Question about flight training in Florida or other

[Mikhou]

Hello !

I'm from Finland, I hold now a valid EASA-PPL (A) + NF, about 100hours of total time. About 65hours of PIC-time. Also ICAO English language proficiency level 5.

I am looking to be a professional pilot someday, I'm looking to get both FAA & EASA licences + flight instructor rating.

I found out interesting schools; Aviator College and European Flight Training (EFT), they both train these licences and ratings what I am looking for.

The Professional Pilot Internsship course, which includes all unless MCC and EASA-IR. What work is needed to get after this training the EASA-IR ?

Do you have any new thoughts or experiences about these schools ? I Searched but found only very old threads.

Which one would you prefer for me ? Or maybe some other school ?

[RedBullGaveMeWings]

I would also give a look at PEA, they are an accredited school if you're planning on taking a BSc in Aeronautics or an aviation-related degree. They also offer a 3-weeks dispatcher program for holders of a CPL which you may attend if you want to. Being a low hour pilot and dispatcher might help you get into an airline and then talk to the Chief Pilot for an interview:O

To get the EASA IR you must convert your FAA IR to the EASA equivalent, you can do this in many places in Europe. One friend went to Keilir Aviation Academy in Iceland, another one to Diamond Academy in Kalmar, Sweden. Both very happy.

You can do it anywhere in Europe, even in Finland. It just has to be done in Europe.

[RedBullGaveMeWings]

If you want to spend one year in the US working as a flight instructor, you need a flight school approved to accept student on a F-1 visa. There are currently 8 flight schools approved, but 2 of them are helicopter flight school.


Phoenix East Aviation
Flight Safety Academy
Pelican Flight Training
Hillsboro Aviation
Flight Training Europe and Aviator College (a.k.a. Ari Ben)
Aerosim Flight Academy (formerly Delta Connection Academy)


Be aware that FTE and Aviator are the same organization or sister companies.

[Mikhou]

Thank you about your replies !

I am looking to spend one yearr as a flight instructor after my training. I hold now also a ultralight (Mtow 450kg, 2 seats in Finland) flight instructor rating. And I like being a flight instructor a lot ! :)

I looked into PEA flight school, but they don't teach EASA-licences / ratings.
So its out I quess. I am looking to get both FAA and especially EASA-licences.

How about is a EASA (Finnish) Class 1 medical suitable directly to US ? Or is it somehow converted to fit my possible training in US ?

[RedBullGaveMeWings]

You can still get your EASA licence with a conversion course.

EASA Class 1 is not valid for FAA flight training, you will need a FAA Class 1 which is cheaper and far easier to get than the EASA Class 1.

[boga]

Hi Mikhou,

I suggest to take EASA licenses first and then convert them to FAA. Will be cheaper in the end. To convert an FAA license from sunny Florida to EASA is not as simple as to go the other way. You can find CPL+IR+ME in Europe for 15,000.- EUR if you search a little. To convert FAA to EASA, count on 5,000.- minimum. On top of this you would have to take the EASA ATPL theory anyway, so no difference there.

[Mikhou]

Thank you !

So, if I train at Florida only FAA-licences, I need to convert them in Europe and pass the ATPL exams in Europe ?
Example in Sweden Kalmar (JAA conversion | FAA to JAA conversion (http://www.flightacademy.eu/jaa_conversion.html))

If FAA & EASA in Florida, I have passed the ATPL-exams in Florida (Orlando if I remember right in EFT and Aviator College), only need to convert EASA-IR and fly what if needed for it (depending on my skills and knowledge) ?

Also the MCC-course is needed to work in a Europen airline.

[Gomrath]

If you want to spend one year in the US working as a flight instructor, you need a flight school approved to accept student on a F-1 visa.

You forgot to mention that you will also need plenty of cash.
You have to live during that year and also provide yourself with medical insurance, accommodation and able to live.
The end result is often not a lot of hours attained.
OPT - is exactly that "Optional". you are not guaranteed to get it.

[boga]

Hi,

You can get an EASA "from Zero to MCC" course in Sweden for 50,000 EUR. To take the FAA and convert to EASA would not be cheaper nor faster.

[Mikhou]

Thank you again of all answers on this thread !

Yeah, I know in US, being a flight instructor, its a option and not 100% sure. (If school thinks I might be a great instructor with my skills and knowledge).

I am still waiting offers from finnish schools, from 100h TT and 60h PIC.
They have distance learning in Finland on the ATPL. It would be about 85%distance and 15% in classroom.

Do you think if I go from Finland to Sweden, i could survive with english ?
My swedish language is really bad.. I think also in Sweden as in Finland, on training there are a lot of simulator training. Simulator training has good and bad things.

But in USA, (EFT, Aviator) its only with real airplane. And a lot of multi-engine time. In Finland the multi-engine is on the minimun hours.

Do you think after training and holding licences and applying for a airline they would count more on the multi-engine time ? If both applicants are equal with all, but other has 100hours of multi-engine and the other has only 10-20hours.

[boga]

Hi,

Swedes are speaking English, you have no problem there.
You are probably speaking better Swedish than the Swedes speak Finnish, so do not worry.

To be a hottie on the hiring market you shall have thousands of MCC hours, if you have 10 or 100 hrs of ME makes no big difference.

Take the licenses*needed and be at the right place the right time. Then you will get a job. All there is to it is to be persistent. A lot of wannabes complain that the market sucks while they sit at home playing video games. Anybody that has the ability to show a go-get attitude will be successful eventually. It is more up to you and your personality if you succeed in life.

Go get it!

[Mikhou]

Yes, maybe I would survive with english in Sweden :) I should think about the swedish training more seriously.

I am aware of the pilot-market situation and still somedays thinking if its worth of this money what I'm investing on my future licences.
But always I end up in the same answer, Yes, aviation and being a professional pilot is my dream - what I want to do in future. Booked my medical 1 check on later this month ! There shouldnt be anything why I cant get it, but you never know.

[Gomrath]

But in USA, (EFT, Aviator) its only with real airplane. And a lot of multi-engine time
You need to be very wary about logging Multi time attained under the FAA system as both the pilot and the right seat safety pilot may both log PIC.
That is not recognised under the EASA system . So be very careful when you are told that you will accomplish a lot of Multi Hours as you may find half of it won't count towards the Euro license.

[Mikhou]

Thanks !

Yes I am aware of this.

I got now an offer from a finnish FTO. Do you know anything 100% sure about;

Complex aircraft training 2 turboprops as a first type rating, MTOW under 5700kg still.

Is it possible to fly my first ME/IR in this kind of airplane recarding on the EASA changes..

[zaarni]

Can you explain that a bit closer, didn't quite understand it

[zenithaib]

hello,i am from NIGERIA i heard about the AEROCADET program Home Page | AEROCADET | Professional fight training for the Asian and Middle-Eastern students in the United States (http://www.aerocadet.com) and their offers are great so i will to know if the program is real or not quick reply will be appreciated thanks

[Mikhou]

Oh sorry,

So within EASA time, and before as JAR..

The first multiengine / instrument rate airplane would a BE90-King Air.

But now with EASA time, the BE90 is prohibeted to be first aircraft for multiengine / IR-training.

BE90 needs a typerate training in Finland, it has 2 turboprops, but MTOW is under 5700kg. As I know the first multiengine / ME-IR training should be done with piston aircraft like DA42 or so.

So first I should (with EASA) get a class-rate for multiengine with a pistonengine aircraft. And then the typerate for BE90.
With JAR it could be done straight with BE90.