Norwegian B787 - LGW based
Joined: Jun 1996
Aviation Qualifications: ATPL
Posts: 743
Likes: 4
From: Check with Ops
Hi 7Q,
I know I'm not much help but there does seem to be a difference between the requirements of Rishworth (for the LGW-based crews) and those of OSM (for the FLL crew). The LGW requirements do not mention narrow body in longhaul operations. From the Rishworth brief:
Given this, I would suggest that no PIC on a wide body is required but, no doubt, I'm sure they would prefer that over narrow body experience.
I think only the agencies can answer your specific question (which I think is a good one), so why not give them a quick call/email and ask them directly.
I know I'm not much help but there does seem to be a difference between the requirements of Rishworth (for the LGW-based crews) and those of OSM (for the FLL crew). The LGW requirements do not mention narrow body in longhaul operations. From the Rishworth brief:
Minimum experience required
Commander: 6,000 hours total time, 2,500 PIC hours on any EFIS commercial jet aircraft. 1,000 hours on a wide body aircraft.
Current type rating in EASA license.
Commander: 6,000 hours total time, 2,500 PIC hours on any EFIS commercial jet aircraft. 1,000 hours on a wide body aircraft.
Current type rating in EASA license.
I think only the agencies can answer your specific question (which I think is a good one), so why not give them a quick call/email and ask them directly.
Joined: Oct 2005
Posts: 244
Likes: 0
From: Everyplace
rishworth changed the req
http://www.rishworthaviation.com/Opp...ype-rated.aspx
I was just curious, I dont have an easa licence to apply right now.
http://www.rishworthaviation.com/Opp...ype-rated.aspx
I was just curious, I dont have an easa licence to apply right now.
Last edited by 7Q Off; 21st October 2016 at 08:24.
Joined: Apr 2002
Posts: 3,349
Likes: 1
From: FUBAR
jonnyknoxsville,
here it is (just joking, but this is the level they should be at , with renumeration/roster etc. . . it is a long-haul operation isn't it ? )
https://jobs.flightglobal.com/job/14...&cm=2016-11-02
here it is (just joking, but this is the level they should be at , with renumeration/roster etc. . . it is a long-haul operation isn't it ? )
https://jobs.flightglobal.com/job/14...&cm=2016-11-02
Joined: Aug 2013
Posts: 5
Likes: 0
From: Scandinavia
Hi Jhonny,
I heard 5250 euro base pay and 1100 euro Per diem plus some for the phone. So around 6390 euro I guess for a FO position.
I have this information as the third link, from a NAX pilot.
It has yet to be confirmed officially...
I heard 5250 euro base pay and 1100 euro Per diem plus some for the phone. So around 6390 euro I guess for a FO position.
I have this information as the third link, from a NAX pilot.
It has yet to be confirmed officially...
Joined: Mar 2006
Posts: 233
Likes: 0
From: Earth
Since Norwegian is recruiting for another bases than LGW how is it going to work? Are the pilots based in Barcelona, Amsterdam, Paris and Gatwick or they will be using some kind of Gateways in order to get pilots rostered from the various bases?
It will be interesting to see what the new pay proposal is for all positions, captain, cruise captain and first officer.
It will be interesting to see what the new pay proposal is for all positions, captain, cruise captain and first officer.
Joined: Apr 2002
Posts: 3,349
Likes: 1
From: FUBAR
Meester proach,
I am not there , so cannot vouch for it, but there was a period that the time away from home was reported to be fairly considerable, & roster stability appalling, at NAI LH.
I don't know how it is now, but the guaranteed days off are nothing special.
I am not there , so cannot vouch for it, but there was a period that the time away from home was reported to be fairly considerable, & roster stability appalling, at NAI LH.
I don't know how it is now, but the guaranteed days off are nothing special.
Joined: Nov 2010
Posts: 272
Likes: 0
From: Sydney
Apparently, the promised Dreamyliner lifestyle is not as advertised and no one wants to post roster details.
Those daring to ask OSM or Rishworth to explain protracted recruitment procedures, provide more information on work patterns or other "employment" concerns, may trigger additional screening – the solicitation of “answer all your questions” a possible tactic to reveal those who might later reject the Kjos Kool-Aid. Be very wary of pledges from Norwegian’s inept managers seeking to masterfully hammer home a purported ‘open door’ policy.
The BA announced saturation of specific US routes may damage Norwegian. In many instances the superior BA all inclusive ticket price is less than Norwegian’s a la carte, high costs total. This, combined with the DOT refusing to budge on NA UK’s permit application following a recent EU-US meeting, makes for a not so smiling rock ape:-
“In response to a question from the European delegation regarding the timing of the DOT review process, the U.S. delegation did not provide any deadline or estimated date for further DOT action on the application, noting that it would be inappropriate to speculate on a pending regulatory matter”
With proposed variable bases and the associated multiple employment law jurisdictions, Norwegian’s circumvention employment model will become more novel and more complex. Don’t expect a DOT decision on the NAI or NA UK Foreign Air Carrier permits anytime soon.
Meanwhile, the Scandinavian reputation for quality of working life and trust continues to be willfully eroded.
Those daring to ask OSM or Rishworth to explain protracted recruitment procedures, provide more information on work patterns or other "employment" concerns, may trigger additional screening – the solicitation of “answer all your questions” a possible tactic to reveal those who might later reject the Kjos Kool-Aid. Be very wary of pledges from Norwegian’s inept managers seeking to masterfully hammer home a purported ‘open door’ policy.
The BA announced saturation of specific US routes may damage Norwegian. In many instances the superior BA all inclusive ticket price is less than Norwegian’s a la carte, high costs total. This, combined with the DOT refusing to budge on NA UK’s permit application following a recent EU-US meeting, makes for a not so smiling rock ape:-
“In response to a question from the European delegation regarding the timing of the DOT review process, the U.S. delegation did not provide any deadline or estimated date for further DOT action on the application, noting that it would be inappropriate to speculate on a pending regulatory matter”
With proposed variable bases and the associated multiple employment law jurisdictions, Norwegian’s circumvention employment model will become more novel and more complex. Don’t expect a DOT decision on the NAI or NA UK Foreign Air Carrier permits anytime soon.
Meanwhile, the Scandinavian reputation for quality of working life and trust continues to be willfully eroded.
Joined: May 2011
Posts: 90
Likes: 1
From: Geneva.
Above 20000ft you may be the Captain, should the PIC has taken his rest on long haul flight.
So usualy you keep the right seat, in the event of depressurization, you will act as Commander.
At the sim you should received the appropriate training.
So usualy you keep the right seat, in the event of depressurization, you will act as Commander.
At the sim you should received the appropriate training.