Pilot Licences Explained
What Licences You Need to Become a First Officer with an Airline
Understanding the various stages of flight training and what licences you need to become a First Officer with an airline can be a bit confusing initially. In short, to operate as a commercial airline pilot you need to hold either a frozen Air Transport Pilots Licence (fATPL) or a Multi-Crew Pilot Licence (MPL). However, these licences are actually made up of a number of other licences and courses. These various sub-licences and credentials all combine to form a fATPL. We’ve provided a simple breakdown of each of these flying licences and then outline the training you subsequently need complete with an airline in order to become a First Officer.
The Route to Become a First Officer with an Airline
*Upset Prevention & Recovery Training (UPRT) is now also a requirement to hold a frozen ATPL
A Breakdown of the Various Licences Required to Become a First Officer
As our route map to become a First Officer shows, if you go to an integrated flight training school, you complete all of the licences together in full time training. If you complete your flight training via the modular route, you will need to understand all the individual elements in order to understand what order to complete what training and what the training requirements are.
Multi-Crew Pilot Licence (MPL)
Multi-Crew Pilot Licence (MPL) Explained
An MPL allows you to operate as a First Officer / Co-pilot on a commercial passenger aircraft. This licence is a relatively new concept which has been introduced alongside the traditional frozen ATPL licence.
The biggest difference between an MPL and fATPL licence is that you can only complete MPL training with an approved training organisation having already been selected to join an airline specific training course (such as the easyJet or British Airways MPL Cadet programs). You can’t complete an MPL course unless you have been specifically selected to complete the course by an airline.
The practical difference between an MPL and a fATPL is the training syllabus. MPL training puts greater emphasis on airline specific, multi-crew training, with less time spent training the more traditional single pilot flying skills in light aircraft. As a result, do you do less real flying and spend more time in the simulator. You still learn the core flying skills, but more quickly progress towards the concept of multi-crew operations and instrument flying.
As a result, you don’t ever obtain a Private Pilot’s Licence (PPL) or a Commercial Pilots Licence (CPL) which is needed to operate commercially in a single pilot role.
You hold an MPL licence until you achieve 1,500 hours of flight time, at which point you can upgrade your licence to a full ATPL.
Holding an MPL can make changing piloting jobs difficult until you have upgraded to a full ATPL. An MPL holder must continue working for their sponsored airline and it is not easily transferable. It will typically take you about 2-3 years to acquire the 1,500 hours required to ‘unfreeze’ your ATPL. This isn’t a problem during normal times as you will have been bonded to the airline who’s training program you were accepted onto. However, it could be an issue if the worst happens such as redundancy occurring due to an event like the Covid-19 pandemic.
Air Transport Pilot Licence (ATPL)
Air Transport Pilot Licence (ATPL)
The more traditional route to becoming a Co-pilot / First Officer is to obtain a frozen Air Transport Pilots Licence (fATPL).
The fATPL isn’t a standalone licence, rather it’s a widely accepted summary that you have all the individual licences you need to operate as a First Officer on a commercial transport jet with an airline.
The fATPL consists of a number of individual licences and endorsements, all of which must be obtained in order to have a fATPL. This consists of
- 13 ground school examinations (ATPL Theoretical Exams)
- Commercial Pilots Licence (CPL)
- Multi Engine Instrument Rating (MEIR)
- Multi Crew Co-operation Course (MCC)
- Upset Prevention & Recovery Training (UPRT)
An ATPL is not as restrictive as an MPL in that you can free move between airlines (although you may require a new type rating as described later) and you can operate smaller passenger aircraft (8 seats or less) as a single pilot should you wish.
The frozen ATPL becomes “unfrozen” i.e., a full ATPL, when you have completed a total of 1500 hours total flying time, of which 500 hours must be multi crew environment i.e. flown in an aircraft which requires both a captain and first officer. You must be aged 21 or over for the licence to be unfrozen. You must hold a full ATPL to operate as a Captain of a commercial aircraft.
You can obtain all the licences and exams required to hold a fATPL at a flight school through either integrated or modular training.
Some airlines will also require you to have a type rating as a minimum requirement. This is a stand-alone endorsement to add to your fATPL which allows you to operate a specific type of jet transport category aircraft. This is described in more detail later.
Private Pilots Licence (PPL)
Private Pilots Licence (PPL)
The entry level piloting licence is called a Private Pilot’s Licence (PPL). This licence entitles the holder to exercise privileges as pilot in command of a light single piston aircraft (this basically means you can fly a small aircraft by yourself). The minimum age to hold a PPL is 17 years old. To obtain this, you need to complete a minimum of 45 flying hours, 10 of which must be solo hours, and 5 of which can be in a certified flight simulator.
There are also 6 ground school exams which must be passed, of which the pass mark is 75%. Once your instructor deems you are ready and have met the minimum requirements, you will sit a flying test with a regulatory examiner (its a bit like a driving test but in an aircraft). Although 45 hours is the minimum requirement, most people will generally need about 60-70 hours to reach the sufficient standard, some people needing more and some less. Again, depending on the person, the aim is to fly your first solo flight after just 15 hours of tuition.
It is not a requirement that you hold a PPL before obtaining a Commercial Pilots Licence (CPL), although many would argue that it is a good idea to do so in order to assess whether you have the aptitude for flying and more importantly whether you actually enjoy flying as much as you thought you would.
Commercial Pilots Licence (CPL)
Commercial Pilots Licence (CPL)
The CPL is basically a more advanced PPL, requiring enhanced flying accuracy and a higher standard of airmanship. The holder of a CPL is able to act as pilot in command of a small piston engine aircraft that holds less than 9 passengers, for commercial purposes such as revenue flights in visual conditions (VMC). The minimum age to hold a CPL is 18 years old.
The CPL is valid for multi engine aircraft only if the CPL skills test is passed in a multi engine aircraft, otherwise the licence privileges are restricted to single engine aircraft. A CPL holder may only operate the aircraft in what is referred to as visual meteorological conditions (VMC – this basically means clear of cloud with the ground always in sight in good visibility). In order to be eligible to sit the CPL skills test with an examiner, the student must have completed 70 hours as pilot in command (or pilot in command under supervision) and flown the cross-country qualifier which involves a solo flight over 300 nautical miles, landing at two other airfields in addition to the one you departed from. You obtain a CPL by passing a CPL skills test with an authorised examiner.
ATPL Theoretical Examinations (Theory)
ATPL Theoretical Examinations (Theory)
You must have also of passed the following 13 ATPL theoretical examinations with a pass mark of 75% or greater. The ATPL theory subjects consist of the following:
- Mass and Balance
- Performance
- Flight Planning
- Air Law
- Aircraft General Knowledge
- Instrumentation
- Human Performance
- Meteorology
- General Navigation
- Radio Navigation
- Operational Procedures
- Principles of Flight
- Communications
Some airlines stipulate that applicants should have achieved more than an 85% average pass mark and have passed all the examinations at the first attempt.
Instrument Rating (IR)
Instrument Rating (IR)
Flying an aircraft in conditions where you can’t see the ground, such as in or above cloud, is referred to as Instrument Meteorological Conditions (IMC). In these conditions, you can’t fly the plane by looking out the window so you have to fly solely with reference to the aircraft’s instruments. Flying the aircraft with only reference to the instruments is called Instrument Flight Rules (IFR). In order to be qualified to operate under IFR, you must hold an Instrument Rating (IR). You can complete the instrument rating on either a single or multi-engine aircraft, but to operate for an airline, you specifically need to hold a Multi-Engine Instrument Rating (MEIR).
When training for the instrument rating, the instructor will place special screens up on the windshield of the aircraft, or the student will wear special goggles to ensure they can’t see outside. The screens or goggles go up at about 400 feet above ground level and are removed when coming into land at about the same height. After take-off, the student must navigate using only the aircraft instruments and radio beacons. A typical flight involves navigating to another airfield, making an instrument approach followed by carrying out a missed approach before navigating back to the departure aerodrome to land.
During this phase of training, much emphasis is placed on the student’s pilot in command capabilities, with a lot of training being conducted as Pilot in Command Under Supervision (PICUS). This basically means that whilst the instructor has the overall legal responsibility of the flight, the student is encouraged to act though they are the Pilot in Command (Captain).
To obtain an IR you must have completed a minimum of 50 hours cross country flying under instrument flight rules (IFR) as pilot in command. When the candidate is deemed ready, he/she must complete a mock instrument rating skills test (called a 170A) followed by an official skills test with an approved instrument rating examiner. The test requires you to fly a number of exercises with reference only to the aircraft instrumentation, including the routing as described as above.
Multi-Crew Cooperation Course (MCC)
Multi-Crew Cooperation Course (MCC)
The MCC phase of your training is designed to help make the transition from single pilot operation to multi-pilot operation. All commercial aircraft with more than 9 seats are operated with a minimum of two flight crew, a Captain and a First Officer, and have to work together effectively to ensure the safety of the operation.
The MCC course comprises of both theoretical training and practical simulator training. The simulator used is typically a widely operated commercial aircraft such as a Boeing 737 or Airbus 320.
The course places significant emphasis on ‘non-technical’ and Crew Resource Management (CRM) skills such as decision making, teamwork and communication. It is the first time you are introduced to multi-crew standard operating procedures (SOPs) in an airline environment. The course usually consists of around 20-40 simulator hours and is very intense.
Some training organisations also include a Jet Orientation Course (JOC) as part of the MCC course. This shorter course is used to help develop the manual flight and automation managed skills needed to operate a large commercial jet aircraft.
APS MCC
Airline Pilot Standards Multi-Crew Cooperation Course (APS MCC)
Airline Pilot Standards Multi-Crew Cooperation Course (APS MCC) was introduced in 2017 in order to enhance the traditional MCC courses. In addition to the requirements of the standard MCC, the APS MCC focuses on swept wing jet handling and airline operation scenarios. There is also a pass/fail assessment at the end of the course. The APS MCC requires a minimum of 40 flight simulator hours to be completed.
The APS MCC also includes the elements which were traditionally included in the unregulated and optional Jet Orientation Course (JOC).
Some airlines state that preference will be given to applicants to have an APS MCC rather than a basic MCC.
In order to hold a frozen ATPL and commence a type rating, trainees can have completed either a traditional MCC or an APS MCC.
Upset Prevention & Recovery Training (UPRT)
Upset Prevention & Recovery Training (UPRT)
UPRT stands for aeroplane ‘Upset Prevention and Recovery Training’ and is a short course designed to provide a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to prevent and recover from aeroplane upsets (typically referred to by airlines as ‘Loss of Control in Flight’ or LOC-I).
Pilots who are undergoing their initial ATPL training are required to complete the ‘Advanced UPRT’ which comprises of at least 5 hours of theoretical instruction as well as at least 3 hours of dual flight instruction in an aeroplane.
Type Rating (TR)
Type Rating (TR)
A type rating is a licence endorsement which is needed to operate a specific commercial aircraft type like a Boeing 737 or an A320. So by way of example, a B737, A320, B777 or Embraer 190 all require separate type rating qualifications. A type rating comprises of both technical ground school training and then around 40 hours simulator training. This then culminates in ‘Base Training’ which comprises of 6 take offs and landings in the real aircraft, which equates to approximately 1 hour of flight time.
A type rating is required to operate a specific aircraft that meets any of these requirements:
- Carries more than 9 passengers
- Has a maximum take-off weight of more than 5,900 kilograms
- Is a jet aircraft
To commence a type rating the candidate must have a frozen ATPL or MPL.
The type rating has traditionally been provided by an airline once offered a job with that airline (which might be paid for by either the airline or individual, depending on the airline) but you can choose to pay for the type rating yourself after completing flight training. Some people do this as they believe it will make them more employable.
Some airlines require candidates to be type rated when applying for a role as a First Officer but they will also typically require some flying experience on that aircraft type. When recruiting type rated pilots, flying time on type requirements are usually anywhere between 250 to 3000 flying hours.
One person can hold a maximum of two type ratings at any one time. There are some generic type ratings, for example a type rating on the Airbus A320 allows the holder to operate the A318, A319, A320 and A321. Similarly, completing a type rating on the Boeing 737 NG allows the holder to operate any of the B737 series, both classic and next generation (300-900). Equally the B777 & B787 are dual type ratings.
How Much Does a Type Rating Cost?
A type rating on an aircraft like a Boeing 737 or A320 typically costs between £18,000 – £30,000.
Should I Pay for a Type Rating?
This question can be split into two elements:
Should I pay for a type rating if i’ve been offered a job with an airline but they require me to pay for a type rating?
Whilst it’s obviously far more preferable for the airline to pay for your type rating, some airlines will offer you a job as a First Officer without a type rating, but will require you to pay a type rating which they will provide. If you are going to pay for a type rating, it is far more preferable to do so if you have received a firm job offer.
Should I pay for a type rating without a job offer, just to try and boost my chances of employment?
It’s rare for an airline to advertise for First Officers who have no commercial flying experience but are already type rated. It does happen occasionally and some people feel it will improve their employment prospects. It’s not something we would recommend as when type rated on a specific aircraft, you narrow your employment options. For example, if you’ve paid £20k for a B737 type rating, but then receive a job offer to fly an A320 but with a self funded type rating requirement, you’ll have wasted £20k on a B737 rating.
Base Training
Base Training
Base Training is completed at the end of the Type Rating and before commencing your Line Training. It’s without doubt one of the most exciting and memorable days of your flying career as this is the first time you get your hands on a commercial jet aircraft after years of training. It consists of completing a minimum of 6 take offs and landings in an empty aircraft. You complete the take-off and landings by doing ‘touch and go’s’ where you touchdown then immediately take off again without stopping.
Base Training is conducted with a Line Training Captain (LTC) who will have received specific training which allows them to conduct the Base Training. A Line Training Captain is a pilot who is specifically certified to conduct training on the aircraft. The LTC will be on hand to provide instruction, demonstration and can intervene if required. The flying is all done completely manually, the autopilot, autothrottle and flight directors are not used.
Once you’ve gained some experience flying a commercial jet aircraft, if you complete a type rating again for another aircraft, you will likely be ‘zero flight time’ eligible which is where you don’t need to carry out base training and can go straight from the simulator during the type rating stage, to line training, with your first landing being with passengers onboard. For example, if you are experienced on the B737, you won’t need to do base training as part of a B777 type rating (which is a shame for the pilots but it saves the airline a lot of money).
Line Training
Line Training
Just when you think all the hard work is done, having completed your type rating and base training, you start one of the most intensive periods of your flight training, the ‘Line Training’ phase. During Line Training, you operate the aircraft as a Second or First Officer as part of a normal crew in normal airline operations (i.e. with passengers onboard). You will be under the watchful eye of a Line Training Captain (LTC) who is there to provide training, supervision and mentorship.
The first few sectors will focus on your take off and landing technique, seeking to build some consistency in these areas. You will be expected to continuously improve your ability to apply company SOPs and will be quizzed on your technical and procedural knowledge.
How Long Does Line Training Last?
The length of line training depends upon your flying experience and the airline. As a cadet entry pilot, you can expect the line training to be between 40-70 sectors (a sector is one flight from a to b). Some pilots may progress very quickly whilst others take a bit longer, but extra support will be provided if you need it. Once the line training captain believes you are up to ‘line standard’ (i.e. are proficient enough to fly with a normal Captain in normal line operations), you will be put forward for a ‘Line Check’. This is a bit like a driving test, but in the aircraft. During the line check, the Captain will assess your non-technical skills and proficiency at operating the aircraft in accordance with company Standard Operating Procedures.
When transitioning onto a long haul aircraft, your line training may be as little as 8 sectors.
Once you pass your line check, you are ‘released to the line’ and start flying as a normal Second or First Officer alongside a normal Captain. It’s a big day when you pass your initial line check – you’ll likely have been training for well over 2 years to get to this point.
The learning really starts when you are released to the line for regular operations. You’ll quickly find yourself operating to new challenging destinations, dealing with new technical defects and weather issues that you didn’t see during your line training. You may well be flying with a different Captain every day, all with different styles and expectations. The reality is that you never stop learning throughout your entire career – the day you don’t learn something from a flight should be the day you retire.
Pilot Medical Certification
Pilot Medical Certification
If you want to become a commercial airline pilot, the first thing you should do is book a medical assessment with an Aviation Medical Examiner (AME) in order to obtain a Class One Medical certificate. This certification is a mandatory requirement for all flight crew in order to operate commercial aircraft. At the initial assessment, your overall health is reviewed through medical examination, a review of previous medical history and a number of tests are conducted. Your examiner will seek to identify any conditions which may impact your ability to hold a Class One medical certificate.
Unfortunately for some, this occasion may highlight an underlying medical condition which has not before been detected, and the medical certificate will not be issued. Some conditions are not necessarily disqualifying but may require further investigation and testing.
After the initial issue, you are required to attend a medical assessment on an annual basis until the age of 60 and then every six months until the age of 65 which is the age at which class one medical privileges are revoked. Items such as ECG and audiograms are retested at periodic intervals, increasing in frequency with age.
For those unlucky enough not to be able to obtain a class one medical, you may still be able to hold a class two medical which allows you to operate light aircraft with a Private Pilots Licence (PPL). A class two medical is effectively a less stringent class one medical, with test renewals initially taking place every two years.
A commercial pilot is in complete reliance of maintaining his or her class one medical. The regulatory body (such as EASA in Europe, the CAA in the UK and the FAA in the USA) may revoke it at any time, consequently grounding the pilot. This may be untimely, and can often cut a career short. For this reason, maintaining a fit and healthy lifestyle will support you prolonging your career.
Integrated vs Modular Flight Training
There are distinct differences between integrated and modular flight training routes but neither flight training footprint is necessarily better than the other. Deciding on which method of training to complete very much depends on your own personal circumstances. As a general overview, integrated flight training is more expensive but takes a shorter amount of time to complete, which makes it more intensive and this appeals to the airlines. On the other hand, modular flight training is normally substantially cheaper, may take more time to complete and offers much greater flexibility as to how and when you complete your training.Integrated vs Modular Flight Training – Which is Better?
Integrated training is defined as carrying out all of your commercial pilot training on a full-time course at an approved flight training school. It takes you from having zero hours flying time to holding a frozen ATPL in around 14-18 months. The training is intensive, requiring complete commitment from start to finish. Although the course is designed for zero-hour flight time students, it does not preclude those with previous flying experience from applying. In fact, a few hours of previous instruction may be beneficial. Many students enrol on an integrated flight training course having already obtained their Private Pilots Licence (PPL). In the UK integrated training is specifically approved and regulated by the CAA and in Europe by EASA. There used to be the three “big” flight schools that offer this type of flight training; CAE (formerly Oxford Aviation Academy), Flight Training Europe Jerez (FTEJerez), and L3 Aviation Academy, however in recent years, this list has grown into a more comprehensive list of training providers. All the integrated schools require that you pass a selection process involving typically comprising of aptitude testing, Maths and English tests, group exercises and a competency interview. Many airlines have historically stated that say they prefer graduates from integrated flight schools, the logic being that if you can keep up with the fast-paced training and very steep learning curve associated with integrated training, then the airline can be fairly confident that you will pass the subsequent type rating and line training. Some airlines have typically only recruited low hour cadets from the four CAA approved integrated flight schools, however it is now becoming increasingly common for the larger airlines to seek low hour pilots from more diverse modular training backgrounds. Airlines such as Virgin Atlantic, easyJet, TUI, Emirates and Qatar Airways all run airline mentored schemes through integrated flight schools. Integrated commercial flight training is designed to prepare you for a job as a commercial airline pilot from day one. You are required to wear uniform, and taught to operate the aircraft with an ethos similar (as far as practicable) to that of a commercial airliner. This involves becoming familiar with SOPs and being receiving training on your ‘non-technical skills’, something which airlines place a significant emphasis on. Because these are regulated courses, integrated flight training is well structured and the standard is regarded as very high. The structure of the courses varies from school to school but all consist of taught ground school theory subjects, single engine elementary flight training before moving onto the more advanced instrument flight rules training on the multi-engine. You then go onto complete the Multi Crew Cooperation course in a simulator (typically of a Boeing 737 or The best way to choose which school is right for you is to go and visit them. Each offers a different training environment and facilities, and the layout of the syllabus tend to have some differences. For example, at Flight Training Europe (FTEJerez) the students have their accommodation and catering on campus. This can be very useful in terms of practicality and convenience. Not having to worry about cooking dinner after a long day of ground school, or not hanging around flight operations all day having to wait for the weather to clear up can be very handy! You also have benefits of an onsite swimming pool and bar making relaxing on your days off pretty easy. Others may find this to be a bit claustrophobic as during the fourteen months of training you get very little time off and so much time living and working in one place, especially abroad, can be daunting. If you are interested in Integrated Flight Training, you can check out our specific Integrated Flight Training Organisation List. This will help you decide which pilot training school is right for you.Integrated Flight Training Overview
What Airlines Want…
What Flight Training School is Right for You?
Integrated Flight Training Advantages
Integrated Flight Training Disadvantages
Modular flight training is traditionally significantly cheaper than an integrated flight training course. You can choose where and when you complete your training which gives you the benefit of being able to budget appropriately, paying for you training as you go, rather than spending a large upfront sum that is required for integrated courses. You can complete the various grounds school and flight training elements as quickly or slowly as you like, which gives you the opportunity to work and earn an income whilst working towards the various licences. Additionally, the flight time hour building required to obtain a Commercial Pilots Licence (CPL) can be completed in other countries, with many people choosing to do this in the United States because of the cheaper cost of flying. The typical route for modular flight training is as follows: So why doesn’t everyone go through the modular route if it’s cheaper?Modular Flight Training Overview
Modular Flight Training Advantages
Modular Flight Training Disadvantages
FlightDeckFriend.com recommends a mentored airline cadetship as the best way to secure a job with an airline as a pilot. A mentored cadetship is where an airline pre-selects a number of cadets to complete their flight training at an integrated flight training school. The competition for such schemes is incredibly fierce and often attracts thousands of applicants for a small number of places. Assuming the selected cadets pass the flight training to the standard required, they will then join the airline as a Second or First Officer. In some cases (such as the British Airways Future Pilots Program), the airline will pay for the cadets training. More commonly, the cadet will be required to fund their flight training but will have a high degree of security that, assuming their performance throughout the training meets the standards required by the airline, they will walk into a flying job after completing the course. Whilst it’s obviously highly desirable to have the airline pay for your pilot training in full, you will normally start on a significantly reduced salary and your salary will remain comparatively low (compared to those who paid for their own training) for a number of years. Cadets who paid for their own training typically start on a higher salary to reflect their significant financial outlay. You would typically start being paid once you have started with the airline after your training, On such courses, the performance of the cadet is closely monitored throughout their flight training. Cadets must reach the high performance required by the airline and flight training school to remain on the program.Mentored Airline Cadetship
Up until the global economic downturn in 2008, if like most people, you didn’t have a spare eighty thousand pounds sitting in your bank account, the finances to fund your commercial flight training could typically be acquired though an unsecured loan from several different banks. Unfortunately, banks now require security for such a loan in the form of an asset(s) such as property. In such cases, younger people tend to turn to their parents in order to use the family home as the security. However, for many people who are looking to commence their flight training, such assets are not easily, if at all accessible. This has made the industry somewhat elitist, as it precludes those from a less privileged background from obtaining the resources to commence the training. Some people are fortunate enough to have parents that may be willing to provide security for the loan in terms of the family home, but this in itself is a hugely risky commitment. Following the covid pandemic, this situation is starting to improve, with a number of airlines, such as British Airways and TUI offering fully funded pilot cadetships. If you have taken out a loan or mortgage to pay for your flight training, the loan repayments will typically be between £700 – £1500 a month. You should keep in mind that assuming you have taken a payment holiday for the duration of your training, the repayment requirements mays start immediately after flight training. If you walk straight into a well paid flying job, the repayments are unlikely to be a problem. However, if it takes you some time to secure a job, you will still need to commence repayments in order to avoid defaulting on the loan or having the property repossessed. In the worst cases, some people are never successful in breaking into the industry, despite completing their training. It’s therefore important to have a backup plan incase the worst happens. There have been many events throughout history which have severely impacted the demand of airline pilots and resulted in many years where there are far more fresh frozen ATPL holders than there are airline jobs. Examples include the Iraq war, the terrorist attacks of September the 11th 2001, the global recession in 2008, and the Covid outbreak. All of these events had a very significant impact on the airline industry and pilot recruitment for many years. Unfortunately, history tells us the next significant event is never far away – you just have to be lucky with your timing.The Risks Associated with Flight Training
Finance
Before committing to your commercial flight training, we strongly recommend you have a read of our “Employment Prospects After Flight Training” article.
Integrated Flight Training Organisations
If you’ve decided to go down the integrated flight training route as a “white tail” (which is the phrase to describe a cadet not mentored or sponsored by a specific airline), choosing the most suitable flight school can be a difficult decision. We’ve provided a comparison of the big integrated flight training schools to help you get started, but ultimately we’d strongly recommend visiting and talking to the various flight schools and their current students to see which best suits you. Integrated flight schools, which are EASA/CAA regulated ‘Approved Training Organisations’ (ATOs), have the advantage of having close links with airlines, which can lead to a job on completion of training. Airlines which offer cadet pilot mentored programs will typically place their cadets on one of these integrated courses. We would recommend applying for an airline mentored place at one of these integrated flight schools before applying as a “white tail” as this offers the most secure way of becoming a First Officer. The latest cadet pilot programs can be found here. Whilst the flight schools provide a set course price, the establishments tend to differ with what’s included in this price. For example some include accommodation, whilst others don’t. It is important to take such variables into account when considering which is the best option for you. We’ve written out a checklist to help you choose the right flight training organisation. Before you make your decision on which flight school to attend, we’d recommend you consider the following:Integrated Flight Training Organisation Comparison
Integrated Flight School Checklist
As well as the individual entry requirements stated for each flight training organisation, the following are applicable to all flight schools: Unless specifically stated, the course price excludes accommodation and living expenses.Integrated Flight School Comparison
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|---|---|---|---|---|---|
| L3Harris |  | £94,500 | Orlando (USA), Cranfield (UK), London (UK) | 70 Weeks | – A minimum of 5 GCSEs at grade C/4 or above, including Mathematics, Science and English Language |
| Airways Aviation |  | €95,000 | Montpellier, France | 71 Weeks | – At least a high school graduate |
| CAE Oxford Aviation Academy |  | £99,900 | Gatwick, UK & ‘Fair weather flying location’ | 94 Weeks | – Must have successfully completed secondary education |
| Baltic Aviation Academy |  | €75,000 | Latvia | 70 Weeks | – Secondary education or higher |
| Flyby |  | €79,500 | Burgos, Spain | 61 Weeks | – Includes accommodation and meals– Secondary education or higher |
| FTEJerez |  | €124,000 | Jerez, Spain | 62 Weeks | – Includes accommodation and meals
Hold either one of the following: Two A-Levels at grades C, 4 or above (or equivalent). A University Degree (or Higher Degree) at 2:2 or above. |
| Skyborne |  | £105,500 | Gloucstershire, UK & Florida, USA | 67 Weeks | – 5 GCSEs, Grade 4 or above including Maths, English & Science |
| Leading Edge Aviation |  | £92,750 | Oxford, UK & Alhama, Spain | 78 Weeks | – Accommodation is included
– 5 GCSEs, Grade 4 or above including Maths, English & Science |
| TAE Aviation Academy |  | €62,000 | Athens, Greece | 65 – 74 Weeks | – Graduated from High School with passes in English, Maths and Physics. |
| Global Aviation SA |  | €62,000 | Athens, Greece | 78 Weeks | – No additional requirements above standard |
| airBaltic Pilot Academy |  | €79,000 | Lativa | 104 Weeks | – Start as a First Officer with Air Baltic on graduation |
| Quality Fly |  | €71,750 | Madrid Spain | 87 Weeks | – High School certificate equivalent to A Level (UK), Bachillerato (Spain), or 12th grade (in some Arab countries). |
| European Flight Training |  | $55,150 | Florida, USA | 55 Weeks | Not Stated |
| Stapleford Flight Center |  | Not Stated | Stapleford, UK | 78 Weeks | Not Stated |
| Airbus Flight Academy |  | Not Stated | Angoulême, France | 71 Weeks | Not Stated |
| Barcelona Flight School |  | Not Stated | Barcelona, Spain | 78-104 Weeks | Not Stated |
| Flying Academy |  | Not Stated | Various across Europe | Not Stated | – Good knowledge of Maths and Physics |
How Old Is Too Old – Flight Training
When are you too old to start commercial flight training?
It’s rare for people to start their commercial flight training over the age of forty, but it’s still achievable. Plenty of people spend many years saving the funds required to pay for their flight training and end up commencing their flight training at an age anywhere from their late twenties all the way through their forties. If you are asking the question ‘Am I Too Old?’ the answer is probably not if you really want it enough. For some it might be a case of saving until there is enough money in the bank to pay for training, for others it’s the desire to move on from a 9-5 office job and a pursue a career they never really thought it was possible to achieve; there are plenty of people who decide to start their flying careers later in life. The reality is that you only become too old to start flight training when you can no longer hold a class one medical. However, if you are starting your training over the age of around forty, what you are looking to achieve takes some serious consideration. Like most decisions, deciding whether it is a worthwhile investment is very specific to individual circumstances taking into consideration current and future finances and family commitments. When deciding whether you are too old to start flight training or not, ask yourself a few questions…Background to Age vs Flight Training
Can I afford not to get a job at the end of training?
If you have already saved the money to fund your flight training, rather than sourcing the finances (such as re-mortgaging the house) through a substantial loan, the risk and burden of not getting a job at the end of your flight training is probably less significant as you don’t have the worry about the need to make significant loan repayments. If you don’t manage to land a flying job straight away, what is your contingency plan. Can you revert back to previous employment? Will you be able to afford the loan repayments if you don’t get a flying job straight away?
Do I have a career/job to fall back on if I don’t make it?
If you’ve sourced a loan or re-mortgaged a house, do you have a good career to fall back on to keep paying the bills if you don’t get a job as a First Officer when you finish training?
Do I have a good idea about the realities of the day to day life of an airline pilot?
Make sure you are well researched on what the life style realities of an airline pilot are. Speak to current pilots about their lifestyle and compare it to your quality of life. Weekends, Bank Holidays, Christmas’s and are all normal working days at most airlines which could affect your family or social life considerably. If you and your family are used to a Monday – Friday 9 to 5 job, being away from home for a few days at a time, working weekends, late nights and early mornings might come as a bit of shock.
How will I feel about spending a vast sum of money on a licence I might never use?
Will you live with regret it if you spend all your savings on flight training but never get a flying job at the end of it? Might you be better off simply getting a Private Pilot’s Licence and enjoying flying as a hobby?
Do I have the support of my family? Do they understand the implications (time and financial) of changing careers?
If you have a family, the decision to start commercial flight training will affect everyone. Make sure they understand the various commitments that will be required of you in your new career.
Am I prepared to take a pay cut?
If you’re in a well paid job, you may well take a pay cut to become a First Officer. You may even have to pay another £25,000 on a type rating should you be offered a job. How will this affect your quality of life? Might it be better to get a PPL and fly for fun?
Is moving countries feasible to find a job?
Airline pilot jobs in the UK are often few and far between for inexperienced pilots. In the event of there being no jobs available, are you prepared to relocate you and your family to another country?
How is my salary effected?
When joining an airline at the age of forty-five, your potential future earnings are considerably lower than that of a twenty-five-year-old. With a likely investment of between £50,000 – £100,000 in your training, making a financial return on your investment might require you to go straight into a well-paid First Officer position. This is by no means guaranteed, no matter which method of training you choose. A full-time training course would mean the loss of around 2 years earnings. You need to factor this into your total costings and budget. The time investment and subsequent impact on family life also has the potential to be significant. If you were to choose an integrated course, maintaining a normal family life would be very difficult given its intensity and commitment required. A modular course would offer more flexibility in this respect, and you would also have the benefit of being able to complete the training at your own pace whilst being in employment. This route obviously takes longer and requires significant self-discipline. If your dream is to Captain a long-haul jet like the B777 or A380, you’re going have less chance of achieving this when starting your aviation career in later years. A forty-five-year-old has a maximum of twenty years left of a flying career, assuming your medical is maintained. At some long-haul airlines, it can take 15 to 20 years to be promoted to Captain so you need to be realistic about what you can expect in terms of career progression. In Europe it is illegal for an employer to discriminate against age. Whilst European airlines should not place an age limitation on applications, there is speculation that some would prefer to recruit younger First Officers where possible. Whilst it’s open to debate, some people suggest that younger cadets learn at a quicker pace and are better at taking on new information. Younger candidates are less likely to have family commitments and are therefore more flexible with regards to lifestyle. When airlines recruit cadets, they are looking to recruit future captains. If on application you’re of an age where you are unlikely to ever reach command, would the airline prefer a younger candidate. They couldn’t discriminate against age legally, but it’s often thought that it happens. All of the above being said, life experience and maturity are desirable attributes for pilots and airlines should therefore always be looking for a well-rounded mix of pilots from all demographics. Older pilots who have worked elsewhere may appreciate the job more than those pilots who started flying at a very young age and never really experienced a ‘proper job’.Impact of Training
Career Progression
Discrimination
Age Can be Valuable