Jetconnect has not hired any DECs for over 4 years which was not long after its inception. With the recent market conditions they have been able to recruit many high time pilots including with previous jet experience in to the right hand seat. Lots of other guys with lots of turbo-prop time who have gradually gained enough experience with Jetconnect to get an upgrade. There has been a lot of turn over due to the unclear long term prospects of Jetconnect and the fact that theres better career prospects elsewhere so time to command is good.
Seem like a nice bunch of people! CP come and had a chat to me while I was waiting for the Interview- seems nice. Interviewers were two check captains, they seemed nice as well. (All ex Ansett)
Standard interview Tell us why you are here? Why Jetconnect? Career to date? Behavioural questions on communication, leadership, compromise, taking on additional roles? Living in New Zealand etc? 4 tech questions were standard IR renewal questions.
Stated that they werent allowing for commuters, no special rosters for commuters etc. base pay approx $65 + 9k retention bonus overtime from 65 hours I think (hmm could be 75 hrs) $4/ duty HR DTA,
Work hard- some pilots are doing 900 hours a year.
Approx $15k for endorsement subsidised by them. Command endorsement.
Anybody considering Jetconnect take note of statement from Alan Joyce quoted in the Australian.
"Our Christchurch operations are really going very, very well and domestic New Zealand and extra flying across the Tasman fall into a category we would want to look at as well."
The Qantas group will take your money for a B737 type rating and as they proved with the introduction of the A320 across the Tasman you will not automatically move across to Jetstar just because they take your flying and your money for the B737 type rating. If they do grant you an interview you will have to jump through all their hoops and for the minority that may be successfull you will have to pay for an A320 type rating.
Someone asked something about morale at JC. Its bad, very bad at this time. The pilot turnover is rediculously high, with those remaining being stretched way too thin. They even had a recent F/O bail before he even finished his ground course and three senior checkies have walked in as many months as well.. There will be a lot more heading out the door soon too. Cheap rating though.
717 - full glass cockpit, great a/c no security, contractor, no QF staff benefits, pay 7k for endorsement and be bonded for 3yrs for 30k, 20% lower pay than the other guys you flying with, extremely crap management.
737 - analogue cockpit but good endorsement, overall less commitment to company if you want to do a runner, no security, better pay, some QF benefits?? ( not sure ), have to move to unzud.
If it was me, simple, if I lived on the west coast ( and wanted to stay there ) NJS, if I lived east it would be Jitconnict.
Heard from JC tech crew today that the reason WLG-CHC was pulled was because the aircraft was required in AKL to fly trans-tasman duties. That about Marc/Apr 07, JC will be doing up to 80% of Qantas's trans-tasman flying and that at least 1, possibly 2 B734's are to be added to fleet to meet schedule.
Doesn't explain any morale problems but if the above is accurate then job security seems more assured.
I know, it does seem a bit low. I beleive it goes up after 500 hrs on type? As a comparison, the contract Pac Blue F/Os get 73K increasing to 81 after 500 hrs, and same DTA. I guess the 20K odd difference in type rating, and 9K retention bonus even the score a bit. From what I hear, you could expect to earn quite a bit more on overtime as well.
As for time to command, unless you have prior experience, I think about 4 years min.
Tell them to stick it, and head off to the sandpit, failing that, I'd take the 737 purely on the basis that it is a far more marketable qualification
Re the above advice on type selection, the following advice from a pilot currently flying in SE Asia on the subject of the most handy type rating for those intending to choose between Boeing and Airbus:
"My advice is forget the 737 rating and go straight to A320. I know for a fact that Tiger and Jet Star Asia in Singapore are looking - as well as Silk Air...Air Asia will take you if A320 but expect terrible money...In Asia the A320 goes further than a B737. Air Asia has ordered 100 and Jetstar, Silk and Tiger in Singapore all fly them....plus China and India have orders in...and the rating is better when it comes to A330, 340 and 380 whereas the Boeing is only good for the aircraft."
My advice is forget the 737 rating and go straight to A320. I know for a fact that Tiger and Jet Star Asia in Singapore are looking - as well as Silk Air...Air Asia will take you if A320 but expect terrible money...In Asia the A320 goes further than a B737. Air Asia has ordered 100 and Jetstar, Silk and Tiger in Singapore all fly them....plus China and India have orders in...and the rating is better when it comes to A330, 340 and 380 whereas the Boeing is only good for the aircraft."
Centaurus....the question related to a choice between a 717 and 737, an A320 job was never mentioned.