when is enough enough
Bula- The truth about Oz to JAR CPL/ IR.
G'day Bula-
Having finished the conversion from an Aussie License to a JAR CPL/ IR in the not too distant past, I can confirm that there is indeed no "easy" way to short- cut the conversion.
When I did my training here in the UK to re- qualify, I had 200 HRS TT. Knowing your Total Time, I can tell you uncategorically that the only credit that you will get here is that of a PPL. As one of the previous posts eluded to, it is not until you get some SERIOUS heavy jet command time that you get exempted from having to go through all of the theory examinations, CPL & IR flying training and of course the flight tests. Also, thanks to the JAA, you also have to complete an MCC (Multi- Crew Cooperation Course). I guess the catch 22 here is that if you did have all of the heavy jet command time to get those exemptions, you wouldn't be asking this in the first place.
If you are still interested, well the whole process from go to woe has cost my Wife and I in the region of probably $80-$100K AUD (including travelling costs, food, accom and loss of earnings whilst training). Oh yeah, then there is also the issue of leaving our family, friends and a relatively comfortable life in Melbourne.
The benefit though is this- I now have about 320 Hours TT and am more than likely going to be flying night freight around Europe in a BAe ATP Turboprop in the near future. Nice EFIS flightdeck, 70 seat pax capacity, 23,000+ KG MTOW, all multi- crew turbine IFR. The way I see it- I've just short cut my career by a few years. How many people back home in Oz have the opportunity to fly, say a Dash 8-300 with my sort of hours??
It really depends, I guess, on what your long term aim is. Personally, as soon as I have 500 HRS command on the ATP, I'll be banging on QF and DJ's doors. I just got sick and tired of people back home telling me that at 30, I'm too old.
So if you are thinking of doing the UK thing, have a close look at the UK CAA Website. There are online documents, called LASORS, that will spell out what you need to do and how to do it.
Despite all of the hardships that my Wife (who is amazingly understanding and supportive of what I'm trying to do) and I have been through to get this far- I could honestly say that given the choice all over again I would do the same thing. Especially in the context of opportunities further down the track.
Anyway- that's my 2 cents worth (err, or should I say 0.82 Pence)?
Having finished the conversion from an Aussie License to a JAR CPL/ IR in the not too distant past, I can confirm that there is indeed no "easy" way to short- cut the conversion.
When I did my training here in the UK to re- qualify, I had 200 HRS TT. Knowing your Total Time, I can tell you uncategorically that the only credit that you will get here is that of a PPL. As one of the previous posts eluded to, it is not until you get some SERIOUS heavy jet command time that you get exempted from having to go through all of the theory examinations, CPL & IR flying training and of course the flight tests. Also, thanks to the JAA, you also have to complete an MCC (Multi- Crew Cooperation Course). I guess the catch 22 here is that if you did have all of the heavy jet command time to get those exemptions, you wouldn't be asking this in the first place.
If you are still interested, well the whole process from go to woe has cost my Wife and I in the region of probably $80-$100K AUD (including travelling costs, food, accom and loss of earnings whilst training). Oh yeah, then there is also the issue of leaving our family, friends and a relatively comfortable life in Melbourne.
The benefit though is this- I now have about 320 Hours TT and am more than likely going to be flying night freight around Europe in a BAe ATP Turboprop in the near future. Nice EFIS flightdeck, 70 seat pax capacity, 23,000+ KG MTOW, all multi- crew turbine IFR. The way I see it- I've just short cut my career by a few years. How many people back home in Oz have the opportunity to fly, say a Dash 8-300 with my sort of hours??
It really depends, I guess, on what your long term aim is. Personally, as soon as I have 500 HRS command on the ATP, I'll be banging on QF and DJ's doors. I just got sick and tired of people back home telling me that at 30, I'm too old.
So if you are thinking of doing the UK thing, have a close look at the UK CAA Website. There are online documents, called LASORS, that will spell out what you need to do and how to do it.
Despite all of the hardships that my Wife (who is amazingly understanding and supportive of what I'm trying to do) and I have been through to get this far- I could honestly say that given the choice all over again I would do the same thing. Especially in the context of opportunities further down the track.
Anyway- that's my 2 cents worth (err, or should I say 0.82 Pence)?
Join Date: Mar 2004
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Well done
Congratulations on for sticking it out and making it into a jet airline. Well done.
Without in any way attacking Virgin Blue but considering you have now left GA, do you think that you are now just facing a whole new set of challenges..... but just on a bit more money?
It seems that airline drivers have their own set of work related issues from day one. Promotion, seniority, route bidding, self funded type ratings, rostering, union influence etc etc.
I'm not a airline pilot so I can't comment from inside the circle but it does seem to get heavily discussed.
Once again, on ya!!
Without in any way attacking Virgin Blue but considering you have now left GA, do you think that you are now just facing a whole new set of challenges..... but just on a bit more money?
It seems that airline drivers have their own set of work related issues from day one. Promotion, seniority, route bidding, self funded type ratings, rostering, union influence etc etc.
I'm not a airline pilot so I can't comment from inside the circle but it does seem to get heavily discussed.
Once again, on ya!!
Join Date: Jan 2004
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Well done You Rock!
I belive hanging in there eventually brings a prize for those who persist the most!
I guess the thoughts I put to you earlier in this thread are a bit academic now, but in any case I hope it works out for you in every respect.
May you have many happy landings with VB in the future and may all your hosties be comely!
Regards,
TJ
I belive hanging in there eventually brings a prize for those who persist the most!
I guess the thoughts I put to you earlier in this thread are a bit academic now, but in any case I hope it works out for you in every respect.
May you have many happy landings with VB in the future and may all your hosties be comely!
Regards,
TJ
Join Date: Mar 2003
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It is so difficult for us old timers to give advice to youngun's competing in the vicious competitive aviation world of today. There is no comparison to how it was in the glory days of the early seventees.
Those of us who got to experience New Guinea back then are truly fortunate to have flown in an era coming to an end.
It is the same over here in Canada. I never applied for an airline job but enjoyed a varied career of GA flying , firebombing , spraying and survey flying. I have always been paid handsomely and loved every minute of it.
I travel a lot on Westjet , Canada's VERY successful low cost carrier and on nearly every flight , I know the Capt and F/O and have had many an enjoyable overnight with them.
They are all from general aviation and I flew with most of them in Beavers , King Airs and Navajos on the coast of British Columbia.
I have yet to hear even ONE of them tell me about an interesting or enjoyable flight whilst grinding away Vancouver-Calgary_Regina-Winnipeg-Regina-Calgary-Vancouver... and on ... and on .... and on...
Yet they all get ten years younger as we relate stories of our days on the coast. I know of three captains who quit . One flys the Martin Mars waterbomber and the other two went back to Beavers and the like.
The rest don't regret going to the airlines but we all seem to agree that it is not the airplane that makes you happy but rather , where it takes you.
Those of us who got to experience New Guinea back then are truly fortunate to have flown in an era coming to an end.
It is the same over here in Canada. I never applied for an airline job but enjoyed a varied career of GA flying , firebombing , spraying and survey flying. I have always been paid handsomely and loved every minute of it.
I travel a lot on Westjet , Canada's VERY successful low cost carrier and on nearly every flight , I know the Capt and F/O and have had many an enjoyable overnight with them.
They are all from general aviation and I flew with most of them in Beavers , King Airs and Navajos on the coast of British Columbia.
I have yet to hear even ONE of them tell me about an interesting or enjoyable flight whilst grinding away Vancouver-Calgary_Regina-Winnipeg-Regina-Calgary-Vancouver... and on ... and on .... and on...
Yet they all get ten years younger as we relate stories of our days on the coast. I know of three captains who quit . One flys the Martin Mars waterbomber and the other two went back to Beavers and the like.
The rest don't regret going to the airlines but we all seem to agree that it is not the airplane that makes you happy but rather , where it takes you.
Join Date: Mar 2000
Location: Still in Paradise
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DUKE!!! Wherethehellyabin, bloke? I bin lookin' for you everwhere, even on AVCanada, trying to catch the continuing saga of the goodoldays, but no can find ya!
Good to hear from you again.
Good to hear from you again.
