Good choice. Did mine last year at YMMB with Tristar, but I guess LTF would be okay also. Being so close to the city lights (real purdy!) and with large well-lit runways and tower control, Moorabbin Airport is a really great/fun training ground for night circuits and the follow-on navs.

Essendon would be unnecessarily expensive I'd think. With so many black holes and rising terrain I'd think Lilydale FS would be a challenging place to start NVFR training, but I know they do it so maybe it isn't that bad. It's certainly a great school for everything else. :ok:

Thanks for that - will also check out Tristar.
Now someone tells me to do PIFR before NVFR as it saves money and there is overlap. All confused now.

No probs.
Depends what your goals are. Due to the need to use instruments at times for flight at night (eg. those dreaded black holes) the main differences between NVFR and a PIFR are the lack of instrument approach training and the IREX.. so, yes, if you're wanting to do a PIFR, don't bother with NVFR - but if you've got an NVFR rating it's good to know you're more than half way to a PIFR already. Once you get an Instrument Rating (PIFR or otherwise) you no longer need to fly VFR at night.

The guys down at Barwon Heads can allegedly do NVFR and IR also (I was originally going to do NVFR there, but it didn't work out, and I instead changed to do IFR at Interair - regarding excess costs at essendon, I understand there are no night circuits allowed at essendon, so they do their training away from Essendon). When you look at the minimum numbers (your efforts may vary):

NVFR: 10hrs aircraft time.
PIFR: 10hrs sim + 10hrs aircraft (Extra is required if you get a night rating at same time, but I don't know the specifics)
IFR: 20hrs sim + 20hrs aircraft (plus a few hours night circuits)

From where I was sitting, choosing to do the IREX and get a SEIR appears the cheapest thing Ive decided to do in a plane in terms of bang for buck. Of course, disadvantage is you need to pass an exam, where nvfr has no exam from my memory.

Best of luck.

After years of sitting in Melbourne weather, I wholeheartedly agree with you there!!

Yeah its all a bit confusing which ways to go.
I would maybe just take a stab at the IR on first go, but the thing is I don't have 50 hours PIC X-country yet - will need to hour build that which will take some time and $
I thought maybe having a NVFR/PIFR will help in that regard towards X-country hour buildling.

I was in your exact position. Decided to do all the training for IFR and then if I dodnt have the required xc in time for the flight test, Id do the PIFR and then in 12 months, upgrade to full SEIFR. I think I was at about 30hrs xc when I started and finished my training with 6hrs left to.go xc. Did a couple of flights over the weekend to finish off my xc and now I'm ready for pre test and floght test as soon as I get a spare week.

Anyone has an opinion on the Redcliffe Aeroclub or Peninsula Aeroclub's IFR training? I've kinda narrowed it done to 2 to do my PIFR...

Jandakot Flight Training
 

Just chasing a little advice in regards to flight schools in Jandakot. I’m an older pilot (late 40’s) who lives and works in Kununurra looking to complete my CPL. I haven’t flown since March last year, so very rusty. I need some time to get back up to speed and complete the CPL flight test. Was hoping to get it done in Darwin with Trent Robinson, but he’s fully booked for a couple of months. Jandakot is the next option. Looking to avoid sausage factories and glass cockpits if possible. Any recommendations would be greatly appreciated!

PM sent!

I’m sure you are aware by now but the Jetstar program has Been merged with the qantas now which I personally feel was a bad move as the Jetstar program was one of the best programs for becoming a pilot. I’m 18 and have started to apply for cadet programs and have done some thorough research on which ones are best. I’ve just applied for the Rex cadet program which I think is the best and fastest way to become a commercial pilot. I would definitely recommend the cadet program route and leave the GA route till last, as it is quite long and expensive. Rex are also doing three intake per year, and if you are knocked back you can apply again in 6 months. They need pilots so there is definitely a lot of opportunity to become one through them. It may sound strange but I would avoid the qantas academy, as it is just as beneficial as doing a university degree, you could end up owing nearly two hundred thousand dollars and not be guaranteed a job. So overall if you’re looking to become a pilot quickly once you’re 18, do the Rex program or even try out the airforce if you’d like. The Rex program values loyalty, commitment, and passion, there is a twenty five thousand dollar fee upon your acceptance of the course, and the rest of the money will be paid via a bond, so a small amount of your wage will pay it off as you have a guaranteed job in completion of the course. The course is also approx 9-10 months, so although it would be quite intensive, I imagine the reward would be more than worth it.

The repayment schedule is crippling at Rex. I would put a lot of thought into the terms and conditions before jumping.

That poster is probably someone from Rex recruiting looking at their applicant numbers.

UK Private Pilot - conversion to Australian CASA PPL and then CPL
 

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

You will need extraordinary navigation skills to find Melbourne in the southwest! :E

No point getting an Australian CPL unless you have citizenship or a visa that allows you to work here. My advice would be to come over on a tourist visa, convert your PPL, build up a chunk of command hours here then go back and do the exams and Modular CPL back there.otherwise you will spend a fortune getting CPL here and another fortune converting it.
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

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)

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.

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.

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.