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Becoming a pilot After COVID-19

Old 22nd May 2020, 19:53
  #181 (permalink)  
 
Join Date: Nov 2006
Location: UK
Age: 31
Posts: 128
Originally Posted by Trickies View Post
Hello,

Hope all are keeping well.

Despite our current extraordinary circumstances. I have been looking into two integrated flight training courses. Those being FTE Jerez and also L3 Harris.
Any information on them? I have read about L3 having a few issues.

What is the general thoughts on going modular, is that more suitable with the issues in the industry?

I am fully aware that the industry is currently in turmoil... would that encourage the modular route being the better?

Thank you
Modular course right now just depends on what your local FTOs offer; itís definitely the safest approach to flight training. Iíd spread it out over a few years, PPL then CPL and re-evaluate before going for MCC/IR etc. With a modular course you can at least put the brake on training if you feel youíre not heading in the right direction for whatever reason.

I have the money myself sat in a bank account and a well paid job so I would suite a modular course better anyway. But I wouldnít dream of doing an integrated course over the next several years. The risk of financial loss due to upfront costs and lack of jobs plus security mostly.

The industry will recover but we are in no sensible position to predict it any further than what the airline boards have already, which were based on Q1 and partial Q2 figures.
squidie is offline  
Old 31st May 2020, 16:22
  #182 (permalink)  
 
Join Date: May 2020
Location: Colombia
Posts: 1
Hi guys,

What is better to get a job when aviation recovers, a pilot with 1500hrs flown in a Cessna 172 or a pilot with 350hrs but with a type rating in the airplane to be flown in the airline?
pilotssky is offline  
Old 1st Jun 2020, 08:40
  #183 (permalink)  
 
Join Date: Nov 2019
Location: Orbit
Posts: 16
Originally Posted by harveyst View Post
What amazes me is how these conversations ALWAYS descend in to name calling and arguing! People are genuinely looking for advice and help, common sense would say Ďgo to a forum with pilots and ask them for assistanceí. Give it a few days and itís chaos.
I understand that people will have different ideas about the way to proceed with training and the effect of COVID on the industry. But letís try and be mature, help each other out and be respectful to one another.
every thread is full to brim with Ďglossy brochure thisí and Ďmummy and daddy thatí with the odd splattering ĎYou are an idiot if you donít go modularí.
itís not helpful.
rant over! Peace
Yes, exactly! Very well said.
MADMAX190 is offline  
Old 1st Jun 2020, 11:32
  #184 (permalink)  
 
Join Date: Feb 2018
Location: House with chimney
Posts: 8
Originally Posted by Peter Ahonsi View Post
Modular student currently doing my PPL at Redhill aviation. Given the current state of the industry i am u sure where continuing my training is the right thing to do for now i plan to finish my PPL first. I was wondering what people thought of the timeline is spacing out a good idea would i end up finishing my training potentially during a next hiring wave.
Night Rating - October 2020

Hour Building: September 2020- February 2022

ATPLs: September 2022 - December 2023 (15months ATPLs Passed ) -

Commercial Training- June 2024 Multi- Engine Piston Rating : Multi- Engine instrument rating: CPL
I would advise you to start ATPL theory caurse right after PPL and do some hour building along in order not to forget flying.
ATPL also covers CPL theory and IR theory. You have quite enough time to get those ratings after ATPL theory and postpone huge payments for advance courses like SEIR, ME, and CPL are. Donít forget once you have a rating you have to prolong it every year.
Rolercoaster79 is offline  
Old 2nd Jun 2020, 00:10
  #185 (permalink)  
 
Join Date: Jul 2019
Location: Sky
Posts: 19
Originally Posted by pilotssky View Post
Hi guys,

What is better to get a job when aviation recovers, a pilot with 1500hrs flown in a Cessna 172 or a pilot with 350hrs but with a type rating in the airplane to be flown in the airline?
Hello,

I recommend you take type training which is sponsored by airline.

A lot of European companies give their own type rating training to new graduates.

Type rating will be a burden for you without 500 or 1000 hours on A320/B737/etc.

Actually even the first officers that have 500 hours on A320/B737 are in danger. Because many small charter airlines are in trouble due to the coronavirus at the moment.
Bjornolf is offline  
Old 2nd Jun 2020, 01:56
  #186 (permalink)  
 
Join Date: Nov 2019
Location: Orbit
Posts: 16
Originally Posted by pilotssky View Post
Hi guys,

What is better to get a job once aviation recovers, a pilot with 1500hrs flown in a Cessna 172 or a pilot with 350hrs but with a type rating in the airplane to be flown in the airline?
This depends on so many factors, not least, how the industry is doing for experienced candidates....which right now, there is a glut of.
Whether or not the European carriers, especially the low cost ones, are going to be more interested in hiring experience, or in hiring low time guys is anyone's guess. On the one hand, it would be sensible to hire experience, it would make training easier and more cost effective, as well as adding to safety. On the other hand, experienced guys are less likely to tolerate poor conditions and BS, so some low costs may be more inclined to take low time pilots as they will be more easily controlled, and have less to compare their shitty conditions/treatment to.
If the majority of carriers decide to hire the experienced guys first, then I'd say 1500 on a C172 is going to be more beneficial, as you're more likely to pick up a job flying a turboprop with this, not to mention, if you go that route, you'll pick up valuable decision making skills, as well as hand-flying skills which, I don't care what anyone says, you will NOT pick up in the RHS of an A320. Those skills will help you a lot in your simulator checks once you are flying that jet. It will also make you appreciate your job on that jet far more when you do get there, and probably make you less insufferable for the majority of captains! ;-)

On the other hand, it can't be denied that most of us want to get into that jet as soon as possible, IF airlines decide to go with the "cadet" route and hire low time guys, then obviously a type rating on said jet will make you more employable in what is going to be a VERY competitive market.

On the whole I'd probably say 1500 hours in a C172, or better still, 500 in a C172 and 500 in a twin, will get you a job somewhere, whereas the 350 hour option will be a risk. Unless you're a sponsored cadet with a "guarantee" (airlines use that term loosely sometimes so be careful) of joining an airline once graduated, I'd say option 1 is your best bet.
Good luck out there, this is a cruel industry.
MADMAX190 is offline  

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