COPA Airlines interviews
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It is suppose to be done away with as agreements on the process to convert an ICAO license to Panama License are to be the same as Captains. As far as I know, yes, you are still required to digest your own bills. While some of the medical portion is refundable with receipts.
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Can you convert ICAO atpl to a panama ATPL or do you have to convert to cpl and then do another test/exams for ATPL later ?
Whats the chances of getting hired as FO if you speak no spanish ? Does it happen ?
Whats the chances of getting hired as FO if you speak no spanish ? Does it happen ?
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I had an ATPL JAA licence and I had to convert first to Panamenian CPL and after that to Panamenian ATPL. You can not convert directly to ATPL. you know, money money money money...!, the CPL exam in a Seneca and the ATPL in a C172... Sooo you can imagine my friend!
And yes you can be hired even if you don't speak Spanish but Spanish speakers take advantage. The problem COPA find is a poor basic aeronautical acknowledge of the southamericans pilots, and Panamenian pilots standards are very low (specially with 200 hours) so a JAA licence + 1000 hours here is a "warranty" that you as pilot are prepared for recieving a type rating and Should not have problems during your loooooong training until your line check, thats the reason why the company still calling so many Spanish pilots with JAA licence and some experience.
From my point of view and just in my humble opinion, in America most of pilots get their licences very Easy, It is far away of the exams system and preparation of European pilots. If you see the flights schools in América when you come from Europe you think It must be a joke that pilots can be trainer there.
And yes you can be hired even if you don't speak Spanish but Spanish speakers take advantage. The problem COPA find is a poor basic aeronautical acknowledge of the southamericans pilots, and Panamenian pilots standards are very low (specially with 200 hours) so a JAA licence + 1000 hours here is a "warranty" that you as pilot are prepared for recieving a type rating and Should not have problems during your loooooong training until your line check, thats the reason why the company still calling so many Spanish pilots with JAA licence and some experience.
From my point of view and just in my humble opinion, in America most of pilots get their licences very Easy, It is far away of the exams system and preparation of European pilots. If you see the flights schools in América when you come from Europe you think It must be a joke that pilots can be trainer there.
Last edited by samca; 5th Dec 2014 at 21:44.
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From my point of view and just in my humble opinion, in America most of pilots get their licences very Easy, It is far away of the exams system and preparation of European pilots. If you see the flights schools in América when you come from Europe you think It must be a joke that pilots can be trainer there.
How about trying to get a rating or a certificate by an FAA Inspector? He will grill you with oral exams.
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lee_apromise,
I think we are speaking about two different things. I was speaking about getting a CPL licence or ATPL and you are speaking about getting a type rating.
ATPL FAA writen is easy, is a fact. Because you study a bank of questions (it does´t matter your knowledge about aviation) in comparison with JAA you can study a bank of 10.000 questions but is not enough, you must study you must know about meteo, regulation, air law, performance... if you don´t study you don´t pass... simple. I don´t know if it makes you better pilot but at least is a warranty that you passed because you won it.
With respect to Type Ratings in FAA and JAA. I have 3 type ratings. First was in London, Second in Madrid, Third in Pánama. In England and Madrid the Type Rated Examiner TRE makes me your FAA oral exam while I was flying during the emergencies so I can warranty you that when you get your Type Rating you know the systems and the JAR OPS and JAR FCL regulation very good. Do you know what some Private companies do when their pilots fail a LPC in the sim in Europe? They send their pilots to FlightSafety USA.
I know a very very good USA pilots, I like to fly with them because I learn a lot, most of them are professional pilots here with thousand of hours but I keep saying that the standards of training in Europe are very high and a Danish, Spanish, French, English, German... are better prepared, I´m sorry if it hearts yo tu ear that but is true. Also I have a friend here (spanish) he got his license in USA and work several years as Flight Instructor in the same school before join COPA. This guy explain me most of americans students don´t study and they have a bad attitude to learn.
[QUOTE]otal bull$hit. 14 JAA ATPL theory exams doesn't make you a better pilot.
How about trying to get a rating or a certificate by an FAA Inspector? He will grill you with oral exams. /QUOTE]
I think we are speaking about two different things. I was speaking about getting a CPL licence or ATPL and you are speaking about getting a type rating.
ATPL FAA writen is easy, is a fact. Because you study a bank of questions (it does´t matter your knowledge about aviation) in comparison with JAA you can study a bank of 10.000 questions but is not enough, you must study you must know about meteo, regulation, air law, performance... if you don´t study you don´t pass... simple. I don´t know if it makes you better pilot but at least is a warranty that you passed because you won it.
With respect to Type Ratings in FAA and JAA. I have 3 type ratings. First was in London, Second in Madrid, Third in Pánama. In England and Madrid the Type Rated Examiner TRE makes me your FAA oral exam while I was flying during the emergencies so I can warranty you that when you get your Type Rating you know the systems and the JAR OPS and JAR FCL regulation very good. Do you know what some Private companies do when their pilots fail a LPC in the sim in Europe? They send their pilots to FlightSafety USA.
I know a very very good USA pilots, I like to fly with them because I learn a lot, most of them are professional pilots here with thousand of hours but I keep saying that the standards of training in Europe are very high and a Danish, Spanish, French, English, German... are better prepared, I´m sorry if it hearts yo tu ear that but is true. Also I have a friend here (spanish) he got his license in USA and work several years as Flight Instructor in the same school before join COPA. This guy explain me most of americans students don´t study and they have a bad attitude to learn.
[QUOTE]otal bull$hit. 14 JAA ATPL theory exams doesn't make you a better pilot.
How about trying to get a rating or a certificate by an FAA Inspector? He will grill you with oral exams. /QUOTE]
Last edited by samca; 7th Dec 2014 at 17:30.
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Samca
pfffff.....
is it another ''My dad is stronger than you dad'' kind of discussion?
I've seen and flown with people from Europe, America, Africa, Middle East....and you get good and bad pilots everywhere....now define to me what is a good pilot? we all have our own definition...
One thing I learned for sure from experience is that, it is those who speak the most about aviation that know the least.
what you are saying is very immature and yes, total b$llsh!t
is it another ''My dad is stronger than you dad'' kind of discussion?
I've seen and flown with people from Europe, America, Africa, Middle East....and you get good and bad pilots everywhere....now define to me what is a good pilot? we all have our own definition...
One thing I learned for sure from experience is that, it is those who speak the most about aviation that know the least.
what you are saying is very immature and yes, total b$llsh!t
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Jumbo what are you comparing a proffesional pilot with thousands of hours and worldwide experience?. I'm speaking about new joiners with brand new licences from different countries and regulations. Their Training and preparation is different dependiente where they got their licences. It is not bull****, It is real and It is a fact.
It is not the same a new pilot in Europe than in China, India, Southamerica, Caribe,... Finish. You can say It is bull**** but It isn't and everybody in the industry coming from flight school as flight instructor or working in training departament in companies knows what I'm speaking about.
You speak bull**** not me telling that you have flown with pilots from different nacionalities. Of course and me too, I join this industry in 1998 and also Fly with different nacionalities pilots, but once a pilot get 2000 or 3000 hours is other pilot. I'm bored of you guys and your unargument answers. It is not the same a new pilot from Europe than other regions, I will continue saying once or a thousands times becouse I'm confident what I'm saying... Finished.
It is not the same a new pilot in Europe than in China, India, Southamerica, Caribe,... Finish. You can say It is bull**** but It isn't and everybody in the industry coming from flight school as flight instructor or working in training departament in companies knows what I'm speaking about.
You speak bull**** not me telling that you have flown with pilots from different nacionalities. Of course and me too, I join this industry in 1998 and also Fly with different nacionalities pilots, but once a pilot get 2000 or 3000 hours is other pilot. I'm bored of you guys and your unargument answers. It is not the same a new pilot from Europe than other regions, I will continue saying once or a thousands times becouse I'm confident what I'm saying... Finished.
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Well...one way or the other each pilots training experiences are going to be different. Bottom line, in my opinion, it all boils down to what YOU make of it and how you want to grow and progress and increase your knowledge as a pilot.
Now......BACK TO COPA....
Now......BACK TO COPA....
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I was speaking about getting a CPL licence or ATPL and you are speaking about getting a type rating.
I've seen JAA guys bragging about "They hired us Europeans because we are better than locals" in front of local pilots and guess what, these Europeans can't even do basic IR in a analogue gauged C-172 since they were trained in "Glass Cockpit" C-172. Wow !!!
And can't even convert between hPa and inHg.
So much for famous JAA 14 ATPL theory exams.
Well...one way or the other each pilots training experiences are going to be different. Bottom line, in my opinion, it all boils down to what YOU make of it and how you want to grow and progress and increase your knowledge as a pilot.
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Most of schools in Europe doesn't has C172 with Garmin 1000 equipped, just a few. So flight students le arn to Fly IFR with analogue cockpits. And convert hpa to mb? Jesús, thats stupid is false, thats the first thing a pilot learn during PPL phase.
Anyway this thread is for COPA and people doesn't read about our discussion. So lets continúe speaking about COPA.
S.
Anyway this thread is for COPA and people doesn't read about our discussion. So lets continúe speaking about COPA.
S.
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Samca... you through the grenade into the crowd. That said, grow a pair, and take the criticism like a man.
Agreed, academics are important, (including proper grammar which a brush up wouldn't hurt you at all). Applied skills in the cockpit are of greater importance which one can obtain in other parts of the world beyond Spain.
Agreed, academics are important, (including proper grammar which a brush up wouldn't hurt you at all). Applied skills in the cockpit are of greater importance which one can obtain in other parts of the world beyond Spain.
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And convert hpa to mb? Jesús, thats stupid is false, thats the first thing a pilot learn during PPL phase.
Obviously this Spaniard can't tell the difference between in.Hg and mb.
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Obviously my mistake due to answering fast, I wanted to say inches of Hg and mb... And as I said... Any pilot learn that in the early stages of his ATPL Integrated course becouse is quite simple and Easy. However most of you or your flight students doesn't know how to calculate winds using trigonometría (yes Spanish word becouse I don't know in english and I'm lazy today for using the translator) do you know how to do a point to point Navigation using a convencional VOR instrument? (go and look for in google) most of you never heard before even your collegues doesn't know how to correct winds in a Holding, intercept radials in bound and outbound to a station, to Fly an NDB approach etc, etc, etc... Don't try to test me, I can hunt you with one finger and I don' want to waste my time with people like you becouse my time is gold and this thread is not for that if you want send me a private Message and we can continue our discussion.
I recommend you to read a Navigation book Spanish people call "Vadillo", It is very long around 600 Pagés I think. It is written in spanish ( opppsss, sorry don't remember you only speak your mother language) anyway when you finish to read this book ( which is "La Biblia" of Navigation books) and if you are able to understand something we can continue discussing about what study JAA Spanish flight students. And when you finish with "Vadillo" you can start to read the performances book we call "Carmona" yes, It is another Spanish crack. So you can have a small idea of what study a Spanish pilot before to get his licence instead of you that study nothing more than a bank of questions, yes the gleim green or red book is the only think you need to memorize before to have the licence. Very sad but everybody know how is your written exam, It is a fact.
Let's speak about this thread questions please.
S.
I recommend you to read a Navigation book Spanish people call "Vadillo", It is very long around 600 Pagés I think. It is written in spanish ( opppsss, sorry don't remember you only speak your mother language) anyway when you finish to read this book ( which is "La Biblia" of Navigation books) and if you are able to understand something we can continue discussing about what study JAA Spanish flight students. And when you finish with "Vadillo" you can start to read the performances book we call "Carmona" yes, It is another Spanish crack. So you can have a small idea of what study a Spanish pilot before to get his licence instead of you that study nothing more than a bank of questions, yes the gleim green or red book is the only think you need to memorize before to have the licence. Very sad but everybody know how is your written exam, It is a fact.
Let's speak about this thread questions please.
S.
Last edited by samca; 9th Dec 2014 at 03:55.
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However most of you or your flight students doesn't know how to calculate winds using trigonometría (yes Spanish word becouse I don't know in english and I'm lazy today for using the translator) do you know how to do a point to point Navigation using a convencional VOR instrument?
most of you never heard before even your collegues doesn't know how to correct winds in a Holding, intercept radials in bound and outbound to a station, to Fly an NDB approach etc, etc, etc... Don't try to test me, I can hunt you with one finger and I don' want to waste my time with people like you becouse my time is gold and this thread is not for that if you want send me a private Message and we can continue our discussion.
I recommend you to read a Navigation book Spanish people call "Vadillo", It is very long around 600 Pagés I think. It is written in spanish ( opppsss, sorry don't remember you only speak your mother language) anyway when you finish to read this book ( which is "La Biblia" of Navigation books) and if you are able to understand something we can continue discussing about what study JAA Spanish flight students.
When did learning how to fly become a rocket science? tsk tsk.
Learn how to take some criticism dude. You just can't admit you said something so stupid can you?
Fine I let you win on this one since there's no point talking to a wall anyway. Let's get back to Copa now.
Last edited by lee_apromise; 9th Dec 2014 at 05:33.
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Wow ! Man for real ? I have both licences ( FAA & JAA ) and I really don't think I'm the **** because of that. ( I'm coming from Europe ).
I do agree on one thing though, I personally found the JAA ATP ( 14 subjects ) much more hard then the Faa written.
On an another hand, the different oral tests in the States are huge, and cover every little things. ( in my experience, +/- 6 hours for the oral + the flights )
Coming from Europe, I know people are used to say that " we " are more focus on the theoretical part, when the FAA is more into the flying skills.
Anyway, it's not a good place to argue.
I do agree on one thing though, I personally found the JAA ATP ( 14 subjects ) much more hard then the Faa written.
On an another hand, the different oral tests in the States are huge, and cover every little things. ( in my experience, +/- 6 hours for the oral + the flights )
Coming from Europe, I know people are used to say that " we " are more focus on the theoretical part, when the FAA is more into the flying skills.
Anyway, it's not a good place to argue.
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Hey...
Show a little respect for the comunity that's putting food on your family's table and stop that Hernan Cortez Attitude.
We all know industry have different weakness and strong spots depending on the side of the globe... I can recall on the usually slutty attitude regarding paying for ratings and jobs in certain "Peninsula" nearby Morocco for example, also can't recall any widebody hull lose from an airline from this side of the planet in the past few years, though you might wanna double check Quito just for doubts regarding your so awesome EASA training.
So yeah, we might be behind in some points, but in most carriers they are aware and already improving that, and most important... Quietly.
Show a little respect for the comunity that's putting food on your family's table and stop that Hernan Cortez Attitude.
We all know industry have different weakness and strong spots depending on the side of the globe... I can recall on the usually slutty attitude regarding paying for ratings and jobs in certain "Peninsula" nearby Morocco for example, also can't recall any widebody hull lose from an airline from this side of the planet in the past few years, though you might wanna double check Quito just for doubts regarding your so awesome EASA training.
So yeah, we might be behind in some points, but in most carriers they are aware and already improving that, and most important... Quietly.
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SAMCA....
I have the South African PPL (not EASA but based almost 100% on that curriculum) and the FAA CPL&IR.
Why I decided to change from one syllabus to another? Basically because I could not stand anymore all the crap that one have to learn on the EASA based program! And not I am not lazy...have a bachelors degree (5 years study) and a post graduation from one of the most respected universities in Chile...so I do know what means to study hard.
I just did not want to cram a bunch of topics that will not have a practical use at all during my aviation career....so when I was informed that had to learn the compass swing (just one example) I packed my stuff and left to USA!!
To calculate winds using trigonometry? It is a stunning word but I have never used trigonometry during a commercial flight so far! (I only have 1800 hrs...1400 on the ATR 72 and maybe the Boeing and Airbus pilots use it on their daily flights but I seriously doubt it)...so why study things that one will never use it at all?
It is true that EASA students have to study a lot (14 subjects) but honestly speaking most of the subjects have zero usefulness during their aviation career. On the contrary FAA syllabus is more practical oriented.
It is true that FAA written exam is a joke (compared to the EASA 14 exams) but on the other hand the FAA oral exams are quite difficult (mine were 2 and a half hours each and the examiner covered every aspect about the things that I will really need during my career).
And for your information I did learn "how to correct winds in a Holding, intercept radials in bound and outbound to a station, to Fly an NDB approach etc, etc, etc..." during my IFR course ...I just did not gain knowledge of a bunch of useless theory subjects!!
I have the South African PPL (not EASA but based almost 100% on that curriculum) and the FAA CPL&IR.
Why I decided to change from one syllabus to another? Basically because I could not stand anymore all the crap that one have to learn on the EASA based program! And not I am not lazy...have a bachelors degree (5 years study) and a post graduation from one of the most respected universities in Chile...so I do know what means to study hard.
I just did not want to cram a bunch of topics that will not have a practical use at all during my aviation career....so when I was informed that had to learn the compass swing (just one example) I packed my stuff and left to USA!!
To calculate winds using trigonometry? It is a stunning word but I have never used trigonometry during a commercial flight so far! (I only have 1800 hrs...1400 on the ATR 72 and maybe the Boeing and Airbus pilots use it on their daily flights but I seriously doubt it)...so why study things that one will never use it at all?
It is true that EASA students have to study a lot (14 subjects) but honestly speaking most of the subjects have zero usefulness during their aviation career. On the contrary FAA syllabus is more practical oriented.
It is true that FAA written exam is a joke (compared to the EASA 14 exams) but on the other hand the FAA oral exams are quite difficult (mine were 2 and a half hours each and the examiner covered every aspect about the things that I will really need during my career).
And for your information I did learn "how to correct winds in a Holding, intercept radials in bound and outbound to a station, to Fly an NDB approach etc, etc, etc..." during my IFR course ...I just did not gain knowledge of a bunch of useless theory subjects!!
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So in conclusion everybody is telling me that I'm right is It? European JAA written exam is too much harder than FAA. So you are giving me the reason. You like or not but It is what It is and I think It is not fault of respect to tell the true.
S.
S.
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So in conclusion everybody is telling me that I'm right is It? European JAA written exam is too much harder than FAA. So you are giving me the reason. You like or not but It is what It is and I think It is not fault of respect to tell the true.
S.
S.
Obviously he still doesn't get the point.