Amen, Same in Japan. It helps if you were beaten as a child.:ok:

The Other Side....
 

I joined KAL in 2000 as a DEC on 777. The training was harsh and we'd all heard how bad it was. It was either 'roll with it' or go looking elsewhere. Many of us were determined to make it work, and most of us did.

We had to endure the endless useless training that the LCPs provided. I had experience on the airplane and knew that what they were trying to teach was nothing but drivel.

Having worked as an expat-contract pilot for a few years previous, one became a survivalist. Do the flying the way that the LCP wanted during training and then go fly safe for the rest of the year. For those of us who accepted the way things as presented, we were all successful.

In the end, word 'got around'. We treated the Co-pilots as real people and as a result, most of them were a joy to fly with. In fact, many of the guys would tell us how much they enjoyed working with us.

I'm not the only one who was fortunate. The only reason that I left was because of tax reasons, otherwise, I'd probably still be there. I was respected by those with whom I flew. There are still many guys from my cadré still working there. They are successful commanders.

Those who come from legacy carriers have found it difficult to cross over. Life as an expat contract pilot is different. There are no 'safety nets' to catch you. Its a lot of work to be a contract pilot. Everyday presents a new set of problems. Contract pilots are not liked by the 'locals' because we are seen as taking their job. Understandably so. It is no different anywhere in the world. Korea, Middle East or Asia. However; they do need the expertise.

Its how the contract pilot approaches the task at hand. Survive the training. Take that wire bound notebook and write the LCPs drivel. Tell him that he just informed you of some of the best information that you've ever been taught. Play to his ego and culture. Its the way that it is.

Get through the check ride. NEVER ask a question. If you do that...you're done! If you have to ask a question during a check its taken as 'you don't know'. Automatic failure.

Many of us guys had a good time there. I always measure a company's success not by its pilots but by its maintenance record. You will find that Korean Air's track record as being stellar. P & W, who supply the engines for all but the new 777s there have stated that Korean is 'the Gold Standard' when it comes to maintenance. They come to KAL and ask questions and get answers. The aircraft are in beautiful shape.

Just my side of the equation. Its all in the approach.

Happy flying.

737 issues if possible :)
 

Hi all,
I read (almost) all the posts written before. I fly in a European airline (all 737 NGs) as a commander. It is my first company (started as FO and now a Commander roughly 6000 hours total) so changing it looks like a BIG step.
However i read all the issues still i have little info about 737 fleet (and no interest in changing the type, the smaller the better so happy ith 737) and i really want an asian airline as all my family lives in that part of the world.
So if you could give me anykind of info about the 737 fleet it would really help a lot...
and i heard alot about agencies but i really don't know which one to use for application.
thanks,

If you can make it here, you can make it anywhere
 

I do share your predicaments during OE and I do feel too that perhaps, you have not been well briefed or rather appropriately briefed on the OE and its expectation.
Like previously, it is paramount that one gets the proper view and preparation from the correct source rather than from the negative-iris!
Some ladies made it through on the B737 and now they are on the B744. It is preparations and never luck!
I am almost into my second decade and have assisted many, getting through their OE.
I do wish all the best, Sir!!!:)

2nd decade? Wow, the semi-digested kimchi must be good. Cho sumnida!

777AV8R
 

That is the most objective review I have read on this thread, I think your philosophy is practical and gets you where you want to be. Real words of wisdom.:D

Been with KE for 5 years now. 777AV8R pretty much nailed it.

Tried the kimchi once during initial training; that was enough for me... Nothing but the Western meals for me since then!

Kimchi...
 

ROFL! Neither did I. I was up for it when I went for my entry medical, and that was the last! Good gawd.

I know of a skipper who was reported on landing by his 'local' FO for stealing forty winks (officially called a power nap), whilst in mid cruise with low low workload.
His report was accompanied with diligently and appropriately positioned iphone pics of the skipper in slumber.
What can you say to that?

We'll make sure the f/o get a kip also..a pic that!offer it to him first,
If he is some ex AF w..ker that thinks he's so tough he doesn't need a kip then ...
Houston we have a problem...

A320/330 ccq with KAL
 

Hello fellas,

I am new to posting on here..Ive read most of the posts here and there all very informative however you want to look at it so thank you all for the effort.

Has anybody actually got some solid info on the A320 upgrade to A330 personal experiences during training etc I would love to PM if they do as im thinking about a long stint up there...777avr has given me that spark to enquire at the least...

whitepimp:p

Upgrades, etc..
 

Hi. Sorry, I've been a way from there for a while so am not sure of the upgrade program. It might be a good question to ask the contracting agency you are thinking of using. CCL is good. (I'm not getting paid by them to say that, either). The 'R-word' outifit is of no use.

Thanks for the reply 777av8r and agency advice, ive been busy aswell. I will look into the ccl. By the way do you get some time off in Korea whilst upthere?

Cheers

KAL 777
 

777AV8R, you seem to have a good view of things at KAL, I'm really on the fence about submitting an app. I'm concerned about several things:

Firstly, I don't want to submit an app until committed to see it through. I'm assuming that backing out during the process would reflect poorly on me, reducing my chances later if I were to re-apply. do you believe that to be a reasonable assumption?

Secondly, I would like to ask how many days at home is normal for those on the west coast. I noticed your location is BC, I'm down in Seattle, so maybe similar enough to get a locals perspective.

I'm not concerned about their policies and procedures. I've flown with quite a few KAL engineers during my short 747 classic days, they were quite easy to get along with. Cooperate, graduate, fly the jet the way they want you to, say what they want you to say, collect your pay and go home. easy!

Lastly, How are the trips assigned? I live in Seattle, so it would be nice to have those overnights. Any chance in h3!! of that?

Others, please feel free to chime in, I'm open to advice from one and all.

Thanks for your help

Keelhaul

Some good info here, cheers. Would be great to here from anyone who is commuting on the A330 contract, skipper or FO.

Any current information about life at KAL, the commute, roster pattern usual things.

Its been done to death on here..go to the screening ,meet some guys in the bars around the hotel and talk to your agent and get some contacts from them..
Good gig if you can be away from home 2-3 weeks a month and live on 12k USD a month.assuming also you can do 3-4 months of training in Seoul and get through..chances will be less if you dont have 330 time,"Asian" experience and some long haul exposure.

I believe they've just been doing a few roadshows in the UK to woo Monarch pilots potentially facing redundancy.

I had heard a lot of bad raps about Korean air.

How about Asiana?

Does anybody know about the situation there?

A lot has been said, but it's old now. Any up to date info on pass rates, training experiences etc? Have they improved in the last year or two? I'm looking at the A330...

as they say , same culture different uniform.....only Asiana's uniform looks more ugly