Wannabe a pilot! (And I'm too damn lazy to do a search)
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Ben, your plan is fine. You need to read the sticky thread at the top of the forum, and learn as much as you can about the options available to you. When you get closer to finishing university, keep your ear to the ground about potential sponsorships. Get your Class 1 Medical. Learn about the CTC scheme (covered in great detail in Wannabes - Interviews, Jobs and Sponsorships), and apply for it (and any others you fancy) as soon as you can.
However, as others have remarked, you really do need to work on your English. A Grade C at GCSE may be good enough for some things, but it is the bare minimum. You will be competing against people who have a fistful of 'A's at GCSE and at A-level. Communication is fundamental in this business, and a good standard of English is expected - and in someone who will be a recent school/university leaver, exam results will count for a lot. You have plenty of time to improve your English, so use it wisely - and, if you ever change your mind about flying, good English will help you to get into an alternative career.
Good luck!
Scroggs
However, as others have remarked, you really do need to work on your English. A Grade C at GCSE may be good enough for some things, but it is the bare minimum. You will be competing against people who have a fistful of 'A's at GCSE and at A-level. Communication is fundamental in this business, and a good standard of English is expected - and in someone who will be a recent school/university leaver, exam results will count for a lot. You have plenty of time to improve your English, so use it wisely - and, if you ever change your mind about flying, good English will help you to get into an alternative career.
Good luck!
Scroggs
I can only commend the comments above made by my learn'd colleague.
For I would have let rip with the most ferocious broadside featuring phrases such as I wouldn't employ your illiterate ass to mow my lawn never mind fly my airliner. Which would not have been constructive.
Not withstanding I don't own an airliner to employ someone on in the first place.
But seriously. Chaps. A decent standard of written English IS required. Or else you will not pass the application form stage.
If nothing else.
The very thought of reading TXT speak in the Tech Log Acceptable Deferred Defects sends shivers down the spine. Not to mention the consequences of both skipper and FO being unable to properly read and understand the often nuanced instructions and limitations of the MEL...
Vocab and Language skills are considered by many Psychologists to be the most apparent and measureable indicator of intelligence. Forewarned is forearmed.
Cheers and good luck,
WWW
For I would have let rip with the most ferocious broadside featuring phrases such as I wouldn't employ your illiterate ass to mow my lawn never mind fly my airliner. Which would not have been constructive.
Not withstanding I don't own an airliner to employ someone on in the first place.
But seriously. Chaps. A decent standard of written English IS required. Or else you will not pass the application form stage.
If nothing else.
The very thought of reading TXT speak in the Tech Log Acceptable Deferred Defects sends shivers down the spine. Not to mention the consequences of both skipper and FO being unable to properly read and understand the often nuanced instructions and limitations of the MEL...
Vocab and Language skills are considered by many Psychologists to be the most apparent and measureable indicator of intelligence. Forewarned is forearmed.
Cheers and good luck,
WWW
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I hear what your all saying about spelling and grammar and your right but give him a chance as this isn't a C.V or an application form. I for one dont write on hear as i would in day to day life, neither do i put smiley faces on the letters to the bank 
. Feel free to tell me thats its good practise and that my grammer and spelling.
Thanx
. Feel free to tell me thats its good practise and that my grammer and spelling.Thanx
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Starting my ATPL training
Hi all, this may seem like a particularly stupid post but here goes anyway. Before I part with my hard earned cash to start professional pilot training can you possibly help me out with a few burning questions I have that I am struggling to find the answers too?
1. What is likely to be the cost (approx) from start to finish for all my training, accommodation, CAA exams, Uniform etc. etc? I mean from start till actually starting on day 1 with an airline?
2. Do airlines expect you to have a type rating, this is obviously beneficial?
3. The USA has a lot cheaper cost for flying training, is this reflected in the standard of training and do the airlines appreciate the USA route as being equal in quality as the UK?
4. What is the best licence to aim for if working in the UK? I.e FAA, JAA, JAR. There doesn't seem to be a definite answer for this.
5. What would be the realistic amount of hours as a minimum that the airlines will be looking for?
6. What training establishments should be avoided in the UK and USA for Ab initio - ATPL training?
7. Has anybody used Rainbow Air in the USA for flying training of any kind. They seem to have a very good course of Ab Initio to full ATPL for $85k, this seems reasonable but what is the catch? The link is below.
http://www.rainbowair.com/academy_european_ptip.htm
8. Do any airlines still do cadet programs and are they likely to enrol a 35yo into them?
9. If airlines do not have a cadet program do any help with the cost of any training?
10. Would previous military aircrew service (not pilot) be considered an advantage at any point in training or recruitment?
11. Finally, are there any websites/books/magazines etc. that you would recommend that explain the whole process from start to finish or even just have general info about any of the process?
Thanks in advance and apologies if many of these questions have been repeated.
Heights good
1. What is likely to be the cost (approx) from start to finish for all my training, accommodation, CAA exams, Uniform etc. etc? I mean from start till actually starting on day 1 with an airline?
2. Do airlines expect you to have a type rating, this is obviously beneficial?
3. The USA has a lot cheaper cost for flying training, is this reflected in the standard of training and do the airlines appreciate the USA route as being equal in quality as the UK?
4. What is the best licence to aim for if working in the UK? I.e FAA, JAA, JAR. There doesn't seem to be a definite answer for this.
5. What would be the realistic amount of hours as a minimum that the airlines will be looking for?
6. What training establishments should be avoided in the UK and USA for Ab initio - ATPL training?
7. Has anybody used Rainbow Air in the USA for flying training of any kind. They seem to have a very good course of Ab Initio to full ATPL for $85k, this seems reasonable but what is the catch? The link is below.
http://www.rainbowair.com/academy_european_ptip.htm
8. Do any airlines still do cadet programs and are they likely to enrol a 35yo into them?
9. If airlines do not have a cadet program do any help with the cost of any training?
10. Would previous military aircrew service (not pilot) be considered an advantage at any point in training or recruitment?
11. Finally, are there any websites/books/magazines etc. that you would recommend that explain the whole process from start to finish or even just have general info about any of the process?
Thanks in advance and apologies if many of these questions have been repeated.
Heights good
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1. Around 40 - 50k if you go modular. Around 80 - 100k integrated, add another 20k on top of both of those figures if you buy a type rating(if you want one).
2. Some do, some dont. It is not always an advantage to have one. Sometimes it can even be a disadvantage. Pilots have to fork out enough money for training as its is, dont just bend over and take it up the *ss and 'expect' that you have to pay for one. The quicker we stop paying TR's, the better for all of us!
3. My personal opinion is that the training is to a higher standard here.
4. You need a JAA licence if you work here.
5. Low hours(250) positions are few and far between. Most airlines are looking for some commercial experience. 500 hours multi or turbine time would stand you in good stead.
6. Cant really answer that, I havent had any bad experiences yet.
7. I havent used them.
8. Not really any cadet schemes now and "no", forget it at 35.
9. You must be joking! Some *sshole desperates out there actually pay airlines to fly!
10. As a pilot "yes", anything else I dont think makes much odds. Airlines want flying experience.
11. Search this forum a bit better, you'll find all the answers you need.
2. Some do, some dont. It is not always an advantage to have one. Sometimes it can even be a disadvantage. Pilots have to fork out enough money for training as its is, dont just bend over and take it up the *ss and 'expect' that you have to pay for one. The quicker we stop paying TR's, the better for all of us!
3. My personal opinion is that the training is to a higher standard here.
4. You need a JAA licence if you work here.
5. Low hours(250) positions are few and far between. Most airlines are looking for some commercial experience. 500 hours multi or turbine time would stand you in good stead.
6. Cant really answer that, I havent had any bad experiences yet.
7. I havent used them.
8. Not really any cadet schemes now and "no", forget it at 35.
9. You must be joking! Some *sshole desperates out there actually pay airlines to fly!
10. As a pilot "yes", anything else I dont think makes much odds. Airlines want flying experience.
11. Search this forum a bit better, you'll find all the answers you need.
Join Date: Jul 2006
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Mike CR,
You have many ill informed opinions regarding SSTR as I did when I was training. A CPL/IR with basic hours and no multi crew time on anything useful is worth **** unless extremely lucky. A SSTR providing you do it with the right people is a gateway into a job, sign of the times and it's tough, live with it. When you start looking for a job I hope you do have a hard time as I have and many, many others and it's inflammatory comments like calling people arseholes that doesn't help at all. Either way airlines get you to pay one way or another, and there's no getting away from it.
Modular + SSTR is same cost if not less than integrated. make your choice
You have many ill informed opinions regarding SSTR as I did when I was training. A CPL/IR with basic hours and no multi crew time on anything useful is worth **** unless extremely lucky. A SSTR providing you do it with the right people is a gateway into a job, sign of the times and it's tough, live with it. When you start looking for a job I hope you do have a hard time as I have and many, many others and it's inflammatory comments like calling people arseholes that doesn't help at all. Either way airlines get you to pay one way or another, and there's no getting away from it.
Modular + SSTR is same cost if not less than integrated. make your choice
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I think Mike could've been attacking the people that pay airlines for 100 hours on type...i.e. you paying them to work, well thats the way I seen it.
I would rather the airlines pay the TR but beggers can't be choosers...initially its a dog eat dog world! people would sell their gran for that first job.
I would rather the airlines pay the TR but beggers can't be choosers...initially its a dog eat dog world! people would sell their gran for that first job.
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Sin Bin,
You havent read my post correctly(Bryce has!). It quite clearly states that people now "expect" that they have to pay for a TR, when actually they dont have to. There are bonded schemes etc out there, not many, but they are there. I dont believe I have told "heights good" any lies, some airlines look for TR's, some dont, fact! As for my comment about pilots not having to bend over and pay for TR's, would you not agree with me!!?? Would you rather we all had to pay?? As for my comment about people paying to work, I stand by what I say. They are being absolutely shafted. I cant think of any other profession out there that employees have to pay to work.
You havent read my post correctly(Bryce has!). It quite clearly states that people now "expect" that they have to pay for a TR, when actually they dont have to. There are bonded schemes etc out there, not many, but they are there. I dont believe I have told "heights good" any lies, some airlines look for TR's, some dont, fact! As for my comment about pilots not having to bend over and pay for TR's, would you not agree with me!!?? Would you rather we all had to pay?? As for my comment about people paying to work, I stand by what I say. They are being absolutely shafted. I cant think of any other profession out there that employees have to pay to work.
Educated Hillbilly
Not all training bonds are that favourable, look at Air SouthWest, 20000 grand bond over four years with a starting salary of 16000 (figures may now have changed slightly). Jet2 pay for the type rating but stating salary is the region of high twenties a year, plus they pay 500 a month on top your salary to pay back the rating; though initially you do have to pay for the JOC course and rating. The JET2 scheme is far more favourable in this case. These are the two extremes though (best SSTR deal around) compared to one of the less favourable bonds.
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It is an unhappy practice that we have to pay for type ratings these days, and we shouldn't have to pay to work either....true. Unfortunately most airlines, nowadays, like to de-risk themselves from training expenses, which is a result stemming :
1) from 9/11
2) the fact we (royal we) all 'have more cash to splash',
3)huge competition between airlines (which means cost cutting)
4) the banks that are willing to loan us huge sums of money at low interest rates.
When thousands of people are buying type ratings and line training to boot, who in the end gets the jobs?
This leaves the majority of guys who aren't lucky, who don't get put forward by their schools (eg OAT) and who don't do these schemes waiting an awful long time with not even an invitation for interview.
I'm sure this will all change in 12 months but until the economy suffers a downturn or interest rates go through the roof, I can't see this changing.
We all have to swallow our pride a little, otherwise, we're in for a very long wait.
Whatever you all decide to do good luck and happy landings.
1) from 9/11
2) the fact we (royal we) all 'have more cash to splash',
3)huge competition between airlines (which means cost cutting)
4) the banks that are willing to loan us huge sums of money at low interest rates.
When thousands of people are buying type ratings and line training to boot, who in the end gets the jobs?
This leaves the majority of guys who aren't lucky, who don't get put forward by their schools (eg OAT) and who don't do these schemes waiting an awful long time with not even an invitation for interview.
I'm sure this will all change in 12 months but until the economy suffers a downturn or interest rates go through the roof, I can't see this changing.
We all have to swallow our pride a little, otherwise, we're in for a very long wait.
Whatever you all decide to do good luck and happy landings.
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All the way Advice Please??????????
HI everyone,
I am currently a PPL holder with around 120 hours and am 90% way through the IMC rating.
I am looking to hopefully go commercial in the not too distant future. However i want to know the best way to go without wasting money at non descript schools that the airlines will immediately pass over.
i have several problems one is that i am currently self employed with wife and 2yr old and one due in july
what i am looking to do is go to florida in october this year for 8 months to Orlando flight training and do the ground school as it is impossible over here with the business on a distance learning method.
will rent a villa and take the family
after the groundschool will do FAA IR
then do the hour building
then the CPL with the ME rating
when all this is complete will return to the UK and convert the FAA IR to the JAA IR
This is the only possible way i can see to get the lot done. I am now 34 and finally earned enough to do what i have always waned to do.
Am i too old to start up and what are your views on the school of choice (they are linked to Cabair) and the way i am going about it all
Help me please before i spend a fortune
Carl
I am currently a PPL holder with around 120 hours and am 90% way through the IMC rating.
I am looking to hopefully go commercial in the not too distant future. However i want to know the best way to go without wasting money at non descript schools that the airlines will immediately pass over.
i have several problems one is that i am currently self employed with wife and 2yr old and one due in july
what i am looking to do is go to florida in october this year for 8 months to Orlando flight training and do the ground school as it is impossible over here with the business on a distance learning method.
will rent a villa and take the family
after the groundschool will do FAA IR
then do the hour building
then the CPL with the ME rating
when all this is complete will return to the UK and convert the FAA IR to the JAA IR
This is the only possible way i can see to get the lot done. I am now 34 and finally earned enough to do what i have always waned to do.
Am i too old to start up and what are your views on the school of choice (they are linked to Cabair) and the way i am going about it all
Help me please before i spend a fortune
Carl
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Sorry to be blunt mate but the "am i too old" question has been done time and time again on these forums, to the death really. Try a search, you will probably find ll the answers you need, including the OFT question.
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words of wisdom needed?
I am planning to do my ATPL modular and would like any feedback on:
1) Is it better to complete CPL IR in cheaper JAA countries and pay more money for decent type rating or go for schools like CABAIR/OXFORD (bearing in mind I am 34 y/o)?
2) If you complete CPL training in another JAA country, could you take you test in the UK (i.e. get UK license)?
Would be especially good to hear from CPL/ATPL qualified people and what would you do if you were starting now?
Many thanks
Ron
1) Is it better to complete CPL IR in cheaper JAA countries and pay more money for decent type rating or go for schools like CABAIR/OXFORD (bearing in mind I am 34 y/o)?
2) If you complete CPL training in another JAA country, could you take you test in the UK (i.e. get UK license)?
Would be especially good to hear from CPL/ATPL qualified people and what would you do if you were starting now?
Many thanks
Ron
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Training....
Why do you need to go to a cheaper JAA country to get training?
Have a look @ Stapleford.. They are considerably cheaper than Oxford/cabair. Their training is expectional and the % of people getting jobs after qualifying very high too. By the way I am about to complete my course there and can not fault it..
Have a look @ Stapleford.. They are considerably cheaper than Oxford/cabair. Their training is expectional and the % of people getting jobs after qualifying very high too. By the way I am about to complete my course there and can not fault it..
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Exact Hours Specification
Hi
I have been looking at flight training up to fATPL stage for a long time now and I have started my PPL (A) training this year, however I want to ask quite a stupid question (or stupid it may seem to some).
Theres just one thing I would like to get straight in my head and this is the exact specification for the amount of hours you need on each individual license to get to the fATPL stage.
Many modular and intergrated courses offer different things and different prices and I would like to know how many hours on each license and rating type is needed before it is possible to apply for airline jobs? The reason being for one, I may not decided to do a modular route etc and do it myself at different flying schools to find a combination of different prices- preferably the lowest.
Kind regards
Morbz
Am I right in presuming the main licenses needed are the following:
PPL
Night Qualification
ATPL Theory
CPL
MECR
IR
MCC
If so, how many hours on each?
Cheers
I have been looking at flight training up to fATPL stage for a long time now and I have started my PPL (A) training this year, however I want to ask quite a stupid question (or stupid it may seem to some).
Theres just one thing I would like to get straight in my head and this is the exact specification for the amount of hours you need on each individual license to get to the fATPL stage.
Many modular and intergrated courses offer different things and different prices and I would like to know how many hours on each license and rating type is needed before it is possible to apply for airline jobs? The reason being for one, I may not decided to do a modular route etc and do it myself at different flying schools to find a combination of different prices- preferably the lowest.
Kind regards
Morbz
Am I right in presuming the main licenses needed are the following:
PPL
Night Qualification
ATPL Theory
CPL
MECR
IR
MCC
If so, how many hours on each?
Cheers
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Well, the hours on each is the minimum hours for issues of each...
For CPL issue you need 200 hours total, 100 in command.
MEIR is 55 hours, or 50 if you have a CPL.
That, essentially, is the sum total of hours you'll have at the point where you can apply for jobs. MCC is a tick-in-the-box course that takes around two weeks.
For CPL issue you need 200 hours total, 100 in command.
MEIR is 55 hours, or 50 if you have a CPL.
That, essentially, is the sum total of hours you'll have at the point where you can apply for jobs. MCC is a tick-in-the-box course that takes around two weeks.
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Pilot Training
Hello
I am a teenager currently still in high school and doing pretty well, however i have always wanted to be a pilot since a very young age and the ambition is still going strong. I would like to hear some opinions on flight schools, especially Pilot Training College Ireland which i have been looking at. The costs of training also seem like a huge burden at the moment and quite scary for a teenager to pay for, is it really possible to relieve yourself of such huge debts?
I am a teenager currently still in high school and doing pretty well, however i have always wanted to be a pilot since a very young age and the ambition is still going strong. I would like to hear some opinions on flight schools, especially Pilot Training College Ireland which i have been looking at. The costs of training also seem like a huge burden at the moment and quite scary for a teenager to pay for, is it really possible to relieve yourself of such huge debts?