Flybe DHC8 F/O recruitment
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Immelmann the PW150A produces around 10% of it's thrust using exhaust gases. Please continue to tell me how this is similar to my car. Then continue to tell me how a turboprop isn't a gas turbine engine.
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Immelmann the PW150A produces around 10% of it's thrust using exhaust gases. Please continue to tell me how this is similar to my car. Then continue to tell me how a turboprop isn't a gas turbine engine.
I have not mentioned that it is not a gas turbine engine. I know PW100s thoroughly (as well as other P&W turboprops and turboshafts). From the inside. 10% of thrust (if true, I have no reliable data about this) still does not make it a jet engine. I would consider it a side effect. This is not a place to explain differences between engines. This should be taught on a theoretical course, or at the university and this thread's topic is about Flybe's F/O recruitment which requires JOC to fly a turboprop -> this is my point. We should not continue to argue who is right or not, it's pointless and waaay off-topic. Some very interesting and wise portion of comments may be found above regarding this silly (to me) requirement.
Last edited by immelmann87; 21st Jun 2014 at 07:38.
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The Q400 isn't a jet, but it has jet like qualities, not like a large swept wing aircraft but like a light business jet. The avionics are a quantam leap from a Seneca, without speed brakes if you get high on the profile below Fl100 you can't get the height off easily because of the low VMO limit and the props don't slow it down that well.
You don't need a JOC course to fly it, but it will be an easier job for Flybe's TRIs if you have done one. And it's their ball so if you want to play you need to play by their rules, when they run out of 250 hour pilots who meet the requirements they will change them....but complaining on pprune won't change things.
You don't need a JOC course to fly it, but it will be an easier job for Flybe's TRIs if you have done one. And it's their ball so if you want to play you need to play by their rules, when they run out of 250 hour pilots who meet the requirements they will change them....but complaining on pprune won't change things.
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I agree with You arcdu, and I think that plenty of pilots are meeting current requirements stated by Flybe, so the competition will still be quite big. I wonder how many guys they are going to hire this time...
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I was at their recent tall at the flyer exhibition in London and they said that they would be hiring around 60 this year and 60 next year that figure includes whoever is in any holding pool and from previous application still in file
One can't help but think that things you learn about handling a slippery swept-wing jet would have to be unlearned when going to a straight wing prop.
I have done two jet type ratings without ever doing a JOC and don't know what I am missing out on.
I have done two jet type ratings without ever doing a JOC and don't know what I am missing out on.
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Arcdu - no speedbrakes, granted, but I do disagree with the props not slowing it down very well.
If you put the props to max, below FL100, you can easily get 2500-3000fpm out of it fully loaded with no increase in speed. Not the wisest move, granted, but there are times when you do find yourself high on approach and the difference in drag between 850rpm and 1020rpm really does work incredibly well at slowing the aircraft down.
The Dash can be slippery, especially with heavy loads, and will take a bit more forward thinking for descent planning rather than just entering in a target VS into the FMS and hoping for the best. Overall though, it's not been a bad thing to step onto after the joys of light twins!
If you put the props to max, below FL100, you can easily get 2500-3000fpm out of it fully loaded with no increase in speed. Not the wisest move, granted, but there are times when you do find yourself high on approach and the difference in drag between 850rpm and 1020rpm really does work incredibly well at slowing the aircraft down.
The Dash can be slippery, especially with heavy loads, and will take a bit more forward thinking for descent planning rather than just entering in a target VS into the FMS and hoping for the best. Overall though, it's not been a bad thing to step onto after the joys of light twins!
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Firstly to the person who mentioned HR. I wouldn't if I were you. Flybe recruitment is 'HR free' and conducted internally within the flight operations department. HR only audit them to ensure legal compliance. HR in Flybe haven't a clue about pilots and recruitment of them and they admit as much. Pilot recruitment is a FLT OPS process and BE are one of the only carriers to do it this way. Thus less BS and more focus on the important elements. That has to be seen as a plus point.
Secondly on JOCs. Assuming one has used a reputable ATO (I say reputable and not necessarily expensive) then it is a case of the old analogy of "train hard, fight easy" when it comes to the TR.
Meet the requirements and want a job? Then apply.
Don't meet them, either fix that or don't waste your time. The ball is in your court and the sausage machine is not out of steam just yet.
Secondly on JOCs. Assuming one has used a reputable ATO (I say reputable and not necessarily expensive) then it is a case of the old analogy of "train hard, fight easy" when it comes to the TR.
Meet the requirements and want a job? Then apply.
Don't meet them, either fix that or don't waste your time. The ball is in your court and the sausage machine is not out of steam just yet.
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It’s truly refreshing to see that pilot recruitment is an ops dept function, the downside of this is that ops is a very busy department with a finite amount of resources and time to dedicate to recruitment so they cannot possibly deal with applicant numbers in high three figures or maybe four figures. The easiest way to reduce applicant numbers and to make the workload manageable for a busy department is to have very stringent application requirements, even if in the process they miss out on some decent applicants.
It seems bizarre that a company that is willing to finance an expensive type rating is going to quibble about a relatively inexpensive JOC.
They could of course offer non JOC holders employment with the caveat that they have to complete a JOC before starting type rating, as even the longest JOCs only take 10 days to complete and it is possible to get a JOC done in one day (morning in the classroom and afternoon in the sim).
As already has been written, it’s their trainset and they set the requirements.
CGWhitemonk has asked how many places will be taken by the big three integrated schools, personally I’d be more interested to see how many are internal recruits from CPL/ MEIR holders currently working for Flybe in other areas (ops, despatch, cabin crew, engineering etc). I know in the past Flybe have recruited low hours pilots internally, it’d be interesting to see if they do so this time around.
Good luck to all those that apply.
It seems bizarre that a company that is willing to finance an expensive type rating is going to quibble about a relatively inexpensive JOC.
They could of course offer non JOC holders employment with the caveat that they have to complete a JOC before starting type rating, as even the longest JOCs only take 10 days to complete and it is possible to get a JOC done in one day (morning in the classroom and afternoon in the sim).
As already has been written, it’s their trainset and they set the requirements.
CGWhitemonk has asked how many places will be taken by the big three integrated schools, personally I’d be more interested to see how many are internal recruits from CPL/ MEIR holders currently working for Flybe in other areas (ops, despatch, cabin crew, engineering etc). I know in the past Flybe have recruited low hours pilots internally, it’d be interesting to see if they do so this time around.
Good luck to all those that apply.
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Flybe recruitment is 'HR free' and conducted internally within the flight operations department.
Good luck to all applying
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Your hours are irrelevant. You can join with 100,000 hours but you'll join the bottom of the seniority list like everyone else. When it's your turn you'll get it. We have alot less bases now so time to command will depend on the usual things like expansion, retirements and where you bid. With 70% of first officers having the minimum company hour requirement as it stands you can probably expect at least 4 years. If you get into Flybe at the bottom of this round of recruitment you can expect even longer.
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Just curious as to what is driving the recruitment? I share basing with a few Dash and all i ever hear off dispatchers and the like is 'oh Flybe are dropping the sun routes' and more staff being cut. Now half is probably rubbish but just wondering why they would need apparently 120 pilots over the next two years if this is the case? Would they not just re-assign from within unless a mass exodus occurs.
Also has Ryanair opening the doors for DEP had a major impact or is it anticipated to?
They emailed everyone awhile ago that they were re-vamping the recruitment system but as far as I can tell it looks the exact same as the old one?!
All in all I would bite their hand off for an Exeter base so heres hoping.
Also has Ryanair opening the doors for DEP had a major impact or is it anticipated to?
They emailed everyone awhile ago that they were re-vamping the recruitment system but as far as I can tell it looks the exact same as the old one?!
All in all I would bite their hand off for an Exeter base so heres hoping.
Last edited by cgwhitemonk11; 24th Jun 2014 at 18:52.
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The ex communicated management claimed they only needed 3 per seat per frame. Yep that's no standby cover. The new management kicked the old lot of twits out. Lots left during the enhanced VR days and beyond to the sandpit/china/MON/EZY et al and hey presto...."balls, we are short!"
Then some weeks later " double balls, we are really short!!" Then more weeks past and several crewing and ops staff left....." Triple balls and a bout of diarrhoea from DJs, we really are up the creek!!" A bell was rang and the cadets on hold scrambled to their desks in anticipation of getting the job at bleeding last. Then still the spaces were not filled. Et Voila. Class one
Up.
Then some weeks later " double balls, we are really short!!" Then more weeks past and several crewing and ops staff left....." Triple balls and a bout of diarrhoea from DJs, we really are up the creek!!" A bell was rang and the cadets on hold scrambled to their desks in anticipation of getting the job at bleeding last. Then still the spaces were not filled. Et Voila. Class one
Up.
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Good luck with the application monk, it would be nice if the old fashioned route of para dropping progressing to small TP and then larger TP isn’t totally dead yet.
If you do get in can I have your current job?
Have a good day.
If you do get in can I have your current job?
Have a good day.
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Here is my question/problem.
I will renew my ME IR and medical in 1 month.
Is it any point to send the application now, since it "less than 3 months of validity" on them?
Is it better to wait?
I will renew my ME IR and medical in 1 month.
Is it any point to send the application now, since it "less than 3 months of validity" on them?
Is it better to wait?
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cheers magic.
And deal
SB window will be open in November as usual i would imagine
cefey: In my opinion it depends really, are you in a position either financially or logistically that if you were called to an interview next week you could renew your IR and medical within a couple of days? If yes, then apply. If not, I wouldn't.
Best of luck to all who get in but on the whole it seems things are starting to brighten up which can only be good news
And deal
SB window will be open in November as usual i would imaginecefey: In my opinion it depends really, are you in a position either financially or logistically that if you were called to an interview next week you could renew your IR and medical within a couple of days? If yes, then apply. If not, I wouldn't.
Best of luck to all who get in but on the whole it seems things are starting to brighten up which can only be good news