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minimum of about 40.
To all that must be added the year's
salary you don't earn while you're
training, which means that you have
to ensure a high enough salary that
will give enough return to pay back
this "loan" of, say, £65,000
(assuming you would earn £10,000
as an 18-year old). That's as big as a
mortgage, so you would need the
cash flow to be able to pay yourself
back around £750 per month for 25
years—and that's before you start
eating! (Mind you, it could be taxdeductible).
But why be negative? Flying is the
sort of profession where economics
tend to take a back seat, and it’s not
always money that motivates people,
so you will need to know that there
are generally two grades of licence
that entitle you to earn money as a
pilot, the Commercial Pilot's Licence
Training & Testing 309
(CPL) and the Airline Transport Pilot's
Licence (ATPL).
For what people would normally
think of as Commercial Air
Transport purposes (that is, where
passengers or cargo are carried for
money), the CPL covers you for
command of aircraft up to 5700 kg
in weight and the rank of First
Officer for anything else (though I
don't think you'll find too many CPL
holders in the front end of a 747).
You can't have a CPL until a certain
age, but you can take the exams
beforehand—some of them up to
twelve months in advance.
Neither can you have an ATPL until
you are much older and get a lot
more hours under your belt and pass
some more exams; though not
necessarily in that order. The ATPL
covers you for command on
anything, subject to type rating.
Although the ATPL includes an
Instrument Rating as part of its
structure, the CPL may be issued
without one, which makes it a useful
first step, but you're generally
unemployable without an IR. If you
have an ATPL, but allow any of the
requirements that makes it valid
lapse (such as a 6 monthly medical
or an IR), then it reverts to a CPL.
The Chief Pilot will have discretion
to use pilots with all sorts of
variations, provided a suitable
training program is established.
If you join, say, an Air Taxi
Company already type rated and
with about 250 hours charter
experience, your training will be as
little as possible and take the format
of the Base, or Proficiency Check. It
will (or should) include a technical
exam relating to the aircraft type. As
a result, you could find yourself just
completing the following in order to
get on-line:
· Emergency and Lifesaving
Equipment Check
· Base or Proficiency Check
· Area Competency Check
· Recent experience
· Line Check
You need the Emergency one first,
or at least the paperwork needs to be
dated that way. If you require type
rating as well, you will also need a
Type Technical Examination and
1179 Check (a proper training
syllabus will have to be laid down for
this, and will consist of a number of
hours of ground and air training,
typically 25 and 5 respectively),
together with a minimum of 2
observed sectors (or 2-3 hours,
whichever is the greater) before a
final Line Check (in Canada, Line
Checks only seem to be relevant at
the airline level). If your Company
expects to train and convert pilots
regularly, they will need to include
the training syllabus as part of the
Ops Manual. If it's a one-off
occasion, a Flying Staff Instruction
should cover it.
Unless the aircraft you are
converting to is very similar to one
you already have on your licence,
you will probably also have to renew
your Instrument Rating on type
(definitely on a helicopter). If you're
unlucky and not only require type
rating but also have less than 250
hours charter experience, you may
find yourself doing an initial Line
Check with at least six observed
sectors (which must consist of a
310 Operational Flying
minimum total of about ten hours)
before your final Line Check.
The observed sectors are not part of
basic training, but are to allow you to
settle down and to help check on the
training procedures. All of the above
is variable, however, and will change
between companies.
Training in General
Unfortunately, companies don't
share information readily, either for
commercial reasons or lack of time,
and so-called self-starters, who pay
for their own training, may cause
　
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