BMI holding pool.....
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Carlton Browne - I realise that you're only relaying information for the benefit of others, and that is to be applauded, but it sounds to me like someone in BMI is making the rules up as they go along!
I think the main reason for the section on the form regarding expiry of the previous IR is that it is very difficult to roster pilots for LPCs exactly when their IR is due, and therefore some flexibility is allowed. For example, I once did an LPC 11 weeks before my IR was due to expire, and by basing the next due date on my previous expiry those 11 weeks were not lost. On that occasion my IR was therefore valid for 1 week short of 14 months!
I joined my first airline 1 week after renewing my initial IR, and they kindly advised me that I'd just wasted my money as they would have to do it all again within the type rating course anyway.
I stand to be corrected if the rules have changed, or are indeed different for for those who do not have an airline type rating yet, but I'm sure the Airbus TRE in question is mistaken with regard to expired IRs, and as for sending some away....
I think the main reason for the section on the form regarding expiry of the previous IR is that it is very difficult to roster pilots for LPCs exactly when their IR is due, and therefore some flexibility is allowed. For example, I once did an LPC 11 weeks before my IR was due to expire, and by basing the next due date on my previous expiry those 11 weeks were not lost. On that occasion my IR was therefore valid for 1 week short of 14 months!
I joined my first airline 1 week after renewing my initial IR, and they kindly advised me that I'd just wasted my money as they would have to do it all again within the type rating course anyway.
I stand to be corrected if the rules have changed, or are indeed different for for those who do not have an airline type rating yet, but I'm sure the Airbus TRE in question is mistaken with regard to expired IRs, and as for sending some away....
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Some light at the end of the tunnel
bmi mainline is currently increasing the strength of it's training department to cope with the number of courses it will be running in the first half of 2008.
Some of the increased training requirement will be to cope with the BMED integration LPC & linechecks for BMED pilots, some for command courses & A330 coversions (CCQ) but a good deal is for new joiners!
Some of the increased training requirement will be to cope with the BMED integration LPC & linechecks for BMED pilots, some for command courses & A330 coversions (CCQ) but a good deal is for new joiners!
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Edited to remove a personal attack (apologies) and to point to my lower post with the correct LASORs reference.
Even if it was only a company requirement, it is their train set, so they get to set the rules. Given that they are one of the dwindling number of companies offering new graduates training on the Airbus without requiring the students to contribute financially (ie, to answer EjetSetter's question, this is not an SSTR) it is not such an onerous requirement...
Even if it was only a company requirement, it is their train set, so they get to set the rules. Given that they are one of the dwindling number of companies offering new graduates training on the Airbus without requiring the students to contribute financially (ie, to answer EjetSetter's question, this is not an SSTR) it is not such an onerous requirement...
Last edited by CarltonBrowne the FO; 5th Oct 2007 at 20:51.
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I have been in the holding pool since April and type rated on the 145 so imagine. Its been taking some time but I am in no rush to be honest.
All the best to everybody
All the best to everybody
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Carlton - indeed it is their trainset, and of course they are allowed to stipulate any minimum experience requirements that they like as an extra filtration layer. I have no argument with that at all, but what bothers me here is someone is clearly making up their own rules.
A full type rating course by its very nature includes an IR validation element, so it's irrelevant whether it is valid or not when one starts the course, there's no extra sim sessions and therefore no extra cost.
Are there any TRI/TREs reading this who know the full story here.
A full type rating course by its very nature includes an IR validation element, so it's irrelevant whether it is valid or not when one starts the course, there's no extra sim sessions and therefore no extra cost.
Are there any TRI/TREs reading this who know the full story here.
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fly2high, the good news is that the 145 is an ideal type to transition onto the bus from; most of the systems are grown up versions of those fitted to the 145. Honeywell-fitted 145s are probably a closer match than Universal-fitted, but it's still a good jump to make.
Edited for relevance; for those new to the thread I was starting to attack the poster instead of the post.
Edited for relevance; for those new to the thread I was starting to attack the poster instead of the post.
Last edited by CarltonBrowne the FO; 5th Oct 2007 at 20:54.
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RAFAT
You are correct. It is neither a JAR nor a CAA requirement. It is simply a company recruitment currency requirement required by most airlines when recruiting fresh blood. Basically it reduces the training risk and therefore the cost to the company of failure.
The LST issues a new type rating, the LPC renews or revalidates an existing type rating.
bigmustard
TRE
You are correct. It is neither a JAR nor a CAA requirement. It is simply a company recruitment currency requirement required by most airlines when recruiting fresh blood. Basically it reduces the training risk and therefore the cost to the company of failure.
The LST issues a new type rating, the LPC renews or revalidates an existing type rating.
bigmustard
TRE
Last edited by bigmustard; 3rd Oct 2007 at 21:46.
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bigmustard, my congratulations on reaching TRE status at the age of 22.
I look forward to watching your future career.
Edited to say: preserve your anonymity if you like, but if you deliberately post 2 untruths on a forum, be prepared to have your other statements challenged.
Edited again to say; it is a JAR requirement; the LASORs reference is below.
I look forward to watching your future career.
Edited to say: preserve your anonymity if you like, but if you deliberately post 2 untruths on a forum, be prepared to have your other statements challenged.
Edited again to say; it is a JAR requirement; the LASORs reference is below.
Last edited by CarltonBrowne the FO; 5th Oct 2007 at 20:57.
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Carlton - would you please stop having a go at anyone that dares to challenge what you post. The issue bothers me a little, but only to the extent that a bmi TRE appears to be making things up as he goes along and using CAA regs as a reference when it is a Company only requirement.
Such debates are part & parcel of PPRuNe, and thankfully, bigmustard has clarified the situation, although quite why he deserves a piece of your mind for doing so is beyond me.
Such debates are part & parcel of PPRuNe, and thankfully, bigmustard has clarified the situation, although quite why he deserves a piece of your mind for doing so is beyond me.
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I checked LASORs to find the definitive answer.
The reference is on
http://www.caa.co.uk/docs/175/SECTION%20F.pdf
Scroll down to F4.1
The section is entitled Pre-requisite conditions for training
An applicant for the first type rating course for a MPA shall provide evidence that the following requirements have been met:-
a. have completed at least 100 hours as pilot-in-command of aeroplanes;
b. hold a current and valid multi-engine Instrument Rating (Aeroplanes)
With all due respect to other posters, I hope this settles the point; it is only of importance to those new joiners without a previous multi-pilot type on their licences , which I had not previously appreciated.
Edited for clarity
The reference is on
http://www.caa.co.uk/docs/175/SECTION%20F.pdf
Scroll down to F4.1
The section is entitled Pre-requisite conditions for training
An applicant for the first type rating course for a MPA shall provide evidence that the following requirements have been met:-
a. have completed at least 100 hours as pilot-in-command of aeroplanes;
b. hold a current and valid multi-engine Instrument Rating (Aeroplanes)
With all due respect to other posters, I hope this settles the point; it is only of importance to those new joiners without a previous multi-pilot type on their licences , which I had not previously appreciated.
Edited for clarity
Last edited by CarltonBrowne the FO; 5th Oct 2007 at 09:57.
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Back on positive subject.
Does anyone know if mainline are running a Dec. course and if so has anyone heard if they have a place on it?
Still sitting, waiting, wishing.....
Still sitting, waiting, wishing.....
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With bmi cancelling recent interviews due to a downturn in operational requirements what does this mean for those in the pool/standing at the waters edge(like me!)?
kempus
oh posted something similar in wannabes but prob better here!
kempus
oh posted something similar in wannabes but prob better here!
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For those in the holding pool it should mean no change- it just means that, for the moment, the company thinks they have a large enough hold pool to fill the next few months worth of courses.