JET2
Join Date: May 2005
Location: Denver, CO
Age: 47
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Mackey,
The interview is very straight forward no real technical stuff, normal get to know you questions to see if you will fit into the company.
I have some details of the sim, PM me and I can give you some more information. I can can also give you some advise on how to pass it and not cock it up like I did.
Mark.
The interview is very straight forward no real technical stuff, normal get to know you questions to see if you will fit into the company.
I have some details of the sim, PM me and I can give you some more information. I can can also give you some advise on how to pass it and not cock it up like I did.
Mark.
Join Date: Jul 2002
Location: Manchester
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20k for the bond, no doubt I will fund this but do Jet 2 pay this back or does it come out of your salary. PPJN are quotinf appeox £38,000 for a first officer but then do you have to take into account the bond.
Cheers P.
Cheers P.
Join Date: Mar 2005
Location: UK
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Jet2 Type Rating Loan
Just under 32K for inexperienced/low hours FO. In addition Jet2 pay you the loan installment for your type rating loan - this is un taxed but you must finance the interest repayments on top of this (around 70 a month I think).
After 3 years of paying off your type rating loan, salary is 38K.
32K gives about 1800 per month, and you will earn around 200 a month for flight pay (varies depending on base).
Hope this helps.
P.S. These figures aren't exact, but wont be too far off!
After 3 years of paying off your type rating loan, salary is 38K.
32K gives about 1800 per month, and you will earn around 200 a month for flight pay (varies depending on base).
Hope this helps.
P.S. These figures aren't exact, but wont be too far off!
Join Date: May 2005
Location: Denver, CO
Age: 47
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Interview Info.
Quite a few people have asked me for the info, so I thought I would just post what I have here for all to see. Good luck to all those who have an interview or sim check coming up.
I had my interview with Nick Hayter and a woman called Sue (I think) from HR. Nick started by telling me about the roster and duty schedule, he didn't really ask any questions so I just chipped in and asked a couple just to keep the conversation going - simple stuff like basing options, typical working week, routes flown etc. General common sense stuff.
Sue from HR then asked a load of HR stuff: Tell us about your flying career to date, why Jet2, tells us about a time when; you exercised good judgement, helped someone, worked as a team etc. They also asked me what I would do if a Captain made a mistake (how would you tell them etc) think CRM and MCC. What do you think of SOP's was another good one.
That was basically it, it was very relaxed and more of a conversation. I didn't get any technical questions, but it doesn't hurt to do some prep on Jet chariteritics: advantages of underslung engines, swept wings, handling issues (dutch roll etc).
I forgot to say as well that they started me off with some phsycometric tests : verbal and mathematical and a personality tests. Don't worry about the personality one, HR just use it as a reference (always good to ask in the interview how it came out. To prep yourself for the test, go dowm to WH Smiths and get some practice books, well worth it as it gives you some confidence and increases your speed.
The interview was pretty basic and when you get to the sim, you will find it is pretty basic as well. I did mine on the 737-400 at GE in Gatwick, but I also heard they use the fixed base sim at CTC. It probably depends on which aircraft you are interviewing for 737 or 757. The thing that I got worng and really regret is that I didn't get a practice session in before I went, without this confidence boost I was a victim of nerves as well as crap flying. The thing about the 737 (and others like it) is the pitch power couple i.e. the nose pitches up dramatically when you add power (this really screwed me up). So get some practice in a sim that has the same handling characteristics as the 737. This is expensive, but I believe it is the difference between getting the job and not.
That said, you will be given the profile on the day and you will get a brief on pwr settings and ptich attitudes - follow these religiously and you will sail through it and you will have plenty of time to navigate. The trip itself is fairly basic, take off and track direct to an NDB, turn overhead and track inbound to another NBD, hold at this NDB and then got outbound to pass an approach fix and then intercept a ILS to land. The instructor then demos an EFATO and single engine climb out, this is straight forward and easily coped with. And that's the end of it.
Some hints and tips: practice your scan, treat the aircraft like a big seneca and you only need to scan the basic six instruments (presented a little differnetly on the glass), but just remember Power and Attitude = Performance. Sounds basic, but it's all you need. Don't spend too much time trying to get the exact power setting first time out otherwise your scan will break down. Have a rough stab, check everything and then fine tune the %.
The next big thing is use the examiner as your PNF, get him to tune the radios, run through checklists etc. This is a big thing they are looking for on the CRM front. Don't forget the basic checks - gear up call, after takeoff, top of climb, approach brief (you give to him and then get him to read the missed app - if you have multi-crew experience stick with what you know. They don't expect you to know thier SOP's) also pre-descent and then prelanding. He will read and do the check, but he will wait for you to respond to the correct action, a simple check will surfice
I think that is just about all I can think of right now, I did my sim in the summer of '05 so it may have changed a little and I think the airport they used was Shannon.
Also, no group exercises or presentations, so you should'nt have to worry about that.
I hope this helps and again good luck.
Mark.
I had my interview with Nick Hayter and a woman called Sue (I think) from HR. Nick started by telling me about the roster and duty schedule, he didn't really ask any questions so I just chipped in and asked a couple just to keep the conversation going - simple stuff like basing options, typical working week, routes flown etc. General common sense stuff.
Sue from HR then asked a load of HR stuff: Tell us about your flying career to date, why Jet2, tells us about a time when; you exercised good judgement, helped someone, worked as a team etc. They also asked me what I would do if a Captain made a mistake (how would you tell them etc) think CRM and MCC. What do you think of SOP's was another good one.
That was basically it, it was very relaxed and more of a conversation. I didn't get any technical questions, but it doesn't hurt to do some prep on Jet chariteritics: advantages of underslung engines, swept wings, handling issues (dutch roll etc).
I forgot to say as well that they started me off with some phsycometric tests : verbal and mathematical and a personality tests. Don't worry about the personality one, HR just use it as a reference (always good to ask in the interview how it came out. To prep yourself for the test, go dowm to WH Smiths and get some practice books, well worth it as it gives you some confidence and increases your speed.
The interview was pretty basic and when you get to the sim, you will find it is pretty basic as well. I did mine on the 737-400 at GE in Gatwick, but I also heard they use the fixed base sim at CTC. It probably depends on which aircraft you are interviewing for 737 or 757. The thing that I got worng and really regret is that I didn't get a practice session in before I went, without this confidence boost I was a victim of nerves as well as crap flying. The thing about the 737 (and others like it) is the pitch power couple i.e. the nose pitches up dramatically when you add power (this really screwed me up). So get some practice in a sim that has the same handling characteristics as the 737. This is expensive, but I believe it is the difference between getting the job and not.
That said, you will be given the profile on the day and you will get a brief on pwr settings and ptich attitudes - follow these religiously and you will sail through it and you will have plenty of time to navigate. The trip itself is fairly basic, take off and track direct to an NDB, turn overhead and track inbound to another NBD, hold at this NDB and then got outbound to pass an approach fix and then intercept a ILS to land. The instructor then demos an EFATO and single engine climb out, this is straight forward and easily coped with. And that's the end of it.
Some hints and tips: practice your scan, treat the aircraft like a big seneca and you only need to scan the basic six instruments (presented a little differnetly on the glass), but just remember Power and Attitude = Performance. Sounds basic, but it's all you need. Don't spend too much time trying to get the exact power setting first time out otherwise your scan will break down. Have a rough stab, check everything and then fine tune the %.
The next big thing is use the examiner as your PNF, get him to tune the radios, run through checklists etc. This is a big thing they are looking for on the CRM front. Don't forget the basic checks - gear up call, after takeoff, top of climb, approach brief (you give to him and then get him to read the missed app - if you have multi-crew experience stick with what you know. They don't expect you to know thier SOP's) also pre-descent and then prelanding. He will read and do the check, but he will wait for you to respond to the correct action, a simple check will surfice
I think that is just about all I can think of right now, I did my sim in the summer of '05 so it may have changed a little and I think the airport they used was Shannon.
Also, no group exercises or presentations, so you should'nt have to worry about that.
I hope this helps and again good luck.
Mark.
Join Date: Sep 2004
Location: Essex, UK
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Re:Bond
Regarding this bond, do you borrow the money of the company? What if you have your own money do or can you put this up?
Can someone explain in a bit more detail for me as I'm new to this bondage
, thank you.
Can someone explain in a bit more detail for me as I'm new to this bondage
, thank you.
Join Date: May 2006
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Any one else been invited for an interview, i've heard neither way, as per there auto responce (if ur not sucessfull dont expect to hear from us...etc).
just wondering whether to give up hope of an interview with them?
just wondering whether to give up hope of an interview with them?
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The 757 and 737 was mentioned in an earlier reply. When one does attend the interview does one have to express interest in either of the afforementioned aircraft, or do jet 2 choose on your behalf??
Many thanks and the very best of luck to all the guys who have interviews coming up
JetSetJ
Many thanks and the very best of luck to all the guys who have interviews coming up
JetSetJ
Join Date: Mar 2005
Location: UK
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Jet 2 - probation
The 'probation' period is actually for two months after final line check. Salary for the two months is just over 27k and then rises to a bit over 31k after probation.
Join Date: Oct 2005
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anyone heard anything?
Hey guys
Just wondered if anyone from the mid september interviews has heard anything from Jet2 yet? Positive or negative? If so, was it by letter, a phone call, email? If you are lucky enough to get called for sim check how much notice are you usually given?
Good luck and thanks for any feedback
oleocookie
Just wondered if anyone from the mid september interviews has heard anything from Jet2 yet? Positive or negative? If so, was it by letter, a phone call, email? If you are lucky enough to get called for sim check how much notice are you usually given?
Good luck and thanks for any feedback
oleocookie
Join Date: May 2004
Location: Live near Cardiff (from Scotland)
Age: 47
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CTC?
Hi I`m kind of new to JET2/CTC set-up and wondered,if you are successful with jet2 and offered employment are you sent through CTC to do the CTC selection scheme paying the £6500ish?
Gizajob
Join Date: Jun 2003
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I can answer some of these questions - had a sim ride yesterday...
Oleo - had an interview on a Friday, mid-Sept and was informed of the sim ride the following Monday by telephone, confirmed by email. I had two weeks' notice of the sim appointment but could have had three - HR offered me a choice of two dates for my convenience, which I appreciated.
Pipertommy - as I have no jet time, if I get the job (please God!) I will be doing the AHSC (Advanced Skills Handling Course) at CTC. This is a cut-down version of AQC - it lasts 5 days and includes 1 day on jet handling and aerodynamics (groundschool) and 16 hours in the sim. Price is £3000, which is included in the bond you pay J2. If you have jet time, the course is optional, though J2 may make you do it if 'your simulator performance suggests you may benefit'.
In summary - been very happy with my experience of J2. Their process has been well-organised, timely and the sim was less of a 'chop ride' than 1.5hours of enjoyable instruction with the challenge of improving all the time.
Just sitting on extremely crossed fingers now - hope they hurry up and tell me the verdict - good or bad...
Oleo - had an interview on a Friday, mid-Sept and was informed of the sim ride the following Monday by telephone, confirmed by email. I had two weeks' notice of the sim appointment but could have had three - HR offered me a choice of two dates for my convenience, which I appreciated.
Pipertommy - as I have no jet time, if I get the job (please God!) I will be doing the AHSC (Advanced Skills Handling Course) at CTC. This is a cut-down version of AQC - it lasts 5 days and includes 1 day on jet handling and aerodynamics (groundschool) and 16 hours in the sim. Price is £3000, which is included in the bond you pay J2. If you have jet time, the course is optional, though J2 may make you do it if 'your simulator performance suggests you may benefit'.
In summary - been very happy with my experience of J2. Their process has been well-organised, timely and the sim was less of a 'chop ride' than 1.5hours of enjoyable instruction with the challenge of improving all the time.
Just sitting on extremely crossed fingers now - hope they hurry up and tell me the verdict - good or bad...