selezione livingston 2
Join Date: Feb 2007
Location: rome
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si, ma all'inganno dei 30200euro iva esclusa mi discpiace ma non ci sto'...
QUESTO SIGNIFICA VERAMENTE PRENDERE PER IL C _ _ O LA GENTE IN CERCA DI LAVORO...
E' una bella mossa da parte loro far girare questa voce !
QUESTO SIGNIFICA VERAMENTE PRENDERE PER IL C _ _ O LA GENTE IN CERCA DI LAVORO...
E' una bella mossa da parte loro far girare questa voce !
Join Date: May 2007
Location: ITALY
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Ma siete sicuri che loro possano applicare l'IVA a dei corsi... mi sa che qualcosa non torna... da che so io i corsi sono esenti IVA...
Qui la cosa puzza...
Buona domenica raga!
Qui la cosa puzza...
Buona domenica raga!
Join Date: Aug 2004
Location: bespin, the cloud city
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Concordo PZ, ma dovrebbero dire di no anche quando le offerte arrivano dall'Irlanda (FR) o da GTW (Easy).
Saludos desde FSI in FAB dove il TR lo paga la ditta. Bond di 2 anni...E io che sognavo i tropici
PZ
Join Date: May 2004
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Ma siete sicuri che loro possano applicare l'IVA a dei corsi... mi sa che qualcosa non torna... da che so io i corsi sono esenti IVA
Join Date: Oct 2006
Location: on the beach
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cambio mestiere
visto l'andazzo dell'offerta e dei numerosi potenziali clienti penso di prendere in leasing un a320 ed un b737 e fare una low cost da forli' a lampedusa e vendere type e addestramento in linea a giovani intraprendenti futuri piloti di linea alla modoca cifra di 30000 euro iva inclusa. divise pasti alloggiamento in albergo a carico dei corsisti. contratti di sei,6, mesi come copilota a stipendio fisso di euro 1000 al mese.
MA DOVE SIAMO FINITI!!!!!!!!!!!!!!!!!
MA DOVE SIAMO FINITI!!!!!!!!!!!!!!!!!
Join Date: Aug 2007
Location: Italy
Age: 58
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mi stò ammazzando dalle risate
Sono quà a Tokio e mi hai fatto fare due risate. Sono un pilota comm. ma aimè assistente di volo. Ho una licenza che oggi sul mercato costa almento 70.000 euro se non di più considerando le mie ore di volo. La parte passionale di me stesso, mi stà scavando la fossa, mentre quella razionale non so!! ciao
Join Date: Oct 2006
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gallina vecchia .....
questa è vekkia magicabula!!!!!!!!!!!!!!!!!!!!! è così e non cambierà nulla..........se volete fare i piloti dovete pagare e non bastaMi spiace ma il pilota gia' lo faccio , e non da ieri, e non mi sembra male come idea visto che ormai c'e' tnta gioventu' disposta a pagare per lavorare..... perche' non accontentarli???????????????
wanna marchi DOCET
Join Date: Aug 2007
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dimenticavo la risposta a quello che stà accadendo
Direi che dovremmo unirci. Piloti, Assistenti di Volo, Tecnici di Volo, Istruttori di volo.. tutto ciò che vola deve riprendersi tutto ciò che ci è stato tolto dalla grande lobby. A voi l'ultima notizia positiva spero.
NEW PILOTS PAYING FOR FLY... YES EUROPEAN PILOT PAY MORE TO RECEIVE LESS!!!
SCHIPHOL, Netherlands: When Austin Whitehead started his first job as a co-pilot with Ryanair this month, he had a little more than 250 hours of flight experience under his belt - and €92,000 in loans to repay for his training.
"I don't think it's right to have to pay so much to get to where you want to be," said Whitehead, a 20-year-old Londoner who recently capped 14 months of flight school with a flight simulator course here, near the main Amsterdam airport. Still, he conceded, "I've never seriously thought about doing anything else."
It might seem odd that eager young pilots have to go so deeply into debt - about $124,000 in Whitehead's case - when new airlines are popping up like weeds and many are scrambling to find qualified flight crews.
But he and other would-be flyboys are being squeezed by two recent trends. One is the downsizing of many national militaries, where most pilots used to get their training at government expense. The other is a new business model at airlines for cutting as many costs as possible through outsourcing - including pilot training.
In the mid-1990s, about three-quarters of the pilots flying for the world's major airlines were trained by the military, according to the U.S. Federal Aviation Administration. Today, however, that figure has fallen sharply, to about 40 percent. Not only are air forces getting smaller, but governments are requiring longer service commitments from the pilots they train.
Today in Business
Russia offers alternative as head of IMF
ECB acts to dispel clouds over European credit markets
Investors, flush with cash, seek Asia deals
"The military is not producing as many pilots, so that pocket has dwindled," said Jeff Roberts, chief executive of CAE, a provider of aviation training services and flight simulators for military and civilian aircraft, based in Montreal.
To fill their remaining pilot needs, commercial airlines have traditionally recruited from among charter and cargo pilots. Many of the larger carriers - including Lufthansa, British Airways and Qantas - have also operated their own flight training schools, with their own rigorous selection processes. Those include aptitude tests in math and physics, as well as psychological and physical fitness exams.
Thousands still apply each year for a few dozen slots and the training has, historically, been largely, if not entirely, financed by the airlines. But as global air traffic continues its rapid expansion, airlines are facing a growing shortage of qualified cockpit crews at a time when they have fewer financial resources available to train them.
For younger, start-up airlines in particular, the costs of building qualified flight crews is substantial: With each new aircraft an airline adds to its fleet, it needs, on average, about 10 new pilots, industry executives said.
For a carrier like Ryanair, for example, a $200,000 investment in a single pilot could cost the equivalent of more than 3,000 seats on its European network, which sell for an average of $60, one way. That is equivalent to 17 fully booked Boeing 737s - before accounting for other operating expenses, like jet fuel, maintenance, cabin crew salaries and airport landing fees.
Hence the financial and logistical appeal to a growing number of airlines of using private flight training schools to recruit and train prospective pilots.
"As carriers are looking to have the lowest possible cost structure, they outsource many things," said Günther Matschnigg, senior vice president for safety, operations and infrastructure for the International Air Transport Association in Montreal. "It is part of the new business model."
Instead of investing in their own training centers, instructors and multi-million dollar flight simulators, more and more air carriers are signing agreements with pilot training companies to provide a pool of qualified candidates for potential hire. Under this system, the school gets paid a fee by the airline, the airline gets a trained pilot and the costs - as well as the financial risks - are borne by the applicant.
"The typical, in-house airline selection process is not happening anymore," Matschnigg said. "There are more training schools being established all over the world, all the time."
Whitehead got his job at Ryanair through just such a program, gaining his certification to fly Boeing 737 jets at a training center just outside Amsterdam run by Roberts's company, CAE. Over the past three years, the airline, based in Dublin, has recruited more than 350 pilots trained by CAE. In April, Ryanair signed a new four-year contract with the Canadian company, worth about $24 million, to provide 1,200 qualified pilot candidates.
CAE has similar deals with other carriers, including the low-cost Indian carrier IndiGo and AirAsia of Malaysia, and it trains more than 75,000 crew members every year at facilities in 19 countries, making it one of the world's largest pilot training companies.
"The challenge is to keep the quality of the training up to a high standard" at the flight schools, Matschnigg said. "It's important to keep the knowledge and skill profile of pilots the same, so that someone cannot become a pilot just because he has the money to pay for the training."
Whitehead said he began writing to airline recruiters at the age of 10, seeking advice on what subjects to study to improve his chances of getting into flight school. Thanks to an uncle, who is also a professional pilot, he was regularly invited to sit in the cockpit whenever his family flew on vacation, where he tried to familiarize himself with the bewildering array of dials and displays.
But his dreams of getting into an airline-sponsored school began to fizzle shortly after the terrorist attacks of Sept. 11, 2001.
"First, the airlines just stopped hiring," said Whitehead, who was only 14 at the time. "Then, when the jobs came back, suddenly everyone had to pay for their initial training themselves."
At current tuition rates, an investment in pilot training can be comparable to that for law school or for any number of professional degrees. But in recent years, the wage and benefit packages for pilots have diminished considerably, especially in North America and Europe, where the explosion in the number of low-cost airlines has transformed air travel from a luxury experience into a commodity. Industry executives say the effect has been to raise the barriers to entry into the profession dramatically.
"The money is not as big as it was in the past," said Matschnigg, himself a former Austrian Airlines pilot. He estimated that, globally, average pilot salaries were down between 10 percent and 20 percent from the levels of 10 to 15 years ago. The sharpest drops, he said, took place in the United States after Sept. 11, when a number of major carriers were forced into bankruptcy. In Europe, fierce competition on short-haul routes has forced even full-service airlines to keep a lid on staff salaries and other operating costs.
Given the level of competition, airlines are generally reluctant to discuss pilot salaries. On its Web site, Ryanair says that a first officer with 1,500 flight hours of experience can earn "up to" €80,000, or $108,000, a year while a flight captain can earn as much as €130,000. International safety regulations restrict pilot flying time to 900 hours a year. Ryanair has said it is possible to reach these salaries within three to five years of hire.
Ryanair's rival, EasyJet, based in Luton, England, advertises starting annual salaries for "senior" first officers based in Britain of between £33,000 and £45,000, or $66,000 and $90,000, and £62,000 to £74,000 for experienced captains. Loyalty bonuses are paid after the first two years of service, starting at 5 percent of annual salary and rising to 15 percent after 10 years.
At full-service carriers, the basic pay is comparable. Most pilots consider these employers more prestigious, but winning a promotion to captain, especially at a flag carrier, can take years because of seniority systems and collective bargaining agreements.
Whitehead declined to disclose his own salary, citing a confidentiality agreement with Ryanair. But indicative salaries posted on widely read Internet pilot message boards like www.pilotjobsnetwork.com or www.pprune.org suggest that a new "cadet" pilot on a Boeing 737 or Airbus A320-type jet in Europe could expect to earn little more than €35,000.
At those wages, a young pilot like Whitehead can expect to spend the next 10 to 15 years paying off his flight school loans.
Yet despite the financial risks, Whitehead's investment is likely to pay off in a long career. The International Air Transport Association estimates the world's airlines will have to invest in 19,000 new aircraft between now and 2025, meaning they will need to hire an additional 218,500 pilots, or roughly 12,000 a year.
Of the 13 cadets in Whitehead's initial flight training class, 12 have found jobs with airlines.
NEW PILOTS PAYING FOR FLY... YES EUROPEAN PILOT PAY MORE TO RECEIVE LESS!!!
SCHIPHOL, Netherlands: When Austin Whitehead started his first job as a co-pilot with Ryanair this month, he had a little more than 250 hours of flight experience under his belt - and €92,000 in loans to repay for his training.
"I don't think it's right to have to pay so much to get to where you want to be," said Whitehead, a 20-year-old Londoner who recently capped 14 months of flight school with a flight simulator course here, near the main Amsterdam airport. Still, he conceded, "I've never seriously thought about doing anything else."
It might seem odd that eager young pilots have to go so deeply into debt - about $124,000 in Whitehead's case - when new airlines are popping up like weeds and many are scrambling to find qualified flight crews.
But he and other would-be flyboys are being squeezed by two recent trends. One is the downsizing of many national militaries, where most pilots used to get their training at government expense. The other is a new business model at airlines for cutting as many costs as possible through outsourcing - including pilot training.
In the mid-1990s, about three-quarters of the pilots flying for the world's major airlines were trained by the military, according to the U.S. Federal Aviation Administration. Today, however, that figure has fallen sharply, to about 40 percent. Not only are air forces getting smaller, but governments are requiring longer service commitments from the pilots they train.
Today in Business
Russia offers alternative as head of IMF
ECB acts to dispel clouds over European credit markets
Investors, flush with cash, seek Asia deals
"The military is not producing as many pilots, so that pocket has dwindled," said Jeff Roberts, chief executive of CAE, a provider of aviation training services and flight simulators for military and civilian aircraft, based in Montreal.
To fill their remaining pilot needs, commercial airlines have traditionally recruited from among charter and cargo pilots. Many of the larger carriers - including Lufthansa, British Airways and Qantas - have also operated their own flight training schools, with their own rigorous selection processes. Those include aptitude tests in math and physics, as well as psychological and physical fitness exams.
Thousands still apply each year for a few dozen slots and the training has, historically, been largely, if not entirely, financed by the airlines. But as global air traffic continues its rapid expansion, airlines are facing a growing shortage of qualified cockpit crews at a time when they have fewer financial resources available to train them.
For younger, start-up airlines in particular, the costs of building qualified flight crews is substantial: With each new aircraft an airline adds to its fleet, it needs, on average, about 10 new pilots, industry executives said.
For a carrier like Ryanair, for example, a $200,000 investment in a single pilot could cost the equivalent of more than 3,000 seats on its European network, which sell for an average of $60, one way. That is equivalent to 17 fully booked Boeing 737s - before accounting for other operating expenses, like jet fuel, maintenance, cabin crew salaries and airport landing fees.
Hence the financial and logistical appeal to a growing number of airlines of using private flight training schools to recruit and train prospective pilots.
"As carriers are looking to have the lowest possible cost structure, they outsource many things," said Günther Matschnigg, senior vice president for safety, operations and infrastructure for the International Air Transport Association in Montreal. "It is part of the new business model."
Instead of investing in their own training centers, instructors and multi-million dollar flight simulators, more and more air carriers are signing agreements with pilot training companies to provide a pool of qualified candidates for potential hire. Under this system, the school gets paid a fee by the airline, the airline gets a trained pilot and the costs - as well as the financial risks - are borne by the applicant.
"The typical, in-house airline selection process is not happening anymore," Matschnigg said. "There are more training schools being established all over the world, all the time."
Whitehead got his job at Ryanair through just such a program, gaining his certification to fly Boeing 737 jets at a training center just outside Amsterdam run by Roberts's company, CAE. Over the past three years, the airline, based in Dublin, has recruited more than 350 pilots trained by CAE. In April, Ryanair signed a new four-year contract with the Canadian company, worth about $24 million, to provide 1,200 qualified pilot candidates.
CAE has similar deals with other carriers, including the low-cost Indian carrier IndiGo and AirAsia of Malaysia, and it trains more than 75,000 crew members every year at facilities in 19 countries, making it one of the world's largest pilot training companies.
"The challenge is to keep the quality of the training up to a high standard" at the flight schools, Matschnigg said. "It's important to keep the knowledge and skill profile of pilots the same, so that someone cannot become a pilot just because he has the money to pay for the training."
Whitehead said he began writing to airline recruiters at the age of 10, seeking advice on what subjects to study to improve his chances of getting into flight school. Thanks to an uncle, who is also a professional pilot, he was regularly invited to sit in the cockpit whenever his family flew on vacation, where he tried to familiarize himself with the bewildering array of dials and displays.
But his dreams of getting into an airline-sponsored school began to fizzle shortly after the terrorist attacks of Sept. 11, 2001.
"First, the airlines just stopped hiring," said Whitehead, who was only 14 at the time. "Then, when the jobs came back, suddenly everyone had to pay for their initial training themselves."
At current tuition rates, an investment in pilot training can be comparable to that for law school or for any number of professional degrees. But in recent years, the wage and benefit packages for pilots have diminished considerably, especially in North America and Europe, where the explosion in the number of low-cost airlines has transformed air travel from a luxury experience into a commodity. Industry executives say the effect has been to raise the barriers to entry into the profession dramatically.
"The money is not as big as it was in the past," said Matschnigg, himself a former Austrian Airlines pilot. He estimated that, globally, average pilot salaries were down between 10 percent and 20 percent from the levels of 10 to 15 years ago. The sharpest drops, he said, took place in the United States after Sept. 11, when a number of major carriers were forced into bankruptcy. In Europe, fierce competition on short-haul routes has forced even full-service airlines to keep a lid on staff salaries and other operating costs.
Given the level of competition, airlines are generally reluctant to discuss pilot salaries. On its Web site, Ryanair says that a first officer with 1,500 flight hours of experience can earn "up to" €80,000, or $108,000, a year while a flight captain can earn as much as €130,000. International safety regulations restrict pilot flying time to 900 hours a year. Ryanair has said it is possible to reach these salaries within three to five years of hire.
Ryanair's rival, EasyJet, based in Luton, England, advertises starting annual salaries for "senior" first officers based in Britain of between £33,000 and £45,000, or $66,000 and $90,000, and £62,000 to £74,000 for experienced captains. Loyalty bonuses are paid after the first two years of service, starting at 5 percent of annual salary and rising to 15 percent after 10 years.
At full-service carriers, the basic pay is comparable. Most pilots consider these employers more prestigious, but winning a promotion to captain, especially at a flag carrier, can take years because of seniority systems and collective bargaining agreements.
Whitehead declined to disclose his own salary, citing a confidentiality agreement with Ryanair. But indicative salaries posted on widely read Internet pilot message boards like www.pilotjobsnetwork.com or www.pprune.org suggest that a new "cadet" pilot on a Boeing 737 or Airbus A320-type jet in Europe could expect to earn little more than €35,000.
At those wages, a young pilot like Whitehead can expect to spend the next 10 to 15 years paying off his flight school loans.
Yet despite the financial risks, Whitehead's investment is likely to pay off in a long career. The International Air Transport Association estimates the world's airlines will have to invest in 19,000 new aircraft between now and 2025, meaning they will need to hire an additional 218,500 pilots, or roughly 12,000 a year.
Of the 13 cadets in Whitehead's initial flight training class, 12 have found jobs with airlines.
Join Date: Aug 2007
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Gli Facciamo Il C..lo Noi Tranquilli
WWW.CENTOXCENTOAV.IT ABBIAMO SCATENATO LA GUERRA E NON CI FERMEREMO. ABBIAMO UN TEAM DI AVVOCATI AFFAMATI DI SOLDI. CI DEVONO RIDARE TUTTO CIO' CHE CI E' STATO TOLTO E TUTTO CIO' CHE CI SETTAVA!!! ALLORA SI CHE PER TUTTI COLORO CHE NON HANNO UN LAVORO, PER LE PROSSIME GEERAZIONI, I NOSTRI FIGLI ECC.. ATTRAVERSO IL NOSTRO LAVORO DI PULIZIA TOTALE E TOLLERANZA ZERO, RIAVRANNO IL MALTOLTO. DA NOI ANPAC/AVIA/ANPAV HANNO FATTO L'ACCORDO FAN CHE MERITA SOSTEGNO. POI, COME VI DICEVO CI SIAMO NOI ( E NON CI RIMETTERANNO IL GUINZAGLIO I CONFEDERALI ). NON POTETE CAPIRE LE VIOLAZIONI CONTRATTUALI CHE ABBIAMO. PANE PER NOI E PER I NOSTRI AVVOCATI... UN NETWORK DI AVVOCATI. BUM
Join Date: Aug 2007
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vincere
E chi se ne frega se gli avvocati ci guadagnano, noi paghiamo 50 euri all'anno e siamo coperti legalmente fino a 11000 euro di spese legali non solo per i nostri contratti di lavoro ( diritti acquisiti e violati ), ma anche per la nostra vita privata. Anzi se hai un avvocato da segnalarmi mi fai un favore. Ciao
Join Date: Sep 2007
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Pilot
Ragazzi buongiorno !!! Consiglio ... evitate di buttare soldi dalla finestra andando a fare la selezione in livigstone ..... sanno già chi prendere .... queste selezioni le fanno solamente perchè se dovessero avere dei controlli così fanno vedere che fanno realmente una selezione, ma alla fine non prenderanno nessuno di quelli ..... è molto brutto dirlo ma è così.
Join Date: Sep 2007
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cescovic
Non é proprio cosi !! assumono chi vogliono loro ( chi ha la spinta ) facendo una pseudo selezione potranno poi giustificare a chi sta più in alto di loro che gli elementi presi hanno regolarmente sostenuto una selezione ... potranno sbagliare tutto ma saranno loro ad essere presi !!
Join Date: Oct 2006
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icredible!!!!!!!!!!!!!!
e c'e' pure qualcuno, o molti a quanto vedo, che si fanno raccomandare per pagare 40000 euro per lavorare
e vai alla grande
se pago 50000 euro posso fare il chirurgo plastico ?????
e vai alla grande
se pago 50000 euro posso fare il chirurgo plastico ?????
Join Date: Sep 2007
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aiutooooo
.........E pensare che una volta (pochi anni fà) entravi in una compagnia solamente con il brevetto cpl/ir,era poi successivamente la compagnia che provvedeva a sponsorizzarti l'atpl ed il type rating !!!!
Ma dove c...o siamo finiti !!! Questa è una corsa al massacro per noi piloti !!!!!!
Sembra che vinca chi spende di più !!
Ma dove c...o siamo finiti !!! Questa è una corsa al massacro per noi piloti !!!!!!
Sembra che vinca chi spende di più !!