Newbie & Flying Training Advice (Merged)

[Clare Prop]

SOAR was a great example of "how not to run a flying school" $Millions of taxpayers money was siphoned away, with the blessing of the then Minister saying that "NK is exactly the sort of entrepreneur this country needs!". When it all collapsed a Royal Commission should have been held into not only the fact that NK was on the Rich List with $67 million in his pocket with the Miniter's blessing (sorry can't remember which Minister it was) and many students and instructors were let high and dry, but also all the regulatory issues that had arisen in CASA's plain sight (by using the RA Aus loophole). eg that instructors were being upgraded when they didn't actually have enough GA hours etc.
The bigger they are, the harder they fall.
But a Wannabee will usually go for the big shiny one with the unrealistic promises.

[43Inches]

But a Wannabee will usually go for the big shiny one with the unrealistic promises.

That's what I mean about failing to market something. When JG helped start up Civil Flying Services one of his catch cries as such was to compare his school to Central Flying School, Central CFS being the best in military training, Civil CFS being the best in Civilian training, and he aimed at a reputation of a better standard. He even had the wings for the school mirror RAAF wings and so on. The operation became very successful, through reasonable management and the leadership of JG as CP/CFI and BS funding the show. Now in a link to what Triadic said about the RFAC, at the time non-profit aero clubs were subsidized by the government, in an effort to maintain a supply of basic trained pilots in case of wartime. Which is why there were some quite large aeroclubs in each major city. When Civil was started as a commercial enterprise with profit in mind they had to compete with heavily subsidized aeroclubs from the onset. It was simple for him being ex military to just offer a better standard of training than the clubs. They had advertising with billboard that included planes with enticing woman draped on them, and other slogans. Bibs connection with racing offered an aspect that flying was exciting like racing, so come try it at Civil as well. Of course when BS was no longer involved and JG retired the whole thing slowly drifted into oblivion. However it was slow because the 'reputation' it had built up still had people knocking on the door for training or charter up to 20 years later.

A big difference back then was in general prior to the late 80s if you didn't have an airline job by your late 20s you were never going to get in without exceptional experience. So instructors starting later in life were consigned to being life instructors or charter pilots.

[I love sweet kiwi]

I need a Career Advice: USA vs. Australia vs. New Zealand for a Kiwi

Hi, I am a college student living in New Zealand and I want to become a pilot. I have tried my best to find out, but I am writing this because I want to get good advice and guidance from seniors with various experiences. Since I am a New Zealander, I thought I would only become a pilot in New Zealand at first.
I was thinking about after graduated from flight school in New Zealand and to become a turboprop pilot for Air New Zealand with 500 hours, but I saw many people say that there are problems with RPPP and it takes a very long time to go from turboprop to jet pilot, it can take more than 10 years. I saw that everyone said that if you want to become a pilot for Air New Zealand, it is better to start from GA general aviation and apply with 1500 hours and other requirements.

NZCAA CPL or above required
NZCAA Instrument Rating (Current) and NZCAA MEIR required
NZCAA ATPL or all ATPL subjects preferred
NZCAA BTK/BGT required
Times (TT) 1500
Times (Multi-engine aircraft) 100
Times ATO* 100
Instrument flight hours 40
Night hours 25
English proficiency level 6

I have seen many comments that applying directly to Jet FO with Air New Zealand is a faster and more correct choice than starting with a turboprop.

So I was thinking about doing that, but someone told me that New Zealanders can go to flight school in Australia without restrictions, graduate and get a job as a pilot in Australia with having SCV.

So I learned that New Zealand is not the only way to become a pilot.

and i heard that Australia has a bigger aviation market than New Zealand and overall wages are higher, and overall working as a pilot in Australia is much better than working in New Zealand.

So I thought about doing it in Australia.

But recently I found out that Australians can go to the US with an E-3 visa and work for regional airlines, cargo airlines, and LCCs. So




I am extremely conflicted about what to do. I'm having a really hard time deciding which option to choose. My current status is that I will be graduating from a 4-year university soon.
I'm a New Zealander and I don't have Australian permanent residency or citizenship yet.

So here are the options I'm thinking about.

If you have any other opinions, please recommend.

1. Become a pilot in New Zealand
1-1.with 500h RPPP
1-2.with 1500 jet FO

2. Leave New Zealand and go to Australia to become a pilot in Australia
2-1. 500h qanstas link
2-2. 1500 as a FI but don't know what to do after that in aus

3. Study ATPL 1500 hours in Australia, obtain Australian citizenship, and leave for the US with an E-3 visa

""I have no legal, financial, or age-related restrictions preventing me from moving to the United States. I also don't have any family responsibilities in New Zealand or Australia.

Considering that I'm young and can acquire Australian citizenship while attending flight school in Australia, and that I'll be eligible for an E-3 visa in the US to fly jets after obtaining an ATPL and accumulating 1,500 hours of flight time in Australia, would starting my career flying turboprops in New Zealand or Australia be a mistake or a decision I will regret in the future?""



I'd like to hear advice, experiences, and recommendations from seniors, who whent this path or anyone who are in the aviation industry.


Please give me your advice.

I would greatly appreciate your assistance.

Thank you so much for reading this long post and I'm very grateful to everyone who gave me great advice.



NZCAA CPL or higher required
NZCAA Instrument Rating (current) and NZCAA MEIR Required
NZCAA ATPL or all ATPL subjects passed Preferred
NZCAA BTK/BGT Required
Hours (TT) 1500
Hours (Multi-Engine Airplane) 100
Hours ATO* 100
Instrument Flight Time 40
Night Hours 25
English Language Proficiency Level 6

If I went to the US, I would be flying an aircraft like CRJ in the regional.

I may not know much, but if the above conditions are met,

If I apply there after working as an instructor for 1500 hours in Australia, will I be able to become an A320 first officer in New Zealand from the beginning?
Or, even though Air New Zealand said on its website that it is a condition for applying as an A320 first officer, is it true that, like Qantas, you actually have to work as an SO at the beginning on a 787 or 777?

This is just my additional personal curiosity

thank you for your help.

[Lapon]

You'll need to be an Australian citizen (not just an SCV or PR visa holder) to go the E3 route to the US.

Australia is a larger job market, but there are also more pilots going for those jobs.

For what it's worth I wouldn't get too concerned about ​​​​which GA job to take, the biggest challenge is going to be actually getting a first job in the first place.

[Aussie-kiwi]

The only question you need to have answered is how do you find your first job. Transitioning from paying to fly to being paid to fly is tough, and many do not make it. Over 90% of the pilots I trained with no longer fly commercially (not sure if this is representative of all flights schools, nor the current climate, as I trained in 2009)

[On Guard]

Yep, beggars can’t be choosers, you’re getting very far ahead of yourself and making a lot of optimistic assumptions re flying for a legacy carrier with 500 hrs. You need a licence and a first job whatever that may be.

However Australia is the way to go imho for that first step. They need GA pilots, in NZ it’s a very small industry largely tourism based.

[nomess]

When I first started flying I also had in the back of my head, I’d like to fly this, live here, do this, do that etc. As my career is shortly coming to an end, looking back to the start, did anything go to the original plan? Nope. Did I ever think I would be living where I am? Nope.

It’s an industry that’s all about timing and being in a certain place when the cogs are moving.

Just don’t overthink it, you are way overthinking it. It will actually become a distraction during your training and pathway if you think like that. Will bite you when going for jobs if you come across as that type is who leaving before they have even started. Just chill and go with the flow.

[bafanguy]

I love sweet kiwi,

Just to flesh out Lapon's accurate remarks, I'd add that US carriers have to be accepting E3 applicants. That's a bit of a wildcard. There was a time a few years ago when US regionals were taking young, lower-time Aussies right off the boat but that doesn't appear to be the case currently (the ACMI carriers may be an exception for very experienced pilots, but I don't know).

It's certainly something to keep an eye on when your experience gets to that point but I'd move the E3 option waaay down your planning list. Here's a thread detailing the history of the E3 issue if you want to research it in a leisure moment. Good luck on your career efforts:

Australian pilots can work for US regionals.

[WOOLLY]

You've clearly thought about a pathways which is great, but the reality is your path often isn't dictated by you..The industry goes in cycles for whatever reason and you may find you can't get a job for a few years and you will need alternative employment. You may find you apply for flying jobs and don't make the cut, happens all the time, a licence is no a quarantee of a job. Have a plan but be prepared for knockbacks and have a back up plan. Trying not to be a negative Nelly but this can be reality.

[engine out]

Remember 500 hour for a turbo prop, 1500 for a jet operator is only a minimum. Often you need a lot more hours than that depending on conditions at the time. I remember when I was applying 1000-1500 hours would only get you a look in at a regional and 3000 for a major. Times have changed a little though.

[43Inches]

Originally Posted by engine out

Remember 500 hour for a turbo prop, 1500 for a jet operator is only a minimum. Often you need a lot more hours than that depending on conditions at the time. I remember when I was applying 1000-1500 hours would only get you a look in at a regional and 3000 for a major. Times have changed a little though.

With those hours you would be considered very competitive in the current market. Half the jet operators can not even crew their full schedule because of lack of crew at the moment, let alone turboprop operators. None of that will end soon unless the Australian economy completely tanks. You'll probably have noticed a few of us including myself have said we are near retirement so will not be filling those positions, and it's not a small number either. This is my last year in Aviation, I can choose from too many jobs that pay equally well close to home with no overnights and I can live where I want with no commute.

[Jezza711]

FNQ First Job Economy

hey all,

just looking for anyone living up the top end of QLD on what the job economy is like for a first job CPL up in the the top end of QLD. trying to make a decision on where to start looking for work and FNQ would be ideal

[nomess]

Probably not until 500 hours. It’s predominantly Caravan or Airvan operators. I’d imagine only locals born and bred in the area would have any opportunity to entry level jobs. I’d be looking at NT or WA.

Torres Straight often has mins around 500-800. Was generally the second stop in a career. We very rarely hired pilots in the NT from FNQ, it’s often where people went after us.

[Duck Pilot]

If you’re looking for a job that comes with subsidised or paid accommodation, go remote.

Station Pilot or the Torres Straits, there are a few engine pistons still flying in the Straits, maybe get in touch with them.

If you’re really motivated, particularly with low hours go up and door knock. Very high chance of quickly getting a job for a lot of good reasons. It worked for me on two occasions when I was a low time pilot.

[techn1k]

How do you handle flight planning and logistics as a private pilot?

Hi everyone,

I’m curious to hear how other private pilots approach flight planning and logistics, especially with Australia’s vast geography. Do you rely on specific tools or services to manage things like route planning, weather updates and ground logistics when flying to remote regions?

I'm still working towards my PPL, and it seems like there’s already a lot of planning involved just to fly to your destination. Adding logistics at the destination or refueling along the way makes it feel like an overwhelming task. Even after planning everything, the weather could prevent you from flying on the day, forcing you to cancel or reschedule everything. It really feels like an enormous amount of work.

I’d love to hear how you approach these tasks and any tips or experiences you’d like to share.

[nomess]

You talking maps I assume? Yes it’s full on, probably the most overwhelming part of any flying career is learning DR Nav. You have just spent considerable time trying to master the art of flying, now you need to do that, plus master the art of map navigating at the same time.

In regards to your question around what everyone else does, well simply most use EFBs which reduce the workload significantly. I know many don’t like students playing with EFBs during the PPL phase, but download the app and use it alongside your planning, cross checking numbers, good way to see if you have screwed up, which everyone does. You can fiddle around with it on the couch, laying in bed, stuck on the train, I think it’s a good way to get your head around what is really just a map on a iPad.

[techn1k]

Not just the maps, but the entire flight plan, including waypoints, headings, ETI, fuel, W&B and more. When I spoke with my Flight Instructor, he mentioned that EFB doesn't account for restricted areas or controlled airspaces, it simply uses the waypoints you manually input to build the flight plan. So, even after earning my PPL, I’d really prefer having someone else review my flight plan.

Currently, my instructor checks and corrects my flight plan if needed, but my concern is that once I get my PPL, I’ll have to rely entirely on myself. Do pilots still ask others to check the flight plan after obtaining their PPL?

[43Inches]

Depending on your instructor it should not be an issue if you just want somebody to have a quick look over your flight plans. However if you are flying long distances the chance of things changing en-route increase. Being a pilot does mean you need skills that need to be employed competently and independently, on your own. This is why you have to do a whole separate part that involves learning to navigate, not just to find your position, but to successfully avoid dangers such as RAs, CTA and terrain you should avoid overflying. The instructor should not put you up for a test if you are not well on your way to conducting a cross country navex independently,including the planning.

[nomess]

Originally Posted by techn1k

Currently, my instructor checks and corrects my flight plan if needed, but my concern is that once I get my PPL, I’ll have to rely entirely on myself. Do pilots still ask others to check the flight plan after obtaining their PPL?

You will build confidence as time passes, trust me, it does come. You might want to lean on your training provider for guidance but you will find after time you start making the decisions yourself.

Instead of it becoming a ‘hey instructor can you check my plans to see if I’ve made an error’, it’s more a ‘here are my plans for today’. They might ask you some weather questions or if you have checked ERSA for anything.

You will head out on your own with your own plans, things won’t go to plan, but you will make decisions and that’s the aim of the game, decision making. You will go out and figure out you made an error in a plan or are heading in the wrong direction, but these small errors are made by all, and contribute to making you a good pilot in the longer run. I don’t recall I ever did a Nav that actually went to the plan.

Your comment about EFBs doesn’t make any sense, OzRunways isn’t just a WAC.

[717tech]

I think you're overthinking at this point. The skills needed should develop as you progress through your training. No sane instructor will send a student off for a solo Navex unless they feel confident you're good to go.
From a logistical point of view, have a look at the ERSA. Most, but not all, of the information you might need concerning a particular Aerodrome can be found within. e.g, refueling, parking, etc. If you need more information, ring the number provided.