Eastern Airways recruitment
Join Date: Nov 2007
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to anyone with the answers
Are the Saabs based anywhere other than Aberdeen and what sort of rosters do they have? Is there any more new on the Embraers? To those based at Aberdeen does anyone commute from England or are the rosters such that you need to live nearby?
Thanks
Are the Saabs based anywhere other than Aberdeen and what sort of rosters do they have? Is there any more new on the Embraers? To those based at Aberdeen does anyone commute from England or are the rosters such that you need to live nearby?
Thanks
Join Date: Jun 2008
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Saab's are in Aberdeen, 1 in Norwich.
Rosters are busy, unstable, & erratic.
Commuting not really an option for Aberdeen, a couple of senior capt's do it, but normal folk are expected to live in Abz.
Few benefits, but job security is probably better than average at the moment.
Rosters are busy, unstable, & erratic.
Commuting not really an option for Aberdeen, a couple of senior capt's do it, but normal folk are expected to live in Abz.
Few benefits, but job security is probably better than average at the moment.
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Any more news?
Believe the 135's are coming online, will this drive recruitment or is it an ACMI arrangement or perhaps contractors. I know there had been whispers of some of the senior guys being moved across.
Believe the 135's are coming online, will this drive recruitment or is it an ACMI arrangement or perhaps contractors. I know there had been whispers of some of the senior guys being moved across.
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Has anyone attended interviews for Eastern recently?
We are short of crew, rumours that saab fleet is struggling especially for Captains, but no formal recruitment going on...?
We are short of crew, rumours that saab fleet is struggling especially for Captains, but no formal recruitment going on...?
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Direct entry captains are usually bonded at Eastern. There seems to be reluctance to promote Fo's on the saab due to the high PIC requirement for Scatsta.
Anyone been for an interview recently?
Anyone been for an interview recently?
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e30k for an ATR rating with no guaranteed employment???? You're having a laugh SC arn't you??? These companies take the biscuit don't they? Mind you, if there are desperados out there who would contemplate such an overtly insulting and exploitative deal, then there is no hope for this industry. Hopefully, folks are finally starting to smell the coffee................
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Mention is often made of the "high hours requirement" for the Scatsta contract. Can anyone shed any light on the numbers we're talking about? Does it apply only to Captains, or also to FOs?
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When I last flew there in 2008 the high hours requirement was minimum 6000 hours for Captains for the IAC contract, but most had significantly more than this and have been flying to the Shetland islands for years for all the various operators. (Brymon/Brit World/BAF/Flightline) There were some stipulations for F/Os such as time on type (50 hours I think?) but not much else.
Shell Management,
I would not wish an accident on anyone, but if you believe that pilot experience is the sole criteria in avoiding accidents, I am fearful that you may be disappointed at some point in your career. One could and perhaps should invoke the names of the experienced KLM and Dan-Air Captains who sadly both met their deaths on the island of Tenerife under very different circumstances. In both cases, their experience did not prevent the very different situations which developed on those days three years apart with identical consequences - the loss of all souls aboard the aircraft which they respectively commanded.
All that said, I would say to you that the hours requirements laid down by oil companies are a farce and may actually be detrimental to the overriding objective of safety which you are trying to achieve. I have encountered several captains in my career with, on paper, substantial flying experience who would pass the paper tests set by oil companies, yet I would seriously baulk at setting foot on an aircraft under their command.
Within those paper requirements, an airline flying for an oil company could quite happily go out and secure the services of a contract pilot who has the requisite experience on paper but who has gone from one carrier to the next with an extremely patchy record of LPCs and OPC passes or failures and with no time built up with any particular operator to provide certainty of adherence to (or even knowledge of) that carrier's SOPs. I must stress that this is not a comment directed at Eastern in any way but rather should be seen as a general broadside against the oil industry's ridiculous belief that hours equals safety. It does not.
An airline - and above all, its passengers - may be far better served by a pilot with less hours but who has accumulated those hours with the same airline under control of a quality training programme. I'd far rather be flying with a 25-30 year old captain with 2,500 hours on type with the same airline from the start of his/her career than I would with a 40-year old captain with 5,000 hours built up with ten years at ten different airlines. Your focus should be on quality assurance and training, rather than hours. Anything less than that smacks of complacency, and I offer no apologies for saying that your posting came across to me as riotously complacent.
I sincerely hope - and I genuinely do - that it does not take an accident to shake you from that complacency.
Again, I stress that this is not a posting which is intended or should be read in any way of being critical of Eastern. It is certainly not, for I have no specific knowledge of what they do or the pilots who fly for them. It should purely be taken as being critical of ill-considered requirements imposed by oil companies on airlines. We don't tell Shell or BP how to run an oil rig, yet a key aspect of safety in the airline business - the supply of properly distilled aviation fuel - depends on you. Airlines audit the end product, ensure that the fuel is safe - regardless of how you've done it - and use it. In the same way, you should audit and assure yourselves that operators are safe, but leave them to determine the means of achieving safety through pilot training and quality assurance to deliver your passengers safely to their intended destination.
And by the way, the broadside against BP is, quite frankly, morally reprehensible. I would hope that anyone who is genuinely from Shell management would have sufficient gumption to post here to publicly disown your views as not representing those of the company to which you puport to belong.
I would not wish an accident on anyone, but if you believe that pilot experience is the sole criteria in avoiding accidents, I am fearful that you may be disappointed at some point in your career. One could and perhaps should invoke the names of the experienced KLM and Dan-Air Captains who sadly both met their deaths on the island of Tenerife under very different circumstances. In both cases, their experience did not prevent the very different situations which developed on those days three years apart with identical consequences - the loss of all souls aboard the aircraft which they respectively commanded.
All that said, I would say to you that the hours requirements laid down by oil companies are a farce and may actually be detrimental to the overriding objective of safety which you are trying to achieve. I have encountered several captains in my career with, on paper, substantial flying experience who would pass the paper tests set by oil companies, yet I would seriously baulk at setting foot on an aircraft under their command.
Within those paper requirements, an airline flying for an oil company could quite happily go out and secure the services of a contract pilot who has the requisite experience on paper but who has gone from one carrier to the next with an extremely patchy record of LPCs and OPC passes or failures and with no time built up with any particular operator to provide certainty of adherence to (or even knowledge of) that carrier's SOPs. I must stress that this is not a comment directed at Eastern in any way but rather should be seen as a general broadside against the oil industry's ridiculous belief that hours equals safety. It does not.
An airline - and above all, its passengers - may be far better served by a pilot with less hours but who has accumulated those hours with the same airline under control of a quality training programme. I'd far rather be flying with a 25-30 year old captain with 2,500 hours on type with the same airline from the start of his/her career than I would with a 40-year old captain with 5,000 hours built up with ten years at ten different airlines. Your focus should be on quality assurance and training, rather than hours. Anything less than that smacks of complacency, and I offer no apologies for saying that your posting came across to me as riotously complacent.
I sincerely hope - and I genuinely do - that it does not take an accident to shake you from that complacency.
Again, I stress that this is not a posting which is intended or should be read in any way of being critical of Eastern. It is certainly not, for I have no specific knowledge of what they do or the pilots who fly for them. It should purely be taken as being critical of ill-considered requirements imposed by oil companies on airlines. We don't tell Shell or BP how to run an oil rig, yet a key aspect of safety in the airline business - the supply of properly distilled aviation fuel - depends on you. Airlines audit the end product, ensure that the fuel is safe - regardless of how you've done it - and use it. In the same way, you should audit and assure yourselves that operators are safe, but leave them to determine the means of achieving safety through pilot training and quality assurance to deliver your passengers safely to their intended destination.
And by the way, the broadside against BP is, quite frankly, morally reprehensible. I would hope that anyone who is genuinely from Shell management would have sufficient gumption to post here to publicly disown your views as not representing those of the company to which you puport to belong.
Last edited by Flightrider; 27th Oct 2010 at 22:48.