Stapleford
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Hi Ruff
Becoming a professional pilot is a very expensive business, so you need to be absolutely sure what you need and what suits YOU! Mistakes will ruin you financially. Try having a look HERE
Becoming a professional pilot is a very expensive business, so you need to be absolutely sure what you need and what suits YOU! Mistakes will ruin you financially. Try having a look HERE
ruffino - you can spend your money at a modular school and walk into a job the day that you graduate and you can attend an integrated course and never find a flying job. There are no guarantees in this industry, neither does it matter one jot whether you attend an integrated or modular course, nor whether you train in the UK or overseas.
All that matters is the quality of the training that is provided and your own ability. If the training, whether from an integrated or a modular training provider, is not up to the required standard or if you do not have the required ability (and not everybody does) then you will not succeed. However, if you make wise choices and you have what it takes, you will succeed in your ambition to be a professional pilot.
You must make your own decisions, based on your own research. Many of the responses you will receive here will be from training providers seeking to advance their own interests, others will be from people such as yourself who have committed to one or other path and are seeking to justify their decision. Remember that what is right for one individual can be quite wrong for another and treat any opinions advanced here with the deepest of suspicion.
All that matters is the quality of the training that is provided and your own ability. If the training, whether from an integrated or a modular training provider, is not up to the required standard or if you do not have the required ability (and not everybody does) then you will not succeed. However, if you make wise choices and you have what it takes, you will succeed in your ambition to be a professional pilot.
You must make your own decisions, based on your own research. Many of the responses you will receive here will be from training providers seeking to advance their own interests, others will be from people such as yourself who have committed to one or other path and are seeking to justify their decision. Remember that what is right for one individual can be quite wrong for another and treat any opinions advanced here with the deepest of suspicion.
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So we've now established that SFC DOES NOT offer intergrated however i would still like feedback from anyone that has completed their MODULAR course at SFC.
So where do i go? Florida,Oxford, Jerez, Frankfurt or Thassos?
As you will imagine, the idea of spending close to £60k on life long ambition and ending up jobless is a very serious concern and with every FTO having its pro's and cons one can get lost in the jargon.
Ruff
I am about to finish here at Stapleford. I have gone from ppl all the way through to IR here.
I must first off all say how much i have enjoyed myself here. I've met some of my best mates here, and have been living with them in london and SFC for well over a year.
I have friends at FTE, OFT, and OAT at Oxford, and all of them are jeleaous of me for two reasons:-
1. That i have had the time of my life doing this, and not had to be tied down to a regualr class schedule and only being allowed to progress when the rest of my course are ready, (regardless of the pilots flying standards)
2. That i have completed all the training in less time, cheaper, and in more manageble chunks, at MY OWN PACE!!
Talking about the intergrated courses. Just because you have the money, doesnt mean you will pass the aptitudes to get in, and even if you do, they are alot more likely to take your money, and keep taking it.
OFT in Orlando is a big NO NO!!! If you are thinking of going to the states, doing FAA, and then converting to JAR when you get back to save yourself a few grand, you better make sure you are a REALLY good pilot.
I have seen 3 or 4 guys doing a conversion with a FAA ATP, and ALL OF THEM have had to do serveral hours just to convert their CPL, let alone the IR stuff, easly costing them several thousands of pounds. OFT is well known for not being all that great.
Jerez.......a very good intergrated course. My friend is on a scholorship out there and loves it, however, he has over 100 hours with the UAS and a (UK)ppl, and they insist on making him do a further 6 hours before he is allowed to do his "First solo". Definately where the smart money is though if you want to do intergrated.
OAT......over priced and not all that great. I went round there, and to be fair to them, if you are on the intergrated course, you will be treated very well. If you are modular, expect to be at the bottom of ever flying roster and list as intergrated always get priority. However, they do have a brilliant groundschool!!
And then it leaves stapleford. It may not be intergrated, but the reputation of the flying school far outways the flase rumour that modular students dont get jobs. Everyone i know who has done modular and intergrated suffer from the same problem. Unless you know someone in the industry, it boils down to have you got enough money to pay for the type rating, not who told how to hold wings level. If you have the licence in your hand, you must ALL be at the same level of profficiency......true or not??
As i have said before, the flying school doesnt get you a job, YOU DO!! The MCC is where this is more important, becuase this is where an airline is going to look as each airline has its prefered MCC training establishments. If you cant fly, and most importantly cant work with others, and you dont know how to present yourself in an interview, your not going to get a job.
Last edited by jayc004; 30th Aug 2006 at 14:21.
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jayc004,
Whilst I agree with your comments regarding the relevance of where and with which training provider you do your MCC, I have to add to that comment.
If you use a training provider (For the MCC) whose Instructors are airline current/recent then you have gained an advantage where the "old boys" network is concerned. And that particular network is very important when looking for your first airline job.
But before that advantage can bear any fruit, you have to be able to fly. You may have great crew co-operation skills and attributes, but if you have a poor instrument scan/flying skills then these current/recent airline personnel will be very reticent to recommend you to their company.
I trained at SFC and finished my CPL/IR in January this year. Whilst on my MCC course (In February) I was "noticed" and by the end of May I had started work for one of Europe's major airlines.
The reason why I was "noticed" is because of the raw flying skills I learned from Julie, Steve, Mike and Colin at SFC.
The reason why I chose SFC above other schools is because of the FACT the modular route is in NO WAY a disadvantage when compared to the Integrated route.
Another benefit of modular over integrated is the cost. I am one of those "over 30 people" and as such to get a foot on the airline ladder I always knew I was going to have to pay for a type rating on the 737. However, having chosen SFC, carefully choosing my training provider for the MCC and not going the integrated route, I found that the money I spent, (Inclusive of 737 type rating) cost significantly less then an integrated course. And I am now in the right seat of a 737-800, being paid to fly.
As are many others who trained at SFC, several of them in the company I work for.
I'm not in any way profiting from SFC for recommending them. I merely submit this post to allow others to read about my experience (which was positive) and make the correct choice for themselves.
Whilst I agree with your comments regarding the relevance of where and with which training provider you do your MCC, I have to add to that comment.
If you use a training provider (For the MCC) whose Instructors are airline current/recent then you have gained an advantage where the "old boys" network is concerned. And that particular network is very important when looking for your first airline job.
But before that advantage can bear any fruit, you have to be able to fly. You may have great crew co-operation skills and attributes, but if you have a poor instrument scan/flying skills then these current/recent airline personnel will be very reticent to recommend you to their company.
I trained at SFC and finished my CPL/IR in January this year. Whilst on my MCC course (In February) I was "noticed" and by the end of May I had started work for one of Europe's major airlines.
The reason why I was "noticed" is because of the raw flying skills I learned from Julie, Steve, Mike and Colin at SFC.
The reason why I chose SFC above other schools is because of the FACT the modular route is in NO WAY a disadvantage when compared to the Integrated route.
Another benefit of modular over integrated is the cost. I am one of those "over 30 people" and as such to get a foot on the airline ladder I always knew I was going to have to pay for a type rating on the 737. However, having chosen SFC, carefully choosing my training provider for the MCC and not going the integrated route, I found that the money I spent, (Inclusive of 737 type rating) cost significantly less then an integrated course. And I am now in the right seat of a 737-800, being paid to fly.
As are many others who trained at SFC, several of them in the company I work for.
I'm not in any way profiting from SFC for recommending them. I merely submit this post to allow others to read about my experience (which was positive) and make the correct choice for themselves.
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I am one of those "over 30 people" and as such to get a foot on the airline ladder I always knew I was going to have to pay for a type rating on the 737.
I have come heard other opinions saying being 30 should not be a problem.
Also have heard nothing but very positive things about Stapleford - It certainly sounds like it is worth a visit.
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balhambob, Martin4,
I'll try to answer both of your questions as fully as I can.
Martin4, I went to parc in Dublin for my MCC. There were several reasons for going there; ie, the course content and the fact it was a jet sim, the fact all the instructors are current/recent airline pilots, the network of contacts they have and the fact it came highly recommended from a personal friend who, not long after his course, got a job with my current employer.
balhambob,
With the greatest of respect, I'm not entirely sure who told you that being over 30 was not a problem, but in my experience, it certainly was. Even though from the getgo, having done my research (particularly the over 30 bit) I was always prepared and had budgeted for paying for a type rating.
A very well known European low cost carrier employed a friend of mine who was twenty four years of age. He trained at exactly the same schools as me, had roughly the same flying hours and pretty much the same flying experience. However, this particular airline wouldn't even talk to me because I was over thirty four years of age when I qualified. I was actually over thirty four by sixty days when I applied and initially it was a huge kick in the teeth.
Still, never liked the colour orange anyway!!
However, there are other carriers out there who don't look at just your age. They'll give you an assessment and look at you as a person, a pilot, evaluate you & give you a fair crack of the whip. If you pass, great, if you don't, then at least they've given you the coutesy of an opportunity. Not like some others out there.
However, in my experience, and I can honestly say, in the experince of a lot of my friends, having the will and ability to pay for a type rating, when over thirty certainly helps. I went to the BALPA job seekers conference and heard a speaker say "Being 30 means you should have 3000 hrs experience" or word to that effect. That spoke volumes to me.
Hope this helps
I'll try to answer both of your questions as fully as I can.
Martin4, I went to parc in Dublin for my MCC. There were several reasons for going there; ie, the course content and the fact it was a jet sim, the fact all the instructors are current/recent airline pilots, the network of contacts they have and the fact it came highly recommended from a personal friend who, not long after his course, got a job with my current employer.
balhambob,
With the greatest of respect, I'm not entirely sure who told you that being over 30 was not a problem, but in my experience, it certainly was. Even though from the getgo, having done my research (particularly the over 30 bit) I was always prepared and had budgeted for paying for a type rating.
A very well known European low cost carrier employed a friend of mine who was twenty four years of age. He trained at exactly the same schools as me, had roughly the same flying hours and pretty much the same flying experience. However, this particular airline wouldn't even talk to me because I was over thirty four years of age when I qualified. I was actually over thirty four by sixty days when I applied and initially it was a huge kick in the teeth.
Still, never liked the colour orange anyway!!
However, there are other carriers out there who don't look at just your age. They'll give you an assessment and look at you as a person, a pilot, evaluate you & give you a fair crack of the whip. If you pass, great, if you don't, then at least they've given you the coutesy of an opportunity. Not like some others out there.
However, in my experience, and I can honestly say, in the experince of a lot of my friends, having the will and ability to pay for a type rating, when over thirty certainly helps. I went to the BALPA job seekers conference and heard a speaker say "Being 30 means you should have 3000 hrs experience" or word to that effect. That spoke volumes to me.
Hope this helps
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what are the chances of getting a jet job after graduating from stapleford?? is paying for a type without a job offer is a risky move? how hard is it to get a job with the likes of ryanair or easyjet if someone is willing to pay for a type. thanks
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Stapleford flight centre
Hi everyone,
Ive been thinking recently about which school to go for to complete my training. I recently had an interview for the Thomas Cook/Oxford scheme and passed all the entry tests, this obviously gave me the opportunity to have a look around the school. Impressive but I'm not sure I buy all the corporate stuff. Searching around the internet and I come across Stapleford flight centre, now with finances being the biggest issue the price they are quoting caught my eye. I've looked into it and have only heard good opinions of them, the training structure seems well organised too. I know this thread has already come up so I do apologise but I wanted to see if anyone can offer me a little bit of advice. How does the zero to ATPL work? It says a full time course, is this modular or integrated? Any extra advice or opinions will be gratefully recieved.
Thanks fellow flyers
Rob
Ive been thinking recently about which school to go for to complete my training. I recently had an interview for the Thomas Cook/Oxford scheme and passed all the entry tests, this obviously gave me the opportunity to have a look around the school. Impressive but I'm not sure I buy all the corporate stuff. Searching around the internet and I come across Stapleford flight centre, now with finances being the biggest issue the price they are quoting caught my eye. I've looked into it and have only heard good opinions of them, the training structure seems well organised too. I know this thread has already come up so I do apologise but I wanted to see if anyone can offer me a little bit of advice. How does the zero to ATPL work? It says a full time course, is this modular or integrated? Any extra advice or opinions will be gratefully recieved.
Thanks fellow flyers
Rob
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well i finished my MEP/IR at SFC in september. I then went on my MCC at Parc aviation in Ireland in the first week of October. I was offered an interview at East mids in 3rd week of October, and I now start my type rating with Ryanair on the 11th December....so 3 months from IR test to job seems pretty good to me.
Jobs are out there, you just have to find them. Dont expect one to come and land in your lap as you'll be there for a long time.
As for the chap wanting to know how Zero to Hero works. Its modular. PPL - Hours building - ATPLS, (anywhere you choose, but its recommended to go to London Met, and this is a good residential course as i did it) - CPL - MEP - IR. The whole lot from start to finish is done at your pace. If you want some weeks off, take some off, and then come back to it, or go from day one to complete without taking any time off. Its your call.
hope this helps everyone.
J
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could you explain me few things please :
on the website of Stapleford, it is written this :
"IR:
85% first series pass rate and 60% at first attempt. "
I do not understand what is " first series pass rates, and first attempt".
why is it separate? for example just : IR => 85% pass rates, (it is all)
sam, frenchie
on the website of Stapleford, it is written this :
"IR:
85% first series pass rate and 60% at first attempt. "
I do not understand what is " first series pass rates, and first attempt".
why is it separate? for example just : IR => 85% pass rates, (it is all)
sam, frenchie
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Sam34.
I agree as it is a little confusing. In essence you are right 85% of the students pass their IR either 1st attempt or 1st attempt with a partial ( ie one section failed) which was passed on the retest.
The confusing bit is that the 15% that don't get a 1st series pass could all the 1st series passes with a partial that then failed the retest on the partial section!
Which ever way you look at it it's not bad, and most companies ( like CTC ) that specify a first time pass refer to a 1st series pass not 1st attempt.
I agree as it is a little confusing. In essence you are right 85% of the students pass their IR either 1st attempt or 1st attempt with a partial ( ie one section failed) which was passed on the retest.
The confusing bit is that the 15% that don't get a 1st series pass could all the 1st series passes with a partial that then failed the retest on the partial section!
Which ever way you look at it it's not bad, and most companies ( like CTC ) that specify a first time pass refer to a 1st series pass not 1st attempt.
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Hey, i´m a little confused about the price of the package. Is ist right that ist cost ypou about 35k?
That were much cheaper than all of the other schools.
Could anyone please tell me how much it actually costs?
Is mcc and long range included in the package?
That were much cheaper than all of the other schools.
Could anyone please tell me how much it actually costs?
Is mcc and long range included in the package?
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Duffy - As with all things in life it depends on whether you are comparing apples with apples or not. You need to compare what is and isn't included when checking with other schools prices. Here are the usual sort of gotchas:-
- landing & approach fees (both home and away)
- fuel surcharges
- positioning for exams (if not based at a CAA centre or if the CAA man/woman doesn't come to you)
- are the hours quoted in minimum - how much are the hourly rates if you go over
- are CAA test fees included
- are there any other costs for materials eg: IR plates and enroute charts etc.
I am guessing that if they are so cheap then you are probably doing the CPL on a single complex aircraft and not a multi and possibly the IR will have the minimum amount of time in the actual aircraft. Just be careful when comparing the costs of Stapleford to a school which may give you more multi hours or even where you do the CPL in a multi. The best way I found when comparing schools was to make up a spreadsheet and compare the itemised costs on an hourly basis to see if you are getting as much bang for your buck.
For me multi time was important as well as ensuring that the IR was less stressful so I opted to stay on the multi all the way through and make my life easier when test day came around.
- landing & approach fees (both home and away)
- fuel surcharges
- positioning for exams (if not based at a CAA centre or if the CAA man/woman doesn't come to you)
- are the hours quoted in minimum - how much are the hourly rates if you go over
- are CAA test fees included
- are there any other costs for materials eg: IR plates and enroute charts etc.
I am guessing that if they are so cheap then you are probably doing the CPL on a single complex aircraft and not a multi and possibly the IR will have the minimum amount of time in the actual aircraft. Just be careful when comparing the costs of Stapleford to a school which may give you more multi hours or even where you do the CPL in a multi. The best way I found when comparing schools was to make up a spreadsheet and compare the itemised costs on an hourly basis to see if you are getting as much bang for your buck.
For me multi time was important as well as ensuring that the IR was less stressful so I opted to stay on the multi all the way through and make my life easier when test day came around.
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hello!
I am asking to all students which have passed IR at Stapleford, did you finish the training with minimum hours ? so did you really pay around 11000 £ ?
I am always worried about extra hours (for my budget
), how many hours do we need in general if we go over the mnimum hours ? 
thanks a lot.
I am asking to all students which have passed IR at Stapleford, did you finish the training with minimum hours ? so did you really pay around 11000 £ ?
I am always worried about extra hours (for my budget
), how many hours do we need in general if we go over the mnimum hours ? thanks a lot.
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Stapleford Flight Centre, time taken to complete CPL and IR
Hi all,
can any one out there who has done their CPL and/ or IR with Stapleford tell me how long it took you to complete each part of the course. Were you doing it on a full time basis? Did you find the pace of the training frustrating?
Have been quoted 9 weeks for the IR which seems like rather a long time. I get the impression that get SFCs approach is to have a lot of students on their books at the same time, all competeing the course slowly due to lack of plane/ instructor availability, rather than to have a small number of students at any one time, getting their courses done quicker.
Does the training offered at stapleford take longer than it needs to, or could one complete the course quicker if they wanted?
Cheers, Badboy.
can any one out there who has done their CPL and/ or IR with Stapleford tell me how long it took you to complete each part of the course. Were you doing it on a full time basis? Did you find the pace of the training frustrating?
Have been quoted 9 weeks for the IR which seems like rather a long time. I get the impression that get SFCs approach is to have a lot of students on their books at the same time, all competeing the course slowly due to lack of plane/ instructor availability, rather than to have a small number of students at any one time, getting their courses done quicker.
Does the training offered at stapleford take longer than it needs to, or could one complete the course quicker if they wanted?
Cheers, Badboy.
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Me 2. I work in central London, so one option is to do the CPL/MEIR @ Stapleford over half-days/evenings...although my pref is to do it full-time for the usual reasons.