Mega Merged: REX Recruitment/Cadetship and Working for REX
Id do a lot of research (not here as you will be unlikely to get many balanced answers) before you make the decision particularly around costing of licences compared to other methods and if it will work for him down the track.
Get out and visit and talk to as many different training organisations as you can..
Personally if there was a way I could financially do it without sinking the ship, I would not do it the Rex way..
The kid being so young, you may perhaps look at doing it licence by licence in case he loses interest (this is not knowing your situation of course)
Get out and visit and talk to as many different training organisations as you can..
Personally if there was a way I could financially do it without sinking the ship, I would not do it the Rex way..
The kid being so young, you may perhaps look at doing it licence by licence in case he loses interest (this is not knowing your situation of course)
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Thanks for your reply. We thought about it overnight and he is doing a Bachelor of Applied Science (Civil Aviation) and we thought this maybe handy later on. So I suppose it comes down to getting into it now without a handy qualification or finish his degree qualification and go from there. He seems to love what he is doing and likes flying but hasn't got stars in his eyes so we think he understands as a career he will dislike doing alot of things and enjoy part of it.
It certainly isn't easy and we just wanted to understand enough to help him decide but it seems quite a complex issue (to identify the best path to follow to get qualified and get a job).
Thanks, we'd seen some threads and noticed the negativity so we appreciate your honest comments.
It certainly isn't easy and we just wanted to understand enough to help him decide but it seems quite a complex issue (to identify the best path to follow to get qualified and get a job).
Thanks, we'd seen some threads and noticed the negativity so we appreciate your honest comments.
First of all, good on you for taking such an interest in what your son is getting into. Aviation is tough industry to get a foothold in so being informed parents will greatly help his decision making process during training.
I have actually completed this course at UniSA so I can speak from first hand experience. It would be my STRONG advice for your son to save his money and time and stop doing the course to concentrate on flying lessons to a CPL standard and to get the theory exams done to ATPL level.
Unless the course structure has changed dramatically recently here is my reasoning-
The course does not see the student graduate with ANY CASA recognised qualifications. Yes it is a degree, but quite a useless one at that. (I will get to this later) By CASA recognised, I mean that NO theory exams required for a CPL or ATPL are sat while at uni. They are required to be studied for and sat outside of Uni time.
The degree itself is really not all that useful in todays industry. It is sort of a 'halfway' degree if you like. It is beneficial in enhancing your knowledge of aviation related subjects and DOES make sitting those exams easier, BUT the syllabus does not line up with the casa syllabus, so your son will still need to buy the usual textbooks that other non-uni pilots would have to buy to be able to sit the exams. I currently work for an RPT airline and have also been interviewed for some of the other major airlines in the country and not once has the fact that I have a Bachelor of Applied Science in Aviation come up. They are more interested in your Year 12 marks and flying experience. In fact depending on your son's age, it could be a disadvantage to stay at uni for 3 years. Airlines have what is called 'experience commensurate with age' (although this is less of an issue nowadays) where they assume an average flying experience to a set age. Normally a full time CPL course would take 12 months or so. If your son is already in his early 20's and completing a 3 year uni course, that is an extra 2 years he could be out in the industry working those first flying jobs.
Lastly, unless your last name is Murdoch or Packer, not finishing those last 2 years at uni will save your son circa $14k in HECS. At the moment that would pay for a Command Instrument Rating, which is done in a multi engine aircraft and is required before he can fly in Instrument weather conditions. Without this ticket his income will struggle to rise above $40,000 per year.
In terms of earning capacity in this industry, you are correct in assuming the lower end of the scale, but depending on his career progression and which companies he is employed by, expect him to be earning $30,000-$40,000 for probably the first 2 years, then when he is in a twin engine job $40,000-$50,000. To start earning anything remotely close to the median wage in Australia he will either need to be employed with a large GA operator or Regional Airline. Salaries at this level will start around the $50,000 mark and is normally reached 3-5 years after first getting a CPL.
Hope that helps.
Feel free to PM if you want further info.
I have actually completed this course at UniSA so I can speak from first hand experience. It would be my STRONG advice for your son to save his money and time and stop doing the course to concentrate on flying lessons to a CPL standard and to get the theory exams done to ATPL level.
Unless the course structure has changed dramatically recently here is my reasoning-
The course does not see the student graduate with ANY CASA recognised qualifications. Yes it is a degree, but quite a useless one at that. (I will get to this later) By CASA recognised, I mean that NO theory exams required for a CPL or ATPL are sat while at uni. They are required to be studied for and sat outside of Uni time.
The degree itself is really not all that useful in todays industry. It is sort of a 'halfway' degree if you like. It is beneficial in enhancing your knowledge of aviation related subjects and DOES make sitting those exams easier, BUT the syllabus does not line up with the casa syllabus, so your son will still need to buy the usual textbooks that other non-uni pilots would have to buy to be able to sit the exams. I currently work for an RPT airline and have also been interviewed for some of the other major airlines in the country and not once has the fact that I have a Bachelor of Applied Science in Aviation come up. They are more interested in your Year 12 marks and flying experience. In fact depending on your son's age, it could be a disadvantage to stay at uni for 3 years. Airlines have what is called 'experience commensurate with age' (although this is less of an issue nowadays) where they assume an average flying experience to a set age. Normally a full time CPL course would take 12 months or so. If your son is already in his early 20's and completing a 3 year uni course, that is an extra 2 years he could be out in the industry working those first flying jobs.
Lastly, unless your last name is Murdoch or Packer, not finishing those last 2 years at uni will save your son circa $14k in HECS. At the moment that would pay for a Command Instrument Rating, which is done in a multi engine aircraft and is required before he can fly in Instrument weather conditions. Without this ticket his income will struggle to rise above $40,000 per year.
In terms of earning capacity in this industry, you are correct in assuming the lower end of the scale, but depending on his career progression and which companies he is employed by, expect him to be earning $30,000-$40,000 for probably the first 2 years, then when he is in a twin engine job $40,000-$50,000. To start earning anything remotely close to the median wage in Australia he will either need to be employed with a large GA operator or Regional Airline. Salaries at this level will start around the $50,000 mark and is normally reached 3-5 years after first getting a CPL.
Hope that helps.
Feel free to PM if you want further info.
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I hate to sound blunt or cynical but any degree in aviation other than aerospace engineering will not help with gaining work in any field. No one in aviation management roles have aviation degrees, they have business or commerce degrees. Degrees related to the job of management, not its content.
If one day, like in other countries, degrees are required for airline work, it may be advantageous; however as means only to hold a piece of paper saying you attended uni. As to actually assisting with getting the job, a BA of English is as useful.
I would strongly recommend using any credits he has to transfer into a real science course or if he enjoys business, then that; while commencing his practical aviation training. He has 17.5 weeks off per year, that is ample time to complete both together.
If my kids cant be convinced otherwise (I wouldn't try very hard because I do enjoy my job) this is the path I want them to take. Safe, secure and allows them to follow their ambitions without feeling trapped in their decisions, which is what kills the passion.
If one day, like in other countries, degrees are required for airline work, it may be advantageous; however as means only to hold a piece of paper saying you attended uni. As to actually assisting with getting the job, a BA of English is as useful.
I would strongly recommend using any credits he has to transfer into a real science course or if he enjoys business, then that; while commencing his practical aviation training. He has 17.5 weeks off per year, that is ample time to complete both together.
If my kids cant be convinced otherwise (I wouldn't try very hard because I do enjoy my job) this is the path I want them to take. Safe, secure and allows them to follow their ambitions without feeling trapped in their decisions, which is what kills the passion.
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Thanks all,
All comments have been looked and used to form what we hope is a balanced view. Our lad is looking at his HECS and HELP debt and accrual rate and then reassess his next step.
thanks again
All comments have been looked and used to form what we hope is a balanced view. Our lad is looking at his HECS and HELP debt and accrual rate and then reassess his next step.
thanks again
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this comment is not a dig at Rex pilots, just a msg to those convinced by clever sinister marketing.. I have self studied my cpl and mecir since Rex turned me down in october last year, and have been offered two jobs, one requiring me to complete an instructors and the other a charter out of Darwin.
I am soooo glad I was knocked back by Rex, I control the next 7 years of my life now and am all ready 20 grand ahead of those guys. and will be racking up thousands of lhs hours which they will NEVER get in the term of the contract..
do your cpl. do your mecir. you'll thank god you did it instead of joining a joke of an airline in regards to your cadet contract.
or if you really want to throw away 7 years join the defense forces and actually make some money..
end rant.
I am soooo glad I was knocked back by Rex, I control the next 7 years of my life now and am all ready 20 grand ahead of those guys. and will be racking up thousands of lhs hours which they will NEVER get in the term of the contract..
do your cpl. do your mecir. you'll thank god you did it instead of joining a joke of an airline in regards to your cadet contract.
or if you really want to throw away 7 years join the defense forces and actually make some money..
end rant.
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After speaking with a training Capt mate of mine with Rex I would not recommend anyone to go for them.
Seriously bad s#*t. Good luck to all that get a cadetship with them. Your gonna need it.
Seriously bad s#*t. Good luck to all that get a cadetship with them. Your gonna need it.
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Rumour has it their Chief Ground Instructor has resigned. Apparently had enough of the smoke and mirrors attitude when it comes to the flying school. It also seems that the General Manager/CFI might be a big problem at the school.
It would be interesting to see if they ever get the overseas cadet contracts they are so desperately trying to get. It might be a case of most airlines seeing through the BS they are trying to sell.
The shiny new aircraft and brand new facilities doesn't mean a thing. You can train the best pilots in the world without having all the brand new shiny facilities.
It would be interesting to see if they ever get the overseas cadet contracts they are so desperately trying to get. It might be a case of most airlines seeing through the BS they are trying to sell.
The shiny new aircraft and brand new facilities doesn't mean a thing. You can train the best pilots in the world without having all the brand new shiny facilities.
Last edited by VIMD; 23rd Feb 2012 at 10:43.
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If GC is the CFI there would be some issues
Run far, run fast.
Run far, run fast.
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In a public forum with unknown correspondents, suffice to say that in any business or aviation dealings involving money and / or reputation, it pays to do your research. Reserve your confidences for those you have known a long time and can totally trust. Some general, generic advice to anyone considering the huge capital and time outlay that any program of this type entails:
Take nothing on face value, trust no-one with your hard-earned (money and reputation); if you lose it, it can be hard to get back. These events can cost family, friends, marriage, career, dreams, goals, aspirations, self-respect and self-worth, as well as money.
Were I considering - hypothetically - putting all this on the line, I would look long and hard at the people I am dealing with. Where have they come from, who can vouch for them, does their story hold water? I would consider accessing public domain information from various sources, like ASIC and CASA and perhaps even credit checking organisations. I would apply the Corporate Psychopath Checklist to the people in charge and see how they rate. If you have any doubts at all, even the slightest niggle, run far, run fast. There are plenty of alternative career paths to your goal.
Caveat emptor maxima
Take nothing on face value, trust no-one with your hard-earned (money and reputation); if you lose it, it can be hard to get back. These events can cost family, friends, marriage, career, dreams, goals, aspirations, self-respect and self-worth, as well as money.
Were I considering - hypothetically - putting all this on the line, I would look long and hard at the people I am dealing with. Where have they come from, who can vouch for them, does their story hold water? I would consider accessing public domain information from various sources, like ASIC and CASA and perhaps even credit checking organisations. I would apply the Corporate Psychopath Checklist to the people in charge and see how they rate. If you have any doubts at all, even the slightest niggle, run far, run fast. There are plenty of alternative career paths to your goal.
Caveat emptor maxima
Last edited by Jamair; 15th Feb 2011 at 14:19.
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Has anyone asked the question
I have a mate who,s son got accepted into the Rex cadetship. They are concerned if the 1500hr rule for RPT that the senate are currently discussing is imposed ( A good chance I believe) as to where that would leave them financially. Has anyone asked Rex as to what would happen in this case ?
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Up **** creek without a paddle and an incredibly big hole in your bank account.
Seriously though your friends kid would just complete training and join the centerlink queue. But they will still have a big hole in their bank account.
He/She could always go up north and try to get a job in the bush for 3-4 years to build hours meantime, but by then they would have been 'contaminated' by GA and would be no good to REX. (not my words - well those sort of comments were made by REX at the Senate hearing)
Seriously though your friends kid would just complete training and join the centerlink queue. But they will still have a big hole in their bank account.
He/She could always go up north and try to get a job in the bush for 3-4 years to build hours meantime, but by then they would have been 'contaminated' by GA and would be no good to REX. (not my words - well those sort of comments were made by REX at the Senate hearing)
Last edited by The Kelpie; 2nd Mar 2011 at 02:43.
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youbuet - I would suggest your friend rather takes the $23k that they have to pay REX upfront for the cadetship, and go for the more traditional route via GA. Even if that means being 'contaminated' by GA and not up to REX's 'high standards'. Then make a plan to finance the rest of the money required for completing his training. 5 years down the line he will have lots of real-world experience and quite a bit of command time. Where will the REX cadets be - no command time and still waiting for REX to get their PICUS up and running.
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mate of mine at qantas has about 10,000hrs tt - 130hrs command.. 1st job 747, 2nd job 767 career: 1 company. few boys doing the rex gig will stay for life as well. regional flying lifestyle choice.
ANZSA,
The differences are important.
1. The Qantas cadet would have made $150,000/year on the 747, not $40,000 a year like the Rex cadet.
2. The Qantas cadet can get a command down the track. Currently, CASA leglislation prevents Rex cadets from EVER holding a command.
Those considering the Rex cadetship, need to ask Rex this exact question:
Q) Are Rex cadets currently able, in any way, to get the 500 hours IFR multi-engine required for command - and how many cadets have achieved command over the last 3 years?
A) The Rex answer will be some mumbling along the lines of "in the future... possible CASA exemption... cadets will start training soon" - translates into... "No, and none".
The differences are important.
1. The Qantas cadet would have made $150,000/year on the 747, not $40,000 a year like the Rex cadet.
2. The Qantas cadet can get a command down the track. Currently, CASA leglislation prevents Rex cadets from EVER holding a command.
Those considering the Rex cadetship, need to ask Rex this exact question:
Q) Are Rex cadets currently able, in any way, to get the 500 hours IFR multi-engine required for command - and how many cadets have achieved command over the last 3 years?
A) The Rex answer will be some mumbling along the lines of "in the future... possible CASA exemption... cadets will start training soon" - translates into... "No, and none".