Newbie & Flying Training Advice (Merged)
Joined: Oct 2005
Posts: 1,599
Likes: 602
From: Australia
Hello! I am a UK private pilot and Australian citizen who wants to move to Oz in order to get my CPL. I have sent off all the necessary forms to convert my UK PPL and searching for flying schools. I would preferably like an integrated course somewhere in the southwest near Melbourne. I am in the early stages of my searching and want to be fully informed. I have a bunch of questions. I want to become a bush pilot
Is it true I get to keep my UK rating as well as gaining an Oz one?
Do my hours flown in GB registered aircraft count towards my CPL once I have converted my PPL to Australian?
Do any of you have advice to someone in my position, with regards to good schools/pricing/options for achieving my CPL?
What hidden pitfalls could I expect whilst undertaking this plan?
What are the prospects of being able to fly internationally and work in different countries having gained a CASA CPL (such as the states). Does it just involve a lot of paperwork and faffing?
I don't expect all my questions to be answered in one go and would appreciate any feedback or tips!!
Cheers
Is it true I get to keep my UK rating as well as gaining an Oz one?
Do my hours flown in GB registered aircraft count towards my CPL once I have converted my PPL to Australian?
Do any of you have advice to someone in my position, with regards to good schools/pricing/options for achieving my CPL?
What hidden pitfalls could I expect whilst undertaking this plan?
What are the prospects of being able to fly internationally and work in different countries having gained a CASA CPL (such as the states). Does it just involve a lot of paperwork and faffing?
I don't expect all my questions to be answered in one go and would appreciate any feedback or tips!!
Cheers
Your hours will all count if you go it that way, but if u you do an integrated course you have to start from scratch. Most f lying schools have little experience dealing with this but I went through the process myself snd have both UK and Aus CPL And instructor ratings
Joined: Apr 2023
Posts: 18
Likes: 1
From: Brisbane
Starting from no time to airlines - Australia
At the end of this year I'm looking to go all in on flying. The very end goal for me is to fly a widebody while still living in Australia.
I've done so much research on all aspects of training and employment and I'm still trying to determine what the best path would be for me. The conclusion I've come to is that I should go and join the Qantas Academy. The QGPA seems to be the best bet in getting all qualifications done including ATPL theory in one year. If I don't get in to that I think I'll enter the Bachelor of Aviation at Griffith and then do the Graduate Diploma of flight management to get a CPL and ME CIR.
But from there I have no clue on what do to. How do I find a low time job. The Qantas Website says that QGPA graduates have access to Qantas' "General Aviation" partners, but I'm not sure that's all it's cracked up to be. Do I go up north and drop a CV into every Chief Pilot up there or do I apply online for anything that becomes available? I live in QLD but I'd be willing to go to Perth If I have to.
How much time do I realistically need to apply for Jetstar, VA or Qantas?
Any constructive feedback on my plan and tips on finding low time work would be immensely appreciated. (thanks for giving this a read)
I've done so much research on all aspects of training and employment and I'm still trying to determine what the best path would be for me. The conclusion I've come to is that I should go and join the Qantas Academy. The QGPA seems to be the best bet in getting all qualifications done including ATPL theory in one year. If I don't get in to that I think I'll enter the Bachelor of Aviation at Griffith and then do the Graduate Diploma of flight management to get a CPL and ME CIR.
But from there I have no clue on what do to. How do I find a low time job. The Qantas Website says that QGPA graduates have access to Qantas' "General Aviation" partners, but I'm not sure that's all it's cracked up to be. Do I go up north and drop a CV into every Chief Pilot up there or do I apply online for anything that becomes available? I live in QLD but I'd be willing to go to Perth If I have to.
How much time do I realistically need to apply for Jetstar, VA or Qantas?
Any constructive feedback on my plan and tips on finding low time work would be immensely appreciated. (thanks for giving this a read)
Joined: Aug 2011
Posts: 68
Likes: 75
From: Australia
Good on you for getting into it. There are a few “cadetships” available, some more real than others. The Rex pilots I fly with liked the job and said the Cadetship was decent although I know little of it. The QF one gives no guarantees as you are aware.
Joined: Apr 2023
Posts: 18
Likes: 1
From: Brisbane
I haven’t given the Rex one much thought. I’ll look into that one. QF gives me no guaranteed but from what I’ve gathered all I would need after it is hours and ME time.
Joined: Sep 2017
Aviation Qualifications: ATPL
Posts: 198
Likes: 93
From: Living out of a suitcase
You're correct that the Qantas Group Pilot Academy does not guarantee you a job, but from what I've been hearing, they do offer you the chance at an interview with Qantaslink and Jetstar. But only a lucky few then get the nod, like 10 to 15%. But no, you don't need extra multi-engine hours if you get in to Jetstar as a cadet. Cadets at Jetstar are on a different training pathway from direct entry FO candidates and join Jetstar with their CPL and MEIR with 200 hours TT. Once in, they do extra sims and go through a slightly longer line training pathway.
Joined: Apr 2023
Posts: 18
Likes: 1
From: Brisbane
You're correct that the Qantas Group Pilot Academy does not guarantee you a job, but from what I've been hearing, they do offer you the chance at an interview with Qantaslink and Jetstar. But only a lucky few then get the nod, like 10 to 15%. But no, you don't need extra multi-engine hours if you get in to Jetstar as a cadet. Cadets at Jetstar are on a different training pathway from direct entry FO candidates and join Jetstar with their CPL and MEIR with 200 hours TT. Once in, they do extra sims and go through a slightly longer line training pathway.
Joined: Sep 2017
Aviation Qualifications: ATPL
Posts: 198
Likes: 93
From: Living out of a suitcase
https://career.jetstar.com/jobview/j...-c82a1e1b7110/
Joined: Apr 2023
Posts: 18
Likes: 1
From: Brisbane
Jetstar has been recruiting for the last couple of years and I'd stay it will continue right through this year and possibly beyond.
https://career.jetstar.com/jobview/j...-c82a1e1b7110/
https://career.jetstar.com/jobview/j...-c82a1e1b7110/
Joined: Sep 2017
Aviation Qualifications: ATPL
Posts: 198
Likes: 93
From: Living out of a suitcase
Joined: May 2010
Posts: 446
Likes: 78
From: australia
Advice on who to use as a reference when applying for airline jobs?
Just wondering what everyone's experience is when it comes to who to use as a referee in the application process, particularly for those who are moving on from piston jobs to airline work?
Context of the question - the owners/head of operations/chief pilots etc in today's environment are often quite salty about the fact that their pilots are moving on so quickly these days and would (in many cases) have no interest in providing a positive reference or even take a phone call from the HR dept of the company who is 'stealing' their talent.
Context of the question - the owners/head of operations/chief pilots etc in today's environment are often quite salty about the fact that their pilots are moving on so quickly these days and would (in many cases) have no interest in providing a positive reference or even take a phone call from the HR dept of the company who is 'stealing' their talent.
Joined: Feb 2010
Posts: 104
Likes: 29
From: in a bubble
Someone above you in a managerial role, or a position you reported to is generally sufficient.
Whether it be the HOTAC who may not care if you leave as they’re not tied to the company the way the owners or CPs tend to be (This was my case where my hotac in GA clashed with the CP and owners and loved referencing pilots to move on).
An ICUS pilot, check and trainers or senior base pilots are sufficient.
Or if it’s your salty CP you fear but you get along with the business owners then they are fine to reference you too. Doesn’t have to be the CP.
FWIW Q group from memory wants two references; one in the last 2.5 years and one in the last 5.
I didn’t use anybody from the company I was at when I applied. I used a senior pilot from 4.5 years prior who mentored me and a CP from two years prior I was on good terms with. The airlines tend to know your current GA employer will be salty as they’re experiencing a high turn over.
Whether it be the HOTAC who may not care if you leave as they’re not tied to the company the way the owners or CPs tend to be (This was my case where my hotac in GA clashed with the CP and owners and loved referencing pilots to move on).
An ICUS pilot, check and trainers or senior base pilots are sufficient.
Or if it’s your salty CP you fear but you get along with the business owners then they are fine to reference you too. Doesn’t have to be the CP.
FWIW Q group from memory wants two references; one in the last 2.5 years and one in the last 5.
I didn’t use anybody from the company I was at when I applied. I used a senior pilot from 4.5 years prior who mentored me and a CP from two years prior I was on good terms with. The airlines tend to know your current GA employer will be salty as they’re experiencing a high turn over.
Joined: May 2018
Posts: 50
Likes: 11
From: Micks Place
Joined: Mar 2005
Aviation Qualifications: Military
Posts: 6,562
Likes: 952
From: Aus
Never saw it in action but it was said if you made an absolute ***hole of yourself you would get a glowing referral so they could get rid of you. At our company any applicant was either given a thumbs up/down by the current pilots who knew the applicant, side stepped the glowing reference from a previous employer which may have been pie in the sky.
Joined: Sep 2022
Posts: 12
Likes: 0
From: Melb
Hey has anyone heard of the flight standards/MFS airline cadetship/training program in partnership with kakadu air and some other charter groups, just saw it and was interested in signing up but wanted to get some background as it is pretty unknown
Joined: Aug 2022
Posts: 1,087
Likes: 274
From: Melbourne, Victoria
Joined: Mar 2024
Posts: 4
Likes: 0
From: Sydney
New 44 year old pilot - seeking career advice
Hi All,
I am considering, late in life (aviation-wise) to change career and train to become a commercial pilot. This is something I was on a path to do towards the end of high school. For one reason or another, other ideas became more interesting and I had largely forgotten about flying. I am now, at the age of 44 considering entering an integrated CPL course. Time-wise I think it is either now or never. I have done a great deal of reading and feel I have a grasp of what is required and the potential challenges. My interest stems from looking to challenge myself with a specific and new skill set and perhaps a little sense of adventure. A new path.
As far as I can see right now - what I would like to work towards is flying a jet of some kind, or at least a "larger aircraft", ie not GA forever. Could be corporate, RPT, freight or something else.
I have some concerns, and what I am missing is real-world (constructive) career advice from pilots or aviation professionals operating in Australia. Given the above and assuming my aptitude is suitable and I put in the hard work required to succeed, my concerns are:
1. Being stuck in the outback, remote or regional Australia forever. 1-3 years, ok I would look on it as something new and no doubt there would be experiences to be had. However this is not where I aim to be long-term.
2. As an newly qualified CPL, seeking first jobs and being exposed to operators with a dubious attitude towards safety.
3. Age is something I cannot change. Assuming qualified CPL at age 45, how far could I go assuming continued perseverance re qualifications and experience? I spoke to one pilot who suggested that given my current age the end of the road for me was most likely flying a C208. Any thoughts?
** Points 1 and 2 assume a GA route. Happy to hear any thoughts on an instructor route.
My questions are genuine. If I have offended or suggested something foolish, well that is why I am here - to discuss and seek advice from those with knowledge and experience. Perhaps some of the questions require a crystal ball to answer with certainty. So my thanks in advance for your time, consideration and any advice you are able to offer.
I am considering, late in life (aviation-wise) to change career and train to become a commercial pilot. This is something I was on a path to do towards the end of high school. For one reason or another, other ideas became more interesting and I had largely forgotten about flying. I am now, at the age of 44 considering entering an integrated CPL course. Time-wise I think it is either now or never. I have done a great deal of reading and feel I have a grasp of what is required and the potential challenges. My interest stems from looking to challenge myself with a specific and new skill set and perhaps a little sense of adventure. A new path.
As far as I can see right now - what I would like to work towards is flying a jet of some kind, or at least a "larger aircraft", ie not GA forever. Could be corporate, RPT, freight or something else.
I have some concerns, and what I am missing is real-world (constructive) career advice from pilots or aviation professionals operating in Australia. Given the above and assuming my aptitude is suitable and I put in the hard work required to succeed, my concerns are:
1. Being stuck in the outback, remote or regional Australia forever. 1-3 years, ok I would look on it as something new and no doubt there would be experiences to be had. However this is not where I aim to be long-term.
2. As an newly qualified CPL, seeking first jobs and being exposed to operators with a dubious attitude towards safety.
3. Age is something I cannot change. Assuming qualified CPL at age 45, how far could I go assuming continued perseverance re qualifications and experience? I spoke to one pilot who suggested that given my current age the end of the road for me was most likely flying a C208. Any thoughts?
** Points 1 and 2 assume a GA route. Happy to hear any thoughts on an instructor route.
My questions are genuine. If I have offended or suggested something foolish, well that is why I am here - to discuss and seek advice from those with knowledge and experience. Perhaps some of the questions require a crystal ball to answer with certainty. So my thanks in advance for your time, consideration and any advice you are able to offer.
Joined: Sep 2019
Posts: 987
Likes: 197
From: Mexico City
GA is awful
My advice to you is do not do it. First hurdle is getting a job. There are literally hundreds of younger people in front of you already. Many will offer to work for free and not complain.
Accommodation in outback towns is generally poor and the pay even worse.
In the short time I was in GA it seemed more like a high school popularity contest than professional job.
Yes your age will work against you. Old people complain is what i was told. Leave it to the 21 year olds.
Accommodation in outback towns is generally poor and the pay even worse.
In the short time I was in GA it seemed more like a high school popularity contest than professional job.
Yes your age will work against you. Old people complain is what i was told. Leave it to the 21 year olds.
Last edited by Climb150; 4th March 2024 at 04:36.