Hi all, I'm wondering if there's any canucks out there that have moved over to the UK to fly. I have my UK/EU passport and am moving over this summer. Just wondering about your flying experience and how you've enjoyed it over the other side.
Thanks,
Oates
Anyone working in the UK?
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shamrock104
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Cat Driver
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shamrock104
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SQ
Altiplano,altiplano wrote: Mostly just a bunch of limey whores buying type ratings from what I hear...
You even have to include a cheque with your resume at some operations - Application fee they call it - it's not cheap either at 100 pounds or so...
Easy jet has an ab initio cadet program and the guys go flying B737 with only 250 hrs - so told me their CP.
training bond is 17000 £ on 3 years. not a pain in the ass when you have 24400£/ year when you're a cadet.
I'd like to see that in canada
but europe industry is really not like our and doesn't present such a variety in ops and planes. there is no bush flying there neither fishing camps at 5 hrs from first gas corner nor a lake as big as mediterrranean see each 10 nm, but only airlines, few medevacs, army and gvrt. most of the interesting jobs like corporate jets are reserved to veterans army pilots. Instructors are not paid... you don't have much possibilities to log hrs.
Recruitement is based on different things like maths, degrees, a bunch of things that has nothing to do with flying.
but it's a different country and you can't compare the way it works with canada. nothing in comon.
before injuring, travel, you're at the good place for it.
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SQ
So where do 250 hour guys get type rated? They pay for it. Cadet pilot BS is something that companies do for 1% of their new hires to make themselves feel good. In no way is it representative of their industries practices.If you're not typed you will have to dig deep
I wouldn't... Not to mention I would't want to put my family on a plane with a 250 hour newb who just bought his type rating.I'd like to see that in canada
SQ
In reference to your question, I fly 737's out of LGW.
Altiplano
The whole type rating thing over here is mind boggling. That said, Ryanair started it, others followed. I certainly don't condone it, but it's the way the system works over here. At least, with the exception of Ryanair, most companies over here pay a decent starting wage, which is more than I can say for Air Canada, or Westjet.
As for newbies in the right seat. I guess you won't be doing any flying in Europe or Asia then. That said most of the newbies I've met may lack experience, but are sharp as hell. You have to keep an I on them, but the safety record of most European air carriers speaks for itself.
Cheers
UKBound
In reference to your question, I fly 737's out of LGW.
Altiplano
The whole type rating thing over here is mind boggling. That said, Ryanair started it, others followed. I certainly don't condone it, but it's the way the system works over here. At least, with the exception of Ryanair, most companies over here pay a decent starting wage, which is more than I can say for Air Canada, or Westjet.
As for newbies in the right seat. I guess you won't be doing any flying in Europe or Asia then. That said most of the newbies I've met may lack experience, but are sharp as hell. You have to keep an I on them, but the safety record of most European air carriers speaks for itself.
Cheers
UKBound
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Cat Driver
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UKbound:
The secret is in the training.
I have some experience working with and taking training from the providers for these airline positions in Europe.
I can understand where the Canadians would balk at low time FO's being put on line because they are relating to Canadian training standards.
Their fear is justified.
Horses for courses as the Brits say.
The secret is in the training.
I have some experience working with and taking training from the providers for these airline positions in Europe.
I can understand where the Canadians would balk at low time FO's being put on line because they are relating to Canadian training standards.
Their fear is justified.
Horses for courses as the Brits say.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Whatever Cat - I respect some of your arguments but shooting down all of Canadian training is completely biased and unfounded.Cat Driver wrote:I can understand where the Canadians would balk at low time FO's being put on line because they are relating to Canadian training standards.
Their fear is justified.
Generally airlines offer quality training for their hires and lots of international students are doing their ab initio in Canada before going back to Europe for their bus rating...
I'd balk at low time heavy f/o's if they were trained on mars too... Unfounded? Maybe but I'm not biased because I hate everyone equally.
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Cat Driver
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alti.....
......maybe you should go to Europe and go through the training and exams to the point you are an ATPL typed on say a 737-8 and then get back to me about the comparison to Canada training wise.
......maybe you should go to Europe and go through the training and exams to the point you are an ATPL typed on say a 737-8 and then get back to me about the comparison to Canada training wise.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
The thread seems to be getting a little bit off topic.
To try and add to the arguement between Canadian and JAA licences, I have to say there isn't much in it. I have done both and would give the academic side of things to the JAA 14 written exams. The commercial licence and instrument ratings flight tests are both difficult on either side of the pond for different reasons. One big thing with the JAA licences that adds to the stress of test day is the cost. An initial test cost £692 (approx. $1500 CDN) and that is just for the examiner fees let alone you A/C rental which can run about $700 CDN an hour for a twin.
To get back to the original question:
Depends on what kind of flying you want to get into. If you are low hours and ready to buy a type rating you probably won't be out of work for long. If you already have a rating and the appropriate JAA licences you probably won't be out of work for very long.
If you are coming over to instruct it is a meager existence only teaching PPL. Pay gets better if you move onto CPL/multi/IR instruction and can actually be a decent living wage if you are at the right school. The place I instruct at sees instructors as annoying parsites they have to give a bit of money to every once and a while so even though I do instruct CPL/multi/IR I work damn hard to make ends meet.
As the airlines over here are snapping up anyone willing to buy a type rating and that is most people with 250 hours and a frozen ATPL, instructors are in high demand. If you want to know more about the world of instructing over here I can certainly advise on that, I have been teaching here for about 2 and half years. If you are going to be converting your licences and ratings to JAA I can offer some advice on that as well.
To try and add to the arguement between Canadian and JAA licences, I have to say there isn't much in it. I have done both and would give the academic side of things to the JAA 14 written exams. The commercial licence and instrument ratings flight tests are both difficult on either side of the pond for different reasons. One big thing with the JAA licences that adds to the stress of test day is the cost. An initial test cost £692 (approx. $1500 CDN) and that is just for the examiner fees let alone you A/C rental which can run about $700 CDN an hour for a twin.
To get back to the original question:
Depends on what kind of flying you want to get into. If you are low hours and ready to buy a type rating you probably won't be out of work for long. If you already have a rating and the appropriate JAA licences you probably won't be out of work for very long.
If you are coming over to instruct it is a meager existence only teaching PPL. Pay gets better if you move onto CPL/multi/IR instruction and can actually be a decent living wage if you are at the right school. The place I instruct at sees instructors as annoying parsites they have to give a bit of money to every once and a while so even though I do instruct CPL/multi/IR I work damn hard to make ends meet.
As the airlines over here are snapping up anyone willing to buy a type rating and that is most people with 250 hours and a frozen ATPL, instructors are in high demand. If you want to know more about the world of instructing over here I can certainly advise on that, I have been teaching here for about 2 and half years. If you are going to be converting your licences and ratings to JAA I can offer some advice on that as well.
