easyJet Pilot Recruitment 2012
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Hello everybody
Anybody not current on A320 who applied anyway have heard anything? I am asking this just out of curiosity because I used to fly the A320 (+-2000hrs on type) but I am flying A330-340 for 4 years now thus I aint current on A320 anymore....I was uncertain if giving it a try but but I finally decided to licterally respect their requirements and wait if any non-rated vacancy will rise up in the future...Now wondering if this was a good idea or not :P
Anybody not current on A320 who applied anyway have heard anything? I am asking this just out of curiosity because I used to fly the A320 (+-2000hrs on type) but I am flying A330-340 for 4 years now thus I aint current on A320 anymore....I was uncertain if giving it a try but but I finally decided to licterally respect their requirements and wait if any non-rated vacancy will rise up in the future...Now wondering if this was a good idea or not :P
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recent EASY assessment feedback
1 tech test
20 Simple A320 questions on systems/ 20 minutes.
1/ Three simple questions on hydraulique systems:
2/normal braking is on the green.
3./spoilers are used on the green and yelow...
4/wing anti ice are only the 3 outboards slats
5/question about loops on engine + apu+ fire detection on each engine
6/ What is the max amps on the TR? 220Amps, 90amps, or an other solution i don't remember;
7/If AC1 fails, which system takes over? AC2?DC? and an other?
8/in alternate low, is pitch in direct low? elerons are in direct low?
9/What is the max speed to lower the gear? VLE 250kt.
10/What is the limit for gear extension? 20000ft, 25000ft? no limit?
11/ what is the limit for slats flaps extention? 20000ft
12/When speed reach vls, what happen? ALFA FLOOR? stall? ...
13/ When engine out in crew, what are immediate actions? ATHR OFF, THRUST MCT, SELECT GD SPEED, When GD speed reached, OPEN DESC...
14/What is the APP speed in UK? 220kt? 185kt, 175kt?
15/ Slats/ flaps locked, what message appears on ECAM? A LOCHED? S(F) LOCKED?....
Sorry about the 5 last ones. Don't remember.
2 Groupe tests:
So to the day itself. There will be 12 candidates, including you. You will all be briefed on the day’s events and each person given the times when they will be sitting each test or interview. You are then split into 6 groups of 4 and off you go for the GROUP EXERCISE. You will 2 assessors looking on each group.
Play the game: they are looking for teamplayers (not dictators nor wall-flowers). Once the time starts (we were given 35mins) a good way to open proceedings is to ask “ any suggestions?”. This immediately scores points because you have opened up the floor to others. Everyone knows the idea of allocating a time keeper so if no one else suggests it do so. However be time aware, even if you are not the time keeper. In my exercise the time keeper never updated us on time and make a point to ask for regular time checks.
for the good of the team. Remember there is no right or wrong decision, just a team decision.
3.INTERVIEW
ARTICULATE, TAKE YOUR TIME, BE CLEAR AND AS SHORT AS POSSIBLE
6 questions where you have to give exemples about your life. They make a point thet you only give real exemple, no explanations about the way you would react. And tipical questions as below:
Why do you want to work for EZY?
Give a brief career outline?
Felt you have fallen short on something?
How did you felt today
Explain a complex situation you have encountered
You have influenced others
Made a bad decision
Made a good decision
Dealt with confrontation
Define CRM. Example of when you have seen or used good CRM… Give an example of bad CRM.
When have you bent the rules or SOP’s to meet an objective
When have you delivered sensitive news to someone
When have you made a professional mistake and what have you done to overcome it
When have you made a team decision that others haven’t liked
Name a time when you’ve made a big decision
When have others in a team made /implemented a decision that you disagree with. How do you deal with it. How do you adapt?
When have you done something well
When have you diffused conflict
When have you dealt with an awkward situation
Name a time when you could have done something better
Give an example of when you motivated your team. How do you motivate yourself?
In your current job, what really frustrates you? How do you deal with it?
Would it annoy you if your 'team' didn't agree with one of your decisions?
What has been your greatest challenge?
Give an example of when you faced a crisis.
Give an example of when you had to make a quick/ snap decision.
If you were my FO, how would I know that you were working at your max capacity? How would I know that you were under pressure? How do you deal with it?
What are the challenges with dealing with cultural diversity? How would you deal with them?
Give an example of when you made a big change - how did you cope?
Give an example of when you delegated.
Give an example of when you delivered sensitive information to 'your' team.
When have you led by example?
When have you shown good command skills? Shown leadership skills?
if you cannot answer a question during the interview, they will wait for an answer. They will make you feel very relaxed, but…Shows initiative; inspirational & enthusiastic; appreciative; supports and coaches; visible & accessible; considers others suggestions with appropriate assertiveness; delegates; prioritises tasks; relaxed open communication; not competitive; gives personal feedback.
SIM:
If short listed, you will receive the following
The following programme will be completed by pilots attending selection at Burgess Hill:
Engine failure on take-off (in accordance with the procedures in this document)
Engine relight
Raw data tracking
Raw data procedural ILS approach
(For raw data exercises, the FPV will be available for use. Manual Thrust control is required)
The Aircraft will be an A320-200 with CFM engines. The configuration will be as follows:
MACZFW: 30.0
ZFW: 54,000 kg
Fuel: 8000 kg
Flap for take-off: 1+F
Prior to the assessment, the instructor will inform you of the specific details of the exercise,
including:
Airport / Runway
Weather
Engine Out SID
The exercise will commence with the aircraft positioned on the runway threshold with the
‘Before Take-Off’ checklist already completed. The exercises will then be completed in the
order listed above.
When completing an approach, once fully configured for landing (Flap Full);
the landing checklist below should be completed using a read/respond format:
ENGINE FAILURE ON TAKE-OFF
If an engine fails between V1 and VR, PNF may call "Engine Fire/Failure" without
identifying which engine has failed (even if it appears on ECAM) and will also cancel
any aural alerts. PF will maintain directional control by smoothly applying rudder to
contain the yaw. At VR, the aircraft should be rotated at a slightly slower rate than with
all engines operating (i.e. between 2.5° to 3.0°) towards 12.5° degrees of nose up pitch
and then SRS should be followed. (If the aircraft is operating with flex thrust / heavy
weights / hot and high airfield etc then the required initial pitch attitude may be less than
12.5° but still should be sufficient to lift off the runway and climb out without the speed
decreasing below V2).
Remember that the flight control ‘ground mode’ blends into the ‘flight mode’ over the 5
seconds after lift-off, and so any unnecessary continued back pressure after this point
will result in a load factor demand – possibly resulting in a too higher nose attitude. After
lift off, rudder should be applied to smoothly centralise the beta target. At this point, the
pilot can use rudder trim to reduce pedal loads (ensure the search for the rudder trim
switch does not interfere with the gradual reduction in back pressure on the stick !) and
then engage autopilot if required. During this phase, the landing gear should be
retracted as normal.
Once above 400 feet AAL, and assuming that the aircraft is safely under control and
climbing away with the gear retracted, PF should say to PNF, “READ ECAM”. PNF
should read out the ECAM title and then use all available resources (e.g. engine
gauges, engine fire pushbutton light, SD indications, overhead panel indications etc) to
correctly identify the failure. Having satisfied himself that PNF has correctly identified
which engine has failed, PF will then state, "MY RADIOS, ECAM ACTIONS".
The ECAM actions are then carried out by PNF. PF will make all thrust lever
movements and any switching of engine controls and guarded switches must be carried
out with positive identification of the switch by both pilots. The ECAM will then not be
continued past the point of 'engine secure' until after the acceleration manoeuvre.
The point at which, the engine can be considered as “secure” in the ECAM procedure
is:
• Engine flameout.........Engine Master OFF.
• Damage.......................Discharge of Agent 1.
• Fire..............................Discharge of Agent 1 (and Agent 2 if necessary).
At acceleration altitude or when the engine is secure (whichever is later), PF should
push V/S on the FCU to command a level acceleration (FMGC will target 250 knots).
During this acceleration, the flaps should be retracted on schedule and at 'green dot'
speed; PF should pull ALT on the FCU to engage OP CLB. The speed target will
automatically change back to 'green dot'. At this point the thrust levers should be moved
into the MCT gate to engage the autothrust at max continuous thrust. This will remove
the flashing 'LVR MCT’ message from the FMA.
Following flap retraction, if the initial climb was conducted at FLEX thrust, the thrust
levers must be moved back from the FLEX/MCT detent into the CLB detent and then
forward again into the FLEX/MCT detent to achieve MCT and remove the ‘LVR MCT’
flashing message on the FMA. Once climbing in the clean configuration, PF can ask
PNF to complete the outstanding ECAM actions.
hope it helps!
20 Simple A320 questions on systems/ 20 minutes.
1/ Three simple questions on hydraulique systems:
2/normal braking is on the green.
3./spoilers are used on the green and yelow...
4/wing anti ice are only the 3 outboards slats
5/question about loops on engine + apu+ fire detection on each engine
6/ What is the max amps on the TR? 220Amps, 90amps, or an other solution i don't remember;
7/If AC1 fails, which system takes over? AC2?DC? and an other?
8/in alternate low, is pitch in direct low? elerons are in direct low?
9/What is the max speed to lower the gear? VLE 250kt.
10/What is the limit for gear extension? 20000ft, 25000ft? no limit?
11/ what is the limit for slats flaps extention? 20000ft
12/When speed reach vls, what happen? ALFA FLOOR? stall? ...
13/ When engine out in crew, what are immediate actions? ATHR OFF, THRUST MCT, SELECT GD SPEED, When GD speed reached, OPEN DESC...
14/What is the APP speed in UK? 220kt? 185kt, 175kt?
15/ Slats/ flaps locked, what message appears on ECAM? A LOCHED? S(F) LOCKED?....
Sorry about the 5 last ones. Don't remember.
2 Groupe tests:
So to the day itself. There will be 12 candidates, including you. You will all be briefed on the day’s events and each person given the times when they will be sitting each test or interview. You are then split into 6 groups of 4 and off you go for the GROUP EXERCISE. You will 2 assessors looking on each group.
Play the game: they are looking for teamplayers (not dictators nor wall-flowers). Once the time starts (we were given 35mins) a good way to open proceedings is to ask “ any suggestions?”. This immediately scores points because you have opened up the floor to others. Everyone knows the idea of allocating a time keeper so if no one else suggests it do so. However be time aware, even if you are not the time keeper. In my exercise the time keeper never updated us on time and make a point to ask for regular time checks.
for the good of the team. Remember there is no right or wrong decision, just a team decision.
3.INTERVIEW
ARTICULATE, TAKE YOUR TIME, BE CLEAR AND AS SHORT AS POSSIBLE
6 questions where you have to give exemples about your life. They make a point thet you only give real exemple, no explanations about the way you would react. And tipical questions as below:
Why do you want to work for EZY?
Give a brief career outline?
Felt you have fallen short on something?
How did you felt today
Explain a complex situation you have encountered
You have influenced others
Made a bad decision
Made a good decision
Dealt with confrontation
Define CRM. Example of when you have seen or used good CRM… Give an example of bad CRM.
When have you bent the rules or SOP’s to meet an objective
When have you delivered sensitive news to someone
When have you made a professional mistake and what have you done to overcome it
When have you made a team decision that others haven’t liked
Name a time when you’ve made a big decision
When have others in a team made /implemented a decision that you disagree with. How do you deal with it. How do you adapt?
When have you done something well
When have you diffused conflict
When have you dealt with an awkward situation
Name a time when you could have done something better
Give an example of when you motivated your team. How do you motivate yourself?
In your current job, what really frustrates you? How do you deal with it?
Would it annoy you if your 'team' didn't agree with one of your decisions?
What has been your greatest challenge?
Give an example of when you faced a crisis.
Give an example of when you had to make a quick/ snap decision.
If you were my FO, how would I know that you were working at your max capacity? How would I know that you were under pressure? How do you deal with it?
What are the challenges with dealing with cultural diversity? How would you deal with them?
Give an example of when you made a big change - how did you cope?
Give an example of when you delegated.
Give an example of when you delivered sensitive information to 'your' team.
When have you led by example?
When have you shown good command skills? Shown leadership skills?
if you cannot answer a question during the interview, they will wait for an answer. They will make you feel very relaxed, but…Shows initiative; inspirational & enthusiastic; appreciative; supports and coaches; visible & accessible; considers others suggestions with appropriate assertiveness; delegates; prioritises tasks; relaxed open communication; not competitive; gives personal feedback.
SIM:
If short listed, you will receive the following
The following programme will be completed by pilots attending selection at Burgess Hill:
Engine failure on take-off (in accordance with the procedures in this document)
Engine relight
Raw data tracking
Raw data procedural ILS approach
(For raw data exercises, the FPV will be available for use. Manual Thrust control is required)
The Aircraft will be an A320-200 with CFM engines. The configuration will be as follows:
MACZFW: 30.0
ZFW: 54,000 kg
Fuel: 8000 kg
Flap for take-off: 1+F
Prior to the assessment, the instructor will inform you of the specific details of the exercise,
including:
Airport / Runway
Weather
Engine Out SID
The exercise will commence with the aircraft positioned on the runway threshold with the
‘Before Take-Off’ checklist already completed. The exercises will then be completed in the
order listed above.
When completing an approach, once fully configured for landing (Flap Full);
the landing checklist below should be completed using a read/respond format:
ENGINE FAILURE ON TAKE-OFF
If an engine fails between V1 and VR, PNF may call "Engine Fire/Failure" without
identifying which engine has failed (even if it appears on ECAM) and will also cancel
any aural alerts. PF will maintain directional control by smoothly applying rudder to
contain the yaw. At VR, the aircraft should be rotated at a slightly slower rate than with
all engines operating (i.e. between 2.5° to 3.0°) towards 12.5° degrees of nose up pitch
and then SRS should be followed. (If the aircraft is operating with flex thrust / heavy
weights / hot and high airfield etc then the required initial pitch attitude may be less than
12.5° but still should be sufficient to lift off the runway and climb out without the speed
decreasing below V2).
Remember that the flight control ‘ground mode’ blends into the ‘flight mode’ over the 5
seconds after lift-off, and so any unnecessary continued back pressure after this point
will result in a load factor demand – possibly resulting in a too higher nose attitude. After
lift off, rudder should be applied to smoothly centralise the beta target. At this point, the
pilot can use rudder trim to reduce pedal loads (ensure the search for the rudder trim
switch does not interfere with the gradual reduction in back pressure on the stick !) and
then engage autopilot if required. During this phase, the landing gear should be
retracted as normal.
Once above 400 feet AAL, and assuming that the aircraft is safely under control and
climbing away with the gear retracted, PF should say to PNF, “READ ECAM”. PNF
should read out the ECAM title and then use all available resources (e.g. engine
gauges, engine fire pushbutton light, SD indications, overhead panel indications etc) to
correctly identify the failure. Having satisfied himself that PNF has correctly identified
which engine has failed, PF will then state, "MY RADIOS, ECAM ACTIONS".
The ECAM actions are then carried out by PNF. PF will make all thrust lever
movements and any switching of engine controls and guarded switches must be carried
out with positive identification of the switch by both pilots. The ECAM will then not be
continued past the point of 'engine secure' until after the acceleration manoeuvre.
The point at which, the engine can be considered as “secure” in the ECAM procedure
is:
• Engine flameout.........Engine Master OFF.
• Damage.......................Discharge of Agent 1.
• Fire..............................Discharge of Agent 1 (and Agent 2 if necessary).
At acceleration altitude or when the engine is secure (whichever is later), PF should
push V/S on the FCU to command a level acceleration (FMGC will target 250 knots).
During this acceleration, the flaps should be retracted on schedule and at 'green dot'
speed; PF should pull ALT on the FCU to engage OP CLB. The speed target will
automatically change back to 'green dot'. At this point the thrust levers should be moved
into the MCT gate to engage the autothrust at max continuous thrust. This will remove
the flashing 'LVR MCT’ message from the FMA.
Following flap retraction, if the initial climb was conducted at FLEX thrust, the thrust
levers must be moved back from the FLEX/MCT detent into the CLB detent and then
forward again into the FLEX/MCT detent to achieve MCT and remove the ‘LVR MCT’
flashing message on the FMA. Once climbing in the clean configuration, PF can ask
PNF to complete the outstanding ECAM actions.
hope it helps!
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usualguy - whatever the difficulties of your personal circumstances, I can assure you that A320 pilots at easyJet earn more than you are saying. Our Oxford cadets earn £50/block hour as flexicrew - that equates to £45k/year in their first job. A brand new captain who has been with easyJet for say 3-5 years will be earning around £90k-£100k/year. A trainer (of which we have 150) will earn between £120k-£35k/year. That is in the UK - the figures on the continent are much higher. Frankly, I enjoy 4-sector days and am well-paid for doing so. It is not all bad.
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This is the selection from last week! but people called applyed via parc aviation ONLY! Even fully ATPL. Vacancies will be only on French, german and UK bases.
less than 500 hours are just not considered. Not yet.
this is for the next weeks, month. This may change, but...
less than 500 hours are just not considered. Not yet.
this is for the next weeks, month. This may change, but...
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Less than 500 hours WILL be considered. I have less than 500 (with a very reputable UK company) albeit very close to 500, and increasing daily, but a lovely lady at Parc spoke to whoever is in charge of recruitment at easy and it wasn't a problem. Subject to passing the assessment obviously.
Hopefully staying where I am but keep the faith guys. If you're close and current with a recognised operator I shouldn't think you'll have an issue. Lots of friends work at easy and apart from the terms and conditions say it's a nice place to be
Hopefully staying where I am but keep the faith guys. If you're close and current with a recognised operator I shouldn't think you'll have an issue. Lots of friends work at easy and apart from the terms and conditions say it's a nice place to be
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not in the minimum requirements
I don't know if anyone here got any news from easyjet...but...
I got an email a couple of days ago, the second one, saying "we are afraid that on this occasion we will not be taking your application any further as you have not met the minimum criteria for this role".
I suppose the reason is that I haven't flown the 320 for seven month. I'm on the 330 now, pretty similar to the 320, just heavier and more redundant.
These were the rules, having flown the 320 in the last three month, so I accept them.
Just let me wish all the best to all the applicants that want to join easyjet.
I believe that,in today's market, ezy represents a good company to work for.
Maybe in the future,or in my next life...
Cheers,
NG
I got an email a couple of days ago, the second one, saying "we are afraid that on this occasion we will not be taking your application any further as you have not met the minimum criteria for this role".
I suppose the reason is that I haven't flown the 320 for seven month. I'm on the 330 now, pretty similar to the 320, just heavier and more redundant.
These were the rules, having flown the 320 in the last three month, so I accept them.
Just let me wish all the best to all the applicants that want to join easyjet.
I believe that,in today's market, ezy represents a good company to work for.
Maybe in the future,or in my next life...
Cheers,
NG
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Despite the fact I will shortly be leaving easyJet, I agree that it is a good company to work for in many ways, but it definitely suits a certain kind of person.
You will find many pilots in the company that say they can "not work like this for the long term" or "this is not a career airline". Indeed, last year the company conducted an anonymous survey of employee morale. One statistic to come out of it was that a high % of pilots would prefer to work for another airline. Management has since tried to appease the pilots, and has had some success. But still, food for thought.
The trap for some has been the early command and the pay rise that comes with it. Despite this, a reasonable number of captains have moved on to other airlines and jumped back into the RHS in doing so. It is worth contemplating why they feel the need to do this.
I feel it is best to see both sides of the coin before joining any company, and I hope this post offers some insight. It is not designed as a stab at easy. I enjoyed my time there very much, but like many didn't see it as sustainable for the long run.
You will find many pilots in the company that say they can "not work like this for the long term" or "this is not a career airline". Indeed, last year the company conducted an anonymous survey of employee morale. One statistic to come out of it was that a high % of pilots would prefer to work for another airline. Management has since tried to appease the pilots, and has had some success. But still, food for thought.
The trap for some has been the early command and the pay rise that comes with it. Despite this, a reasonable number of captains have moved on to other airlines and jumped back into the RHS in doing so. It is worth contemplating why they feel the need to do this.
I feel it is best to see both sides of the coin before joining any company, and I hope this post offers some insight. It is not designed as a stab at easy. I enjoyed my time there very much, but like many didn't see it as sustainable for the long run.
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You will find many pilots in the company that say they can "not work like this for the long term" or "this is not a career airline".
...but like many didn't see it as sustainable for the long run.
The way they treat people the grueling hours, the total lack of any real career options (long haul, a good part time scheme, a long term sustainable short haul career etc) just makes it a nice stepping stone, nothing more.
Obviously FLR has also seen the light, but with the next crisis in sight I seriously doubt that now is a good time to be at the bottom of a seniority list.
You need to move companies and join a seniority list during the good years when the low-costs are throwing fast commands at one's feet. But hey, leaving (say 1-2 years ago!) with a low-cost command in sight would require foresight and discipline, something most obviously don't have... 
Of course fresh and ambitious (busy kissing @ss in the training & recruitment departments) Dutch cadets like Alexander de Meerkat who never experienced working for any other company in their young lives haven't thought that far ahead yet. These 20-30 year olds are still full of energy, heads firmly stuck in the sand, and completely lack any understanding of how a 4 sector 12 hour duty day feels when >35 years old, let alone doing that until retirement.
Their time to understand will come, but for most it will be too late because; 1) financially they won't be able to move back to to the RHS and 2) not many airlines in Europe will want them in the RHS with 9000 hours of which 5-6000 PIC hours when they have plenty of young, fresh and 2-3000 hour jet experienced F/O's to fill those seats. But then of course there is always the Middle East and "FastJet" for those left behind...
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Doug the Head - I share the same worries about the recession. However, I can not turn down the chance to join BA because of it. If I don't join now I most likely will never get the chance again. A risk I feel I have little choice but to take.
AmericaFYeah - you are right to think the way you do based on what you have seen 'on paper'. But like most jobs, you only know the reality once you join. My last post was designed to help people see that all is far from rosy. But agreed, it is better than a lot of things out there if you can cope with it's shortcomings.
AmericaFYeah - you are right to think the way you do based on what you have seen 'on paper'. But like most jobs, you only know the reality once you join. My last post was designed to help people see that all is far from rosy. But agreed, it is better than a lot of things out there if you can cope with it's shortcomings.
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Can anyone comment on what is easyJet's latest policy concerning base preference. I understand a few years back they totally did away with base preferences because it meant hiring one or two people for the job (yes, in a company that employs over 3,000 pilots)
Ut Sementem Feeceris
eJ does not have over 3,000 pilots.....circa 2,200 more like.
If you join via Parc/CTC then you go where they (easyJet) want you (LGW mainly I believe). If/when you are offered a full time contract, you can apply for a base transfer and go on the transfer list to await your turn.
That's how I understand it - if it's incorrect, I'm sure someone will put me right!
If you join via Parc/CTC then you go where they (easyJet) want you (LGW mainly I believe). If/when you are offered a full time contract, you can apply for a base transfer and go on the transfer list to await your turn.
That's how I understand it - if it's incorrect, I'm sure someone will put me right!
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Doug the Head - I see from your previous posts that during your years of working at easyJet you have developed some kind of neurosis towards your employer. The problem with such obsessions is that they colour virtually any discussion and make it impossible to see any good in a situation, even when there is good to be seen. I note, for example, that you think I am a Dutch First Officer aged between 20 and 30, in my first job "busy kissing @ss in the training & recruitment departments". It is for others to judge the veracity of my views, but you may be interested to know I am British, over 50, have worked for a load of previous airlines and have no need to do anything to impress the Training Department as I am already a TRE who has worked at easyJet for many years. Even more surprising to you will be the fact that, like the vast majority of easyJet pilots, I actually like my job, enjoy many 4-sector days and do not plan to leave any time soon. The reason I am pointing this out to you Doug, is to try and show you that your personal disappointment at easyJet is just that - personal. Whether you failed to get that training job, got turned down by BA or just wished you had become an accountant instead of a pilot I really do not know. What I do know is that your obsessive hatred of easyJet has become so ludicrous that it is preventing you having anything remotely resembling a rational rational discussion on the subject. I note that in the past others more eloquent than me have suggested you leave as soon as possible - I can only recommend you follow their advice as there is no time like the present.
I try to be objective myself and consider each issue on its merits, rather than see the worst in every situation. I have tried to give a balanced perspective in previous posts regarding easyJet, and fundamentally it is a good place to be. We have many issues to resolve, but the sea change in the last year has been simply outstanding. I think that if you are young enough, a career at BA is better than being at easyJet, but I am struggling to think of any airline that is not a national carrier where you would have a better working life. Just my view, but there you have it.
I try to be objective myself and consider each issue on its merits, rather than see the worst in every situation. I have tried to give a balanced perspective in previous posts regarding easyJet, and fundamentally it is a good place to be. We have many issues to resolve, but the sea change in the last year has been simply outstanding. I think that if you are young enough, a career at BA is better than being at easyJet, but I am struggling to think of any airline that is not a national carrier where you would have a better working life. Just my view, but there you have it.
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...but you may be interested to know I am British, over 50, have worked for a load of previous airlines and have no need to do anything to impress the Training Department as I am already a TRE who has worked at easyJet for many years.
I actually like my job, enjoy many 4-sector days and do not plan to leave any time soon.
Let's be realistic, you are stuck at where you are right now for the rest of your career, flogging some 737 or A320 on 4 sector days throughout Europe.
Full Left Rudder (...and a few others...
) recognize this box that you're in now, so they decided to bite the bullet and take a shot on a better life. 
Join Date: Aug 2003
Location: Hampshire physically; Perthshire and Pembrokeshire mentally.
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AmerFYeah,
Turning down BA may not have been the best thing to have done. I don`t know how far past the ripe old age of 35 you are but if it`s just a month or two that would have given you nearly 30 years if you wanted it. Time to command in SH may be 15 years or so but the figure I have more recently heard is about 10 years. For the record, I joined BA at 38, gained command in SH at LHR after 9 years and became a TC before having to leave at 55 a few short months before the retirement age went up. Would I have stayed if I could rather than be at easyJet? What do you think?
Anyway, given that you made that decision for whatever reason you are right to think easyJet is a good place to be. It`s now a large airline and it makes significant profits year-on-year. If the wider European economy crashes it`s a better place to be than many, many other airlines. As the Meerkat has indicated there have been tangible improvements over the last year or so with more to come. It is not all four-sector days, especially at LGW. Those who keep banging on about this aspect tend to overlook that BA SH also offers plenty of four-sector days. Good luck.
Turning down BA may not have been the best thing to have done. I don`t know how far past the ripe old age of 35 you are but if it`s just a month or two that would have given you nearly 30 years if you wanted it. Time to command in SH may be 15 years or so but the figure I have more recently heard is about 10 years. For the record, I joined BA at 38, gained command in SH at LHR after 9 years and became a TC before having to leave at 55 a few short months before the retirement age went up. Would I have stayed if I could rather than be at easyJet? What do you think?
Anyway, given that you made that decision for whatever reason you are right to think easyJet is a good place to be. It`s now a large airline and it makes significant profits year-on-year. If the wider European economy crashes it`s a better place to be than many, many other airlines. As the Meerkat has indicated there have been tangible improvements over the last year or so with more to come. It is not all four-sector days, especially at LGW. Those who keep banging on about this aspect tend to overlook that BA SH also offers plenty of four-sector days. Good luck.
Join Date: Jun 2005
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Hello gents,
a few days ago I received an email form EY recruitment. They turned down my application because I do not meet the minimum requirements.
I am not 320 rated. I am sorry even if i knew it from the biginning because i still think that Ey is a good job and a good airline.
I hope in the future they will open for non rated pilots.
Good luck to all those who passed the selection!!!!
a few days ago I received an email form EY recruitment. They turned down my application because I do not meet the minimum requirements.
I am not 320 rated. I am sorry even if i knew it from the biginning because i still think that Ey is a good job and a good airline.
I hope in the future they will open for non rated pilots.
Good luck to all those who passed the selection!!!!