Switching from Integrated to Modular
 

I can't find any information on the internet about switching over from an integrated to a modular course.

I have started my ATPL theory and sat some exams but I am now looking to change to become a modular student.
The criteria on doing ATPL exams is that you must be either a PPL Licence Holder or be an integrated student.
Since I will soon be neither of those things (as ab initio training starts with the theoretical exams, not flying), how will this affect the legality of my ATPL theoretical exams?

Any info/advice/experience on switching would be much appreciated!

Try to finish the ATPLs before leaving your integrated course, it will save you a whole lot of trouble.

Otherwise you'll have to obtain a PPL first (=go trough PPL theoretical + PPL Practical) before you can restart your ATPLs.
Which undoubtly will take a few months, meanwhile the period in which you will have to finish all of your ATPL exams will keep on ticking (max. 18 months counted from your first exam).
+ you'll have to find another groundschool (= paying again), which sucks if you've already paid your fees etc at the integrated school.

Some CAA's will even render your ATPL results invalid if you 'restart' your training program elsewhere, it is completely ridicilous but what can you do about it. Not all CAA's do this, so inform at your national CAA.

Have you already done some exams?

I have already started some ATPL exams and I am due to finish Groundschool with my current school as I have finished all of theory and just waiting for exam dates due to Covid delays.

I’ve heard mixed opinions on whether ATPL exams would supersede my PPL exams such that I wouldn’t need to do that theory as well.

With all due respect, a forum might not be the place to get your info from. Inform at your national CAA.

I can only speak for my national CAA's rules but I am pretty sure they're a direct copy+paste from the EASA part FCL and other relevant annexes.


Your ATPL(A) exams will supersede your PPL(A) exams if and only if you have succesfully completed all of your exams and thus posses an ATPL theoretical knowledge certificate.

If you change from an integrated to a modular flightschool, with incomplete ATPLs you will need to adhere to the modular student requirements. Effectively meaning that you will be required to posess a PPL license before you can finish your remaining ATPL subjects ---> your thusfar completed ATPL exams will not be counted towards your PPL theoretical knowledge certificate, you will still need to complete ALL PPL subjects as required for issueing your PPL license.

Hence my advice; stay at your current (integrated) school untill you've completed all of your ATPLs. If you revert to modular now and silently complete your exams while being administrated as a modular student without a ppl license, you will not comply with the modular requirements and your results might be rendered invalid by your CAA.

Don't take a risk

1. Inform at your national CAA.
2. If the above information applies, stay integrated or make sure you can finish both PPL + remaining ATPLs within the required 18 month timeframe.

Integrated to Modular
 

Hello guys,

I am an integrated ATPL student who recently finished ground school and is about to start VFR training. I should be finishing my MCC in a year, mabe less. The situation being what it is I am looking at options to weather the storm.

Does anyone know if it is possible to go from Integrated to modular? If so, how? I have all 14 ATPL theory modules validated but do not have a PPL, which is the first step of modular training.

You've done the hard bit. You can credit the ATPL exams downward for LAPL, PPL, CPL and IR. All you need to do is go and show those exams to a flight school, fly the hours and get the PPL.

Funny how everyone wants to go modular route nowadays

JiminyCricket

As long as you have completed all subjects and recieved a decleration from your CAA proving this (theoretical knowledge certificate) you will be fine.
Your ATPL theory will be credited towards your PPL, effectively meaning that you don't have to sit the PPL theoretical exams.

Thank you for the answers guys. I have individual resultsfor each subject but I will look into the certificate you mentioned.

You don't need one. The printout of your ATPL subject results will be sufficient to show the school, the PPL would be issued based on CAA records anyway.

Hey all, not wanting to start a new thread, found out that this would be the most appropriate one. I've spent quite a few time reading and scrolling through all the posts here and in other threads before registering to post this and came about some of the ideas I've already had in my mind. Nevertheless, some not so much so here it goes:

My story is just like many other stories you read here: childhood dream of becoming a pilot, etc, etc. Finding myself in my last year of High School, I've always imagined of going into an ATPL integrated next year (2021). However, things have changed quite a bit as you all know (some I imagine in the toughest way). For the past few months I've been considering enrolling through an university degree (grades are not a problem- here you need a certain average from your high school grades as well as nationwide exams to get into a certain course). There's always that bitter feeling of not starting the ATPL next year, but I do feel it is the best thing to do and, after all, 3 years of my life may sound too much now but it certainly won't when I flashback this time of my life later on when I'm older. With that said, I'd still like to somehow be involved with flying and the industry these next years and figured out getting a PPL may not be bad idea, as I can even hold my license before I am 18 which would only be December next year when I'm at university already and not with a lot of spare time. But here is where my questions arise:

- By getting a PPL now, would that not enable me from after university enrolling into an ATPL integraded since a part of it is already done? Or is it possible that schools may accomodate me?
- If the answer above is affirmative in the first case, will I automatically then be obliged to follow the modular route?
- Then, I've always had the interest of being connected with an airline through a cadet programe right from the beginning. By holding a PPL and that kind of previous aviation experience, would that put me aside comparing with those with no experience whom the airline may take from scratch? Basically, would I be prevented from getting into those cadet programmes that may exist again in a few years time?
- Finally, and I know this has been widely discussed here but the panorama may have changed now towards the future. In a few years time, and hypothetically given the fact that I've chosen the modular route, would I be disregarded in multiple airlines comparing with those who got straight out of an integrated course (not taking into account each one's backgrounds, solely the way they formed themselves towards an ATPL).

I do think this may be nice and I could enjoy myself by following this path, however I have these doubts which I think are part of the process.

Many thanks for reading until the end, hoping to get some answers/views on this.

here are some quick pointers:

1) the most important fact to take to mind: a flightschool is, unlike a university, a commercial business. They can decide to take you in as they see fit. PPL or not, highschool diploma or not, whatever.

2) the modular/integrated route has been widely discussed, please review some threads. But by using some simple mental gymnastics; imagine the following courses:

Course A: 120,000 payed up front, uniform, flightbag and rayban aviators included.

Course B: 60,000 pay as you go, no uniform included, 50 more flighthours, choose the airplanes you wish to fly, freedom to manage your own planning.

Course A and B are of equal quality and yield equal chances of obtaining a job.


What course would you choose?
And what if I called Course A ‘integrated’ and course B ‘modular’ which course would you choose?

Modular being inferior and unemployable is a meme created by integrated flightschools. I can’t blame you as you’re still new, but as you progress in the world or flightschools you’ll start to understand the integrated scam.

and regarding the airlines, nobody cares, modular and integrated students have been consistently hired in the past few years (bar some exceptions). If anything, you as a person (soft and hard skills) will be the biggest factor in being hired, not the name of a school on your resume.

BTW Don’t tunnelvision on a flight deck career, especially trough an integrated course. Imagine spending 120k on some phony integrated course. You’ll be 20ish years old, jobless and uneducated. How do you reckon to pay off your debts? It is a miserable outlook for someone who is just starting his adult life! Follow upon your plans of going to university, complete your PPL and take another ponder about commercial flying when the outlooks are better. 5 years seem like an eternity when you’re 17, but it is nothing and at that age +5 years will not reduce your chances of being hired due to old age :O

TTOscar

A really difficult time for aspiring aviators, and until vaccines are fully rolled out to ‘right the ship’, nothing much is going to change. That might take a while before the ripple effect cascades into aviation and increased demand for air travel with unfortunate increases in unemployment.

Go to University, obtain your quality degree, not necessarily aviation related, by which time you will be more mature, a definite quality required in aviation.
A T Snake provides sound advice.

The answer two above is often trotted out, but it isn’t really accurate.

Firstly, it isn’t a case of which method is cheaper since the modular is nearly always going to be cheaper. It was designed to be just that, At the end of the day you get the same licence and if you want to hold it aloft and show everybody then go the cheapest route every single time! I will sell you my bit of paper if you like, it comes with 25,000 hours attached and you can have it for a tenner! As a bit of paper it is worthless. I have the same driving licence as Lewis Hamilton but God knows I can’t get Mercedes Petronas to give me the time of day.

Secondly, “Cadet” doesn’t usually mean “low hour commercial pilot” It is normally a formal apprenticeship programme into Airline flying offered by specific airlines with such a programme. Most of those programmes require you to attend a full time course of approved (and integrated) training at recognised training establishments. That is where the cost differential arises. These schools are not “scams” but they are usually very expensive and as always there are no guarantees of seamless employment at the end of them even outside of a global industry crisis.

The idea that a fresh CPL holder is going to be just what airlines are looking for, is a fallacy. Airlines are usually looking for the best experience for the least cost. If you can find someone who’s experience enables you to have them producing revenue for the company in the shortest amount of time for the least input cost, then you have likely made a good business decision. Low hour pilots are very intensive on training costs and where cadet programmes are utilised that is offset by both an assurance as to the cadets training provenance (you real want to be familiar with their training heritage,) and the bulk of the training cost risk being placed on the candidate. Even then, the majority of successful applicants are likely to be pilots with good and relevant experience on their CV’s. Don't be hoodwinked into believing that it is a level playing field, because it isn’t. A typical 250 hour CPL holder is not what makes Airline recruiters eyes light up. Again, be sure to understand what is meant by the term “cadet.”

Over the last 40 years I have worked for 2 airlines with very strong cadet programmes. Nearly all of the successful applicants came through the recognised integrated training models. In the last decade, a significant proportion were MPL “cadets” and that is by its very nature a full time integrated course with further integration between the airline and the training school.

Having said that, and as you already appreciate, the air transport industry has been turned on its head. There are a lot of casualties in all walks of life but specifically in this one. For the last 9 months economies are on life support with eye watering sums of fiduciary money being pumped into keeping those same economies afloat. Paying down these borrowings is going to take a great deal longer than 9 months. If, back in February, without a pandemic there had been a global contraction of 10% to this industry, it would have sent its own shockwaves into the marketplace. Now a rebound (when it eventually comes) is likely to still result in a marketplace significantly weaker than just a 10% downturn. The question everybody wants to know is how long, and nobody can do other than speculate on the answer to that.

Ten years ago, one of my own children completed a full time course of integrated training and they have worked (now as a Captain) ever since graduating. Like everything, time results in evolution and you have to approach the market cautiously and realistically. My advice (and that is all it can ever be) is to keep your powder dry. By all means do a PPL and better yourself wherever the opportunity arises, but do not make any high risk investments without a much clearer vision of where the future market better lies.

Good luck!

African_TrouserSnake thank you very much for your inputs. Yes, I do agree that the years at university may sound like a pain now but in a few years time I'll look back and think it went by quite fast. Regarding the modular route, yes it has its own advantages too.

parkfell And one of the key issues I find is how we're going to be able to restore the public's confidence in flying and travelling. We shall see with time! Yes, I'm not not planning on undertaking something related with this industry. It'll be separate.

Bealzebub Thanks for the input. My doubt still lies on the following: these apprenticeship programmes you've mentioned. A few years back (they have been increasingly) you used to have airlines which sponsored you through a training route and then you would work for them. Aer Lingus, through their MPL, used to have that, as well as the Lufthansa Group with EFA at Bremen and BA's FPP a few years ago. My question is, if these type of programs ever return again in a few years, would they consider taking someone like me, holding a PPL licence?

Thank you all for your input. I shall be starting to look for schools in order to see what my options are to do the PPL.

Bealzebub

“Try to deflect the fact that you will get the same paper for triple the price by implying that a lesser cost directly correlates to a lessser quality and thus lesser piloting skills”
- The eternal flightschool salesman guide written by I.N. Tegrated

Let me offer you another perspective on your cheap implication by using the same rhetoric: You payed 10k for a drivers license while Hamilton payed 2k for his. Makes you look silly doesn’t it?

Modular being of lesser quality is a load of :mad:, you for one should know mr 25000. There are bad and good flightschools on both ends of the spectrum. Just imagine that a 50k modular fatpl still yields a profit to the flightschool, can’t even imagine what kind of profit 120k for an fatpl with lesser flighttime yields

Thank you for considering your reply for nearly a month Mr Trouser snake. The problem is that the licence doesn’t matter (a point you seem to have missed?) It is what you do with it. For many people it is a part of the necessary acquisition on the road to a career with airlines. In itself it isn’t the final hurdle. Unfortunately it is often projected and of course perceived as just that. There have long been “fast track” and invariably those were full time integrated routes, into airline apprenticeships. There have also been alternative “self improver” routes into airline careers. They often required jumping on “stepping stones” leading to the 2500-3000 hours that were traditionally required for those routes. When JAA brought in the 200/250 hour hour CPL, everybody and their dog thought it was the end game. Usually it wasn’t and this degenerated into the “modular/integrated” pseudo-argument that is so pervasive in this and similar threads. For those schools that were supplying the airline apprenticeship programmes the airline companies had to be satisfied with the output that then became their input.

There is no doubt at all in my mind that there are a great many excellent “modular” schools offering excellent programmes. However the basic CPL simply isn’t the golden ticket so many would hope it is as they use this “modular/integrated” argument to justify a determined pathway. I don’t care what it yields to the flight school, it is what it yields to the candidate. To that end I have indeed put my money where my mouth is and although the risk cannot be understated (as I have said for many years now) the result didn’t make me “ look silly” at all, indeed, far from it!

I have a similar number of hours to Bealzebub (if that's what 25000 means) and personally, I can't work out for the life of me why anyone would invest so much money and time in order to be an airline employee

Sorry I am not retired, so I do not have time to lurk on this board every hour of the day. I thank you for the history lesson, but fail to see its relevance tbh.

ofcourse these threads degenerate into modular vs integrated, which is due to the big boy flightschools argument that modular is a qualitative lesser form of training. Besides that flight schools (especially the integrated ones) offer the perspective of a 150h fatpl being the endgame, TR and an airline career is next. The argument is more than logic on a wannabe forum, as wannabes don’t have much info to go by...

Choosing an integrated flight school
 

Hi,
im currently 17 and turning 18 next year where I hope to start my pilot training. I have visited many academy’s before lockdown in person and attended a few events virtually. I am looking at integrated ATPL NOT modular please don’t turn this into a modular discussion I don’t mean to sound rude. But I would like to hear your opinions on L3 Harris, CAE, FTE, Skyborne, Leading edge, FTA and any other you would consider. Which academy’s have had best results and stuck to their promises etc. I understand at the current time there are little to no pilot jobs about however and some internal members of staff of airlines have said they are looking at recruiting cadets in April this year. And with the integrated training taking 18 months to complete there is plenty of time for improvement. Again I’d like to remind you I won’t be considering the modular route so in the politest way possible don’t turn this into an integrated vs modular thread there are plenary of those about.
thanks in advance.

Advice on Modular Training
 

Hi All,

I was hoping for some advice on the best route with Modular Training, each time I try and sort a plan I get conflicting advice with the way Brexit has gone.

So I currently live in Northern Ireland and can train at the Ulster Flying Club for PPL, I currently have experience on microlights but have paused that license due tho the hours not counting towards ppl. I would be happy with a time frame of 3 to 4 years to complete training excluding type rating depending on my circumstances. I can travel around for different parts of the training so would appreciate any recommendations.

I appreciate any help or maybe advice on how other people have went with it

Many Thanks

Hello!

My best advice is to stick with the modular route as time is very much on your side with the plan you have. Get your PPL done and find a method of hours building by looking for a "non-equity" shared group. What I mean by "non equity" is you buy in to becoming a member of a flying group that offers cheaper flying. It sounds daunting when I use the word "aircraft share", the way these groups work or at least the one I was involved in, would mean a security deposit and a monthly membership cost (for example £400 deposit which you get back when leaving the group and £25 per month for a wet rate in a cherokee for say £115 per hour with no attached maintenance costs!!!), far more cheaper than using a flying school to burn holes in the sky. Much more rewarding as you are more independent and learn the ropes with other group members or friends/colleagues whom you will come across. Alongside this is your ATPL theory, full time or distance, depending on your circmstances ie BristolGS. Then you'd probably want to go for your adavanced training ME/IR/CPL with one school, there's plenty who offer packages for modular's ie aeros, FTA. As for Brexit, well licence wise it appears jumping to a new state of licence issue (or SOLI) is irrelevant for now unless you have the right to live and work in Europe, however, don't set your sites always to the airlines. There are many GA outfits across the UK that you could start with first to add more strings to the bow, air ambluance, flight surveying, ILS calibration to name a few which will build experience, and add in a few interview anecdotes that would set you apart from the rest as well as those much needed hours. Then bide your time and who knows, perhaps common sense will prevail on UK licence recognition ..... This industry is hugely dynamic and opportunities come and go very quickly, one period is bad then its booming, very cyclical and often in waves but you have the time to catch the next crest when it arrises. Things may look bleak now but aviation always bounces back in some shape or form, just be ready for when it does.

Good luck!

Ab Initio Cadet Program Help/Info
 

Hello everyone,

This is my first post here so a bit of info about me, 10 years as CC, last 5 in one of the ME3s until the pandemic hit. Had looked into pursuing the f/d career before but the cost was always a bit prohibitive for me plus that sort of investment without a "guaranteed" job at the end is a big decision to make.
Since end of 2020 been doing what I have to do, completely different industry, but just today I got a response from a flight school that I had forgotten I had applied to one of its cadet programs. The school in question is BAA flight school out of Vilnius for the LOT cadet program. If I pass the assessment, I am guaranteed a placement at LOT as an F/O.
I am skeptical by nature, prepare for the worst, hope for the best kind of person so is this too good to be true or is my paranoia kicking in?

1. Did some research about the school but got a lot of conflicting reviews and none from 2021. Any input would be appreciated
2. The industry took a huge beating with the pandemic, saw a lot of f/d friends get the axe, surely an airline looking to hire would like to hire a proven pilot with a few k hrs rather than train a new one. (skepticism kicking in)
3. Any general advice/tips appreciated

Opinions and Advice (UK)
 

This is my first post so you’ll have to excuse me.

I won’t bore you with the usual I’ve always wanted to be a pilot ect. Just need some honest advice on training and the state of the industry. (I understand you don’t have a crystal ball but any thoughts appreciated)

I’ve been planing on starting an ATPL course next summer. I am currently undecided on the integrated v modular route. I am aware that many seem to prefer modular so I was wondering if I could get some up to date advice on UK Schools and especially the process of the modular route, it’s likely this would be full time. Also if I were to go integrated I would probably be looking at (CAE).
Do you guys have any pros and cons of each method?
(I have read some older posts but just wondering if there was more up to date info)

However in your opinions is it even worth starting training in a year? Should I be trying to space out my training? Should I try work some other aviation related jobs or just go straight into learning.

Thanks in advance for your contributions and sorry if this was a little messy/in the wrong place. Just really want to know the best course of action to take to achieve my dream.

What do people think of this plan? I am 25 years old, have been working an office job full time since graduating from uni two years ago. Decent job security, pay is acceptable for this point in my life, low stress.

Always dreamed of becoming a pilot, got to final stage of interviews at a competitive cadetship scheme for my national airline (Ireland) in Dec '19, and (thankfully, as it turns out) wasn't selected. I can't bank on cadetships turning up again in the near- or medium-term, so I figure I'd better start training via the modular route and collect my licenses while the aviation industry in Europe gradually recovers.

My plan is to keep the day job, and pick up my licences on the side over a period of 3-4 years. Hopefully by this time, airlines here will be hiring again, and I will be in a position to apply, having ticked all the qualification boxes. What flaws do you see in this plan? Anything extra I should consider?

Some additional questions I have concern hour building. From what I gather, this is generally done after you've got your CPL.

1) What kind of hours are needed to be a competitive candidate in Europe? Can they be single engine or is multi-engine preferable?
2) What are the key considerations when building hours? Price? Location? Aircraft type?
3) Is it possible to build hours at a reasonable pace while working my current job? Or would it be preferable to set aside some savings and live somewhere cheap while building them? Or should I become a CFI or some other flying job and get paid to build hours?

I know the answers to these questions will vary person to person, but I'd like to get some rough guidance at least on which options I should exclude. Happy to give more details about my situation if that would help inform the answers.

Flying is meant to be and is fun, take friends or family for a spin if they chip in for fuel you could always fly somewhere new and interesting for a low price.

Great plan, are you mentally prepared to endure it for 3-4 years and maybe longer if you dont get that gig right away?

Modular
 

Supercub1

go intergrated of you have a jet job lined up at an airline, which you most probably dont.

Go modular space your training at your own pace to meet market demands. if there's no jobs in a year thats fine do your ATPL books as soon as jobs start coming then you can increase your training speed. For the love of money dont go intergrated right now.

I like the idea of having family and friends chip in for a fun trip, thanks!

I fully expect not to get hired after 3-4 years. Have seen Eurocontrol estimate a return to 2019 traffic levels as late as 2029, and I'm ready for that possibility. I have wanted to fly planes since I was 5, so I don't mind waiting another few years for an airline job.

Thanks for your input :)

Jammysticks

Although you're building hours every time you fly, "hour building" in the traditional sense is generally done in order to meet the requirements (200) of the CPL. There is very little point building hours after you have the CPL, as most airlines aren't too interested in single engine piston hours, so to them a 500 hour CPL is no different to a 200 hour CPL. There are a few exceptions obviously.

Just because someone can fly a plane doesn't mean they'll be any good in a multi pilot jet. That's why airlines generally look for multi crew hours and specifically, time on type. When there aren't enough of these, or when called for by the business model, they will turn to cadet pilots. Quite often the ultimate discriminator isn't hours, but recency, meaning a 200 hour pilot who passed his/her test last month is deemed a safer bet than a 300 hour pilot who passed it 2 years ago.

Thanks for this clear explanation. Am I to gather that the best approach for me, then, is to get my CPL, stay relatively current, and apply for a cadetship when one opens up? From what I understand, it is very difficult to get multi-crew hours or time-on-type without actually being employed by an airline in the first place. If I'm wrong about that, I'd love to know! From what you're saying, I may have a better chance by building multi-crew hours if that is somehow possible.

The best approach in the current economy is to get the following, in order:

Medical
PPL
Night rating
ATPL exams
CBIR
CPL single engine.

That will get you to within 6 weeks of the finish line (the finish line being MEIR and MCC/JOC) for minimal cost, while preserving your exam passes. Then you just wait it out.

Unless you're Bill Gates, you won't see a multi crew aircraft until you've got your first job, the name of the game is to get to that point.

Thanks for this, this is exactly the info I needed :)

Are you saying that when you're applying to airlines, it doesn't matter whether the CPL was recent, but that the MEIR and MCC ought to have been recent?

More or less, the CPL test is a vfr navigation and handling exercise and it's arguably not that relevant to airline flying. The MEIR and MCC/JOC are a lot more relevant since they are all about hand flying on instruments, and flying as part of a crew.

As far as modular flying training goes, nowadays people tend to do the CPL/IR together almost like it's one module rather than two. If you do then separately, even if separated by several years - you haven't technically completed your flight training until you've finished the last module, and who says you have to mention individual dates for each course?
You can still legitimately say (on a CV): "EASA/CAA CPL/MEIR. Modular flight training completed at ABC school on date XYZ. MCC/JOC completed at ABC school on date XYZ" and more importantly, skills that actually matter (MEIR) will be recent.

Brilliant, thank you!

Keeping licenses valid post integrated route
 

Hi all, I plan to start integrated training in early 2022, the structure and continuity appeals to me and as I have recently finished university and don't have a specific job or any commitments to hold along side a part time modular course I would rather just get stuck in and spend 18 months getting everything done and obtaining my license and take it from there. I am aware most people are recommending modular at the moment for obvious resons, but if I were to go for intergrated and graduate say late 2023 and there was still no airline jobs, what are the processes for keeping licenses valid? I would probably look to work at a simulator company or become a flight instructor until there are airline jobs, does this automatically keep licenses ticking over?
No need to tell me, wait 2 years, spend this time getting a degree (already done that), there wont be any jobs for another 5 years, integrated is a waste of money etc. Just want to know what the processes are for keeping licenses and ratings valid until I obtain my first airline job.
Many thanks in advance.

Your Integrated course gives you exactly the same licence as a modular course and the requirements to keep it valid are the same:

Class 1 - renewal every year
IR - licence proficiency check every year this needs to be completed whilst the IR is still valid otherwise further training is required. 1.5 hours usually in a DA42 these days.

This is the bare minimum and It’s not cheap. This doesn’t include renewing your SEP which is extra and done every two years. This would be needed if you plan to do an FI course.

Like many have said: there’s no point in paying schools thousands more than you have to arrive at the same point. Integrated is a poor choice these days.

I just don't understand why someone would do an integrated course. For the same money I would go modular and walk away with a frozen ATPL for both Airplanes and Helicopters and FI for both...

Integrated died a long time ago and it has been living off its past contracts for too long. The only way for it to survive and become competitive would be to drop its price, however by doing so would undermine its marketing BS. By going integrated you effectively pay double for fewer flying hours, less flexibility and more disappointment.

Stay well clear is the overwhelming advice.

I don't know if I am looking at the wrong places but for modular to do everything including MCC and UPRT courses, its around £70,000 (aeros and tayside aviation are ones I am looking at). Then by the time I pay for accomodation for say 18 months it will come to roughly the same price as an integrated course that does include accomodation. So to me the price is not any different, it just comes with the advantage of slowing down your training if needed.