Info on Zimex
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BH, I got a copy of some contract details and app forms from the company. Need 100 on Porter, or 500ME for Twotter FO. 1000PIC Twotter gets you Twot captain. No info on vacancies or where. $$ is good since they pay for accom + food. Africa seems to be the place although they work in Asia as well, and they want you to relocate to Europe.
Anyone worked for Zimex who can give some first hand info.........???????
Anyone worked for Zimex who can give some first hand info.........???????
Join Date: Feb 1999
Location: Nirvana
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Thanks for the Vx, got the requirements, but I was wondering, abit like yourself, what the "insiders" have got to say about it. And the pay, and the future etc etc.
Sounds interesting. If you get more info, can you e-mail me...Thanks in advance.
Sounds interesting. If you get more info, can you e-mail me...Thanks in advance.
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Zimex has been sold, not to Lions Air the first interested party but to another Swiss owned Aviation company with 'Gold' in the name.
The financial base of the company is assured but the direction the management will take is unknown.
What is know is that they are an operational organisation in Angola, Algeria, China and Libya. They are reliable when it comes to written contract terms and they have never missed a salary payment in the history of the company - some 30 years +.
They do ask pilots to locate closer to the main base, only because of the cost of airfares, but this depends on the operation, in Angola for instance, the airfare to and from Australia is probably less than from Europe.
As the pilot employment market in Europe and the USA is quite bouyant they are looking for pilots, preferably dual rated, PC6T + DHC-6. They do have 1 Beech Kingair but usually no seats as they have enough pilots rated.
In my humble opinion after more than a decade employed by them is that they are a fair and equitable company in the utility aviation field.
For employment enquiries contact:
Gerhard Schmid, Flt Ops Manager,
E--mail; [email protected] with CC to,
Michael Moore, Training Manager,
E--mail; [email protected].
Michael Moore is ex FSI DHC-6 Sim Program Manager, Toronto, Canada.
Good luck!!
[This message has been edited by Elroi Ambrose (edited 18 October 1999).]
The financial base of the company is assured but the direction the management will take is unknown.
What is know is that they are an operational organisation in Angola, Algeria, China and Libya. They are reliable when it comes to written contract terms and they have never missed a salary payment in the history of the company - some 30 years +.
They do ask pilots to locate closer to the main base, only because of the cost of airfares, but this depends on the operation, in Angola for instance, the airfare to and from Australia is probably less than from Europe.
As the pilot employment market in Europe and the USA is quite bouyant they are looking for pilots, preferably dual rated, PC6T + DHC-6. They do have 1 Beech Kingair but usually no seats as they have enough pilots rated.
In my humble opinion after more than a decade employed by them is that they are a fair and equitable company in the utility aviation field.
For employment enquiries contact:
Gerhard Schmid, Flt Ops Manager,
E--mail; [email protected] with CC to,
Michael Moore, Training Manager,
E--mail; [email protected].
Michael Moore is ex FSI DHC-6 Sim Program Manager, Toronto, Canada.
Good luck!!
[This message has been edited by Elroi Ambrose (edited 18 October 1999).]
Guest
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Elroi Ambrose,
Well it's good to hear you are still helping young pilots get good aviation jobs around the world mate!
If you are still reading this Vx you should heed Elroi' words because if anyone can tell you about Zimex it's my well respected, and very good friend Elroi.
I will email you Elroi....
(If you are wondering who it is...
Q. Who left Zimex in Myanmar for the
ATR Position?
Well it's good to hear you are still helping young pilots get good aviation jobs around the world mate!
If you are still reading this Vx you should heed Elroi' words because if anyone can tell you about Zimex it's my well respected, and very good friend Elroi.
I will email you Elroi....
(If you are wondering who it is...
Q. Who left Zimex in Myanmar for the
ATR Position?
Guest
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Why don't you ask Zimex instead of this non-authorative forum.
You obviously have access to email.
Seems typical of pilots who tend to ask everyone but the person or company involved.
Send an e-mail to the Flight operations Manager: Gerhard Schmid, [email protected] with copy to Head of Crew Administration: Brigitte Hager, [email protected].
The grapevine says they are not hiring BUT how often has that been said and the reverse is true???
You obviously have access to email.
Seems typical of pilots who tend to ask everyone but the person or company involved.
Send an e-mail to the Flight operations Manager: Gerhard Schmid, [email protected] with copy to Head of Crew Administration: Brigitte Hager, [email protected].
The grapevine says they are not hiring BUT how often has that been said and the reverse is true???
Guest
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ZIMEX (Zimbabwe Express Airlines), based in Harare and at this moment in time do not have any aircraft of their own. They used to lease from Sun Air in South Africa who were taken over by SAA, and ZIMEX lost the use of their aircraft. They are now leasing from Millionair (Not too sure what). The ZANU PF party has shares in the company and the rest is private. Apparently they pay their pilots well.
Guest
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Employment Opportunities - Zimex Aviation
Zimex Aviation owns and operates a large number of turboprop aircraft (PC-6 Porter, DHC-6 Twin Otter, B-200 King Air). The company is a JAR OPS 1 certified commercial operator, and is based in Zurich, Switzerland.
For over 30 years, Zimex has provided complete air support services to oil companies and humanitarian organizations worldwide, operating in Africa, Asia and the Middle East. Due to fleet expansion, positions are available for PC-6, Twin Otter and King Air Commanders.
Minimum experience requirements for twin engine Commanders include 1,000 hours or more PIC on multi-engine turboprop aircraft. Previous experience on either type we operate is an advantage, but not essential. We provide all new hires with full FlightSafety or Simuflite initial type training at company expense, and will consider hiring Commanders with no previous experience on type if the candidate has considerable recent experience on a similar type of aircraft (multi engine PT-6 powered) and experience working in an overseas environment.
Minimum experience requirements for the PC-6 Commanders are either 1) 500 hours or more PIC on type, or 2) 1,000 hours or more PIC on heavy (agricultural) taildraggers, preferably turbine powered.
Applications are especially welcomed from pilots who hold European (JAA-FCL) licenses. All pilots we hire must first pass a JAA-FCL initial medical exam, so this effectively means that a Class 1 medical with no waivers is required. We will obtain at company expense a Swiss licence validation for all new hires, but each new hire pilot is required, by JAA legislation, to obtain a European (JAA-FCL) licence by the end of the first year of employment.
Because we operate in many different countries, (for example, Algeria, Angola, Libya), knowledge of a second language, and previous cross cultural experience - ideally gained living or working in a lesser developed country - is a great asset.
Flight crews are scheduled on a rotational basis, 5 weeks on and 5 weeks off for Libya and Algeria, and 8 weeks on and 4 weeks off for Angola. The company pays all costs for transportation between the worksite and the home airport of the employee, which may be located anywhere in North America, continental Europe (including UK but excluding Scandinavia), the middle East, or Africa. All accommodation, food, travel at the worksite, medical, licence and training costs are fully paid by the company.
Applications are respectfully and firmly declined from pilots domiciled in the South Pacific, including Australia and New Zealand, due to problems with travel costs and duty time regulations.
These are permanent positions. We do not like employee turnover and many of our pilots have been with us for 5 or 10 years or more. Pay varies depending on the number of days worked and the location. Salaries are paid in Swiss francs without deductions of any kind whatsoever. Raises are given each year for length of service, and when additional type ratings are earned.
We do not discriminate on the basis of age, sex, race or nationality when considering employment applications.
We believe in promotion from within. We are not accepting any applications for copilot positions, because we offer copilot positions on the twins to pilots who are already flying our singles (the pay is the same for all our aircraft). We have a drug and alcohol testing program, and we are very serious about safety and training.
Interested applicants WHO MEET THE QUALIFICATIONS DESCRIBED ABOVE are invited to contact us by email, at the address [email protected] We respectfully decline all applications from pilots who do not meet the above qualifications.
PLEASE, NO COPILOT APPLICATIONS!
For over 30 years, Zimex has provided complete air support services to oil companies and humanitarian organizations worldwide, operating in Africa, Asia and the Middle East. Due to fleet expansion, positions are available for PC-6, Twin Otter and King Air Commanders.
Minimum experience requirements for twin engine Commanders include 1,000 hours or more PIC on multi-engine turboprop aircraft. Previous experience on either type we operate is an advantage, but not essential. We provide all new hires with full FlightSafety or Simuflite initial type training at company expense, and will consider hiring Commanders with no previous experience on type if the candidate has considerable recent experience on a similar type of aircraft (multi engine PT-6 powered) and experience working in an overseas environment.
Minimum experience requirements for the PC-6 Commanders are either 1) 500 hours or more PIC on type, or 2) 1,000 hours or more PIC on heavy (agricultural) taildraggers, preferably turbine powered.
Applications are especially welcomed from pilots who hold European (JAA-FCL) licenses. All pilots we hire must first pass a JAA-FCL initial medical exam, so this effectively means that a Class 1 medical with no waivers is required. We will obtain at company expense a Swiss licence validation for all new hires, but each new hire pilot is required, by JAA legislation, to obtain a European (JAA-FCL) licence by the end of the first year of employment.
Because we operate in many different countries, (for example, Algeria, Angola, Libya), knowledge of a second language, and previous cross cultural experience - ideally gained living or working in a lesser developed country - is a great asset.
Flight crews are scheduled on a rotational basis, 5 weeks on and 5 weeks off for Libya and Algeria, and 8 weeks on and 4 weeks off for Angola. The company pays all costs for transportation between the worksite and the home airport of the employee, which may be located anywhere in North America, continental Europe (including UK but excluding Scandinavia), the middle East, or Africa. All accommodation, food, travel at the worksite, medical, licence and training costs are fully paid by the company.
Applications are respectfully and firmly declined from pilots domiciled in the South Pacific, including Australia and New Zealand, due to problems with travel costs and duty time regulations.
These are permanent positions. We do not like employee turnover and many of our pilots have been with us for 5 or 10 years or more. Pay varies depending on the number of days worked and the location. Salaries are paid in Swiss francs without deductions of any kind whatsoever. Raises are given each year for length of service, and when additional type ratings are earned.
We do not discriminate on the basis of age, sex, race or nationality when considering employment applications.
We believe in promotion from within. We are not accepting any applications for copilot positions, because we offer copilot positions on the twins to pilots who are already flying our singles (the pay is the same for all our aircraft). We have a drug and alcohol testing program, and we are very serious about safety and training.
Interested applicants WHO MEET THE QUALIFICATIONS DESCRIBED ABOVE are invited to contact us by email, at the address [email protected] We respectfully decline all applications from pilots who do not meet the above qualifications.
PLEASE, NO COPILOT APPLICATIONS!
Guest
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Michael, thanks for the info on Zimex. Sounds like you enforce your minimums strictly. Is there any flexibility if interested candidats have other things going for them (i.e. years of "crosscultural" flying experience, perhaps a maintenance license etc. etc.)
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I need to stress up front that we hire human beings, not logbooks, so certainly we are willing to consider candidates who have other qualifications that will provide an equivalent level of safety to what we ask for in our experience requirements.
Our hands are somewhat tied, though, by minimum experience requirements that are imposed on us by many of our customers. If a customer requires, contractually, that all pilots assigned have 1,000 hours or more multi-engine turbine PIC, we don’t like to make a habit of asking the customer for exceptions to the rule, unless the employee has worked for us for quite a while, and we are willing to stake our whole company reputation on that employee.
We generally reserve the very few copilot positions that we have (those that are not taken up by our single engine Commanders) for exceptional people who have considerable other experience (often non-aviation) but few flying hours. By way of example, of our last two copilot hires, one was a trilingual person in his 50’s who enjoyed a long and successful career in business, then retired and did what he always wanted to do since he was a kid – be a pilot. The other is a person with 900 hours copilot time on type, and 4 years experience working at FlightSafety.
Currently, we only employ 5 copilots in our whole company, and we are not planning to increase this number with new hires. At Zimex, a rookie copilot’s salary is 83% of the cost of the salary of a Commander with 1,000 hours on type. Add in the travel costs to and from the domicile, licence and medical costs, simulator training costs, uniforms, etc. and the difference in gross annual cost between a copilot and a Commander is pretty small – only about 8%. As you can see, there is no incentive to recruit new copilots. From a crew scheduling perspective, it is a lot simpler and easier to hire only Commanders, as we have sufficient difficulties integrating our upgrading single engine Commanders on the schedule as copilots.
If you are an aircraft engineer, with experience and appropriate ratings on the types that we operate, I suggest you send us a resume applying for an engineering position. The engineers are paid about the same as the Commanders. We permit internal transfers from engineering to flight crew, and vice-versa, with no loss of pay for qualifications when transferring to the new position. We do not assign crew to perform more than one function (flight crew or engineering) in any given year, even if the person is dual qualified. There is, therefore, no direct advantage to us if someone holds qualifications in both disciplines.
Our hands are somewhat tied, though, by minimum experience requirements that are imposed on us by many of our customers. If a customer requires, contractually, that all pilots assigned have 1,000 hours or more multi-engine turbine PIC, we don’t like to make a habit of asking the customer for exceptions to the rule, unless the employee has worked for us for quite a while, and we are willing to stake our whole company reputation on that employee.
We generally reserve the very few copilot positions that we have (those that are not taken up by our single engine Commanders) for exceptional people who have considerable other experience (often non-aviation) but few flying hours. By way of example, of our last two copilot hires, one was a trilingual person in his 50’s who enjoyed a long and successful career in business, then retired and did what he always wanted to do since he was a kid – be a pilot. The other is a person with 900 hours copilot time on type, and 4 years experience working at FlightSafety.
Currently, we only employ 5 copilots in our whole company, and we are not planning to increase this number with new hires. At Zimex, a rookie copilot’s salary is 83% of the cost of the salary of a Commander with 1,000 hours on type. Add in the travel costs to and from the domicile, licence and medical costs, simulator training costs, uniforms, etc. and the difference in gross annual cost between a copilot and a Commander is pretty small – only about 8%. As you can see, there is no incentive to recruit new copilots. From a crew scheduling perspective, it is a lot simpler and easier to hire only Commanders, as we have sufficient difficulties integrating our upgrading single engine Commanders on the schedule as copilots.
If you are an aircraft engineer, with experience and appropriate ratings on the types that we operate, I suggest you send us a resume applying for an engineering position. The engineers are paid about the same as the Commanders. We permit internal transfers from engineering to flight crew, and vice-versa, with no loss of pay for qualifications when transferring to the new position. We do not assign crew to perform more than one function (flight crew or engineering) in any given year, even if the person is dual qualified. There is, therefore, no direct advantage to us if someone holds qualifications in both disciplines.
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While flying for Crossair out of Zurich I dropped in on Zimex just to check it out.
The company has a long history but it is mainly, as far as I could see, a place to build time. They fly you in places like Angola etc and the starting pay is comperable to a taxi cab driver in Fresno. I flew for many years in Central and East Africa and also flew the Twin Otter many years ago. The pay is based on expience such as Otter time, Angola time, total time etc.
I was interested in returning to Africa and Zimex only offered me the bottom starting pay as I had "not flown the Twin Otter in Angola". Complete B.S. crap.
All their operations are in "high risk areas" and they pay terrible.
Zimex is making a whole lot of money but the pilots (I have met several - past and present) are way below current scale.
After leaving Crossair I took a 2 month training contract in Kinshasa on DC-9. Not a Twin Otter but still a out of the ordinary assignment. My monthly salary was in excess of USD 12K per month. Zimex, after I computed this incredibly complex pay scale, pays about USD 4K per month as a Otter Captain and that is if you have Angola and Twin Otter Time in Angola. F.O.'s probably fly for food if Zimex has its way.
Good Luck
Jackel
The company has a long history but it is mainly, as far as I could see, a place to build time. They fly you in places like Angola etc and the starting pay is comperable to a taxi cab driver in Fresno. I flew for many years in Central and East Africa and also flew the Twin Otter many years ago. The pay is based on expience such as Otter time, Angola time, total time etc.
I was interested in returning to Africa and Zimex only offered me the bottom starting pay as I had "not flown the Twin Otter in Angola". Complete B.S. crap.
All their operations are in "high risk areas" and they pay terrible.
Zimex is making a whole lot of money but the pilots (I have met several - past and present) are way below current scale.
After leaving Crossair I took a 2 month training contract in Kinshasa on DC-9. Not a Twin Otter but still a out of the ordinary assignment. My monthly salary was in excess of USD 12K per month. Zimex, after I computed this incredibly complex pay scale, pays about USD 4K per month as a Otter Captain and that is if you have Angola and Twin Otter Time in Angola. F.O.'s probably fly for food if Zimex has its way.
Good Luck
Jackel