Is getting licence in severl countries bad way to get a job?
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Is getting licence in severl countries bad way to get a job?
Hi!everyone.
I'm planing to get PPL and IR in US, CPL and MR in Canada or US, f-ATPL in UK and JOC/MCC in Lithuania.
But I know it's not normal way, and my instructor of PPL said you should get all license in US.
I'm afraid of that such a way will be wrong for getting an airline job...
How do you think about it? It doesn't matter?
I'm planing to get PPL and IR in US, CPL and MR in Canada or US, f-ATPL in UK and JOC/MCC in Lithuania.
But I know it's not normal way, and my instructor of PPL said you should get all license in US.
I'm afraid of that such a way will be wrong for getting an airline job...
How do you think about it? It doesn't matter?
Join Date: Nov 2000
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In theory, no problem - each country has something to offer. Just be careful you don't miss out on something important when you change schools.
I don't think it's an issue to airlines, as long as you've got the licence they require. The issue might be learning all the different regulations.
I would definitely endorse getting an FAA PPL/IR for the cost/time benefit. ATPLs are always the biggest hurdle. Unless you have the right to work in the US, I wouldn't bother with the FAA CPL because it actually requires 50 hours more than the EASA CPL.
I would definitely endorse getting an FAA PPL/IR for the cost/time benefit. ATPLs are always the biggest hurdle. Unless you have the right to work in the US, I wouldn't bother with the FAA CPL because it actually requires 50 hours more than the EASA CPL.
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Hi there,
I've asked many recruitment heads at airlines this and none of them have said it would be desirable. Imagine you're reading a CV from somebody has hopped from FTO to FTO to FTO, you'd wonder why, and I cant think of many positive reasons.
Airlines are looking for excellent decision makers so have a think about your reasons for wanting to do this. Maybe they are justified- I'd be interested to know?
I've asked many recruitment heads at airlines this and none of them have said it would be desirable. Imagine you're reading a CV from somebody has hopped from FTO to FTO to FTO, you'd wonder why, and I cant think of many positive reasons.
Airlines are looking for excellent decision makers so have a think about your reasons for wanting to do this. Maybe they are justified- I'd be interested to know?
OK...just can't let this one go.
I'm calling BS on third hand information.
What on earth would be wrong about holding both FAA and EASA licenses and why not, even a Chinese validation? Fill in any random country.
If anything its hows you have determination and you can think outside of the box and you are motivated enough to try your luck (potentially) in other countries.
No it doesn't. Part 141 CPL requires a minimum of 190 hrs. Part 61 requires 250.
It is amazing how much wrong information is whirling around this forum like it's the holy gospel.
I'm calling BS on third hand information.
What on earth would be wrong about holding both FAA and EASA licenses and why not, even a Chinese validation? Fill in any random country.
If anything its hows you have determination and you can think outside of the box and you are motivated enough to try your luck (potentially) in other countries.
I wouldn't bother with the FAA CPL because it actually requires 50 hours more than the EASA CPL
It is amazing how much wrong information is whirling around this forum like it's the holy gospel.
Fair one. I forgot about part 141. I'd still advocate going from FAA PPL/IR to EASA PPL/IR then EASA CPL. Getting an FAA CPL and then converting wouldn't really help much, and you'd only need 15 hours anyway which would be much better spent getting used to UK airspace and navigation.
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Thread creep!
]bpn333 you have to manage your thread on here if you want to get some useful answers... else you accidentally end up with others discussing specifics of licence requirements! zzzzzzzzzz.
Your question related to getting a job in an airline and if a multitude of FTOs could be detrimental. I think that's a very sensible question.
My best advice would be to imagine you're the interviewer, what skills and qualities are you looking for at interview? You're going to be looking for things like, decision making, situational awareness, leadership, management and teamwork (to get you started).
Your role in the interview is to sell yourself. What will your answer be to the question... Tell me about your training? Can your FTO hopping be sold positively? Or is the greater risk that you look like someone who is unstructured, cant stick at one or two things or fell out with your peers in each FTO?
Another consideration. Are each of the FTOs going to take you as 'their own' and assist you if they do get any airline leads? Or are they more likely to assist the students they've known for a longer period of time? Cynically - better customers.
In conclusion- for me, there is too much risk hopping around too many FTOs. 1 or 2 seems reasonable and I think justifiable. As others have suggested- just obtaining a licence, however you do it is sufficient, but who wants to graduate as being merely sufficient in an industry as competitive and volatile as ours?
But you may have a very justifiable reason for wanting to go down the route you suggested? Feel free to share and hopefully a bunch of reasonable, thoughtful posters who's goal is to share some information with you might assist
]bpn333 you have to manage your thread on here if you want to get some useful answers... else you accidentally end up with others discussing specifics of licence requirements! zzzzzzzzzz.
Your question related to getting a job in an airline and if a multitude of FTOs could be detrimental. I think that's a very sensible question.
My best advice would be to imagine you're the interviewer, what skills and qualities are you looking for at interview? You're going to be looking for things like, decision making, situational awareness, leadership, management and teamwork (to get you started).
Your role in the interview is to sell yourself. What will your answer be to the question... Tell me about your training? Can your FTO hopping be sold positively? Or is the greater risk that you look like someone who is unstructured, cant stick at one or two things or fell out with your peers in each FTO?
Another consideration. Are each of the FTOs going to take you as 'their own' and assist you if they do get any airline leads? Or are they more likely to assist the students they've known for a longer period of time? Cynically - better customers.
In conclusion- for me, there is too much risk hopping around too many FTOs. 1 or 2 seems reasonable and I think justifiable. As others have suggested- just obtaining a licence, however you do it is sufficient, but who wants to graduate as being merely sufficient in an industry as competitive and volatile as ours?
But you may have a very justifiable reason for wanting to go down the route you suggested? Feel free to share and hopefully a bunch of reasonable, thoughtful posters who's goal is to share some information with you might assist
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I believe generally most airlines prefer if you have stuck to 1 max 2 FTO's, for the simple reason that it's much easier for them to check your history and if you have any issues during training in the past.
It might not always be practical to do all your training at one FTO, due to the various programs they offer, that's why I believe 2 would be acceptable.
They might start asking awkward questions, if you have been hopping around between 5 - 6 or more FTO's, wondering if you might have had some issues during training, I believe it will bring up a flag, and you need to be ready to explain why during an interview.
It might not always be practical to do all your training at one FTO, due to the various programs they offer, that's why I believe 2 would be acceptable.
They might start asking awkward questions, if you have been hopping around between 5 - 6 or more FTO's, wondering if you might have had some issues during training, I believe it will bring up a flag, and you need to be ready to explain why during an interview.
