When you’re in mid-Atlantic it’s a bloody long way to anywhere! 😉

I think the point is that the parts required were ready and waiting, together with engineers experienced on the type, at LHR.

That probably wouldn’t have been the case at most US airports, for example and certainly wasn’t the case at any of the airports near to the planned route.

The route from Newark to Singapore doesn’t go over the Atlantic, the route goes north towards the Artic sea, hence my reason for questioning the divert. A prudent decision is to return to the departure airfield and have the part flown in, not fly to the other side of the Atlantic Ocean for a part then fly the pax around the world to get them home. You would have to put the pax up in a hotel and then fly them home eastbound which means two days to get them home and the aircraft out of revenue service.

The cost of it would be horrendous….quite simply you wouldn’t do it. Or look at it this way, you are flying from London to Hong Kong and have a problem, would you divert to JFK…No!!!!!!!

last week I flew to Vancouver and we flew over Naha, Japan. We tuned into their ATIS and the wind was 350/75 gusting 92 KTS. Now thats sporty.

That is a great bit of advice.

Get the medical done before anything!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

Exams were done at PPSC in Bournemouth, flight training was at Professional Air Training ,also in Bournemouth.

It took me approx 1 year to get my first job, but only thanks to WYSI. I stayed 2 years there then applied to Cathay Pacific and got in. Once you have the first job under your belt people want to hear from you. The had bit is getting the first job.

Martin,

Glad to see that you are seeing the light regarding flight schools. I feel that schools like Oxford and Cabair hype up their business and lead you to believe that you will only get a job if you attend one of their schools. In my opinion they are wrong.

From my experience I did all my training of my own back at my local flight training school, I cost a lot less than the above mentioned.

When applying for jobs no one has asked “did I go to Oxford or Cabair etc”, they just want you to have a licence. Well, it’s done me no harm. I am only on my second job and I will be staying here for life. Also, WYSI did the same route as me and he is now also in a very good company flying a 4 engine jet.

My advice, get the licence not the school.

Good luck mate.

With the amount of food outlets at airports and short flight times I don’t see the need to eat on a plane. I would rather see the fare go down by a few quid.

CTC is another hoop jumping excerise. You have to apply and get through the selection process. It’s no sure thing even with all the money in the world.

I currently have a friend of mine on the course.

[QUOTE=Moondance]However, with the money you save going Modular, get yourself off to CTC after you get your license and get a Type Rating (think I was told about £12,000 for the 757), and all of a sudden you become much more employable (and saved over £10,000!).

[QUOTE]

A type rating with no hours as a line pilot won’t really help you. I feel it would be an expensive gamble. I have spoken to many a chief pilot regarding this matter and all of them said it was a waste of time unless you have hours on type.