Pakistan Defence

+ excuse me, the best of luck with becoming a employed by an airline brother!

I sent them an e-mail at that time they did not have Type training but there is a ribbon at the end of the page that they have type training. It is best you send them an e mail.

In Pakistan you do not require ATPL to get inducted in an airline but when you are going to get your Command then ATPL is must. It usually take 5-10 years to get ATPL by that time one has around 4000-8000 flight hours on various aircraft, ranging from ATR's or A320 and ending with B777 or A330's.

Command means that you are Captain.

JAA how ever has a different approach which is similar to what BA has been doing over the past 20 yrs.
They have a concept of MCPL (Multi Crew Commercial Pilot Licence) this requires that the pilot is capable of being Captain during Cruse but the pilot can not land or take off from the Captains side till he \ she has been made Captain. This usually take 2000-3500 hrs i.e 3 to 4 yrs at most.

I guess EASA has become the standard in the EU now, largely replacing JAA?

With the MCPL do you have to earn that sepertely to the CPL/ATPL?

From what I understand the 0 to ATPL course takes you to the point where you get a frozen ATPL (that becomes "unfrozen" after 2500(?) commerical flight hours I could be wrong on the exact number)

EASA has replaced JAR's but JAA still remains the main body that formulates the laws. EASA has the backing of the EU Parliament.

The minimum requirement under Chicago Convention Annex is 1500 hrs for ATPL. Now each member State has a binding that they can not give ATPL below 1500 hrs. They can still increase the number of hrs required under National Law. So if UK Parliament likes to increase the limit to 2500 hrs then it has to pass an act of paliament and also notify this as a difference with UN (ICAO)

Yes, I have refreshed my memory, it is 1500 hours for the APTL to be unfrozen.

I'm interested in the MCPL part though, does one need to qualify for that seperately to the CPL/APTL?

+ thank you sincerely for all this information brother

MCPL ( Multi-crew Commercial Pilot Licence) is equal to CPL but it has a limitation. The limitation is that MCPL pilots can not fly Single engine single pilot aircraft. Where as one can argue that if a pilot has a job in an airline then the would not be flying Single engine single pilot aircraft.

The issue arises when one is not employed and has to conduct a check flight for licence renewal for a CPL. This check can be done on a C-152 \ 172 where as the MCPL check would be done on a Beach 1900 \ ATR \ B737 \ A320 simulator. These cost more than the Cessna's.

Ah got it, what are the different procdures in attaining the CPL vis a vis the MCPL?

In Pakistan CAA does not permit MCPL because of financial considerations. Pakistan also has signed a difference in ICAO regarding the ATPL Check Flights are to be conducted on Twin engined aircraft but approved for single pilot operations.

There is no simulator available for Beach 1900 / ATR's / B737 / A320. How ever PIA has simulators for the A310 / B777 and B 747- 200/300's. The pilots operating these aircraft go to the UK for B-737's, Malaysia for ATR's, France for A320 /330 and USA or Canada for Beach 1900.

So does one attain a CPL and then look to get a MCPL or is it the other way around?

The procedure for CPL is that after private pilot licence you will fly C152 / C172 to build your hours upto 200 hrs . Whereas MCPL pilots would get on the simulator after ppl and complete 250-300 hrs may be higher as per the training requirement of the programe based on the company it belongs too.

Many thanks, I get that now. So most training schools will get you a CPL (on the C152/172) but an airline would get you a MCPL most likely because of access to simulators of commerical airliners?

If we go into details of MCPL and CPL then CPL is higher because once you have this you can get instructor rating and train new pilots whereas MCPL restricts this.

Once you have CPL then do a transition training for multicrew aircraft and fly it as a co-pilot or first officer.

With a Cpl you can command aircraft below 5700 kg.

Mostly this is a practice in UK and USA of those airline who have requirement of pilots and they are willing to train them as per their Operational environment. Though other Airlines around the world prefer to get pilots from flight training schools and then test them this save them time and money.

Understood. Is the process of joining an airline similar to any other job or very different? I've had quite a few interviews and assesment centres for "ordinary jobs" (chartered accounting schemes and such) but have no idea how one actually joins an airline as a pilot or what an airline would be looking out for. Do they look for the "best pilots" bast on some objective ranking/score?