Boeing 737 Type Rating Cost In South Africa

[Zee Palmer]

AsI scanned the internet, I came across a flying opportunity in New Zealand. A small airline was looking for a chief pilot. New Zealand businesses are required to draw from the domestic pool before seeking qualified individuals from elsewhere. Their problem was that a chief pilot would have to have airline experience, as well as business management experience. Prior to airline flying, I managed an advertising agency and other businesses. Also, I have been living a dual career as both an airline pilot and an attorney. After several online interviews and written applications, I was hired.

Still not done. They want to be sure that you do not become a burden to their health care system. You must be examined by a designated doctor in the United States that works with the New Zealand immigration department. You are checked for tuberculosis as well as other ailments. The examination is not cheap.

After immigration hurdles were cleared, the next challenge was obtaining approval from the NZ-CAA, their equivalent of our FAA. In New Zealand, you do not just train for an ATPL or CPL. You must justify why you need such a license. The NZ-CAA contracts out the application process to a company called ASPEQ. The small airline that hired me operated under 135-type rules and therefore only a CPL was required. Since I hold an ATP license in the United States, I first attempted to obtain the ATPL.

The CPL written exam had to be scheduled long in advance, as locations and dates are limited. Many of their flight rules are different than ICAO standards. Additionally, distances are expressed in metric. For instance, VFR minimum visibility is 5 kilometers. The CPL written was a challenge, as it would be in any country. The First-Class Medical Certificate exam also had to be scheduled long in advance. The closest CAA-approved doctor was 100 kilometers from the remote town where I was to live, over a windy mountain road that famously had 365 turns.

The CPL checkride is a bit different. Unlike the United States, maneuvers such as chandelles and lazy eights are not part of the CPL checkride. In New Zealand, maneuvers include steep turns, emergency landings, and short field and soft field takeoffs and landings. With mountains as a constant factor, wind and weather conditions in New Zealand can be quite challenging. That was certainly the case during my checkride.

As the ride started in a Piper PA-28 Archer, winds were gusting to 20 knots. However, during the ride, winds picked up to gusts that exceeded 40 knots. I experienced the worst turbulence I have ever encountered in a GA airplane. During the checkride, we first attempted to land on runway 36, but crosswinds shifted to the west, forcing a go-around. The second landing attempt was to a short gravel runway 29. However, another go-around became necessary, as winds shifted yet again, this time to the south.

By this time, the turbulence had become moderate to severe. I no longer cared about the checkride. I just wanted to get out of the sky. Lining up for runway 18, I was a bit over speed to compensate for extreme airspeed fluctuations, but the winds were within parameters, and with such strong headwinds, the ground speed was slow. I put the plane down and got it stopped. Apparently, the examiner was satisfied with my decision making and he certainly got to see that I knew how to go around. I obtained my New Zealand CPL. In New Zealand, you must be type-rated for every airplane you fly. After being checked out in each airplane, I now hold a type rating in a Piper PA-28 Archer, a Piper PA-34 Seneca, and an GA-8 AirVan.

New Zealand flying is mountain flying. This is especially true on the South Island, which is almost entirely mountainous. As an airline pilot, I never had to be greatly concerned with mountain flying. Jet airliners spend most of the time in the flight levels, well above the terrain. Before heading Down Under, I studied mountain flying procedures as much as possible. The New Zealand airline had a mountain flying expert who provided recurrent mountain flying training every year.

A flying gig in another country can be a great experience. However, before you go, do your homework. Check to see what immigration and pilot license requirements must be met. Also, check the tax laws. While you may not get double-taxed while being employed in another country, some countries have the right to tax your worldwide income. Rest assured, no matter where you fly, you will come away with a newfound appreciation for the freedom we have flying in the USA.

Conceived in 1997 as a subsidiary of the non-profit humanitarian organization, Air Serv International, Air Serv Limited is an established provider of humanitarian and business services including air charters, aircraft maintenance, logistical planning, and hangar facilities. It has its headquarters at Entebbe Old Airport in Uganda.

Air Serv Limited began as a small operations and maintenance base for flight programs in Africa. As the need for reputable and reliable aviation services in East Africa increased, the organization ultimately became a recognized and well-respected leader in aviation throughout the region and developed a reputation for adhering to the highest standards in performance, safety, and personnel.

The company currently operates a fleet of five Cessna Caravans, all of which are wholly owned by the non-profit organization, Air Serv International. The use of light aircraft in emergencies has been common in Africa, especially in humanitarian response efforts over the last several decades.

With a focus on safety, Air Serv Limited is fully invested in the development and future of aviation in Africa. Following the expansion of their training program and facilities, staff are provided with high-quality training and meet strict levels of operating standards to serve their clients and partners.

In addition to its own training program, Air Serv intends to offer simulator access to local flight schools, private pilots, and fellow air service providers on an hourly rental basis. The Cessna Caravan simulator is the first in the country to be made publicly available to civilian and student pilots.

Working directly with the Uganda Civil Aviation Authority and International Civil Aviation Organization to ensure utmost compliance, flight hours obtained through the simulator will count towards a Caravan type rating.

The simulator is expected to lower training costs since training on aircraft is highly expensive and has been made worse by rising fuel prices. Aircraft maintenance fees should also see new lows due to less damage to the fleet.

A Student Pilot Certificate authorizes you to take flight instruction from a licensed instructor. This is the first step toward earning an actual license. The FAA requires you to meet basic eligibility requirements. Once met, you can obtain a Student Pilot Certificate, which allows you to begin flight training. First of all, you must be 16 years of age. (Note: If you intend to pilot a glider or balloon, you only have to be 14 years old.) Additionally, you must be proficient in English. English is the universal language in aviation, therefore you must have a good command of the language.

Next, you have to complete an application through Integrated Airman Certification and Rating Application (IACRA). Then, submit this to a proper authority. For instance, you can submit to any Flight Standards District Office (FSDO) or an FAA pilot examiner. You can also submit to an airman certification representative at a Part 141 flight school, such as Epic Flight Academy. You can even submit to a Certified Flight Instructor (CFI). They will process your application and submit it with the required documents to the Airmen Certification Branch (ACB). Once it has been reviewed by ACB, expect to receive your student pilot certificate by mail in approximately three weeks.

Becoming a student pilot also requires you to obtain a medical certificate from an Aviation Medical Examiner (AME). You can find an examiner near you to schedule your medical exam. Once you have your student pilot certificate and medical certificate, you are finally ready to begin training.

An FAA PPL certificate allows you to be able to fly most single-engine airplanes and aircraft. However, some additional instrument rating tests may be required for more advanced aircraft. This is certainly true if you wish to be rated to fly under Instrument Flight Rules (IFR). Most pilots earn their Instrument Rating so they can safely and legally fly in low visibility conditions.

Finally, the Airline Transport Pilot License is what you need to fly for the major airlines. To become a commercial airline pilot in the United States or elsewhere, you must complete the first two types of pilot licenses (PPL and CPL). After that, you can earn your Airline Transport Pilot certification (ATP). To earn your commercial ATPL and qualify for airline jobs, you will need to meet the following FAA requirements:

A Certified Flight Instructor (CFI) certificate allows you to train student pilots in flying different types of aircraft and in different weather conditions. As a CFI, you can work at an educational institution, an FAA certified flight school, or, your own flight school. While working as an instructor, you will log hours toward the FAA requirement of 1500 hours to fly passenger service for the airlines. In order to become a CFI you will need to meet the following FAA CFI requirements.

Your MEI certifies you to teach students who want to become certified to fly multi-engine aircraft. MEIs are authorized to endorse multi-engine candidates to take their FAA oral and practical exams. To take your MEI training, you must have already earned your CPL. Additionally, you must take 10 hours of ground school and 10 hours of flight training. As with all ratings, you are required to pass a checkride.

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