Does anyone know info on the JAR MPL?
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Does anyone know info on the JAR MPL?
so the caa have just authorized a few schools to do an MPL, claiming it focuses on the multi crew development, rather than the personal development that the standard CPL/IR courses offer....but what are the real differences other than more sim time etc. what real benefits are there, is it a better course to take in regards to employment prospects? does anyone know how much more expensive it will be? is it available in modular? who offers it? i know FTE offer it as integrated, and i have heard OAA do too, but i cant find it on their website...
my last question withing this question is, wouldnt a CPL/IR with a JOC+MCC (and maybe a type rating) suffice? after all, that trains you to handle a multi pilot situation right? will that still give me an equal chance of employment over an MPL student?
ps, i have read the other MPL thread, but i think that was posted before it came into effect...i was wondering if anyone has first hand info, or newer knowledge?
thankyou
my last question withing this question is, wouldnt a CPL/IR with a JOC+MCC (and maybe a type rating) suffice? after all, that trains you to handle a multi pilot situation right? will that still give me an equal chance of employment over an MPL student?
ps, i have read the other MPL thread, but i think that was posted before it came into effect...i was wondering if anyone has first hand info, or newer knowledge?
thankyou
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The MPL is very different to the ATPL or CPL. It is a course that is almost entirely based around training someone from ab initio directly to the right hand seat of a jet. The focus is on multi crew flying, with alot of the hours done in the sim (out of 240 hours, 70 must be in an aircraft). The hours quoted are minimums, you will only pass when you have shown competency. It is a very new course, and candidates are meant to be trained for a specific airline. There is some doubt at the moment with some providers who seem to be offering "generic" MPLs, which is bending the rules somewhat, and may not be allowed.
I would say at this stage do not do the MPL unless it is for a specific airline that is offering you a specific job.
With an MPL you cannot act as PIC of a single engine airplane. The conversion required to be a Captain of a multi crew airplane is, I understand, as yet unknown.
The MPL is meant to have an oversight board in each country running it. Conveniently, the CAA have yet to set up this board, despite the MPL being available.
The first cadets that went through were with Sterling, but were laid off when they had around 500 hours. As the MPL is airline and type specific, and they didn't have the requirements for ATPL, they were a bit stuck. I understand it is quite straightforward to change airline, if you can find another employer to take you on, but in a recession it is hard enough for experienced pilots to find a job, and employers are still suspicious of the MPL. I think they all did conversion training in the end, to gain a proper CPL/IR to allow them to get another job.
Personally I would say do an MPL if you are being sponsored by an airline (sponsored as in they will give you a job at the end), otherwise do the frozen ATPL as this will mean you can fly for any airline.
I would say at this stage do not do the MPL unless it is for a specific airline that is offering you a specific job.
With an MPL you cannot act as PIC of a single engine airplane. The conversion required to be a Captain of a multi crew airplane is, I understand, as yet unknown.
The MPL is meant to have an oversight board in each country running it. Conveniently, the CAA have yet to set up this board, despite the MPL being available.
The first cadets that went through were with Sterling, but were laid off when they had around 500 hours. As the MPL is airline and type specific, and they didn't have the requirements for ATPL, they were a bit stuck. I understand it is quite straightforward to change airline, if you can find another employer to take you on, but in a recession it is hard enough for experienced pilots to find a job, and employers are still suspicious of the MPL. I think they all did conversion training in the end, to gain a proper CPL/IR to allow them to get another job.
Personally I would say do an MPL if you are being sponsored by an airline (sponsored as in they will give you a job at the end), otherwise do the frozen ATPL as this will mean you can fly for any airline.
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Try looking at this link............ FTE Jerez: News Detail
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tornadogr4
The only way you can get on a MPL course is to get sponsorship. The only UK airline currently doing it are FlyBe (but do watch this space!). Last time they had over 500 applicants. It does guarantee you a job at the end and a full ATPL when you get 1500 hours .... not bad in these times!
Airbus Girl.
"The MPL is meant to have an oversight board in each country running it. Conveniently, the CAA have yet to set up this board, despite the MPL being available."
Please look at the link ... FTE Jerez: News Detail
The CAA HAVE issued MPLs and the pilots are on the line flying for FlyBe. on the Q400.
The only way you can get on a MPL course is to get sponsorship. The only UK airline currently doing it are FlyBe (but do watch this space!). Last time they had over 500 applicants. It does guarantee you a job at the end and a full ATPL when you get 1500 hours .... not bad in these times!
Airbus Girl.
"The MPL is meant to have an oversight board in each country running it. Conveniently, the CAA have yet to set up this board, despite the MPL being available."
Please look at the link ... FTE Jerez: News Detail
The CAA HAVE issued MPLs and the pilots are on the line flying for FlyBe. on the Q400.
Last edited by cambridge; 6th Dec 2010 at 17:13.
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I think maybe you misunderstood me. When the MPL was introduced, there was meant to be an independent board to oversee the courses, to ensure that courses were being run correctly, that the students coming out were to the required standard and basically to ensure standards were met. This board is still not in existence. Therefore there is no close scrutiny of this new qualification going on. This should not happen, as part of the JAA MPL rules was to have this board. MPLs are still happening, and they are legal, but the oversight is not in place.
So who knows whether the output of the courses is as the CAA/ JAA expected?
So who knows whether the output of the courses is as the CAA/ JAA expected?
The UK CAA cannot afford to have an independent oversight board scrutinising their actions as all of the MPL courses they have so far approved are not compliant with JAR-FCL 1.
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Airbus Girl.
The MPL is fully monitored by the CAA. In fact, it overseen at all stages, far more closely than any other professional licence. Also, a SEP rating can be obtained. The UK MPL is fully compliant with with JAA/EASA. The first graduates are flying on the line with FlyBe.
See UK approves its first multi-crew pilot licence course at Flight Training Europe for Flybe
The MPL is fully monitored by the CAA. In fact, it overseen at all stages, far more closely than any other professional licence. Also, a SEP rating can be obtained. The UK MPL is fully compliant with with JAA/EASA. The first graduates are flying on the line with FlyBe.
See UK approves its first multi-crew pilot licence course at Flight Training Europe for Flybe
