Virgin Australia recruitment
Join Date: Sep 2002
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G'day All,
Can anyone shed any light on whether Virgin are taking applications for Australia based (Perth) 737 FO? The career opportunities page suggest they are targeting Oz based 737 FO
but when I start working through the online application form it asks you to check the boxes for positions you are interested in and Australia based 737 FO is not on the list.
I'm wondering if anyone knows if this is intentional or a possible error with the form?
Also - they ask for an Australian Command Multi-Engine Aeroplane Instrument Rating but don't specifically state that you need an IPC in the last 12 months. Does anyone know if the IPC is optional if you have a Command Multi-Engine Aeroplane Instrument Rating but more than 12 months since your last check?
Appreciate any light/rumours you may be able to shed.
Cheers!
Can anyone shed any light on whether Virgin are taking applications for Australia based (Perth) 737 FO? The career opportunities page suggest they are targeting Oz based 737 FO
but when I start working through the online application form it asks you to check the boxes for positions you are interested in and Australia based 737 FO is not on the list.
I'm wondering if anyone knows if this is intentional or a possible error with the form?
Also - they ask for an Australian Command Multi-Engine Aeroplane Instrument Rating but don't specifically state that you need an IPC in the last 12 months. Does anyone know if the IPC is optional if you have a Command Multi-Engine Aeroplane Instrument Rating but more than 12 months since your last check?
Appreciate any light/rumours you may be able to shed.
Cheers!
Join Date: Jan 2011
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Won’t be direct 737 recruitment into the Aus based anytime soon (shouldn’t say that... who knows with this place. Wouldn’t count on it though).
Take the 777 and you’ll be able to move over after 2 1/2 years
Take the 777 and you’ll be able to move over after 2 1/2 years
Join Date: Jun 2018
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Thanks VHFRT - appreciate the insight.
I'm keen to get the family back to Perth ASAP, if I took F100 with a Perth base do you reckon it'd be a similar timeline to the 737?
From what I can tell it looks like Network might be the best job around in PH at the moment, I meet the criteria for their DEC F100 they've had up for a while...
What would you do?
I'm keen to get the family back to Perth ASAP, if I took F100 with a Perth base do you reckon it'd be a similar timeline to the 737?
From what I can tell it looks like Network might be the best job around in PH at the moment, I meet the criteria for their DEC F100 they've had up for a while...
What would you do?
Join Date: Jul 2010
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Virgin is a seniority driven airline, get on the list as soon as you can, wherever you can. Once you’re on the list, you can go anywhere your seniorty allows. Perth is the least popular base (737 wise) so you will gettheget there quicker than anywhere else. Trying to game the system is ultimately only wasting time and pushing you further
down the list.
down the list.
Join Date: Oct 2007
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Don't Believe All The Hype!
How about the 10% cap?
I've said this before. I've interviewed a number of ATR chaps during the past several years. They all shared the same experience. 5-7 years service on the ATR with the seniority to move to the 737, but they can't go anywhere due to the cap. Meanwhile, people are being recruited directly off the street for both the 777 and 737. Now that is called shafted!
IF YOU WANT TO FLY A JET, THEN JOIN STRAIGHT TO A JET, OTHERWISE PREPARE FOR A SHAFTING WHERE SENIORITY MEANS FU..ALL.
L.B
Last edited by "Littlebird"; 2nd Feb 2019 at 11:16.
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The issue they face on the ATR is the ability to attract and retain. The cap is a massive hinderance to the operation as a whole.
From day 1 the ATR Operation has been a shamozzle. It’s was run by Skywest then VARA now VA. They shut down the biggest pilot base being Brisbane. They expected everyone to pack up their bags and move to Canberra or Sydney. People voted with their feet and just left. So the company offered a commuting agreement for a return or service.
The last Eba included ‘integration’ with the VA GDOJ list. The cap came as a condition of integration. The cap essentially meant they had to release a minimum of 10% of crew a year to VA. VA’s definition of ‘release’ and ‘10%’ has been interesting to say the least.
Bear in mind the last eba was voted in by the entire Skywest group (f50,f100,a320 and atr). So even if they ATR guys weren’t happy with the terms they could have been over ruled by the greater population of pilots on other fleets.
In the years gone by, VA has hired at quite a dramatic pace. You have people off the street getting 737 domestic positions. This has ‘screwed over’ atr pilots who may be hundreds of positions higher on the GDOJ than the pilot off the street.
The new joiner gets to join on more money, on a secure fleet and a secure base. Meanwhile the ATR pilots get to continue their 8+ year reign of uncertainty and below par pay and conditions. They don’t know if their fleet will be around next year, if they will be forced to move bases or when they may get the ‘chance’ to fly a 737. Even though they’ve been working for VA for 8+ years!
Its time for the cap to go and for the exisiting atr pilots to be provided pay/conditions and positions based on their GDOJ. If conditions don’t improve, expect another exodus off the fleet and potentially the end of the ATR operation as a whole at VA.
To the new joiners, be very weary accepting an ATR position. Understand the eba before you accept it!
From day 1 the ATR Operation has been a shamozzle. It’s was run by Skywest then VARA now VA. They shut down the biggest pilot base being Brisbane. They expected everyone to pack up their bags and move to Canberra or Sydney. People voted with their feet and just left. So the company offered a commuting agreement for a return or service.
The last Eba included ‘integration’ with the VA GDOJ list. The cap came as a condition of integration. The cap essentially meant they had to release a minimum of 10% of crew a year to VA. VA’s definition of ‘release’ and ‘10%’ has been interesting to say the least.
Bear in mind the last eba was voted in by the entire Skywest group (f50,f100,a320 and atr). So even if they ATR guys weren’t happy with the terms they could have been over ruled by the greater population of pilots on other fleets.
In the years gone by, VA has hired at quite a dramatic pace. You have people off the street getting 737 domestic positions. This has ‘screwed over’ atr pilots who may be hundreds of positions higher on the GDOJ than the pilot off the street.
The new joiner gets to join on more money, on a secure fleet and a secure base. Meanwhile the ATR pilots get to continue their 8+ year reign of uncertainty and below par pay and conditions. They don’t know if their fleet will be around next year, if they will be forced to move bases or when they may get the ‘chance’ to fly a 737. Even though they’ve been working for VA for 8+ years!
Its time for the cap to go and for the exisiting atr pilots to be provided pay/conditions and positions based on their GDOJ. If conditions don’t improve, expect another exodus off the fleet and potentially the end of the ATR operation as a whole at VA.
To the new joiners, be very weary accepting an ATR position. Understand the eba before you accept it!
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No doubt the employee would have signed a contract knowing the terms and conditions of the cap.
A contract is between both parties, therefore each has their own responsibilities. The employer is responsible for correctly applying the cap and then executing it by actually releasing 10% of the pilots. Please note, that awarding a position and actually releasing a person is two very different things.
I believe the EBA has expired, therefore the cap should be deemed expired.
Nevertheless, at the end of the day if you look after your employees they will run the company for you. I believe this is a Branson quote.
L.B
Join Date: Aug 2003
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Skysook,
No doubt the employee would have signed a contract knowing the terms and conditions of the cap.
A contract is between both parties, therefore each has their own responsibilities. The employer is responsible for correctly applying the cap and then executing it by actually releasing 10% of the pilots. Please note, that awarding a position and actually releasing a person is two very different things.
I believe the EBA has expired, therefore the cap should be deemed expired.
Nevertheless, at the end of the day if you look after your employees they will run the company for you. I believe this is a Branson quote.
L.B
No doubt the employee would have signed a contract knowing the terms and conditions of the cap.
A contract is between both parties, therefore each has their own responsibilities. The employer is responsible for correctly applying the cap and then executing it by actually releasing 10% of the pilots. Please note, that awarding a position and actually releasing a person is two very different things.
I believe the EBA has expired, therefore the cap should be deemed expired.
Nevertheless, at the end of the day if you look after your employees they will run the company for you. I believe this is a Branson quote.
L.B
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Pilot's can't operate without renewing their licence and medical so why is it a company can get to an EBA when they're good and ready.
L.B
