One of the most common questions we get, following our new integrated and cost-effective flight training and guaranteed pilot internship FPAP-EU program launch, is “Can I stay and work in the European airlines after graduation?”
Embarking on a career as an airline pilot within the European Union (EU) as a non-EU citizen involves navigating a series of certifications, accumulating requisite flight experience, and securing the legal right to reside and work in the EU. As always, Aerocadet’s aviation consultants are here to offer our students a comprehensive guide which outlines step-by-step pathway to achieve eligibility for employment as a First or Second Officer with an EU airline after completing a Zero to EASA ATPL (frozen) certification in the EU (specifically, Romania) and serving as a flight instructor.
Let’s talk about the Licensing First
In order to understand one’s eligibility to work in the EU, we need to discuss and explain the differences between the commercial pilot license, as well restricted and unrestricted ATP license.
What is EASA ATPL “Frozen”?
The European Union Aviation Safety Agency (EASA) oversees pilot licensing within EU member states and offers a type of restricted ATP license, which they call “frozen” ,to the integrated program graduates, indicating that a pilot has completed all necessary theoretical examinations (750 hours of mandatory academics, and 14 exams in various aviation subjects) and holds a more advanced version of a Commercial Pilot License with Multi-Engine Instrument Rating (ME IR), but has not yet met the total and/or specific flight hour requirements to “unfreeze” the ATPL. The EASA ATPL remains restricted until the pilot meets the full 1,500 flight hour requirement, including 500 hours of multi-crew aircraft experience (MCC hours), at which point it can be “unfrozen” into an unrestricted EASA ATPL (see table below for the detailed hour requirements and differences between FAA ATPL and EASA ATPL). EASA ATPL “Frozen” can be obtained with only 200 hours of total flight time, for the purpose of airline employment as a second-in-command.
EASA ATPL “Frozen” is approximately the same level of certification as EASA CPL, with one main difference: the EASA CPL requires passing of 13 CPL-level theoretical exams, which are less in-depth than ATPL exams, where CPL can be obtained with or without instrument or multi-engine rating. Such license can be used in a very narrow spectrum of aviation applications, such as banner towing, para-jumping, agricultural work, etc. The EASA ATPL (Frozen), on the other hand, requires passing 14 ATPL-level theoretical exams, completing Multi-Crew Cooperation (MCC) training, and obtaining a Multi-Engine Instrument Rating (MEIR)— specifically preparing pilots for the airline operations, in a capacity of second-in-command (First/Second Officer). However, it remains “frozen” until the pilot accumulates 1,500 total flight hours and 500 multi-crew hours, at which point it is unfrozen into a full ATPL, allowing them to be eligible to become an airline Captain (by the way, do not confuse legal eligibility to be a an airline captain with the actual opportunity for a captain upgrade. Just because a pilot is legally allowed to fly as a captain, does not mean that the airline is actually going to let him with only 1500 hours of total flight time).
So, EASA CPL is enough for commercial flying, but EASA ATPL (Frozen) is essential for airline jobs, with the key difference being the additional exams and multi-crew training required for airline readiness. Pilots need to decide which rote they want to take depending on their long-term aviation career aspirations.
How is EASA ATPL different from FAA ATPL?
Unlike the EASA ATPL system, the FAA (US) ATPL or TCCA (Canada) ATPL do not really have a “frozen” ATPL concept. Instead, FAA and TCCA have a CPL (commercial pilot license) which serves as a mandatory first step on the pathway to the ATPL. An FAA pilot cannot progress from a PPL directly to ATPL without obtaining a CPL first. Pilot who want to work for the airlines need to meet the full ATPL aeronautical experience requirements (see table below) and pass ATPL theoretical exam and check-ride.
Akin to EASA, the FAA also offers a Restricted ATP (R-ATP), allowing pilots to serve as First Officers before meeting the full ATP experience requirements. However, the R-ATP is only available under specific conditions: 750 total flight hours for former military pilots, 1,000 hours for pilots with a bachelor’s degree in aviation from an accredited U.S. university, and 1,250 hours for those with an associate degree in aviation. Once a pilot reaches 1,500 total flight hours, their ATP becomes fully unrestricted. Unlike EASA, the FAA does not require Multi-Crew Cooperation (MCC) training as part of the ATP certification process. This key difference means that FAA-certified pilots entering airline roles are not required to complete additional MCC-specific training, making the transition to airline operations more streamlined compared to their European counterparts. Instead, the FAA MCC training is completed during the initial training with na airline, not during the licensing phase.
It is also important to note, that to work for an airline in the U.S., pilots need to hold either full or restricted FAA ATPL, with an appropriate amount of flight hours. A holder of restricted FAA ATPL is eligible to fly for the airlines as a SIC (second in command – like a first officer), but he/she is not eligible for upgrade as a captain. Only once the pilot reaches full unrestricted FAA ATPL requirements (1500 hours TT) – he will be legally eligible to serve as a captain. Similarly (but slightly differently), EASA ATPL “Frozen” holders can apply for first officer airline employment in the EU airlines with the bare minimum flight time – 200 hours, and they can unfreeze their license after logging 1500 hours total time and 500 hours on a multi-crew passenger aircraft. Only after it’s “unfrozen” they become eligible to serve as PIC on a jet.
Confused? Here is a table outlining the differences between the FAA and EASA ATPL.
Requirement | FAA ATP (Unrestricted) | EASA ATPL (Unfrozen) |
---|---|---|
Total Flight Hours | 1,500 hours | 1,500 hours |
Pilot-in-Command (PIC) Hours | 250 hours PIC (or PIC under supervision) | 500 hours PIC (or PIC under supervision) |
Cross-Country (XC) Hours | 500 hours XC (any role) | 200 hours XC (100 PIC) |
Night Flight Hours | 100 hours | 100 hours |
Instrument Flight Hours | 75 hours | 75 hours |
Multi-Crew Experience Requirement | Not required | 500 hours on a Multi-Crew Aircraft (MCC) |
MCC Course | Not required | Always required |
Multi-Engine Experience | No strict multi-engine hour requirement | MEIR (Multi-Engine Instrument Rating) required |
Working as a Flight Instructor After Graduation
As you probably know, in order to reach the unrestricted ATPL certification in the United States, the FAA CPL holders normally need to work as flight instructors in order to achieve ATPL experience requirement of 1500 hours; but since the EU airlines do not require a full ATPL for employment, and one can apply for FO position with only 200 hours of total flight time, the situation in the EASA airspace is slightly different.
For an EU flight school graduate with a freshly earned EASA ATPL (Frozen) in hand, the next logical step is to start applying to airlines. Most EU-based airlines require applicants to have an EU passport, or at least a permanent residency permit from an EU-member state to be eligible for FO work. Some international non-EU (but Europe-located) carriers, such as Freebird Airlines in Turkey, are open to hiring non-EU passport holding low-hour pilots with an EASA license, the reality is that landing a job like that isn’t always immediate. In fact, the airline application process can take months, sometimes even years, before a pilot is called in to go through an airline’s interview process. And if accepted, there’s often another long waiting period in the candidate pool before the airline schedules initial line training.
Some flight academies in Europe quasi-falsely “guarantee” a flow to a regional low-cost carrier in the intentionally fail to explain the enrolling students that the flow is guaranteed only into the candidate pool, and not the actual airline. This means that the graduates get a CJO (conditional job offer) from an airline, but there may be no projected employment start date. Candidates are expected to wait in the candidate pool for months, or even years, and hope that their turn will eventually come, one day. Maybe.
This lengthy process raises an important question: what should a newly certified pilot do in the meantime?
The worst mistake a new pilot can make is to wait idly in a candidate pool, allowing their pilot skills and flight proficiency to degrade while hoping for a call from an airline. Unlike other professions, where job applicants can simply brush up on their knowledge before an interview, aviation requires constant practice to maintain competence. For this reason, many pilots, including Europe, choose to get their flight instructor licenses, and work as instructors while searching (or waiting) for the airline employment. And not because it’s required for airline employment in the EU, but because it’s one of the best ways to stay current and competitive in a slow and highly selective airline hiring market. Remember, that just because you have met the minimum application requirements, does not mean that you will be hired: you are competing for one FO position with a dozen other similarly-qualified applicants, and you need to make your resume stand-out in order to be hired as a preferred candidate.
Becoming a flight instructor is one of the few opportunities available to newly licensed pilots that allows them to actively fly while gaining valuable experience. Airlines favor applicants who have continued building their hours and honing their flying skills, rather than those who have been out of the cockpit for months. Instructing also offers a steady stream of flight hours, helping pilots to make their resume more competitive, and earn a good pilot salary, collecting excellent employer reference letters. More importantly, it keeps them sharp, confident, and proficient, ensuring they are well-prepared when the time finally comes for their airline assessments.
Also, let’s not forget, that many airlines in the EU impose strict recency requirements, meaning applicants must have flown within the past 6 to 12 months to be considered. This means that even if a pilot has met the minimum hour requirements, a long period without flying could make them ineligible or lead to a poor performance during simulator assessments. Working as an instructor eliminates this risk, ensuring pilots remain active and employable while waiting for an airline opportunity.
Always remember, that the hiring landscape in aviation is unpredictable. Some pilots get lucky and land an airline job within months of completing their training. Others face rejection and repeated delays, forcing them to wait far much longer than expected. But regardless of how long it takes, one thing remains constant: pilots who continue to fly, teach, and build experience will always have the upper hand over those who simply wait for an opportunity to come to them.
Can A Foreigner Be Eligible to Work in the EU Airlines?
Most EU-based airlines that hire entry-level EASA ATP are ULCCs, like WizzAir, EasyJet and RyanAir. Major airlines, like British Airways, Alitalia, Air France or KLM do not hire freshly certified pilots. Instead, they hire pilots who have already logged a few thousand hours working for other airlines, like the ULCCs.
For the foreign, non-EU passport holders who have graduated from the EASA flight training programs need to secure the legal right to reside and work in the EU first – it is crucial for employment with EU airlines. As a non-EU citizen, obtaining long-term residence in the EU member-state (in Aerocadet’s case, the training takes place in Romania – so our advise will be specific to this country) involves several steps:
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Continuous Legal Residence: You must have legally resided in Romania for at least 5 consecutive years. Continuous residence allows for temporary absences totaling less than 6 consecutive months and not exceeding 10 months cumulatively. The residence term includes duration of the study program – 18 months. So, for example, if you study for 18 months, and then work as instructor for another 42 months, you will be able to meet the 60-month PR eligibility requirement.
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Proof of Stable Income: Demonstrate sufficient financial means to support yourself, typically by providing evidence of employment income, such as your salary as a flight instructor ($2500-$3000 per month).
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Health Insurance: Maintain valid health insurance coverage throughout your stay.
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Accommodation: Provide proof of a legal place of residence in Romania. If you are earning $2500-$3000 per month as FI, being able to maintain a nice accommodation will not be a problem.
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Language Proficiency: While not always mandatory, proficiency in Romanian may be beneficial and is sometimes required for long-term residency applications. So, if you got time to learn Romanian – do it! Romanian is from the Romance language family (close to Italian, Spanish and Portuguese), so learning it is not hard.
After fulfilling these requirements, you can apply for long-term residency, which grants rights similar to those of Romanian citizens, including access to the labor market without needing a separate work permit.
With an unfrozen EASA ATPL and Romanian long-term residency, you become eligible to work for EU airlines. Most EU airlines require pilots to hold an EASA ATPL and the legal right to live and work within the EU. Holding Romanian long-term residency satisfies the legal work requirement, making you a competitive candidate for First or Second Officer positions.
Do EU Airlines Sponsor Foreign Pilots for Work Permits?
While some EU airlines may sponsor foreign pilots for work permits, these opportunities are limited and usually reserved for highly experienced individuals. Pilots aiming to work for EU carriers should be prepared to obtain the necessary work authorization independently and convert their existing licenses to comply with EASA standards. Additionally, possessing significant flight experience and qualifications can enhance the likelihood of securing employment with an EU airline.
Certain airlines, such as Ryanair, or WizzAir have sponsored visas for non-EU pilots, particularly for captain positions, provided the candidates meet specific experience requirements – a few thousand hours on a B737 or A320 as PIC. This means that the opportunities for sponsorship are normally accessible to highly experienced pilots, especially those qualified to operate as captains, and not freshly-graduates EASA ATPL Frozen holders.
However, some airlines do sponsor newly-graduates pilots. Securing a pilot position with Ultra-Low-Cost Carriers (ULCCs) in Turkey, such as Freebird, Pegasus Airlines and SunExpress, is a viable pathway for foreign non-EU citizens.
Freebird and Pegasus Airlines has a history of recruiting foreign pilots, particularly for First Officer roles. The airline seeks candidates with appropriate type ratings and sufficient flight experience. For instance, recent recruitment efforts have focused on First Officers for their Airbus A320 fleet. Applicants are typically expected to hold a valid EASA ATPL Frozen with an A320 TR, be proficiency in English, which must be demonstrated by achieving a standardized tests like IELTS (6.5 or higher).
SunExpress, a joint venture between Turkish Airlines and Lufthansa, also offers opportunities for foreign pilots. The airline operates a fleet primarily consisting of Boeing 737 aircraft and recruits pilots for both First Officer and Captain positions. Candidates are generally required to hold a valid ATPL, have a type rating for the B737, and meet specific flight experience thresholds. English language proficiency is mandatory, with a minimum ICAO Level 4 certification.
What About non-EU Airlines?
Some non-EU jet operators, such as Global Air BVI in the Caribbean, are well-known for offering jet internships to the FAA flight training program graduates, as well as EASA-program graduates, providing that they take a 3-week conversion course to the FAA ATPL. The conversion from EASA to FAA is very easy, as applicants only need to take one ATP exams, for which most students only take 1-2 weeks to prepare. Conversion process includes A320 type-rating certification, which, in turn, allows pilots to undergo Airbus FO internship as aircraft delivery pilots with Global.
Similarly, FlyDubai – as ULCC subsidiary of Emirates, has opened employment pathway for the FAA or EASA ATP holders with B737 type-rating, allowing pilots with no jet experience to apply for Second Officer employment on B737 (in this case, a “Second Officer” is simply a junior First Officer working on a Lowe pay-scale, building the required jet flight time, to achieve an experienced FO pay-grade). Since Emirates, Qatar or Etihad require applicants to have at least 2000 hours on a jet, such internship opportunity opens doors to various highly-paid employment options in the Middle East, SE Asia, and beyond.
Summing it Up…
Working for a European airline may come with its challenges, but it is absolutely achievable with the right approach. Navigating the necessary permits and choosing the right airline are key steps in making this goal a reality. If your dream is to fly for an EU airline but you don’t secure a position immediately after graduation, there are still plenty of opportunities to build your career. Gaining experience in your home country allows you to strengthen your skills, accumulate valuable flight hours, and become a more competitive candidate when you reapply. The great advantage of holding an EASA license is that it keeps the door open for future opportunities in Europe, giving you the flexibility to pursue your aviation career on an international level whenever the right moment arises.
Questions? Comments? Contact us vis info@aerocadet.com or schedule a free consultation call!
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