Considering my future - please advise
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Considering my future - please advise
So having completed my PPL, built some hours and passed all the ATPL examinations, the most crucial (and most expensive) next step is the CPL/ME/IR and i am so torn what to do. I have the money for it, I wont be in debt afterwards but i really dont want to get stuck in a black hole between completing training and a job for years on end
From what i can tell these are my only chances of employment afterwards :
Ryanair / Easyjet / Airasia : Get past hundreds of other applicants and pay 30 grand
Cathay Pacific : Get more hours, get past thousands of other applicants
BA / Thomson- apparently will be recruiting low hours pilots this year but surely they will come from schools like OAA and be integrated students
Flight Instructor - Do this for a few years and earn nothing and hope things pick up or i get very lucky with the airlines above
Bizjets - My first prefernce but will need to network hard during training and hope something comes up
All in all it seems impossible to rate my chances of getting a job and there will be a lot of praying (worrying) along the way.
So is it worth the risk overall?
I was going to go to Stapleford for CPL etc, is it worth paying 12k extra to go Waypoint at OAA just because the name would give me slightly better prospects?
I have a degree and could get a job in the city and fly for fun but ive been working on this for years because its what ive always wanted to do!
Ive been deliberating this for two years, and feel like decision time is coming! Im 27 and dont want to be 30 with no kind of career in sight please help!
From what i can tell these are my only chances of employment afterwards :
Ryanair / Easyjet / Airasia : Get past hundreds of other applicants and pay 30 grand
Cathay Pacific : Get more hours, get past thousands of other applicants
BA / Thomson- apparently will be recruiting low hours pilots this year but surely they will come from schools like OAA and be integrated students
Flight Instructor - Do this for a few years and earn nothing and hope things pick up or i get very lucky with the airlines above
Bizjets - My first prefernce but will need to network hard during training and hope something comes up
All in all it seems impossible to rate my chances of getting a job and there will be a lot of praying (worrying) along the way.
So is it worth the risk overall?
I was going to go to Stapleford for CPL etc, is it worth paying 12k extra to go Waypoint at OAA just because the name would give me slightly better prospects?
I have a degree and could get a job in the city and fly for fun but ive been working on this for years because its what ive always wanted to do!
Ive been deliberating this for two years, and feel like decision time is coming! Im 27 and dont want to be 30 with no kind of career in sight please help!
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Hi,
Times are tough at the moment and decisions are always difficult. My belief is that if you really want something, work hard and be persistent, as opportunities are out there.
I trained at Stapleford which is a really good school, everyone I know who went through Stapleford have ended up with good jobs. The instructors at Stapleford are great and I am glad that I chose them.
I really enjoyed my IR on the DA42 and made some good friends.
Don’t choose a particular training organisation based on a promise to find you a job, you may be disappointed. You are going down the Modular route so I would choose an organisation such as Stapleford rather than others with large numbers of integrated students as you may find that you are less of a priority and will always come second to the integrated students. I know of people who went to the better known organisations, were let down and ended up at Stapleford, who enabled them to realise their ambitions.
Don’t forget you will need to pay for an MCC course after you IR and that extra £12k could be better served going towards a type rating and you may also need to pay for your base training which can cost £2500+ depending on the aircraft. Times are hard so networking is very important. Try speaking to operators before making your decision.
You have to think of flying as a business. You are investing in your future so plan where you want to go Airlines or Biz Jets. To be very general and I am not putting down airlines but the best way to describe the two is as follows.
Airlines are similar to a bus or train service, they have a set schedule, carry large amounts of people and your working life is pretty stable. You will build hours quickly, however as they are large companies, it may take longer to move up the ladder. You will have little to no direct interaction with the passengers and you will be more of a systems monitor/operator, having less time to hand fly the aircraft.
Biz Jets are a VVIP Chauffeur service, you will be responsible for keeping the aircraft presentable, providing the highest level of customer service possible, you may be required to carry out a drinks service during the flight, depending on passenger requirements and on the aircraft type.
Initially plan to fly aircraft like the Citation Bravo, Excel, Mustang or CJ series. Flights can be adhoc so you will need to be flexible as you may/will be needed at short notice. You may spend more time down route and fly fewer hours. You may have the opportunity to visit more varied airports, have more freedom and opportunities to hand fly the aircraft.
The two lifestyles are different and If you are interested in flying for an airline try getting a job as cabin crew as this will give you a good idea of the industry.
For biz jets try doing some safety pilot work on twin pistons or try to get a job in an FBO, as you will be around like minded people and in the right environment.
Most biz jet pilots train with Flight Safety, could not tell you much about airline training other than try to get on a course which will offer you operational experience as it will help.
Becoming a flying instructor at one of the training organisations would be a good move as it will improve your general handling and command skills. I would advise keeping your MCC skills current, when the time comes to move into a multi-crew environment MCC is vitally important.
I wish you all the best of luck.
Times are tough at the moment and decisions are always difficult. My belief is that if you really want something, work hard and be persistent, as opportunities are out there.
I trained at Stapleford which is a really good school, everyone I know who went through Stapleford have ended up with good jobs. The instructors at Stapleford are great and I am glad that I chose them.
I really enjoyed my IR on the DA42 and made some good friends.
Don’t choose a particular training organisation based on a promise to find you a job, you may be disappointed. You are going down the Modular route so I would choose an organisation such as Stapleford rather than others with large numbers of integrated students as you may find that you are less of a priority and will always come second to the integrated students. I know of people who went to the better known organisations, were let down and ended up at Stapleford, who enabled them to realise their ambitions.
Don’t forget you will need to pay for an MCC course after you IR and that extra £12k could be better served going towards a type rating and you may also need to pay for your base training which can cost £2500+ depending on the aircraft. Times are hard so networking is very important. Try speaking to operators before making your decision.
You have to think of flying as a business. You are investing in your future so plan where you want to go Airlines or Biz Jets. To be very general and I am not putting down airlines but the best way to describe the two is as follows.
Airlines are similar to a bus or train service, they have a set schedule, carry large amounts of people and your working life is pretty stable. You will build hours quickly, however as they are large companies, it may take longer to move up the ladder. You will have little to no direct interaction with the passengers and you will be more of a systems monitor/operator, having less time to hand fly the aircraft.
Biz Jets are a VVIP Chauffeur service, you will be responsible for keeping the aircraft presentable, providing the highest level of customer service possible, you may be required to carry out a drinks service during the flight, depending on passenger requirements and on the aircraft type.
Initially plan to fly aircraft like the Citation Bravo, Excel, Mustang or CJ series. Flights can be adhoc so you will need to be flexible as you may/will be needed at short notice. You may spend more time down route and fly fewer hours. You may have the opportunity to visit more varied airports, have more freedom and opportunities to hand fly the aircraft.
The two lifestyles are different and If you are interested in flying for an airline try getting a job as cabin crew as this will give you a good idea of the industry.
For biz jets try doing some safety pilot work on twin pistons or try to get a job in an FBO, as you will be around like minded people and in the right environment.
Most biz jet pilots train with Flight Safety, could not tell you much about airline training other than try to get on a course which will offer you operational experience as it will help.
Becoming a flying instructor at one of the training organisations would be a good move as it will improve your general handling and command skills. I would advise keeping your MCC skills current, when the time comes to move into a multi-crew environment MCC is vitally important.
I wish you all the best of luck.
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I'm in a similar situation
Hi laakdown,
I'm in a similar situation, ATPL theory exam is expected in May. After that
(hopefull will succeed all 14 subjects at once) the big questions comes: where
and how to continue.
I don't know much about stapleford, but after checking their website, they seem to have reasonable prices. Moreover, I agree totally to what Excel has written. However, for the time being, I'd advise to consider doing your ME CPL/IR in the USA. There you can find JAA flight schools which are approved by the CAA. After completing your practical flight exams by a JAA FE, your license will be issued from the CAA in the UK (as if you've flown in Euope, with no conversion needed). This step saves some money for you, which you can eventually invest later in an MCC course.
I was considering to apply to Oxford or CTC Wings, but as I read on their websites: there is no guaranty to be hired at an airline after graduation. After reading their websites, I've discovered that they like to advertise with the number of the students they could find an employment to, but 99% of them come from the integrated cadet program and they have priority.
There is a so called "CTC TakeOff" course, i.e. ME CPL/IR: CTC TAKEOFF which seems interesting, but much more expensive than other schools. Then if you read their FAQs, you'll find it clearly stating that cadets have prioroty than students on a modular training. Maybe you can return to CTC or Oxford for the MCC course, landng by that in their holding pool.
At the same time I would try to make social connections at my local airport to get a job at a small biz company, maybe need to pay the TR if promised a job. I would try all the serious companies that accept low houred pilots after passing their assessments: AirBerlin, BE, Condor, Lufthansa City Line and I would apply at Cargo Companies too, like DHL in Leipzig (Germany).
The big advantage of our modular training, is that we won't be in deep debts when we finish the training, and our salaries will continue flowing, even if the pilot job wasn't waiting for us upon completing the trainig. Let's hope that the economy will continue improving.
Concerning TR, I personally won't pay for it if there's no job guaranty.
Hope to have given you a good advice,
I'm in a similar situation, ATPL theory exam is expected in May. After that
(hopefull will succeed all 14 subjects at once) the big questions comes: where
and how to continue.
I don't know much about stapleford, but after checking their website, they seem to have reasonable prices. Moreover, I agree totally to what Excel has written. However, for the time being, I'd advise to consider doing your ME CPL/IR in the USA. There you can find JAA flight schools which are approved by the CAA. After completing your practical flight exams by a JAA FE, your license will be issued from the CAA in the UK (as if you've flown in Euope, with no conversion needed). This step saves some money for you, which you can eventually invest later in an MCC course.
I was considering to apply to Oxford or CTC Wings, but as I read on their websites: there is no guaranty to be hired at an airline after graduation. After reading their websites, I've discovered that they like to advertise with the number of the students they could find an employment to, but 99% of them come from the integrated cadet program and they have priority.
There is a so called "CTC TakeOff" course, i.e. ME CPL/IR: CTC TAKEOFF which seems interesting, but much more expensive than other schools. Then if you read their FAQs, you'll find it clearly stating that cadets have prioroty than students on a modular training. Maybe you can return to CTC or Oxford for the MCC course, landng by that in their holding pool.
At the same time I would try to make social connections at my local airport to get a job at a small biz company, maybe need to pay the TR if promised a job. I would try all the serious companies that accept low houred pilots after passing their assessments: AirBerlin, BE, Condor, Lufthansa City Line and I would apply at Cargo Companies too, like DHL in Leipzig (Germany).
The big advantage of our modular training, is that we won't be in deep debts when we finish the training, and our salaries will continue flowing, even if the pilot job wasn't waiting for us upon completing the trainig. Let's hope that the economy will continue improving.
Concerning TR, I personally won't pay for it if there's no job guaranty.
Hope to have given you a good advice,
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laakDown,
Firstly there is some sound advice and good points from ExcelXLS Driver in his post, I particularly like this comment..
This is so, so true, but you will not appreciate it until it happens to you. Believe me mate, we have all been in your situation when we started.
As an inexperienced pilot, and a person who is seeking the 'best' way forward, you will be advised by a lot of people throughout your journey. Some of this advice will be sound advice and some will not. You have to realise that the people giving you this information are basing it on their own experiences. Of course some guy or girl who popped out of OAA at the age of 20 and went straight to BA on the A320 are going to advise you that this is the way forward, however, there perspective will be of someone who has had little life experience and doesn't appreciate the perspective of someone who is 7 or 8 years older and followed a different route. Everyones circumstances are different.
Firstly, from what you have written, I would take one step at a time. I appreciate you are deliberating over the OAA and modular route. I have to agree with Excel over this, don't base it on false hopes on getting a job, after training with a particular organisation. At the end of the day, all approved CAA schools will provide you with the tools to make you eligible to be employed i.e. a CPL/IR and ATPL credits. You must do what is right for you.
Once you have finished your licences the whole picture may be very different. From here you can then make those important decisions about what to do next.
This industry has always been competitive so that is something you will have to accept. However, I think the rewards from job satisfaction make the hard work you have to put in worth it.
Work hard, make contacts, keep current and keep the dream alive. It won't be easy, but as Excel stated, you will achieve your ambitions if you keep focused.
All the best.
Firstly there is some sound advice and good points from ExcelXLS Driver in his post, I particularly like this comment..
My belief is that if you really want something, work hard and be persistent, as opportunities are out there.
As an inexperienced pilot, and a person who is seeking the 'best' way forward, you will be advised by a lot of people throughout your journey. Some of this advice will be sound advice and some will not. You have to realise that the people giving you this information are basing it on their own experiences. Of course some guy or girl who popped out of OAA at the age of 20 and went straight to BA on the A320 are going to advise you that this is the way forward, however, there perspective will be of someone who has had little life experience and doesn't appreciate the perspective of someone who is 7 or 8 years older and followed a different route. Everyones circumstances are different.
Firstly, from what you have written, I would take one step at a time. I appreciate you are deliberating over the OAA and modular route. I have to agree with Excel over this, don't base it on false hopes on getting a job, after training with a particular organisation. At the end of the day, all approved CAA schools will provide you with the tools to make you eligible to be employed i.e. a CPL/IR and ATPL credits. You must do what is right for you.
Once you have finished your licences the whole picture may be very different. From here you can then make those important decisions about what to do next.
This industry has always been competitive so that is something you will have to accept. However, I think the rewards from job satisfaction make the hard work you have to put in worth it.
Work hard, make contacts, keep current and keep the dream alive. It won't be easy, but as Excel stated, you will achieve your ambitions if you keep focused.
All the best.
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Code:
However, for the time being, I'd advise to consider doing your ME CPL/IR in the USA. There you can find JAA flight schools which are approved by the CAA. After completing your practical flight exams by a JAA FE, your license will be issued from the CAA in the UK (as if you've lown in Euope, with no conversion needed). This step saves some money for you, which you can eventually invest later in an MCC course.
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Yes you can't take JAA flight test in the US, they can prepare you, but all test must be done with a UK school in UK airspace.
Saving money, don't think so either, if you calculate everything.
Hour building is probably better in the US, but you might as well do all training with ONE FTO in the UK.
But one thing, you think now is the big difficult question, sorry, after you completed your CPL/ME/IR, that's when the real big questions start coming.
Was fairly easy for me to decide my path until completed MEIR, now I stand with by the major crossroads, which will decide everything!
FIC, TR, ATP CTC, Line training, etc.... Not easy to decide, and as some mention, you will find 1000;s of opinions from pilot to pilot, in the end you need to take chance, decide, hope it is the right choice, and hope you will have the required luck in addition the skills required.
Enjoy the CPL and the ME, they are the fun and easy bits, the IR is the interesting, but the hardest. I personally found few good add ons to flight simulator FSX, that was excellent both for the DA42 that helped to practise and learn the procedures and systems.
I would not bother with this though until ME and CPL is done, because the IR has it's own life!
I would recommend Stapleford, but I am sure anyone who has completed their training anywhere else, and happy there will recommend that school too. Seldom will you find someone training at 2 different schools. Not good for CV, and if you happy you stay! So not many who can compare different schools by experience.
Saving money, don't think so either, if you calculate everything.
Hour building is probably better in the US, but you might as well do all training with ONE FTO in the UK.
But one thing, you think now is the big difficult question, sorry, after you completed your CPL/ME/IR, that's when the real big questions start coming.
Was fairly easy for me to decide my path until completed MEIR, now I stand with by the major crossroads, which will decide everything!
FIC, TR, ATP CTC, Line training, etc.... Not easy to decide, and as some mention, you will find 1000;s of opinions from pilot to pilot, in the end you need to take chance, decide, hope it is the right choice, and hope you will have the required luck in addition the skills required.
Enjoy the CPL and the ME, they are the fun and easy bits, the IR is the interesting, but the hardest. I personally found few good add ons to flight simulator FSX, that was excellent both for the DA42 that helped to practise and learn the procedures and systems.
I would not bother with this though until ME and CPL is done, because the IR has it's own life!
I would recommend Stapleford, but I am sure anyone who has completed their training anywhere else, and happy there will recommend that school too. Seldom will you find someone training at 2 different schools. Not good for CV, and if you happy you stay! So not many who can compare different schools by experience.
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Rethink training in the USA
Zondaracer and BoeingDreamer are right. I've just checked it today with the UK CAA and the German LBA. You can't do the IR training in the US!! Besides, with all the paper work, visa fees, accomodation, PPL validation to FAA PPL (to be able to fly in the US airspace legally), check rides to assess your abilities and and and... I have changed my mind today! Yes! I will do my CPL, IR, ME in Europe where it's good and affordable.
Afterthat, I'll keep working, contacting people, monitoring the market and just find the right opportunity to jump in.
You can see it from this way: compair yourself with a guy, fresh graduate with barely 250 hrs and 100k € depts... You'll see then that you're lucky to have a stable salary...
I can speak about myself: Im not burning to fly! When I finsh my frozen ATPL, I'll rent a plane and fly for fun whenever I want, but I'll keep my eyes and ears open to what chances life will carry me.
Cheers,
P.S: The US thing seems to be more of a headache!
Afterthat, I'll keep working, contacting people, monitoring the market and just find the right opportunity to jump in.
You can see it from this way: compair yourself with a guy, fresh graduate with barely 250 hrs and 100k € depts... You'll see then that you're lucky to have a stable salary...
I can speak about myself: Im not burning to fly! When I finsh my frozen ATPL, I'll rent a plane and fly for fun whenever I want, but I'll keep my eyes and ears open to what chances life will carry me.
Cheers,
P.S: The US thing seems to be more of a headache!
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Hi me179 and laakDown,
Your statement regarding training in the USA, be careful, what I am about to say is not from my experience as I chose to do my CPL-ME-IR & MCC in the UK. I have seen a few people at Stapleford who trained in the USA thinking they will be quids in however the training is the USA is different for the following reasons.
I don't think they train you for a single engine NDB, as they no longer use this technology, however we do and you will have to carry out a single engine NDB approach and go around with a circle to land.
Our airspace, weather and RT is completely different so you will not be used to how things are done in the UK. Imagine this you learn to fly in Spain where you have to fill in a flight plan, are guided by radar service, the airspace is less crowded and the weather is better. Then you go and fly around Luton or Stansted where airspace is crowded, no radar guidance, visibility could be bad, lots of people on the radio trying to get a word in and you are flying in constricted airspace at 1000ft. This is just an example of how different one country is from another.
I know people who trained in the USA and spent more money then they would have doing it all in the UK because pilots are not trained in the same way out there and our IR is harder to pass.
Think of it this way - In the USA flying is like driving a car and so is the training its designed so every hobbyist can pass. Most US airlines recruit from the military or pilots progress through the ranks flight instructor, air cargo or parachute dropping then small regional, large regional and finally international airlines.
In the UK pilots are trained to be the highest standards, the IR and CPL are complex and you will need to very well prepared. Stapleford has the DA42 simulator, which is a good tool for training. I used X-Plane and a PC to practice my holds, DME Arcs and some of the routes you will be examined on. Flying the DA42 is like flying a commercial jet and it will enable you to focus on your departure, checks, hold entry RT, go around etc. The airwaves are very busy around Essex and London and it can be very hard to get a word in, which is good to experience, as you will face it when you start working.
If you want to save some money go and do you hour building in the USA or in Spain you will then understand my point on the IR.
Do your IR in the UK it is the best option, yes this is my opinion however I want to help you and give you the right advice. Speak to Stapleford and ask them how many people do their IR in the USA and struggle to pass it in the UK.
Your hour building comes before the CPL, I did some of it in the UK but the weather was never good enough for me to complete my cross country flight so I went to Jerez in Spain where I had a great time and ended up flying to Portugal and back for my cross country.
Again the training at Stapleford for the CPL-ME-IR is fantastic. You will be flying in very busy airspace between Stansted, Luton, London City Airport and Southend, and it is good to learn in this type of environment as it is easier flying in quieter airspace.
Your statement regarding training in the USA, be careful, what I am about to say is not from my experience as I chose to do my CPL-ME-IR & MCC in the UK. I have seen a few people at Stapleford who trained in the USA thinking they will be quids in however the training is the USA is different for the following reasons.
I don't think they train you for a single engine NDB, as they no longer use this technology, however we do and you will have to carry out a single engine NDB approach and go around with a circle to land.
Our airspace, weather and RT is completely different so you will not be used to how things are done in the UK. Imagine this you learn to fly in Spain where you have to fill in a flight plan, are guided by radar service, the airspace is less crowded and the weather is better. Then you go and fly around Luton or Stansted where airspace is crowded, no radar guidance, visibility could be bad, lots of people on the radio trying to get a word in and you are flying in constricted airspace at 1000ft. This is just an example of how different one country is from another.
I know people who trained in the USA and spent more money then they would have doing it all in the UK because pilots are not trained in the same way out there and our IR is harder to pass.
Think of it this way - In the USA flying is like driving a car and so is the training its designed so every hobbyist can pass. Most US airlines recruit from the military or pilots progress through the ranks flight instructor, air cargo or parachute dropping then small regional, large regional and finally international airlines.
In the UK pilots are trained to be the highest standards, the IR and CPL are complex and you will need to very well prepared. Stapleford has the DA42 simulator, which is a good tool for training. I used X-Plane and a PC to practice my holds, DME Arcs and some of the routes you will be examined on. Flying the DA42 is like flying a commercial jet and it will enable you to focus on your departure, checks, hold entry RT, go around etc. The airwaves are very busy around Essex and London and it can be very hard to get a word in, which is good to experience, as you will face it when you start working.
If you want to save some money go and do you hour building in the USA or in Spain you will then understand my point on the IR.
Do your IR in the UK it is the best option, yes this is my opinion however I want to help you and give you the right advice. Speak to Stapleford and ask them how many people do their IR in the USA and struggle to pass it in the UK.
Your hour building comes before the CPL, I did some of it in the UK but the weather was never good enough for me to complete my cross country flight so I went to Jerez in Spain where I had a great time and ended up flying to Portugal and back for my cross country.
Again the training at Stapleford for the CPL-ME-IR is fantastic. You will be flying in very busy airspace between Stansted, Luton, London City Airport and Southend, and it is good to learn in this type of environment as it is easier flying in quieter airspace.
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Flying the DA42 is like flying a commercial jet
I can only assume you mean checklists etc??
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Thanks for the replies guys. I have in fact already decided that i will not be training in the US, this is because i did my PPL there and want to get used to UK airspace, UK RT, and dont want to have to convert once i come back.
I also think its better to have a local airfield i can visit and fly to regularly to keep current and meet people in the industry.
TBH my main reason for this thread was that i wanted a bit of encouragement that with hard work, staying current, perservervacne and a bit of luck along the way it is likely i will make it to the LHS of a jet or a bizjet job.
I wasnt advocating OAA, i completly agree it is paying more just for the name, i was just wondering if people thought in the current climate if i gives you say a 25% better chance of a job maybe it worth the extra 12 grand? In all honesty, i would much prefer to spend that much building hours, learning more about aviation and some sim time before i went for an interview, but if thats the way into the industry i can afford to bite the bullet
I also think its better to have a local airfield i can visit and fly to regularly to keep current and meet people in the industry.
TBH my main reason for this thread was that i wanted a bit of encouragement that with hard work, staying current, perservervacne and a bit of luck along the way it is likely i will make it to the LHS of a jet or a bizjet job.
I wasnt advocating OAA, i completly agree it is paying more just for the name, i was just wondering if people thought in the current climate if i gives you say a 25% better chance of a job maybe it worth the extra 12 grand? In all honesty, i would much prefer to spend that much building hours, learning more about aviation and some sim time before i went for an interview, but if thats the way into the industry i can afford to bite the bullet
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laakdown,
You seem to have done your homework. One thing however you need to factor in which you havent mentioned is timing. With spring time looming(perhaps not weatherwise!) most airlines and operators will have either covered, or, are in the process of covering this years pilot requirements. Jet 2, Thomas Cook etc are all running assesments now. Another few weeks and it'll all be over with these companies for the rest of this year....worth considering when you have to factor in IR renewal costs etc in 12 months assuming you may not have found a job.
You seem to have done your homework. One thing however you need to factor in which you havent mentioned is timing. With spring time looming(perhaps not weatherwise!) most airlines and operators will have either covered, or, are in the process of covering this years pilot requirements. Jet 2, Thomas Cook etc are all running assesments now. Another few weeks and it'll all be over with these companies for the rest of this year....worth considering when you have to factor in IR renewal costs etc in 12 months assuming you may not have found a job.
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Hi Minimum wage,
I was referring to a number of things including similar principles of operation albeit single pilot.
Power levers, no fussing with pitch, mixture and throttle.
You operate the aircraft like a commercial aeroplane as far as procedures and checks.
Autopilot is ok and the G1000 gives you good MFD/PFD experience.
The wingspan provides good stability when flying approaches.
Trailing link main gear, like on a biz jet
It is closer to a private jet than a B737, but a good introduction to commercial flying.
The Seneca on the other hand is heavy and requires more attention leaving less time for concentrating on navigation.
laakdown,
If you choose to pay for your type rating once your base training is completed, that is the takeoff and landings, you will have a type specific instrument rating which is valid with the type rating and lasts for 5 years. You will not have to keep renewing an IR every month. If you plan to fly single pilot IR on small single/twin pistons you will need to keep your IR current yearly.
With a type rating to be current you need to take your LPC every 12 months, however you type rating will be valid for 5 years from the expiry date of your last LPC. This would mean that if you do not fly for 3 years, to regain currency you would need to pass an LPC and carry out several takeoff and landings.
I was referring to a number of things including similar principles of operation albeit single pilot.
Power levers, no fussing with pitch, mixture and throttle.
You operate the aircraft like a commercial aeroplane as far as procedures and checks.
Autopilot is ok and the G1000 gives you good MFD/PFD experience.
The wingspan provides good stability when flying approaches.
Trailing link main gear, like on a biz jet
It is closer to a private jet than a B737, but a good introduction to commercial flying.
The Seneca on the other hand is heavy and requires more attention leaving less time for concentrating on navigation.
laakdown,
If you choose to pay for your type rating once your base training is completed, that is the takeoff and landings, you will have a type specific instrument rating which is valid with the type rating and lasts for 5 years. You will not have to keep renewing an IR every month. If you plan to fly single pilot IR on small single/twin pistons you will need to keep your IR current yearly.
With a type rating to be current you need to take your LPC every 12 months, however you type rating will be valid for 5 years from the expiry date of your last LPC. This would mean that if you do not fly for 3 years, to regain currency you would need to pass an LPC and carry out several takeoff and landings.
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ExcelXLS, there are still NDBs in the US and there definitely are NDB approaches, I flew one on my instrument checkride. However, if your plane is not equiped with an ADF, the examiner in the US will not ask you to fly an NDB approach. I just wanted to clear that up.
Here is a perfect example of one in Florida...
http://www.airnav.com/depart?http://...1/06459N29.PDF
Also, learning to fly in the US at the PPL level might be like driving a car, but the CPL is not. The theory is much easier in the US, but the oral exam and checkride are not for the hobbyist.
Here is a perfect example of one in Florida...
http://www.airnav.com/depart?http://...1/06459N29.PDF
Also, learning to fly in the US at the PPL level might be like driving a car, but the CPL is not. The theory is much easier in the US, but the oral exam and checkride are not for the hobbyist.
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The G1000 used in the USA, don't have a proper ADF as far as I have been told, the UK version does have.
Believe me, this is the biggest/hardest struggle with regards to JAA IR, the fact is that calculating all, incl. travel and conversion expenses, you will not save money on doing FAA and converting.
Believe me, this is the biggest/hardest struggle with regards to JAA IR, the fact is that calculating all, incl. travel and conversion expenses, you will not save money on doing FAA and converting.
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The G1000 in the USA does have a proper ADF, but you must purchase the add-on. It is not an issue of USA vs Europe, it´s an issue of if the owner wants to spend the extra $$$ or €€€ to have an ADF in their plane. Most G1000 owners in the US don´t buy the ADF because it adds to the pricetag and they feel that with GPS and VORs, that an ADF is an unnecessary expense. My flying school in the US had a G1000 equipped plane, but no ADF, when I asked why, they said that the owner (the owner of the plane was actually one of the students who leased it back to the school) did not want to spend the extra money on an ADF. There was even one student at my school who refused to learn NDBs to the point that he only flew the G1000. Since NDBs are still used extensively throughout Europe, I imagine that the ADF is readily found on European G1000 cockpits.
NDBs exist in the US mainly for training purposes and are not usually used for primary navigation unless someone is trying to stay current or wants the practice.
NDBs exist in the US mainly for training purposes and are not usually used for primary navigation unless someone is trying to stay current or wants the practice.
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ME IR CPL training under JAA syllabus
Guys,
Thanks a lot for giving me the hint about the IR, which can't be trained in the US. This has changed my whole planning. I do also agree that the training quality and experience you gain in Europe is higher than flying in a sunny wide free airspace, though some areas in the US are congested too, and you find lots of small airports near international ones.
Moreover, according to the list on the CAA's website, there are 5 JAA approved flight schools in the US for fixed-wing pilot training. After the training, you don't need to convert except the IR with 15 extra hrs in a JAA airspace.
I have now a good offer from a german flight school for ME/IR/CPL with about 20k euros. I'm checking too with Stapleford for their offer. But I'm still considering the possibility to do at leat the ME in the US.
Could you please provide me with the sources, out of which I can get all detailed infos for ME/IR/CPL in the USA?
Thanks a lot for giving me the hint about the IR, which can't be trained in the US. This has changed my whole planning. I do also agree that the training quality and experience you gain in Europe is higher than flying in a sunny wide free airspace, though some areas in the US are congested too, and you find lots of small airports near international ones.
Moreover, according to the list on the CAA's website, there are 5 JAA approved flight schools in the US for fixed-wing pilot training. After the training, you don't need to convert except the IR with 15 extra hrs in a JAA airspace.
I have now a good offer from a german flight school for ME/IR/CPL with about 20k euros. I'm checking too with Stapleford for their offer. But I'm still considering the possibility to do at leat the ME in the US.
Could you please provide me with the sources, out of which I can get all detailed infos for ME/IR/CPL in the USA?
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Just curious if you could provide more details on Air Asia recruitment as mentioned in the top of the thread along with Easy, Ryan. I was unaware they are recruiting low-houred foreigners FOs? Maybe just a mix up?
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