Australian pilots can work for US regionals.
some have slipped through with an expired IPC but I wouldn’t risk it if I were you for the sake of a few grand.
bafanguy
I know Atlas is employing ex CX Canadians and applying for a visa waiver so I might be wrong about E3. There is a couple of interesting threads on the Fragrant Harbour section of Pprune with quite a bit of info. ALPA is clearly against E3's though which is understandable as it could mean other visa waivers or types are granted. It is no different to when AFAP were protesting the granting of 457 visas to South Africans a few years ago. Protect your member’s conditions.
I know Atlas is employing ex CX Canadians and applying for a visa waiver so I might be wrong about E3. There is a couple of interesting threads on the Fragrant Harbour section of Pprune with quite a bit of info. ALPA is clearly against E3's though which is understandable as it could mean other visa waivers or types are granted. It is no different to when AFAP were protesting the granting of 457 visas to South Africans a few years ago. Protect your member’s conditions.
Thanks. I'd be curious to know what visa the Canadians are using at Atlas. I understand the Aussies come via E3 but haven't seen any verified specifics about the Canadians.
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Hi ,
could you please direct my where exactly it states that on the verification letter that IR Rating is current as I am blind as a bat to see that .
MD
could you please direct my where exactly it states that on the verification letter that IR Rating is current as I am blind as a bat to see that .
MD
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Is it confusing definitions?
You have a valid ATPL license - as you have passed all requirements to hold such license - but cannot exercise that license without, as a minimum, a current medical (and any additional requirements).
You have a valid Instrument Rating - as you have passed all requirements to hold such rating - but cannot exercise that Rating without, as a minimum, a current IPC (and any additional requirements).
Just asking.
You have a valid ATPL license - as you have passed all requirements to hold such license - but cannot exercise that license without, as a minimum, a current medical (and any additional requirements).
You have a valid Instrument Rating - as you have passed all requirements to hold such rating - but cannot exercise that Rating without, as a minimum, a current IPC (and any additional requirements).
Just asking.
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You don’t need a current IPC for Spirit. They state a current license. As all licenses are “current “, an IPC is a proficiency check. Don’t need medical either. Your IPC will be done with your type rating and your medical done in USA.
Piedmont and Envoy new-FO starting pay now $90/hr, going up to $205/hr for Capt, in addition to the bonusses. While they aren't taking E3s at the moment I'd imagine PSA which does will follow suit (being all AA wholly-owned), and probably the United regionals will have to rethink $50/hr if they want to have any chance in recruiting.
Great time to be a pilot over there.
Great time to be a pilot over there.
Piedmont and Envoy new-FO starting pay now $90/hr, going up to $205/hr for Capt, in addition to the bonusses. While they aren't taking E3s at the moment I'd imagine PSA which does will follow suit (being all AA wholly-owned), and probably the United regionals will have to rethink $50/hr if they want to have any chance in recruiting.
Great time to be a pilot over there.
Great time to be a pilot over there.
Last edited by Abroad145; 11th Jun 2022 at 08:11.
'Current' means you can use it. A licence may be 'valid' for a lifetime, but without a current medical or IPC many jurisdictions won't accept it for a validation or conversion. Whatever the employer's non-technical HR department may state in loosely-worded recruitment criteria, the candidate still needs to get past the FAA. Pprune may not be the best place to get advice on this. Check with the FAA.
I’ll say this one more time regarding the IPC currency and then you run the gauntlet on your own.
FAR Part 61 says valid instrument rating.
The examiner has testing guidelines and requirements laid out in the FSIMS which defines a valid instrument rating as current.
So it’s a gamble that if you turn up that the examiner is oblivious to that detail and you slide through the cracks.
For the record there have been more than a few E3 pilots sent home to get their IPC current and come back to do their flight test and don’t told not to come back based on not having a current IPC.
So take the risk if you want to.
FAR Part 61 says valid instrument rating.
The examiner has testing guidelines and requirements laid out in the FSIMS which defines a valid instrument rating as current.
So it’s a gamble that if you turn up that the examiner is oblivious to that detail and you slide through the cracks.
For the record there have been more than a few E3 pilots sent home to get their IPC current and come back to do their flight test and don’t told not to come back based on not having a current IPC.
So take the risk if you want to.
FWIW, Commutair still has the E3 info on their careers page. I suppose this doesn't necessarily mean they're actually hiring E3s at the moment ?:
https://www.flycommutair.com/e-3-visa/
https://www.flycommutair.com/e-3-visa/
Last edited by bafanguy; 11th Jun 2022 at 13:41. Reason: words
A bit of PDT info for those who might be pondering it:
https://www.forbes.com/sites/tedreed...ract-deal/amp/
https://www.forbes.com/sites/tedreed...ract-deal/amp/
A bit of PDT info for those who might be pondering it:
https://www.forbes.com/sites/tedreed...ract-deal/amp/
https://www.forbes.com/sites/tedreed...ract-deal/amp/
IIUC, this new deal applies to all three AA wholly-owned regionals. I haven't tried to drill down on the fine print but I think the pay rates are for two years ? Not sure what's supposed to happen then. But it's a good deal if you want to do a touch & go at a regional.
It'll be interesting to see what effect this has on the other regionals both in terms of causing higher attrition and improving pay at other regionals like Endeavor.
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I suggest everyone listen closely to what Havick has to say re the IPC and Medical needing to be current at your type check ride. SIMPLY because he is 100% correct.
your APD/check ride examiner will check currency and then as you likely wont have an existing 8710 record the paperwork is also likely to go to the FAA FSDO who will also check it. Any other way will/may result in a problem.
You don't actually need to convert Oz licence in any form to the US before the check ride and your first certificate can be the ATP with type rating under these conditions.
Also, yes Piedmont is doing E3s and is happy with the quality of Oz pilots from the program. after 5 years and as an LCA new payrate until Aug 2024 is velly noice (top is $427USD ph on 4 hour hard min day or as worked) plus bonuses. Training is excellent quality and you are well supported as long as the you put the work in.
pm me if interested, I always split half the after tax referral bonuses..
Raaalphie
your APD/check ride examiner will check currency and then as you likely wont have an existing 8710 record the paperwork is also likely to go to the FAA FSDO who will also check it. Any other way will/may result in a problem.
You don't actually need to convert Oz licence in any form to the US before the check ride and your first certificate can be the ATP with type rating under these conditions.
Also, yes Piedmont is doing E3s and is happy with the quality of Oz pilots from the program. after 5 years and as an LCA new payrate until Aug 2024 is velly noice (top is $427USD ph on 4 hour hard min day or as worked) plus bonuses. Training is excellent quality and you are well supported as long as the you put the work in.
pm me if interested, I always split half the after tax referral bonuses..
Raaalphie
I’ll say this one more time regarding the IPC currency and then you run the gauntlet on your own.
FAR Part 61 says valid instrument rating.
The examiner has testing guidelines and requirements laid out in the FSIMS which defines a valid instrument rating as current.
So it’s a gamble that if you turn up that the examiner is oblivious to that detail and you slide through the cracks.
For the record there have been more than a few E3 pilots sent home to get their IPC current and come back to do their flight test and don’t told not to come back based on not having a current IPC.
So take the risk if you want to.
FAR Part 61 says valid instrument rating.
The examiner has testing guidelines and requirements laid out in the FSIMS which defines a valid instrument rating as current.
So it’s a gamble that if you turn up that the examiner is oblivious to that detail and you slide through the cracks.
For the record there have been more than a few E3 pilots sent home to get their IPC current and come back to do their flight test and don’t told not to come back based on not having a current IPC.
So take the risk if you want to.
