Perhaps this thread is better suited in the flight schools section, but I have some questions about foreign carriers as well.

I'm 22, and have my PPL. Going back to university this fall (UND) and probably will be there for 2 years finishing up. Maybe 3 since I would very much like to double major in something within the engineering realm.

I'm a dual Canadian/US citizen, and just recently found out my parents recovered a Canadian passport they got for me when I was just a few months old. I'm thankful I don't have to file all new paperwork to prove my citizenship. I had been under the impression that all of my parents records of my Canadian citizenship had been lost.

But here's the kicker. My Dad, at the time of my birth, was/still is a dual Canadian/Dutch citizen. Finding my Canadian passport has given me some motivation for looking into obtaining Dutch citizenship for myself.

My thinking is that if I can pull off EU citizenship (Dutch) finding a flying job overseas after school might be the way to go. Even if just for a few years to build up time and experience, and move back.

Any insight from the members here? Is there much of a market in Europe for pilots right now? I am aware of the differences in certifications, although I have a bit of reading to do on how exactly to transfer those over to a new country.

Edit: If it matters, I've been with Allegiant for a little over a year as an out-station agent, and hope to continue with them while at school. So a little experience at least, which I'm hoping will help out later.

As you are aware, in order to fly professionally in Europe you need two things, the right to live there and a pilot's license. In your case it appears that the license might be the more difficult to obtain. To get a job over there you need what is called a frozen-ATPL. This requires you to pass fourteen different written exams, each in a different subject. Most people take between six months to two years to complete them. Then you would need to do the flight training. There are schools in the US that are qualified to teach the European syllabus, an example is Naples Air Center in Florida. Once you have your license, I would say that it is easier to get a job as a low-time pilot over there than it is in the US. Keep in mind, however, that US major airlines have not hired in significant numbers for ten years. When those guys start to retire, the US will be the place to be. Here are a few websites that may help:
Naples Air Center - Full Time Groundschool
Professional Pilot Training (includes ground studies) - PPRuNe Forums
Dutch nationality law - Wikipedia, the free encyclopedia

All the "frozen ATP" means is that you have a Commercial and have taken the ATP writtens. The US does not allow you to take the writtens until you have the flight time to take the checkride so most American pilots pass through that window in a couple months.

where does it say that? I have many friends that took their ATP written with their dispatcher written without any problem even though they had nowhere enough the min hours for the ATP

From the Flights Standards Information Management System:


VOLUME 5 airman certification


Section 1 Application Phase—ATP Applicants Engaged in Operations Under 14 CFR Part 121, 135, or 91 Subpart K (Part 91K)—Airplanes and Helicopters

5-801 ELIGIBILITY FOR THE ATP WRITTEN (KNOWLEDGE) TEST. Test examiners administer aeronautical knowledge tests in written form or by computer. Since these tests can be administered by both means, they will be referred to as knowledge tests. Before an applicant may take the airline transport pilot (ATP) knowledge examination, however, an inspector must establish that the applicant is eligible for the requested certification in either the airplane or rotorcraft category. Except for age, applicants must meet all eligibility requirements before being authorized to the ATP knowledge test or being issued a Federal Aviation Administration (FAA) Form 8060-7, Airman’s Authorization for Written Test. Inspectors should use either the job aid entitled, “ATP-Knowledge Qualifications Job Aid-Airplane” or “ATP-Knowledge Qualifications Job Aid-Helicopter,” as applicable, to complete this task (see Figures 5-110 and 5-109). The eligibility requirements for the ATP certificate are printed in an abbreviated form on the job aid. The following is an expanded discussion of the eligibility requirements.

A. An applicant must submit documentary evidence to show at least one of the following acceptable pilot qualifications:

·An FAA commercial pilot certificate,
·A commercial or ATP certificate (without limitation) issued by an International Civil Aviation Organization (ICAO) country, or
·Evidence of United States (U.S.) military pilot qualification within the past 12 calendar-months (such as aeronautical orders or flight time logs).
B. An applicant must process a current first class medical certificate.

C. An applicant must be a high school graduate or the equivalent. ...

D. An applicant must be able to read, write, and understand the English language. ...

E. An applicant must be of good moral character. ...

F. An applicant must have accumulated the flight experience required for the appropriate category rating before taking the knowledge examination. Each applicant must submit logbooks or other equivalent documents for an inspector to verify the flight experience. See paragraphs 5-802, 5-810 or 5-811 as appropriate for the experience requirements for the airplane and rotorcraft categories, respectively.

I have to agree with you. Yes lots of people have taken ATP written without meeting the requirements. If you look at some of the regional airlines requirements, the minimuns are 1000/200 with an ATP written.

Typical government. This is the guidance given to the FSDO folks, not you, the unwashed masses.

So, of course, you won't find this in a regulation. Because there isn't one. Made up BS.

The good news is that people are successfully taking the ATP written without this "guidance".