Be aware of Korean air
Join Date: Jun 2012
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I suspect the interest in Korean from EK pilots will not be diminishing soon. Despite all the challenges that go hand in hand with working for Korean, the fact that there seems to be steady interest, means that the perceived positives still outweigh the perceived negatives for many at EK.
Join Date: Jun 2007
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Present 737 captains are being offered left seat in the 777, i know 2 gents who recently made the transition.
you don't want the 737 at Kal. A lot of challenging China and Korea domestic, 4 sector days
you don't want the 737 at Kal. A lot of challenging China and Korea domestic, 4 sector days
Join Date: Jun 2007
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They were KE foreign 737 captains who transitioned to the 777....
as to their previous types and times I cannot say. I reckon they've been bonded somehow and/or purchased a 777 type as any NTR would ....
but it is being offered presently
as to their previous types and times I cannot say. I reckon they've been bonded somehow and/or purchased a 777 type as any NTR would ....
but it is being offered presently
Join Date: Sep 2005
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You also need to be over the age of 40 to fly a widebody at Korean. They will not transition anyone unless they're 40 or older.
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Join Date: Aug 1999
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As well as the 737 DEC being possibly the hardest job in the company (think China and domestics with lots of deadhead time and fresh FOs), it is also paid about $3K/month less than the 777, 747 and 380 positions, but is now the only way onto a wide body in KAL if you don’t have previous current widebofy experience (330 NTR expericed 320 positions are no longer available).
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No Change...
As well as the 737 DEC being possibly the hardest job in the company (think China and domestics with lots of deadhead time and fresh FOs), it is also paid about $3K/month less than the 777, 747 and 380 positions, but is now the only way onto a wide body in KAL if you don’t have previous current widebody experience (330 NTR experienced 320 positions are no longer available).
Don't have any misconceptions though, all of the fleets work hard. They get their money out of you. Also, the hotels were never great. However; I always got my days off, always flew business class, to and from base and never had my schedule changed. There was one exception and that was when a Captain fell ill, they called me if I would come in on my days off to cover the flight. I showed up, completed the flight back to ICN. They flew me home the next day and gave me an extra 9 days off!!!
I can't say too much about the Chinese contracts however; KAL was the best gig going. Always treated fair and well respected. Their equipment is THE best maintained in the world. It is a good operation.
Join Date: Aug 1999
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Correct, not much has greatly changed, including the salary, (there has been NO inflation increases for many years). One significant change is that the 330 is NOT a possibility to non 330 experienced pilots unlike before - they have 321s coming and need to crew them instead.
Join Date: Mar 2004
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As we know, no airline is perfect but I have several friends at Korean and they are very happy with the roasters and the people they work with.
Treat other people as you wish to be treated, it normally works.
Treat other people as you wish to be treated, it normally works.
Join Date: Jul 2010
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Upgrade possibilities
Guys,
I'm an FO with 800 hrs on the 737NG, 1000 hrs jet total and 1250 hrs TT, I just fulfill the requirements for an FO position at KAL.
Do you recommend it for a western FO, or is it really like I hear: FOs only do the radios, must ask the captain's permission even for ordering a coffee from the cabin?
Do they upgrade foreigner FOs? How long does it take?
Thank You guys.
I'm an FO with 800 hrs on the 737NG, 1000 hrs jet total and 1250 hrs TT, I just fulfill the requirements for an FO position at KAL.
Do you recommend it for a western FO, or is it really like I hear: FOs only do the radios, must ask the captain's permission even for ordering a coffee from the cabin?
Do they upgrade foreigner FOs? How long does it take?
Thank You guys.
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Last edited by me179; 28th Nov 2018 at 20:38. Reason: spelling mistake
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Agree... The only issues I had was:
-Matrasses in Korea are way too hard
-Culture between local Captain and local FO is ehhh interesting... you learn a lot about their culture from that and understand why they need expats
In short I liked the place, the people and the food and the contract was ok too. Beats EK anyday
-Matrasses in Korea are way too hard
-Culture between local Captain and local FO is ehhh interesting... you learn a lot about their culture from that and understand why they need expats
In short I liked the place, the people and the food and the contract was ok too. Beats EK anyday
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The trouble is that being an expat at Korean and being an expat at EK are two totally different jobs but I suspect some think that since they have adapted to the cultural melting pot that is EK, then they will easily adapt to Korean. This is sadly never going to be the case for all.
Having been an ex-pat at other companies prior to EK and where I was the minority in amongst a single majority based on nationality, I can see how some will simply just not be able to adapt to working at Korean, with all the nuances that go hand in hand with working there.
Having been an ex-pat at other companies prior to EK and where I was the minority in amongst a single majority based on nationality, I can see how some will simply just not be able to adapt to working at Korean, with all the nuances that go hand in hand with working there.
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It is a very small number of ex EK pilots returning from Korean . Not including those who failed I think it might be less than 2. Know several mates been at Korean for 15 + years and enjoy it . Take each EK and KE for what the are worth.
