Topic Russie

[ooKAISERSOZEoo]

C'est la même chose en russie, et ailleurs, c'est même inhérant au principe de l'aviation d'affaire.
Un opérateur d'un certain pays, avec des équipages d'un autre pays, qui ont des licences d'un autre pays, avec des salaires versés dans un autre pays etc...
C'est assez courant de ne pas parler la langue du pays dans laquelle tu voles le plus souvent et/ou tu es basé en aviation d'affaire.
Dans les compagnies classiques c'est généralement une condition nécessaire à l'embauche.

Netjet est une boîte "portuguaise", je ne pense pas que leurs pilotes parlent couramment Portuguais...

[SR71_Blackbird]

Essaie de postuler en France dans une boite de corporate sans parler français...

[bonobo]

C'est assez courant de ne pas parler la langue du pays dans laquelle tu voles le plus souvent et/ou tu es basé en aviation d'affaire.
Dans les compagnies classiques c'est généralement une condition nécessaire à l'embauche.

oui , c'est même requis dans les basic skills chez EY EK faut le level 4 en Arabe ....VN et Jetstar pareil et fluent Mandarin chez les chinois .

[Jumbo]

Russia's need for foreign pilots2013 03 19With proposed amendments to Article 56 of the Air Code set to create demand for 200 foreign pilots in Russia, Aviation.CV asks what implications will this have for the country's markedly home-grown base of pilots.
With the widely coveted London to Moscow route marking easyJet's advent in the Russian market this month, it is likely to spur further growth from Russia's emerging low-cost carriers. However, behind the opening of these bilateral agreements lies a crisis – Russia's looming pilot deficit.
Last year the country's Transport Minister, Maxim Sokolov, reported that Russia's civil aviation sector faces a shortage of some 1,000 qualified pilots. Underpinning this deficit has been the long-running prohibition on foreign pilots in Russia – a remnant of when Russian had a closed economy and concerns over the strategic importance of its air industry.
The five-year initiative to recruit foreign pilots in Russia would affect domestic crews in its state-run and privately held airlines, with Russian-speaking CIS passport holders given precedence over foreign pilots.
The move would come at a time when many airlines face increasing shifts in their fleet dynamics. Over the past four years, the two major carriers, Aeroflot and S7 Airlines, have sought to replace their aging soviet-era fleet, mandating their pilots to be retrained on western-built aircraft. The shift has proven yet another encumbrance on airlines already beset with financial difficulties.
Moreover, retraining costs are likely to multiply with 500 new aircraft forecast to be delivered to Russian carriers over the next five years, notwithstanding lease and purchase transactions on pre-owned aircraft.
"Central to this predicament is how much Russia's air industry has changed over the past fifteen years. Whereas there used to be 67,000 pilots for 20 million passengers, now there are only 12,000 pilots to carry a heavily enlarged passenger base of 64 million," said the CEO of AviationCV.com, Skaiste Knyzaite.
"Magnifying the problem even further is the fact that just over 800 graduates are accorded to Russia's state run training system over a course of three to five years. When you consider that the country currently requires between 1,000 and 2,000 pilots every year, this generates a considerable shortfall in supply."
Adding a further dimension, the deputy MD of Transaero, Dmitriy Stolyarov, suggests that the figure for this year is even greater, with Russia's civil aviation pegged to need at least 2,100 new recruits.
To place it in perspective, meeting the demands of growing traffic numbers has encouraged poaching among Russian carriers vying for the scarce supply of local captains. For instance, Aeroflot reportedly boosted salaries upwards of €5,000 as the efforts to secure qualified pilots sparked a year-on-year increase of 35 per cent. Taken comparatively, salaries for Russian captains average 30 per cent more than their European and North American counterparts, and they are entitled to double the amount of annual paid leave.
According to statistics by the Federal Aviation Administration, the average age of a Russian pilot is 50 and roughly 900 pilots of Russia's are being forced to resign every year after failing strict medical tests.
But despite the dilemma, Knyzaite pointed out that there is considerable opposition to the proposed concession for foreign recruitment. "Russian carriers – some of which have been in operation for decades – had a long-running tendency to do everything in-house. Be it staffing, maintenance or even airports, airlines have traditionally kept tight reigns on all areas of operation.
"In line with this, there is an appreciable fear among local pilots that foreigner pilots would experience confusion and culture shock. Many high-ranking Russian pilots are the product of Soviet-era training institutions which developed their own ways and customs that, more or less, typify aviation in the country today. Indeed, there is a view held by some that foreign pilots are not readily amenable to such a culture."
Perhaps more alarmingly, the deficit has forced Russia's regulatory authorities to extend maximum annual flying hours. This creates yet another strain on the country's dismal reputation for air safety.
Last December's crash of a Red Wings jet at Vnukovo gained substantial notoriety when it was discovered that the flight crew did not undergo simulator training for crucial warning systems that may have prevented the accident. Rather depressingly, such cases are not uncommon in Russia, with recent investigations uncovering a raft of violations in safety protocol, forged documents, poor training and ineffective regulation throughout most of the nation's 90 or so airlines.
Knyzaite stated that: "As opposed to dumping further hazards, the recruitment of foreign pilots may indeed go far in abating the safety issue that has long plagued Russian aviation. By optimising the resources available, airlines can ensure a steady stream of qualified pilots, which may prove to be a breath of fresh air when local infrastructure falls short in terms of both output and the standards of pilot training.
Roughly 10 per cent of the world's pilots are contracted through international recruitment agencies. However, in some countries, such as Vietnam and China, the number of such pilots may be as high as 90 per cent. Together with the necessary investments, we can plainly see the improvements in air safety this has created over the years."
She added: "Although the transition is promising, it is unlikely that the quota of 200 captains will be sufficient to support the ever-growing demand for qualified and experienced pilots in Russia. We are already receiving enquiries from Russian-speaking pilots in Europe and the CIS who not only hold the right credentials, but whose accession to the Russian market would place less strain on currently over-worked and over-tired pilots."