Virgin Australia recruitment
I guess what it comes down to is this.
Don’t ever work for a subsidiary or regional arm of the Company which is your ultimate goal.
If your ultimate goal is Virgin, don’t work for VARA or Tiger.
If your ultimate goal is mainline, don’t work for Cobham, QLink on the Dash or Jetstar. People are getting trapped.
Last question... if you can actually afford it or have a backup plan, what about resigning? If you resign - does that remove the restriction so you can go straight into the job you’re “on hold” for? I expect very few people would be in a family or financial position to be able to do that.
Don’t ever work for a subsidiary or regional arm of the Company which is your ultimate goal.
If your ultimate goal is Virgin, don’t work for VARA or Tiger.
If your ultimate goal is mainline, don’t work for Cobham, QLink on the Dash or Jetstar. People are getting trapped.
Last question... if you can actually afford it or have a backup plan, what about resigning? If you resign - does that remove the restriction so you can go straight into the job you’re “on hold” for? I expect very few people would be in a family or financial position to be able to do that.
Originally Posted by Slippery_Pete
I guess what it comes down to is this.
Don’t ever work for a subsidiary or regional arm of the Company which is your ultimate goal.
If your ultimate goal is Virgin, don’t work for VARA or Tiger.
If your ultimate goal is mainline, don’t work for Cobham, QLink on the Dash or Jetstar. People are getting trapped.
Last question... if you can actually afford it or have a backup plan, what about resigning? If you resign - does that remove the restriction so you can go straight into the job you’re “on hold” for? I expect very few people would be in a family or financial position to be able to do that.
Don’t ever work for a subsidiary or regional arm of the Company which is your ultimate goal.
If your ultimate goal is Virgin, don’t work for VARA or Tiger.
If your ultimate goal is mainline, don’t work for Cobham, QLink on the Dash or Jetstar. People are getting trapped.
Last question... if you can actually afford it or have a backup plan, what about resigning? If you resign - does that remove the restriction so you can go straight into the job you’re “on hold” for? I expect very few people would be in a family or financial position to be able to do that.
I think you'll find in the future, the ONLY way to mainline will be through the subsidiaries first. The last question - it has been publicly announced if you're an internal on hold, if you resign from the subsidiary, your application is void.
Originally Posted by Dunda
Good question Slippery. At Qlink, the answer to your question was clearly spelt out in a letter from the Qlink chief pilot to those on the mainline hold file. It stated that if you resign from Qlink, your mainline offer will become null and void. Check mate!
As stated above, the fasted pathway to mainline has been to resign from the group first, then apply to mainline.
As stated above, the fasted pathway to mainline has been to resign from the group first, then apply to mainline.
What would happen to someone who had an offer, who then resigned to go elsewhere (for a short time) and then at a later date applied as an external. I bet they'd get an interview like anyone else.
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Originally Posted by Inboundd
Qantaslink Dash 8 or Virgin ATR?
If one were to have both offers, what's the best option?
If one were to have both offers, what's the best option?
JLS.
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Originally Posted by jetlikespeeds
If you want to get into Virgin later on then go for Qlink Dash 8. If you want to fly for Qantas Mainline or any other of their jet subsidiaries then go for the ATR gig, such is the nature of the game. Unfortunately, due to not wanting to affect staffing levels at the regional parts of their own business, they are prepared to say goodbye to pilots that leave to go to other operators rather than promote from within and treat their staff with respect.
JLS.
JLS.
With the US being so short as well, some airlines that actually forward plan are contempleting taking just about every applicant they can with an ATPL, 3000 hrs, English level 6 and most important the personality and attitude to be trained. Of course this means a significant investment from the employer but what's the alternative going to be moving forward?
In addition some major airlines are investigating options to do something they said they would never do. Yes open new bases all over the world including Aus. You lucky buggers! I wish I was a tad younger. L.B
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Interesting point L.B. Whilst the boys and girls at EK will tell you the chances of them opening bases overseas are none and Buckley’s and with good reason, perhaps the hand will be forced in time. Just think of the spin. “Global basing options for a truly global airline.”
I'm not sure how the Seniority list works at Virgin, however one thing to consider is the long term.
Yes, sitting at VARA for 7+ years while new hires go onto the Jets might be a hard pill to swallow... but down the line, once you've finally escaped the Turbo-Props and secured a Jet Job, wouldn't an extra 7 years Seniority ensure a Widebody command that much quicker?
Just an outside observation. The reason Air NZ Link lose so many Pilots externally is because their seniority lists are entirely separate from the Jet Fleets so Pilots lose nothing by leaving. Would be a very different story if we had a group seniority list.
Yes, sitting at VARA for 7+ years while new hires go onto the Jets might be a hard pill to swallow... but down the line, once you've finally escaped the Turbo-Props and secured a Jet Job, wouldn't an extra 7 years Seniority ensure a Widebody command that much quicker?
Just an outside observation. The reason Air NZ Link lose so many Pilots externally is because their seniority lists are entirely separate from the Jet Fleets so Pilots lose nothing by leaving. Would be a very different story if we had a group seniority list.
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Originally Posted by ElZilcho
I'm not sure how the Seniority list works at Virgin, however one thing to consider is the long term.
Yes, sitting at VARA for 7+ years while new hires go onto the Jets might be a hard pill to swallow... but down the line, once you've finally escaped the Turbo-Props and secured a Jet Job, wouldn't an extra 7 years Seniority ensure a Widebody command that much quicker?
Just an outside observation. The reason Air NZ Link lose so many Pilots externally is because their seniority lists are entirely separate from the Jet Fleets so Pilots lose nothing by leaving. Would be a very different story if we had a group seniority list.
Yes, sitting at VARA for 7+ years while new hires go onto the Jets might be a hard pill to swallow... but down the line, once you've finally escaped the Turbo-Props and secured a Jet Job, wouldn't an extra 7 years Seniority ensure a Widebody command that much quicker?
Just an outside observation. The reason Air NZ Link lose so many Pilots externally is because their seniority lists are entirely separate from the Jet Fleets so Pilots lose nothing by leaving. Would be a very different story if we had a group seniority list.
Let's examine the wide body command scenario if you're on the props.
1. 5-7 years on the ATR
2. 10 + yrs 737 FO
3. 5 + yrs 737 CAPT
That's 20 years as a minimum before you're a skipper on the 330 or 777. Then you've got the earlier retirement age due to the role. Also remember that VAA has only around 10 widebody aircraft in total.
All the best.
L.B
Originally Posted by "Littlebird"
ElZilcho - I admire your optimism. So it seems seniority works OK unless you're on the ATR where it doesn't.
Let's examine the wide body command scenario if you're on the props.
1. 5-7 years on the ATR
2. 10 + yrs 737 FO
3. 5 + yrs 737 CAPT
That's 20 years as a minimum before you're a skipper on the 330 or 777. Then you've got the earlier retirement age due to the role. Also remember that VAA has only around 10 widebody aircraft in total.
All the best.
L.B
Let's examine the wide body command scenario if you're on the props.
1. 5-7 years on the ATR
2. 10 + yrs 737 FO
3. 5 + yrs 737 CAPT
That's 20 years as a minimum before you're a skipper on the 330 or 777. Then you've got the earlier retirement age due to the role. Also remember that VAA has only around 10 widebody aircraft in total.
All the best.
L.B
In the above scenario, compare 2 Pilots starting on the 737. Pilot A was on the ATR for 5-7 years while Pilot B was an external hire. Does Pilot A have a Seniority number 5-7 years ahead of Pilot B due to their time in VARA, or do they both get similar numbers when joining the Jets?
Honest question as I have no clue how Seniority works at Virgin. If my years as a Link Pilot counted towards my Jet Seniority I never would of left to fly Jets externally and would be 6 years higher up the list. Since that wasn't the case, I had no reservations about leaving the group.
Originally Posted by ElZilcho
If my years as a Link Pilot counted towards my Jet Seniority I never would of left to fly Jets externally and would be 6 years higher up the list. Since that wasn't the case, I had no reservations about leaving the group.
While group seniority is a great idea in theory, unless there is a commitment to hire from the Air NZ Link group by the Air NZ jet fleet then the group seniority will be a handcuff with no benefits. I know of quite a few guys who jumped ahead by leaving the Links to go to an outside jet job and very soon after got a Air NZ jet job ahead of guys that had stayed at the links.
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Originally Posted by decoder
On another note, I see pilot applications for Virgin have closed (unless you want to fokker it in WA). Have they got a full deck of cards again or are they trying to manage the people they have in the system before they continue?
Originally Posted by 27/09
You're probably better off than you may have been if you were stayed at the Air NZ Link, seniority or no seniority at the Air NZ jet fleet.
While group seniority is a great idea in theory, unless there is a commitment to hire from the Air NZ Link group by the Air NZ jet fleet then the group seniority will be a handcuff with no benefits. I know of quite a few guys who jumped ahead by leaving the Links to go to an outside jet job and very soon after got a Air NZ jet job ahead of guys that had stayed at the links.
While group seniority is a great idea in theory, unless there is a commitment to hire from the Air NZ Link group by the Air NZ jet fleet then the group seniority will be a handcuff with no benefits. I know of quite a few guys who jumped ahead by leaving the Links to go to an outside jet job and very soon after got a Air NZ jet job ahead of guys that had stayed at the links.
However, if my Seniority number on the Jet Fleet reflected my Link join date, I'd be an A320 Captain rather than an FO and I'd probably see a Widebody Command in my late 40's/early 50's. That's the difference between getting a number at 25 early 30's. An extra 6 years in the LHS of a Widebody is a fair chuck of cash.
Honestly, I see the Pro's and Con's of a Joint List. For those joining at the bottom, it's a long wait to get in a Jet while the company tightens the noose. But in 20-30 years time, perhaps it'll pay off? With only a small Widebody Fleet at Virgin, a lot of Pilots will never see the LHS of one.
Originally Posted by "Littlebird"
ElZilcho - I admire your optimism. So it seems seniority works OK unless you're on the ATR where it doesn't.
Let's examine the wide body command scenario if you're on the props.
1. 5-7 years on the ATR
2. 10 + yrs 737 FO
3. 5 + yrs 737 CAPT
That's 20 years as a minimum before you're a skipper on the 330 or 777. Then you've got the earlier retirement age due to the role. Also remember that VAA has only around 10 widebody aircraft in total.
All the best.
L.B
Let's examine the wide body command scenario if you're on the props.
1. 5-7 years on the ATR
2. 10 + yrs 737 FO
3. 5 + yrs 737 CAPT
That's 20 years as a minimum before you're a skipper on the 330 or 777. Then you've got the earlier retirement age due to the role. Also remember that VAA has only around 10 widebody aircraft in total.
All the best.
L.B
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Originally Posted by unknownpilot
Can you give some examples as to who these majors you speak of?
Significant prop command might be OK, SO not really and jet time above 40T best.
All the best...I Hope this helps.
From what I’ve seen of the 2015 domestic EBA, the base salaries are not that dissimilar for a level one 737 F/O and 1st year ATR Capt.
Not sure of the criteria to move up the levels on the jet, but a level 3 F/O on the 737 appears to have a base about 30% greater than an ATR captain of comparable years of service. Then there’s overtime and allowances.
Not sure of the criteria to move up the levels on the jet, but a level 3 F/O on the 737 appears to have a base about 30% greater than an ATR captain of comparable years of service. Then there’s overtime and allowances.
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Hey Gmac115,
I had an interview/sim with them in October (F100) and was emailed back 2 weeks later without an offer and my references were not contacted. One other applicant I kept in contact with (Kingerair 350 Instructor with CAE) had his references checked with a further Skype interview with management - I think he might have made it through.
I had an interview/sim with them in October (F100) and was emailed back 2 weeks later without an offer and my references were not contacted. One other applicant I kept in contact with (Kingerair 350 Instructor with CAE) had his references checked with a further Skype interview with management - I think he might have made it through.
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Everyone I've heard is you get the phone call for a start date, no telling if you're on the hold. The old no news is good news it seems. Seems some people get a phone call after a few days, some months upon months...
