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Originally Posted by Typhoonpilot
(Post 843034)
I would tend to agree to the first part of your statement. It is true that many parts of the world look down upon the FAA ATP. However, that is only from the theoretical standpoint. It is quite true that the FAA ATP written is a joke and that the JAA writtens are quite difficult. However, being able to calculate that drift rate of an uncaged gyro is meaningless when it comes to flying modern aircraft.
Typhoonpilot Thanks for the real viewpoint from the world community. I have only been a part of the training/instruction programs on the JAA and FAA sides of things, so your operational view was helpful. Do you think since most of the large foreign carriers like Emirates are run my Brits/non-US CEOs they place more emphasis on the pilots with a JAA background because that is what they are familiar with? I know tons of FAA pilots are flying overseas, but many seem to agree there is a general atmosphere of superiority from other pilots who went through a non-FAA training background. Maybe they are just insecure because they dont have the real flying skills like we do ;) |
Typhoon, I always find your posts informative and very accurate. Excellent post, and I tend to agree with your un-biased assessment.
Cheers! |
Hi!
The FAA flying training and written testing is very good. The written testing is NOT as tough as the JAR series of exams. FAA licensed pilots, on average, like JAA pilots are, on the average, far superior to the average pilots in many countries, mostly because the US and Europe have more resources for flight training (planes, runways, ATC, money to pay for lessons, etc.). The lowest types of pilots are those who pay money, and get a license. Basically, very limited, or possibly even NO written test or flight exam. If you are a US pilot and want to work abroad...go for it! BUT, be ready for a LOT of differences, and do your best to adapt! cliff LFW |
Post Quality, Truth, and Whatnot
Thank you Typhoon for your continued accurate, truthful, unbiased posts.
I owe you a few beers. :cool: YF |
Originally Posted by Typhoonpilot
(Post 843034)
I would tend to agree to the first part of your statement. It is true that many parts of the world look down upon the FAA ATP. However, that is only from the theoretical standpoint. It is quite true that the FAA ATP written is a joke and that the JAA writtens are quite difficult. However, being able to calculate that drift rate of an uncaged gyro is meaningless when it comes to flying modern aircraft.
What I see from extensive experience operating worldwide is that the FAA rated pilots tend to have better handling skills than their European brethren as well as better systems knowledge. That is for two reasons. One is that FAA rated pilots tend to come from a strong general aviation background and probably flew the first 2000 hours of their career without ever using an autopilot. Secondly the U.S. aviation system actively encourages hand flying skills and visual approaches. This makes for a pilot who can actually fly an airplane. In regards to systems knowledge that is from the historical use of the type rating oral where an FAA examiner will ask the applicant to explain all the systems switch by switch from the overhead panel. The JAA pilots tend to concentrate on theoretical knowledge and managment skills. I would say that the JAA pilots have better overall management skills and deeper understanding of weather and performance than their American counterparts. However the practice of a multiple choice written exam for the systems portion of a type rating leads to a rather shallow understanding of specific aircraft systems. I've also flown with many JAA rated pilots who are scared to hand fly the aircraft or fly visual approaches. Typhoonpilot The exams may be a little more difficult to pass than the FAA version but they really are pretty useless when it comes to practical application. My students who have completed the exams could easily tell me, lets say, the frequency range of localizers, but are unable to tell me the difference of an ILS to a LOC BC. They could tell me the minimum distance between parallel runways used by airport planners but cannot find the DA or MDA on a plate, nor do they know the difference between the two. The flying portion is similar. Mostly theory. Little to no systems. Developing actual stick and rudder skills are second to things like procedures, enroute nav, or ATC communication. Lastly, and this differs I believe from program to program, but at the end of the course that I teach in the students will hold a frozen ATPL with about 180 hours TT and 10 hours of actual PIC. Instead of solo time building we have "SPIC", or supervised PIC. On SPIC flights the instructor rides along and the student logs the PIC time required for the frozen ATPL. So.....when these guys get hired they have made exactly 10 hours of decisions without someone more experienced telling them they are about to kill themselves. Some day they will upgrade to captain with the same 10 hours of decision making under their belts and a 180 hour FO sitting next to them. Anywho, there are some good things about the JAA programs, but.....If I had to choose between an FAA or a JAA pilot to fly with when the S hits the fan all things the same I take the FAA guy 100% of the time. |
I really can't find anyone to disagree and I have been having this conversation for years now ..
FAA flight training has a much better syllabus but it's theory is lacking when compared to the JARs. |
Originally Posted by Typhoonpilot
(Post 843034)
In regards to U.S. pilots being at a significant disadvantage at Emirates that is just horse hockey ( no pun intended for the recently departed horse ). There has been some prejudice against Americans over the years, but it doesn't place Americans at any particular disadvantage.
I think that the disadvantage that was mentioned at the LAX Emirates Roadshow was in regards to entry level US airline flying is not a B737 or A320. So, asking for time in multi-crew jets over 55 tonnes, or 30 tonnes.... most of the regional jets are under both those weights. New US airline recruits don't ever fly B737/A320 "ab initio" (except maybe the US military services). But they do in Europe. |
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