PAL Pilot Exodus
Join Date: Jul 2006
Location: KSUU
Posts: 71
Likes: 0
Received 0 Likes
on
0 Posts
Piston Driver VS Gear yanker
#1- Credibility. An "experienced" US based pilot who flies for foreign operations is regarded as expanding his/her horizons. A non-US based airman flying international with FAA certificates is common. It's a different picture painted when a brand new US based pilot with minimal experience starts logging jet time overseas. Although it IS common practice for foreign airliners to hire low time airmen as SOs or even FOs, it is not very well known or received in the US. It is no secret that padding a logbook or other documents is so much easier to do and harder to track if it is overseas.
#2- You teach the material you KNOW it. A CFI/MEI that has been operating in an FAA regulated environment knows his #hit because he is closely monitored by the Feds. If this guy intends on coming back to the US, he will have to prove to the prospective employer that he knows the FAA regs where as the CFI already has.
#3- CFI time is PIC time. PIC in a ME piston weighs heavier than SIC in a jet. The fact that you are in command and manipulator of controls in a recip is more valuable than proving you can work the radios, yank the gear and flaps in a jet.
#4- CFIs of today typically make $50+/hour. More than some of airline operators overseas. A friend quit the regionals and flight instructs out of Palo Alto CA for $80/hour. Although the money may be good for your cost of living overseas, your bills in US $ will make it difficult to get by.
Not to say that being a CFI is the best way to go -- I personally did not take that route. There are plenty of avenues to get to your final career goals. Some are better than others, mostly it is because of one's perception. The points I have made above is based on Saeed's standing and what I have personally seen here in the states and nothing else. Things may very well be different in another corner of the world.
SBV
#2- You teach the material you KNOW it. A CFI/MEI that has been operating in an FAA regulated environment knows his #hit because he is closely monitored by the Feds. If this guy intends on coming back to the US, he will have to prove to the prospective employer that he knows the FAA regs where as the CFI already has.
#3- CFI time is PIC time. PIC in a ME piston weighs heavier than SIC in a jet. The fact that you are in command and manipulator of controls in a recip is more valuable than proving you can work the radios, yank the gear and flaps in a jet.
#4- CFIs of today typically make $50+/hour. More than some of airline operators overseas. A friend quit the regionals and flight instructs out of Palo Alto CA for $80/hour. Although the money may be good for your cost of living overseas, your bills in US $ will make it difficult to get by.
Not to say that being a CFI is the best way to go -- I personally did not take that route. There are plenty of avenues to get to your final career goals. Some are better than others, mostly it is because of one's perception. The points I have made above is based on Saeed's standing and what I have personally seen here in the states and nothing else. Things may very well be different in another corner of the world.
SBV
Last edited by Soundbarviolatr; 11th Sep 2006 at 21:24.
Join Date: Nov 2004
Location: Sydney & Asia
Posts: 532
Likes: 0
Received 0 Likes
on
0 Posts
#1- Credibility. An "experienced" US based pilot who flies for foreign operations is regarded as expanding his/her horizons. A non-US based airman flying international with FAA certificates is common. It's a different picture painted when a brand new US based pilot with minimal experience starts logging jet time overseas. Although it IS common practice for foreign airliners to hire low time airmen as SOs or even FOs, it is not very well known or received in the US. It is no secret that padding a logbook or other documents is so much easier to do and harder to track if it is overseas.
#2- You teach the material you KNOW it. A CFI/MEI that has been operating in an FAA regulated environment knows his #hit because he is closely monitored by the Feds. If this guy intends on coming back to the US, he will have to prove to the prospective employer that he knows the FAA regs where as the CFI already has.
#3- CFI time is PIC time. PIC in a ME piston weighs heavier than SIC in a jet. The fact that you are in command and manipulator of controls in a recip is more valuable than proving you can work the radios, yank the gear and flaps in a jet.
#4- CFIs of today typically make $50+/hour. More than some of airline operators overseas. A friend quit the regionals and flight instructs out of Palo Alto CA for $80/hour. Although the money may be good for your cost of living overseas, your bills in US $ will make it difficult to get by.
Not to say that being a CFI is the best way to go -- I personally did not take that route. There are plenty of avenues to get to your final career goals. Some are better than others, mostly it is because of one's perception. The points I have made above is based on Saeed's standing and what I have personally seen here in the states and nothing else. Things may very well be different in another corner of the world.
SBV
#2- You teach the material you KNOW it. A CFI/MEI that has been operating in an FAA regulated environment knows his #hit because he is closely monitored by the Feds. If this guy intends on coming back to the US, he will have to prove to the prospective employer that he knows the FAA regs where as the CFI already has.
#3- CFI time is PIC time. PIC in a ME piston weighs heavier than SIC in a jet. The fact that you are in command and manipulator of controls in a recip is more valuable than proving you can work the radios, yank the gear and flaps in a jet.
#4- CFIs of today typically make $50+/hour. More than some of airline operators overseas. A friend quit the regionals and flight instructs out of Palo Alto CA for $80/hour. Although the money may be good for your cost of living overseas, your bills in US $ will make it difficult to get by.
Not to say that being a CFI is the best way to go -- I personally did not take that route. There are plenty of avenues to get to your final career goals. Some are better than others, mostly it is because of one's perception. The points I have made above is based on Saeed's standing and what I have personally seen here in the states and nothing else. Things may very well be different in another corner of the world.
SBV
ME/IFR instructor as well on the side, trying my best not to let the newbies annihilate me in the process
Will surely miss flying the light twin when I get to the heavies.
( Someone told me that I will be more of a systems operator than pilot ..
)Arraaayyyy.........
D6
Join Date: Aug 2006
Location: COTO DE CASA
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
Pal Pay Scale
Pay scales in PAL are grouped in 4,this are Basic pays only:
Group 1- B744/A340/330 Captains; approx US$ 3500
Group 2- B744/A340/330 FOs and A320/737 CAPTAINS;approx US$1800
Group 3- FOs Airbus 320s/737s; approx US$1000
Group 4- SECOND OFFICERS; approx US$600-700
Govt tax ranges from 28 to 32%, which applies to your Basic pay and Productivity(this are the hours you make every month), it starts from ZERO til 60hours then gets some extra afterwards til you reach up to about a 100 block.
Productivity rates ranges from a low of $5/hour to a high of $13/hour and this depends on which group you belong.
PALpilots motto in life: "BAWAL MAGKASAKIT" theres no money if you're sick; this is how MR LT wants it to be, "mor wok-mor money".
*Active PAL pilots, can you verify this numbers if correct-Cheers
Group 1- B744/A340/330 Captains; approx US$ 3500
Group 2- B744/A340/330 FOs and A320/737 CAPTAINS;approx US$1800
Group 3- FOs Airbus 320s/737s; approx US$1000
Group 4- SECOND OFFICERS; approx US$600-700
Govt tax ranges from 28 to 32%, which applies to your Basic pay and Productivity(this are the hours you make every month), it starts from ZERO til 60hours then gets some extra afterwards til you reach up to about a 100 block.
Productivity rates ranges from a low of $5/hour to a high of $13/hour and this depends on which group you belong.
PALpilots motto in life: "BAWAL MAGKASAKIT" theres no money if you're sick; this is how MR LT wants it to be, "mor wok-mor money".
*Active PAL pilots, can you verify this numbers if correct-Cheers
Join Date: Aug 2006
Location: COTO DE CASA
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
"stupid"
I have heard all sorts of scandals regarding the last big strike at PAL and a group of guys called the seven dwarfs. What I do not understand is why there were only 7 pilots that understood the consequences of a "return to work" order by the Government? Did ALPAP keep the rest of the pilots in the dark? And if these 7 pilots did NOT in fact cross the picket line (because legally there was none) why are they being targeted? Seems unfair to label these guys as scabs just because they are smart enough to know when a strike is legal or illegal. Such a small industry and it would be a shame if their names are not cleared if in fact they did it right.
tsuper
Join Date: Jul 2006
Location: KSUU
Posts: 71
Likes: 0
Received 0 Likes
on
0 Posts
Abort!
Join Date: Feb 2006
Location: Manila
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
Maybe Cessna
Sana magkatotoo Cessna!!! But I'm trying to learn some Arabic just in case. Baka magkita pa tayo. But I hear it's quite difficult for pinoy DEC's to get in there.
Last edited by tsuper; 13th Sep 2006 at 09:25.
Join Date: Jul 2006
Location: KSUU
Posts: 71
Likes: 0
Received 0 Likes
on
0 Posts
Biz jets in Manila
I was @ Simuflight in Dallas TX in August of 05 when I noticed a couple of guys outside the building while everyone else was in the cafeteria eating lunch. Taking a closer look at these guys and noticing their baon, I asked and it turns out they were Hawkerjet drivers out of Manila. Funny thing was that they were so secretive of their employer...Could never figure out why. I invited the guys for drinks but never saw or heard from them again. Bizjets been multiplying in numbers out there? I know of Learjet charters that have been flying GMA and last I heard thy were thinking of acquiring Challengers.
Join Date: Aug 2006
Location: COTO DE CASA
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
admin pilots
"when your good,you'r good" as one ass old pal pilot says he he he
Guest
Posts: n/a
you made my day...
I know snake, kingkong, daga, manok, texas (manok na pangsabong), shumaker, bakla, kupal...but who is isda??
hahahahaha!!!!
Join Date: Apr 2005
Location: a galaxy far far away....
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
desert heat
Hey guys, does PR still fly to the Sandbox? I know you had middle east routes to the KSA. Used to fly there a long time ago, got scared of the mutawas ...............nice bunch.
Guest
Posts: n/a
Japan might be the next place to be
I had a chat with an american ex-colleague flying in Japan & learned that there are actually 2 pinoys flying there now (both worked with PAL).
The irony of it all is the 2 pinoys (who now reside elsewhere: 1 in LAX & the other in Australia) were hired because they had foreign licenses (an FAA & an Australian ATPL).
Turned out that Japan (thru the agents) had doubts about the Phil ATPL in the past bec of an incident where ATO personnels sold a Phil ATPL to a Japanese & the whole thing being discovered by the local CAB.
HE even mentioned the name of the 2 ATO people involved & the names sound familiar.
But the whole thing has been clarified & agents are now accepting pilots with Phil ATPL (thanks to the pinoys there who explained that people who come from the airlines in the Phils usually have authentic licenses & logbooks).
The package in Japan is very good & in my opinion it is so far the highest in the world airlines.
A foreign 737 capt in Japan actually gets as much as a wide body Capt in the middle east (the package in Japan is tax free...your company actually pays the taxes for you)...but nonetheless, the local Japanese Captains even get more!!!
A flight attendant of a low cost carrier in Japan gets as much as a B737/A320 capt in PAL (pathetic) it turns out.
Wide body Capts from all over are actually flocking to Japan these days to fly the small jets (you know, less work crossing the time zones).
Japan is now opening their doors to foreign captains which has been 7 years late.
A lot of wide body japanese captains who have retired are being hired by the domestic carriers to fly the small jets (& they are not doing it for the money as what the 60+ people in PAL are forced to do).
Haneda airport will be opening another runway in 2008/9 & more airlines will be opening.
But the training in Japan is not easy as you are expected to follow strict japanese ways & procedures. The sim check is quite demanding as you are expected to fly your aircraft with pin point accuracy according to the my friend.
Another killer is the oral exam you have to go thru every sim check.
So if you think you have what it takes, try it out.
He mentioned about IASCO, Hawaiian Aviation, Rishworth, & TWI as the agents involved in recruiting captains for japanese airlines.
All information are available on the website & applications are usually done online.
Better get your logbooks tidy & authenticated as the japanese go through them thoroughly.
Requirements are 5000TT & 1500 command on the aircraft.
Positions for rated (training takes 4 months full course if rated) & non-rated captains (training takes minimum of 8 months for non-rated with almost full pay) are possible.
Captains positions are usually the ones available.
F/O's are local guys with very few experience since the japanese are nowadays shying away from this professsion since they have a lot of other more high paying jobs preferred.
But NCA is hiring only B747-400 F/o's which will eventually result to an upgrade after three years.
Good luck to all...might try it out myself.
The irony of it all is the 2 pinoys (who now reside elsewhere: 1 in LAX & the other in Australia) were hired because they had foreign licenses (an FAA & an Australian ATPL).
Turned out that Japan (thru the agents) had doubts about the Phil ATPL in the past bec of an incident where ATO personnels sold a Phil ATPL to a Japanese & the whole thing being discovered by the local CAB.
HE even mentioned the name of the 2 ATO people involved & the names sound familiar.
But the whole thing has been clarified & agents are now accepting pilots with Phil ATPL (thanks to the pinoys there who explained that people who come from the airlines in the Phils usually have authentic licenses & logbooks).
The package in Japan is very good & in my opinion it is so far the highest in the world airlines.
A foreign 737 capt in Japan actually gets as much as a wide body Capt in the middle east (the package in Japan is tax free...your company actually pays the taxes for you)...but nonetheless, the local Japanese Captains even get more!!!
A flight attendant of a low cost carrier in Japan gets as much as a B737/A320 capt in PAL (pathetic) it turns out.
Wide body Capts from all over are actually flocking to Japan these days to fly the small jets (you know, less work crossing the time zones).
Japan is now opening their doors to foreign captains which has been 7 years late.
A lot of wide body japanese captains who have retired are being hired by the domestic carriers to fly the small jets (& they are not doing it for the money as what the 60+ people in PAL are forced to do).
Haneda airport will be opening another runway in 2008/9 & more airlines will be opening.
But the training in Japan is not easy as you are expected to follow strict japanese ways & procedures. The sim check is quite demanding as you are expected to fly your aircraft with pin point accuracy according to the my friend.
Another killer is the oral exam you have to go thru every sim check.
So if you think you have what it takes, try it out.
He mentioned about IASCO, Hawaiian Aviation, Rishworth, & TWI as the agents involved in recruiting captains for japanese airlines.
All information are available on the website & applications are usually done online.
Better get your logbooks tidy & authenticated as the japanese go through them thoroughly.
Requirements are 5000TT & 1500 command on the aircraft.
Positions for rated (training takes 4 months full course if rated) & non-rated captains (training takes minimum of 8 months for non-rated with almost full pay) are possible.
Captains positions are usually the ones available.
F/O's are local guys with very few experience since the japanese are nowadays shying away from this professsion since they have a lot of other more high paying jobs preferred.
But NCA is hiring only B747-400 F/o's which will eventually result to an upgrade after three years.
Good luck to all...might try it out myself.
Guest
Posts: n/a
mutawa
hi semper fi,
so you met mutawa too.
he just retired from pal & lucky guy, he got his retirement too.
hahahahaha!!!
Join Date: Nov 2004
Location: Sydney & Asia
Posts: 532
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Jul 2006
Location: KSUU
Posts: 71
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Aug 2006
Location: COTO DE CASA
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Aug 2006
Location: COTO DE CASA
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
Pal Mutawa
Join Date: Apr 2006
Location: RPUX
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
I had a chat with an american ex-colleague flying in Japan & learned that there are actually 2 pinoys flying there now (both worked with PAL).
The irony of it all is the 2 pinoys (who now reside elsewhere: 1 in LAX & the other in Australia) were hired because they had foreign licenses (an FAA & an Australian ATPL).
The irony of it all is the 2 pinoys (who now reside elsewhere: 1 in LAX & the other in Australia) were hired because they had foreign licenses (an FAA & an Australian ATPL).