Lowered requirements Emirates
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Not an Ek pilot but
Hi folks
Who said that they will hired Turbo Props Pilots?
They are not calling Biz jets, whether you fly an phenom 100 or a Global 6000 with 9.000 hrs full,of Falcon, Gulfstream and Global.
That's why I came up with this question. Why TP and no Biz jets
Cheers
Knowledge and skills overcome superstition and luck.
Who said that they will hired Turbo Props Pilots?
They are not calling Biz jets, whether you fly an phenom 100 or a Global 6000 with 9.000 hrs full,of Falcon, Gulfstream and Global.
That's why I came up with this question. Why TP and no Biz jets
Cheers
Knowledge and skills overcome superstition and luck.
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What's a Biz Jet? 
(disclaimer >EK pilot< and too self important to have to fly with a biz jet pilot).
Sorry I have no idea why not corporate jets and a good question. The company is very keen on weight issues lately. If you can fit into those machines then I guess you would be a good candidate to apply!?
Jack
(disclaimer >EK pilot< and too self important to have to fly with a biz jet pilot).
Sorry I have no idea why not corporate jets and a good question. The company is very keen on weight issues lately. If you can fit into those machines then I guess you would be a good candidate to apply!?
Jack
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TP v Jet, A v B, doesn't matter.
I think we are in danger of not seeing the wood for the trees here.
The discussion shouldn't imho be about the suitability of TP pilots. Rather it should address one simple question:
1. Would EK be 'lowering' its entry requirements if it didn't have to?
The discussion shouldn't imho be about the suitability of TP pilots. Rather it should address one simple question:
1. Would EK be 'lowering' its entry requirements if it didn't have to?
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I don't understand why all the fuzz about EK lowerings it's minimums..it's not like they gonna call all the TP drivers right away..Im sure there are plenty of pilots in their pool with Boeing and Airbus time ready to join.. Maybe out of 50 guys they get 5 or 8 guys with no previous boeing or airbus experience... That's just my 2 cents..
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Of course not BananasBananas, but they can see that the pool of pilots is getting empty and Emirates and Dubai is no longer what it was.
Some airlines that maybe are not better but they can offer nice roster for Captains and FO with reverse rostering and the possibility to live at home or close by, Chinese airlines give opportunity to be based in Europe and Australia, Jet Airways and Etiophian in USA and many more will do in the future.
I am a turboprop guy and obviously it will be necessary to do training and some extra help if I join Emirates, but itīs the same when we have gone from flying school to any airline, or from any plane to other, that is what training is designed for.
Some comments here are like TP guys are like cadets with 300 hours, we know how to do our job, many of us are even Captains, TRI, TRE, Inspectors, etc...
I think we are forgetting that one thing is lowering the requirements and another is accepting everyone after interview and simulator, if any turboprop guy pass the whole process it will be as valid/good as any other pilot because it is exactly the same process for all pilots going to EK.
Some airlines that maybe are not better but they can offer nice roster for Captains and FO with reverse rostering and the possibility to live at home or close by, Chinese airlines give opportunity to be based in Europe and Australia, Jet Airways and Etiophian in USA and many more will do in the future.
I am a turboprop guy and obviously it will be necessary to do training and some extra help if I join Emirates, but itīs the same when we have gone from flying school to any airline, or from any plane to other, that is what training is designed for.
Some comments here are like TP guys are like cadets with 300 hours, we know how to do our job, many of us are even Captains, TRI, TRE, Inspectors, etc...
I think we are forgetting that one thing is lowering the requirements and another is accepting everyone after interview and simulator, if any turboprop guy pass the whole process it will be as valid/good as any other pilot because it is exactly the same process for all pilots going to EK.
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Jennifer Aniston becomes face of Emirates Airlines after Justin Theroux marriage | Daily Mail Online
Well, at 5 million, at least we can all share a laugh
migair54, fully agree with you, to those applying - just make sure that when you apply you take into consideration the pros and cons, whether its EK or EY or SV or FZ or QR. I still have friends who want to work in the middle east cause they think its "tax free", huge mistake, go because you can live a life there, compare it with your home country, money shouldn't be the only reason!
Well, at 5 million, at least we can all share a laugh
migair54, fully agree with you, to those applying - just make sure that when you apply you take into consideration the pros and cons, whether its EK or EY or SV or FZ or QR. I still have friends who want to work in the middle east cause they think its "tax free", huge mistake, go because you can live a life there, compare it with your home country, money shouldn't be the only reason!
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Just wondering how long people forsee the window staying open? How long is a piece of string I know but generally how long do their windows remain active? I have 2300 tt, zero jet time and am eligible for my ATPL but my next sim ride isn't scheduled until December. Should I just apply now and in the unlikely event i get called before then I could book a sim check, fly a raw data ILS and get my ATPL issued. Any thoughts? Normally I would just wait but I don't want to miss the opportunity on something so simple.
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@ cgwhitemonk11, please do apply and you never know what the reply will be as these guys are very desperate for pilots. It would be a great barometer of the desperation to see what the result of your application would be. TP, no current ATPL to fly wide body jets on global routes, perfect applicant under current low manning crisis. Give it a try.
J
J
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Jack, I agree.... but give the guy a break....
37 years ago I was a TP guy hoping for the chance to score a deal as a FE on a 727... it never happened. But I persevered. For some, the dream is still real. If anyone has the enthusiasm and desire beyond (Mommy and Daddy want me to do this), I'll humbly welcome them to my cockpit.... and I will nurture, and promote whatever simple experience and skills I can afford. Remember... we've all been there... it's just a matter of steering those qualified to the appropriate path..
Enchilada...
37 years ago I was a TP guy hoping for the chance to score a deal as a FE on a 727... it never happened. But I persevered. For some, the dream is still real. If anyone has the enthusiasm and desire beyond (Mommy and Daddy want me to do this), I'll humbly welcome them to my cockpit.... and I will nurture, and promote whatever simple experience and skills I can afford. Remember... we've all been there... it's just a matter of steering those qualified to the appropriate path..
Enchilada...
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Im fairly confident that given the right training, an experienced heavy TP guy could make the transition no problem Jack, if you can go from Easyjet to Emirates, you can go from Flybe... or do you think the Easy FO is so much more capable? Honest question, no trolling. In fact I would imagine the experienced TP guy will likely have the greater base of flying experience from which to build upon but call me old fashioned.
How many more pages is the same thing going to be "discussed" on this thread. Who cares, honestly are you going to offload yourself if you know an ex TP pilot or cadet is flying the plane? You won't even know!. The main concern with EK is the T&C's, if guys want to apply then let them. Just be very very mindful of what you're getting into. The thread on resigning from EK is just as large and I suspect not just for show....my humble opinion.
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A few questions and even a comment or three!
Firstly, are all their aircraft FAA, EASA or local registered ??
The FAA ATP is like the EASA one, BUT the 500 hrs part of the 1500 hrs total must be cross country time rather than multi crew. So for any chap not clocking up time P2 in a trotter dropping local jumpers, it's easier to get. The written tests are also less painfull.
Secondly,
What is the worst issue with the T's and C's ??
Is it some kind of P2F or P2Type scheme, or problems buying a few cold ones ??
Some of the commentators do not live in the real world and are complaining about flying too much and who is joining.
The senior boys will not wake up and change much until they really do run out of drivers even after reducing the requirements to the legal minimum, even if that means changing reg. The unknown factors are their capacity in training terms and what their insurance folks say about the minimum type of driver.
Under FAA regs both pilots need an ATP, BUT under EASA the P2 only needs a CPL/IR and can be straight out of school. That type of new pilot has been used by BA in the past, although in this case it would probably be via the Dash route, or extra sim time if they really have to panic.
The FAA ATP is like the EASA one, BUT the 500 hrs part of the 1500 hrs total must be cross country time rather than multi crew. So for any chap not clocking up time P2 in a trotter dropping local jumpers, it's easier to get. The written tests are also less painfull.
Secondly,
What is the worst issue with the T's and C's ??
Is it some kind of P2F or P2Type scheme, or problems buying a few cold ones ??
Some of the commentators do not live in the real world and are complaining about flying too much and who is joining.
The senior boys will not wake up and change much until they really do run out of drivers even after reducing the requirements to the legal minimum, even if that means changing reg. The unknown factors are their capacity in training terms and what their insurance folks say about the minimum type of driver.
Under FAA regs both pilots need an ATP, BUT under EASA the P2 only needs a CPL/IR and can be straight out of school. That type of new pilot has been used by BA in the past, although in this case it would probably be via the Dash route, or extra sim time if they really have to panic.
short flights long nights
I assure you, skyship, those people complaining about flying too much are living in the real world.
It is those that are yet to experience an Ek roster, and think ' hey it can't be that bad', are the ones not living in the real world.
It is those that are yet to experience an Ek roster, and think ' hey it can't be that bad', are the ones not living in the real world.
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It will be a shock to do 95 hours at different time of the night across many different time zones. It's not sustainable and all newcomers must surely realise this soon?
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Hi Guys,
Did U saw the new EK requirements ?
Motivation and ICAO ATPL, no minimum Flying Hours.
Think it's not a frozen ATPL....
--
Emirates is looking for the best pilots in the world!
We are hiring motivated, technically proficient and experienced pilots who aspire to excellence.
If this describes you, and you have an ICAO ATPL along with excellent English language fluency (to ICAO English level 4 or above) we would like to hear from you.
--
Did U saw the new EK requirements ?
Motivation and ICAO ATPL, no minimum Flying Hours.
Think it's not a frozen ATPL....
--
Emirates is looking for the best pilots in the world!
We are hiring motivated, technically proficient and experienced pilots who aspire to excellence.
If this describes you, and you have an ICAO ATPL along with excellent English language fluency (to ICAO English level 4 or above) we would like to hear from you.
--
short flights long nights
They think we are all crazy, Mr Cat. Just complaining old farts. They will learn.
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Quite simply I'd rather have someone who can FLY an aeroplane as opposed to an autopilot next to me... Even more so when I go for my morning ablutions, usually around the Bucharest FIR...
I couldn't care two hoots about their background...
On a related note. Why the recent expensive publication teaching us all how to plan descents and do CDAs? Maybe some aren't as capable as they think they are would be my guess!
I couldn't care two hoots about their background...
On a related note. Why the recent expensive publication teaching us all how to plan descents and do CDAs? Maybe some aren't as capable as they think they are would be my guess!
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skyship
The Integrated CPL/IR route from the ATO to TRTO then A320 is currently used as a source of F/O's for BA. It's called the Future Pilot Programme and although graduates of the scheme are, I suppose 'new' as you put it, this form of mentored (formerly sponsored) scheme and it's predecessors are definitely not; such programmes have existed in Europe since the mid-60's.
Your analogy between an FAA and EASA ATP(L) is worth commenting on - the 500 hours cross country time for the FAA minimums is likely to have been conducted in a C152 or PA28 flying as a CFI around Florida or Arizona VFR, whereas the 500 hours multi-crew experience for an EASA licence is just that - 500 hours in a multi-crew, multi-engine transport category aircraft, so I agree with you partly but in that sense, they are not really alike other than they both require 1500 hours minimum for issue. My suspicion is that this is something that is taken into consideration at the recruitment stage.
What should be thought about quite carefully is the fact that ab-initio training standards seem to have changed quite considerably in recent years and that courses conducted for the issue of many EASA licences are largely conducted in the U.S.A., relatively quickly and by the same instructors mentioned above. Instructors training cadets for certification that they do not themselves hold. The progression from light piston to T/P and then the inevitable heavy Boeing or Airbus is greater, in my opinion, than many might think based on their own experience of twenty or thirty years ago.
The Integrated CPL/IR route from the ATO to TRTO then A320 is currently used as a source of F/O's for BA. It's called the Future Pilot Programme and although graduates of the scheme are, I suppose 'new' as you put it, this form of mentored (formerly sponsored) scheme and it's predecessors are definitely not; such programmes have existed in Europe since the mid-60's.
Your analogy between an FAA and EASA ATP(L) is worth commenting on - the 500 hours cross country time for the FAA minimums is likely to have been conducted in a C152 or PA28 flying as a CFI around Florida or Arizona VFR, whereas the 500 hours multi-crew experience for an EASA licence is just that - 500 hours in a multi-crew, multi-engine transport category aircraft, so I agree with you partly but in that sense, they are not really alike other than they both require 1500 hours minimum for issue. My suspicion is that this is something that is taken into consideration at the recruitment stage.
What should be thought about quite carefully is the fact that ab-initio training standards seem to have changed quite considerably in recent years and that courses conducted for the issue of many EASA licences are largely conducted in the U.S.A., relatively quickly and by the same instructors mentioned above. Instructors training cadets for certification that they do not themselves hold. The progression from light piston to T/P and then the inevitable heavy Boeing or Airbus is greater, in my opinion, than many might think based on their own experience of twenty or thirty years ago.
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On a related note. Why the recent expensive publication teaching us all how to plan descents and do CDAs? Maybe some aren't as capable as they think they are would be my guess!
On the other note, is the new DCP Boieng actually.... an airbus guy?
Last edited by littlejet; 13th Aug 2015 at 09:58.