If you have an ICAO ATPL license and have a valid type rating and 500 hrs on type, you may skip the ATO registration and register directly with an EASA Country/Aviation Authority of choice. You will have to obtain your study materials directly but there are plenty of options to choose from.

Although some schools do provide 90% to 100% remote training materials, a lot still require physical presence for the brush up sessions required by EASA.

The brush ups are the regulatory required classroom training hours for each subject that are needed before taking the exams.

Brush-ups are intended to address any last-minute problem areas, particularly tricky areas and exam technique.

You are expected to be broadly conversant with the subject. They are NOT intended as introductory courses, or super crammed full courses, but rather the final tune-up before the exam.

Most schools require internal exams before attending brush up training and approving you for the EASA exams.

There are plenty of options to chose from for the Theory part.

If you are enrolled with an ATO, they are required to provide study materials organized in a syllabus.

However if you don’t need to be enrolled with an ATO or if you prefer to chose other sources and your ATO approves them, do consider some of the most common ones:

1. PadPilot
   1. Apple book store
2. Bristol.gs
   1. ICAO ATPL to EASA ATPL
   2. ICAO CPL to EASA ATPL frozen
3. CATS Aviation
   1. ICAO ATPL to EASA ATPL
   2. ICAO CPL to EASA ATPL frozen
4. Capt.gs
   1. ATPL(A) book
   2. ATPL(H) book

APS MCC has evolved from the MCC (Multi Crew Cooperation) course after requests from the airline industry to better prepare newly graduated pilots for operations with multi-crew aircraft. To ensure that students develop their skills within Crew Resource Management (CRM) and jet aircraft operations, the new APS MCC course has twice as many hours of tutoring in the simulator compared to a traditional MCC course. The regular MCC-course typically contains 20 hours of flight instruction in an approved simulator, while the new APS MCC contains 40 hours.

The APS MCC follows Airlines standards.
A new addition in the APS MCC course is that a graded final assessment will take place at the end of the course, which is not required in traditional MCC or MCC/JOC programs. The grading system consist of 5 grades, from unsatisfactory to exemplary, and to successfully graduate from the APS MCC course, you will need to fulfill the grade “satisfactory” of higher. Upon successful graduation you will be given an APS MCC certificate.

If you for some reason are unable to complete the course with the grade “satisfactory” or higher, you will still be granted an MCC certificate. However, you must successfully pass the final assessment to earn the full APS MCC certificate. The final assessment will take place during the last 2 hours of the course.

It would be an advantage to pick an MCC in a SIM that represents the aircraft you intend to fly in real life operations in order to improve your chances of getting that job.

Transitioning to airline operations
Some of you may think “How hard can it be to fly an aircraft together with another pilot? Shouldn’t half the workload make it half as difficult?”.

If you are used to operating as a single pilot in a propeller plane, the transition to a jet powered aircraft flying at 900 kph can be confusing, especially since you need to collaborate with another pilot!

Shouldn’t half the workload make it half as difficult?

The first issue to tackle is “Which pilot does what?”. During the APS MCC you will learn the basics of Crew Resource Management (CRM), jet aircraft handling and energy management. For any phase of flight, it needs to be clear who will be the Pilot Flying (PF) and who will be the Pilot Monitoring (PM). The PF will primarily be focused on flying the aircraft, while the PM will handle radio communication and assist the PF when needed.

It is important to know how the work will be divided, so you don’t intervene with each others tasks.

For example, let’s say that the autopilot is engaged and the PM responds to a new Flight Level (FL) clearance given by Air Traffic Control (ATC). If the PM immediately sets the new altitude in the Mode Control Panel (MCP) without confirming the change with the PF first, this will likely lead to confusion when the PF notices that the aircraft is chancing altitude without his/her input!

What you want to achieve in the cockpit is “Shared Situational Awareness”. You will achieve this by effectively communicating so both pilots see the whole picture. This will enable the crew to assess risks and understand new information as a team. During the APS MCC course, you will work with closed loop communications to avoid confusion and make sure both pilots understand what is happening and what the other one is doing. This isn’t as easy as it sounds, but it is great fun as you develop your skills and improve your knowledge throughout the course!

• All 14 exams have to be completed within 18 months from your 1st exam date
• You have a total of 6 exam blocks available (sittings) and no more than 4 attempts for each subject within these 6 exam blocks

UPRT stands for aeroplane ‘upset prevention and recovery training’ and constitutes a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to both prevent and to recover from situations in which an aeroplane unintentionally exceeds the parameters for line operation or training (aeroplane upsets).

With the objective to introduce different ‘levels’ of UPRT at various stages of a professional pilot’s career, EASA has published its Opinion No 06/2017 and is currently revising the existing acceptable means of compliance (AMC) and guidance material (GM) published with regard to the provisions of Annex I (Part-FCL) to Regulation (EU) No 1178/2011 as follows:

• Basic UPRT will exercises to be integrated in all CPL and ATPL training courses as well as the MPL training course.
• An ‘advanced UPRT course’ will include at least 5 hours of theoretical instruction as well as at least 3 hours of dual flight instruction in an aeroplane, with the aim to enhance the student’s resilience to the psychological and physiological aspects associated with upset conditions.
• Class- or type-related UPRT during class or type rating training will address the specificities of the relevant class or type of aeroplane.

Airliners are not currently asking for Advanced UPRT in their basic requirements.

source: https://www.easa.europa.eu/faq/44870