Wizzair Cadet Pilot Programme (Non-TR)
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Wizzair Cadet Pilot Programme (Non-TR)
Has anybody more information on that?
Sounds like an opportunity to get started without p2f and the like. Have a fresh fATPL with 400 hrs TT and, obviously, no turbine experience.
Sounds like an opportunity to get started without p2f and the like. Have a fresh fATPL with 400 hrs TT and, obviously, no turbine experience.
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Just been rejected by Wizz Air. Applied for NON TR
2800TT
2600 Hrs Multi Crew Turbo Prop
MCC & JOC
FAA A320 TR
FATPL
FAA ATP
What the hell do you need to get an interview with these guys......
this industry
2800TT
2600 Hrs Multi Crew Turbo Prop
MCC & JOC
FAA A320 TR
FATPL
FAA ATP
What the hell do you need to get an interview with these guys......
this industry
Last edited by Phenom100; 13th Oct 2013 at 13:14.
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Well, a FAA TR is useless here in Europe, so applied as non rated....who know's what they want, would be interested to know if anyone has been called for Interview and what experience they have.....
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I was going to apply, but I don't have a JOC...
Normally I just apply anyway, and would do a JOC in a day before the interview.
However, Wizz want to see a completion certificate before application, so that's me screwed.
I'm now trying to decide whether to do a one day, 4hour JOC, or a full blown 20hr one with OAA to satisfy the likes of Jet2..
Normally I just apply anyway, and would do a JOC in a day before the interview.
However, Wizz want to see a completion certificate before application, so that's me screwed.
I'm now trying to decide whether to do a one day, 4hour JOC, or a full blown 20hr one with OAA to satisfy the likes of Jet2..
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I did my MCC on a jet FNPTII. The MCC course did NOT give me a JOC certificate. I had to do that separately (a bundled deal at the time; good price).
I thought the JOC was a bit meh. I am not convinced that it taught me much. It was to do with further planning ahead due to increased speeds, stability at high altitudes, yaw damper vs no yaw damper, oscillations that sort of thing. It was useful but I don't believe it's something that should be required prior to a job. If they think that stuff is so important they can add an extra day on the TR and do it then.
I would suggest that if you have a piece of paper which specifically states that you have completed a Jet Orientation Course then you meet reqs to apply, otherwise you don't. I am not aware of any MCC providers giving you a cert for it just because the MCC was done in a jet sim, because the JOC has little/nothing to do with multi crew, more to do about your personal knowledge and experience of jets.
I thought the JOC was a bit meh. I am not convinced that it taught me much. It was to do with further planning ahead due to increased speeds, stability at high altitudes, yaw damper vs no yaw damper, oscillations that sort of thing. It was useful but I don't believe it's something that should be required prior to a job. If they think that stuff is so important they can add an extra day on the TR and do it then.
I would suggest that if you have a piece of paper which specifically states that you have completed a Jet Orientation Course then you meet reqs to apply, otherwise you don't. I am not aware of any MCC providers giving you a cert for it just because the MCC was done in a jet sim, because the JOC has little/nothing to do with multi crew, more to do about your personal knowledge and experience of jets.
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finalcheck, the best way to be 100% sure about Your issue is to send an e-mail to Wizz
OhNoCB, how much was your JOC, and how long did it take?
Most companies who hire people without a TR don't seem to require a JOC - at least here in Central Europe. Would it make sense to do it anyway, in order to be a step ahead in the sim assessment?
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My JOC cost me around £400 as I took one of the last minute deals available from a provider who had someone drop out a couple of weeks before the start date. It took 1 day, it was 4 hours of theory and 4 hours in the sim. As I say I am not convinced about the course at all but I was aware that some operators looked for it and I did it on that basis. I don't think it would generally help in the sim assessment because the JOC looked at the more extreme parts of the typical jet aircraft flight envelope, whereas most sim assessments are based around a standard flight profile condensed with an abnormality/emergency thrown in, I don't think it's normal for them to have you do steep turns and stalls at FL390 which was something we did in the JOC to see how the aircraft reacts differently at altitude etc.
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EFIS time
What exactly does the EFIS (X) column mean in the pilot data sheet that you have to fill in? It's in the "Total Flying experience (as pilot) on AIRCRAFT". The only thing I can think of is instrument time.
Also, I don't think I have any other flying time except PIC and PUT. There is no column for PUT, unless they mean for it to be included under "Co-Pilot/dual hours" but I don't think it is strictly correct.
Also, also, PIC U/s: I've only ever logged my PPL flight test as that (at the request/advice of the examiner) but have never logged any flight (test or otherwise) as such since. When is PIC U/S actually used?
Thanks in advance,
DB.
Also, I don't think I have any other flying time except PIC and PUT. There is no column for PUT, unless they mean for it to be included under "Co-Pilot/dual hours" but I don't think it is strictly correct.
Also, also, PIC U/s: I've only ever logged my PPL flight test as that (at the request/advice of the examiner) but have never logged any flight (test or otherwise) as such since. When is PIC U/S actually used?
Thanks in advance,
DB.