from start to be pilot in middle east airlines
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from start to be pilot in middle east airlines
i want to start studying flight to be a pilot in Arabic (( middle east )) airlines like air Dubai El-Qatari
so i suggest to my self start taking the ppl , ir , cpl at ((eft or aviator school))
after that i will take faa atpl (( frozen )) ((it should be ecao)) but i dont know where to take it and course duration ??
after that i will type rate on Boeing 737 ((i know ))((but also i dont know agood school to take finish the type rating in it ))
and finally i will do the eagle jet b737 program ((a320 too costly without 1 year employment)) to get experience and build hours .
what i expect to gain from this program ((256hour in ppl,ir,cp---500h from eagle jet training----1000h to 1400h from the guaranteed 12 month employment))======1750h to 2250h include ((1500h-1900h on type b737))
do you expect this program will work ?
any suggestion i will appreciate >>>
so i suggest to my self start taking the ppl , ir , cpl at ((eft or aviator school))
after that i will take faa atpl (( frozen )) ((it should be ecao)) but i dont know where to take it and course duration ??
after that i will type rate on Boeing 737 ((i know ))((but also i dont know agood school to take finish the type rating in it ))
and finally i will do the eagle jet b737 program ((a320 too costly without 1 year employment)) to get experience and build hours .
what i expect to gain from this program ((256hour in ppl,ir,cp---500h from eagle jet training----1000h to 1400h from the guaranteed 12 month employment))======1750h to 2250h include ((1500h-1900h on type b737))
do you expect this program will work ?
any suggestion i will appreciate >>>
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The best thing to do is MPL with clark aviation which will assure you a job with Air Arabia and I think you being an Egyptian you can even try for cadet programs...
Just don't go ahead with what Im telling you right now... Do a bit of research in what you wanna do...
Good luck
Just don't go ahead with what Im telling you right now... Do a bit of research in what you wanna do...
Good luck
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You haven't even started to fly a plane, yet you are already talking about how many hours you will get from a guaranteed employment.
Like the guy said, take an English lesson and try for some cadet programme
Before all get a degree if you haven't done so and always have a plan B, no not a plan to choose between 737 or 320 but a plan to survive if your pilot dreams doesnt work
Like the guy said, take an English lesson and try for some cadet programme
Before all get a degree if you haven't done so and always have a plan B, no not a plan to choose between 737 or 320 but a plan to survive if your pilot dreams doesnt work
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i have another plane ((plane b)) cause im studying mechatronics engineering now and i will graduate on 2012 but its not my dream at all my dream to be pilot help me is this program working well to find job after paying much in academy , type-rating and eaglejet training>>>>
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hi
hi wegdan ,
i have same passion like you are having and trying to find out best for myself !! i will mostly probably start flying i mean join a school in this January which is jan 2012 !!
the point is a person spend alot of money and at the end he have to burn his a** of fire pan to get a job !! its not easy the way the school tell you all that crap saying the industry needs pilots !!
anyways !! i am trying to get alot of information on this course !! some ppl say instead of wasting alot of money to become a pilot why dont you open a business !! and the answer is even if a open a business what happen it gets bank curpt in future !! so all u have to do research think and than make decision !!
i am thinking to have more information on this course before starting it !! as per i know u can easily get 250 flying hours through PPL,IR,CPL !! and than u have to complete CFI,CFII,MEI and than u can become a instructor in the same institute where u done this all and complete your 1500 hours to gain an UN- Frozen ATPL!!
u can get frozen atpl after completing ur cpl and by giving theory exams for frozen atpl !! but u can say it will be unlocked when u complete all this PPL/IR/CPL/CFI/CFII/MEI/ATPL !!
now u got 1500 flying hours !! than u have JET prop course !! in which u can get 250 flying hours u see !! max !! this all u can get in 80 000 USD !!
but my point is airlines mostly want 1000 H on jet !! so where the hell we gonna bring 750 hours from !! if we start paying further amount than i think we gotta sell our body lol !!
as per you said type rating !! its a additional benefit for u when u apply for a job u see !! but this come after have 1000 hours on jet !! yani awla shai we gonna get 750 hours from driving a car LMAO.
well this all i know yani !! ma indi info tani !!
if i get more info i will update u habibi !!
Mani
i have same passion like you are having and trying to find out best for myself !! i will mostly probably start flying i mean join a school in this January which is jan 2012 !!
the point is a person spend alot of money and at the end he have to burn his a** of fire pan to get a job !! its not easy the way the school tell you all that crap saying the industry needs pilots !!
anyways !! i am trying to get alot of information on this course !! some ppl say instead of wasting alot of money to become a pilot why dont you open a business !! and the answer is even if a open a business what happen it gets bank curpt in future !! so all u have to do research think and than make decision !!
i am thinking to have more information on this course before starting it !! as per i know u can easily get 250 flying hours through PPL,IR,CPL !! and than u have to complete CFI,CFII,MEI and than u can become a instructor in the same institute where u done this all and complete your 1500 hours to gain an UN- Frozen ATPL!!
u can get frozen atpl after completing ur cpl and by giving theory exams for frozen atpl !! but u can say it will be unlocked when u complete all this PPL/IR/CPL/CFI/CFII/MEI/ATPL !!
now u got 1500 flying hours !! than u have JET prop course !! in which u can get 250 flying hours u see !! max !! this all u can get in 80 000 USD !!
but my point is airlines mostly want 1000 H on jet !! so where the hell we gonna bring 750 hours from !! if we start paying further amount than i think we gotta sell our body lol !!
as per you said type rating !! its a additional benefit for u when u apply for a job u see !! but this come after have 1000 hours on jet !! yani awla shai we gonna get 750 hours from driving a car LMAO.
well this all i know yani !! ma indi info tani !!
if i get more info i will update u habibi !!
Mani
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first i accept you friend request you send to me
second forget to be instructor no guarantee i have asked before .
about the 500 on jet i will do line training with any company
i contact eagle jet but they want USA or European passport to do the line training with them so i try to contact global pilot training center and wind jet companies
second forget to be instructor no guarantee i have asked before .
about the 500 on jet i will do line training with any company
i contact eagle jet but they want USA or European passport to do the line training with them so i try to contact global pilot training center and wind jet companies
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when you paid 50-60k$ for ppl ir cpl and you find that no jobs for you with these 250 hours you will feel that you havnt any sense not me
instead of telling my that i have money more than sense
tell me what to do after taking the the ppl ir cpl course.. how to build hours ..how to get the least requirements of the airlines companies ...
and if you don't know so please don't write in this topic again
instead of telling my that i have money more than sense
tell me what to do after taking the the ppl ir cpl course.. how to build hours ..how to get the least requirements of the airlines companies ...
and if you don't know so please don't write in this topic again
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Flight Instructor
Air Taxi
Parachute dropping
Glider towing
Aerial Photography
...whilst you're doing that:
Be flexible and apply to many many different airlines
Be prepared to move
Network
Knock on the door of every operator you can get to, Navajo to A320.
etc etc
If you think the only way is to go and pay big bucks to work for someone, you do have more money than sense. You will learn a lot by flying GA en route to the right seat of an airliner.
Air Taxi
Parachute dropping
Glider towing
Aerial Photography
...whilst you're doing that:
Be flexible and apply to many many different airlines
Be prepared to move
Network
Knock on the door of every operator you can get to, Navajo to A320.
etc etc
If you think the only way is to go and pay big bucks to work for someone, you do have more money than sense. You will learn a lot by flying GA en route to the right seat of an airliner.
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hi
i have heard that pakistan airlines got type rating for Boeing and as well as they make u get good hours with some cheap amount !!
seems like i have to call them !! i will let u know if i get some good info !!
but thats true the cheapest training course u can get from ppl to cpl is from usa !! and that can be only benefit to you if ur country is also using FAA license !!
check this out !!
Academy of Aviation - AcademyOfAviation.com
they r giving u !! Airline Pilot Career Course with 200 Hours Multi Engine and 250 Hours Multi Engine Turbine First Officer working for Continential Connection Course
Full Course $79,999
Finish-Up $74,999
seems like i have to call them !! i will let u know if i get some good info !!
but thats true the cheapest training course u can get from ppl to cpl is from usa !! and that can be only benefit to you if ur country is also using FAA license !!
check this out !!
Academy of Aviation - AcademyOfAviation.com
they r giving u !! Airline Pilot Career Course with 200 Hours Multi Engine and 250 Hours Multi Engine Turbine First Officer working for Continential Connection Course
Full Course $79,999
Finish-Up $74,999
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Paying to work for an airline is just a lazy way in. Why don't you think you can get a job? My first job I had less then 200 hours and just single engine VFR piston and a C206/210 rating. Even today 200 hours will land you a good hour building gig in Africa, Australia etc and you'd have a bloody good time doing it.
Paying an airline $30,000 to be "employed" under the guise of "Its the only way to get a job" is, I am sorry to say, a complete BS excuse.
If 90% of pilots manage to get a paid job for their first job then it goes to show anyone that is aspiring otherwise needs to take a look at a different career.
Paying an airline $30,000 to be "employed" under the guise of "Its the only way to get a job" is, I am sorry to say, a complete BS excuse.
If 90% of pilots manage to get a paid job for their first job then it goes to show anyone that is aspiring otherwise needs to take a look at a different career.
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If you pay an airline to fly with them, don't expect much respect from other pilots who have actually earned their positions with experience. Pilots who pay to fly are widely considered to be the whores of the aviation world.
Fly a small plane. Learn to fly it very well, and apply for a job in a more advanced plane. Learn everything about it and learn to fly it well. Fly at night. Fly in IMC. Fly alone. Aquire enough experience to know what the hell you are doing.
Get your CFI. There is nothing like saving your aircraft a few hundred times while your student is about to crash it to give you some skills and situational awareness. When you reach 1200 hours, fly air taxi / cargo. After a time, and many job applications someone will offer you a turboprop job. Learn everything about it and learn to fly it well.
After a time, and many job applications someone will offer you right seat in a jet. Learn everything about it and learn to fly it well. After a time, and many job applications someone will offer you left seat in a jet. Learn everything about it and learn to fly it well. Do you notice a pattern starting to emerge here?
I just finished 3 years in Saudi Arabia, flying for the Saudi government. I can not tell you how many 300 hour Saudi wasta-children got put in the cockpit next to me. Many. But I can tell you that most of them were entirely useless, and made my job of getting to my destination with my aircraft, passengers, and license intact much harder than if I had just been alone in the cockpit.
The idea of a copilot is to make the captain's job easier, to share the load and flight duties, and to TAKE THE PLACE OF THE CAPTAIN AND COMMAND OF THE AIRCRAFT IF THE CAPTAIN SHOULD BECOME INCAPACITATED. If you could not take the aircraft safely to the destination alone, in weather, with possible mechanical malfunctions, then you are not really a proper copilot, just a poser. Someone who cannot assume the duties of a captain has no more business flying as a first officer than the hospital janitor has in putting on a doctor's scrubs and doing brain surgery.
You have to pay your dues in aviation by getting experience, if you want to know what you are doing, and want respect from your co-workers. Without that real-world experience, you will be like many of the guys I have flown with - no clue how to talk on the radio, clogging the channel with useless blabber, no idea how to deal with weather and the difference between weather you can fly right thru and weather you should avoid, no idea what are important cockpit indications, and which are trivial, no idea how to prioritize tasks, reliant on technology and your autopilot yet unable to fly a visual approach. Excuse the run-on sentence, but I have an opinion on this, as you have noticed.
So my advice is to work your way up the ranks the way most of us did. There are reasons why this is the traditional career path. Study English. Get an aviation medical. Get a PPL. Plenty of people would NOT be able to do those 3 things. You might want to achieve at least that much before you decide between Boeing and Airbus
. Start with a choice between Cessna and Piper, mate.
Fly a small plane. Learn to fly it very well, and apply for a job in a more advanced plane. Learn everything about it and learn to fly it well. Fly at night. Fly in IMC. Fly alone. Aquire enough experience to know what the hell you are doing.
Get your CFI. There is nothing like saving your aircraft a few hundred times while your student is about to crash it to give you some skills and situational awareness. When you reach 1200 hours, fly air taxi / cargo. After a time, and many job applications someone will offer you a turboprop job. Learn everything about it and learn to fly it well.
After a time, and many job applications someone will offer you right seat in a jet. Learn everything about it and learn to fly it well. After a time, and many job applications someone will offer you left seat in a jet. Learn everything about it and learn to fly it well. Do you notice a pattern starting to emerge here?
I just finished 3 years in Saudi Arabia, flying for the Saudi government. I can not tell you how many 300 hour Saudi wasta-children got put in the cockpit next to me. Many. But I can tell you that most of them were entirely useless, and made my job of getting to my destination with my aircraft, passengers, and license intact much harder than if I had just been alone in the cockpit.
The idea of a copilot is to make the captain's job easier, to share the load and flight duties, and to TAKE THE PLACE OF THE CAPTAIN AND COMMAND OF THE AIRCRAFT IF THE CAPTAIN SHOULD BECOME INCAPACITATED. If you could not take the aircraft safely to the destination alone, in weather, with possible mechanical malfunctions, then you are not really a proper copilot, just a poser. Someone who cannot assume the duties of a captain has no more business flying as a first officer than the hospital janitor has in putting on a doctor's scrubs and doing brain surgery.
You have to pay your dues in aviation by getting experience, if you want to know what you are doing, and want respect from your co-workers. Without that real-world experience, you will be like many of the guys I have flown with - no clue how to talk on the radio, clogging the channel with useless blabber, no idea how to deal with weather and the difference between weather you can fly right thru and weather you should avoid, no idea what are important cockpit indications, and which are trivial, no idea how to prioritize tasks, reliant on technology and your autopilot yet unable to fly a visual approach. Excuse the run-on sentence, but I have an opinion on this, as you have noticed.
So my advice is to work your way up the ranks the way most of us did. There are reasons why this is the traditional career path. Study English. Get an aviation medical. Get a PPL. Plenty of people would NOT be able to do those 3 things. You might want to achieve at least that much before you decide between Boeing and Airbus
. Start with a choice between Cessna and Piper, mate.
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Wegdan and The Animal,
I don't intend to discourage you from becoming a pilot but I would certainly like to say that money can buy you a job, not experience; that comes the hard way. If you buy your way into it, you may become technically qualified to fly an aeroplane with a valid license and the requisite hours of experience, yet in your heart you would know that you lack the capability.
Your thoughts remind me of the saying, 'money makes the mare go' but sadly, these days, they don't need equine talents to fly aeroplanes. So, my humble advice is, follow the road shown by 1Wingnut and achieve your aim.
Wish you all the success in your future endeavors through hard work and not money alone.
I don't intend to discourage you from becoming a pilot but I would certainly like to say that money can buy you a job, not experience; that comes the hard way. If you buy your way into it, you may become technically qualified to fly an aeroplane with a valid license and the requisite hours of experience, yet in your heart you would know that you lack the capability.
Your thoughts remind me of the saying, 'money makes the mare go' but sadly, these days, they don't need equine talents to fly aeroplanes. So, my humble advice is, follow the road shown by 1Wingnut and achieve your aim.
Wish you all the success in your future endeavors through hard work and not money alone.
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i will mostly probably start flying i mean join a school in this January which is jan 2012 !!
Fly a small plane. Learn to fly it very well, and apply for a job in a more advanced plane. Learn everything about it and learn to fly it well. Fly at night. Fly in IMC. Fly alone. Aquire enough experience to know what the hell you are doing.
Mutt
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@ Mutt
G'day! I have a lot of respect and appreciation for you, and your knowledge of all thing Saudi related. Perhaps we will have to agree to disagree on the value of learning to "walk" in a simple aircraft before attempting to "run" in a passenger jet full of passengers.
The reasons I support the traditional career progression paradigm are:
1. Learning everything one needs to know about a C172 is much easier than learning everything about an Airbus. Doing this properly sets a mental template in a pilot of every thing one should know about any particular aircraft before strapping in and taxiing out. V speeds, limitations, emergency procedures, etc. Since it is easier to learn this info in a simple aircraft, it is also much easier for an instructor to evaluate whether a student has in fact learned it. With a more complex aircraft, it seems to me easier for things to fall thru the cracks and be missed, and perhaps a lower standard of proficiency may be deemed acceptable, with the implicit excuse, "well, not to bad for a 300 hour pilot...".
2. I instructed Chinese cadets. Many of my former students are now flying left seat for Dragon Air, Xiamen Air, and other Chinese airlines that I don't think I could spell. I saw more than a few guys whose skills in Piper Warriors were marginal at best (not MY guys of course), but they tended to get pushed thru the program. Perhaps the reason for this was "How many Pipers do you see in China? These guys are going to 320s and 737s...". I would think twice before I booked anyone I care about on these airlines as a passenger.
3. I am a big fan of basic airmanship. Going out and learning to fly an aircraft well - even a C172 - should not be considered a big hardship for someone who supposedly likes to fly so much that they aspire to work as a pilot. Going out and flying a dozen various types of landings every once in a while - short field landings, simulated power-off landings from the downwind leg, cross-wind landings, repeatly trying to put the wheels right on a mark, etc. - really does a pilot good. I don't see a lot of room for that in tightly scheduled programs like the MPL. I do see plenty of pilots who could not execute a visual approach and landing to save their lives. CAVOK, wind calm, runway in sight, and these guys still want to fly a VOR-DME approach, with the arc! I'm like "Dude! Look! There's the runway. Just land on it!", but no.
4. Experience is what we get when things don't go quite as planned. There is no better way to get this experience than going out and operating in the real-world aviation environment as solo PIC. I can think of many such incidents in my own flying history - 2 engine failures due to sucked valves or failed head gaskets, diversions to weather, aborted take offs, manual gear extensions, electrical failures, icing issues, Go/No Go decisions, etc. All of this can give a pilot important experience in making decisions and using good judgement. I believe it is very valuable for a newbie pilot to have these experiences and make these decisions sitting in the left seat of a simpler aircraft. It can really give a pilot a reality check regarding their own limitations. It seems many of the 300 hour wonder pilots I have encountered have a very inflated idea of their own experience and abilities. Yes, they can take off, fly to the destination and land IF everything is going well. But add a busy airport, congested radio freqs, weather, etc. into the mix and things quickly start to go pear-shaped. Up the ante to an incapacitated (or incompetant) captain, autopilot or other failures, and weather, and baby, that plane is not coming home intact.
5. Considering the way wasta and promotions tend to go together in the Mid-East, it is not unusual for the clueless 300 hour copilot to become a clueless captain after a thousand or so hours. I recently worked with several such captains. One of them recently was returning to Riyadh from Hail, and flew directly into a large CB cell (which he could have just flown around) and hit so much turbulence he bounced a passenger off the ceiling of the cabin and knocked him out.
I was mostly flying with guys who were rejected by NAS and the other regional carriers, so maybe what you see in terms of pilot quality where you work is better than my own experience. But for those considering using money to circumvent experience and go right for a job, consider this: Why doesn't the FAA honor the MPL program?
Best regards to you Mutt, and thanks for your help to me in the past!
G'day! I have a lot of respect and appreciation for you, and your knowledge of all thing Saudi related. Perhaps we will have to agree to disagree on the value of learning to "walk" in a simple aircraft before attempting to "run" in a passenger jet full of passengers.
The reasons I support the traditional career progression paradigm are:
1. Learning everything one needs to know about a C172 is much easier than learning everything about an Airbus. Doing this properly sets a mental template in a pilot of every thing one should know about any particular aircraft before strapping in and taxiing out. V speeds, limitations, emergency procedures, etc. Since it is easier to learn this info in a simple aircraft, it is also much easier for an instructor to evaluate whether a student has in fact learned it. With a more complex aircraft, it seems to me easier for things to fall thru the cracks and be missed, and perhaps a lower standard of proficiency may be deemed acceptable, with the implicit excuse, "well, not to bad for a 300 hour pilot...".
2. I instructed Chinese cadets. Many of my former students are now flying left seat for Dragon Air, Xiamen Air, and other Chinese airlines that I don't think I could spell. I saw more than a few guys whose skills in Piper Warriors were marginal at best (not MY guys of course), but they tended to get pushed thru the program. Perhaps the reason for this was "How many Pipers do you see in China? These guys are going to 320s and 737s...". I would think twice before I booked anyone I care about on these airlines as a passenger.
3. I am a big fan of basic airmanship. Going out and learning to fly an aircraft well - even a C172 - should not be considered a big hardship for someone who supposedly likes to fly so much that they aspire to work as a pilot. Going out and flying a dozen various types of landings every once in a while - short field landings, simulated power-off landings from the downwind leg, cross-wind landings, repeatly trying to put the wheels right on a mark, etc. - really does a pilot good. I don't see a lot of room for that in tightly scheduled programs like the MPL. I do see plenty of pilots who could not execute a visual approach and landing to save their lives. CAVOK, wind calm, runway in sight, and these guys still want to fly a VOR-DME approach, with the arc! I'm like "Dude! Look! There's the runway. Just land on it!", but no.
4. Experience is what we get when things don't go quite as planned. There is no better way to get this experience than going out and operating in the real-world aviation environment as solo PIC. I can think of many such incidents in my own flying history - 2 engine failures due to sucked valves or failed head gaskets, diversions to weather, aborted take offs, manual gear extensions, electrical failures, icing issues, Go/No Go decisions, etc. All of this can give a pilot important experience in making decisions and using good judgement. I believe it is very valuable for a newbie pilot to have these experiences and make these decisions sitting in the left seat of a simpler aircraft. It can really give a pilot a reality check regarding their own limitations. It seems many of the 300 hour wonder pilots I have encountered have a very inflated idea of their own experience and abilities. Yes, they can take off, fly to the destination and land IF everything is going well. But add a busy airport, congested radio freqs, weather, etc. into the mix and things quickly start to go pear-shaped. Up the ante to an incapacitated (or incompetant) captain, autopilot or other failures, and weather, and baby, that plane is not coming home intact.
5. Considering the way wasta and promotions tend to go together in the Mid-East, it is not unusual for the clueless 300 hour copilot to become a clueless captain after a thousand or so hours. I recently worked with several such captains. One of them recently was returning to Riyadh from Hail, and flew directly into a large CB cell (which he could have just flown around) and hit so much turbulence he bounced a passenger off the ceiling of the cabin and knocked him out.
I was mostly flying with guys who were rejected by NAS and the other regional carriers, so maybe what you see in terms of pilot quality where you work is better than my own experience. But for those considering using money to circumvent experience and go right for a job, consider this: Why doesn't the FAA honor the MPL program?
Best regards to you Mutt, and thanks for your help to me in the past!