self financed A320
 

Should I jump the gun and do it ?
There wont be better timing than what already is…

looking for someone similarly motivated

If you're saying there's no better timing now, why on earth are you going to do a self-sponsored type rating with no job offer at the end? You'll still be equally competing wtih cadets without type ratings because unless you have the hours on type, the TR itself is useless.

I suggest you better browse the job market thoroughly
Besides who says youre gonna be competing with cadets

Me for one. A cadet is someone who has never flown a multi crew aircraft before and thus requires base training. Airlines don't care how many hours you have, only what pigeon hole you fall into: with a type rating and 0-499 hours you're still a cadet. Airlines want cadets trained to their specific SOPs - Yes type ratings are different in different airlines - By getting your own type rating you could ironically reduce your chances of getting hired.

You didnt even care to check out what I wrote
1. The airlines (in EU) are actively seeking type rated with ZERO hours, if thats not putting one in front of other cadets, I dont know what else does
2. Immediate employment with intensive flying throughout the upcoming season, experience curve going almost vertical
3. Self financed is not just for 0 hour pilots, hard to imagine I know :)

This tells me you got more posts on this forums than actual flight hours on real aircraft, you wouldnt be writing this otherwise

Hi IESS , what does make you saying that?
Do you have any friends or inside informations in some companies to say this?
Or your friends/collegues did the TR and they found easily a job?

Because to be honest, I am little bit lost right know, low hours and no TR...

Bit of advice before you embark on this is to wind it in and stop deflecting any advice away with such arrogance. You don’t know it all. Who on earth would want to partner with someone who thinks they’re god’s gift to aviation.

If you’ve got examples of companies hiring people in your situation with zero hours on type but with a rating, that’s great. Provide evidence, share the company, educate others,

Many people have been left with 20/30 thousand of wasted money going after a rating when it doesn’t get them anywhere, I suspect all the previous replier was trying to do was potentially save you that painful lesson.

My turn to advise - if, in April, as an unemployed zero hours cadet you’re aiming to self fund a rating. Go for it, your money. But to apply for and get a job, start and get trained up to be flying the line this summer… you’re going to be disappointed

Summer has gone. If you had 500 hours on type and could start next week, maybe.

Use the time productively, look at places like Ryanair, what’s putting you off them? Wizzair? All these places will charge you tooth and nail, but are head and shoulders above the P2F, handbrake turning off the runway, but just power up to the stand and it’ll be fine, airlines.

Eh…. this year wasn’t bad actually. Know quite a few 0hr A320 rated people who landed jobs at carriers with better T&C than RYR. A few at national carriers for that matter.

I agree that, for this season, you’ve probably missed the slot by the time you’ve got the rating in your licence.

Will next year be equally good? Who knows… maybe, maybe not.

Exactly that @AfricanTrouserSnake
whats better then, finish this hear with 400-500h heck, even with 100h and have the type in hand and experience or wait for the unknown and start from scratch in feb/march with even more uncertainty…
for the rest of the desbelievers here, you better start browsing the european job market instead of browsing the forums here https://www.pprune.org/images/smilies/smile.gif

to the dude writing about god syndrome - I dont know who you are, but assuming a pilot newbie hired right from rhe sweatbox to be some kind of a worse cockpit material is a damn arrogant overstatement to us all. We pass our Lpcs, recurrents, assements and so on. Those fresh intakes are none other worse than any of your pilot collegues.

Besides, you mistake arogance with boldness. The time to train is now, it is late, I agree, hence the boldness.
No time to loose, May is right behind the corner.
The seasons just starting and the recruitment will continue until wintertime, the training takes 20-30 days, this leaves enoufgh time to end this year with 400-500h and the airlines dont stop flying in november, they wont stop recruiting, anyone writing with hesitation they just dont see what the current job market is https://www.pprune.org/images/smilies/smile.gif

Anyways, whomever is interested and ready, PM me for details
im done with convincing the herd, im not the sheppard nor anyones babysitter
ive been around long enough to know what im saying and its nit just my opinion
after all, if everyone becomes convinced the opportunity window will be shut
Remember - the crowd is always wrong, if you dont believe - ask the stock market https://www.pprune.org/images/smilies/smile.gifhttps://www.pprune.org/images/smilies/smile.gif

pS. MCC JOC required
ps2. Lowest training cost on the market and at least two airlines waiting for 0 hour hero atm, im pulling all the strings.

Dude, if you think it'll help then go for it. You may very well know something the rest of us don't. Just be prepared for everything to take 2-3 times longer than you planned.

And now for a reality check: you have ZERO chance of getting 500 hours this year. You don't just get a rating, get a job and start flying. If everything goes perfectly you'll need a couple of months to get a rating (they don't all start tomorrow), then you'll need to apply for a job and be assessed - and actually pass. That's at least another couple of months. Assuming you get an immediate start date (which is unlikely) you'll spend a month or so doing company onboarding and the dozen or so ground courses you need. Then you could wait months for a SIM date before you start your OCC to be approved to fly the type that you think you already have. Then you'll wait again to get some base training in the aircraft before they actually issue you a usable license (depending on who you get hired by, they don't all have aircraft sat around for that purpose). Next you'll wait for line training which for a cadet will be anywhere from 40-80 sectors and take several months. If you're lucky you'll start line flying this year. Just to manage your expectations.

In worst case I see August - November with at least 80h/mo this is 400
mind I wrote 4-500, and this is a safe estimation with late start in August
80h/month on a a320 is a reg job, nothing undoable,
90-95h is a squeeze in a short haul regional like crj/erj, a320 doesnt have that discomfort
I know what im saying
Thus 400-500 by the EOY is doable

better have 400h at the end of the season and a type in hand and be free looking for a job than sitting on ones ass the whole summer attending ridicoulus nasa selections at wizz/ryr/ with a glimpse of luck among thousands and be offered a 30k-40k 3 year bond with no salary at the end…?

you do your occs while waiting for your paperwork to be processed in the background, airlines have a goal in putting you in the cockpit without delays
small airlines are the key :) theyre organzied, quick, efficient
if you factor in the zftt, if eligible, hands down quickest way imo

enough of beating the horse, i got work on my end
wasnt expecting to meet anyone keen on the idea here anyway :sad:

My offer is still open
Regarding costs, job opportunities,

Take note people, this guy knows what he's talking about.

I think rudestuff is on point, manage your expectations.

Let’s go trough some rough estimations

Typerating theory+sim: 2-3 months
Basetraining: 1week-2months
TR on your license: 1week-2months
Applying to receiving an offer 1-2 months
Receiving an offer to starting OCC: 1-3 months
OCC+LPC 2 weeks-1month

So let’s say the earliest block hour you’ll log on the line will be 5 months from today, september. And that’s a very very very positive scenario.

With a company provided TR you might be able to reduce it by a month, but the thread was about self sponsoring.

400-500h is 5-6months of full blown summer schedule as a checked out FO. Not a training FO schedule starting in september.

It looks like I was wrong, 400-500h is pretty much a certainty:

IESS, I had intended to respond in a similar way to Rudestuff, who certainly knows what he is talking about, but decided against it.
So all the best and good luck. It looks to me, like you are dealing with Jetline Training, I will reserve judgement and look forward to seeing you come back and prove us cynics wrong.

Mate - you owe me a keyboard.
Note to self - don't drink tea while reading this thread. :D

Just a question IESS Is this a zero hour type rating or does the applicant need to do the base training in the aircraft as well? If so, is that included in the cost of the rating?

Fellas,
each ATO have the same reqs
80h CBT + 5 days ground + 10 FFS max, including LPC
Ca. 30 days overall
so much about the professionalism on these forums
sorry, this is my last posting here, the naysayers I was kindda expecting, but the pros really kill the professionalism here

dont drink while hot, you may get burnt darling ;)
redsnail doesnt matter, the hours already count towards your time on type, dont they?

...aaaand he's* gone.

Wow, impressive levels of naivety and ego there - someone's really fallen for the slick marketing guff hook, line and sinker. It was very unprofessional of us to try to give realistic advice. Best of luck to a fellow aviator.

*he/she/they/lampshade

I know this discussion might seem pointless, but there's a chance others could find useful information in it.

While 30 days is a set timeframe on paper, it doesn't quite match up with the reality of the situation. It's not simply a matter of deciding today, starting tomorrow and finishing in 30 days. There are many external factors that scheduling has to consider, like simulator and classroom availability, instructor schedules, student rest days, travel days, and more.

Even though completing the training in 30 days is technically possible, we have to ask if it's really wise. Transitioning from flight school, flying an bus isn't just another c172. It's about managing a complex computer system, comprehending automation logic, design philosophy, and much more. Trying to cram it all into 30 days doesn't leave much room for thorough understanding, revisiting topics, and making necessary adjustments.

Agreed. There are way too many variables. I checked my logbook and from getting hired to final line check was 9 months! Quite a few months sat around on full pay waiting for ground courses then groundschool then type rating SIM then licence issue then base training then the training bottleneck to clear etc...
Reality rarely matches theory. If it did then a PPL would take 2 weeks flying a mere 3 hours a day.

The other thing to consider is that when you pass your type rating test you will do so at 100% capacity and by the skin of your teeth. At least that was my experience. I was virtually clueless for those first 500 hours and didn't really start to feel comfortable until maybe 1000 hours. Imagine being freshly type rated but having never seen the aircraft - then being assessed as a type rated applicant!