Type Rating - B737
Join Date: Mar 2000
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Kiki, see what Dutchie said, and don't apply it to Active
That has got to be the shoddiest, most unprofessional outfit, after your money and screw you, company I have ever seen
Pm me if you want more details.
Nosey
That has got to be the shoddiest, most unprofessional outfit, after your money and screw you, company I have ever seen Pm me if you want more details.
Nosey
Join Date: Jun 2005
Location: france
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JAR B737 Type rating
I intend to do a B737 type rating in Europe.
I've been in touch with Danfly, RWL and CSA (Czesh airline).
Does anybody know these schools ? Any experience or advise ...
For RWL and CSA, I am looking for a 2nd pilote trainee to start the training.
If you also intend to do a B737 type rating, please contact me!
Thanks for your help.
Have good flights.
Stan's wings
I've been in touch with Danfly, RWL and CSA (Czesh airline).
Does anybody know these schools ? Any experience or advise ...
For RWL and CSA, I am looking for a 2nd pilote trainee to start the training.
If you also intend to do a B737 type rating, please contact me!
Thanks for your help.
Have good flights.
Stan's wings
Join Date: Jun 2005
Location: Canada
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Boeing 737-200 Type Rating
Hey Guys,
I have a Canadian commercial with a Group 1 instrument rating and would like to get a 737-200 type rating. I would like to do the training in the United States but I called Transport Canada and they said that a Canadian examiner must do the checkride so that the rating can be added to my Canadian licence. I can't get a US ATP because I am only 21yrs old and in the US you must be 23yrs old. I was wonder if there was a way I could get the rating endorsed on the Canadian licence without bring an examiner from Canada.
Thanks
I have a Canadian commercial with a Group 1 instrument rating and would like to get a 737-200 type rating. I would like to do the training in the United States but I called Transport Canada and they said that a Canadian examiner must do the checkride so that the rating can be added to my Canadian licence. I can't get a US ATP because I am only 21yrs old and in the US you must be 23yrs old. I was wonder if there was a way I could get the rating endorsed on the Canadian licence without bring an examiner from Canada.
Thanks
Why not do the training in Canada? I can recommend a great guy on the West Coast.... call Walt on 604-786-3835 or email [email protected], he's a good guy and speaks straight....
I know however the US is a little cheaper... but Walt offers quality
I know however the US is a little cheaper... but Walt offers quality
Join Date: Apr 1999
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B737-3/4/500 Type Rating Training Courses
B737-3/4/500 Type Rating Training Courses
100% of successful type-rated students now employed with airlines
The next assessment dates for upcoming courses will be the 4th and
5th of August. To gain a place please email [email protected]
Just read above advertisement here on Pprune. Are they saying that if you have a type rating with them you are guaranteed succes of a job?? or do they also look for a possible job for you?
100% of successful type-rated students now employed with airlines
The next assessment dates for upcoming courses will be the 4th and
5th of August. To gain a place please email [email protected]
Just read above advertisement here on Pprune. Are they saying that if you have a type rating with them you are guaranteed succes of a job?? or do they also look for a possible job for you?
Join Date: Mar 2000
Location: London, UK
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737 Type Rating with CPL/IR/ME
Hi,
I have a question.
Is it possible to get the 737 type rating without having the ATPL exams passed. I have a ATPL theoretical course but no exams yet.
I have a chance for a job but the require B737 type rating.
Can I get a rating with just CPL or do I need the ATPL exams passed first.
Thanks,
kubus1
I have a question.
Is it possible to get the 737 type rating without having the ATPL exams passed. I have a ATPL theoretical course but no exams yet.
I have a chance for a job but the require B737 type rating.
Can I get a rating with just CPL or do I need the ATPL exams passed first.
Thanks,
kubus1
Join Date: Jul 2005
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Hi Kubus1,
There should be nothing holding you from doing the 737TR. With you CPL you are entitled to act as an F/O.
The ATPL subjects are only requirements of the company and is not JAA requirement.
Of course, you will need to have the subjects when you are about to upgrade.
cheers
There should be nothing holding you from doing the 737TR. With you CPL you are entitled to act as an F/O.
The ATPL subjects are only requirements of the company and is not JAA requirement.
Of course, you will need to have the subjects when you are about to upgrade.
cheers
Join Date: Mar 2000
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Thanks Skybound330,
I am applying for a job in Poland and the local CAA is very funny about type ratings.
I have just spoken to them on the phone and they told me that according to JAR-FCL 1.250 those who fly as F/O with only CPL and the ATPL training course but no exams, do it illegaly and their licenses shall be revoked.
I dont know how to get around this wired situation. Poland is in EU and in JAR so the law should be the same.
Kubus1
I am applying for a job in Poland and the local CAA is very funny about type ratings.
I have just spoken to them on the phone and they told me that according to JAR-FCL 1.250 those who fly as F/O with only CPL and the ATPL training course but no exams, do it illegaly and their licenses shall be revoked.
I dont know how to get around this wired situation. Poland is in EU and in JAR so the law should be the same.
Kubus1
Beacon Outbound
Join Date: Mar 2002
Location: "Home is were the answer machine is"
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The ATPL subjects are only requirements of the company and is not JAA requirement.
I would assume that a lot of pilots who fly in Poland do so on foreign (non Polish) licences, and the Polish CAA doesn't always know whether they have passed the ATPL exams or not. It would be interesting if they do start investigating one day....
Gerard
Join Date: Jul 2005
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Kubus, I'm sorry but I think IRR is probably right:
In short 1.250:
(a) pre-requisite conditions for training:
(1) have at least 100 hrs. pic
(2) ME rating
(3) MCC
(4) have requirement of JAR-FCL 1.285
(JAR-FCL 1.285 is about Theoretical Knowledge; describes that you need the theoretical knowledge before you do the ATPL(A) exam.)
(b) not relevant here.
(c) Here comes the interesting part:
The level of knowledge assumed to be held by holders of the PPL(A) or CPL(A) and typeratings for multi-pilot aeroplanes issued under requirements other than JAR-FCL will not be a substitute for showing complicance with the requirements of (4) above.
English is not my first language so I might be wrong but it seems you can interpret this in two different ways either:
1. The level of knowledge assumed to be held by holders of the PPL(A) or CPL(A) under requirements other than JAR-FCL.
And typeratings for multi-pilot aeroplanes issued under requirements other than JAR-FCL.
2. The level of knowledge assumed to be held by holders of the PPL(A) or CPL(A) (talking about JAR licenses).
And typeratings for multi-pilot aeroplanes issued under requirements other than JAR-FCL.
In case 1 you could do your TR on your JAR CPL.
In case 2, you will need the proper level of knowledge not being ATPL subjects.
Hopefully it doesn't ruin your plans anyway.
Good luck!
In short 1.250:
(a) pre-requisite conditions for training:
(1) have at least 100 hrs. pic
(2) ME rating
(3) MCC
(4) have requirement of JAR-FCL 1.285
(JAR-FCL 1.285 is about Theoretical Knowledge; describes that you need the theoretical knowledge before you do the ATPL(A) exam.)
(b) not relevant here.
(c) Here comes the interesting part:
The level of knowledge assumed to be held by holders of the PPL(A) or CPL(A) and typeratings for multi-pilot aeroplanes issued under requirements other than JAR-FCL will not be a substitute for showing complicance with the requirements of (4) above.
English is not my first language so I might be wrong but it seems you can interpret this in two different ways either:
1. The level of knowledge assumed to be held by holders of the PPL(A) or CPL(A) under requirements other than JAR-FCL.
And typeratings for multi-pilot aeroplanes issued under requirements other than JAR-FCL.
2. The level of knowledge assumed to be held by holders of the PPL(A) or CPL(A) (talking about JAR licenses).
And typeratings for multi-pilot aeroplanes issued under requirements other than JAR-FCL.
In case 1 you could do your TR on your JAR CPL.
In case 2, you will need the proper level of knowledge not being ATPL subjects.
Hopefully it doesn't ruin your plans anyway.
Good luck!
Join Date: Dec 2004
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Hubair/Astraeus B737 - SkyBlue Aviation ATR42
Hi all,
The title says it all.
Does anyone have experience in one of these 2 type ratings? Would you like to share this with me? Because I am planning to do one of these 2. Which one is better, in terms of finding a job right after th TR? Because apparently after finishing the line training with Astraeus, you are on your own to find a job. And when finishing the TR (without line training) for ATR42, you can find a job very fast, because SkyBlue Aviation delivers pilots to companies (or am I wrong?). How easy/difiicult is it to find a job after finishing the line training on a 737 with 100 hours experience?
In other words, all the information you can give, will be helpfull.
Cheers,
cccc
The title says it all.
Does anyone have experience in one of these 2 type ratings? Would you like to share this with me? Because I am planning to do one of these 2. Which one is better, in terms of finding a job right after th TR? Because apparently after finishing the line training with Astraeus, you are on your own to find a job. And when finishing the TR (without line training) for ATR42, you can find a job very fast, because SkyBlue Aviation delivers pilots to companies (or am I wrong?). How easy/difiicult is it to find a job after finishing the line training on a 737 with 100 hours experience?
In other words, all the information you can give, will be helpfull.
Cheers,
cccc
Join Date: Oct 2001
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Astraeus state that 90% of successful graduates from their 737 TR course find employment (presumably within 6 months or so of completion?).
I don't know how that proportion changes for those who take up the 100 hour line training option, one presumes the success rate would be even higher.
I know that Bond trained 737 SSTR pilots are now flying for the likes of Astraeus, bmi baby, Ryanair, flyglobespan, SkyEurope, Channel Express / Jet2, Air Asia, easyJet and Pegasus.
Ryanair in particular even state on their website that they accept applications from 737 Type Rated pilots with 100+ hours on type.
I don't know how that proportion changes for those who take up the 100 hour line training option, one presumes the success rate would be even higher.
I know that Bond trained 737 SSTR pilots are now flying for the likes of Astraeus, bmi baby, Ryanair, flyglobespan, SkyEurope, Channel Express / Jet2, Air Asia, easyJet and Pegasus.
Ryanair in particular even state on their website that they accept applications from 737 Type Rated pilots with 100+ hours on type.
Join Date: Nov 2003
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If the statistics are anything to go by, I was one of 16 people that did the 737 TR program with Astraeus April 2004, all but two have found jobs. The two that did'nt had very dubious experience at the time the course started and were subsequently found to have been "creative" with their previous employment history.
We all kept in touch after the course and as another member posted, found work with SkyEurope, Thompson, Ryanair, Astraeus and Jet2.
Obviously I can't speak for subsequent courses, however I believe employment prospects were good for those that put the effort in.
As for this business of having to complete another Type rating to go to Ryanair, well, frankly, that's a load of old cobblers and the only way that may happen is if you performed so badly in the Ryanair sim check that they though you may need a brush up course to reach their standards.
I am employed, however, prior to getting this job I did Ryanair. Jet2 and Thompson sims and interviews, (which I may not have even got without the Type rating), and in all the cases I was told that they would do between 3 and 5 sim sessions for their SOP's and any difference training.
This is a fact in aviation, and not a reflection on the type rating course completed. In fact, Jet2 will still bond you £6000 even if you have 1000 hrs on type.
Two guys whom bought 100hrs subsequently got positions after only completing a few sectors and I believe their money was refunded in part, in my book, you can't get much fairer that that.
I and the 13 other successful people on my course would recommend this approach, but there seems to be a rather school boyish wingeing element on these forums that are hell bent on discouraging other peoples aspirations rather than accepting responsibilty for their own shortcomings.
We all kept in touch after the course and as another member posted, found work with SkyEurope, Thompson, Ryanair, Astraeus and Jet2.
Obviously I can't speak for subsequent courses, however I believe employment prospects were good for those that put the effort in.
As for this business of having to complete another Type rating to go to Ryanair, well, frankly, that's a load of old cobblers and the only way that may happen is if you performed so badly in the Ryanair sim check that they though you may need a brush up course to reach their standards.
I am employed, however, prior to getting this job I did Ryanair. Jet2 and Thompson sims and interviews, (which I may not have even got without the Type rating), and in all the cases I was told that they would do between 3 and 5 sim sessions for their SOP's and any difference training.
This is a fact in aviation, and not a reflection on the type rating course completed. In fact, Jet2 will still bond you £6000 even if you have 1000 hrs on type.
Two guys whom bought 100hrs subsequently got positions after only completing a few sectors and I believe their money was refunded in part, in my book, you can't get much fairer that that.
I and the 13 other successful people on my course would recommend this approach, but there seems to be a rather school boyish wingeing element on these forums that are hell bent on discouraging other peoples aspirations rather than accepting responsibilty for their own shortcomings.
Join Date: Jan 2001
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Whats the deal with salaries?
Under the Hubair 100 hr line program, do you get an allowance
per duty hour or month?
I know the line training portion with Germania Flug / FSB Berlin gives you an allowance during the 100 hours.
Surely its better to aim for a scheme that at least gives you a little pocket money while you fly?
Under the Hubair 100 hr line program, do you get an allowance
per duty hour or month?
I know the line training portion with Germania Flug / FSB Berlin gives you an allowance during the 100 hours.
Surely its better to aim for a scheme that at least gives you a little pocket money while you fly?
Join Date: Nov 2003
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First_solo,
Guess you mean how long, weeks, months etc, would you expect it to take!
It took me 2-3 months, but if you were out of GTW or MAN, the sectors can be 5 hrs each way so thats just 20 sectors, i.e 10 trips, this time of the year with the BHX, LBA and EXT bases as well, it could be as much as 40 sectors, as the trips tend to be about 2 1/2 hours each sector. IMHO shorter sectors are better as you get the landings and approaches in, but it means doing the bookwork at home as there isn't a lot of time during the flight.
Quite a few guys get part time contracts after the 100hrs which helps, but again it's down to individual performance.
When I applied to Jet2 they said come back after the final line check (min 100hrs under JAR, unless you've flown similar types), that way they would only need to do 13 more sectors of line training to get me on-line.
As with all things, it's easier to find a job if you're in the environment, it's a small world.
Guess you mean how long, weeks, months etc, would you expect it to take!
It took me 2-3 months, but if you were out of GTW or MAN, the sectors can be 5 hrs each way so thats just 20 sectors, i.e 10 trips, this time of the year with the BHX, LBA and EXT bases as well, it could be as much as 40 sectors, as the trips tend to be about 2 1/2 hours each sector. IMHO shorter sectors are better as you get the landings and approaches in, but it means doing the bookwork at home as there isn't a lot of time during the flight.
Quite a few guys get part time contracts after the 100hrs which helps, but again it's down to individual performance.
When I applied to Jet2 they said come back after the final line check (min 100hrs under JAR, unless you've flown similar types), that way they would only need to do 13 more sectors of line training to get me on-line.
As with all things, it's easier to find a job if you're in the environment, it's a small world.