Actually, after working for EY for 5 years, I'm dreaming of coming back to a US carrier, major or low cost whatever it is. Nothing like US, believe me, but it takes one to leave it to realize it.

Three completely different fleets with completely different rosters.

320 - has changed a bit over the years, but still at core mainly intra-gulf turnarounds and short layovers in the Indian sub continent. Has picked up some interesting destinations such as Maldives and Seychelles, but still the workhorse fleet.

330 - Almost exclusively mid range flying to Asia, Europe, and Africa. 6 to 10 hour range. Also three freighters mixed in that go many non EY destinations.

340 - Mostly ULR, some Europe/Asia mid range

Almost all Airbus pilots as a rule are mixed fleet (320/330 or 330/340)

777 - Mix of ULR to North America and Oz, some short to medium range High Density flying mainly to Asia.

This being said, typical rosters vary widely depending on fleet and type mixing. ULR may have more off days, while short haul could fly mostly days and be home more nights etc.

Yes, in fact it is getting more and more difficult to get it all in one chunk. Bidding is by three rotating groups randomly assigned when you join. You can break down the leave as small as 7 days at a time, the catch is it must start on a particular day of the week according to your fleet.

No place in the world can be as good as home. Even the most exotic places in the world get old after few years due to the longings of "own culture, food, language, customs etc"....

Career wise the US may not be the best place but expat job is not everyone's cup of tea. The happiness lies in the ability to balance the emotions of oneself along with the career expectations.

Everyone's situation is different. Some love being expat for their entire lives while others go to the expat market to build turbine PIC to get ahead of the regional rat race while others go to make their financial position stronger.

Just like a new car, expat job becomes old and people long to return (or be close) to their place of origin/country. Like a wise pilot always says on this forum, "have an exit plan/strategy" when the music starts to slow down and finally stops.

The happiness lies in striking the balance!

Any updates on EY hiring? I have an application on file for A320 DEC. No response or acknowledgement.

They're taking currently quite a few guys from airlines they have invested in. Transfer in current position with rapid promotion if conditions are met, but mostly they look for DEC and trainers and they do get them.

EY questions
 

Thanks.
Shortly after posting, I read an article about EY bringing on the AirBerlin crews.

Just opened bids for 150 captains on the 380 and 150 bids for the 787 plus an equal amount of copilot bids for the same fleets. More 777 and 320 family aircraft joining the fleet so expect there will be quite a bit of hiring this and next year.

Good news EY, and I see you're on the B777 now. Need to change your screen name.

Will they be hiring DECs onto the B787?


TP

I can't see how they wouldn't, the T7 will most likely become the more senior fleet and there are no plans to mix fleet. There is a lot of growth on the 777 and several dozen 787's coming, and we still have this philosophy of segregating the airbus and boeing pilot groups. Add to that the 320s, 380s and eventual 350-1000's coming and the airbus side has it's own staffing issues. It wouldn't surprise me to see direct entry 787 pilots on both seats in the near future.

Too much trouble TP:)
Never can tell about where they'll place any DEC's. It's pretty much a given that there will be more DEC's, especially with all the orders. Right now the T7 expansion is pretty much an equal mix of T7 fo's to captain, Airbus captains to the T7 and DEC's. Majority of the DEC's are ex Singapore from the Jumbo and the T7. The internal bids mentioned 777 to 787 MFF and CCQ, I hope they don't plan on making it one fleet.