Foreign pilots now allowed to apply for a Green Card?
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I applied for EB2 NIW (self petition) and had a RFE stating that although I had easily met EB criteria, I had not proved the three prongs of the NIW, particularly how to show that one’s own endeavours (not the aviation industry as a whole) are in the national interest. Have a Masters in Economics (aviation management), captain over 19 years 14k hours all jet (Boeing/Airbus), Airbus TRI 9+ years and had a letter of recommendation from head of training Airbus (friend of mine). I considered hiring Harvey Law Group lawyer (12k cost USD) after RFE request but ultimately withdrew my application as looking at the US airlines terms and conditions, despite the recent salary raises, it's just not worth it to me to make the move, especially at 50+ years starting as a junior pilot again. If you are 30-35 years old and are willing to put up with being junior and all its drawbacks (low starting salaries, potential commuting, terrible bid lines, little vacation, demotion to F/O etc etc) go for it. It all depends on which USCIS officer received your file, so you also need some luck. Age may have been a consideration, although the Harvey laywer mentioned that she recognized the USCIS officer ID nr and he had a reputation for being difficult.
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I'm currently on the equivalent of approx 180k USD working 650 hrs a year on average, but if I take into account the generous retirement allowance it's the equivalent of about 220k USD with 6 weeks of paid leave, based where I want to be and unmatched job protection (France). Without any doubt, I agree that this is on the upper scale of what you can take home working for any European airline and it may well be worthwhile moving if you work for an airline in Europe with a pay towards the lower range.
Having said that, considering that it would take 18+ months to get the greencard and a job, at age 50+ one may never even become a captain again. As far as I'm concerned, it's too big a gamble, considering potential economic downturns or other events. If I were 30+ working for another airline I'd probably make the jump though.
Having said that, considering that it would take 18+ months to get the greencard and a job, at age 50+ one may never even become a captain again. As far as I'm concerned, it's too big a gamble, considering potential economic downturns or other events. If I were 30+ working for another airline I'd probably make the jump though.
Last edited by Comanche; 24th Aug 2023 at 00:40.
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I'm currently on the equivalent of approx 180k USD working 650 hrs a year on average, but if I take into account the generous retirement allowance it's the equivalent of about 220k USD with 6 weeks of paid leave, based where I want to be and unmatched job protection (France). Without any doubt, I agree that this is on the upper scale of what you can take home working for any European airline and it may well be worthwhile moving if you work for an airline in Europe with a pay towards the lower range.
Having said that, considering that it would take 18+ months to get the greencard and a job, at age 50+ one may never even become a captain again. As far as I'm concerned, it's too big a gamble, considering potential economic downturns or other events. If I were 30+ working for another airline I'd probably make the jump though.
Having said that, considering that it would take 18+ months to get the greencard and a job, at age 50+ one may never even become a captain again. As far as I'm concerned, it's too big a gamble, considering potential economic downturns or other events. If I were 30+ working for another airline I'd probably make the jump though.
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More time off? Could you eloborate please as I thought vacation days will be much less the first few years whilst part time is not an option I think with the US majors? As seniority will be low, the first few years I'd probably be on reserve and then getting productive bid lines with max days off will be near impossible?
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Hi,
I just wonder how bad could "bid lines" be and how little the annual vacations days are?
I work at a major airline in Europe. I work almost 900 hours a year (that's the legal limit) and 1000 hours for the last 12 months. I frequently fly to airports with special crew training requirements. (I'm not complaining, it is fun to fly to those destinations). Most of the time I fly with first officers with minimum hours. Like 300 total flying time. (200 hours from the flight school, 100 hours from Lifus training) With deadhead flights included I fly 90-100 hours monthly. For instance this August I have 105 hours scheduled. Having said that, I make 10-11K dollars monthly. I have 25 days paid leave total. 16 days in winter period, 9 days in summer period. I can't even get it as a 25 day block. I have many night flights starting in the late evening until the late morning. I can't bid on any destinations and the layovers are like 12-16 hours at most. Roster changes are frequent and when you complain about a roster change you get a standard message saying "Due to operational reasons". I do not exaggerate a bit.
Even so, I am happy because I love flying and I respect my job. I try to do it as good as I can.
I am seriously considering applying for the EB2 Visa. My question is, people are complaining about being a junior captain in the US and terrible bid lines whatsoever. How bad could it be comparing my current flying schedule? If I were to work there and ended up with less favorable flights after others have bid for the desirable ones, would it really suck for me?
Thanks a lot. Happy contrails.
I just wonder how bad could "bid lines" be and how little the annual vacations days are?
I work at a major airline in Europe. I work almost 900 hours a year (that's the legal limit) and 1000 hours for the last 12 months. I frequently fly to airports with special crew training requirements. (I'm not complaining, it is fun to fly to those destinations). Most of the time I fly with first officers with minimum hours. Like 300 total flying time. (200 hours from the flight school, 100 hours from Lifus training) With deadhead flights included I fly 90-100 hours monthly. For instance this August I have 105 hours scheduled. Having said that, I make 10-11K dollars monthly. I have 25 days paid leave total. 16 days in winter period, 9 days in summer period. I can't even get it as a 25 day block. I have many night flights starting in the late evening until the late morning. I can't bid on any destinations and the layovers are like 12-16 hours at most. Roster changes are frequent and when you complain about a roster change you get a standard message saying "Due to operational reasons". I do not exaggerate a bit.
Even so, I am happy because I love flying and I respect my job. I try to do it as good as I can.
I am seriously considering applying for the EB2 Visa. My question is, people are complaining about being a junior captain in the US and terrible bid lines whatsoever. How bad could it be comparing my current flying schedule? If I were to work there and ended up with less favorable flights after others have bid for the desirable ones, would it really suck for me?
Thanks a lot. Happy contrails.
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More time off? Could you eloborate please as I thought vacation days will be much less the first few years whilst part time is not an option I think with the US majors? As seniority will be low, the first few years I'd probably be on reserve and then getting productive bid lines with max days off will be near impossible?
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Hi,
I just wonder how bad could "bid lines" be and how little the annual vacations days are?
I work at a major airline in Europe. I work almost 900 hours a year (that's the legal limit) and 1000 hours for the last 12 months. I frequently fly to airports with special crew training requirements. (I'm not complaining, it is fun to fly to those destinations). Most of the time I fly with first officers with minimum hours. Like 300 total flying time. (200 hours from the flight school, 100 hours from Lifus training) With deadhead flights included I fly 90-100 hours monthly. For instance this August I have 105 hours scheduled. Having said that, I make 10-11K dollars monthly. I have 25 days paid leave total. 16 days in winter period, 9 days in summer period. I can't even get it as a 25 day block. I have many night flights starting in the late evening until the late morning. I can't bid on any destinations and the layovers are like 12-16 hours at most. Roster changes are frequent and when you complain about a roster change you get a standard message saying "Due to operational reasons". I do not exaggerate a bit.
Even so, I am happy because I love flying and I respect my job. I try to do it as good as I can.
I am seriously considering applying for the EB2 Visa. My question is, people are complaining about being a junior captain in the US and terrible bid lines whatsoever. How bad could it be comparing my current flying schedule? If I were to work there and ended up with less favorable flights after others have bid for the desirable ones, would it really suck for me?
Thanks a lot. Happy contrails.
I just wonder how bad could "bid lines" be and how little the annual vacations days are?
I work at a major airline in Europe. I work almost 900 hours a year (that's the legal limit) and 1000 hours for the last 12 months. I frequently fly to airports with special crew training requirements. (I'm not complaining, it is fun to fly to those destinations). Most of the time I fly with first officers with minimum hours. Like 300 total flying time. (200 hours from the flight school, 100 hours from Lifus training) With deadhead flights included I fly 90-100 hours monthly. For instance this August I have 105 hours scheduled. Having said that, I make 10-11K dollars monthly. I have 25 days paid leave total. 16 days in winter period, 9 days in summer period. I can't even get it as a 25 day block. I have many night flights starting in the late evening until the late morning. I can't bid on any destinations and the layovers are like 12-16 hours at most. Roster changes are frequent and when you complain about a roster change you get a standard message saying "Due to operational reasons". I do not exaggerate a bit.
Even so, I am happy because I love flying and I respect my job. I try to do it as good as I can.
I am seriously considering applying for the EB2 Visa. My question is, people are complaining about being a junior captain in the US and terrible bid lines whatsoever. How bad could it be comparing my current flying schedule? If I were to work there and ended up with less favorable flights after others have bid for the desirable ones, would it really suck for me?
Thanks a lot. Happy contrails.
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Hi,
I just wonder how bad could "bid lines" be and how little the annual vacations days are?
I work at a major airline in Europe. I work almost 900 hours a year (that's the legal limit) and 1000 hours for the last 12 months. I frequently fly to airports with special crew training requirements. (I'm not complaining, it is fun to fly to those destinations). Most of the time I fly with first officers with minimum hours. Like 300 total flying time. (200 hours from the flight school, 100 hours from Lifus training) With deadhead flights included I fly 90-100 hours monthly. For instance this August I have 105 hours scheduled. Having said that, I make 10-11K dollars monthly. I have 25 days paid leave total. 16 days in winter period, 9 days in summer period. I can't even get it as a 25 day block. I have many night flights starting in the late evening until the late morning. I can't bid on any destinations and the layovers are like 12-16 hours at most. Roster changes are frequent and when you complain about a roster change you get a standard message saying "Due to operational reasons". I do not exaggerate a bit.
Even so, I am happy because I love flying and I respect my job. I try to do it as good as I can.
I am seriously considering applying for the EB2 Visa. My question is, people are complaining about being a junior captain in the US and terrible bid lines whatsoever. How bad could it be comparing my current flying schedule? If I were to work there and ended up with less favorable flights after others have bid for the desirable ones, would it really suck for me?
Thanks a lot. Happy contrails.
I just wonder how bad could "bid lines" be and how little the annual vacations days are?
I work at a major airline in Europe. I work almost 900 hours a year (that's the legal limit) and 1000 hours for the last 12 months. I frequently fly to airports with special crew training requirements. (I'm not complaining, it is fun to fly to those destinations). Most of the time I fly with first officers with minimum hours. Like 300 total flying time. (200 hours from the flight school, 100 hours from Lifus training) With deadhead flights included I fly 90-100 hours monthly. For instance this August I have 105 hours scheduled. Having said that, I make 10-11K dollars monthly. I have 25 days paid leave total. 16 days in winter period, 9 days in summer period. I can't even get it as a 25 day block. I have many night flights starting in the late evening until the late morning. I can't bid on any destinations and the layovers are like 12-16 hours at most. Roster changes are frequent and when you complain about a roster change you get a standard message saying "Due to operational reasons". I do not exaggerate a bit.
Even so, I am happy because I love flying and I respect my job. I try to do it as good as I can.
I am seriously considering applying for the EB2 Visa. My question is, people are complaining about being a junior captain in the US and terrible bid lines whatsoever. How bad could it be comparing my current flying schedule? If I were to work there and ended up with less favorable flights after others have bid for the desirable ones, would it really suck for me?
Thanks a lot. Happy contrails.
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Avoid The EB2-NIW Lawyers
After attempting the EB2-NIW I feel I need to warn everyone out there.
The blood sucking lawyers out there saw an opportunity to cash in and boy-oh-boy did they ! This visa category is not really applicable to pilots, if you are “just” a line pilot, maybe if you wrote a new training manual or developed a new training system or something else exceptional you might qualify. I have 20+ year experience, Captain wideboby.
Even after meeting the criteria for the exceptional ability part, there is almost no way of meeting the National Importance or Beneficial to the US to waive a job offer Dhanasar prongs. Just citing a pilot shortage is not enough, as many (including the USCIS) believe there isn’t one.
In my case, and many other colleagues I have spoken to, the reply from the USCIS was that just being a pilot going to fly for 1 airline is not of national importance or beneficial to the US, which makes sense, 1 pilot is not going to make any difference in the great scheme of things.
Some pilots did get their applications approved, I personally know a few, but I know many many more who didn’t. Maybe the case officer had a great day, who knows. In short it is a very subjective process, it all depends on the case officer, you have the same chance of success applying for the Diversity Visa Lottery.
If you are going to attempt the application at least do yourself a favour and go with a “cheap” lawyer, there’s a company out there charging $5000 up front, and only if you’re petition is successful will you pay the remaining amount. The firm I went with ( which I will regret to my dying day ) charged upwards of $12000 up front and the service I received was terrible and after almost 5 months the petition they filed was no better than the $5000 law firm, in fact I could have downloaded a template and done a better job over a weekend. AG
Don’t believe any lawyer, they will tell you anything to get your retainer, always with the caveat (softly whispered) that they off course cannot guarantee success. A year or 2 ago there might have been a better chance of success, but as previously mentioned in this forum, the door seems to be closing rapidly.
I didn’t do enough research, fell for the lawyers sales pitch and lost a ridiculous amount of money.. In the immortal words of Forest Gump : Stupid is as stupid does.
The blood sucking lawyers out there saw an opportunity to cash in and boy-oh-boy did they ! This visa category is not really applicable to pilots, if you are “just” a line pilot, maybe if you wrote a new training manual or developed a new training system or something else exceptional you might qualify. I have 20+ year experience, Captain wideboby.
Even after meeting the criteria for the exceptional ability part, there is almost no way of meeting the National Importance or Beneficial to the US to waive a job offer Dhanasar prongs. Just citing a pilot shortage is not enough, as many (including the USCIS) believe there isn’t one.
In my case, and many other colleagues I have spoken to, the reply from the USCIS was that just being a pilot going to fly for 1 airline is not of national importance or beneficial to the US, which makes sense, 1 pilot is not going to make any difference in the great scheme of things.
Some pilots did get their applications approved, I personally know a few, but I know many many more who didn’t. Maybe the case officer had a great day, who knows. In short it is a very subjective process, it all depends on the case officer, you have the same chance of success applying for the Diversity Visa Lottery.
If you are going to attempt the application at least do yourself a favour and go with a “cheap” lawyer, there’s a company out there charging $5000 up front, and only if you’re petition is successful will you pay the remaining amount. The firm I went with ( which I will regret to my dying day ) charged upwards of $12000 up front and the service I received was terrible and after almost 5 months the petition they filed was no better than the $5000 law firm, in fact I could have downloaded a template and done a better job over a weekend. AG
Don’t believe any lawyer, they will tell you anything to get your retainer, always with the caveat (softly whispered) that they off course cannot guarantee success. A year or 2 ago there might have been a better chance of success, but as previously mentioned in this forum, the door seems to be closing rapidly.
I didn’t do enough research, fell for the lawyers sales pitch and lost a ridiculous amount of money.. In the immortal words of Forest Gump : Stupid is as stupid does.
PunchesPilot7:
A few questions for you.
1. Do you have a FAA ATPL Certificate?
2. Do you have any sort of FAA pilot training done to add to your qualifications?
I find it hard that you got denied for the EB2-NIW with your experience as you have stated. However it also boils down on how you frame your argument witht USCIS and how you position yourself towards the need of the United States as part of a national interest solution.
I have a fraction of your total time with a non aviation related degree and I was approved last year. You can say I was one of the few who got lucky but it seems to me it really is how the packet was composed and what kind of evidence you provided with your case.
If you are really intent on working in the US, there is always the diversity visa or gamble another $700 to write another packet.
keep the blue side up.
FourStripes
A few questions for you.
1. Do you have a FAA ATPL Certificate?
2. Do you have any sort of FAA pilot training done to add to your qualifications?
I find it hard that you got denied for the EB2-NIW with your experience as you have stated. However it also boils down on how you frame your argument witht USCIS and how you position yourself towards the need of the United States as part of a national interest solution.
I have a fraction of your total time with a non aviation related degree and I was approved last year. You can say I was one of the few who got lucky but it seems to me it really is how the packet was composed and what kind of evidence you provided with your case.
If you are really intent on working in the US, there is always the diversity visa or gamble another $700 to write another packet.
keep the blue side up.
FourStripes
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European pilot's enviroment
I am sure American pilots who have fought very hard for the last several years (couple of decades really) to get their compensation back to appropriate levels will be thrilled by “invading” European pilots willing to work for peanuts and subpar conditions diluting the US pilot workforce. One can blame the European airlines (or even the EU) for the steady race to the bottom, but in the end it is the pilots themselves who allowed it to happen.
I say this as a European with a Green Card since more than a decade back and who has refused to participate in the lousy European aviation market (Green Card or not I have never actually worked in Europe) due to the above. Too many pilots in euroland willing to sell their mother to stay flying all while just thinking about “me, me, me now” instead of “us and long term” which is the main difference in the mentality between (the majority of) European and US pilots. Any European pilot making the move across the pond better be ready to ditch that attitude real fast or you won’t make any friends in the US pilot group.
Ducking for cover…
I say this as a European with a Green Card since more than a decade back and who has refused to participate in the lousy European aviation market (Green Card or not I have never actually worked in Europe) due to the above. Too many pilots in euroland willing to sell their mother to stay flying all while just thinking about “me, me, me now” instead of “us and long term” which is the main difference in the mentality between (the majority of) European and US pilots. Any European pilot making the move across the pond better be ready to ditch that attitude real fast or you won’t make any friends in the US pilot group.
Ducking for cover…
I don't blame European pilots too much but I recognize they share part of the blame. The biggest goes to the industry...they started everything....it is a mafia racing to the bottom regarding pilot's T&C's, EASA accepts their power and goes along.
All over he world the travel industry have increased their margins and their profits since COVID live never seen before, nevertheless with the exception of the US and in part the ME crew T&C's have remained the same.
The biggest problem for the aviation industry in Europe would be if the US would qualify in congress the pilot job as "Exceptional Abilities' opening the door to pilots being able to apply to jobs in the US and the employers knowing that an European Pilots would be able to start next week. This will not happen for several reasons but from the European point of view this would disrupt completely the rigged aviation market in Europe for pilots.
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Hi everyone,
Great thread, very informative.
I'm UK based Captain at Gatwick with EasyJet, 4000hrs , 500 PIC, 8 years in the company, batchelors degree. 40 years old.
Although Easyjet has been a good starting block for my career I don't feel that the next 25 years of my working life with be low cost around Europe with their grueling summer schedule, I know I'll be moving, but the question is where...
As Emirates isn't an option for me (Dog's on banned breed list), and China money is attractive but doesn't offer an attractive life style for the family, the USA stands out above the rest. I've heard of many FO's and Captains jumping to the US but obviously the process is quite time consuming and potencially very expensive. I guess I just have 1 big question and would like some clarification/confirmation on the process before I start this ball rolling if I may....
1. Am I able to hold both an ICAO and FAA licence at the same time, as I would need to continue working in the UK as normal as this 'conversion' is in process.
Whats the best order to start this process;
Apply for a FAA licence
Obtain a FAA inital medical (this can be done in the UK)
Complete the ATL exam (one big exam, multiple choice)
Complete the check ride/sim check
Obtain the green card/visa
Then I'm able to start applying for FO positions with airlines...
I know that some have hired 'brokers' or laywers to complete some of this, but could I get company names or links to there services please...
Thanks for your time and effort in replying.
Great thread, very informative.
I'm UK based Captain at Gatwick with EasyJet, 4000hrs , 500 PIC, 8 years in the company, batchelors degree. 40 years old.
Although Easyjet has been a good starting block for my career I don't feel that the next 25 years of my working life with be low cost around Europe with their grueling summer schedule, I know I'll be moving, but the question is where...
As Emirates isn't an option for me (Dog's on banned breed list), and China money is attractive but doesn't offer an attractive life style for the family, the USA stands out above the rest. I've heard of many FO's and Captains jumping to the US but obviously the process is quite time consuming and potencially very expensive. I guess I just have 1 big question and would like some clarification/confirmation on the process before I start this ball rolling if I may....
1. Am I able to hold both an ICAO and FAA licence at the same time, as I would need to continue working in the UK as normal as this 'conversion' is in process.
Whats the best order to start this process;
Apply for a FAA licence
Obtain a FAA inital medical (this can be done in the UK)
Complete the ATL exam (one big exam, multiple choice)
Complete the check ride/sim check
Obtain the green card/visa
Then I'm able to start applying for FO positions with airlines...
I know that some have hired 'brokers' or laywers to complete some of this, but could I get company names or links to there services please...
Thanks for your time and effort in replying.
Hi everyone,
Whats the best order to start this process;
Apply for a FAA licence
Obtain a FAA inital medical (this can be done in the UK)
Complete the ATL exam (one big exam, multiple choice)
Complete the check ride/sim check
Obtain the green card/visa
Then I'm able to start applying for FO positions with airlines...
I know that some have hired 'brokers' or laywers to complete some of this, but could I get company names or links to there services please...
Thanks for your time and effort in replying.
Whats the best order to start this process;
Apply for a FAA licence
Obtain a FAA inital medical (this can be done in the UK)
Complete the ATL exam (one big exam, multiple choice)
Complete the check ride/sim check
Obtain the green card/visa
Then I'm able to start applying for FO positions with airlines...
I know that some have hired 'brokers' or laywers to complete some of this, but could I get company names or links to there services please...
Thanks for your time and effort in replying.
Then start writing your EB2 NIW packet. or find a sponsor like Atlas Air. Either way, the ATP certificate is the foundation of your journey.
keep the blue side up.
4S
pw101,
In order to take the FAA ATPL written exam, you need to complete an ATP-CTP course like the example linked below. And yes, it's an expensive slap in the face for a person of your experience but there's no way around it.
You can get the ATP and type rating in one checkride. You'd want to select the type you currently fly. The KMIA area is a hotbed of organizations doing such training. Good luck, you've got your work cut out for you.
https://atpflightschool.com/atp/ctp/
In order to take the FAA ATPL written exam, you need to complete an ATP-CTP course like the example linked below. And yes, it's an expensive slap in the face for a person of your experience but there's no way around it.
You can get the ATP and type rating in one checkride. You'd want to select the type you currently fly. The KMIA area is a hotbed of organizations doing such training. Good luck, you've got your work cut out for you.
https://atpflightschool.com/atp/ctp/
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pw101,
In order to take the FAA ATPL written exam, you need to complete an ATP-CTP course like the example linked below. And yes, it's an expensive slap in the face for a person of your experience but there's no way around it.
You can get the ATP and type rating in one checkride. You'd want to select the type you currently fly. The KMIA area is a hotbed of organizations doing such training. Good luck, you've got your work cut out for you.
https://atpflightschool.com/atp/ctp/
In order to take the FAA ATPL written exam, you need to complete an ATP-CTP course like the example linked below. And yes, it's an expensive slap in the face for a person of your experience but there's no way around it.
You can get the ATP and type rating in one checkride. You'd want to select the type you currently fly. The KMIA area is a hotbed of organizations doing such training. Good luck, you've got your work cut out for you.
https://atpflightschool.com/atp/ctp/
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Best to secure the FAA ATP Certicate and move on from there. It does not matter if you do it on a multiengine. But if you have the money you can shop around and do the sim with your type rating on the ATP.
Then start writing your EB2 NIW packet. or find a sponsor like Atlas Air. Either way, the ATP certificate is the foundation of your journey.
keep the blue side up.
4S
Then start writing your EB2 NIW packet. or find a sponsor like Atlas Air. Either way, the ATP certificate is the foundation of your journey.
keep the blue side up.
4S
Also, you do not require an ATP to be successful in the EB2NIW. So it's up to you if you want to spend money on it before hand or just wait wether you get approved or not. One of the requirements of the EB2 is to have a license, but it doesn't say it has to be an American license.
[QUOTE=wing-man;11494952]You can not get the type rating in one check ride. [QUOTE]
wing-man,
Not sure what you mean. I know someone who got their initial FAA ATP and a type rating which were issued on the basis of one check ride. Of course, they had to take an abbreviated course (they had flown the type overseas) at a training organization prior to the check ride.
I didn't mean to say a person can walk in off the street, jump in a sim and get the ATP and type rating in one session at the training organization with no prior sim sessions. A person must be recommended for the check ride and no training organization will do that without seeing how the applicant performs.
I didn't explain myself very well. I meant that the check ride for the ATP and the type rating don't have to be two separate events.
wing-man,
Not sure what you mean. I know someone who got their initial FAA ATP and a type rating which were issued on the basis of one check ride. Of course, they had to take an abbreviated course (they had flown the type overseas) at a training organization prior to the check ride.
I didn't mean to say a person can walk in off the street, jump in a sim and get the ATP and type rating in one session at the training organization with no prior sim sessions. A person must be recommended for the check ride and no training organization will do that without seeing how the applicant performs.
I didn't explain myself very well. I meant that the check ride for the ATP and the type rating don't have to be two separate events.
Last edited by bafanguy; 31st Aug 2023 at 19:07.
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In line with recent posts, they don't want foreign Airline Pilots there. The Case Was Denied.
FAA ATP, CFI, CFI-I
Bachelor's Degree from a U.S. University (Aviation major)
10 years+ aviation work experience
5000h+ TT
Previously FAA Part 135 FO
U.S. 501(c)(3) Nonprofit flying
A320 FO in a European flag carrier
Besides U.S. instructor experience, Line Training Captain in Europe on a turboprop, among other positions in aviation
Conditional Job Offer from a East Coast Part 135 company (DEC + instructor position)
5 Reference Letters, and Expert Opinion Letter by a U.S. University Professor
Helped save lives of American SOF in Afghanistan (also other deployments)
Yet they hand out visas to interpreters and Afghans who don't know how to read or speak English, as they hand out to a Russian Crossfit (brand, not a pro sport) athlete who can't speak English and his family.
And the Immigration Lawyer offices keep advertising that regular Airline Pilots who have 10+ years work experience can qualify for the EB-2 NIW.
As 1st Sgt Edward Welsh stated in The Thin Red Line, "They want you dead, or in their lie.", more fittingly: "They want your money, and in their lie."
FAA ATP, CFI, CFI-I
Bachelor's Degree from a U.S. University (Aviation major)
10 years+ aviation work experience
5000h+ TT
Previously FAA Part 135 FO
U.S. 501(c)(3) Nonprofit flying
A320 FO in a European flag carrier
Besides U.S. instructor experience, Line Training Captain in Europe on a turboprop, among other positions in aviation
Conditional Job Offer from a East Coast Part 135 company (DEC + instructor position)
5 Reference Letters, and Expert Opinion Letter by a U.S. University Professor
Helped save lives of American SOF in Afghanistan (also other deployments)
Yet they hand out visas to interpreters and Afghans who don't know how to read or speak English, as they hand out to a Russian Crossfit (brand, not a pro sport) athlete who can't speak English and his family.
And the Immigration Lawyer offices keep advertising that regular Airline Pilots who have 10+ years work experience can qualify for the EB-2 NIW.
As 1st Sgt Edward Welsh stated in The Thin Red Line, "They want you dead, or in their lie.", more fittingly: "They want your money, and in their lie."
Last edited by tume; 1st Sep 2023 at 07:49. Reason: Nonprofit