APS or Actual Hour Building
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APS or Actual Hour Building
Hi guys, I am currently doing a licence conversion course from ICAO to EASA.
I was just wondering what would have more value in the end for job applications. Hours on a B737 APS course or Hours actual flying in a Cessna 152?
I currently have 203.5 Hours, and would have 233 hours at the of conversion.
I am just thinking of the cost of a Normal MCC/JOC is roughly 4500 Euros and 50 Hours renting a plane is 4500 Euros for combined of 9000 Euros give or take. And an APS would cost me around the same price.
What would be of more value to me that airlines would prefer.
Thank you in advance,
I was just wondering what would have more value in the end for job applications. Hours on a B737 APS course or Hours actual flying in a Cessna 152?
I currently have 203.5 Hours, and would have 233 hours at the of conversion.
I am just thinking of the cost of a Normal MCC/JOC is roughly 4500 Euros and 50 Hours renting a plane is 4500 Euros for combined of 9000 Euros give or take. And an APS would cost me around the same price.
What would be of more value to me that airlines would prefer.
Thank you in advance,
de minimus non curat lex
Once you have been issued with CPL/IR, then a minimum of a MCC course certificate is required prior to multi crew type rating course.
You may decide that a MCC / JOC course would be beneficial if you aspire to say a Boeing or Airbus.
To date only Ryanair is giving preference to newly qualified pilots with APS certificates.
I cannot see how C152 flying post CPL/IR issue would be beneficial if you aspire to airline flying.
If you want to be a FI instead, then C152 flying might be a better course.
You may decide that a MCC / JOC course would be beneficial if you aspire to say a Boeing or Airbus.
To date only Ryanair is giving preference to newly qualified pilots with APS certificates.
I cannot see how C152 flying post CPL/IR issue would be beneficial if you aspire to airline flying.
If you want to be a FI instead, then C152 flying might be a better course.
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Once you have been issued with CPL/IR, then a minimum of a MCC course certificate is required prior to multi crew type rating course.
You may decide that a MCC / JOC course would be beneficial if you aspire to say a Boeing or Airbus.
To date only Ryanair is giving preference to newly qualified pilots with APS certificates.
I cannot see how C152 flying post CPL/IR issue would be beneficial if you aspire to airline flying.
If you want to be a FI instead, then C152 flying might be a better course.
You may decide that a MCC / JOC course would be beneficial if you aspire to say a Boeing or Airbus.
To date only Ryanair is giving preference to newly qualified pilots with APS certificates.
I cannot see how C152 flying post CPL/IR issue would be beneficial if you aspire to airline flying.
If you want to be a FI instead, then C152 flying might be a better course.
It does depend on the quality of hour building, what you do in those hours flying a C152. You should be doing some flights that are constructive and useful, well planned, and not just flying donuts in the sky.
I believe it's excellent experience to fly light aircraft for your skills, specially to build up confidence for decision making, threat and error management, situational awareness, and build up confidence to take decisions on your own, which will give you invaluable experience for you later aviation career. As you only have yourself to rely on, and it will give you the ability to learn not only about aviation, but also your own ability and limitations. You will take all decisions your self regarding fuel, weight/balance, navigation, weather, radio ATC, flying to different airports, different locations, terrain, approaches etc., which are all skills you need to improve from the time you take your PPL until you become a skilled commercial pilot.
FI hours are in my opinion not equally beneficial, as you are not flying yourself, and generally you are doing a "fixed" program of exercises, so these hours although they count as PIC time, is mostly demonstrating a handling skill, and observing the student practicing this. It adds hours in the log book, and I don't disagree that it can be a good experience to have, you should have some own "real life" experience from flying before starting to instruct others.
I believe it's excellent experience to fly light aircraft for your skills, specially to build up confidence for decision making, threat and error management, situational awareness, and build up confidence to take decisions on your own, which will give you invaluable experience for you later aviation career. As you only have yourself to rely on, and it will give you the ability to learn not only about aviation, but also your own ability and limitations. You will take all decisions your self regarding fuel, weight/balance, navigation, weather, radio ATC, flying to different airports, different locations, terrain, approaches etc., which are all skills you need to improve from the time you take your PPL until you become a skilled commercial pilot.
FI hours are in my opinion not equally beneficial, as you are not flying yourself, and generally you are doing a "fixed" program of exercises, so these hours although they count as PIC time, is mostly demonstrating a handling skill, and observing the student practicing this. It adds hours in the log book, and I don't disagree that it can be a good experience to have, you should have some own "real life" experience from flying before starting to instruct others.
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Thank you for the comments and suggestions. I currently have 100 PIC hours but only 203 Total hours as mentioned at the beginning after my conversion I will have 233 total hours. I was just thinking how beneficial would more flying hours help with job applications. I now have a general sense of direction I will be heading after I am done.
Thank you again.
Ps. Any suggestions for airplane rentals or hour building packages?
Thank you again.
Ps. Any suggestions for airplane rentals or hour building packages?
Generally the airlines don't care much about your SEP hours, besides the point you have the minimum to apply for them. Generally most companies work with a factor calculations for such hours, and they amount for something like factor of 0.2 - 0.3 per PIC hour. So 100 hours PIC SEP, will count similar as 20 - 30 hours within the company for future upgrade etc.
There is no right answer, I know of instructors with 4000 - 5000 hours instructing, all their students got jobs before them. My CPL instructor, a great guy, had thousands of hours, and only got job 2 years after me with a Jet operator, despite having thousands of hours. But me and another FO that time, recommended him to management, and based on this he got an assessment, which he passed with flying colors.
What you will discover in this industry, it's much smaller than you might think, and it does help who you know, networking.
There is no right answer, I know of instructors with 4000 - 5000 hours instructing, all their students got jobs before them. My CPL instructor, a great guy, had thousands of hours, and only got job 2 years after me with a Jet operator, despite having thousands of hours. But me and another FO that time, recommended him to management, and based on this he got an assessment, which he passed with flying colors.
What you will discover in this industry, it's much smaller than you might think, and it does help who you know, networking.
No was no recession. All the students at the same school was getting called straight to RYR interview. There was loads of FI's there in same situation. Only issue was that they was over 30, so RYR at least that time was very selective, we tested it by using a profile "accidentally" using the drop box for year of Birth 10 years younger, so instead of 33, was 23. 2 weeks later the email came from RYR for assessment.
After informing RYR that there was an error in the application, by using the wrong year by mistake, RYR suddenly went very silent for around a week, despite previous days being contact every day to arrange for assessment. And suddenly got email that they cancelled the assessment, and was written in the response that had noting to do with the age error.
So RYR are / was very ageist. This was about 6 -7 years ago I think.
I know they did take in some over 30, as it would be breaking the law if they was ageist. So they would take maybe 1 in 100, just for the appearance.
These FI's now all have good jobs, and most of them are Captains now with other airlines. As I recall that period RYR had 5000 applications in whenever they was recruiting, and everyone who got the job had to put 30.000 Euros up front. That was also a reason many FI's did not go to RYR, as they either did not want to pay this up front, or they simply did not have the money to pay for it.
The fact that this payment of 30.000 Euros have been changed I believe to 5.000 Euros + bond, shows how desperate RYR was to get pilots, as nobody was willing to sign up to such bad TC's, paying 30.000 Euros up front, and not even being employed by the company, no guarantee of employment.
After informing RYR that there was an error in the application, by using the wrong year by mistake, RYR suddenly went very silent for around a week, despite previous days being contact every day to arrange for assessment. And suddenly got email that they cancelled the assessment, and was written in the response that had noting to do with the age error.
So RYR are / was very ageist. This was about 6 -7 years ago I think.
I know they did take in some over 30, as it would be breaking the law if they was ageist. So they would take maybe 1 in 100, just for the appearance.
These FI's now all have good jobs, and most of them are Captains now with other airlines. As I recall that period RYR had 5000 applications in whenever they was recruiting, and everyone who got the job had to put 30.000 Euros up front. That was also a reason many FI's did not go to RYR, as they either did not want to pay this up front, or they simply did not have the money to pay for it.
The fact that this payment of 30.000 Euros have been changed I believe to 5.000 Euros + bond, shows how desperate RYR was to get pilots, as nobody was willing to sign up to such bad TC's, paying 30.000 Euros up front, and not even being employed by the company, no guarantee of employment.
