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miguelito2
08-14-2018, 07:04 PM
I'm considering becoming a pilot and I have a few questions about what it is like to be a pilot. I am from the United States, but I speak spanish fluently and would like to be a pilot in Colombia. Do Colombian airlines hire foreigners? What is the pay like in Colombia? How do the schedules compare to the major carriers in the United States?


NEDude
08-14-2018, 09:47 PM
I'm considering becoming a pilot and I have a few questions about what it is like to be a pilot. I am from the United States, but I speak spanish fluently and would like to be a pilot in Colombia. Do Colombian airlines hire foreigners? What is the pay like in Colombia? How do the schedules compare to the major carriers in the United States?

Don't know about flying the line, but Avianca is looking for A320 instructors for a minimum 6 month contract, but extendable indefinitely, based in Bogata. A Brit friend of mine just got offered the job, as both a line training captain and sim instructor.

Selfmade92
08-15-2018, 05:06 AM
F/O= 24k/yr - 60k/yr USD
CA = 84ky/r - 150k/yr USD

Salary is obviously a lot less than in the US, but Colombia is also a lot cheaper than let's say NYC or Boston.

In their posting online for A320 F/O they show that you have to be citizen or nationalized, no clue if a work permit counts as nationalized or even how to get one?

"Be a Colombian citizen or nationalized (a)." - Avianca A320 F/O posting.



Hope that helps.


Typhoonpilot
08-16-2018, 03:30 PM
You guys realize that Avianca terminated pilots who went on strike last year so any positions open are basically union busting positions. Have some self-respect and stay away from Avianca.

Search "Avianca" here to read the threads on what happened and why you want to stay away from the place.

tailwheel48
08-16-2018, 09:25 PM
They do have some hot 'stews' though ;)

Spin
08-17-2018, 12:39 PM
Yep! They're hiring scabs.

El Pilot
08-18-2018, 06:26 PM
My dad is Colombian and I thought about doing it. You have to pay to convert from FAA Commercial Pilot, to the Colombian equivalent PCA, I think it's called. It includes doing a short written exam and checkride which can be done over there from the many flight schools for a fee of about $2000 USD I heard. Then you need to become a citizen/national. If one of your parents/wife/girlfriend is Colombian, it be easy process. The upside is you can fly an Airbus or Boeing at a lower total time compared to the US. The downside, probably lots of politics involved.. You could be stuck as a FO for a long time and upgrade whenever they feel like it. I would say you are better off flying for the regionals in the US.

Benver
08-22-2018, 07:44 AM
you are out of your mind if you wanna come down here to fly. everyone is trying to fly out ouf here... including myself. You have better chances in the US with the current outlook.

The Dominican
08-23-2018, 05:52 PM
We have a handful of guys from Latinamerican countries here and I know a few more scattered on other contracts in Asia, all the contacts I get through PM's from guys in the latinamerican market are asking about jobs out here, I don't get anyone asking about jobs in any of the carriers of that region, not the one!
I have been offered several jobs over the years "to come back home" sort of speak and none have even caused me to think it through! Director of training, DO, you name it...,The simple truth is that the salaries and job conditions are not very good in the latinamerican market, as much as I would love to go back to my culture, language etc, the salaries are horrible, the working conditions are unstable and riddled with politics, the governments of those countries will let the employees hang out to dry just like they did the Avianca folks that are now scattered all over the place. Nah! As much as I understand the allure, and believe me I do! I wouldn't leave the US market to go to a carrier like LATAM, Avianca etc.

ouzool
10-30-2018, 11:12 AM
But continuing the conversation I'm a US citizen living in Colombia as a resident. I want to get my commercial pilots license and am curious if it would be worth getting my license down here and working here untill I get 1500 hours then moving back to the United States or would the hassle of transferring licences not be worth it? I am not looking to get rich down here but as a way to get hours.

Benver
11-01-2018, 04:49 PM
But continuing the conversation I'm a US citizen living in Colombia as a resident. I want to get my commercial pilots license and am curious if it would be worth getting my license down here and working here untill I get 1500 hours then moving back to the United States or would the hassle of transferring licences not be worth it? I am not looking to get rich down here but as a way to get hours.

if you have your FAA CPL, you need to convert it to the colombian PCA (Commercial). it will cost you about 9millions = 3000USD give or take. will take about 10 days, plus whatever it takes for the Civil Aeronautics to issue a license. If properly executed.... could be 2 months. The good school to convert your license is Adevia in Bogota. If you have legal residency.... you should have no problem getting a job, but I am telling you: this is no joke down here... crew scheduling is absurd, but its a good way to build up the 1500 hours and get a A320 type rating..... I did it and now I am applying for jobs in the USA..... its a good plan....

captjns
11-02-2018, 03:27 AM
if you have your FAA CPL, you need to convert it to the colombian PCA (Commercial). it will cost you about 9millions = 3000USD give or take. will take about 10 days, plus whatever it takes for the Civil Aeronautics to issue a license. If properly executed.... could be 2 months. The good school to convert your license is Adevia in Bogota. If you have legal residency.... you should have no problem getting a job, but I am telling you: this is no joke down here... crew scheduling is absurd, but its a good way to build up the 1500 hours and get a A320 type rating..... I did it and now I am applying for jobs in the USA..... its a good plan....


After flying in Colombia, Bender, it may also be worth an additional investment to add the A320 type rating to your US ATP. You may find that expat flying is a fresh adventure to one’s life’s experience. Now a days, Boeing and Airbus certificates are almost like passports. I won’t say you’ll make a zillion bucks. But it’s, a great way to travel, and live and experience different cultures world wide.

Contrary to claims made by some, expat flying does not disqualify you from gaining employment with a US carrier.

For example, many Chinese carriers have been, and are and will be looking for type rated A320 F/Os. From a recent report, Chinese will make up about 50% or airline passengers by 2040.

Good luck with your career.:)

Benver
11-19-2018, 06:33 AM
thats absolutely true, but I am actually looking more into the USA. The problem with China is that they dont upgrade you to Captain. Its a good destination if you have PIC time on the airplane, but I think Asia is a good place to fly widebody, because 100+ hours per month is only doable (my opinion) flying widebody....

Shibuya
11-28-2018, 12:35 PM
There are airlines that will upgrade you to captain. And why do you want or need to fly 100 hours a month in a widebody? Donít brutalize your body if you donít have to.

Nickesp
05-23-2019, 10:58 AM
if you have your FAA CPL, you need to convert it to the colombian PCA (Commercial). it will cost you about 9millions = 3000USD give or take. will take about 10 days, plus whatever it takes for the Civil Aeronautics to issue a license. If properly executed.... could be 2 months. The good school to convert your license is Adevia in Bogota. If you have legal residency.... you should have no problem getting a job, but I am telling you: this is no joke down here... crew scheduling is absurd, but its a good way to build up the 1500 hours and get a A320 type rating..... I did it and now I am applying for jobs in the USA..... its a good plan....

Iíve got some questions about this PMed you!

4runner
05-31-2019, 05:50 PM
thats absolutely true, but I am actually looking more into the USA. The problem with China is that they dont upgrade you to Captain. Its a good destination if you have PIC time on the airplane, but I think Asia is a good place to fly widebody, because 100+ hours per month is only doable (my opinion) flying widebody....

If you do 100+ in any aircraft, youíre asking for trouble and health issues. If youíre doing this in a widebody, youíre asking for more trouble and health issues on top. Look at an Emirates forum. They love working 98 hours a month.

JohnBurke
06-01-2019, 09:04 AM
If you do 100+ in any aircraft, youíre asking for trouble and health issues. If youíre doing this in a widebody, youíre asking for more trouble and health issues on top. Look at an Emirates forum. They love working 98 hours a month.

I'll bite.

I've done 100 hours flying a single engine airplane into forest fires, and I've done 100 hours flying a widebody airplane...the small airplane fatigued me a whole lot more, with no time zones to go through, days-only, etc.

Widebody flying, in hotels with the chance to get up and walk around, a lav, in many cases multiple crew to allow breaks, I guess I don't see the hardship.

Most of the time it's not 100 hours anyway, but even so. In fact, most places one is hard pressed to come close.

4runner
06-01-2019, 10:28 AM
I'll bite.

I've done 100 hours flying a single engine airplane into forest fires, and I've done 100 hours flying a widebody airplane...the small airplane fatigued me a whole lot more, with no time zones to go through, days-only, etc.

Widebody flying, in hotels with the chance to get up and walk around, a lav, in many cases multiple crew to allow breaks, I guess I don't see the hardship.

Most of the time it's not 100 hours anyway, but even so. In fact, most places one is hard pressed to come close.

40-65 is typical widebody flight time in the US. This has a lot to do with regulations. Time zones and circadian rhythms, hotels, etc. thereís a reason for the regulations.

JohnBurke
06-01-2019, 10:40 AM
40-65 is typical widebody flight time in the US. This has a lot to do with regulations. Time zones and circadian rhythms, hotels, etc. thereís a reason for the regulations.

There is no "widebody" regulation.

ACMI carriers which do a great deal of international widebody flying, are completely cut out of 14 CFR 117, which is the only regulation to address circadian rhythm.

What is magic about a widebody which fatigues more than flying on another aircraft?

4runner
06-01-2019, 11:55 AM
There is no "widebody" regulation.

ACMI carriers which do a great deal of international widebody flying, are completely cut out of 14 CFR 117, which is the only regulation to address circadian rhythm.

What is magic about a widebody which fatigues more than flying on another aircraft?

There are regulations that apply to long haul flying. Those are done by widebodies. Any ďnarrowbodyĒ with a 15 hour endurance would be a biz jet and therefore, not subject to these regulations. It basically goes without saying that any regulation that applies to long haul is going to be widebody. As far as to what is fatiguing, I donít know, 18 hour days, landing and taking off at night, sleeping during the day, trying to rest in a crew rest facility, a hotel used by Arabs as a brothel, circadian rhythms, bad food, backside of the clock. That kind of stuff wears me out. I kind of a wimp though I guess. Iím closer to 40 than 30 these days too.

JohnBurke
06-01-2019, 12:28 PM
There are long haul regulations?

airlinegypsy
06-03-2019, 09:54 AM
There are long haul regulations?



Augmented vs. non augmented? Outside acclimated theater of operation?


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JohnBurke
06-03-2019, 10:06 AM
Augmented vs. non augmented? Outside acclimated theater of operation?


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"outside acclimated theater of operation" is irrelevant for long-haul supplemental operators, as they were cut out of the regulation excluded).

Domestic crews are often augmented, depending on the operators needs; a crew doing OE with an IRO, as is sometimes done, isn't necessarily long haul.

So...long haul regulations?

airlinegypsy
06-03-2019, 01:51 PM
"outside acclimated theater of operation" is irrelevant for long-haul supplemental operators, as they were cut out of the regulation excluded).



Domestic crews are often augmented, depending on the operators needs; a crew doing OE with an IRO, as is sometimes done, isn't necessarily long haul.



So...long haul regulations?



Some exceptions to the rule. Part 117 acclimated theater was written for long haul. I canít think of any domestic operators that are ever 7 time zones away from home base time.

While some domestic operations are augmented, there are no long haul operations (from the US, with pax) that arenít.


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JohnBurke
06-03-2019, 02:59 PM
Some exceptions to the rule. Part 117 acclimated theater was written for long haul.

For *some* operators that fly long distances. Supplemental carriers were cut out, and do not enjoy the protections of 117.



While some domestic operations are augmented, there are no long haul operations (from the US, with pax) that arenít.


Plenty of cargo ones that go without.