easyJet 2016
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This was for OAA...
As of yesterday the above time table is accurate part from the last phase is at Gatwick, as for where your flying training takes place depends on availability at the time your going through. We were told to expect Phoenix or possibly the UK, I wouldn't even worry about it until your signing the forms to accept a place on the course.
For those struggling to find information about the course from the web site, i brought this up with the a member of Easy recruiting on the day and she wasn't aware of the lack of information about the course on the web site. This will hopefully be addressed in due course... hopefully. Im happy to share what i now that at the moment....
- 750hrs ground school
- 90 hrs single engine US/UK or anywhere
- 90 hrs CRJ 200 sim Oxford
- 66 hrs A320 sim Gatwick
Take it for what it is, do your checks and speak to OAA.
Stage 3 was really good at OAA, It was very relaxed and they made you feel really comfortable. I thought we had a good group and a very broad spread of ages and experience. For anyone who was there on Friday 13th, good luck and i hope you get what you want.
As of yesterday the above time table is accurate part from the last phase is at Gatwick, as for where your flying training takes place depends on availability at the time your going through. We were told to expect Phoenix or possibly the UK, I wouldn't even worry about it until your signing the forms to accept a place on the course.
For those struggling to find information about the course from the web site, i brought this up with the a member of Easy recruiting on the day and she wasn't aware of the lack of information about the course on the web site. This will hopefully be addressed in due course... hopefully. Im happy to share what i now that at the moment....
- 750hrs ground school
- 90 hrs single engine US/UK or anywhere
- 90 hrs CRJ 200 sim Oxford
- 66 hrs A320 sim Gatwick
Take it for what it is, do your checks and speak to OAA.
Stage 3 was really good at OAA, It was very relaxed and they made you feel really comfortable. I thought we had a good group and a very broad spread of ages and experience. For anyone who was there on Friday 13th, good luck and i hope you get what you want.
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This was for OAA...
As of yesterday the above time table is accurate part from the last phase is at Gatwick, as for where your flying training takes place depends on availability at the time your going through. We were told to expect Phoenix or possibly the UK, I wouldn't even worry about it until your signing the forms to accept a place on the course.
For those struggling to find information about the course from the web site, i brought this up with the a member of Easy recruiting on the day and she wasn't aware of the lack of information about the course on the web site. This will hopefully be addressed in due course... hopefully. Im happy to share what i now that at the moment....
- 750hrs ground school
- 90 hrs single engine US/UK or anywhere
- 90 hrs CRJ 200 sim Oxford
- 66 hrs A320 sim Gatwick
Take it for what it is, do your checks and speak to OAA.
Stage 3 was really good at OAA, It was very relaxed and they made you feel really comfortable. I thought we had a good group and a very broad spread of ages and experience. For anyone who was there on Friday 13th, good luck and i hope you get what you want.
As of yesterday the above time table is accurate part from the last phase is at Gatwick, as for where your flying training takes place depends on availability at the time your going through. We were told to expect Phoenix or possibly the UK, I wouldn't even worry about it until your signing the forms to accept a place on the course.
For those struggling to find information about the course from the web site, i brought this up with the a member of Easy recruiting on the day and she wasn't aware of the lack of information about the course on the web site. This will hopefully be addressed in due course... hopefully. Im happy to share what i now that at the moment....
- 750hrs ground school
- 90 hrs single engine US/UK or anywhere
- 90 hrs CRJ 200 sim Oxford
- 66 hrs A320 sim Gatwick
Take it for what it is, do your checks and speak to OAA.
Stage 3 was really good at OAA, It was very relaxed and they made you feel really comfortable. I thought we had a good group and a very broad spread of ages and experience. For anyone who was there on Friday 13th, good luck and i hope you get what you want.
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Thank you very much for that post Andy. I did ring OAA and the woman told me there would definitely be a Phoenix phase for the MPL but it is only 3 months. For the ATPL she said it will be 6 months.
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And tiger you should have at least your preliminary successful/unsuccessful results by now. I interviewed in December for oaa (dont think it makes a difference really) and easyJet had my results early this month, however mine was delayed/put on hold, other people on my day heard back the following week after the assessment.
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To those who were unfortunately unsuccessful at Stage 2 of selection process with CAE OAA, have you received an email from the training advisor (Olivia H.) encouraging you to book a slot for an integrated ATPL assessment (including ADAPT, Team Exercise and Interview at a price of 250£) instead of waiting the 6 month allocation before retaking for easyJet?
If yes, what do you honestly think about this invitation?
If yes, what do you honestly think about this invitation?
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To those who were unfortunately unsuccessful at Stage 2 of selection process with CAE OAA, have you received an email from the training advisor (Olivia H.) encouraging you to book a slot for an integrated ATPL assessment (including ADAPT, Team Exercise and Interview at a price of 250£) instead of waiting the 6 month allocation before retaking for easyJet?
If yes, what do you honestly think about this invitation?
If yes, what do you honestly think about this invitation?
I honestly would not accept it. Essentially the school want you to start on a course with them, or at least attend selection with them again, they make a profit either way.
More to it however is that this industry is unstable and terribly unpredictable, what may look like good job prospects now can very quickly change in 18 months time. OAA will not do anything for you in future if jobs are few and far between. It is paramount in this day and age to get onto an airline scheme and severely mitigate the risks associated with flight training.
Finally, if Sara98 means you're born in 1998 then you absolutely should not be in any hurry whatsoever to start training. Develop yourself, learn more about the process, what they want in a pilot, get interview practice, keep up to date with the industry etc and in the mean time apply for airline schemes as and when they open up. I did just this when I failed my CTC assessment at 18 yrs old exactly 3 years ago this month. It was a tough journey but finally the patience paid off as easyJet said i was successful now im waiting my route.
There is no rush, I would kindly turn down the self sponsored oaa offer, you can do better
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To those who were unfortunately unsuccessful at Stage 2 of selection process with CAE OAA, have you received an email from the training advisor (Olivia H.) encouraging you to book a slot for an integrated ATPL assessment (including ADAPT, Team Exercise and Interview at a price of 250£) instead of waiting the 6 month allocation before retaking for easyJet?
If yes, what do you honestly think about this invitation?
If yes, what do you honestly think about this invitation?
For some people (whether born in 98, 88 or 78) time does matter. As Officer Kite said, this industry is unstable and unpredictable, so noone can assure you either that passing through easyjet MPL is a guarantee for a better future than with the Whitetail integrated.
At the end of the day, we are talking about the same school which will be a big thing on your CV once you graduate. The only difference is probably having to pay for TR.
I would probably consider it.
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Personally I think that was a judgment many in the past had made, "oh it's Oxford, we'll find a job having gone there", unfortunately more than a few people have had to learn the hard way that that is not true, despite what the school want to make you believe. I know personally of cases where people have for whatever reason not passed the Ryanair or easyJet assessments (they dont get easier after doing the training) and have been in limbo then. I know a particular case where an individual never actually got a job and one who took just under 2 years to get one.
My point is that risk is not for everyone (certainly not something I could stomach). It is priceless getting on an airline scheme as it removes a massive worry of job hunting at the end of training - which really is not fun.
And I do see the previous poster's view that it should not be looked down on by doing a 'whitetail' course, however the reality of the situation is that those on an airline scheme performed better (at least in the airline and school's eyes) at selection than those just offered the whitetail.
Maybe go for the whitetail assessment for the experience and to improve yourself? Receive the feedback and then have a go at the fpp or something ... best of luck !
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Oh dear.
Why do you think Wings is £94,000 and the ej MPL is £109,000?
(Oxford integrated £95,500 , Oxford ej MPL £134,000 with accommodation)
Only £15,000 difference at CTC you might say, a TR for Wings Pilots is £30,000.
That £15000 is 'saved' by way of the fact that you do bugger all flying in real aircraft, less than half the time Wings Pilots build.
You pay for the TR up front. Wings pay when they get hired.
Why do you think Wings is £94,000 and the ej MPL is £109,000?
(Oxford integrated £95,500 , Oxford ej MPL £134,000 with accommodation)
Only £15,000 difference at CTC you might say, a TR for Wings Pilots is £30,000.
That £15000 is 'saved' by way of the fact that you do bugger all flying in real aircraft, less than half the time Wings Pilots build.
You pay for the TR up front. Wings pay when they get hired.
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To follow up regarding the MPL being cheaper than the standard ATPL due to half the amount of flying hours... I'm not sure if it's just me, but is anyone else thinking the ATPL is more favourable?
Especially as both licenses are under the easyJet Cadet scheme and providing you're on a route and pass to their standards you've got a job with them - is it not simpler to have an ATPL (route 3) rather than the hassle of converting an MPL later on?
Especially as both licenses are under the easyJet Cadet scheme and providing you're on a route and pass to their standards you've got a job with them - is it not simpler to have an ATPL (route 3) rather than the hassle of converting an MPL later on?
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The MPL is £8500 more expensive at Oxford than their ATPL course.
It is £15000 cheaper at CTC but you pay for this in experience (less hours especially PIC) and flexibility. Get sacked for whatever reason? God forbid there's an aircraft accident or Brexit has even worse economic ramifications and easyJet have to release you while you're in training? (It has happened with other airlines!) Good luck going through the paperwork nightmare of getting hired at another airline with an MPL.
The long and short of it is there is no golden route anymore, except if you're an Emirati national or something and get everything subsided for the government, or you get onto the Aer Lingus cadetship where they fund a lot of it (and bloody good on them!)
Each route has it's pros and cons.
MPL? Easier ride through training. No CPL/IR/MCC rides to fail. The stage checks are a breeze.
But you're buggered if you get the boot for whatever reason.
(f)ATPL. Harder training, more opportunity to fail. People can and do wash out. I've seen it happen first hand, it's extremely sad. But you come out with real licenses that can take you anywhere and give you options.
I cannot recommend one over the other because both have pros and cons. It is up to the prospective trainee I'm afraid to make their own decision after weighing up all the options. People ask me if they should go to CTC and I can only say I can't say yes or no. People are getting jobs very quickly, but again god forbid something happens then the situation can change in the blink of an eye. I don't want to be responsible for dampening people's dreams by putting them off it, or encouraging them to sign up and then they wash out of training or something and lose money, so all I will tell you is read the terms and conditions extremely carefully and be totally, totally honest with yourself whether you truly want to be an Airline Pilot and you can financially, mentally and socially accept the risks of failure.
It is perhaps unfair of me to say "no don't apply" when I got an airline interview arranged hours after finishing AQC. I worked my bollocks off and I feel I have the right to be proud of some of my achievements at CTC. But on the other hand I am a very lucky man that the hiring situation in Europe lately has been fantastic and I graduated at the right time. Will it be the same in 18 months/two years? Very possibly not.
I have quickly learnt that this industry is mostly about luck and timing. I wish the same for you guys and genuinely give you my best wishes in your pursuits of your dreams. But I must be honest with you that you need to sit down and have a really good think and weigh up the options, it must be you (and possibly with the input of your parents) that makes the decision and that you don't let the glamorous brochures and success stories cloud your consideration and appreciation of the magnitude of the frankly scary legal contracts you will sign with CTC and BBVA.
And it is bloody scary. I look back at the days of my CPL/IR skills tests, my AQC assessment sims, and my airline assessment process, and shudder at the thought of how differently things could have gone. How lucky I got with a ground feature rich nav section on CPL! As good as the hiring situation is, a 2 hour CPL or IR checkride can be the difference between getting hired or not, if you full on fail. Do you have the confidence in yourself to risk £100,000 on a 2 hour IR checkride? I'm not saying it's an automatic no-go or anything, people have been hired with series 2 CPL's, but again that depends completely on time and place. Would they have been snapped up so quickly with that result 2 or 3 years ago? I don't think so.
It is £15000 cheaper at CTC but you pay for this in experience (less hours especially PIC) and flexibility. Get sacked for whatever reason? God forbid there's an aircraft accident or Brexit has even worse economic ramifications and easyJet have to release you while you're in training? (It has happened with other airlines!) Good luck going through the paperwork nightmare of getting hired at another airline with an MPL.
The long and short of it is there is no golden route anymore, except if you're an Emirati national or something and get everything subsided for the government, or you get onto the Aer Lingus cadetship where they fund a lot of it (and bloody good on them!)
Each route has it's pros and cons.
MPL? Easier ride through training. No CPL/IR/MCC rides to fail. The stage checks are a breeze.
But you're buggered if you get the boot for whatever reason.
(f)ATPL. Harder training, more opportunity to fail. People can and do wash out. I've seen it happen first hand, it's extremely sad. But you come out with real licenses that can take you anywhere and give you options.
I cannot recommend one over the other because both have pros and cons. It is up to the prospective trainee I'm afraid to make their own decision after weighing up all the options. People ask me if they should go to CTC and I can only say I can't say yes or no. People are getting jobs very quickly, but again god forbid something happens then the situation can change in the blink of an eye. I don't want to be responsible for dampening people's dreams by putting them off it, or encouraging them to sign up and then they wash out of training or something and lose money, so all I will tell you is read the terms and conditions extremely carefully and be totally, totally honest with yourself whether you truly want to be an Airline Pilot and you can financially, mentally and socially accept the risks of failure.
It is perhaps unfair of me to say "no don't apply" when I got an airline interview arranged hours after finishing AQC. I worked my bollocks off and I feel I have the right to be proud of some of my achievements at CTC. But on the other hand I am a very lucky man that the hiring situation in Europe lately has been fantastic and I graduated at the right time. Will it be the same in 18 months/two years? Very possibly not.
I have quickly learnt that this industry is mostly about luck and timing. I wish the same for you guys and genuinely give you my best wishes in your pursuits of your dreams. But I must be honest with you that you need to sit down and have a really good think and weigh up the options, it must be you (and possibly with the input of your parents) that makes the decision and that you don't let the glamorous brochures and success stories cloud your consideration and appreciation of the magnitude of the frankly scary legal contracts you will sign with CTC and BBVA.
And it is bloody scary. I look back at the days of my CPL/IR skills tests, my AQC assessment sims, and my airline assessment process, and shudder at the thought of how differently things could have gone. How lucky I got with a ground feature rich nav section on CPL! As good as the hiring situation is, a 2 hour CPL or IR checkride can be the difference between getting hired or not, if you full on fail. Do you have the confidence in yourself to risk £100,000 on a 2 hour IR checkride? I'm not saying it's an automatic no-go or anything, people have been hired with series 2 CPL's, but again that depends completely on time and place. Would they have been snapped up so quickly with that result 2 or 3 years ago? I don't think so.
Last edited by tech log; 15th Jan 2017 at 19:11.
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To follow up regarding the MPL being cheaper than the standard ATPL due to half the amount of flying hours... I'm not sure if it's just me, but is anyone else thinking the ATPL is more favourable?
Especially as both licenses are under the easyJet Cadet scheme and providing you're on a route and pass to their standards you've got a job with them - is it not simpler to have an ATPL (route 3) rather than the hassle of converting an MPL later on?
Especially as both licenses are under the easyJet Cadet scheme and providing you're on a route and pass to their standards you've got a job with them - is it not simpler to have an ATPL (route 3) rather than the hassle of converting an MPL later on?
Ezy MPL - £100,500
Ezy ATPL - £126,000
For pretty much the same outcome (easyJet A320 right hand seat), I think the ATPL course is rather poor value.
Yes you get an ATPL ... but it's a frozen ATPL, it still has to be converted to an ATPL. The exact same way an MPL must be converted.
£26,000 is cash I'd rather have in my pocket than their's.
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I honestly would not accept it. Essentially the school want you to start on a course with them, or at least attend selection with them again, they make a profit either way.
It's not necessarily a lower level or less prestigious offer Sara98, in my view. You are actually invited to take ADAPT again right away (instead of waiting for 6 months) and be placed in pretty much the same program without the easyjet sponsorship.
Their invitation sounds like a way to make Stage 2 retakes join their self-sponsored ATPL course, which is undoubtedly a valuable opportunity as well.
Anyway, what I honestly don’t understand is why they relate the “White Tail” integrated ATPL course (which is the fourth pathway they mention on their website: CAE Oxford Aviation Academy) to easyJet if this course is actually not related to the easyJet sponsorship!! In the email they sent they say “you would still be able to apply for easyJet as a White Tail graduate” but…as a White Tail graduate, wouldn’t I be able to apply for any airline company, including easyJet but not only them?!? I really can’t see any obvious link between “White Tail” graduation and easyJet.
Moreover, I can’t either find any advantage in undertaking Route 4 (“White Tail” Integrated ATPL) over someone who decides to join the self-sponsored OAA ATPL course they call "APP FIRST OFFICER course"…these two programmes seem to be exactly the same thing except for their different names.
Am I wrong? Please tell me if I am misunderstanding something in your opinion because I really need your point of view!!
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Officer Kite,
I am one of the first to say that if I was eligible for an airline scheme I would take it (wasn't educated in UK) , but the integrated courses offered by CTC and OAA still have a lot going for them.
The schools statistics are open for evaluation in regards to whitetail job positioning. And as for people you have mentioned who have failed assessments for airlines... well they failed the assessments. Of course OAA isn't going to be able to help them much with those airlines after that but you have to ask how they got there in the first place. The schools are very good at getting people interviews but often people who fail them do so in HR type areas which is in no way the fault of the school. If you look at the big schools recruitment numbers vs intake numbers over the last few years the successful placement results are in the high 90's and even in the bad times they were still well over 50 percent which was a lot more than anywhere else. The fact is if you educate 250 students a year you can give them all the interviews and introductions to make it but there are going to be a few lemons in that mix who mess it up for themselves!!
As for the job market in the next few years, while I agree that there can be surprises that can damage the market, the phrase "no-one knows what it will be like" is not accurate. Long term projections have always been fairly accurate (even the AFC and GFC were predicted a fair way out - the only real market surprise has been the 9/11 fall out) and at the moment they are looking very good for jobs in the next 10 years. Read FLYBE's recent report, or any report from any asian, american or Aus/NZ airline. Unless there is a big upset (touch wood) we should all have a good decade (or two by some reports) ahead of us. There is no market in the world which is as unpredictable as all the posters on this forum swear the aviation sector is!!
oh and check those EZY contracts carefully on that topic, you may find that your job isn't overly secure with them either in the event of unpredicted events causing market downfall such as terrorism or oil shortage and price hike through war/recession etc - I have no idea on this but can be the case with airline sponsored schemes.
I am one of the first to say that if I was eligible for an airline scheme I would take it (wasn't educated in UK) , but the integrated courses offered by CTC and OAA still have a lot going for them.
The schools statistics are open for evaluation in regards to whitetail job positioning. And as for people you have mentioned who have failed assessments for airlines... well they failed the assessments. Of course OAA isn't going to be able to help them much with those airlines after that but you have to ask how they got there in the first place. The schools are very good at getting people interviews but often people who fail them do so in HR type areas which is in no way the fault of the school. If you look at the big schools recruitment numbers vs intake numbers over the last few years the successful placement results are in the high 90's and even in the bad times they were still well over 50 percent which was a lot more than anywhere else. The fact is if you educate 250 students a year you can give them all the interviews and introductions to make it but there are going to be a few lemons in that mix who mess it up for themselves!!
As for the job market in the next few years, while I agree that there can be surprises that can damage the market, the phrase "no-one knows what it will be like" is not accurate. Long term projections have always been fairly accurate (even the AFC and GFC were predicted a fair way out - the only real market surprise has been the 9/11 fall out) and at the moment they are looking very good for jobs in the next 10 years. Read FLYBE's recent report, or any report from any asian, american or Aus/NZ airline. Unless there is a big upset (touch wood) we should all have a good decade (or two by some reports) ahead of us. There is no market in the world which is as unpredictable as all the posters on this forum swear the aviation sector is!!
oh and check those EZY contracts carefully on that topic, you may find that your job isn't overly secure with them either in the event of unpredicted events causing market downfall such as terrorism or oil shortage and price hike through war/recession etc - I have no idea on this but can be the case with airline sponsored schemes.
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The schools statistics are open for evaluation in regards to whitetail job positioning. And as for people you have mentioned who have failed assessments for airlines... well they failed the assessments.
As for statistics, well I don't know about anyone else, but I want to see the statistics on what percentage of whitetail cadets from the last 2 years have gotten jobs versus those who have not. Such a statistic is unavailable. Why?. You see these schools, when quoting you their statistics of employment, they include those who have trained on airline schemes.
Allow me to explain. If there are 98 people on the BA FPP, and the school take those 98, as well as 2 whitetail graduates, so taking 100 altogether. Say then for argument's sake that those 2 whitetail guys don't get a job afterwards but the BA FPP guys flow into their jobs with BA ... the school still come along and say "98% of our graduates find employment after training". This gets said to naive kids and their parents (who are just as clueless to the whole game unfortunately) who the school are actually trying to sign up to the whitetail route.
I don't know about anyone else, but that is very cheeky in my book.
For the above explained reason, statistics mean little to me, as it's the school who put their slant/twist on them.
Of course OAA isn't going to be able to help them much with those airlines after that but you have to ask how they got there in the first place. The schools are very good at getting people interviews but often people who fail them do so in HR type areas which is in no way the fault of the school.
That's not scaremongering by any means, it has happened to more than a few people.
And as for the aviation industry being predictable, I don't know but not the one I'm in. In fact just recently I asked our director of flight ops about whether the airline I currently work for plan to open another cadet scheme, his answer? "In aviation we don't even know what can happen 2 weeks down the line ... it's not been decided yet". You will find anyone in the industry will tell you something similar, it is not Pprune nonsense.
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if you think it's hard to pass an assessment before training, then what makes you so confident you will pass it after the training? Willing to bet 100k on it? The assessment actually is harder after training (your 100k lies on you passing that interview, not just a £250 assessment fee), and if your grades aren't 85% above, well the big orange employer will not even look at your CV unless they are desperately short
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Ryanair are taking 1000 this year.
Fair points in general but lets no exaggerate. If you don't pass the interview after Whitetail training its not a game over, you are welcome to apply anywhere else you want.
Maybe it's just me, but I'm not able for taking that huge risk, not with my parent's house or life savings on the line. And I am aware that even airline schemes have their risks, however those risks are severely mitigated compared to whitetail routes.
Basically If I get my family to give me 100k, I'm not going out willy nilly just hoping for the best, I will do everything I can to make sure I get my bum onto a cockpit seat at the end of it, and for me that starts before training by getting onto an airline scheme. Each to their own I guess.