Monarch MPL with CTC.
Join Date: Mar 2011
Location: London
Age: 45
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Interesting - would you therefore rule out easyjet and monarch?
I've had a quick search for the pitfalls, i.e. being eligible for a command, transferring to another airline, additional type ratings etc.
I found this from OAA useful:
ask.oxfordaviation.net • View topic - Common misconceptions about the MPL
Common misconceptions about the MPL
Here are some of the more common myths about MPL:
No solo flight involved – False
Each FTO will include solo hours in a piston single in their MPL courses with a minimum of 10 hours required.
MPL holders can’t become Captains – False
The guidelines for upgrading an MPL to an ATPL are identical to those required for unfreezing a frozen ATPL.
An MPL holder is restricted to one aircraft type – False
All one needs to change type is a new type rating, which is the same rule for an fATPL or ATPL holder.
An MPL restricts the holder to one airline – False
It is unlikely that an MPL holder would voluntarily leave their mentoring airline before they reach 1,500 hours total time and upgrade to an unfrozen ATPL; however, from a regulatory point of view an MPL holder can transfer to another airline on the same aircraft type if they complete the new airline’s conversion course or take a rating for a new type with the new operator.
The MPL was designed to meet pilot shortages in Asia – False
MPL had it’s birth immediately post 9/11 when there was a surplus of pilots. MPL cannot cure any future pilot shortages, but it can mitigate them slightly by cutting a month or two off training. Because the mentoring airline must choose the cadets 18-24 months in advance of needing them, it is an effective way to hedge against a forecast pilot shortage, but this would apply to an fATPL scheme as well, so it is unlikely to be the primary reason an airline would launch a mentored scheme.
MPL will make an fATPL obsolete – False
MPL requires airline sponsorship or at least mentorship. Very few airlines are willing to make hiring decisions before ab-initio training commences, so self-sponsored students need not fear MPL making their fATPL obsolete.
MPL is less expensive than an fATPL course
MPL was not created to reduce cost, but it may have that effect if it is shorter since the student may not need to fund as many months of living expenses.
MPL pilots won't be as good due to less time in real airplanes during the course - False
If anything, I think MPL holders will be significantly better at multicrew operations. They will receive over 110 hours of multicrew training before they commence the Type Rating as opposed to the 36 hours an APP First Officer graduate receives. Bear in mind that APP First Officer includes a 16 hour JOC that integrated graduates from other FTOs don't receive, so most fATPL holders only get a 15 or 20 hour MCC course. In my opinion, MPL Cadets would probably out perform most fATPL holders in an airline simulator assessment, which is what really counts the most.
Mike Griffith
Team Leader - Product Development and Marketing
Oxford Aviation Academy
I've had a quick search for the pitfalls, i.e. being eligible for a command, transferring to another airline, additional type ratings etc.
I found this from OAA useful:
ask.oxfordaviation.net • View topic - Common misconceptions about the MPL
Common misconceptions about the MPL
Here are some of the more common myths about MPL:
No solo flight involved – False
Each FTO will include solo hours in a piston single in their MPL courses with a minimum of 10 hours required.
MPL holders can’t become Captains – False
The guidelines for upgrading an MPL to an ATPL are identical to those required for unfreezing a frozen ATPL.
An MPL holder is restricted to one aircraft type – False
All one needs to change type is a new type rating, which is the same rule for an fATPL or ATPL holder.
An MPL restricts the holder to one airline – False
It is unlikely that an MPL holder would voluntarily leave their mentoring airline before they reach 1,500 hours total time and upgrade to an unfrozen ATPL; however, from a regulatory point of view an MPL holder can transfer to another airline on the same aircraft type if they complete the new airline’s conversion course or take a rating for a new type with the new operator.
The MPL was designed to meet pilot shortages in Asia – False
MPL had it’s birth immediately post 9/11 when there was a surplus of pilots. MPL cannot cure any future pilot shortages, but it can mitigate them slightly by cutting a month or two off training. Because the mentoring airline must choose the cadets 18-24 months in advance of needing them, it is an effective way to hedge against a forecast pilot shortage, but this would apply to an fATPL scheme as well, so it is unlikely to be the primary reason an airline would launch a mentored scheme.
MPL will make an fATPL obsolete – False
MPL requires airline sponsorship or at least mentorship. Very few airlines are willing to make hiring decisions before ab-initio training commences, so self-sponsored students need not fear MPL making their fATPL obsolete.
MPL is less expensive than an fATPL course
MPL was not created to reduce cost, but it may have that effect if it is shorter since the student may not need to fund as many months of living expenses.
MPL pilots won't be as good due to less time in real airplanes during the course - False
If anything, I think MPL holders will be significantly better at multicrew operations. They will receive over 110 hours of multicrew training before they commence the Type Rating as opposed to the 36 hours an APP First Officer graduate receives. Bear in mind that APP First Officer includes a 16 hour JOC that integrated graduates from other FTOs don't receive, so most fATPL holders only get a 15 or 20 hour MCC course. In my opinion, MPL Cadets would probably out perform most fATPL holders in an airline simulator assessment, which is what really counts the most.
Mike Griffith
Team Leader - Product Development and Marketing
Oxford Aviation Academy
Join Date: Mar 2011
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So, to be clear, the general consensus is that an fATPL with no employment lined up after is more desirable than 6 lucky cadets being offered a contract on the basis that they can achieve the required proficiencies (i.e. pass the course as you would have to on an fATPL)?
If I were to be fortunate enough to be offered an interview place, I would be sure to ask this directly to the airline's representative.
Again
(Actually I'll be honest and stop defending the MPL concept for a moment - what really bothers me is that on an MPL you end up doing less flying, but on the flip side you end up with more sim time)
If I were to be fortunate enough to be offered an interview place, I would be sure to ask this directly to the airline's representative.
Again
(Actually I'll be honest and stop defending the MPL concept for a moment - what really bothers me is that on an MPL you end up doing less flying, but on the flip side you end up with more sim time)
Join Date: Jul 2010
Location: LHR
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MPL pilots won't be as good due to less time in real airplanes during the course - False
If anything, I think MPL holders will be significantly better at multicrew operations. They will receive over 110 hours of multicrew training before they commence the Type Rating as opposed to the 36 hours an APP First Officer graduate receives. Bear in mind that APP First Officer includes a 16 hour JOC that integrated graduates from other FTOs don't receive, so most fATPL holders only get a 15 or 20 hour MCC course. In my opinion, MPL Cadets would probably out perform most fATPL holders in an airline simulator assessment, which is what really counts the most.
If anything, I think MPL holders will be significantly better at multicrew operations. They will receive over 110 hours of multicrew training before they commence the Type Rating as opposed to the 36 hours an APP First Officer graduate receives. Bear in mind that APP First Officer includes a 16 hour JOC that integrated graduates from other FTOs don't receive, so most fATPL holders only get a 15 or 20 hour MCC course. In my opinion, MPL Cadets would probably out perform most fATPL holders in an airline simulator assessment, which is what really counts the most.
What about situational awareness? What about airmanship? What about all the other things you learn in your very first steps of flying a light aircraft? Do you think they're not necessary when transitioning to a jet?
Join Date: Nov 2006
Location: the OFCR......and probably somewhere over China zzzzzzzz
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What about situational awareness? What about airmanship? What about all the other things you learn in your very first steps of flying a light aircraft? Do you think they're not necessary when transitioning to a jet?
