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International experience worth........

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Dexter Moon

New member
Joined
May 10, 2005
Posts
4
International experience worth with low TT....

I would appreciate any feedback on my international flying experience?

I hold 737-200 and A300-600 type ratings. Would it count as 121 or what? My TT; 1650 with 750 jet as SIC.

Both companies went bust due to financial reasons. Now,my wife and I taking our 2 kids back home(US) and wondering where would i go to with this kind of qualifications??

Moon
 
Of course your experience is worth something. But I don't see you coming close to meeting the mins for most of the majors/LCCs who are hiring, and I'm sure you aren't too competitive for the Freight folks. But corporate or regional might take you. Good luck, and welcome back to the good old US of A.
 
Not mad, but a little disgusted, and I'm very proud Pilot. How can my family ( wife+ 2 kids) make it with $17,000/yr???

Really, that's Fvc@D-UP!!!!

Moon
 
Dexter Moon said:
I'm very proud Pilot.


Moon

There's your problem. Fed-ex year 1 FOs don't make much more. Send the wife and kids to work and look for a part time job (selling donuts at the local Chiunese run bakery comes to mind) on your days off (a family that works together, stays together). This alone will help to fund your IRA. Do that for 30 years and it can really add up. Either way, make sure you are out networking. Those foreign run donut shops can be pretty picky about hiring American round eyes.
 
Have you even tried applying anywhere? What about companies like World, Omni, Atlas, Polar, they operate heavies and go international. You might be able to talk your way into a job at one of those places. Another way to go might be to talk to some corporate flight departments that fly mostly international; your experience could be valuable to them.

And quit complaining about pay.
 
Dexter Moon said:
International experience worth with low TT....

I would appreciate any feedback on my international flying experience?

I hold 737-200 and A300-600 type ratings. Would it count as 121 or what? My TT; 1650 with 750 jet as SIC.

Just a thought, but ExpressNet flies the A300, you might want to give them a call. Good luck.:)
 
Qatar airlines is looking for A300-600 FOs



First Officers (ref #FI/FO/716/05)
A300-600, A320, A330
Minimums: 1,000 TT ("airline time"), 500 on type, ICAO ATP, max age 45.

Apply:

Send your resume with the above reference # together with photocopy of license, ratings, medical, and passport; passport-sized photo, and the most recent logbook (showing entries) to:

[email protected]
fax: (974) 4622895 or
mail: The Human Resources Department - Qatar Airways
P.O. Box 22550
Doha, State of Qatar

Pay package:
Capt $9,000 USD/mo (including housing allowance) tax free
F/O $6,800 USD/mo (") tax free
Benefits: school fee subsidy for children, Loss of License, Medical, Life ins.
 
Hey Moon,

Alot of us "Feel your pain", but unless you have some "space shuttle" time you overlooked in your logbook, you better jump on that regional job for $17,000 until you have enough time to go elsewhere. You are joking right? You must be fishing for rage or something. I can't believe you are not aware of the number of furloughed pilots with 4 to 5 times the flight hours you have.
 
Wiggums said:
Have you even tried applying anywhere? What about companies like World, Omni, Atlas, Polar, they operate heavies and go international. You might be able to talk your way into a job at one of those places. Another way to go might be to talk to some corporate flight departments that fly mostly international; your experience could be valuable to them.

And quit complaining about pay.



no offense, but not many corp operators want an 1600TT Airbus pilot with a little Intl experience...

my GUESS is there is no PIC time in there either?.

Hate to say it but that resume is just not too marketable in the US for the job you expect to get.

Id keep shopping overseas if regional flying is below you (completly understandable)
 
Try Tradewinds. They are in hiring mode and have been known to hire lower time people, especially with your type experience. They have A300B4s and 747s and starting pay is much better than a regional.
 
KellBill, Wiggums, FDJ2, wesb737fo, and flywrite; I would like to thank you all for your help and i appreciate your feedback.

free.bird buddy am not really sure about Middle East, you need to run as fast as you can.....far far away from these guys....really!!

Right now, I'm with my Swiss wife and 2 kids in Zurich trying to figure-out what is the best path to take......

miles otoole; thank you for your nice comments and wish ya all the best...you a true professional.

Moon
 
Dexter,

I am in a very similar position as you. My TT is 2140 and PIC 760. While my numbers are generally lower than most others I see on these boards, I feel my experience is worth more. I am a Navy pilot and have spent a good portion of those hours overseas in a 4-eng P-3. All but about 150 hours of my TT are in mutli/turbine. (No jet time for me yet). If you look at the requirements listed for many of the Majors, they are 2500 TT and/or 1000 PIC. It is very frustrating.

For guys like me and you, the only thing to do is to look at every possiblity until the right one presents itself. After reading through this thread, I'm going to look at Tradewinds as one of the other guys suggested. The starting pay stinks, but the upgrade time looks very fast compared to all the other companies. Housing arond Greensboro is pretty affordable too.

I'll sum up with a few things I have learned from job-hunting:
1. I assume you have your ATP. If you got a foriegn license, get your ATP.
2. Get your FE written done.
3. Keep your 1st class medical certificate current.
4. DO NOT GO TO A REGIONAL unless you have too. Regionals don't pay very well and it still takes 4-5 years to upgrade to Captain. PIC time is huge. For me, if I can't get a job right off with a Major, I'm flying whatever will get me PIC time the fastest, even small cargo (such as AirNow).
5. Consider attending a pilot job fair. (Check out airapps website). I have not done so yet, but I may. For those of us with low hours, face to face time might help.

Crapy pay is going to be painful for a couple years, but you gotta do what you gotta do. Hope some of this helped.
 
My .02

Take whatever job you can right now, keep the money coming in. In the mean time keep looking for greener pastures. Theirs nothing wrong with the regionals that’s where most of us civilian pilots start out, yes starting pay sucks but you have to keep working. Honestly you have been quite fortunate
"I hold 737-200 and A300-600 type ratings. Would it count as 121 or what? My TT; 1650 with 750 jet as SIC." Those numbers in the US would make you about average with the 2yr flight instructors or legal to fly 135-night freight in a pos 210. (Less the types of course)

Don’t get your hopes up for some grate corporate job for every 1-retirement corp. job there is 50 crap operators. A competitive pilot that has the right connections is @5000 tt with multiple types in corp. a/c.

So just to recap:
Keep working take something that can help you move up.

PS. anotherwannabe No box lunch for you.:)



 
Just a little confused?

In reference to Anotherwannabe?????

You wrote....

I am in a very similar position as you. My TT is 2140 and PIC 760. While my numbers are generally lower than most others I see on these boards, I feel my experience is worth more. I am a Navy pilot and have spent a good portion of those hours overseas in a 4-eng P-3. All but about 150 hours of my TT are in mutli/turbine. (No jet time for me yet). If you look at the requirements listed for many of the Majors, they are 2500 TT and/or 1000 PIC. It is very frustrating.

How is it that flying a 4 engine turboprop overseas looking for submarines make you more qualified than most??? A pretty bold statement I believe. Don't forget there are thousands and thousands of qualified and competent RJ captains that are flying everyday in the domestic system with thousands of flight hours.

The job in which you are seeking is a civilian job! You might want to get a civilian job (even a regional one) that pays poorly so you can get some experience doing what is exactly what the majors do! Don't feel in today's climate your experience is even close to being "worth more."

I know your experience is valuable, however. We're not flying domestically looking for subs over Omaha. We fly passengers in high dense traffic environments.

Don't get me wrong, I appreciate everything you do for my family and me while your flying in the military, however. You might re-evaluate your opinion of civilian commuter guys. Because these are the guys that have four times the minimum requirements the majors require. These are the guys you'll be competing against for a job. And finally, these are the guys that will be helping you through your checkride at the civilian job because you are not completely familiar with the civilian way of doing things.

GOOD LUCK!
 
Hey Buds,

I wish i could fly for a Regional and get great good domestic 121 experience but not with $17,000/YR , how can i support my wife and 2 kids for that kind of money??? I forgot to mention that i have a 4 year degree in Aeronautical Science.

FXbat; My 750 jet is International route experience as F/O on 737 and A300-600. which i disagree with you sayin "it worth 2yr flight instructors or legal to fly 135-night freight in a pos 210. (Less the types of course)! I TOTALLY DI AGREE WITH U MA'MAN

Anotherwannabe; thankx for your advice bud.

Dex.
 
Dexter Moon said:
International experience worth with low TT....

I would appreciate any feedback on my international flying experience?

I hold 737-200 and A300-600 type ratings. Would it count as 121 or what? My TT; 1650 with 750 jet as SIC.

Both companies went bust due to financial reasons. Now,my wife and I taking our 2 kids back home(US) and wondering where would i go to with this kind of qualifications??

Moon

I think Tradewinds is hiring onto the A300, although it might be for 1 month tours of Taiwan. (then a month home) Ask CSY MON.


Bye Bye--General Lee
 
Dexter Moon said:
which i disagree with you sayin "it worth 2yr flight instructors or legal to fly 135-night freight in a pos 210. (Less the types of course)! I TOTALLY DI AGREE WITH U MA'MAN


Disagree all you want, but the man speaks the truth. In the US 2100 TT is 2100 TT. They don't care what equipment you flew if you don't meet the TT requirements. The average CFI leaves to go to the regionals or 135 with your TT. Just the way it, sorry.
 
Anotherwannabe; thankx for your advice bud.

Dex.

Ok…. you’re the man.

I wasn’t comparing the quality of your experience just your total time to others. Look at this board there are people out of work that have twice as much time taxing than you’re total time. You think anyone of those people have flown heavies international as Pic?

There are a lot of people in this world that want a free pass, think they are initialed. Hell some hear pay 20k+ to sit in the right seat of a 1900 for 250hrs instead of instructing. Would you? You have the right attitude.

Do me a favor, when your hired hear in the US. Buy a major international player, Please let me know. Because I have been wrong before. I just think your original question asked. "where would I go to with this kind of qualifications?? You wanted the truth and right now your time and experience is not very competitive.

 
Actually your experience is very competitive, you total time is not.
I agree with you on one thing, I would not compare you to a flight instructor who has been teaching for two years, THE ONLY THING IN COMMON would be your TOTAL TIME.

Welcome to the world of all does not some equal. I will have 7000TT shortly and have over 1500 In'tl on the 767/757 (most as an FO) not to mention time in numerous other jets, what does that get me? A kid at Gulfstream Intl with 1000 hours on the BE-1900 will qualify for SWA, FedEx, UPS, and Airtran, I don't.

We are all aware of how the game is played, and we all must live with our choices. I avoided the sit at the regional level to gain PIC, I now have that monkey on my back if things go to crap.

Good Luck

AA
 
JimEJet,
So here's where the dirt-slinging starts, I guess. Happens on all threads. To set the record straight, your internet knowledge of the P-3 mission is lacking. Try a google search for ISR.

Next, I'm not saying that since I'm a military pilot that I'm better than anyone. What I'm saying is that military pilots are thrust into larger platforms and world-wide operations faster than a fella working his way up through the private-CFI-BE90 ranks. 2500 hrs is great; I wish I had it. But you can't deny that 2500 hours is not the same for every pilot.
 
No mudd slingin intended bro! Like I said, I do appreciate your experience in the P-3, whatever your mission was, I have no idea. But, I too had the dilemma how to eat Ramen Noodles for 10 years before I could get a modest thirty thousand dollar a year job, you are to financially strapped to work at. L

It is true that I can appreciate the value of your mission of anti-sub warfare, but what does that have to do flying B737's in New York airspace? If I were looking for subs in the Hudson while approaching Laguardia it may be extra helpful, but I'm not. Again, I value your experience, however. You cannot by any means say your experience is on ounce more valuble than a guy flying king Airs in the midwest in all weather. Just guess, I never viewed my experience as being better than anyone elses. It was just experience that kept me alive and brought me where I am today!

Look around bro, there are plenty of guys slugging around from Barons to Beeches to RJ's working for dirt.

The only question you need to ask is...Do I have the stomache to stick it out while keeping current so MAYBE I'm lucky enough to get called by someone who thinks I met the competetive minimums?

You'll need to beg borrow and steal to survive in the lowly civilian sector. All us civilians know how bad it can be, welcome to "OUR MISSION." IT SUCKS.

This is not MILITARY vs CIVILIAN!! This is what I'd call transition awareness if you will.

I honestly hate it as much as you do, And we are on the same side as far as I'm concerned.

GOOD LUCK!
 
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One more thing here's the search you told me to do on the P-3...

Not sure where I was wrong, guess you were on some double secret probation mission on the P-3.???????????

Where am I wrong?

navffile.gif

P-3C Orion

[font=Helvetica,Arial]Updated: April 5, 2003[/font]



p3c-orion.gif


Description: Four-engine turboprop anti-submarine and maritime surveillance aircraft.


Features: Originally designed as a land-based, long-range, anti-submarine warfare (ASW) patrol aircraft, the P-3C's mission has evolved in the late 1990s and early 21st century to include surveillance of the battlespace, either at sea or over land. Its long range and long loiter time have proved invaluable assets during Operation Iraqi Freedom as it can view the battlespace and instantaneously provide that information to ground troops, especially U.S. Marines.


The P-3C has advanced submarine detection sensors such as directional frequency and ranging (DIFAR) sonobuoys and magnetic anomaly detection (MAD) equipment. The avionics system is integrated by a general purpose digital computer that supports all of the tactical displays, monitors and automatically launches ordnance and provides flight information to the pilots. In addition, the system coordinates navigation information and accepts sensor data inputs for tactical display and storage. The P-3C can carry a mixed payload of weapons internally and on wing pylons.


Background: In February 1959, the Navy awarded Lockheed a contract to develop a replacement for the aging P2V Neptune. The P3V Orion, derived from Lockheed's successful L188 Electra airliner, entered the inventory in July 1962, and more than 30 years later it remains the Navy's sole land-based antisubmarine warfare aircraft. It has gone through one designation change (P3V to P-3) and three major models: P-3A, P-3B, and P-3C, the latter being the only one now in active service. The last Navy P-3 came off the production line at the Lockheed plant in April 1990.


Point of Contact:
Naval Air Systems Command
Public Affairs Department
47123 Buse Road, Unit IPT
Bldg. 2272, Suite 075
Patuxent River, MD 20670-5440
(301)757-1487



General Characteristics

Primary Function: Antisubmarine warfare(ASW)/Antisurface warfare (ASUW)
Contractor: Lockheed Martin Aeronautical Systems Company
Unit Cost: $36 million
Propulsion: Four Allison T-56-A-14 turboprop engines (4,900 shaft horsepower each)
Length: 116 feet 7 inches (35.57 meters)
Wingspan: 99 feet 6 inches (30.36 meters)
Height: 33 feet 7 inches (10.27 meters)
Weight: Max gross take-off: 139,760 pounds (63,394.1 kg)
Speed: maximum - 411 knots (466 mph, 745 kmph); cruise - 328 knots (403 mph, 644 kmph)
Ceiling: 28,300 feet (8,625.84 meters)
Range:Maximum mission range - 2,380 nautical miles (2,738.9 miles);
for three hours on station at 1,500 feet - 1,346 nautical miles (1,548.97 miles)
Crew: 11
Armament: 20,000 pounds (9 metric tons) of ordnance including:Harpoon (AGM-84D) cruise missile, SLAM (AGM-84E) missiles, Maverick (AGM 65) air-to-ground missiles, MK-46/50 torpedoes, rockets, mines, depth bombs, and special weapons
Date Deployed: First flight, November 1959; Operational, P-3A August 1962 and P-3C August 1969
 
Copy all jimEJet. While I wear a flag on my shoulder, I try not to wave it at everyone I see. I forgot to say earlier: Thanks for the support. It means a lot.

Enough of the musy stuff. What was this threat about??

Good luck to us all I guess.
 
jimEJet said:
This is not MILITARY vs CIVILIAN!! This is what I'd call transition awareness if you will.

Let me help out here if I can. In the military you have no dispatchers, no ACARS, no PDC filed by your SOC, you have to do all your own fuel planning (to include your air-to-air refueling plans) no real time WX updateing and your missions include multiple air refuelings with multiple airplanes in the cell followed by a low level IR route with a controlled time to the contact point.

But here in -121 world the vectors to the ILS final can be a b!tch man. And then sometimes you have to wait for wing walkers to marshall you into the the gate. And then....this is really hard to handle....their are other airplanes with similar call signs! Imagine your AA 203 and then a DL 203 checks in on the freq. You gotta stay heads up on that one cause the center is only going to tell you about it once...then its up to you to listen up for the next radio freq. change.

Now dont yell at me guys....I'm just pointing out that -121 flying is fairly routine with very few daily challanges other than dealing with the WX. Its much more mundane and less demanding than an average mil. mission which has multiple events and no mission planning support other than what the crews have done for themselfs. In the military the flying mission is by far more challengeing than the worst day operating from ORD to LGA.
 
I guess you have never flown 121 Supplemental Charter
 
Fellas.. I really don't want to see this turn into a military pilot vs. civil pilot war. If I insulted anyone, I apologize. We've all got our own experiences to fill our resumes.
 
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On an airline trip, I have the entire crew (including the stews) meet in the hotel lobby 4 hrs. prior to wheels up for mission planning..........then we step.

Could this be why I'm on EVERYONES "nofly list?"
Dude, I'm highspeed!!!....
 
Could someone remind me what this thread is (or was) about?

:)
 

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