Go Air Vacancies For Type Rated
Join Date: Sep 2011
Location: on the beach
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
After months of deliberations, G8 decided to shelve the regional ops expansion plans. Instead they decided to stick to the A320 for their Tier 2 ops. e.g.; Nanded, Patna etc. as also increase frequencies on their trunk routes as well as monopoly ones. Not to mention they are restarting MAA as a crew base once again.
Not complicating things with another a/c type = Wise choice given the circumstances and given their huge order for the 72 A320s last year.
Not complicating things with another a/c type = Wise choice given the circumstances and given their huge order for the 72 A320s last year.
Join Date: Dec 2011
Location: delhi
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
Does any one know whats going on in GO ,when they will declare the results ?????i know they r hiring from kingfisher and a batch from last year is still to be inducted but atleast they shuld declare the results for written exam!!!
Join Date: Dec 2011
Location: delhi
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
Exclusive interview: Giorgio De Roni - CEO GoAir - Part 1: GoAir is profitable..........!
Over the last 18 months, the soft spoken Giorgio De Roni has been quietly turning around the Wadia family promoted GoAir. From a rock bottom position, dismal market share, and reputation for frequent cancellations, De Roni has grown GoAir to surpass Kingfisher Airlines and JetLite in market share, and made
GoAir a contender in the Indian airline industry, with the confidence to place large orders for 72 Airbus A320neo aircraft.
During the interview, De Roni dispelled the misconception that IndiGo is the only profitable airline in India.
GoAir is profitable, and this profit is achieved purely by operations, without the income from sale and lease back of aircraft.
In the first of this two part report, we cover the financial and strategic aspects of the interview.
Q: In March this year, at India Aviation, Mr. Dinesh Keskar was saying that India is having "profitless growth." Airlines were experiencing growth in passenger numbers but profits were very hard to come by. In less than 3-4 months, growth has stagnated, but profits are there. What are your thoughts on this odd situation?
My thoughts are that the industry should not operate below cost of production. Unfortunately the situation in the past in India was that most competitors were more interested in market share rather than profit. So I more than welcome the shift in strategy from most of my competitors. And this has brought fares in line with costs, and in fact we have been able to deliver a profit for the first quarter.
Q: Any numbers you could share?
No, not really, we are not a listed company and as a policy, we do not share our results. I can say, that I am relatively satisfied of the results. The net profit was in percentage terms higher than IATA average, and differently from some of my competitors, it was purely reached by operational factors; so by revenue from passengers, and not from non-operational sources [referring to sale and leaseback income and other non passenger sources of revenue]. I never comment on my competitors, I try to learn from them…. And it’s [Sale and lease-back income] not something that only happens in India.
Editor’s Note: The IATA figure is 1.4%. Since GoAir’s figures came purely from passenger revenues, they outperformed the passenger figures at both SpiceJet and Jet Airways.
Q: You were mentioning your fellow competitors. If you look over the past year at your fellow LCC competitors, both SpiceJet and IndiGo have pursued a rather aggressive growth in their own form. SpiceJet has been going into virgin territory withthe Q400 in to Tier II and Tier III markets, and IndiGo has been adding a new A320 literally every 3 weeks; and they have gained a lot by the implosion or the contraction, of Kingfisher. However, GoAir has pursued a very modest growth path. In fact we think you’ve added only one aircraft net in the last year.
In this financial year we added two net aircraft. One in April and one in August, with a third one coming in January 2013. Yes, we have a more cautious approach to growth. We are exclusively targeting profitability and not really market share. We do have an ambitious expansion plan, and in fact last year we ordered 72 A320neos.
So we are committed to better serve the country. I think that we had some advantage in being a small carrier last year. Our losses were limited. It’s an airline 100% owned by the [Wadia] family . They are committed to the airline business, but I feel personally that we can grow only if we deliver profit. So I would prefer to deliver a profit and remain small as opposed to growing rapidly and having challenges on the bottom-line.
Q: Could you describe what trends you’ve seen in the unit PRASK revenues (passenger revenue per available seat kilometer) in the past several months, because we do know that SpiceJet recorded PRASK growth of more than 17% and Jet Airways recorded PRASK growth of more than 15% on its domestic network. Are you seeing similar numbers?
Yes, I would say that we are pretty satisfied of the [PRASK] growth. What is inconvenient is that the cost structure also suffered a significant increase. Airport charges increased due to the devaluation of the rupee against the dollar, fuel prices increased heavily. Since September 1st, I think we reached the historical peak of the cost of fuel in India, which is not the case in other parts of the world. So I just wonder how we structure the cost of fuel in India versus other geographical areas.
Q: Is it possible for you to share in percentage terms roughly the breakup of costs at GoAir?
Fuel costs are about 50%, more precisely it might reach around 55% of our total cost now with fuel at Rs. 72 per litre? That is the figure I remember most clearly, because it is a huge amount. I would say that the cost of personnel is pretty efficient, also because the most expensive community, the pilots are pretty well utilized with more than 900 hours per year, the cap being 1,000 per year in India. Certainly we are suffering from the weakness of the Rupee as far as lease rentals and maintenance costs are concerned; due to the fact that maintenance is performed primarily with US dollars.
Q: And you did mention airport charges?
Of course airport charges are huge. You are aware that Delhi Airport increased charges by 334%. It was a number that did not meet their expectation of a 700% increase. But I’m challenging anyone to find any other airport in the world with such a huge increase year by year.
And this is a serious concern.
Of course when we say that fares have increased year over year, we have to consider that we have to shift to the customer the burden of increasing costs. Because we cannot absorb any increase in costs, we have to transfer them to the customer. What is the result? The result is that volume and demand have decreased, as the data in June and July have shown.
So I don’t think that the way airports keep growing their costs and increase their inefficiency is smart. At the end of the day, they suffer due to a decrease in demand.
Q: Can you give us a brief financial outlook for the next year, and then maybe 3 years out?
Well I can tell you that we forecast to achieve a profit at the end of the year. Of course the first quarter was positive. The second quarter was the weakest from a cyclical point of view of the financial year, so we are definitely suffering. That said, for the entirety of the year, I am relatively confident that we will deliver a profit.
Q: What do you assume will be your revenue growth over the next one and three years, relative to 2011-12?
Well what is important to us is to remain flexible. Although we have a purchase order for roughly 80 aircraft between today and 2020, we should bear in mind that if the market is not growing, if there are turbulences, we have to be more flexible and be cautious. Or if the market offers more opportunities, we have the flexibility to take more aircraft and our part of the growth.
Q: Do you currently have any purchase options for the A320neo?
We don’t have options at the moment. 72 A320neo and the 7 remaining A320 classic orders are all firm. Anyway you know that there is a sort of over-production of narrow-body aircraft. And it’s not really a problem to add aircraft if the market requires.
Q: How do you think valuations in the used market are looking as both the 737MAX and A320neo are coming closer to delivery? Are you finding any impact on the secondary markets?
The residual value will be impacted definitely. We still have to see whether those manufacturers will deliver as per the schedule, or if, as it is normally, there might be some delays. But the impact on the present values might be negative.
Q: GoAir has selected the PurePower (Pratt and Whitney GTF) engine for the A320neo. And we’ve heard that CFM has not quite been able to deliver on the performance parameters of the LEAP-X?
I would disagree. First of all, we are very satisfied with CFM engines for the current fleet. Then, as I told you a few minutes ago, I don’t want to go for over-promising. And I don’t like my providers to over-promise. And since I’m not commenting on my competitors, I don’t understand why my provider comments on their competitors. They are free to do whatever they like.
[Editor's note: Our source of information on the LEAP-X engine is not Pratt and Whitney]
Q: So can you talk about some of the factors that drove your decision to purchase the PurePower engine?
So we did an overall evaluation from a financial and technical point of view and in the end we found Pratt and Whitney’s proposal to be better. But this is not to say that we are not satisfied with the present [CFM] engines that we have on our fleet.
Q: You did mention aircraft program delays briefly. And since both Boeing and Airbus have had trouble with delays recently on the 787 and A350 programs respectively, how concerned are you about delays [on deliveries].
We are among the first carriers in the world to receive the A320neo in the first quarter of 2016. So far, I do not expect any delays. But we aware that in new aircraft, some delays might happen. Although, considering that 95% of the airframe is common to the current airframe, and considering that the same engine technology will be utilized on other aircraft in the next year, I feel relatively confident that Airbus will be able to deliver the aircraft as per schedule. You are aware that anyhow that we have current engine A320s on order, and so we are not really planning for an environment with delays. But it might happen.
Q: Will GoAir be adding Sharklets to its A320 classic fleet?
Yes, our next [A320] delivery in January will be with Sharklets. In fact, I think we will be among the first airlines to have sharklets; most probably the first in India, though it’s not really a race against IndiGo.
[Editor's note: Sharklets are new wingtip devices fitted on the A320 family aircraft]
Q: Has Airbus indicated the possibility of retroffiting sharklets?
Yes they have. There is no clear picture on the cost involved and the time-frame of grounding the aircraft. As soon as they come out with a final picture, we will evaluate. We are keen to reduce fuel burn, both for savings and for the pollution reason.
Q: What sort of numbers are you looking at in terms of fuel burn reduction from the Sharklets?
Based on our network, we are looking at something around 1.5% savings.
Q: And what about the A320neo?
On paper, they [Airbus] say that there will be a saving in the range of 15%. That would be a great achievement.
Q: Your order for 72 A320neos have a list price of almost $5.6 billion dollars, which will require around $280 million in upfront financing costs. How is GoAir planning to pay for this order?
[De Roni laughs] Your calculation is pretty precise.
We are well funded. If there are opportunities in the market we will consider them carefully, but there is no concern [about paying for the aircraft].
Q: So there is no feeling at GoAir that it is time to turn to the public market with an IPO?
Well inside the company last year, there was a project to develop an IPO. It was not pursued due to the overall position of the market. We are open, but that is a question that needs to be asked of the chief shareholder. I will say that overall we are comfortable with the funding for the next set of deliveries.
Over the last 18 months, the soft spoken Giorgio De Roni has been quietly turning around the Wadia family promoted GoAir. From a rock bottom position, dismal market share, and reputation for frequent cancellations, De Roni has grown GoAir to surpass Kingfisher Airlines and JetLite in market share, and made
GoAir a contender in the Indian airline industry, with the confidence to place large orders for 72 Airbus A320neo aircraft.
During the interview, De Roni dispelled the misconception that IndiGo is the only profitable airline in India.
GoAir is profitable, and this profit is achieved purely by operations, without the income from sale and lease back of aircraft.
In the first of this two part report, we cover the financial and strategic aspects of the interview.
Q: In March this year, at India Aviation, Mr. Dinesh Keskar was saying that India is having "profitless growth." Airlines were experiencing growth in passenger numbers but profits were very hard to come by. In less than 3-4 months, growth has stagnated, but profits are there. What are your thoughts on this odd situation?
My thoughts are that the industry should not operate below cost of production. Unfortunately the situation in the past in India was that most competitors were more interested in market share rather than profit. So I more than welcome the shift in strategy from most of my competitors. And this has brought fares in line with costs, and in fact we have been able to deliver a profit for the first quarter.
Q: Any numbers you could share?
No, not really, we are not a listed company and as a policy, we do not share our results. I can say, that I am relatively satisfied of the results. The net profit was in percentage terms higher than IATA average, and differently from some of my competitors, it was purely reached by operational factors; so by revenue from passengers, and not from non-operational sources [referring to sale and leaseback income and other non passenger sources of revenue]. I never comment on my competitors, I try to learn from them…. And it’s [Sale and lease-back income] not something that only happens in India.
Editor’s Note: The IATA figure is 1.4%. Since GoAir’s figures came purely from passenger revenues, they outperformed the passenger figures at both SpiceJet and Jet Airways.
Q: You were mentioning your fellow competitors. If you look over the past year at your fellow LCC competitors, both SpiceJet and IndiGo have pursued a rather aggressive growth in their own form. SpiceJet has been going into virgin territory withthe Q400 in to Tier II and Tier III markets, and IndiGo has been adding a new A320 literally every 3 weeks; and they have gained a lot by the implosion or the contraction, of Kingfisher. However, GoAir has pursued a very modest growth path. In fact we think you’ve added only one aircraft net in the last year.
In this financial year we added two net aircraft. One in April and one in August, with a third one coming in January 2013. Yes, we have a more cautious approach to growth. We are exclusively targeting profitability and not really market share. We do have an ambitious expansion plan, and in fact last year we ordered 72 A320neos.
So we are committed to better serve the country. I think that we had some advantage in being a small carrier last year. Our losses were limited. It’s an airline 100% owned by the [Wadia] family . They are committed to the airline business, but I feel personally that we can grow only if we deliver profit. So I would prefer to deliver a profit and remain small as opposed to growing rapidly and having challenges on the bottom-line.
Q: Could you describe what trends you’ve seen in the unit PRASK revenues (passenger revenue per available seat kilometer) in the past several months, because we do know that SpiceJet recorded PRASK growth of more than 17% and Jet Airways recorded PRASK growth of more than 15% on its domestic network. Are you seeing similar numbers?
Yes, I would say that we are pretty satisfied of the [PRASK] growth. What is inconvenient is that the cost structure also suffered a significant increase. Airport charges increased due to the devaluation of the rupee against the dollar, fuel prices increased heavily. Since September 1st, I think we reached the historical peak of the cost of fuel in India, which is not the case in other parts of the world. So I just wonder how we structure the cost of fuel in India versus other geographical areas.
Q: Is it possible for you to share in percentage terms roughly the breakup of costs at GoAir?
Fuel costs are about 50%, more precisely it might reach around 55% of our total cost now with fuel at Rs. 72 per litre? That is the figure I remember most clearly, because it is a huge amount. I would say that the cost of personnel is pretty efficient, also because the most expensive community, the pilots are pretty well utilized with more than 900 hours per year, the cap being 1,000 per year in India. Certainly we are suffering from the weakness of the Rupee as far as lease rentals and maintenance costs are concerned; due to the fact that maintenance is performed primarily with US dollars.
Q: And you did mention airport charges?
Of course airport charges are huge. You are aware that Delhi Airport increased charges by 334%. It was a number that did not meet their expectation of a 700% increase. But I’m challenging anyone to find any other airport in the world with such a huge increase year by year.
And this is a serious concern.
Of course when we say that fares have increased year over year, we have to consider that we have to shift to the customer the burden of increasing costs. Because we cannot absorb any increase in costs, we have to transfer them to the customer. What is the result? The result is that volume and demand have decreased, as the data in June and July have shown.
So I don’t think that the way airports keep growing their costs and increase their inefficiency is smart. At the end of the day, they suffer due to a decrease in demand.
Q: Can you give us a brief financial outlook for the next year, and then maybe 3 years out?
Well I can tell you that we forecast to achieve a profit at the end of the year. Of course the first quarter was positive. The second quarter was the weakest from a cyclical point of view of the financial year, so we are definitely suffering. That said, for the entirety of the year, I am relatively confident that we will deliver a profit.
Q: What do you assume will be your revenue growth over the next one and three years, relative to 2011-12?
Well what is important to us is to remain flexible. Although we have a purchase order for roughly 80 aircraft between today and 2020, we should bear in mind that if the market is not growing, if there are turbulences, we have to be more flexible and be cautious. Or if the market offers more opportunities, we have the flexibility to take more aircraft and our part of the growth.
Q: Do you currently have any purchase options for the A320neo?
We don’t have options at the moment. 72 A320neo and the 7 remaining A320 classic orders are all firm. Anyway you know that there is a sort of over-production of narrow-body aircraft. And it’s not really a problem to add aircraft if the market requires.
Q: How do you think valuations in the used market are looking as both the 737MAX and A320neo are coming closer to delivery? Are you finding any impact on the secondary markets?
The residual value will be impacted definitely. We still have to see whether those manufacturers will deliver as per the schedule, or if, as it is normally, there might be some delays. But the impact on the present values might be negative.
Q: GoAir has selected the PurePower (Pratt and Whitney GTF) engine for the A320neo. And we’ve heard that CFM has not quite been able to deliver on the performance parameters of the LEAP-X?
I would disagree. First of all, we are very satisfied with CFM engines for the current fleet. Then, as I told you a few minutes ago, I don’t want to go for over-promising. And I don’t like my providers to over-promise. And since I’m not commenting on my competitors, I don’t understand why my provider comments on their competitors. They are free to do whatever they like.
[Editor's note: Our source of information on the LEAP-X engine is not Pratt and Whitney]
Q: So can you talk about some of the factors that drove your decision to purchase the PurePower engine?
So we did an overall evaluation from a financial and technical point of view and in the end we found Pratt and Whitney’s proposal to be better. But this is not to say that we are not satisfied with the present [CFM] engines that we have on our fleet.
Q: You did mention aircraft program delays briefly. And since both Boeing and Airbus have had trouble with delays recently on the 787 and A350 programs respectively, how concerned are you about delays [on deliveries].
We are among the first carriers in the world to receive the A320neo in the first quarter of 2016. So far, I do not expect any delays. But we aware that in new aircraft, some delays might happen. Although, considering that 95% of the airframe is common to the current airframe, and considering that the same engine technology will be utilized on other aircraft in the next year, I feel relatively confident that Airbus will be able to deliver the aircraft as per schedule. You are aware that anyhow that we have current engine A320s on order, and so we are not really planning for an environment with delays. But it might happen.
Q: Will GoAir be adding Sharklets to its A320 classic fleet?
Yes, our next [A320] delivery in January will be with Sharklets. In fact, I think we will be among the first airlines to have sharklets; most probably the first in India, though it’s not really a race against IndiGo.
[Editor's note: Sharklets are new wingtip devices fitted on the A320 family aircraft]
Q: Has Airbus indicated the possibility of retroffiting sharklets?
Yes they have. There is no clear picture on the cost involved and the time-frame of grounding the aircraft. As soon as they come out with a final picture, we will evaluate. We are keen to reduce fuel burn, both for savings and for the pollution reason.
Q: What sort of numbers are you looking at in terms of fuel burn reduction from the Sharklets?
Based on our network, we are looking at something around 1.5% savings.
Q: And what about the A320neo?
On paper, they [Airbus] say that there will be a saving in the range of 15%. That would be a great achievement.
Q: Your order for 72 A320neos have a list price of almost $5.6 billion dollars, which will require around $280 million in upfront financing costs. How is GoAir planning to pay for this order?
[De Roni laughs] Your calculation is pretty precise.
We are well funded. If there are opportunities in the market we will consider them carefully, but there is no concern [about paying for the aircraft].
Q: So there is no feeling at GoAir that it is time to turn to the public market with an IPO?
Well inside the company last year, there was a project to develop an IPO. It was not pursued due to the overall position of the market. We are open, but that is a question that needs to be asked of the chief shareholder. I will say that overall we are comfortable with the funding for the next set of deliveries.
Join Date: Jun 2007
Location: Cochin VOCI , India
Age: 35
Posts: 1,605
Likes: 0
Received 0 Likes
on
0 Posts
Scores of jobless co-pilots from the defunct Kingfisher Airlines (KFA) on Thursday appeared for written tests conducted by GoAir. The job seekers ranged from those with minimum (300 hours) and maximum hours of flying experience on Airbus 320.
Eighty of the co-pilots in the fray were from KFA as both the airlines operate similar aircraft. The general norm has been that only freshers are subject to written tests, while experienced pilots simply attend a walk-in session and get through merit.
According to GoAir's flight operations department, the airline is hiring captain and senior captain level staff. “It is a routine test. Presuming there are 10 pilots in the fray, we want to absorb the best among them. Hence the test,” a senior GoAir official said.
The pilots are sore that GoAir had conducted similar exams for experienced pilots on June 29, but never declared the results. “I am unable to understand what happened to that test. Were they completely dissatisfied with that lot?” asked a KFA pilot who had appeared for the previous test.
A senior official from GoAir said that the entire batch interviewed on June 29 had to be dropped as a proposed deal with an international carrier fell through. Currently, GoAir, enjoys a market share of 7 per cent vis-à-vis 17.8 per cent of SpiceJet and 27 per cent of market leader Indigo.
Pilots who underwent that test were told that the key objective was to position the airline on two main factors that passengers look for - air fare and punctuality record.
Capt Shakti Lumba, former operations head of Indigo, said, “In India, qualification and ability do not necessarily go together.” He added, “As an airline, I need both, an examination to check their knowledge and a simulator test to check their skills. All of them meet minimum criteria, but that does not mean all of them are competent.”
A former Air India pilot, now with Kingfisher said, “Induction by GoAir appears to be mood-based. There have been cases where the test was by-passed.” Among the airlines, AI and Indigo have compulsory written tests for pilots.
“Air India’s test is believed to be the toughest among Indian carriers,” Capt Ujwal Thengdi said.
Grounded Kingfisher co-pilots hope to soar high again with GoAir, News - City - Mumbai Mirror
Eighty of the co-pilots in the fray were from KFA as both the airlines operate similar aircraft. The general norm has been that only freshers are subject to written tests, while experienced pilots simply attend a walk-in session and get through merit.
According to GoAir's flight operations department, the airline is hiring captain and senior captain level staff. “It is a routine test. Presuming there are 10 pilots in the fray, we want to absorb the best among them. Hence the test,” a senior GoAir official said.
The pilots are sore that GoAir had conducted similar exams for experienced pilots on June 29, but never declared the results. “I am unable to understand what happened to that test. Were they completely dissatisfied with that lot?” asked a KFA pilot who had appeared for the previous test.
A senior official from GoAir said that the entire batch interviewed on June 29 had to be dropped as a proposed deal with an international carrier fell through. Currently, GoAir, enjoys a market share of 7 per cent vis-à-vis 17.8 per cent of SpiceJet and 27 per cent of market leader Indigo.
Pilots who underwent that test were told that the key objective was to position the airline on two main factors that passengers look for - air fare and punctuality record.
Capt Shakti Lumba, former operations head of Indigo, said, “In India, qualification and ability do not necessarily go together.” He added, “As an airline, I need both, an examination to check their knowledge and a simulator test to check their skills. All of them meet minimum criteria, but that does not mean all of them are competent.”
A former Air India pilot, now with Kingfisher said, “Induction by GoAir appears to be mood-based. There have been cases where the test was by-passed.” Among the airlines, AI and Indigo have compulsory written tests for pilots.
“Air India’s test is believed to be the toughest among Indian carriers,” Capt Ujwal Thengdi said.
Grounded Kingfisher co-pilots hope to soar high again with GoAir, News - City - Mumbai Mirror
Join Date: Jan 2012
Location: india
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
hello friends...somebody posted in facebook that the GoAir has scrapped the exam for A-320 TR pilots held on 29 june 2012 ..plzz confirm if its true....??
Posted from Pprune.org App for Android
Posted from Pprune.org App for Android
Join Date: Jun 2007
Location: Cochin VOCI , India
Age: 35
Posts: 1,605
Likes: 0
Received 0 Likes
on
0 Posts
I hear GoAir has a 320 rated exam tomorrow . Anyone from PPRuNe got called ?
EDIT
The exam is at 1400 hours at the GoAir office in Mumbai. Mostly KF pilots have been called but a few zero hours on type have been called as well.....
EDIT
The exam is at 1400 hours at the GoAir office in Mumbai. Mostly KF pilots have been called but a few zero hours on type have been called as well.....
Last edited by cyrilroy21; 5th Mar 2013 at 08:37.
Join Date: Jun 2007
Location: Cochin VOCI , India
Age: 35
Posts: 1,605
Likes: 0
Received 0 Likes
on
0 Posts
A friend of mine called GoAir HR and they told him that its mainly for experienced pilots only....
But someone my friend knows with 0 hours on type also seems to have gotten the call.....
But someone my friend knows with 0 hours on type also seems to have gotten the call.....
Join Date: Jun 2007
Location: Cochin VOCI , India
Age: 35
Posts: 1,605
Likes: 0
Received 0 Likes
on
0 Posts
GoAir has sent out email for an exam for A320 type rated candidates . Exam shall take place on the 16th of December
Dear Candidate,
GoAir will be conducting written test for the position of Trainee First Officers for the candidates type rated on Airbus 320 on 16th Dec 2013.
Candidates with all their licences current need only apply.
The last date for sending your application is 8th Dec 2013.
Kindly fill the details in the attached form as per instructions given in the sheet and send to us along with the mail.
All queries will be answered strictly through email only.
GoAir will be conducting written test for the position of Trainee First Officers for the candidates type rated on Airbus 320 on 16th Dec 2013.
Candidates with all their licences current need only apply.
The last date for sending your application is 8th Dec 2013.
Kindly fill the details in the attached form as per instructions given in the sheet and send to us along with the mail.
All queries will be answered strictly through email only.
Join Date: Jun 2007
Location: Cochin VOCI , India
Age: 35
Posts: 1,605
Likes: 0
Received 0 Likes
on
0 Posts
GoAir has send the second round of emails to all the eligible candidates for the exam on the 16th
Those candidates without a valid IR / LR were not invited for the exam
Those candidates without a valid IR / LR were not invited for the exam
Join Date: Aug 2011
Location: dubai
Age: 46
Posts: 65
Likes: 0
Received 0 Likes
on
0 Posts
selection process time
How long is the process as i am coming from a diff city?? written and interview and sim's??
Explain in detail plzzz.....i asked the hr and he would not answer....thanks
Explain in detail plzzz.....i asked the hr and he would not answer....thanks
Join Date: Jun 2007
Location: Cochin VOCI , India
Age: 35
Posts: 1,605
Likes: 0
Received 0 Likes
on
0 Posts
The exam will consist of 60 questions and will include Technical and Performance questions apart from 320 questions
You will find out on the day of the exam how soon interviews are likely...
You will find out on the day of the exam how soon interviews are likely...
Last edited by cyrilroy21; 14th Dec 2013 at 13:41.