Author Topic: CFI Program...took the plunge (Read 485 times)

jigsaw · « **Reply #15 on:** February 02, 2005, 02:20:06 AM »

Starting off with 100 hrs. If I decide I need or want more, there are options in the contract to upgrade.

I think I have a good chance of getting hired right seat after the program. About the time I'm due to finish is when they have an annual migration to the airlines, will have my AS by then, can double as an instructor, they have quite a few pilots there from my old school, and I'm just darn likeable.

End goal after I get a lot more time is to fly for Southwest, or a corporate gig. Not really interested in going to a major.

Some people also do it just to get the hours right after commercial and bail at the end as you mentioned.

jigsaw · « **Reply #16 on:** February 02, 2005, 02:39:21 AM »

Quote

Originally posted by Golfer
Hop in the game, dammit LOL. Tired of alt-tabbing back and forth.

Heading to the gym. I'll pop in game when I get home. If we miss, I've been hopping on for a bit around 8pm (ish) pac time. Usually stay on long enough to get shot down a few times before I log.

Golfer · « **Reply #17 on:** February 02, 2005, 02:40:54 AM »

who goes to the gym at, lets see its 3:40EST so its 12:40 there...at 12:40?

Someone that isn't going to the gym, that's who. Get off the juice.

jigsaw · « **Reply #18 on:** February 02, 2005, 05:04:48 AM »

Quote

Originally posted by Golfer
who goes to the gym at, lets see its 3:40EST so its 12:40 there...at 12:40?

Hey! It's not crowded in the wee hours. I can get in, and get a good workout in half the time without having to deal with the whole meatmarket aspect.

cpxxx · « **Reply #19 on:** February 02, 2005, 10:13:57 AM »

Sorry to interrupt the conversation Jig and Golfer:p
I'm actually in the middle of doing pretty much the same thing. But naturally on this side of the Atlantic it costs more with more bureaucratic hoops to jump through. A couple of years ago I did the ground school and the flying for an Instructors rating. But with one thing or another I never finished it.
But lately I decided it's now or never. Time to put up or shut up. I may have to do the ground school again but hope to get a waiver on some of the right seat flying. But once I get it done I have a guaranteed part time slot as an Instructor and maybe full time later. That carries the chance of right seat flying in a Citation and even some floatplane time, Cessan 206. But eventually I'm moving to another city where there is no flight school except part time clubs. Maybe down the road there is a job with our one and only regional airline flying ATR 72's. The trouble is I need to repeat 14 exams for the ATPL's and do an MCC course, a multi IR course AND finally if they accept me then pay for my own type rating in France.

I just wish everyone would copy the American system. Say what you like about the FAA but the American system is easily the best from the point of view of getting licensed and rated.

Golfer · « **Reply #20 on:** February 02, 2005, 11:18:31 AM »

I tell ya there must be something to flying in Hong Kong too. Bumped into an Aussie in the fall while I was flying jumpers and he was one of them. This kid was 26 years old, didn't look any different from my friends. Talking about something, he's a FO for Cathay Pacific flying 747's international. For a hobby, he buys cars (porsche, ferrari) and ships them to Austraila for resale.

A big what the shreck, man

I just...can't...beat that. Best I could hope for is my cushy corporate CL-604/Hawker 800XP job and flight school on the side.

"Golfer's Aviatin' Service"

Oh, by the way...

ATP certificate here has a written test (I haven't taken it yet as at my age...it will only be good for 6 months from the time I'm finally old enough to take it) and a practical test with oral/flight portions. Same format as all other checkrides except with tighter tolerances and relevent questions. Why not just go to the states for a couple months and knock out the rating. I bet it might be cheaper in the long run and get some (for your case) 'international experience' flying in a different country.

Down at my school in FL, we had a kid from Poland who rode a bicycle to the airport every day. He was here with his grandfather and just finishing out his ratings, so I know it's at least done.

cpxxx · « **Reply #21 on:** February 02, 2005, 01:51:18 PM »

Unfortunately an American Commercial or ATP is not worth the paper it's written on in Europe unless you fly N registered aircraft. But hey, what do you Yanks know about airplanes and flying. You only invented the damm things:( .

One good thing about the ATPL is that it requires no flight test. As long as you have 1,500 hours and the exams, all 14 of them, passed it's just handed to you, well after a huge fee has been paid.

I have flown in the States, did my Instrument training in TN years ago and I will be back soon to exercise the privileges of my FAA private licence. Most pilots who pay for their own flying in Europe have spent time in the States hour building or getting multi time. Best flying I ever did.

Golfer · « **Reply #22 on:** February 02, 2005, 01:53:57 PM »

I know if I travel to another country, say Australia. My pilot certificate is good there after I pay a fee (like most things LOL) and am issued one of their certificates.

An ATP say for Multiengine Land airplanes issued by the FAA cannot be transferred or converted somehow to JAA happy goodness?

cpxxx · « **Reply #23 on:** February 02, 2005, 02:06:26 PM »

It all depends on the country. For example in Ireland your FAA licence will entitle you fly as a Private pilot in Irish registered aircraft within the State. No fee or anything. Others have different rules. If you fly an N reg aircraft of which there are plenty based here. Then it's like home. The Citation mentioned is American registered. The 206 is British.

If you want a fabulous JAA licence. I think you have do all the 14 exams and a flight test. The odd thing is that even though the JAA licence applies to all member countries each one has it's own rules and regs. I'm not sure how it works if you are a 747 Captain with 10,000 hours under you belt.

It's far too complicated.