Do Colombian airlines hire foreigners?
11-01-2018, 04:49 PM
#11
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Joined APC: Jun 2018
Posts: 64
Originally Posted by ouzool
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.
11-02-2018, 03:27 AM
#12
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,912
Originally Posted by Benver
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.
11-19-2018, 06:33 AM
#13
Line Holder
Joined APC: Jun 2018
Posts: 64
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....
05-23-2019, 10:58 AM
#15
New Hire
Joined APC: Dec 2018
Posts: 1
Originally Posted by Benver
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....
05-31-2019, 05:50 PM
#16
Gets Weekends Off
Joined APC: Aug 2009
Posts: 578
Originally Posted by Benver
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....
06-01-2019, 09:04 AM
#17
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,021
Originally Posted by 4runner
If you do 100+ in any aircraft, you’re asking for trouble and health issues. If you’re doing this in a widebody, you’re asking for more trouble and health issues on top. Look at an Emirates forum. They love working 98 hours a month.
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.
06-01-2019, 10:28 AM
#18
Gets Weekends Off
Joined APC: Aug 2009
Posts: 578
Originally Posted by JohnBurke
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.
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.
06-01-2019, 10:40 AM
#19
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,021
Originally Posted by 4runner
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. there’s a reason for the regulations.
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?
06-01-2019, 11:55 AM
#20
Gets Weekends Off
Joined APC: Aug 2009
Posts: 578
Originally Posted by JohnBurke
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?
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?
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