Cx vs. US
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Join Date: Jun 2006
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Hey guys,
I would like to thank all of you for some very insightful input. Congrats to all that have made it, and I have been really impressed with the level of professionalism in all of the responses. It is refreshing to see such an open discussion without things turning ugly like so many other boards. This topic was never meant to pit one nationality against any other, and I am glad no one took it that way. There are great pilots from around the globe, and I wish I could have met even more of you through Cathay. Maybe next time. Cheers
RF
I would like to thank all of you for some very insightful input. Congrats to all that have made it, and I have been really impressed with the level of professionalism in all of the responses. It is refreshing to see such an open discussion without things turning ugly like so many other boards. This topic was never meant to pit one nationality against any other, and I am glad no one took it that way. There are great pilots from around the globe, and I wish I could have met even more of you through Cathay. Maybe next time. Cheers
RF
Join Date: Aug 2006
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Curious About Cathay Pacific..?? And Others..!!
Hello everyone,
I am curious about Cathay Pacific and how they are overall as a company to work for in general.
I should also add that I am currently a student and working towards my ATPL here in the US. I am currently attending Embry-Riddle University and UTAH Valley State College concurrently, and I will be getting (2) B.S. degrees in aeronautical science, one is theoretical and the other is a practical degree, however both with aviation emphasis. I should be graduating in June 2007, additionally with Honors and a 3.85-3.95 G.P.A
As for flight school I am attending an Ab Initio training program via Rainbow Air Academy in Long Beach, CA. With this program I will get 1500+ hrs of which 500hrs is Multi-Turbo-Prop time, of course the T-Prop time is completed via Ameriflight which as I know is questionable experience depending on which aircraft you fly, however, I am pulling for the Metroliner. Regardless though I will get my 1500hrs and all the ratings up too my FAA-ATPL. Oh I also failed to mention I will have around 200hrs extra (SIC) Multi T-Prop time in the King Air B200, so I will actually have around 1700+ hours when I start shooting my resume around. Additionally I should have about 10-15hrs Dual Jet time in a L-29... "Not really applicable though I guess"
I hope to have everything completed sometime around September-December 2007 and be ready to begin the perils of the application process.
So now for what I am looking for from some of you experts and working pilots here is...."HELP" and of course some good insight to the playing field.
I am quite frankly only interested in working for Foreign Carriers, unless I can get in with Fed-Ex, UPS or ABX.... Why. Because the US economy and job market is currently very poor, and our economy is not showing any signs of near or long-term improvement. Our air carriers are not treating their pilots as they need to i.e. skilled professionals who's training & skill is comparable to that of doctors. Comparably our pay scales both entry & long-term "if you don't get furloughed" are falling behind, taxes are too high, and the cost of living vs. income potential is pathetic. I guess to sum it up very briefly currently in the US there are way to many variables, and our air carrier industry truly needs to be subsidized in which our government can not afford to do, or so they say.
So anyone who can provide me with a good idea of what I can expect and which carriers I should look into that would be a good choice for my level of experience at the time of application, again around 1700hrs. 500-700 T-Prop mostly (SIC), 800-1000hrs (PIC) in your basic GA aircraft, and BS degree with honors.
I am very interested in Cathay Pacific as I have heard many good things about their pay scales and benefit packages, additionally Asia is an up and coming economy, also Air Emirates, Lufthansa, KLM, and any other foreign carriers which could be recommended. Any information or advice will be greatly appreciated and well noted...!
With my school I also have a good chance of getting hired with EVA Air, of course via their cargo division first, so anyone with info about EVA beyond the basic stuff which I know would be great.
Another question I have about Cathay Pacific is should I go for the S/O slot or the F/O slot being I think my experience will qualify for the F/O, but the S/O is in passenger vs. the F/O is cargo, do you still have to move through cargo if you go the S/O route.??
Well sorry for the long winded post but I am looking for some good info so I thought I should be thorough in my explanation of my situation and desires. I am a ways off from getting my wings wet, but I want to choose the right direction and be prepared when I do..
Thanks For Your Input or Advice..!!
I am curious about Cathay Pacific and how they are overall as a company to work for in general.
I should also add that I am currently a student and working towards my ATPL here in the US. I am currently attending Embry-Riddle University and UTAH Valley State College concurrently, and I will be getting (2) B.S. degrees in aeronautical science, one is theoretical and the other is a practical degree, however both with aviation emphasis. I should be graduating in June 2007, additionally with Honors and a 3.85-3.95 G.P.A
As for flight school I am attending an Ab Initio training program via Rainbow Air Academy in Long Beach, CA. With this program I will get 1500+ hrs of which 500hrs is Multi-Turbo-Prop time, of course the T-Prop time is completed via Ameriflight which as I know is questionable experience depending on which aircraft you fly, however, I am pulling for the Metroliner. Regardless though I will get my 1500hrs and all the ratings up too my FAA-ATPL. Oh I also failed to mention I will have around 200hrs extra (SIC) Multi T-Prop time in the King Air B200, so I will actually have around 1700+ hours when I start shooting my resume around. Additionally I should have about 10-15hrs Dual Jet time in a L-29... "Not really applicable though I guess"
I hope to have everything completed sometime around September-December 2007 and be ready to begin the perils of the application process.
So now for what I am looking for from some of you experts and working pilots here is...."HELP" and of course some good insight to the playing field.
I am quite frankly only interested in working for Foreign Carriers, unless I can get in with Fed-Ex, UPS or ABX.... Why. Because the US economy and job market is currently very poor, and our economy is not showing any signs of near or long-term improvement. Our air carriers are not treating their pilots as they need to i.e. skilled professionals who's training & skill is comparable to that of doctors. Comparably our pay scales both entry & long-term "if you don't get furloughed" are falling behind, taxes are too high, and the cost of living vs. income potential is pathetic. I guess to sum it up very briefly currently in the US there are way to many variables, and our air carrier industry truly needs to be subsidized in which our government can not afford to do, or so they say.
So anyone who can provide me with a good idea of what I can expect and which carriers I should look into that would be a good choice for my level of experience at the time of application, again around 1700hrs. 500-700 T-Prop mostly (SIC), 800-1000hrs (PIC) in your basic GA aircraft, and BS degree with honors.
I am very interested in Cathay Pacific as I have heard many good things about their pay scales and benefit packages, additionally Asia is an up and coming economy, also Air Emirates, Lufthansa, KLM, and any other foreign carriers which could be recommended. Any information or advice will be greatly appreciated and well noted...!
With my school I also have a good chance of getting hired with EVA Air, of course via their cargo division first, so anyone with info about EVA beyond the basic stuff which I know would be great.
Another question I have about Cathay Pacific is should I go for the S/O slot or the F/O slot being I think my experience will qualify for the F/O, but the S/O is in passenger vs. the F/O is cargo, do you still have to move through cargo if you go the S/O route.??
Well sorry for the long winded post but I am looking for some good info so I thought I should be thorough in my explanation of my situation and desires. I am a ways off from getting my wings wet, but I want to choose the right direction and be prepared when I do..
Thanks For Your Input or Advice..!!
@ Captain Morgan
you could start your research here:
http://www.cathaypacific.com/cpa/en_INTL/careers/flying
you could start your research here:
http://www.cathaypacific.com/cpa/en_INTL/careers/flying
Join Date: Aug 2006
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Thanks but I have already been all over their site, and additionally through many of the chat boards.. I would like to actually talk to a few pilots currently working for or who have worked for Cathay and get some good insight from the inside... But thanks for your help none the less.. But I have reviewed all the basics from their website...
No offense, but judging from your F/O slot vs S/O slot question, I figured you did not read CX´s requirements.
All Second Officer applicants must meet the following minimum requirements:
1. An ICAO Airline Transport Pilot's License (ATPL) (obtained without exemptions) or ICAO Commercial Pilot's License (CPL) (obtained without exemptions) with passes in all ATPL ground examinations
2. A Valid Multi-Engine Instrument Rating
3. A minimum of 1000 hours fixed wing (preference will be given to applicants with turbine or multi-engine experience)
4. Experience commensurate with age
5. A current Class One Medical
6. Fluent spoken & written English
All First Officer applicants must meet the following minimum requirements:
1. An ICAO Airline Transport Pilot's License (ATPL)
2. A minimum of 1000 hours in one of the following categories:
a. Airline Jet Transport
b. Command Turbo Prop (MAUW greater than 20,000 Kgs)
c. High Performance Military Jet
d. Corporate Jet Command
3. A current Class One Medical
4. Fluent spoken & written English
5. Experience commensurate with age
Good Luck
All Second Officer applicants must meet the following minimum requirements:
1. An ICAO Airline Transport Pilot's License (ATPL) (obtained without exemptions) or ICAO Commercial Pilot's License (CPL) (obtained without exemptions) with passes in all ATPL ground examinations
2. A Valid Multi-Engine Instrument Rating
3. A minimum of 1000 hours fixed wing (preference will be given to applicants with turbine or multi-engine experience)
4. Experience commensurate with age
5. A current Class One Medical
6. Fluent spoken & written English
All First Officer applicants must meet the following minimum requirements:
1. An ICAO Airline Transport Pilot's License (ATPL)
2. A minimum of 1000 hours in one of the following categories:
a. Airline Jet Transport
b. Command Turbo Prop (MAUW greater than 20,000 Kgs)
c. High Performance Military Jet
d. Corporate Jet Command
3. A current Class One Medical
4. Fluent spoken & written English
5. Experience commensurate with age
Good Luck
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Originally Posted by Redflyin
Another American applicant was challenged on why he got a college degree and if that made him a better pilot. When he said 'I think it might make an individual more well rounded', they immediately asked him "so you think we do it wrong by not requiring a degree". How is that not confrontational and pre-conceived? How is it that even releviant?
Anyhow, good luck with the future, RF.
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Actually, I think the correct answer would be that you didn't think a degree made you a better person, nor "more well rounded," nor a better pilot, because the truth is, it doesn't.
If one feels that he is "more well rounded" because he has a degree, does that mean that he feels that those that he works with who don't have one are less well rounded? I think it's a valid interview question.
That said, there are plenty of people here who have a degree or two.
If one feels that he is "more well rounded" because he has a degree, does that mean that he feels that those that he works with who don't have one are less well rounded? I think it's a valid interview question.
That said, there are plenty of people here who have a degree or two.
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C'mon, Beta Boy, there is no single "correct answer" to the question of whether a candidate should be required to hold a university degree.
As with most of the personal questions at the CX interviews, it's more a test to see how you can express yourself and support your opinions. And to see if you get rattled when they challenge your answers!
I'm glad I put in my time at uni. Earning my degree did help me become a more "well-rounded" person, but I wouldn't make it a requirement for the CX job because I've worked with plenty of people who are good guys and fine pilots who only have a high school diploma.
There are many non-aviation skills, experiences, and qualifications that will make one's CV stand out, and a university degree is one of these.
(And believe me, I KNOW there are also millions of idiots out there who have earned university degrees!)
As with most of the personal questions at the CX interviews, it's more a test to see how you can express yourself and support your opinions. And to see if you get rattled when they challenge your answers!
I'm glad I put in my time at uni. Earning my degree did help me become a more "well-rounded" person, but I wouldn't make it a requirement for the CX job because I've worked with plenty of people who are good guys and fine pilots who only have a high school diploma.
There are many non-aviation skills, experiences, and qualifications that will make one's CV stand out, and a university degree is one of these.
(And believe me, I KNOW there are also millions of idiots out there who have earned university degrees!)
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That's my point. People are "more well rounded" because of how they chose to react to the opportunities that presented themselves to them in life, not specifically because they went to university.
Although I am sure you are right that they are interested in seeing that candidates can express themselves well in their responses, I'm sure they are also interested in screening out any egotistic attitudes.
I enjoyed my time at uni too. I learned some things, and gained some very valuable and marketable skills, but I definitely do not think that this in any way makes me a better pilot.
... What was this thread about again?
Although I am sure you are right that they are interested in seeing that candidates can express themselves well in their responses, I'm sure they are also interested in screening out any egotistic attitudes.
I enjoyed my time at uni too. I learned some things, and gained some very valuable and marketable skills, but I definitely do not think that this in any way makes me a better pilot.
... What was this thread about again?
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Gents, having asked CX recruiters during my interviews about the general demographics of those pilots recruited by CX, I was not surprised to learn that a major hurdle for American pilots is their attitude toward the rest of the world. Specifically, many of them have never left the US, nor have desire to do so. Futher, quite a few of them don't even know where Hong Kong is (..... more than one US applicant has answered that HK in the southern hemisphere, or off the coast of Africa). I am generalising in saying that many people of the Commonwealth regard Americans as insular and ignorant, and this perception (whether right or wrong), is reinforced by such applicants above. CX is a company with strong Commonweath roots and an overwhelmingly Commonwealth pilot body, and hence this perception of Americans endures.
Flying for CX has traditionally meant relocating to Hong Kong, the epicentre of an energetic and crazy, but otherwise bizarre and undeveloped (by Western standards) Asia. To relocate and integrate successfully, a pilot joining CX has not just wanted to fly, but they have specifically wanted to fly for CX, which also means that they have wanted to relocate and join the Asian madness. My perception is that American pilots do not necessarily want to fly for CX, they just want to fly and don't have too many other options at present. Unfortunately, this attitude does not really sit well with those who have specifically chosen CX (for whatever reason, be it lifestyle, money, or the Asia experience), and the company is full of pilots who have specifically chosen CX.
Of course, please excuse my generalisations as I know there are numerous Yanks who actually do want to work for CX alone (and not all Commonwealth expats want live in HK), but I'd suggest that those who are CX focused but receive a hard time at interview may be considered "collateral damage" for the rest of the aplicants who just want the well-paying job.
TM.
Flying for CX has traditionally meant relocating to Hong Kong, the epicentre of an energetic and crazy, but otherwise bizarre and undeveloped (by Western standards) Asia. To relocate and integrate successfully, a pilot joining CX has not just wanted to fly, but they have specifically wanted to fly for CX, which also means that they have wanted to relocate and join the Asian madness. My perception is that American pilots do not necessarily want to fly for CX, they just want to fly and don't have too many other options at present. Unfortunately, this attitude does not really sit well with those who have specifically chosen CX (for whatever reason, be it lifestyle, money, or the Asia experience), and the company is full of pilots who have specifically chosen CX.
Of course, please excuse my generalisations as I know there are numerous Yanks who actually do want to work for CX alone (and not all Commonwealth expats want live in HK), but I'd suggest that those who are CX focused but receive a hard time at interview may be considered "collateral damage" for the rest of the aplicants who just want the well-paying job.
TM.
