Easyjet MPL, CX Cadet or Self Funded?
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Easyjet MPL, CX Cadet or Self Funded?
I'm looking to start flight training and not really sure which would be the best option for me in the current market. I've saved enough to allow me to go self funded and I qualify for cadet programmes so currently my options are:
So my questions are:
If you were in my position, which of these options would you go for?
- Easyjet MPL Cadet Programme - have read all the posts about cadets being dropped etc. but this is still a most direct way of getting onto a jet
- Self funded UK CAA/EASA fATPL (integrated) - no guaranteed employment at the end of the course (done the research and integrated is the way to go for me)
- CX Cadet Programme - have read all the posts about current CX conditions/contract and long time before upgrade to FO (if ever) but also a direct way to be on a widebody
So my questions are:
If you were in my position, which of these options would you go for?
- Go for the most direct route to hands on jet flying but run the risk of being stuck with a MPL and/or with no job?
- How risky do you think the MPL course is given that Europe is in/heading towards post-COVID recovery?
- Self fund a UK CAA & EASA fATPL and hope the job market will be positive when done with the course? What do you think the job market will be like in 2024/25?
- I note that if I choose this route, I'm unlikely to be able to be offered a job with Easyjet as they're only taking cadets from CAE (as mentioned on this forum), so that would be one opportunity out the window right off the bat
- Or spend 5-7 years (according to posts I've read) in the jumpseat of a widebody hoping to eventually upgrade to FO whilst being close to family and friends
You mention easyjet and CX. Do you have the right to live and work in both the UK and HK?
Short haul vs long haul are two very different operations. Whether you're a short haul FO or long haul SO you're still getting paid and building hours.
Also why do you think that Integrated is the way to go, when modular is quicker and cheaper?
Short haul vs long haul are two very different operations. Whether you're a short haul FO or long haul SO you're still getting paid and building hours.
Also why do you think that Integrated is the way to go, when modular is quicker and cheaper?
I'm looking to start flight training and not really sure which would be the best option for me in the current market. I've saved enough to allow me to go self funded and I qualify for cadet programmes so currently my options are:
So my questions are:
If you were in my position, which of these options would you go for?
- Easyjet MPL Cadet Programme - have read all the posts about cadets being dropped etc. but this is still a most direct way of getting onto a jet
- Self funded UK CAA/EASA fATPL (integrated) - no guaranteed employment at the end of the course (done the research and integrated is the way to go for me)
- CX Cadet Programme - have read all the posts about current CX conditions/contract and long time before upgrade to FO (if ever) but also a direct way to be on a widebody
So my questions are:
If you were in my position, which of these options would you go for?
- Go for the most direct route to hands on jet flying but run the risk of being stuck with a MPL and/or with no job?
- How risky do you think the MPL course is given that Europe is in/heading towards post-COVID recovery?
- Self fund a UK CAA & EASA fATPL and hope the job market will be positive when done with the course? What do you think the job market will be like in 2024/25?
- I note that if I choose this route, I'm unlikely to be able to be offered a job with Easyjet as they're only taking cadets from CAE (as mentioned on this forum), so that would be one opportunity out the window right off the bat
- Or spend 5-7 years (according to posts I've read) in the jumpseat of a widebody hoping to eventually upgrade to FO whilst being close to family and friends
Option 3 is totally dependent on you. If you are from Hong Kong and want to stay there it seems reasonable. For a European looking east, it looks a truly ghastly option given the decimation of Cathay from covid and the whole Chinasation of Hong Kong that’s happening.
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I'm going to share something which on PPRUNE would be considered controversial, but that is my recommendation for the Generation easyJet MPL programme.
People tend to be overtly against the MPL programme however there are some key details people often gloss over when criticising it.
Most commonly, is the comments towards cadets being dropped during the pandemic. The points often raised are:
Please note, this information comes directly from the cadets themselves and current EZY pilots.
When it comes to the modular vs integrated debate, my read of the situation is that if you are dead set on the airlines - the MPL programme makes things much more competitive.
The MPL scheme, which includes the cost of the A320 type rating, is around £78,000. The typical cost of the A320 rating, if your airline makes you pay for it, costs £20,000+. The modular route in the UK can easily cost between £50,000 to £80,000. Of course, if you can do this abroad you can most likely do it all much cheaper.
Therefore, I believe that in this current market, if your priority is to work as an airline pilot, the EZY MPL scheme is by far the better choice. Not only is it financially similar in total cost, but it also takes as quick as 14 months from 0 to type rated and probably lies on the higher end of chances of landing a job at an airliner (when compared to going the ATPL integrated or modular route and applying directly).
Of course, you absolutely must be aware of the cons of the MPL - the fact that you will have to work for easyJet until 1500 hours (where the (f)ATPL can also become unfrozen). Therefore, I'd recommend having a contingency plan for a worst case scenario (e.g. easyJet going bust like flybe). Though the aviation industry is far from predictable however, easyJet has long been one of the most successful airlines in Europe.
All in all, I'd say whichever path you take you need to have contingency plans because none of the paths to the RHS can provide any form of guarantee. That said, people knock the MPL route but when it comes to easyJet - it works.
People tend to be overtly against the MPL programme however there are some key details people often gloss over when criticising it.
Most commonly, is the comments towards cadets being dropped during the pandemic. The points often raised are:
- MPL Cadets who had contracts with easyJet were dropped and left with a 'useless' license.
- MPL Cadets were forced to pay extortionate fees to switch to an (f)ATPL course.
- As with almost every single airline, easyJet had to put a hiring freeze on during the height of the pandemic.
- easyJet did drop the contracts for all of their cadets, but reassured them that once hiring would resume they would be offered contracts and hired as SOs as planned.
- MPL Cadets were not forced to switch to (f)ATPL, and those who did not found themselves to be in a much better position and in some cases given priority when hiring restarted.
- Every single MPL cadet who was due to be hired before the pandemic, has been hired at easyJet or is very soon to be (barring those who withdrew/failed assessments etc.).
Please note, this information comes directly from the cadets themselves and current EZY pilots.
When it comes to the modular vs integrated debate, my read of the situation is that if you are dead set on the airlines - the MPL programme makes things much more competitive.
The MPL scheme, which includes the cost of the A320 type rating, is around £78,000. The typical cost of the A320 rating, if your airline makes you pay for it, costs £20,000+. The modular route in the UK can easily cost between £50,000 to £80,000. Of course, if you can do this abroad you can most likely do it all much cheaper.
Therefore, I believe that in this current market, if your priority is to work as an airline pilot, the EZY MPL scheme is by far the better choice. Not only is it financially similar in total cost, but it also takes as quick as 14 months from 0 to type rated and probably lies on the higher end of chances of landing a job at an airliner (when compared to going the ATPL integrated or modular route and applying directly).
Of course, you absolutely must be aware of the cons of the MPL - the fact that you will have to work for easyJet until 1500 hours (where the (f)ATPL can also become unfrozen). Therefore, I'd recommend having a contingency plan for a worst case scenario (e.g. easyJet going bust like flybe). Though the aviation industry is far from predictable however, easyJet has long been one of the most successful airlines in Europe.
All in all, I'd say whichever path you take you need to have contingency plans because none of the paths to the RHS can provide any form of guarantee. That said, people knock the MPL route but when it comes to easyJet - it works.
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Theholdingpoint yes, sorry I left that out. But that is why I'm unsure of which path to take as I will be paying for training anyway, should I be getting a more traditional licence with no job opportunity or risk holding a 'useless' licence if the job opportunity doesn't materialise?
Just to add, CX is fully funded initially but you have to pay back 50% of the training costs through a salary reduction upon joining as SO as far as I'm aware.
V_2 I'll need to decide which path to go first before getting a medical as some options, like CX, the medical is part of the interview process
rudestuff yes, I have rights to both UK and HK. As a short haul FO I would be getting "P2" hours which are widely recognised but as a SO in CX I will be getting"P2X" hours which are not recognised by any other employer so I'll be stuck at CX until they decide to upgrade me to FO to start building useful hours. The current upgrade time is around 7 years according to another section of the forum which is why I'm hesitant as I'll be nearly 40 when I'm finally at the controls of an aircraft
VariablePitchP rudestuff the integrated programmes I'm looking at allows me to get both UK CAA and EASA licences and as I'll be moving abroad if I go down this route, the option of having accommodation included makes the whole process a lot easier. I haven't found any modular school that provides the same, if you or anyone could recommend schools that would be greatly appreciated
VariablePitchP Chinasation and the current state of CX is definitely not ideal, however, if it gets me a job flying then I'd be ok to stay here as after all this is home. But having the opportunity to work in the UK and gain hands on flying experience and not taking it to instead work as a SO for 7 years not doing anything seems like it won't do my flying career any good
Thanks, everyone!
Just to add, CX is fully funded initially but you have to pay back 50% of the training costs through a salary reduction upon joining as SO as far as I'm aware.
V_2 I'll need to decide which path to go first before getting a medical as some options, like CX, the medical is part of the interview process
rudestuff yes, I have rights to both UK and HK. As a short haul FO I would be getting "P2" hours which are widely recognised but as a SO in CX I will be getting"P2X" hours which are not recognised by any other employer so I'll be stuck at CX until they decide to upgrade me to FO to start building useful hours. The current upgrade time is around 7 years according to another section of the forum which is why I'm hesitant as I'll be nearly 40 when I'm finally at the controls of an aircraft
VariablePitchP rudestuff the integrated programmes I'm looking at allows me to get both UK CAA and EASA licences and as I'll be moving abroad if I go down this route, the option of having accommodation included makes the whole process a lot easier. I haven't found any modular school that provides the same, if you or anyone could recommend schools that would be greatly appreciated
VariablePitchP Chinasation and the current state of CX is definitely not ideal, however, if it gets me a job flying then I'd be ok to stay here as after all this is home. But having the opportunity to work in the UK and gain hands on flying experience and not taking it to instead work as a SO for 7 years not doing anything seems like it won't do my flying career any good
Thanks, everyone!
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ClassicRupert thank you for your detailed response. a lot of my concerns about the easyjet MPL stems from things I've read here of PPRuNe so thank you for clarifying. Can I ask whether you're working for easyjet or you just know a lot of easyjet cadets/pilots?
I've also considered the cost of the MPL vs fATPL + type rating and I also agree that the MPL will be much more cost efficient with the added benefit of a possible job at the end of it but posts on PPRuNe and the 'usefulness' of the MPL made me concerned and thus led to the creation of this thread. You mention doing the training abroad but I believe you can't obtain a UK CAA licence if training is conducted outside of the UK?
I wasn't aware that the MPL was only a 14 month course, that is definitely an advantage. And I agree that a contingency plan is needed but what would these be when you're holding a MPL with less than 1500 hours? I know that you can convert it to a traditional CPL/fATPL via additional training and hour building but is that the only option? I've read that previous MPLs that were affected by Stirling's closure were hired by another airline but I think this is quite rare.
Also, please correct me if I'm wrong but I'm under the impression that to build 1500 hours at easyjet will only take 2-3 years in normal flying conditions. How long would it take in the current post-COVID market?
Thanks!
I've also considered the cost of the MPL vs fATPL + type rating and I also agree that the MPL will be much more cost efficient with the added benefit of a possible job at the end of it but posts on PPRuNe and the 'usefulness' of the MPL made me concerned and thus led to the creation of this thread. You mention doing the training abroad but I believe you can't obtain a UK CAA licence if training is conducted outside of the UK?
I wasn't aware that the MPL was only a 14 month course, that is definitely an advantage. And I agree that a contingency plan is needed but what would these be when you're holding a MPL with less than 1500 hours? I know that you can convert it to a traditional CPL/fATPL via additional training and hour building but is that the only option? I've read that previous MPLs that were affected by Stirling's closure were hired by another airline but I think this is quite rare.
Also, please correct me if I'm wrong but I'm under the impression that to build 1500 hours at easyjet will only take 2-3 years in normal flying conditions. How long would it take in the current post-COVID market?
Thanks!
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Right now, I think every one who can fly is flying. I would think that an easyJet FO (in the UK) on a full time contract will easily crack 1500 hours in 2 to 3 years.
Theholdingpoint yes, sorry I left that out. But that is why I'm unsure of which path to take as I will be paying for training anyway, should I be getting a more traditional licence with no job opportunity or risk holding a 'useless' licence if the job opportunity doesn't materialise?
Just to add, CX is fully funded initially but you have to pay back 50% of the training costs through a salary reduction upon joining as SO as far as I'm aware.
Just to add, CX is fully funded initially but you have to pay back 50% of the training costs through a salary reduction upon joining as SO as far as I'm aware.
If you can consider other airlines go modular while working. You'll have a good plan B and some money left. The easy MPL is not compatible with a job, so you should also take into account 2/3 years with no income.
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Something being overlooked here is your prospects of being offered a place on the MPL or with CX. I know neither are open and available to all. Just something to consider.
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redsnail thanks for confirming this
Theholdingpoint thanks for the advice. I am open to all airlines but I'm just worried about job opportunities after I'm done with my training. Would you have any recommendations for schools in the UK to go modular with? (preferably can offer dual licence)
contactapproach thanks for raising this and yes, I'm aware that I might not be offered a place on either programme but I just want to know which path I should concentrate my time on as each has their own individual requirements when it comes to assessment, interview, time and location
Theholdingpoint thanks for the advice. I am open to all airlines but I'm just worried about job opportunities after I'm done with my training. Would you have any recommendations for schools in the UK to go modular with? (preferably can offer dual licence)
contactapproach thanks for raising this and yes, I'm aware that I might not be offered a place on either programme but I just want to know which path I should concentrate my time on as each has their own individual requirements when it comes to assessment, interview, time and location
I'm going to share something which on PPRUNE would be considered controversial, but that is my recommendation for the Generation easyJet MPL programme.
People tend to be overtly against the MPL programme however there are some key details people often gloss over when criticising it.
Most commonly, is the comments towards cadets being dropped during the pandemic. The points often raised are:
Please note, this information comes directly from the cadets themselves and current EZY pilots.
When it comes to the modular vs integrated debate, my read of the situation is that if you are dead set on the airlines - the MPL programme makes things much more competitive.
The MPL scheme, which includes the cost of the A320 type rating, is around £78,000. The typical cost of the A320 rating, if your airline makes you pay for it, costs £20,000+. The modular route in the UK can easily cost between £50,000 to £80,000. Of course, if you can do this abroad you can most likely do it all much cheaper.
Therefore, I believe that in this current market, if your priority is to work as an airline pilot, the EZY MPL scheme is by far the better choice. Not only is it financially similar in total cost, but it also takes as quick as 14 months from 0 to type rated and probably lies on the higher end of chances of landing a job at an airliner (when compared to going the ATPL integrated or modular route and applying directly).
Of course, you absolutely must be aware of the cons of the MPL - the fact that you will have to work for easyJet until 1500 hours (where the (f)ATPL can also become unfrozen). Therefore, I'd recommend having a contingency plan for a worst case scenario (e.g. easyJet going bust like flybe). Though the aviation industry is far from predictable however, easyJet has long been one of the most successful airlines in Europe.
All in all, I'd say whichever path you take you need to have contingency plans because none of the paths to the RHS can provide any form of guarantee. That said, people knock the MPL route but when it comes to easyJet - it works.
People tend to be overtly against the MPL programme however there are some key details people often gloss over when criticising it.
Most commonly, is the comments towards cadets being dropped during the pandemic. The points often raised are:
- MPL Cadets who had contracts with easyJet were dropped and left with a 'useless' license.
- MPL Cadets were forced to pay extortionate fees to switch to an (f)ATPL course.
- As with almost every single airline, easyJet had to put a hiring freeze on during the height of the pandemic.
- easyJet did drop the contracts for all of their cadets, but reassured them that once hiring would resume they would be offered contracts and hired as SOs as planned.
- MPL Cadets were not forced to switch to (f)ATPL, and those who did not found themselves to be in a much better position and in some cases given priority when hiring restarted.
- Every single MPL cadet who was due to be hired before the pandemic, has been hired at easyJet or is very soon to be (barring those who withdrew/failed assessments etc.).
Please note, this information comes directly from the cadets themselves and current EZY pilots.
When it comes to the modular vs integrated debate, my read of the situation is that if you are dead set on the airlines - the MPL programme makes things much more competitive.
The MPL scheme, which includes the cost of the A320 type rating, is around £78,000. The typical cost of the A320 rating, if your airline makes you pay for it, costs £20,000+. The modular route in the UK can easily cost between £50,000 to £80,000. Of course, if you can do this abroad you can most likely do it all much cheaper.
Therefore, I believe that in this current market, if your priority is to work as an airline pilot, the EZY MPL scheme is by far the better choice. Not only is it financially similar in total cost, but it also takes as quick as 14 months from 0 to type rated and probably lies on the higher end of chances of landing a job at an airliner (when compared to going the ATPL integrated or modular route and applying directly).
Of course, you absolutely must be aware of the cons of the MPL - the fact that you will have to work for easyJet until 1500 hours (where the (f)ATPL can also become unfrozen). Therefore, I'd recommend having a contingency plan for a worst case scenario (e.g. easyJet going bust like flybe). Though the aviation industry is far from predictable however, easyJet has long been one of the most successful airlines in Europe.
All in all, I'd say whichever path you take you need to have contingency plans because none of the paths to the RHS can provide any form of guarantee. That said, people knock the MPL route but when it comes to easyJet - it works.
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Hello guys, I have some question about CAE funding partnerships for the MPL Generation Easyjet. I was reading on the website that financial partners are only from few countries which in Europe are Spain, Belgium, France and Portugal. May I apply to one of the funding solutions offered by the financial institutions of these countries as an Italian resident?
In that case CAE act as an intermediary? On the website I read only for Spanish, French, Portugal, Belgium residents...
In that case CAE act as an intermediary? On the website I read only for Spanish, French, Portugal, Belgium residents...
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Easyjet MPL now
Hi everyone,
I'm here to ask your opinion about starting an Easyjet MPL course right now. I'm aware of all the pros and cons about the MPL but that's the whole point... do you think at this stage Easyjet is a reliable company to start an MPL with? My other option is classic modular ATPL which would allow me to keep my current job I guess. I have also been looking at the Ryanair mentored programme, but I see everyone claiming that it really has got no point... in the end I would find myself having to pass the same selection as a generic ATPL school guy with little to no real advantage and about 7k euros more to pay. So what do you suggest? Thanks everybody. P.s I'm not a rich guy to make it simple so my concern is: Would I be able to fund an Easyjet MPL with an italian bank loan (I'm from Italy)?
I'm here to ask your opinion about starting an Easyjet MPL course right now. I'm aware of all the pros and cons about the MPL but that's the whole point... do you think at this stage Easyjet is a reliable company to start an MPL with? My other option is classic modular ATPL which would allow me to keep my current job I guess. I have also been looking at the Ryanair mentored programme, but I see everyone claiming that it really has got no point... in the end I would find myself having to pass the same selection as a generic ATPL school guy with little to no real advantage and about 7k euros more to pay. So what do you suggest? Thanks everybody. P.s I'm not a rich guy to make it simple so my concern is: Would I be able to fund an Easyjet MPL with an italian bank loan (I'm from Italy)?
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Posted this on another thread but will add here as well:
I was on the modular route and have taken the decision (unpopular I know) to switch to the easyJet MPL with CAE because:
i. it's more expensive but actually not by that much compared to (for example) modular @£50k plus Ryanair TR @£30k which is the most obvious route in for modular students at the moment. The MPL was £78k excl. accommodation with CAE (they charge in EUR and exchange rate will have changed that for the worse but luckily my savings aren't in pounds).
ii. Starting salary is better at EZY and goes up quite quickly. Looking at the lifetime return on investment, getting on a rising salary scale quickly is worth a lot of money across a whole career and will make up for the slightly higher cost (if it even is more expensive) a few times over. Plus EZY seem to have a better reputation as an employer than Ryanair or Wizz, so it is conceivably somewhere to stay for a career.
The risks are well known and understood. My understanding is that everyone that remained on the EZY MPL during covid has now restarted the MPL training if they haven't already finished and been employed by EZY. Obviously a horrible couple of years but they will all have got there in the end.
Is it correct that the really unlucky ones were those that switched out of the MPL onto the ATPL at great cost and now are not being employed by EZY?
I was on the modular route and have taken the decision (unpopular I know) to switch to the easyJet MPL with CAE because:
i. it's more expensive but actually not by that much compared to (for example) modular @£50k plus Ryanair TR @£30k which is the most obvious route in for modular students at the moment. The MPL was £78k excl. accommodation with CAE (they charge in EUR and exchange rate will have changed that for the worse but luckily my savings aren't in pounds).
ii. Starting salary is better at EZY and goes up quite quickly. Looking at the lifetime return on investment, getting on a rising salary scale quickly is worth a lot of money across a whole career and will make up for the slightly higher cost (if it even is more expensive) a few times over. Plus EZY seem to have a better reputation as an employer than Ryanair or Wizz, so it is conceivably somewhere to stay for a career.
The risks are well known and understood. My understanding is that everyone that remained on the EZY MPL during covid has now restarted the MPL training if they haven't already finished and been employed by EZY. Obviously a horrible couple of years but they will all have got there in the end.
Is it correct that the really unlucky ones were those that switched out of the MPL onto the ATPL at great cost and now are not being employed by EZY?
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Posted this on another thread but will add here as well:
I was on the modular route and have taken the decision (unpopular I know) to switch to the easyJet MPL with CAE because:
i. it's more expensive but actually not by that much compared to (for example) modular @£50k plus Ryanair TR @£30k which is the most obvious route in for modular students at the moment. The MPL was £78k excl. accommodation with CAE (they charge in EUR and exchange rate will have changed that for the worse but luckily my savings aren't in pounds).
ii. Starting salary is better at EZY and goes up quite quickly. Looking at the lifetime return on investment, getting on a rising salary scale quickly is worth a lot of money across a whole career and will make up for the slightly higher cost (if it even is more expensive) a few times over. Plus EZY seem to have a better reputation as an employer than Ryanair or Wizz, so it is conceivably somewhere to stay for a career.
The risks are well known and understood. My understanding is that everyone that remained on the EZY MPL during covid has now restarted the MPL training if they haven't already finished and been employed by EZY. Obviously a horrible couple of years but they will all have got there in the end.
Is it correct that the really unlucky ones were those that switched out of the MPL onto the ATPL at great cost and now are not being employed by EZY?
I was on the modular route and have taken the decision (unpopular I know) to switch to the easyJet MPL with CAE because:
i. it's more expensive but actually not by that much compared to (for example) modular @£50k plus Ryanair TR @£30k which is the most obvious route in for modular students at the moment. The MPL was £78k excl. accommodation with CAE (they charge in EUR and exchange rate will have changed that for the worse but luckily my savings aren't in pounds).
ii. Starting salary is better at EZY and goes up quite quickly. Looking at the lifetime return on investment, getting on a rising salary scale quickly is worth a lot of money across a whole career and will make up for the slightly higher cost (if it even is more expensive) a few times over. Plus EZY seem to have a better reputation as an employer than Ryanair or Wizz, so it is conceivably somewhere to stay for a career.
The risks are well known and understood. My understanding is that everyone that remained on the EZY MPL during covid has now restarted the MPL training if they haven't already finished and been employed by EZY. Obviously a horrible couple of years but they will all have got there in the end.
Is it correct that the really unlucky ones were those that switched out of the MPL onto the ATPL at great cost and now are not being employed by EZY?
To me the fact that I would not be employable for another Company before I can convert to ATPL (btw how much does It cost?) doesn't really mean It is a limitation to the MPL, as I don't necessarily see my self getting out of easyJet of the overall conditions are quite good as you Say...
But.
About the money ... Can I fund It with an Italian bank loan?Thanks
Posted this on another thread but will add here as well:
I was on the modular route and have taken the decision (unpopular I know) to switch to the easyJet MPL with CAE because:
i. it's more expensive but actually not by that much compared to (for example) modular @£50k plus Ryanair TR @£30k which is the most obvious route in for modular students at the moment. The MPL was £78k excl. accommodation with CAE (they charge in EUR and exchange rate will have changed that for the worse but luckily my savings aren't in pounds).
ii. Starting salary is better at EZY and goes up quite quickly. Looking at the lifetime return on investment, getting on a rising salary scale quickly is worth a lot of money across a whole career and will make up for the slightly higher cost (if it even is more expensive) a few times over. Plus EZY seem to have a better reputation as an employer than Ryanair or Wizz, so it is conceivably somewhere to stay for a career.
The risks are well known and understood. My understanding is that everyone that remained on the EZY MPL during covid has now restarted the MPL training if they haven't already finished and been employed by EZY. Obviously a horrible couple of years but they will all have got there in the end.
Is it correct that the really unlucky ones were those that switched out of the MPL onto the ATPL at great cost and now are not being employed by EZY?
I was on the modular route and have taken the decision (unpopular I know) to switch to the easyJet MPL with CAE because:
i. it's more expensive but actually not by that much compared to (for example) modular @£50k plus Ryanair TR @£30k which is the most obvious route in for modular students at the moment. The MPL was £78k excl. accommodation with CAE (they charge in EUR and exchange rate will have changed that for the worse but luckily my savings aren't in pounds).
ii. Starting salary is better at EZY and goes up quite quickly. Looking at the lifetime return on investment, getting on a rising salary scale quickly is worth a lot of money across a whole career and will make up for the slightly higher cost (if it even is more expensive) a few times over. Plus EZY seem to have a better reputation as an employer than Ryanair or Wizz, so it is conceivably somewhere to stay for a career.
The risks are well known and understood. My understanding is that everyone that remained on the EZY MPL during covid has now restarted the MPL training if they haven't already finished and been employed by EZY. Obviously a horrible couple of years but they will all have got there in the end.
Is it correct that the really unlucky ones were those that switched out of the MPL onto the ATPL at great cost and now are not being employed by EZY?
With no chances to work while studying.
Hi everyone,
I'm here to ask your opinion about starting an Easyjet MPL course right now. I'm aware of all the pros and cons about the MPL but that's the whole point... do you think at this stage Easyjet is a reliable company to start an MPL with? My other option is classic modular ATPL which would allow me to keep my current job I guess. I have also been looking at the Ryanair mentored programme, but I see everyone claiming that it really has got no point... in the end I would find myself having to pass the same selection as a generic ATPL school guy with little to no real advantage and about 7k euros more to pay. So what do you suggest? Thanks everybody. P.s I'm not a rich guy to make it simple so my concern is: Would I be able to fund an Easyjet MPL with an italian bank loan (I'm from Italy)?
I'm here to ask your opinion about starting an Easyjet MPL course right now. I'm aware of all the pros and cons about the MPL but that's the whole point... do you think at this stage Easyjet is a reliable company to start an MPL with? My other option is classic modular ATPL which would allow me to keep my current job I guess. I have also been looking at the Ryanair mentored programme, but I see everyone claiming that it really has got no point... in the end I would find myself having to pass the same selection as a generic ATPL school guy with little to no real advantage and about 7k euros more to pay. So what do you suggest? Thanks everybody. P.s I'm not a rich guy to make it simple so my concern is: Would I be able to fund an Easyjet MPL with an italian bank loan (I'm from Italy)?
As far as I know there are a couple of banks willing to finance part of the training, but it won't go anywhere near the full cost (max about 70k €) and the interest rates are over 3%.
That means a ~700€/month repayment at least (over 10 years).