SkyHighSonar

I joined CTC in 2003, I was on CP less than 5, I borrowed £65000. I have been paying that off for the last 6 years and will continue to pay that off for 1 more. It costs me 1500/month but fortunately I get paid reasonably.

It now seems the course is more expensive and you will need to factor in a type rating (20K?)

So you will be paying off 1500/month for more like 10 years.

Then you should consider what you will get paid when you get your shiny jet contract. 1200/month? That means you will be losing 300/month before you factor in the fact that you will need to eat & drink & live!

Now I can't pretend to be privvy to the exact figures, I am estimating from some good friends who currently work for the Orange brigade but Im sorry, anyone considering a career in aviation right now need their heads read.

Good luck with your decision.

Just out of interest, why are you paying off £1500 a month? I've calculated that borrowing £69,000 from BBVA over a 10 year period equates to around £600-£700 a month based on the current interest rate of 3% and includes the initial 25% reduction on repayments. Did you borrow more from elsewhere or is your interest rate much higher than what BBVA currently offer?

The 25% discount from BBVA is only valid for 24 months if i remember correctly. I am sure you could repay the loan faster if you can afford it. You could realistically have a chance of making captain by now if you started in 2003 (i think?!?) so could likely afford to pay more off and get the loan settled ASAP!

@SkyHighSonar I am provisionally booked on the April course so let us know whatever you do! I am in a fortunate enough position to not require any loans, so with a lot of professional advice, I feel the timing is right so I am prepared to take the gamble as it's a massive amount of cash!

If there are any CP89'ers it would be great to hear from you. Please PM me!

Hello everyone!

I just got an invitation for Phase 2 at Dibden. Searching through the forums there are at least 5 threads with averagely 200 pages and post counts reaching to 4000+. I've begun reading them...which will take a while, however some of the information dates back to 2006. Is there any update on what really to expect or is it pretty much the same since then? Also regarding the aptitude test is there any programmes to practice with (like the SkyTest software for DLR) or do we have to face it there on the day?

Cheers.

Having passed the selection day back in December, I can tell you that the pages of information on here should give you enough preperation for the day. The PILAPT tests are designed to test your natural ability, and even though you can technically practise for them using some software of the net, it may not improve your skills for the big test on the day. I did not practise for them, but I have been flying Microsoft Flight Simulator for well over 10 years on my PC.

Good Luck with the selection day!

fao PiperSam
 

regarding loan repayments, something most people don't factor in is training time. My 65k ish loan in 2003 turned into 85k by 2005 when I started to pay it back. My repayments were on a base + 2% level. Over this time the repayment needed to finish in 7 years varied from 1000 - 1200. I now pay 1500 to finish about 6 months early.

The BBVA loan (again Im not privvy to the exact terms) does sound attractive, 3% in this current climate is exceptional however is that fixed? is in sterling? and is interest charged during your training period? Usually the best part of two years.

Just make sure you fully understand the terms.

regards

Yeah the BBVA loan is very good. Its variable and stays at 2.5% + base rate. Interest is charged throughout the payment holiday. If you take a 25% reduction for the first 24 months based on a £80k loan over a 10 year period and at the current rate of 3% it works out as £697.74 for the first 24 months, followed by subsequent payments of £1011.49 until maturity. The set up fee is £1500, and yes it is in sterling. There are no early payment, lump sum payment or early cancellation fees.

Yes, but what's the monthly repayment if interest rates are 5%. Far from inconceivable over the next 10 years, I should think 1500+ will be the norm.

I'm not trying to put anyone off, I have loved every minute, I just have experienced good friends in financial difficulty and even bankruptcies and I want people to be more aware of the risks. I wasn't but I was lucky.

cheers

Mohit - Ignore the 'search for it yourself' comments, I found it pretty hard to dig through all of these posts too! So hopefully I can give you the heads up..

I have just passed Phase 2 and 3 (If you are successful with Phase 2 in the morning, you stay for an interview in the afternoon...) and I can honestly say, there really is very little you can do to prepare for the PILAPT. To give you an idea of what to expect, read this post:

http://www.pprune.org/2733121-post950.html

As for the maths test, I would make sure that you are confident with your basic maths. I.e. currency conversion, long multiplication / division, etc.

The groupwork is fairly easy - just make sure you get your voice heard, but don't come across as overpowering (they want a team player!); make sure you listen as much as you contribute, and agree / disagree with people but back it up with reason. Take a look at some 'Balloon debates' (google it..) - fairly bog standard team building stuff.

Just relax and enjoy the day - the assessors are great and really make you feel at ease (And the food is brilliant, which is a bonus because I like eating). Good Luck!



On another note.....

I have a question for anyone who has previously been successful on the Cadet scheme, and followed it all the way through to placement - How / when exactly is the security bond repayed to you? The information from CTC is about as clear as mud when it comes to YOUR money.

Also, has anyone else opted for the 'secure the loan against your parent's property' approach with BBVA? How have you found this worked for you? (I am not looking for anyone's opinion on whether this is morally wrong or not, just an answer from somebody who has shared my position)

Cadet scheme or no cadet scheme, the prospect of £95,000 debt after 2 years of interest build up scares me sh*tless :ouch:

Verbal and numerical reasoning tests
 

Hi there,

Sorry to bother you but I've seen you know quit a lot about tests and interviews.
Actually, I'm going to join FTE Jerez within a few weeks but I need to pass a Verbal Reasoning and a Numerical Reasoning test first.

I did many many exercises but not the kind of exercises they give us during the tests in FTE where you need to calculate the altitude, speed, quantity of fuel, distances etc...

So, do you know where I can find this kind of exercises ? If you do, please let me know because my tests is Feb 19th.

Thank you very much for your help ....

Best regards

Moises

Probably never! Other people will be able to give you a better explanation, but this money represents your training costs. As such it becomes their money and not yours. However it is very dependant upon what happens to you at the end of the course, as to what happens to this "bond."

In better times, certain partner airlines would take a number of cadets on a six months probationary period. During this time those cadets were not paid a salary by the airline, but received a small sum of money from their bond (around £1000 or so, a month) in addition to expenses (flight pay, allowances etc.) from the customer airline. At the end of the probationary period, those cadets who were kept on by the airline were paid a salary, (usually a cadet level salary for a two or three year qualifying period.) Their training bond was also part of the package in that it was (in effect) purchased by the customer airline. It then provided a level of security for the airline. These "bond" sums were then repaid to the cadet in monthly amounts over a fixed period.

In recent years, there have been very few airline customers prepared to adopt these arrangements. Indeed there have been very few customers at all. In order to keep things moving, new customer arrangements have been agreed with various airlines. These arrangements with names such as "flexicrew" have often been on significantly less favourable terms to the cadet. However, they have provided a significant source of employment and experience in a marketplace that has become very arid.

With these schemes, the "bond" is not transferred or purchased by the customer airline. In fact there will usually be additional training expenses for the costs, or contributions towards type rating training. In this case, the "bond" is transferred to the training provider in respect of the candidates training costs. Similarly if the individual finds their own employment, or if after a time period there is no employment the "bond" is transferred to the training provider.

In other words, this isn't "your money" it is "their money." The bond is surity that the (non-foundation course) training costs will be paid. If a customer pays the training provider for your placement at completion of the course (or within an agreed period) the bond is transferred to that customer, who may repay it to you at a rate to be decided by that customer.

To be clear, the bond may turn out to be a good way of ultimately reducing the training cost burden. It also comes with a limited range of protections in the event that the cadet fails to complete the course (for a number of defined reasons.) However it would be a mistake to regard the "bond" as your money. It is money deposited to cover your training costs. Only in very defined (and currently remote) circumstances, will you be reimbursed any or all of these monies, and only if the bond is adopted by a customer airline utilizing this scheme.

The BBVA loan, is a secured loan that is secured on an acceptable UK property. Guarantors (usually parents,) would be required unless the applicant could satisy the requirements themselves. The loan is unlikley to be offered unless there is sufficient equity in the securing property, such that after the proposed loan and any existing mortgages are taken into account, there is still around a 30% margin betwen the total charge (debt) and the value of the property.

On top of this the guarantors financial position would be taken into account, to reasonably ensure that they could meet the payment obligations themselves, if the main applicant defaulted. In other words, it doesn't matter what your position is at the end of the course. It doesn't matter whether you declare yourself bankrupt or not. Any default in the loan repayment terms, will require the guarantors to satisfy those terms. Failure to comply resulting in the secured charge (the property) being exercised (sold) to repay the debt (capital, interest and any other legal charges.)

These loans are variable and tied to the UK base rate at a fixed difference (usually plus 2.5%.) With a base rate of 0.5% that makes the repayment levels (for illustration purposes) look relatively attractive. It would be a wealthy person who could predict with any certainty where rates will be in 18 months time or indeed in three or four years time. However base rates of 4% or 5% are most definetaly within the realms of probabilty within the shorter timescale. This would give a repayment rate of 6.5% to 7.5% possibly before a single penny of any loan is repaid. Any applicant needs to satisfy themselves (and the bank almost certainly will,) of the affordability criteria in those and possibly worse circumstances.

Other people will be able to give you a better account of their experience, but I have read (carefully) the paperwork, with my spectacles "rose tint" removed. These schemes may work well for individuals and I am certainly not criticising them. However the terms of the contracts should be read very carefully, and completely understood by anybody entering into them.

Great post Bealzebub - and interesting username!

In all honesty I don't think the CTC Wings route will suit many, at this point in time ....I also have concerns about the direction in which the industry I currently work in and love, is heading...

That's a healthy way to approach it. Fearfully. As Bealzebub and others have said, this stuff about the bond being repaid to you on placement harks back to a past era. CTC may pretend that this is the basis of your training agreement, but that is simply bolleaux swinging breezily in the face of current reality. Go in expecting to have to find nearly £10k for a type rating for placement, and if a non-Orange partner airline comes along and asks for cadets (offering to pay for type rating) under the old terms and conditions, then see that as a very unlikely bonus, much as winning the lottery would be.

Also, as a side note, expect this all to change by the time you get placed - those of us who signed up for the 'old' arrangement have seen many changes over the last 3 years. As you are no doubt already aware!

Thanks for the brief summaries guys! Actually I was going for the Wings ATP selection but I've read it is the same as the Cadets up to Phase 4. Some good info there.

To any past or present CTC students, how did you manage transport when you were in the UK? As I understand it, they furnish you with mini-busses when in NZ but on an open day, they said that we should bring our cars if we can.

Has anyone got a rough idea of how many is needed, also, would it be really worthwhile to bring your own car if you can? Are parking spaces limited (at their accomodation)? Also, will everyone be studying at a different pace, therefore the flexibility of your own car would be perhaps be beneficial.

Basically, how did you manage it? Also, can anyone give me a rough idea of where the Southampton accomodation is? is cycling to Nursling in the realm of possibility, although I should imagine it isn't as where ever it is, you would most likely have the motorway to contend with!

Thanks Bealzebub + co, plenty of food for thought there.

I have a plan B should I find myself without employment at the end of training, so I guess my situation means I won't completely dismiss the idea just yet. I don't really share CTC's optimism about the industry picking up, yet I know the best time to be completing training would be on the economic upturn. If it ever really comes.

Decisions decisions... :ugh:

Is anyone else thinking about starting with the June intake? It would be good to speak to some other prospective cadets if so!

I believe that apart from possibly a week or two at the start of the course, they utilize commercial letting from private landlords. In other words they rent a few houses in nearby towns and a group of 4, 5 or 6 of you share the house, each with your own bedroom.

Because of the travelling distance, it is important that there are enough people with their own transport in each of the property locations, so that you can share lifts. An early excercise in team building perhaps? I believe that the group then share the petrol/running costs on whatever basis they agree. Failing that I suppose you share a taxi each day.

On the subject of what happens at the end of the training, I think this is a vitally important point.

Far too many people labour under the illusion that once you have a CPL/IR and 250 hours, you are somehow just what airlines are looking for. This (for the most part) really isn't the case and never has been. Historically, recognised approved training courses that led to cadet entry programmes in a few airline companies, enabled a few aspirants to utilize the recognised training programme, to transistion to an airline first officer programme.

Without the benefit of these programmes, aspirant airline pilots, would normally require an absolute minimum of 700 hours, (and usually many hundreds if not thousands of hours more,) through general aviation type work. Then they would find themselves in competition with military leavers, and career changers for whatever jobs became available.

Changes that came about with the introduction of JAR, removed some anomolies in the UK licencing regime, that brought the requirements for licence issue more into line with those that existed in much of the rest of the world. This reduced the hour requirement for a CPL down to the 200 hour level. It also meant the CPL was the benchmark requirement for most aerial work jobs, such as flight instruction (which previously could be undertaken with only a private licence in the UK.)

This caused many to believe that airlines who sought experienced applicants previously, would now beat a path to their door when they only had 200 hours. Apart from one or two vocal CEO's who saw this as a loophole that helped them get one step further to eliminating the F/O's role completely, it was just nonsense. Many airlines did introduce or expand their cadet programmes to take low houred entrants, but rightly, and as they had always done these cadets came from full time, integrated and recognised training establishments that the companies themselves maintained a relationship with.

So back to my point what happens at the end of the training?

Well hopefully you have your CPL/IR with your ATPL ground examinations completed. You have an MCC/AQC type (Airline CRM) course completed. and then what?

Does the FTO open the window and throw its new fledgings into the sky to the chant of "fly my little ones" as most of them fall to the ground? Does the FTO have a number of airline customers who recognise and integrate with it's training programme, so that some/many/most of the fledglings are taken under the wing of the airline for further training?

Where I think this training provider does stand out is at this end of the market. Yes it is a commercial business that must make a profit in order to stay in business, and as such will spin it's marketing to ensure that remains the case. Yes it will project a rosy future when conventional wisdom may from time to time be less optimistic. However as long as it continues to maintain a relationship with it's end user airline customers, then that is where the advantage lies.

As and when any upturn comes in the economy generally, and specifically as it might affect pilot recruitment, then you will see more experienced pilots achieving renewed employment or better placements. You will see more military leavers being recruited and you will see more GA pilots moving up through the system. However you will also see an acceleration in these types of integrated programmes as more cadets are brought through the system.

The difficulty is always going to be with 200 hour CPL/IR holders who don't have this type of recognised programme to assist them. There is a lot of competition out there. There always has been, and in evolving ways there always will be. It has always been about finding that advantage that will make you stand out, or seem attractive at the right time. Anybody with the very aspirational and very difficult aim of finding an airline placement with only a couple of hundred hours under their belt, needs to ask themselves seriously, where might those advantages be found?

NZ CTC
 

To be completely honest I haven't read the whole 100 and something pages of this forum, but was just wondering if there is anyone who lives in NZ that has applied/been through CTC. I have just placed my application in and am waiting eagerly. I sort of know what to expect, but I'd like some info on the process for someone in NZ. Cheers

Beazlebub, its great, and refreshing, to hear a perfectly balanced response such as yours. I see far too much negativity on this forum with no real reasoning as to why they are being negative. So thank you for that.

I agree that CTC stick out from the rest with their relationship with the partner airlines. They have certainly nailed that part on the head, and from my own experience of the company, and their members of staff, they do seem to actually care about their students.

I would like to make a few comments about what CTC said to us on our selection day. Firstly, and probably most importantly, Lee Woodward, the director of the CTC Wings Cadet program, stated that they have only not been able to place one of their cadets with an airline after the type rating phase, and that is due to the fact that the cadet was type rated on the 757. As we all know, there are not a lot of these flying around in Europe anymore. He also stated that the company will be supporting the cadet with a different type rating in order to help them to be placed with an airline. This is not in CTC's contract, but it shows the companies dedication to their students. I doubt any other FTO would be willing to do such a thing.

Secondly, he also told us that he was in the process of speaking to the partner airlines regarding cadet placement over the next year or two, and that he had to tell their partner airlines that CTC would not have enough cadets to meet the needs for those airlines. This can only be a good thing right? I'm not saying that things are improving, and I am definately skeptical about the "pilot shortage" that will we face over the next few years, but I do trust CTC as a company, and I'm very glad that I will be completing my training with them rather than the other FTO's.

The staff, on a personal level, yes. I can't remember any occasion from my time on the course where, if I had a problem, the door wouldn't be answered. I remember a few instructors in particular who took their students to heart and really cared about their progress. You, as a person, will be looked after by the staff and instructors.

However. I remember when I was out in NZ and there were a few delays to my flying towards the end of the course due to weather / occasional aircraft unserviceability / etc. Normal stuff. I asked my IFR instructor if I'd be given any priority during the next week over other training flights, given my departure date from NZ had already passed and I was due back in the UK for ATPL exams. (he was a standards instructor and had staff to train as well.) His response... "Remember, to this company, you are a great big walking pile of cash. It's in their interests."

And that's the key point. To the company, when you sign that contract, you are a great big walking pile of cash. CTC is not a charity. They look after you because most of the staff are nice (note, I said 'most') and also because they have a duty of care, especially in NZ where you're thousands of miles from home - and because if they don't, and something goes wrong, it might result in many more walking piles of cash walking elsewhere with their business. The staff care about you as a person; the company cares about how many numbers you can add to their bottom line. You are just another statistic on their spreadsheets. Literally, if you ever happen to peruse the company's accounts.

Speaking of cash... at this talk you attended on selection day, did they breach the subject of how long some people had to previously wait between finishing AQC and starting type rating, and how some have gone bankrupt? I was chatting to one Flexicrew pilot not so long ago who was having to borrow money off his sister to meet his repayments because his contract pay wouldn't cover it as well as his bills. It's nice to hear of the 'support' for the 757 guy, whatever exactly that entails, but once you take out that loan you're on your own money-wise - don't expect a great deal of help if you don't get a 'placement' and you end up with the bank banging your door down. And what about statistics regarding FULL TIME, PERMANENT employment as opposed to Flexicrew 'placements'? Did they give you anything on this?

Don't get me wrong, there's plenty that's good about the course - the year in NZ, the quality of instruction (particularly the latter stages), the facilities, the general atmosphere, etc. You'll have a great time. But it's important to know the other, less-good bits and form a balanced opinion before you sign on the dotted line. Believe me, it's a mind-boggling, eye-watering amount of money, although it doesn't quite boggle your mind until it's time to start the repayments. You won't be thinking about it too much when you're enjoying the scenery doing a cross-country across NZ in a 172 with a mate on board, but you will be thinking about it very much once it's time to actually get a job, you receive the contract and do the maths.

If you decide it's for you - which you may well do - then good luck to you. Go in with your eyes open and you'll have a great time.

I agree with what Zippy Monster has said, particularly with regards to the very memorable experience that CTC offers.

However, regarding the following - ...LW has been trotting out this line for a long time and very rarely is it backed up with some kind of evidence in the form of placements, easyJet excluded.

The industry is moving, with many pilots heading to the Middle East and BA amongst others, so choose based on fact rather than what CTC management tell you. They are very good at sounding sincere, and why do you think that is?

Good luck, and if you choose to enrol, best of luck with your future.

Not particularly at the selection day, but certainly at the open day they did touch this subject thoroughly. We even had a session with John Monk, a 757/767 training captain for BA, and he made it particularly obvious that there will be more than likely delays, setbacks etc. He even told us that he had been made jobless three times during his career as a pilot, and that we should prepare for that.

Obviously, and I completely agree with you, CTC buff things up to make it all look pretty and attracting, but they certainly don't lie about the issues, or even obscure them as much as some people think they do.

I personally think that with a little appreciation and understanding about the drawbacks, and by preparing yourself for such occurances, it shouldn't be a major problem. For me, yes I am borrowing a large amount of money for the course, but luckily I have my parents support, and I have made the neccessary precautions to try to minimize any "downtime" that I may occur before gaining full employment by an airline. Ideally, I will do my type rating and go straight into employment by an airline, but I know that at the moment that is unlikely and I may have to fly as flexicrew, or even worse go do another job whilst I wait for a placement. For me it's worth it, because theres nothing else I want to do more than be a pilot.

Cheers for the info on transport arrangements etc. Bealzebub! We're already in negotiation. My solicitor could have done with your explaination on what exactly happens with regards to monies paid to CTC as it took him a while to understand it and I am convinced he is still a little baffled by it all. Again, cheers for all of the useful info.

CTC placements
 

Just for those of you who are considering starting at CTC but are in doubt as to getting a job at the end, this year they have placed 88 pilots so far, 80 to easyjet on flexicrew and 8 to Monarch very recently, know of any other flying schools that can match that in the current climate? I am also waiting to be placed and i have no worry what so ever i am in safe hands.Yes i am paying back a loan on a regular income but so what? I knew the risks and took them on, dont go into it blind, prepare for the eventuality you may have to pay your way before you get anywhere near a jet, and your time will come.If you have a place at CTC already and you are serious that this is what you really want to do with your life then dont turn it down, i think you may regret it.

The devil is in the detail....
 

giggs85, what you need to be asking is CTC is how many of these 88 placement are wings cadets. The majority it seems are from there flexi crew pool of type rated pilots. If it was the case they were just wings you would be on a type rating course already.

Placements
 

Highland Kit: Im assuming you dont know exactly what place i am or was in the hold pool so you wouldnt know wether i should have been offered a type rating or not.I do know however that i was once 90+ in the hold pool not so long ago, and as most of us know each other, know who has been offered type ratings, most of whom have started them already, and these are people not so far in front of me, so yeah maybe ALL wernt wings but i know for a fact that many of them are.The point im addressing is that people are being offered ratings now in numbers that are reducing the hold pool considerably, there is a steady flow, things are moving along, and i would not be worrying if i was somebody starting out now with the hindsight i have as a finished wings cadet.Im not worried about employment, and things are a lot better now than when i started my training.

In the offer pack I recieved from CTC, they said that it would be possible to gain a PPL during training in order to take your friends/family flying in NZ, I would be quite keen to do this. Does anyone know how this can be achieved. As I understand it, the instructors would have to arrange a skills test and you would have to pay a license issue fee. Has anyone ever done this, is it simple, or is it not worth bothering?

NZ PPL
 

It is possible to sort out an NZPPL - you don't get one as part of the course if you follow the integrated JAR syllabus, though all of the syllabus items (with the exception of low flying) are covered. There is an aeroclub on the airfield who, worst case, can do it, however as CTC NZ are quiet at the moment there is probably enough capacity for them to do it for you in house. The delaying factor is getting the relevent fit and proper person documentation through the NZCAA and subsequent receipt of the license paperwork, which could take a month to turn up, which might be worth bearing in mind if you are planning on particular visit dates.

can anyone tell me how long it takes from submitting your cv to getting apositive or negative answer for the ctc wings?

Well you have to do more than just submit your CV. There is an online application process to go through, and once this is complete it can take up to a few weeks for them to contact you. However, from personal experience, and from other cadets on my course, we were all contacted within 3-4 days.

Thanks for the info greenfreddie, additional info on gaining an NZPPL during the ctc programme is available on this thread should anyone else is interested.

On the CTC single engine phase in NZ, it is possible to take a NZPPL; with an in-house examiner, at your own cost...

However during the ME phase in NZ don't expect a parent or partner to be allowed to 'backseat' a twinstar flight. CTC don't like it. Not sure if its an insurance / cost issue, but it generally isn't allowed.

It's mainly from an insurance stand point, but i meeting recently with the Head of Training, he said that he would have no problem with family and friends going on training flight depending on what is requred on the flight.

If the training manual states that on this flight you are ment to carry out forced landings, stalls ect you will not be able to take people with you, only other cadets.

I am a NZ cadet so i'm unsure if the rules are a bit different (other than by defult UK guys don't get a PPL).

If you get thru and are a cadet, just ask someone. the forgivness vs permission model doesn't work well at CTC

Hello
 

Hi guys, I'm new to this site but I really need some information and advice in the steps I should take. I'm 16 and studying A-Levels, I wanted to be a pilot and always have done. I have researched into different academies and other options I could take. To be honest I would prefer to be taught in a college or in an academy rather than going through the private process. Has anyone got any advice on who I should contact or the best options I should take. I'm constantly being put under pressure with UCAS and other university entry methods and I want to know what steps I should take to train to be a Pilot.

Hi Michael,

I am also 16 and I know what you mean. My advice to you would be to go along with the whole UCAS thing and make it seem like you want to follow the uni path. You don't have to accept a place. It takes a whole lot of pressure off that the college put on you. My college are super-keen on UCAS so I decided the best bet would be just to follow it. I don't understand what you mean about private vs. academy?? I would read the stickies at the top of this page to answer some of your questions. The basic steps would be get a license I guess but that is by no means a passport to any job, unless sponsorsed of course.

Good Luck,


Also, why did you post this in the CTC section?

CTC NZ version
 

Hi everyone, I have been reading this thread for a while now and am pretty sure I'd be able to put together a pretty good interview. However I live in NZ and I have just applied for the NZ course. Has anyone been through the New Zealand interview process? I am currently sitting my PPL exams and alrady have 34 hours, I'm 17 and in my last year of schooling. If anyone could give me some advice on the NZ course, job placement (I know some have been put with Eagle, but are there any others??). If no one can answer the latter then just some info on the NZz side of the selection process would be sweet. And no, there's no way I am going to apply for the Jetstar program.

if you want CTC to pretend to help you with a job at the end of it jetstar is the only option.

Eagle don't want 200 hr F/Os off ctc, they only ever placed 2 with them and i think it just didn't work out.

you will come out the other side of the CTC production line thinking Airline is the only flying there is, i'm one of the only ones in my class liking the idea of doing 135/141 ops.

loughrey1,
I was in your position 4 years ago when I was deciding whether to go to university or just straight into pilot training. In the end I went to university because there is no harm in having a degree. In fact it's a good safety net if for whatever reason you fail the medical. Once you fail a class 1 medical I have heard it's incredibly difficult to get it back, so in that situation having a degree is a good thing to fall back on. I am aware that fees are going up a lot nowadays though which will definitely complicate things.
As for ways of becoming a pilot there are two routes, Integrated or Modular training. There are plenty of resources online explaining the advantages and disadvantages of both routes. After reading the information about them, you'll have a pretty good idea of what route is best for you.


By the way, anyone here going to CTC wings assessment on 24th March?

(If I am in the wrong thread for my final question then my apologies, first time posting here)

Does anybody know what the first exam's are that you sit at CTC?