F/O Jobs in China

B

bafanguy

Well-Known Member
Don't see a great many F/O jobs posted for China but this outfit has listed positions for EMB145, 190, and Do328 but didn't list many details about requirements. I'd assume some time in type would be one of them. This HKG company has a MIA office:

http://www.chinaaviationrecruitment.com/

Maybe some of you furloughed folks would be interested. It's worth a phone call in any case. The money they list is not too bad.
 
From reading the info on the website it looks like the requirements are posted on climbto350.com.

Pretty decent money though!

BP244
 
Many of these overseas jobs seem to require 'time in type' which I can understand. Just seems like none of the companies offer training. Is there any jobs that come up that just require say 135 times or similar? If not, whats the pathway one would take to get time in type? Get a job here first and then apply overseas?
 
d_mckerrow06 said:
Many of these overseas jobs seem to require 'time in type' which I can understand. Just seems like none of the companies offer training.
Click to expand...

d_m,

Just a casual observer here, but my guess is that they don't offer training because the don't have to; the world is crawling with pilots who have every qual you can imagine/ask for. Second, they may have government requirements imposed on them requiring a min time in type to issue a license conversion.

Get time in type where you can and take a run at it. 500 hours seems to be a common number in these ads. Now, what/who actually gets hired may be another issue altogether. That's the part you never hear...and reality is usually more telling than ads. Maybe they're the same thing but I don't see how one knows.

Take at look at what LOGS has posted about his route to India. Many ways to skin this cat.

Good luck in the hunt.
 
also be aware with these companies and transferring over your type, there can't be any type of clause. For Ex:

i know for most of us, and on my EMB-145 SIC, it says "circling VMC conditions only"

that needs to be removed before they will consider you...($$$)
 
There is another message board out there that has a huge expat member group. I havent heard good things about contract flying in china. Make sure you do your research before you go diving into the China pool.
 
Any of you guys a little more in the know than me about flying in china know if you need your atp to get on as an fo over there. I know getting rid of your vmc only circle is a must but would you need to shell out another 2gs to get and atp as well? (IF you don't have one already).
 
skinswin34 said:
Any of you guys a little more in the know than me about flying in china know if you need your atp to get on as an fo over there. I know getting rid of your vmc only circle is a must but would you need to shell out another 2gs to get and atp as well? (IF you don't have one already).
Click to expand...

skins,

My guess is that you'd need an ATP at a minimum. I think there are some issues with the way an FAA license is regarded around the world. If $2K is all that stands between you and an ATP, spend the money. You'll have to have one anyway.

Typhoonpilot will correct my guess as necessary. Listen to him...not me. :D
 
Yes your right about how the FAA licence is viewed.... It is because the theoretical knoledge training is just not present in the US system and various differences from ICAO which make transferring a FAA CPL much harder than say a JAA F-ATPL
 
skinswin34 said:
Any of you guys a little more in the know than me about flying in china know if you need your atp to get on as an fo over there. I know getting rid of your vmc only circle is a must but would you need to shell out another 2gs to get and atp as well? (IF you don't have one already).
Click to expand...

I've been thinking about that, too. I've got the ATP, but it's got the VMC circle limitation on it. What are some ways to ditch that limitation? I'm saving $$$ to head to Higher Power for a 737 type down the road anyway, but I'm not sure if that would clear it or not.
 
You just have to do the approach in the SIM my friend a TRE on the 777 ex Continental had to shell out his own money and get a Canadian licence before he could be hired in India
 
PW127F said:
... my friend a TRE on the 777 ex Continental had to shell out his own money and get a Canadian licence before he could be hired in India
Click to expand...

Did he say he had to get a Canadian ticket? I have a good buddy who interviewed with Jet Airways...tons of 777 PIC time...and he didn't say there was any issue involving a Canadian ticket. There are several AA guys flying for Jet Airways...or there used to be at one time.

I've heard mention of guys getting Canadian tickets but can't remember now why they did it...maybe it eased the route to a JAA license ?

Calling Typhoon Pilot...come in Typhoon Pilot !! ...over...:D
 
No it does NOT ease the route to a JAA licence. He had to get a Canadian licence at the time because of the age 60 problems... these may well of been sorted by now.

However he had to spend the money and jump in a sim to get rid of the VMC only thing.

I have noticed AA has started placing limitations on type ratings that they are only valid at AMR or American Airlines INC. something along those lines
 
PW127F said:
He had to get a Canadian licence at the time because of the age 60 problems... these may well of been sorted by now.
Click to expand...

Ah, that explains it. I think to get a foreign license validation, your license of home country has to be valid for similar ops which would've been a problem prior to the age change here in the US. My buddy was 60 ( turned 60 and missed the change in age law by 28 days) when he interviewed with Jet last year so maybe that's been fixed now.

So much to know...so little time. :laff:
 
Got the ATP Sunday, starting to plan a trip to remove my circle to land restriction. It's cheaper with a partner. Anyone interested let me know. EMB 145.
 
PW127F said:
B-777 LIMITED TO FAR 121.543(b)(3)(i) OPERATIONS AT AMERICAN AIRLINES INC .
Click to expand...

How on earth is that legal? It's bad enough that they're allowed to issue SIC types for what amounts to a PIC type ride minus one or two procedures they're clearly leaving out to keep the workforce captive, but to just baldly assert that your training on the aircraft is only applicable to their operations? That's absurd. So the FAA is just blithely typing out "B-777 LIMITED TO AA OPERATIONS AT NEGOTIATED PAY RATES OR LESS"? WTF, OVER?
 
Boris Badenov said:
How on earth is that legal? It's bad enough that they're allowed to issue SIC types for what amounts to a PIC type ride minus one or two procedures they're clearly leaving out to keep the workforce captive,
Click to expand...

BB,

I doubt any pilot senior enough to be a 777 crewmember at AA is being held captive at AA through machinations of FAA licensing criteria. I gave up looking for logic in the actions of the Feds decades ago; they are what they are, as sad as that is. Your point about SIC vs PIC type ratings is very valid. What's a few more manuvers in the sim to get the full type ?

Here's the FAR in question. If you can decipher it, let us know:

Sec. 121.543 - Flight crewmembers at controls.
(a) Except as provided in paragraph (b) of this section, each required flight crewmember on flight deck duty must remain at the assigned duty station with seat belt fastened while the aircraft is taking off or landing, and while it is en route.
(b) A required flight crewmember may leave the assigned duty station --
(1) If the crewmember's absence is necessary for the performance of duties in connection with the operation of the aircraft;
(2) If the crewmember's absence is in connection with physiological needs; or
(3) If the crewmember is taking a rest period, and relief is provided --
(i) In the case of the assigned pilot in command during the en route cruise portion of the flight, by a pilot who holds an airline transport pilot certificate and an appropriate type rating, is currently qualified as pilot in command or second in command, and is qualified as pilot in command of that aircraft during the en route cruise portion of the flight. A second in command qualified to act as a pilot in command en route need not have completed the following pilot in command requirements: The 6-month recurrent flight training required by §121.433(c)(1)(iii); the operating experience required by §121.434; the takeoffs and landings required by §121.439; the line check required by §121.440; and the 6-month proficiency check or simulator training required by §121.441(a)(1); and
(ii) In the case of the assigned second in command, by a pilot qualified to act as second in command of that aircraft during en route operations. However, the relief pilot need not meet the recent experience requirements of §121.439(b).
[Doc. No. 16383, 43 FR 22648, May 25, 1978, as amended by Amdt. 121-179, 47 FR 33390, Aug. 2, 1982]
 
(3)(i): If the PIC is resting he must be relieved by a pilot who holds and ATP and is typed, currently qualified as PIC or SIC (by said company on said type), and qualified as PIC of said type during enroute cruise. A SIC qualified to be a cruise-PIC must not complete trining under 121.433, 434, 439, 440 and 441 to relieve the PIC.

(3)(ii): Of the SIC is resting must be relieved by a pilot qualified to act as SIC during enroute operations, recenvy of experience (121.439.b) not required.

I think that's simple enough right? :confused:

:tmyk:
 
You must log in or register to reply here.
Back
Top