Emirates Recruitment target
Join Date: Jun 2008
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Hello all, I'm wondering if there some of you that may be able to offer some advice re EK or indeed if anyone could point me in the right direction. I'm presently out of work (18mths!) and was a low PIC houred captain in his thirties on an old 130 seat non efis jet. I have 4500 hrs total, of which 4300 are on commercial jet types >45000 tonnes MTOW. I havent flown since my employer became insolvent despite my best efforts. I refuse to do the P2F line training scheme route as I still have some morals (amazing after being in this game for a while!)
EK appeared to be interested but said as I haven't flown within the last 12mths they can't proceed with my application. I can't tell you how frustrating this is, and their solution was effectively to get some commercial time then I'd be set. Ok so to get a job I have to get a job, seems tough but I will do it.... hopefully sooner rather than later the bills don't get any cheaper!
EK said the recency requirement was a DCAA thing which I can believe, but I sent an email to the UAE DCAA asking for clarification and they referred me back to EK?? It seems entirely bizarre to me when I would have to do a B777 (presumably) type rating training course with the sponsoring airline. Whats the real deal here?
I don't want to come across as bitter, this msg isn't written in that tone or context. I would fly virtually anywhere given the chance, but the industry seems a little on its head right now. Experienced non rated guys are being passed over for P2Fs or 250hr guys, someone with 150hrs Efis gets more recognition than someone with a few thousand hrs on a mid-sized analogue jet where you can argue the workload is perceivably higher.
I know my time will come and I look forward to the day when I can get back to my career.
EK appeared to be interested but said as I haven't flown within the last 12mths they can't proceed with my application. I can't tell you how frustrating this is, and their solution was effectively to get some commercial time then I'd be set. Ok so to get a job I have to get a job, seems tough but I will do it.... hopefully sooner rather than later the bills don't get any cheaper!
EK said the recency requirement was a DCAA thing which I can believe, but I sent an email to the UAE DCAA asking for clarification and they referred me back to EK?? It seems entirely bizarre to me when I would have to do a B777 (presumably) type rating training course with the sponsoring airline. Whats the real deal here?
I don't want to come across as bitter, this msg isn't written in that tone or context. I would fly virtually anywhere given the chance, but the industry seems a little on its head right now. Experienced non rated guys are being passed over for P2Fs or 250hr guys, someone with 150hrs Efis gets more recognition than someone with a few thousand hrs on a mid-sized analogue jet where you can argue the workload is perceivably higher.
I know my time will come and I look forward to the day when I can get back to my career.
Join Date: Jul 2000
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Jimbo, I feel for you!
I think if you were being honest with yourself though, you may well find the selection (interview) simulator very tough being so un-current, and having only recently flown analogue aircraft (B737-2?).
Being thrown into an all glass B777 sim, you may well struggle to pass (less than 50% of candidates make it through the simulator part of selection) as the odds are stacked against you??
I'm not questioning your ability or experience, just pointing out that the selection process isn't a given ie you'd have to pass that before you got anywhere near the B777/A330 type rating.
If you are serious about joining EK, give yourself the best possible chance of passing....... All you need is SOME commercial Airline flying within 12 months of joining. Offer to fly the line free of charge for a month for an airline which has your type, then come to EK??
In any case, good luck
I think if you were being honest with yourself though, you may well find the selection (interview) simulator very tough being so un-current, and having only recently flown analogue aircraft (B737-2?).
Being thrown into an all glass B777 sim, you may well struggle to pass (less than 50% of candidates make it through the simulator part of selection) as the odds are stacked against you??
I'm not questioning your ability or experience, just pointing out that the selection process isn't a given ie you'd have to pass that before you got anywhere near the B777/A330 type rating.
If you are serious about joining EK, give yourself the best possible chance of passing....... All you need is SOME commercial Airline flying within 12 months of joining. Offer to fly the line free of charge for a month for an airline which has your type, then come to EK??
In any case, good luck
Join Date: Jun 2008
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Thats my trouble, my type is no longer flying in Europe due to its age.
Looks like i'm off to the desert in that case, anyone have a spare pair of kevlar pants?
Thanks for your kind words Oblaaspop.
Looks like i'm off to the desert in that case, anyone have a spare pair of kevlar pants?
Thanks for your kind words Oblaaspop.
Join Date: Feb 2008
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Hey Jimbo
Jimbo Just a little message to let you know that there is no more worries for you, as you will quickly have an opportunity with Ryanair...They might have quickly a need of experienced pilots. During the last 2 weeks every single first officer above 2500hrs who came my way told me they have applied to Ek...I think that soon Fr management will bite their fingers to have slash the senior FO salary. And to be honest for a FR Fo(who has to bring his water to the cockpit and fly more than 95 hrs a month) Emirates is still a paradise...
Good luck Jimbo
Good luck Jimbo
Join Date: May 2003
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Hi!
A couple of points:
Jimbo: U need to be (jet) current within 12 months before the interview, and before you start class. Some guys were in the pool for a while, went over 12 mos current and were dropped from the pool (of course, EK could change this policy...). There ARE jobs in Africa, too.
Jet Time Only???
Read of a guy will all turboprop/no jet time recently hired at EK....that is NOT what the website says, but there seems to be a lot of that going around.
DEC: DECs actually cost the company MORE MONEY in the long run. It may save them the training cost of the FO to Capt and his replacement, and they may be all that EK cares about at that point. BUT, in the long run, it will cost them more money than it saves. Can they see long-term cost/benefits? I don't know. A LOT of US airline mgmt only looks short-term.
cliff
LFW
A couple of points:
Jimbo: U need to be (jet) current within 12 months before the interview, and before you start class. Some guys were in the pool for a while, went over 12 mos current and were dropped from the pool (of course, EK could change this policy...). There ARE jobs in Africa, too.
Jet Time Only???
Read of a guy will all turboprop/no jet time recently hired at EK....that is NOT what the website says, but there seems to be a lot of that going around.
DEC: DECs actually cost the company MORE MONEY in the long run. It may save them the training cost of the FO to Capt and his replacement, and they may be all that EK cares about at that point. BUT, in the long run, it will cost them more money than it saves. Can they see long-term cost/benefits? I don't know. A LOT of US airline mgmt only looks short-term.
cliff
LFW
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Hi!
When you hire one DEC, you only have one training event, so you save the money from that one event.
When you hire DECS, for each DEC hired, how many FOs quit? For each that quits, you need recruiting, hiring, and training costs. How many Capts will leave early, because they see that if they company will not treat the FOs well, they know THEY may not be treated well? For each one that leaves, that is two training events, plus the recruiting cost for a new FO (or a new DEC, if they replace them with a DEC).
Then, this information is conveyed to all of us, here on the web. How many "good" candidates don't apply, or don't complete the hiring process, because of the DEC situation? This causes the recruiting and training costs to go up.
How many current pilots get upset when they here about the DECS? IF they have roster time available in the future, how many will NOT volunteer to do overtime when they could, because of negative feelings with the company.
Etc., etc. There are a LOT of hidden costs, when you start messing with your employees.
cliff
LFW
When you hire one DEC, you only have one training event, so you save the money from that one event.
When you hire DECS, for each DEC hired, how many FOs quit? For each that quits, you need recruiting, hiring, and training costs. How many Capts will leave early, because they see that if they company will not treat the FOs well, they know THEY may not be treated well? For each one that leaves, that is two training events, plus the recruiting cost for a new FO (or a new DEC, if they replace them with a DEC).
Then, this information is conveyed to all of us, here on the web. How many "good" candidates don't apply, or don't complete the hiring process, because of the DEC situation? This causes the recruiting and training costs to go up.
How many current pilots get upset when they here about the DECS? IF they have roster time available in the future, how many will NOT volunteer to do overtime when they could, because of negative feelings with the company.
Etc., etc. There are a LOT of hidden costs, when you start messing with your employees.
cliff
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for each DEC hired, how many FOs quit?
Nice to hear from ya Cliff
I'm afraid that's wishful thinking, atpcliff. Was there any great exodus when EK was taking DECS, even when there were FOs qualified for upgrade?
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DECs or not is decided based on cost, not happy/unhappy pilots.
My understanding is the failure rate for DECs in the past has been higher than new F/Os and upgrades. The additional expenses incurred because of this makes DECs not as cost effective as they would appear on the surface.
Whether the curent policy changes will be dictated by the latest cost/benefit anaysis by the company. With the company's best financial interests as the overriding factor, of course.
My understanding is the failure rate for DECs in the past has been higher than new F/Os and upgrades. The additional expenses incurred because of this makes DECs not as cost effective as they would appear on the surface.
Whether the curent policy changes will be dictated by the latest cost/benefit anaysis by the company. With the company's best financial interests as the overriding factor, of course.
Join Date: May 2009
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I think that successful integration of any DEC, and pass/failure of training is more a function of the individual and what level of relative experience they posses.
Any DEC with say 3000hrs CMD on B777 or A330/340 flying internationally should have no problem.
Cav.
Any DEC with say 3000hrs CMD on B777 or A330/340 flying internationally should have no problem.
Cav.
Join Date: Jun 2005
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JimbosJet,
Many licencing authorities require an ATPL holder to have flown ( 20+ hours ) during the last six months prior to application and usually on an aircraft of 20Tonnes+ to recognise an ATPL/ATR to be valid.
I know nothing about the aviation authorities in the Middle East but it has come up more than once with the S.E. Asia/ Far East authorities.
Good luck.
Many licencing authorities require an ATPL holder to have flown ( 20+ hours ) during the last six months prior to application and usually on an aircraft of 20Tonnes+ to recognise an ATPL/ATR to be valid.
I know nothing about the aviation authorities in the Middle East but it has come up more than once with the S.E. Asia/ Far East authorities.
Good luck.
Join Date: Nov 2008
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Oman Air
after reading this thread, recruiting procedure, roster system and training at EK, I think WY have better recruiting system lead by a very experience local TRE ex F/O from GF and world wide experience been upgrade as Capt at WY (only).
the only airline (if is WY airline..?) that can/approve to roster pilot for 3 consecutive or more night flying with turn around, due to safety reason.
training departement, create a simulator training for Kathmandu flight by 4 leading TRI of company experience world wide, but they never been in Kathmandu before not even as tourist, result is the simulator training is not approved by their own authorities
but Oman Air will continue be a leading safe airlines in the region, one day we will beat Emirates....no worries....one day...???
the only airline (if is WY airline..?) that can/approve to roster pilot for 3 consecutive or more night flying with turn around, due to safety reason.
training departement, create a simulator training for Kathmandu flight by 4 leading TRI of company experience world wide, but they never been in Kathmandu before not even as tourist, result is the simulator training is not approved by their own authorities
but Oman Air will continue be a leading safe airlines in the region, one day we will beat Emirates....no worries....one day...???
Join Date: Nov 2008
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english not your mother language...???read 200x then you will understand like memory items
very simple that Oman Air are very low in all standard, just like circus company, and they call them self an airline, but if you are desparate pilot's just joint them
very simple that Oman Air are very low in all standard, just like circus company, and they call them self an airline, but if you are desparate pilot's just joint them
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With Vaustralia slowly being merged into Virgin Blue and then gradually being phased out EK may get at least 50 pilot applications. Apparently some were previously from Emirates as well.
