Integrated over Modular
 

Firstly this is my first post on the forums so hello everyone!! :)

I am currently doing my PPL (almost skills test ready) and have decided to look further ahead to the ATPLs etc. I attended an FTO this week (which shall remain nameless). The purpose of my visit was to see what their ATPL ground school facilities were like. I work full time so my intentions are to do my ATPL, CPL ME/IR via the modular route. This is also so that I can fund my training.

This particular school, in a nutshell, were telling me that if I don't go through the integrated route, the chances of me getting any airline job at the end of modular training are very very slim at best. Apparently airlines will always look at the integrated students over modular students. Is this really true?

I was wondering if anyone here has either completed or know someone who has completed the modular route and has successfully gained airline employment? Or even anyone who knows how airlines recruit and whether there is any weight in what this school was saying?

Thanks in advance for your thoughts/views/experiences in regards to this.

...try the search facilty on here. Done to death, and death, and d....

Though worth bearing in mind that the arguments may be changing of late in favour of schools with proper links into airlines.

And remember schools are there to sell a product, nothing more or less.

You'll find the answers if you do a search but from what I've been reading over the couple of months I've made my own opinion.

The way to look at it jobs are the hardest part of being a pilot. Some integrated schools are good at placing all their pilots at airlines but it could be years before they do. I know somebody who went to CTC but took him 2 years to get on Flexicrew with easyjet. So yeah the school helped him with placement. So there is a slight truth that you may get a job quicker integrated, but there are plenty of stories on this forum of people who haven't after years and years of completing an integrated scheme, and stories of people who have jobs within 6 months after training on both modular and integrated.

In my opinion, airlines don't care if you went integrated or not but you'll find some airlines typically only take integrated but it's not a choice of who's the better pilot, it's about business, time and money or they have kind of cadet scheme.

Either way you'll get a job eventually but anybody that tells you you will defo get a job purely because integrated is lying for your cash and when they say 'we help you with a job' nobody tells you how long you have to wait for that job and I doubt most companies care after you've given them all their money. I suggest you stick to just one modular school if that's your route tho and don't think integrated produce better pilots than modular, that's what they want you to think and there's no truth in it.

Exactly - right on it!!!!

Integrated does not produce better pilots, but it does produce more employed pilots. Why? Discussion between FTO and a carrier

Carrier: you want us to do what???
FTO: We want you to sign an exclusivity only taking our students.
Carrier: Why would we do such a thing?
FTO: Because we produce a known product and it does the job, we'll screen your candidates on the basis of your criteria and present the good ones for interview with a shiny report on how brilliant they are....
Carrier: Err sorry we can hire our own people thanks.
FTO: We're not finished, we also offer Type Ratings
Carrier: We know and they're really expensive
FTO: We'll make them a little cheaper
Carrier: Yes that's brilliant but not really enough for us to exclusively hire from you.
FTO: Still not finished
Carrier: Really?
FTO: No, we can also make it profitable exercise, because these idiots are so keen to be pilots any way they can they will actually pay YOU money to work for you, we'll call it a type rating but what we'll actually do is fiddle it round so that they cover the costs of some of your other training, you wont need to employ them until they've actually passed.
Carrier: Seems a bit dodgy to me, not sure I like it but the accountant sitting next to me has started humping my leg...
FTO Still not finished, we'll make it so the tax falls in your favour, so not only will you not have to actually pay any of the poor sods you'll gain about £10k for each person through. Then you can offer them !!!!ty Ts & Cs so that if they don't meet your needs after 6 months you can say bye bye at almost no cost to yourself.
Carrier: So basically what you're saying is we treat them badly for 6 months on a 6 month contract, it costs us almost nothing and only at the end of 6 months do we need to decide if we hire them?
FTO: Yes
Carrier: Honestly I don't feel comfortable with this, the accountant has just left some gentlemans relish on me, I need to clean this off, let me think about it <leaves>
Accountant: Quick let's sign it.

A well known UK Integrated FTO has been trying to sell their integrated course lately. They are really trying to build up their cash reserve, since they basically just started over. Is this the same FTO? There aren´t that many integrated FTOs.

I'll state my background before throwing my hat into the ring...

I opted for the integrated route with a large uk training orgainsation and ended up at the same company as WWW...it cost a fair bit of cash - not as much as nowadays though, to be fair. I've done a bit of time on rubbish, and then rather unreliable money - some good, bad and indifferent months. I now have a permanent contract and am about to pop off to what will hopefully be even greener pastures, though the present ones are pretty healthy to be honest.

It's all very well taking the moral high ground of the modular route, but it would be fascinating to see a proper survery of where people - based on date of committing to training - have found themselves.

To me the biggest question is not integrated or modular, but which will best set me up with a right hand seat job?

If you complete your frozen ATPL with 10 different training providers spread throughout the world for 40k, will that look good on your CV? I have always thought more that 2-3 schools was a bad thing?

A friend of mine is now flying for Monarch due to CTC, and I must admit I am tempted to follow in his footsteps. Equally though I have spoken to some great schools about the modular root at around 20-30k less it appeals greatly.

Decisions, decisions,...

modular atp as fulltime course
 

check fsbflight.com in berlin. They are offering fulltime courses at least for the theory. FTO and TRTO under the same roof and very good connected with industry, very good offer for mcc as well.

Integrated or Modular ATPL? Neither
 

Integrated or Modular? Neither.

My advice is simple: the only ‘non-direct’ route into a flying career today is an airline authorised integrated ‘MPL package’. By ‘MPL package’ I mean you’ll have to pay for the MPL, the type rating and your line training too. Today the co-pilot’s seat is sold to the highest bidder.

I question the point of an fATPL, be it modular or integrated. Ryanair seem to be taking integrated fATPL’s but no other UK airline of note does. As for a modular fATPL: it seems to be untouchable these days (not in yesteryear). Anyway the ATPL badly needs dragging out of the 1950’s. The MPL is the basis for future airline training in EASA, like it or not.

Instructing to gain experience? Ha! Forget instructing. Airlines aren’t interested. FI’s go to the back of the queue and pay up for a type rating like everyone else; there are no favours on the seniority conveyor belt. So why delay the inevitable cash outlay? Anyway 250 hours integrated MPL is considered greatly superior to 2,500 hours fATPL, however gained.

You can see why integrated MPL is the only way forward for airlines: training becomes a profit centre and eliminates employment obligations. The self funded cadets are pre-selected by the airlines to meet their own quality standards, the cadet pays for the integrated MPL, type rating and line training courses according to the airlines own SOP’s, rendering them virtual indentured labour. Should the airline not need the cadets, they are simply chopped, at zero cost to the airline.

Is the sale of co-pilot seats to the highest bidder sensible? Ask the relatives of most of the recent crashes where over reliance on automatics and a lack of basic flying skills scream from the accident reports. But as long as insurance actuaries don’t think there’s a problem and the accountant-ocracy running the airlines prioritise their annual bonuses, this is the way of the world.

The MPL package is ingenious. It’s all upside to the airlines and plays on the compelling nature of flying and the wannabees’ need for instant gratification, none of which makes economic sense. Indeed I foresee a time when co-pilots will always pay their employer to fly and even at captaincy the urge to fly will one day render the left seat a profit centre. It’s beginning already.

ATPL’s, MPL’s, type ratings and line training require enormous personal outlays for the privilege of flying our tattooed, shaven headed brethren to Benidorm for the cost of a few pints of beer. But there are more takers than ever from whom airlines can now select the cream - at zero cost.

The MPL is exactly suited to modern airline operations and provides the airline with control over cadet quality. And it turns a profit. Perfect. Neither the integrated ATPL nor the modular alternative offers any of these benefits.

Finally, if you think the integrated ‘MPL package’ is expensive, count yourself lucky that EASA will never impose the FAA’s 1,500 hour rule. If they did, buying your way into the cockpit would be well beyond the already drastic step of remortgaging your parent’s home for the privilege.

Taking modular abroad
 

HI

I am new to the forum and have been busting my brain on weather to go Mod or Int and i just cant decide. i have recently passed my OAA skills test but still thinking MOD. at the end the frozen atpl is still the same. in the thread its all about the uk employers if you're happy to go abroad will modular still hold weight in other countries??

Working abroad
 

Guys if i go modular and pass and get my Fatpl will i still be able to take that overseas and find work??

thanks

You will have the same license as any one else which is a CPL/IR.

most countrys will just look at you if you say I was trained modular or intergrated. They won't have a clue what you are on about.

You will have as much chance as anyone else which is next to **** all.

Which is when the realisation dawns that isn't goint to cut much ice with the cadet scemes of British airways, easyjet, Thomson, Monarch, Thomas Cook, DHL, Qatar airways, etc.....

They will expect you to have obtained your licence by one of these integrated programmes. Most airlines will affiliate themselves to one of the big 3. British airways gave you the choice of all 3. The licence simply isn't the be all and end all that some people would hope it was.

Exactly so if your not on one of those schemes its not really worth paying the extra for.

So unless your on a cadet scheme and there isn't another good reason for paying the premium such as you would struggle to self learn without it being spoon fed to you then modular is the way forward.

Any other reason such as you think that its going to give you a boost in your chances to other operators who don't run schemes means that you are subsidising the prefered training method of the legacy carriers and big boys.

well like you said Mad Jock unless you are on one of these MPL schemes its all the same thing anyway. And surely once you hit your 1500 hours your just as employable as anyone else?

For small TP companys you need to get 1000 hour guys just so its only 500 hours before they can get an ATPL.

After that the next step is type rating and 500+ multi crew and ATPL issued.

The multi crew bit is a bit of a hanging point. If you can get your hands on a 200-500 hour multi engine pilot they would be the first on the list but there isn't many about these days.

The other problem is as well is that you need 700 hours IFR experence or something like that for flying single crew AoC ops.

It seems that if you can get on to one of the MPL 'sponsored' schemes (I use the term extremely loosely!) then your chances of employment are as close to being guaranteed without actually expressing that. As such, they are by far and away the best route.

However, if you don't get on to one and just go through the normal integrated route (CTC cadets, OAA APP) then at the end of it you stand only a slightly better chance than the modular guys, who have all the same certificates.

The reason that you have a slightly better chance is that you will be placed with airlines when vacancies come up before the modular guys. Why? Well, why else would you just have paid £84k for a set of licences you could have got for under £50k!

At the end of the day, the main benefit of going through CTC, OAA etc is that your chances of getting employment are marginally better than those who went modular, purely because of the contracts those FTO's have with the major airlines.

If you have the means to risk debts of upwards of £80k (plus more for Type Rating) on no promise of a job then integrated is the way forward, but otherwise go modular, then the only risk you face is that after it all you have slightly less chance than the integrated guys straight of OAA/CTC. However, you will have paid for your training as you work, and hence still be in employment whilst waiting for an airline job, and have the means to pay off a much smaller loan to cover anything you borrowed.

As a result, you can afford to take that risk of not being placed with an airline for a period of time post-training, then once you have a place and get the magical 1,500 hours and an unfrozen licence then you are in the same boat as all the integrated guys...except, of course, that this is where the modular guys should have the upper hand because they have life/work/management/etc experience IN ADDITION TO those 1,500 hours and an unfrozen licence. Who looks more promising to a prospective employee now?

There are more than a few operators that won't touch intergrated product yep they are small but they tend to have a steady through put of low timers/ex instructors.

I would say you cut off as many options as you open by going intergrated.


And 84k gets you CPL/IR/MCC/FI, a type rating and a car if you go modular.

I don't doubt you are right Mad Jock (and for my sake,I hope you are!), but I guess the challenge lies in finding said operators!

Still, happy hunting!

Most of the jobs are through word of mouth and people putting your CV on peoples desks at the right time.

But no job.

It has for 5 pilots in the last year that I have flown with new online. All sub 1000 hours and modular.

I don't think many people will deny that your chances of employment post-qualification are higher if you go through CTC or OAA, simply because it is in their interests to place cadets over other pilots who haven't paid them grossly over the odds for an integrated course.

However, I struggle to justify the risk of being out of work and facing BBVA loan payments of £1k+ per month, even if it is only for a few months. There are no guarantees in this industry, and in 18 months time we could just as easily be in the midst of an even worse recession and banking crisis than we were in 2008, as we could be in the position where there are more jobs than there are low hours pilots to fill them.

If you have the means not to worry about that risk then lucky you, go integrated, but if you (and your parents!) are going to be royally screwed if you dont get placed for 6 months then I would seriously consider the wisdom of risking all that. Just my views!

I'm all for people training on a modular basis, but I really question how you will get a job in the current environment.

Yes - there's MJ's outfit, but MJ - how many have gone onto jet aircraft later on?

RYR - very possible

Flybe - not at present - all tagged in recent years.

EZY/BA/TCX/Monarch etc. - don't touch modular.

With modular, it seems to be RYR or nothing.

"RYR or nothing."

Sadly, it's that mentality that is the reason so many 200hr modulars are unemployed.

----

Even if you just want to limit yourself to a jet there's a lot more on the horizon than RYR. A couple of months ago NAX were taking on fATPLs for their 737s, modular was accepted. Don't know why so many people are so eager to jump on a jet anyway, has nobody thought how boring it would get flying jets for a 40 year career? If you're 25 when you get onto a 737, come 45 you'll probably be bored of it.

And when you're bored you might want to explore other things like bush flying, but then you're faced with pretty bad pay if you want to support a family.

Have fun flying, do fun things. Instruct, aerial survey etc. When a family is on the horizon then hit the jets up and try to get better pay.

There are jobs out there for 200hr modulars but you just need to find them. And there are aerial survey jobs, instructing etc for newbies but they aren't advertised. You have to find them yourself.

Can't pay your loan back on an instructors wage? I wouldn't get into this industry in debt tbh, work and save up. If you live at home with no commitments you could work on minimum wage and have enough money for modular within 3 years.

This post is mainly aimed at those young guys who just want to go to CTC or OAA. Think guys! You probably don't have a family, go do some real flying! If you truly loved flying you'd explore all types of flying rather than just passenger jets. And modular is the way for doing all this.

But maybe some of you 18 year olds just want to show your Monarch uniform to your school teachers.

If you're a lot older than 18, than I can see why integrated is the better option for you. I just can't get my head round why teenagers are itching to go on a £100k course and fly a jet until they are 66 years old.

Great - please list them to help new modular grads.

Explain that to the flybe guys!


.

There are many reasons why mods are unemployed, but chief amongst them is that the vast majority of airlines don't take them on. That would be fine if the airlines required experienced pilots as the mods could work their way up, but they don't. They like 200 hr integrated pilots as they are very cheap but still can be perceived as lower risk.

pudoc - I agree with your posts for those simply looking to fly, but to join an airline in the current market is a lot harder for mods. I don't like that but unfortunately it seems to be reality.

My post wasn't really aimed at you FANS, only the first bit.

Regarding Flybe, yes your right it's not as black and white as I made out. I was just trying to get through to any young guys reading and deciding mod v int.

I've actually deleted a lot of this. I didn't realise at the time but when I first posted this I gave away a lot of companies names. I haven't even got a job yet so until I do I don't want to increase my competition.

But basically, plenty of people get RHS on jets out of modular. It's all about making contacts and finding out who's hiring.

everyone keeps talking about the british carriers has anyone thought of taking your application abroad to fly? where there is less competition, where they love british born pilots and where it will be a great opportunity to gain experience. Many countries over many continents all require pilots why put all your eggs in one basket?

This is how I currently see it - you are paying up to £100,000 (incl. living) for the airline connections made for you by the FTO. The biggest question on my mind is really.. is this worth it???

I don't want to go integrated. I have nothing at all bad to say about the FTOs (apart from being turned off by the glossy, glossy brochures) but I just cannot justify spending such a vast sum of cash on what seems to be a slightly more advantageous position in terms of applying to a FO position on a jet, which, at the moment, appeals to me very little!

What worries me though is just how significant the extra 60k spent at OAA/CTC etc becomes later on. I would imagine an integrated pilot (lets say 200hrs, hired straight out of FTO X into carrier X) would experience a quicker progression in terms of salary, type etc, whilst I have been given the impression from a few modular-hired guys that its easy to get stuck in a low paying job with little room for a break into anything bigger. Whilst Modular is far cheaper, it doesn't work out cheaper if you don't earn anything for 2 years after completing it...

Apologies for this as I know it's been done to death - However thoughts v. much appreciated......i just cannot make my mind up!

Cheers

Also stuck in this predicament. Before I was keen on Integrated at a certain type of FTO in Spain, but now I think is it worth it to spend over £85,000 where I can get training elsewhere much cheaper.

I've been thinking of training in Canada because it's way cheaper, roughly around £30,000+ but then there's also the problem of switching back to JAA etc.Does anyone have any information on what is needed to switch from CAR CPL to JAA CPL? :confused:

Looks like the only possible way is to find a tagged scheme or go modular if you don't want the heavy debts.

Its not worth it to be honest. Going the other way is alot easier.

You would still have to do all the theory exams and also the full IR course so would cost you the same again.

Only you can decide that, but bear in mind a couple of other points. Certain FTO's don't simply have "airline connections" but more importantly they are contracted to provide cadet pilots for specific airlines cadet programmes. This can mean 16 months of ab-initio training, followed by an MCC course and that airlines specific type rating course (3 months). This is then followed by a six month "placement" with the airline. At the end of that placement period, the airline may offer a contract of employment.

During the "placement" the cadet is receiving no basic salary, but is receiving allowances and flight pay. On top of this there is a return of some of the training costs (bond) giving an income of around £2000 a month.

With a combination of good timing, the right placement company, effort and luck, the cadet can find themselves on a £40K plus allowances contract, 26 months after starting their ab-initio course. In some cases it is also possible for the majority part of their training course fees (bond) to be repaid from their future salary in a manner that has tax advantages. It is perfectly possible for the training costs to then be amortized over a period of 60 months (although 84 months would be the average.)

The airline placement for six months will likely result in around 500 hours on a modern aircraft type (A320 etc.) If the placement didn't dovetail into a contract, then the cadet would be in a reasonable position to apply for vacancies that did arise generally.

Some placement airlines will include the type rating as a part of the placement, others may charge an additional sum for that rating.

The flip side of course is the cost. A lot of people will not be able to raise the course fees. These courses are also selective, and require candidates to reach a standard where an offer of a course can be made. The courses are intensive, and a high standard of progression is required. Where this isn't achieved, there is a risk the course will be terminated. The candidate may not be offered a placement. The placement may be subject to additional training costs, or the candidate may be be dropped after the placement commences.

The dynamics of the airline recruitment market, mean there can be no guarantees of placement or employment or indeed the terms and conditions relevant to either. It is quite possible that upon successful completion of training, the airlines have either limited or indeed no requirement for additional cadets. This has happened in significant numbers over the last 5 years, resulting in large "holding pools" of people who in turn are commited to high levels of debt repayment. It should also be borne in mind that airline recruitment (even in good periods) is often seasonal and tends to take place when there is training capacity (usually in Winter and early Spring.)

Some people will advise you to "save your money" and "go modular." That is fine. However it is very unlikely to result in you being an A320 First Officer 24 months down the road. This route requires a series of "stepping stone" progressions through licence aquisition and then aerial work jobs (flying instruction, GA entry level opportunities,) and then as experience is aquired on to third and second tier commercial companies, and eventually on to airlines seeking First Officers through direct employment opportunities.

This market is a saturated one. Obviously for cost reasons alone, the vast bulk of hopeful aspirants are likely to found here. The jobs that exist are fiercely fought over and the attrition rate is high. Progress to the end goal (if first tier airlines are the end goal,) is normally very slow in comparison, and again the attrition rate is very high.

An increasing number of airlines are utilizing cadet programmes as a significant part of their recruitment process. For anybody with a realistic expectation of flying for an airline at ab-initio level, this is where those opportunities lie. Once again, those cadets are recruited through the established and recognised programmes.

There are no easy answers I am afraid. However there is a great deal of risk, and for many people a great deal of heartbreak and disappointment. I have said it many times, so I don't mind saying it again, but do your research carefully. If airlines are where you see your goal, then look at where those airlines recruit from. Look at the costs involved and work out your your own risk profile. On internet bulletin boards there a lot of comments that are simply wishful thinking, or downright delusional.

Need some advice on Integrated vs Modular
 

Hi all, thought I would give a quick post on here as I am looking for some advice on pilot training. Heres the story so far;

I had a trial flying lesson a few months ago and loved it, I had always been interested in aviation but the lesson sealed the deal: I really want to be a pilot. On the 30th May I had an assessment day with an FTO and they offered me a place on an integrated course. The cost of the course is £81k. As I am only 19 I obviously have no chance of getting that money. Thankfully my parents are very supportive and they are willing to use their equity to secure a loan. I am also aware that I could go the modular route and get the same licenses/ratings for much cheaper, however it would take me longer.

The FTO have said numerous times about how the industry is going very well and lots of pilot jobs are out there, but obviously they will say that, they want my £81k. So basically I was just wondering what the industry is like atm? As I will be out of work in a few weeks now would be a good time for me to do the integrated course, but obviously I don't want to gamble my parents house and lifestyle without knowing that there is a good chance of employment at the end of the course.

One more thing. I see that a lot of airlines post in their recruitment ads that the candidate must already be type rated. Now im aware that this can be quite expensive. Are there many, or any, airlines that don't require you to pay for your type rating? If I was to go on the integrated course I don't think I/we could get more money on finance for the type rating.

After looking into it more I am personally leaning towards the modular side, it just seems less risky. However another part of me is thinking that I should do the course as I will be unemployed in a few weeks anyway, but again I don't think I could live with myself if my parents were to lose everything because of my silly mistake.

Thanks in advance for your time and help.

help on pilot traing
 

Hi I am new to this site so sorry if I have posted this inthe wrong place. I am going to start my pilot training to achieve my frozenatpl. I am going to do it through the module route as it is cheaper and I canstill work at the same time. I was just wondering what are the chances ofgetting a job with a airliner when I am finished as I am doing it the moduleroute and not though ctc or any of them organisations as they help you find aplacement when you are finished also do I need and school qualifications likeGCSEs or A levels before an airliner with be interested

Paying extra and going integrated puts you into a hold pool at the end of your training. How long you sit there waiting for a job depends on the market conditions at the time of graduation. I'd say you have a much better chance of getting a job after training with CTC as they seem to be feeding most of the hungry mouths at the moment.

You seem young so if I was your Dad I'd be telling you to do your GCSEs and A Levels before considering any type of training. There is no need to rush as the economy on a european level is on very fragile ground. Low cost airlines seem to have a promising future ahead of them so take a good look at the FTOs who have a good relationship with these. If you are interested in Ryanair then modular or integrated may suit you as their FOs seem to come from a wide spectrum of sources (OAA/FTE/SFC). EasyJet mainly gets FOs from CTC but there are a few MPL students coming in from OAA. They have also taken on a number of ex-airforce pilots also.

Modular is cheaper, you do have a chance of getting a job but it is smaller than the chance you will have from attending integrated.

Elitist comments don't help anyone.

I can only see that in CTC Cadet route. I don't see any other schools that put you into a hold pool to my knowledge.

First post so please don't bite!

I'm in my early twenties and I've recently looked into professional training. I've had a long standing interest but have never had the finances to seriously consider it. I trained as a seafarer and now work in the private yacht industry for high profile clients and am earning enough to make flying training a reality.

I've resoundingly read that modular is the way to go. I work a three months away/one month at home rotation pattern but am considering dropping back to a two on/two off (albeit for less money) and beginning training. The other option is I work for the next 24 months flat out and save a large sum and commit to an integrated/modular course with enough left over to do a type conversion and live comfortably for the duration. Whatever course I choose, debt is something I would like to avoid if at all possible.

My present work is very flexible and transient, I can take and leave work at relatively short notice. If I were to achieve an fATPL and struggle to find work straight away I can't see myself having too much trouble falling back on my maritime qualifications. I am hoping that as a self funded student who has earned the finances for their courses and worked in demanding environments before I should be in with a fairly good chance. I am used to working in an informal place where your reputation and networking are as important as what's on your CV.

I'm ultimately asking:

a) If you can afford integrated is it worth the extra money
b) If you chose modular, could you fit training around seasonal or part time overseas work
c) If you studied full time for a modular course instead of integrated what are the differences aside from one's residential?
d) How much of a benefit is it to have a few years life experience and responsibility when applying for your first position in the industry?

Any constructive feedback would be greatly appreciated. I haven't had a chance to read through the whole forum yet so sorry if I have asked something that has already been answered. I also have only a basic knowledge of the present aviation industry so any useful reference material, please send it my way.

a) If you can afford integrated is it worth the extra money
- No, the European financial !!!! storm on the horizon is going to ruin integrated students lives just as badly as modular.

b) If you chose modular, could you fit training around seasonal or part time overseas work
- Yes, however when it comes to doing your CPL ME and IR I'd suggest you do these modules in one sitting i.e. take 4 weeks off to do the CPL, go back to work, a week to do the ME, back to work then a couple of months for the IR, back to work. I did the IR around full time employment and believe me it was a ball ache. Take the time off and give it 100% of your attention.

c) If you studied full time for a modular course instead of integrated what are the differences aside from one's residential?
- If you plan it well and work your arse off you will complete the modular course quicker than the integrated. I managed to get from zero to CPL ME IR in about £50K so it's a bit cheaper too but how much you value the 'apparent' increase in chances of getting a job is up to you.

d) How much of a benefit is it to have a few years life experience and responsibility when applying for your first position in the industry?
- It depends how mature you are to start with. Optimum age seems to be around the 25 mark (in my opinion).

Hi i was just wondering do you need any school qualifications before a airliner will be interesred in you.