Nah, you'll need a copy of your licence where your most recent Proficiency Check will have been signed off.

Thought so, cheers!

Something to do with this thread: Jet2.com to create almost 1,000 new jobs - BBC News ?

Just trying to prep for the J2 interview, they state it's competency based, can anyone who has done it offer any feedback as to the sort of things they asked? I assume it will be things such as 'name a time you worked as a team' 'showed good situational awareness' etc.. Does it go much deeper than that?

Just trying to get up to date info etc, and having attended when Jet2 visited the sandy furnace a while back..I'm still looking at this option as my escape plan.
How has the summer gone so far? Is there still a big split between summer and winter workloads? Roadshows notwithstanding, when is the next round of DEC recruitment likely to happen..or at least planned to happen etc. Lastly, is there likely to be offers of preferential bases..or will you end up where the need is greatest?
Thanks in advance, and yes, for me the paycut will be a price worth coming home for...just as long as I have a reasonable and up to date picture of goings on.

Seconding what Council Van says.
Plus, Monarch Man: Pay cut?
Unless you are getting twice what you'd get here, or living like a hermit there, it's not really much of a pay cut, unless you are on close to 200k.
And it's all heading in the right direction, rather than "not what it used to be".
These are the good old days.

Thanks CV:ok:

16024, my comment was merely a reflection of my present disposable income v what I could expect at Jet 2 should I be given the opportunity to join, it wasn't meant to be anything else, as the only real reason now for staying were I am is financial.

Does anyone know how it works with the training these days. I understand at one point you were limited to the -300 for a certain time, and then went on to the -800. Is that still the case with the -300s leaving fairly soon or are you recruited straight on to the -800?

Its a mix. Some guys start on the 800 some on the 300. I guess is it depends on your base and or experience and or the way the wind blows that day.
As you say though 300's are been phased out so I would say most guys going forward will be 800 only.

The -300s with the winglets will be staying until they're phased out in 2022.

Is anybody able to give a rough renumeration breakdown for a J2 Capt 737? I'm assuming it would have been outlined at the recent roadshows. Sadly I was unable to attend. I've obviously had a look at PPJN etc. However, I wasn't sure even the recently updated salary was correct and I was after a typical monthly breakdown etc. Any bonuses paid etc? Shares? Pension? Typical monthly Salary/Duty/Sector. Thanks so much in advance!

Just out of interest, Guys who have been accepted in the past couple of weeks what sort of start dates are you being given?

What roster pattern does a 70%er have and how many hours will they fly?

In 2016 I believe most 737 pilots ( 100%er ) flew approx 550 - 600 hrs.
Is this likely to change in the coming years?
I am particularly interested in STN based crews.

thanks, S1

Nobody can answer you with regard to STN base. In general 100%ers do 600-800 hours per year, and I would imagine that a 70%er would fly the best part of 600 hours per year as the 70%ers fly full time in the summer (busy) season, and take their time off in the winter when 100%ers fly very little.

Hey guys,

As this thread has been so helpful I thought I'd post my assessment experience.

Online tests: Do some practice beforehand as time is tight, and once your scores in your practice are reasonable then have a go, I got through these fine, I've known guys who haven't and J2 have let them have another go.

Telephone interview : 10 minute phone call basically wanting to know your reasons for applying, no biggie.

Group ex : 2 possible exercises depending on the amount of people who are there, 5 minutes to read through things in silence, then 15 minutes as a group. Really not hard, I have quite a bit of experience with group exercises, those who don't, there is no real trick to them. Main things, make sure someone keeps time, don't dominate, keep an eye on the time and work through things slowly, taking it in turns to speak. You just want to all agree on a solution to a simple problem.

Interview : I did no prep for this, a few posts on here say it's a 20 minute relaxed chat, mine was relaxed but it lasted for an hour, so a little bit more involved than I was expecting. Know a bit about jet2 and how they make money, who their main rivals are, know about your own company. They will want to know occasions where you've influenced others, they have a scenario based question also, in my one we lined up on the runway and we get an engine low oil pressure light and the captain just wants to apply take off thrust to see if it goes away, airport has no engineering etc, what would you do? My answer was that basically I wouldn't want to risk having to reject a take-off or even attempt a take-off if I have that sort of warning light, so would like to taxi off the runway and try and sort out the problem, once off the runway perform the QRH checklist, check the maintenance log to see if the aircraft has a history of it and how they resolved it, speak to company engineering over the phone etc and try to resolve the problem. Then mention that you'd be thinking about airport closure times, flight duty limitations, talking to passengers and the crew etc. Anyone with airline experience will have no problems with this. They tell you about their 70% contract and 100% contract and ask whether you'd be interested in doing the 70% contract, I said if I was offered the 70% contract then I wouldn't be joining, as I was taking a pay cut for the job anyway.

Sim : Did the check in a 737. I found the way the sim was run to be a little bit strange, but maybe I'm just out of the game with it. It was run with 2 j2 captains, one as your PM, I assumed this would be a good thing as I'd have a very on the ball PM, but this wasn't really the case, I expected to be operating using full Jet2 SOPs, but whilst they send you a few of their SOPs what they seem to want you to do is use a hybrid of their SOPs and your own, and they wanted me to brief the PM on every single thing I wanted him to say.. even to the point of calling something like 'Positive rate' after take-off. And they basically said if I didn't brief him to say something then he simply wouldn't say it. Whilst this doesn't sound too bad, they also seem to have the attitude of wanting to get going, so during the brief I didn't feel it appropriate to sit there for 5 minutes briefing the PM on every single call, so I ended up with a very quiet PM! So this actually really threw me..

It has been said before that the sim test is less of check of your flying ability and more of a procedural test, I really found this to be the case.. The profile was a raw data sid out of manchester intially to 5000ft then upto FL70, clean up, accelerate from 210kts to 250kts, then to 300kts, then decelerate back to 250kts, then steep turns at 250kts left and right. Once those are complete, brief the approach, descent down to 3500ft, they want you to slow down to 210kts in the descent, the instructor acting as ATC gets on at you if you aren't slowing down quick enough, I was just above the flaps 1 speed limitation so once I was at that I took more flap, I think they want to see if you'll bust the flap speed, the approach is a raw data ILS to a missed approach then following the go around it's a single engine ILS with FD's to land. I would probably recommend doing a practice sim if you aren't familiar with the 737, as they seemed to expect a little bit of prior knowledge, that said, it's a sim check and not a type rating so don't expect it to be graded like one.

Got a call the next day to say I'd passed the sim then a few days after that got a call offering me the job on my first choice base. I found the way they ran everything to be very professional, as they are heavily recruiting at the moment it's quite clear that they are overworked in recruitment, it does seem to be a pretty good place to work, considering you aren't paying for the type rating (well, old fashioned bond) and accommodation is provided during the rating, as far as I can tell the 100% contract seems quite competitive. It's not BA, but if I compared it to the likes of Thomson where for a non type rated guy I'd be paying out of my salary for 3 years and starting on a PPY contract and expecting a 10+ year wait for command, it beats it in my opinion. Not to mention I live near the base they've given me so it gives me the chance of a great family life.

Hope this helps.

Great post. I am there on Thursday and although not inexperienced, this is very useful. I will endeavour to do the same either way.

Would anybody be able to advise on ryanair or Jet2 both permanent contracts in the same base? Eg stn. That expansion makes things very interesting for ryanair captains.

Suppose it depends on what you want -

Benefits of Ryanair - roster pattern, apart from that I believe that Jet2 wins on all other counts.

Hmmm... I'm not so sure it's just the roster Johnny. It depends on base and whether you are on a permanent UK contract at FR. I have a close friend that is a Captain on the 737 at Jet2. We had a discussion about this and I earned more last year than he did as a UK based FR 737 Captain. He works less overall however. So if you are talking about take home pay on a UK permanent FR contract then Jet2 doesn't win on all counts according to our recent comparisons. There is also scope for the right people with the required competencies and ability to earn more at FR by joining the training department in positions such as LTC and TRI/TRE. This is purely based on the fact that the airline is expanding to over 500 aircraft over the next number of years. However with all that said I know quite a few ex colleagues in both seats at Jet2 and by and large they are happy. I'm not knocking it by any means.

Safe Flying.

But it's about much more than how much you take home. You might well have an extra few quid in your sky rocket, but you're made to work harder for it.

Looking at the route structure for STN there will be no 4 sector days for a start. I'm sure there are plenty more pros and cons, but based on my discussions with plenty of people that have moved from FR to Jet2 over the last few years, the vast majority wouldn't go back in a month of Sunday's.