Grand débat, mais question qui m'est souvent posée. Alors voilà ce que j'en pense, mais attention, comme on dit, les conseilleurs ne sont pas les payeurs...
Quelques faits:
- le marché US est a court de pilotes depuis quelques mois. Mais travailler aux USA nécessite une Green Card. Faut il se marrier sur place pour l'avoir? J'ai 3 copains qui l'ont fait et qui sont CDB en Regional et VIP.
- le marché Europeen est en plein boom.
- le marché mondial également.
Donc, quelque soit la licence, il y a du travail. Par contre, il faut être conscient qu'une licence FAA c'est à dire OACI impliquera une expatriation pour bien longtemps...
FYI, it also speaks of a worldwide ICAO ... but when? in 10 years? if ever ... For France, I doubt.
If financial reasons or the difficulty of testing theoretical JAA rétissants makes you undertake to pass a JAA license, so I recommend an FAA license.
For Africa is a good way to get a foot in the stirrup. Personally if I could return to work on Airbus, I will not hesitate a second. Because as they say, Africa is magical ... And it is magic! What experience and memories. Attention to political instability in the country.
It is true that sometimes, in addition to basic license, they often require hours turbine, or even the qualifying (or C-208 King Air ...). Obviously, they put pressure to have the least training to do, but also according to the market, as always, and there it is in our favor.
After the CPL / IR + ATP FAA theoretical, it is always good to have experience. The goal is to get hired without having to pay too much "surplus" and as soon as possible. The
susrplus, after the license is what?
Well, it will pay a qualified instructor FI (which can certainly be paid a little (under Special Visa) as an instructor in the school where we did the training instructor. What is also negotiating to avoid ending up with the qualifying unemployed FI).
It also bought a block of hours on turbine ... example, 200 hours Citation copilot. While the U.S., only the CBD is qualified on the aircraft, the copilot did not need to mention this, except for training sucsincte without sanction of a diploma. So yes block of hours, but no type rating.
So beware.
If I had to do with financial constraints (too expensive training JAA), I'd probably an FAA license (it's great because in addition to English, since in any case the first job that will be for 95 % chance in English). Then I showed
hours for 1 year in the USA either as instructor or as width of para or banner towing or ...) that is to have at least 800 hours total, and you see why allz 800 hours (which could still be best is 1.300 hours ...),
Can I buy a A320 type rating with a block of hours 200 hours total for 1000 h (or better 1.500 hours). Aim for 1,500 h total, to pass into the stride ATPL test on the A320 simulator in the USA. This is the best purpose. However I advise to check with a school of a regulatory perspective because in Europe, to pass the ATPL, requires 500 hours JAR 25. To my knowledge, this is not the case for the U.S. and we can have a Cessna ATPL. The CV would
:
CPL / IR 1000 hdv
A320 F / O 200h.
or better
ATPL A320
1500 hdv hdv including 200 A320s.
And, there may be a blow to direct work on A320 copilot is using either India or East Asia ..
And after having a good experience 500 or more 1000 hours on type, you can choose the company of his choice to the extent that they accept the FAA license.
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So obviously the additional cost of training would be the initial cost of the CPL / IR JAA in Europe. Given the appreciation of English (American) and the ratio Euro / Dollar, this extra cost is to consider each case.
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After it will be possible to make a JAA ATP THEORETICAL or maybe by the, it does pose no further problem with globalization ... (except in France of course ..) and spend exams directly on the A320, I mean the test for the CPL and IR at a time and then the JAR ATPL. Meanwhile, it took to pass the ATPL FAA A320 in the U.S. in any case, this is not a problem.
Voila.
Now, for those who are forced into a CPL / IR FAA "basic" is far from clear. Personally, I would advise those who are determined to get out there in Africa and "wait" when to start.
Good luck.
is very positive for the next 10 -15 years and I think for much longer given the orders for aircraft and air transport needs. I think particularly India and China.
Comments are most welcome.
JB
