Expected cost of zero to frozen ATPL
Chieftan o'the Pudden Race
Join Date: Nov 1997
Location: Scotland usually, and often other parts of Europe
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JAA Frozen ATPL:
Modular Route
PPL (in UK) Approx £ 4,000
Hour building (US/SA) Approx £ 3,000
ATPL Groundschool Approx £ 3,000 (inc exam fees)
CPL Approx £ 6500 (inc ME Rating and fees)
Instrument Rating Approx £ 14,000
Living Costs for 10 months £ 8-10,000
Total £ 38,500 - 40,500
All costs are approximate, best to add at least 20% to the total to take into account unforeseen circumstances (crap wx, resits etc etc)
Integrated Route
£ 55,000 - 75,000 at a guess.
Modular Route
PPL (in UK) Approx £ 4,000
Hour building (US/SA) Approx £ 3,000
ATPL Groundschool Approx £ 3,000 (inc exam fees)
CPL Approx £ 6500 (inc ME Rating and fees)
Instrument Rating Approx £ 14,000
Living Costs for 10 months £ 8-10,000
Total £ 38,500 - 40,500
All costs are approximate, best to add at least 20% to the total to take into account unforeseen circumstances (crap wx, resits etc etc)
Integrated Route
£ 55,000 - 75,000 at a guess.
I wonder if there would be much of a saving by doing as much as possible in the USA/Oz/NZ/SA?
I was thinking of the way an ICAO ATPL/IR holder converting to the JAR ATPL 'only' has to do 15 hrs min IR training. Are there equivalents for the other licence/rating levels?
Lots & lots of variations but, say, get a US PPL, CPL, IR & hour build, then back to UK for a conversion. Given the current US paranoia over all things aviation maybe only the PPL, IR & hour build to avoid the visa hassles?
I suppose you'd have to compare for each stage the airfare/accommodation/living expenses + training costs using whatever is a justifiable exchange rate
Just an idle thought...
I was thinking of the way an ICAO ATPL/IR holder converting to the JAR ATPL 'only' has to do 15 hrs min IR training. Are there equivalents for the other licence/rating levels?
Lots & lots of variations but, say, get a US PPL, CPL, IR & hour build, then back to UK for a conversion. Given the current US paranoia over all things aviation maybe only the PPL, IR & hour build to avoid the visa hassles?
I suppose you'd have to compare for each stage the airfare/accommodation/living expenses + training costs using whatever is a justifiable exchange rate
Just an idle thought...
Join Date: Mar 1999
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What about the time frame?
I'm in the position that I'll need to do the ATPL exams (distance learning), Multi Engine CPL and IR.
I reckon £25K (excl. living costs) should cover it. I'm not afraid of spending that kind of money because I really want to do the job. Can't think of anything else I'd rather do.
(Well, I had a mate who was a Production Assistant for the Playboy Channel. That sounded like a good job, v. enjoyable, but not exactly a career).
I'm in the position that I'll need to do the ATPL exams (distance learning), Multi Engine CPL and IR.
I reckon £25K (excl. living costs) should cover it. I'm not afraid of spending that kind of money because I really want to do the job. Can't think of anything else I'd rather do.
(Well, I had a mate who was a Production Assistant for the Playboy Channel. That sounded like a good job, v. enjoyable, but not exactly a career).
Chieftan o'the Pudden Race
Join Date: Nov 1997
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WX Man,
If you already have a PPL and don't need to build hours allow 6 months for the ground school if residential (possibly more if distance learning) and at least 4 months for the CPL & IR training.
If you already have a PPL and don't need to build hours allow 6 months for the ground school if residential (possibly more if distance learning) and at least 4 months for the CPL & IR training.
Jet Blast Rat
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Tinstaafl
Only problem with that course is that many employers ask for an approved course, or else non-approved but with more hours (commonly at least 1000 for example BA City Express ask for this). A conversion from a US IR is not an approved course. This puts the student in the position of the old CAA "self-improver" but with fewer hours. The small saving in cost may not be worth it.
It also leaves a student with very little UK flying experience, also unpopular with some employers, and increasing likelihood of failing the CPL skills test or the IRT which reduces employment prospects (a first-time pass at IR is very helpful).
Only problem with that course is that many employers ask for an approved course, or else non-approved but with more hours (commonly at least 1000 for example BA City Express ask for this). A conversion from a US IR is not an approved course. This puts the student in the position of the old CAA "self-improver" but with fewer hours. The small saving in cost may not be worth it.
It also leaves a student with very little UK flying experience, also unpopular with some employers, and increasing likelihood of failing the CPL skills test or the IRT which reduces employment prospects (a first-time pass at IR is very helpful).
