Why to stop paying for type ratings.
Join Date: Nov 2004
Location: europe
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what do u mean LEVC?
I know pilot who have boeing, airbus, falcon type rating....all on one license.
if a pilot is rated on 2-3 planes, he can fly a boeing on one leg, and come back on an airbus, no???
I know pilot who have boeing, airbus, falcon type rating....all on one license.
if a pilot is rated on 2-3 planes, he can fly a boeing on one leg, and come back on an airbus, no???
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Join Date: Mar 2000
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Bull****, you cannot be rated on more than one type under JAR.
2) Where exactly does JAR-OPS state that a pilot may only have one rating?
Join Date: Sep 2000
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Under JAR you may hold a number of type ratings on your licence but can only fly one type at a time.
They make an exception for TREs who can examine on a different type but are not allowed to fly it on line.
They make an exception for TREs who can examine on a different type but are not allowed to fly it on line.
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are you sure about not flying more than one type at a time...sounds strange to me.
even if you are are current on more than one type?
but i will admit, i am not that clued up on all the jar-ops regs.
and by the way spaceman...i have just got a job with netjets, no previous jet time...just persistence.
even if you are are current on more than one type?
but i will admit, i am not that clued up on all the jar-ops regs.
and by the way spaceman...i have just got a job with netjets, no previous jet time...just persistence.
Join Date: Nov 2004
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good for you, but I see you have a type on B1900, it is why you have been hired.
what about all these guys who can not even get a job on a turboprop?
you say persistence, but have you applied to netjet with 200h?is your beech over 12'500lbs?
what about all these guys who can not even get a job on a turboprop?
you say persistence, but have you applied to netjet with 200h?is your beech over 12'500lbs?
Join Date: Mar 2001
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spaceman...
yes, i have almost 2500 hours and yes the beech is over 12,500lbs, but as you may also be aware, it is certified as a single pilot aircraft, although operated by us with 2 pilots.
do you think i/others were just handed our hours....?
i left europe because of all the problems you are experiencing and went to south africa to find a job.
i spent 3 years working in the congo flying a king air 200, and 3 years in algeria flying a 1900, and have put up with all kinds of sh*t to get where i am.
seems you just moan the whole time on here and i can promise you one thing, it is not going to further your log book.
go and do something to make a job happen, if nothing is happening for you in europe, look further a field, or become an instructor....but do something!
good luck!
yes, i have almost 2500 hours and yes the beech is over 12,500lbs, but as you may also be aware, it is certified as a single pilot aircraft, although operated by us with 2 pilots.
do you think i/others were just handed our hours....?
i left europe because of all the problems you are experiencing and went to south africa to find a job.
i spent 3 years working in the congo flying a king air 200, and 3 years in algeria flying a 1900, and have put up with all kinds of sh*t to get where i am.
seems you just moan the whole time on here and i can promise you one thing, it is not going to further your log book.
go and do something to make a job happen, if nothing is happening for you in europe, look further a field, or become an instructor....but do something!
good luck!
Join Date: Nov 2004
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it is what I ve said: you need to be type rated over 12500lbs to get a job in europe.And specially with Netjet. I know they send their guys to FS for the rating.(TSA problems???)
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Spaceman is right!
250hrs fATPL means nothing.
Just check the job listings, all require type + 500 hours on type.
I dont see how even 1500 instructing hours count as you are not really perfecting your own sharp flying skills but burning the same circuit ppl stuff over and over.
250hrs fATPL means nothing.
Just check the job listings, all require type + 500 hours on type.
I dont see how even 1500 instructing hours count as you are not really perfecting your own sharp flying skills but burning the same circuit ppl stuff over and over.
Please realise you are not buying a type rating but a course of training, if you are not up to standard the TRTO will not put you up for the Skills Test. If you do not achieve the required standard the type rating is not awarded.
This happens, I know of 2 guys that didn't get as far as the skills test the second of these was as recently as last week.
This happens, I know of 2 guys that didn't get as far as the skills test the second of these was as recently as last week.
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Chaps, this, and a previous thread started by IHD have been the best reasoned and argued threads on the subject on Pprune.
I think that the time for discussion on PPrune has passed, and it is time to lobby our unions, and our MPs on the subject. For some reason student loans get get a huge amount of time in the Commons, and so should pilot debts. The debt situation is only going to get worse in the next few years as the CAA charges rise as has been published in the CAA charging document (check the CAA web site for the pdf). If we add onto that the cost of including our own type rating, the cost to the employee will be exhorbitant, and will not be compensated in salaries.
The reason for the rise in CAA charges, by the way, is that the airlines are no longer prepared to subsidise GA (which includes flight training). I think this is a somewhat short sighted attitude, but understandable in the current economic situation, and I will not continue the subject here: it warrants it's own thread at least.
The best way to lobby these organisations is that individuals must set out their own reasons and submit them individually. One letter representing 100 pilots is still only one letter in an intray: 100 letters is 100 letters in the intray, on the desk, on the floor, and more coming in throught the door!
Gentlemen: start your typewrighters!
I think that the time for discussion on PPrune has passed, and it is time to lobby our unions, and our MPs on the subject. For some reason student loans get get a huge amount of time in the Commons, and so should pilot debts. The debt situation is only going to get worse in the next few years as the CAA charges rise as has been published in the CAA charging document (check the CAA web site for the pdf). If we add onto that the cost of including our own type rating, the cost to the employee will be exhorbitant, and will not be compensated in salaries.
The reason for the rise in CAA charges, by the way, is that the airlines are no longer prepared to subsidise GA (which includes flight training). I think this is a somewhat short sighted attitude, but understandable in the current economic situation, and I will not continue the subject here: it warrants it's own thread at least.
The best way to lobby these organisations is that individuals must set out their own reasons and submit them individually. One letter representing 100 pilots is still only one letter in an intray: 100 letters is 100 letters in the intray, on the desk, on the floor, and more coming in throught the door!
Gentlemen: start your typewrighters!
Join Date: Mar 2004
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Buying a type rating can be a good idea but it depends on markets.
Two years ago no Turbo Prop recruitment. Some Lo Co jet recruitment. Lots of type rated European pilots available. Type rate or wait are the only choices. The opportunity cost favours Type Rate.
Today Turbo Props recruiting, Lo Co's require 150hr+ jet pilots. Europeans gone home. The choice must be TP. Type rate if you feel lucky, however Lo Co's have got wise and pay less! Opportunity cost favours Turbo Prop.
Cost is the deciding factor.
2 yrs ago.
Type rate = -20K, 1st year +40K, 2nd year +50K = +70K.
Type rate = -20K, 1st year -10K, 2nd year -10K = -40K (no job)
Wait = 1st year -10K, 2nd year +25K = +15K. (TP job in 2nd year)
Wait= 1st year -10K, 2nd year -10K = -20K (no job)
Now.
Type rate = -20K, 1st year +20K, 2nd year +40K = +40K
TP= 1st year 25K, 2nd year 30K = 55K
Two years ago no Turbo Prop recruitment. Some Lo Co jet recruitment. Lots of type rated European pilots available. Type rate or wait are the only choices. The opportunity cost favours Type Rate.
Today Turbo Props recruiting, Lo Co's require 150hr+ jet pilots. Europeans gone home. The choice must be TP. Type rate if you feel lucky, however Lo Co's have got wise and pay less! Opportunity cost favours Turbo Prop.
Cost is the deciding factor.
2 yrs ago.
Type rate = -20K, 1st year +40K, 2nd year +50K = +70K.
Type rate = -20K, 1st year -10K, 2nd year -10K = -40K (no job)
Wait = 1st year -10K, 2nd year +25K = +15K. (TP job in 2nd year)
Wait= 1st year -10K, 2nd year -10K = -20K (no job)
Now.
Type rate = -20K, 1st year +20K, 2nd year +40K = +40K
TP= 1st year 25K, 2nd year 30K = 55K
