Pilots studying abroad with hopes of getting a flying job in the Motherland
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Pilots studying abroad with hopes of getting a flying job in the Motherland
Anyone studying in another continent, with the hope of a flying career in Africa, please share your insights here. I am looking forward to learning and discussing challenges and opportunities we will be facing.
Join Date: Jun 2015
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Sup bromethius!
FAA- CPL, SINGLE, MULTI, IFR, CFII, CFII
I feel like America has the best to offer for Training, Its quick, precise and not too hard. I myself came here in 2013 to pursue my Bizna degree and started flying caus it was my passion. Now i'm teaching up here looking for 1750 ish TT before i come back in 2016.
I feel like America has the best to offer for Training, Its quick, precise and not too hard. I myself came here in 2013 to pursue my Bizna degree and started flying caus it was my passion. Now i'm teaching up here looking for 1750 ish TT before i come back in 2016.
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KU Bilot,
I am out here in America as well and trying to start my IFR, funds have been an issue but once i get the ball rolling- I am positive i can get to my commercial. I wonder whats gonna be my move after that because I don`t think I`ll be able to pay for my flights anymore. I might try and shoot for some caravan flying or something of that sort back home. Have you ever seen the direct entry program on KQs website? If so, do you know anyone whose done it?
I am out here in America as well and trying to start my IFR, funds have been an issue but once i get the ball rolling- I am positive i can get to my commercial. I wonder whats gonna be my move after that because I don`t think I`ll be able to pay for my flights anymore. I might try and shoot for some caravan flying or something of that sort back home. Have you ever seen the direct entry program on KQs website? If so, do you know anyone whose done it?
Gatvol
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Depending on where you wish to fly in Africa, an FAA license may not be of any use. If you are working for an American Company, flying "N" numbered aircraft, your OK. I had my FAA License validated in South Africa, but I am not a resident there. If you hold a South African passport, that dog wont hunt.
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actually and FAA license isn't better, it depends on the political climate
there are places that require a rating on the aeroplane you'll be piloting before you can get a work visa, and since the FAA system doesn't do ratings, it can be difficult, again depending upon the current political climate, to get approved for a work visa because you don't have a document that says you're qualified to fly a Cessna 172, even if you do have 125 hours on them.
Now, many places have been going through this for some time, and have worked out agreements with the authorities, so you might be able to fly a Cessna 206 without any hours on one in some places, but in others you will need an instructors signature in your logbook or even a separate document stating that you're qualified to fly said aeroplane and have put in X number of hours under their supervision.
But next week, that might not be enough.
there are places that require a rating on the aeroplane you'll be piloting before you can get a work visa, and since the FAA system doesn't do ratings, it can be difficult, again depending upon the current political climate, to get approved for a work visa because you don't have a document that says you're qualified to fly a Cessna 172, even if you do have 125 hours on them.
Now, many places have been going through this for some time, and have worked out agreements with the authorities, so you might be able to fly a Cessna 206 without any hours on one in some places, but in others you will need an instructors signature in your logbook or even a separate document stating that you're qualified to fly said aeroplane and have put in X number of hours under their supervision.
But next week, that might not be enough.
Gatvol
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Nonsense!!! An FAA license is as good/even better than any other license in Africa!
If you are NOT a South African you will be allowed to validate it for the length of your current Medical. As to a renewal after that the rules keep changing which limits the amount of times you may do so.
If you are a South African with an FAA License, that dog wont hunt.
Maybe that will be a bit more accurate.
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Yes, the FAA does not do type ratings for any aircraft with less than 12500lb gross weight. However, most flight schools and FBOs require that a student go through a check out process in any of their different planes( Insurance reasons). This check outs are performed by CFIs, or CFII and an endorsement is put in one`s logbook. Other endorsements mandated by the FAA are : high performance, complex, and tail wheels.
My next questions would then be" Does KCAA, or other regulating bodies in Africa wholly or partially accept this endorsements as a rating?"
No? If not, does the time built up in different airplanes say, c-152,c-172, c-182 and piper arrow, or any other aircraft for that matter not count?
My next questions would then be" Does KCAA, or other regulating bodies in Africa wholly or partially accept this endorsements as a rating?"
No? If not, does the time built up in different airplanes say, c-152,c-172, c-182 and piper arrow, or any other aircraft for that matter not count?
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@254:
You will need to contact the governing body in the country you will be flying to know what they want this week. Next week, you will need to ask again.
Hiring companies for the last several years have been guessing what their government will accept and what they won't accept, sometimes successfully, and sometimes not so successfully.
(most "type ratings" outside the FAA for specific planes require a number of hours, generally 5, before you can be type rated, so a "checkout" at the local FBO for a Cessna 206 isn't the same as a type rating as far as they are concerned, but if you've been checked out and have flown 10 hours in one, you're likely - today, in some countries - to be accepted as "type rated" on the C206, but don't quote me, because that was last week, and it really does change week to week in some places)
Your chances of being hired if you don't go to most of these countries is absolutely nil (zero for americans). About 1 in 5 if you go for a month or more, 1 in 3 if you stay for 6 months and aren't an idiot or a jerk.
I know that some years the odds are better and some years the odds are worse, but most will tell you that there were X hired out of Y pilots that year, and when you work it out, it's 1 in 5 or so.
there are places that require a rating on the aeroplane you'll be piloting before you can get a work visa, and since the FAA system doesn't do ratings, it can be difficult, again depending upon the current political climate, to get approved for a work visa because you don't have a document that says you're qualified to fly a Cessna 172, even if you do have 125 hours on them.
Now, many places have been going through this for some time, and have worked out agreements with the authorities, so you might be able to fly a Cessna 206 without any hours on one in some places, but in others you will need an instructors signature in your logbook or even a separate document stating that you're qualified to fly said aeroplane and have put in X number of hours under their supervision.
But next week, that might not be enough.
Now, many places have been going through this for some time, and have worked out agreements with the authorities, so you might be able to fly a Cessna 206 without any hours on one in some places, but in others you will need an instructors signature in your logbook or even a separate document stating that you're qualified to fly said aeroplane and have put in X number of hours under their supervision.
But next week, that might not be enough.
Hiring companies for the last several years have been guessing what their government will accept and what they won't accept, sometimes successfully, and sometimes not so successfully.
(most "type ratings" outside the FAA for specific planes require a number of hours, generally 5, before you can be type rated, so a "checkout" at the local FBO for a Cessna 206 isn't the same as a type rating as far as they are concerned, but if you've been checked out and have flown 10 hours in one, you're likely - today, in some countries - to be accepted as "type rated" on the C206, but don't quote me, because that was last week, and it really does change week to week in some places)
Your chances of being hired if you don't go to most of these countries is absolutely nil (zero for americans). About 1 in 5 if you go for a month or more, 1 in 3 if you stay for 6 months and aren't an idiot or a jerk.
I know that some years the odds are better and some years the odds are worse, but most will tell you that there were X hired out of Y pilots that year, and when you work it out, it's 1 in 5 or so.
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No matter how easy or difficult your license is. At the end of the day, you will be the one flying with it. I seriously doubt that the minimum requirements set for an FAA instrument rating make you safe flying in all weather ops.
I was line training a new F/O a while ago in a 737, and he got itchy descending through an altostratus cloud layer on autopilot. No joke.
Seriously want to see him operating single pilot IFR in a Caravan.
I was line training a new F/O a while ago in a 737, and he got itchy descending through an altostratus cloud layer on autopilot. No joke.
Seriously want to see him operating single pilot IFR in a Caravan.
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I completely disagree with you. The FAA puts all pressure on the checkride, not academics, like many countries. Academics do not, and never will, make better pilots. Because flying in the US is much cheaper than flying in any other places, it is much easier to become well versed at a fraction of the cost. Since flying in many places is so expensive, all pressure is put on a written test. America just made a fatal flaw with the new ATP standard that reduces flight hours based on academics. That philosophy gets people killed. There are no such things as overflight and landing fees in the US, and fees discourage and prevent training at or above standard. I have flown with people trained across the globe, and the strongest have been pilots trained in the US and Russia. Many places offer superior flight training, and it has nothing to do with government regulation. Regulations, along with pilot unions, inhibit growth and expansion inside aviation.
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My greetings to Ougadougou,
I still want to see the first space cadet doing 35 hrs training in a C172 who is able to understand and fly safely in IMC conditions.
Among a few others, I also have an FAA ATP with a bunch of type ratings on it. Although the type ratings are very practical and clear, the Instrument rating issued on the commercial ticket ( the ATP includes IFR), was merely a ticket to learn. Most training is indeed done in nice weather conditions 'under the hood', and many pilots never saw a cloud from the inside.
The results show when training for a type rating in a simulator, when flying a raw data approach, after being positoned on a stabilized flight path on a 12 mile final, down to minimums. While this might be sufficient to fly an airliner in automatics, as a copilot , it definitely does not suffice to operate an aircraft in common IMC single pilot, hands flown.
Do not fool yourself in aviation, there is no shortcut to safe flying.
I still want to see the first space cadet doing 35 hrs training in a C172 who is able to understand and fly safely in IMC conditions.
Among a few others, I also have an FAA ATP with a bunch of type ratings on it. Although the type ratings are very practical and clear, the Instrument rating issued on the commercial ticket ( the ATP includes IFR), was merely a ticket to learn. Most training is indeed done in nice weather conditions 'under the hood', and many pilots never saw a cloud from the inside.
The results show when training for a type rating in a simulator, when flying a raw data approach, after being positoned on a stabilized flight path on a 12 mile final, down to minimums. While this might be sufficient to fly an airliner in automatics, as a copilot , it definitely does not suffice to operate an aircraft in common IMC single pilot, hands flown.
Do not fool yourself in aviation, there is no shortcut to safe flying.
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I have to amend my previous post, I think we are on the same sheet of music. Flying the airplane makes you a better pilot. (and by flying I mean hand, not FMS/autopilot. Auto pilot and FMS flying needs to be in a separate column in your logbook (such as computer systems monitor and not PIC..)) With that said, although not the safest or efficient pilot in the world, a wet ticket IFR pilot flying an ILS to mins, in the aircraft he took his check-ride in, has the required skill set to not get killed. Just as long as he doesn't go outside what he was told to do while in training, he is safe to operate the airplane in IMC.
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This thread was not about whether an FAA trained pilot is a better pilot, but whether an FAA license (certificate) is better than an EASA license for getting a job in Africa.
Although an FAA trained pilot might be better (I was trained in the USA and have an FAA certificate, so I'm biased, I think we're better trained) trained than a pilot trained under EASA, the FAA certificate has significant limitations in the rest of the world, when it comes to getting a job, and almost always requires some conversion and additional training, whereas the EASE license only requires conversion in the USA, not in the rest of the world. (there are some exceptions, but in Africa it's almost 100%)
Although an FAA trained pilot might be better (I was trained in the USA and have an FAA certificate, so I'm biased, I think we're better trained) trained than a pilot trained under EASA, the FAA certificate has significant limitations in the rest of the world, when it comes to getting a job, and almost always requires some conversion and additional training, whereas the EASE license only requires conversion in the USA, not in the rest of the world. (there are some exceptions, but in Africa it's almost 100%)
