Australian pilots can work for US regionals.

[oicur12.again]

In a conversation today with a recruiter from Skywest (USA, not oz), he mentioned that they are now sponsoring Australian pilots to obtain work visas.

I think a basic ATPL is all that is required.

I am out of touch with the oz scene and this may be common knowledge to you folk down under but I thought it was interesting.

I suspect some of the other regionals probably sponsor as well and some are upgrading in less than 12 months.

Something to consider for a young guy or gal looking for something different.

cheers

[Staffypilot]

Originally Posted by Newhairdo

Aussie pilots need to stop undercutting each other !
The Americans are very good at sticking together, even if they have some odd rules

I couldn’t agree with you more and here is my take on the difference in pilot culture: USA vs. Australia.

One of the biggest lessons I learned from flying in the United States was the camaraderie and support among pilots, something I felt was missing in Australia. This was quite surprising, as I had expected the opposite. I flew for one airline in Australia and two in the USA, and my experience highlighted a stark contrast in workplace culture. In the U.S., the aviation industry fosters an inclusive, team-oriented environment where pilots encourage and help each other rather than compete. There’s a strong sense of teamwork, mentorship, and shared growth, and I never felt like I had to prove myself or deal with condescending attitudes.

This was a stark contrast to what I experienced in Australia, where the aviation industry often felt more cutthroat and individualistic. Instead of teamwork, there was more of an “I’m better than you” mentality, and at times, even backstabbing. Whether it was due to limited opportunities, a smaller industry, or cultural differences, the professional environment in Australia felt less welcoming.

I was often undermined or treated as if I knew nothing, especially by veteran Captains who had been flying for the same airline for 14-20 years. This attitude created unnecessary pressure during training and, at times, even on the line. I found this to be systemic across Australian aviation, though, even in the flight schools and the small 210 charter companies up North. Instead of focusing on building skills and confidence, I found there was a culture of weeding people out rather than developing them. In contrast, in the U.S., training was more structured, professional, and focused on improvement. If you didn’t know or understand something, they would show you—All you need is the right attitude, and they will give you the tools and support to succeed.

Another key difference I noticed was the level of stress placed on pilots. In Australia, the training environment was error-critical to the point of being excessive. It created unnecessary stress, making pilots more worried about not making mistakes rather than genuinely improving their skills. When I trained in the U.S., I felt far less stressed and worried because the philosophy was about developing pilots, not trying to catch them out. Those who worked together as a team often succeeded, and teamwork was actively encouraged during and after training.

One of the most striking differences was how pilots are checked to the line:

• In Australia, I had to be checked to line in 100 hours, followed by further training before being checked again at 120-130 hours, with additional requirements beyond that.

• In the USA, I was told I would be checked to line in 25 hours. I ended up being checked in 30 hours—a reasonable timeframe with a clear progression path.

The American approach was far more efficient while still ensuring pilots were competent and continued to learn. A key reason for this was that Captains in the U.S. were also seen as part of the training process, helping new pilots consolidate their skills after being checked to line.

The philosophy in the U.S. was that learning doesn’t stop once you’re checked to line—all Captains, whether they were training Captains or not, had a different approach to mentorship and assessment. Some Captains would micromanage, but it was always done respectfully, and the support continued as you gained experience. This created a more confident, capable pilot rather than one who constantly felt undermined or pressured.

Flying in the U.S. was simply more fun and challenging. You get real weather, complex airspace, and experience flying into some of the busiest airports in the world. Every day, I felt like I was learning and improving, but I was also enjoying the job and looking forward to going to work.

Pilots in the U.S. seemed genuinely happier, and that enthusiasm carried over into how they treated others. The work environment felt more relaxed yet still professional, allowing pilots to focus on improving their skills rather than feeling constantly judged.

There was also a huge difference in pay and union effectiveness. In the U.S, there was better seniority, pay, and the union actually worked to make a real difference for pilots. In Australia, the union and seniority structure often felt ineffective, and pilots didn’t see real changes being made.

Another major difference was how First Officers were treated. In the U.S. an FO is seen as a Captain in training, and that mentality is reflected in daily operations. There’s a real sense of teamwork, where Captains actively mentor their FOs and treat them as equals where seeing a 23 year old becoming a captain was not uncommon.

Captains with many years of experience at the same company would welcome you to speak up, saying:

“We’re both a team. I’m just like you. The only difference between us is that I’ve been here longer.”

They made it clear that they were human too, not superior, and that they valued teamwork over hierarchy. This was incredibly motivating and helped create a positive cockpit environment where you felt respected and supported.

In Australia, I never got this treatment. Instead, I experienced a lot of ego, condescending attitudes, and dismissive behavior from Captains, Training Captains, and management. There was often a feeling of “know your place,” rather than an attitude of “we’re in this together.”

What Can Australians Learn from the U.S. Approach?

This is a different philosophy, and I believe Australians could learn a lot from it. Aviation should be about mentorship, progression, and continuous learning, not just about making the cut. When pilots are given the tools to improve, they become more confident, competent, and ultimately safer.

[Staffypilot]

Originally Posted by Newhairdo

Aussie pilots need to stop undercutting each other !
The Americans are very good at sticking together, even if they have some odd rules

I couldn’t agree with you more and here is my take on the difference in pilot culture: USA vs. Australia.

One of the biggest lessons I learned from flying in the United States was the camaraderie and support among pilots, something I felt was missing in Australia. This was quite surprising, as I had expected the opposite. I flew for one airline in Australia and two in the USA, and my experience highlighted a stark contrast in workplace culture. In the U.S., the aviation industry fosters an inclusive, team-oriented environment where pilots encourage and help each other rather than compete. There’s a strong sense of teamwork, mentorship, and shared growth, and I never felt like I had to prove myself or deal with condescending attitudes.

This was a stark contrast to what I experienced in Australia, where the aviation industry often felt more cutthroat and individualistic. Instead of teamwork, there was more of an “I’m better than you” mentality, and at times, even backstabbing. Whether it was due to limited opportunities, a smaller industry, or cultural differences, the professional environment in Australia felt less welcoming.

I was often undermined or treated as if I knew nothing, especially by veteran Captains who had been flying for the same airline for 14-20 years. This attitude created unnecessary pressure during training and, at times, even on the line. I found this to be systemic across Australian aviation, though, even in the flight schools and the small 210 charter companies up North. Instead of focusing on building skills and confidence, I found there was a culture of weeding people out rather than developing them. In contrast, in the U.S., training was more structured, professional, and focused on improvement. If you didn’t know or understand something, they would show you—All you need is the right attitude, and they will give you the tools and support to succeed.

Another key difference I noticed was the level of stress placed on pilots. In Australia, the training environment was error-critical to the point of being excessive. It created unnecessary stress, making pilots more worried about not making mistakes rather than genuinely improving their skills. When I trained in the U.S., I felt far less stressed and worried because the philosophy was about developing pilots, not trying to catch them out. Those who worked together as a team often succeeded, and teamwork was actively encouraged during and after training.

One of the most striking differences was how pilots are checked to the line:

• In Australia, I had to be checked to line in 100 hours, followed by further training before being checked again at 120-130 hours, with additional requirements beyond that.

• In the USA, I was told I would be checked to line in 25 hours. I ended up being checked in 30 hours—a reasonable timeframe with a clear progression path.

The American approach was far more efficient while still ensuring pilots were competent and continued to learn. A key reason for this was that Captains in the U.S. were also seen as part of the training process, helping new pilots consolidate their skills after being checked to line.

The philosophy in the U.S. was that learning doesn’t stop once you’re checked to line—all Captains, whether they were training Captains or not, had a different approach to mentorship and assessment. Some Captains would micromanage, but it was always done respectfully, and the support continued as you gained experience. This created a more confident, capable pilot rather than one who constantly felt undermined or pressured.

Flying in the U.S. was simply more fun and challenging. You get real weather, complex airspace, and experience flying into some of the busiest airports in the world. Every day, I felt like I was learning and improving, but I was also enjoying the job and looking forward to going to work.

Pilots in the U.S. seemed genuinely happier, and that enthusiasm carried over into how they treated others. The work environment felt more relaxed yet still professional, allowing pilots to focus on improving their skills rather than feeling constantly judged.

There was also a huge difference in pay and union effectiveness. In the U.S, there was better seniority, pay, and the union actually worked to make a real difference for pilots. In Australia, the union and seniority structure often felt ineffective, and pilots didn’t see real changes being made.

Another major difference was how First Officers were treated. In the U.S. an FO is seen as a Captain in training, and that mentality is reflected in daily operations. There’s a real sense of teamwork, where Captains actively mentor their FOs and treat them as equals where seeing a 23 year old becoming a captain was not uncommon.

Captains with many years of experience at the same company would welcome you to speak up, saying:

“We’re both a team. I’m just like you. The only difference between us is that I’ve been here longer.”

They made it clear that they were human too, not superior, and that they valued teamwork over hierarchy. This was incredibly motivating and helped create a positive cockpit environment where you felt respected and supported.

In Australia, I never got this treatment. Instead, I experienced a lot of ego, condescending attitudes, and dismissive behavior from Captains, Training Captains, and management. There was often a feeling of “know your place,” rather than an attitude of “we’re in this together.”

What Can Australians Learn from the U.S. Approach?

This is a different philosophy, and I believe Australians could learn a lot from it. Aviation should be about mentorship, progression, and continuous learning, not just about making the cut. When pilots are given the tools to improve, they become more confident, competent, and ultimately safer.

[flying_a_nix_box]

There is a special E3 visa as part of one of the free trade agreements between the US and Australia. To get it you basically just need an offer of a job in the US so no massive green card issues etc.......

[c100driver]

The definition of “specialty occupation” is one that requires:
- A theoretical and practical application of a body of specialized knowledge; and

- The attainment of a bachelor’s or higher degree in the specific specialty (or its equivalent) as a minimum for entry into the occupation in the United States.

First page of the E3 VISA requirements, doubt many would qualify.

[The Bullwinkle]

doubt many would qualify.

Why???
Almost every pilot I fly with would meet those qualifications.

[c100driver]

Are you telling me that all your pilots have Batchelor or higher degrees?

Very few Airline pilots I know have degrees!

[HappyBandit]

Bullwinkle

Many I fly with, including myself do possess a Bachelors degree. However, many of whom do not possess degrees in aviation.

[oicur12.again]

The recruiter mentioned they had approval to employ pilots for only 3 countries, Australia being one.

I suspect it may be an arrangement thats different to the usual visa stream?

[Sue Ridgepipe]

Which means they can't find enough locals willing to do the job. Hmmm, I wonder why that is? It wouldn't have anything to do with the salary package on offer would it?

[KRUSTY 34]

Unless things have changed dramatically in recent times, the worst Aussie Regional for wages and conditions, would be light years ahead of any American counterpart.

Tell 'em their dreaming.

[josephfeatherweight]

I think they offer food stamps too, so you should be able to source a meal every now and then...

[Horatio Leafblower]

I have an ATPL, a B.Sc, and about 15kg extra around my guts.

Maybe I should apply!

[Metro man]

On regional wages you will be bunked up four to a room, bathroom time needs to be booked to accommodated the eight pilots sharing the one apartment.

Fortunately as schedules differ this isn't as big a problem as it would be if everyone was 9-5.

The varieties of instant noodles available these days makes living on them less of a chore than a few years ago.

Take up dumpster diving, you would be amazed at what supermarkets throw out, most of which is still edible.

[c100driver]

Pot calling Kettle

With the vitriol on PPrune regarding entry of foreign pilots from overseas getting visas to work in New Zealand and Aussie I wonder what the American pilots think of alien pilots flying in the USA.

[oicur12.again]

"It wouldn't have anything to do with the salary package on offer would it?"

Yes, the wages are lower than oz.

But a young pilot starting out looking for a first jet job will have plenty of time to chase the dollars later.

Maybe broadening ones horizons by climbing out of the ozzie pond can be . . . . fun.

Or is that discouraged?

[B772]

c100driver

The fine print is (or its equivalent)


Seriously, if anyone interested is unemployed in Aust or in a dead end job they should seize the opportunity while it is available.

If you have not visited the US previously visit for 2-3 weeks and have a look around. You may be surprised !

You do not need a US Passport or an ATP to fly with a regional. You can even have some disabilities provided you can sit in a seat with the shoulder harness fastened.

One carrier (250 a/c) I am aware of has the following requirements.

Age 21 to 46
Minimum CPL
Minimum 1200 hours total time (some as low as 500)
Minimum 200 hours multi engine (some as low as 100)
Minimum 100 hours instrument

[c100driver]

Indentured servitude comes to mind!

The visa is also renewable every two years for an indefinite period of time. So you can basically work on it for as long as you’re employed. By contrast, the H1B visa is valid for up to 10 years. However, you should note that the e3 visa is not a dual-intent visa, so applicants must reasonably demonstrate non-immigrant intent before they can get one.

Filing fees for this type of visa are also significantly lower than the ones for the H1B. And while the e3 visa technically is a temporary work permit, it’s renewable every two years; meaning you can remain in the U.S. indefinitely so long as you’re employed with the sponsoring company.

A specialty occupation requires theoretical and practical application of a body of specialized knowledge along with at least a bachelor’s degree or its equivalent. For example, architecture, engineering, mathematics, physical sciences, social sciences, medicine and health, education, business specialties, accounting, law, theology, and the arts are specialty occupations.

e3 Visa Requirements: Qualifying Candidates

First and foremost, you’re going to need to satisfy certain mandatory e3 visa requirements in terms of education and work experience. The e3 visa is a professional work visa intended for professional individuals.

As such, this means that you have to have the equivalent of a U.S. Bachelor’s degree, a great deal of experience in your field (more than 10 years), or some combination thereof (for instance, an associate’s degree and 6 years of education). Basically, your education or work experience have to be enough to make you employable for a “specialty occupation” under the USCIS’s guidelines of “academic or other qualifications demonstrating qualifications for the position.” And not only do you need to be qualified, but the position needs to qualify as well.

[vee1-rotate]

I'm currently in the US on an E3 in a non flying aviation job, and have a buddy heading here soon to take a position in a flying job on the E3 as well. It's an awesome visa, and can be obtained in a matter of weeks. No cost involved besides the visa interview, and as mentioned above, indefinitely renewable as long as your employed.

I think the best part about it for younger guys and girls looking to take up a position at a regional here is that, yes, the starting wage and conditions are horrid but looking further beyond that, the opportunities available after gaining some hours and experience can not be matched, certainly not in Australia by any means.

My company here has a 23 year old in the right seat of a Citation X business jet, absolutely smashing the hours and earning 70k a year to do it.

[Alloyboobtube]

Great for a young person, the cost of living along with lower taxes would mean you're probably better off than living in Australia, especially Sydney.
Also if you meet a nice gal there and get married the major Airlines will recruit you .
Nothing bad here....

[biglanchow]

oicur12 . . Can I assume you are 1 and the same regardless of the "again"?

Thank you for going to the effort in posting this, although I have 7,000TT, 3,000+ Twin Command etc all on Saabs/Q400 I would seriously consider a posting in Seattle if a DEC was possible.

[oicur12.again]

biglanchow

Ring the recruiters at Horizon, they have crew based in SEA and fly the Q400.

Some are paying a sign on bonus if you are typed.

Dont know about upgrade times though.