EK : exit interviews ?
 

Are exit interviews being held for those leaving EK?
My neighbor says he was not offered one but paperwork shows that is was completed.

Who cares?


If you have your out then go...who cares...they certainly don't!

And they never will!


Gulf Air 2....?

This position is within the HR dept., and at the moment, it is the most efficient department within EK. Their job is to gather employee data, such as exit interviews.
In doing so, this will help make your off day more productive. I am sure they will help your neighbor out once they realize their error.

My impression is that due to the number of people resigning the company is ticking the box saying interviews have been completed.
If they were willing to conduct such interviews on a daily basis then they would need a full time team.

Why on earth would you want an exit interviews? All you would be doing is venting your reasons for leaving to another EK mid level employee. One thing less to cross off on the list.

No one really vents. So the stats read leaving for personal reasons! Everyone in management then have a group hug!

I assure you, I vented.::ok:

The exit interview is not even on the checklist of things I have to do before I leave. This checklist was given to me by the company.
As was mentioned above the company doesn't want to hear why you want to leave or what your grievances are.
As AAR said to the recruitment fellas "why wouldn't any pilot want to come to here, we are Emirates." It doesn't matter to him that the pay is sub-standard, we work more than most and treated like crap. He really believes this is a good airline as he gave the okay for Turbo Prop pilots to join. If we really are a good airline to work for why do we continuously lower our standards?

Do me a favor and stop this bull**** . If i am a recruiter I will never hesitate to hire TP pilots , at least they can fly far better than guys with 3K on the bus . What do u see when u fly ur T7 or 388 ? I think one PFD and one ND . On 13hrs flight you fly manually may be 2 min , you push button on FCU and use the AT . This is what TP guys also see , but they do more , they manage the power manually all the time , they check (and double check ) the performance every time the temperature change , the FL change , they land in short fields , fly most of time on the weather,fly 6 legs a day,and if they loose 1 engine its more spectacular than any jet in world . I flew TP many years ago , the jet transition was a p of cake. So please be professional .
Peace....

I think what he is referring to is not the quality of the TP pilot, but more the fact that your average turboprop guy has a total of 1500 hours time spent mostly in one country i.e. theater of flying.

IF the target was TP guys with 10000 hours that would be great but there aren't many of those as they tend to leave at 1500 hours for the job on the shiny new jet.

Most posters are simply foreseeing the issue of recruiting minimum experience guys on to widebody jets who will then likely require a good few years more in the right seat before command... and bearing in mind the new captains will only have limited experience themselves then there could be quite an experience imbalance within the company compared to the past.

However, this shouldn't be an issue as we can just write more and more SOPs to cover every conceivable situation, and have every landing done as a GLS Autoland to mitigate the 'handling' issues. :hmm:

Horses for courses. All aviation jobs are difficult in a different way.

Just don't forget not all TPs are operated into field limited runways for 6 sectors in a day. Just like not all 777s are flying ULR into major hubs where all runways ILS Cat IIIb capable.

TS (not BS) are you a recruiter for a widebody airline though?
You might not hesitate to put TP pilots in a 777 or a 380 but the insurance premiums will surely go through the roof.
If your theory is such a great idea why aren't the Global airlines implementing this fantastic idea? The only reason EK is implementing this strategy and Emirates alone is because they can't get pilots to come and work for what they pay. Pay us what we are worth and the staffing problem is fixed overnight and you won't have to hire TP pilots.

TS, There is a big difference between flying a TP airliner and operating a wide body jet airliner. The flying is the (relatively) easy part. You laud the TP pilot's hand flying skills (rightly so I am sure) but that is but a very small part of what it takes to successfully and safely operate a wide body aircraft around the planet. It also indicates your own lack of appreciation of the demands of the position you aspire to in that you assess your suitability for it primarily by reference to your hand flying skills. They are important but there is much, much more required than that.

Wide body routes span the globe. The average TP's route is very regional. That does not make TP pilots bad pilots. It does though, mean that they are invariably very, very light on global route experience and a lot more training time is therefore required to become a productive pilot at EK. However, you will not be given any more time than an experienced wide bodied jet pilot joining the company and that means that experience levels on the flight deck become unacceptable to the insurers, provide a reduced safety margin and would be a source of concern to Captains. Nothing personal but if you and a similarly inexperienced (on wide body) pilot were part of a 3 man crew and were alone on the flight deck while I was taking my legally required rest in the CRC, I would not sleep easily.

"You might not hesitate to put TP pilots in a 777 or a 380 but the insurance premiums will surely go through the roof. "

Complete BS... No insurance company gives a crap about the background of your crew. If they are trained and approved according to the airlines standard then they are considered good enough for the insurance companies.

TP pilots would lack the long haul experience but the TP pilots are not coming as DEC so that won't be a big issue.

That 400 is ignorance if I've ever read it. I can't be bothered to pick apart your comment as I fear it will merely serve to confuse you. An airline populated by predominately expats from various dependencies and licensing authorities most certainly DOES have to account for the background and experience of its operational staff, it's complete BS and ignorance to state otherwise.

Falconeasy

"most certainly"

Do you know or do you speculate? On a direct question from me to one of my former employer's chief pilot he stated that the experience of the direct entry crew had no influence on insurance premiums for the airline.

But go ahead and convince me, I'm not easily confused...

400, sure, first things first, are we comparing apples with apples? Without needing to divest sensitive information I would hazard an educated guess with respect to what you were told.
1. The CP was a bull**** artist (They do seem to gravitate to management positions)
2. The CP was told this by someone further up the food chain.
3. You are merely ignorant of the way the insurance industry operates, and choose to believe what you want.

There are numerous examples relating to experience levels and operating environments where airline operators have been compelled to employ persons with experience levels that insurance companies have stipulated so that these operators can continue to operate various services, lower down in the risk matrix overall operational experience is most certainly assessed and categorised, how do I know you ask? I worked on contract in one such place and had detailed dealings with both the contract agency and the insurance auditors. I maintain this contact to this day with the insurance industry to the point that, shortly, I will be operating a machine owned by one of the larger global players. So no, I'm not speculating

OK Falcon, fair enough, I accept your knowledge about this. Having said that, wouldn't EK:s complete lack of respect for fatigue issues among it's crew members be a bigger issue for the insurance companies than 50-100 TP pilots? It would for me...

400, the data shows there is very little fatigue at EK. See for yourself, the extremely small number of ASRs weekly regarding fatigue. Doesn't matter why pilots are not reporting, the data shows it's just not there. We can complain to the high heavens, but when probably less than one percent of ASRs are fatigue related, those that could make changes do not see a problem.

And do you not think insurance companies are data and statistical driven? What else can be analyzed? Complaints on pprune.org?

Dear banana...
I am a long haul heavy wide body (bla bla bla ) pilot . I talk from things I saw and experienced already . I give some examples of major EU airlines who hires a lot of TP guys ( cargolux - AF - aerologic -lufthansa cargo ......) if you start on the wide body the new things are ETOPS ( 2 sectors ) , calling some countries 10 min before , escape routes over N644 , understand the indians and the chinese on ATC ... And some other stuff but its not challenging when you do it for 1 year . The example of AF crash is mainly related to flying skills . I think when you start the long haul ops you need a good backgroung on manual flight because what you mainly do on the long range is checking preparing and ATC. You do 2 or 3 landings a month with AT on ( mandatory in some airlines) .
And btw the ryan guys fly also only in europe ( mainly).
Gn8.