easyJet (merged)
Join Date: Sep 2003
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Re: EasyJet Low Hours Pilot
Don't set your sights on one operator straight out of training - you are asking for disappointment. Apply to anyone and everyone to get that first job. If you do want to go for EJ then look at CTC, but remember other airlines also take people from there, e.g. Monarch.
Also it would be cheaper for you if you could get a turboprop job first, then move to someone who pays for your jet type-rating. Plus it's damn good experience. Look at Flybe, BA Citiexpress (or whatever they are now) and Eastern amongst others for TP opportunities.
Also it would be cheaper for you if you could get a turboprop job first, then move to someone who pays for your jet type-rating. Plus it's damn good experience. Look at Flybe, BA Citiexpress (or whatever they are now) and Eastern amongst others for TP opportunities.
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Re: EasyJet Low Hours Pilot
Originally Posted by zedex7rrrrrrr
No I don't, however if you can prove me wrong, I'll apologise! You seemed to have blurted out some random pish but if you have some substance to your argument, I would genuinely love to hear it.
In the states it seems quite common to work your way up through instructing and then to splash out on a biz jet rating. I personally know 2 guys (both American citizens) who did this and now fly a Falcon and a Citation.
In the UK, I have never known of any 250 hour guys to take this option. If it has ever worked, I am almost certain that those people would have been known personally by the operator and promised a job before doing a TR. Biz jet operators take experienced crews only.
To fund a rating at the experience levels that this guy has, then you're better off pointing him in the direction of a 737 or A320.
I can't understand why Easyjet would be anyone's first choice but if it is, then get in touch with CTC. (And do a search...)
In the states it seems quite common to work your way up through instructing and then to splash out on a biz jet rating. I personally know 2 guys (both American citizens) who did this and now fly a Falcon and a Citation.
In the UK, I have never known of any 250 hour guys to take this option. If it has ever worked, I am almost certain that those people would have been known personally by the operator and promised a job before doing a TR. Biz jet operators take experienced crews only.
To fund a rating at the experience levels that this guy has, then you're better off pointing him in the direction of a 737 or A320.
I can't understand why Easyjet would be anyone's first choice but if it is, then get in touch with CTC. (And do a search...)
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Re: EasyJet Low Hours Pilot
Originally Posted by imac67
This is the advice i got, my mate drives a 604 and is confident that after gaining an FAA ATP and 250hrs pay for my own TR a right hand seat is a real possibility, may be a case of not what you know....i,ll let you know upon my return from Florida
It's a whole different ballgame over there than in europe. However, one thing to consider is the fact that a few bizjet-operators in europe fly with N-reg planes and are in dire need of FAA certified pilots. Look at grafair for example. I reccon they've got jobs to spare but very few are qualified to fly for them.
regards/ LnS
Join Date: Aug 2003
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Go airlines - forget bizjets
In the UK, if you want a job, FORGET BIZJETS - no bizjet operator will offer you a job with low hours in UK !!!
CTC is probably your best option unless you are willing to get MCC/CRM etc and apply to all airlines, then wait ! Problem is, CTC is fairly expensive.
CTC have a scheme called the ATP scheme - basically, if you get accepted on to it (V stringent application procedure), you do MCC, CRM and get about 30 hrs in 737 sim. during this or just after, you'd be 'placed' with an airline with whom you'll get your type rating and commercial experience. CTC set a period of 6 months during which you're 'on-line' with an airline. After this, the airline will most likely offer you a permanent contract (No one has not been offered a full contract to date).
If you graduate from the CTC course, you get a job - 100% so far !
I believe it's been running for nearly a decade as well !
If you want to increase your opportunities and insist on going your own way, get eith er a 737 or A320 type rating. You'll not go bigger on low hours and they are the most common type.
Many operators recruit in some form or another on to one of these types through out UK !
For example, myself, now flying 737s due to CTC, mate starting with BA 737s, another mate A420 with BA, 3 to Easyjet o 737s (due to A319 orders, all 3 now booked on A319 courses therefore 2 ratings in less than 6 months), 757 monarch (through CTC), Thomsonfly/Britannia 757/737 etc. etc.
757s are starting to move out or go freight only - give that type a miss !
Basically - go to CTC, if unsuccessful, get 737 rating (both classic and NG if poss).
Good Luck
CTC is probably your best option unless you are willing to get MCC/CRM etc and apply to all airlines, then wait ! Problem is, CTC is fairly expensive.
CTC have a scheme called the ATP scheme - basically, if you get accepted on to it (V stringent application procedure), you do MCC, CRM and get about 30 hrs in 737 sim. during this or just after, you'd be 'placed' with an airline with whom you'll get your type rating and commercial experience. CTC set a period of 6 months during which you're 'on-line' with an airline. After this, the airline will most likely offer you a permanent contract (No one has not been offered a full contract to date).
If you graduate from the CTC course, you get a job - 100% so far !
I believe it's been running for nearly a decade as well !
If you want to increase your opportunities and insist on going your own way, get eith er a 737 or A320 type rating. You'll not go bigger on low hours and they are the most common type.
Many operators recruit in some form or another on to one of these types through out UK !
For example, myself, now flying 737s due to CTC, mate starting with BA 737s, another mate A420 with BA, 3 to Easyjet o 737s (due to A319 orders, all 3 now booked on A319 courses therefore 2 ratings in less than 6 months), 757 monarch (through CTC), Thomsonfly/Britannia 757/737 etc. etc.
757s are starting to move out or go freight only - give that type a miss !
Basically - go to CTC, if unsuccessful, get 737 rating (both classic and NG if poss).
Good Luck
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first job
First of all, there really is no need for such hostility !
Many operators in the uk are beginning to replace 757 fleets with airbus aircraft or (in the case of thomsonfly), slowly trading for 737s. The 757 is not an aircraft with a long future in passenger travel ... in my view (and many captains within my company) !
Additionally, my post was written in an attempt to help someone looking for a first job. There is not a single airline worldwide that will recruit a low-hour (240-270 hr) pilot and put them straight on to a 767 (which appears to be half your argument). Yes, some do recruit for the 757 but if doing a type rating with the aim of leaving as many options open as possible, the 757 would be nearly as bad as a type rating for a tupelov in the UK!!! I only know of 2 operators that recruit direct to 757 for low-hr pilots and both of those airlines only do so through approved training schemes !
In reference to your comment about the 757/767 rating, a 757 rating is not automatically a 767 rating. I am assumming from your name that you are possibly a 757 pilot and therefore you will know this but for both to be 'useable', differences training is required in addition to line training on BOTH types. One does not count for the other. If you were paying for your own type rating, would you pay for the extra if there was no chance of it being needed/useful whilst in the position of a low-hr pilot ?
If responding, please try to make a constructive critism/responce rather than spit out random crap !
Many operators in the uk are beginning to replace 757 fleets with airbus aircraft or (in the case of thomsonfly), slowly trading for 737s. The 757 is not an aircraft with a long future in passenger travel ... in my view (and many captains within my company) !
Additionally, my post was written in an attempt to help someone looking for a first job. There is not a single airline worldwide that will recruit a low-hour (240-270 hr) pilot and put them straight on to a 767 (which appears to be half your argument). Yes, some do recruit for the 757 but if doing a type rating with the aim of leaving as many options open as possible, the 757 would be nearly as bad as a type rating for a tupelov in the UK!!! I only know of 2 operators that recruit direct to 757 for low-hr pilots and both of those airlines only do so through approved training schemes !
In reference to your comment about the 757/767 rating, a 757 rating is not automatically a 767 rating. I am assumming from your name that you are possibly a 757 pilot and therefore you will know this but for both to be 'useable', differences training is required in addition to line training on BOTH types. One does not count for the other. If you were paying for your own type rating, would you pay for the extra if there was no chance of it being needed/useful whilst in the position of a low-hr pilot ?
If responding, please try to make a constructive critism/responce rather than spit out random crap !
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Many operators in the uk are beginning to replace 757 fleets with airbus aircraft or (in the case of thomsonfly), slowly trading for 737s. The 757 is not an aircraft with a long future in passenger travel ... in my view (and many captains within my company) !
Yes, some do recruit for the 757 but if doing a type rating with the aim of leaving as many options open as possible, the 757 would be nearly as bad as a type rating for a tupelov in the UK!!! I only know of 2 operators that recruit direct to 757 for low-hr pilots and both of those airlines only do so through approved training schemes !
If responding, please try to make a constructive critism/responce rather than spit out random crap !
One other point that is glaringly obvious whenever this arguement arises, is that a lot of Brit wanabee airline pilots seem to want a job on there own back doorstep, when plainly this aint the case
I personally know of 5 airlines that operate 757's in VARIOUS capacities that would take a good low timer with a 757 T/ROh and one last thing..have a look at my profile, a 757 T/R IS considered a 767 T/R have a look on your license, there is only a requirement for a systems differences course (ala 737 classic vs NG) but there is no specific Sim detail required. In my case I flew the 757 for 500 hrs or so, and now fly both, the LPC/OPC is carried out in either the 757 or 767 sim config.
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Originally Posted by 757manipulator
Small point conceed, however there is nothing that Ive posted that isnt untrue.
Scroggs
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Scroggs check your PMs please
Also feel free to post the message on your thread.
As for my last response, perhaps the amendedment, "the bulk of what I have posted is true..i.e everything save the last word" may be appropriate
Also feel free to post the message on your thread.
As for my last response, perhaps the amendedment, "the bulk of what I have posted is true..i.e everything save the last word" may be appropriate
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No arguments please !
I do not wish to argue. The point is to provide HELPFUL information to a newcomer !
To clear up some of this:
I did say that my comments about the 757 future were views/opinions held by myself/others within my company - I did not say they were simple fact ! However looking at current statistics, there are some operators realeasing 757s from operations but few adding 757s to their inventory.
It would be helpful to know who the 5 operators are that you DO KNOW OF recruiting low-hr 757/767 pilots who having trained through an approved scheme !
Finally, I did not say that additional sim training was required for the dual 757/767 rating. I merely said that there was additional training involved. Training which must be paid for by someone wether that be i a classroom or in a simulator.
I understand that (in my case - 737 classic/NG) if you get a rating on one type, the other is automatically put on the license. However, a differences course is required (for 737 this includes sim details) and additional line training is required befoire the full priviledges of both types can be exerised.
The currency training to keep the types current is another matter altogether.
Just to emphasize the point of this post (inc. replys):
A low-hr pilot looking for work !
Therefore, replys should usually contain helpful information that may help. NOT abuse or vague critism of someone else's response ! If you do feel you must critisize, provide your own evidence !
To clear up some of this:
I did say that my comments about the 757 future were views/opinions held by myself/others within my company - I did not say they were simple fact ! However looking at current statistics, there are some operators realeasing 757s from operations but few adding 757s to their inventory.
It would be helpful to know who the 5 operators are that you DO KNOW OF recruiting low-hr 757/767 pilots who having trained through an approved scheme !
Finally, I did not say that additional sim training was required for the dual 757/767 rating. I merely said that there was additional training involved. Training which must be paid for by someone wether that be i a classroom or in a simulator.
I understand that (in my case - 737 classic/NG) if you get a rating on one type, the other is automatically put on the license. However, a differences course is required (for 737 this includes sim details) and additional line training is required befoire the full priviledges of both types can be exerised.
The currency training to keep the types current is another matter altogether.
Just to emphasize the point of this post (inc. replys):
A low-hr pilot looking for work !
Therefore, replys should usually contain helpful information that may help. NOT abuse or vague critism of someone else's response ! If you do feel you must critisize, provide your own evidence !
SORRY ABOUT THE DIVERSION FROM THE ORIGINAL TOPIC ADM100. I HOPE SOME OF IT HAS ACTUALLY HELPED.
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did say that my comments about the 757 future were views/opinions held by myself/others within my company - I did not say they were simple fact ! However looking at current statistics, there are some operators realeasing 757s from operations but few adding 757s to their inventory.
Finally, I did not say that additional sim training was required for the dual 757/767 rating. I merely said that there was additional training involved. Training which must be paid for by someone wether that be i a classroom or in a simulator.
It would be helpful to know who the 5 operators are that you DO KNOW OF recruiting low-hr 757/767 pilots who having trained through an approved scheme
Probably more to the point on this is that there is presently a real shortage of 757 people to operate second tier charter/cargo Ops. As with anything however you pay your money and you take your chances..why though be just another person with an A320/737 type on your license when the industry is so short of 757 drivers? (and its easier to fly than a 737!
)I do hope this has been informative
Scroggs...my tea tastes good
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I hope thay they will lower their requirements. I have heard from an very reliable person that they are going to open a base in Greece. Actually they are going to buy one part of the terminal at Spata, Athens
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Also, having just looked on the Oxford Website, there appear to be 7 OAT graduates who have now joined Easyjet.
So I would fully concur that the expansion plans are quite large, as I thought that Easy would only look at the CTC grads beforehand.
So I would fully concur that the expansion plans are quite large, as I thought that Easy would only look at the CTC grads beforehand.