View Poll Results: Type rating?
Bought Type rating - got the job
4
66.67%
Bought Type rating - told "need time on type"
1
16.67%
You were told buy the type and get the job - but did not get a job offer anyway
1
16.67%
Voters: 6. This poll is closed
Type Rating - which type, where, why pay etc?
Join Date: Jan 1999
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I have done the Boeing 737NG type rating with the computor and it was OK but only because it was backed up by an instructor who knew the aircraft very well.
It is the second type rating I have done on the computor (the other was the A320 airframe/engine maintenance) and both of these courses would have been useless without the help of an instructor however I still favor the old style "chalk and talk" type instruction.
It is the second type rating I have done on the computor (the other was the A320 airframe/engine maintenance) and both of these courses would have been useless without the help of an instructor however I still favor the old style "chalk and talk" type instruction.
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Type Ratings
Just a quick question.....does anyone know whether the cost of a 737 type rating with Go or easyjet is paid for fully by the airline, or deducted monthly over a three year period from the employees salary?
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Paying For Type Rating
Has anybody paid for a type rating with results (not the ryanair way) Heard a rumor that there are very few unemployed 737 and A320 type rated pilots out there. If this is true seems like a good way of getting your lucky break into the market. Anybody had any luck??
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seems like some airlines want us to pay for type ratings. would be an advantge, in employers eyes, to have one but it's more expense. Will those that stump up and pay to do it set the prescedent for all of us. Guess money makes the world go round though!!!
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Rednex
If our illustrious Moderators read this and reply I think they'll probably advise not. My two penny worth is:
1. I understand most companies want a type rating plus 3-500 hours on type.
2. Not doing the type rating with a specific comapny means you won't have learned their Standard Operating Procedures, which may be a draw back. ie they'll put you through a conversion anyway.
It's a difficult one but I think you may be better off keeping the CPL/IR current on a MEP and keeping/obtaining other work to live off until the break comes.
If it's any consolation I have nearly 5000 hours (2300 Mulit Jet) and I'm unemployed too. I will keep the IR current and not risk a 737 TR.
Best of luck and network as best you can.
If our illustrious Moderators read this and reply I think they'll probably advise not. My two penny worth is:
1. I understand most companies want a type rating plus 3-500 hours on type.
2. Not doing the type rating with a specific comapny means you won't have learned their Standard Operating Procedures, which may be a draw back. ie they'll put you through a conversion anyway.
It's a difficult one but I think you may be better off keeping the CPL/IR current on a MEP and keeping/obtaining other work to live off until the break comes.
If it's any consolation I have nearly 5000 hours (2300 Mulit Jet) and I'm unemployed too. I will keep the IR current and not risk a 737 TR.
Best of luck and network as best you can.
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I was in a similar position like you guys are now.I finished my training at the age of 33 and couldn't even get an interview with only 300 hrs and a surplus of pilots on the market with thousands of hrs experience.I was 3 yrs down the line and 45K poorer and so about 9 yrs ago I decided to mortgage the house and get a 320 rating.I was told that with my experience I would find it extremely difficult to get hired and that I was wasting my money.I figured that if I was to have any chance at all of any kind of flying job I had to give it a shot no matter how small the odds.Sure enough I didn't get a look in for a further 2 yrs but out of the blue came my lucky break where an operator based at LHR needed a type rated pilot to start within 2 days. I was ready even though my IR wasnt current and had only flown a handful of hrs on light A/c during that time. In my experience you need to make your own luck and make yourself as employable as possible to try and get to the front of the queue.I was nearly 38 when I got my first flying job and straight onto jets. I followed my gut feeling, if I hadn't I may have been left on the kerb.Once you get 500 hrs commercial experience behind you then you are in the system and will seldom look back. My advice is if you can afford to take the chance do it because it may just give you the edge.
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It would be nice to see some more opinions on this matter, im seriously considering it myself, particularly in the light of what the IPA state, that they dont advise self-sponsered type ratings unless your a late starter. I consider myself in this category holding a frozen ATPL 520hrs and just turned 44.Will be an interesting thread this one.
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Should be an interesting thread for sure! From what I've seen, many disapprove of this on the basis of people "buying their way in".
For those who disapprove, please bear in mind that those of us older fellows have worked hard for many years in nightmare jobs to build up the money to sponsor our selves through - we're probably already somewhat disadvantaged by age - if paying for a type rating offsets the grey hair somewhat, you can hardly begrudge us that...
However, I must say that rather than just do a type rating, I would try to get onto the CTC ATP scheme (if 34 or less). Seems a better route through to me and well respected. If over 34, perhaps talk to them for advice?
I do share concerns about it raising the bar for everyone but I think it's unlikely that the majority will go for it - it's just because of the market situation right now and I imagine it will go away again when hiring improves.
For those who disapprove, please bear in mind that those of us older fellows have worked hard for many years in nightmare jobs to build up the money to sponsor our selves through - we're probably already somewhat disadvantaged by age - if paying for a type rating offsets the grey hair somewhat, you can hardly begrudge us that...
However, I must say that rather than just do a type rating, I would try to get onto the CTC ATP scheme (if 34 or less). Seems a better route through to me and well respected. If over 34, perhaps talk to them for advice?
I do share concerns about it raising the bar for everyone but I think it's unlikely that the majority will go for it - it's just because of the market situation right now and I imagine it will go away again when hiring improves.
Last edited by buttline; 5th Jul 2002 at 05:02.
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There will always be people willing to pay.
There will always be people willing to work for free.
The wannabes of today are working really hard to destroy the market for themselfs. In some countries even the goverment take an aktive part ie goverment finaced high school programs.
There will always be people willing to work for free.
The wannabes of today are working really hard to destroy the market for themselfs. In some countries even the goverment take an aktive part ie goverment finaced high school programs.
My tuppence worth is that I know of several people who bought their type ratings and where subsequently offered a job afterwards.
They all did their homework before hand, but none the less if's a seriously risky strategy.
Six years ago, base training on BM 737's was running at £43 a minute. Makes the IR rates seem cheap, but just imagine what sort of costs you could rack up if you needed a bit of extra time.
S
They all did their homework before hand, but none the less if's a seriously risky strategy.
Six years ago, base training on BM 737's was running at £43 a minute. Makes the IR rates seem cheap, but just imagine what sort of costs you could rack up if you needed a bit of extra time.
S
I say there boy
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As has been said, it is a very high risk strategy, however the rewards are high.
If you can afford to lose the money, do it.
If you can't, do your homework and think it through properly before doing it. You are likely to be throwing that money away if your plans come to nought. Would the £15 or so grand be better spent on an instructors rating, leaving some cash over to help live on an instructor's salary?
As has been said, the CTC scheme is a better bet for those 34 or younger.
A well-worn route is buying a type rating on an older turboprop (Shed, F27) - the likes of BAC and Streamline get many of their pilots this way, so you stand a good chance of being employed and will get plenty of multi-turbine hours in return, however it's a lot of money to pay for a type rating on an obsolescent aircraft flown by few operators.
The other option is a B737 or A320 type rating. Personally, if I had the cash to throw away I'd be tempted to go for a 737NG rating due to the large number of potential airlines in the UK(whilst keeping an eye on Easy/Go's fleet expansion plans because they might go A320).
cheers!
foggy.
If you can afford to lose the money, do it.
If you can't, do your homework and think it through properly before doing it. You are likely to be throwing that money away if your plans come to nought. Would the £15 or so grand be better spent on an instructors rating, leaving some cash over to help live on an instructor's salary?
As has been said, the CTC scheme is a better bet for those 34 or younger.
A well-worn route is buying a type rating on an older turboprop (Shed, F27) - the likes of BAC and Streamline get many of their pilots this way, so you stand a good chance of being employed and will get plenty of multi-turbine hours in return, however it's a lot of money to pay for a type rating on an obsolescent aircraft flown by few operators.
The other option is a B737 or A320 type rating. Personally, if I had the cash to throw away I'd be tempted to go for a 737NG rating due to the large number of potential airlines in the UK(whilst keeping an eye on Easy/Go's fleet expansion plans because they might go A320).
cheers!
foggy.
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Saint00
Could you save the melodramatic opinions for the tabloids and try backing up what you surmise. (And that's "themselves", "Government", "active" and "financed".)
I'm no economist, but the aviation industry cycles through "booms" and "busts" like any other industry trailing the national economy. Pre-requisite experience vs training on-the-job has historically been a part of the labour market in not just the aviation industry for the better part of the last 3-4 decades. Whether prospective employees pay/don't pay, demand a wage/work for less is inextricably linked to the health of the industry and the economy. An open mind and calculated flexibility will get you further than clinging on to yesteryears ideals in todays market. Success favours the resourceful not the stoic - I've watched it happen around me at multiple levels in several industries. Besides those that you would accuse of killing the industry, be they employees or employers, would be by far the minority IMHO. Wake up and smell the daisies - times are changing.
foggy
Thank you - my point exactly.
Could you save the melodramatic opinions for the tabloids and try backing up what you surmise. (And that's "themselves", "Government", "active" and "financed".)
I'm no economist, but the aviation industry cycles through "booms" and "busts" like any other industry trailing the national economy. Pre-requisite experience vs training on-the-job has historically been a part of the labour market in not just the aviation industry for the better part of the last 3-4 decades. Whether prospective employees pay/don't pay, demand a wage/work for less is inextricably linked to the health of the industry and the economy. An open mind and calculated flexibility will get you further than clinging on to yesteryears ideals in todays market. Success favours the resourceful not the stoic - I've watched it happen around me at multiple levels in several industries. Besides those that you would accuse of killing the industry, be they employees or employers, would be by far the minority IMHO. Wake up and smell the daisies - times are changing.
foggy
Thank you - my point exactly.
Last edited by Chill; 5th Jul 2002 at 09:03.
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I agree Chill.
It is how you act in the low times that will determine how the high times will be. A goverment can take an active part by having goverment sponsored traning when there is no need for it.
It is good old supply and demand. The times will change but the standards set today will remain.
It is how you act in the low times that will determine how the high times will be. A goverment can take an active part by having goverment sponsored traning when there is no need for it.
It is good old supply and demand. The times will change but the standards set today will remain.
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Excuse my ignorance, Im seeing CTC mentioned all over different threads who are they, what do they do, and whats their web address?
cheers
Agree with what you're all saying on this matter. I guess we've just got to try our hardest to achieve our aims, but there will always be options to jump the queue!!
cheers
Agree with what you're all saying on this matter. I guess we've just got to try our hardest to achieve our aims, but there will always be options to jump the queue!!
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A type rating is a good idea, i am trying to orgaise one at the moment on the B737 but cannot get an aircraft plus they try an pair people up. If anyone is seriously interested email me.
Ta
the luckiest person i ever met was also the hardest working
Ta
the luckiest person i ever met was also the hardest working
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Requirements for a type rating
Is it necessary to have a current MEP class rating as well as a current Multi IR to undertake a type rating course in a multi engine aircraft?