Finance vs Time

[FrequentFlyer]

Hi..

I know this debate has probably been done to death but being in love with aviation since a kid, and not blessed with a supportive family ready to make the financial commitment, I have had to go through the university route and then onto a job and then start saving.

I have since finished my Bachelors and Masters degree and am now working and trying to save hard approximately £1000 GBP per month, average £700 GBP. I am 27 years old and estimate to raise say £30,000 would take me 18 months (currently 3 months in) and to raise £50,000 would take me a few more years, unless I plan to release the equity in my house etc (but this would of course present a different set of risks).

I aim to get try and do it debt free and could probably afford to leave it until I am 32 to allow me enough time to settle into my Management Consulting career and have the finance in place before pulling the trigger.

Do I really need to get moving before this? or is aged 32 pushing it?

This plan is for JAR training, however, I am investigating the possibilty of doing FAA and hence would need about £30,000 -£40,00 ($60-70k) which should be sufficient?


So:

1) Would 32 be too old?

2) I do not hold a green card. Can I work for regionals/majors on a work permit using a British Passport?

3) Do airlines sponsor work permits?

4) What kind of salary can be expected in the initial years, say hypothetically speaking for Continential Express Jet on an ERJ 145 as FO before moving onto heavier aircraft?

5) I am also working towards obtaining CAD PR. Which licence would open up more opportunities FAA or CAD ?

6) Should I aim for a PPL and then take things from there? But I do not plan to do any thing JAR PPL related at present.

Thanks

FF

[NickH]

1)No

2)No

3)No

4)

5) Both work in their respective countries, and almost anywhere in the world apart from Europe.

6) If you plan to train outside of Europe, there is no benefit in doing a JAA PPL. CAD and FAA certificates are accepted for private priviledges in Britain, and are not daytime restricted.

[skidz]

Originally Posted by FrequentFlyer

4) What kind of salary can be expected in the initial years, say hypothetically speaking for Continential Express Jet on an ERJ 145 as FO before moving onto heavier aircraft?

[FrequentFlyer]

Originally Posted by NickH

1)

6) If you plan to train outside of Europe, there is no benefit in doing a JAA PPL. CAD and FAA certificates are accepted for private priviledges in Britain, and are not daytime restricted.

The reason I do not plan on doing anything JAR related at present is due to beuracracy associated with a JAR Class 1 medical.

I currently hold an FAA Class 1 medical of which FAA are happy to grant me a SODA due to a very minor peripheral field defect, but the European Counterparts are erecting barriers because I am not an 'experienced' pilot!

I am currently awaiting a further decision.

It would not make sense spending on anything JAR related for now, thats not to say that I want to be working in a remote region of Africa for a bag of chips!

So would I be restricting myself by working on an FAA License without a greencard? This would just rule out the U.S.A, I believe, could I work in Asia on an FAA License and a British Passport?

Or could I be based in the u.k and work for an american airline?

Cheers

FF

[FrequentFlyer]

Originally Posted by NickH

1)No

6) If you plan to train outside of Europe, there is no benefit in doing a JAA PPL. CAD and FAA certificates are accepted for private priviledges in Britain, and are not daytime restricted.

But they are restricted to 'N' or 'C' registered aircraft and VFR only I believe, of which AFAIK there are not many N or C reg proViders in the U.K?

Maybe I stand corrected...?

Thanks

FF