syllabus and make your decision. If you plan to work outside Europe or with a US carrier then do the FAA license first.
I will differ with jumpseater here. Were I recruiting and had two equal candidates in all other respects, I would chose the ICAO 7192 D3 course certificate holder to the FAA license, simply on the basis that the ICAO course is more relevant to European operations and more comprehensive in its content.
PS Rampi's recent post on Dispatch Licence in Europe is of interest to this discussion.
The basis for the licensing of aircrew,ops & flight dispatch originates in ICAO and is implimented by the national aviation authority (and in Europe JAR/EASA). For Flight Operations Officers and Flight dispatchers licensing the syllabus is defined in ICAO Doc. 7192 D3 as a 'recommedation' not an ICAO standard (i.e. requirement). The UK has never adopted ops officer licensing. The US FAA Flight Dispatcher licence is to a different syllabus and is US specific in its requirements.
İn years past, and in absence of a formal ops qualification requirement by our UK regulator (CAA), the City of Guild of London acreditted an operations officer course at two levels, basic Aviation Studies and Advanced. These course were indeed accepted (but not required) by the industry (i.e. ops managers who were recruiting ops staff) as sound qualification in ops studies and a C&G certificate was issued. East Surrey College and later AVTECH2000 offered the courses and training materials for the C&G exams.
However, in the past 2-3 years the JAA has included a requirement that JAROPS1 AOC holder ops officer training should be to the ICAO 7192 D3 syllabus. EASA are now also working on this issue to, last I heard, the ICAO 7192 D3 syllabus. So, European airlines will be looking for an ICAO based qualifcation.
The last AVTECH materials I saw were indeed dated and sadly the course was too dated for use. The Glasgow College course, originated at UK airlines request in 2002 - not by the college, and was a response to the introduction of the JAROPS1 requirement that ops officer training should be to the internationally recognised 7192 D3 syllabus. The early teething problems have long since been resolved.
The FAA Flight Dispacther Licence has become a de facto UK qualifcation in absence of anything else, and is of course widely accepted, particularly as the FAA system of regulation has been exported to many countries around the world, the middle east in particular. Although a valuable qualification, and it has served me well over the years, had an ICAO course been available to me when I started in the industry I would have done that first, then perhaps do the FAA licence if you wish. Why? simply because the ICAO qualifcation is much more comprehensive in its syllabus and is an international generic qualifcation based in ICAO and not specific to the US FAA's flight dispatch system, weather and regulations. The FAA license syllabus assumes that the airline will continue a dispatchers training once recruited and also excludes several importants subjects, navigation as an example. This to me is significant.
As jumpseater suggested you can readback over this forum and see how this argument has developed on these pasges this 3-4 years. The FAA license is of course a valuable ticket, however, look where Europen airlines are being taken by EASA in this regard and, can I suggest you do take a look at the ICAO based course GCNS offers and compare with the FAA syllabus and make your decision. If you plan to work outside Europe or with a US carrier then do the FAA license first.
I will differ with jumpseater here. Were I recruiting and had two equal candidates in all other respects, I would chose the ICAO 7192 D3 course certificate holder to the FAA license, simply on the basis that the ICAO course is more relevant to European operations and more comprehensive in its content.
PS Rampi's recent post on Dispatch Licence in Europe is of interest to this discussion.
Last edited by no sig; 21st May 2006 at 10:24.
