MPL Training · ATPL Guide

Who this is for: Aspiring UK commercial pilots aged 13–20, and their parents. This guide walks you through the MPL route from first principles — what it is, how it works, what it costs, and whether it is right for you.

1. What Is the MPL?

The Multi-crew Pilot Licence (MPL) is a professional pilot licence issued under UK Civil Aviation Authority (UK CAA) regulations. It was introduced specifically to train pilots for the right-hand seat of a commercial airliner, and it does so in a fundamentally different way from the traditional Airline Transport Pilot Licence (ATPL) route.

How MPL differs from an integrated ATPL

With a traditional integrated ATPL course, you train to become a competent single-pilot operator first — building hours, completing standalone instrument ratings and multi-engine ratings — and the airline type rating is a separate, expensive step at the end. The whole process is hours-based: you must log a minimum number of flight hours regardless of how quickly you reach the required standard.

The MPL turns this upside down. Instead of training a competent private pilot who gradually becomes an airline pilot, MPL trains you as a multi-crew airline pilot from day one. Everything in the course is designed around the environment you will actually work in: a two-person flight deck, operating structured standard operating procedures (SOPs), using advanced simulators from the very early stages.

The key differences are:

Competency-based, not hours-based. There is no fixed minimum flight hour count. You progress through each phase when you meet defined competency standards, not when a clock runs out.
The type rating is fully included. At the end of the MPL course, you hold a type rating on a specific commercial aircraft — typically the Airbus A320 family or a Boeing 737 family variant. This saves you roughly £20,000–£30,000 compared with an integrated ATPL route, where the type rating is an additional cost.
You are tied to a partner airline from day one. This is the defining characteristic of MPL and the most important thing to understand before you apply. The course exists within a specific airline's cadet programme. The airline is your partner throughout training and your initial employer at the end.
Heavy simulator integration. Simulators — including full-motion Level D Full Flight Simulators (FFS) — are used throughout, not just at the end. This reflects the reality of airline flying, where recurrent training and type ratings all happen in the sim.

What "competency-based" means in practice

Rather than saying "you must fly 150 hours of instrument time," the MPL training authority defines the skills, knowledge, and behaviours you must demonstrate at each stage. Your progress is assessed continuously. If you reach the standard in fewer hours, you move on. If you need more time on a particular skill, you get it. This makes MPL training more flexible and arguably more efficient — but it also means you cannot coast to a fixed hours target; the standard is the standard.

2. How MPL Training Works

MPL training is divided into four sequential phases. Each phase has defined competency outcomes you must meet before progressing. The course runs over approximately 18–26 months in total, depending on the programme and your individual progress.

Phase	Name	Focus	Typical Duration
1	Core	Ab initio to PPL-level competency	4–6 months
2	Basic	Instrument flying and multi-engine operations	4–6 months
3	Intermediate	Airline procedures and APS MCC in a jet simulator	4–6 months
4	Advanced	Type-specific training and type rating on partner aircraft	3–5 months

Line training (revenue flights under supervision) follows the course and is separate from the licence itself.

3. Phase 1: Core Phase

The Core Phase takes you from complete beginner to a standard broadly equivalent to a Private Pilot Licence (PPL). This is your ab initio flying — the point where you learn how to physically control an aircraft, navigate visually, and operate safely in controlled and uncontrolled airspace.

What you cover

Basic aircraft handling: straight and level flight, climbs, descents, turns
Take-off and landing technique
Circuit flying (the standard pattern around an airfield)
Navigation under Visual Flight Rules (VFR) — flying by visual reference to the ground
Emergency procedures
Basic air law, meteorology, and airspace awareness
Radio communications

What makes this different from a standard PPL course

Even in Phase 1, the MPL approach is multi-crew oriented. You will typically train with a fellow cadet as a crew pair, and the simulator is integrated from the beginning — not just used for instrument approaches later in training. The competency framework means your instructors are continuously assessing your progress against defined standards rather than counting hours.

You will not receive a PPL at the end of Core Phase. The MPL is an integrated licence and the phases are steps within a single licence structure, not standalone qualifications. However, the competency level you reach is equivalent to PPL standard.

Entry requirements

You will need a valid Class 1 Medical Certificate from the UK CAA's Aeromedical Centre before starting Core Phase. This is the medical standard required for all professional pilots and it is worth obtaining early — some conditions that are acceptable for recreational flying are not acceptable for a Class 1, and discovering this late in the process is expensive and disappointing.

4. Phase 2: Basic Phase

The Basic Phase builds on Core Phase by introducing the two most significant technical skills of professional flying: instrument flying and multi-engine operations.

Instrument flying

Instrument flying (flying under Instrument Flight Rules, or IFR) means navigating and operating the aircraft entirely by reference to the cockpit instruments, without relying on being able to see the ground or the horizon. This is how all commercial airline operations are conducted. You will learn:

Instrument scan techniques and aircraft control by reference to primary flight instruments
Basic and general instrument flying manoeuvres
Navigation using radio aids and GPS
Instrument approach procedures: ILS (Instrument Landing System), VOR approaches, RNAV approaches
Holding procedures and missed approach handling
Instrument meteorological conditions (IMC) operations

In a traditional modular ATPL route, you would complete a standalone Instrument Rating (IR) course at significant additional cost. In the MPL, this is fully integrated — the skills are built throughout the programme rather than delivered as a separate rating.

Multi-engine operations

You will transition to a multi-engine aircraft and learn the specific handling characteristics and emergency procedures associated with engine failure in a twin. Understanding asymmetric thrust, minimum control speeds, and multi-engine emergency drills is fundamental to operating larger commercial aircraft.

Again, in a modular ATPL route, a Multi-Engine Piston (MEP) rating is an additional cost and a standalone course. MPL integrates this naturally.

By the end of Basic Phase, you are a competent instrument-rated, multi-engine pilot — ready for the more airline-specific content that follows.

5. Phase 3: Intermediate Phase

The Intermediate Phase is where MPL training makes its biggest departure from any previous pilot training route. This phase takes place predominantly in a jet simulator — a full-motion Level D FFS that replicates the flight deck of a commercial airliner — and focuses on airline standard operating procedures (SOPs), crew resource management (CRM), and threat and error management (TEM).

Advanced Upset Prevention and Recovery Training (UPRT) and APS MCC

The phase includes an Airline Pilot Standards Multi-Crew Cooperation (APS MCC) component. This is the crew-focused training that teaches you to operate as a first officer on a two-pilot flight deck according to airline procedures. You will learn:

Crew coordination, communication, and briefing standards
Standard callouts and challenge-response procedures
Automation management — when to use autopilot, autothrottle, and flight management systems, and when not to
Line-oriented flight training (LOFT): realistic simulation of a full airline operation from departure planning through to landing
Handling non-normal and emergency situations as a crew, not as an individual

CRM and Threat and Error Management

Crew Resource Management is the study of how human beings work together under pressure in a safety-critical environment. It covers communication, decision-making, workload management, situational awareness, and how errors propagate in complex systems. TEM teaches you to identify threats before they become errors, and errors before they become accidents.

These are not soft skills bolted onto the end of technical training. In the MPL framework, they are assessed competencies throughout the course.

By the end of Intermediate Phase, you are operating to airline SOP standards in a jet simulator. You are ready to move to the specific aircraft type your partner airline operates.

6. Phase 4: Advanced Phase

Advanced Phase is the final stage of the MPL course itself. This phase is type-specific: you train on the actual aircraft type operated by your partner airline, and the type rating examination is embedded within it.

What a type rating is

A type rating is an endorsement on your licence that authorises you to act as a crew member on a specific aircraft type — for example, the Airbus A320 or the Boeing 737 series. Type ratings are expensive (typically £20,000–£30,000 when purchased separately) and are usually the final step for pilots completing a traditional integrated ATPL course after they have secured their first job.

In the MPL, the type rating is included in the course and funded as part of the programme. This is one of the most significant financial advantages of the route.

Aircraft types

Most MPL programmes in the UK train on narrow-body jet types that their airline partners operate. Historically this has meant:

Airbus A320 family (A319, A320, A321) — used by easyJet, Wizz Air, and many other European carriers
Boeing 737 family (737-700, 737-800, 737 MAX variants) — used by Ryanair and others

Your specific type will depend entirely on the airline partner attached to the programme you join.

What you achieve by the end of Advanced Phase

On successful completion of Advanced Phase, you hold:

An MPL issued by the UK CAA
A type rating on your partner airline's aircraft type
An instrument rating (integrated within the MPL)
A Multi-crew Cooperation (MCC) and APS MCC qualification

You are considered line-ready — technically qualified to operate as a first officer on revenue flights under the supervision of a Training Captain.

7. Line Training

Line training is the bridge between your MPL and operating as an unsupervised first officer. It takes place after you complete the course, on real revenue flights carrying real passengers, under the supervision of a Training Captain (also known as a Type Rating Examiner or line training captain depending on the airline).

What line training involves

A defined number of sectors (individual flights) completed with a Training Captain in the left seat
Progressive reduction in the level of prompting and intervention as your competence increases
Assessment against competency standards, culminating in a line check — an unsupervised flight observation that, if passed, releases you to operate with any line captain

Line training is typically 100–200 sectors, though this varies by airline and individual progress.

Are you paid during line training?

Yes, in most cases. Most airline cadet programmes that include MPL training treat line training as the beginning of your employment. You will typically be on a trainee first officer salary during this period — lower than the standard first officer rate but a wage nonetheless. This is a meaningful difference from completing an ATPL course independently, where you fund yourself through to a type rating and only begin earning when you secure a job.

Confirm the specific terms with each airline — pay structures and bonding arrangements vary.

8. The Airline-Tied Nature of MPL — Risks and Rewards

The airline-tied nature of MPL is the most important and most misunderstood aspect of the licence. It deserves an honest, thorough treatment.

The initial restriction

When you are first issued an MPL, the licence carries a restriction: you may only act as a co-pilot on the specific type you trained on, with the partner airline whose programme you completed (or its designated partners). You cannot take your licence and immediately apply to another airline.

This restriction is lifted when you reach 1,500 hours total flight time and have met the experience requirements set out in UK CAA regulations. At that point, you can apply for full, unrestricted co-pilot privileges and your career mobility is equivalent to that of an ATPL holder.

The conversion path to ATPL

The MPL is not a dead end. At 1,500 hours, you can apply to convert your MPL to a full ATPL (Airline Transport Pilot Licence) by demonstrating that you have completed the required flight experience. The ATPL theory examinations are a required component of MPL training, so there are no additional ground school exams to pass. The conversion is primarily an administrative process supported by your flight time log.

What happens if your partner airline folds?

This is the question every prospective MPL student should ask and every school and airline should answer honestly. History shows that airlines do occasionally cease operations — and in the past, this has affected MPL cadets mid-course or shortly after graduation.

If your partner airline ceases operations before you complete training:

The flying school may be able to transfer you to another partner airline's programme if one exists, but this is not guaranteed
If no transfer is possible, you may be left with a partially completed MPL and significant debt but no licence
Some programmes have arrangements with multiple airline partners, which reduces this risk

If your partner airline ceases operations after you have your licence but before you reach 1,500 hours:

You hold a valid licence, but the initial restriction means you cannot simply join another airline on the same type
You would need to seek a variation to your licence through the UK CAA, which may require demonstrating exceptional circumstances
In practice, the CAA has shown flexibility in genuine airline insolvency situations, but this is not guaranteed and the process takes time

This is a real risk. It does not mean MPL is the wrong choice, but it means you must assess the financial stability and longevity of both the flying school and the airline partner before committing.

The rewards

The type rating is included — a saving of £20,000–£30,000
You have a job (or a clear job offer) before you finish training
Line training is paid
The pathway from course completion to flying revenue flights is direct and well-defined
You do not spend years applying to airlines speculatively after graduation

9. Choosing an MPL Programme

MPL programmes are only offered by approved training organisations (ATOs) that have a formal arrangement with an airline partner. This is not a course you assemble yourself.

Where to find current MPL programmes

Currently in the UK, the main providers are:

CAE Oxford Aviation Academy — Oxford and other locations; has partnered with multiple airlines historically
L3Harris Airline Academy — Bournemouth; has offered MPL programmes with airline partners

Airline cadet scheme pages are the most reliable source of current programme availability. Check directly with Ryanair, easyJet, Wizz Air, and other major European carriers for their current pilot cadet offerings.

Questions to ask the flying school

Which specific airline is the current partner, and is there a formal agreement in place?
What happens if the partner airline ceases operations mid-course?
Are there multiple airline partner options or is this a single-airline programme?
What is the school's completion rate — what percentage of cadets who start the programme finish with a licence?
What does the bonding arrangement look like — are you required to repay training costs if you leave the airline within a certain period?
What is the current waiting list for line training entry?

Questions to ask the partner airline

What is the current pilot recruitment pipeline — will there be a job available when I complete the course?
How many cadets are currently in line training or waiting to enter it?
What salary can I expect during line training and as a newly qualified first officer?
What does the bond look like and over how many years does it apply?

10. Which Airlines Offer MPL Schemes?

Availability changes year to year based on airline recruitment cycles, pilot shortages, and business conditions. The following airlines have used MPL-based cadet schemes historically:

Ryanair — has run MPL cadet programmes, typically via CAE Oxford and L3Harris
easyJet — has offered MPL-route cadet programmes in the past
Wizz Air — has operated MPL cadet schemes with European ATOs
Various charter and regional carriers — smaller schemes exist periodically

Do not assume that because an airline offered an MPL scheme last year it is offering one this year. Always go directly to the airline's careers or cadet page for current information. Schemes open and close based on pilot demand.

The Civil Aviation Authority's approved training organisation list can help you identify which ATOs are currently approved for MPL delivery in the UK.

11. Funding MPL Training

How most cadets fund MPL training

The cost of an MPL programme (typically £80,000–£110,000) puts it beyond the reach of most families without financing. The most common funding routes are:

Professional Training Loans — specialist aviation finance providers (BBAM, Barclays Partner Finance, and others) offer loans specifically for pilot training. Interest rates and terms vary, and you should compare carefully.
Airline-bonded schemes — some airline partners contribute to or subsidise training costs in exchange for a bond (a commitment to remain with the airline for a defined period after qualification, typically two to five years). If you leave early, you repay a portion of the costs.
Personal savings and family support — many cadets combine a loan with family financial contributions to reduce the total borrowing.
Sponsorships — true full sponsorships (where an airline pays your training costs outright with no repayment obligation) are extremely rare. Be sceptical of schemes that claim otherwise.

The key financial advantage of MPL

An integrated ATPL course costs broadly similar amounts (£80,000–£120,000) but does not include a type rating. Adding a type rating for an Airbus A320 or Boeing 737 typically costs a further £20,000–£30,000. On an MPL, this cost is absorbed within the course fee. Over your career, the net cost of an MPL programme is therefore likely to be lower than the equivalent ATPL route to the same point.

12. Total Cost Breakdown

The following is an indicative breakdown. Exact figures vary by school and programme year. Always get a full prospectus from the school with itemised costs before committing.

Item	Estimated Cost	Notes
Course tuition (all four phases)	£75,000–£100,000	Varies by programme
ATPL ground school and exams	Included	Built into MPL course
Type rating	Included	Saving of ~£20,000–£30,000 vs ATPL route
Class 1 Medical (initial)	£600–£800	UK CAA Aeromedical Centre
Accommodation and living costs	£8,000–£18,000	Highly variable by location
Equipment (headset, charts, study materials)	£500–£1,000	One-off cost
Uniform and kit (if required before employment)	£500–£1,000	Some airlines provide on employment
Total (approximate)	£85,000–£120,000	Before any airline bonding contribution

Important: The type rating is included. If you were completing an integrated ATPL route and then adding a type rating, your total outlay to reach the same point (first officer on a commercial type, ready for line training) would typically be £20,000–£30,000 higher.

13. MPL vs Integrated ATPL — Full Comparison

Factor	MPL	Integrated ATPL
Total cost to first airline job	£85,000–£120,000 (type rating included)	£100,000–£150,000 (type rating additional)
Duration to first airline job	18–26 months (inc. line training)	24–36 months
Type rating included	Yes	No — additional £20,000–£30,000
Airline tie from day one	Yes — programme is airline-specific	No — you choose your employer after qualification
Flexibility to choose airline	Restricted until 1,500 hours	Full freedom from first day
School choice	Limited — only ATOs with airline partnerships	Broad — many integrated ATPL schools
UK CAA recognition	Full professional licence	Full professional licence
International recognition	Recognised in most countries; some require conversion	Broadly recognised
Career mobility pre-1,500 hours	Restricted to partner airline type	Full flexibility
Career mobility post-1,500 hours	Full ATPL conversion available	Already holds full ATPL
Employment at course end	Typically guaranteed (contract-dependent)	No guarantee — job hunting required
Training hours (flight + sim)	Competency-based — typically lower total hours	Fixed minimum hours required
Simulator integration	High — from Phase 1	Limited until late in course
Risk if airline partner fails	High impact, especially early in course	No dependency on single employer
Bonding arrangement	Usually required	No bond (no airline partner)
ATPL theory exams	Required — completed within MPL course	Required

14. Is MPL Right For You?

Work through this checklist honestly. The MPL is an excellent route for the right person in the right circumstances — and the wrong route if the conditions are not met.

Question	If Yes	If No
Are you committed to flying commercially for the long term, not just obtaining a licence?	MPL suits you	Consider ATPL — more flexibility
Are you comfortable committing to a specific airline from day one?	MPL suits you	ATPL gives you more choice
Is the included type rating financially important to you?	MPL suits you	ATPL may still be viable
Have you researched the financial stability of the partner airline?	Proceed carefully	Do not proceed until you have
Are you prepared for a bonding arrangement (repaying costs if you leave early)?	MPL suits you	Consider ATPL
Is a defined, structured pathway to your first airline job important?	MPL suits you	ATPL works too, with effort
Are you flexible about which airline you start with?	MPL suits you	ATPL gives more control
Do you want maximum career flexibility from day one?	Consider ATPL	MPL is fine post-1,500 hours
Are you comfortable with the risk that the partner airline could change or fail?	MPL suits you (with research)	ATPL removes this risk

There is no universally correct answer. If you value certainty, structure, and the financial efficiency of an included type rating, MPL is compelling. If you value flexibility, the freedom to choose your employer, or want to avoid dependency on a single airline's fortunes, the integrated ATPL route may suit you better.

15. Frequently Asked Questions

Can I convert my MPL to an ATPL?

Yes. At 1,500 total flight hours, once you have met the experience requirements set out in UK CAA regulations (including time on type, instrument time, and command time where applicable), you can apply to convert your MPL to an unrestricted ATPL. The ATPL theory exams are already part of MPL training, so no additional ground school is required.

What happens if my partner airline goes bust?

This depends on when it happens. During training, you may be left without a programme — insurance and the school's own contingency arrangements matter enormously here, so ask specifically before you sign anything. After graduation but before 1,500 hours, your licence remains valid but the initial restriction complicates joining another airline. The UK CAA has historically used discretion in genuine insolvency cases, but you should not rely on this. Research airline financial health before committing.

Is my MPL accepted by airlines in other countries?

The MPL is an ICAO-standard licence and is recognised across most of the world. However, some countries require a conversion process for foreign licences regardless of type. If you intend to work outside the UK, research the specific requirements of the country you are interested in. Post-ATPL conversion at 1,500 hours, the qualification issues are largely the same as for any other UK ATPL holder.

Do I need any flying experience before applying?

No prior flying experience is required for most MPL programmes. Some applicants hold a PPL, which can be an advantage in aptitude tests and interviews but is not a prerequisite.

How competitive is entry to MPL programmes?

Very competitive. Airlines running cadet programmes typically receive hundreds of applications for a small number of places. The selection process usually includes aptitude testing (similar to military pilot selection), psychometric assessments, group exercises, and interviews. Preparation matters.

Do I need a degree?

Most airline MPL cadet programmes do not require a degree. The minimum academic requirement is typically five GCSEs at grade 4/C or above (usually including Maths and English) and two A-levels (or equivalent), with Maths and Physics being advantageous. Check the specific requirements of each programme.

What is the age requirement?

You must be at least 18 to start flight training and at least 21 to hold an ATPL or to act as pilot-in-command on commercial air transport operations. Most MPL programmes accept applicants from 17 years old, with training starting at 18.

How many hours will I log during the course?

Because MPL is competency-based, the exact number varies. Typical programmes result in 200–250 hours of flight time and a significant additional amount of simulator time. For context, an integrated ATPL course typically requires a minimum of 195 actual flight hours. The total is broadly comparable, but MPL integrates far more simulator time throughout.

Can I go to any flying school for MPL training?

No. MPL training can only be delivered by an Approved Training Organisation (ATO) that is specifically approved for MPL delivery by the UK CAA and has a formal arrangement with an airline partner. You cannot complete MPL training at a standard flight school.

What salary can I expect as a newly qualified first officer?

During line training, most cadets earn a trainee rate — typically £25,000–£35,000 per year depending on the airline. As a fully qualified first officer (post-line check), salaries at major low-cost carriers typically start in the range of £40,000–£70,000 basic, rising significantly with seniority and additional pay elements (sector pay, allowances). Exact figures vary by airline and are subject to negotiation and collective agreements.

16. Warning — What Can Go Wrong: Real Stories From the Industry

This section is not here to frighten you. It is here because these things have happened to real people who were not warned, and because understanding the risks is the only way to protect yourself against them.

The Airline Scheme Collapse — A £70,000 Dead End

During the COVID-19 pandemic, a cohort of student pilots were enrolled on an MPL programme tied to a major airline partner. The students had paid in full — in the region of £70,000 each — and were at various stages of their training when the airline partner withdrew from the scheme entirely. Students were effectively released with no recourse.

The nature of the MPL licence meant their qualifications could not simply be transferred. An MPL is built around a specific aircraft type and a specific airline's operating procedures. Without that airline, the licence had no operational value. These students could not walk into another airline and apply as a direct-entry first officer. They could not convert their hours and training into a conventional frozen ATPL without starting significant portions of their training again.

For many of those students, the only path forward to the airline flight deck was to enrol on a full integrated ATPL course — at a cost of approximately £120,000. Having already spent £70,000 on their MPL training, they faced either writing off their initial investment entirely, taking on a further six-figure loan, or abandoning their aviation career altogether.

The £70,000 was not refunded.

What this means for you: The MPL's greatest structural risk is not the training itself — it is the dependency on a single commercial entity that you have no control over. Airlines fold, restructure, withdraw from schemes, or change their cadet partnerships with little or no notice. Before committing to any MPL programme, ask the school explicitly: what contractual protections exist for students if the partner airline ceases operations or withdraws from the scheme? Get the answer in writing. If there is no satisfactory answer, that tells you something important.

The Questions You Must Ask Before Signing

The events above were not unforeseeable. The risk was always structural — it was simply not communicated clearly to students at the point of enrolment. The following questions should be asked of every MPL provider before you sign anything or pay any deposit:

What happens to my training, my investment, and my licence if the partner airline withdraws from this programme?
Is there a financial protection scheme, escrow arrangement, or insurance that covers my fees if the programme collapses?
What is the current financial position of the partner airline? (For publicly listed airlines, annual reports are available. Research them.)
Has this airline previously withdrawn from or restructured any cadet schemes?
If I need to exit the programme mid-course, what is refunded and what is forfeited?

None of these questions are unreasonable. Any school that responds defensively to them, or that cannot provide clear written answers, should be treated with significant caution.

17. Before You Start — Action Checklist

Work through this list before you apply to or commit to any MPL programme.

This guide is accurate to the best of our knowledge at the time of writing. Aviation training regulations, airline schemes, and programme availability change regularly. Always verify current details directly with the UK CAA, approved training organisations, and airline cadet teams before making any financial commitment.