job opportunities after doing moduler
 

Hello Ive been planning on going moduler for my training but when i look at the main employers for peoples first airline jobs they seem to vastly prefer those who did intergrated or their own course (Easyjet,Ryainair,Vulving) however the main consensus online is that intergrated is a waste of money and it wont change anything when it comes to getting hired. So i dont know if i have misunderstood everything but any infomation would be great.

"Vulving" would definitely be on my list of preferred employers. I think they would prefer "integrated" rather than "modular". If you are male, you would probably be a better fit for them.

Hi all, theres a lot of good information on here which is really useful to me, so thank you. I'm finishing my Masters this year and looking to start flight training in the summer.
Apologies in advance for the lengthy post, but I would massively appreciate any input, if I may ask a few questions:

One option is the EasyJet MPL at CAE...but terrified of those delays and CAE incompetencies! The reason I'm still considering the MPL is for the job security and Type Rating, however I've heard that the job with EasyJet isn't guaranteed after finishing training, so can they really take £80k from you for the MPL and then just not hire you at the end of it and leave you with a useless licence? This, stacked on top of the horror stories I've been reading about the delays in the MPL at CAE, I'm wondering if its still a route worth considering? The reason it's attractive to me is EasyJet have brilliant training standards and BA hire directly from them, and I would like to end up at BA. I know there has been movement from EasyJet MPL to BA after 500hrs and this kind of recruitment will carry on for a few years (hopefully!)


My second option is Modular, which is what I'm currently leaning towards. I have a Mod Route planned out:
PPL - Local Flying Club
ATPL Theory - Bristol Ground School
Hour Building - Concurrent with ATPL Theory at Local Flying Club
MEP-R - Stapleford
CB-IR - Stapleford
CPL - Stapleford
AUPRT & APS MCC - Leading Edge Aviation

rudestuff, if you're reading this, I think this is more unless the route you suggest, but would you mind correcting me if theres a better optimal way to do this that might save me some cash? I saw that another option is IR(R), SE-IR, MEP, ME-IR?

These are my reasons for each stage:
PPL at my local club is £8.5k, which I believe is a real bargain at the moment.
ATPL with BGS, most affordable option, can take my time, can hour build over 6-7 months at home, potentially work part time to earn some cash.
Stapleford - best prices I could find and seemingly a reputable training provider.
Leading Edge - actually not unaffordable for a big school for this stage of training, seems like a very good course, A320 sim - enhancing job prospects to go into an A320 carrier like Easy or BA.

My questions about Modular are:

1. Are job prospects the same as going Integrated? I don't want to invest my life savings and be left struggling to find a job. I think I can mitigate this by going to Leading Edge for the final phase of training so I have their name on my CV, and would be able to utilise their industry links and contacts with airlines. Most of their students go directly to BA or EasyJet, which is my absolute dream scenario.

2. I heard that many airlines don't want more than 2-3 ATOs for the ATPL, IR/MEP/CPL, and MCC phases of training - so I think I'm safe with BGS, Stapleford, and Leading Edge?


If you've read all of my waffle and can provide any insight I would massively appreciate it, I think I may be repeating a couple of things mentioned previously on this thread, but just wanted to make sure information is up to date and I'm not making any silly decisions! I also hope this post and any replies will help others in my position.
Thank you all so much!

There's optimal, there is suitable then there's convenient. You have to make your own decisions about what's important, like do you drive 2 hours to save £20 an hour on plane rental? Can you live at home or do you need accommodation? Can you train in vacation and weekends and keep your job?

The biggest money saver is getting everything done in 200 hours which means CPL last.
The next priority is cutting down (unnecessary) SIM hours, using real loggable flight time for IR training wherever you can.
Then study the requirements for each module: An MEIR requires 15 hours MEP, but as an add-on it only needs 2 hours, if you have an MEP rating you only need to do the CPL in an SEP etc...
Then study the prerequisites for each module: 70 PIC for MEP, 50XC PIC for IR ect... then you can order them correctly, filling the gaps with hour building.

Then compare, contrast and cost all the options and the most optimal (or suitable) will present itself.

Quick question, about to purchase the PPL (A) course and question bank from BGS.
Assuming I'll need to purchase the CAA UK exam course type, as I'm doing my PPL in the UK?

It depends, if you are pursuing a UK PPL then I guess so, but you could also decide to obtain an EASA PPL and have obtain it via Ireland or other European authorities, seems like a lot of UK student do that and later get also a UK conversion. If you do decide to obtain an EASA PPL then the question bank is slightly different.
This is based on my limited knowledge, do double check this info, I'm just a student like you.

Has anyone got experience of doing all 9x PPL exams before they start flying? I'm thinking of doing this, get them out of the way and focus on flying.

At last some common sense! That's one of the best ways to get through the PPL quickly. That and choosing somewhere with nice weather.

Will do this in a week, it's a lot to remember but I rather not think about it afterwards.

Thanks. I've got my class 1 medical next week, so that's going to the first objective to complete, then achieving my PPL as the 2nd objective. One step at a time to the RHS.

Why do it like that as you are just delaying your time to start flying. A lot of it will also make more sense with hours under your belt too.

The PPL exams are really not that difficult and unless you are going to fly constantly (Not that easy in the UK) then there is no reason to do both at the same time.

It has taken me roughly 25 hours per module (20 hours learning + 5 hours practice tests) according to my study statistics so far for each module and averaging 2 days per week flying. I work full time but manage 1 module every 2 weeks.

Also a good point. Especially if you live close to the school. If you're going somewhere else for the flying where you can fly insensitively then it makes sense to get the exams out of the way first. You also wouldn't want to spend the summer studying and the winter trying to fly. But it is nice to get them out of the way.

rudestuff In your opinion should I do all my licenses from PPL,IRR,SECBIR,MEP,MEIR,SECPL in the UK or do them in USA and then do the conversion from FAA to CAA . Trying to save as much money as possible and flight training in USA is cheaper. The only thing is the conversion process seems a bit complex and may take some time?

First priority: Get the best quality training you can

Second priority: Minimise the cost.

Ask me how I know........................

If you are training in the UK, that is the order I would recommend in an ideal world (There are so many variables).
If I were doing it again I would start with a class one medical obviously, then I would go (on an M1 visa) and get a PPL in the US then an FAA IR and build 50 hours PIC under IFR.

With an FAA PPL/IR you now have obvious options:
1. Come back to the UK, study for the ATPL exams and convert the IR via the 50 hour exemption, add on the MEP stuff and then finish with a CPL at 200 hours or depending on the industry,
2. Stay in the US, switch to a F1 visa and build up to 250 hours then take the FAA CPL and CFI. Get paid to build hours as an instructor whilst studying the ATPL exams and do the conversion later.

Basically instead of the UK PPL and CBIR I would do that part in the US, faster and cheaper.
It doesn't have to be black of white, there are loads of options. But it never really made sense to me to get an FAA CPL (250 hours) purely to convert it to a UK one (200 hours).

MrAverage Thanks for the reply, How did you do it ?

Thanks for that information rudestuff , I appreciate it. The second option does sound better, to get the visa and stay in USA and build up hours as a CFI. Do you think if I build up many hours in the USA it would look favourable to the UK airlines?

The honest answer is no. Piston time doesn't really interest airlines. But it will keep you current and earning money while you study for the ATPLs, and it's just great fun to fly over there.

Make senses as well.

I've passed my class 1 last week, and now in a waiting list to start my PPL (something that I didn't take into account, the waiting time)

Started studying for my PPL exams with Easy PPL and pooley books.

I am currently in Portugal, and the school presented me with the following modular ATPL option. Some parts are more expensive compared to other schools, and some parts are cheaper. Overall, what should I try to negotiate with the school to make it more financially efficient for me?

POINT 1 – MODULAR COURSE

The modular course at AWA includes the following modules:

• Private Pilot License (PPL-A) Course (Distance Learning) – €9,950 – Launch Price
  
• ATPL(A) Theoretical Knowledge (Distance Learning) – €3,000
  
• Night Rating Qualification – €2,500
  
• Hour Building without Instructor (40 hours) (*) – €8,800
  
• Instrument Rating SEP Qualification, with PBN – €21,950
  - with UPRT Module (Upset Prevention and Recovery Training), included in the initial phase of the IR/SEP qualification
  
• Hour Building without Instructor (13.5 hours) (*) – €2,970
  
• MEP Class Rating (Multi-Engine Piston) – €4,800
  
• Hour Building without Instructor (27 hours) (*) – €5,940
  
• CPL(A) – Commercial Pilot Licence – €7,650
  
• MEP Instrument Rating Qualification – €4,500
  
• Advanced UPRT – €1,960
  
• MCC (Multi-Crew Cooperation) – €3,000
  

TOTAL: €77,020 (with distance learning theory)

Total Flight Hours: 249h10 (includes real flight and simulator)

Notes:

(*) Hour Building – These are hours to be completed throughout the modules in order to meet the minimum experience required to progress between the various modules.

Not included:

• Costs related to obtaining/renewing the medical certificate
  
• Cost of theoretical exams, conducted by ANAC – National Civil Aviation Authority
  
• Licence endorsements
  
• Aviation English proficiency test
  

Includes:

• Pedagogical/training materials