Newbie & Flying Training Advice (Merged)
Joined: Jun 2024
Posts: 19
Likes: 14
From: BNE
Joined: Mar 2025
Posts: 2
Likes: 0
From: Caroline springs
Aviation (CPL) schools.
Hey guys, I'm planning for my future right now and just wondering what is better, RMIT's aviation diploma, TVSA flying school at bacchus marsh, and CAE/Swinburn
if anyone has any experience at any of these, and knows which is better, please do let me know. CAE unfortunately does not do gas turbine engines though unfortunately
if anyone has any experience at any of these, and knows which is better, please do let me know. CAE unfortunately does not do gas turbine engines though unfortunately
Joined: Nov 2011
Posts: 1,305
Likes: 35
From: Vietnam
Just go to MFS or MFT or even Royal Vic. I am not advocating any of these schools but I have first hand experience of RMIT. They were awful and prioritised international airline student first and locals last. I doubt it's changed.
I don't know who Swinburne partners with but I bet it will be overpriced.
If you are choosing a school for fee help then they are all overpriced.
I don't know who Swinburne partners with but I bet it will be overpriced.
If you are choosing a school for fee help then they are all overpriced.
Joined: Aug 2022
Posts: 1,087
Likes: 274
From: Melbourne, Victoria
Hey guys, I'm planning for my future right now and just wondering what is better, RMIT's aviation diploma, TVSA flying school at bacchus marsh, and CAE/Swinburn
if anyone has any experience at any of these, and knows which is better, please do let me know. CAE unfortunately does not do gas turbine engines though unfortunately
if anyone has any experience at any of these, and knows which is better, please do let me know. CAE unfortunately does not do gas turbine engines though unfortunately
As pointed out by others, you'll need to find somewhere you feel comfortable and fits your needs based on where you live. Before signing up to anything, just pick somewhere and book a Trial Introductory Flight (TIF). By doing this at a few places, you'll get to talk to the instructors and you'll soon find somewhere that works for you and where you want your journey to go.
Good luck
Joined: Oct 2007
Posts: 3,628
Likes: 1,183
From: Aus
Hey guys, I'm planning for my future right now and just wondering what is better, RMIT's aviation diploma, TVSA flying school at bacchus marsh, and CAE/Swinburn
if anyone has any experience at any of these, and knows which is better, please do let me know. CAE unfortunately does not do gas turbine engines though unfortunately
if anyone has any experience at any of these, and knows which is better, please do let me know. CAE unfortunately does not do gas turbine engines though unfortunately
Gas turbine, diesel, AvGas, steam gauges or EFIS, does not matter, what matters is the quality of training. If you get the basics right you can fly anything, with only minor coaching, which then means on sim checks for employment you will show that you have good foundations and will be easy to train further. One thing that was so disheartening to watch in my final years in airlines was the steady decline in flying skills. Some pilots with hundreds and a few with even thousands of hours that took tens of hours to convert to other types because they were never taught the foundations, only the tricks to fly 'x' aircraft and never understood what they were doing. Others with virtually no advanced skill finesse, like handling crosswinds and turbulence without over-controlling. Having to 'teach' airline pilots that a plane behaves differently when its loaded vs light, or if you carry extra speed into the flare it will float, or you set datums and wait (power and attitude for performance or calculated/considered heading changes when navigating), rather than push controls until you see a response.
Go to various flying schools, chat with instructors or even students for an idea of what each is like. Go for a TIF as suggested, at the ones you shortlist, to get a feeling not only for whether you like flying, but do you feel comfortable with the instructor, or do they make you feel on edge. Remember that you will be learning one on one with an instructor for a long time, if you don't feel comfortable with them, or they seem incompetent (or both), it will cost you hours and money.
And just to be clear, the Uni courses using HEX or whatever it is today is not a free ride. It is a debt around your neck until you pay it off, and because most uni students don't treat it that way the Uni's tend to take more than if you managed and paid for your own training somewhere else, knowing that by the time the students realize how much they have spent it is well after they have left.
Joined: Dec 2023
Posts: 1,150
Likes: 889
From: Oz
Do some research on indexation before signing up to these debt schemes.
It appears the going rate for many of these CPL courses plus Instrument Rating or FIR is around $150,000. The commonwealth has a loan fee of $20,000 on top of that. That’s a big figure.
Assuming one isn’t over the income threshold for a few years due to low paying jobs, you don’t need to pay anything. However, indexation then comes into play, currently over 3%. That debt just grows. If you don’t pay anything for 5 years due to being in initial low paying jobs, that debt is now over $200k. Then you start earning more, no doubt want to move out of home, start a family, which chews up your higher income later on, oh, and you still have that bounty around your neck with now sucks more of your income away. Life is miserable.
My financial side is having a heart attack just reading into the complexities around these programs. Sounds like one for 4 Corners to dive into a bit. We are training people up, and getting people into serious debt, when on the other end, the job market is a trickle.
It appears the going rate for many of these CPL courses plus Instrument Rating or FIR is around $150,000. The commonwealth has a loan fee of $20,000 on top of that. That’s a big figure.
Assuming one isn’t over the income threshold for a few years due to low paying jobs, you don’t need to pay anything. However, indexation then comes into play, currently over 3%. That debt just grows. If you don’t pay anything for 5 years due to being in initial low paying jobs, that debt is now over $200k. Then you start earning more, no doubt want to move out of home, start a family, which chews up your higher income later on, oh, and you still have that bounty around your neck with now sucks more of your income away. Life is miserable.
My financial side is having a heart attack just reading into the complexities around these programs. Sounds like one for 4 Corners to dive into a bit. We are training people up, and getting people into serious debt, when on the other end, the job market is a trickle.
Last edited by nomess; 17th May 2025 at 07:46.
Joined: Aug 2022
Posts: 1,087
Likes: 274
From: Melbourne, Victoria
That can be good or bad, depending upon which side of the fence you're on and how much $$$ you have in your pocket... but either way consider yourself warned.
Joined: Feb 2017
Aviation Qualifications: CPL
Posts: 545
Likes: 190
From: Sydney
I have answered a number of phone calls from people asking about training and asking what is involved and what the school offers.
One of their first questions is; "does the school offer FEE HELP" and when told no, they politely end the call.
The choice of flying training provider (for many aspiring pilots) seems to be not what does the school offer in terms of instructor experience, aircraft types, training offered, progression available, industry reputation, training environment etc, but is; "do you do FEE Help?"
Personal opinion follows:
The cost that a number of FEE Help providers are attaching to their courses is often way out of kilter with that offered by non-FEE Help providers. I doubt the level of training is commensurately higher than the higher pricing would indicate.
It is hard for pay as you go schools to compete with schools that offer a "no cost" licence for the student (but get reliable payment coming in from the government).
It is hard also on many students who will never end up at the pointy end of a large passenger transport aircraft and who will be saddled with a huge debt, way above what they would have built up paying as you go.
Neither of these results are good for the industry.
I can see value in assisting students who struggle financially but the way the system operates now is not always fair or good.
Not sure I have an answer other than for aspiring pilots to realise most people who start flying training aiming for a CPL will not become airline captains (or airline pilots at all), if they do it may be years down the track, that getting a commercial licence is expensive no matter which route you take and to be wary that entering into a FEE Help course may end up being the most expensive option and doesn't at all guarantee a higher quality of training but will guarantee a debt over your head that may last for years.
Do not right off the non-FEE Help route. May be harder initially to fund it but may end up better for you in the long run.
One of their first questions is; "does the school offer FEE HELP" and when told no, they politely end the call.
The choice of flying training provider (for many aspiring pilots) seems to be not what does the school offer in terms of instructor experience, aircraft types, training offered, progression available, industry reputation, training environment etc, but is; "do you do FEE Help?"
Personal opinion follows:
The cost that a number of FEE Help providers are attaching to their courses is often way out of kilter with that offered by non-FEE Help providers. I doubt the level of training is commensurately higher than the higher pricing would indicate.
It is hard for pay as you go schools to compete with schools that offer a "no cost" licence for the student (but get reliable payment coming in from the government).
It is hard also on many students who will never end up at the pointy end of a large passenger transport aircraft and who will be saddled with a huge debt, way above what they would have built up paying as you go.
Neither of these results are good for the industry.
I can see value in assisting students who struggle financially but the way the system operates now is not always fair or good.
Not sure I have an answer other than for aspiring pilots to realise most people who start flying training aiming for a CPL will not become airline captains (or airline pilots at all), if they do it may be years down the track, that getting a commercial licence is expensive no matter which route you take and to be wary that entering into a FEE Help course may end up being the most expensive option and doesn't at all guarantee a higher quality of training but will guarantee a debt over your head that may last for years.
Do not right off the non-FEE Help route. May be harder initially to fund it but may end up better for you in the long run.
Joined: Jun 2025
Posts: 2
Likes: 0
From: NZ
Looking for some guidance, starting a career...
Hi all,
First post on here and looking for a bit of wisdom from those of you who know a thing or two about the industry. Getting started and knowing the uncertainty around this career is definetly a bit nerve racking but I'm eager to find out a bit more. As of now, I've got my PPL which I worked on through high school, sitting at somehere around 100 hours now. . Similar to many of the aviation hopefuls I'm sure, the eventual goal is to make it to the airlines although of course that would be sometime away. However I know there are quite a few steps along the way; CPL, ratings, plenty of GA/instructing before even having a shot at the shiny TP's or Jets. I'd appreciate any insight on the following aspects:
1. What does the industry look like today for those looking to make it to the airlines? I know airlines like Air NZ have hiring mins at 500 hours for the TP's but in reality are many getting hired at these hours? Are they looking purely at PIC hours or also turbine, MEIR etc as well? How is the scope in this part of the world outside Air NZ; e.g I've seen Jetstar with 500 hour minimums but again not sure if there are many A320 right seaters with 500 hours this part of the world? I also realise there is plenty of opportunity overseas and this is something I would be open to.
2. As for my further licenses and ratings (CPL, C-Cat, MEIR etc), what is the best/recomended pathway to get this? I beleive I would be able to self fund a CPL and C-Cat through an aero club as I did with my PPL, but is there a signficant advantage going through a flight training institute (e.g IAANZ) and doing a course such as the diploma which I know is faster but also more costly?
3. From what I've heard, landing that first job is perhaps one of the most challenging parts of many people's career and is where a lot of people fall out? I know many go the instructor route for hour building, is this the best way or other options to explore? Any other tips and tricks for when that comes around?
First post on here and looking for a bit of wisdom from those of you who know a thing or two about the industry. Getting started and knowing the uncertainty around this career is definetly a bit nerve racking but I'm eager to find out a bit more. As of now, I've got my PPL which I worked on through high school, sitting at somehere around 100 hours now. . Similar to many of the aviation hopefuls I'm sure, the eventual goal is to make it to the airlines although of course that would be sometime away. However I know there are quite a few steps along the way; CPL, ratings, plenty of GA/instructing before even having a shot at the shiny TP's or Jets. I'd appreciate any insight on the following aspects:
1. What does the industry look like today for those looking to make it to the airlines? I know airlines like Air NZ have hiring mins at 500 hours for the TP's but in reality are many getting hired at these hours? Are they looking purely at PIC hours or also turbine, MEIR etc as well? How is the scope in this part of the world outside Air NZ; e.g I've seen Jetstar with 500 hour minimums but again not sure if there are many A320 right seaters with 500 hours this part of the world? I also realise there is plenty of opportunity overseas and this is something I would be open to.
2. As for my further licenses and ratings (CPL, C-Cat, MEIR etc), what is the best/recomended pathway to get this? I beleive I would be able to self fund a CPL and C-Cat through an aero club as I did with my PPL, but is there a signficant advantage going through a flight training institute (e.g IAANZ) and doing a course such as the diploma which I know is faster but also more costly?
3. From what I've heard, landing that first job is perhaps one of the most challenging parts of many people's career and is where a lot of people fall out? I know many go the instructor route for hour building, is this the best way or other options to explore? Any other tips and tricks for when that comes around?
Joined: Dec 2023
Posts: 1,150
Likes: 889
From: Oz
Firstly, well done on self funding via savings, that’s not easy and it’s commitment.
No advantage doing a diploma, probably one of the biggest time wasters known to man. Nobody cares. I worked in recruitment in a previous employer, and it didn’t contribute to the decision making.
First job will be as challenging as you decide to make it. Some sit at home and email out resumes and wonder why they don’t get employed, some do the tour of employers but have the same Diamond diploma as the other few hundred. Instructor ratings these days are expensive, but I believe it will somewhat be a less bumpy way to enter the industry. I built up a profile at my training outfit (many many years ago) and was talking about an instructor rating well before I finished my CPL. I built up the relationship in a way that I had a job instructing before I even finished the CPL. You will probably need to move to Australia, we have taken on some Kiwi pilots recently who came over to Oz to start instructing, I’d probably to a rating over this way with a place that might hire you if you intend to go down that path.
Don’t worry about the airlines. Too many people get focused on that from the start. We have taken on many new hires recently, I think some of the lower experienced was about 5/6 years in GA.
No advantage doing a diploma, probably one of the biggest time wasters known to man. Nobody cares. I worked in recruitment in a previous employer, and it didn’t contribute to the decision making.
First job will be as challenging as you decide to make it. Some sit at home and email out resumes and wonder why they don’t get employed, some do the tour of employers but have the same Diamond diploma as the other few hundred. Instructor ratings these days are expensive, but I believe it will somewhat be a less bumpy way to enter the industry. I built up a profile at my training outfit (many many years ago) and was talking about an instructor rating well before I finished my CPL. I built up the relationship in a way that I had a job instructing before I even finished the CPL. You will probably need to move to Australia, we have taken on some Kiwi pilots recently who came over to Oz to start instructing, I’d probably to a rating over this way with a place that might hire you if you intend to go down that path.
Don’t worry about the airlines. Too many people get focused on that from the start. We have taken on many new hires recently, I think some of the lower experienced was about 5/6 years in GA.
Fleet Manager
Joined: Apr 2001
Aviation Qualifications: ATPL
Posts: 7,441
Likes: 306
From: various places .....
No advantage doing a diploma,
But do give a bit of thought to a marketable degree. I fondly recall Ralph Caponi in Melbourne. Originally an ANA pilot back in the day, started his GP quals while still flying, ended up a GP, then qualified as an electrical engineer, possibly a LAME as well (?) and ended up running an EI&R business at Essendon while playing at being a GP in his spare time.
Flying is great fun, but it is a bit tenuous in the long term due to the medical fitness link. Not nice to be out on your ear mid-career and nothing much else to fall back on.
University degrees have no value.
Maybe yes or maybe no. I got into Ansett largely on the strength of my engineering background. My flying experience was minimal (near invisible ?) when compared to that of my intake colleagues. PhDs in basket weaving possibly don't offer much in the way of marketable valued added attraction ...
But do give a bit of thought to a marketable degree. I fondly recall Ralph Caponi in Melbourne. Originally an ANA pilot back in the day, started his GP quals while still flying, ended up a GP, then qualified as an electrical engineer, possibly a LAME as well (?) and ended up running an EI&R business at Essendon while playing at being a GP in his spare time.
Flying is great fun, but it is a bit tenuous in the long term due to the medical fitness link. Not nice to be out on your ear mid-career and nothing much else to fall back on.
University degrees have no value.
Maybe yes or maybe no. I got into Ansett largely on the strength of my engineering background. My flying experience was minimal (near invisible ?) when compared to that of my intake colleagues. PhDs in basket weaving possibly don't offer much in the way of marketable valued added attraction ...
Joined: Jun 2025
Posts: 2
Likes: 0
From: NZ
Firstly, well done on self funding via savings, that’s not easy and it’s commitment.
No advantage doing a diploma, probably one of the biggest time wasters known to man. Nobody cares. I worked in recruitment in a previous employer, and it didn’t contribute to the decision making.
First job will be as challenging as you decide to make it. Some sit at home and email out resumes and wonder why they don’t get employed, some do the tour of employers but have the same Diamond diploma as the other few hundred. Instructor ratings these days are expensive, but I believe it will somewhat be a less bumpy way to enter the industry. I built up a profile at my training outfit (many many years ago) and was talking about an instructor rating well before I finished my CPL. I built up the relationship in a way that I had a job instructing before I even finished the CPL. You will probably need to move to Australia, we have taken on some Kiwi pilots recently who came over to Oz to start instructing, I’d probably to a rating over this way with a place that might hire you if you intend to go down that path.
Don’t worry about the airlines. Too many people get focused on that from the start. We have taken on many new hires recently, I think some of the lower experienced was about 5/6 years in GA.
No advantage doing a diploma, probably one of the biggest time wasters known to man. Nobody cares. I worked in recruitment in a previous employer, and it didn’t contribute to the decision making.
First job will be as challenging as you decide to make it. Some sit at home and email out resumes and wonder why they don’t get employed, some do the tour of employers but have the same Diamond diploma as the other few hundred. Instructor ratings these days are expensive, but I believe it will somewhat be a less bumpy way to enter the industry. I built up a profile at my training outfit (many many years ago) and was talking about an instructor rating well before I finished my CPL. I built up the relationship in a way that I had a job instructing before I even finished the CPL. You will probably need to move to Australia, we have taken on some Kiwi pilots recently who came over to Oz to start instructing, I’d probably to a rating over this way with a place that might hire you if you intend to go down that path.
Don’t worry about the airlines. Too many people get focused on that from the start. We have taken on many new hires recently, I think some of the lower experienced was about 5/6 years in GA.
No advantage doing a diploma,
But do give a bit of thought to a marketable degree. I fondly recall Ralph Caponi in Melbourne. Originally an ANA pilot back in the day, started his GP quals while still flying, ended up a GP, then qualified as an electrical engineer, possibly a LAME as well (?) and ended up running an EI&R business at Essendon while playing at being a GP in his spare time.
Flying is great fun, but it is a bit tenuous in the long term due to the medical fitness link. Not nice to be out on your ear mid-career and nothing much else to fall back on.
University degrees have no value.
Maybe yes or maybe no. I got into Ansett largely on the strength of my engineering background. My flying experience was minimal (near invisible ?) when compared to that of my intake colleagues. PhDs in basket weaving possibly don't offer much in the way of marketable valued added attraction ...
But do give a bit of thought to a marketable degree. I fondly recall Ralph Caponi in Melbourne. Originally an ANA pilot back in the day, started his GP quals while still flying, ended up a GP, then qualified as an electrical engineer, possibly a LAME as well (?) and ended up running an EI&R business at Essendon while playing at being a GP in his spare time.
Flying is great fun, but it is a bit tenuous in the long term due to the medical fitness link. Not nice to be out on your ear mid-career and nothing much else to fall back on.
University degrees have no value.
Maybe yes or maybe no. I got into Ansett largely on the strength of my engineering background. My flying experience was minimal (near invisible ?) when compared to that of my intake colleagues. PhDs in basket weaving possibly don't offer much in the way of marketable valued added attraction ...
Thanks, John; it seems like the consensus is pretty clear as to the diploma. Very good point you bring up re a degree, particularly as a fallback, and this is something I've seriously considered. I am trying to explore a few different pathways, including undergrad study while trying to work on a CPL at the same time. This will definitely be tough, especially cost-wise, but something that could be achievable if I am able to manage time and money. Of course, this would increase the time needed to complete the CPL by a few years and in this game, time is quite valuable. Do you think this would have much of an impact when wanting to get into the industry, or are a few years here or there quite negligible?
Joined: Jul 2022
Posts: 5
Likes: 1
From: now in QLD
Newbie & Flying Training Advice (Merged)
Reading through many of the posts, I am amazed at how much more difficult finding a flying job is nowadays.
In my time, I was never asked for a resume, no one ever asked to look at my licence that I recall, people sort of knew about each other. My only flying 'interview' was for a corporate job where the boss also interviewed my husband to explain that I could be days away from my home.
Flying theory subjects back then, people learned by correspondence, with the Sydney TAFE then starting up the School of Navigation for flying subjects at night. There were no schools linked to any of the airline carriers. Most folks did their flying training at weekends in your local aerro club or a local flying school, later some of the wealthier students started doing their training full-time in a relatively short space of time.
I got my 1st job as a flying instructor back with Camden Aero Club in 1974, of which I had been a club member & did my PPL & CPL training through the club. I didn't need to apply for the job, the club, which had become a weekend training organisation for a while, 'coz the previous full-timer had moved on, & it needed a full-time instructor, & I was there wanting to get into flying.
So the club arranged for me to pay off my instructor rating through them. Once qualified, I worked full-time on my own from day 1, with the part-time CFI coming in at the end of his working day as a school teacher, checking how the day's proceedings had gone. I stayed with the club for about 5 years. The work was great, I loved instructing, but decided on upscaling to twin & IFR qualifications.
I then quit & did freelance charter for a few months before applying for a corporate pilot job that the previous pilot was about to quit. In my corporate flying time, the company sent me off to the USA to get endorsed on a new Mitsubishi version, the MU2B-60 (not yet in Australia), as the boss wanted to trade in our current Aerostar to lease an MU2.
It was a wonderful learning experience! The MU2 was a great aircraft to fly, as was the Aerostar. The boss had a mercurial temper & could be difficult. Unfortunately, the corporate job didn't last as the company was slack with the lease payments & the aircraft was repossessed after about a year & half.
Went back to freelance charter & night freight for several years to give me time for studying my ATPL subjects, before getting a full-time job in night freight with Norfolk Airlines in 1987. I quit the company when it lost its night freight contract to the opposition freighter about 3 years later. Although flying was offered to me in another division of NA, but by this time in my flying career, I was tired of living out of a travel bag. In hindsight, my decision turned out to be wise, as NA went out of existence, going bust some 9 months after my quitting, owing money to pilots & others.
The flying game has changed, & also many airlines have gone bust, such as Ansett, TAA, East-West Airlines, Impulse Airlines in times gone by, & newer airlines such as Tigerair, Australian Airlines, Bonza, to name a few from more recent times & that's just here in Australia & not counting other country's airlines !!
But then many types of jobs outside of aviation have disappeared or changed too, prior to flying, I was doing technical drawings/drafting by hand, which is done on computer now, I believe.
In my humble opinion airline tickets are too cheap, & the airlines obviously haven't got sufficient $$ reserves to get past difficult times. Operating an airline with its myriad of ongoing daily expenses, it doesn't seem to adequately allow for things like unexpected major repairs, or even when needing to divert to alternates with extra fuel, maybe accommodation, or even a crew change when they run out of flying hours, & consequently they go bankrupt.
Just my rambling thoughts, I think it's best to have some other skills or qualifications to fall back on when jobs change or disappear, so one can pay the bills & eat.
.
In my time, I was never asked for a resume, no one ever asked to look at my licence that I recall, people sort of knew about each other. My only flying 'interview' was for a corporate job where the boss also interviewed my husband to explain that I could be days away from my home.
Flying theory subjects back then, people learned by correspondence, with the Sydney TAFE then starting up the School of Navigation for flying subjects at night. There were no schools linked to any of the airline carriers. Most folks did their flying training at weekends in your local aerro club or a local flying school, later some of the wealthier students started doing their training full-time in a relatively short space of time.
I got my 1st job as a flying instructor back with Camden Aero Club in 1974, of which I had been a club member & did my PPL & CPL training through the club. I didn't need to apply for the job, the club, which had become a weekend training organisation for a while, 'coz the previous full-timer had moved on, & it needed a full-time instructor, & I was there wanting to get into flying.
So the club arranged for me to pay off my instructor rating through them. Once qualified, I worked full-time on my own from day 1, with the part-time CFI coming in at the end of his working day as a school teacher, checking how the day's proceedings had gone. I stayed with the club for about 5 years. The work was great, I loved instructing, but decided on upscaling to twin & IFR qualifications.
I then quit & did freelance charter for a few months before applying for a corporate pilot job that the previous pilot was about to quit. In my corporate flying time, the company sent me off to the USA to get endorsed on a new Mitsubishi version, the MU2B-60 (not yet in Australia), as the boss wanted to trade in our current Aerostar to lease an MU2.
It was a wonderful learning experience! The MU2 was a great aircraft to fly, as was the Aerostar. The boss had a mercurial temper & could be difficult. Unfortunately, the corporate job didn't last as the company was slack with the lease payments & the aircraft was repossessed after about a year & half.
Went back to freelance charter & night freight for several years to give me time for studying my ATPL subjects, before getting a full-time job in night freight with Norfolk Airlines in 1987. I quit the company when it lost its night freight contract to the opposition freighter about 3 years later. Although flying was offered to me in another division of NA, but by this time in my flying career, I was tired of living out of a travel bag. In hindsight, my decision turned out to be wise, as NA went out of existence, going bust some 9 months after my quitting, owing money to pilots & others.
The flying game has changed, & also many airlines have gone bust, such as Ansett, TAA, East-West Airlines, Impulse Airlines in times gone by, & newer airlines such as Tigerair, Australian Airlines, Bonza, to name a few from more recent times & that's just here in Australia & not counting other country's airlines !!
But then many types of jobs outside of aviation have disappeared or changed too, prior to flying, I was doing technical drawings/drafting by hand, which is done on computer now, I believe.
In my humble opinion airline tickets are too cheap, & the airlines obviously haven't got sufficient $$ reserves to get past difficult times. Operating an airline with its myriad of ongoing daily expenses, it doesn't seem to adequately allow for things like unexpected major repairs, or even when needing to divert to alternates with extra fuel, maybe accommodation, or even a crew change when they run out of flying hours, & consequently they go bankrupt.
Just my rambling thoughts, I think it's best to have some other skills or qualifications to fall back on when jobs change or disappear, so one can pay the bills & eat.
.
Last edited by PRunella_2; 14th June 2025 at 06:11.
Joined: Jun 2025
Posts: 1
Likes: 0
From: Melbourne
Cadetship and Citizenship
I hold a Chinese passport but I am Australian PR, can I work as a 121 pilot at airlines?
I am currently at 3rd year of cs degree in unimelb but struggle to find a job, since I loved flying thought give pilot a shot.
I know rex and sharp have cadetship and qantas does not.
Cash is tight so can't pay full fee.
Rex says next intake is in 2022 somehow, are they still recruiting?
What are my options if I wanna become airline pilot straight out of uni? open to suggestions.
I am currently at 3rd year of cs degree in unimelb but struggle to find a job, since I loved flying thought give pilot a shot.
I know rex and sharp have cadetship and qantas does not.
Cash is tight so can't pay full fee.
Rex says next intake is in 2022 somehow, are they still recruiting?
What are my options if I wanna become airline pilot straight out of uni? open to suggestions.
Joined: Jun 2025
Posts: 2
Likes: 0
From: London
AOSA ATPL Exam
Hi everyone,
Could someone advise whether the Advanced Flight Theory AOSA Question Bank is similar to the actual CASA exam? Sitting it next week along with AHUF.
Also is it typically 56 questions in 3 hrs?
Thanks in advance
Could someone advise whether the Advanced Flight Theory AOSA Question Bank is similar to the actual CASA exam? Sitting it next week along with AHUF.
Also is it typically 56 questions in 3 hrs?
Thanks in advance
Joined: Mar 2010
Posts: 24
Likes: 0
From: Australia
I did do some AFT Questions and they were pretty good. I also used PPE.
Yes around the 56 question mark in 3 hrs. It goes by pretty quick
Joined: Jul 2025
Posts: 2
Likes: 0
From: caroline springs
ETOPS Alternate Planning – How Often Are Routes Reviewed for Weather?
Hi all,
For long-haul commercial ops, how often do operators revise ETOPS alternate planning in response to seasonal weather changes (especially around the Pacific)? Are there standard review intervals or is it more event-driven?
Appreciate any insights.
For long-haul commercial ops, how often do operators revise ETOPS alternate planning in response to seasonal weather changes (especially around the Pacific)? Are there standard review intervals or is it more event-driven?
Appreciate any insights.
Joined: Feb 2025
Posts: 15
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From: Brisbane, Australia
Do I need a bachelor degree before I go to flight school?
Hi all
I am year 11 high school student in Brisbane and my goal is to work as a pilot in a major airline like Qantas but I can at first work in any regional airlines or as CFI as a starting point.
my question is do I need a bachelor of aviation degree before I study in a flight school?
I know having a degree related to aviation can be an advantage but I can get it after I get my CPL so then I can both work and study to have a degree before trying to get in the airline I want
or what is the right path to take in these years in Australia?
I don't know what else information I should be given to express my situation as clearly as it needs to be.
Thank you!!
I am year 11 high school student in Brisbane and my goal is to work as a pilot in a major airline like Qantas but I can at first work in any regional airlines or as CFI as a starting point.
my question is do I need a bachelor of aviation degree before I study in a flight school?
I know having a degree related to aviation can be an advantage but I can get it after I get my CPL so then I can both work and study to have a degree before trying to get in the airline I want
or what is the right path to take in these years in Australia?
I don't know what else information I should be given to express my situation as clearly as it needs to be.
Thank you!!